13B/20B Crank Angle Sensor (CAS) Setup for Haltech E6K by Brian D. Cain (BDC) Aug 2002  bdc196@attbi.com

* This quick document is intended for those using a Mazda Crank Angle Sensor (CAS) on a 13B or 20B
* engine with the Haltech E6K.  This document will detail how to properly stab the CAS in, zero the base 
* timing, and setup the software in the E6K.

[Inserting/Stabbing CAS (Three methods)]

(Using the factory crank pulleys w/ red/yellow markers)
The HITman's (hitman@hitman.hm) method:
- Manually crank engine where 5ATDC yellow marker on pulley lines w/ timing marker on front cover
- With the CAS's black cap off, insert w/ both trigger points approximately lined up with the CAS's
  cap two screw holes
- In E6K Ignition setup, set Trigger Angle to 70BTDC, Number of Teeth to 24, and Tooth
  Offset to 3.

Haltech USA's method:
- Remove front pulley and eccentric shaft hub (break 90ft/lb front eccentric shaft bolt)
- Manually crank engine where eccentric shaft's keyway is pointing to 6o'clock (straight down)
- Remove CAS cap
- Insert CAS w/ both triggers aligned exactly w/ pickup points at 9 and 3'oclock (left and right) in the
  CAS respectively
- In E6x Ignition setup, set Trigger Angle to 90BTDC, Number of Teeth to 24, and Tooth
  Offset to 1.

"Stock" CAS line-up method:
- Manually crank engine where the 5ATDC yellow marker on the crank pulley lines up to the front cover's 
  timing marker
- With the CAS cap removed, position the bottom gear's center indention notch to the CAS's timing marker 
  on the  "north" (top) side and insert in the front cover, ensuring that it doesn't move around any.
- In the Ignition setup, set the Trigger Angle to 60BTDC, Number of teeth to 24, and Tooth Offset to 11.

If you're using an underdrive pulley set, or a different pulley set other than factory, do this:
Refer to either method for lining up pulley and inserting CAS, etc., but find a bonafide timing marker on
the pulley, like a TDC (0BTDC) marker, as in the case of some aftermarket pulleys, and set the lock timing 
around that degrees setting (in this specific case, '0' in the software).  When adjusting the CAS during 
the timing light part of this, if you find that you've run out of adjustment room to turn the CAS in either 
direction, in the Ignition Setup, adjust the Trigger Angle by 10 degrees in either direction.

I, personally, prefer The HITman's method because it does not require removing the front hub and pulley
but it assumes the pulley and front hub pair are a matched pair, meaning the timing markers are EXACTLY 
accurate in reference to the keyway on the e-shaft.  I recommend trying this method first.
This method should work perfectly on the FC3S platform if the main crank pulley and front hub pair haven't
been changed or mixed up w/ another set.

[Setting Timing w/ Crank Angle Sensor]
- After the CAS has been inserted and the timing/trigger configuration set, w/ the engine idling, go to
ONLINE mode, CTRL-G Ignition Setup, and switch the Lock Timing to ON.  Using the stock crank pulley, set the 
Timing Lock Degrees to 5ATDC (-5 is the value to type in here; 5ATDC represents the yellow marker).  
From here, adjust the CAS w/ a timing gun (connected to either leading plug wire) until the marker meets 
*exactly* w/ the 5ATDC yellow marker.  Once the CAS is set, lock the 10mm locking nut in-place and re-verify 
w/ the timing gun again.  At this point, it may be necessary to run the datalogger for a good few seconds to 
verify that there are no apparent engine RPM trigger pickup problems while it's idling.

* Extra note:  I have had problems setting the timing with poor L1/L2 leading spark pickup which led to many 
hours of head-scratching, wiring checking and double-checking (and in some cases re-wiring), main harness 
inspection, and the like.  Another way to set the timing on the stock pulleys is to clip the timing gun's 
inductive pickup on T1, or the front rotor trailing plug wire.  With the timing lock on, the E6S/E6K defaults 
the trail-split timing to a hard 15 degrees split.  Checking in the Engine Data page, the Advance will be set
to -5BTDC and the Trail Advance will be at -20BTDC.  To set timing this way with the stock pulley, set the 
Timing Lock Degrees to -5 and adjust the CAS until the front cover timing marker lines up exactly with the 
20ATDC (red/orange colour) mark on the pulley.  This will compensate for the 15 degree leading/trailing split 
for using the T1 as a pickup and will inadvertently zero the timing out.  Once it's set, lock the CAS down.