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  #1  
Old 05-10-2003, 07:41 PM
ohioDemon ohioDemon is offline
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Question engine timing

I ran my car at testntune thursday night. on my first run i went
13.07@103. 56mph. my car usually runs high 12's.
distributor is set 15* initial 20* in distributor. total-35

my 2nd run i changed timing to20*initial 20*dist. total- 40. car responded with a 12.82@104.53. now the questions.

1. is 40*too much ? i'm at 10.2 measured comp. ratio
i'm using shell 93 prem.
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  #2  
Old 05-10-2003, 10:11 PM
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No detonation issues? What carb are you using? No vacuum advance? I'm trying to figure my own setup so yours might give me some clues.
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Old 05-10-2003, 10:13 PM
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Even if the engine does'nt detonate there is a point where further timing increases wont help. That point is only usually found on the dyno though. In your case i would'nt worry as long as it does'nt detonate or slow down, or slow down due to detonation. Becareful, 40 degrees is probably pretty close to max.
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Old 05-10-2003, 10:18 PM
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Im looking into timing factors too, and found that 34 total at 3000 seems to be pretty universal thinking unless you are running drag stuff (8k's, hi test gas, huge compression) Im thinking maybe the 20 initial moved the timing events into a better power band, more power sooner for a better ET.
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Old 05-10-2003, 10:23 PM
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Hey Ohio Demon.
I was told more timing helps the power. Keep advancing the timing untill it doesnt go faster or starts pinging. Every engine is different. Your timing changed. I bet it showed up in your 60 foot. It may like more it may not. Detnation both will make your car run slower, and may cuase engine failer after awhile, sounded like yours liked it hmm? Try some more see what the results are? I wouldnt think that 42 or 44 would help, but ya never no. I would try but keep the timing you have now, if it gets worse.
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  #6  
Old 05-13-2003, 11:38 AM
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....or....
You can just email me and I'll send you a spec sheet and give you a good curve to shoot for, and some tips on how to achieve it without detonating a hole in one of the pistons.
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  #7  
Old 05-13-2003, 12:49 PM
Billydelrio Billydelrio is offline
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I have tested at 32, 33, 34, 35, 36, and 37 degrees total advanced with my 11.04:1 273 and found the best mph to be at 34 and 35. I use a MSD crank trigger, so no intentional curve is used.

If an engine wants 40+ degrees, then I would think it is a bit rich.

Billy
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Old 05-13-2003, 03:09 PM
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Hah, I love don. "....or...", classic. I just finished up my chapter in "race dynamics and theory" on timing and a four our chat session with DWC43 on timing. One final question. When you idle it at 2500 or 3000 or about there to get your total, is it because there is just something about 2500 or 3000, or is it just because that is a number where it is definate that your weights are pulled to the max and your dist is "wide open" In other words, I could go right up to 4k and get the same results? Thanks

--Fox
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  #9  
Old 05-13-2003, 03:21 PM
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amxauto-x amxauto-x is offline
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Yup.
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Old 05-13-2003, 04:35 PM
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Thanks Tom.
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  #11  
Old 05-13-2003, 04:40 PM
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Altho if it all comes in at 2500 there is no need to go all the way to 4000. So if it is all in at 3500 only go to 3600. If you don't know when it is all in, then keep going up in RPM until it stops. Then look at the tac. But I know you already know that. Just thought I'd throw that in.
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Old 05-13-2003, 10:40 PM
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My 340 Dart runs it's best E.T.s with 40 deg total timing. It has 10.5 comp , no spark knock on 93 octane 12.20 @ 109 m.p.h. last year. Going to track on fri to see if many late winter night's & empty wallet net some MOPOWER !!
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  #13  
Old 05-15-2003, 01:05 PM
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Here's the form I send to everyone to fill out and from this I can determine what cirve would be best and which type of distributor....Stage 1, 2 or 3.

You should be able to copy this and paste it into an email and send it to me and I'll be happy to make some suggestions or give you a price on the appropriate distributor for your application.

Don

Complete as much of this form as possible the more info I have the better I can dial your carb and/or distributor.

Car make
Car year
Engine size
Tranny type
Rear end ratio
Tire diameter
Manifold type
Carburetor
Fuel Pump Size and type
Fuel lines
Regulator type
Idle RPM
Current initial timing
Current max timing
Head type and valve size
Cam duration at 50
Cam lift
Cam brand
Solid, hydraulic or roller
Compression ratio
Fuel Octane level
Best ET
Best ΒΌ MPH
RPM at stripe on above run
Convertor stall
Convertor type
General elevation in your area
Do you have a traction problem?
Rear suspension description
Shift RPM
Launch RPM
Transbrake?

Your info:
Name
Address
Phone#
Email address
We accept money orders or M/Card and Visa

Print out this email and include it in the box,
Ship to:
FBO Systems
13730 SW Burlwood St
Beaverton Oregon 9700
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