Tuning question...where is your timing at???
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From: Albuquerque, NM
Tuning question...where is your timing at???
I've heard a few different theories on the whole timing thing...
One school of thought says run a 15 or so degree advance from the moment you build boost to right past the toque peak, then gradually add timing back in until you reach 25-26 degree advance at redline
another idea...run a bit more advance through the torque peak (16-17)...follow that all the way to redline, maybe add a degree or two up top (19-20degrees)
i know this depends on many factors..dyno info, exact motor setup, octane rating, boost level...
Just wondering what stragedies you guys are using (tuners)...please share your technique, experiences/ dynos..and why...
Thanks!!! This should be interesting
One school of thought says run a 15 or so degree advance from the moment you build boost to right past the toque peak, then gradually add timing back in until you reach 25-26 degree advance at redline
another idea...run a bit more advance through the torque peak (16-17)...follow that all the way to redline, maybe add a degree or two up top (19-20degrees)
i know this depends on many factors..dyno info, exact motor setup, octane rating, boost level...
Just wondering what stragedies you guys are using (tuners)...please share your technique, experiences/ dynos..and why...
Thanks!!! This should be interesting
I don't really agree with the advance the timing to 25 degrees (or however much) theory. On the S2000 that I built, I ran it up to 9700 RPM, and it seemed that I could really advance the timing alot above 9000 rpm, but I am not sure the same would apply at 7000. I say at 10 psi you should be around 20 degrees, then 18 degrees or so at 14 psi, 15-16 at 16 psi, etc.
You also should have lower timing that ramps up in below say 3000 rpm, and then it holds steady to redline....
You also should have lower timing that ramps up in below say 3000 rpm, and then it holds steady to redline....
I don't think he was asking what people have ran on other cars just the VQ35. Timing has alot to do with rod ratio and piston speed. These two thing are alot diffent on the F20. I'm not tuned but right now at 10.5 psi i'm running map based retard so my example is not good. I don't consider myself tuned.
Originally Posted by cjb80
I don't really agree with the advance the timing to 25 degrees (or however much) theory. On the S2000 that I built, I ran it up to 9700 RPM, and it seemed that I could really advance the timing alot above 9000 rpm, but I am not sure the same would apply at 7000. I say at 10 psi you should be around 20 degrees, then 18 degrees or so at 14 psi, 15-16 at 16 psi, etc.
You also should have lower timing that ramps up in below say 3000 rpm, and then it holds steady to redline....
You also should have lower timing that ramps up in below say 3000 rpm, and then it holds steady to redline....
IMHO, the ONLY way to properly dial in timing is on the dyno. It is something that cannot be done on the road, or be an apples to apples comparo between cars. You have to read the trq line....timing is trq based. Things like exhuast, cams, head work, load, etc....all have a dramatic effect on the safe amount and the "shape" of the timing curve you can run on the car. Timing is not a linear strategy....it's very delicate. 
It would be unsafe to make generalizations about timing, becuase it is so critical in the tuning process, even more so than AF.
And every tuner will have a different approach and technique to timing control, in order to not only have a safe motor, but also to maximize the area under the curve.
It would be unsafe to make generalizations about timing, becuase it is so critical in the tuning process, even more so than AF.
And every tuner will have a different approach and technique to timing control, in order to not only have a safe motor, but also to maximize the area under the curve.
I agree with you on all points Sharif. My question is how do you look at timing. What do you use to analyze/monitor knock?
Originally Posted by Sharif@Forged
IMHO, the ONLY way to properly dial in timing is on the dyno. It is something that cannot be done on the road, or be an apples to apples comparo between cars. You have to read the trq line....timing is trq based. Things like exhuast, cams, head work, load, etc....all have a dramatic effect on the safe amount and the "shape" of the timing curve you can run on the car. Timing is not a linear strategy....it's very delicate.
It would be unsafe to make generalizations about timing, becuase it is so critical in the tuning process, even more so than AF.
And every tuner will have a different approach and technique to timing control, in order to not only have a safe motor, but also to maximize the area under the curve.
It would be unsafe to make generalizations about timing, becuase it is so critical in the tuning process, even more so than AF.
And every tuner will have a different approach and technique to timing control, in order to not only have a safe motor, but also to maximize the area under the curve.
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