• Timing Advance Processor - Wolf-N

WOLF-N Timing Advance Processor (TAP)

The AEB526N is designed to offer timing advance on vehicles using an alternate fuel such as Compressed Natural Gas (CNG) or Liquefied Petroleum Gas (LPG). The original gasoline/petrol timing curve is used as a map or reference to generate a new performance spark timing curve. The AEB526N works with your standard factory ignition to produce a curve for CNG or LPG. Plus it retains the original curve for gasoline/petrol .  The AEB526N is superior to Dual Curve timing recurve products (such as PN 40622, 8795, etc) because the timing advance can customized to the advance requirements of the engine instead of non-adjustable LPG or CNG curves of the Dual Curve products.

The AEB526N uses the coil-loading current from the ignition module as a reference and adjusts the timing advance curve according to the configuration microswitches.  The advance curve is not a fixed amount that is added to the gasoline curve but is one that varies with RPM.  It automatically adjusts the advance timing to improve performance, reduce fuel consumption, and reduce the risk of backfiring.

There are 4 advance amounts available (6° - 9° - 12° - 15°) by microswitch selection .  For example, if 12° of advance were selected, the additional CNG/LPG advance curve will:

  • Start at 6° at idle
  • Increase gradually to 12° at ~1200 RPM
  • Remain at 12° for  ~1200 to ~3500 RPM
  • Decrease gradually from 12° at ~3500 to 0° at ~5000 RPM

The AEB526N is a variable dwell device that has both dwell control and current control circuits, much like the GM HEI and the Ford TFI ignition systems.  Similar to the HEI/TFI module, it supplies full voltage  to the coil, which gives the AEB526N the ability to fully saturate the coil.  Since current is limited to the time it takes to reach 5-6 Amps, there is no risk of overheating the coil.  The AEB526N's internal resistance allows it to be used with any coil.  Coil saturation depends upon coil resistance and engine speed.


The AEB526N is designed for ignitions that use electronic distributors with negative-ground, standalone ignition modules. These ignitions have a dwell length that is less than 80% of the time between spark events.  Maximum coil primary resistance is 1.2 ohms.

  • 4, 5, 6, 8 cylinder engines
  • Chrysler EIS (Electronic Ignition System)
  • Ford DuraSpark
  • Ford TFI (Thick Film Ignition), 84-91 Cars & Trucks
  • GM HEI (High Energy Ignition), 75-90 Cars & Trucks

Not Recommended

  • The AEB526N is NOT recommended for breaker-point distributor systems.  Use the AEB531 instead.
  • The AEB526N is NOT recommended for odd-fire engines.
  • The AEB526N is NOT recommended for distributor ignition systems that have computer control of the dwell timing (i.e., dwell length longer than 80%).  The AEB549N may be a better TAP for these types of systems.
  • The AEB526N is NOT recommended for distributorless ignition systems.  AEB510N may be a better TAP for these applications.


  • Supply voltage 10 - 14 Vdc
  • Unit offers 4, 5, 6 or 8 cylinder calibration.
  • 4 advance adjustments for CNG, LPG ignition advance curves (6° - 9° - 12° - 15°)
  • Gasoline/Petrol advance curve remains unchanged but current to coil is now controlled by the AEB526N.
  • Advance can be disabled in deceleration and when idling by microswitch programming.
  • Emergency bypass plug allows the use of the OEM ignition system if there any problem with the AEB526N.
  • Easy DIY installation


  • AEB526N controls coil-loading current in both gasoline and LPG/CNG operation.  Since the ignition module only supplies a reference signal to the AEB526N, a low-resistance coil (0.3 -0.5 ohms) may be substituted for the OEM coil for faster coil saturation.
  • If the AEB526N must be be removed from a fixed dwell ignition system (like Chrysler EIS, Ford DuraSpark II), the coil will overheat if a low-resistance coil has been substituted for the high-resistance OEM coil.  In this case, the original coil must be reinstalled or an additional resistor must be added to the negative side of the coil.  Upgrading from Chrysler EIS or Ford DuraSpark to HEI or TFI might be a good idea to avoid this issue in the unlikely event that there is a problem with the AEB526N.  This upgrade eliminates the need for a ballast resistor.



The DC 40622 will electronically delay the factory set timing signal 15 degrees. The user must mechanically move the distributor timing ahead or advanced 15 degrees. Add 15 degrees to the original factory gasoline set point. With the 15 degree delay for gasoline, the Recurve can then provide timing advance for the higher octane LPG/CNG fuel. At idle on LPG fuel, only 10 degrees (CNG fuel, only 13 degrees) additional advance will appear on your timing device. The other degrees (5 LPG or 2 CNG) of timing are used to compute a smooth, accurate timing for RPM changes. After the (gray wire loop) fuel timing program is set-up and selected. The fuel selector switch will select the proper timing program via the yellow wire.

Timing Advance Processor - Wolf-N

  • $177.40