Quote:
Originally Posted by RH77
I too am a huge SeaFoam fan. Every car I touch gets the vacuum suction treatment, etc -- usually twice a year. The replacement plugs are cooler and gapped to spec. I also have a PCV catch setup. So far, it's performing well at 140K miles.
As far as Intake Air goes, FE is optimal at 100-110F. Under high loads lately, the pinging is very noticeable -- so I filled to a mid-grade mix. The airflow is slower after the warm-air tube to the airbox. This was added later (when the Weather turned colder). I just changed the oil and trans fluid (synth ATF), so that should help. The pinging started after a dead battery cleared the ECU's memory. I may need to "re-train" the ignition system with the ECU bypass method. I'll have some time to test it this week. It's getting a bit warmer before the next cold snap. Time will tell...
RH77
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Jeez... leave out the important stuff...
Drive for an oil change with OE timing settings, then re-adjust it back to what you have it at now... What's happening (for reference) is that the ECU is assuming the timing is at a factory setting, and it's trying to over-compensate, thus the pinging. Your timing is now further advanced than you think it is, after the electronic advance takes place.
Once you've done about 1k miles, you can slowly adjust the timing in 1-2* increments until you're max advanced... adjust each 1000 or so miles. This will manually train the ECU to under-correct the spark curves, allowing your timing to be run as optimal for your RPM range, instead of a broader RPM range.
I'm not positive, but if your car is anything like my Honda, I can just insert a jumper into a specific connector under my hood, and stop the electronic advance from taking place... this is how the service tech sets the initial timing, and how you reset it to whatever you want... on my car.
ECM's aren't stupid.. but they're better at
being stupid than humans are.