Ignition Tuning

Ignition Tuning


Ignition Tuning

Ignition Angle


Lock Mode

Allows the ignition advance to be fixed at a determined value to allow calibration of the TDC Offset. All ignition tables and corrections are ignored when this is active, and the ignition advance will not move. After the TDC Offset has been correctly set, the Lock Mode should be Disabled. (Default = On During Clear Flood Only)

Firing Angle

A fixed ignition advance angle that the ECU will use while the Lock Mode is active. All ignition advance tables and setting are ignored and only this value is used. The value is in degrees BTDC (Before Top Dead Centre).

Trailing Split Angle

Only available when the Engine Type is set to Rotary. This value is a Split angle between the Lead and the Trail advance, and is in degrees of Retard. Eg. The OEM timing marks for many rotary engines is at -5 and -20 BTDC (5ATDC and 20ATDC). A Firing Angle of -5 would be used, with a 15 degree Trailing Split Angle. i.e +15 degrees of retard.

Ignition Load Type

The sensor type that will be used as primary load input for the ignition angle calculation. This is the sensor that is used whenever Ignition-Load is the axis used for a table such as with correction tables. (Default = MAP Sensor)

Conditional Base Tables


Cranking Ignition Angle

The amount of ignition advance to be used when the RPM is below the Max Cranking RPM value. Up to 3D mapping is available with this table. (Default = Enabled)

Zero Demand Ignition Angle 

This table is only active when the Throttle Position for a cable throttle or the Accelerator Pedal Position for a DBW throttle is below the Zero Fuel Demand value. Up to 2D mapping is available with this table. 

Functions

Attack/Decay Correction

The Attack Rate table controls the rate in Degrees Per Engine Cycle at which the ignition timing can be advanced from a retarded value to a more advanced value. It is often used to smooth out the change in engine torque when there is a sudden ignition timing change.

The Decay Rate table controls the rate in Degrees Per Engine Cycle at which the ignition timing can be retarded from an advanced value to a more retarded value. This table is not often used compared to the Attack table, so default values are quite high - around 50.

Up to 3D mapping is available with these tables. (Default = Disabled)

Knock Control

Knock Control is used to retard the ignition timing in the case that engine knock is detected by the sensors. By enabling short term retard, the knock is reduced, creating a safer system, and protecting the engine from potential damage and/or detonation. Long-term trim also ensures that in the case that the tune was incorrect, the long-term learning can implement a long-term retard where required, in order to further reduce knock.

Video




    • Related Articles

    • Calibrating Ignition Timing

      Now is the time to triple-check your ignition settings in the software. If the settings are correct, turn off power to your ignition system and connect your ignition system to the ECU. It is a good idea to check your ignition coil temperatures ...

    • Ignition Timing VS Air to Fuel Ratio

      In this article, we are going to shed some light on the hotly discussed topic of how and why the air-fuel ratio and ignition timing affect horsepower. And this is how we’re going to do it… First, we are going to need some hard data. Using our test ...

    • RPM Limiter Ignition Correction

      RPM Limiter Ignition Correction This table controls how many of degrees of ignition timing correction will be applied as the engine approaches the rev limiter

    • Tuning For Idle (ignition)

      Typical idle speeds usually sit between 500 RPM and 1000 RPM. In order to assist the idle control mechanism to achieve a steady engine speed, it is advisable to ensure that the ignition advance at the idle loads between 500 and 1000 RPM are similar, ...

    • Ignition Correction Attack Rate

      Attack Correction The Attack Rate table controls the rate in Degrees Per Engine Cycle at which the ignition timing can be advanced from a retarded value to a more advanced value. It is often used to smooth out the change in engine torque when there ...