I posted it on SF, I've not been here for quite a while.
AEM, in their wonderful NA map, made a mistake(oh no's not AEM making a mistake)
On the ignition phasing, instead of using all the TT numbers, or just the NA numbers, they chose to use a randomly chosen number for an NA on coil 1.
The phasing numbers should always end in the same decimal point, as the cylinders always fire an identical number of degrees of crankshaft rotation.
Instead they use 22.00 5.53 and 1.53
It should be 21.53 5.53 and 1.53 along with three others for the 6 coil setup.
Since I am running a 3 coil setup, I only use the first three numbers in the map on a 24 tooth setup and fire each coil twice for wasted spark. This results in coil 1(cylinder 2 and 5) firing at a different timing than the other cylinders. Since the phasing numbers are based off of a 24 tooth cycle and you have 360 degrees of crank rotation, you end up with some off the wall stuff. The .47 of a tooth difference actually advances the ignition timing on cylinder 2&5 by 7.3 degrees. I was running about 18 degrees of timing at full boost on pump fuel(15 psi), but on 2&5 I wound up with 25 degrees... Not so good.
And that is what roasted two engines. Figured it out on round three, and have since put 5K HARD miles on the car with ZERO issues.
AEM, in their wonderful NA map, made a mistake(oh no's not AEM making a mistake)
On the ignition phasing, instead of using all the TT numbers, or just the NA numbers, they chose to use a randomly chosen number for an NA on coil 1.
The phasing numbers should always end in the same decimal point, as the cylinders always fire an identical number of degrees of crankshaft rotation.
Instead they use 22.00 5.53 and 1.53
It should be 21.53 5.53 and 1.53 along with three others for the 6 coil setup.
Since I am running a 3 coil setup, I only use the first three numbers in the map on a 24 tooth setup and fire each coil twice for wasted spark. This results in coil 1(cylinder 2 and 5) firing at a different timing than the other cylinders. Since the phasing numbers are based off of a 24 tooth cycle and you have 360 degrees of crank rotation, you end up with some off the wall stuff. The .47 of a tooth difference actually advances the ignition timing on cylinder 2&5 by 7.3 degrees. I was running about 18 degrees of timing at full boost on pump fuel(15 psi), but on 2&5 I wound up with 25 degrees... Not so good.
And that is what roasted two engines. Figured it out on round three, and have since put 5K HARD miles on the car with ZERO issues.
.
