Henrik

Just thought I'de share what should be the stock timing maps for

an S4 NA (N326 ECU) and TII (N332 ECU). Some day I'll build

a little monitor so I can read the timing from the crank, until

then here they are.



I'de be interested in hearing what the tuning experts think of Mazda's

maps. 1 is low load or rpm, max axis is max load or rpm.



-Henrik



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kahren

those are of very little use, unless we are looking at the extremes.

can you assign real values to the rpm and load?

Lynn E. Hanover

I agree.



These maps are a result of tree huggers and whale watchers crying to spineless

congressmen who will sell their mothers to stay in power.



Tell the folks in Minnesota at minus 53 degrees about the global warming caused by fossil fuel use.



There should be two maps. Maximum power at wide open throttle. And, off throttle should be maximum mileage.



My map is a straight line. 27 degrees BTDC, idle through 9,600 RPM. Leading and trailing fireing at the same time.





Lynn E. Hanover

banzaitoyota

How about an: "IDIOTS GUIDE TO LOCKING YOUR TIMING 101"?

j9fd3s

its kinda like the 20b cosmo timing map. they had the timing #, and rpm, but the load is undefined.



crap, its in excel

Lynn E. Hanover

The point is that there is no movement in sympathy to any harmonics in the engine. So long as anything like full throttle is never used at low revs, this change is fine for reducing the number of parts that can come adrift inside the distributor.



The change reduces the chance of movement between the upper and lower shaft to zero.



When you weld or braze the shafts together or drill two small holes and uses a spacer between the pieces with a small spacer and 4-40 screw and plastic lock nut. (from the hobby shop). One for each side maintains the balance.



This way you can go back to stock by removing the nut and bolt. Or, just remove the springs and leave the weights in place.



The idle advance will be way too early.



If there is only idle mixture volume or just off idle mixture volume, there is no problem. On a race car there is not much running below 2,000 RPM (idle) most mechanical advance is complete by 2,500 RPM. So we really don't need any of the curve. Once under way in a race, the driver is supposed to keep things above about 7,800 RPM.



Lugging or applying more throttle at low revs with total advance in place is one of the few ways to get a NA rotary to detonate.



For a street car this change is not a good idea.





Lynn E. Hanover

Henrik

RPM varies from 1024 to 7168 for the TII and 1024 to 6144 for NA.

Load is a little more complicated, basically its air mass flow as read

by the AFM and corrected for ATP and air temp. I'll dig up my conversion

for the TII (to kg/hr).



Mike, how's plain text for ya



-Henrik

kahren

the timing values seem low, esp at low rpm full throttle, i wonder how much the correction maps change this, for total adavance. you need to hurry up and build the datalogger off the timing pulley. i was meaning to do that for a long time now never got to it. hopefulyl you can beat me to it

j9fd3s

i think this will upload



this is the 20b cosmo map right from the book. load was not defined by units, rpm and advance were given real #'s

j9fd3s

i notice max timing on the n326 is the same we ended up with on the race car, 26btdcL. ours made max power there (its an na)