Turbo-Geist

The manifold pic is meant to show what the port entry looks like inside an LS intake manifold. Without actually cutting one open and measuring each port, you can visualize that each runner should have the same airflow path. The front runners don't have an even sharper entry or an additional 90 degree turn as already suggested in this thread.

Do you log EGTs on individual cylinders Pekka?

Turbo-Geist

Right here you said:

Now you are saying:

Actually whether or not there is a sharper turn for the front two cylinders inside the intake manifold is up for debate. I'm claiming the airflow paths are all very similar inside the intake manifold. You have made two different claims. Which one are you sticking with?

Turbo-Geist

You are the one that claimed deductive reasoning. Remember this post?

Are you changing your statement because you don't have a 9 second slip? Maybe it was fallacious reasoning?

Are you inviting me to Idaho? We race at real NHRA tracks here in Texas. We just don't race at NHRA events. Why do I need to meet NHRA rules when I'm not competing in an NHRA sanctioned event?

Do you wear your helmet on the street? Your dyno numbers indicate your car should be quicker than 13.99 seconds. Do you have a parachute on your car? I would hope 900rwhp could hit over 150 mph on the street.

I guess it's a form of virtual reality?

Pekka_Perkeles

Not in my own car, but some of those I've tuned it has been helpful.

It is probably overkill for engines having less than 1000 or those not having an aftermarket controller.

Back to the topic itself: usually it's too little timing in cruising areas which makes your car not performing as it should. While fuel economy may not be that important for most of the folks, heat typically is. And that is something easily monitored by exhaust gas temperature gauge, if AND if there's any reason to think it may be related to timing advance.

If I would be you, I'd install one of these:

http://www.plxdevices.com/EGT-Exhaus...7346002184.htm

Just to be sure.

Pekka_Perkeles

Or slightly bigger injectors on those cylinders, but too bad they usually have way too different nonlinear characteristics, which will affect negatively the way how the engine performs during normal driving conditions:

http://injectordynamics.com/articles...racterization/

Turbo-Geist

How does that one work, i.e., does it require one sensor module per egt sensor?

This one looks interesting. It's a wideband and will also accept an egt sensor.

http://www.14point7.com/products/sig...-pure-plus-2-1

stevieturbo

Innovate's TC-4 is a much better value for multiple EGT's

http://www.innovatemotorsports.com/products/tc_4.php

416yellowz

Well this thread got interesting lol.
Anyway, he did wind up reading a few degrees of knock so he bumped it down to 16 or 17 & all is well now.

If it made 717 on 20*, what do you guys think it makes with 16 or 17*?

ajrothm

Glad you caught it early....before you were on a long highway pull and melted it.

Hard to guess on how much power you lost...they gain quite bit of power with each degree up to a point, that point is usually where you should stop..lol

From 20* down to 16* I'd say 40hp loss or so....maybe a bit more. Purely guessing..

Mine was gaining 20hp per 1 degree of timing from 15* up to 17*. Then from 17* up to 18* it only gained 10hp....so I knew it was pretty much at its peak for gains... As I mentioned, I turned it down to 15* right after the hero pull so I wouldn't have to worry about it.. Ran it like that for 8k miles...countless highway pulls and 1/4 passes... Eventually, after a cam swap, it detonated on 15* and nipped 4 pistons.

Now I run 13*, BE8EF plugs and keep my fingers crossed. If I know I'm gonna be making highway pulls, I dump 5 gals of C16 in it with a half tank of 93. Overly cautious? Yes.... But 3 engine rebuilds in 3 years will do that to ya..

Detoxx03

Just hit up NolaMSP and add a few gallons of 104 unleaded if you'll be out beating on it a lot. Before I switched to e85 I had a pump tune and a 104 tune.

neverstop

glad you caught that knock!

I'd say maybe 30-40hp as a guess but if it was pulling timing on the street from knock retard then in actual driving probably nothing.

Pekka_Perkeles

I'd probably do the same, i.e. leave it at 15*. Or 16*, well, but anyway.

Tuning was of course done without meth, right?

Pekka_Perkeles

- 9.5:1 LS3 with forged internals
- Lingenfelter GT7 cam (208/230 at .050)
- TR6 plugs
- crappy california gas
- 22...24 degrees of advance at WOT

Too much timing?

stevieturbo

n/a or boosted ?

Pekka_Perkeles

Boosted.

Around 11 psi or so.

stevieturbo

Wouldnt say it sounds dangerously high but as you know there are other variables. Although I've no experience of how bad Cali fuel might be. From the amount of talk about fuel in the US, how it seems to vary so much baffles me.

Only way to determine if there is any risk is to listen for any detonation at or around that level of timing and driven under the sort of conditions/loads the engine will see....using whatever fuel they intend to keep using.

neverstop

I'm not the most experienced guy in here but my previous motor was 9.5:1 compression with dual methanol and 91 pump gas and the tune sucked in a lot of other ways too but at ~11 AFR it blew up almost immediately after a 1/2 mile run with similar timing.

stevieturbo

What type of boost and how much boost ?

Turbo-Geist

Sounds suspect. Can you post the tune file and a log file with a WOT pull in a 1:1 gear preferably from 2500 rpm to the programmed rev limit?

Pekka_Perkeles

(Please note that English is not my native language)

Sorry, but I've not been honest with you folks.

This engine does not exist.

If it would, then apart from the compression ratio and a tiny difference with the cam, it would be identical with a stock LS9.

www.lingenfelter.com/product/12638427.html

And stock LS9 tune.

And stock ignition advance.

Would it be too much with this kind of imaginary engine?

I don't know.

Maybe.

Maybe not.

We'll never know.