[RAIIIJudge]

stan, do you think you could explain a little what exactly you're illustrating above? I'm on the steep side of the learning curve here.

I'd like to know what a good course of action is going forward since I no longer have access to dyno. I understand that a/f #s are going to fatten some going to manifolds and full exhaust? I assume I drive the snot out of the thing and observe? looking for lean conditions, nosing over, detonation. if anything like this is occurring I'm looking to fatten things up via secondary rods yes?

I really appreciate the conversation, fellas, thanks
mike
MA

[srmmmm]

Originally Posted by RAIIIJudge

stan, do you think you could explain a little what exactly you're illustrating above? I'm on the steep side of the learning curve here.

I'd like to know what a good course of action is going forward since I no longer have access to dyno. I understand that a/f #s are going to fatten some going to manifolds and full exhaust? I assume I drive the snot out of the thing and observe? looking for lean conditions, nosing over, detonation. if anything like this is occurring I'm looking to fatten things up via secondary rods yes?

I really appreciate the conversation, fellas, thanks
mike
MA

At full operating temperature, any pre-ignition at steady, light throttle can be addressed with going up a jet number on the primary side. If you have no pinging at a light, steady-state load, but pre-ignition that occurs with applying slightly more throttle(when you are not getting into the secondaries), you can try going down a size on the primary rods or replacing the power piston spring with a stiffer one. If you only notice pinging entering or running at wide-open throttle, then secondary rods are the target.