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2001 Edelbrock Corporation
Brochure No. 63-0040
©
Rev. 11/01
Page 20 of 25
5.0 Ignition Timing and Nitrous
Because we are oxidizing the air/fuel mix going into the engine when nitrous oxide is used, we must pay close
attention to the ignition timing profile. Remember, “nitrous” oxygen is more dense than “atmospheric” oxygen and
results in an accelerated burn rate of your fuel.
In anticipation of the quicker burn time, you must retard the timing of the ignition system when using nitrous oxide.
The more power we try to make, the more timing in degrees we must remove from the timing profile. This is not
only in total advance but the time in which we bring timing in (the advance curve).
This is why all nitrous users are so concerned with evidence of detonation. The accelerated burn rate of the air/fuel
charge can cause severe detonation without a “nitrous” ignition strategy. A timing profile that is accelerated and a
total timing number retarded will keep you from experiencing catastrophic engine damage.
The general rule of nitrous use ignition timing should be to retard the “Total” advance number approximately 2
degrees for every 50 HP increase when using nitrous oxide. It is always best to start with your engines best total
timing (without nitrous) and reduce total timing from there. Use an initial timing retard setting that is at least 2-4
degrees more retarded than you expect to be the best setting for your application. All stated timing adjustments
listed in jet maps is where the motor being tested worked best.
When using aftermarket ignition components and/or systems, it would be advisable to contact the manufacturer for
information on using their components with a nitrous system. It is always better to be very conservative in your
timing approach and tune towards an optimum timing setting.
Example:
Ignition timing without Nitrous Oxide 38 degrees “total”
100 HP increase from Nitrous Oxide 4 degrees “retard”
Initial safety margin 2 degrees “retard”
Initial timing with Nitrous Oxide 32 degrees “total”
The following test plan, for determining ignition timing, will give you a guide to determine the best timing profile for
your vehicle, hopefully avoiding engine damage during the tuning phase:
Install the nitrous jetting for a selected horsepower increase. Use the 100 horsepower setting to learn the finer
points of working with nitrous oxide. This will keep your margin for error as large as possible. Estimate the reduced
ignition timing that you think will produce best power, based upon the 2-degree retard per 50 horsepower increase
rule.
1. Set ignition timing 2-3 degrees retarded from your best power estimate setting. This is your
cushion for error.
2. Stabilize nitrous bottle pressure at 900 to 950 psi. It is best to select a pressure and keep the
pressure to +/- 25 psi.
3. Run your vehicle in a controlled manner (like a ¼ mile drag strip) without the use of nitrous. This
is called “on motor”. Note vehicle mph as a baseline to measure nitrous assisted increases.
Adjust your ignition timing to a nitrous timing setting.
4. Run your vehicle in the same controlled manner (like a ¼ mile drag strip) with the use of nitrous.
Note vehicle mph increase and compare it to your baseline.
Note: Listen for any knocking sounds when running the vehicle. Watch your temperature
gauges. Continued nitrous use will elevate coolant temperatures. See Testing Checklist for
more testing methodology helpful hints.