so i have been reading around an i have found that alot of people have been running both leading an trail to fire at the same time. they said you get a little bit better hp gain. is this true. whats the pros an cons. so far i have my split 0 at 100kpa an 10 at 200kpa. would running zero split be better for hp gain. please someone give me some light on this i would love to try it. also sorry for not having caps i dont have a working shift button lol.

 

I built this fd a year ago and is running no split has 690whp and never broke anything

http://www.facebook.com/photo.php?fb...7.246281146304

 

Generally, running a bit of positive split (leading fires first) under boost is safer b/c you're less likely to get two flame-fronts converging on a pocket of fuel that will then auto-ignite (knock), unless you retard the overall timing a bit anyway. It's like any other tuning trade-off though; a little more risk for a little more power

 

Ok ill give it a try im just going to turn it down a few see how it runs an see what how it feels.

 

I'd be really careful about running no split in boost. Generally speaking, I'd never recommend that. Between 10 and 15 degrees split in boost is generally a good way to go. Chasing timing in boost is not the way to make power safely unless you have experience.

The comment above about the FD doesn't have any info except a picture...It could be race gas or running 9:1 AFRs.

 

i run no split in the vac area and something between 8 and 10 in the boost area.

 

race gas tuned by Gaby Skern

 

and the car is megasquirt or other ems.

 

microtech lt8 but personaly I like to run 10* of split like you in boost area

 

I don't know who Gaby Skern is, but I personally don't agree that zero split should ever be run in boost. Any advantage power wise is far less than the disadvantages, reliability wise.

 

A little info on Gaby Skern.

Gaby Skern has worked around rotaries and piston imports for the past 17 years. His specialty is tuning of fuel management systems, engine building, and installation of electrical systems. He graduated from the University of Puerto Rico in automotive technology, then he studied at Louisiana Tech for a Mechanical Engineering degree and Machinist and Tool & Die Maker training. Gaby has tuned well over 12,000 hours of tuning and countless fuel management system installations.

History and Records

2003 NHRA Sport Compact Rear-Wheel 1st place
Clearance Street Morroso, FL

2003 NHRA Sport Compact Rear-Wheel 1st place
Street Gainesville, FL

2004 Battle of the Imports Street 1st place
Orlando, FL

2005 World Record Holder 13B C16 Gas 7.48 sec.
Salinas, PR

2006 World Record Holder 13B Stock Intake C16 7.34 sec.
Salinas, PR

2008 Fastest and First 6-sec 13B in the World 6.97 sec. at 196 mph
Salinas, PR

2009 Panamericans Fastest 3/4-Modified 13B 7.07 sec. at 193 mph
Atco, NJ

2009 Panamericans Fastest 3/4-Modified 20B 6.96 sec. at 197 mph
Atco, NJ


He also have a bunch of street cars under his belt(FDs,FCs,any rotary powered car)running low 10s and high 9s that are daily driven and full street trim cars.Basically down in PR if you see a car with a little Skernracing decal on the windshield you dont want to mess with it.

 

right now i think thatswhat im at is 10 split 0 at 100kpa an then 10 so on. an about 14 at 12-13psi then it levels off at 14 aftert that thats just my base for now till i can get someone to dyno tune it

 

I wonder what base timing he runs?

That's probably the best choice. Chasing power using timing is certainly not the best way to start your first tuning experience. And you really can't start judging the effects of timing until the fuel curve is set up anyway.