When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
I dropped the adaptronic a long time ago and moved to a haltech elite. Best upgrade ever. I'm sure the new eugene software would allow for the dwell to be plotted against map, but it may also just randomly grenade your car, so I'd stick with wari.
I dropped the adaptronic a long time ago and moved to a haltech elite. Best upgrade ever. I'm sure the new eugene software would allow for the dwell to be plotted against map, but it may also just randomly grenade your car, so I'd stick with wari.
Skeese
The Eugene software might randomly granade your car? Why do you say that?
The Eugene software might randomly granade your car? Why do you say that?
Software may be public, but its not a refined end product. Product testing and hardware/ software verification came in the form of feedback of customer purchased units running the software on the street then denying ecu responsibility for the failures.
Would someone kindly explain why we want/need more dwell time at low rpm? Is this simply to maximize spark energy across the whole rev range by tapering off as rpm increases to prevent duty cycle violation? Does this result in more complete combustion (i.e. less prone to plug fouling)?
i was previously running direct fire with a fixed dwell, but revisited the various discussion threads regarding variable dwell on these coils.
That's a good question. I'm running the suggested table right now but I was thinking of lowering the dwell at idle to combat the low voltage issues. I chose a S4 80a alternator and it isn't quite enough to sit in traffic with the lights, wipers, and heater going in addition to the new ECU and ignition system. Actually, the heater blower motor seems to really suck down current/voltage by itself. Maybe I need to look at that instead of dwell times.
I also use the variable dwell table suggested on here in direct fire. On my car i have a 150amp FD altenator. Upgraded alternator is highly recommended with this set up. The coils draw a lot of current at idle or any rpm with the variable dwel table. Ive messed around with lowering the dwell in the table. But noticed a difference in power so i put it right back. With the long combustion chamber of the rotary engine u want a long spark duration/dwell.
After having typed out the response below on another thread where someone was referencing the RPM X Voltage dwell settings from this thread, figured I should update here as well. See below.
You'd be fine with running those in RPM X Voltage as shown in the table from that post as people have been using that setup for years without issue. That being said, I did move to MAP based dwell on when using the IGN-1A coils. I don't have any technical data to back it up, but the map based dwell theory originated when I was talking with @Monsterbox on how it was counter productive to be reducing the dwell at high RPM to help prevent the coils from overheating from extended use at high duty cycle. While you DO have to ensure that the coil dwell stays within the allowable time for the combustion cycle window, ideally you want to ramp up dwell as as you move into higher RPM that is when you actually need more dwell and more output spark to light a high pressure mixuture of E85 or 93+W/M.
The data sheet for the coils specifies:
Max Continuous Dwell: 9 mS but don’t exceed 40% duty cycle
Max Intermittent Dwell: 80% duty cycle, 5 seconds maximum
The max intermittent dwell of 80% duty for 5 seconds maximum indicates that the coil limitations are a function of time at high duty, which I attribute to the heat load generated by the coil. The thought here being if you are riding around in cruise running 7 mS of dwell just because you can, you're un-necessarily loading those coils with heat and when you go into a high RPM pull the length of time at which they can burn at high duty without misfiring or losing output power is reduced given they were halfway heat soaked when you started the pull. By running a map based dwell like shown below you keep the duty low and the heat load on the coils when its not needed, and ramp them up hard once you hit boost and actually need the juice. I was pushing 21 lbs out of a 9180 on E85 into a semi peripheral motor making probably high 500's / low 600's and never saw any breakup on this map based setup when pushed to 9000 rpms.
I'm sure some of the 'professional' t00ners out there will disagree, but half of them are copy and paste hacks that never think beyond the surface application to understand how any of this all really works anyways.
Don't hesitate to hit me up if you have any questions about any of the the coil/dwell setups. I run a haltech now, but the same theory applies all platforms (so long as they don't randomly fry themselves and need replaced mid-pull...cough adaptronic cough cough).
04-05-19, 12:19 PM
