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'''Ignition (output, ignadv and dwell) page for MembersPage/EricN''' Note that trigger is on MembersPage/EricN/Trigger '''Even-fire 6-cyl''' '''using 6 LS1 coil near plug ignition transformers''' This is what I know so far: 4 wires per coil * 12v * ground * ground to the ecu * trigger wire Factory look is eventually the goal, but for now, I want to practice on this engine the same setup that will be in my racecar when it is actually built, then I will revert back to more simplistic setup. I have done some various measurements on a running vehicle. Trigger is by a 4 Volt signal (I didn't check the trigger time but the scale was set to 1 second and it was just a vertical blip) that does not change at all with RPM. I suspect it is extremely low amp, logic level signal. '''How to output a logic-level ignition signal''' Use the same driver as the original IGBT is driven from, just solder a jumper wire in place of the IGBT (don't solder IGBT for given channels), between the gate and drain the 2 pins closest to the EC36 connector, and use ign_out=70 in your config /Emil We usually use ignition channel 2 and 5 for these (recent tradition, that assembled ECMs are setup with ign channel 2 and 5 this way unless ECM goes for V8 with COP: very handy when IgnitionPage/TransformerWithAmplifier is to be used), you need 4 more logiclevel channels (for total 6). MembersPage/MarcellGal/EngineSwap also uses similar logic-level ign setup for IgnitionPage/TransformerWithAmplifier ---- '''Ignition sequence''' * cyl order 1 5 3 6 2 4 * wiring ** ch00 EC36pin35 goes to cyl 1 ** ch01 EC36pin33 goes to cyl 2 ** ch02 EC36pin34 goes to cyl 3 ** ch03 EC36pin36 goes to cyl 4 ** ch04 EC36pin11 goes to cyl 5 ** ch05 EC36pin12 goes to cyl 6 The matching channels found on GenBoard/Manual/DigitalOut/Table (remember h[2] is traversed backwards] h[2]=03 01 05 02 04 00 00 00 ---- '''Dwell''' - for LS1 ignition transformers I have measured dwell: * dwell length is around 59 degrees at all engine speeds and loads. * Duty cycle was at about 95%, stayed constant. Please correct the above, obviously there must be some misunderstanding as 59 degrees is not equal to 95%*120 crankdegrees. * I probably screwed it up. I stuck my Snap On Vantage (an overpriced but extremely nice multimeter/scope. I think more like a graphing multimeter) A) wires on the trigger and the other on ground, ran the truck (v8) and changed between the different scales (dwell, duty, pulse width, voltage), I assume that is the wrong way todo it? There really are many ways, eg.: * scope * soundcard * DVM in DC voltage mode (20V): duty = measured_voltage / (VBatt - 2.5V). Knowing RPM and duty, you can calculate dwell ** DVM + on VBatt ** (min.600V) diode (eg. ES2J or 1n4007 in GenBoard/VerThree/RescueKit ) used for the same purpose as on TimingLight *** cathode on ignition channel (ECM output that goes to primary) *** diode anode connected to DVM - ** optionally 270 .. 1000 Ohm parallel with the DVM. A LED in series with 270 Ohm is the best, basically same as on TimingLight (except that lower brightness is used for indication than for a real timing-light). - * Pulse width changed dramatically but if I understand it correctly: if either of the above (59 degrees or constant 95%) is true, that is natural consequence of engine speed ( pulse period decreasing as RPM increases) I never mentioned coil near plug, I said LS1 thinking that was a good description and I keep forgetting that this is world wide and most of the world has little interest in north american V8
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