Lets Talk Timing
01-20-2005, 01:36 AM
#12
Member
Thread Starter
Join Date: Apr 2003
Posts: 32
Originally Posted by kahren' date='Jan 19 2005, 12:21 AM
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 
I suspect that the timing is conservative, looking for opinions on it since I'm
a noobie in this area. I can say that the corrections are all zero during
normal operation, there's only one advance correction, everything else
is retard - ie I'm pretty sure what you see above is what would be
measured at the crank. I can also say that on one aftermarket tuned
chip I've seen, the leading timing is basically untouched but the split,
particularly mid range, has been drastically reduced.
Datalogger: I can log timing already with the 2.0 proto I'm running but its
not measured at the crank, so I'm not 100% sure that the offset is correct.
Once the weather clears up a bit here, I'll run some logs.
-Henrik
01-20-2005, 01:44 PM
#14
Senior Member
Join Date: Jan 2002
Location: CT
Posts: 1,345
Originally Posted by j9fd3s' date='Jan 20 2005, 09:44 AM
the factory timing has to be conservative, they cant have people put the wrong gas in it and it blows up.
this makes me wonder, if anyone is using 87 in their fd with everythign else stock, if not whos is up for this
01-20-2005, 07:31 PM
#15
Senior Member
Join Date: May 2002
Location: California
Posts: 22,465
Originally Posted by kahren' date='Jan 20 2005, 11:43 AM
this makes me wonder, if anyone is using 87 in their fd with everythign else stock, if not whos is up for this
my buddy ran an fd with a dp and midpipe for years, everything else was stock, and the car was fine. it got driven HARD too
01-23-2005, 06:00 PM
#16
Senior Member
Join Date: Jan 2002
Location: NJ USA
Posts: 1,915
timing on a rotary engine is so crucial..As lynn stated he runs no centrifugal advance, but for a streetcar that is a no,no. I have found that the best way to find best timing is trial and error. I did study Mazda's timing adjustments before I came up with my own. N/A.. turbo low boost.. turbo high boost and N/A plus nitrous requires all together different timing adjustments. cruising with no load.. then the timing split between leading and trailing is so important. I did try to write some valuable info. on this. but I just gave up. to much to cover and I sometimes get tired.. then the possibility of the site getting hacked has me nervous. tons of info. vanishes in a matter of nothing.. sucks..
01-23-2005, 06:35 PM
#17
Member
Join Date: Nov 2003
Posts: 82
Originally Posted by Judge Ito' date='Jan 23 2005, 04:00 PM
timing on a rotary engine is so crucial..
I did try to write some valuable info. on this. but I just gave up. to much to cover and I sometimes get tired.. then the possibility of the site getting hacked has me nervous. tons of info. vanishes in a matter of nothing.. sucks..
I did try to write some valuable info. on this. but I just gave up. to much to cover and I sometimes get tired.. then the possibility of the site getting hacked has me nervous. tons of info. vanishes in a matter of nothing.. sucks..
FOR THE LOVE OF THE ROTARY, please!
Please Ito san, we are like some hungry little rotary birds waiting for you to feed us.
I understand what you are saying, but can you just do one chapter at a time like how you used to do it? Please?
01-24-2005, 04:28 AM
#18
Senior Member
Join Date: Jun 2004
Location: Germany
Posts: 240
i'd also love to read about your timing experiences.
most of the info got restored, and i don't think we should give up now.
i understand that you are busy, but if you happen to have some free time and energy, dont forget us "hungry little rotary birds"
most of the info got restored, and i don't think we should give up now.
i understand that you are busy, but if you happen to have some free time and energy, dont forget us "hungry little rotary birds"
07-29-2006, 01:33 PM
#19
Junior Member
Join Date: Jul 2006
Posts: 1
Originally Posted by Henrik' post='656175' date='Jan 19 2005, 03:24 AM
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
I just became aware of this post and took delivery of transposing it through Excel and then into the Haltech software for a better idea of the layout of the timing values, and also, looking at the graphs that Henrik also did (great job by the way Henrik, hat's off to you), im able to see that even though (for example, on the N332 leading map) it has good resolution, 19x25 sites, the timing really is all over the place, going by my Haltech tuning experience of almost 7 years, the maps im used to seeing for rotaries are a lot more smoother and not as wild as these resulting maps you've got here. Now, since i only did this on the laptop, and didnt actually load this to a vehicle yet, so i have no hard evidence of this, usually such an extreem changing map like this is almost very likely that the engine will not run smooth, you will actually feel the transition throughout the RPM range of the engine running somewhat rough, or in other cases just ping its self to death.
I will try to find a car to load this map onto, as well as the split and see how it runs, and will try to give you guys actual data to crunch on. Thanks again for the map translation. Any chance you can get it done with actual load variables for a better idea of the actual range of the map?
Later,
_______________
Claudio RX-7
Tuning Technology Unlimited
Santo Domingo, Dominican Republic
Tel. +1.809.763.0202
info@tuningtechnology.com
07-29-2006, 06:31 PM
#20
Senior Member
Join Date: May 2002
Location: California
Posts: 22,465
Originally Posted by Claudio RX-7' post='830523' date='Jul 29 2006, 11:33 AM
Hey guys,
I just became aware of this post and took delivery of transposing it through Excel and then into the Haltech software for a better idea of the layout of the timing values, and also, looking at the graphs that Henrik also did (great job by the way Henrik, hat's off to you), im able to see that even though (for example, on the N332 leading map) it has good resolution, 19x25 sites, the timing really is all over the place, going by my Haltech tuning experience of almost 7 years, the maps im used to seeing for rotaries are a lot more smoother and not as wild as these resulting maps you've got here. Now, since i only did this on the laptop, and didnt actually load this to a vehicle yet, so i have no hard evidence of this, usually such an extreem changing map like this is almost very likely that the engine will not run smooth, you will actually feel the transition throughout the RPM range of the engine running somewhat rough, or in other cases just ping its self to death.
I will try to find a car to load this map onto, as well as the split and see how it runs, and will try to give you guys actual data to crunch on. Thanks again for the map translation. Any chance you can get it done with actual load variables for a better idea of the actual range of the map?
Later,
_______________
Claudio RX-7
Tuning Technology Unlimited
Santo Domingo, Dominican Republic
Tel. +1.809.763.0202
info@tuningtechnology.com
yah we tried it with the cosmo timing map, and its not pretty. on the cosmo map "load" wasnt labled in units, and its like henrik says, afm voltage+air temp, so i'm not sure it translates directly (linearly) into a map sensor value.