Quote:
Originally Posted by Ecky
I'd love to hear others' experience with this. How did you do it? What were your results?
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Don't get super tunneled on the AFRs. There's more to the picture than just the AFR that you can tune around.
If the engine is DBW you can rework the throttle maps to allow greater throttle openings while maintaining the fuel flow rate. That will allow you to adjust the throttle (read: airflow / VE) to where the engine will tolerate it.
Advancing the intake cam has less to do with resonance and wave tuning and everything to do with increasing dynamic compression. The intake valve is closing sooner, so you are compressing a larger swept volume into the clearance / chamber volume. This means there will be greater compressive heating, so mind the ignition advance.
Running lean has everything to do with mixture homogeneity and fuel sensitivity. The more heat you can put into the endgas the more likely you are to not misfire, although the closer you are to pre-ignition and detonation. Also, port flow turbidity and swirl will count. This is all dependent on flow velocity, which you'll be able to "see" in the VE map. Cam switching (and somewhat timing) will affect this too.
If your K-series has a full exhaust manifold, you can gain some improvements in scavenging and reduce the valve heating. That will take some effort. Beryllium valve guides and seats are for the bold ... haha.