Corky, thanks for the offer, I'll let you know if I have to take you up on it. I'm buddies with the maintenance guys at work though, so fingers crossed.

Mine is mild, and I've had serious timing issues after a motor swap. I eventually put a stupid amount of retard on it to prevent some detonation, and had to make my own timing mark by finding TDC. Downpipe's been solid for a year otherwise.



Laughing at customer service comment.

Damon

 

Tim, Hell, why not?

Corky

 

Orion,
Can't be sure of timing w/o octane and a few variables, but I am sure you are aware that too much retard will roast most anything.

Safety of engine and safety of turbo components kinda tug two different ways. Obviously more advance reduces margin on knock. My preference is to run as close to knock as possibe. "Close" to me means about two degrees on any given day's conditions.

Finding the balance is more fun than .... I'll think of something and let you know.

Corky

 

We get 91 at the pump out here in CA and that map is based off of that. I pulled a little timing (1-2 degrees) around 4500 and 6500 rpm in 212kpa when I turned up the boost because I heard some knock so I know it's not too far off. The only caveat is that I'm now pretty sure the dp was already cracked when I did this which was affecting the tune. It consistently wants more fuel now across the entire table with the same AFR targets. The plan is to fix it this weekend.

At the track I tend to be a bit liberal with mixing 91 and 100 without changing the timing. In the future I won't use as much 100.

I think the major source of the cracks was my second to last track day where my turbo was hanging loose due to the studs and nuts failing.