As I said previously: just random Illinois 93 octane here, no meth. Running about 8 degrees at peak torque, 13-14 degrees at 7k, and about 23-25 psi. 2005 MR, stock turbo. AFRs were a bit on the rich side, nothing outrageous though.

That said, I'll reiterate that I popped the water pump at those timing levels (even though the logs were free of knock, at least until the freeze plug ejected itself), so I'm inclined to agree with Bryan: it's a foolish amount of timing, for what I'd consider very little gain. Backing off the timing and running more boost with stronger headstuds is a more sensible approach, IMHO, although you're somewhat limited in what you can accomplish with a stock turbo.

(The log of that failure was actually pretty cool: you could see clearly when temps got hot enough for the thermostat to open, releasing the air pocket that made it's way in there because of the head lifting slightly, and BAM, there goes the freeze plug accompanied by a 5-6 count of knock, and temps start shooting up.)

 

I agree, with more and more newbies reading through and learning on this forum, you almost feel like you have to watch what you say for fear of someone else following your path and causing damage to their motor. As much as I would like to say that it would be their own fault for simply thinking they can follow some other car's path, I am with Razor, I still feel a little like watching out for others.

But, alas, I am not secretive with my alky useage. I had 4 bombay sapphires on the rocks with 3 olives each last night, and promptly my internal tune went to **** after that.

 

To me, 91 Oct + alcohol injection, 92 Oct + alcohol injection, 93 Oct + alcohol injection, E85 + alcohol injection, it's all close to the same for antiknock characteristics, except E85 has a superior ignition advance potential.

Just be aware that TEL (tetraethyl lead) fuels + alcohols, even after the racefuel is used up as lead still coats stuff, has a reverse antiknock effect.

 

that was 93 only

 

93 has some intresting results VS 91. Its amazing the dif between the two... however almost double the amount of timing a meth/91 car has? Im not to sure, what kind of boost? and AFR's?

From what I have seen VIII's like more fuel and more timing, IX's like less timing and less fuel, Im guessing due to the mivec and other changes machanicaly inside the motor. I know rally/JDM cars run low boost and high timing for more tq, here in the USA boost leads our lives for the most part lol!!!

 

boost was 24 psi ... afr's were 11.5 at peak to 11.3 by redline.....

my car loved the map. With only a TBE, MBC, Intake and FMIC, i ran an 11.8 at 116.5 and trapped as high as 119 that night on a 50/50 93/114 mix at 26 psi.

Then i went with cams and my joys of running so much timing ended .... after cams i could only seem to run what everyone else runs for timing until i added meth in which case that allowed me to run close to what i was running at peak and then allowed me to run more timing up top then i was before. Now that i am on my big turbo im guessing i will have to run even less timing on pump then i'd like to, in which case i will be going with the Alphabet's theory up there, more boost, less timing, leaner fuel to make the power i want. Only issue is keeping the power in the very low 5's due to stock block and head

 

^At same boost levels a bigger turbo should allow for more timing, because supposedly it'll provide cooler air.

Also with cams, i think because higher cylinder pressure makes the mixture burn faster, you end up with peak pressure at approximately the same ATDC, as you did with more advance on stock cams. If you know what i mean But that's just IMHO.

 

^ OTOH, you can end up with less timing at the knock threshold because the greater charge density from the larger compressor and the higher volumetric efficiency from the larger turbine give higher engine load for a given boost level? It seems to me that the effects of a few variables are superimposed.

 

The less advane that is needed to make max power with timing, the more safer power there is to have. Push it towards the balcance side of the equation first to get there. At least high 11's. egt's may or may not be lower but CHT sure as hell will and I would try to keep temps downstream

 

you guys think about it way too much...just get out there and give the car what it wants, a good AFR, reasonable amount of boost for the turbo/octane and as much timing as it can handle without significant knock.

 

thats my theory... ill post the timing map later but i hit 499.8 today with my car

 

congrats, that's stout as hell.

 

thanks mellon

this is for meth and 93 and mods in sig

 

My very first rom read about 1.5 years ago...

This was a tune I paid money for at 23psi, 93 oct.

I still don't understand the fuel map but it looks like 2 billion years of continental drift:

 

good god I'd need race gas to run that timing, for both of the timing maps above