Megasquirt Dyno Tuning Ignition Advance Basics
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- čas přidán 21. 07. 2021
- The basics to help you better understand how to calibrate ignition advance on a dyno
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Loving the content, looking forward to more!
Thank you!
Enjoyed this clear video. It helped me heaps. Rex in New Zealand
Thanks 🙏
Another great video. 👍 love the information that you share.
I'd like to see a video about wall wetting and what that is about.
Just discovered your channel. Subscribed!
Thanks for sharing your knowledge.
Thanks for watching!
I have watched hundreds of tuning videos trying to understand. Your videos clicked with me. Thanks so much
Thanks for watching!
Thank you. Learnt a lot
You're welcome ☺️
well done and thank you!.
Thanks 🙏
thank you
Very Cool!!!
Your videos make a ton of sense. But do you have any videos from the start like for example do you do the VE generator and let tuner studio tune the ve map as you go? Thanks!
I can do more advance if I change my fuel from 91 to 97?
So your AFRs are dialed-in before hand, but do you find that after tweaking the timing for more advance, that they could start to lean out? You're probably keeping an eye on that anyway, but I'm wondering if that's something to expect. Any difference with forced induction? Great video, thanks!
Thanks for the vid, very helpful. Essentially what we were able to find using this technique is max safe advance - What about the transition area? Should you retain the drop off in advance once above 100kpa for turbo engines?
If you have time on a dyno you can map every area with this technique.
I appreciate the video! Definitely learning a lot. So once you find the ideal ignition advance at target boost, how is finding ign adv between atmospheric pressure and target boost done? Is it done linearly from atmospheric to target?
You can use the same technique to find the max power at the transition areas of the map. During the dyno pull you will see that area make more or less power when the ignition is changed.
Would having everything over boost set to 12 be a “safe” base map? How could you tune without dyno, auto tune?
I wish someone like this has a guide on setting spark plug gap while tuning an engine because it can misfire on the stock gap if not set correctly.
I have a video on spark plugs for turbo BMWs that answers that question
Matt happel once said it's safer to make power with boost than ignition timing. I'm assuming you've found that increasing boost has a similar bell shaped curve as ignition timing, with the turbo size being the limiting factor.
Exactly
thats because happels timing sucks you want the right timing so your not detonating or burning out exhaust valves
@@bill2178dude. Please. Have been making 700+whp for over 3 years now with stock garbage and no ill effects to the exhaust valves or anything else. I've had the motor apart for other reasons and everything looked perfect. Slammed it all back together and now I'm tickling 900whp. Blow shit up all you want with "the correct timing".
really helpful...can i ask everytime you increase the number in megasquirt do you have to increase the timing with the strobe at the crank? ..ie...MS at 12.0 so bump the timing with the light to 12 on the crank? cheers
No, you only need to set the timing on the crank once when you first setup the megasquirt. After initial timing has been set all the changes are digital
@@TurbineResearch fantastic thanks mate.....
hi bro,,,,after max timing done as video,,,,how to set timing in same cell which is increacing by rpm?
A data log will show what cells the motor passes through and you can just focus on those areas
Do you go back to look at max power per rpm and scale your chart that way for each column?
Yes you can do that method too
So I'm not really harming anything if i retard the ignition timing from a basemap right? The car is running fine but until i can go to an actual tuner I'd rather be on the safe side
This is great info.
But is this applicable for all turbocharged engines ??
I mean in my evo I see different numbers starting from 18 till -8 under boost (from 120 kpa)
This method is universal for piston IC engines . Every motor and combination is different so the outcome will be different however, the method is the same
@@TurbineResearch thank you for sharing this precious info
@@ramyfrancis9135 no problem 👍
Regarding for you example, let's say we found 14 degree of timing is best number in high load at 200 kpa from 4500 RPM to 7000 RPM. For the rest below of each cells does it mean we need to add more advance all way down..?
As we all know that as the RPM increase we need to advance the timing, conversely as load or air flow increase, we need to retard the ignition advance.
Waiting to someone answer...?!
Cool, no answer 🙂
what is the max ignition number for turbo engine. sorry for the question if it is too general.
It depends on a lot of things like fuel, boost pressure, compression ratio and so on. It's best to put an engine on a dyno to tune it. If you don't have don't have any way to do that you can usually reduce ignition timing about 1 degree per pound of boost to be safe until you get it tuned
You will never blow anything up on 1° reduction per # of boost.
How does the ECU fit on a BMW m62b35 with automatic transmission? thanks for the advice
There is a lot that goes I to applying a standalone ECU to an engine. It would need a custom wiring harness unless there is a plug and play option
@@TurbineResearch жгут я сделаю по схеме сам, на как внедрить АКПП с блоком 5hp24
@@TurbineResearch I don’t need a fuel card, I move on propane. In the first generation, LPG are used as vacuum without nozzles, I don't have gas in my car at all. help I will ask a question in a different way how to make the 5hp24 automatic transmission work on a different ECU?
@@zigandarov unfortunately I don't have any experience with that transmission control
When you lock in your timing to 10 degrees under boost how you did, will autotune try to change it or does autotune only mess with the fuel cells? Just installed a microsquirt and about to start tuning.
Autotune is only for the VE table (fuel maps)
@@TurbineResearch Okay good to know. I appreciate your response.
👍💪
Question: in extreme boost over 30 psi would some engines need to be fired after top dead center?
Never if you want to make power. The less ignition timing you have the less power and more heat and fuel goes out the exhaust
@@TurbineResearch would you be willing to give me a safe number for a Ford 2.9 Ranger on 28 -29 psi with a 50 series comp and .69 turbine housing with stage 3 wheel makes boost at 2000 but does not hit hard until 3500 10psi and ramps up from there? I am running 2.4deg @ 3000 to 6.4 deg at 5500 with MAP of 220 on a mac valve using an external gate that has one port above and below so there is no need to piss around with springs. Are you on the MSextra forum? I am getting old and this projects need to be completed for the bucket list. I simply used the timing curve that simple data systems programmed into their Ford 2.3 L SVO Mustang maps that engine has a twin sequential setup with an exhaust manifold I built that has a diverting valve in it.
@@truemanrep3267 I am unfamiliar with those engines. I dont have any good information for you on that
Nice more videos i am just staring this Efi Have Vems Twin Turbo Corvette Csb 355 cui..goal 500 WHP..👍👋
Does this same concept still work when street tuning? And is 10 normally safe in general. About to start tuning an m20 with stock head 885 head with a 2.7 block and really trying to grasp what is safe and what isn’t for timing
For a stock m20 a good starting point for ignition advance would be 26deg at 100kpa and 15deg at 200kpa and just interpolate between them. 15psi of boost and 15deg for pump gas is safe
@@TurbineResearch does it change at all since the 2.7 is lower compression?
@@tylermartin7455 same starting point. Once you use a dyno you can optimize
@@TurbineResearch perfect thank you so much for the help!
@@tylermartin7455 no problem!
What is the software you are using? winOLS?
Tuner studio
Im doing my first exeriments on street tune and wonder how i should start with ignition timing? i was thinking of retarding ign timing -1 or -2 degree for every 1 psi of boost is there like a rule of thumb here? is there a limit to how much i should retard timing like say no less then -10 degrees?
A good safe start is removing 1 degree per lb of boost.
@@TurbineResearch thank you, then just leave it there if theres 0 knock? and if i see any knock retard more till its gone correct? and is there a number of degrees we shouldn't retard past like -5?
@@TurbineResearch Hello!
Please, should I delay 1 per psi even using high refresh rate?👀
What happens if you go too far? So you’re safely at 10, what would happen if you advance to say 5, or zero?
at that boost level where 10 deg makes the most power! retarding to 5 deg would lower HP. we are looking to keep the explosion pressure well under the Failure point of the weakest link in the chain of parts. I am assuming that when you say advance you really meant retard. clockwise rotation before top dead centre 30-20-10-0 after top dead center 0-(-10)-(-20)-(-30)
should have showed us how to blend the ignition map
Use the interpolation function like I show in the video
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