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Been reading for a while, finally joined

Postby spencerdiesel » Tue Oct 27, 2015 4:17 pm

Hey guys, I've been reading all the great info from this forum for a couple years, and I finally joined. I'm stoked! One thing I've always wondered but never found a concrete answer for is sustained EGTs with timing advance.
Because the burn starts sooner (and stays in the cyl longer), would the max sustainable egt of 1250 be unsafe? Because the cyl temp has actually increased? I know there's tons of guys (probably most) who advance timing and have zero issues, but is there a scientific answer?
Thanks.
1992 W250, 5 speed, 4.10, Ext. cab Ext. bed, 12.5k winch, 75 gal. fuel tank

H1C/18

Fuel: THD 6x10 VCO sticks, THD 12 psi piston pump, THD fuel pin, 366 spring, fuel screw 2 turns in, timing to the head/ >1/4”
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Re: Been reading for a while, finally joined

Postby Richie O » Wed Oct 28, 2015 4:29 am

My thought is advanced timing makes the piston hotter. Thats my opinion, I have 1 truck advanced, and my other 2 at factory spec.
1989 W250 727, 3.07 L/S, S300, P/S Intercooler, Stans exaust, Pump adjustments, 127k miles,297 hp
1993 W250 extended cab, rag, 4.10 l/s, 6x16's, HTT 62/71/14 piston l/p, Isspro EV series tach, fuel pressure, boost, oil pres, water temp, volt, pryo, 132k/ 301 hp
1992 W250 with NV4500, 3.54's, 16cm 60mm GDS H1C, ground stock cone, Isspro tach, pryo, boost, fuel pressure, slow, rusty, dented,180k
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Re: Been reading for a while, finally joined

Postby PToombs » Wed Oct 28, 2015 4:43 pm

IMO, cylinder temps shouldn't increase a lot, because the coolant is collecting the heat and dissipating it. Plus, the piston coolers are still squirting oil up under to cool the pistons. And the max of 1200* is exhaust temp, which will actually go down a little with the timing increase.
Unless the timing is way increased, then I can see you having problems keeping the cylinders cool.
pete

Just enough power to break everything behind the crankshaft.
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Re:

Postby spencerdiesel » Wed Oct 28, 2015 5:22 pm

Thanks guys. Would someone benefit from timing advance (hp gain) with lil bitty IC injectors? I know the more fuel, the more time is needed for it to burn, and it will be a while before I can get 5x12s. Should I wait till I've got the firehoses before I advance time?
1992 W250, 5 speed, 4.10, Ext. cab Ext. bed, 12.5k winch, 75 gal. fuel tank

H1C/18

Fuel: THD 6x10 VCO sticks, THD 12 psi piston pump, THD fuel pin, 366 spring, fuel screw 2 turns in, timing to the head/ >1/4”
Muffler delete

Minimum 60% WMO full time since Sep. 2018
spencerdiesel
14mm rotor
 
Posts: 1106
Joined: Tue Oct 27, 2015 4:02 pm
Location: Brevard, NC
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Re: Been reading for a while, finally joined

Postby RCCUMMINS89 » Sat Nov 07, 2015 8:49 pm

Welcome. Advancing the timing a little on stock injectors is still beneficial.
89 RC on shortened 92 diesel frame - NV4500 w/dual disc/4.10s on 37s. - Self built pump, "hot screw", lots of timing, True high volume low pressure lift pump, 62fmw/68/.7gated, 77lpm SAC Inj., Studs/O-rings,- 423/1220 Mustang - 11/16/2013 http://www.TheHungryDiesel.com full line dealer, if you don't see it please ask.
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Re: Been reading for a while, finally joined

Postby spencerdiesel » Sun Nov 08, 2015 8:23 am

Thank ya. I think I read a thread one time talking about running the spacer and X psi of boost before HG failure. Can't find the thread could you inform me how much psi is safe w/ spacer only?
1992 W250, 5 speed, 4.10, Ext. cab Ext. bed, 12.5k winch, 75 gal. fuel tank

H1C/18

Fuel: THD 6x10 VCO sticks, THD 12 psi piston pump, THD fuel pin, 366 spring, fuel screw 2 turns in, timing to the head/ >1/4”
Muffler delete

Minimum 60% WMO full time since Sep. 2018
spencerdiesel
14mm rotor
 
Posts: 1106
Joined: Tue Oct 27, 2015 4:02 pm
Location: Brevard, NC
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