Im not sure what difference the distributor makes. A simple points distributor doesnt retard with rpm. I can test any ignition with that.
Neither does a Unilite retard with rpm. So I have tested and qualified that the distributor doesn’t continue to retard. THEN I use the customers distributor and verify that.
As for your above example, these cars you use as an example never run under caution? What about on the restart?
I know what you are doing. If the customer won’t pay for me to actually test for MBT then I do about what you do. It is what it is. But you can’t tell me that you know that at 5000 and 6000 what it needs for MBT because you can’t do that with a sweep test.
Unless these cars run on a very fast 1/2 mile I never see 1200 rpm from corner exit to corner entry. And that would be down the front and back stretch. Between 1 and 2 and 3 and 4 the rpm is nowhere near that high. At least at the tracks in my area.
How do you account for that?
I get doing what’s “best” for the customer. It always sounds good. Makes people feel warm and fuzzy. I try myself. I can’t force guys to do certain tests. I can’t force guys to let me test their ignition system before it goes on the pump. It’s hard to get them to even bring their ignition system to the dyno to test with it. Because that’s what SHOULD be SOP. But it’s not because guys read **** like this and think it doesn’t matter, but it does because again, aside from stand alone systems all these ignition boxes retard. If you don’t account for that you have no idea where the timing is at any given rpm.
The hard fact is the customer isn’t always right. It is THEIR a money and Im more than cognizant of that fact.
The truth is it’s not just the money spent for a day on the dyno. It’s general maintenance and TBO and all that adds up.
BTW, where is peak torque and peak power on a 602?