Ignition
This section contains setup information for ignition configuration, including coil arrangement selection, coil charge settings, and table selection.
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Ignition Angle
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)
MAP Sensor
Selected when a MAP sensor is the primary load sensor used for ignition angle calculation.
Air Mass/Cyl
Selected when a Mass Air Flow Sensor is the primary load sensor being used for ignition angle calculation.
Throttle Position Sensor
Selected when a Throttle Position Sensor is the primary load sensor being used for ignition angle calculation.
Engine Pressure Ratio
Selected when both a MAP Sensor and an Exhaust MAP Sensor is being used, and the Engine Pressure Ratio Function is enabled.
Ignition System
Ignition Mode
Direct Fire
Selected when there is one ignition coil per cylinder. Eg. If there are 8 cylinders there will be 8 ignition outputs that will be used with a total of 8 ignition coils. Ignition Outputs are to be wired to Cylinder Number (Ignition#1 to Cylinder#1, Ignition#2 to Cylinder#2, etc.), and the Firing Order on the Main Page is controlling the sequencing.
Wasted Spark
Selected when each ignition coil is supplying spark to 2 cylinders. Eg. If there are 8 cylinders there will be 4 ignition outputs that will be used with a total of 4 ignition coils. Ignition Outputs will be fired in sequence and the Firing Order will be ignored.
Distributor
Selected when a distributor is being used to control which cylinder is supplied spark from a single ignition coil. This will have only Ignition#1 wired to a single coil.
Twin Distributor
Selected when two distributors are being used to control which cylinder is supplied spark from two ignition coils. Eg. The Toyota 1UZFE V8 engine has one distributor on each bank of its V8 engine. This will use Ignition#1 for Bank 1, and Ignition#2 for Bank 2.
Single Wire CDI
Selected only when a Haltech Power Select 4, 6, or 8 CDI system is being used. This will use Ignition#1 for the multiplexing signal to the CDI, Ignition#2 for the automated power selection function on a 4-stroke engine, and Ignition#3 for the automated power selection function on a rotary engine
Edge
The output edge which is used to fire the ignition coil at the required time. This is determined by the type of ignition module being used to fire the ignition coil. There is only one correct setting for each ignitor module type and selecting a wrong setting may cause ignitor module and/or ignition coil damage. (Default = Falling)
Falling
When Falling is selected the output will normally be at 0V, will begin charging the ignition coil on the Rising Edge as +12V is output, and fire the coil on the Falling edge as it drops from +12V to 0V. The amount of time is called the charge time. The Falling edge used by almost all OEM ignition systems, and many aftermarket ignition systems.
Rising
When Rising is selected the output will normally be at +12V, will begin charging the ignition coil on the Falling edge as 0V is output, and fire the coil on the Rising edge as it rises from 0V back to +12V. This amount of time is called the charge time. The Rising edge is used with some CDI ignition systems designed for points-style ignition, and some OEM Honda distributors.
Trailing Edge
The setting is only used when the Engine Type is set to Rotary. Settings are the same as for Edge and only apply to the outputs controlling Trail ignition coils. Lead coils are controlled by the Edge setting.
Dwell Mode
The ignition coil charging method, determined by the type of ignition module being used. There is only one correct setting for each ignitor module type and selecting a wrong setting may cause ignitor module and/or ignition coil damage. (Default = Constant Charge)
Constant Charge
Selected when the Elite ECU is directly controlling the charge time of the ignition coil. This is used by almost all OEM ignition systems where the ECU is controlling the ignition advance, and can include standalone ignition modules or ignition coils with the module built-in. Selecting Constant Charge will enable a Dwell table with up to 3D mapping, and adjustment in milliseconds (ms). The value itself is determined by the ignition coil and information on this should be provided by the ignition coil manufacturer.
Constant Duty
Selected when the ignition module is controlling the charge time of the coil. This is used by some CDI ignition systems designed for points-style ignition, and some older OEM ignition modules such as Ford TFI. Selecting Constant Duty will enable the Dwell Duty setting.
Trailing Dwell Mode
The setting is only used when the Engine Type is set to Rotary. Settings are the same as for Dwell Mode and only apply to the outputs controlling Trail ignition coils. Lead coils are controlled by the Dwell Mode setting.
Dwell Duty
The duty at which the ignition output will operate. The value is a percentage (%) of cycle time. Most CDI systems and OEM systems that use Constant Duty will use a value of 50%, and this should be confirmed with the ignition manufacturer before proceeding.
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)
Disabled
The ignition advance will operate normally and follow all tables and settings.
Always On
The ignition advance will be fixed at the Firing Angle value, and all tables and corrections will be ignored.
On During Clear Flood Only
The ignition advance will be fixed at the Firing Angle value when the Clear Flood condition has been met. This allows resetting of a trigger system without connecting a PC to the ECU by simply holding the throttle at wide open and cranking the engine. When normal conditions are resumed the ignition advance also resumes normal operation.
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 Angle Tables
Overall Correction
Allows a final overall degree amount of change of ignition advance to be added or subtracted. This is a single number adjustment only, not a 2D or 3D table. (Default = Enabled)
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)
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 Throttle Limits – User Demand Minimum value. Up to 2D mapping is available with this table.
Coolant Temp Correction
This table controls how many degrees of ignition timing correction will be applied for a given Coolant Temperature, and is often mapped against engine load as well. Positive values will advance timing by that amount, negative values will retard timing by that amount. Up to 3D mapping is available with this table. (Default = Enabled)
Air Temp Correction
This table controls how many degrees of ignition timing correction will be applied for a given inlet Air Temperature, and is often mapped against engine load as well. Positive values will advance timing by that amount, negative values will retard timing by that amount. Up to 3D mapping is available with this table.
Post Start Correction
This table controls how many degrees of ignition timing correction will be applied after the Engine RPM has exceeded the Max Cranking RPM value, and should be set to decay to 0% correction after the engine has been running for a certain amount of time. This is often mapped against Engine Running Time and Coolant Temperature. Positive values will advance timing by that amount, negative values will retard timing by that amount. Up to 3D mapping is available with this table. (Default = Enabled)
Cylinder Correction
Degree amount correction tables for each cylinder. This option is only available if the Trigger type supports full 720 degree engine synchronisation and Per Cylinder control. Enabling this option will give the user access to individual tables for each cylinder. Up to 3D mapping can be used with these tables. (Default = Disabled)
Gear Correction
The amount of ignition timing correction for each gear. Positive values will advance timing by that amount, negative values will retard timing by that amount. This option is only available when a Gear Position Sensor or calculation has been enabled. Up to 4D mapping is available with this table. (Default = Disabled)
Generic Correction (1 - 4)
General purpose ignition timing correction table where custom axis can be configured by clicking on the GRID icon at the top of the screen, or by pressing the F3 key. Positive values will advance timing by that amount, negative values will retard timing by that amount. Up to 3D mapping is available with these tables, along with specific conditions to enable the table. Enabling one of these tables will open the Ignition – Generic Correction tab where the settings can be accessed. (Default = Disabled)
Fuel Comp Correction
A degree amount correction table that allows for adjustment of ignition advance with varying amounts of flex fuel composition (i.e. ethanol percentage). Only used when a Flex Fuel Composition Sensor is connected. (Default = Disabled)
Ignition - Generic Correction Tab
Appears after Enabling one of the Ignition Generic tables.
Custom Name
A name that is to be used for this table. This name can be used when searching for channels throughout the system.
Conditions Enable
Selected if you want to enable or disable the Ignition Generic Correction table with a certain condition.
Number Of Conditions
Selects the number of conditions, up to 3, that can be used to enable or disabled the Ignition Generic Correction table.
Select Channel
Allow selection of the ECU channel to be used
Maths
A selection of Equal To, Not Equal To, Greater Than, Less Than, Greater Than Or Equal To, Less Than Or Equal To that is to be used.
Value
The value the maths must meet
And/Or
Allows conditions to be combined so that multiple conditions must be met to enable or disable the Ignition Generic Correction Table.
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