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Opinions/advice on my spark map for kraken/t25

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Opinions/advice on my spark map for kraken/t25

 
Old 06-17-2018, 08:49 AM
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Default Opinions/advice on my spark map for kraken/t25

Was running this map for about a year with my old mkturbo setup at 10-14 psi at peak boost, I am almost finished installing my new kraken/t25 setup.

I was hoping you guys could give me some insight as to how to better the map in, especially the 4-5k rpm range as I struggled with that.
looking for where I can get away with more timing, or where its clear I've put in too much.
rev limiter is set to 6800 currently
-kraken manifold
- garret 2554
-2.5-3in straight pipe
-flowforce injectors

any advice or criticism is welcome

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Old 06-17-2018, 11:12 AM
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Well at 10-14psi you’re mostly in the 183 and 212 row, or ~17* in boost. I wouldn’t think you should go much more aggressive with timing until
you visit a dyno. You’ve been smart with reducing your spark 2-3 degrees per psi, however if you over boost into the 18psi range, that’s the one place you haven’t done it.
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Old 06-17-2018, 01:51 PM
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Thanks ! I have boost cut set up at 15 psi currently, although I think I won't be seeing anywhere near that for now with a 7 pound spring
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Old 06-17-2018, 05:37 PM
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5200-up in the 101 row can be 29-30, fwiw. I didn't get to compare the boost cells
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Old 06-17-2018, 05:39 PM
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Originally Posted by sixshooter View Post
5200-up in the 101 row can be 29-30, fwiw. I didn't get to compare the boost cells
thanks! I'll mess around with that row tomorrow
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Old 06-17-2018, 06:58 PM
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I too was going to mention the 100kpa row for naturally aspirated cars is usually in the ~28* range, but you'll almost never be in that row without being in boost. It does dictate your boosted ignition values if you apply a 1*/psi theory to 28 vs. 26.
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Old 06-17-2018, 09:37 PM
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Originally Posted by curly View Post
I too was going to mention the 100kpa row for naturally aspirated cars is usually in the ~28* range, but you'll almost never be in that row without being in boost. It does dictate your boosted ignition values if you apply a 1*/psi theory to 28 vs. 26.
as in if I raised the timing in that row, it would lead to more advance everywhere in boost following the same guideline of a couple degrees/psi?
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Old 06-18-2018, 07:26 AM
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Yes, that's what he means.

I think that rule of thumb for increasing timing as manifold pressure increases might be perilous for some noobs who may read this in the future. There are differences in how much you can add per unit of pressure increase relating to the compression ratio of your pistons and your AFR targets. A car running 8.4 or 8.6 to 1 versus the car running 9.5 or 10 to 1 will have very different timing values in positive pressure. And the car running excessively rich will have different timing values from one running stoichiometric or versus lean fueling. Same thing with 93 octane versus parts of the country limited to 91. Or 1.6 versus 1.8 engines.

Having a rough idea is fine. Just be careful to pay attention to the sources and ensure they are similar to your own.
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Old 06-18-2018, 02:03 PM
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I agree, also pretty happy with smoothness/power made with the map posted above. I want to put a little more advance in the 101 kpa/ 5200+ row as suggested but wondering it the gap between that and the first row of boost would create a weird jump in drive-ability.
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Old 06-18-2018, 06:32 PM
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Remember; I wouldn't advance your table without dyno or knock tuning.

I find naturally aspirated engines make max power at around 28* at red line. For turbo cars, I take about 2* off that, then then at ~2.5 psi take 3-4 degrees off, and from then 1 degree per psi, which with rows at roughly 2.5 psi apart in most base maps, are 2 or 3 degrees less every row, with dyno tuning to confirm it works.
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