NEW PRODUCT - Timing Tuner
08-16-2002, 09:58 AM
#1
Registered User
Thread Starter
Join Date: Oct 1996
Location: MA
Posts: 2,864
NEW PRODUCT - Timing Tuner
The Timing Tuner is a device that is installed on LS1 and derivative engine equipped vehicles for adjusting the spark advance ‘timing’ to extract improved engine performance. The unit installs ‘in-line’ with the crankshaft sensor wiring and alters the signal that is received by the PCM (Powertrain Control Module, ‘engine computer’). By shifting the crankshaft signal ahead or behind in time the spark timing in the engine is changed.
The Timing Tuner is used to adjust the Spark Advance to improve engine response and power. Assuming sufficient octane fuel is used, most production engines will make more power with a few more degrees of spark advance. However when Nitrous Oxide or superchargers/turbochargers are used to raise horsepower the spark advance must be reduced (retarded) to prevent detonation. Detonation (pinging, spark knocking) is very destructive and is to be avoided. Always run high enough octane fuel for the power levels desired.
The Timing Tuner also has a Nitrous Oxide (N2O) control feature. The unit features activation delay, timing retard, and activation controls based on RPM. The setup can be optimized for non-N2O driving and when the trigger wire is energized the secondary settings are activated. This ensures the optimum setting is always available both with and without N2O.
The Timing Tuner kit contains the following parts:
• Timing Tuner control box
• Timing Tuner wiring harness (3 feet long)
• N2O connection harness (18 inches long)
• Service jumper plug
• Tie-wraps
• This instruction manual
Installation:
The Timing Tuner installs under the hood of the vehicle. Feed the “T” end of the Timing Tuner Harness down from the topside of the engine compartment. Locate the Crankshaft Sensor on the passenger side of the engine block, next to the starter. From under the vehicle (support the vehicle on jack-stands) gain access to the Crankshaft Sensor, removal of the starter may be necessary. Unplug the Vehicle Harness from the Crankshaft Sensor and plug the Vehicle Harness into the Timing Tuner Harness. Plug the Timing Tuner Harness into the Crankshaft Sensor. Ensure that all connectors engage fully and are latched. Reinstall the starter if previously removed. Tie the harness away from exhaust components using the supplied tie-wraps.
From above the engine compartment, plug the Timing Tuner into the Timing Tuner Harness. Find a location to mount the Timing Tuner that is accessible for tuning but away from water drips (under the edge of the hood). Near the battery is a good place. Put the jumper plug inside the vehicle for safe-keeping. The jumper plug is used to bypass the Timing Tuner if it is removed for service.
If the Nitrous Oxide control features are not being used, the installation is complete.
Connect the Nitrous Oxide control wires as shown in the Connection Diagram. The White wire is connected to the positive side of the N2O pilot relay coil, it receives power when the arming switch and the WOT (Wide Open Throttle) switch are both ON. The Gray wire is connected to the negative side of the pilot relay coil.
Set-up and Tuning:
Spark advance or Retard
Once installed the unit can be adjusted for improved performance. If detonation is experienced then the spark is too far advanced for the octane or the fuel mixture is too lean. The best way to monitor detonation is using a scantool (e.g. Scanmaster) to monitor knock retard.
The Spark Base setting can be turned clockwise too advance the spark timing. A few degrees can add additional punch to the vehicle’s acceleration. Spark base controls spark timing at every RPM.
The Spark WOT setting can be turned clockwise to advance the timing at RPM’s over 3000. Counter clockwise settings retard the timing. Generally, cars without ‘power adders’ like N2O, superchargers, and turbo’s will perform best with a few degrees of spark advance. When power adders are used, then the spark is usually retarded to prevent detonation at the high power levels.
The Spark Base and WOT settings are added together in the Timing Tuner. If 3 degrees of Base and 3 degrees of WOT are selected, then the engine will operate with 3 degrees of advance below 3000 RPM and 6 degrees of advance above 3000 RPM. The Timing Tuner cannot add more than 7.5 degrees of total advance, or 12 degrees of total retard.
There are several settings that retard timing progressively with increasing RPM. These are intended for use with centrifugal superchargers that deliver increasing boost with increasing RPM.
When N2O is used the adjustment of the main controls (Base, WOT) is the same. When the N2O system is activated, the RTD setting is activated as well. The RTD setting is only retard and is subtracted from the total of the main controls. Generally, 2 degrees of retard are required for every 50 horsepower of N2O used.
This product is listed in the LS1 Ignition section of our website.
Tom
------------------
T BYRNE MOTORSPORTS - www.tbyrnemotorsports.com
LT1 and LS1 Sales and Service
Hours 9AM-5PM EST Monday-Friday.
Order line - 1-877-4-TBYRNE
2002 Supercharged 8.1 Suburban - Project underway now!
2001 Supercharged 6.0 Suburban-15.87 @ 88.41
2000 Millennium Yellow C5 convertible- 11.92 @ 115.01
1998 Vortech powered Z-28- 10.89 @ 130.03 with 346 motor and Vortech - new ETs with 409 motor and ATI F1 supercharger coming soon!
E-mail tbyrne@tbyrne.com for lowest pricing for Vortech and ATI superchargers!
The Timing Tuner is used to adjust the Spark Advance to improve engine response and power. Assuming sufficient octane fuel is used, most production engines will make more power with a few more degrees of spark advance. However when Nitrous Oxide or superchargers/turbochargers are used to raise horsepower the spark advance must be reduced (retarded) to prevent detonation. Detonation (pinging, spark knocking) is very destructive and is to be avoided. Always run high enough octane fuel for the power levels desired.
The Timing Tuner also has a Nitrous Oxide (N2O) control feature. The unit features activation delay, timing retard, and activation controls based on RPM. The setup can be optimized for non-N2O driving and when the trigger wire is energized the secondary settings are activated. This ensures the optimum setting is always available both with and without N2O.
The Timing Tuner kit contains the following parts:
• Timing Tuner control box
• Timing Tuner wiring harness (3 feet long)
• N2O connection harness (18 inches long)
• Service jumper plug
• Tie-wraps
• This instruction manual
Installation:
The Timing Tuner installs under the hood of the vehicle. Feed the “T” end of the Timing Tuner Harness down from the topside of the engine compartment. Locate the Crankshaft Sensor on the passenger side of the engine block, next to the starter. From under the vehicle (support the vehicle on jack-stands) gain access to the Crankshaft Sensor, removal of the starter may be necessary. Unplug the Vehicle Harness from the Crankshaft Sensor and plug the Vehicle Harness into the Timing Tuner Harness. Plug the Timing Tuner Harness into the Crankshaft Sensor. Ensure that all connectors engage fully and are latched. Reinstall the starter if previously removed. Tie the harness away from exhaust components using the supplied tie-wraps.
From above the engine compartment, plug the Timing Tuner into the Timing Tuner Harness. Find a location to mount the Timing Tuner that is accessible for tuning but away from water drips (under the edge of the hood). Near the battery is a good place. Put the jumper plug inside the vehicle for safe-keeping. The jumper plug is used to bypass the Timing Tuner if it is removed for service.
If the Nitrous Oxide control features are not being used, the installation is complete.
Connect the Nitrous Oxide control wires as shown in the Connection Diagram. The White wire is connected to the positive side of the N2O pilot relay coil, it receives power when the arming switch and the WOT (Wide Open Throttle) switch are both ON. The Gray wire is connected to the negative side of the pilot relay coil.
Set-up and Tuning:
Spark advance or Retard
Once installed the unit can be adjusted for improved performance. If detonation is experienced then the spark is too far advanced for the octane or the fuel mixture is too lean. The best way to monitor detonation is using a scantool (e.g. Scanmaster) to monitor knock retard.
The Spark Base setting can be turned clockwise too advance the spark timing. A few degrees can add additional punch to the vehicle’s acceleration. Spark base controls spark timing at every RPM.
The Spark WOT setting can be turned clockwise to advance the timing at RPM’s over 3000. Counter clockwise settings retard the timing. Generally, cars without ‘power adders’ like N2O, superchargers, and turbo’s will perform best with a few degrees of spark advance. When power adders are used, then the spark is usually retarded to prevent detonation at the high power levels.
The Spark Base and WOT settings are added together in the Timing Tuner. If 3 degrees of Base and 3 degrees of WOT are selected, then the engine will operate with 3 degrees of advance below 3000 RPM and 6 degrees of advance above 3000 RPM. The Timing Tuner cannot add more than 7.5 degrees of total advance, or 12 degrees of total retard.
There are several settings that retard timing progressively with increasing RPM. These are intended for use with centrifugal superchargers that deliver increasing boost with increasing RPM.
When N2O is used the adjustment of the main controls (Base, WOT) is the same. When the N2O system is activated, the RTD setting is activated as well. The RTD setting is only retard and is subtracted from the total of the main controls. Generally, 2 degrees of retard are required for every 50 horsepower of N2O used.
This product is listed in the LS1 Ignition section of our website.
Tom
------------------
T BYRNE MOTORSPORTS - www.tbyrnemotorsports.com
LT1 and LS1 Sales and Service
Hours 9AM-5PM EST Monday-Friday.
Order line - 1-877-4-TBYRNE
2002 Supercharged 8.1 Suburban - Project underway now!
2001 Supercharged 6.0 Suburban-15.87 @ 88.41
2000 Millennium Yellow C5 convertible- 11.92 @ 115.01
1998 Vortech powered Z-28- 10.89 @ 130.03 with 346 motor and Vortech - new ETs with 409 motor and ATI F1 supercharger coming soon!
E-mail tbyrne@tbyrne.com for lowest pricing for Vortech and ATI superchargers!
08-16-2002, 01:12 PM
#3
Registered User
Join Date: Dec 1969
Location: Chandler, AZ
Posts: 376
Would this work in conjunction with a MAFT?
------------------
2002 Camaro SS #3586 6M Sebring Silver, T-top, Billet Grille, Hurst shifter, !CAGS, Whisper CF Lid, Holly PowerShot filter, Corsa Catback w/full polish tips, 160 Thermo, SLP fan switch, ASR reverser, TA axle cover w/stud kit, MAFT, NX wet kit(150)purge,heater,remote opener, FPSS,MSD WS, Autometer gages, Hotchkis STB, LCA's, APHR, ET Streets(no times yet).
On order: SLP Line lock, radiator, Bellows.
Baseline Dyno: 317.9RWHP 335.9RWTQ with MAF ends only: 325.6RWHP 350RWTQ. (Stock)1st 1/4 mile 13.46 @106.9 2.23-60'
new best 13.306 @107.89 2.12 60'
4-sale MAF ends....now using N20 so need to
ditch them.
http://members.***.net/sscargo/Camaro.htm
------------------
2002 Camaro SS #3586 6M Sebring Silver, T-top, Billet Grille, Hurst shifter, !CAGS, Whisper CF Lid, Holly PowerShot filter, Corsa Catback w/full polish tips, 160 Thermo, SLP fan switch, ASR reverser, TA axle cover w/stud kit, MAFT, NX wet kit(150)purge,heater,remote opener, FPSS,MSD WS, Autometer gages, Hotchkis STB, LCA's, APHR, ET Streets(no times yet).
On order: SLP Line lock, radiator, Bellows.
Baseline Dyno: 317.9RWHP 335.9RWTQ with MAF ends only: 325.6RWHP 350RWTQ. (Stock)1st 1/4 mile 13.46 @106.9 2.23-60'
new best 13.306 @107.89 2.12 60'
4-sale MAF ends....now using N20 so need to
ditch them.
http://members.***.net/sscargo/Camaro.htm
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