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I haven't yet worked out what effect the TPS has on the timing.Īnyone have any hints on what are sensible manifold pressures for throttle closed across the range of RPM? Does this table look right? When MAP fault is logged, it ignores the MAP sensor, and gives a basic curve that advances up to 33 degrees. It looks like it identifies infeasible TPS, MAP and RPM combinations, and logs a fault, either with TPS or with MAP. I'm still having troubles with the EST module detecting sensor faults - mainly with the throttle position. It doesn't include the 10 degrees of base timing, so that is in addition to what is in this table, ie it advances up to 48 degrees BTDC at 3000RPM, 50kPa.ĮDIT: this table is wrong. I've set up a microcontroller board to interface the EST module (4.1 Auto) to my PC, and have started calculating some timing maps from it. Replace the temp sensor with a switch and on petrol, have the EST to think it is hot, and for LPG tell the EST that the engine is cold. I'm thinking in terms of suitability to gas.įor example, if the cold advance happens to advance more in the lower areas of the map, it could work really well as a poor-man's regraph and dual timing setup. Is that a flat across-the-board advance in addition to whatever the RPM and vacuum? I've seen one report that it advances at lower temperatures. It'd be good to track down some more detail on that though.īut in particular I'm wondering about the temperature component. I gather from past threads that the 3.3 (and maybe manual) versions have less RPM advance. INFO COPIED, PASTED AND LOGGED - FOR ARCHIVAL PURPOSES.ĭoes anyone have any detail on the shape of the advance map in the EST ignition? - like how much centrifugal and how much vacuum?