Who doesn’t know: he drove away from the speaker, pressed the pedal, and from under the hood - tink, tink …


Scientifically called "tink-tink" is called detonation - any textbook will confirm this. As for a more precise definition of opinion, there are disagreements - some speak of quick burning, others are satisfied with the notorious “knock of fingers”. However, there is another point of contact - everyone agrees that it is impossible to drive trashy gasoline. But … don't pour it out! And where is the guarantee that the next column will be poured better? All that remains is to raise the hood and slide the distributor. Or … but about “or, ” we’ll talk now.

The corrector octane is a national phenomenon: something like a political officer in the army. A modern engine fueled with normal fuel does not need such helpers - but where is the average compatriot to get both?

But there is a “third” - the same corrector. The photo shows six dissimilar products that allow you to control the ignition timing from the driver's seat.

All presented octane correctors have a simple electronic filling, mostly based on the publications of amateur radio publications. Therefore, their main task - remote control of the ignition advance - they perform quite simply: DELETE the signal from the sensor, whether it is a mechanical chopper or non-contact. The stronger the potentiometer knob is turned, the greater the delay - that’s all. And since the amount of insertion delay also depends on the crankshaft rotation speed, the rotation of the regulator is equivalent to the rotation of the distributor housing. Naturally, it is impossible to reduce the lead angle in this way - there are no negative delays. Therefore, most manufacturers (except for No. 5) offer first to still dive under the hood and install a deliberately early ignition, and then return it to par by means of electronics. This creates the illusion that the octane corrector is able to adjust the lead angle both “plus” and “minus”.

The delay introduced by the correctors does not exceed a few milliseconds. This is more than enough to adjust the lead angle up to 12–16 ° in the crankshaft in all modes except for starting - there you need delays an order of magnitude greater. Therefore, the above-mentioned rotation of the distributor housing will necessarily lead to unnecessarily early ignition when scrolling with the starter.

However, everything can have its advantages. Let us turn to the table, in which additional features of octane correctors are noted. Products No. 3 and 6 are equipped with circuit breakers, which allow to quickly “restore the status quo”. This can be useful in case of product failure, as well as when switching from gasoline to gas.

About starting the engine - a special conversation. The creators of products No. 1, 2, 3, and 5 offer to use a variety of multi-spark modes - for starting the engine, for drying wet candles, for driving with a faulty sensor, etc. Whether these modes are necessary or not is for the consumer to decide. Our considerations are outlined in Expert Thoughts. We only note that it is absolutely impossible to agree with the statement of the creators of product No. 5 on the unlimited mileage in the asynchronous sparking mode - extremely early ignition will not bring to good.

Let's get back to where we started - to detonation. All the products under study really allow you to control the ignition timing, but you need to use them very carefully. Installing a late ignition will help to somewhat weaken the “tinkle” under the hood, but only at the cost of losing dynamics and increasing fuel consumption. Moreover, at high speeds, the temperature of the exhaust gases will increase, and therefore the exhaust valves will not last long.

For the same reason, one should not trust the recommendations of manufacturers No. 1–5 for setting the ignition timing. Sharp accelerator presses in direct transmission followed by listening to detonation knocks are good only for engines fueled with "native" gasoline. Attempts to get rid of detonation in this way with crappy fuel can lead to such a late ignition that the mixture will not burn out in the chamber, but in the exhaust manifold.

The conclusion is simple - it is absolutely impossible to install an octane corrector in order to constantly switch to cheap gasoline. These products are intended only to alleviate the suffering of a motor that is not driven by what it needs. Even modern control systems, equipped with knock sensors and powerful controllers, do not allow work on low-octane gasolines - what then do you want from simple "twists"?

Electronic ignition with octane corrector and multi-spark mode ULTRON 1201. Manufacturer - Aurora company, St. Petersburg. It produces an option for the “classic” VAZ - a modification for Hall sensors under development. The price is 50-200 rubles.

The appearance of the product can not be called sophisticated - the same applies to the insides, despite the powerful transistor of foreign manufacture. Instead of the traditional toggle switch, which includes multi-spark mode, a variable resistor with a switch is used. By the way, the number of sparks in a pack is inversely proportional to the crankshaft speed.

Multitronics-SG octane corrector with multi-spark mode. The manufacturer is M-Electronics, Moscow. Only for systems with a mechanical breaker. The price is 180-200 rubles.

It looks good, especially from a distance. The multi-spark mode is activated by the button - it is recommended for starting a cold engine. The higher the revs, the fewer sparks in each pack.

Octane corrector with multi-spark service mode “Impulse”. The manufacturer is Berta Green, the coordinates are not specified. Represents the prefix to the standard Samara switchboard. Price 200 rub.

The product is pleasant to pick up. When connecting, simply remove the connector from the switch and connect it through the octane corrector adapter. It does not distort the parameters of the standard ignition system and can be turned off completely. Able to organize multi-spark mode.

Electronic plasma ignition with engine detonator “Sonar”. Manufacturer - the company "Demeter", St. Petersburg. Created for "classic" ignition systems with a mechanical chopper. Price 310 rub.

As for the plasma, the Petersburgers got excited, although the ignition unit itself has good parameters. The discharge is powerful, the contacts are unloaded. It is a pity that the design of the interior cabin unit of the octane corrector clearly let us down.

Electronic ignition system with octane corrector VL-11. Manufacturer - Waterline, Moscow. It works with mechanical breakers, as well as with magnetoelectric sensors (option VL-21). Price 380 rub.

Design is none. The octane corrector is clearly asking somewhere under the dashboard - you can also touch the handle without a scale. There is a useful toggle switch on the back wall: it allows you to completely turn off the product - for example, when switching to gas.

Multi-spark electronic ignition (single-channel switch) "Pulsar". The manufacturer is the company "SMAK", Togliatti. It exists in different guises - for mechanical breakers, for Hall sensors, for magnetoelectric sensors. Price 250-450 rubles.

It consists of two parts - the original switch and the corrector itself. The element base and the design of the switch are worse than those of serial VAZ products. Multi-spark mode is provided.


Asynchronous sparking is an ancient thing, and generally speaking, incorrect, but tenacious. Even such solid "animals" as ZIL-131 or "Ural-375D" carry emergency vibrators of the RS331 type under the hoods - a kind of relay powered through their own contacts. The vibrator was called to help with the failure of the standard ignition and acted very simply: the relay worked - the contacts opened, turned off - again closed. As a result, the system "rattled" with a frequency of 250-400 Hz, forcing the ignition coil to produce a sheaf of sparks directed "wherever God sends" - depending on the position of the slider. The consequences are obvious - extremely early ignition, back-strikes and all that. Therefore, riding in this mode is permissible only as a last resort, when "back five hundred - five hundred forward", and there is nowhere to wait for help …

The multi-spark mode was once the last fashion - remember the popular ignition systems such as Iskra-5, Start, or Electronics-3M-K. Over the years, the situation has changed - when developing new switches, a series of short discharges was unanimously recognized as useless and gave way to a powerful “lone hero”. Nevertheless, in cold scrolling, help does not hurt - additional spark discharges can increase the likelihood of ignition of the mixture and make it easier to start a stubborn engine.