When I went to the dyno last week at Lightning Motorsports I had Tom hook up an OBD2 scan tool so I could watch the ignition timing. He had a SnapOn scan tool that would data log 30 second or so of data. I think what I saw explains the valley in the VQ's torque curve.

RPM +timing Deg
3000 24
3200 22
3300 20
3400 18
3500 16
3600 13
3800 14
Then not till 5k did it jump back up to 17 where it stayed for the rest of the pull.

Boy do we need an ignition timing controller.

 

Can you explain that to me in layman's terms please? I understand the degrees , but how exactly does that affect the performance? And why is 17 the target?

 

The ignition timing has a valley in it that corolates to the torque curve's valley. If the timing could be held to go no lower than +17 from 3500rpm on up the torque curve would be smoother. Wich potentially could lead to faster acceleration. To a point advanced ignition timing creates more power.

An ignition timing controller could help this as well as allow more ignition timing advance. I personally think that +17 is not enough advance.

Hopefully APEXi will update their ITC so it will work with our POS and REF timing system. But I have as much faith in that as JWT making an ECU for 97+ Max's

 

That is to make a harness adapter for the 97-99 ECU's to work with the 95-96 ECU's. After all I have seen these ECU harnesses for honda's doing OBD-II to OBD-I swaps. Until then your only hope is G-force or JWT for the ECU.