ok so i figure with the cam and heads the timing table that is in there stock would not be too beneficial. what i have planned on doing is raising the timing up to the start of the power band of the cam and from low airflow up to wot airflow numbers. anything wot airflow i am keeping steady across the board once it gets deeper in there past 0.60 g/cyl. then i am tapering down the timing where the power band starts to lower than stock settings.

i figured this:

1) down low the car needs more timing wiht the cam for it to be more friendly so about 2-3 deg should help out a good bit. to start with at least

2) once the power band of the cam starts to come in the fuel/air is being delivered to the combustion chamber better so the timing can taper off here. also because the better heads will help out the combustion process, the areas the engine becomes more efficient it wont need as much timing.

3) wot airflow would mean you are at wot and a steady enough condition where you want the timing to stay fairly consistent, but changing with rpms. decreasing with airflow to a point at which my car will see no more air, about .76 g/cyl.

i dont know how well this would work out but i am messing with it right now. i am going by the difference i have in the stock table settings minus that dip that is in there, ive smoothed it with no issues so im going to neglect the differences there. low airflow and rpm i want more timing and slightly less on the other, high rpm, end of the chart. i am going to try to keep my varience about 2-3 deg at most and see what happens, try to add more timing or take more away. waht do you guys think, the ones that have tinkered with timing more than i have?

 

PT you can get more timing in true. Watch the KR.
But I believe your WOT Timing is backwards:
WOT runs up to Max TQ, you want to less timing and After Peak TQ to peak HP you can start slowly adding some timing.
FWIW my timing climbs at about 4500rpms until shifts at 6950, goes from 22* to 28 and airflow achieved is around .80 g/s. If I lower the timing by say 4* the car does run slower.

Good luck.

 

I can send you a copy of my table if you like for comparison. if yes, pm me your email.

 

budchevy358@yahoo.com

so i should run the timing up then from lower rpms? i havent dynoed so i have no idea where peak torque would be to haveit drop down.

 

to the top, so i guess waht i have to find out is the dip in the wot area, guessing its to 4000-4400, or in that range at the lowest point. i should be set on the rest if you guys think it sounds like it will work lol

 

plus i am getting no knock with the table smoothed out so i wonder if i should even do anything to it.

 

I run more timing in the middle rpm range than upper...I can get away with 30 deg. advance in the 2200~3200 rpm range, after that I have a max of 27 deg up to the 8000 rpm column...

I can run up to 29 deg. in the higher rpms in 1st, 2nd, and 3rd gears, but in 4th gear WOT, I get KR, at 27 I see no KR in 4th gear...

You'll want more timing in the middle rpms to beef up your torque in the mid range...

CAT3, if you can get away with 28 deg. in the upper rpms, but only 22 deg. in the mid range rpms, I'd bet you're giving up power...I've tried a hundred different combinations of timing schedules and the one with the mid range timing upped always produced the smoothest, quickest feeling car...

Peace...Gman

 

ive noticed a big diff in accel with that dip out of the graph with 27* in it

 

here is my table, i compaired to stock and what i was running. i have 0-3* more low flow and low rpm, lowered in some upper ranges as well. nothing is too far off i just went by what i though it needed, figured under the power band of the cam it needed more timing and vice versa