Timing - tuning question
Thread Starter
Staging Lane
Joined: Feb 2007
Posts: 87
Likes: 0
From: Moline, IL
Timing - tuning question Is it ok to run a flat say 28* on the timing table? Isnt this the way old school motors ran? would this just affect the fuel mileage and emmisions.. or are there other reasons the stock table has such high numbers in the lower vacuum areas as well as the low numbers in the low rpm / high vacuum area... Just a curious question..
Thread Starter
Staging Lane
Joined: Feb 2007
Posts: 87
Likes: 0
From: Moline, IL
lol i expected that response... but why is my question. On the older motors the timing was set at one number mechanically.. correct? just wondering what the difference was and why the tables jump around so much on a fuel injected car.
i tried this awwhile back and the car was really sluggish at part throttle......if your wanting a milder timing curve look at the ls6 tunes......but putting all colums and boxes to one set number the car will drive like crap,,,,,
Thread Starter
Staging Lane
Joined: Feb 2007
Posts: 87
Likes: 0
From: Moline, IL
ok thats what i thought.. that part throttle would suffer. Thats what i was looking for was someone who has tested this and the outcome. Im assuming that this is why they are not set mechanically at one number any longer either and you get the added benefit of better control of fuel economy ect...
Old cars didn't run that way. They had a mechanical and/ or vacuum advance.
Engines likes more timing at high vacuum/ low load because the a/f charge is less dense therefore the burn rate is slower. (there are other reasons but thats the basics)
Engines likes more timing at high vacuum/ low load because the a/f charge is less dense therefore the burn rate is slower. (there are other reasons but thats the basics)
Trending Topics
Teching In
Joined: Oct 2007
Posts: 34
Likes: 0
From: Mount Airy, MD
Also take note that as an engine reaches its power potential it needs less timing to complete the burn cycle. Many inadvertently have too much timing and too much fuel. The timing curve will have a high at peak torque so to speak and a low(er) swing when the engine reaches peak hp.
LS1 Tech Stories
The Best V8 Stories One Small Block at Time
6 Common C5 Corvette Failures and What's Involved In Repairing Them
Pouria Savadkouei
Retro Modern Bandit Pontiac Trans AM Comes With Burt Reynolds' Autograph
Verdad Gallardo
Top 10 Greatest Cadillac V Series Performance Models Ever, Ranked
Pouria Savadkouei
Top 10 Most Powerful Chevy Trucks Ever Made!
Hennessey's New Supercharged Silverado ZR2 Has 700 HP
Verdad Gallardo
Coachbuilt N2A Anteros Is an LS2-Powered C6 Corvette In Italian Clothes
Verdad Gallardo
Awesome K5 Blazer Restomod Comes With C7 Corvette Power
Verdad Gallardo
10 Camaros You Should Never Buy
10 LS Engine Myths That Refuse to Die
Verdad Gallardo N/A engines are at their peak efficiency at peak torque. More efficient combustion requires less timing. As the engine revs past peak torque more timing is needed because efficiency (and cylinder pressure) is dropping and rpms are increasing (the piston trying to "run away" from the flame)
FYI......the dense a/f mixture of Forced induction/ high compression and the swirl effect (mixing) of efficient cylinder heads all require less timing also.
So the moral of the story = timing (on an N/A engine) is dependent on rpm and efficiency. You have to remember on an FI engine heat becomes a big factor on how well it will tolerate ignition timing.
Someone correct me if I left something out.
FYI......the dense a/f mixture of Forced induction/ high compression and the swirl effect (mixing) of efficient cylinder heads all require less timing also.
So the moral of the story = timing (on an N/A engine) is dependent on rpm and efficiency. You have to remember on an FI engine heat becomes a big factor on how well it will tolerate ignition timing.
Someone correct me if I left something out.
