mellowyellow

iTrader: (11)

What do you guys think about 29.5* with a 150shot ? Ive tried it and logged it with no KR and A/F was fine ????

mellowyellow

iTrader: (11)

Finally my post shows up...LOL...^^^^^

Robert56

iTrader: (2)

Most in the industry will say that stock timing is fine upto 150 shot, running highest octane available. Your cylinder pressures will be no where near what a 200 plus hit will see.
Robert

mellowyellow

iTrader: (11)

Thanks for the reply Robert...

BayAreaSS

iTrader: (10)

I dont know if this has been asked already but what is stock timing on an ls1?

And what should the timing be for a 75-100 shot?

WizeAss

iTrader: (5)

where do you engage the nitrous? 3500 rpm,....... 3000 rpm? this makes a difference. If you are wanting to get it down the 3000 rpm.... my suggestion is that the volume of nitrous your engine is injesting and digesting..... might want to tune it for less timing at 3k, then raise it 2 degrees at 3500.... then raise another degree or two at 4k+...

so if you are running 29 degrees at 5k rpm.... I would only run around 25 degrees at 3k rpm......

Too bad most run NA tunes as nitrous tunes. Noyzee... your thoughts?

WizeAss

iTrader: (5)

Come on Robert... tell the real story. At 3000 to 3500 rpm..... the cylinder pressue on a 150 shot is greater then that of a 225 shot at 6k rpm. RPM has a huge impact on the amount of nitrous you can run.

jakesz28

iTrader: (9)

In my car I wasn't noticing any knock and the plugs looked fine. But when I installed the mallory 685 my car picked up 2-3 tenths. This was on a 150 shot.


Now I just put a two stage system on so I will 200 RWHP (100 + 100). I run 36 degrees timing for the N/A tune and plan on pulling 10 degres timing when the second stage comes in.
Does that sound like a good strarting point?

Robert56

iTrader: (2)

Not sure the point, or what your getting at? The fact of the matter is the torque of a 150 can do more damage at 3000rpm, compared to a 225 shot at 6000rpm. Why is this, the time the high clyinder pressures remain in the clylinder. So, comparing a 150 at 3000 to a 225 at 6000 is not an apples to apples comparison.

Why you bring this up not sure, did I state something wrong? My comment was about comparing a big hit and timing, what we have been kinda talking about (just trying to clarify). Do you know how much progressively greater the clyinder pressures are when comparing a 150 @ 3000 and a 250 @ 3000?
Robert

WizeAss

iTrader: (5)

you are right.... I was asking for you to clarify....... basically that you dont have to pull as much timing out if you get a progressive controller. since you can run less nitrous at lower rpms and more at higher rpms.... you can keep your timing up by running less nitrous down low. It really is not the problem with timing and nitrous over 4500 or more rpm.... it is spraying the car from 3k to 4500 that creates those high cylinder pressures and detonation potential with NA timing.

SILVERZZ28

iTrader: (3)

What a tool!!!

Remember this post?

https://ls1tech.com/forums/showpost....1&postcount=19

Maybe this will help you understand why it happened

SILVERZZ28

iTrader: (3)

Hmmm I have never had an issue with head gaskets! Must be rare

Water in the bolt holes had nothing to do with it. However.......... the water in your head probably did