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I have been experimenting with some different ideas to try and get around the NGC Neon's This is an alternative to a Standalone PCM for turbo lovers like me
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You jsut need to learn where in the emanage ignition tables you + ot - timing to match those values.This should be a Sticky for all the Neon owners with Emanage Installation issues, Since there are some Greddy E-Manage and E01 owners out there and many are new to it.įeel free to add any useful information or correct me if any of this is outdated. Here is a sample using Scott's equations and methods I think if you look at the maps one at a time you can see where the chnages are make them fro there. i dont trust my self at all, so i sedn every map a creat to as many tuners as i can, they make suggestions and commnets/correction, but its not till you load those changes to the car and drive it or make a pull on the dyno you know whats going on.Ī Wideband is a must for tuning ignition timing too as temps can get very high with minor adjustmensts +/- and running lean on our gas with dodgy tune/timing can cost you a turbo or a motor, and i got proof of both. Understanding ignition timing in relation to making/losing power could mean saving an engine. Well your on the right track, i was swayed awya from the Emamnage by tuners like scott etc, cause at the time i had dreams of grandure, but now in retrospect, i could have easily gone with the emamange. I have only setup the basics in the E-manage for the injectors and the MAF and the TPS and so far the car runs decent, but now that I have the ignition harness I would like to set the timing and up the boost a bit. I just really need someone to help wlak me through the steps in setting up my maps for the E-Manage. I spoke to Enthalpy a while back but he does not really like the E-Manage, likewise I have checked the freshalloy site and got the ignition timing steps as well. I was also a mamber of the Emanage Forum on Yahoo Groups, thats an excellent resource too.
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I also think i ahve the EPROM software the SR ecu if you had the right hardware to tap into teh SR ecu you would actually be able to see what the ignition values are so you can jsut follow one of scotts tunned SR ignition maps and make the adjustments form the Emanage. evene when you include turbocharging.values should always be smooth for both fuel and ignition. the engine is a remarkably linear device. if you have big bumps or changes in your maps you are doing something wrong. One of the things that people miss most about making basemaps and tuning cars is the linearity of the system. also it make s for very linear maps, and ones that are easy to view if you have 3-d map viewing in your EMS software (haltech e-11). even in places that you might not ever see boost. you can see that i would pull the timing out from everywhere. so you need to fire the mix later (less advance) to get peak pressure at the correct time. witht he af mix coming in at a much HIGHER energy state due to pressure you get a much faster burn rate. The timing retards under boost for the exact opposite reason that it advances under vacuum. so your timing map at 14.7 psi should look like this 75 deg/lb retard you will need to take away exactly 11 degrees of timing.
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so you need to start the burn sooner to reach peak pressure at the correct time.Īs the car comes into boost you will have boost retard.so say for an example of 1.0 kg/cm2 (14.7 psi) with. all the molicules are pulled farther away from each other and thus your burn time takes longer. vacuum advance is necessary for becasue the air / fuel mix is at a much LOWER initial energy state when it is pulled in at a high vaccum. when you have timing increasing as vaccum increases you get the equivalent of a vacuum advance distributor. The only weird change is that I like to roll off the timing in the high rpm high vacuum areas.just as a safety measure.
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When i build my timing maps i keep 20 as my minimum timing all the way down to full vacuum but the 3500rpm value goes up to 40 or 42 deg. so if the time of the compression stroke is getting longer due to low RPM then you want the ignition advance to be less so that you can reach peak cylinder pressures at the appropriate time (15-20 Deg AFTER TDC).
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the burn time of the a/f mix is a relatively fixed time for a given intake pressure. the reason for having the timing increase as you get toward 3500 is that the actual time that the combustion has to take place gets relatively long at lower RPMs. Thats a good baseline to start with.rememeber though thats 0 boost.not full vacuum. Timing should pretty much level out over 3500 rpm, like this these are some of my personal tricks, but since there is apparently a need for the info to sort out confusion i will post it. Alright.I am hesitant to post all this in a public forum as it is alot of knowledge learned form hard work and expensive mistakes.