![]() ![]() Note that the idle value you specify "overrides" the value you specify in the timing table i.e., the ECU will vary the timing (plus or minus a couple of degrees) to maintain the idle RPM you set. You'll set the actual timing curve in the timing table. At that point, the ECU knows what 25* is, and will accurately command whatever value you set in the timing table. I set the static timing to 25* (a good friend & experienced tuner uses 20*) and then, using my timing light, adjust the distributor until I get 25* dead-nuts on (disabling Idle Spark Control of course). ![]() It doesn't matter what (reasonable) value you choose for this action. What you describe in post #1 is calibrating the ECU to what is actually happening in the car. Note how much the spark has to travel to achieve the spark put airport terminal on the distributor cover.As BradCraig implies, I think you're confusing the timing calibration with the settings in the timing table. This can be an MSD photo of a rotor that will be not phased correctly. After that as timing is sophisticated, the rotor will spread around across the spark plug port to approximately 25 degrees on the various other side of the airport terminal. ![]() The concept will be at nonproductive, to spot the disc effectively probably 15 degrees “retarded” relatives to the spark plug terminal. Making use of these quantities, the rotor sweep is usually a complete 40 degrees. This adjustable rotor was used mainly in combination with a crank trigger ignition.With energy shot and digital control over the ignitión, the ignition timing can quickly move from approximately 10 degrees before best dead center (BTDC) to simply because very much as 50 degrees BTDC under lighting load hanging around situations. Your initial question regarded the adaptable MSD rotor.MSD originally developed this item to permit shifting the disc to maintain it near the spark plug airport on the cap. ![]()
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