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  #16 (permalink)  
Old 06-24-2012, 07:48 AM
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Quote:
Originally Posted by cobalt327
The compression ratio plays a part in this, but given the above, IMO pulling timing out will not add a thing unless you're over advanced already.
Ditto. The faster the engine runs the less time the flame front has to spread, which asks for more ignition lead, not less.

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  #17 (permalink)  
Old 06-24-2012, 09:26 AM
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Hmmm so the F1 guys must fire the plugs somewhere around BDC
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  #18 (permalink)  
Old 06-24-2012, 10:17 AM
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Originally Posted by engineczar
Hmmm so the F1 guys must fire the plugs somewhere around BDC
Yeah, that's it!
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  #19 (permalink)  
Old 06-24-2012, 10:30 AM
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retard,,,timing

roflmto, good one
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Old 06-24-2012, 12:53 PM
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I hope this explains somewhat the difference between a mild/stock application and race applications concerning timing....

many racing and performance applications use a high static timing (locked out with no mechanical or other advance system). The racing/performance engine with its aggressive camshaft timing, overlap, high compression, high idle speed and other factors offer something a bit different. These engines will always be "dirty" or inefficient at idle, because they are purposely built to be their most efficient and powerful at very high RPMs. This is the opposite of a stock or mild performance daily driver that spends most of its time under 4,000 RPM.

The racing system's locked-out timing allows a very high static timing setting and uses controllers to reduce (retard) the timing during cranking (start-up). These controllers also start TAKING TIMING ADVANCE AWAY as RPM increases, upon transmission upshift, boost levels, nitrous activation, and more. Each of these events initiate a controlled circuit that retards the timing. On the highest performance drag racing applications the engine may launch at 32 advance, and cross the finish line at just a few or ZERO degrees advance......
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  #21 (permalink)  
Old 06-24-2012, 01:10 PM
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Cant see even a highly boosted engine being very efficient at zero degrees of advance. I worked on a LSX boosted to about 20psi that made peak power at about 10 BTDC.

I do see the 10.5 tire drag cars retarding their timing to about zero to get their 1200hp and 3000lb cars to move without spinning, and then adding the timing back in at 1 degree/.1 sec. The ability to control all these functions with a computer has really changed drag racing in the last 10 years.
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Old 06-24-2012, 01:31 PM
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yep and check this ^^

http://youtu.be/0FGyDk2OALQ




Quote:
Originally Posted by lmsport
Cant see even a highly boosted engine being very efficient at zero degrees of advance. I worked on a LSX boosted to about 20psi that made peak power at about 10 BTDC.

I do see the 10.5 tire drag cars retarding their timing to about zero to get their 1200hp and 3000lb cars to move without spinning, and then adding the timing back in at 1 degree/.1 sec. The ability to control all these functions with a computer has really changed drag racing in the last 10 years.
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  #23 (permalink)  
Old 06-24-2012, 04:09 PM
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Originally Posted by krypty
yep and check this ^^

http://youtu.be/0FGyDk2OALQ
Krypty: great video LOL, A few of us in the past posted testing race cars and monsters on the street and posts were immediately sent to the dump and we were scolded LOL ! So this is funny to me I love it!!!!

Chris
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