Timing Tuner
Thread Starter
!Dial-up Director
Joined: Nov 2001
Posts: 3,100
Likes: 1
From: Louisiana
Timing Tuner Anybody use this device?
</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">The Timing Tuner is a device that is installed on LS1 and derivative engine equipped vehicles for adjusing the spark advance timing to get the best engine performance. Simple plug in installation with the crank sensor will allow complete timing control in N/A, supercharged or turbocharged applications. This unit also has a seperate Nitrous retard and the ability to control most N2O systems. The N2O control features: activation delay, timing retard, and activation control 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 N20. </font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">So this thing works as a window switch also?
Comments appreciated...
Justin
</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">The Timing Tuner is a device that is installed on LS1 and derivative engine equipped vehicles for adjusing the spark advance timing to get the best engine performance. Simple plug in installation with the crank sensor will allow complete timing control in N/A, supercharged or turbocharged applications. This unit also has a seperate Nitrous retard and the ability to control most N2O systems. The N2O control features: activation delay, timing retard, and activation control 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 N20. </font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">So this thing works as a window switch also?
Comments appreciated...
Justin
TECH Enthusiast
Joined: Sep 2002
Posts: 658
Likes: 0
From: Clinton Twp. Michigan
Re: Timing Tuner I belive it's a Ramchargers piece, designed in part by one of the guys who used to run Modern Musclecar in Clinton Twp. Michigan, call up Ramchargers mail order number, and ask for either Mike Licht, or Dave Deel, they will hook you up, and are very knowledgable.
Jason
Jason
TECH Fanatic
Joined: Jan 2002
Posts: 1,566
Likes: 0
From: pa
Re: Timing Tuner here are the instructions.
<img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />
Introduction
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.
Adjustments and LED’s:
The Timing Tuner has several adjustments:
Spark Base: Adjusts the spark advance/retard at all RPMs
Spark WOT: Adjusts the spark advance at RPMs over 3000
RPM: Adjust the minimum RPM to activate the N2O relay
RTD: Adjusts additional spark retard when N2O is activated
MODE: A series of switches to set the N2O activation delay and maximum RPM
The Timing Tuner has 2 indicator LED’s: Both LED’s turn on for a moment when the unit is powered up, this is for checking LED operation. The Green LED will blink once when the settings are changed to indicate that the change has be recognized.
Green: Indicates that the unit has synchronized with the crankshaft and is controlling spark advance timing.
Red: indicates that the N2O relay has been turned on and the RTD spark advance setting is active.
The LED’s also are used to indicate various detected error conditions within the Timing Tuner System.
Green: 1 blink – Crank sensor pulses detected out of order.
2 blinks – Noisy crank sensor signal (reroute wiring)
Red+Green alternating: Incorect connection or operation is detected with the N2O pilot relay. The relay must be connected as shown in the Connection Diagram.
Turning the engine off resets all detected error conditions.
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.
N2O trigger and Delay
The Timing Tuner has several features for control of N2O:
Activation Delay
Minimum RPM
Maximum RPM
Activation Delay is used to delay the activation of the N2O system so the car’s suspension has a chance to react and plant the rear tires before the N2O ‘hits’. The delay is adjusted by setting Mode switches 1-3, see the table below. The delay happens once in a race, if the N2O is deactivated during a race and the engine RPMs do not drop below 3000, the delay is bypassed when the N2O is retriggered. This is useful when bracket racing and trying to stay ahead of the competition without ‘breaking out’. Or when traction is lost and the driver ‘lifts’ to stop the wheelspin.
Minimum RPM is a setting for tuning the turn-on RPM for the N2O. This setting is checked after the Activation Delay has expired. It is used in place of, or in conjunction with Activation Delay to control the point at which the N2O is triggered in relation to torque converter stall speed.
Maximum RPM is selected with the Mode 4 switch. It is used to de-activate the N2O system below the PCM rev limiter setting. If the engine hits the PCM rev limiter with the N2O activated, a backfire could occur.
Settings:
Base WOT RPM (min) RTD
0 No change No change None None
1 +1 Adv. +1 Adv. 2000 –1 Ret.
2 +2 Adv. +2 Adv. 2250 –2 Ret.
3 +3 Adv. +3 Adv. 2500 –3 Ret.
4 +4 Adv. +4 Adv. 2750 –4 Ret.
5 +5 Adv. +5 Adv. 3000 –5 Ret.
6 +6 Adv. -3 Ret. per 1K RPM 3250 –6 Ret.
7 +7 Adv. -2 Ret. per 1K RPM 3500 –7 Ret.
8 –7 Ret. -1.5 Ret. per 1K RPM 3750 –8 Ret.
9 –7 Ret. –1 Ret. per 1K RPM 4000 –9 Ret.
A –6 Ret. –.5 Ret. per 1K RPM 4250 –10 Ret.
B –5 Ret. –5 Ret. 4500 –11 Ret.
C –4 Ret. –4 Ret. 4750 –12 Ret.
D –3 Ret. –3 Ret. 5000 –13 Ret.
E –2 Ret. –2 Ret. 5250 –14 Ret.
F –1 Ret. –1 Ret. 5500 –15 Ret.
Maximum range +7 to –12, then apply RTD, limited to –12
Mode:
1 2 3 N2O delay (sec.)
off off off No delay
on off off .2 sec
off on off .3 sec
on on off .4 sec
off off on .5 sec
on off on .6 sec
off on on .7 sec
on on on .8 sec
Mode 4 off : Max RPM = 5900
Mode 4 on : Max RPM = 6300
Timing Tuner Wallet Card, cut out and keep with the vehicle.
Connection diagram
Note* Most NOS systems trigger through a ground. With the Time and tune you will now trigger through a 12v switched source. Remove chassis ground for the NOS relay and attach to the Gray wire on the time and tune. The relay will receive it’s ground from the Time and tune. Your 12v switched wire for the NOS relay will now be powered through your arming and WOT switch.
<img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />
Introduction
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.
Adjustments and LED’s:
The Timing Tuner has several adjustments:
Spark Base: Adjusts the spark advance/retard at all RPMs
Spark WOT: Adjusts the spark advance at RPMs over 3000
RPM: Adjust the minimum RPM to activate the N2O relay
RTD: Adjusts additional spark retard when N2O is activated
MODE: A series of switches to set the N2O activation delay and maximum RPM
The Timing Tuner has 2 indicator LED’s: Both LED’s turn on for a moment when the unit is powered up, this is for checking LED operation. The Green LED will blink once when the settings are changed to indicate that the change has be recognized.
Green: Indicates that the unit has synchronized with the crankshaft and is controlling spark advance timing.
Red: indicates that the N2O relay has been turned on and the RTD spark advance setting is active.
The LED’s also are used to indicate various detected error conditions within the Timing Tuner System.
Green: 1 blink – Crank sensor pulses detected out of order.
2 blinks – Noisy crank sensor signal (reroute wiring)
Red+Green alternating: Incorect connection or operation is detected with the N2O pilot relay. The relay must be connected as shown in the Connection Diagram.
Turning the engine off resets all detected error conditions.
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.
N2O trigger and Delay
The Timing Tuner has several features for control of N2O:
Activation Delay
Minimum RPM
Maximum RPM
Activation Delay is used to delay the activation of the N2O system so the car’s suspension has a chance to react and plant the rear tires before the N2O ‘hits’. The delay is adjusted by setting Mode switches 1-3, see the table below. The delay happens once in a race, if the N2O is deactivated during a race and the engine RPMs do not drop below 3000, the delay is bypassed when the N2O is retriggered. This is useful when bracket racing and trying to stay ahead of the competition without ‘breaking out’. Or when traction is lost and the driver ‘lifts’ to stop the wheelspin.
Minimum RPM is a setting for tuning the turn-on RPM for the N2O. This setting is checked after the Activation Delay has expired. It is used in place of, or in conjunction with Activation Delay to control the point at which the N2O is triggered in relation to torque converter stall speed.
Maximum RPM is selected with the Mode 4 switch. It is used to de-activate the N2O system below the PCM rev limiter setting. If the engine hits the PCM rev limiter with the N2O activated, a backfire could occur.
Settings:
Base WOT RPM (min) RTD
0 No change No change None None
1 +1 Adv. +1 Adv. 2000 –1 Ret.
2 +2 Adv. +2 Adv. 2250 –2 Ret.
3 +3 Adv. +3 Adv. 2500 –3 Ret.
4 +4 Adv. +4 Adv. 2750 –4 Ret.
5 +5 Adv. +5 Adv. 3000 –5 Ret.
6 +6 Adv. -3 Ret. per 1K RPM 3250 –6 Ret.
7 +7 Adv. -2 Ret. per 1K RPM 3500 –7 Ret.
8 –7 Ret. -1.5 Ret. per 1K RPM 3750 –8 Ret.
9 –7 Ret. –1 Ret. per 1K RPM 4000 –9 Ret.
A –6 Ret. –.5 Ret. per 1K RPM 4250 –10 Ret.
B –5 Ret. –5 Ret. 4500 –11 Ret.
C –4 Ret. –4 Ret. 4750 –12 Ret.
D –3 Ret. –3 Ret. 5000 –13 Ret.
E –2 Ret. –2 Ret. 5250 –14 Ret.
F –1 Ret. –1 Ret. 5500 –15 Ret.
Maximum range +7 to –12, then apply RTD, limited to –12
Mode:
1 2 3 N2O delay (sec.)
off off off No delay
on off off .2 sec
off on off .3 sec
on on off .4 sec
off off on .5 sec
on off on .6 sec
off on on .7 sec
on on on .8 sec
Mode 4 off : Max RPM = 5900
Mode 4 on : Max RPM = 6300
Timing Tuner Wallet Card, cut out and keep with the vehicle.
Connection diagram
Note* Most NOS systems trigger through a ground. With the Time and tune you will now trigger through a 12v switched source. Remove chassis ground for the NOS relay and attach to the Gray wire on the time and tune. The relay will receive it’s ground from the Time and tune. Your 12v switched wire for the NOS relay will now be powered through your arming and WOT switch.
Thread Starter
!Dial-up Director
Joined: Nov 2001
Posts: 3,100
Likes: 1
From: Louisiana
Re: Timing Tuner Terry you are the man, I am going ot get one of these for sure. I poor mans progressive controller, window switch, and timing retard all in one. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />
If anyone uses this I would still like to hear from you to see what you think...
Justin
If anyone uses this I would still like to hear from you to see what you think...
Justin
TECH Apprentice
Joined: Oct 2002
Posts: 321
Likes: 0
From: Aurora IL
Re: Timing Tuner well you have everything you need tech wise on the above post. and the does it work question? YES!!! i have one of the first that was released and have had NO issues at all... the initial wiring was a little confusing for me because it suplies 12 volts to the relay.. the RPM cut off feature works great as i have pegged the limiter a few times... the delay feature takes a bit to get used to but this is great to get the tires planted and out of the hole.. but the progressive controller comment is inaccurate.. it does not control solenoid function other than turnign it on or off... the min RPM and MAX RPM are neat features as well as for those of you who are not using LS1 edit you can control timing advance below and above 3000RPM... all in all a great product... one last note the high RPM shut off is programable for your current RPM redline.. keep in mind set it at least 100RPM lower than your rev limiter to keep from backfiring... hope this helps...
Wes
Wes
Trending Topics
Re: Timing Tuner This does work.I did back to back dyno pulls NA and gaine 10hp/15tq by adding 4 degrees advance.
There is a cheaper way to pull timing.You just need to put in a 1000 ohm resister in place of the temp sensor.You can use a relay to switch from reg temp sensor to resister.This will pull 2-3 degree's of timing.
There is a cheaper way to pull timing.You just need to put in a 1000 ohm resister in place of the temp sensor.You can use a relay to switch from reg temp sensor to resister.This will pull 2-3 degree's of timing.
Re: Timing Tuner I just bought mine along with Ramchargers voltage blaster to help out with fuel a bit as well. Jeez...I could be a Ramchargers poster child,lol. I have the Timing tuner, Scanmaster, Voltage blaster, MAF translator. <img border="0" title="" alt="[Eek!]" src="gr_eek2.gif" />
Re: Timing Tuner This controller would be a wet system requirement. The beauty of the dry system is the MAF controls the timing through temp. drop readings. I consistantly see a 3-4 deg. drop when I hit the gas. If your pcm is tuned in NA it will compensate for the nitrous.
Teching In
Joined: Jul 2002
Posts: 43
Likes: 0
From: tn
Re: Timing Tuner i love mine. the guys at ramchargers were a big help on any of the ?'s i had, and walked me right through wireing it up(if you have any problems).
thanks,
ben
<small>[ February 12, 2003, 08:48 AM: Message edited by: antivnm ]</small>
thanks,
ben
<small>[ February 12, 2003, 08:48 AM: Message edited by: antivnm ]</small>
