ULTIMATERX7

I have my t04s timed at 14 @ 10psi, 13 @ 12 psi, and 12 @14psi. Is this to low or can I go higher? Also since my motor has to come back out I think I'm going to put another clutch in. What does everybody think of the 6 puck from act? After I get this bitch tuned I plan to have 425-440 to the wheels.

nocab72

Are those timing values flat across the RPM range?
What is your split between leading/trailing?

They look conservative, so you are probably safe with them, however, you can advance the timing slowly after passing your peak torque RPM to keep that torque up and pick up some nice HP up top...

I just installed an ACT 6puck, takes some getting used to on the street, it engages pretty quick...I upgraded to the 6puck after smoking my ACT S/S @ the track.

K

Kurgan

I would leave your 14psi timing at 12, or maybe 13... the others can be raised quite a bit (4-5 degrees?).

Resource

Not sure if it matters but ultimaterx7 is running the Wolf ECU.

turbostreetfighter

you can run 18 degrees at 15psi with a 10 degree split on a haltech with no problems.


MWW

10sec rx7

on race gas

Silver Ninety Three

I'm seeing about 18 degrees under boost at 15 psi. I think its a little too aggressive in my opinion, and am going to ask KDR to retard it next time I go to tune.

Silver Ninety Three

nocab, what kind of timing and split are you running?

nocab72

conservative numbers because I can't put the power to the ground anyways right now, so I am running about 14degrees @ 16psi and 12 degrees split.

Ihor - if you are 18 degrees advanced at 15psi at peak torque, I would saw that is a bit aggresive, yes.

Silver Ninety Three

My timing hits 18 degrees advance after peak torque. According to KDR it is safe to run more timing after peak torque.

Badog

Ask KDR how they got to that number. You might not want to hear the answer...

nocab72

18 degrees' AFTER peak torque is probably fine...if it was 18 degrees just prior to and at peak torque I would say you are about to blow...

what are your values at N15, P15 - P18?

K

Silver Ninety Three

What do you mean bad dog?

ULTIMATERX7

Thanks for the info guys, my timing is flat across the board. My split is at 10, After I get my motor I,m going to try moving it up a little. I also am going to get a act 6 puck/fly wheel combo, tired of smelling my old clutch slipping.

fdracer

who the hell came up w/ this peak torque crap. detonation has nothing to do w/ peak torque. you guys should also state your octane, since that's pretty much the most important factor in ignition timing.

Boostn7

detonation has alot to do with peak torque !!!

if your timing advance is flat across the rpm and too high you'll detonate when the motor hits peak torque...

It's common(among tuners) to add a bit of timing as torque curve starts dropping off...

Try it on the dyno and you'll see....

fdracer

why, torque is just a function of the output of the motor it has nothing to do w/ the mechanics of the motor. at x rpm the rotor is spinning at x/3 rpm. this never changes regardless of whether you're at peak torque or not. there's nothing special going on inside your engine when your making peak torque.

nocab72

what qualifies YOU to make that statement?

If NOTHING SPECIAL is going on inside our motors, when why do most people blow'em up in the midrange (peak torque area), and not at the revlimiter like the boingers do?!?

K

fdracer

maybe our motors are so weak at resisting detonation that they just didn't have a chance to go all the way to redline before blowing. maybe they were on their way to blowing at redline then halfway there just said nah, **** it i'm just gonna blow right now.

ok, so what's going on at peak torque that's so different from everywhere else, that i just can't seem to grasp.

RICE RACING

[QUOTE
ok, so what's going on at peak torque that's so different from everywhere else, that i just can't seem to grasp. [/B][/QUOTE]

It is where the combustion process is most volitile for want of a better word, it is a combination of the best air speed/port timing/peak boost point which increase the pressure in the combustion chamber, after this point pressure tends to reduce, however engine speed rises too, and as power is a function of BMEP and engine speed power can still go up.

Cause the conditions are not so "touchy" in the combustion chamber ignition timing can be increased after (peak torque) to pick up some more power.

Hope this helps a bit

machinehead

I believe, and I am sure Rice or someone can correct me, but peak torque is also the time where the most pressure and stess is being made, so at this very point timing is more critical. I think boingers have the same concerns when dealing with detonation and timing. I know on my Lightning the timing is also lower at peak torque.

fdracer

interesting thoughts, thanks guys