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<DIV>A rambling mind:</DIV>
<DIV>I find it interesting that most performance articles refer to the “all in”
timing in the 2,500-3,000 RPM range. And when you consider most
performance driving (racing for instance )one rarely would be under that limit,
it makes a timing curve a somewhat mote point. It seems about the only advantage
is getting the car started.</DIV>
<DIV> </DIV>
<DIV>In the daily driving realm it does have its application. Unfortunately
yesterday’s combustion chambers and today’s gasoline seem to be fighting one
another. A knock sensor based timing curve does make sense. From what I
can see modern cars have a conservative timing curve and I’d think that is to
protect the manufacture. I use to have an Audi 5000 Turbo and for a mere
$800 you could send the ECU off to be “re-programmed.” My understanding
was the jump from 190HP to 240HP was primarily in the timing changes
(premium fuel required). The fuel and boost changes were minor. I saw a
significant “snappiness” in my daily driver Mazda Protégé when I slotted the
crank triggered reluctor wheel and snuck in an extra 4 degrees (still no pinging
on regular gas). </DIV>
<DIV> </DIV>
<DIV>So, timing can sure make power. The question is does the available gas,
combustion chamber shape, quench, flame path etc. allow for that on the SBF head
design(s)???</DIV>
<DIV> </DIV>
<DIV>As Ron stated timing is an art form..., - that can be aided when computer
generated “drawing” is involved. A mechanical advance system like the stock
Tiger would seem to fall into “cave drawing” art.</DIV>
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<DIV style="font-color: black"><B>From:</B> <A title=tigers@autox.team.net
href="mailto:tigers@autox.team.net">Ron Fraser via Tigers</A> </DIV>
<DIV><B>Sent:</B> Monday, October 30, 2017 4:45 PM</DIV>
<DIV><B>To:</B> <A title=tigers@Autox.Team.Net
href="mailto:tigers@Autox.Team.Net">tigers@Autox.Team.Net</A> </DIV>
<DIV><B>Subject:</B> [Tigers] Timing</DIV></DIV></DIV>
<DIV> </DIV></DIV>
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<P class=MsoNormal>Here is a picture of the stock Ford primary distributor
spring, on the left and secondary distributor spring on the
right.<o:p></o:p></P>
<P class=MsoNormal><o:p></o:p> </P>
<P class=MsoNormal>The primary spring should always have tension so the timing
can always returns to its zero mechanical advance position.<o:p></o:p></P>
<P class=MsoNormal><o:p></o:p> </P>
<P class=MsoNormal>The secondary spring has longer loops so it will not be part
of the advance curve until higher rpms – the dog leg of the curve.
You can change the position the dog leg of the advance curve starts some by
moving the spring’s tang position but changing springs maybe
easier.<o:p></o:p></P>
<P class=MsoNormal><o:p></o:p> </P>
<P class=MsoNormal>Timing requirements are different for every different engine
configuration and operating condition.<o:p></o:p></P>
<P class=MsoNormal>Timing is kind of an art form and most of us are just rookies
in this field, with some insights, just wanting our engines to run
well.<o:p></o:p></P>
<P class=MsoNormal><o:p></o:p> </P>
<P class=MsoNormal>Ron Fraser</P></DIV></DIV></DIV></DIV><div id="DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2"><br />
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