Ignition timing advance12/16/2023 Electronic Ignition Control with a ECU such at the MS3Pro will give you all of this control, and a whole lot more. If it’s a spark ignited engine, we can control the timing of that spark. From a single cylinder engine with a single coil (yes we can run a go cart or lawnmower or generator engine if you’d like!), to a 2cyl, 3 cyl, 4,cyl, 5, 6, or 8 cylinder engine, or more! (We can control 12 easily) with a distributor and single coil, or a wasted spark engine with a coil per pair of cylinders firing two per engine cycle giving you more time to dwell/charge the ignition coils for increased spark energy at high RPMs, or the ultimate-a full coil on plug or coil per plug conversion using a dedicated ignition coil for each cylinder, running sequentially meaning it only fires once per engine cycle giving it maximum time to dwell/charge that coil to REALLY light the fire no matter how high of a compression ratio or forced induction boost you’re feeding that engine. Then on the ignition coil/spark side of things (outputs), we’ll talk in detail about the different types of ignition systems to fire that spark, and fire that spark with the maximum energy, or in some cases the most efficient energy, needed to get the most out of your engine. We’ll talk about some of the different types of ignitions systems, including the sensors (inputs) required like the crank angle sensor and cam angle sensor (aka Crankshaft Position Sensor and Camshaft Position Sensor) that tell the ECU not only the engine speed in RPM, but also the EXACT location in the engine’s cycle, whether that is a 360 degree cycle of a 2-stroke, or the 720 degree cycle of a 4-stroke engine. An output is something the ECU controls like an injector or coil. Ok, it’s OK if it makes you think of the movie.īottom line– An input is information the ECU is gathering in order to decide how to control things. Don’t let those words confuse you or give you flashbacks of Johnny-5 in the movie Short Circuit. Control of fuel injectors, ignition coils, solenoids and relays– those are all outputs. Outputs– similarly, still in regards to the ECU, this is what is coming OUT of the ECU, aka outputs. That’s all we mean if we use the word ‘inputs’. The ECU just needs information from a handful of sensors so it can know what’s going on with the engine. They bring information INTO (input) the ECU. What would the inputs be? The sensors!! That’s right. Let me simplify that for you– we’re speaking in regards to the ECU. Inputs and Outputs – those can be sortof scary words I suppose. So the things you’ve learned in the prior chapter will apply here as well! But the Tables you tune, and the tools you use, again are almost exactly the same. In this case we’re managing the Ignition Advance, aka Ignition Timing, aka Ignition Advance and Retard, with absolute precision. The Tables you tune, and the tools you use to do so, are almost exactly the same in how they look and function. I’m going to do you a favor if you just read my intro to Electronic Fuel Injection and skip some of the details I offered there, as to be honest, many of the same principles apply to Electronic Ignition Control and it would seem repetitive. What’s better and why? That is the question. Timing Tables and Advance Curves in a modern electronic ignition system versus the old school distributor and mechanical/vacuum advance. Updated September 2022 by Jerry Hoffmann Chapter 2: Why should you convert to Electronic Ignition Control? And what is a timing table?
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