A good idea is to make a Rpm column 150 rpm less than your normal base idle speed. IN this columun , you will advance your base timing 1.5 -2 degrees to help the IAC not work so hard when you drop the car in gear if its automatic. Most ecu's have and idle spark feature, but this also will assist in the process to keep a car from stalling, also in the extra column you an add some extra fuel in as well if needed, like an ac compressor cutting in or electric fans turning on, etc.
Since basically any engine available today has distributor data available it should be no problem to get started. I am converting a Jaguar V12 engine to EFI and I just used the distributor data multiplied them by 2 to get Crankshaft degrees and added the static base timing, bingo. Since distributor ignition was not nearly as precise as todays ECUs they will be conservative enough to go to the dyno and finetune for optimum power.
![RIP MaxxECU... CARTOGRAPHIE SUR-MESURE avec L'ALLUMEUR ÉLECTRONIQUE 123Ignition [Tutoriel]](http://i.ytimg.com/vi/SlpV481yxw8/mqdefault.jpg)
A good idea is to make a Rpm column 150 rpm less than your normal base idle speed. IN this columun , you will advance your base timing 1.5 -2 degrees to help the IAC not work so hard when you drop the car in gear if its automatic. Most ecu's have and idle spark feature, but this also will assist in the process to keep a car from stalling, also in the extra column you an add some extra fuel in as well if needed, like an ac compressor cutting in or electric fans turning on, etc.
Since basically any engine available today has distributor data available it should be no problem to get started.
I am converting a Jaguar V12 engine to EFI and I just used the distributor data multiplied them by 2 to get Crankshaft degrees and added the static base timing, bingo.
Since distributor ignition was not nearly as precise as todays ECUs they will be conservative enough to go to the dyno and finetune for optimum power.