I presume it is for WOT?

My greatest timing(42) is at low load cells 40-50 MAP 4000-6000 rpms.

My WOT timing at 2000 rpms is 25 and it moves upward incrementally to 33.4 at 4800 and stays there to 6000. Add to that 2 deg for PE in 1st, and 1.75 in 2nd, 1.5 in 3rd, and 1.0 in 4th gear.

A bit more aggressive than Iron LT1 SA Map.

 

That generally refers to WOT only, nothing to do with low map/cruise areas. So you are "all in by 4800 rpm".

If I recall correct, you are running vortec heads. So, yes 35.4 total timing is pretty aggressive for vortecs.

 

Edel RPM 64 cc 2006 CNC Ed.

 

ive heard it thrown around alot when talking about mechanical dizzy's, adjusting springs, changing weights, etc. "all in by XXXX rpm's"

 

Timing is much more strongly dependent on cylinder pressure than actual time. But there still is some time effects present. At low RPMs, there is a lot more time for the flame front to progress, so you need less timing. Since the time for cylinder firings is proportional to 1/RPMs, the time differences become much flatter at higher RPMs, so the required SA becomes essentially flat at WOT above around 3600-4000 RPM. Basically then its just a function of cylinder pressure, hence the need for it to just remain at roughly one value, or at the "all in" of 32, 36 degrees, or whatever suites the engine. This is also why race engines can run with their timing locked at one value since its all high RPMs.

The "all in" also applies to P/T as well. Usually in stock calibrations the timing becomes flat at higher RPMs at almost all loads without that much variation. As said above, the "all in" is a term used for mechanical distributors, but applies to the CC units just as well.

 

Also remember peak torque is the highest engine airflow and usually highest ve. Usually wants abit less timing than peak hp but not always. Just something to try but yes, all in by xxxx rpms means having max advance at wot by that rpm and hold flat til redline. Not all combos will want this however

 

What BCC (broadcast code) is being used, and are you adding in the main spark table, power enrichment table, and initial to achieve said total?

 

The phrase used to indicate how aggressive a builders timing curve was.

This was a time of mechanical distributors and before we discovered top-end retard.

 

EBL

 

First, I know nothing of Rob's EBL. Total timing under load (WOT) is a combination of main spark table, power enrichment table, and initial. Add all 3 together using consideration mainly for stroke, and a combination of overall displacement. I try and work most anywhere from 32 to 36, but will give as much as 38 to shorter cranks.

 

I usually zero out pe mode advance and work from main table only. That way i see my final numbers and dont have to add. Base timing is already accounted for in main table. From there i give the motor as much advance as it needs to make max power and verify that by dyno and track times while not tripping knock sensor. Different heads like different timing. Afr's new stuff wont take same as afr old heads nor is it the same as RHS for instance lol

Most sbc like 36-38 deg some only 30-34.

 

Initial is included in main table. PE adder is also gear referenced. So main and PE = total

 

To the best of my knowledge if you set WOT to 30 degrees, and intial at 6 you have a total of 36. The PE is vacuum activated at 90 KPA.

 

It may depend on the def file xdf and the datastream ads. EBL includes the initial in main table. Prior I used $42/7747 and it too included initial in main. Same on the SA in data stream. In data stream the PE was included in both.

 

For 6e and 730 using code $59, its always been 6-10 deg initial base timing and same value in the bin file for base timing, then whatever is in main table thats what crank sees at balancer, assuming no other adders and inaccuracies. 34 deg wot at 4800 rpm in table shows 34 at balancer under the light. Again assuming no adders like pe mode as i zero that out and also no retard or advance from coolant temp offsets.

 

I zero out the PE spark map on certain applications, but keep it if it's a daily driver street type focus. I personally run a stock AXCR in my mildly massaged L98 with ZZ4 heads, but in a Jeep it works great, because I'm not worried about a quarter mile ET.