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Buy with confidence! If for any reason you're not completely satisfied with an item, simply return it within 7 days and the purchase price will be refunded.
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We ship world wide. All international orders must be paid online. Checks or money orders drawn on non-US banks will not be accepted.
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Ignition Systems with EFI
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Ready for another routine 9-second run, this Mustang warms the slicks in an attempt to plant all of its power. (Nate Tovey)
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Knowing that engines produce power by harnessing the dramatic pressure increases resulting from the ignition of the air/fuel mix, let’s take a look at how that pressure plays into the calibration requirements. Cylinder pressure is directly related to engine efficiency and output. Engineers often refer to BMEP, or brake mean effective pressure, to describe engine operation. Throttling airflow and changing ignition advance have the biggest impact on BMEP, but cam timing, manifold pressure, and lambda also play a large part in determining cylinder pressure. The underlying concept is that higher cylinder pressures generally indicate a more efficiently running engine under normal operation. More efficient combustion requires less ignition lead. If the calibrator can recognize where the engine is most efficient, it becomes easier to determine ignition needs.
If one were to look at a map of actual engine efficiency and compare this to the ignition map showing MBT timing, the relationship between cylinder pressure and required advance becomes evident. Conversely, we can employ this knowledge to use ignition advance to increase cylinder pressure (and torque) in areas where the engine is less efficient. Advancing ignition timing at low RPM under load can help improve throttle response before the camshaft and intake runner efficiency come up in the midrange. Likewise, at higher RPM after the engine passes the peak efficiency range of the cam and intake runners, cylinder pressure begins to fall off. More power can be made by increasing ignition advance to make up for the decreasing engine efficiency as the engine approaches redline.
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Using the AVL Indicom software and pressure transducers in the cylinders, we can see both the P-V diagram (right) and pressure versus time (left) for motoring the engine. The triangular spike on the left is the spark event.
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Here we see the pressure traces for a running engine with less than ideal spark timing. Notice how the pressure rise happens very late in the cycle and each cylinder has its own unique trace line.
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Calibrators must be keenly aware of two unique conditions of increased cylinder pressure: Knock and preignition have very similar symptoms and results with slightly different causes. Knock is caused by an uncontrolled fast burn in the chamber after the initial spark event. This is often the result of excess ignition advance, lean mixtures, or elevated temperatures. Preignition is the premature start of combustion before the normal spark event. This is often caused by hot spots in the combustion chamber or residual glowing hydrocarbon deposits that ignite the mixture before the spark plug has a chance to fire. Either way, both conditions mean that peak combustion pressure has been reached before the piston arrives at TDC. This means that not only is normal combustion pressing on the cylinder head, gasket, and piston, but dynamic compression happens as well. The symptom for this condition is usually a sound similar to marbles in a coffee can. While not always audible, the intensity of this noise grows with the intensity of engine stress resulting from the condition. The forces associated with knock and preignition can be as much as two or three times the normal combustion forces. This can be incredibly destructive to engine components, often resulting in a blown head gasket, broken piston, bent connecting rod, or failed bearings. Knock should be avoided, period.
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Burn Rate Burn rate of the air/fuel mixture has a dominant impact upon just how much ignition lead an engine wants. The speed at which the combustion process occurs directly influences the rate of cylinder pressure rise.
Most spark ignition engines have an effective flame propagation speed of 706 to 985 in/s (18 to 25m/s). This means that a flame starting from a central spark plug in a 4.00-inch bore engine can reach the cylinder wall in about two and a half milliseconds. At an idle speed of 800 rpm, this translates into roughly 11.5 degrees of crankshaft revolution. That same flame speed and bore size at 3,000 rpm yields more than 43 degrees of crankshaft rotation during our theoretical burn time to reach the chamber walls. This is why ignition timing must advance at higher speeds to ensure combustion before the piston has a chance to run away from the reaction.
Actual flame propagation speed changes with conditions. Faster flame speeds and better charge mixing during combustion speeds up the reaction that is producing the expanding gases and rising pressure. Burn rate is influenced by a number of engine operating conditions beyond just chamber design.
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Fuel octane is a number representing the ratio of octane to heptane in gasoline. Higher octane numbers indicate a stronger concentration of the slower, more stable- burning octane molecules than the more volatile heptane. Since high-octane fuels have a slower burn rate, larger amounts of ignition lead can and should be used. Increasing the ignition lead results in an increase in torque, so higher fuel octane levels allow for more power resulting from the necessary ignition advance increase. Keep in mind that fuel octane is a global change to the engine’s ignition advance needs. Running higher octane fuel means more spark advance at idle and part load as well as WOT. Changing from 93 octane pump fuel to 110 octane racing fuel may allow 4 degrees of additional spark advance at WOT (with an accompanying increase in power), but may idle poorly and exhibit reduced fuel economy and throttle response unless all other spark tables are increased by a like amount.
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Pressure trace at part load with ignition adjusted to MBT. Cylinder pressure is maximized just after TDC and area under the curve in the top portion of the P-V diagram is also greatest.
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Pressure trace showing knock resulting from a spark event triggered about 6 degrees before MBT at part load. Notice the ragged tips of the pressure traces and increased cylinder-to-cylinder variation.
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Previous | Next
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This has been a sample page from
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Engine Management: Advanced Tuning by Greg Banish
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As tools for tuning modern engines have become more powerful and sophisticated in recent years, the need for in-depth knowledge of engine management systems and tuning techniques has grown. Tuning engines can be a mysterious art, as all engines need a precise balance of fuel, air, and timing in order to reach their true performance potential.
Engine Management: Advanced Tuning explains how the EFI system determines engine operation and how the calibrator can change the controlling parameters to optimize actual engine performance. This book takes engine-tuning techniques to the next level. It is a must-have for tuners and calibrators and a valuable resource for anyone who wants to make horsepower with a fuel-injected, electronically controlled engine.
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Click below to view sample pages from each chapter
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Author Greg Banish is a calibration engineer with extensive aftermarket performance calibration experience. With over a thousand unique calibrations performed over five years, he has worked with enthusiasts and OEMs alike to improve the performance and driving behavior of a wide range of vehicles.
The book contains detailed equations, graphs, and illustrations. Also included are valuable and practical examples, including real- world examples based upon the author’s experience that will help more advanced readers apply this new information to situations that are commonly seen during calibration.
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1 - Introduction to EFI 2 - Basics of Fuel Injection 3 - Carbureted Engines 4 - EFI System Inputs 5 - Fuel Injectors 6 - EFI System Fuel Control 7 - Ignition Systems with EFI 8 - Data Logging 9 - EFI System Calibration 10 - Idle Calibration 11 - Tuning for More Power 12 - Fine Tuning EFI 13 - Tuning EFI with Blowers 14 - Tuning Ford EFI Systems 15 - Aftermarket EFI Systems 16 - INCA OEM Calibration 17 - External EFI Controllers
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8-1/2 x 11" Soft bound 128 pages 200 color photos Item # SA135 Price: $22.95
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Click here to buy now!
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Other items you might be interested in
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Performance Ignition Systems Performance Ignition Systems is a comprehensive guide to significant increases in power, mileage and overall engine performance by custom tuning electronic or breaker point ignition systems. Sections include increasing engine power, efficiency, mileage and longevity using upgraded ignition equipment, judging and troubleshooting ignition components, including diagnosis and reading spark plugs, electrical wiring problems and solutions, tech tips and custom wiring for the ultimate performance ignition and much, much more.
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Price: $18.95
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Building & Tuning High-Performance Electronic Fuel Injection Provides specific, detailed info on what fuel injection is & how it works. Covers buying and installing the proper system for your performance application. After a description of what programmable EFI offers its users, author Ben Strader (founder and senior instructor of EFI University) gives a detailed account of what you want to accomplish with your EFI system, then shows you how to get there.
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Price:
$18.95
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Turbochargers How to select and install the correct turbo for big or small horsepower gains. Discusses turbocharger design, sizing, matching, controls, carburetion, exhaust, ignition, intercooling, marine and high altitude applications. The most comprehensive book available. Turbo suppliers and kit maker addresses are included. “Everything you could possibly need to know about turbochargers for automotive applications is in this book.
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Price: $18.95
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