Six-Second Technology for 12-Second Cars

MSD has brought laptop programming ignition technology to the street with its new programmable 6AL-2 Ignition.

Just like the used bicycle or not-quite-worn-out sneakers you inherited from your older sibling, technology also trickles down. That’s fortunate for those of us who cruise our cars on the street but race vicariously through the likes of Spiro Pappas, Vinny Budano, Tony Nesbit or John Urist. We crave to understand and adapt the technology they embrace so we can run the way they do, even though our applications have almost nothing in common.

The performance ignition market has evolved into two main categories: the 6-Series Ignitions and the 7-Series Ignitions. The 6-Series are commonly looked on as the “street legal” ignition control, while the 7-Series (and 8 and 10) are designed mainly for off-highway use and drag racing. Last year MSD introduced the Digital 6AL-2 ignition, a total revamp of the standard 6AL that we’re all accustomed to seeing bolted under the hood of street cars. This new version started with an advanced digital microprocessor that produces smooth rev limits and accurate timing control. Most important were the increased output of the unit with 535 primary volts and 135 millijoules of spark energy.

Now, the second phase of the 6-Series update is complete with the introduction of the Programmable 6AL-2. MSD simply combined the street features of the 6AL-2 with some of the advanced features of the Programmable-7 Series Controls. The new ignition (PN 6530) is based on the same output as the 6AL-2, but rather than rotary dials for rpm adjustments, it sports a serial port that connects to a PC. Once you load MSD’s Windows based software on your PC, you’re ready to start mapping and programming.

To start, you can get rid of the weights and springs that control the mechanical advance of your distributor. Go ahead and lock it out because you can now create a timing curve that allows you to manipulate the timing down to tenth-of-a-degree increments every 100-rpm. The advantage is precise timing control, with the ability to ramp the timing in or retard it at exactly the rpm that you want it to move. Want more timing out for a start retard? Simply click the mouse and move a couple dots in position. Like a high speed retard? Clickity-click!

Another great feature is for the forced induction fans. The ignition features a timing curve based on boost, so you can map- out a timing curve based on boost pressure. For this, you do need to add a MAP sensor, but this ignition delivers much more accuracy and adjustment than the current 6BTM model. The feature that we really think most street guys will dig is the ability to pull timing out during the holeshot – and ramp it back in. Since many cars have more power than traction capabilities, being able to soften the power at the holeshot can help reduce the tire shredding off the line.

There are also three different rpm limits that can be set in 100-rpm increments; one for the burnout, one for the holeshot and, of course, a top-end limit for over-rev protection. If you have a nitrous shot you like to blast off now and then, the ignition has an activation wire that you tie into the nitrous wiring. When the nitrous is activated, the timing can be retarded instantly!

All of these features are available in add-on accessory items, but the new Programmable 6AL-2 brings them to you in one neat package. For instance, if you already have a 6AL, you can add a 3-Step Module Selector for the rev limits, and another box for a boost map. Of course, these controllers can’t be adjusted through your laptop, and you’ll have a lot more wiring to tend. Also, the new unit retails at under $420, which is much less than you’d pay if you bought all of the different accessories separately, not to mention the added spark output you’ll be getting.

We installed the new ignition on our street/strip ’79 Mustang. The car is budget-mild with a stock short-block from a donor ’88 Mustang that is topped with a Weiand 1-74 blower that huffs up to 10-pounds through a carburetor and into a set of Trick Flow street heads. A T-5 trans and a grip-challenged clutch connect to 4.10 gears in a stock rearend. For starters, we enjoyed the benefits of the burnout and holeshot rev limiter, as well as the start retard we programmed into the timing chart. Once we finally hooked up (third gear), it was obvious that we were making power on the top end as evidenced by the 108-mph charge on a 14.71 time slip.

In short, our on-track testing was ended far too early. However, once we get some new-car bugs worked out and mount some real tires under the Mustang, we’re looking forward to taking advantage of the Programmable 6AL-2’s launch retard map and boost retard features to help contain some of the power until we’re gripping the strip. And better yet, we can drive our car to the track, race all day, and drive it home.