Link Monsoon in Mazda B2200 Truck

[Bradthemechanic]

Hi, my students are working through installing a Link Monsoon ecu on our project 1992 Mazda B2200 pickup truck that they installed a turbo on. We are having difficulty getting it to fire sparkplugs when cranking. Ignition test will fire coil. It has a distributor and uses a crank angle sensor (optical/hall) in the distributor. It has four openings for the crank/trigger 1 (upper waveform) and one opening for the cam/trigger 2 (lower waveform).

Anyone know what trigger settings we should be trying?

Multi-tooth? Mazda mx5? 

Thanks!

[Brad Burnett]

multitooth

optical/hall for trig 1 and 2

pull ups on for trig 1 and 2

rising edge for trig 1 and 2

for trig 1 positon set to cam

trig 1 tooth count set to 4

set trig 2 to cam pulse 1x

[aerace_fab]

can you post a copy of your tune please?

[Adamw]

The setup Brad suggested should work.  Also FYI, the "1 Tooth Per TDC" mode will work and will generally give more stable timing when cranking than multitooth mode - but is a little more complicated to set up so go with Brads suggestion to get it going initially and only consider changing to 1 Tooth per TDC mode later if you get regular kick backs when cranking.   

[Bradthemechanic]

I have put this in the wrong section, it should be in G4x

It is having difficulty with "regular kickbacks" as Adam suggested it might. I don't see a 1 Tooth Per TDC option anywhere, maybe it is not available in G4x?

mazdasaurus tune 2.pclx

[Adamw]

All the synchronous events (ie timing) in G4X are controlled by a much more advanced degrees based co processor that calculates engine position so does a better job at predicting crank position at variable crank speeds than G4+ did, even with low tooth counts.  So the 1 tooth per TDC mode should no longer be needed in G4X. 

I see your trigger offset is still set at 0, have you confirmed base timing?  

[Bradthemechanic]

5 hours ago, Adamw said:

All the synchronous events (ie timing) in G4X are controlled by a much more advanced degrees based co processor that calculates engine position so does a better job at predicting crank position at variable crank speeds than G4+ did, even with low tooth counts.  So the 1 tooth per TDC mode should no longer be needed in G4X. 

I see your trigger offset is still set at 0, have you confirmed base timing?  

When it was running (Mazda mx5 obd2 trigger settings)... we set base timing to read 10° by offsetting by -10° which left the distributor in the middle of its range of motion to allow more adjustment later if necessary. I could have moved the distributor to do the correction, but it was all the way at the end of the slot leaving no room for adjustment later. More importantly, it was only firing on cylinders 1 and 4, so it was skipping every other cylinder in the firing order (2 and 3). When we use settings like Brad suggests, it wants to kickback when cranking like the timing was way too early so we changed the offset back to 0 in case that was causing it, but it didn't change anything.

Also, the instructions say to use tooth 2 as the sync tooth, but I'm not sure if that is correct for our application.

[Adamw]

Any sync tooth will work in this case.  I would set the distributor to the middle of its adjustment as this will likely give good rotor phasing, then you need to put a timing light on it and adjust the offset until the timing light matches what you have it locked to in the software (while cranking with fuel disabled so it doesnt kick back). Just sounds like you are way too advanced.  

[Bradthemechanic]

So... Thanks everyone for the ideas, finally got it running on all four cylinders this morning. It ended up being:

multi-tooth

optical/hall for trig 1 and 2

pull ups on for trig 1 and 2

rising edge for trig 1 and 2

for trig 1 positon set to crank

trig 1 tooth count set to 2

Sync tooth set to 2

set trig 2 to cam pulse 1x

Trigger offset calibration set to -77°

I wasn't thinking... The crank and cam signals both come from the distributor. Meaning that the four teeth/windows for the crank signal are within one rotation of the camshaft... Or Two rotations of the crank. The way I had it, it would only fire on 1 and 4 because it was always looking for every other tooth to fire as it thought each tooth was 90° apart when they were actually 180° apart. 

I do find it odd however, that when the truck was running on 1 and 4 only, the offset was a meager -10°, but now that it is running on all four cylinders it wants -77° offset. Is there a thing as too much offset? 

Thanks for the help everyone!

 

[Adamw]

No, Brad said to set trig 1 as 4 on the cam which would have been correct and would give the same result as setting 2 on the crank.  

Offset can be anything between -360 & 360

[Bradthemechanic]

We did try it with Brad's settings, but it was kicking back hard when attempting to start, and would only spark on 1+4, unless I changed trigger 2 to falling, in which case it would only fire 2+3 while kicking back hard. When we're back after spring break, we'll try it again with the -77° offset to see if it works with Brad's settings. On two teeth crank, it didn't kick back.

Sorry, pretty new to tuning. Normally wouldn't have been anything we would have looked into, but when the students want to try something we do our best to check it out!