RTz

Then follow the sticky to the letter. Channels 4, 5, & 6 are not being used. You may turn them off. Note: sequencing 2,0,1 produces the same firing order as 0,1,2. Picture it as an endless loop.

That's not what this say's...

I save with customer name, date, and session as I progress, ie "hintz9_28s2". I can always go back to a point in time. It comes in handy when you've made an unintended change and discover it later

Now you are making this harder than it needs to be. In post #17 you said... You are saying 6 channels. I asked... ... to which you never replied. Now you write this, citing 3 channels... There is a BIG difference in those two scenarios. I cannot stress how helpful it would be for you to provide clear and accurate information. So, with certainty and clarity, how is it? Are you POSITIVE?

Uploading like that doesn't work for me. I re-sent my email address in PM.

Actually, I've never received it. At this point, I'd appreciate a copy.

Are you absolutely certain of this? I can only postulate a couple of very obscure reasons to do it that way. PM me with the who you've talked to at Wolf, you're name, when the work was done, and any other identifying info and I'll give them a jingle.

You don't need that.

I'd roll in it.

Ahhh.... I think I see what's happening. Are you saying Wolf wired 6 coils, on 6 channels and now you've re-wired for three coils on 3 channels? If the answer is yes, you need to configure per the sticky I posted. If not, please clarify.

A slight improvement in det. resistance won't make up for a 16% increase in displacement.

Wishful thinking? I'll drink to that

I made a sticky, using your situation as an example... http://forums.hybridz.org/showthread.php?p=1073457#post1073457 If I need to clarify anything, please ask in that thread. If you have a question about your specific circumstance, keep it in this thread. A combination of Wolf's ambiguous terminology, the information given, and having my head up my butt, caused me to get ahead of myself. Please accept my apology for steering you wrong.

First, some definitions for the chart below.... "Ignition 1 Pulse Offset" means ignition channel 1, "Ignition 2 Pulse Offset" means ignition channel 2, etc, etc. In this example, were only using 3 coils on an even-fire 6 cylinder. That means the remaining channels can be turned off... entering a value of 255 switches that channel off (Note: this example chart is a V4+, so there are only 6 available channels, rather than 8 for V500). "Ignition 1 Pulse Skip" is how many 'slots' on the trigger disc you want the ignition channel to skip before firing again. In this example, you want to skip 2, so the same coil will fire again 180 (cam) degrees later (same as 360 crank degrees). More on this later. Take a look at the trigger disc below. In this example, it spins counter-clockwise, triggered on the rising edge (the varying slot lengths make no difference when configuring this way)... The blue numbers near each slot are how the ECU see's them, numerically. The "Dual Pulse" slot will ALWAYS be "0". The next slot will always be "1", the next "2", and so on. Putting the two together is where the magic happens. The red circles below would be the first ignition event. What they mean is that the 1st ignition channel will fire relative to slot "0", then skip two slots and fire again. Meanwhile, the second coil will fire relative to slot "1", and again relative to slot "4". And, you guessed it, the 3rd coil will fire relative to slot "2" and again relative to slot "5". Why am I saying "relative"? Because there is another software parameter called "REF Degrees BTDC". The combination of this number and your timing map will be actual timing relative to the slots. I'll come back to this later. So, If your coils are wired like this... Channel 1, coil for cylinder 1 & 6 Channel 2, coil for cylinder 2 & 5 Channel 3, coil for cylinder 3 & 4 ...the above 'order' given in the chart above is correct. Notice I didn't say sequence. I said order, as in firing order. However you're not done yet. You still need to get them in proper 'time'... If you change the first three numbers to 1,2,3. The firing order will remain the same, BUT the events will happen 120 (crank) degrees LATER. If you changed the first three numbers to 5,0,1 (look at the slot numbers in blue), the firing events will start 120 (crank) degrees EARLIER. Note: When changing the sequencing, you must turn the ECU off and back on. Wolf will not allow a sequencing change on the fly. When you're ready to time your engine, unplug the injectors and turn on "timing lock" in the software. Set it to zero degrees. Put your timing light on cylinder one and see where the timing indicator lands. If it is 'close' to 0, you may be able to bring it to 0 with a combination of adjusting "REF Degrees BTDC" and mechanical adjustment of the trigger. If it is a 'long way's out', then change the sequencing to bring it close enough so that you can. Back to "REF Degrees BTDC". This parameter exists for one reason... the ECU can't go back in time. In other words, when your timing map requests 30 degrees BTDC, it needs to know where 30 degrees BTDC is BEFORE the engine gets there, not AFTER it's already passed by. Make sense? Hence, "REF Degrees BTDC" must be at least as many degrees as the maximum advance you plan to run. For example, max advance under cruise conditions could be as high as 55 degrees BTDC. In that case, "REF Degrees BTDC" must be equal to or greater than 55 degrees.

Posts deleted. Guy's I woke up in the middle of the night and realized what we've been doing is wrong for wasted spark. We've all made mistakes, and I'm the guiltiest party. zedman, I'm heading out the door for the day. I'll try to 'fix' this mess when I get back. It will be much easier for you to grasp whats happening, so hang tight.

Turns out the '96 and later EFI is a nuisance. BMW incorporated a security system (EWS II), with a matching ECU (Siemens), and key w/embedded resistor & antenna. As I understand it, the matching ECU is a non-issue, but the rest of the system must remain functional. I'm not super excited about the extra complexity and cost of retrofitting the EWS system in the 260. An alternate choice is to use an earlier harness and ECU. BMW did use an an earlier EWS system (EWS I), but Conforti makes an EWS delete chip that fits the older Bosch ECU, for $300. Much cleaner and not a bad price... until you start sourcing a harness, ECU, and schematic. Now we're sneaking up on the price of a midrange aftermarket ECU. There goes the budget

Compliments of "kiznook"...

Depends... earlier GM computers (example, TPI motor) must be mounted in the cabin. Later motors (example, LT1) are sealed and can be mounted in the engine compartment. I haven't done a TPI swap, but having owned TPI cars, I'm relatively certain there is enough harness length to get the ECU in the glove box or below it.

Your work has been a personal inspiration for over a decade. Kudos!

You can also do it with a dual pick-up distributor and a Hobbs switch.

For the record, RP was suspended for one day. I'm hoping he takes that time to "think it through", as he put it.

Wrong answer.

RP, Enough. Not every topic needs to be an argument. Having a different outlook or viewpoint is perfectly fine, but it doesn't always need to be 'proven'.

Sorry Brad Poking fun at the culture, not the car!