Originally Posted by A39Coronet
Originally Posted by CMcAllister
Originally Posted by A39Coronet
In an NA application, I can't imagine it would make any difference on the time slip. Unless you're running nitrous on the ragged edge, what's the justification for it? Rock steady timing is neat, but if your timing jumps around that much you need a new chain.


Chain, gear slop, driveshaft moving around, oil pump affecting the whole mess. Plus cam twist if it's a small block. If you're okay with it moving around a couple degrees, then it doesn't matter.

Crank trigger, what you see with a timing light is like a snapshot. Zero movement.

With the ignition stuff available now, you can set the base timing ahead of where you want it and dial in a retard curve. Some guys I know are using various amounts of retard at different places on the track. No reason it couldn't be done on the street. Even dialing in the timing precisely on each cylinder, if you are collecting data.


Yeah I get where all the "slop" could come from, but does it make a drop in the oceans worth of difference on a time slip? Especially in a motor that's owned by someone who's going to spend money to add a crank trigger (ie fairly tight motor without 100k miles)? I'll wait for Engine Masters to prove it but I seriously doubt it. Certainly not enough to make the cost worth it.


I guess it depends. Do you want to know it moved 2, and not 3 or 4, when you wanted to bump it 2? Are you trying to optimize what you have or OK with just changing the number on the window? Are you looking for tenths or hundredths? Do you need to be able to control the timing at every part of the track? Is consistency important?

If the results don't match the theory, change the theory.