Originally Posted by maxflo777

The problem is that crank timming is proportionally dependent on rod length, the longer the rod, the "tamer" the timming, and vs, in other words, you can have dynamically the same timming with a 212, 215, 218 or whatever if only you have different rod lengths, obviously moving the sleeve up or down in accordance to the rod length difference, by that what I mean is that you can have a rod that is .25mm longer, so you have to raise the sleeve .25mm, so everything aligns perfectly as designed originally piston/sleeve wise but unintentionally you just changed the crank timming becouse the rod is longer. Sudenlly everyone is hoping they never skipped math class in 7th grade LOL

I for one basically don't fiddle to much with the top of the line engine timmings, I find it to be obtuse of us IMHO, just if I think that Novarossi has like 50 years of experience since they started doing engines(Rossi), they have to be abble enough to find the best timming for all general racing situations, not that if you have a drag applycation or a very short or very long track you can fix it here and there, but for all general racing situations - on the very best engines from all companies - I tend to leave the timmings as they come unless they are way off of my liking and I usually test them first to see if what I saw in the "numbers" its what its seen on the track. Just fix it with header/pipe/restrictor selection

On the very high end engines, I tend to work on flow, which when done right gives a lot everywhere on the power curve, also bluprinting, squishband, compression and rotating assembly weight and balance.

On the other hand milder engines can benefit from timming a lot becouse they are made tame on purpose. Its like bolting a hot cam on your daily driver.

But there you have it what "hot cam" can you put on an F-1 engine?

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