Right now I have the timing at the recommended spec 0 degrees. I have been running 16 psi on 91 octane and have ZERO knock retard. I'm racing it on Sunday and I was thinking of advancing the timing by 2 degrees and using 101 unleaded for a little extra performance. It is worth the trouble? Will it get me a tenth or two? Thanks.
Advance timing for track only-on race gas?
- Thread starter Eluding
- Start date
Since I have no idea on your trucks equipment/mods/setup, two things jumped out at me. #1, when you set your timing @ 0, did you ever check your harmonic balancer to see if it walked. Have read that it's not totally uncommon to find that the outer ring has moved which will give you an inaccurate reading on the timing tab. Find a positive top dead center (whistle procedure is one choice) and see of your balancer is 100% accurate. #2, a higher octane fuel has a different burn rate than that of a lower octane fuel and an engine will benefit from advanced timing with a higher octane fuel (with all other things remaining the same)in both efficiency and power. Check the balancer first, if it's right on the money and you put the fuel in it, go for the advance but keep an eye on the knock retard.
I have a brand-new GM balancer installed. But the stock 73,000 one hadn't slipped anyhow. The truck is almost all stock except for the mods in my sig and now a manual boost controller, adjustable fuel pressure regulator, Walbro, relocated rubber IC lines and a Jabsco pump.
The stock chip maxes out at 17.1 degrees at 4400 rpm at full throttle and 16.8 at 4600 rpm.
The stock chip maxes out at 17.1 degrees at 4400 rpm at full throttle and 16.8 at 4600 rpm.
V6 Kompressor
New member
That don't sound right, Maybe mult. your figures by 2 and get 34 degrees at the crank. When you get the advance numbers, are you using a timing light, Is your new balancer degreed, or do you have a timing tape attatched to it, or are you reading the data stream for the total advance number? If you are using the data stream number, you can compare that figure (multiplied by 2) with what you would get by looking at the balancer with a timing light (an acurate advance unit) to check your balancer. But to answer your question, It shouldn't be a problem at all, but it is hard for me to believe that you are running that much boost(16 psi)on 91 octane fuel. The air must be mighty damn good (cold) for that to happen. Or your max timing is actually 17 deg. at the crank. Which track are you going to on Sunday?
17.1 degrees scanned at full throttle. That is the total figure. Multiplying it by two would be incorrect. 34 degrees would be excessive on a Sy/Ty.
It doesn't knock until the outside air temp gets up to over 85 degrees. And then only a few degrees. So NO it isn't knocking.
<font size=-1>[ This Message was edited by: Eluding on 2002-03-23 00:36 ]</font>
It doesn't knock until the outside air temp gets up to over 85 degrees. And then only a few degrees. So NO it isn't knocking.
<font size=-1>[ This Message was edited by: Eluding on 2002-03-23 00:36 ]</font>
Daron
Active member
I experimented with advancing base timing. I had 50/50 turbo blue and 93 octane in the tank. Started advancing 2 degree increments. 4 degrees advanced was the best for my truck, anything over that and my MPH would suffer. Where the advancing would obviously effect performance was my 1/8th mile times and 60 foot times. The problem I found with this strategy was advancing base timing would effect my MPH at the 1/4 negatively, but low to midrange numbers would come up. Thus is what drove me to learn chip burning. Advancing timing down low and pulling some out up top seems to be working for me, will confirm when the track opens. I dont encourage folks to do this without a scan tool, updated fuel system and some good gas.
In my drag racing experiences, on some of the more radical cars (but norm. aspirated, no nitrous, minimal electronics ect...) we had a momentary switch (button)on the steering wheel that would knock back a couple degrees of timing. We would push the button when the car shifted high gear. This would give a better m.p.h. The initial timing was "maxed out" for the car (usually a small or big block chevy with a minimum of 36 degrees total-sometimes up to 44 degrees). The advanced timing helps on low end and mid range, the retard helps the top end. You get the best of both worlds. I expect Daron to see positive results when he gets to the track.