I discovered the log viewer's scatter plots this evening.  It's a way to visualize how various parameters affect each other.  It is fairly obvious that I can add in a lot more advance.

The task for the next session is to set the whole table to 20*.  Run the throttle up and down a couple times, increase 2* and repeat.  The end of the day should find me with a graph showing RPM against advance for a range of throttle positions.

Lehanover@aol.com wrote:

>Not until October when we move back to Zephyrhills. Big airport 10 minutes  
>away KZPH.
>
>You have too many knobs to turn. This thing should run perfectly once it's  
>dialed in.
>
>All of the tuning we are talking about is idle and just off idle. So the  
>load of the prop is a constant for any particular RPM (plus or minus air  
>density) and so-on. So I would bump up the timing until there is no RPM
>increase  and then back up 4 degrees and watch the temps for a few minutes. If no
>change  book that advance number and move on. Idle mixture and dismal
>cylinder filling  is just the same as tuning a lawn mower. Not much going on and
>not a huge  load. At idle and off idle you will not see maximum cylinder
>pressure at 50  degrees where you want it at high throttle settings. So little
>energy is  available that the expanding chamber drops the pressure rapidly.
>Probably not  reaching 50 degrees with any pressure left. EGT may not even
>move the gage.
>
>All I need from idle is to maintain 2,200 RPM, no quitting and no surging.  
>My idle jet is the biggest I can find, and idle is very much over rich.
>This for  the end of the long straights where the engine is screaming (9,600
>RPM) and the  throttle snaps shut for braking. The only apex seal lube is in
>the fuel. So the  idle mixture lubes the seals.
>
>And, you get a nice fire ball and an occasional howitzer like  explosion.
>The crowd loves it. Probably not a good idea for aircraft use, but then you
> should have some fuel flow at closed throttle to lube the seals.
>Just don't close the throttle all the way.
>
>My Fiat engines had 14.5:1 compression. Cranking pressure was 245 pounds.  
>Hot leak down was zero. You had to start it at idle, lest the starter just
>stop  turning.
>
>Never detonated a single engine with the same driver that could detonate a  
>rotary. Because the cylinder filling on the Fiat was so poor.
>The 2 throat carb had a 17mm bore and a 23 mm bore. So, the effective  
>compression dropped down right off idle. I ran 110 avgas in that one. Accused of
> running super fuel blends because of watering eyes for anyone close by. It
> was  oxides of nitrogen. The timing was 36 degrees at race speeds from a  
>crank trigger. At low speed it was 5 degrees from a near stock  distributor.
>
>Cylinder filling is everything.
>
>Lynn E. Hanover  
>
>
>In a message dated 7/17/2012 11:25:47 A.M. Eastern Daylight Time,  
>echristley@att.net writes:
>
>Lynn, I  can't wait to fly down to Florida and let you play with this
>engine management  system.
>