Gotcha, I think it could be a great resource for us to have, even post seminar.

 

Should this really be stickied still?

 

yes you could post whatever questions you want i am always present here to answers these questions.....

 

sorry to bring up an old thread but I had a couple of questions.
to reduce the ignition timing split, do you retard the leading or advance the trailing? and why?

 

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.

 

so rather than inceasing the trailing timing to reduce the split, it's better to reduce the leading timing instead...hmm...
by the way did anyone tried the max possible advance in timing for the trailing?

 

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.

 

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?

 

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.

 

How do we get the video

 

you don't, nobody else does either ...

 

Ya looked that way after reading through every page. What happen with it? Im new on the site

 

https://www.rx8club.com/series-i-eng...urther-253444/

 

Ignition timing is normally locked with the lead rotor being like piston 1 as far as what really makes sense to me, but I was bewildered by the timing light flashing when the engine is revved while looking at timing marks. It seems like an advance of -15 degrees might be something.