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02-14-2003, 04:01 PM | #1 |
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Timing Terminology
A quick question... I hear the phrases base timing, initial timing, and several others I believe..what exactly is the difference? Is there some math going on here? My engine, without the computer connector in, was running 18 degrees of timing previously, which is WAY too much for a motor with stock internals..think the only reason it didnt do too much, DIDNT EVEN PING!, is because I was running really rich with a bad Coolant Temp Sensor and 4 shorted injectors dumping fuel..but the point is, is that 18 degrees considered to be base timing?
I'd just like to get some of this stuff nailed down so I'll know how to convert between the different scales here...
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'91 Mustang GT 5.0 AOD Daily Driver Current stats: NEW 302 short block, E-303 cam (@.050, 220/220, .498/.498, 110 degrees), 1.6 roller rockers, Performer RPM heads (aluminum, 1.9/1.6, 60cc chambers), Cobra intake, Granatelli 75mm MAF, Billet AFPR, Equal-Length Shorty Headers, Off-Road X Pipe, Flowmasters, 4.10 POSI 13.73 at 103.8, ~2.2 60' |
02-14-2003, 04:38 PM | #2 |
motors done......woohooo
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base timing is when the spout connector is out
total timing is when your at full advance |
02-14-2003, 05:20 PM | #3 |
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Isn't there another kind? Just that I've heard before, I think, of cars running somewhere in the 30-40 degree range..but I assume that's race-grade cars running and that number is totaled...
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'91 Mustang GT 5.0 AOD Daily Driver Current stats: NEW 302 short block, E-303 cam (@.050, 220/220, .498/.498, 110 degrees), 1.6 roller rockers, Performer RPM heads (aluminum, 1.9/1.6, 60cc chambers), Cobra intake, Granatelli 75mm MAF, Billet AFPR, Equal-Length Shorty Headers, Off-Road X Pipe, Flowmasters, 4.10 POSI 13.73 at 103.8, ~2.2 60' |
02-14-2003, 08:23 PM | #4 |
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Base/Initial timing is what you set your vehicle at without any kind of vacuum, mechanical (both for carbureted vehicles) or electronic controlled advance. Your engine will adjust timing from that point, or in some race cars the base timing is advanced to full advance because you don't need an advance curve in a certain rpm range.
Total timing is the base(initial timing), plus any kind of ignition advance provided by a computer, a vacuum diaphragm or by advance springs. Total timing can be the same as initial timing if there is no additional timing advance added. alot of vehicles run from 28* to 40* before top dead center total advance because since the engine may be at a higher rpm, it still takes a certain amount of time for the air/fuel to burn. Combustion chamber design, engine rpm, compression ratio as well as camshaft design has alot to do with how much timing you need at the top end of the power band.
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2005 Suzuki Hayabusa GSX1300-R 1980 Ford Thunderbird - 255 V8 ported heads, 5.0L ported stock headers, O.R. H-pipe and Flowmaster 2-chambers, dual roller timing chain hi-po Mack Truck hood emblem 1985 Mustang GT 5.0L T5, F-303, GT40p, headers, off-road h, flowmasters, MSD stuff, etc. Sold 02/06/04 1989 Mustang GT ET: 13.304@102.29 mph (5-24-03) Sold - 1998 Mustang Cobra coupe, 1/4 mile - street tires: 13.843@103.41 (bone stock) |
02-14-2003, 09:56 PM | #5 |
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Thanks for clearing that up..I was wondering about all the terminology. So lemme get this straight now..is all timing advancement occuring BEHIND top dead center then, and timing retarding beyond 0 degrees (which no one would ever do anyways) occurs AFTER top dead center?
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'91 Mustang GT 5.0 AOD Daily Driver Current stats: NEW 302 short block, E-303 cam (@.050, 220/220, .498/.498, 110 degrees), 1.6 roller rockers, Performer RPM heads (aluminum, 1.9/1.6, 60cc chambers), Cobra intake, Granatelli 75mm MAF, Billet AFPR, Equal-Length Shorty Headers, Off-Road X Pipe, Flowmasters, 4.10 POSI 13.73 at 103.8, ~2.2 60' |
02-15-2003, 12:09 AM | #6 |
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Yes, you want to fire the air/fuel before top dead center, so by the time it started to push on the piston/while it's still compressed it's just after top dead center. 10* top dead center is when the piston is slowing down near the top of the stroke, at higher rpm's it just needs to get started earlier so After top dead center the gasses are expanding from the reaction.
After top dead center a car would not run very well (if at all) because the air/fuel would not be compressed (when air compresses it heats up, which eases the burning process) and as a result only a small amount of the air fuel mixture would end up burnt. Usually when people refer to retarding the timing, they're just talking about getting it closer to top dead center and dropping down the timing advance. You want to do this when you have pinging (pre-ignition) which is when spark is occuring too soon for the burn (such as running a lower grade/faster burning gas), or sometimes if there is detonation (something in the combustion chamber heats up enough to combust the air fuel too soon). This usually results in rocking the piston because the motion has not been transferred to moving the piston back down the stroke. Also for detonation if the combustion chamber is hot enough it will cause an air/fuel explosion rather than flame travel accross the piston. Flame travel is what pushes the piston down away from the cylinder head. Detonation can be severe enough to melt, or burn holes in pistons.
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2005 Suzuki Hayabusa GSX1300-R 1980 Ford Thunderbird - 255 V8 ported heads, 5.0L ported stock headers, O.R. H-pipe and Flowmaster 2-chambers, dual roller timing chain hi-po Mack Truck hood emblem 1985 Mustang GT 5.0L T5, F-303, GT40p, headers, off-road h, flowmasters, MSD stuff, etc. Sold 02/06/04 1989 Mustang GT ET: 13.304@102.29 mph (5-24-03) Sold - 1998 Mustang Cobra coupe, 1/4 mile - street tires: 13.843@103.41 (bone stock) |
02-15-2003, 08:49 AM | #7 |
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Gotcha... Thanks again..
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'91 Mustang GT 5.0 AOD Daily Driver Current stats: NEW 302 short block, E-303 cam (@.050, 220/220, .498/.498, 110 degrees), 1.6 roller rockers, Performer RPM heads (aluminum, 1.9/1.6, 60cc chambers), Cobra intake, Granatelli 75mm MAF, Billet AFPR, Equal-Length Shorty Headers, Off-Road X Pipe, Flowmasters, 4.10 POSI 13.73 at 103.8, ~2.2 60' |
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