How to set ignition timing in XU?
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  1. #1
    Tadpole Nighty89's Avatar
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    Default How to set ignition timing in XU?

    Hi,
    How to set ignition timing in XU engines? I have a strobe gun, but where should I aim?

    Thanks in advance.

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  2. #2
    Fellow Frogger! Wintermute's Avatar
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    I think you need to be a bit more specific with the engine code. XU10J4 for instance the timing is not adjustable and is set by the ECU. I don't know about other XU engines.

    Tony.
    306 S16 1995 black
    Morris 1100 1965 green

  3. #3
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    Shoot for the stars buddy-you usually get what you aim for but if you aim for nothing that is what we get.
    Hey -we have a White 1989 Mi 16 in the back yard which my youngest son Adam purchased about 12 years ago that was a Genuine Polish built car.
    Found it interesting as his mum is Polish -well lets say formed on Poland but 'landed, in Germany & I did_ did not know that Pugs were built in Poland.
    Are Peugeots still assembled over there.

    Pekay.

  4. #4
    Fellow Frogger! racing405's Avatar
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    Not quite certain which XU engine configuration you have, but here are some points regarding XU9J4.

    There is no timing marker fitted. There is no adjustment available for timing, the distributor on the end of the inlet cam is not adjustable, the ECU makes all required adjustments.

    You can see the flywheel through a set of slots in the bell housing. Right below the distributor on the bell housing is the crank angle sensor. This device registers as each of notches in the rim of the flywheel. There are 2 teeth removed from the flywheel rim and the crank angle sensor sees this larger gap once each revolution to provide a zero reference and eliminate accumulated error if the sensor misses a notch.

    So they flywheel is called a 60/2 set up. It should have 60 teeth so each one is 6 degrees around the circumference of the flywheel.

    If you want to check your timing. Remove a spark plug from either cylinder 1 or 4 (each end of the engine). Stick a long probe down the plug hole and use a dial indicator to determine when the piston is right at top dead center. Use a 22mm socket on the crank pulley bolt to turn the engine over - clockwise from that end. When you have found TDC, take a look at the flywheel through the slots in the bell housing. Mark the flywheel with white paint so that it lines up with the slot closest to the front of the engine. Then, when timing advances, the mark will move toward the rear and still remain in the area you can see.

    So, once you've done all that, you can put the plug back in, line up your timing light, start up the car and you should see the mark you've placed on the flywheel moving to ward the back of the car as timing advances.

    If you are tracking an ignition problem, take the time to check your distributor - rotor button, cap, leads, plugs. Leads must have high impedance to provide the resistance required to drive the spark. Also make sure your ignition module is secured to the aluminium heat sink and has a heat transfer paste between the amplifier module and the backing plate / heat sink. Also worth checking volts on the 12V side of your ignition system - remember, this thing is designed to provide high voltage high energy spark - they hurt when you get hold of the high voltage side.

    Good luck.
    racing 405
    1:59:09 last time at Phillip Island - less than standard Mi16.

  5. #5
    Tadpole Nighty89's Avatar
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    Well, it's a tricky one. I have XU9JAZ, so it's the one with standard distributor, but the spark release is controlled by the ECU.
    Unfortunately, i mainly drive on LPG, and LPG works better if ignition is advanced by 5 degrees, and this cannot be done on original distributor.
    But i have old XU5 engine on carburetor, and i wish to use its distributor in my XU9JAZ engine, and then advance the timing. But to do that, i first have to set it correctly.

  6. #6
    Fellow Frogger! Wintermute's Avatar
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    You might find this useful from PeterT's site http://www.taylor-eng.com/xu9j4/finding_tdc.html

    Tony.
    306 S16 1995 black
    Morris 1100 1965 green

  7. #7
    1000+ Posts PeterT's Avatar
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    LPG ignition curve is quite different to petrol, in that it has lots of advance in early, but then less higher in the RPM range. Then you still need to be able to start it. Too much advance makes it difficult to start. So advancing 5º only fixes one of those three conditions and makes the other two worse. An easy fix might be to use an Mi16 chip in your XU9JAZ ecu. I also have modified Mi16 chips which have even less total advance, more down low and retain 10º for easy starting. Let me know if you'd like to try either or both.

    '92 205 Mi16
    '90 Mi16x4

  8. #8
    Fellow Frogger! Molerpa's Avatar
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    Well, as you're running on LPG, it depends on the compound of it (propane-butane) for the required timing advance.
    For that, a Programmable timing advance processor exists (in fact, that's why we produce it) for CKP pick up (60-2, 16-2, 30-2, 16-2+16-2, etc) inductive type (magnetic), hall type (digital), or for coil and distribuitor (high current)

    In fact, there is a note that I made to explain why is the timing on alternative fuel (CNG, LPG) and the results of it.

    These timing advance processors I mention, can be set from 0 to 20 degrees over original curve, every 400 RPM, so you can literally "draw" with the mouse, the curve you want.

    Please, do not understand that I work selling this... I just do the developments for the company, as we work on the alternative fuels field. (right now I am in Venezuela to do the In-Line production of mitusibishi CNG models)

    If you wait, later I do the translation of the complete thread, in different thread obviously, so you can have more info.

    Quote Originally Posted by Molerpa on clubpeugeot505
    (...)










    Con esto....


    y una pc...
















    Quote Originally Posted by Molerpa on the same topic



    GAS SIN VARIADOR
    Torque: 92 Nm @2175RPM
    Potencia: 44.3 Kw @5347RPM

    GAS CON VARIADOR
    Torque: 102 Nm @2575RPM
    Potencia: 48.7 Kw @5338RPM


    La curva de avance que se desarrolló para éste motor (mediante las pruebas del dinamómetro) es ésta:



    Gráficos y números, hablan por sí sólos...
    That is the difference with original timing and edited timing (using a TAP)

    regards.


    Quote Originally Posted by luthier View Post
    It is simply impractical to expect a petrol motor to get through too much water. That's why God invented diesels.

  9. #9
    Fellow Frogger! Molerpa's Avatar
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    http://www.aussiefrogs.com/forum/sho...61#post1056461

    there is continued this, so I don't make noise in this thread.


    Quote Originally Posted by luthier View Post
    It is simply impractical to expect a petrol motor to get through too much water. That's why God invented diesels.

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