XPI TimingLock - Tech Inspection

Performance-enhancing bolt-on parts are the products we tend to focus on in many of our Tech Inspection reports. We acknowledge that making more power is largely considered the ultimate goal for most hard-core Mustang heads, and that's one of the main reasons we like to showcase parts and systems that alter a 'Stang's attitude

Every once in a while, though, it's important to shine some of the spotlight that we dedicate to horsepower on the pieces that support blowers, turbos, and nitrous systems.

We learned of eXtreme Performance & Innovation's new TimingLock through one of our regular journeys on the Web, hunting around for new Mustang-specific products that aren't on our radar. The TimingLock is for '88-'95 Mustangs with TFI-IV/ SPOUT distributors.

Mason "Mase" Rowland of B&D Racing verifies timing on a Vortech S-Trim-equipped '93 'Stang, prior to installing XPI's new TimingLock Mustang timing controller. The SPOUT plug must always be removed before making manual changes with a TFI-IV distributor. Timing on this ride is normally locked at 14 degrees, but we stepped back to 10 degrees of base timing for this project to evaluate the TimingLock's capabilities. A pre-install testdrive verified the fact that a blown 'Stang with locked-out timing is temperamental at low rpm.

As many of you know, advancing (increasing) timing is a prerequisite for pouring on the oats in a 'Stang's engine. Unless you're using a standalone or piggyback engine management system, manually turning the distributor counterclockwise is the only other method of adding timing, or more specifically, locking out timing at an optimum advance setting for a particular combination. According to XPI's owner, Eric Hughes, the TimingLock ($149) makes this type of adjustment easy, as it allows enthusiasts to advance/lock-out timing on the fly by pressing a few buttons to achieve a desired setting. The other alternative is to deal with constant locked-out timing and the low-rpm nuances that go along with it, including surging idle, poor driveability, and low fuel mileage.

This type of set-it-and-forget-it flexibility is especially beneficial to those who use turbos, blowers, or nitrous and wish to run stock timing for normal driving, and then step up to pinpoint, locked-out timing whenever the wick is turned up. For drag racers, the unit features a built-in, two-step rev limiter (blue wire) that requires a separate switch for activation. We didn't connect it, but it's cool nonetheless.

We gave the TimingLock a try on a '93 'Stang that sports Vortech's S-Trim supercharger on the 302ci bullet underhood, and we put the install in the capable hands of B&D Racing's lead tech, Mason "Mase" Rowland. The operation requires simple handtools, such as sockets, a ratchet, a wire cutter/crimping tool, "tap" connectors, a toggle-type switch, and wire. The job can be performed in your driveway in about 45 minutes.

With base timing dialed at 10 degrees advanced, Mase hit the road after installing XPI's TimingLock to evaluate seat-of-the-pants performance, first with the unit turned off, and then on. "The car is smooth with stock timing, and it seems easier to cruise around than when the distributor is full-time locked at 14 degrees," says Mase. "When I activated the TimingLock and gave it a few blasts, the car performed exactly as it did when timing was manually locked. There was no pinging or other abnormalities. It just basically took off, like it usually does, and all I had to do was press a few buttons to make it happen."

After disconnecting the negative battery cable and removing the passenger-side kick panel, Mase pulled the 'Stang's carpet back and removed the PCM and main wiring harness.	Installing the TimingLock unit requires making only one cut in a 'Stang's main wiring harness to tap the orange and white wires into the pink wire in the main harness (PIN #36 in the processor). By making this splice, TimingLock will intercept communication between a Mustang's PCM and TFI-IV distributor and allow enthusiasts to lockout specific timing settings necessary for performance-driving conditions.	The device's green and red wires also tie into a 'Stang's main wiring harness at the orange/gray wire for the PIP (PIN #56 in the processor) and red, switched 12-volt circuit (PIN #37 in the processor). These two connections are made with tap connectors and don't require any cutting.
Naturally, TimingLock's black wire is connected to a ground source; we used the factory's ground point for the main harness. Its brown wire is dedicated for a switch (toggle, pushbutton, and so on) powered by a 12-volt source that sets and releases the unit into and out of its locked mode.	TimingLock is easily set. With the engine running, Mase presses the "Toggle" button once, making the red LED flash slowly. He then adjusts locked timing by using the "+" and "-" buttons. Having a friend verify timing settings while you're doing this is helpful. Once locked-out timing is confirmed, Mase presses the "Toggle" button one more time to return TimingLock to normal mode. That's all it takes.	We recommend installing the TimingLock controller within easy reach for the driver. Mase mounted a pushbutton in the cigarette-lighter area, which, when pressed, activates the TimingLock (red "LOCK" LED is illuminated) and holds timing at 14 degrees advanced (for our test 'Stang).