Informational: How not to make a timing table
pattywagon isn't my sn
Steven Flit & 100% METH are
S flit is a account I made when I first joined the forum in 07, been inactive for some time. All my dyno testing, mp90, lysholm has been posted under 100% meth for 2 years now.
Steven Flit & 100% METH are
S flit is a account I made when I first joined the forum in 07, been inactive for some time. All my dyno testing, mp90, lysholm has been posted under 100% meth for 2 years now.
here is a email i had due to the maf calibration being skewed: Ok, i need you to do me a favor. Check your methanol check valve because trims in cruise and idle fluctuate a whole lot as if the meth is getting sucked in.
Meth was puddling up in the mani.
Meth was puddling up in the mani.
The fact is that isn't close to being a tune. As I've said time and time over. James please continue to blow people's cars up and claim is mechanical issues on a bone stock motor. You are no tuner at all.
Who the hell cares if he made it or not. Personally ill call it how I see it always have. Some people don't like drama I could care less if someone's feelings are hurt If they are wrong they're wrong period
Rather than take this the wrong way James, why don't you just learn from your mistakes
Just because you've been tuning as long as you have... doesn't mean you fully understand how to tune a LSJ. This is proof that you don't fully understand
Just because you've been tuning as long as you have... doesn't mean you fully understand how to tune a LSJ. This is proof that you don't fully understand
seems like you dont understand the rules about not having multi accounts.
Rent me! per hour
Joined: 03-22-07
Posts: 24,161
Likes: 20
From: Still fixing others mistakes.
lesson time kids
deviating from the stock timing curve will yield less over all horsepower and torque. peak torque happens at peak cylinder pressure. which is why you see less commanded timing in these load cells. as rpm increases, cylinder pressure drops. this is why you see an increase of timing after peak torque to make up for the loss of cylinder pressure.
going 10 degree's above MBT will just result in unneeded wear on the rod bearings as they that a lot of the force exerted when combustion hits. {see blown up lnf pics for reference}
running 11-13 degree's of ignition timing in the part throttle cells can result in high egt's which can translate into higher than desired egt's in higher load cells.
deviating from the stock timing curve will yield less over all horsepower and torque. peak torque happens at peak cylinder pressure. which is why you see less commanded timing in these load cells. as rpm increases, cylinder pressure drops. this is why you see an increase of timing after peak torque to make up for the loss of cylinder pressure.
going 10 degree's above MBT will just result in unneeded wear on the rod bearings as they that a lot of the force exerted when combustion hits. {see blown up lnf pics for reference}
running 11-13 degree's of ignition timing in the part throttle cells can result in high egt's which can translate into higher than desired egt's in higher load cells.
Rent me! per hour
Joined: 03-22-07
Posts: 24,161
Likes: 20
From: Still fixing others mistakes.
Joined: 12-23-09
Posts: 12,643
Likes: 7
From: Mt. Pleasant S.C.
Guys, rather than make a big deal about screen names let's actually add some information to the topic that is, after all labeled as information.
The pics don't do **** all for me. I have no idea what I'm seeing there.
So, someone spell it out please: this is what he's doing wrong, this is why it's wrong, this is what he should be doing.
The pics don't do **** all for me. I have no idea what I'm seeing there.
So, someone spell it out please: this is what he's doing wrong, this is why it's wrong, this is what he should be doing.
lesson time kids
deviating from the stock timing curve will yield less over all horsepower and torque. peak torque happens at peak cylinder pressure. which is why you see less commanded timing in these load cells. as rpm increases, cylinder pressure drops. this is why you see an increase of timing after peak torque to make up for the loss of cylinder pressure.
going 10 degree's above MBT will just result in unneeded wear on the rod bearings as they that a lot of the force exerted when combustion hits. {see blown up lnf pics for reference}
running 11-13 degree's of ignition timing in the part throttle cells can result in high egt's which can translate into higher than desired egt's in higher load cells.
deviating from the stock timing curve will yield less over all horsepower and torque. peak torque happens at peak cylinder pressure. which is why you see less commanded timing in these load cells. as rpm increases, cylinder pressure drops. this is why you see an increase of timing after peak torque to make up for the loss of cylinder pressure.
going 10 degree's above MBT will just result in unneeded wear on the rod bearings as they that a lot of the force exerted when combustion hits. {see blown up lnf pics for reference}
running 11-13 degree's of ignition timing in the part throttle cells can result in high egt's which can translate into higher than desired egt's in higher load cells.