steve rad
Would like to send cosworth a outing report of a Pi
Engine is 90 degree v8 engine max rpm 10,500.
Why is the ecu ignition angle changing to -90 degrees randomly ?

We have the outing report on file which we can send to an email address as your forum dissent allow the file type .pds to upload

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      Ignition indicates -90deg when the ignition is in CUT state.. IE cut for gearshift.  This could also indicate some issue like loss of synchronization of crank/cam.. Are you having an issue?   You can log channels  Synchronization Mode, from the first menu in EOT and then look in Misc and choose the following, Engine Mode, Active Rev Limit, Active Revlimit source,  Engine Status bitfield, Engine Status Bitfield2, Engine Error Bitfield and System event bitfield.   


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steve rad
Hi thanks for your reply
Yes we have been having problems
At first to start the engine we changed the firing offset It then only ran on one bank
we then changed the firing order (which is what the data i sent listed as current below)

Firing order should be 1 8 5 4 7 2 3 6

Currently                   7 2 3 6 1 8 5 4 

I have laid it out like this so you can see what I suspect 
Also the wiring from the CDI box to the coil packs has to be reversed with this firing order to get the engine to run Ie out put from CDI box marked LH bank is connected to RH bank of engine 
Output from CDI box marked RH bank goes to LH side of engine

The engine is a Gen111 Chev indy car engine Came from Panther racing

The engine did not have a flywheel ECU CDI box or engine harness
We purchased these off 3 different sources
The wiring harness CDI box and ECU software that is currently fitted came off a running engine. 
The wiring from the CDI box to the coils came with the engine and we do not have any others
We also have off another supplier a wiring harness and CDI box plus software that I do not know if it is correct but appears to have exactly the same issues

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Looks to me that your CAM Postion(Hardware Setup) is 360° wrong. What kind of sensor and wheel are you using?

And to add, first thing to do is to check with a timing lamp if the timing correlates with what the ECU is outputting(A_ign_total).

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steve rad
Thanks for your reply
Engine has two crank sensors at 90 degrees apart on the maps you can switch from one to the other( only one at a time)
Both crank sensors and cam sensor fit into a fixed hole ( no adjustment) with separate grub screw to lock 
The flywheel has four spokes to trigger the sensor as shown in the first two photos
The cam sensor is the same and mounted in the same way as crank sensors. The cam has one spoke to trigger the sensor Looking in the sensor hole this spoke/trigger is part of the cam (one piece)
Our engine are the two attachments listed as chucks engine with and with out flywheel
The third engine shown Gen3 3 is of an engine that is running Note the flywheel looks different ??

With the engine at top dead center #1 the cam trigger lines up with the hole(approx center) of the cam sensor.
Keeping in mind the engine runs and will rev to 10,000 but under load the engine cuts out and will not start unless you reboot the computer ( ie disconnect the battery and reconnect ) then it will start instantly

My thoughts are its a computer issue but how do I check crank trigger time / cam trigger time. I can change the ignition off set but this does not change the phasing of the two
Keep in mind i am not an ecu / engine guru 
We have changed this car from a Honda engine car to the Chev and worked out all the other issues along the way other than this and integrating the megaline into the system 
IF any body knows of a PI expert here in OZ it would be a great help. We havent found anyone that can dig into the PI this far yet
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You’re welcome!


It’s really an odd setup(to me), why two crank sensors, if one can only use one at a time(for backup maybe)?


Second, looking at the shape of the crank wheel tooth’s, they are shaped like right-angled triangles, but each time sequenced at the opposite way, there must be a reason for that, but it’s not common to me… Also are you sure the gap between the tooth’s on the picture is 70°? Looks more like 80° to me(more than two holes on the disk, which are spaced 36° apart), but again, the shape of the tooth’s doesn’t help.


If you have magnetic crank sensors, then depending on the polarity of the sensor(how it is wired to the input), you’ll have a falling or rising edge(zero crossing) when the tooth passes the sensor, but the shape of the tooth’s need to be the same for all tooth’s.


I’m not sure the PI can cope with that, although it probably could, the SQ6 is very flexible for detecting different crank-cam configurations, but in my opinion, this would need maybe both crank sensors to work at the same time, or at least two different crank patterns one detecting on a falling edge and the other on a rising edge…


If I where you(and if you may), I would change the crank sensor wheel to at least a 36-1 or a 60-2. Is a lot simpler and more accurate setup and 10,000 rpm is not a problem for the SQ6 with that setup.


Changing the offset, will not change the phasing, it will only add or subtract(offset) the total timing. You need to alter the CAM sensor position setting, from the Crank-Cam position configuration map, in the hardware setup.


Yours is probably a User Defined Crank wheel Setup, an if you’re not familiar with it, it looks complicated…


Regarding someone or a shop that knows the PI system well, I know only Apex Speed Technology, they helped me in the past, although last time I heard from them they did not represent Pectel(Cosworth) anymore, but you can always ask…


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