What total timing are you guys running? I'm assuming you're somewhere between 34 and 38 degs. Also what fuel and how many pounds of boost?
What total timing are you guys running? I'm assuming you're somewhere between 34 and 38 degs. Also what fuel and how many pounds of boost?
I thought the idea was to RETARD your ignition timing when intake temperatures and boost increases.
(I mean, retarding the moment ignition sparking to a point usually AFTER Top Dead Center of your piston).
You retard timing with boost and temp increases, not typically after top dead center though. You also increase timing with RPM, this is due to the fact that the piston is moving faster but the combustion even takes the same amount of time so you ignite earlier to compensate for the speed.
I'm at 33-34 degs total timing on 91 CA gas with a stock Autorotor 7psi blower... I know 34 degs sounds crazy... We all think so but that's what my HKS FCon is saying and we're near the knock ceiling on pump gas.
1. i'm now spraying post blower using the smallest nozzle (180 to 250 cc/m) I could find. The flow rate is very low as I have the spray set to start at 5psi but max out in pressure at 7psi. I'm trying to spray as little as possible while still maintaining the most amount of cooling. For example, I'm currently hovering around 140-145F IATs now. I could get this down to 100F but at almost 3 times the water volume which was really screwing around with the mixture and I was loosing power. The stability of the tune seems to be pretty good at 145F even under several consecutive of dyno pulls. I'll have to see if this creeps up at the track this summer. At the track w/o water I can EASILY achieve 200+F IATs but i've also had days where by the end of the session i'd be at 90F when it's 65F ambient and having the spray configured to deliver water at 1psi of boost and max pressure at 4psi. Just looking for some consistency and I think that's around the 130-140F range. More testing is needed... I'm not running any meth btw.Two things I can think of for your situation:
1) Weren't you experimenting with meth or water spray post-supercharger (or pre)? Is it meth mixture or water, and what is your flow rate/RPM?
2) Didn't you go to a thicker HG? I hope not. The combustion inefficiencies due to increasing the squish clearance would require artificially increasing the timing.
Dave
So the tuner of my car is the one that tunes the FXMD time attack car. He's been very generous with his time and I consider him a friend. We *all* (him, I, you included) agree that 33-34 degs is insane and we honestly think there is something that's not being read correctly, hell.. maybe even belt stretch at the higher RPM. I really don't know... Again, we're tuning based the limits of knock. I could very well plug in an AEM in there and it could read 28 degs but all the NSXs on the HKS standalone seems to exhibit the same readings.
So dynomike - so what kind of timing do you put in for most CTSC on a standalone with our 91 oct gas?
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1. i'm now spraying post blower using the smallest nozzle (180 to 250 cc/m) I could find. The flow rate is very low as I have the spray set to start at 5psi but max out in pressure at 7psi. I'm trying to spray as little as possible while still maintaining the most amount of cooling. For example, I'm currently hovering around 140-145F IATs now. I could get this down to 100F but at almost 3 times the water volume which was really screwing around with the mixture and I was loosing power. The stability of the tune seems to be pretty good at 145F even under several consecutive of dyno pulls. I'll have to see if this creeps up at the track this summer. At the track w/o water I can EASILY achieve 200+F IATs but i've also had days where by the end of the session i'd be at 90F when it's 65F ambient and having the spray configured to deliver water at 1psi of boost and max pressure at 4psi. Just looking for some consistency and I think that's around the 130-140F range. More testing is needed... I'm not running any meth btw.
2. My new cometic HG is the stock thickness. Was considering the thicker HG but I really didn't like the potential change to the timing as small as it may be.
Are you fully tuned on your turbo setup Dave? Time for an update!
I'm at 33-34 degs total timing on 91 CA gas with a stock Autorotor 7psi blower... I know 34 degs sounds crazy... We all think so but that's what my HKS FCon is saying and we're near the knock ceiling on pump gas.
I see those are from sr5guy's TunerPro files. Any thoughts on how they might change for the C32B?Values are from a 94 manual ECU ROM file.
I see those are from sr5guy's TunerPro files. Any thoughts on how they might change for the C32B?
It's really great to see some of the older members chime in!
BMW insists actually aids in the combustion process.
The idea is that the temperature of the air being mixed with the fuel inside the engine is usually hotter than ideal, so the system injects a fine mist of water into the collector in order to reduce the air's temperature... sort of like one of those hydrating misters at an amusement park or outdoor mall, but in an even hotter environment. The system brings the temperature of the air down to a more optimal temperature, helping it combust better.
The process is said to yield a number of positive effects. For one, it reduces knocking. For another, it can make more out of lower-octane fuel where higher octane isn't available. It also can control the adverse effects of higher ambient temperature on the combustion process. But most of all, it increases output and reduce fuel consumption by around eight percent.
Whether that eight percent is worth the added weight of the system – particularly with water pump and a 1.3-gallon tank in the trunk – is up for debate. But we'd imagine that the Bavarian engineers have weighed very carefully. Of course there's also the matter of refilling the water tank, which BMW says would be carried out whenever the safety car is refueled, but in real-world conditions would only necessitate attention once every five top-ups at the gas station.
By now you might have guessed that BMW probably didn't develop this system just for the MotoGP safety car, and isn't planning on keeping it confined to the racetrack. Instead it's being tested and demonstrated on the safety car before being rolled out on production models in the future. Since the manufacturer says it can optimize the system for performance or for economy, we wouldn't expect it to be implemented only on performance models, either.
Have u sync ignition timming on ur hks fcon?
So where are you guys at? I know Cody on his turbo setups like a decent amount of timing. Our crappy California gas can't support too much but i'd love to know approx where everyone is ending up.
Fuel pressure seems solid at 54-56psi at full boost on the old school "Supra Denso" pump but the car leans out in the last 300rpm before redline. I also noticed my VTEC solenoids aren't being triggered (good one Dave!) but they were on while on the dyno. So unfortunately, something is really wacky. I started logging voltage if in case my Prelude alternator or Oddysey battery are starting to die out. Voltage seems to be at 12-12.5 nearing redline.
I'm also going to dust off my Zietronix logging software and run them in parallel to see if perhaps i'm having some faulty HKS sensor issues.