Turning down the boost will lower cylinder pressures due to airflow, but being below 2.1 g/rev, lowering airflow will also raise timing at the same time.
Just don't assume that any timing change is knock related. Any change to the airflow signal changes timing, until you are over 2.1 at the ECU. Situations like this really help illustrate how lousy tuning is with an AFC, at low airflow at least.
I did some logs last night. But first let me make some qualifiers. The EVO8 MAF and 2G ecu don't exactly line up. Guage boost and DSMlink BoostEst match just about perfectly, which tells me the testing someone else did to come up with the MAF Comp values was valid. So airflow should be very close to being accurate. I need to get the WBO2 on there to verify.
Airflow topped out at 41 lbs/min at high rpm with 21 or so pounds of boost. This exactly the airflow I would expect at 21 psi from a cammed DSM. Which leads me to believe the EVO setup flows very well already (not sure how stock evo cams compare to stock dsm cams), or the number is ~3 lbs/min too high. The latter seems unlikely with boost and boostest matching, but I'm not ruling out the possibility. With the fuel all zeroed out and a global of ~20% (assuming 560s), target AFR was right around 10:1, and IDCs peaked at 114% or so
I took out 3% fuel going for something in the mid 10s and let off at 7000 rpm, and IDCs hit 103%. So this is all pretty much expected, since my calculations say that 560s will only support 41 lbs per minute at 11:1, and with a target of 10.5 but IDCs of 103%, actual would be ~10.8-10.9:1. The Wideband is really the key component in validating these numbers though, and I can't get it back from the guy that bough the 2g yet...
I'm going to the track anyway tonight, but I'm going to have to run race gas since I'm flying blind without WBO2, and this car is just too damn expensive to take unnecessary risks
There are byte timing instructions on the pocketlogger site,
http://www.pocketlogger.com/instruct...startobd2.html