kefi
oh shit waddup its dat boi
- Joined
- Jan 8, 2020
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- 14
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- 1,614
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- Location
- Central Florida
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- fk8.clinic
- Vehicle(s)
- 2018 Type R
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No problem. Yeah, that makes more sense and that is true. An example, methanol reducing IATs in the charge pipe has just as much of an effect on ignition advance as actually injecting ethanol into the chamber.Sorry, I'm being excessively terse as I just wrote a long post and need to get back to work. I mean no disrespect. You have help the community immensely.
I think you're missing the constraints I've put on the statement: "IAT below 35C". Then you're saying, well the temperatures are higher than that. I think that's where the interpretation brakes down?
The point is: Ethanol helps cool the camber, which has its benefits: "Since ethanol in Direct Injection (DI) Engines has a higher resistance to knock at higher Intake Air Temperatures, one is able to increase boost, advance the ignition and/or increase compression, which increases efficiency.". Now at lower IATs, there is no need to cool the chamber so the benefit is negligible because you can run higher ignition advance.
I see where you're coming from, though. Perhaps, I should have worded it like, "If your IATs during the application use stay below 35C, there are benefits to flex-fuel.". Is that better?
Our platforms have horrible, horrible issues with heat soak so even in cold climates it's damn near unavoidable to have 100+ IATs during heavy pulls/hard driving and ethanol will still have its benefits.
There's also the fact that when tuning a Type R, it's very difficult to tune it around the idea that 'this customer lives in a cold climate' successfully. We can't set ignition based on intake temps (yet) like you could with other Honda applications. You can use the way the ECU balances air charge and ignition for some advanced trickery to use what you've got when you've got it, but it's extremely difficult to get right and you're better off just tuning for potentially hot climates.
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