Practical Standalone Tuning: Step 4: Base Ignition Timing/Fuel Pressure
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Step 4: Base Ignition Timing/Fuel Pressure
03.24
| 00:00 | - Now we're going to look at setting the base fuel pressure and the base ignition timing for the engine. |
| 00:05 | Now the engine we're dealing with here has a factory fuel pressure regulator that's not adjustable. |
| 00:11 | So the fuel pressure side of things is really easy. |
| 00:14 | I've already measured it and I that that's running at 45 psi differential pressure. |
| 00:20 | So that takes that out of the equation. |
| 00:22 | The ignition timing side of things, again this is an engine we've already tuned, we're just using for this example. |
| 00:28 | And I've already gone through the procedure of setting the base ignition timing. |
| 00:32 | This particular engine doesn't have a timing mark and we also can't easily see the front pulley with the engine installed in the engine bay. |
| 00:42 | So showing you on camera how we've gone through that process is very difficult. |
| 00:47 | I'll just show you though in the software, we can go to this calibrate menu here, and if we click on set base ignition timing, we get this little box pop up. |
| 00:58 | And this is where we set the base ignition timing. |
| 01:02 | So first of all we have to lock the ignition timing or choose an ignition angle to lock the timing to. |
| 01:09 | In this case you can see we've chosen 10 degrees. |
| 01:11 | It doesn't really matter what you choose here, generally I'm looking for just an ignition advance that's easy to see on the crank timing marks. |
| 01:20 | And also what we'll generally find is that the engine will idle reasonably happily with 10 degrees in there. |
| 01:28 | So using 10 degrees is pretty safe. |
| 01:30 | Then what we want to do is adjust the ignition offset until the timing that we're actually seeing on the crank pulley matches 10 degrees. |
| 01:41 | So that just aligns what the ECU is outputting so that our ignition timing, our real actual ignition timing matches what the laptop software's telling us. |
| 01:52 | Now we want to do this process with the engine RPM held up at around about 1500 RPM. |
| 01:59 | And that just takes out any insonsistencies we're getting at low idle speeds. |
| 02:04 | And we should see nice stable ignition timing at 1500 RPM. |
| 02:10 | Again as we discussed in the course, we'd also use this as an opportunity with a reluctor sensor to check for timing drift. |
| 02:17 | In this case we don't have to worry about that. |
| 02:19 | The Link G4 software does give us one more option here though which is an ignition delay. |
| 02:24 | Now with some engines what we find is that as the RPM increases we might see a small drift in the timing and I'm talking in the order of a couple of degrees between idle and red line. |
| 02:39 | So what we can do is use this function here to include a delay which corrects for that. |
| 02:45 | So what it should do is give us nice stable accurate ignition timing the entire way through the rev range. |
| 02:51 | So we can set that by setting the ignition timing at 1500 RPM and then increasing the RPM up to maybe 5000 or 6000 and seeing if the timing's still accurate, if it isn't, we can adjust the ignition delay until it's accurate at both points. |
| 03:09 | Once we've done that we can click done and we're ready to move on. |
| 03:14 | So that takes care of our ignition and our fuel pressure setting for this particular engine. |
