So you wanna be a tuner?
12-22-2012, 04:01 AM
#128
Registered User
Join Date: Nov 2012
Location: England
Posts: 10
Likes: 0
Received 0 Likes
on
0 Posts
MM,
I finally got a chance to read over the material... AND HOLY SH*T!!! I can't believe how valuable it was. I have a few questions I'll post up later, which you may want to see as questions coming from someone who knew nothing about tuning. Might help with your video.
and yes... let me know when the video is available... i'll be first in line with payment waiting.
-hS
I finally got a chance to read over the material... AND HOLY SH*T!!! I can't believe how valuable it was. I have a few questions I'll post up later, which you may want to see as questions coming from someone who knew nothing about tuning. Might help with your video.
and yes... let me know when the video is available... i'll be first in line with payment waiting.
-hS
01-11-2015, 12:17 PM
#130
Driving my unreliable rx8
I think you'd be better off finding kanes tuning thread, but I've been really interested in this topic the past few weeks.
I would say it depends on what your goals are along with what you've already done with timing. You're n/a right? Have you bumped up any of your timing?
Reducing split is going to start a second flamefront in the engine and the 2 working toward each other will quickly increase combustion pressure. So just increasing trailing 1deg might be the equivalent of increasing leading several deg. And that could get dangerous quick. But i think theres a lot of power to be had by decreasing advance and decreasing split. That way you don't have as much pressure acting backward on the rotor before passing tdc. Then you would be able to get more of that pressure working toward your power stroke.
Ive found a post by Steve kan that says. The lower you set split the more power you'll get, with more split advance timing, with less split reduce timing.
I would say it depends on what your goals are along with what you've already done with timing. You're n/a right? Have you bumped up any of your timing?
Reducing split is going to start a second flamefront in the engine and the 2 working toward each other will quickly increase combustion pressure. So just increasing trailing 1deg might be the equivalent of increasing leading several deg. And that could get dangerous quick. But i think theres a lot of power to be had by decreasing advance and decreasing split. That way you don't have as much pressure acting backward on the rotor before passing tdc. Then you would be able to get more of that pressure working toward your power stroke.
Ive found a post by Steve kan that says. The lower you set split the more power you'll get, with more split advance timing, with less split reduce timing.
01-11-2015, 09:52 PM
#131
Registered
Join Date: Nov 2012
Posts: 49
Likes: 0
Received 0 Likes
on
0 Posts
I think you'd be better off finding kanes tuning thread, but I've been really interested in this topic the past few weeks.
I would say it depends on what your goals are along with what you've already done with timing. You're n/a right? Have you bumped up any of your timing?
Reducing split is going to start a second flamefront in the engine and the 2 working toward each other will quickly increase combustion pressure. So just increasing trailing 1deg might be the equivalent of increasing leading several deg. And that could get dangerous quick. But i think theres a lot of power to be had by decreasing advance and decreasing split. That way you don't have as much pressure acting backward on the rotor before passing tdc. Then you would be able to get more of that pressure working toward your power stroke.
Ive found a post by Steve kan that says. The lower you set split the more power you'll get, with more split advance timing, with less split reduce timing.
I would say it depends on what your goals are along with what you've already done with timing. You're n/a right? Have you bumped up any of your timing?
Reducing split is going to start a second flamefront in the engine and the 2 working toward each other will quickly increase combustion pressure. So just increasing trailing 1deg might be the equivalent of increasing leading several deg. And that could get dangerous quick. But i think theres a lot of power to be had by decreasing advance and decreasing split. That way you don't have as much pressure acting backward on the rotor before passing tdc. Then you would be able to get more of that pressure working toward your power stroke.
Ive found a post by Steve kan that says. The lower you set split the more power you'll get, with more split advance timing, with less split reduce timing.
by the way did anyone tried the max possible advance in timing for the trailing?
01-11-2015, 10:56 PM
#132
Driving my unreliable rx8
I would find what i think is the max leading, then reduce 2 deg leading for every 1 deg of split.
Just a guess at a starting point. Have a egt or det phones.
Just a guess at a starting point. Have a egt or det phones.
01-12-2015, 07:53 AM
#133
Registered
Join Date: Nov 2012
Posts: 49
Likes: 0
Received 0 Likes
on
0 Posts
I'm still on the stock timing maps, thinking to adjust the timings to try but not sure where to start.
I would like to reduce my split as first try. will it be fine if I reduce all the stock 15 splits to 10 or less by reducing the leading advance?
I would like to reduce my split as first try. will it be fine if I reduce all the stock 15 splits to 10 or less by reducing the leading advance?
01-12-2015, 12:17 PM
#134
Driving my unreliable rx8
Well first off remember i don't really know anything about timing at all.
Id probably adjust from 7500 rpm to redline and 80pct load to max. Then just change it 1-2 deg at a time.
To me timing is the most important and dangerous aspect of tuning. It does directly vary with afr. So more fuel the more timing you can run. Generally the more timing you run, the more power you can produce. Although i personally think You will get more power in the 12.1-13.2 afr range. But at a greater risk of detonation.
Id probably adjust from 7500 rpm to redline and 80pct load to max. Then just change it 1-2 deg at a time.
To me timing is the most important and dangerous aspect of tuning. It does directly vary with afr. So more fuel the more timing you can run. Generally the more timing you run, the more power you can produce. Although i personally think You will get more power in the 12.1-13.2 afr range. But at a greater risk of detonation.
10-11-2017, 09:33 PM
#139
Go check what Fred said in the ignition discussion thread.
The OEM PCM goes for up to 40° off-load and 23° to 30° on load with the split going from 15° to 8° in the same conditions.
Idle is -3° and 5° L/T.
At peak torque (and the most knock-prone RPM range around 6k), it goes as low as 19° with an 8° split.
Coming this Christmas to a PayPal near you!
The OEM PCM goes for up to 40° off-load and 23° to 30° on load with the split going from 15° to 8° in the same conditions.
Idle is -3° and 5° L/T.
At peak torque (and the most knock-prone RPM range around 6k), it goes as low as 19° with an 8° split.
Coming this Christmas to a PayPal near you!
Thread
Thread Starter
Forum
Replies
Last Post
yurcivicsux
Series I Major Horsepower Upgrades
192
09-12-2017 10:54 PM
