Download Crane Fireball HI62 Instructions

INSTALLATION INSTRUCTIONS for
HI-6DI2 CD IGNITION
WITH TWO STAGE DIGITAL REV LIMITER
AND TIMING RETARD CAPABILITY FOR
DISTRIBUTORLESS APPLICATIONS
CAUTION: READ INSTRUCTIONS CAREFULLY BEFORE STARTING INSTALLATION
INTRODUCTION
stage 1 nor the stage 2 input is activated, the HI-6DI2 will
not limit engine RPM.
The Crane HI-6DI2 is a CD ignition with two independent coil outputs. The unit is intended for distributorless
applications such as the Diamond Star Motors (DSM)
Mitsubishi engine used in Eclipse, Eagle Talon and
Plymouth Laser as well as most other four cylinder distributorless engine applications with two coils or a four
tower coil pack. Most applications will require an
Electronic Trigger (P/N 6000-8933) or tach adapter (P/N
6000-8920). The HI-6DI2 is 50 states legal for 1995 and
prior years distributorless vehicles without OBD II on
board diagnostics (CARB E.O. D-225-57).
The HI-6DI2 rev limiter utilizes a sequential firing program to equalize cylinder firing at the rev limit. When
engine RPM exceeds the rev limit, firing stops. The HI6DI2 counts the number of cylinder firings that are
skipped. Once RPM drops below the rev limit, firing is
resumed when the count reaches an odd number. If the
engine is held against the rev limit, RPM will stay within a
narrow band. All cylinders will be fired equally in rotation.
Fuel loading and plug fouling will be greatly reduced.
Equalizing the cylinder firing minimizes harmonics and
vibrations that can stress engine and drivetrain parts.
A RISC microcontroller manages all functions of the
HI-6DI2 including intelligent multiple spark, digitally set
two stage rev limiter, 0-20 degree timing retard (requires
optional TRC-2 timing retard control accessory part number 6000-6425), and diagnostics. The HI-6DI2 can be triggered from most original equipment (OE) electronic ignition systems. The unit is compatible with most OE coils.
DIAGNOSTICS
A status LED is provided to assist in basic troubleshooting. When the ignition switch is turned on, the HI6DI2 completes an internal diagnostic check and lights up
the status LED. When the engine is cranked, the status
LED will blink to indicate that a valid trigger signal is being
received.
MULTIPLE SPARK
At low RPM, during cranking, the HI-6DI2 generates
up to 12 sparks. This assures quick starting even under
the most adverse conditions. At idle and cruise, the number of sparks fired is adjusted to maintain a total spark
duration of about 20 degrees (crankshaft), assuring
smooth idle, improved throttle response, and eliminating
the lean surge characteristic of some late model emission
controlled vehicles. Above 3,000 RPM, the HI-6DI2 generates a single powerful spark with over twice the spark gap
current of most competitive systems.
SPARK PLUGS AND WIRES
CAUTION: Use only low resistance
spark plug wires such as Crane
FireWire.
Do not use solid core wire, as this can generate electrical noise that may interfere with the HI-6DI2 or other onboard computer and radio equipment. Do not use high
resistance carbon wire, as this will reduce the transfer of
energy to the spark plug. Optimum wire resistance is 300900 ohms per foot.
SEQUENTIAL FIRING REV LIMITER
The HI-6DI2 has a built in two stage rev limiter that
can be digitally set via rotary switches in 100 RPM increments from 600 to 9,900 RPM. Accuracy is +/-30 RPM.
Two external inputs, referred to as the stage 1 and stage
2 inputs, are provided to independently select either rev
limit. Stage 1 has priority over stage 2. If neither the
Resistor spark plugs are required for all street applications unless recommended otherwise by vehicle manufacturer. Recommended plug gap is .045" for normally
aspirated engines used for off-road racing.
530 Fentress Boulevard, Daytona Beach, FL 32114
Tech Line: (386) 258-6174
Fax: (386) 258-6167
6/2001
1
9000-6500C
HI-6DI2 INSTALLATION
1990-93 Mazda Miata and other vehicles with two dual
tower coils.
Please note that a Crane Electronic Trigger or tach
adapter is required for all Mitsubishi applications and may
be required for other applications as well. The function of
the adapters is to generate high voltage trigger pulses for
the vehicle tach, fuel injection and engine controller (ECU)
diagnostics. Even if an aftermarket tach is used, the vehicle may not run correctly without the adapter.
WARNING: High voltage is present at the coil
primary and secondary terminals. Do not
touch the coil while the ignition switch is on.
Do not connect any test equipment to the
coil.
Please read the installation instructions and study the
hookup diagrams thoroughly before starting. The HI-6DI2
is supplied with Weather Pack connectors and a universal
adapter harness (refer to Figures 1 and 2) that facilitate
installation in most vehicles. Please note that cutting off
any Weather Pack connectors voids the HI-6DI2 warranty. The universal adapter harness uses melt liner type
crimp splices to connect to the OE wiring. After crimping
carefully heat the splices with a hot air gun or butane cigarette lighter to form a watertight seal.
1990 MITSUBISHI ECLIPSE
APPLICATIONS
Figure 1 shows the OE ignition hookup for 1990-95
Mitsubishi Eclipse with distributorless ignition. Note that
the 1990 model has a tach signal module mounted on the
coil pack bracket.
Please note that a Crane tach adapter (part number
6000-8920) is required for all 1990 Mitsubishi applications.
The function of the tach adapter is to generate high voltage trigger pulses for the vehicle tach, fuel injection and
engine controller (ECU) diagnostics. Even if an aftermarket tach is used, the vehicle may not run correctly without
the tach adapter.
All connections must be made with stranded copper
wire. Crimp terminals are recommended over soldering,
which can make wires brittle near the solder joint. Make
sure all terminals are clean and free of corrosion. Scrape
off paint, dirt, and grease when making connections to
ground. You will require common hand tools including
proper wire stripping and Weather Pack crimping tools.
Low cost Weather Pack crimping tools such as Pep Boys
P/N 85363 are available at many auto parts stores. Do not
attempt to use pliers to crimp terminals.
Refer to Figure 2 for HI-6DI2 hookup. Connections can
be made at the coil pack without cutting the vehicle wire
harness. We recommend using a four terminal barrier strip
(Radio Shack part number 274-658) for a neat installation.
The terminal strip can be mounted on the coil pack bracket. Note that you must remove the capacitor and OE tach
signal module shown in Figure 1. Also note that the only
connections to the coil positive and negative terminals are
the wires from the HI-6DI2. All other wires to the coil terminals must be removed.
MOUNTING THE HI-6DI2 UNIT
The HI-6DI2 is a fully encapsulated and environmentally sealed unit. The unit is capable of withstanding high
temperatures and water splash in an engine compartment. However salt spray and corrosive cleaning agents
may in time attack the anodized finish and degrade the
appearance of the unit. For this reason, Crane recommends mounting the unit in the passenger compartment if
possible.
Power connections: the heavy black wire is connected
to chassis ground. The heavy red wire is run direct to the
battery positive terminal. If the length of the red wire must
be increased, use minimum 12 AWG stranded copper
wire.
Make sure that the HI-6DI2 mounting location is away
from exhaust system heat, protected from salt water
splash, and has good airflow for cooling (do not mount
under carpeting). When you have picked a mounting location, make sure that the wire harness will reach and that
the rev limiter switches are accessible. Rubber shock
mounts are recommended for racing.
1991-95 MITSUBISHI ECLIPSE
APPLICATIONS
Figure 1 shows the OE ignition hookup for 1990-95
Mitsubishi Eclipse with distributorless ignition. 1991 and
later models have the tach signal circuitry integrated with
the ignition module.
HI-6DI2 WIRING HOOKUP
Please note that a Crane Electronic Trigger (P/N
6000-8933) is required for all 1991-95 Mitsubishi applications. The function of the the Electronic Trigger is to generate high voltage trigger pulses for the vehicle tach and
fuel injection systems and simulate the coil load expected
by the engine controller (ECU) diagnostics. In most cases,
the vehicle will not run correctly without the Electronic
Trigger.
Hookups for DSM/Mitsubishi Eclipse are shown in
Figures 1-3. Generic hookups for most other four cylinder
distributorless engines are shown in Figures 4 and 5. Use
Figure 4 for Dodge/Plymouth Neon, Ford Focus and other
vehicles with a single four tower coil pack. Use Figure 5 for
6/2001
2
9000-6500C
Figure 1. Mitsubishi Eclipse OE Ignition
1990 ECLIPSE
COIL PACK
TO
ECU
OE
CAPACITOR
YEL-RED
TRIG1
4
1
2
3
YELLOW
TRIG2
OE
IGNITION
MODULE
1
2
3
4
5
6
COIL 1
YEL-RED
YEL-GRN
BLACK
1
2
3
4
IGN SW +12V
RED
BLK-WHT
WHITE
OE TACH
SIGNAL
MODULE
YELLOW
WHITE
TACH
COIL 2
BLK-WHT
1991-95 ECLIPSE
IGN SW +12V
TO
ECU
TRIG2
TACH
TRIG1
BLK-WHT
COIL PACK
YELLOW
OE
CAPACITOR
WHITE
YEL-RED
OE
IGNITION
MODULE
WITH
INTEGRAL
TACH
CIRCUIT
1
2
3
4
5
6
7
8
4
1
COIL 1
YEL-BLK
YEL-GRN
1
2
3
2
3
COIL 2
RED
BLK-WHT
WHITE
BLK-WHT
BLACK
6/2001
3
9000-6500C
Figure 2. HI-6DI2 Hookup to 1990 Mitsubishi Eclipse
Notes:
1. Disconnect and remove OE Tach signal
module and capacitor shown in Figure 1.
DISCONNECT
AND REMOVE
OE CAPACITOR
4
1
RED
2 WHITE
3 YELLOW
4 BLK-WHT
ADDED
TERMINAL
STRIP
ADD JUMPER
WIRE BETWEEN
COIL- TERMINALS
UNIVERSAL
PLUG-IN ADAPTER
HARNESS SUPPLIED
WITH HI-6DI 2
RED (+12V)
YELLOW (TACH OUT)
C B A
GREEN (TACH IN)
3
COIL 2
C B A
CRANE
P/N 8920
TACH
ADAPTER
COIL 1
ORANGE
EXISTING WIRING
TO OE IGNITION
MODULE NOT SHOWN
FOR CLARITY
2
PURPLE
CUT
1
BLACK
2. Use a 4 terminal barrier strip such as
Radio Shack P/N 274-658 to rewire coil pack
and make connections to HI-6DI2 and
Crane P/N 9820 tach adapter as shown.
Terminal strip can be mounted to coil pack
bracket for a neat installation.
COIL PACK
GRN/WHT
WHITE
RED
BLACK (GROUND)
GREEN (TACH)
C B A
C B A
HI-6DI 2
+12V
+
CHASSIS
GROUND
6/2001
HEAVY RED
BATTERY +
HEAVY BLACK
4
12 VOLT
BATTERY
9000-6500C
Figure 3. HI-6DI2 Hookup to 1991-95 Mitsubishi Eclipse
COIL PACK
DISCONNECT
AND REMOVE
OE CAPACITOR
4
1
CUT
3
COIL 2
ADD JUMPER
WIRE BETWEEN
COIL- TERMINALS
PURPLE
1
RED
2 WHITE
3 BLK-WHT
ORANGE
EXISTING WIRING
TO OE IGNITION
MODULE NOT SHOWN
FOR CLARITY
2
COIL 1
BLACK
Notes:
1. Disconnect and remove OE Capacitor.
2. Electronic Trigger Adapter required for
all applications.
ELECTRONIC TRIGGER
GRN/WHT
CHASSIS
GROUND
C B A
UNIVERSAL
PLUG-IN ADAPTER
HARNESS SUPPLIED
WITH HI-6DI 2
C B A
HEAVY BLACK
RED
WHITE
UNIVERSAL
PLUG-IN ADAPTER
HARNESS SUPPLIED
WITH HI-6DI 2
C B A
C B A
C B A
C B A
BLK/GRN
(NOT USED)
HI-6DI 2
+12V
+
CHASSIS
GROUND
6/2001
HEAVY BLACK
5
HEAVY RED
BATTERY +
–
12 VOLT
BATTERY
9000-6500C
Refer to Figure 3 for HI-6DI2 hookup. Connections
can be made at the coil pack without cutting the vehicle
wire harness. Note that you must remove the OE capacitor shown in Figure 1. Also note that the only connections
to the coil positive and negative terminals are the wires
from the HI-6DI2. All other wires to the coil terminals must
be removed.
The factory engine control computer on most new
vehicles will protect the engine against over revving. If you
are drag racing, you can use the stage 1 limit for your
burnout and the stage 2 limit for staging. The two rev limit
stages are independent and any RPM value can be set on
either stage.
If you are drag racing and want to use the stage 1 rev
limit for staging and the stage 2 rev limit to protect the
engine from over revving, you can connect the stage 1
input to a switch and leave the stage 2 input permanently
connected to +12 volts.
Power connections: the heavy black wire is connected
to chassis ground. The heavy red wire is run direct to the
battery positive terminal. If the length of the red wire must
be increased, use minimum 12 AWG stranded copper
wire.
The stage 1 rev limit can also be used as a theft deterrent feature. You can install a hidden switch and set a very
low rev limit. The vehicle will start but will not run above
idle. A thief will think that the vehicle is defective.
FOUR CYLINDER APPLICATIONS EXCEPT MITSUBISHI
Refer to Figure 4 or 5 depending on coil configuration.
Do not attempt installation without vehicle wiring diagram
from service manual. Most vehicles have a four tower coil
pack wired to a three terminal connector or two dual tower
coils . You must identify the wires. Two of the wires will run
to the Coil- terminals. The remaining wire(s) runs to Coil+.
Use a voltmeter to positively identify the Coil+ connection.
Disconnect the OE wire harness at coil pack. Temporarily
turn ignition key on. Switched +12 volts will appear on the
Coil+ wire(s).
Use mating Weather Pack connectors from the parts bag for
connections to the stage limit inputs . If you are not using an input,
you can install a green cavity plug in the mating connector.
In some applications, a stage limit input is connected to a
switch that also controls a line lock or transmission brake solenoid
valve. When the switch opens and current flow to the solenoid is
interrupted, electrical transients (up to 500 volts) occur. These
transients can lead to glitches in on-board electronics. The solution is to install the supplied surge absorber. It will limit the maximum voltage to about 40 volts. The surge absorber appears as a
small 1/2 inch diameter disk with two wire leads. Solder one lead
to the stage switch and the other lead to a terminal that connects
to ground as shown in Figure 6.
Please note that a Crane Electronic Trigger (P/N
6000-8933) is required for most applications. The function
of the the Electronic Trigger is to generate high voltage
trigger pulses for the vehicle tach and fuel injection systems and simulate the coil load expected by the engine
controller (ECU) diagnostics. In most cases, the vehicle
will not run correctly without the Electronic Trigger.
TIMING RETARD INPUT HOOKUP
For TRC-2 hookup, refer to Figure 7 and the material
starting on page 10. Use a mating Weather Pack connector
from the parts bag for the connection to the TRC-2. If you are not
using the retard input, you can install a green cavity plug in the
mating connector.
Connections to the HI-6DI2 are made at the wire harness near the coil pack as shown in the figures. Remove
any capacitor connected to the coil pack.
Power connections: the heavy black wire is connected
to chassis ground. The heavy red wire is run direct to the
battery positive terminal. If the length of the red wire must
be increased, use minimum 12 AWG stranded copper
wire.
HI-6DI2 REV LIMITER
Select safe rev limits that are less than the red line for
your engine. Set the rotary switches on the HI-6DI2 to the
selected stage 1 and stage 2 rev limits. Settings are X100
engine RPM (i.e. 08 = 800 RPM and 75 is 7,500 RPM).
The rev limits can be set over the range of 600 to 9,900
RPM. Use a small screwdriver to set the switches.
STAGE 1 AND STAGE 2 REV LIMIT
SWITCH HOOKUP
Certain settings are used for special purposes:
Refer to Figure 6. Normally open switches are used
to select stage 1 or stage 2 rev limits. When +12 volts is
applied to one of the stage rev limit inputs, that rev limit
stage is activated. If +12 volts is applied to both stage rev
limit inputs, stage 1 has priority and determines the rev
limit, regardless of the value set for stage 2. If neither input
is connected to +12 volts, the HI-6DI2 will not limit engine
RPM.
Stage 1 rev limiter: Setting 00 disables the stage 1
rev limiter. Setting 01 disables the stage 1 rev limiter and
also disables the multiple spark feature. This setting allows
use of aftermarket engine controls not specifically
designed for use with the HI-6DI2. Setting 02 disables the
stage 1 rev limiter, multiple spark, and timing retard.
Stage 2 rev limiter: Setting 00 disables the stage 2
rev limiter.
6/2001
6
9000-6500C
Figure 4. Generic HI-6DI2 Hookup to Four Tower Coil Pack
CAUTION:
REFER TO YOUR SERVICE MANUAL
FOR WIRE HARNESS COLOR CODES.
Note:
Most applications will require
Electronic Trigger Adapter.
ELECTRONIC TRIGGER
OE
ELECTRONIC
IGNITION
MODULE
TO
SWITCHED
+12V
UNIVERSAL
PLUG-IN ADAPTER
HARNESS SUPPLIED
WITH HI-6DI2
HEAVY
BLACK
A B C
A B C
CHASSIS
GROUND
BLK/GRN
(NOT USED)
GRN/WHT
WHITE
RED
C B A
A B C
C B A
A B C
CUT OE WIRES TO COIL AND
RECONNECT AS SHOWN
PURPLE
ORANGE
BLACK
TYPICAL MELT
LINER SPLICE
USED TO CONNECT
TO OE HARNESS
HI-6DI 2
HEAVY RED
BATTERY +
2
1
+12V
CHASSIS
GROUND
–
7
3
12 VOLT
BATTERY
4
6/2001
+
HEAVY BLACK
GROUND
9000-6500C
Figure 5. Generic HI-6DI2 Hookup to Two Dual Tower Coils
CAUTION:
REFER TO YOUR SERVICE MANUAL
FOR WIRE HARNESS COLOR CODES.
IGNITION SWITCH
+12V
Note:
Most applications will require
Electronic Trigger Adapter.
TAPE
UP
SWITCHED +12V
2
TYPICAL
DUAL TOWER
OE COILS
CUT
3
COIL 2
COIL2 DRIVE
OE
ELECTRONIC
IGNITION
MODULE
4
1
COIL 1
SWITCHED +12V
COIL1 DRIVE
ORANGE
BLACK
WHITE
CHASSIS
GROUND
BOTH COIL- TERMINALS
WIRED TO PIN B
ON WEATHER PACK PLUG
C B A
C B A
C B A
HEAVY BLACK
GRN/WHT
RED
TYPICAL MELT
LINER SPLICE
USED TO CONNECT
TO OE HARNESS
PURPLE
ELECTRONIC TRIGGER
C B A
C B A
BLK/GRN
(NOT USED)
UNIVERSAL
PLUG-IN ADAPTER
HARNESS SUPPLIED
WITH HI-6DI 2
C B A
HI-6DI 2
+12V
+
CHASSIS
GROUND
6/2001
HEAVY BLACK
8
HEAVY RED
BATTERY +
–
12 VOLT
BATTERY
9000-6500C
Figure 6. HI-6DI2 Stage Limit and Retard Input Hookup
Notes:
1. Refer to Figure 7 for optional TRC-2 timing control hookup to HI-6DI2
retard input (brown/white wire.
2. Connect the stage limit inputs as shown. Install cavity plug in mating
Weather Pack connector for any unused input.
BROWN /WHT (RETARD INPUT)
IF NOT USED - INSTALL
CAVITY PLUG IN MATING
CONNECTOR
YELLOW / WHT (STAGE 1 INPUT)
+12V
NORMALLY OPEN
STAGE 1 REV LIMIT
SELECT SWITCH
GROUND
REV LIMIT SELECTION
REV LIMIT
NONE
STAGE 1
STAGE 1
STAGE 2
STAGE 1 INPUT
OPEN
+12V
+12V
OPEN
GROUND
INSTALL SUPPLIED
SURGE ABSORBER
IF SOLENOID
VALVE IS USED
STAGE 2 INPUT
OPEN
OPEN
+12V
+12V
NOTE THAT STAGE 1 HAS PRIORITY OVER STAGE 2 WHEN
BOTH INPUTS ARE CONNECTED TO +12V.
TYPICAL LINE LOCK OR
TRANSMISSION BRAKE
SOLENOID VALVE USED
FOR STAGING ON SOME
DRAG RACING APPLICATIONS
ORANGE / WHT (STAGE 2 INPUT)
+12V
NORMALLY OPEN
STAGE 2 REV LIMIT
SELECT SWITCH
TROUBLESHOOTING HI-6DI2
OPERATION
The HI-6DI2 reads rev limit settings when ignition
power is first turned on. If you change the rev limit settings,
you must turn the ignition switch off momentarily for the
new settings to become effective.
Did the engine run properly before installation of the
HI-6DI2? If not, you can easily reconnect the OE ignition
by unplugging the HI-6DI2 system from the adapter harness and plugging the male and female Weather Pack
plugs on the adapter harness together. This restores the
OE connections. Please note that this does not work on
the 1990 Mitsubishi Eclipse application, and you must
restore all the original connections for this application.
After restoring the OE connections, find and correct the
original problem. The HI-6DI2 will not function if the OE
module is defective. Did the HI-6DI2 function correctly
before the problem occurred? If the answer is yes, did you
change anything that may have affected it? If you con-
HI-6DI2 FINAL CHECK
Before starting the engine for the first time, double
check all electrical connections. Start the engine and verify that timing is set to manufacturer’s specifications.
6/2001
9
9000-6500C
TRC-2 TIMING RETARD CONTROL
INSTALLATION AND OPERATION
nected an external control or changed ignition coils, try
going back to the last setup that worked OK to help isolate
the problem.
The Crane Cams TRC-2 is an accessory for HI-6DI2
systems that provides driver-adjustable retard. The TRC2 can provide continuous timing retard (0° - 20°), retard
using a switch (0° - 20°), or retard proportional to boost
(up to 4° per psi) on supercharger or turbocharger installations (with an optional boost sensor, not included).
If the engine will not start, or runs rough or intermittently, use the following checklist steps.
NO STATUS LED WHEN IGNITION IS ON
If the status LED doesn’t light up after the ignition
switch is turned on, check power and ground connections.
Use a volt meter to verify +12 volts at the two HI-6DI2 red
wires. Also verify +12 volts when the ignition switch is in
the start position. The HI-6DI2 requires a minimum of
about +9.5 volts when the ignition switch is first turned on.
During cranking, the HI-6DI2 will continue to operate down
to about +5 volts.
TRC-2 INSTALLATION
Complete the installation of the HI-6DI2 ignition module prior to installing the TRC-2. Figure 7 shows hookup of
the TRC-2 to the HI-6DI2. The red wire from the TRC-2 is
connected to a key switched, +12 volt supply. You may
splice it into the thin red wire on the HI-6DI2. The yellow
wire from the TRC-2 is connected directly to ground for
continuous retard control, through a boost/nitrous switch
to ground for retard on demand, or taped off when using
the optional boost sensor. When using retard on demand,
the switch must complete the circuit to ground to activate
the retard (use a normally open switch or relay).
ENGINE WILL NOT START
1. If the status LED lights up when the ignition switch is
turned on but the engine will not start, verify that the
status LED blinks while the engine is cranking.
2. If the status LED doesn’t blink, the HI-6DI2 is not
receiving a trigger signal. Recheck trigger signal electrical connections and trigger source.
TRC-2 FINAL CHECK
3. If the status LED blinks, but engine will not start,
recheck coil primary connections or replace coil(s). The
only wires going to the coil primaries should be the
wires from the HI-6DI2. Improper Electronic Trigger or
tach adapter hookup may prevent the fuel injection
from receiving trigger pulses and the engine will not
run.
Before starting the engine for the first time, double
check all electrical connections. Set the TRC-2 knob to 0°
(fully counterclockwise), then start the engine and check
the ignition timing. The timing may change a few degrees
after installation. Reset timing to manufacturer’s specs.
Upon starting the engine, the LED on the TRC-2 module
will be lit only if the yellow wire is grounded.
CHECKING FOR SPARK
TRC-2 OPERATION
To crank the engine without starting or to check for
spark, use KD Tools test plugs. Since the HI-6DI2 is used
in wasted spark applications, use two test plugs to check
each wasted spark pair. For example, if you have a coil
pack as shown in Figure 4, first check towers 1 and 4 and
then check towers 2 and 3. Make up lengths of spark plug
wire to connect the test plugs to the coils.
The TRC-2 module allows you to adjust the amount of
retard produced by the HI-6DI2. It also contains an LED
that indicates when the retard function is activated. How
you use the TRC-2 depends on whether you have connected it for continuous, demand, or boost-proportional
retard.
CONTINUOUS RETARD
MISFIRE OR INTERMITTENT OPERATION
Refer to Figure 7. Connect the yellow wire from the
TRC-2 directly to chassis ground for continuous retard.
Since the retard feature is active all the time, the LED on
the TRC-2 will be illuminated whenever the key is on.
Turning the knob fully counterclockwise (0°) produces no
retard. Turning the knob clockwise increases the retard up
to 20°. The TRC-2 is approximately linear throughout its
range, so half scale is about 10° of retard. For precise
retard calibration, you must use a high-quality timing light.
1. A weak battery may cause misfire or intermittent operation, especially at high RPM. If in doubt, charge or
replace the battery.
2. Field experience has shown that misfire at high RPM is
usually not an electrical problem within the HI-6DI2.
Coil failure and arcing at coil or spark plug connections
are common causes.
3. Route all trigger signal connections away from any coil
connections and spark plug wires.
The uses for this type of timing control include adjusting timing to prevent knock because of inferior fuel quality
or insufficient octane, altitude adjustments, etc. As you
drive, you can apply just the amount of retard required to
prevent spark knock and optimize fuel economy. In racing
4. Replace spark plugs and plug wires. Use only spiral
core plug wires. Verify plug gap and heat range. Check
for loose or corroded connections.
6/2001
10
9000-6500C
Figure 7. TRC-2 Hookup to HI-6DI2
Note: Remaining HI-6DI2 connections not
shown for clarity. Refer to appropriate
hookup diagrams.
OPTIONAL
MAP SENSOR
PN 9000-0110
CAUTION:
SWITCHED +12V MUST BE
HOT DURING START AND RUN
RED
SWITCHED
+12V
BROWN / WHITE
RETARD COMMAND
HI-6DI 2
THICK BLACK
(GROUND)
TARD
RE
BLACK
(GROUND)
TRC-2
TIMING RETARD
CONTROL MODULE
TRC-2
YELLOW WIRE FROM TRC-2 TIMING RETARD CONTROL
NORMALLY
OPEN
RELAY
OR
OR
87
86
85
30
TAPE UP WHEN
USING BOOST
RETARD FEATURE
GROUND
CHASSIS
GROUND
OR
NITROUS
SOLENOID
PRESSURE
SWITCH
FUEL
SOLENOID
TO NITROUS
TRIGGER
CIRCUIT
0
KNOB AT 10
20
MIN
TIMING
RETARD
20
MAX
10
KNOB AT 10
0
MIN
X
TIMING
RETARD
10
Yellow wire grounded
via switch or relay
MAX
20
Optional MAP Sensor installed.
Yellow wire taped up
DEMAND RETARD
MA
Yellow wire
permanently
grounded
BOOST PROPORTIONAL
RETARD
TIMING
RETARD
CONTINUOUS
RETARD
T5
BA
KNO
5
0
0
5
15
10
BOOST (PSI)
MIN
20
25
SWITCH OR RELAY ACTIVATED
6/2001
11
9000-6500C
knob is set to 5° the retard slope is 1° per psi and at 5 psi
of boost the retard is 5°. As boost rises further, the retard
increases at this same slope up to a maximum of 20°. If
the boost level exceeds 15 psi, the retard levels off as
shown in Figure 7 below (sensor damage may occur
above 18 psi).
applications the retard control can be used to tune the
vehicle to specific track and atmospheric conditions. The
TRC-2 also may be used on vehicles with mechanical
advance distributor or computer engine controls to change
the total ignition timing.
DEMAND RETARD
The status LED on the TRC-2 illuminates when retard
is being applied. Under most conditions, this occurs
between 0.5 and 1.0 psi of boost. As boost rises, retard
rises with a slope determined by the knob setting. Note
that the retard slope stops rising when the boost reaches
15 psi or the retard reaches 20°. The TRC-2 is approximately linear throughout its range, but for precise retard
calibration use a timing light to obtain retard value.
Refer to Figure 7. Connect the yellow wire from the
TRC-2 to a normally open switch or relay that will complete a path to chassis ground when retard is desired.
Example: A pressure switch that closes at a certain boost
level. The LED on the TRC-2 will light up when the yellow
wire is grounded. When the LED is lit, the retard feature is
active and the spark is retarded by the amount set on the
TRC-2 knob from 0° - 20°. The TRC-2 is approximately linear throughout its range, so half scale is abut 10° of retard.
For precise retard calibration, you must use a high-quality
timing light. The diagram in Figure 7 shows an example
with the knob set for 10° of retard.
TRC-2 TROUBLESHOOTING
Did the engine run properly before installation of the
TRC-2? If not, remove the both the TRC-2 and HI-6DI2
units, reinstall the OE ignition or another known good unit
and then find and correct the original problem. Make sure
the HI-6DI2 system functions properly before installing or
troubleshooting the TRC-2 accessory. Did the TRC-2 function correctly before the problem occurred? If the answer
is yes, did you change anything that may have affected it?
If you connected an external control or changed ignition
coils, try going back to the last setup that worked to help
isolate the problem. Refer to the HI-6DI2 installation
instructions for more details, including the use of the HI6DI2 diagnostic LED.
This type of timing control is great for nitrous oxide
and supercharged applications, or any vehicle that
requires adjustable retard. For nitrous applications, Figure
9 shows how a normally-open relay is used to ground the
yellow wire when nitrous and fuel solenoids are activated.
The pin numbers are for a standard automotive relay such
as Radio Shack P/N 275-226. Figure 7 also shows a pressure activated switch designed to retard timing when the
boost pressure reaches a pre-set value. NAPA Balkamp
offers two adjustable pressure switches: P/N 701-1591 (37 psig range) and P/N 701-1603 (1.1-3 psig range).
If you are not getting the amount of retard you expect,
check the LED on the TRC-2 module; it lights up when
retard is being applied. If it does not light up in continuous
or demand retard modes, check the yellow wire from the
TRC-2. It must contact a good chassis ground when retard
is needed. Also re-check the brown/white wire connection
from the TRC-2 to the HI-6DI2.
Demand retard mode is also great for crank-trigger
systems where a momentary start retard is required. A
manual switch or a normally open relay energized by the
starter solenoid can be used to ground the yellow wire during cranking to provide up to 20° of starting retard. Once
the switch is released, timing returns to normal.
BOOST PROPORTIONAL RETARD
In boost retard mode the amount of retard should be
proportional to the pressure measured by the optional
MAP sensor. The amount of retard may vary in a given
application if local atmospheric (barometric) pressure
changes significantly. This occurs most often with a
change in altitude of 1000 feet or more.
Refer to Figure 7. An optional MAP sensor (Crane
P/N 9000-0110) is required for boost proportional retard.
This sensor is a rugged unit that can measure pressures
up to 15 psi above normal atmospheric pressure. The sensor comes with vacuum tubing and adapters for plumbing
it to the intake manifold. The yellow wire from the TRC-2
should be taped up when using the MAP sensor.
If the TRC-2 settings seem to be off, check the travel
of the knob from no-retard (0°) to maximum (20°). Make
sure that the pointer is properly aligned when the knob is
at each limit.
When the MAP sensor is connected, the retard setting
on the TRC-2 now refers to a retard slope from 0° to 4° per
psi of boost. Simply divide the knob setting by 5 to determine the retard slope (see Figure 7). For example, if the
6/2001
12
9000-6500C