It seems i can't find my workshop manual............could someone please let me know what the max timing advance at WOT is for a 1988 3cyl 2str Yamaha.
Powerhead is standard, no work....................................yet
It seems i can't find my workshop manual............could someone please let me know what the max timing advance at WOT is for a 1988 3cyl 2str Yamaha.
Powerhead is standard, no work....................................yet
OOPS
90hp.
Why Dont You Try E-bay..just Put Down Yamaha Service Manual.
Its Worth The Effort..a Lot Of Those Eng Have A Per Fixed Setting
The Computor Or Cd Box Does It..
stock = 22deg +/-1
Thanks fred.....
stock timin is for stock revs (5800-6000), as rpms go up (7000-8000) timin Must go down. drag boat guys run more timin, but do not hold the moda at rpm,
as soon as it peaks it's shutoff
That seems so counterproductive Fred. Back in the days of distributors and vacuum advances, they would give it max advance when the engine wasn't pulling and could handle it. The flame pattern is at the same speed whether it's at 1,000RPM or 8,000RPM (I would think) so at the higher RPM you need more lead time to get maximum expansion at or slightly after TDC. Could it be you're getting too lean a mixture at higher RPM which would cause detonation? I would think the retarded timing would hurt the low to mid-range. The oil in the fuel is already slowing the flame pattern down. What's the thought behind it?
true, 2stroke timmin, the more timmin it has the harder it pulls,to a point.
at 22deg max that 90hp will pull nice to 6000 and stay there, make a pull to 8000 at 22deg and try to hold it thare it's guna melt the pistons out of it.
Part one of "Secrets of the OMC Mod 50" : http://www.boatracingfacts.com/forums/showthread.php?t=2052
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I agree with you on more lead time as rpm goes up and would be supprised if contrare to this. Not sure I agree (although you hedged your thought) if the flame front spreads at the same rate at different rpms. I have never seen test results on this but I tend to think that the flame travel would be different (suspect slower) since as the rpm increases volumetric efficiency decreases in a normal aspirated engine due to reduced fuel/air charge transfer time (and other engine deficiencies) thus less fuel/air charge per intake cycle at the higher rpms.
Maybe a ME can chime in here with engine design and test specifics?
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