Subject: Re: [Mgs] Timing discussion

From: mghirsch--- via Mgs <[email-masked]>
Date: Wed, 24 Apr 2019 18:44:30 GMT

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You also have to realize that factory specs are a compromise.  They are =
trying to balance performance, mileage engine life and in modern cars, e=
missions.  You can tune it for, let's say  mileage, but performance will=
 suffer.  Conversely, if you tune it for performance mileage will suffer=
.  Tune it the way you want it to run.

---------- Original Message ----------
From: Richard Lindsay via Mgs <[email-masked]>
To: [email-masked]
Cc: "[email-masked] List" <[email-masked]>
Subject: Re: [Mgs] Timing discussion
Date: Wed, 24 Apr 2019 10:26:49 -0500

Awesome Charley. No factory manual is going to adequately prescribe the =
right answer for your FrankenMGB. You must love engine building as much =
as do I. R

On Wed, Apr 24, 2019, 8:41 AM Charley Robinson <[email-masked]> wrote=
:That comment,  "Just advance the timing until you notice preignition." =
 =

 has to be taken in the context of how much advance can you dial in =

 before it starts to ping under load.   It's a rough attempt to dial in =
a =

 particular engine/fuel combination.  I think most of us know the trial =
=

 and error method.
 =

 To answer your question: My B engine is set at ~12* advance @ 850 - 900=
 =

 RPM with the vac disconnected.  It pulls well through the midrange  set=
 =

 that way.  But my engine kind of "parts is parts." It's a 18V block wit=
h =

 GH innards (flat -top pistons).  All this topped by a pre-smog head and=
 =

 HS-4 carbs.  So I had to tweak it to get it to run the way I like it on=
 =

 mid-grade gas.
 =

 CR
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<html><div>You also have to realize that factory specs are a compromise.=
&nbsp; They are trying to balance performance, mileage engine life and i=
n modern cars, emissions.&nbsp; You can tune it for, let's say&nbsp; mil=
eage, but performance will suffer.&nbsp; Conversely, if you tune it for =
performance mileage will suffer.&nbsp; Tune it the way you want it to ru=
n.<br><br>---------- Original Message ----------<br>From: Richard Lindsa=
y via Mgs &lt;[email-masked]&gt;<br>To: [email-masked]<br>Cc: "mg=
[email-masked] List" &lt;[email-masked]&gt;<br>Subject: Re: [Mgs] =
Timing discussion<br>Date: Wed, 24 Apr 2019 10:26:49 -0500<br><br></p>
<div dir=3D"auto">
<div>Awesome Charley. No factory manual is going to adequately prescribe=
 the right answer for your FrankenMGB. You must love engine building as =
much as do I.</div>
<div dir=3D"auto">&nbsp;</div>
<div dir=3D"auto">R<br><br>
<div class=3D"gmail_quote" dir=3D"auto">
<div class=3D"gmail_attr" dir=3D"ltr">On Wed, Apr 24, 2019, 8:41 AM Char=
ley Robinson &lt;<a href=3D"mailto:[email-masked]">[email-masked]<=
/a>&gt; wrote:</div>
<blockquote class=3D"gmail_quote" style=3D"margin: 0 0 0 .8ex; border-le=
ft: 1px #ccc solid; padding-left: 1ex;">That comment,&nbsp; "Just advanc=
e the timing until you notice preignition."&nbsp; <br> has to be taken i=
n the context of how much advance can you dial in <br> before it starts =
to ping under load.&nbsp;&nbsp; It's a rough attempt to dial in a <br> p=
articular engine/fuel combination.&nbsp; I think most of us know the tri=
al <br> and error method.<br> <br> To answer your question: My B engine =
is set at ~12* advance @ 850 - 900 <br> RPM with the vac disconnected.&n=
bsp; It pulls well through the midrange&nbsp; set <br> that way.&nbsp; B=
ut my engine kind of "parts is parts." It's a 18V block with <br> GH inn=
ards (flat -top pistons).&nbsp; All this topped by a pre-smog head and <=
br> HS-4 carbs.&nbsp; So I had to tweak it to get it to run the way I li=
ke it on <br> mid-grade gas.<br> <br> CR</blockquote>
</div>
</div>
</div></html>

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