Changing Times
6-MOD W/18-DEGREES
TIMING ADVANCE |
| RPM | Power | Torque | A/F |
| 2,001 | 99.89 | 250.52 | 10.11 |
| 2,103 | 101.72 | 242.72 | 10.11 |
| 2,190 | 104.92 | 240.43 | 10.11 |
| 2,302 | 109.88 | 239.56 | 10.05 |
| 2,400 | 114.48 | 239.38 | 10.13 |
| 2,491 | 120.62 | 243.02 | 10.23 |
| 2,602 | 130.29 | 251.30 | 10.46 |
| 2,696 | 138.18 | 257.20 | 10.67 |
| 2,803 | 147.29 | 263.70 | 10.69 |
| 2,895 | 154.94 | 268.65 | 10.69 |
| 2,989 | 162.68 | 273.19 | 10.69 |
| 3,109 | 173.22 | 279.66 | 10.75 |
| 3,202 | 182.31 | 285.80 | 10.94 |
| 3,292 | 191.81 | 292.52 | 10.80 |
| 3,404 | 205.24 | 302.64 | 10.98 |
| 3,498 | 216.45 | 310.60 | 10.98 |
| 3,598 | 229.40 | 320.10 | 11.00 |
| 3,690 | 239.96 | 326.45 | 11.11 |
| 3,790 | 251.08 | 332.57 | 11.42 |
| 3,896 | 263.50 | 339.56 | 11.32 |
| 4,008 | 277.01 | 346.99 | 11.50 |
| 4,099 | 287.79 | 352.44 | 11.50 |
| 4,211 | 300.64 | 358.39 | 11.26 |
| 4,293 | 309.48 | 361.85 | 11.25 |
| 4,407 | 319.76 | 364.12 | 11.00 |
| 4,495 | 327.23 | 365.36 | 11.09 |
| 4,607 | 335.83 | 365.85 | 10.98 |
| 4,696 | 342.93 | 366.51 | 11.07 |
| 4,802 | 350.78 | 366.67 | 11.00 |
| 4,892 | 356.87 | 366.12 | 10.98 |
| 5,004 | 363.88 | 364.98 | 10.98 |
| 5,090 | 367.69 | 362.59 | 10.98 |
| 5,205 | 371.80 | 358.60 | 11.00 |
| 5,295 | 374.31 | 354.82 | 11.03 |
| 5,402 | 376.46 | 349.79 | 10.98 |
| 5,447 | 377.07 | 347.49 | 10.98 |
MSD's 6-Mod ignition (timing) controller proved to be a cool deal. Using the unit's built-in mode to give us a baseline, we created, stored, and transferred timing-advance and retard changes in 6-Mod's MAP and rpm tables.
A nine-pin serial cable links 6-Mod with the MSD ProData+ program we installed in our laptop. Beginning on the tuning side involves plugging up and following the on-screen prompts for loading the software.
Fine-tuned ignition timing proved to be a key to increasing rpm and making more horsepower; keep in mind that we use 91-octane fuel when we're on the dyno. In addition to the gains we achieved after installing hotter coil-on-plugs, it improved our blown-modular's air/fuel ratio. The mixture leaned to 11.0s under boost/3,500 rpm, from 10.7s with no timing.
In the MAP table, we began with 15 degrees timing at 0.0 MAP pressure. At 0.4 pressure on this scale, timing was advanced to 25 degrees. At this point, we tapered off timing between 0.4 and 15 MAP pressure and stored our curve with a final 18-degrees advance at Wide Open Throttle. As MAP/boost increases, it's normal to retard timing when using pump gas to ward off detonation.
On the rpm side, we also worked our way up from 15 degrees timing at 0.0 rpm and dialed in 25 degrees when the tach read 1,500 rpm. Following the same rule of retard that we adhere to with MAP, our rpm-based timing curve was tapered off to a final 10 degrees at WOT.
Timing curves can be created and modified by clicking and dragging dots that are plotted on either of two tables (rpm and MAP). We adjusted timing using the system's built-in mode, which presents 6-Mod's interpretation of the engine's timing, from which advance or retard adjustments are made.
The unit's wiring harness is universal, so there's more than enough wire to mount a 6-Mod controller nearly anywhere in an engine compartment. Since we're not using the step-retard or two-step features, Saul isolates their wires, tapes off the ends, and zip-ties the wires together before tucking them out of sight.
A good ground is essential to the proper function of any electrical component. Saul joins the ground wire of 6-Mod's harness with a hood ground on the 'Stang.