I think some of what Steve does in the videos is for shock value HP numbers. Kill some for the goal of singular peak. For drag and drive, those guys put a cruise tune in. I am sure drastically different than race tune
I am loving this whole thread and discussions. Thank you all
I wish that were true.
I spent almost a bit over 6 hours in the car yesterday and for three of them I was on a phone call with a guy who knows.
Im not naming names but he knows.
It’s what Steve does. He’s not doing it for clicks. It’s how he tuned every engine.
That’s not a knock on Steve because what I know of him is from YouTube. I’ve never tried to call him because just like this thread, you’ll never convince some people these engines will run better with the CORRECT curve.
I also pointed it out because Steve gets a ton of views so people watch it.
When he does a whole show about how compression ratio and boost doesn’t affect timing (and I know of one guy who posted on his page some questions that never got answered and no, it wasn’t me) complete with his hand drawings on a white board then that massive error needs to be called out.
He’s not God.
I asked a simple question on this thread and it went unanswered. It’s simple physics and it’s not a trick or gotcha question because I know some live that ****.
The question is how can an engine (with the RARE exception of some highly sophisticated, highly developed engines) want the same timing at peak torque as it does at peak power?
Or, how does a higher VE want the same (or more timing as it relates to a higher VE) than it does at lower VE’s.
That’s not a trick question. The answer is it can’t. Were the OEM’s wholly ignorant back in the day when the added vacuum advance to the distributor to clean up low load, high manifold vacuum driving situations?
They still do it today, it’s just done electronically. We talked about that yesterday on the phone. The OE’s spend tens of millions of dollars establishing timing and fuel maps to this day because the physics have not changed.
Engine families all have essentially the same timing requirements. I say essentially because there are reasons outside of pure power they deal with so taking the small block mopar as an example the timing strategy for a 318 2V won’t be the same as a 340 4v engine.
And they have to deal with emissions as well. But the engine families all have similar timing needs depending on application.
Certainly no one here would argue (one would think) that a common era, say from just the life span of the 340 from 68-74 that the same era SBC would require the same timing strategy as the small block mopar. They do not. But the same thing happens with those platforms. The timing gets locked out and those engines suffer just the same.
It basic crap we should have learned in high school and the smart kids did. You can’t alter the physics of it and claim there is no measurable difference in the end result.
Even the testing protocols to establish the timing strategy is disputed.
I didn’t come up with it. I was told I was doing it wrong. So rather than argue with three different people who are experts on the subject, I did the testing for myself.
And the results were and are exactly what they told they would be.
If you don’t test for it then you have no idea (not YOU specifically but you in the general sense of the word) what you are talking about.
