•
A brief word on Crimp Terminals…
When crimping terminals to the sensor wires, care must be taken to ensure that a proper crimp is
made. Improper crimps can lead to terminal failure and wire fatigue. To crimp properly, we recommend
using a high-quality ratcheting crimp tool (such a tool is available from Electromotive). In the absence of a
good crimp tool, the terminals can be soldered. Care should be taken to make absolutely certain that the
solder penetrates the terminal and gets to the wire.
There are two main crimp styles used with the
TECgt
sensors: Metri-Pack and Weather-Pack.
Metri-Pack terminals have two crimp areas. One area crimps to the bare (stripped) wire and provides the
electrical connection, and the other area crimps to the un-stripped wire housing to provide a strain relief.
Metri-Pack connectors are pull-to-seat.
Weather-Pack terminals also have two crimp areas, but instead of one area acting as a strain relief, it
is used to hold the connector seal in place. Therefore, when crimping a Weather-Pack terminal, always
insert the cable seal before crimping. Weather-pack connectors are push-to-seat.
Note : Soldered terminals will not tolerate much flexing. They may break if too much movement is
allowed.
B. Tuning Guide
Introduction
This section focuses on the tuning of a
TECgt
equipped engine. The tuning procedures outlined
here are based on an engine that has been wired correctly, has proper injector sizes, and has gone through
the Tuning Wizard with the engine parameters to establish a base program. Failure to meet any of these
criteria will make the tuning procedure difficult. Refer to section D.4 for terminology used in this section.
B.1. Adjusting the Timing Advance
Perhaps the most important step in tuning an engine is establishing the required ignition advance.
An engine with too much timing will detonate, regardless of how much fuel is thrown at it. An engine with
too little timing will perform poorly, and overheat the exhaust in short order. We are looking for the happy
medium here. Keep in mind that the timing settings are solely dependent on the crank trigger installation
angle. If the crank sensor is aligned with the 13
th
tooth of the trigger wheel when the engine is at TDC #1,
the engine timing will be mechanically advanced by two teeth (12 degrees). When this occurs, the timing
values in the Ignition Advance Table will be 12 degrees LESS THAN the actual engine timing. If the
crank sensor is aligned with the 10
th
tooth at TDC#1, the timing will be mechanically retarded by one tooth
(6 degrees). When this happens, the timing values in the Ignition Advance Table will be 6 degrees MORE
than the actual engine timing.
Always confirm your timing values in the software with a timing light!
Remember that dial-type timing lights will not read correctly with the
TECgt
due to the waste-spark. See
Section A.4.d
for more information on this topic. To avoid potential engine damage, it is best to check
engine timing with a timing light when first starting the tuning process.
As a guideline, most piston engines, regardless of compression ratio, will require anywhere from 8-
20 degrees of advance when the engine is idling. Rotary engines require little or no timing at idle (some
even idle with negative advance!), so an ignition advance of zero may work best at low engine speeds.
Less timing makes the combustion process occur later, and thus makes the exhaust temperatures higher. It
also usually makes an engine idle somewhat rough. If your exhaust manifold is glowing red at idle, you
know one thing: there is not enough timing. NO
x
emissions will typically be low with too little timing.
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TECgt Manual Version 2.0
- Page 25 -
©2008 Electromotive, Inc.
