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Circle track racing, on the dirt or pavement, puts a lot of pressure on the ignition. Not only does the ignition need to continuously fire off sparks at high RPM, it needs to be able to handle the abuse that race cars endure, which is why FAST offers an E6 Ignition designed specifically for circle track racing. All of the wiring of the E6 ignition is terminated into Weatherpak connectors for a secure, locked connection. To combat harsh racing conditions, the surface mount electronics are fully encased in a soft urethane material complemented with sturdy vibration mounts. Since most racers run locked-out ignition timing, the E6 Circle Track Racing Ignition features a built-in start retard circuit. During cranking, the timing retards 20? to ease the pressure on the starter and flywheel. Once the engine reaches 600 RPM, the timing returns to the mechanical value. There is also a rev limiter that is adjustable through sealed rotary dials in 100 RPM increments through 9,900 RPM.
User 2Circle track racing, on the dirt or pavement, puts a lot of pressure on the ignition. Not only does the ignition need to continuously fire off sparks at high RPM, it needs to be able to handle the abuse that race cars endure, which is why FAST offers an E6 Ignition designed specifically for circle track racing. All of the wiring of the E6 ignition is terminated into Weatherpak connectors for a secure, locked connection. To combat harsh racing conditions, the surface mount electronics are fully encased in a soft urethane material complemented with sturdy vibration mounts. Since most racers run locked-out ignition timing, the E6 Circle Track Racing Ignition features a built-in start retard circuit. During cranking, the timing retards 20? to ease the pressure on the starter and flywheel. Once the engine reaches 600 RPM, the timing returns to the mechanical value. There is also a rev limiter that is adjustable through sealed rotary dials in 100 RPM increments through 9,900 RPM.
User 2
