STEP 1: ENGINE AND TIMING SETUP- ICM 1
Step 1 of the setup process involves identifying engine parameters and sparking type.
- “Cylinder Count” – Number of cylinders of the engine
- “RPM Overspeed Trigger” – RPM at which the ignition will kill due to overspeed or runaway condition
- “Flywheel Tooth Count” – Number of teeth on the flywheel for one revolution
- If there are any teeth missing or broken on the flywheel, the original tooth count should be entered. The ICM will compensate for the missing teeth automatically.
- “Four-Cycle Timing” – Spark type of the ignition if 4-Cycle combustion type is selected. Navigates to 4-Stroke Timing Selection screen (Pg. 410)
“Wasted Spark” will fire ignition on both the compression and exhaust strokes
“Camshaft TDC- Hall Effect” will utilize a Hall effect sensor to indicate the TDC of the compression stroke of the reference cylinder, and does not use a flywheel TDC
“Camshaft TDC- Magnetic Pickup” will use a magnetic pickup on the cam to indicate TDC of the compression stroke, with the MPU plugged into the “Flywheel TDC Index MagPickup” port (though in reality there is no flywheel TDC sensor)
“Camshaft Timing disc”- will use a magnetic pickup or hall (depending on option selected) on a cam timing disk to sense the camshaft position. This timing disk will have one mark (gap or magnet) for the TDC of each cylinder, and one extra mark to indicate the reference cylinder. This mode is often used if a digital ignition was already installed. If using a timing disc but the layout is unknown, choose an option and use the "Timing Disc Test" page after completing setup.
- The “Sensor Locations” list shows where the Ignition is expecting the various timing sensors for the selected mode.
Step 1: Engine and Timing Setup- ICM1
Select the “Firing Order >” button to continue.
STEP 1: ENGINE AND TIMING SETUP- ICM 2
Step 1 of the setup process for the ICM2 defines the following settings.
“Combustion Type” – 4-Cycle or 2-Cycle
“Cylinder Count” – Number of cylinders of the engine
“RPM Overspeed Trigger” – RPM at which the ignition will kill due to overspeed or runaway condition
STEP 2: CYLINDER FIRING ORDER
Step 2 is used to define the engine firing order for the number of cylinders defined in Step 1. Use the number keypad on the right to set the cylinder number to the firing order. The firing order can usually be found on the engine block.
If needed, cylinders can be appended with “L” and “R” letters for left and right banks. If utilizing the “L” and “R” designations, all cylinders should include either an “L” or an “R”.
If applicable, a pre-defined engine can be selected on the right side of the screen to fill in the firing order.
Select the “Harness ID >” button to continue.
STEP 3A: HARNESS IDENTIFICATION
Step 3A is used to identify harness connected to the ICM.
Use the “Harness P/N” combo box to select the harness part number. The part number can be found on the tag attached to the coil harness. If the harness part number is not in the list of harnesses, select the “Other” option and enter the 18-digit harness key found on the part number tag.
Select the “Next >” button to continue.
STEP 3B: HARNESS SETUP
Step 3B is used to identify which harness and wire is connected to each cylinder.
Use the “Harness” buttons to toggle between “Harness 1” and “Harness 2” if the installation required two ignition coil harnesses. Use the combo boxes to identify what colored wire is connected to each cylinder. The harnesses are labeled at the connector on the printed circuit board internal to the ICM enclosure.
If the ICM8 was installed, which only supports up to eight cylinders, the harness used is “Harness 1”.
Select the “Timing >” button to continue.
STEP 4: TIMING ADVANCE
Step 4 is used to set the ignition timing for the RPM range of the engine, or select a timing map if available.
After “Map Type” any built-in maps will be listed, along with “Custom”. Built-in maps are preconfigured timing maps for a particular engine that will adjust the timing for speed and load changes, and have been specifically setup for that engine. If a built-in map is not available, the “Custom” map type can be selected for user-selected timing ranges.
RPM Timing Advance (Prebuilt Map Selected)
CUSTOM RPM TIMING
The timing and RPM information entered under “Custom” map type will allow the timing to be automatically adjusted based on user-configured changes to RPM. The data entered under this step can be changed or modified later if needed.
To set the RPM advance, timing must be specified for a low RPM value and a high RPM value.
The timing will automatically be interpolated between the two specified RPM values. If the RPMs exceed the two RPMs provided, the timing will be clipped respectively.
Select the “Review >” button to continue.
STEP 5: SETUP REVIEW
Step 5 is used to review the setup configuration.
If the information is correct, press the “Setup Complete” button. If not, press the “< Back” button to modify the settings.
(ICM2 ONLY) STEP 6: ENCODER CALIBRATION
For the ICM2 only, the encoder has to be calibrated after installation. This step saves the “zero point” of the encoder as installed, and also the rotation direction of the auxiliary shaft.
Once setup is complete (step 5 above), the encoder calibration can be performed. Ensure that the engine is at TDC of the compression stroke of the reference cylinder.
If a magneto was previously installed on the engine, it will be easiest to check for compression TDC before removing the magneto by aligning the red marks. The flywheel TDC marking should still be used for fine alignment. After the engine is at TDC of compression for the reference cylinder, the ICM2 can be installed in any arrangement, but be sure not to crank the engine until this calibration step.
Navigate to the encoder calibration page by clicking on “Setup and Testing” on the ICM Home page, then “Encoder Install Calibration”. On the calibration page, click “Start Calibration” when you are sure the engine is at TDC. Once the calibration shows active, crank the engine for several seconds until the “Calibration Active” goes from “Yes” to “No. The result should say “PASS”, at which point calibration is complete.