1stly...if you listen for it, you'll hear it. you can also see it as some raggedy ass dyno trace.
secondly i didn't see a big effect the timing had on afr's. it's just a lot more prudent to get your afr's in line before you start adding timing because a lean mixture will detonate before a rich one will.
see post #27 i think. the fuel numbers are there. but each application is different so don't expect those values to be best (or safest) for yours.
i didn't screw with the k value at all...this time. i suggest you don't either unless you change injector size!
secondly i didn't see a big effect the timing had on afr's. it's just a lot more prudent to get your afr's in line before you start adding timing because a lean mixture will detonate before a rich one will.
see post #27 i think. the fuel numbers are there. but each application is different so don't expect those values to be best (or safest) for yours.
i didn't screw with the k value at all...this time. i suggest you don't either unless you change injector size!
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Originally Posted by Teal97 
. then i subtracted another ~.75 or so and did another pull. and so on....
now...since were only tuning wot i took the entire upper right hand section of the primary timing chart and added 2 to all the numbers. now do a pull and see what happens...hmm looks good. power is climbing. add another 1 to those same numbers and do another pull. yep still climbing. keep an eye on your afr's though because can go lean on you as you add timing. as in the fuel tables you don't want huge jumps in values... a nice smooth numerical transition is what you're looking for. keep adding timing till the power drops off. then back it down 1 degree near the top end and you oughta be good to go. now copy this chart over to the secondary timing chart. 
. when i went back the 2nd time i had "A PLAN" and basically took control of the tuning from the shop owner. given this info i think what we just covered could be done in an hour. maybe 2 at most. 
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