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Message: <blockquote data-quote="yokohama" data-source="post: 937803" data-attributes="member: 17643">Thanks for your comment..but if u getting all the tools with you and u dont pretty understand all the basic theory..dont u think is meaningless?Let's talk about charge density affects the burn rate. We need to ignite our charge at the right moment that will trigger our peak combustion pressure around 16 degrees after top dead center. We also know that because the air is more dense and more dense the charge is, the less time needed to complete the burn. This all correlates with gas burn rate, however also know that the faster the engine is turning, the shorter the time for the crank angle to reach that 16 degrees ATDC. so we would need to advance the ignition timing accordingly to rpms. Most so called tuners dont know this. Obviously the afr and charge density are some big factors affecting the burn rate. as mentioned before the higher charge density will burn faster because of the function of gas pressures and gas temps. chamber size, spark plug location and other factors will also affect burn right, but we wont really be concerned with that for now. Slower burn time reduces pumping efficiency, thats why you want to use the lowest octane that will not detonate. The pure fact of higher octane does not make the fuel burn slower, its actually the chemical composition, many people do not know this either.Correction Factor. You go and tune the car to a risk taking 12.5:1 AFR on a high boosted application and lets say your intake temps that day on the dyno are 90 degrees. You take it to the track on a cooler night say 65. I can almost promise you, you're going to be over 13:1. Thats another reason why its important to not only tune on a dyno for high boost, but to put the car in real life conditions, things change a bit from the dyno to the street.Ok, I got down the reason we want a Rich AFR under boost. But what about out of boost?well im sure you've all heard of Stoichiometric conditions. This is described as 14.7:1 AFR. This is an important number for manufactures because this AFR allows the catalytic converter to maximize its effect of reducing harmful exhaust gas emissions. This isnt the best in terms of Fuel efficiency. you can lean the motor out as much as possible when you are at lower load levels (cruising).Anyway, i'm just sharing some basic ideals..and is just my personal experience and it's applied for mostly all racing engine.</blockquote>

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