my experience is with L67 sc'd 3800's so I'm not use to the n/a timing requirements. A buddy of mine has an 04 GT, I'm not sure what kind of max timing these engines like. Can you guys help me out?
my experience is with L67 sc'd 3800's so I'm not use to the n/a timing requirements. A buddy of mine has an 04 GT, I'm not sure what kind of max timing these engines like. Can you guys help me out?
2018 Camaro SS, Maggie 2650, 103 TB, Big Gulp, E85
23-24 degrees.
Regards,
Brian Turner
Dyno Tune Motorsports
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1988 Ford Mustang GT INCON Systems TT
331 Cubic Inches - Corn - 808 RWHP 918 RWTQ
dont be surprised if when you scan him you see higher max kr values stock than you are used to seeing with L67's on an initial scan , every L36 car I have scanned has shown 8* or more stock
L36's are higher compression than L67's and most people run them on 87 octane not premium like the L67 requires so they tend to have a lot of kr lower in the rpm's thru midrange - basically the areas where you would not be in boost with an L67 , up top they can take more timing than your typical L67 will like Brian is saying
PB's 1/4 mi 12.21 117.75 trap ,1/8 mi. 7.779 93.99trap , 1.949 short time (FWD W body)
00 Impala here, I could only go 18*, 91 octane, but 100* heat....
I took the belt off my SC and was watching nearly 40* at WOT (since NA puts me at a different area in the timing table, ie not the .92 column). Of course, I was still commanding SC'ed AFR's so the wideband was reading about 11.8:1 which is fairly rich for NA. Thing actually hauls ass though for being NA! Especially when you take into account I'm running a blower cam (XP) with stock L67 compression, L67 intake "runners", and a giant chunk of aluminum blocking the intake path (the supercharger).
You're here too?! nice!
2002 gtp - CT kit, t67, l67, ST5 cam (old setup on xp cam and pt-61 14psi, 11.8@120)
2000 gtp - CT kit, pt-61 turbo, stock everything else. Times soon to come.