“Safe” timing at higher boost levels.
That's great info!
What would be considered conservative ballpark timing using pump fuel I guess would be my question?
If I was gonna fill the tank with ice water and get the IAT's as low as possible and start adding more boost assuming the AFR's were good what would be a good starting point?
Figure 9.5:1 or 10:1 compression LS1 w/ small dish pistons and CNC ported 243's, pump 92 fuel, IAT temps in the 80-100 degree range. (IAT were at 109' with ambient temp water during 1/4 mile passes in 105' heat, no ice so ice should be much better)
What would be considered conservative ballpark timing using pump fuel I guess would be my question?
If I was gonna fill the tank with ice water and get the IAT's as low as possible and start adding more boost assuming the AFR's were good what would be a good starting point?
Figure 9.5:1 or 10:1 compression LS1 w/ small dish pistons and CNC ported 243's, pump 92 fuel, IAT temps in the 80-100 degree range. (IAT were at 109' with ambient temp water during 1/4 mile passes in 105' heat, no ice so ice should be much better)
I'd find 2-3 LT guys with similar combos, pick their brains. Are you a/a, and I'm guessing 3800 raceweight? I'd still pull a plug maybe after a street pull somewhere, to see where the timing mark is on the strap.
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single digit dreamer
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From: omaha ne
I forgot how heavy camaros are, creeping on double my cars weight! That is huge, for 1200hp goals you could run half that intercooler without the interchiller and still be fine. I don't get the fascination with low IAT's on E85 cars, I've done a 100 degree swing in IAT and hardly a difference in ET/MPH.
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single digit dreamer
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From: omaha ne
I forgot how heavy camaros are, creeping on double my cars weight! That is huge, for 1200hp goals you could run half that intercooler without the interchiller and still be fine. I don't get the fascination with low IAT's on E85 cars, I've done a 100 degree swing in IAT and hardly a difference in ET/MPH.
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single digit dreamer
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From: omaha ne
Brisk plugs are a little hard to read. They don’t have the cad plating like the NGK.
I doubt NGK makes anything other than an iridium plug for these late model engines. We checked when we had a C7 Z06 on the dyno. Had to use Brisk.
After a couple catastrophic failures with the Brisk, the shop kind of shied away from them. Had a couple of them blow the ceramic clean out of the plug body.
The Hemi guys love them. Don't bat an eye at the cost. And those damn things use 16 of them.
Thats a wild looking setup you have.
I doubt NGK makes anything other than an iridium plug for these late model engines. We checked when we had a C7 Z06 on the dyno. Had to use Brisk.
After a couple catastrophic failures with the Brisk, the shop kind of shied away from them. Had a couple of them blow the ceramic clean out of the plug body.
The Hemi guys love them. Don't bat an eye at the cost. And those damn things use 16 of them.
Thats a wild looking setup you have.
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OP, without reading plugs there is know way to know what's happening in each cylinder. You want to get familiar with reading plugs if you going to push the combination.
Curious if there is a NGK cad type plug with recessed tip for the Gen V LT?
Curious if there is a NGK cad type plug with recessed tip for the Gen V LT?