Simple Digital Systems EM-4 D, E, F EFI System Installation manual
Below you will find brief information for EFI System EM-4 D, EFI System EM-4 E, EFI System EM-4 F. The SDS EM-4 is a microprocessor based, digital, programmable EFI system intended to control port type injectors. The system allows you to access all points in the engine operating map with the engine running and alter them according to your own specific needs utilizing a hand-held LCD programming box. As such, the system can be used on virtually any engine type or displacement.
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Simple Digital System EM-4 installation manual for Version 17 software
June 3, 2010
What’s new in V17 software:
Launch Rev limiting, for drag race launch control. Allows programmable 2 nd rpm limit which retards spark timing and cuts spark above the rpm setting. This is only available on E and F models. This is not available on D models(fuel only). This function cannot be added to older EM-3 model ecu’s since these do not have an auxiliary input.
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Please read the entire manual before attempting any hookup or running of the system. If you are installing an E or F system, you will need to refer to the supplemental manuals for those systems.
For tech help call your dealer or call 403-671-4015 or 403-453-7687 and ask for tech help. When calling for help please let us know which system you have. See below for descriptions of different systems.
System Description
SDS EM-4 is available in 3 different models:
EM-4-D controls fuel injectors only.
EM-4-E controls fuel and ignition timing using a single ignition coil.
EM-4-F controls fuel and ignition timing using multiple ignition coils.
EM-4 is a microprocessor based, digital, programmable EFI system intended to control port type injectors. The EM-4 allows you to access all points in the engine operating map with the engine running and alter them according to your own specific needs utilizing a hand-held LCD programming box. As such, the system can be used on virtually any engine type or displacement.
SDS Components
Top left Mixture knob.
Top right SDS ECU.
Bottom left: SDS Programmer.
Bottom middle MAP sensor.
Bottom right Engine temp and Air temp sensors.
SYS.JPG
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Theory of Operation
Air temperature, water temperature, manifold pressure, throttle position and rpm are all measured and taken into account by the EM-4 which determines how often and how long the injectors remain open. The EM-4 generates a precise triggering pulse which is fed to the injectors. The manifold pressure or throttle position value multiplied by the rpm value determines the primary pulse width.
Fuel System
In order for any EFI system to function properly, an adequate supply of fuel at the proper pressure must be present at the injectors.
This cannot be over stressed. Problems are invariably blamed on the electronics when in fact 99% of all running problems are due to mechanical deficiencies.
Vehicles with Factory EFI
If horsepower is similar to factory outputs, fuel tanks, pumps, lines and injectors should be adequate when installing EM-4. When increased power is desired on factory equipped engines, some or all of the fuel system components may have to be upgraded.
Vehicles without Factory EFI
We recommend that vehicles originally fitted with carburetors have a fuel system as shown below.
Figure 1
Two fuel pumps are required. One from the main fuel tank to the surge tank may be of the low pressure variety but must be capable of keeping the surge tank full during full throttle operation. Fuel lines should be at least 8mm (5/16 in.) ID on engines up to 600 hp and 10mm (3/8 in.) On engines over 600 hp. The fuel injection pump must be adequate to supply full rated fuel flow at maximum design pressure for a given output. Excess fuel not burned by the engine is returned through the regulator back through the surge tank, then back to the fuel tank. A fuel return line back to the tank is required.
The surge tank should always be mounted above the main EFI pump inlet so that fuel may gravity feed into this pump. Surge tanks ensure that the fuel supply will not be interrupted by air entering the
EFI pump under high G situations. Fuel injected engines will not run properly with air in the system.
The surge tank and fuel tank will not be pressurized by this system. The first pump is simply used to move fuel into the surge tank. The fuel tank will also need a vent.
New fuel lines may be run using rigid steel, copper or aluminum tubing. Flexible lines must be medium pressure hose intended for fuel injected applications. Working pressures can exceed 60 psi on turbocharged engines.
Fuel Pressure Regulator
The fuel pressure regulator is the component that determines the fuel pressure in the fuel injection system. It uses a spring against a valve to control the pressure, and any excess fuel delivered from
the pump will exit the regulator for return to the fuel tank. Most regulators have a vacuum/boost reference to the intake manifold which keeps fuel pressure at a constant amount above the intake manifold pressure.
Most factory fuel pressure regulators will work fine even when the pump and injectors are upgraded, and most should also work fine if a turbo or supercharger is added. Usually the only reason to upgrade a fuel pressure regulator is to allow higher fuel pressure to increase the flow of the factory injectors. If an injector upgrade is necessary, then it is best to keep the stock regulator and select injectors that will give the required fuel flow at the stock regulator’s pressure. We don’t recommend the use of rising rate regulators with our system.
Increasing the fuel pressure does not provide much gain in flow through the injectors. For example a
36 lb/hr injector at 38 psi will flow about 42 lb/hr at 52 psi, and about 45 lb/hr at 60 psi. Also when the fuel pressure is increased the fuel pump flow will be reduced as well, since the pump is under more load.
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Fuel Pumps
Many people are adding turbos and superchargers, so the factory fuel injection pump may not be capable of delivering enough fuel for horsepower demand. If in question, fuel flow can be checked from the pump. To check pump output, the fuel pressure regulator must also be connected, so it is easiest to do this on the vehicle. Testing the pump without a regulator is useless, since the pump is not under pressure. Measuring fuel flow should be done at the output of the fuel pressure regulator drain.
On turbo/supercharged engines fuel pressure increases with boost, so you should apply air pressure to the small hose fitting on the fuel pressure regulator using a pneumatic air regulator and gauge connected to an air compressor. Dial the air regulator up to the intended boost pressure. This is important because fuel pump flow will decrease as boost is increased.
Example: If you have a 4 cylinder engine with four 500cc/min injectors then you should have at least
2000cc(4*500) of fuel flow out of the regulator drain after 1 minute. Less than 2000cc would be ok, if the injector duty cycle was kept below 100%, so for example, if you had a maximum injector duty cycle of 60%, then you would need at least 1200cc flow after 1 minute. It’s best to have extra flow capacity, to avoid running the engine lean.
The engine will not run properly if fuel flow is insufficient in any part of the system. A fuel pressure gauge is a good idea. If two EFI pumps are used they should be hooked in parallel, not series, to avoid cavitation. EFI fuel pumps will lose pressure if air is able to enter the inlet of the pump, so this will cause the engine to run lean and misfire.
Fuel Rails
The factory fuel rail is almost always adequate when increasing horsepower, so there is usually no need to replace the stock rail. The fuel rail provides a volume of fuel for the injectors and usually serves to hold down the injectors to the intake manifold. With barb style injectors, separate injector hold downs must be made but because of the flexibility of the hose, precise alignment to the rail is less important. With O-ring injectors, all injectors must be at the same depth and be perpendicular to the rail. Injector to rail spacing is also very critical with O-ring types. Details on fabricating intake manifolds and fuel rails are available on our website under the Tech section.
Injectors
Most injectors will work with SDS however the following injectors are not compatible:
MSD injectors 2011 or 2012.
Any Injector with a 2 amp open and .5 amp hold current cannot be used with SDS.
One important injector characteristic is the resistance or impedance of the injector coil winding. Low
4 resistance injectors are characterized as peak and hold types. They will have a winding resistance from 1.7 to 4.7 ohms. Low impedance injectors require our external resistor pack. Injectors with impedances from 10 to 16.5 ohms (high) do not require the external resistors.
Don’t expect super large injectors to offer stock idle quality or fuel economy . The maximum size that we recommend for race and performance use is 1.5 times the displacement of 1 cylinder in cc’s per minute. So if you have a 2 liter, 4 cylinder engine with 500cc per cylinder displacement, the maximum injector size which will idle half decently would be a 750cc/min. injector. If you need more than this, you should consider the staged injector option, which uses 2 injectors per cylinder, but is only available for Rotary and 4 cylinder engines.
Injector flow rate
Consult the chart below to calculate injector flow rate required for a given Horsepower. We recommend running injectors to only 85% duty cycle, so be aware that you may need something about 15% larger than this chart shows. For V8 engines between 350 and 400 cu in. we recommend minimum 30 lb/hr injectors for best cold start enrichment. Engines over 400 cu in. we recommend 40 lb/hr or higher injectors.
.55 lb/hr/hp HORSEPOWER AT 100% DUTY CYCLE
LB/HR
20 cc/MIN 4CYL 6CYL 8CYL
210 145 218 291
LB/HR cc/MIN 4CYL 6CYL 8CYL
62 650 451 676 902
46
48
50
52
38
40
42
44
54
56
58
60
30
32
34
36
22
24
26
28
276
291
305
320
335
349
364
378
160
175
189
204
218
233
247
262
393
407
422
436
398
419
440
461
482
503
524
545
231
252
273
294
314
335
356
377
566
587
608
629
553
582
611
640
669
698
727
756
320
349
378
407
436
465
495
524
785
815
844
873
415
436
458
480
502
524
545
567
240
262
284
305
327
349
371
393
589
611
633
655
96
98
100
88
90
92
94
80
82
84
86
72
74
76
78
64
66
68
70
671 465
692 480
713 495
734 509
755 524
776 538
797 553
818 567
698
720
931
960
742 989
764 1018
785 1047
807 1076
829 1105
851 1135
839 582
860 596
881 611
901 625
873 1164
895 1193
916 1222
938 1251
922 640
943 655
960 1280
982 1309
964 669 1004 1338
985 684 1025 1367
1006 698 1047 1396
1027 713 1069 1425
1048 727 1091 1455
Installation, sensor mounting & hookup
Hall sensor mounting (“E” & “F” models)
Consult the supplement manual for this information.
Temperature Sensor Mounting & hookup
The standard water and air temperature sensors are GM with 3/8 NP threads. Optional Bosch or Dale sensors use different threads listed below. The water temperature sensor needs to be mounted in cylinder head or thermostat housing so that it can read water temperature during warmup
INDEPENDENT of the water flow controlled by the thermostat. Air cooled engines use a Bosch CHT sensor which should be mounted to the cylinder head casting.
The air temperature sensor should be mounted in the air filter/ throttle body inlet area on naturally aspirated engines. On turbo/supercharged applications, the sensor should be mounted in the intercooler discharge (after intercooler) pipe or throttle body inlet area. Mounting the air temperature sensor in the intake manifold is not the best idea due to heat soak concerns and longer response times.
On engines with high vibrations or when mounting in the intake manifold using GM sensors, it is a good idea to put a drop of epoxy between the plastic cage and thermistor to prevent possible vibration failures of the thermistor wires.
Before drilling into an area, be sure to check that wires from the sensor will clear things like pulleys and exhaust pipes and that drilling will not damage anything underneath. The area should be at least
5mm (.200 in.) thick and should be pilot drilled with a smaller than finish size drill bit first. When drilling and tapping, grease can be applied to the drill or tap to trap most of the cuttings. Clean all these cuttings out before installing the sensor. On sensors using tapered threads (GM and Dale), use
Teflon tape to seal the threads before screwing in the sensor. Tapered thread sensors should screw into the hole 1/2 to 3/4 of the way with a short wrench and light to moderate pressure. Make sure you don't tap too deep or too shallow. Don't over-tighten. Sensors using straight threads don't need
Teflon tape on the threads but should have a copper, aluminum, nylon washer or rubber O-ring used under the wrenching head to seal against the drilled mounting surface which should be relatively flat.
The drill and tap size for each sensor is listed below:
GM 3/8” NPT- Tapered 18 threads per inch. Drill pilot holes ¼”, 3/8”, final drill 37/64”
Bosch 12 X 1.5mm straight thread. Drill pilot hole ¼”, final drill 10.5mm
Dale 1/8” NPT- Tapered 27 threads per inch. Drill pilot hole ¼”, final drill 11/32”
Bosch CHT 10 X 1.0mm straight thread. Drill ¼” pilot hole, final drill 9mm.
Typically we do not provide an engine temp sensor for systems sold for Nissan and VW, since the factory engine temp sensor is compatible (Bosch), so we only provide the air temp sensor. You may have to solder wires to your factory sensor connector in these cases since the SDS connector might not fit.
Hookup: Check the cables for WT or AT written on the gray sheath. Plug in the WT marked cable to the engine temp sensor. Plug in the AT marked cable to the air temp sensor.
Air cooled engines: The harness has a single white, 20 gauge wire that connects to the Bosch cylinder head temp sensor.
Use a cable tie to secure the temp sensor cable close to the sensor to prevent vibration breakage.
Map Sensor Mounting & hoookup
The MAP sensor if used, should be mounted in a moisture free area close to the intake manifold and connected using a length of 7mm (3/16 in.) Vacuum hose to the intake manifold. If the engine has the stock fuel pressure regulator with a vacuum reference port, you can place a “T” fitting in this line to connect the MAP sensor.
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The placement of a .025 to .035 inch orifice in the vacuum hose may be required on some installations to reduce MAP fluctuations. A .025 to .035 inch MIG welder tip can be used.
Always try to mount the MAP sensor with the vacuum port facing down, which helps prevent water or moisture from entering the MAP sensor.
If you are running multiple throttle bodies you should have a vacuum line from each intake runner connected to a small plenum chamber, and then run a vacuum line from the plenum chamber to the
MAP sensor. This gives the MAP sensor a more stable vacuum signal, which will make tuning the
SDS much easier.
Hookup: On the main harness there will be a 3 pin green(1bar) or black(2&3bar) weather pack plug.
The gray cable will be marked MAP on the gray cable sheath near the connector. Plug this into the
MAP sensor.
Throttle position sensor mounting & hookup
The throttle position sensor(TPS) provides acceleration enrichment much like the accelerator pump jet in a carburetor. Extra fuel is added when the throttle is moving open. Systems not using a MAP sensor rely on the TPS for both acceleration enrichment and load sensing.
Hookup Using Stock or OEM Throttle Position Sensors
The SDS EM-4 must use a potentiometer type TPS. Most engines after roughly 1985 will usually have a potentiometer type TPS. Older engines may have a TPS with just switches inside, and this type cannot be used.
The following procedure to determine correct wire hookups should only be attempted by people who know how to use an ohmmeter and understand basic electronic theory.
Incorrect hookup of the TPS wires to the wiring harness can seriously damage the EM-4 and
TPS. This damage is not covered under warranty.
You can determine the connections of the factory TPS using the following information:
The TPS should be in a closed throttle position.
Across the +5V and GND terminals: A constant resistance, usually between 3000 to 10,000 ohms.
Resistance has very little or no change if the throttle is moved !
From the SIGNAL terminal to GND terminal: Low resistance usually 0 to 500 ohms. Resistance will increase as the throttle is opened.
From the SIGNAL terminal to the +5V terminal: High resistance usually about 80% to 100% of the total resistance of the TPS. Resistance will decrease as the throttle is opened.
NOTE:
Some TPS’s have a fourth terminal which is either a closed or wide open switch. This switch will make contact with one of the + or ground terminals of the TPS only when the throttle is fully closed or
7 fully opened. This terminal will not be connected to the SDS system.
TPS connections to SDS:
+5V to SDS red wire
Signal to SDS white or green wire.
GND to SDS black wire.
Your system has included a 3 pin plug and 3 snap-in pins to plug into the main wiring harness plug labeled TPS. You can use these pins and the plug to make an adapter using the stock TPS connector, or you can cut off the plug on the SDS TPS cable and directly wire it to the stock TPS plug. It is best to solder and heatshrink these connections. The TPS cable should be tie-wrapped to the throttle body, etc. so the wires don’t break.
Voltage check of the TPS:
You can verify proper connection of the TPS to the EM-4. You must have the EM-4 power and ground wires connected. The EM-4 must have power. Using a voltmeter placed on voltage scale, connect the
(-) lead to the black wire to TPS, place the (+) lead to the signal wire of the TPS, and you should see a voltage of less than 1.5 Volts at closed throttle and voltage should increase as the throttle opens.
Voltage should be greater than 3.8 volts at wide open throttle.
Mounting the SDS supplied Throttle Position Sensor
The TPS fits 5/16 “D” shaped shafts common on Japanese and European cars, as well as some aftermarket throttle bodies. Make certain that you have the proper TPS for your installation. There are two different types. The BLACK&GRAY is for clockwise opening throttles. The other is ALL BLACK and is for counter clockwise opening throttles. You can check this by holding your throttle body with the shaft end, which you intend to mount the TPS on facing you, then open the throttle. If the shaft rotates clockwise, you need the BLACK&GRAY TPS. If the shaft rotates counterclockwise, you need the ALL BLACK TPS. The pins are plugged into the two TPS’s differently:
2
3
PIN #
1
BLACK&GREY red wire white or green black wire
ALL BLACK black wire white or green red wire
Mounting bolt spacing for the TPS is likely different from the spacing on the throttle body, so an adapter bracket may need to be fabricated. Usually 1/8” plate aluminum is a good material for this.
Also the throttle shaft may be too long, so either the shaft could be cut, or the TPS could be mounted with spacers between the TPS and the mounting plate. The TPS is able to rotate approximately 120 degrees, and the throttle body will only rotate about 80 to 90 degrees. The TPS should be mounted such that the throttle will not force the TPS to rotate beyond it’s limits. This will damage the TPS.
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Make sure the TPS is about 10 degrees above it’s bottom limit with the throttle butterfly fully closed.
EM-4 Mounting
The EM-4 must be mounted in a moisture free location inside the vehicle. Use the mounting tabs to secure it to the chassis. The EM-4 should be mounted at least 3 feet away from the ignition coil and wires if possible, preferably behind a metal firewall.
Important! Mount the EM-4 with the wires exiting out the bottom. If water comes in through the firewall, then the water will drip off the wires at the lowest point and cannot go up into the EM-4. The
EM-4 is not waterproof.
System Wiring Hookup
EM-4 connectors
Inj drive Main harness Hall Programmer
ECUPLUGS.JPG
It is best to install the wiring but not tie it down fully until later, in case some of the wiring needs to be relocated. Once the engine is running and there are no major problems, all wiring can be secured with cable ties. All connections in the engine compartment should be supported in such a way as to prevent vibration from working directly on the wires, sensors and connector plugs. Never run wires through jagged firewall holes unless a grommet is used.
SDS wiring should be kept as far away as possible from the following engine parts:
1. Spark plug wires.
2. Ignition coil and it’s wiring.
3. Exhaust header.
4. Alternator wires.
5. Radiator electric fan and wiring.
Some tips about ground wires:
1. Grounds should be permanent and never be switched.
2. Don’t ground other electronics at the same terminal as the EM-4 grounds.
3. Make sure the grounds have a very good connection.
4. Sand off any paint on the chassis.
5. Try to avoid extending ground wires, which could cause noise problems.
6. Do not run EM-4 ground wires to the engine block.
7. It is ok to run grounds to the battery terminal only if the battery is less than 4 ft. or 1 Metre from the EM-4.
8. Poor grounds may cause the engine to flood with gas.
General wiring diagram
Main Wiring Harness connections
MAINHARN.JPG
Main harness shown here has a 25 pin connector and connects the ECU to all the sensors. Typically
6 feet in length for most wires except MAP sensor and mixture knob cables which are 57”.
For “F” systems (coil pack) there will be a gray 6ft cable marked “CP”, with a black weather pack plug. This cable must be connected to the coil pack’s input cable.
Main harness black 20 gauge (computer ground). Ground to vehicle chassis close to the EM-4.
Important! Makes sure this connection is good. This is the most important connection in the system.
Red 20 gauge Key switched. Fused with 1 to 5 Amp fuse. Do not connect to the accessory circuits, such as radio circuits, heater or interior lights, since key switched power would be cutoff during engine cranking. Note if EM-4 power is obtained directly from the battery, a switch should be placed in line to prevent the battery from being run down over time.
Plug in the mixture knob.
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Blue wire (EM-4E only) To multi-spark box trigger wire(usually white).
Green 20 gauge For EM-4D(fuel only systems): This wire must connect to ignition coil negative terminal. If a multi-spark box system is running the ignition then the green wire should connect to the
TACH output terminal on the multi-spark box. If the factory computer remains somewhat functional you may also get a tach signal from the factory diagnostic plug.
Green 20 gauge, Pin 13, For EM-4E or EM-4F models: This wire can do 3 different functions.
1. Air conditioning sense. Connect to A/C clutch, then SDS can turn on Radiator fan + fast idle.
2. Nitrous Retard. Will retard timing when at high throttle when this input sees +12V.
3. Launch Rev limiting. Retards timing and limits engine rpms by cutting spark when this input sees
+12 volts.
See Options section in E or F supplement manuals for more details.
Gray 20 gauge and O2 sensor hookup
On the SDS main harness there is a single gray 20 gauge wire which you can connect to an O2 sensor or to a wideband mixture meter. Connection is required when you want to use Closed loop, O2 logging and Lean Warning functions in the SDS computer. The SDS can run without an O2 sensor if this is desired. We do not supply connectors to fit the O2 sensors, so you must cut off the connectors and install your own.
Single wire/unheated O2: Just connect the gray wire to the sensors wire. No way to go wrong here.
Just make sure the exhaust where you mount the sensor is actually grounded. Do an ohms test from the engine to the sensor body. Should have less than 100 ohms. If higher thatn 100 ohms you will have to run a ground wire onto the exhaust or else use a 4 wire sensor.
GM three wire/heated: Connect Gray SDS wire to black wire on the sensor. Brown wires, one goes to chassis ground and the other to switched 12 volts. The brown wires run a heater element inside the sensor.
Bosch sensors: Connect Gray SDS wire to black wire on the sensor. White wires, one goes to chassis ground and the other to switched 12 volts. The white wires run a heater element inside the sensor.
WMS wideband: Follow the instructions with the kit. The Gray wire on the SDS main harness must connect to the purple wire on the WMS meter's harness. Do not connect to the narrow band wire on the WMS meter, since with SDS it is best to use only the wideband output. The wideband signal will allow SDS to read the A/F ratio and also perform closed loop correction.
AEM wideband: Follow the instructions with the kit. The Gray wire on the SDS main harness must connect to the white wire on the AEM meter's harness. The wideband signal will allow SDS to read the A/F ratio and also perform closed loop correction. Set the AEM rotary switch to the P0 position.
PLX
Connect the filter capacitor across the two lower pins of the white connector. This helps filter noise to give better readings.
Wideband other brands: Please consult their manual.
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Connections from Injector Drive Harness
DRIV.JPG
The injector drive harness has a white plastic plug that connects out to the injector harness as well as optional relays or optional knock sensor. The system comes with one of the above harnesses. Left shows low impedance drive harness with resistors. Right shows high impedance drive harness which has no resistors. (4 cylinder shown).
Black 18 gauge injector ground(s): Ground to vehicle chassis close to the EM-4. 6 and 8 cylinder models will have two ground wires. 4 cylinder models have one ground wire.
Resistor Pack Mounting
Systems for use with low impedance injectors have a resistor pack in the injector drive harness, which goes from the EM-4 to the injector harness. Systems for use with high impedance injectors will not have a resistor pack. This is an aluminum plate with gold colored resistors mounted to it. This pack should be mounted in the engine compartment, usually to the firewall in a location between the wiring grommet and the injector harness using sheet metal or machine screws. Be careful drilling holes through any sheet metal without first checking if there is something like a hose or brake line on the other side. Be aware that this resistor pack can get very hot under high duty cycle conditions and the aluminum plate acts as a heat sink for the resistors. For this reason, make sure that it is mounted clear of any components which might be affected by this heat or close to any components such as the exhaust which might not permit adequate cooling of the pack.
Injector harness Programmer cable
INJPROG.JPG
The Injector harness plugs into the injector drive harness and into the fuel injectors on the engine.
Harness is not numbered since SDS batch fires the injectors. It does not matter which plug goes to which cylinder. Injector harness 14 gauge red wire(s) to +12 key/ignition circuit with 10 A or higher fuse.
Programmer cable connects the EM-4 to the programmer.
Connect any optional relay wires. See information in following pages of this manual.
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Check Engine Light
The EM-4 can control a check engine light, L.E.D. or lamp or in the event of certain sensor problems or failures. You can either use the supplied SDS check lamp or connect to your factory dash lamp.
Connecting to a factory Check Engine Light:
In most cases this should be possible to do. Locate the stock check engine light wire using a factory wiring diagram. Turn on key power in the vehicle, then touch the check engine light wire to chassis ground, if the light comes on then the SDS output will be compatible. The SDS output is a ground switch, it does not put out 12 volts. Most factory ecu’s are the same. Cut off the black wire from the
SDS check light and insert the pin into the white terminal as shown in the photo. Connect the other end of the black wire to the factory check engine light wire.
Using the SDS supplied lamp
Mount the lamp for best visibility for the driver. Drill a 9/32” hole for the lamp. Feed the wire through the hole from the front side of the panel. You will need to connect the lamp’s red wire to a fused 12 volt circuit. The black wire from the check light needs to be inserted in the drive harness white plug pin 11, see photo.
3 RD position from the right on the top row. On older EM-4 models this wire was pink, and has been changed to black in
Oct 2008.
Adding a key switched circuit
On some vehicles with a limited number of fuses or circuits, you may want to add additional key switched circuits to power new devices such as a fuel pump, injectors or coil pack. This can easily be done using a relay(not-included) and fuses as shown in the following diagram. This may prevent overloading the existing key switched circuit with too many devices requiring key switched power. The relay will only add less than one-tenth of an amp on the existing key switched circuit. This is a good idea for supplying power to EM-4F coil pack units. Always use a fuse close to the battery to prevent electrical fires! We recommend an automotive type relay capable of switching 30 Amps or more.
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Options section
Optional Fuel Pump Relay
SDS units can be equipped with an optional output to control a relay to switch the fuel pump off when the engine is not turning over. This feature is designed to prevent the pump from emptying the tank in a serious accident. The pump relay is energized for 2.8 seconds when power is turned on to pressurize the fuel rail until the EM-4 detects crank rotation. If the engine stalls the EM-4 will shut off the relay in 2.8 seconds. There is nothing programmable for the fuel pump relay.
Relay wiring is as follows:
Pins 85 to key switched 12 volts. This allows the fuel pump to be shut off when the key is turned off.
Pin 87 to the fuel pump positive terminal. 16 gauge wire or heavier recommended.
Pin 86 to orange wire coming from the white injector drive harness plug.
Pin 30 can be run to a spare fused circuit. If you don’t have a spare circuit you can connect pin 30 to the battery, but place a 15 Amp fuse in line close to the battery. 16 gauge wire or heavier recommended.
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Optional Fast Idle
The fast idle option consists of a solenoid valve which connects to the intake manifold via 5/16 vacuum hose and a relay controlled by the EM-4 via the engine temperature sensor. When the engine temperature reaches the preset point, set in the window, FAST IDLE SWITCH, the relay closes the solenoid to allow normal idle speed. Below this temperature, the solenoid is open bypassing additional air around the throttle plate. The point of solenoid closing (off) is adjusted under the FAST IDLE SWITCH parameter by using the +1 and -1 buttons. Note that the -1 button raises the temperature set point and the +1 button lowers it. The cut off point would usually be set between 100 and 140F on most engines.
FISOL.JPG
FASTID.JPG
Relay connections are as follows:
Pins 30 and 85 to key switched 12 volts. On SDS supplied relays 30 and 85 should have a wire soldered across them, so this will save you making an extra connection.
Pin 87 to solenoid.
Pin 86 to brown wire coming from the white injector drive harness plug.
The solenoid mounting flange must be grounded.
If the fast idle rpm is higher than desired, a restrictor can be placed in the other port hose to cut down the air volume bypassed. The MAP sensor automatically compensates for the extra air being admitted by the solenoid valve.
*Note: Optional diode is not required if Pin 13 A/C sense wire is connected to the A/C clutch positive wire. Only use diode on “D” (fuel only) type SDS systems.
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Air Conditioning Solenoid
The a/c solenoid is used to speed up the idle when the a/c compressor is running. This valve is the same valve that is used for fast idle operation. If you have the fast idle option installed, then there will be no need for a second solenoid valve. If you don’t have the fast idle option then you will need the valve, and it’s terminal must connect to the a/c clutch (+) wire, and the solenoid body must be grounded. Hose connections are the same as for the fast idle relay option above.
For EM-4D (fuel only)
You can install a diode connected between the fast idle valve and the a/c clutch (+) connection. See the fast idle diagram. The diode allows current to flow from the a/c clutch over to the valve. If the fast idle circuit is turned on, then the diode will block any current from the fast idle circuit from going to the a/c clutch.
For EM-4E and EM-4F if you have fast idle option and/or radiator fan relay option:
You can use the PIN 13 green wire input for A/C sensing, and this input will activate the radiator fan relay and can also activate the fast idle relay when the A/C is operating. See the E or F supplement manuals for more information.
This option is not suitable for TP load sensing systems(no MAP sensor), because of the inability to compensate for the extra load on the engine.
17
Optional RPM Relay
RPM.JPG
The rpm switch control option allows the user to select the rpm where switch is activated. This option may be used to switch anything rpm dependant on and off, especially single stage variable valve timing and supplemental induction valves.
To program rpm operation, go to the RPM SWITCH ON AT window in the programmer located to the right of the magnet window. The rpm that you wish to turn the switch on at is selected with one of the four + or - buttons. Below the rpm that you have selected, the switch is in the normal or low speed mode (off), when the rpm reaches the selected value, the relay is activated (on).
Relay wiring is as follows:
Pins 85 to key switched 12 volts.
Pin 87 to the solenoid positive terminal. 16 gauge wire or heavier recommended.
Pin 86 to purple wire coming from the white injector drive harness plug.
Pin 30 can be run to a spare fused circuit. If you don’t have a spare circuit you can connect pin 30 to the battery, but place a 15 Amp fuse in line close to the battery. 16 gauge wire or heavier recommended.
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Optional Radiator Fan Relay
Fuse rating will depend on the current draw of the fan(s). 15 Amp may be fine for most applications. If two fans are used a 20 Amp fuse may be needed.
The EM-4 reads the engine temperature and refers to the programmable points to turn the fan relay on or off. There are two parameters for adjusting the switch point of the fan relay. The two parameters are:
RADIATOR FAN ON RADIATOR FAN OFF
RAD1.JPG
RAD2.JPG
Each has a number beside it that does not correspond to temperature. The lower the value the hotter the switch point, so if you set the values to zero the fan will never turn on.
Important: Your RADIATOR FAN OFF value should be at least 2 or more higher than the
RADIATOR FAN ON value.
Good examples of programmed values:
FAN ON 24, FAN OFF 26. This is ok.
FAN ON 21, FAN OFF 25. This is ok.
FAN ON 21, FAN OFF 23. This is ok.
Bad examples of programmed values:
FAN ON 21, FAN OFF 22.
FAN ON 21, FAN OFF 19.
Due to software protection in this case the fan may turn on, but software will not allow the fan to turn off again. This is to prevent the relay from oscillating, or in other words, switching on and off rapidly causing poor operation, electrical noise and damage to the relay.
Adjusting:
Warm up the engine by driving the car around for at least 30 minutes, longer if in a cold climate. Stop driving the car but leave it idling for about 2 to 4 minutes. Increase the RADIATOR FAN ON value until you hear the fan come on. Watch the engine temp gauge on dash, when it comes back down to normal, then change the RADIATOR FAN OFF value until the fan turns off.
It is safest to start with a higher value, that way the fan will switch on at a colder temperature, so you don’t overheat the engine.
Approximate values for different temperature sensors:
Sensor
GM
Bosch
Ford
FAN ON value
19-25
30-38
27-35
If you change the FAN ON value, make the FAN OFF value 4 higher.
If you need to test the relay and wiring you should set the RADIATOR FAN ON value to 254 and the
RADIATOR FAN OFF value to 255 and the relay should be on and the fan should be running.
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End of installation section.
20
General system information
EM-4 Reset
Any time that the power is shut off or interrupted to the EM-4, or if interference prevents the software from running properly, the EM-4 will automatically perform a reset. This takes about 0.5 seconds.
When this happens, the SDS EFI startup screen will appear in the LCD window. Reset can also be caused by the switching of high current devices such as electric pumps, motors or solenoids. These devices cause high voltage spikes that are difficult to filter. Filtering can sometimes be successful if a rectifier diode is placed across the offending solenoid, motor etc. The striped end(cathode) of the diode should connect to the (+) terminal and the other side of the diode to the (-) terminal.
Shutting off Power and Memory
Programmed values are stored in the EM-4 microprocessor in EEPROM memory which holds the values in memory when power is turned off. As soon as you change a value with the programmer, it is permanently changed and stored in EEPROM memory. Disconnecting the vehicle battery will have no effect on the SDS system.
Disconnecting the LCD Programmer
Set the VALUES LOCK to the ON position before disconnecting the programmer. It is also a good idea to shut off the engine before unplugging the programmer. No data will be lost. Data is stored in the EM-4.
Injector Drivers
Drive transistors may be triggered in ones, pairs, threes or fours depending on application. SDS is a non-sequential system like many OEM systems used in the 80’s and early 90’s.
Staged Injection Option
Staged injection is available for Wankel and 4 cylinder engines only. Staged injection allows your engine to run on one injector per cylinder (or rotor in the case of Wankel engines) at low load and two injectors at high load. The point of switching is preset and is non-programmable by the user. At a predetermined pulse width of 8 milliseconds for example, the primary injector pulse width would be halved to 4 milliseconds and the secondary injectors would also be brought on line at 4 milliseconds.
As such, no special programming is required.
It is important to have injectors of the same flow rate in both locations so that there is no bump in the fuel curve. Throttle bodies and intake manifold must be arranged so that air is always flowing past all of the injectors all of the time.
Injector harnesses are marked for primary and secondary if this is important on a particular system.
Air Temperature (AT)
The air temperature correction map is pre-programmed when delivered, and is not normally user accessible. It provides an absolute density correction relating to cues from the air temperature sensor. AT is displayed in GAUGE mode.
Mixture Knob (KNOB)
The mixture knob controls the overall mixture across all ranges. In effect, it adds or subtracts a percentage to the injector pulse width. From the straight up or 12 o’clock position, the mixture can be leaned roughly 50% by turning the knob fully counter clockwise or 50% richer by turning it fully clockwise.
The knob is very useful in determining a rich or lean condition. It is important to leave the knob in its final position once programming is complete. Precise return of the knob to an exact position can be noted in gauge 2 mode under KNOB. A +%, 0, or -% indicates rich, neutral or lean position. The knob
21 may be disconnected if desired. This will leave the setting at 0%, so it is important to complete proper programming with the knob at 12 o’clock if the knob is to be disconnected.
A common use for the mixture knob is to quickly adjust the mixture richer or leaner for running on the dyno. Then you can see if there is a gain or loss in power. If you found for example, that the engine gained power with the knob at +5% richer, then next step would be to add 5% to the RPM FUEL values in the rpm ranges where the power was higher. Then you can adjust the knob back to 0%.
Tach signal
Some external data loggers or tachometers may require a 5 volt tach signal. A 5 volt tach signal is available at pin 12 on the main harness connector. No wire is installed at the factory, but a wire can be added. Remove the screws holding together the plastic DB connector cover. Solder a 20 or 22 gauge wire onto pin 12 to connect to the external device needing the signal. Diagram shows location of pin12. Pins are numbered on plugs, but are often difficult to read. Note: This signal is not available on EM-3 models.
System electrical current draw
EM-4 ecu: 70mA no relay options.106mA with 4 relay options active.
EM-4F coil pack current draw 4cyl, 3.2amps @ 6000 rpm. 6cyl, 3.2amps @ 4000 rpm.
Injector current, 4cyl high impedance 2.2amps @ 80% duty cycle.
Injector current, 4cyl low impedance 3.6amps @ 80% duty cycle.
LCD Programmer
The programmer allows you to access all points within each parameter and change values to program to the system. When powered up, SDS EFI should appear in the LCD window. From here, parameters may be called up by pressing the right or left parameter select buttons (< or >). As each parameter is gone through, the next parameter will appear in the window.
Parameters will appear in the programmer window in the following order from left to right:
GAUGE 1
GAUGE 2
GAUGE 3
GAUGE 4
TACH 1/0(D only) or MAGNET SEEN/NOT SEEN (E, F only)
LEAN WARNING
A/C FAST IDLE or NITROUS RETARD (E, F only)
PIN 13 INPUT (E, F only)
O2 TYPE (standard or wideband)
IDLE FUEL AMOUNT
IDLE TP LOCATION
RADIATOR FAN ON
RADIATOR FAN OFF
FAST IDLE SWITCH
RPM SWITCH ON AT
FUELCUT BELOW TP
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FUELCUT/RPM
FUELCUT/MANPRESS
VALUES LOCK ON/OFF
CLOSED LOOP ON/OFF
CL LO RPM LIMIT
CL HI RPM LIMIT
CL MAP LO
CL MAP HI
KNOCK MAX RPM (E, F only)
KNOCK SENSE (E, F only)
KNOCK RETARD (E, F only)
MAGNET POSITION (E, F only)
START CYCLES
START 32 points
RPM IGN (E,F only) 38 points
IGN RET-ADV/LOAD (E,F only)
ENGINE TEMP 32 points
MANIFOLD PRESS or TP
38 points
64 points
64 points
RPM FUEL
ACC PUMP SENSE
ACC PUMP LO RPM
ACC PUMP HI RPM then, back to GAUGE.
The parameters will automatically loop back to the opposite end upon reaching one of the end selections. By holding down either the right or left parameter select buttons for more than 2 seconds, ranges will advance at the rate of 8 per second until the button is released at the desired location.
The << button advances left at 20 frames per touch and can be held down for extremely fast scrolling.
Within each parameter, there are a number of ranges with a corresponding value number beside it.
This value number is the one that will be changed to alter the injector pulse width. ie. RPM FUEL
5250, 57. RPM FUEL is the parameter, 5250 is the range and 57 is the value. The value number may be any number between 0 and 255 on most parameters, however some parameters have limits.
The larger the number, the more fuel will be injected at that parameter and range.
To change a value, use one of the 4 buttons labeled +1, +10, -1, -10. Each button will change the value in the window each time it is depressed by that amount. IE. With a 57 in the window, Pressing the -10 button once will change the value to 47. The +10 and -10 buttons should only be used for quick, radical adjustments. Again, by holding down these buttons for more than 2 seconds, values may be changed quickly to the desired figure. Don’t play with these unless you want to change the value.
The VALUES LOCK feature must be selected OFF in order to adjust any values.
Gauge Modes
Calling up the gauge modes allows you to see in real-time, the sensor inputs to the EM-4. This is useful for diagnosing sensor problems as well as programming. If you encounter a strange problem or misfire, always select the gauge modes first to see if everything makes logical sense.
Most problems can be quickly diagnosed here if you understand the system. Gauge modes update at approximately twice per second.
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Gauge1 mode
If you are in any parameter in the LCD Programmer you can push the GAUGE button to jump to gauge1 mode. Push the GAUGE button again and the programmer will jump back to the parameter that you came from.
Gauge1 mode can be accessed by pressing the gauge button once.
Gauge1 mode: Manifold pressure Engine temperature
Engine RPM’s
G1.JPG
Air temperature
MP displays engine vacuum in inches mercury on normally aspirated engines. On turbo and supercharged engines MP displays vacuum(inHG) and boost(PSI) on turbo engines. When on boost there will be no sign preceding the MP reading. The MP reading will change to ERR if the map sensor loses its connection on the ground or power wires. If you see ERR check the connector at the sensor and also check the wires for breakage The sensor may have failed also. ET and AT are engine and air temp readings which will also read ERR if the circuit is broken. For MAP and temp sensors, ERR will stay displayed even if the fault was momentary. You can attempt to clear ERR by pressing the
+10 button when in Gauge1 mode. If the ERR clears, then the problem was intermittent, and if the
ERR stays displayed then there is a problem such as a broken wire or damaged sensor.
Gauge2 mode
Gauge 2 mode can be accessed by pressing the right button (>) once when in gauge 1 mode.
Gauge2 mode: Mixture knob Acceleration pump
Injector duty cycle
G2.JPG
Ignition timing(E&F only)
AP indicates the acceleration pump feature which adds extra fuel as the throttle opens. AP should read zero when the throttle is steady. The AP number should increase above zero as the throttle is opening. If AP reads a value higher than zero when the throttle is stable the throttle position sensor may be faulty.
If you need to get to gauge2 from any parameter you can do the following. Push GAUGE, then the > button to get to gauge2, then the < button back to gauge1, then push GAUGE button to return to the previous parameter.
IGN ( only on E & F models ).
IGNBTDC.JPG
A negative sign indicates that the ignition timing is before TDC. Ignition is normally BTDC.
IGNATDC.JPG
A positive sign indicates that the ignition timing is after TDC. If timing is after TDC then ignition programming could be wrong, or the knock sensor could be too sensitive, or knock sensing could be sensing engine noise. Having ignition timing after TDC will cause major loss off power and possible engine damage.
Duty cycle (DUTY) refers to the amount of time that the injector remains open in relation to how much time is available at that rpm before the next injection cycle begins. If the DUTY % reading is higher than 100% while at wide open throttle and the mixture is lean, then larger injectors are required.
If the engine is missing or running rough check DUTY for unstable readings. This may mean a bad
24 sensor or wiring or a bad value programmed. DUTY could read above 100% if the system is programmed too rich.
The maximum continuous duty cycle should never exceed 85%.
If any fuel cut parameters are met, then fuel will be cut off from the engine and the duty display will show CUT RPM, CUT TP or CUT MAP to let you know which one caused fuel to be cut off.
Gauge3 mode
Gauge3 mode is accessed by pressing the right button (>) once, when in Gauge 2 mode.
Top line displays battery voltage and throttle position (TP).
Second line displays either O2 voltage or A/F ratio is displayed, depending on which type of sensor is selected under the O2 TYPE parameter. For standard O2 sensor, voltage is displayed, and if connected to a wideband meter, the A/F ratio is displayed in increments of .2 .
Guage3 mode: Battery voltage Throttle position
A/F ratio or O2 voltage
G3V14.jpg
Gauge4 mode
Gauge4 mode is accessed by pressing the right button (>) once, when in Gauge 3 mode.
This gauge mode displays the most popular engine information on one screen. Manifold pressure,
RPM, O2 voltage(or A/F ratio), and ignition timing.
Guage4 mode: Manifold Pressure Ignition timing
Engine RPM’s A/F ratio or O2 voltage
G4V16.jpg
For more information on these functions, consult the section on Diagnosing Sensor Problems.
Retro-fit/software upgrade situations
EM-3 models: A V17 upgrade is not practical for EM-3 models, since the only addition is the Launch
Rev limiting feature, which cannot be used in the EM-3. For ease of software management at SDS, we may produce V17 for the EM-3. V16 upgrades will remain available for the EM-3, for those who wish to upgrade. EM-3’s do not have an auxiliary transistor option, so these must use the RPM output for check engine light operation.
EM-4 models shipped prior to April 23, 2007 do not have an auxiliary output transistor installed to drive the check engine light output. This could be added if the ecu is sent back to us. But there is an alternative; The EM-4 has the ability to use two different output terminals to drive the Check Engine
Light. In software upgrade situations the RPM relay output can be used, however if the RPM output is used for RPM relay purposes, then you must add the auxiliary transistor driver or send the ecu back to us for this to be done.
The Lean Warning feature can function in all EM-4 and EM-3 computers since this is only a software change. The only requirement is an O2 sensor connected.
End of general information section.
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SDS Fuel Tuning
Important programming and tuning tips
1. If you have a system that uses throttle position for load sensing (no MAP sensor) then skip ahead and read the Throttle Position section before tuning the RPM FUEL values.
2. CLOSED LOOP should be turned OFF, and it is normally off when shipped from the factory.
3. We highly recommend using a mixture meter to aid in tuning.
4. Mixture meters do not read properly until the oxygen sensor gets up to 600 deg F. Unheated O2 sensors (1 wire) do not get hot enough at idle, so run the engine under load for at least 1 minute.
Heated sensors (3 & 4 wire) may work at idle after a few minutes of idling. If the engine has no muffler, O2 warmup may take longer.
5. Let the engine reach full operating temperature before fine tuning any MAP, TP or RPM values. If you try reprogramming while the ECU is still adding extra fuel for warmup, you are wasting your time and getting off track.
6. You must vary only one parameter at a time and observe the meter. If you change rpm and MAP, you don't know which parameter is affecting the air/fuel ratio. Hold MAP constant and vary rpm or vice versa, never both.
7. Make absolutely sure that fuel pressure is staying where it should, that all injectors flow the same volume, have good patterns and that injectors and pumps have sufficient flow rates to feed your engine at full power. No amount of programming will fix inadequate fuel flow caused by a mechanical problem.
Use caution at full throttle/high boost with severe misfiring. You can melt the pistons if the mixture is too lean. Always go richer first with the knob to see if the misfiring gets worse.
The fuel tuning has been written in the sequence that we recommend tuning the system. RPM FUEL first, followed by Manifold Pressure (or Throttle Position), Acc pump, Engine Temp, Start, closed loop and fuel cutoffs/limits.
The amount of fuel injected by the EM-4 is determined by the values in rpm fuel, manifold pressure(or throttle position), acc pump, engine temperature, start, air temperature. Once, the engine is at full operating temperature the main values that determine the fuel mixture are RPM FUEL and Manifold
Pressure. Most of the Manifold Pressure values can be left at their factory settings when the RPM
FUEL values are set properly. RPM FUEL values are where programming should begin.
Dyno Tuning
Whether you use a chassis or engine dyno, we have found the easiest way to tune is to do a baseline run with the mixture knob at 0%. On turbo engines, turn the boost for initial runs to the minimum possible. Back out of the throttle if the meter shows a bad lean condition or if any severe misses are encountered. If the engine will make it up to redline on the baseline run, do the next pull at +10% on the knob. You can now superimpose the two torque curves to see where you picked up or lost torque due to the richer mixture. Keep richening the mixture in 10% increments until torque drops off from the previous run. Note where in the curve that the gains and losses were evident. Now you can fix the peaks and valleys with the programmer and return the knob to 0% for some stabilized pulls. For quick, full throttle setup, load up the engine at each 1000 rpm break point and keep richening the mixture at that rpm point with the programmer until torque starts to fall off. Adjust for maximum torque at each point. Fill in the 250 rpm steps between each 1000 rpm point with a smooth transition of values. Once the engine is tuned well at full throttle/low boost conditions, the boost may be slowly increased. Any lean condition now at the higher boost as indicated by the mixture meter or a loss of torque can likely be attributed to improper Manifold Pressure values.
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RPM FUEL rpmfuel14.jpg
The rpm band is divided into 38 ranges, usually 250 rpm apart. This parameter is where the main fuel programming is done in SDS systems . The variables which ultimately determine the RPM
FUEL values are engine displacement, injector flow rate and volumetric efficiency of the engine.
Volumetric efficiency varies with RPM, so as a result RPM FUEL values will vary accordingly. Also if a richer mixture is desired at certain RPM’s then the RPM FUEL value will need to be increased.
Each RPM FUEL window is also used to display captured average O2 sensor readings to aid in tuning the engine. See the O2 logging section for more information.
If you know your injector flow rate then the RPM FUEL CHART will give the approximate RPM FUEL value to enter for your engine. You also need to know the engine displacement to use this chart.
Injector flow rate is in cc’s per minute. If your flow rate is in pounds per hour, multiply by 10 to convert to cc’s per minute. For example a 30 lb/hr injector would convert to roughly 300cc/min. Take your engine displacement and divide by the number of cylinders to get your displacement per cylinder.
Cross your injector flow rate with your displacement per cylinder to find your RPM FUEL value. Enter this value right from idle rpm to redline rpm as a starting point. This chart is applicable for gasoline. If you are using Methanol, double the fuel value in the box. For systems using staged injection with two injectors per cylinder, use the flow rate of only one injector.
The value from the RPM FUEL CHART will often be roughly 20% too high at low rpm’s, and roughly
20% too low at high rpm’s, so it is best to monitor the air/fuel ratio with a mixture meter, then make fine adjustments to get the best mixture at all rpm’s.
If you don’t know the flow rate of your injectors, you could assume a flow rate of around 200 to
250cc/min on normally aspirated engines. On turbo engines flow rates vary, and are usually between
300 to 400cc/min. If you estimate that the flow rate is too high, then the mixture will end up to be too lean, because the RPM FUEL value from the RPM FUEL CHART would be too low. A mixture meter will help when flow rate is unknown, and be careful not to run lean under high throttle and high RPM.
If you find the engine stumbles at medium or full throttle, then this means that the RPM FUEL values are either too low(lean condition) or too high(over-rich), so just keep making adjustments to the RPM
FUEL values until the engine will tolerate full throttle.
RPM FUEL CHART
APPROXIMATE RPM FUEL VALUES vs CYLINDER
DISPLACEMENT AND INJECTOR FLOW RATE
INJECTOR FLOW RATE cc/min
200 300 400 500 600 700 800 900 1000
CYL
300 113 75 56 45 38 32 N/A N/A N/A
400 150 100 75 60 50 43 38 33 N/A
SIZE 500 188 125 94 75 63 54 47 42 38 cc 600 N/R 150 113 90 75 64 56 50
700 175 131 105 88 75 66 58
N/R
800 N/R 150 120 100 86 75 67
N/R
45
53
60
N/R=NOT RECOMMENDED. Important! If using the 3.5 bar MAP sensor, you must multiply the
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RPM FUEL CHART number by 1.2. If using the 5 bar MAP sensor, you must multiply the RPM
FUEL CHART number by 1.66. This is due to required lower manifold pressure numbers for these sensors.
Other tips for tuning RPM FUEL values:
1. It is important to note that the number of injections are doubled when the rpm is doubled regardless of the values entered. See figure 4.
2. Often people have their RPM FUEL values very incorrect and then find themselves having to reslope the entire 64 manifold pressure values, which can lead to further problems. When the RPM
FUEL values are setup correctly the majority of manifold pressure values can be left unchanged, thus greatly simplifying tuning of the engine.
3. If you double the RPM FUEL value, then this will double the pulse width of the injector pulse. If you wanted to make the mixture 10% richer then you could simply add 10% to the RPM FUEL value, so if the RPM FUEL value was 80, and is then changed to 88, this would add 10% more fuel to the mixture.
Figure 4
Startup Procedure
Make sure that fuel at the correct pressure is present at the injectors. Turn on ignition and computer power. Crank the engine, rotate mixture knob while cranking. If engine does not fire, see troubleshooting section. You may also have to increase the START values to get the engine to fire, especially if you have small injectors(less than 30lb/hr or 300cc/min).
Once the engine is running, use the mixture knob to get a smooth idle. Let the engine warm up to normal operating temperature. Once warmed up, attempt to set the knob near the center position (12 o’clock). To do this will most likely require adjustments to the RPM FUEL values. If the knob is on the rich side of 12 o’clock, the RPM FUEL values are too low and vice versa.
On E and F systems, you must set the MAGNET POSITION parameter as soon as the engine is idling smoothly before performing any other adjustments. Refer to your E or F supplement manual.
Fine tuning RPM FUEL values
To get the best compromise programming setup for your application, you will have to decide which areas are of most importance. If you have a race engine, usually fuel economy and emissions are of less importance than maximum power, so you can setup the A/F ratios to be around 12 to 1 everywhere. On a performance street engine, both power and economy are usually important and emissions may be as well.
Tuning may be done on a dyno or driving the vehicle. Dyno tuning is preferable when maximum power is paramount, as this allows the quantitative measurement of increases or decreases due to both ignition timing and air to fuel ratio changes. Fuel economy and throttle response parameters are best tuned by driving the car on the road, and most street cars can be safely tuned on the street with the aid of the meter.
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Accidentally running lean at full throttle or high boost would be harmful to the engine. The engine may run pretty smooth even though the mixture is too lean, but there would be loss of power from the lean condition. Try turning the mixture knob richer and if you find the power picks up then you will need to increase the RPM FUEL values.
RPM FUEL values are best adjusted when the engine is under load. On naturally aspirated engines you should have about ¾ or full throttle when setting the RPM FUEL values. For turbo and supercharged applications it is safest to turn down or minimize boost to less than 7 psi to adjust RPM FUEL values.
Increase or decrease the RPM FUEL values so that the Air/Fuel ratio is around 12.5 or 13 to 1 at all RPM’s. If you have an SDS mixture meter, you should see either one or both LED’s lit as shown below:
If at ¾ to full throttle you see the mixture meter in any of the yellow LED’s(see below) at any RPM’s then increase the RPM FUEL values at those RPM’s until the meter reads as shown above.
Fuel mixture is too rich
LED mixture meters do not give an accurate reading in the rich region of operation, so it is difficult to know how rich the mixture actually is. One method is to use the mixture knob to lean the mixture slightly and then check the mixture meter for a lean reading. If you have to turn the knob more than
30% lean to see a lean reading on the meter, then this will tell you that the mixture is quite rich.
If you entered RPM FUEL values using the RPM FUEL CHART, this value may be too high at some
RPM’s, so you may want to try lowering the RPM FUEL values where you do not need to have a really rich mixture, then watch the mixture meter to observe any lean indication. If a you see the mixture outside of the green and into the yellow at ¾ to full throttle, then you should add about 15% to
20% to the RPM FUEL values in those ranges you see are lean.
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O2 Logging
This is a great feature in SDS for capturing the air/fuel ratio in each RPM range. Logged readings are stored in RAM memory and are then displayed in each RPM FUEL range window, which makes tuning easy. If you see that the O2 logged reading is too rich or lean in a range, then you can change that rpm fuel value.
Logging with WMS wideband or Standard O2.
O2 logging requires that the SDS gray wire is connected to either a standard heated or unheated O2 sensor, or for best results, a wideband O2 meter. Several brands are, see below. A standard O2 sensor will work adequately, but standard O2 sensors do not give accurate readings in the rich region, and only O2 voltage is logged, not air/fuel ratio.
O2 TYPE
This is for selecting which type of O2 sensor. Proper selection is important in order for closed loop and O2 logging to operate properly. Press +1 or -1 to change to the type that you have.
There are four selections with for O2 Type:
1. “NONE” Select this when the SDS gray wire is not connected to an O2 sensor.
2. “Standard” is for conventional type of O2 sensors, heated or unheated.
3. “WIDE WMS 0-5V” for Western Motorsports wideband O2 meter.
4. “WIDE AEM 0-5V” for the AEM and PLX wideband meters.
Other brands:
Autometer: Use the AEM setting. The meters output will need to be defined. In the autometer gauges setup, set bgd range lo to 10.0, and bgd range hi to 18.0 .
LM-1/LC-1 Innovate: Use the WMS setting. In the Innovate software you will need to define settings for the analog output. Enter 0.5V at AFR 10:1, and 4.5V at AFR 20:1.
Note: When O2 Type is set to STANDARD, O2 logging, Gauge3 and Gauge 4 modes will not display
A/F ratio, but instead will display O2 voltage.
How O2 logging works
O2 logging begins automatically whenever the throttle position is greater than position 20. There is nothing to turn on or enable. Use Gauge3 mode to see the current throttle position.
As the engine enters each new rpm range, several samples of O2 voltage are taken and the average of these samples are held in RAM memory in the processor. Then, as you scroll through the RPM
FUEL values, the logged readings are displayed on the right hand side of the LCD programmer display.
Tips for best use:
Keep the SDS programmer out of the gauge modes if possible. Guage modes consume processor time and may cause some missed data in a few rpm ranges during a run through the full rpm operating band.
The engine should be warmed up to normal running temperature before observing results.
O2 logging will work well if the O2 sensor is placed within 3 feet/1metre of the engine. Placement further than this may cause delayed readings and RPM fuel values affecting the O2LOG reading in the next highest RPM range, but logging will still be useful.
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Throttle should be held quite stable to give repeatable accurate results, since unsteady throttle will trigger the ACC PUMP feature, which adds extra fuel.
O2 logging should be done in 3 rd or 4 th gear so that RPM's are not increasing too rapidly. O2 logging may not occur if engine rpm's increase too rapidly, so logging in neutral, 1 no data logged due to very quick engine acceleration.
st and 2 nd gear may result in
On the first attempt of O2 logging, ranges that are not logged show --. in the display(wideband) and
.0V(standard O2). Old data will remain in the computer until it is overwritten by new data, and if not enough samples are gathered in any particular rpm range, then old logged data will still be displayed from a prior run.
Remember to view O2 data before turning off the engine, since O2 logged data is only held in RAM memory, and will be lost when power is shut off to SDS.
Erasing logged O2 data:
Pressing the –1 button on the programmer while in Gauge1 mode will clear all O2LOG data. Best to erase logged data before doing another run.
Correcting the mixture using a wideband meter:
If O2LOG readings are leaner than 14.0 at full throttle and or high RPM, then fuel numbers(rpm fuel or manifold pressure) should be increased to richen the mixture.
Once O2 data is logged, the Air/Fuel ratio is likely not what you desire, so changes must be made.
Simple math using the following formula will give a correction factor to get the desired Air/fuel ratio.
Correction = Logged A/F divided by desired A/F
Example #1: At 3250 RPM say, we have an RPM FUEL value of 108. The O2LOG shows an A/F ratio of 14.7, but we would like to make the A/F ratio 13.5.
Correction=14.7/13.5
Correction= 1.09.
Now we multiply the RPM FUEL value by 1.09.
108 x 1.09=117.7. Round off to 118.
Example #2: At 3250 RPM say, we have an RPM FUEL value of 108. The O2LOG shows an A/F ratio of 12.5, but we would like to make the A/F ratio 13.5.
Correction=12.5/13.5
Correction= 0.93
Now we multiply the RPM FUEL value by 0.93.
108 x 0.93=100.44. Round off to 100.
With a wideband sensor, best power will occur with an A/F ratio of 12.5:1 to 13.0:1.
Correcting the mixture using a standard O2 sensor: Testing with a single wire GM O2 sensor shows maximum power with O2 voltages of approximately .76 or higher. If O2 logged voltage is less than
.60V then fuel values should be increased. Logged voltage of .50 is equivalent to 14.7 A/F ratio, so to arrive at a 13.0 A/F you can multiply the fuel value by 1.13.
On turbo engines: RPM FUEL values should be adjusted at lowest boost pressure setting. If you then raise boost to higher pressure, and need to change the A/F ratio, you can multiply the correction on the MANIFOLD PRESSURE fuel value instead of RPM FUEL, so this way you only affect mixture at these higher boost pressures.
Lean Warning
This feature allows some protection against a lean condition at higher throttle openings. You must
31 have an O2 sensor or wideband meter that has an analog output connected to the SDS main harness gray wire for this feature to operate. This feature may not be reliable with leaded fuels since they affect operation of O2 sensors. If enabled, the system will monitor the O2 sensor voltage, and when throttle position is 35 or higher, and if the mixture is leaner than approximately 14 to 1 for 2 seconds, then an ERR message will be displayed in Gauge3 and Gauge4 modes in place of A/F or O2 volts.
Also this will turn on the check engine light output on the ecu. The ERR message and check light remain until you manually clear them by pressing +10 while in Gauge1 mode. The ERR message and check light also clear when SDS is powered down.
There are 3 settings for this parameter:
1. Disabled. Correct setting when no O2 sensor is connected to the SDS ecu.
2. Enabled. Turns on Check light, and displays ERR in Gauge modes. Does not add fuel.
3. Enabled + add fuel. This does the same as the Enabled setting, plus when the ERR occurs, 25% will be added to the fuel mixture above throttle position 35. This may help prevent engine damage by allowing the tuner time to acknowledge the problem and close the throttle. To clear the ERR message press +10 while in Gauge1 mode, then this will remove the extra 25% fuel. Then further tuning or troubleshooting should be done.
Below shows the ERR message in either Gauge3 or Gauge4 modes:
If you see the message “ Off. See O2 Type!
”, then you need to check another parameter O2 Type, and change it’s setting for the type of O2 sensor or wideband meter connected. The Lean Warning will not function if O2 Type setting is “NONE”. This should be obvious.
Manifold Pressure(MAP) (MANIFOLD PRESS or MP)
MP.JPG
There are 64 programmable ranges in the manifold pressure chart for adjusting fuel. Data in the manifold pressure chart determines the relationship between vacuum and boost and the amount of fuel injected. Standard EM-4 systems have a negative sign preceding all vacuum numbers in inches of mercury, all boost numbers are in psi and have no sign in front of them. There are 5 different MAP sensors used with the system which cover a different range of pressures. All units are preprogrammed with a standard MAP value chart depending on the MAP sensor used. These values should be close, so most initial programming is usually done on the RPM FUEL values. MAP values generally increase in a linear fashion as manifold pressure increases.
The more open the throttle is, the higher the manifold pressure, so the manifold pressure values must be higher, so the SDS delivers a longer injection pulse to get more fuel into the cylinder. See the diagram below. By adjusting the manifold pressure values from their default, you can change the mixture of the engine at different pressures to achieve best power or economy.
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Use gauge1 mode to see what manifold pressure range the engine is running in, then use the < > keys on the programmer to move to the range you want, then you can try adjusting the values if desired. Below we will explain different areas of tuning MAP sensor values. These are divided into sections, idle, part throttle, full throttle/low boost, high boost, deceleration.
Idle:
Best to adjust RPM FUEL values first to get the best idle mixture. For the most stable idle you will need a rich mixture as shown below on the mixture meter diagram. If you have a wideband meter a good target mixture for idle is 13 to
13.5. Often times people try to target 14.7:1 for idle mixture but this will give an unstable idle speed. Also don’t adjust fuel numbers because the engine is idling too fast. If the engine idling to fast then adjust the airflow on the throttle plate assembly, then recheck and adjust the RPM FUEL ranges where the engine is idling. Usually keeping
RPM FUEL numbers from 500 through 1250 equal is also a good idea. This will help keep the idle from surging up and down.
If idle still seems a bit unstable, then you may need to also adjust a few MANIFOLD PRESSURE values to improve smoothness. To do this, press the Gauge button to see gauge1 mode, note the MP reading on the top left. Then scroll into the manifold pressure values, just above and below where the engine is idling at, and make the values all equal. We have done this by default around –20” vacuum, but some adjustment might be needed. If the MP fluctuates over more than 3 ranges, you may have to install a .025 to .035 inch orifice in the MAP sensor line.
Engines with race cams which idle between 8 and 15 inches vacuum, may need to use two parameters called IDLE TP LOCATION and IDLE FUEL AMOUNT to set the idle mixture, and have a stable idle. The reason for this is, if you adjust the MAP value for a good idle, that same MAP value may not be proper during part throttle running. Better to adjust the RPM FUEL value and try not to adjust the MAP values in this case.
Normally aspirated engines with less than 12 inches of idle vacuum will be more difficult to tune and might run better if changed to TP load sensing which eliminates the MAP sensor.
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Part throttle:
Best fuel economy can be achieved by slightly lowering some of the MANIFOLD PRESSURE values.
On most engines between about -15” and -8” inches vacuum you can lower the values to improve fuel economy. Use gauge1 mode to see what manifold pressure range the engine is running in. Using an
LED mixture meter you can lower the values until the mixture meter reads in the middle or over to the lean side. If you lower the values too much then the engine may run rough or misfire, then you should then increase the values until the engine runs smooth again. On race engines we recommend a rich mixture at part throttle.
Part throttle in lower RPM ranges with high performance camshaft(s):
Hot cams usually create more engine vacuum just above idle, so tuning may be difficult because adjustments of Manifold Pressure values may also affect idle mixture, so try not to change manifold pressure values by more than 15%. It may be better to change RPM fuel values instead in the lower
RPM ranges to correct the mixture. Getting the best mixture in all operating ranges may not be possible, and a milder cam may be the best solution on street cars.
Full throttle on Normally aspirated/Low boost:
Hopefully the RPM FUEL values were set while in this manifold pressure range, so no adjustments should be needed here. Mixture should be rich here.
High boost/above 7psi:
Mixture must be rich. Some engines may respond really well to a turbo or supercharger and may need the MANIFOLD PRESSURE values increased at higher boost levels. Also at higher boost you may want a richer mixture for maximum power and to help keep the pistons cool. Use of an LED mixture meter is advised for this. If the mixture reads lean then values should increased. You could also turn the knob richer until the engine rich-misfires. This will help verify that the mixture is rich enough. If you have an SDS mixture meter you should see either one or both
LED’s lit as shown below:
Deceleration:
If you wish to shut the fuel off during deceleration, this can be accomplished by entering 1's in the high vacuum ranges of MANIFOLD PRESSURE(usually -24” to
-28”). See the sample fuel values pages. If the engine has bucking or surging while decelerating, then also use the FUELCUT BELOW TP parameter to try to get rid of the surging. It is normal for LED mixture meters to read lean under deceleration, there will be no damage to the engine.
Slowly revving up the engine in neutral:
While this serves no practical purpose, you may desire to make the engine smooth. At higher rpm’s with no load on the engine, the engine will have high vacuum, so under the MANIFOLD PRESSURE values between -25 inches and -22 inches you may need to adjust the values. Just be sure not to mess up the mixture at idle, since idle is far more important. Also don’t adjust the RPM FUEL values just for the purpose of neutral revving the engine. The mixture will need to be rich just like at idle.
Throttle Position (TP or Throttle pos)
This section applies only to systems not using a MAP sensor. If your system uses a MAP sensor then you can skip this section.
In this case the TPS is used to sense load on the engine in place of the MAP sensor. TP load sensing is used only on normally aspirated race engines with very high performance camshafts.
TP values multiplied by the RPM FUEL value results in the primary pulse width, so the more air being admitted by the throttle plates, the higher the corresponding TP value should be.
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Values in the Throttle Position parameter are much less predictable than MAP values, so it is difficult to pre-program a proper set of values for every application. We have a number of steps to follow for successful setup of the TP values.
Step #1
Look at Gauge 1 mode in the top left corner of the LCD. There are the letters TP with a 1 or 2 digit number, which tells you what position the throttle is in. With the throttle closed you should see a TP of somewhere between 2 and 12. When the throttle is fully opened, the TP should be between 45 and
63. If you see a TP of 1 or 64, this means that the throttle position sensor may be hitting the end of it’s rotation and may be damaged, so you should try to reposition the TP sensor body so the TP in gauge 1 does not go below 2 or above 63.
Step #2
Note the TP in gauge1 mode with the throttle wide open. Let’s say for example, that the TP is at position 50. In the LCD programmer scroll to Throttle Position 50, and adjust the value to 100. You should scroll to position 51 through 64 and make them all 100 also. Adjust the 3 throttle position values below wide open (47,48,49 in this example) also to a value of 100. There is not much change in airflow into the engine near full throttle, so that is why these values can all be the same.
Step #3
You can now adjust the values from throttle position 46 and lower. Decrease the Throttle Position value by 2 at each lower position. In this example Throttle Position 46 set to 98, position 45 to 96, position 44 to 94, and continue this trend down to position 32 where the value should be 70.
Step #4
You can now adjust the values from throttle position 31 and lower. Decrease the Throttle Position value by 3 at each lower position. In this example Throttle Position 31 set to 67, position 30 to 64, position 29 to 61, and continue this trend down to position 22 where the value should be 40.
Step #5
You can now adjust the values from throttle position 21 and lower. Decrease the Throttle Position value by 1 at each lower position. In this example, Throttle Position 21 set to 39, position 20 to 38, position 19 to 37, and continue this trend down to closed throttle position. If any values end up below
28 then increase them up to 28. Steps 3 through 5 will get the values roughly setup to allow tuning of the RPM FUEL values, which should be set at wide open throttle.
Step #6
Now it is time to tune the RPM FUEL values. Read the RPM FUEL section carefully and tune all the
RPM FUEL values. Part throttle performance may not be the best even after setting up the RPM
FUEL values, but you can go back into the Throttle Position values at various part throttle locations, and do fine adjustments to get the best part throttle running.
Step #7
Mid-throttle tuning. Depending on the type of race car, you need good part throttle response in a certain RPM range. For example, a road race car may operate from 5000 to 8000 rpm’s, so part throttle running is important in this range. Watch out for lean mixtures.
You should fine tune the
Throttle Position values between about ½ to ¾ throttle for best operation in the above RPM range.
Make sure the mixture is rich.
The values entered in steps 3 through 5 may not be right for ½ to ¾ throttle, since different throttle body configurations and sizes have a significant effect on the throttle position values in the part throttle region.
You don’t have to operate the engine at every throttle position. The quick method is to pick a few different throttle positions to run the engine, and when you have these different throttle position values set correctly, you can fill in the values between the properly tuned positions.
Step #8
Low-throttle tuning. Any vehicle will need to drive around at slow speeds and therefore must run at low rpm’s and low throttle. You will probably need to adjust the Throttle Position values for low speed operation from just above the idle position up to about 1/3 throttle. Adjust these Throttle Position values with the engine running between about 1500 to 3000 RPM.
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Step #9. Final step.
Idle. Since both the RPM FUEL and Throttle position values determine the amount of fuel injected you can adjust either RPM FUEL or the Throttle Position values to adjust idle mixture, but it is best not to get the Throttle position value below a value of 28. If the mixture is still too rich then you can also drop the RPM FUEL values from 500 to about 1500 RPM’s.
IDLE TP LOCATION and IDLE FUEL AMOUNT are disabled to avoid redundant use. They appear as
SPARE/NOT USED in the programmer.
IDLE TP LOCATION and IDLE FUEL AMOUNT
IDLEF.JPG
IDLETP.JPG
For engines with low vacuum at idle but still using a MAP sensor. If you have a stock camshaft in the engine, you should not use these two parameters. Leave them set to NOT IN
USE and skip ahead to the next section.
To set to NOT IN USE press the -1 button in the IDLE TP LOCATION parameter until NOT IN USE appears.
Engines using a MAP sensor that have low vacuum at idle tend to be difficult to get a smooth consistent idle due to fluctuating MAP sensor readings. These two parameters when set properly will allow the system to read the IDLE FUEL AMOUNT value instead of the MANIFOLD PRESSURE value, only when the throttle is closed during idle condition.
Normally the EM-4 is shipped with these features showing NOT IN USE in the programmer. To use these features you need to go to the IDLE TP LOCATION and press the +1 button. Then you will see the number 2 appear. This window is to tell the EM-4 what position the throttle is in at idle. Use gauge
3 mode to see what the TP number is, and then go back to IDLE TP LOCATION and adjust it until it is equal or 1 number higher than the TP number in gauge 3. Make sure the throttle springs are in good shape and that the throttle returns consistently to the same position. Watch gauge 3 mode to check this.
The IDLE FUEL AMOUNT value will now be used in place of the MANIFOLD PRESSURE value, so since TP is completely stable at idle the EM-4 can produce a very constant fuel pulse to keep the idle constant. You can adjust the IDLE FUEL AMOUNT to get the mixture right. The RPM FUEL values also affect the mixture too. IDLE FUEL AMOUNT should usually have a value of about 35 to maybe as high as 50 on engines with radical cams.
Once the throttle is opened up above the IDLE TP LOCATION setting, then the system goes back to reading the MANIFOLD PRESSURE values again.
To avoid an over-rich condition during deceleration or coasting downhill, you should make use of the
FUELCUT BELOW TP settings.
Acceleration Pump (ACC PUMP)
ACCS.JPG
ACCL.JPG ACCH.JPG
ACC PUMP values help give smooth throttle response when the throttle opens. There are three adjustments to make for the acceleration pump. Adjustment should be done when the engine is at normal operating temperature.
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The ACCPUMP LO RPM value controls action from 0 to 1875 rpm. With the engine idling, quickly open the throttle. If the engine hesitates, change the value. If the hesitation is worse, you have changed the value the wrong way. Find the value that gives the best quick throttle response.
Next is to adjust the ACC PUMP SENSE. This is very important just out of the idle range. Set this control by opening the throttle slowly from the idle position. Adjust for the smoothest acceleration. 1 is least sensitive, 8 is most sensitive. Small engines with large throttle plates may require a larger value here as will engines with heavy flywheels.
The ACCPUMP HI RPM setting controls action above 1875 rpm. This parameter is best setup while driving the car in it’s most common rpm operating range. Snap the throttle open quickly. If the engine hesitates, change the value. If the hesitation is worse, you have changed the value the wrong way.
Repeat this procedure until engine response is acceptable.
Acc pump values are generally between 5 and 50 on most applications. The ACCPUMP LO RPM is usually a higher value than ACCPUMP HI RPM.
Engine Temperature (ENGINE TEMP, ET)
ET.JPG
There are 32 ranges under this parameter which determine the amount of extra fuel injected to compensate for a cold engine during warmup. Liquid cooled engines use a water temp sensor and air cooled engines use a cylinder head temp sensor to supply a signal to the EM-4. The function of this parameter is similar to a choke in a carburetor.
You should aim for a 0 value when the engine is at normal operating temperature. Most engines will not require extra fuel after 100-120 degrees F. The values should decrease in a fairly linear fashion from cold to operating temperature then have 0's entered above this threshold. Temperatures can be displayed in F or C.
Some engines like a little additional fuel when hot starting to compensate for hot fuel in the fuel rail due to heat soak back conditions. Extra fuel can be added until water circulation brings the engine temperature below this threshold. If you are doing this be sure to only enter numbers above the engine temps which are in the normal operating range.
As a reference, a value of 127 would add 50% to the pulse width and a 255 entered will double the pulse width.
By flicking back between gauge1 mode and ENGINE TEMPERATURE you can make adjustments while the engine is warming up. Each time the EM-4 updates to a new ET in gauge mode, you can go to that ENGINE TEMPERATURE range in the programmer. Now turn the knob richer and leaner and note where the engine starts to run rough on each side of 12 o’clock. If it runs rough say at 10 and 2 o’clock, you probably have the engine temp values about right. If not, adjust the ENGINE TEMP value at the engine temp displayed currently in gauge1 mode.
Start (START)
START.JPG
Start enrichment is provided for under the START and START CYCLES parameters. The EM-4 reads the signal from the engine temperature sensor, looks up the START value at that temperature range, and injects extra fuel for a certain number of engine cycles after the EM-4 detects crank rotation. This function is activated every time that the engine is started, no matter what the engine temperature is.
However, if there is a zero at the current temperature range, then no extra fuel will be added. START values are critical for proper starting, especially in cold climates.
Injector flow rates will have a large effect on these values. Large injectors will require smaller values on the same engine compared to smaller injectors.
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At colder temperatures, the values are high, tapering off as the engine warms up. At temperatures over 100 ° F or 37 ° C, most engines do not require much extra fuel so the values should be low here although on some engines, hot starting may be improved with some extra fuel to aid flushing boiling fuel from the injectors. Experimentation is required for a satisfactory setup here.
It is best to not open the throttle during cranking, especially in cold temperatures. Opening the throttle will cause a leaner mixture during cranking. The engine needs a rich mixture to start.
Tuning all the START values will take many days and even months in very cold climates. You can usually only tune one value per day, and you will have to wait for colder weather to adjust the colder ranges.
If your system uses TP for load sensing(no MAP sensor), then Start values will need to relatively higher than systems that use a MAP sensor, so if you were to copy Start values from another engine that uses a MAP sensor, the values would likely be too low. This is because MAP systems get a higher Manifold Pressure value when cranking, than a TP system would.
Systems shipped after Oct 6, 2008 will do 1 injection of fuel at key-on, when the Start value is greater than 0 at any temperature. This will improve cold starting. Prior versions to this date, did 1 injection at key-on only when engine temperature was below approximately 15C or 60F.
Start Cycles
STARTC.JPG
The value entered under START CYCLES determines how many engine cycles START enrichment lasts for. This is the number of crank revolutions times 2 on a 4 stroke engine and the number of crank revolutions on a 2 stroke engine.
Some engines require start enrichment lasting a long time, others only require a short start enrichment period. The larger the value under START CYCLES, the longer the enrichment period.
This is adjustable between 0 and 255, but a value of 40 is probably as high as you would ever need, and do not set this below 10, because too low a value will make the START function expire too quickly.
Both START and START CYCLES must be set carefully. If the engine fires immediately at any temperature, the START values are good. If the engine takes a lot of cranking to get running, the
START values may be too low. If the engines starts quickly but then stalls after a few seconds, there are two possibilities; either the START CYCLES value is too low or when the start cycles have expired, the ENGINE TEMPERATURE values are too low. Once the start injection cycles have occurred (usually 3-15 seconds), the EM-4 relies on ENGINE TEMPERATURE values for warmup enrichment. These two parameters should not be confused. The START function is automatically reset after the engine stops turning.
End of tuning section.
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Closed Loop section
See also the O2 logging section for the O2 TYPE selection parameter.
Closed Loop (CLOSE LP or CL)
CL1.JPG
CLOSED LOOP, when turned ON using the programmer, will allow the SDS computer to read the O2 sensor and control the fuel mixture to around 14.7:1, to minimize harmful emissions and extend the life of the catalytic converter. Closed loop may also increase fuel economy. CLOSED LOOP is OFF when shipped from the factory. CLOSED LOOP should be OFF if you are trying to program the system. When CLOSED LOOP is OFF then the SDS system does not need an oxygen sensor connected to the gray wire, and the system runs from the values that are programmed.
To turn CLOSED LOOP ON push the +1 button. The gray wire must be connected to an oxygen sensor for proper closed loop operation. To turn CLOSED LOOP OFF push the +1 button.
Closed loop does not change any of the programmed values that you see in the programmer. Since there is a time delay time between sensing and correction, the air to fuel ratio will continuously fluctuate slightly to either side of stoichiometry (14.7 to 1 A/F ratio). This condition can be seen when using a mixture meter for setup. Holding the mixture close to the stoichiometric range is essential for the lowest possible emissions when the engine is fitted with a catalytic converter. Closed loop operation is not possible with leaded fuels, since leaded fuel will damage the O2 sensor.
Many engines will not tolerate being idled at the relatively lean mixtures associated with closed loop.
Nor will they safely tolerate these lean mixtures at full throttle. For these reasons closed loop mode has rpm and manifold pressure limits. Outside of these limits the EM-4 will switch out of closed loop into open loop (programmed values) mode. Closed loop will not be engaged by the EM-4 until the engine temperature exceeds approximately 35C (95F).
Closed loop low RPM limit Closed loop high RPM limit
CL2.JPG
CL3.JPG
Closed loop low manifold pressure limit Closed loop high manifold pressure limit
CL4.JPG
CL5.JPG
The following limits are programmable: CL LO RPM LIMIT and CL HI RPM LIMIT, which determine where the EM-4 will discontinue closed loop control at. If you select 1500 and 4500 RPM respectively in these slots, closed loop operation will be discontinued whenever the rpm goes above or below these limits. The same thing applies for the manifold pressure limits, CL MAP LO and CL MAP HI.
The engine must operate within these 4 limits or the EM-4 will revert back to open loop.
The O2 sensor will not supply reliable information to the EM-4 when cold (below 600 degrees F). A 3 wire heated sensor will give better results over an unheated one. Software limits prevent the EM-4 from adding or subtracting more than 25% to the primary pulse width in closed loop so it is important that the open loop fuel values are reasonably close to correct for proper functioning of the closed loop control.
Closed loop operation in most OE applications is generally limited to cruising conditions. Never program in limits corresponding to high power, high rpm conditions, since this will cause a loss in power and possible engine damage due to lean mixtures . A lean stumble is often apparent when the engine is unhappy about running in closed loop. Limits should be set to avoid these conditions. A mixture meter is highly recommended for system setup.
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As stated before, many engines will not idle smoothly in closed loop mode. We recommend as a rough guideline, setting the CL LO RPM LIMIT no lower than 1500 rpm and the CL HI RPM LIMIT no higher than 70% of the redline rpm limit. Likewise, closed loop manifold pressure limits should preclude the low vacuum idle conditions as well as the high throttle ones. Set the CL MAP LO limit 3 to 5 inches above the normal idle MAP value and the HI limit around -5 inches for naturally aspirated engines and from -5 to 2 psi boost on turbo/super charged engines.
In CLOSED LOOP ON/OFF mode, ON/OFF is selected with the +1 and -1 buttons. In the other 4 CL modes, the +1,-1 buttons are used to select the HI/LO points which will be in the same graduations as your RPM and MAP ranges. Always leave the closed loop off if no O2 sensor is connected and always leave closed loop off until all normal programming is completed.
End of closed loop section.
Fuel cutoff, Rev and boost limiting
RPM and boost limiting in SDS are very harsh and sudden compared to “soft” rev limiters in other systems, so it is not recommended that you constantly hit the rev and boost limits with SDS. These limits are intended for the odd occasion where you miss a shift, or a malfunction on the engine or drivetrain occurs.
FUELCUT/RPM
FCUTRPM.JPG
This will limit the RPM’s of the engine by cutting off fuel if the engine attempts to rev 125 rpm’s higher than the setting. For example if the FUELCUT/RPM was set to 8000, then fuel would cut off at exactly
8125 RPM’s. Adjustments are in 250 RPM increments.
FUELCUT/MANPRESS
FUELCMP.JPG
This will limit the amount of boost to protect the engine from over-boosting resulting from a malfunctioning wastegate etc. For example, if you are running around 10 PSI boost you should set this parameter to around 12 or 13 PSI, so the engine will not hit the limit under normal conditions.
Factory setting is NO CUT which disables this feature, so it will not affect the system. If this parameter is adjusted to high vacuum range it can cut off all fuel causing a no start condition.
FUELCUT BELOW TP
FCUT.JPG
This parameter is used to cut off fuel when coasting with the throttle closed. It is in operation only when the engine is above 2000 rpm and a TP value is entered in the window. When it is set to NO
CUT the function is disabled. A value of between 2 and 20 can be entered. The + and - buttons are used to select the desired value. If you plan to use this function, we recommend that you verify your closed throttle TP by selecting Gauge 3 mode. With the throttle closed, it will display your closed throttle TP setting here. If this is 5 for instance, you would probably want to enter 5 or 6 in your
FUELCUT BELOW TP window. The advantage of using this parameter to shut off fuel when coasting over a MAP fuel cut is that there is no hunting and surging as the MAP fluctuates near its cutoff limit.
Shutting off fuel during deceleration saves fuel and reduces emissions.
Launch Rev Limit
This is only available on “E” and “F” models. See the “E” and “F” supplement manuals.
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Values Lock
VALL.JPG
This feature allows you to lock out the programmer function to prevent accidental changes to your values. To lock your values, select VALUES LOCK window in the LCD programmer. The +1 and -1 buttons are used to select it to the ON or OFF position. When you are done programming for a while or plan to disconnect the programmer always engage VALUES LOCK ON. You cannot program the system with VALUES LOCK ON selected.
End of limits section.
RPM, MAP, Fuel Flow, Duty Cycle, Injector concerns
If your mixture still leans out under high power conditions no matter how large your MAP and RPM values are, the system is not at fault. Check for fuel delivery problems. Check the duty cycle first in gauge 2 mode at full power. If it's over 100%, you have a problem with the injectors, pump or regulator. If your fuel pressure does not keep up with demand, the engine will not run correctly no matter how you program the system. If your injectors are too small, the same thing applies. At full throttle and high rpm, the mixture should be fairly rich with one of the green LEDs lit: If your values go all over the place with huge steps or deviations, you are probably doing something wrong. Most well mapped engines have smooth transitions from one step to the next. Look at the sample maps in your manual. If you are really stuck, fax us your values, and we can usually suggest some constructive changes.
Changing injector flow rate
If you have your system fully programmed, and then change to injectors with a different flow rate, then some values will need to be changed using the programmer. For example if you had 24 lb/hr injectors and changed to 50 lb/hr injectors, the RPM FUEL, START and ACCPUMP LO RPM AND
ACCPUMP HI RPM values would all need to be about half as much. ENGINE TEMP may need only very slight adjustments, since ENGINE TEMP values basically just add a percentage amount to the main injector pulse width. You should try to leave the MANIFOLD PRESSURE values unchanged.
Try to stay with the same injector impedance. If injector impedance is different, you will need to make changes to the wiring, and will need to add a resistor pack if changing to low impedance injectors from high impedance injectors.
End of concerns section.
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Troubleshooting
Check Engine Light
Software in the EM-4 can detect some but not all problems with the following sensors:
MAP sensor: Power or ground connections, broken or intermittent.
Engine and air temperature sensors: Open or short circuit.
Hall sensor/RPM error problem: Caused by missed magnet or vibrating hall sensor mount.
Low battery voltage: If below 12.5 volts, will turn on the LED.
Lean warning: If lean mixture occurs at high throttle for 2 seconds.
Check Gauge modes for “ERR” readings to see which sensor has a problem.
RPM, temperature, map sensor errors, even if occuring for a very short period of time, will leave the check engine light turned on so the user can see there was a problem. You can attempt to clear the error and light by pressing the +10 button in Gauge1 mode, and if the light stays lit, then the problem still exists. If the light turns off, then the problem may be intermittent and you should check electrical connections at the faulty sensor, or check hall sensor alignment if gauge mode shows an RPM ERR message.
Low battery voltage will not lock the light turned on, instead the light will turn off when the battery voltage goes above 12.5 volts. It will be normal to have the light turned on while the ignition is turned on but the engine is not running, since battery voltage is around 12.3 volts.
Some problems cannot be detected such as MAP sensor broken signal wire, however this may be added in the future. Just because the LED is turned off doesn’t mean everything is good with the system. SDS cannot detect faulty O2 sensors. SDS cannot detect all sensor problems.
Symptoms
Water entering the computer seems to be a very common problem. Remove the lid of the EM-4 and inspect the inside for water, or corrosion. Water, which has dried, leaves a white residue on the circuit board. Water may still be present under or inside connectors, which will cause random symptoms and running problems. The EM-4 may operate fine once dried out or may need to be sent for repair.
The three gauge modes permit monitoring of the primary sensor inputs to the EM-4 in real-time. Rpm should be stable, agreeing with the factory tach. Spurious rpm readings usually indicate ignition or triggering interference, or a hall sensor problem on E&F models.
Manifold pressure should increase as the throttle is opened at a given rpm. On TPS(no MAP sensor) systems, opening the throttle should increase the TP number. The TP number should not change if the throttle is not moving.
Engine and air temps should roughly agree with the ambient temperature if the engine has been shut down overnight.
Switching to gauge 2 mode allows you to monitor the mixture knob position. It should read 0 at the straight up position. You should be able to get the reading to change from -49% to +49% by turning fully to both stops.
In Gauge2 mode, acceleration pump operation is verified by snapping the throttle open. The AP number should rapidly increase until movement is stopped then the number should rapidly decrease to 0 again. The AP number should always be 0 unless the throttle is being moved. Rough running and a fluctuating TP or AP reading without throttle movement indicates a TPS problem usually.
When encountering problems which can be identified to be linked with a specific area or function, always go to that section in the manual first and re-read it.
42
Engine will not start:
1. Check FUELCUT/MANPRESS parameter. Should read NO LIMIT.
2. Try turning mixture knob richer while cranking. START values might have to be increased.
3. Check all connections on EM-4 main harness, ignition.
4. Check both ground wires from EM-4, one from main harness and one from injector drive harness.
5. Check MP reading in gauge1 mode. If between -26 to -29 then check MAP sensor connector for broken wires, or bad contact in the terminals. Try new MAP sensor
6. Check for +12V to injectors while engine is cranking.
7. Check if the programmer goes blank during cranking. If so, then move EM-4 red wire to a different source for +12V.
8. Check battery voltage. Should be at least 10 volts while cranking, and 11 volts when not cranking.
9. Check for spark.
10. Check ignition timing while engine is cranking.
11. Check if the fuel pump is running.
12. If fuel pump relay is used, check connections.
13. Check for fuel flow out of regulator drain to return of fuel tank.
14. Check for injectors clicking.
15. Check FUELCUT/RPM parameter. Should read NO LIMIT, or a high RPM.
16. Check camshaft timing.
17. Distributor out of position.
18. D systems, green wire not connected or may not be getting a proper tach signal.
19. D systems, if Multi-spark ignition is used then SDS green tach wire must connect to the multispark unit’s TACH terminal or wire, not to the coil negative terminal.
20. E & F systems check hall sensor gap and alignment with magnets.
21. If using a noid light, make sure all of the injector plugs are unplugged from every injector. Better to check +12v supply to injectors and check grounds on ECU. Use noid lights as a last resort.
LED noid lights are much better than incandescent.
22. It is highly unlikely that there is a problem with the EM-4, since many ECU’s in the past have been returned with “no fuel” symptoms, but they work just fine, so check all of the above carefully.
23. Engines originally equipped with Bosch type mechanical airflow meters as shown here, typically control the stock fuel pump relay .
When you remove these airflow meters, your fuel pump will no longer operate.
Two of the wires going to the meter are connected to a switch in the meter that completes the relay circuit when there is air flow. You can identify the two wires using an ohmeter by probing two terminals on the meter and opening and closing the flap in the meter. Once the two terminals are identified then you can cut and connect the two corresponding wires on the harness. Toyota, Mazda, Ford, BMW, Nissan, Datsun and others use these type.
Will not rev up or has Miss:
1. Check ACCPUMP values. May be too high.
2. Check AP number in gauge2 mode. Should be zero when throttle is stable. Check this with engine running. May only show up at certain RPM’s.
3. Check for leaking fuel pressure regulator diaphragm. If fuel in vacuum reference hose then replace the regulator.
4. EGR valve may cause problems.
5. Check for bad values in RPM or MAP parameters. Could be crossing a bad value anywhere.
6. ”E” and “F” models. Hall sensor mount is vibrating. Stronger bracket required. Watch RPM reading in gauge1 for ERR message.
7. Check FUELCUT/MANPRESS and FUELCUT/RPM parameters.
8. Check resistance of all spark plug wires. Possible poor crimp at the end of a wire causing arcing.
9. Try a different brand of spark plug wires.
10. If Knock sensor is being used, Knock Sense value may be too high. If there is no knock sensor on the SDS system set Knock Sense to 1, and Knock Retard to zero.
43
Unstable RPM reading in Gauge1 mode.
1. On SDS “D” systems, avoid using Bosch blue coils as they may cause double triggering in the tach circuit of the SDS ecu.
2. On SDS “E” or “F” systems, check hall sensor alignments and magnets. Bracket must not vibrate or flex.
Idle speed too high:
1. May have idle air bypass motor in open position. Close off or block bypass.
2. Find bypass adjustment screw and try adjusting.
3. Throttle stop may be set to hold open throttle plate. Make adjustment.
4. Vacuum leak.
Idle speed too slow:
1. May have idle air bypass motor in closed position. Adjust throttle stop or open bypass screw.
2. If engine is cold and idle too slow install fast idle option to speed up idle.
3. Mixture could be too rich or too lean. Adjust fuel values for fastest idle speed, then if idle speed is still too slow, adjust throttle stop or air bypass screw for faster idle speed.
Rough idle:
1. Bad ignition wire arcing to ground. Common on DOHC engines.
2. Mixture needs to be rich for best idle. Try adjusting fuel values until too rich then lower the values until engine is smooth.
3. Bad injector or bad cylinder. Unplug each injector to isolate.
4. Do engine compression check. Look for engine mechanical problem.
5. Bad connection at MAP sensor. Unplug and plug in the connector a few times.
6. MAP sensor vacuum line not connected or connected to the wrong area on the intake manifold.
7. Closed loop low RPM limit may be too low. Raise limit to at least 250 above idle RPM.
Cuts Out at High Power:
1. Fuel pump not adequate.
2. Injector flow rate too low.
3. Check FUELCUT/MANPRESS parameter. Adjust and try again or set to NO LIMIT.
4. Fuel lines or filter plugged or too small.
5. Check for fuel flow out of regulator drain to return of fuel tank.
6. Engine is crossing an improper value.
7. Fuel pressure too high, injectors won’t open.
8. Fuel tank not vented. Remove filler cap check for suction.
9. Bad injector ground connection. Do Ohms check from chassis to pin 8 of white connector.
10. Install a fuel pressure gauge.
11. Reduce spark plug gap. Ignition voltage may not be high enough for stock plug gap specification.
12. If system is using a knock sensor then Knock sensor may be activating and reducing the ignition timing too much. Try higher octane fuel or try lower Knock Sense value.
Not Running on all Cylinders:
1. Check each injector for clicking sound.
2. Not a computer problem if only one cylinder is dead, so likely mechanical, injector, or wiring problem.
3. Bad ignition wire arcing to ground. More common on DOHC engines.
Cuts out Under Lateral G Forces:
44
1. Fuel pickup problem in tank.
2. Air is entering the EFI fuel pump resulting in low fuel pressure.
Runs but lacks power:
1. Check distributor cap and rotor for proper alignment.
2. Check camshaft timing.
3. TPS vibrating and is activating the ACC PUMP function. Watch AP in Gauge2 mode. Should read zero when throttle is steady. Set both ACC PUMP values to zero and see if problem goes away.
4. Check TPS hookup and ACC PUMP values for too high a value.
5. Mixture far too rich or lean. Increase or decrease all RPM FUEL values to correct or adjust knob.
6. Fuel tank not vented. Remove filler cap, check for suction.
7. (E&F only). Check timing with a timing light, magnets could be mounted incorrectly.
8. (E&F only). RPM IGN (ignition timing) values too low.
9. O2 TYPE setting may be wrong, so closed loop may be wrongly adjusting mixture.
10. If system is using a knock sensor then Knock sensor may be activating and reducing the ignition timing too much. Try higher octane fuel or try lower Knock Sense value.
Programmer display is blank:
1. Check power and ground connections on black and red wires of main harness.
2. TPS connections are wrong. Try unplugging the TPS cable.
3. Programmer cable is damaged.
4. If +12V has been accidentally shorted to the EM-4 case, the circuit board may need repair, due to a broken ground circuit.
SDS EFI in Window:
1. TPS connections are wrong. Try unplugging the TPS cable.
2. Power has been interrupted or EM-4 has reset.
3. Do resistance check of ignition wires. Possible bad crimp at end of wire.
4. Spark plug wires causing EMI(interference). Try different brand of wires.
5. Check for loose spark plug wires.
6. Move sensor wires away from ignition.
7. Don’t ground solenoids or other devices at the same place as the EM-4 ground.
8. Move EM-4 further away from engine.
9. Solenoid switching may cause this. Disable any solenoids, relays, motors etc. Diodes can be connected across solenoids to absorb electrical spikes. Call us for help.
Strange characters or black bar across the top of the LCD window:
1. Programmer cable damaged, common problem. New cable can be found at most computer stores.
2. Measure the resistance of all spark plug wires. Possible poor crimp at the end of a wire causing arcing, or bad insulation causing arcing to ground. Replace or repair any wire that has a much higher resistance than the others.
3. Interference from spark plug wires. Try different brand of plug wires.
4. Programmer data being interfered with. Don’t run cable with other wiring.
5. Loose programmer cable connection.
6. Change spark plugs to resistor type. Non-resistor type cause electrical noise.
7. Programmer was plugged into EM-4 after the EM-4 was powered up.
8. Move ground connection to EM-4 to a different location.
9. Check main harness connection to EM-4.
10. Check ignition rotor phasing and plugs for excessive gap.
Engine fills up with fuel:
1. Bad EM-4 ground wire connection.
2. Check for leaking fuel pressure regulator diaphragm.
Won’t run over 2000 rpm:
1. Check FUELCUT BELOW TP limit. Set to a lower value, or set to NO CUT.
45
46
Further troubleshooting
If problems persist, and you are calling for help, we may be able to help you better if you write down your values and fax them to us. This may help narrow down the problem much faster.
The last page in this manual is for writing down your values. Our Fax number is 403-453-7687.
If you have “E” or “F” systems see the troubleshooting in that supplement manual. Don’t ground the
SDS EM-4 to the engine. Engine ground may be noisy and cause the EM-4 to malfunction. Ground it to the chassis of the vehicle. Be sure to sand off any paint where the connection is.
Make sure the EM-4 is permanently grounded to the chassis and never put a switch in any ground circuit of any SDS component. If a component needs a switch it should always be on the positive(+) wire.
Spark plug wires , and Interference Problems
Always use radio suppression type spark plug wires. NEVER use solid core wires.
Recommended wires:
Magnecor.
MSD superconductor.
NGK.
OEM or factory carbon string.
Accel 8.8 yellow.
For engines with coil-on-plug ignition coils be sure to use resistor type spark plugs. Resistor plugs have 5Kohms resistance. NGK resistor plugs will have the letter R in the part number.
Non resistor plugs can create electrical noise and cause interference problems.
Important! Wires which have caused interference problems in the past are Nology, Mallory and
Taylor, so we do not recommend these.
If you have these wires and are having problems try a different brand of wires. Ignition interference problems usually show up as strange characters in the programmer screen, rough running, misfiring or an RPM ERR code in gauge1 mode.
Factory default programmed values
If you have running problems or have trouble programming the system, then you may want to restore all the factory values. You will have to scroll through all the ranges in the programmer and check or reenter the factory values. Factory values are shown in the following pages. Be sure to select the proper page. There is a page for each of the three different MAP sensors, and another page for TPS load sensing(no MAP sensor), so you must know which MAP sensor you have.
If we knew your engine size and injector flow rate at the time the system was ordered, then we may have reprogrammed the RPM FUEL values specifically for your system. If this is the case, then see the RPM FUEL chart to look up the proper RPM FUEL numbers to enter, and you can enter all the default values for all other parameters.
47
80 -15.2
80 -14.7
80 -14.2
80 -13.8
80 -13.3
80 -12.8
80 -12.4
80 -11.9
80 -11.4
-10.9
-10.5
-10
-9.54
-9.07
-8.6
-8.13
-7.66
-7.19
-6.72
-6.25
-5.78
-5.31
-4.83
-4.37
98
-3.9
100
-3.42
102
-2.95
104
90
92
94
96
-2.49
106
-2.02
108
-1.55
110
-1.08
112
-0.61
114
-0.14
116
0.33
118
0.8
120
82
84
86
88
74
76
78
80
66
68
70
72
58
60
62
64
80 -22.2
80 -21.8
80 -21.3
80 -20.8
80 -20.3
80 -19.9
80 -19.4
80 -18.9
80 -18.5
80 -18
80 -17.5
80 -17.1
80 -16.6
80 -16.1
80 -15.6
1 BAR
80 -28.8
80 -28.3
80 -27.9
80 -27.4
80 -27
80 -26.5
80 -26
80 -25.5
80 -25
80 -24.6
80 -24.1
80 -23.6
80 -23.2
80 -22.7
50
52
54
56
42
44
46
48
34
36
38
40
29
30
30
32
26
27
28
28
18
18
18
24
1
1
1
1
1
1
1
1
DEFAULT VALUES FOR SDS EM-4 WITH 1 BAR SENSOR
RPM MAP FUEL ENGINE TEMP RET-ADV/
5500
5750
6000
6250
6500
6750
7000
7250
3500
3750
4000
4250
4500
4750
5000
5250
FUEL
500
750
1000
1250
1500
1750
2000
2250
2500
2750
3000
3250
7500
7750
8000
8250
8500
8750
9000
9250
9500
9750
GM F
302
230
194
176
158
142
136
129
126
122
118
113
106
99
93
86
81
77
73
68
64
61
55
46
45
41
36
28
18
5
-13
-40
LOAD
65
70
85
100
45
50
55
60
30
33
35
40
19
21
24
27
10
17
4
7
2
3
0
1
0
0
0
0
0
0
0
0
-2.49
-2.02
-1.55
-1.08
-0.61
-0.14
0.33
0.8
-6.25
-5.78
-5.31
-4.83
-4.37
-3.9
-3.42
-2.95
-10
-9.54
-9.07
-8.6
-8.13
-7.66
-7.19
-6.72
-13.8
-13.3
-12.8
-12.4
-11.9
-11.4
-10.9
-10.5
-17.5
-17.1
-16.6
-16.1
-15.6
-15.2
-14.7
-14.2
-21.3
-20.8
-20.3
-19.9
-19.4
-18.9
-18.5
-18
-25
-24.6
-24.1
-23.6
-23.2
-22.7
-22.2
-21.8
-28.8
-28.3
-27.9
-27.4
-27
-26.5
-26
-25.5
START
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0 6750
0 7000
0 7250
0 7500
0 7750
0 8000
0 8250
0 8500
0 8750
0 9000
0 9250
0 9500
0
0
0 9750
0
0 2750
0 3000
0 3250
0 3500
0 3750
0 4000
0 4250
0 4500
0 4750
0 5000
0 5250
0 5500
0 5750
0 6000
0 6250
0 6500
VAL RPM IGN GM F
0 500
0 750
0 1000
0 1250
0 1500
0 1750
0 2000
0 2250
0 2500
10
10
32
32
32
32
32
32
32
32
21
24
27
30
10
10
13
17
302
230
194
176
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
158
142
136
129
126
122
118
113
106
99
93
86
9 START CYCLES
7 MAGNET POSITION
5 KNOCK RETARD
0 KNOCK SENSE
0 KNOCK MAX RPM
0 CL MAP HI
0 CL MAP LO
0 CL HIRPM LIMIT
0 CL LORPM LIMIT
1 CLOSED LOOP
2 VALUES LOCK
3 FUELCUT/MAP
4 FUELCUT/RPM
5 FUELCUT/TP
6 RPM SWITCH
7 FAST IDLE
81
77
8 RADIATOR FAN OFF
9 RADIATOR FAN ON
73 10 IDLE TP
68 11 IDLE FUEL
64 12 ACCPUMPLORPM
61 13 ACCPUMPHIRPM
55 15 ACC PUMP SENSE
46 18
45 20
41 25
36 30
28 40
18 50
5 60
-13 70
-40 80
OFF
OFF
NO LIMIT
8500
NO CUT
1500
129
28
8000
-6.72
-15.2
3250
1500
32
80
2
8
23
NOT IN USE
NOT IN USE
30
20
5
48
4.91
5.34
5.78
6.22
6.66
7.1
7.54
7.98
1.47
1.9
2.33
2.76
3.19
3.62
4.05
4.48
-5.1
-4.2
-3.3
-2.4
-1.5
-0.6
0.61
1.04
-12.3
-11.4
-10.5
-9.6
-8.7
-7.8
-6.9
-6
11.9
12.4
12.8
13.2
13.7
14.1
14.6
15
8.42
8.86
9.29
9.73
10.2
10.6
11
11.5
6750
7000
7250
7500
7750
8000
8250
8500
4750
5000
5250
5500
5750
6000
6250
6500
8750
9000
9250
9500
9750
2750
3000
3250
3500
3750
4000
4250
4500
750
1000
1250
1500
1750
2000
2250
2500
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
DEFAULT VALUES FOR SDS EM-4 WITH 2 BAR SENSOR
MAP
RPM FUEL 2 BAR
500 80
80
-19.5
-18.6
-17.7
-16.8
-15.9
-15
-14.1
-13.2
-26.7
-25.8
-24.9
-24
-23.1
-22.2
-21.3
-20.4
FUEL ENGINE TEMP RET-ADV/
88
91
94
97
76
79
82
85
64
67
70
73
52
55
58
61
40
43
46
49
30
32
35
37
26
28
30
30
1
20
1
1
GM F LOAD
-26.7
-25.8
-24.9
-24
-23.1
-22.2
-21.3
64
61
55
46
81
77
73
68
45
41
36
28
18
5
65
70
-13 85
-40 100
45
50
55
60
30
33
35
40
19
21
24
27
126
122
118
113
106
99
93
86
302
230
194
176
158
142
136
129
10
17
4
7
2
3
0
1
0
0
0
0
0
0
0
0
172
175
178
181
184
187
190
193
148
151
154
157
160
163
166
169
124
127
130
133
136
139
142
145
100
103
106
109
112
115
118
121 4.48
4.91
5.34
5.78
6.22
6.66
7.1
7.54
7.98
8.42
8.86
9.29
9.73
10.2
7
8
9
10.6
10
11 10
11.5
10
11.9
10
12.4
10
12.8
10
13.2
10
13.7
10
14.1
10
14.6
10
15 10
1.04
1.47
1.9
2.33
2.76
3.19
3.62
4.05
-6
-5.1
-4.2
-3.3
-2.4
-1.5
-0.6
0.61
-13.2
-12.3
-11.4
-10.5
-9.6
-8.7
-7.8
-6.9
-20.4
-19.5
-18.6
-17.7
-16.8
-15.9
-15
-14.1
5
6
3
4
1
2
0
0
0
0
0
0
0 9000
0 9250
0 9500
0 9750
0 5000
0 5250
0 5500
0 5750
0 6000
0 6250
0 6500
0 6750
0 7000
0 7250
0 7500
0 7750
0 8000
0 8250
0 8500
0 8750
START
VAL RPM IGN GM F
0 500
0 750
0 1000
0 1250
0 1500
0 1750
0 2000
0 2250
0 2500
0 2750
0 3000
0 3250
0 3500
0 3750
0 4000
0 4250
0 4500
0 4750
10
10
10
10
302
230
194
176
158
142
136
129
64
61
55
46
81
77
73
68
126
122
118
113
106
99
93
86
18
5
-13
-40
45
41
36
28
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
27
30
32
32
13
17
21
24
9 START CYCLES
7 MAGNET POSITION
5 KNOCK RETARD
0 KNOCK SENSE
0 KNOCK MAX RPM
0 CL MAP HI
0 CL MAP LO
0 CL HIRPM LIMIT
0 CL LORPM LIMIT
1 CLOSED LOOP
2 VALUES LOCK
3 FUELCUT/MAP
4 FUELCUT/RPM
5 FUELCUT/TP
6 RPM SWITCH
7 FAST IDLE
50
60
70
80
20
25
30
40
8 RADIATOR FAN OFF
9 RADIATOR FAN ON
10 IDLE TP
11 IDLE FUEL
12 ACCPUMPLORPM
13 ACCPUMPHIRPM
15 ACC PUMP SENSE
18
OFF
OFF
NO LIMIT
9250
NO CUT
1500
129
28
23
NOT IN USE
NOT IN USE
30
20
5
8000
-7.8
-15.9
3500
1500
32
80
2
8
49
DEFAULT VALUES 3 BAR SENSOR
6000
6250
6500
6750
7000
7250
7500
7750
4000
4250
4500
4750
5000
5250
5500
5750
RPM
FUEL
500
750
1000
1250
1500
1750
2000
2250
2500
2750
3000
3250
3500
3750
8000
8250
8500
8750
9000
9250
9500
9750
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
23.7
24.4
25.1
25.8
26.5
27.2
27.9
28.6
29
30
18.1
18.8
19.5
20.2
20.9
21.6
22.3
23
12.5
13.2
13.9
14.6
15.3
16
16.7
17.4
6.95
7.65
8.35
9.05
9.75
10.4
11.1
11.8
1.37
2.06
2.76
3.46
4.16
4.86
5.56
6.25
-8.6
-7.17
-5.75
-4.33
-2.91
-1.49
-0.06
0.67
MAP
3 BAR
-28.5
-27.1
-25.7
-24.2
-22.8
-21.4
-19.9
-18.6
-17.1
-15.7
-14.8
-12.9
-11.4
-10
206
210
215
220
225
230
235
240
245
250
255
1
174
178
182
186
190
194
198
202
142
146
150
154
158
162
166
170
110
114
118
122
126
130
134
138
94
98
102
106
78
82
86
90
62
66
70
74
46
50
54
58
30
34
38
42
25
27
28
29
FUEL ENGINE TEMP RET-ADV/
GM F LOAD
1
23
1
1
302
230
194
176
158
142
136
129
45
41
36
28
18
5
65
70
-13 85
-40 100
45
50
55
60
30
33
35
40
19
21
24
27
64
61
55
46
81
77
73
68
126
122
118
113
106
99
93
86
10
17
4
7
2
3
0
1
0
0
0
0
0
0
0
0
15.3
11
16 12
16.7
13
17.4
14
18.1
15
18.8
15
19.5
15
20.2
15
20.9
15
21.6
15
22.3
15
23 15
23.7
15
24.4
15
25.1
15
25.8
15
26.5
15
27.2
15
27.9
15
28.6
15
29 15
30 15
0 3000 32
0 3250 32
0 3500 32
0 3750 32
0 4000 32
0 4250 32
0 4500 32
0 4750 32
0 5000 32
0 5250 32
0 5500 32
0 5750 32
0 6000 32
0 6250 32
0 6500 32
0 6750 32
8.35
9.05
9.75
10.4
11.1
11.8
12.5
13.2
0 7000 32
0 7250 32
0 7500 32
0 7750 32
0 8000 32
0 8250 32
1 8500 32
2 8750 32
13.9
9
14.6
10
7
8
3 9000 32
4 9250 32
5 9500 32
6 9750 32
2.76
3.46
4.16
4.86
5.56
6.25
6.95
7.65
-5.75
-4.33
-2.91
-1.49
-0.06
0.67
1.37
2.06
-17.1
-15.7
-14.8
-12.9
-11.4
-10
-8.6
-7.17
-28.5
-27.1
-25.7
-24.2
-22.8
-21.4
-19.9
-18.6
START
VAL RPM IGN GM F
0 500 10
0 750 10
0 1000 10
0 1250 10
0 1500 13
0 1750 17
0 2000 21
0 2250 24
0 2500 27
0 2750 30
302
230
194
176
158
142
136
129
126
122
118
113
106
99
93
86
9 START CYCLES
7 MAGNET POSITION
5 KNOCK RETARD
0 KNOCK SENSE
0 KNOCK MAX RPM
0 CL MAP HI
0 CL MAP LO
0 CL HIRPM LIMIT
0 CL LORPM LIMIT
1 CLOSED LOOP
2 VALUES LOCK
3 FUELCUT/MAP
4 FUELCUT/RPM
5 FUELCUT/TP
6 RPM SWITCH
7 FAST IDLE
81
77
8 RADIATOR FAN OFF
9 RADIATOR FAN ON
73 10 IDLE TP
68 11 IDLE FUEL
64 12 ACCPUMPLORPM
61 13 ACCPUMPHIRPM
55 15 ACC PUMP SENSE
46 18
45 20
41 25
36 30
28 40
18 50
5 60
-13 70
-40 80
OFF
OFF
NO LIMIT
8000
NO CUT
1500
129
28
23
NOT IN USE
NOT IN USE
20
10
5
8000
-7.17
-14.8
3500
1500
32
80
2
8
50
DEFAULT VALUES FOR SDS EM-4 WITH TPS LOAD SENSING AND NO MAP SENSOR
RPM
FUEL VALUE TPS VALUE GM F
8500
8750
9000
9250
9500
9750
6500
6750
7000
7250
7500
7750
8000
8250
4500
4750
5000
5250
5500
5750
6000
6250
2500
2750
3000
3250
3500
3750
4000
4250
500
750
1000
1250
1500
1750
2000
2250
61
62
63
64
57
58
59
60
53
54
55
56
49
50
51
52
45
46
47
48
41
42
43
44
37
38
39
40
33
34
35
36
29
30
31
32
25
26
27
28
21
22
23
24
17
18
19
20
13
14
15
16
9
10
11
12
7
8
5
6
3
4
1
2
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
80
FUEL
143
143
143
143
143
143
143
143
136
137
138
139
140
141
142
143
116
119
122
125
128
130
132
134
89
93
97
101
104
107
110
113
73
77
81
85
60
63
66
69
48
51
54
57
40
42
44
46
32
34
36
38
30
30
30
31
27
29
30
30
25
25
25
25
ENGINE TEMP
302
230
194
176
158
142
136
129
126
122
118
113
106
99
93
86
81
77
73
68
64
61
55
46
45
41
36
28
18
5
-13
-40
VALUE LOAD VALUE RPM IGN GM F
84
90
96
102
108
118
66
70
74
78
48
52
57
61
32
37
42
45
13
17
22
27
5
9
0
2
0
0
0
0
0
0
RET-ADV/
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
32
27
30
32
32
13
17
21
24
10
10
10
10
61
62
63
64
57
58
59
60
53
54
55
56
49
50
51
52
45
46
47
48
41
42
43
44
37
38
39
40
33
34
35
36
START
18
5
-13
-40
45
41
36
28
64
61
55
46
81
77
73
68
126
122
118
113
106
99
93
86
302
230
194
176
158
142
136
129
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0 8500
0 8750
0 9000
0 9250
0
0
0 9500
0 9750
0 4500
0 4750
0 5000
0 5250
0 5500
0 5750
0 6000
0 6250
0 6500
0 6750
0 7000
0 7250
0 7500
0 7750
0 8000
0 8250
0 500
0 750
0 1000
0 1250
0 1500
0 1750
0 2000
0 2250
0 2500
0 2750
0 3000
0 3250
0 3500
0 3750
0 4000
0 4250
End of troubleshooting.
VALUE
9 START CYCLES
7 MAGNET POSITION
5 KNOCK RETARD
0 KNOCK SENSE
0 KNOCK MAX RPM
0 CL MAP HI
0 CL MAP LO
0 CL HIRPM LIMIT
0 CL LORPM LIMIT
1 CLOSED LOOP
2 VALUES LOCK
3 FUELCUT/MAP
4 FUELCUT/RPM
OFF
OFF
NO LIMIT
5 FUELCUT BELOW TP NO CUT
6 RPM SWITCH
8000
8000
23
15
3000
1000
32
80
2
8
1500
129
28
23
NOT IN USE
NOT IN USE
30
20
5
40
50
60
70
80
18
20
25
30
7 FAST IDLE
8 RADIATOR FAN OFF
9 RADIATOR FAN ON
10 IDLE TP
11 IDLE FUEL
12 ACCPUMPLORPM
13 ACCPUMPHIRPM
15 ACC PUMP SENSE
Tech help
For technical assistance contact your dealer or:
Racetech Inc.
#5, 304 Noorduyn Park (Springbank Airport)
Calgary, Alberta, Canada T3Z 3S8
Phone 403-671-4015, Fax 403-453-7687
E-mail [email protected] Website: www.sdsefi.com
When calling for help you should know which system you have. We offer 3 different systems,
“D” is fuel only, “E” fuel & ignition, “F” fuel & multi coil ignition.
51
Warranty
EM-4 is sold for off road use only. New car warranties and emission standards are voided by installation of this system. Since SDS cannot control the installation or use of its products, we accept no responsibility for damage, loss or personal injury while using our products. By using SDS products the user understands and accepts this.
All SDS electronic components are guaranteed to be free from defects in workmanship and material for a period of 1 year from the date of sale to original purchaser if installed according to this manual.
SDS shall make the sole determination with regards to all warranty claims.
Components are not covered if they have been altered in any way, physically damaged, subjected to moisture or incorrectly connected.
Repairs
1. Please call or email Racetech before returning any SDS components for checking or repair.
2. Please ship parts to us via FEDEX AIR.
3. DO NOT ship parts to us via UPS. UPS shipments will be refused due to high fees.
4. Please write on the box and waybill “FOR WARRANTY REPAIR, MADE IN CANADA”.
5. Items shipped to us for warranty checks or testing which are working properly will be subject to a $40.00US charge plus shipping.
Prior authorization is required before any warranty or returned item is accepted. Defective components will be repaired or replaced as soon as possible at the discretion of Racetech.
Returns
No returns are accepted after 30 days and all returned goods are subject to a 15% restocking fee as well as a charge for any damaged components, cut wires or missing items.
---------------------------------------------------------------------------------------------------------------------
Items for warranty or repair should be shipped to:
Racetech Inc.
#5, 304 Noorduyn Park (Springbank Airport)
Calgary, Alberta, Canada T3Z 3S8
Phone 403-671-4015, Fax 403-453-7687
E-mail: [email protected] Website: www.sdsefi.com
Please call or email us before sending parts for checking or repair.
Please write on the box and waybill “FOR WARRANTY REPAIR, MADE IN CANADA”
---------------------------------------------------------------------------------------------------------------------
For Magnecor spark plug wires contact:
Magnecor
24581 Crestview Court
Farmington Hills, Michigan 48335
USA Phone 248-471-9505
Fax (USA): 248-471-9506
Website: www.magnecor.com
E-mail: Magnecor sales and all other inquiries ([email protected])
All SDS software, PCB design and this manual is the exclusive property of Simple Digital System.
Unauthorized use or reproduction is a violation of copyright.
52
Example engine map
-6.25
-5.78
-5.31
-4.83
-4.37
-3.9
100
-3.42
102
-2.95
104
92
94
96
98
-2.49
106
-2.02
108
-1.55
110
-1.08
112
-0.61
114
-0.14
116
0.33
118
0.8
120
84
86
88
90
76
78
80
82
68
70
72
74
60
62
64
66
52
54
56
58
36
37
40
46
33
34
35
36
28
29
30
31
24
25
26
27
18
21
22
23
17
17
18
18
14
17
1
1
-10
-9.54
-9.07
-8.6
-8.13
-7.66
-7.19
-6.72
-13.8
-13.3
-12.8
-12.4
-11.9
-11.4
-10.9
-10.5
-17.5
-17.1
-16.6
-16.1
-15.6
-15.2
-14.7
-14.2
-21.3
-20.8
-20.3
-19.9
-19.4
-18.9
-18.5
-18
3.2L Porsche 911 normally aspirated with 30lb injectors, porsche fuel pressure regulator.
MAN PRES
-25
-24.6
-24.1
-23.6
-23.2
-22.7
-22.2
-21.8
-28.8
-28.3
-27.9
-27.4
-27
-26.5
-26
-25.5
VAL RPM FUEL
1 500
750
VAL ENG TEMP
88
97
1000 105
1250
1500
1750
2000
2250
2500
2750
3000
3250
3500
3750
4000
4250
4500
4750
5000
5250
5500
5750
6000
6250
6500
6750
7000
7250
7500
7750
8000
8250
107
110
113
115
120
128
133
138
140
140
140
140
140
140
140
140
140
140
140
140
140
140
140
140
140
140
140
140
140
8500 140
260
182
146
128
115
102
93
86
81
75
69
67
63
60
56
52
48
43
37
35
32
29
26
22
19
16
13
10
-1
-11
-22
-43
VAL START
0
0
0
5
10
23
24
73
75
75
75
56
56
65
70
43
47
53
53
29
34
36
33
75
75
70
85
100
70
70
70
75
ACCPUMPLORPM
ACCPUMPHIRPM
ACCPUMPSENSE
START CYCLES
MAGNET POSITION
KNOCK RETARD
KNOCK SENSE
CL MAP HI
CL MAP LO
CL RPM HI
CL RPM LO
CLOSED LOOP
FUELCUT/MANPRESS
FUELCUT/RPM
FUELCUT BELOW TP
FAST IDLE SWITCH
IDLE TP LOCATION
IDLE FUEL AMOUNT
-1
-11
-22
-43
19
16
13
10
32
29
26
22
48
43
37
35
63
60
56
52
81
75
69
67
260
182
146
128
115
102
93
86
TEMPS ARE IN CELCIUS
VAL
-15.6
3500
1250
OFF
NO LIMIT
115 C
6750
12
10
35
83
0
1
-6.25
12
8
2
32
80
80
80
80
80
80
80
80
17
35
40
60
8
10
10
13
6
7
4
5
2
3
0
1
0
0
0
0
5
0
9
7
IGN
RPM IGN VAL RET/LOAD
500
750
1000
1250
1500 5
1750 14
2000 16
2250 22
2500 22
2750 24
3000 24
3250 24
3500 25
3750 25
4000 25
4250 25
4500 26
4750 26
5
5
5
5
-28.8
-28.3
-27.9
-27.4
-27
-26.5
-26
-25.5
5000 26
5250 27
5500 27
5750 28
6000 28
6250 28
6500 28
6750 28
7000 28
7250 28
7500 28
7750 29
8000 29
8250 29
8500 32
-6.25
-5.78
-5.31
-4.83
-4.37
-3.9
-3.42
-2.95
-10
-9.54
-9.07
-8.6
-8.13
-7.66
-7.19
-6.72
-2.49
-2.02
-1.55
-1.08
-0.61
-0.14
0.33
0.8
-13.8
-13.3
-12.8
-12.4
-11.9
-11.4
-10.9
-10.5
-17.5
-17.1
-16.6
-16.1
-15.6
-15.2
-14.7
-14.2
-21.3
-20.8
-20.3
-19.9
-19.4
-18.9
-18.5
-18
-25
-24.6
-24.1
-23.6
-23.2
-22.7
-22.2
-21.8
VAL
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
53
Porsche 3.2L notes: Idle was unstable due to manifold pressure fluctuations, so we used IDLE TP
LOCATION and IDLE FUEL AMOUNT to get a consistent idle. Cold start tuning was not completed in the colder ranges since the car is not driven in winter. Engine output was approximately 234 HP.
3.2 PORSCHE RPM FUEL VALUES
160
140
120
100
80
60
40
20
0
3.2 PORSCHE MANIFOLD PRESSURE VALUES
120
100
80
60
40
20
0
54
Example engine map
8.86
172
9.29
176
9.73
181
10.20
187
10.60
191
11.00
196
11.50
200
11.90
203
12.40
206
12.80
209
13.20
212
13.70
215
14.10
14.60
15.00
1
1
1
1.90
106
2.33
109
2.76
117
3.19
122
3.62
126
4.05
131
4.48
134
4.91
135
5.34
138
5.78
141
6.22
144
6.66
147
7.10
150
7.54
162
7.98
166
8.42
169
-12.30
-11.40
-10.50
-9.60
-8.70
-7.80
-6.90
-6.00
-19.50
-18.60
-17.70
-16.80
-15.90
-15.00
-14.10
-13.20
-5.10
-4.20
-3.30
-2.40
-1.50
-0.60
0.61
1.04
91
95
98
1.47
103
78
81
84
88
64
67
69
74
52
55
58
61
39
42
45
48
34
37
39
40
29
30
30
31
20
25
1
1
2.3L 20R CELICA TURBO 48LB/HR INJECTORS AT 38 PSI
MAN PRES
-26.70
-25.80
-24.90
-24.00
-23.10
-22.20
-21.30
-20.40
VAL RPM FUEL
1
2500
2750
3000
3250
3500
3750
4000
4250
500
750
1000
1250
1500
1750
2000
2250
4500
4750
5000
5250
5500
5750
6000
6250
6500
6750
VAL ENG TEMP
71
71
71
84
85
86
88
78
82
82
84
73
73
73
74
72
72
72
72
92
92
91
91
91
1
1
185
194
203
221
239
257
275
293
113
122
131
140
145
149
158
167
86
95
104
108
63
68
77
82
32
41
50
59
-40
-13
-4
14
20
20
20
20
20
0
20
20
20
14
10
0
0
33
24
17
15
VAL START
100
95
90
76
66
62
56
44
41
35
35
55
53
51
48
185
194
203
221
239
257
275
293
113
122
131
140
145
149
158
167
86
95
104
108
63
68
77
82
32
41
50
59
-40
-13
-4
14
VAL
ACCPUMPLORPM
ACCPUMPHIRPM
ACCPUMPSENSE
START CYCLES
MAGNET POSITION
KNOCK RETARD
KNOCK SENSE
CL MAP HI
CL MAP LO
CL RPM HI
CL RPM LO
CLOSED LOOP OFF
FUELCUT/MANPRESS
FUELCUT/RPM
FUELCUT BELOW TP NO CUT
FAST IDLE SWITCH
10.2
6500
IDLE TP LOCATION
106 F
NOT IN USE
IDLE FUEL AMOUNT NOT IN USE
80
4
9
-6.9
17
9
5
20
-15.9
3500
1500
1/8" NPT TEMP SENSORS
TEMPS IN F
MAX BOOST
10
10
10
10
7
10
10
10
5
5
5
5
0
5
5
5
5
5
5
5
20
15
10
7
60
45
40
35
80
75
70
65
9PSI
IGN
RPM IGN VAL RET/LOAD VAL
500 7
750 10
1000 12
1250 14
1500 17
1750 21
2000 25
2250 30
2500 30
2750 30
3000
3250
3500
3750
4000
4250
4500
4750
30
30
30
30
30
30
30
30
5000 30
5250 30
5500 30
5750 30
6000 30
6250 30
6500 30
6750 30
-26.70
-25.80
-24.90
-24.00
-15.90
-15.00
-14.10
-13.20
-12.30
-11.40
-10.50
-9.60
-23.10
-22.20
-21.30
-20.40
-19.50
-18.60
-17.70
-16.80
MAX
6.66
7.10
7.54
7.98
8.42
8.86
9.29
9.73
3.19
3.62
4.05
4.48
4.91
5.34
5.78
6.22
-1.50
-0.60
0.61
1.04
1.47
1.90
2.33
2.76
-8.70
-7.80
-6.90
-6.00
-5.10
-4.20
-3.30
-2.40
10.20
10.60
11.00
11.50
11.90
12.40
12.80
13.20
13.70
14.10
14.60
15.00
20
20
20
20
20
20
20
20
13
14
15
16
10
11
9
9
8
8
6
6
5
6
3
3
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
20R Celica notes:Max boost is 9 PSI. Compression is about 7.5:1 using VW forged pistons. Spearco
55
12 x 8 inch intercooler. Can run 6 PSI with 89 octane fuel. Detonates at 12 PSI with 92 octane. Stock camshaft. TO4 turbo. Estimated at 200HP.
20R CELICA TURBO MANIFOLD PRESSURE VALUES
250
200
150
100
50
0
20R CELICA TURBO RPM FUEL VALUES
100
90
80
70
60
50
40
8.42 191
8.86 194
9.29 198
9.73 193
10.20 198
10.60 204
11.00
11.50
11.90
12.40
12.80 178
13.20 181
13.70 184
14.10 187
14.60 190
15.00 193
1
1
1
1
1.47 112
1.90 116
2.33 118
2.76 122
3.19 127
3.62 131
4.05 135
4.48 139
4.91 143
5.34 147
5.78 156
6.22 158
6.66 164
7.10 173
7.54 181
7.98 186
-12.30
55
-11.40
58
-10.50
61
-9.60
63
-8.70
65
-7.80
67
-6.90
70
-6.00
72
-5.10
75
-4.20
77
-3.30
82
-2.40
87
-1.50
92
-0.60
96
0.61 100
1.04 104
-26.70
-25.80
-24.90
18
-24.00
20
1
1
-23.10
23
-22.20
30
-21.30
30
-20.40
30
-19.50
34
-18.60
35
-17.70
37
-16.80
39
-15.90
41
-15.00
44
-14.10
47
-13.20
52
56
Example engine map
240SX TURBO 2.4L WITH 36 LB INJECTORS AT 38 PSI STOCK CAM & PISTONS
MAN PRES VAL RPM FUEL VAL ENG TEMP VAL START
500 106
750
1000
99
98
1250 108
1500 107
1750 106
2000 106
2250 106
2500 106
2750 106
3000 106
3250 106
3500 108
3750 111
4000 113
4250 118
4500 121
4750 123
5000 125
5250 129
5500 135
5750 138
6000 140
6250 142
6500
6750
1
1
18
5
-13
-40
45
41
36
28
64
61
55
46
81
77
73
68
126
122
118
113
106
99
93
86
302
230
194
176
158
142
136
129
89
91
106
110
78
81
83
86
62
66
70
75
48
52
56
58
20
28
36
43
10
16
4
8
0
2
0
0
0
0
0
0
ACCPUMPLORPM
ACCPUMPHIRPM
ACCPUMPSENSE
START CYCLES
MAGNET POSITION
KNOCK RETARD
KNOCK SENSE
CL MAP HI
CL MAP LO
CL RPM HI
CL RPM LO
CLOSED LOOP
FUELCUT/MANPRESS
FUELCUT/RPM
FUELCUT BELOW TP
FAST IDLE SWITCH
IDLE TP LOCATION
IDLE FUEL AMOUNT
18
5
-13
-40
45
41
36
28
64
61
55
46
81
77
73
68
126
122
118
113
106
99
93
86
302
230
194
176
158
142
136
129
MAX BOOST 7PSI
VAL
ON
9.29
6500
NO CUT
106 F
NOT IN USE
NOT IN USE
83
0
1
-2.4
22
12
6
20
-18.6
4000
1500
RPM
IGN
VAL RET/LOAD VAL
10 500 10
10 750 10
10 1000 11
10 1250 14
10 1500 16
10 1750 20
10 2000 24
7 2250 29
5 2500 29
5 2750 29
5 3000 29
5 3250 29
5 3500 29
0 3750 29
5 4000 29
5 4250 29
5 4500 30
5 4750 31
-26.70
-25.80
-24.90
-24.00
-23.10
-22.20
-21.30
-20.40
45
60
65
70
75
80
5 5000 32
5 5250 32
7 5500 34
10 5750 35
15 6000 35
20 6250 36
35 6500 36
40 6750 36
8.42
8.86
9.29
9.73
10.20
10.60
11.00
11.50
4.91
5.34
5.78
6.22
6.66
7.10
7.54
7.98
11.90
12.40
12.80
13.20
13.70
14.10
14.60
15.00
1.47
1.90
2.33
2.76
3.19
3.62
4.05
4.48
-5.10
-4.20
-3.30
-2.40
-1.50
-0.60
0.61
1.04
-12.30
-11.40
-10.50
-9.60
-8.70
-7.80
-6.90
-6.00
-19.50
-18.60
-17.70
-16.80
-15.90
-15.00
-14.10
-13.20
15 RET
15 RET
15 RET
15 RET
15 RET
15 RET
15 RET
15 RET
15 RET
15 RET
10 RET
10 RET
10 RET
10 RET
10 RET
10 RET
9 RET
10 RET
10 RET
10 RET
11 RET
12 RET
12 RET
13 RET
13 RET
13 RET
13 RET
13 RET
13 RET
13 RET
13 RET
14 RET
0 RET
0 RET
2 RET
4 RET
6 RET
7 RET
7 RET
8 RET
3 ADV
3 ADV
3 ADV
2 ADV
2 ADV
1 ADV
0 RET
0 RET
0 RET
0 RET
0 RET
0 RET
0 RET
0 RET
0 RET
0 RET
0 RET
0 RET
3 ADV
3 ADV
3 ADV
3 ADV
3 ADV
3 ADV
Write down your values here
MAN PRES VAL RPM FUEL
500
750
1000
1250
1500
1750
2000
2250
2500
2750
3000
3250
3500
3750
4000
6250
6500
6750
7000
7250
7500
7750
8000
4250
4500
4750
5000
5250
5500
5750
6000
8250
8500
8750
9000
9250
9500
9750
VAL ENG TEMP VAL START
ACCPUMPLORPM
ACCPUMPHIRPM
ACCPUMPSENSE
START CYCLES
MAGNET POSITION
KNOCK RETARD
KNOCK SENSE
CL MAP HI
CL MAP LO
CL RPM HI
CL RPM LO
CLOSED LOOP
FUELCUT/MANPRESS
FUELCUT/RPM
FUELCUT BELOW TP
FAST IDLE SWITCH
IDLE TP LOCATION
IDLE FUEL AMOUNT
VAL
6250
6500
6750
7000
7250
7500
7750
8000
4250
4500
4750
5000
5250
5500
5750
6000
RPM IGN VAL RET/LOAD
500
750
1000
1250
1500
1750
2000
2250
2500
2750
3000
3250
3500
3750
4000
8250
8500
8750
9000
9250
9500
9750
57
VAL
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