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Author Topic: Max Performance Tuning  (Read 2076 times)
"Gentleman Joe"
Big Block
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Location: Cartersville, GA
Feed your MILD side

« on: April 21, 2011, 10:36:55 pm »

Whats your methods?

Ive finally got tune that works damn good. I can keep the AFRs I want where I want them. So Ive got that down pat. Timing is easy as you guys know. So whats left for improvements?

Main things Im wanting to improve on is shift recovery. Seems like I get a little drag between shifts, and Ive got enough gear that it shouldnt be a problem.

89 Coupe:
347- Canfield 195's, Holley Systemax II, Jones Cam, 3" Exhaust, 3" Spintechs, QuarterHorse, BE/EA

Well since you friggin disagree with every damn suggestion, just rebuild the piece of shit.
mighty mouse
"Prom King Mista Nathan Moonen"
Big Block
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Location: Decorah, Iowa
I'll be the Judge of that

« Reply #1 on: May 14, 2011, 12:04:35 pm »

I am not as steeped into this as others... but I always used to take it to the track and add or subtract timing in different spots while adding and subtracting fuel until the car slowed down. 

Are you locking out your timing or mapping a timing graph?

1986 Mustang GT Convertible
Suspension and Differential by Team Z Motorsports
9.5 Deck Forged Stroker Shortblock by FordStrokers
Trick Flow High Ports and Super Vic EFI intake by Duane Busch

I'd rather be a fool who is loyal to his friends than a POS that jumps ship to save face. We were wrong in the end, but nobody can ever call us disloyal. I can live with that.
Big Block
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Location: casper wyoming

« Reply #2 on: May 14, 2011, 03:02:10 pm »

  Joe , I have been reading Greg Bannish engine management advance tuning book. I am no pro as you and Bender are helping me on my thread. But here is a couple of ideas. He talks about timing advance and retard vs.  load. I beleive there is a real advantage here vs. locking the timing out. Would the dwell have an advantage here as well? Another issue I may have misunderstood , but if your coil is satrurated at the end of the cycle your next cycle would suffer.

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