I'd dang sure rather be on the rich side than too lean
I agree totallyProbably need to have the chambers softened some (or more) to help get rid of the quench to open the tubing window up, that would be my first thought.
As for lean/rich, if it was me I would rather be lean and no timing then fat and over timed
Fat and overtimed will lift ring lands, and I guarantee be a big problem once the oil gets in the chamber which it will cause. Lean, as long as it doesn’t get hot enough to get the plugs (if it does then the heat could have caused the rings to loose tension and you’re into the oil issue again) you’ll be ok.... too much timing on either case is bad news.
Leave timing low. If the plugs aren’t clean, I generally will add a little nitrous to clean the plugs up. If the things grossly fat then pull fuel. Never add timing to try to clean a tuneup up.
We have played around with up to a 56 jet in the first stage, a 2nd kit on top of that. We have accidentally missed on the lean side, wide bands showing as lean as 15.2:1 on some holes and not had any problems. Just doesn’t make the power as good as when it’s 12.5-12.8 range.
Most of our issues on a big hit have been when we are too rich.
Until lately, I’ve always been a guy whom believed the rich side of things was healthy and safe. Now, I’d like it to be perfect, but if we are not sure, we will shoot for lean side a bit.
Timing is very sensitive for us on that much nitrous too. Both freak’n sides of it, too much and too little.
We are learning. We may change our mind again after winter dyno R&D work. We are going to run 8 wide bands, 8 egt’s, and 8 cylinder pressure transducers as well as header pressure sensors and intake. Probably data overload, but hope to learn a few things.
We have both available actually. But, mostly run on dyno. Expensive, yes. My buddies dyno room is pretty bad ass and was not easy on the wallet.That TFX setup looks expensive, I noticed they don't list prices. Would be an awesome tool to work with though. Your using all those sensors on the car or someone's dyno?
can you elaborate on this part of your quote for me? What are you referring to by too low?
Yes sir I can, but realize I’m not going to debate anyone. Not meaning that toward you, just what I’m going to say people will jump in and tell me I’m wrong. I did not diagnose this, my team members did. They could be wrong. I could be wrong.
We ran a big tune up, 56 jet with another stage on top of that. It did not go well. We were on a killer run, I grabbed the 2nd gun, the tone of the engine sounded funny, but seemed to be pulling hard. I stayed in it. It fireballed at the stripe. It went way rich when the 2nd kit came on and was under timed. The funny tone was bad detonation.
True or not true, not sure. But, we fixed it, put 8 degrees more timing in it and leaned it out. Boy, it ran perfect after that with no sings of detonation. We have also grabbed the 3rd kit problem free - but only once.
We have spayed a lot of nitrous through a 580ci engine. Possibly toward the upper end of what’s been done. But, we are still learning and working through trophies. Someday we may figure it out.
Sorry for the long post.
Our belief, was under timed and too fat.It was detonating by being too low in timing?
Wow 8 degrees more timing?
Thank you for your info.
I have a friend who runs dragsters, injected BBC with a 300hp jetted plate for a boost near the finish line. He had an enrichment pump problem and ran without any enrichment fuel, he picked up et and now runs without enrichment fuel.Made a pass once with the fuel solenoid disconnected, in a rush to make the next round. Car sounded different, but wasn't much off on numbers. Thought it hurt a plug. Plugs looked a touch cleaner but were good. Thats when we found the the plug not connected. 90 pill in a big shot plate. 16* total on a sbc. Hooked it back up and off we went. I'm a firm believer in lean and mean with little timing. No where near the level of spray the OP is suggesting though.