Boost and timing

[Tonysnoo]

I see other threads where timing and boost are mentioned, and of course, I'm curious?

I see where the tps can be adjusted and it affects timing(and I assume fuel)
I see a boondocker timing box mentioned.
I see timing keys mentioned.
I see most of the comments indicate taking timing away and using lower octane fuel.

I have a few questions:

Are there folks out there, who have tested back to back with different timing settings at the same boost? Was there a power gain with more timing or less.

Is the power the same but you can just run less octane?
Is the power slightly less but you can run way less octane?
Is the power better but less octane?

Inquiring minds want to know....

 

[gus bohne]

You like to ask the IN depth questions don'tcha ??
that is a loaded question with more than one correct answer tony.

Bennets 990 polaris twin wth a 66 on it needed 15 degrees on peak ( like an N.A sled ) to make max power @ 23 psi on 114 motor octane.

DNE's quad saw a gain in torque most significant in the 3500-5000 window with little to no real peak change when we moved the timing ahead from my base setting.

Now we have the luxury of changing our entire timing map per say wth the msd digital 7 and have moved it around from 13 total down to 8 at peak rpm ..

It lights the pipe and drives the turbo harder on the back half of a 660 ft pass..

my stuff likes 12-13 total @ 25-28 psi, 114 motor octane .

I feel that the engines build and tuning parameters of the entire package INCLUDING clutch track choice and gear, stinger id, tail cone angle, squish band width plug to dome clearance all have an input too.

When I go back to dynotech frst week sept I will make some timing maps for dyno testing and send you the runs for your reading pleasure..

Gus

 

[WyoBoy1000]

I am more interested in these coming closed loop setups, we should be able to build a complete timing map at all different rpms and throttle positions. I hope.

 

[Tonysnoo]

You like to ask the IN depth questions don'tcha ??
that is a loaded question with more than one correct answer tony.

Bennets 990 polaris twin wth a 66 on it needed 15 degrees on peak ( like an N.A sled ) to make max power @ 23 psi on 114 motor octane.

DNE's quad saw a gain in torque most significant in the 3500-5000 window with little to no real peak change when we moved the timing ahead from my base setting.

Now we have the luxury of changing our entire timing map per say wth the msd digital 7 and have moved it around from 13 total down to 8 at peak rpm ..

It lights the pipe and drives the turbo harder on the back half of a 660 ft pass..

my stuff likes 12-13 total @ 25-28 psi, 114 motor octane .

I feel that the engines build and tuning parameters of the entire package INCLUDING clutch track choice and gear, stinger id, tail cone angle, squish band width plug to dome clearance all have an input too.

When I go back to dynotech frst week sept I will make some timing maps for dyno testing and send you the runs for your reading pleasure..

Gus

Gus, I'm sure it will be interesting to read and ponder......looking forward to seeing how the various turbos do. I think, you ruined me last year......addicted ....LOL