POLL - how much timing are you running at wot?
02-01-2006, 05:45 AM
#22
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The guy who does my tuning for me says it's also important to mention what type of exhaust system you're running, because he finds he can add more timing on the car when it's got a good set of headers and exhaust on it. The better exhaust scavenging allows him to add more timing.
02-01-2006, 11:55 PM
#25
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Why is the total timing so much less than the older small and BB engines that both made best power at around 36-38 degrees total? Was the higher 100+ octane fuel that much slower in burning that it justified an earlier starting point?
Chuck
Chuck
02-03-2006, 07:06 AM
#27
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When the car was tuned I was at 28* total with 13.0 AFR n/a
Then drops to 18* total on the giggle gas, not sure of what AFR havent sprayed yet.
Now im not sure what my AFR is but it reaks of gas bad. I think I need a retune
Then drops to 18* total on the giggle gas, not sure of what AFR havent sprayed yet.
Now im not sure what my AFR is but it reaks of gas bad. I think I need a retune
02-10-2006, 05:52 AM
#28
TECH Senior Member
I just got a new ECM so I got my dyno tuning redone again (we decided not to use the existing program, but instead to start fresh)
The stock program was too agressive, it was set to 28-29 degrees and I was getting 7 degrees of knock retard with 91 octane fuel (even with the dyno room being only 40F!)
So we settled on 26 degrees in the end, with no knock retard (this was helped out by the fact that he reset the knock sensor refresh rate to be faster)
My air fuel ratio is roughly in the 13.0 to 13.1 range, although that will lean out more in real world conditions since my car has a Vararam on it so the engine gets fed more air while moving than it does on the dyno.
My car is completely stock except for the Vararam. I'm running NGK TR55 plugs gapped at .050. It made 298rwhp uncorrected. (we picked up 8rwhp over the stock tune and 15 foot pounds of torque in the midrange)
The stock program was too agressive, it was set to 28-29 degrees and I was getting 7 degrees of knock retard with 91 octane fuel (even with the dyno room being only 40F!)
So we settled on 26 degrees in the end, with no knock retard (this was helped out by the fact that he reset the knock sensor refresh rate to be faster)
My air fuel ratio is roughly in the 13.0 to 13.1 range, although that will lean out more in real world conditions since my car has a Vararam on it so the engine gets fed more air while moving than it does on the dyno.
My car is completely stock except for the Vararam. I'm running NGK TR55 plugs gapped at .050. It made 298rwhp uncorrected. (we picked up 8rwhp over the stock tune and 15 foot pounds of torque in the midrange)
03-14-2006, 01:17 PM
#30
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Are most of you running a flat line of timing?
I see that some of you are running high timing(31), then back it down prior to peak TQ(26), then back up(29).
Have you seen a benefit on the dyno or track, by reducing timing around peck TQ?
Thanks
Bob
I see that some of you are running high timing(31), then back it down prior to peak TQ(26), then back up(29).
Have you seen a benefit on the dyno or track, by reducing timing around peck TQ?
Thanks
Bob
03-15-2006, 11:57 AM
#32
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Originally Posted by SlickVert
Are most of you running a flat line of timing?
I see that some of you are running high timing(31), then back it down prior to peak TQ(26), then back up(29).
Have you seen a benefit on the dyno or track, by reducing timing around peck TQ?
Thanks
Bob
I see that some of you are running high timing(31), then back it down prior to peak TQ(26), then back up(29).
Have you seen a benefit on the dyno or track, by reducing timing around peck TQ?
Thanks
Bob
