Check my plugs from track today.
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10-22-2012, 07:24 AM
#8
What fuel jets? What fuel pressure? What is your base timing that you are pulling from? How much are you pulling?
Fuel ring looks pretty good for initial jetting, you could stand to clean it up some though.
If you have an adjustable fuel pressure regulator for the nitrous fuel enrichment then take .5psi out of it along with a degree or two of timing and see if it picks up.
Fuel ring looks pretty good for initial jetting, you could stand to clean it up some though.
If you have an adjustable fuel pressure regulator for the nitrous fuel enrichment then take .5psi out of it along with a degree or two of timing and see if it picks up.
10-22-2012, 09:30 AM
#9
What fuel jets? What fuel pressure? What is your base timing that you are pulling from? How much are you pulling?
Fuel ring looks pretty good for initial jetting, you could stand to clean it up some though.
If you have an adjustable fuel pressure regulator for the nitrous fuel enrichment then take .5psi out of it along with a degree or two of timing and see if it picks up.
Fuel ring looks pretty good for initial jetting, you could stand to clean it up some though.
If you have an adjustable fuel pressure regulator for the nitrous fuel enrichment then take .5psi out of it along with a degree or two of timing and see if it picks up.
The tune is:
55n
47f
5.5 pound fuel pressure flowing with a 64 by pass jet in the flow tool.
21 degrees timing locked
On pump gas I run 27 total. Sunday I ran mostly VP-100. On the VP-100 it picked up about .5 MPH by moving up to 29 degrees timing.
I set the progressive to give roughly 40 HP on the hit and all in by the 60'.
It is a cheater plate with a big shot nitrous solenoid and cheater fuel solenoid.
10-22-2012, 01:18 PM
#11
Hey Martin,
The tune is:
55n
47f
5.5 pound fuel pressure flowing with a 64 by pass jet in the flow tool.
21 degrees timing locked
On pump gas I run 27 total. Sunday I ran mostly VP-100. On the VP-100 it picked up about .5 MPH by moving up to 29 degrees timing.
I set the progressive to give roughly 40 HP on the hit and all in by the 60'.
It is a cheater plate with a big shot nitrous solenoid and cheater fuel solenoid.
The tune is:
55n
47f
5.5 pound fuel pressure flowing with a 64 by pass jet in the flow tool.
21 degrees timing locked
On pump gas I run 27 total. Sunday I ran mostly VP-100. On the VP-100 it picked up about .5 MPH by moving up to 29 degrees timing.
I set the progressive to give roughly 40 HP on the hit and all in by the 60'.
It is a cheater plate with a big shot nitrous solenoid and cheater fuel solenoid.
Drop the FP down to 5.25 and take 1 more degree out and get a reading on the plugs then.
If you like what you see, and heat looks as it does now, add a degree back into it and watch the MPH and e.t. increments at each point on the track to see if it responds positively to the change. Don't get caught up in the , "put the timing mark in the bend rule". Run what the car wants, not what an internet rule says. You'll know if it likes it or not by the increments on the slip. Of course use common sense here and continue to watch the plugs when making these changes. A lot of times on a given tune-up the car will run the same e.t./mph with a degree or two less timing, and if it will do that, then of course you'll want to keep it on a lesser amount of timing while running the same e.t./mph as you did on more timing.
10-23-2012, 12:30 PM
#13
I would try 20 total and knock .25 psi out of the regulator and see what it does. If it runs the same take more timing out of it until it slows down, then put it back into it one degree at a time while still cleaning the fuel ring up until it stops picking up mph and e.t. Once it stops picking up, take a degree back out of it and if it runs the same number you know it's happy there. You might even take another degree out and see if it still mph the same. Basically you want as little timing in the motor that will still run the number you're after. This is all the while reading the plugs and being diligent with checking at least each corner of the motor on your plug reading.
Go from there until the fuel ring is just a faint haze of a line. A stone white fuel ring IMO is too lean, you want just a slight smokey haze, and I mean slight slight shadow.
Go from there until the fuel ring is just a faint haze of a line. A stone white fuel ring IMO is too lean, you want just a slight smokey haze, and I mean slight slight shadow.
10-23-2012, 12:56 PM
#15
I would try 20 total and knock .25 psi out of the regulator and see what it does. If it runs the same take more timing out of it until it slows down, then put it back into it one degree at a time while still cleaning the fuel ring up until it stops picking up mph and e.t. Once it stops picking up, take a degree back out of it and if it runs the same number you know it's happy there. You might even take another degree out and see if it still mph the same. Basically you want as little timing in the motor that will still run the number you're after. This is all the while reading the plugs and being diligent with checking at least each corner of the motor on your plug reading.
Go from there until the fuel ring is just a faint haze of a line. A stone white fuel ring IMO is too lean, you want just a slight smokey haze, and I mean slight slight shadow.
Go from there until the fuel ring is just a faint haze of a line. A stone white fuel ring IMO is too lean, you want just a slight smokey haze, and I mean slight slight shadow.
Most said it could probably take more timing and be a little leaner. I am tempted to just up the nitrous jet from 55 to 57 and leave the timing and see how that looks although I know I will not learn what the car likes for tuning that way.
For additional info, the car was varying between 11.6 - 11.8 on the wideband during the pass.
10-23-2012, 01:09 PM
#16
It will be a while before I tune more cuz I want to put axles in the car before I push my luck anymore. Also, I have no rollbar, so that makes it tough to rip off several mid 10 second passes in a row for testing.
Most said it could probably take more timing and be a little leaner. I am tempted to just up the nitrous jet from 55 to 57 and leave the timing and see how that looks although I know I will not learn what the car likes for tuning that way.
For additional info, the car was varying between 11.6 - 11.8 on the wideband during the pass.
Most said it could probably take more timing and be a little leaner. I am tempted to just up the nitrous jet from 55 to 57 and leave the timing and see how that looks although I know I will not learn what the car likes for tuning that way.
For additional info, the car was varying between 11.6 - 11.8 on the wideband during the pass.
I think the reason the fuel ring looks leaner than 11.6-11.8 would suggest is because you're running a -7 heat range plug.
10-23-2012, 01:22 PM
#18
There really is no set in stone rule, the heat on the ground strap will tell you when it is time.
I think once you lean yours up into the low 12's AFR wise you will want to go to a -8 so that you can see the fuel ring more clearly.
I think that -7 plug is making your plug reading look cleaner than it would be on a colder plug. I'd rather run a colder plug with a leaner mixture and make more power with less timing than running with a hotter plug, richer mixture and more timing.
The leaner mixture, cooler plug and less timing seems to be more forgiving by not turning your motor into ashtrays.
I think once you lean yours up into the low 12's AFR wise you will want to go to a -8 so that you can see the fuel ring more clearly.
I think that -7 plug is making your plug reading look cleaner than it would be on a colder plug. I'd rather run a colder plug with a leaner mixture and make more power with less timing than running with a hotter plug, richer mixture and more timing.
The leaner mixture, cooler plug and less timing seems to be more forgiving by not turning your motor into ashtrays.