ACCEL/DFI Gen 7 DFI Engine Management System Installation and Operation Manual

ACCEL/DFI Engine Management Systems
DFI Generation 7.0+
Installation and Operation Manual
TABLE OF CONTENTS
ACCEL/DFI Products and Part Numbers ................................... 11
Spark/Fuel Kits ............................................................................................11
ECM Only .....................................................................................................11
Complete Manifold & Electronic Systems ...............................................11
Plug and Play Systems...............................................................................12
GEN VII Accessories and Harnesses .......................................................12
Fuel Injectors ...............................................................................................13
Low Impedance Injectors...........................................................................14
Accel/DFI Dual Sync Distributors .............................................................14
ACCEL/DFI Engine Management Components.......................................15
Camshafts ....................................................................................................15
Fuel Pressure Regulators ..........................................................................15
Gen VI Wiring and Adapters ......................................................................16
Fuel Pumps and Fittings ............................................................................17
Individual Manifolds and Accessories .....................................................17
Throttle Bodies and Accessories..............................................................18
Fuel Rails and Injector Parts .....................................................................18
Software and Programming Accessories ................................................19
ECM INSTALLATION INSTRUCTIONS........................................ 20
1.1 Introduction ...........................................................................................20
1.1.1 Minimum Computer System Requirements...................................................... 20
1.1.2 DFI CalMap Keyboard Shortcuts ..................................................................... 20
1.1.3 Electronic Access to Drawings and Schematics............................................... 21
1.2 Kit Contents...........................................................................................22
1.3 Required Tools....................................................................................22
1.4 Installation ............................................................................................22
2
1.4.1 Manifold Setup................................................................................................. 22
1.4.3 Fuel Pump Mounting, Wiring, and Plumbing .................................................... 24
1.4.3.1 General.................................................................................................................................. 24
1.4.3.2 Fuel Pump Wiring .................................................................................................................. 24
1.4.3.3 Mechanical Pump Removal ................................................................................................... 25
1.4.3.4 Fuel System Installation......................................................................................................... 26
1.4.3.4.1 Fuel Filter Mounting ............................................................................................................ 27
1.4.4 Mounting the Exhaust Sensor.......................................................................... 28
1.4.5 Installing your distributor, crank sensor, or cam sensor ................................... 29
1.4.5.1 Ignition systems with Computer Controlled Timing................................................................ 29
1.4.5.2 Non-Computer Controlled Timing .......................................................................................... 39
1.4.6 Main wiring harness and ECM installation ....................................................... 41
1.4.6.1 Mounting Your DFI Gen 7 ECM............................................................................................. 41
1.4.6.2 Wiring Harness Installation .................................................................................................... 42
1.4.7 Starting the Engine .......................................................................................... 45
1.4.7.1
1.4.7.2
1.4.7.3
1.4.7.4
1.4.7.5
Configuring the ECM before Startup...................................................................................... 45
Create a Fuel Table, (Fuel->Utilities->VE Estimator)............................................................. 54
Pre-check and Starting the Engine ........................................................................................ 54
Timing Adjustments ............................................................................................................... 55
Throttle Adjustments.............................................................................................................. 55
1.5 Troubleshooting.................................................................... 57
1.5.1 Diagnostic Error Codes....................................................................57
1.5.2 End of Inject Profile ..........................................................................57
1.5.3 No Spark At Plugs.............................................................................57
1.5.4 Engine Runs Lean.............................................................................57
1.5.5 Engine Runs Rich .............................................................................57
1.5.6
Ignition System Settings ...............................................................57
1.5.7
Diagnostic Waveforms...................................................................57
CalMap Software Guide ............................................................... 67
CalMap Minimum Computer System Requirements .................................................. 67
Installation Instructions .............................................................................................. 67
Launching the CalMap Software................................................................................ 67
Getting Started with CalMap...................................................................................... 67
Editing Data Online from an ECM....................................................................................................... 67
Editing Data from a Calibration File .................................................................................................... 68
The CalMap Calibration Environment................................................................................................. 69
The CalMap Menu and Toolbar .......................................................................................................... 69
The CalMap Instrument Panel ............................................................................................................ 70
The CalMap Monitor Panel ................................................................................................................. 71
Editing Calibration Data with CalMap: ................................................................................................ 71
Numerical Table Editing Screens ....................................................................................................... 71
3-Dimensional Graph Editing Screen......................................................................... 74
Other Numerical Table Editing Screens.............................................................................................. 74
2-Dimensional (Line Graph) Editing Screen ....................................................................................... 74
Figure 4: 2-Dimensional Graph Editor ...................................................................... 75
3
Single Value Table Editing Screen ..................................................................................................... 76
Figure 5: The Single Cell Table Editor Screen.......................................................... 76
System Configuration Screen: ............................................................................................................ 77
Controls Configuration Screen............................................................................................................ 77
DFI CalMap Keyboard Command Shortcuts:...................................................................................... 78
CALMAP TABLE DESCRIPTIONS............................................... 79
FILE MENU ...................................................................................................79
View Table/Graph Data from a file............................................................................. 79
Save Current Screen Data to a file ............................................................................ 79
Send Current Screen Data to the ECM...................................................................... 79
Save Global Calibration to a File ............................................................................... 79
Program Global Calibration from a File...................................................................... 79
Edit Global Calibration Comments............................................................................. 80
Password Options ..................................................................................................... 80
Print Current Screen.................................................................................................. 80
Close Current Screen ................................................................................................ 80
Exit ............................................................................................................................ 80
FUEL MENU .................................................................................................80
FUEL – UTILITIES .................................................................................................... 80
VE Table Estimator............................................................................................................................. 80
Pulse Width Estimator ........................................................................................................................ 81
FUEL – STARTING ................................................................................................... 82
After-Start Fuel Coefficient vs Engine Coolant Temperature.............................................................. 82
Base After-Start Decay ....................................................................................................................... 82
After-Start Fuel Decay Modifier vs Engine Coolant Temperature (Pro Version only) ......................... 82
Prestart Fuel ....................................................................................................................................... 83
Starting Fuel Coefficient ..................................................................................................................... 83
Starting Fuel RPM .............................................................................................................................. 83
Tau vs.MAP/ECT and X vs.MAP model.............................................................................................. 84
Tau vs. MAP/ECT............................................................................................................................... 85
Acceleration Threshold ....................................................................................................................... 85
Acceleration Modifier .......................................................................................................................... 85
Acceleration Modifier Mask................................................................................................................. 86
Acceleration Cutoff ............................................................................................................................. 86
TPS Rate of Change Acceleration Enrichment................................................................................... 86
TPS Rate Of Change Acceleration Enrichment Modifier .................................................................... 86
MAP Rate Of Change Acceleration Enrichment ................................................................................. 86
FUEL – STEADY STATE .......................................................................................... 87
Cylinder #1 - #8 Individual Cylinder Fuel Correction Coefficients....................................................... 87
Injector Correction vs. Voltage (Pro Version only) .............................................................................. 87
Base Offset Injector timing (Sequential Injection Only)....................................................................... 87
Target Injector timing (Sequential Injection Only) ............................................................................... 88
Target Air to Fuel ratio........................................................................................................................ 88
VE Correction vs. Target Air to Fuel Ratio (Pro Version only) ............................................................ 89
VE Correction Coefficient vs Estimated Intake Port Temperature (Pro Version only)......................... 89
VE Correction vs Engine Coolant Temperature (Warm-up Map)........................................................ 90
ECT VE Correction vs MAP/RPM (Pro Version only) ......................................................................... 90
Base Volumetric Efficiency (Fuel Map)............................................................................................... 91
Alpha-N MAP vs Percent Throttle....................................................................................................... 91
ECT – IAT Difference (Pro Version only)............................................................................................ 92
4
MST – IAT Difference (Pro Version only)............................................................................................ 92
FUEL – FEEDBACK .................................................................................................. 93
Fuel Control Proportional Gain ........................................................................................................... 93
Fuel Control Integral Gain................................................................................................................... 93
Fuel Control Differential Gain ............................................................................................................. 94
HEGO/UEGO Feedback Delay........................................................................................................... 94
UEGO Maximum Fuel Feedback Coefficient ...................................................................................... 94
HEGO Maximum Fuel Feedback Coefficient ...................................................................................... 95
HEGO Stoichiometric Air to Fuel Ratio (Pro Version only) ................................................................. 95
Closed Loop ECT Threshold .............................................................................................................. 95
Closed Loop Delay vs. Starting ECT .................................................................................................. 96
IGNITION MENU...........................................................................................97
IGNITION – STARTING ............................................................................................ 97
Ignition Start-up Term......................................................................................................................... 97
Ignition Startup Termination RPM....................................................................................................... 97
Ignition Start-up Decay Interval (Pro Version only)............................................................................. 97
Ignition Start-up Phase-in Interval (Pro Version only)......................................................................... 98
IGNITION – STEADY STATE.................................................................................... 98
Port Air Temperature Ignition Compensation...................................................................................... 98
Base ECT Ignition Compensation (Pro Version only) ......................................................................... 98
ECT Compensation Power Modifier (Pro Version only)...................................................................... 99
Idle Spark Control Compensation....................................................................................................... 99
Ignition Base Advance (Timing Map)................................................................................................ 100
IGNITION – KNOCK................................................................................................ 100
Knock Feedback Retard Limit (Pro Version only) ............................................................................. 100
Knock Feedback Retard Interval (Pro Version only)......................................................................... 100
Knock Feedback Advance Interval (Pro Version only)...................................................................... 101
IGNITION – DWELL CONTROL.............................................................................. 101
Ignition Dwell Period......................................................................................................................... 101
IDLE MENU.................................................................................................102
IDLE CONFIGURATION SCREEN.......................................................................... 102
Transmission Type ........................................................................................................................... 102
Maximum % Throttle Idle Mode ........................................................................................................ 102
Idle Spark Control............................................................................................................................. 102
Maximum % Throttle Idle Spark........................................................................................................ 102
Idle Dampening ................................................................................................................................ 102
TPS Setpoints................................................................................................................................... 103
Idle Attack Rate ................................................................................................................................ 103
Idle Mode Decay Rate ...................................................................................................................... 103
Idle Air Controller (IAC) Control Loop Tuning ................................................................................... 103
Idle Control Proportional Gain .......................................................................................................... 103
Idle Control Integral Gain.................................................................................................................. 104
Idle Control Differential Gain............................................................................................................. 104
IDLE MENU SELECTIONS ..................................................................................... 105
Target Idle Speed ............................................................................................................................. 105
Minimum IAC Position vs Coolant Temperature (Pro Version only) ................................................. 105
Maximum IAC Position vs Coolant Temperature (Pro Version only) ................................................ 105
IAC Starting Position vs. Engine Temperature ................................................................................. 106
Idle Control Delay (Pro Version only)................................................................................................ 106
Throttle Follower............................................................................................................................... 106
NITROUS MENU ........................................................................................107
5
NITROUS – STAGE 1 ................................................................................107
STAGE 1 – CONFIGURATION ............................................................................... 107
Stage 1 - Nitrous System Enable...................................................................................................... 107
Stage 1 Fuel Trim/Ignition Retard..................................................................................................... 107
NOS Engine Saver Enable – All stages............................................................................................ 107
Stage 1 - Engine Saver O2 A:F Threshold (Wideband O2 Only)..................................................... 107
NOS BSFC – All Stages ................................................................................................................... 107
Stage 1 - Orifice Size Calculation ..................................................................................................... 108
Stage 1 - Number of Orifices ............................................................................................................ 108
Stage 1 - NOS Orifice Diameter ....................................................................................................... 108
Stage 1 - Line Pressure .................................................................................................................... 108
Stage 1 - Delay................................................................................................................................. 108
Stage 1 - Minimum %Throttle ........................................................................................................... 109
Stage 1 - Minimum RPM................................................................................................................... 109
Stage 1 - Manifold Pressure Threshold ............................................................................................ 109
Stage 1 - NOS Fuel Delay ................................................................................................................ 110
NOS - RPM Limit (All Stages)........................................................................................................... 110
Stage 1 - ECM Enable Input ............................................................................................................. 110
Stage 1 - Dual Mapping A:F Ratio System Enable ........................................................................... 110
Turbo Boost Builder System Enable................................................................................................. 111
Stage 1 - Closed Loop Fueling Enable ............................................................................................. 111
NOS Asynchronous Fueling Compensation - All Stages .................................................................. 111
Total Fuel Flow Rate (lbs./hr) – monitor............................................................................................ 111
NOS Fuel Enrichment (lbs./hr) – monitor.......................................................................................... 111
NOS Estimated Horsepower – monitor............................................................................................. 111
STAGE 1 - IGNITION RETARD............................................................................... 112
Stage 1 - Ignition Retard................................................................................................................... 112
STAGE 1- FUEL TRIM ............................................................................................ 112
Stage 1 – Fuel Trim .......................................................................................................................... 112
NITROUS- STAGE 2 ..................................................................................112
STAGE 2- CONFIGURATION ................................................................................. 112
Stage 2 - Nitrous System Enable...................................................................................................... 112
Stage 2 Fuel Trim/Ignition Retard..................................................................................................... 112
Engine Saver O2 Sensor Enable – All Stages.................................................................................. 112
Stage 2 - Engine Saver O2 A:F Threshold (Wideband O2 Only)...................................................... 113
NOS BSFC – All Stages ................................................................................................................... 113
Stage 2 - Orifice Size Calculation ..................................................................................................... 113
Stage 2 - Number of Orifices ............................................................................................................ 113
Stage 2 - Orifice Diameter ............................................................................................................... 114
Stage 2 - Line Pressure .................................................................................................................... 114
Stage 2 - Delay................................................................................................................................. 114
Stage 2 - Minimum %Throttle ........................................................................................................... 114
Stage 2 - Minimum RPM................................................................................................................... 115
Stage 2 - Manifold Pressure Threshold ............................................................................................ 115
Stage 2 - Fuel Delay......................................................................................................................... 115
NOS RPM Limit - All Stages ............................................................................................................. 115
Stage 2 - ECM Enable Input ............................................................................................................. 115
Stage 2 - Closed Loop Fueling Enable ............................................................................................. 116
NOS Asynchronous Fueling Compensation - All Stages .................................................................. 116
Total Fuel Flow Rate (lbs./hr) – monitor............................................................................................ 116
NOS Fuel Enrichment (lbs./hr) – monitor.......................................................................................... 116
NOS Estimated Horsepower – monitor............................................................................................. 116
STAGE 2- IGNITION RETARD................................................................................ 116
Stage 2 - Ignition Retard................................................................................................................... 116
6
STAGE 2- FUEL TRIM ............................................................................................ 117
Stage 2 - Fuel Trim........................................................................................................................... 117
NITROUS- STAGE 3 ..................................................................................117
STAGE 3– CONFIGURATION ................................................................................ 117
Stage 3 - Nitrous System Enable...................................................................................................... 117
Stage 3 Fuel Trim/Ignition Retard..................................................................................................... 117
Engine Saver O2 Sensor Enable – All stages .................................................................................. 117
Stage 3 - Engine Saver O2 A:F Threshold (Wideband O2 Only)...................................................... 117
NOS BSFC – All stages.................................................................................................................... 118
Stage 3 - Delay................................................................................................................................. 118
Stage 3 - Minimum %Throttle ........................................................................................................... 118
Stage 3 - Minimum RPM................................................................................................................... 119
Stage 3 - Manifold Pressure Threshold ............................................................................................ 119
Stage 3 - Fuel Delay......................................................................................................................... 119
NOS RPM Limit - All Stages ............................................................................................................. 119
Stage 3 - ECM Enable Input ............................................................................................................ 119
NOS Asynchronous Fueling Compensation - All Stages .................................................................. 120
Total Fuel Flow Rate (lbs./hr) – monitor............................................................................................ 120
NOS Fuel Enrichment (lbs./hr) – monitor.......................................................................................... 120
NOS Estimated Horsepower – monitor............................................................................................. 120
STAGE 3 - IGNITION RETARD............................................................................... 120
Stage 3 - Ignition Compensation ...................................................................................................... 120
STAGE 3 - FUEL TRIM ........................................................................................... 121
Stage 3 - Fuel Trim........................................................................................................................... 121
DATA LOGGING ......................................................................... 121
CONFIGURATION......................................................................................121
Configure................................................................................................................. 121
Load Configuration ........................................................................................................................... 121
Save Configuration ........................................................................................................................... 121
Set Autolog to Other ......................................................................................................................... 121
Configuring a CalMap Data Logging Session ......................................122
Running a CalMap Data Logging Session ............................................122
The CalMap Autolog Feature..................................................................123
Setting the Autolog Feature to Other ................................................................................................ 123
Using the CalMap Data Logging Analysis Subsystem.........................123
Replaying a CalMap Data Logging Session............................................................. 124
Graphing a CalMap Data Logging Session.............................................................. 124
Performing a CalMap Fueling Analysis.................................................................... 125
ECM CONFIGURATION.............................................................. 125
CONFIGURATION - SYSTEM ...................................................................125
Number of Cylinders......................................................................................................................... 125
Engine Displacement........................................................................................................................ 125
Ignition Delay.................................................................................................................................... 125
Crank Index Offset............................................................................................................................ 126
Compression Ratio ........................................................................................................................... 126
Fuel Injector Rate ............................................................................................................................. 126
7
Fuel Rail Pressure ............................................................................................................................ 127
Fully Closed TPS Sensor Setpoint -- Low Setpoint .......................................................................... 127
Fully Open TPS Sensor Setpoint -- High Setpoint ............................................................................ 127
Ignition Input/Output References ...................................................................................................... 128
Map Configuration/Display Units ...................................................................................................... 128
Return or Returnless Fuel System.................................................................................................... 128
Fuel Injector Firing Order.................................................................................................................. 128
Injection Type ................................................................................................................................... 129
CONFIGURATION – CONTROLS .............................................................130
Auxiliary Input Function -- 2-Step Limiter or IAC FeedFwd Request ................................................ 130
Default Ignition Cut-Off Speed.......................................................................................................... 131
Default Fuel Cut-Off Speed .............................................................................................................. 131
Default Fuel Restore Speed ............................................................................................................. 131
Exhaust Closed Loop Mode Enable ................................................................................................. 131
Exhaust Feedback Sensor Type....................................................................................................... 131
Exhaust Feedback Processing Delay ............................................................................................... 132
Wideband Oxygen Sensor Type....................................................................................................... 132
O2 Strategy Adjustment.................................................................................................................... 132
Starting Prime Pulse......................................................................................................................... 132
CONFIGURATION – OUTPUT OPTIONS .................................................133
Auxiliary Output #1 Function -- AC Clutch Disable or VTEC Output................................................. 133
AC Clutch Disable Threshold............................................................................................................ 133
VTEC Functionality........................................................................................................................... 133
Auxiliary Output #2 Function -- Shift Light Output or Fan #2 Control................................................ 134
Shift Light Threshold......................................................................................................................... 134
Fan On Temperature ........................................................................................................................ 134
Fan Off Temperature ........................................................................................................................ 135
Fan IAC Feed Forward Counts......................................................................................................... 135
AC Request Input Turns Fan 1 On ................................................................................................... 135
CONFIGURATION - TORQUE CONVERTER...........................................135
Performance Mode ........................................................................................................................... 135
4th Gear Indicator Signal ................................................................................................................... 135
TCC Minimum (%) Throttle Position ................................................................................................. 136
TCC Maximum (%) Throttle Position ................................................................................................ 136
TCC Minimum RPM.......................................................................................................................... 136
TCC Maximum RPM......................................................................................................................... 136
TCC Wide Open Throttle Unlock - (%) Throttle Position................................................................... 137
TCC Exit Wide Open Throttle Unlock – (%) Throttle Position........................................................... 137
TCC Wide Open Throttle Unlock Period (seconds) .......................................................................... 137
TORQUE CONVERTER – TCC DELAY .................................................................. 137
TCC Load Delay ............................................................................................................................... 137
CONFIGURATION - SENSOR MEASUREMENTS..................................138
Ignition Voltage Filter Rate (Pro Version only).................................................................................. 138
Throttle Position Filter Rate (Pro Version only)................................................................................. 138
Manifold Pressure Filter Rate (Pro Version only).............................................................................. 138
Atmospheric Pressure Filter Rate (Pro Version only) ....................................................................... 139
Engine Temperature Sensor Filter Rate (Pro Version only).............................................................. 139
Intake Air Temperature Sensor Filter Rate (Pro Version only).......................................................... 139
Manifold Surface Temperature Sensor Filter Rate (Pro Version only).............................................. 140
HEGO/UEGO Filter Rate .................................................................................................................. 140
DIAGNOSTICS MENU................................................................. 141
8
Engine Status Monitor..............................................................................141
Input Diagnostics ......................................................................................143
Clear Error Codes .....................................................................................143
View Error Codes ......................................................................................143
Establish Communication........................................................................144
HELP MENU ................................................................................ 144
About CalMap ............................................................................................144
Calibration Tool Help................................................................................144
Drawings/Schematics...............................................................................144
View Access Privileges ............................................................................144
Keyboard Shortcuts..................................................................................144
Wire List and Wiring Harness Overviews................................ 145
Main Wire Harness Overview .................................................................145
ECM Header Main Wire List .....................................................................146
Page 1..................................................................................................................... 146
Page 2..................................................................................................................... 147
Cylinder Position Wire Listing / Firing Orders ......................................148
GM 6 Cylinder Injector Harness ..............................................................149
GM 8 Cylinder Injector Harness ..............................................................150
Ford 8-Cylinder Injector Harness............................................................151
Honda 4 Cylinder Injector Harness.........................................................152
TBI Injector Harness .................................................................................153
Universal SEFI IPU Ignition Harness ......................................................154
F-Body Coil Power Harness.....................................................................155
F-Body Distributor Coil Adapter Harness..............................................155
F-Body Small Cap HEI Ignition Adapter.................................................155
HEI Large Cap Ignition Adapter ..............................................................155
Ford Thick Film Ignition (TFI) Adapter ...................................................156
Buick GN DIS Ignition Harness ...............................................................156
Buick GN DIS Coil Adapter ......................................................................157
9
LT1 Idle Air Controller Adapter ...............................................................158
LT1 Ignition Adapter Harness..................................................................158
LT1 TPS Adapter Harness........................................................................159
10
ACCEL/DFI Products and Part Numbers
Spark/Fuel Kits
77022
77022-L
77025
77025-U
77026
77027
77030
77030-U
77030-E
77040
GEN VII CHEVY SPARK/FUEL (EXCEPT LT1)
GEN VII CHEVY SPARK/FUEL LT1
GEN VII BUICK/GN V6 SPK FUEL KIT
GEN VII UNIVERSAL V6 CYL KIT W/UNIV IGN
GEN VII UNIVERSAL 4 CYL SPK/FUEL
GEN VII UNIVERSAL 4 CYL KIT W/IAC
GEN VII FORD 5.0 TFI SPK/FUEL
GEN VII FORD 5.0 W/UNIV IGN SPK/FUEL
GEN VII FORD (4.6L EDIS STRATEGY)
GEN VII UNIVERSAL SPARK/FUEL KIT
ECM Only
77041
77042
77046
77046-S
77046-P
77048
GEN VII FORD ECU ONLY
GEN VII IPU ECU ONLY
GEN VII GM ECU ONLY
GEN VII GM ECU, STANDARD SOFTWARE KEY & COMM. CABLE
GEN VII GM ECU, PRO SOFTWARE KEY & COMM. CABLE
GEN VII UNIVERSAL 4 CYL ECU ONLY
Complete Manifold & Electronic Systems
77102
77102-H
77106
77130
77131
77131-H
77135
77141
77142
77143
77144
77202-H
77202-I
77202-J
77202-K
GEN VII CHEVY BB SUPER RAM RECTANGLE PORT
GEN VII CHEVY BB HIGH OUTPUT SUPER RAM RECTANGLE PORT
GEN VII CHEVY BB SUPER RAM OVAL PORT
GEN VII CHEVY SB STREET RAM SYSTEM
GEN VII CHEVY SB SUPER RAM
GEN VII CHEVY SB HIGH OUTPUT SUPER RAM
GEN VII UNIVERSAL THROTTLE BODY INJECTION SYSTEM
GEN VII CHEVY SB PRO RAM 500 HP 750 CFM
GEN VII CHEVY SB PRO RAM 750 CFM IPU
GEN VII CHEVY SB PRO RAM 1200 CFM
GEN VII CHEVY SB PRO RAM 1200 CFM IPU
GEN VII CHEVY BB PRO RAM RECTANGLE PORT 1000CFM
GEN VII CHEVY BB PRO RAM OVAL PORT 1000CFM
GEN VII CHEVY BB PRO RAM OVAL PORT 1200CFM
GEN VII CHEVY BB PRO RAM RECTANGLE PORT 1200CFM
11
Plug and Play Systems
--Pre-calibrated
77350P
77350PS
77350PW
77350PWS
77454
77454R
77454RS
77454RW
77454RWS
77454S
77454W
77454WS
77502
77502R
77502RS
77502RW
77502RWS
77502S
77502W
77502WS
systems for specific crate engines
P&P 350 FOR CRATE ENGINES
P&P 350 W/DUAL SYNC
P&P 350 W/WIDE BAND 02
P&P 350 W/DUAL SYNC & WIDE BAND 02
P&P 454 OVAL PORT
P&P 454 RECTANGLE PORT CRATE
P&P 454 RECTANGLE PORT W/DUAL SYNC
P&P 454 RECTANGLE PORT W/WIDE BAND 02
P&P 454 RECTANGLE PORT W/DUAL SYNC & WIDE BAND 02
P&P 454 OVAL PORT W/ DUAL SYNC
P&P 454 OVAL PORT & WIDE BAND 02
P&P 454 OVAL PORT DUAL SYNC & WIDE BAND 02
P&P 502 OVAL PORT
P&P 502 RECTANGLE PORT
P&P 502 RECTANGLE PORT W/DUAL SYNC
P&P 502 RECTANGLE PORT W/WIDE BAND 02
P&P 502 RECTANGLE PORT W/DUAL SYNC & WIDE BAND O2
P&P 502 OVAL PORT W/DUAL SYNC
P&P 502 OVAL PORT W/WIDE BAND O2
P&P 502 OVAL PORT W/DUAL SYNC & WIDE BAND 02
GEN VII Accessories and Harnesses
77063
77065
77101
77170
77171
77172
77173
77174
77175
77176
77177
77178
77253
77650
77651
77652
GEN VII WIDE BAND LINEAR (UEGO) O2 KIT
GEN VII REPLACEMENT WIDE BAND O2 SENSOR (SENSOR ONLY)
DUAL SYNC IGNITION ADAPTER HARNESS (Req.for D/Sync Distributors)
GEN VII F-BODY CONVERSION KIT
GEN VII FAN CONTROL KIT
GEN VII TORQUE CONVERTOR KIT
GEN VII KNOCK CONTROL HARNESS KIT
GEN VII SBC KNOCK CONTROL KIT (INCL.MODULE, SENSOR)
GEN VII BBC KNOCK CONTROL KIT (INCL.MODULE, SENSOR)
GEN VII A/C CLUTCH CONTROL HARNESS
GEN VII MALFUNCTION INDICATOR LAMP HARNESS
GEN VII FUEL-ONLY SIGNAL CONDITIONER
GEN VII SINGLE STAGE NOS HARNESS
GEN VII LT1 TPS ADAPTOR
GEN VII LT1 IAC ADAPTOR
GEN VII LT1 IGNITION ADAPTOR (95-92)
12
77653
77656
77659
77660
77661
77678
77679
77680
77681
77685
77686
77687
77688
77693
77697
77761
GEN VII LT1 IGNITION ADAPTOR (97-96)
GEN VII LARGE CAP HEI IGNITION ADAPTOR
GEN VII BUICK GN IGNITION ADAPTOR
GEN VII FORD TFI IGNITION ADAPTOR
GEN VII FORD TPS ADAPTOR
GEN VII 4 CYLINDER UNIVERSAL MAIN HARNESS
GEN VII 4 CYLINDER UNIVERSAL INJECTOR HARNESS
GEN VII CHEVY MAIN HARNESS
GEN VII CHEVY INJECTOR HARNESS
GEN VII TBI INJECTOR HARNESS
GEN VII FORD 5.0 MAIN HARNESS
GEN VII FORD 5.0 INJECTOR HARNESS
GEN VII UNIVERSAL IGNITION ADAPTOR
GEN VII BUICK GN 6 CYLINDER INJECTOR HARNESS
GEN VII MULTI STAGE NOS HARNESS
GEN VII 4 WIRE (HEGO) OXYGEN SENSOR (SENSOR ONLY)
Fuel Injectors
150114
150115
150117
150119
150121
150123
150124
150126
150130
150132
150136
150140
150144
150148
150414
150415
150417
150614
150615
150617
150619
150621
150623
150624
150626
150630
PERF FUEL INJECTOR 14lb each
PERF FUEL INJECTOR 15lb each
PERF FUEL INJECTOR 17lb each
PERF FUEL INJECTOR 19lb each
PERF FUEL INJECTOR 21lb each
PERF FUEL INJECTOR 23lb each
PERF FUEL INJECTOR 24lb each
PERF FUEL INJECTOR 26lb each
PERF FUEL INJECTOR 30lb each
PERF FUEL INJECTOR 32lb each
PERF FUEL INJECTOR 36lb each
PERF FUEL INJECTOR 40lb each
PERF FUEL INJECTOR 44lb each
PERF FUEL INJECTOR 48lb each
PERF FUEL INJECTORS 14lb 4-pak
PERF FUEL INJECTORS 15lb 4-pak
PERF FUEL INJECTORS 17lb 4-pak
PERF FUEL INJECTORS 14lb 6-pak
PERF FUEL INJECTORS 15lb 6-pak
PERF FUEL INJECTORS 17lb 6-pak
PERF FUEL INJECTORS 19lb 6-pak
PERF FUEL INJECTORS 21lb 6-pak
PERF FUEL INJECTORS 23lb 6-pak
PERF FUEL INJECTORS 24lb 6-pak
PERF FUEL INJECTORS 26lb 6-pak
PERF FUEL INJECTORS 30lb 6-pak
13
150632
150636
150640
150644
150648
150814
150815
150817
150819
150821
150823
150824
150826
150830
150832
150836
150840
150844
150848
151195
151255
151370
152255
153195
153255
153260
153310
154260
PERF FUEL INJECTORS 32lb 6-pak
PERF FUEL INJECTORS 36lb 6-pak
PERF FUEL INJECTORS 40lb 6-pak
PERF FUEL INJECTORS 44lb 6-pak
PERF FUEL INJECTORS 48lb 6-pak
PERF FUEL INJECTORS 14lb 8-pak
PERF FUEL INJECTORS 15lb 8-pak
PERF FUEL INJECTORS 17lb 8-pak
PERF FUEL INJECTORS 19lb 8-pak
PERF FUEL INJECTORS 21lb 8-pak
PERF FUEL INJECTORS 23lb 8-pak
PERF FUEL INJECTORS 24lb 8-pak
PERF FUEL INJECTORS 26lb 8-pak
PERF FUEL INJECTORS 30lb 8-pak
PERF FUEL INJECTORS 32lb 8-pak
PERF FUEL INJECTORS 36lb 8-pak
PERF FUEL INJECTORS 40lb 8-pak
PERF FUEL INJECTORS 44lb 8-pak
PERF FUEL INJECTORS 48lb 8-pak
HONDA PLUS INJ LOW IMP 195CC/M
HONDA PLUS INJ LOW IMP 255CC/M
HONDA PLUS INJ LOW IMP 370CC/M
HONDA PLUS INJ HIGH IMP 255CC/M
HONDA PLUS INJ HIGH IMP 195CC/M
HONDA PLUS INJ HIGH IMP 255CC/M
HONDA PLUS INJ HIGH IMP 260CC/M
HONDA PLUS INJ HIGH IMP 310CC/M
HONDA PLUS INJ HIGH IMP 260CC/M
Low Impedance Injectors
74612
74616
74607
74160
INJECTOR 55#/HR (1-EACH)
INJECTOR 72#/HR (1-EACH)
INJECTOR 83#/HR (1-EACH)
INJECTOR 160#/HR (1-EACH)
Accel/DFI Dual Sync Distributors
--Crank and Cam Signal allows for sequential operation of a Gen.7 system
77100
DUAL SYNC DISTRIBUTOR CHEVY SMALL CAP
77190
DUAL SYNC DISTRIBUTOR CHEVY LARGE CAP
77100-T
DUAL SYNC DISTRIBUTOR CHEVY SMALL CAP TALL DECK
77190-T
DUAL SYNC DISTRIBUTOR CHEVY LARGE CAP TALL DECK
77110
DUAL SYNC DISTRIBUTOR CORVETTE W/TACH DRIVE SMALL CAP
77151
DUAL SYNC DISTRIBUTOR CHEVY 4.3L V6 SMALL CAP
77159
DUAL SYNC DISTRIBUTOR CHEVY 4.3L V6 LARGE CAP
14
77201
77291
77207
77297
77204
77294
77313
77301
77441
77401
77491
77701
77707
77801
77548
77580
77601
77901
77911
77101*
DUAL SYNC DISTRIBUTOR FORD SB SMALL CAP
DUAL SYNC DISTRIBUTOR FORD SB LARGE CAP
DUAL SYNC DISTRIBUTOR FORD 351 WINDSOR SMALL CAP
DUAL SYNC DISTRIBUTOR FORD 351 WINDSOR LARGE CAP
DUAL SYNC DISTRIBUTOR FORD BB (351C-429-460) SMALL CAP
DUAL SYNC DISTRIBUTOR FORD BB (351C-429-460) LARGE CAP
DUAL SYNC DISTRIBUTOR HON DA 1.6L-1.8L
DUAL SYNC DISTRIBUTOR BUICK (215CI) V8
DUAL SYNC DISTRIBUTOR BUICK (400-430-455) SMALL CAP
DUAL SYNC DISTRIBUTOR OLDSMOBILE SMALL CAP
DUAL SYNC DISTRIBUTOR OLDSMOBILE LARGE CAP
DUAL SYNC DISTRIBUTOR CHRYSLER B (383) SMALL CAP
DUAL SYNC DISTRIBUTOR CHRYSLER HEMI (392) SMALL CAP
DUAL SYNC DISTRIBUTOR CHRYSLER R-B (440) SMALL CAP
DUAL SYNC DISTRIBUTOR CADILLAC SMALL CAP
DUAL SYNC DISTRIBUTOR PONTIAC SMALL CAP
DUAL SYNC DISTRIBUTOR AMC SMALL CAP
DUAL SYNC DISTRIBUTOR CHRYSLER "LA" (318-360) SMALL CAP
DUAL SYNC DISTRIBUTOR PORSCHE 911 SMALL CAP
DUAL SYNC IGNITION ADAPTER HARNESS (Req.for D/Sync Distributors)
ACCEL/DFI Engine Management Components
--Gen 6 Accessory Kits
74070
VARIABLE INJECTOR CONTROLLER
74170
F-BODY CONVERSION KIT
74171
FAN CONTROL KIT
74172
TORQUE CONVERTER LOCK-UP KIT
74173
KNOCK CONTROL HARNESS
74174
KNOCK CONTROL KIT-SBC (INCL.MODULE, SENSOR)
74175
KNOCK CONTROL KIT-BBC (INCL.MODULE, SENSOR)
74253
SINGLE STAGE NOS HARNESS KIT
Camshafts
74211
74216
74219
74220
SUPER RAM SBC HYDRAULIC ROLLER CAM
SUPER RAM SBC HYDRAULIC ROLLER CAM
SUPER RAM SBC HYDRAULIC ROLLER CAM
SUPER RAM SBC HYDRAULIC ROLLER CAM
Fuel Pressure Regulators
74560
74561
74562
ADJUSTABLE REGULATOR, DFI RAIL MOUNT
ADJUSTABLE REGULATOR, 86-93 5.0L MUSTANG
ADJUSTABLE REGULATOR, 94-98 FORD 4.6L
15
74565
74566
74725
74726
74745
74750
74751
74753
74755
74756
74758
ADJUSTABLE REGULATOR, 92-96 CORVETTE (LT1)
ADJUSTABLE REGULATOR, 94-97 LT1 (EXCEPT 'VETTE)
FUEL PRESSURE GAUGE KIT-FORD EFI
FUEL PRESSURE GAUGE KIT-SB CHEVY TPI
FUEL PRESSURE GAUGE CHEVY LT1
ADJUSTABLE PRESSURE REGULATOR CHEVY TPI
NONADJUSTABLE PRESSURE REGULATOR RAIL MOUNT
FORD ADJUSTABLE REGULATOR ASSEMBLY
PRESSURE REGULATOR SPACER
REGULATOR BLOCK
ADJUSTABLE FUEL PRESSURE REGULATOR CHEVY LT1
Gen VI Wiring and Adapters
74680
74681
74684
74686
74687
74688
74689
74692
74693
74694
74695
74696
74697
74730
74731
74731A
74731B
74737
74738
74739
74743
74743H
74744
74746
74747
74748A
74748B
74761
74762
74763
74764
74765
CHEVY MAIN WIRE HARNESS
CHEVY INJECTOR HARNESS
TPS/MAP HARNESS
FORD MAIN HARNESS
FORD INJECTOR HARNESS
I.P.U. (CRANK TRIGGER) HARNESS KIT
INJECTOR CONVERTOR HARNESS
FUEL/SPARK HARNESS ADAPTOR
BUICK/GN INJECTOR HARNESS
BUICK/GN MAIN WIRE HARNESS
INJECTOR HARNESS (TUNNEL RAM)
GN TPS/MAP HARNESS
MULTISTAGE NOS HARNESS KIT
TPI FUEL RAIL FITTING KIT
JUMPER LINE KIT 3/8" & 5/16"
JUMPER LINE 3/8"
JUMPER LINE 5/16"
FUEL RAIL VALVE
FUEL RAIL VALVE CAP
FUEL RAIL SPACER (SET OF 8)
3/8 NPT/6AN FITTING
HIGH FLOW FITTING
6AN-90 DEGREE FITTING
3/8 - 1/4 ADAPTOR FITTING
6AN/6AN TEE FITTING
3/8 - 6-AN FITTING
5/16 TO 6AN FITTING
HEATED O-2 SENSOR
MICRO RELAY AUTO
TPS SWITCH
NA MAP SENSOR (1 BAR)
COOLANT TEMP. SENSOR
16
74766
74769
74770
74771
74773
74775
74776
74777
74778
74778H
74781
74801
74811
74812
74813
74814
74815
74816
74834
74836
IDLE SPEED CONTROL MOTOR
IDLE SPEED CONTROL MOTOR HOUSING
IDLE SPEED CONTROL MOTOR ADAPTOR
THROTTLE POSITION SENSOR CONVERTOR
AIR TEMP. SENSOR
MICRO-RELAY-MARINE
MAP SENSOR 0-2 BAR
MAP SENSOR 3 BAR
IAC FILTER
IAC HOUSING
TPS (HARLEY)
MANIFOLD CONVERSION KIT
ELECTRICAL CONN. KIT (1 PIN)
2 PIN CONNECTOR ASSEMBLY
3 PIN CONNECTOR ASSEMBLY
4 PIN CONNECTOR ASSEMBLY
5 PIN CONNECTOR ASSEMBLY
6 PIN CONNECTOR ASSEMBLY
BB SUPER RAM FUEL PRESSURE REGULATOR FITTING
VACUUM FITTING
Fuel Pumps and Fittings
74701
74702
74707
74708
74710
74711
74711H
74712
74720
74721
74723
ELECTRIC FUEL PUMP- 400 HP, TBI, 45PSI
ELECTRIC FUEL PUMP- 870 HP
BRAIDED LINE, REAR
BRAIDED LINE, FRONT
FUEL PUMP MOUNTING BRACKET
FUEL PUMP FITTING - TO -6AN
HIGH FLOW FUEL PUMP FITTING TO -8AN
TPI FUEL RAIL FITTINGS
FUEL FILTER
FUEL FILTER FITTING KIT TO -6AN
3/8 COMPRESSION FITTING
Individual Manifolds and Accessories
74202B
74202C
74202D
74202E
74302L
74302S
74139
74140
CHEVY BB SUPER RAM RECTANGLE PORT BASE
CHEVY BB SUPER RAM OVAL PORT BASE
CHEVY BB PRO RAM (SINGLE PLANE) RECTANGLE PORT
CHEVY BB PRO RAM (SINGLE PLANE) OVAL PORT
FORD SB PRO RAM LARGE RUNNER MANIFOLD
FORD SB PRO RAM SMALL RUNNER MANIFOLD
CHEVY SB PRO RAM (SINGLE PLANE) MANIFOLD W/ RAILS
CHEVY SB PRO RAM (SINGLE PLANE) MANIFOLD
17
74197
74197L
74189E
74189L
74190G
74194
74195
74195G
74196
74196F
74196G
74198
74199
74200
74202P
74203L
74203S
74882
74831
CHEVY SB SUPER RAM MANIFOLD BASE
CHEVY LT-1 SUPER RAM MANIFOLD BASE
TPI HIGH FLOW PLENUM (85-89)
TPI HIGH FLOW PLENUM (89-91)
GASKET KIT, (TUNNEL RAM TB/AIR)
BB SUPER RAM BRACKET
TPI HIGH FLOW RUNNERS (85-88)
HIGH FLOW RUNNER GASKET KIT
PLENUM AND RUNNERS
F-BODY PLENUM AND RUNNERS
SB SUPER RAM GASKET KIT
SUPER RAM BILLET PLENUM LID
TPI HIGH FLOW RUNNERS (89-91)
CHEVY SB SUPER RAM THROTTLE BRACKET
CHEVY BB SUPER RAM PLENUM
LARGE EGR BLOCK OFF PLATE
SMALL EGR BLOCK OFF PLATE
90 DEGREE PLENUM ADAPTOR
TPI GASKET KIT
Throttle Bodies and Accessories
74066
74067
74068
74069
74202PL
74202PM
74191
74191L
74192
74193
74190
74135B
74832
74833
1200 CFM THROTTLE BODY PROGRESSIVE KIT
1200 CFM THROTTLE BODY LINKAGE
1200 CFM THROTTLE BODY PRIMARY ARM
1200 CFM THROTTLE BODY SECONDARY ARM
1200 CFM BILLET THROTTLE BODY
1200 CFM BILLET THROTTLE BODY WITH IAC & TPS
1000 CFM THROTTLE BODY
1000 CFM THROTTLE BODY LT1 LPE
1000 CFM AIR FILTER ADAPTOR KIT
1000 CFM ACCESSORY KIT
1000 CFM THROTTLE BODY W/ADAPTER
T.B.I. Throttle Body w/Fuel Rails and w/o electronics
GASKET FRONT, 1000 CFM TB
GASKET REAR, 1000 CFM TB
Fuel Rails and Injector Parts
77306
74732C
74734-1
74734-2
74734-3
74734-4
FORD FUEL RAIL KIT 5.0L & 5.8L
INJECTOR NOZZLE CLIP/TUNNEL RAM
FUEL RAIL 1' EXTRUDED
FUEL RAIL 2' EXTRUDED
FUEL RAIL 3' EXTRUDED
FUEL RAIL 4' EXTRUDED
18
74734-5
74734-6
74740
74741
74802
74735
74736
74704
74820
FUEL RAIL 5' EXTRUDED
FUEL RAIL 6' EXTRUDED
INJECTOR BUSHINGS (SET OF 8)
INJECTOR O-RING
MULTIPORT INJ. CONNECTOR KIT
CHEVROLET SB PRO RAM FUEL RAIL LEFT
CHEVROLET SB PRO RAM FUEL RAIL RIGHT
CHEVROLET SB SUPER RAM FUEL RAIL ASSY
COLD START PLUG KIT
Software and Programming Accessories
Gen 6
74990L
74990N
74990S
74991
74997
DOS Based Software for Gen 6 systems
VERSION 6 CALMAP SOFTWARE W/ 25 FT SERIAL CABLE
VERSION 6 CALMAP 6.32 SOFTWARE
VERSION 6 CALMAP SOFTWARE W/ 5 FT CABLE
VERSION 6 CALMAP 25 FT CABLE ONLY
VERSION 6 SERIAL ADAPTOR CABLE HARNESS
Gen 7
77990L
77990S
77991
77992S
77003
77003P
77003U
77003SU
77003PU
77990
77993
Windows Based Software for Gen 7 Systems
GEN 7 CALMAP SOFTWARE, STANDARD KEY W/ 25 FT CABLE
GEN 7 CALMAP SOFTWARE, STANDARD KEY W/ 5 FT CABLE
GEN 7 25 FT CALMAP CABLE ONLY
GEN 7 CALMAP SOFTWARE, PRO KEY
CALMAP GEN 7+ STANDARD KEY ONLY
CALMAP GEN 7+ PRO KEY ONLY
CALMAP GEN 7+ SOFTWARE, ECM FLASH UPGRADE & NO KEY
CALMAP GEN 7+ SOFTWARE, ECM FLASH UPGRADE W/STD KEY
CALMAP GEN 7+ SOFTWARE, ECM FLASH UPGRADE W/PRO KEY
CALMAP 2002 GEN 7 SOFTWARE ON CD (SOFTWARE ONLY)
LATEST VERSION CALMAP GEN 7 SOFTWARE ON CD (SOFTWARE
ONLY)
19
ECM INSTALLATION INSTRUCTIONS
1.1 Introduction
Congratulations on your purchase of the Generation 7.0+ Accel/DFI Engine Management
System, one of the most advanced systems on the market today. The new 7.0+ ECM
offers enhanced control, extended versatility, and improved reliability over our previous
units. Utilizing the all-new CalMap software, spark and fuel delivery can be precisely
matched to engine requirements, unlocking lost horsepower. This manual is written to
assist you with the installation of your new system. This installation should be performed
by a qualified technician that has a thorough knowledge of automobile electrical and
mechanical systems, such as an Accel Engine Management Installation Center (EMIC).
Accel has numerous EMICs that can install your new system, calibrate your engine, and
fabricate or modify your intake manifold if necessary. Call Mr. Gasket at 1 (888) 674-2753
for an EMIC location nearest you for more details.
1.1.1 Minimum Computer System Requirements
•
•
•
•
•
•
Microsoft Windows 98 (Second Edition), 2000, XP or better operating systems.
Intel Pentium II processor, 400 MHz or faster or equivalent. Pentium III Processor or
higher recommended.
64 MB of RAM.
Monitor Resolution of 800x600 pixels, 1024x768 recommended.
One serial communication port, properly configured through your operating system.
One parallel port or USB port for Standard or Pro DFI PowerKey access
1.1.2 DFI CalMap Keyboard Shortcuts
Function Keys valid from any screen:
F1
Activates the CalMap Online Help subsystem.
F2
Loads the Base Volumetric Efficency vs. MAP/RPM table.
F3
Loads the Base Ignition Advance vs. MAP/RPM table.
F4
Loads the Target Air:Fuel Ratio vs. MAP/RPM table.
F5
Loads the Data Logging subsystem with the preset ‘Autolog’ configuration.
F6
Download a Global Calibration from the ECM and save it to a disk file.
F7
Upload a Global Calibration file to the ECM from a disk file.
F8
Clears all the Error Codes in the ECM.
F9
Attempts to establish communication with the ECM.
F10 Sends control data to ECM from various configuration/parameter editing screens.
F11 Loads the Tau vs. MAP/ECT table.
F12 Loads the Acceleration Threshold editor.
20
ESC
INSERT
CTRL-F1
CTRL-B
CTRL-C
CTRL-D
CTRL-E
CTRL-F
CTRL-G
CTRL-I
CTRL-L
X
CTRL-N
CTRL-R
CTRL-S
CTRL-V
CTRL-X
ALT-F
ALT-U
ALT-I
ALT-D
ALT-N
ALT-L
ALT-C
ALT-G
ALT-H
Closes the current screen or window.
Loads the last screen that was opened.
Displays CalMap online drawings and wiring diagrams.
Loads the Boost Builder configuration screen.
Loads the ECM Control configuration screen.
Loads the Input Diagnostics screen.
Loads the ECM Active Error Code Acknowledge screen.
Loads the Data Logging Fuel Analysis Subsystem
Loads the Data Logging Analysis subsystem.
Loads the Idle configuration screen.
Loads the Data Logging subsystem with the currently loaded configuration.
Multiplies highlighted cells by a user-defined value on table editing screens.
Loads the ECM Sensor Measurement configuration screen.
Loads the Data Logging Replay subsystem.
Loads the ECM System Configuration Screen.
Loads the Engine Parameter Monitor Screen.
Exits the CalMap Engine Calibration Environment.
Begins navigation in the File menu.
Begins navigation in the Fuel menu.
Begins navigation in the Ignition menu.
Begins navigation in the Idle menu.
Begins navigation in the Nitrous menu.
Begins navigation in the Data Logging menu.
Begins navigation in the Configuration menu.
Begins navigation in the Diagnostics menu.
Begins navigation in the Help menu.
Configuration Screens:
TAB
Moves control to the next editable field on the screen.
Shift-TAB
Moves control to the previous editable field on the screen.
F10
Sends data to the ECM from the Active Edit Control on the screen.
Up/Dn
Arrows Changes the value of numeric controls. It does not send data to the
ECM.
ENTER
Activates some controls such as switches, but does not send data to the
ECM.
1.1.3 Electronic Access to Drawings and Schematics
Various drawings, wiring diagrams, and schematics are available electronically, and are
accessible by pressing the CTRL and F1 keys from anywhere within the CalMap
calibration environment, whether or not you are connected to an ECM. The online help
system is available by pressing the F1 key.
21
1.2 Kit Contents
Description / Part Number
Generation 7.0+ Electronic Control Module (ECM)
Main Wiring Harness (MWH)
Injector Wire Harness (IWH)
Manifold Absolute Pressure (MAP) sensor (1 BAR)
Heated Oxygen Sensor (HEGO) 4 Wire
Coolant Temperature Sensor (CTS)
Intake Air Temperature Sensor (IAT)
Manifold Surface Temperature Sensor (MST)
Ignition Harness Adapter (IADP)
CalMap Software package with 5ft. communication cable
Ford kits also include the TPS & IAC motor, housing & adapter
Note: If you are missing any item, please contact your dealer immediately.
1.3 Required Tools
These are the tools that you will need to properly install your Accel/DFI engine
management system:
Terminal crimping tool or long nose pliers
Wire stripping tool
Adjustable Crescent Wrench
Electric Drill (optional*)
Green Lee Punch (optional*)
#2 standard screwdriver
_” nut driver or socket equivalent
Solder and Soldering Iron (recommended)
(*) - Needed only when mounting the ECU in the passenger compartment)
1.4 Installation
These installation instructions are general recommendations intended as a basic starting
reference point. The statistics and information shown below will vary with application.
Consult your dealer for further details on your application.
1.4.1 Manifold Setup
22
1.4.1.1 Obtaining your manifold
From the ultra high performance, single plane, Pro-Ram manifold, to the torque
monster, tuned-port, Street-Ram manifold. Accel has a wide variety of fuel
injection manifolds available for your big block and small block Chevrolet and
small block Ford. For the applications that would not be satisfied by our proven
manifold designs, Accel has the hardware necessary to modify a non-EFI style
intake for multi-port injection. Contact a dealer, or reference our catalog for part
numbers. Accel/DFI also has Engine Management Installation Centers
(EMIC’s) that can not only install and tune your system, but also can also
fabricate or modify an intake for you as well. For an EMIC nearest you, please
call 1 (888) 674-2753.
1.4.1.2 Setting up your manifold
Prior to installing your manifold, make sure that gasket surfaces are clean.
Accel recommends using a 180* thermostat. Place your thermostat and gasket
on your manifold, put your thermostat housing on the manifold, and bolt it into
place. If you are using a Street-Ram, Super-Ram or a stock TPI manifold, you
will have to place the injectors into the fuel rail and bolt them on to your manifold
before you bolt the runners and install the injector harness. When installing the
fuel injectors, be careful not to cut the O-rings. A small amount of oil on each
O-ring will aid in the assembly. If you are using a factory 1985-1989 plenum,
you will need to plug off the Cold Start Injector port, use an Accel part number
74820.
If you are using old or used parts, prior to bolting the throttle body to the
plenum, we recommend cleaning the throttle blade, bore, and IAC valve seat
area. A significant amount of gum can accumulate in these areas which could
effect the idle characteristics of an engine, and create calibration issues when
tuning.
1.4.2 Vacuum Plumbing Connections
1. A vacuum line must be attached between the fuel pressure regulator and the side of
the intake plenum (full manifold vacuum). Sometimes on four-barrel throttle bodies, this
source is located on the bottom part of the throttle body. Do not splice into this vacuum
line, this can promote an erratic vacuum signal.
2. Use a 7/16” diameter hose to connect the oil breather on the valve cover to the right
side of the throttle body, if so equipped. If not, plug the corresponding port off on the
throttle body.
3. Fuel only control setups use a 5/32” diameter vacuum line from the bottom of the
throttle body to the vacuum advance canister on the distributor. This is a ported vacuum
source, and should be used with non-computer-controlled distributors, or fuel only control
23
setups.
4. Connect the PCV valve to an intake vacuum source using a 3/8” hose. If you are not
using a PCV valve, block off the vacuum source.
5. Using a 3/8” or larger diameter vacuum line connect the brake booster unit to the
plenum.
6. Next, mount the MAP sensor on the firewall away from any heat or RFI source, such as
a distributor, ignition wires, or ignition coil. Make sure the map sensor is above the level
of the plenum to ensure any condensation will not collect in the line and harm the sensor.
Connect the MAP sensor to the intake plenum (full manifold vacuum) with a vacuum hose.
Always install the MAP port source at least 1” away from any intake port, preferably on the
side of the plenum. Never use the intake floor area on a single or dual plane manifold for
a MAP port source. The MAP sensor is extremely sensitive, and will pick up individual
port intake pulses, making tuning very difficult. Also DO NOT splice into this line,
inaccurate sensor readings could result.
If you have an installation on a boosted application, such as a turbo or supercharger, use
tie wraps to secure all vacuum lines. Severe engine damage could occur if, for example,
the vacuum line to the fuel regulator were to blow off under pressure. The regulator would
no longer maintain a static pressure referenced to manifold pressure, therefore, the
engine would lean out as boost in the manifold increases.
1.4.3 Fuel Pump Mounting, Wiring, and Plumbing
1.4.3.1 General
There are 2 high-pressure fuel pumps available from the ACCEL division of Mr. Gasket.
Both can be mounted in the gas tank, or externally on the frame rail. An ACCEL part
number 74701 will support ~400 horsepower at 45 PSI in non-boosted or normally
aspirated application, and approximately ~300 horsepower at 45 PSI in a boosted, or
turbocharged environment. An ACCEL part number 74702 will support ~800 HP at 45 PSI,
non-boosted, and approximately ~675 HP in a boosted application. You can also use a
part number 74710 fuel pump, mounting bracket if your ACCEL 74702 pump is mounted
outside the tank. Regardless of the fuel pump used, be sure to mount your fuel pump
near the gas tank, and at a point below tank level if possible. Fuel pumps and plumbing
should be protected and shielded from exhaust and engine heat, and road damage. For
in-tank applications, you must use a filter or sock on the suction side of the pump,
otherwise debris from the tank will seize the vane assembly causing complete pump
failure. This type of pump failure is not covered under warranty.
1.4.3.2 Fuel Pump Wiring
Locate the fuel pump wire in the main wiring harness. It is a pink wire with black tracer that
24
runs out of Relay #2, pin 30. Connect this wire to the fuel pump (+) terminal. The ECM
will control the relay that supplies the 12 volts necessary to operate the pump. The pump
will draw roughly 4 to 10 amps, or more, depending on pump size and fuel system
pressures. If you need to lengthen the wire between the pump and the relay, use 14
gauge wire. Solder and shrink-wrap all your connections. If you are using an ultra high
performance pump, replace the 14-gauge wire supplied, with a 10 gauge GXL or TXL
rated wire. This wire, depending on length, is rated to carry up to 30 amps if your
application merits. Next, ground the fuel pump negative (-) terminal to a clean, paint-free
point on the frame rail, or run the proper gauge wire to the battery negative. Make sure
the wiring between the fuel pump and the engine compartment does not hang below the
vehicle, interfere with rotating parts, or become exposed to excess heat.
1.4.3.3 Mechanical Pump Removal
If your engine had a carburetor, be sure to remove your mechanical fuel pump, the fuel
pump-actuating rod, and cover the opening with a block off plate.
25
1.4.3.4 Fuel System Installation
26
1.4.3.4.1 Fuel Filter Mounting
Two filters should be used when installing your high-pressure fuel delivery system. First,
install a high pressure, 10-micron, paper filter between the high-pressure discharge of
your fuel pump and the fuel rails. ACCEL offers a #74720, 10 micron, filter that utilizes –6
AN fittings, #74721. For maximum flow applications, -8AN fittings are available, #74721H. Second, on the suction side of the pump, install a 40-micron low restriction filter. For
in-tank applications, a fuel sock can be installed on the inlet of the pump. If you do not
use a filter or sock on the suction side of the pump, debris from the tank will seize the
vane assembly causing pump failure. This type of pump failure is not covered under
warranty. See the Typical Fuel System Layout diagram for details.
1.4.3.5 Routing Fuel Hose
Unlike your low-pressure carburetor (7-PSI) fuel system, your ACCEL high-pressure
(45PSI) fuel injection system requires high-pressure fuel hose. Typically, use any fuel
hose with a continuous operating pressure of 150 PSI and burst strength rating, of at least
330 PSI. Hose diameter should be at least 3/8” feed, and 5/16” return for street systems,
or larger for performance race systems. For maximum flow applications, limit the use of
90* fittings. If possible, use bent tube or 45* fittings in place of right angle fittings. Also
avoid any sharp bends in your fuel line that could cause premature failure or leaks. As a
general rule, always match the proper hose diameter to the fuel pump output. When using
(2) high-pressure pumps, mount pumps as close to the fuel tank, and low on the frame rail
as possible. Be careful not to interfere with any suspension components, or exhaust
components in the process. See Typical Fuel System Layout diagram for details.
1.4.3.6 Dual Tanks
For dual tank applications, such as trucks or RV’s, a primer pump must be installed in
each fuel tank. The primer pump will feed a multi-port switching valve which draws and
returns fuel to the tank that is selected. The implementation of the switching valve is
important to ensure the feed and return lines operate on the same gas tank. Failure to
use this method on dual tank applications will cause the tank to overflow or run dry.
These primer pumps are commercially available through your factory dealer for most light
and heavy trucks with dual tanks.
1.4.3.7 Sending Unit Modifications
To install a return line in your tank, remove the sender assembly from the fuel tank and
drill a 5/16” hole through the top of the flange. Be sure to give yourself enough room to
weld the tube into place. Use an ACCEL/DFI jumper kit, #74731, to facilitate the
installation. Position the 5/16” return tube roughly 2” off the floor of the tank. Before
welding the tube, make sure the tube does not interfere with the sending unit float.
Secure the tube to the sending unit cap by welding or brazing with low heat, so that flange
warpage and electrical wire abrasion does not occur. Always check for minor cracks or
leaks in the welding area.
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1.4.3.8 Return Fuel Line Installation
If your vehicle was originally equipped with a carburetor than you must run a return fuel
line to the tank. The fuel regulator discharge on all Accel kits utilizes –6AN fittings, so
Accel recommends using a –6AN line or equivalent when installing the return line. Even
though most vehicles came equipped with a _” vent line as part of the evaporative
containment system. Accel strongly recommends that you do not use the vent line as a
return line. These lines usually have a restrictor orifice built into the line near the tank.
The restrictor orifice will cause excessive backpressure in the fuel line making tuning very
difficult. Always make sure the gas tank is vented in an environmentally safe manner as
per service manual requirements for you make and model vehicle.
1.4.4 Mounting the Exhaust Sensor
The Accel/DFI system uses a four wire Heated oxygen sensor (HEGO) to monitor
exhaust oxygen levels. This sensor and a M18x1.5 hex nut or bung is part of your kit.
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Prior to mounting the O2 nut, drill a 5/8” diameter hole perpendicular to the exhaust pipe
or header collector, then weld the O2 nut on the pipe. In turbocharged applications, mount
the O2 nut roughly 8” from the turbo exhaust discharge if possible. When using large
diameter exhaust tubing, such as 3” or larger, make sure the O2 is mounted within 12” of
an exhaust collector. Never mount the O2 on an inside radius of a 45* or 90* elbow. At
low engine speeds, the exhaust gas will travel along the outside radius of the elbow giving
the O2 sensor erratic or improper readings, making calibration efforts difficult at best.
Never mount the O2 sensor on the underside of the pipe as condensation will collect on
the sensor causing sensor failure.
1.4.5 Installing your distributor, crank sensor, or cam sensor
1.4.5.1 Ignition systems with Computer Controlled Timing
1.4.5.1.1 Selection
There are numerous types of distributors and trigger wheels available on the market
today. The Accel ECM can control timing using these types of distributors and crank
triggers:
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GM (HEI), High Energy Ignition, coil in cap (Large Cap)
GM (HEI), High Energy Ignition, with separate coil (i.e. F-Body, Small Cap)
Universal (IPU), Inductive Pickup, or Magnetic Pickup distributor
Universal (IPU), dual sync with cam sensor
Inductive Pickup Cam Sensor
Universal Hall Effect distributor
Universal Hall Effect, with cam sensor
Hall Effect Cam Sensor
GM (LT1) optical spark distributor
Ford (TFI), Thick Film Ignition distributor
Honda (VTEC), dual sync, IPU distributor
Buick V6, DIS, coil pack (’87 and earlier)
Universal Flying Magnet or Lug Crank Triggers with non-magnetic, magnetic
Inductive Pickup sensors, or Hall Effect sensors
Hall Effect Crank Sensors
Note: All of the above sensor triggers must have one tooth per spark event. For
example, you would use a symmetric 4-tooth crank trigger wheel or an 8-tooth
distributor reluctor on an 8 cylinder. A symmetric 3 tooth crank trigger wheel or a 6tooth distributor reluctor on a 6 cylinder. And a symmetric 2- tooth crank trigger wheel
or a 4- tooth distributor reluctor on a 4-cylinder engine. The ACCEL/DFI ECM does not
recognize 24- tooth late model Chevrolet wheels. Call the ACCEL Digital Fuel Injection
Tech Line for more information: (248) 380-2780
All the distributors listed above should have no mechanical advance mechanism or the
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mechanical advance locked out. Always select a distributor that does not incorporate
a vacuum advance canister. Many different engine combinations are possible using
these distributor types. For example, to have complete ignition control on a Chevrolet
motor with a points distributor, you would need to replace the points distributor with an
Dual Sync, HEI, Hall effect or IPU distributor (available from Accel or Mallory). Then
install a spark enhancer box, such as an Accel 300+, Mallory Hyfire, or MSD. This
scenario also holds true if you own an Oldsmobile, Pontiac, Ford, Chrysler, or any
application, where a distributor from the list, is available. All of the above distributor
combinations will operate the fuel injectors in TBI (Throttle Body Injection), Staggered
Batch SDF (bank to bank), and Staged Batch SDF modes. However, a Dual Sync
distributor, or a combination crank trigger with a modified IPU, Hall effect distributor, or
cam sensor is needed for sequential fuel operation. If a cam sync is not used while
the ECM is in sequential operation, the injectors will fire according to the order set in
CalMap, Configuration, Injector Firing Order table. Every time the engine starts, a new
or random cylinder position will begin this firing order. Accel recommends that you set
your Injection Type to a Staggered batch mode of operation, if you do not have a cam
sync signal. Serious driveability issues will result that cannot be tuned out with the use
of CalMap. (Note: The Buick DIS coil pack has an integral sync output for sequential
operation. No external cam inputs are required). Please, consult your dealer for
applications not listed above.
1.4.5.1.2 Installation
Chose an ignition type that best fits your application.
Chevrolet HEI distributors, Non-Sequential fuel mode
Set the ignition timing at the engine harmonic balancer timing mark to approximately 0*
BTDC on #1 cylinder. Consult your shop manual for more information on this procedure.
Align the magnetic pickup to the nearest reluctor. Next, set the ignition timing at the
engine harmonic balancer timing mark to approximately 25*-30* BTDC on #1 cylinder.
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The distributor rotor is pointing at the #1 cylinder terminal tower. Install the spark plug
wires on the distributor starting with #1 wire in this location. Snug down the distributor
lockdown bolt. This is your macro adjustment. The micro or fine adjustment occurs upon
engine startup.
Next, connect the distributor to the 8-pin ignition connector on the main wiring harness;
use the HEI large cap or small cap adapter supplied with your kit. See the Online
Drawings and Schematics provided within the CalMap Software Environment (CTRL-F1)
for details.
Chevrolet LT1, Non-Sequential* fuel mode
There are no external adjustments on the LT1 optical spark system. All clocking positions
are preset at the factory. Connect the ignition interface adapter harness to the 8-pin
connector on the main wiring harness. See the Online Drawings and Schematics provided
within the CalMap Software Environment (CTRL-F1) for details.
* Note: This application can run in sequential mode if using a special adapter harness/box
available through specific dealers. Call the Accel Digital Fuel Injection Tech Line for more
details: (248) 380-2780.
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Ford Thick Film Distributor, Non-Sequential fuel mode
Set the ignition timing at the engine harmonic balancer timing mark to approximately 0*
BTDC on #1 cylinder. Consult your shop manual for more information on this procedure.
Align the falling edge of the reluctor wheel to the pickup. Next, set the ignition timing at the
engine harmonic balancer timing mark to approximately 25*-30* BTDC on #1 cylinder.
The distributor rotor is pointing at the #1 cylinder terminal tower. Install the spark plug
wires on the distributor starting with #1 wire in this location. Snug down the distributor
lockdown bolt. This is your macro adjustment. The micro or fine adjustment occurs upon
engine startup.
Next, connect the distributor to the 8-pin ignition connector on the main wiring harness
using the Ford adapter supplied with your kit. Connect the single pin connector to the coil
negative terminal or to the Points trigger lead of an enhancer box. See the Online
Drawings and Schematics provided within the CalMap Software Environment (CTRL-F1)
for details.
Buick GN, DIS, Coil Pack, Sequential fuel mode
There are no external crank sensor adjustments on the Buick GN, DIS system. However,
the Cam sensor must be oriented correctly so that the spark module will provide the
proper signal to the Accel ECM. Using a Voltmeter, place the meter leads across the
sensor jumper wire and ground. Adjust the timing mark on the balancer to 25* ATDC #1
cylinder. Rotate the cam sensor until the voltmeter reads 5 to 7 volts. Rotate the sensor
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counterclockwise until the reading drops to 0 volts. Lock down your sensor. This is an
OEM factory adjustment. For further details on setting this sensor, reference your shop
manual. Connect the ignition interface adapter harness to the 8-pin connector on the
main wiring harness. See the Online Drawings and Schematics provided within the
CalMap Software Environment (CTRL-F1) for details.
Honda (VTEC) distributor, Sequential operation or Staggered Batch Fuel Mode
A Honda distributor has no adjustments for its position in the engine block. Set the
ignition timing to approximately 10* BTDC on #1 cylinder. Install the distributor in the
engine aligning the distributor rotor to the corresponding #1 spark plug wire, terminal
tower. Tighten the distributor lockdown bolt. The macro adjustment occurs before engine
startup. This is completed through the crank index offset table in CalMap. Next, connect
the distributor to the 8-pin ignition connector on the main wiring harness using the ignition
adapter supplied with your kit. Terminate the wires from the stock distributor connector to
the following locations. Use the four-tooth trigger wheel for the Crankshaft position sensor.
Locate the Orange w/Blue tracer wire, Crank (+) reference,.on the distributor this goes to
pin 'D' on the 8-pin ignition connector. The White w/Blue tracer wire, Crank (-) ground, on
the distributor this goes to pin 'C' on the 8-pin ignition connector, Use the 16/24 tooth
trigger wheel for the Camshaft position sensor. (To use this trigger as a Cam position
sensor set the Engine 90* BTDC #1 cylinder, then mark the reluctor that is closest to the
pickup and remove all other teeth). The Blue w/Green tracer wire Cam (+) reference, on
the distributor this goes to pin 'F' on the 8-pin ignition connector, the Blue w/Yellow tracer
wire, Cam (-) ground, on the distributor this goes to pin 'E' on the 8-pin ignition connector
. See the Online Drawings and Schematics provided within the CalMap Software
Environment (CTRL-F1) for details.
Note that an ignition enhancer box must be used with the Honda VTEC Distributor!
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Inductive Pick-Up (IPU) or Hall Effect distributors, Non-Sequential mode
Set the ignition timing at the engine harmonic balancer timing mark to approximately 0*
BTDC on #1 cylinder. Consult your shop manual for more information on this procedure.
Align the magnetic pickup to the nearest reluctor. Next, set the ignition timing at the
engine harmonic balancer timing mark to approximately 25*-30* BTDC on #1 cylinder.
The distributor rotor is pointing at the #1 cylinder terminal tower. Install the spark plug
wires on the distributor starting with #1 wire in this location.
Snug down the distributor lockdown bolt. This is your macro adjustment. The micro or fine
adjustment occurs upon engine startup. Next, connect the distributor to the 8 -pin ignition
connector on the main wiring harness, using the IPU adapter supplied with your kit.
Terminate the two wire leads from the distributor to these wires. The Crank (+) goes to
pin 'D' on the 8-pin ignition connector, The Crank (-) goes to pin 'C' on the 8-pin ignition
connector. See the Online Drawings and Schematics provided within the CalMap
Software Environment (CTRL-F1) for details. Note that an ignition enhancer box must be
used with this type of Distributor!
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Accel/DFI Dual Sync Distributor Installation Instructions
1. Make a mark on the distributor housing to indicate the location of the wire for cylinder
#1, and remove the cap from the distributor.
2. Rotate the engine to Top Dead Center of cylinder #1, and make a note of which
direction the rotor is turns (either clockwise, or counter-clockwise). Verify that the rotor
is now pointing at the sparkplug wire for cylinder #1.
3. If replacing another distributor, disconnect the distributor wires and remove the
distributor from the engine.
4. Before installing the distributor, attach the Dual Sync Distributor adapter wire harness
to the DFI Gen 7 main wire harness, ensuring that the ground leads are also
connected to an appropriate grounding point on the engine. Be sure to connect the
Dark Blue wire (Pin H of 8-Pin Ignition Connector) to your ignition enhancer box (if
applicable). Note that an ignition enhancer box must be used with this Distributor!
5. Turn the ignition to the Key-On, Engine-Off position, and launch the DFI CalMap
Engine Management Software program.
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6. Select the “Online from ECM” data source, and go to the Engine Configuration screen
by pressing the CTRL-S key combination, or selecting the System menu item from the
Configuration menu.
7. From the Injection Type drop-down list, select Sequential for your fuel injection
control strategy. Press the F10 key on your keyboard to send this change directly to
the DFI Gen 7 Engine Control Module.
8. Change the Crank Trigger Edge switch to the Falling position. Press F10 to send the
data to the ECM.
9. Change the Cam Trigger Edge switch to Falling and press F10.
10. Change the Output Trigger Edge switch to Rising, and press F10.
11. Change the Crank Signal Input Type to Hall Effect and press F10.
12. Change the Cam Signal Input Type to Hall Effect and press F10.
13. Change the Output Signal Type to Sink, Points, and press F10.
14. Verify that the Fuel Injector Firing Order is set to the desired firing order, and press
F10.
15. If no error messages were observed, exit the CalMap program using the File->Exit
menu command, by pressing the CTRL-X key combination, or by clicking on the Gen 7
DFI icon on the lower right portion of the screen. If any error messages were present,
repeat steps 5-14.
16. Position the Dual Sync Distributor so that you can see both the Red (Crank) and Blue
(Cam) LEDs. Verify that the ignition is still in the Key-On, Engine-Off position.
17. Rotate the distributor in the same direction as noted earlier (either clockwise or
counter-clockwise). Continue rotating until blue LED shuts off completely. This
indicates the falling edge of the cam trigger position.
18. Continue to slowly rotate the distributor until the Red LED shuts off. Stop at this
point. This indicates the falling edge of the crank trigger position. Your distributor is
now set to Top Dead Center of cylinder #1.
19. While taking care not to rotate the distributor, install it on your engine. The oil pump
drive shaft may have to be rotated somewhat to get the distributor seated properly.
20. Verify that neither of the cam or crank LEDs are lit. If this is not the case, repeat steps
14-17 until neither LED is lit, and the distributor is installed in the engine. Lock down
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the distributor, and turn the ignition key to the Off position. The key must remain in the
Off position for at least 30 seconds for the programming changes to be implemented
by the ECM.
21. Rotate the engine backward to 25-35 degrees BTDC. Make a small mark on the
outside of the distributor, adjacent to where the rotor is pointing.
22. Install the distributor cap, and make a second mark at the terminal closest to the first
mark. This is the terminal for cylinder #1.
23. Remove the distributor cap, and adjust the rotor so it is pointed at the center of the
cylinder #1 terminal, using the two small Philips-head screws.
24. Install the distributor cap and spark plug wires. Double check that the spark plug wires
match the firing order previously set in the ECM.
25. Your Dual Sync Distributor is now correctly mounted, phased, and ready to run
Sequential Fuel Injection.
Crank Trigger/ Distributor combinations, Sequential fuel mode
Set the ignition timing at the engine harmonic balancer timing mark to approximately 0*
BTDC on #1 cylinder. Position the crank sensor directly over the falling edge of one of the
crank trigger wheel teeth. If the bracket arrangement does not allow this, align the sensor
as close a possible to the trigger tooth. This difference between the sensor and trigger
wheel tooth in crank degrees should not exceed the total advance of the engine in crank
degrees minus 6. The difference in crank position can be compensated through the crank
index position table in CalMap. Next, obtain an Inductive Pickup or Hall Effect distributor.
Remove all but one of the reluctors. Leaving the reluctor closest to the rotor discharge
point. Rotate the engine so that the timing mark is set to ~45* BTDC #1 on an eight
cylinder, ~60* BTDC #1 on a six cylinder, or ~90* BTDC #1 on a four cylinder. Use a
timing tape if necessary to gain an accurate reading. Tapes are available through your
local Mr. Gasket Dealer. Install the distributor. Rotate the distributor, aligning the pickup
over the reluctor wheel. Tighten down the distributor lockdown bolt. Rotate the engine
back to TDC #1 cylinder. The distributor rotor is now pointing to the corresponding #1
spark plug wire, terminal tower. Referencing your firing order, install your plug wires using
this terminal as a starting position. Next, connect the distributor cam signal wires and the
trigger wheel crank sensor wires to the 8-pin ignition connector on the main wiring
harness, using the IPU adapter supplied with your kit. The Crank (+) goes to pin 'D' on the
8-pin ignition connector, The Crank (-) goes to pin 'C' on the 8-pin ignition connector. The
Cam (+) wire goes to pin 'F' on the 8-Pin ignition connector. The Cam (-) wire goes to pin
'E' on the ignition connector. See the Online Drawings and Schematics provided within
the CalMap Software Environment (CTRL-F1) for details. Note that an ignition enhancer
box must be used with this type of Distributor!
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Important:
If you have computer controlled ignition timing, or if you are using an enhancer box such
as an ACCEL 300+, Mallory, or MSD, NEVER hook the crank reference (+) wire to the coil
(-). This WILL result in Serious Damage to the ECM.
ACCEL has encountered problems with various ignition wires available on the market
such as helically wound or solid core that have a very high (RFI) electrical noise emission.
Even though the ECM utilizes the latest in noise suppression technology, Accel strongly
urges the use of a good quality suppression wire such as an Accel Ferro core RFI
Suppression wire. Further, some high-energy aftermarket ignitions produce electrical
fields, which will interfere with the ECM’s operation. Use of these units is strictly at the
risk of the owner. Call ACCEL for ignition system compatibility.
Finally, verify that the system part number that you ordered is compatible with the ignition
system on the vehicle. If not, reference the ignition chart (See CalMap Online Help) for
further details. (Note: To change ignition input and output parameters, CalMap software
is needed. Refer to the Tuning instructions for more details.)
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1.4.5.2 Non-Computer Controlled Timing
Fuel-Only Type Distributor
1.4.5.2.1 Installation
Set the ignition timing at the engine harmonic balancer timing tab to 8* BTDC on #1
cylinder. Install the distributor, aligning the rotor to the corresponding #1 spark plug wire
terminal tower. Snug down the distributor lockdown bolt.
Setting vacuum and mechanical advance
First, estimate a total timing value for your motor. The total timing value is the static or
base advance added to the dynamic or mechanical advance. Most normally aspirated
motors need about 30-38* of total timing at wide open throttle. Excessive total timing will
result in major engine damage, consult with your engine builder for optimum timing
numbers. Adjust the base or static advance to 10*-20*BTDC depending on your
camshaft selection and compression ratio. Usually, a higher duration camshaft profile,
and low compression ratio tend to require more timing lead, or more base advance. Next,
set the mechanical advance. Rev the motor to at least 3500 RPM, verify timing. (Note: If
you do not have an adjustable timing light, use timing tape over the harmonic balancer.
Mr. Gasket has the following timing tapes available:
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Chevrolet 6 3/4" Dia. 283-400 C. I. #1588
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Chevrolet 7" Dia. 1965-69, 396-427 C. I. and 1970, 400 C. I. small block #1589
Chevrolet 8" Dia. 1970-73,396-427-454 C. I. 1965-68 327 C. I. Hi-Perf. and 1970-73,
350 C. I. #1591
Chevrolet 6" Dia. 1957-69, 283-302-307-327-350 C. I. #1592
Ford 6 3/8" Dia. 289-302-351 C. I. #1594
Ford 7" Dia. 390-427-428-429 C. I. #1595
Mopar 7 1/4" Dia. All 383 through 440 C. I. #1593
Mopar 7 1/4" Dia. 340 C. I. #1598
Oldsmobile 6" Dia. 1968-77 350-400-403-455 C. I. #1596
Pontiac 5 1/4" Dia. All 1968-73 #1597.
Next, adjust, the springs on the mechanical advance mechanism to obtain the proper total
timing advance. Consult you distributor manufacturer for more details.
The vacuum advance can now be adjusted for optimum driveablity. The vacuum canister
can be modulated by the EGR port of the throttle body. For performance applications,
adjust the vacuum advance to achieve the maximum amount of spark advance without
engine knock or ping. Look for a max value of 40-50* BTDC advance under light load
high vacuum conditions.
1.4.5.2.2 Distributor Wiring
In all non-computer controlled applications, the ignition system works independently of the
engine control unit, so wire the distributor and coil per manufacturers recommendations.
The only ignition signal needed by the ACCEL/DFI ECM is the engine rpm or tachometer
output signal. Connect the Crank (+) wire, Pin 'D' on the 8-pin Ignition connector, to the
coil negative (-) or If you are using an aftermarket enhancer box (i.e. Accel 300+, Mallory
Hyfire, MSD), connect the crank reference (+) wire directly to the tachometer output lead
of the enhancer box. DO NOT connect the ECM crank (+) wire to coil (-) terminal if using
an enhancer box, extensive ECM damage will result. Tachometer signal output strength
varies with ignition manufacturer depending on the enhancer box used. If you do not see a
RPM signal in your CalMap, Instrument view mode while cranking, a tachometer amplifier
should be used. Again, confer with your ignition manufacturer for availability.
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1.4.6 Main wiring harness and ECM installation
1.4.6.1 Mounting Your DFI Gen 7 ECM
The ECM comes with four (4) 1/4” holes designed for a #6 sheetmetal screw. It is
recommended to mount the ECM in a cool, dry place usually in the passenger side,
kickpanel, in the dashboard behind the glove box, or under the passenger seat. If
these areas are not convenient, mount the ECM under the hood. Even though the
ECM utilizes a water-resistant enclosure, ACCEL/DFI recommends mounting the ECM
away from any direct moisture contact. (i.e. from wheel well openings, or behind the
grill). It is also important to mount the ECM away from any direct radiant heat source
such as exhaust manifolds or headers. Failure to do so may result in a void warranty,
as well as, damage to the ECM. NOTE: Accel recommends the use of a 1 5/8”
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Holesaw (i.e. Green Lee punch) to cut holes in the firewall. This will accommodate the
main wiring harness, when mounting the ECM inside the passenger compartment.
1.4.6.2 Wiring Harness Installation
There are various main wiring harness (MWH) combinations available for your
ACCEL/ DFI system. From the list below, select the harness type that best fits your
application. Also, choose your ignition from the following listing. See the Online
Drawings and Schematics provided within the CalMap Software Environment (CTRLF1) for details.
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Small and Big Block Chevrolet, (HEI) High Energy Ignition
Small Block Chevrolet, (LT1), early and late model
Small Block Ford, (TFI), Thick Film Ignition.
Buick V6, (DIS), Distributorless Ignition System.
Universal L4, N/A and blown engines.
Universal V8, (IPU), distributor
Universal V8, Crank Trigger (Flying Magnet and Hall Effect)
Universal V4-6-8, Fuel Control ONLY
1.4.6.2.1 Fuel Injector Harness Installation
When using a StreetRam or SuperRam intake manifold, Accel advises that the
injector harness be installed prior to mounting the plenum. In all fuel modes,
whether you use sequential or batch fire, placement of the injector connector is
critical. Each injector connector should plug into the corresponding cylinder it
controls. Locate the cylinder tag on above each injector connector. Refer to the
following diagram for details on placement within your engine.
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1.4.6.2.2 Main Wiring Harness Installation
The main wiring harness can be routed and connected as follows: When mounting
the ECM in the passenger compartment. Drill two 1 5/8th-inch holes in the firewall
using a hole saw, or Green Lee punches. Starting on the engine side of the firewall,
route the two 30-pin ECM connectors through the hole in the firewall. Pull the
harness through the firewall until the rubber grommets seats in the firewall. For all
other under hood applications, start by attaching the two 30-pin connectors to the
ECM. Using a _” nut driver, tighten the two connectors (P1&P2) securely to the
ECM. Route each leg of the harness to the appropriate sensor. Make sure to
connect the switched +12 volt wire (long pink wire), to a switched ignition accessory
in the fuse box. The switched ignition accessory must maintain a constant ignition
voltage while cranking, if it does not, the vehicle will not start. Some older vehicles
(pre ’75) do not have a constant (12V) switched ignition voltage supply while
cranking. This can be verified with a test light or voltmeter. If your switched ignition
voltage is not a constant 12V, ACCEL suggests that you run a jumper wire from the
starter solenoid start circuit to your power input to the ECM. Next, connect the
positive and negative terminals of the main wiring harness directly to the battery.
Using the frame as a grounding plane is not recommended. Grounding loops have
occurred using this method. ACCEL suggests that these connections be free of
any paint, grease, or debris. If for any reason, any one of these wires need to be
lengthened, make sure the wire is at least the same gauge or larger, and that all
connections are soldered and taped, or covered with heat-shrinkable tubing.
The main wiring harness contains the following connections:
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Idle Air Control Motor (square 4-pin female, Black connector)
Throttle Position Sensor (3-pin male, Black connector)
Manifold Absolute Pressure Sensor (3-pin male, Green or Orange)
Intake Air Temperature Sensor (2-pin male, Gray connector)
Engine Coolant Temperature Sensor (2-pin male, Black connector)
Heated Exhaust Gas Oxygen sensor (4-pin, square, Black micro connector)
Injector Connector (10-pin male, Black connector)
Ignition Connector (8-pin male, Black connector)
Malfunction Indicator Lamp (2-pin, micro, Gray connector)
Self-Test Input (flying lead) Lt. Green/Org.
CalMap connector (4-pin, micro Black connector)
Manifold Surface Temperature (2-pin, Black connector)
Case Ground
Battery Positive (+) Red
Battery Negative (-)Black
Ignition Voltage (flying lead) Pink wire
* Accessories connector (5-pin male, White connector)
* NOS connector (5-pin, micro, Gray connector)
* Knock (ESC) connector (3-pin, Red connector)
* Shift Light (flying lead) White wire
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* Items may require additional optional parts. Consult your dealer for details and
part numbers.
Attach each connector to the appropriate sensor. See the Online Drawings and
Schematics provided within the CalMap Software Environment (CTRL-F1) for
details.
Note: For LT-1 engine kits there are multiple adapter harnesses for the TPS, IAC,
and ignition connections.
1.4.7 Starting the Engine
1.4.7.1 Configuring the ECM before Startup
1.4.7.1.1 Load CalMap software
. If your kit included a DFI PowerKey, attach it to your Parallel or USB port
before installing the software. Next, locate and load the CalMap software
package onto your computer For proper CalMap loading procedures, table
editing, and general instructions, refer to the CalMap Software section of this
manual. With the ignition key on, engine off, launch the CalMap software
program, and select the 'Online to ECM' button. Once a connection to the
ECM is established, press the F6 key to save your global calibration to a file.
This will save the entire global file to your computer. Use this file as a
backup.
1.4.7.1.2 Edit Configure Tables
Initially, your ECM must be configured for your particular engine
combination. To do this, you can make use of the configuration screens with
the CalMap software environment. There are screens for System, Controls,
Idle and Output configuration. These are accessible by pressing the CTRLS, CTRL-C, CTRL-I, and CTRL-O key combinations, respectively. For all
engine configuration screens, you must make your change, press enter or
the return key, then use the F10 key to send the information to the ECM.
Select and adjust, if necessary, the following tables:
1. Reference Inputs – Spark Output (System Configuration Screen)
Select the ignition type from the list provided that best fits your application.
Press F10 to send data. If using a Custom application or if your ignition
system is not listed select the Custom setting and press F10. Select and
adjust, if necessary, the crank and cam reference input type, edge location,
ignition output type, and edge location to match your ignition system. Press
the F10 key to send the data to the ECM after it is entered.
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2. Number of Cylinders (System Configuration Screen)
Select 4,6, or 8 cylinders. Press the F10 key to send the value to the ECM
after it is entered.
3. MAP Configuration (System Configuration Screen)
Enter 1,2, or 3 Bar, or Alpha-N. The 1 Bar Map is for normally aspirated
engines, and can measure up to 0 PSIa or atmospheric pressure. The 2
and 3 Bar sensors are for supercharged or turbocharged applications. The 2
Bar MAP can measure up to 15 PSIa manifold pressure, and the 3 Bar MAP
can measure up to 30 PSIa manifold pressure. In Alpha-N mode, the VE
table is based on Throttle Position vs. RPM. This mode is recommended
only when tuning race engines with extremely low or erratic idle vacuum.
Press the F10 key to send the value to the ECM after it is entered.
4. Exhaust Feedback Sensor (Control Configuration Screen)
Select HEGO or UEGO. HEGO is a standard four wire, heated O2
(narrowband) sensor. This lambda sensor can only correct to stoichiometric,
or about 14.7:1 A/F Ratio. The HEGO, four wire, O2 sensor is part of your
standard kit. Press the F10 key to send the value to the ECM after it is
entered.
A UEGO is a five-wire (wideband), linear O2 sensor. The Accel/DFI
wideband sensor can measure actual A/F ratios from 10:1 to 20:1. The
UEGO, Type 2 wide band O2 P/N 77063 is an accessory option. Along with
the standard Gen 7 connections, the Type 2 unit also has provisions for a
voltage output. Any digital or analog voltage gauge will read this module
output voltage as actual A:F. For example, if the unit measures 12.7:1
actual air/fuel ratio, the voltage gauge pod or voltmeter would read 12.7
volts. With this new feature, the unit can be used as a standalone unit for
most gasoline applications.
5. Ignition system delay (System Configuration Screen)
This value allows for the compensation of all of the ignition delays in the
system. If the measured ignition advance tends to wander from the forced
timing value commanded through CalMap as speed increases then this
value needs to be modified. If the advance becomes increasingly less than
the total advance displayed on CalMap as engine speed increases then this
value should be increased. If the advance becomes increasingly more than
the total advance displayed on CalMap as engine speed increases then this
value should be decreased.
For most applications, set this period to 100-125us. Press the F10 key to
send the value to the ECM after it is entered. To adjust this table, start the
engine and force the ignition timing by checking the forced timing box on the
46
instrument screen. Next enter the ignition timing at the highest engine load,
usually peak torque. Rev the motor approximately 1/2 of its maximum
expected RPM, and check the timing variance between the forced value and
the dampener reading. The value on the dampener should be the same as
the value entered in the software across the entire RPM range. Raise or
lower the number in this table to achieve this.
6. Ignition Limit Status (Control Configuration Screen)
The 2-Step Rev Limit utilizes a sequential (soft-touch) ignition rev limiting
strategy, that when activated, will not allow the engine speed to surpass a
user defined, or preset RPM. Enter an engine speed in this table, from 2250
to 12,750 RPM. To enable this feature, a 12-volt source, usually from a
transmission brake solenoid, or a line lock must be applied to Pin 'C' on the
five-pin accessory connector or K3 on the main header. This function will
deactivate when this 12-volt source is removed. Press the F10 key to send
the value to the ECM after it is entered.
7. Ignition Cut-Off Speed (Control Configuration Screen)
When the engine speed exceeds this value, sparks begin to be eliminated.
The number of sparks dropped is a function of how far above the rev limit
value that the actual RPM is. The RPM range is 2000-12,750. Press the F10
key to send the value to the ECM after it is entered.
8. Fuel Cut-Off Speed (Control Configuration Screen)
When the engine speed exceeds this value fuel will be turned off. It will be
turned back on once the engine speed falls below the Fuel Restore Speed.
Note: This feature is not recommended for supercharged and turbocharged
applications. Do not invoke the fuel shutoff function when manifold pressure
is positive; unless the max, fuel on value is set very low (i.e. idle). This will
give time for the impeller speed to slow down, decreasing manifold pressure,
and the occurrence of a lean condition. The RPM range is 2000-12,750.
Press the F10 key to send the value to the ECM after it is entered.
9. Fuel Restore Speed (Control Configuration Screen)
Once the fuel is shut-off due to exceeding the engine speed specified for fuel
cut-off speed, it will remain off until the engine speed falls below this value.
Always enter a value lower than Fuel Cut-Off Speed. The RPM range is
2000-12,750. Press the F10 key to send the value to the ECM after it is
entered.
10. Engine Displacement (System Configuration Screen)
Enter your engine displacement in cubic inches. The range is 55 to 825cid.
Press the F10 key to send the value to the ECM after it is entered.
47
11. TPS Set Point, Closed Throttle Offset Voltage (System
Configuration Screen)
Click on the TPS Setpoint button. A pop-up screen will be displayed. In the
bottom center of this display current TPS voltage and TPS percent are
monitored. With the ignition key on or in the switched position, engine off,
and the throttle in a closed position. Follow the on-screen instructions to
program your closed throttle (Low) setpoint voltages. The ECM will create a
smooth or linear TPS curve that transitions from 0 to 100 percent. This
function will offset any non-linearity in the throttle linkage. This feature will
be beneficial when setting other functions dependent on throttle position.
These values will always be displayed in percent TPS.
12. TPS Set Point, Wide Open Throttle Offset Voltage
With the ignition key on, or in the switched position, engine off, and the
throttle floored, or in a fully open position, follow the on-screen instructions to
set your wide open throttle position (High) setpoint.
13. Return or Returnless Fuel System Select (System Configuration
Screen)
In order to set this parameter properly, you must first determine if your fuel
rail pressure is referenced to manifold pressure. Most applications are return
fuel systems. These systems have a fuel regulator mounted in the engine
compartment. The regulator is usually referenced to the intake manifold via a
vacuum line, with a fuel return line plumbed back to the gas tank. In
returnless fuel systems, the regulator is located near the pump, usually in
the gas tank. These fuel systems are typically found in newer cars, (’97 and
up) and do not reference fuel rail pressure to manifold pressure. Press the
F10 key to send the value to the ECM after it is entered.
14. Fuel Injection Type (System Configuration Screen)
Enter the fuel injection mode or strategy in which you want the injectors to
fire. Press the F10 key to send the value to the ECM after it is entered.
14.1 In the Sequential injection mode, injectors fire once every two
crank revolutions. The injectors fire in a predetermined order defined in the
Injector Firing Order menu. A Cam input must be used to start the injector
sequence accurately. If no cam input is detected, the ECM will set an error
code #72, and force a cam trigger. Accel recommends using staggered
batch mode when a cam sensor is not available. Also in sequential mode,
the injector timing can also be adjusted through the use of the Target
Injector Timing table in the fuel menu. All injectors must be the same size
and there should always be one injector per cylinder.
14.2 In the Staggered Batch injection mode, no cam signal is needed.
This method of injection is sometimes referred to as bank to bank injection.
Each bank of injectors will fire once per crankshaft revolution, and will be out
of phase 180 crankshaft degrees. For example, on an eight cylinder engine,
48
referencing the Injector Firing Order table, the first four injectors listed will
fire, then the second four will fire, 180* out of phase from the first bank. All
injectors must be the same size and there should be one injector per
cylinder.
14.3 In the TBI injection mode, two banks of two injectors are used, or
a total of four injectors. This TBI or Throttle Body Injection strategy, fires
each bank of injectors twice per crank revolution. Referencing the Injector
Firing Order table, the order of primary and secondary bank firing will be
determined. The primary bank will operate until the duty cycle reaches 80%.
At this point the primary and secondary bank will begin to operate at half the
rated duty cycle. This strategy delivers a seamless transition of fueling
between primary and secondary banks. As soon as duty cycle decreases
below 30%, the secondary bank ceases to function and the primary bank
takes over. This fueling scheme is very helpful when calibrating a
progressive linkage throttle body. It decreases the circumstance of injecting
fuel on a closed throttle butterfly, thereby lowering the chance of fuel
puddling. This ‘fuel puddling’ phenomenon could cause the engine to misfire
upon tip-in of the throttle. TBI mode does not require a cam signal, and all
injectors must be the same size.
14.4 Staged Sequential Injection (Four Cylinder Applications Only). This
injection strategy will use the first 4 fuel injectors as the primary injector bank
to fuel the engine for normal 4-cylinder applications. Injectors 5-8 will be
applied as a secondary set when the value specified in the TPS threshold
table is exceeded (if enabled). If the TPS threshold function is not enabled,
or the TPS threshold is not reached before the primary duty cycle reaches
80%, the secondary set of injectors will be activated.
14.5 Dual-Quad TBI Injection. This injection strategy will use the first 2 fuel
injectors as the primary bank to fuel throttle body #1. Injectors 3 and 4 will
be used as the secondary bank on throttle body #1. Injectors 5 and 6 will be
used as the primary injectors on throttle body #2. Injectors 7 and 8 will be
used as the secondary injectors on throttle body #2. All operations of the
staging functions are similar to TBI Mode.
Note that in this configuration, only 1 Throttle Position Sensor and 1 Idle Air
Controller are required.
15. Crank Index Offset (degrees) (System Configuration Screen)
Enter a number in crank degrees. This number should be the distance in
crank degrees, between the pickup sensor and trigger tooth. The maximum
value should never exceed the lowest timing advance value in your base
timing map. This table is especially handy when timing engines with fixed
trigger inputs (i.e. Buick GN applications). This application would have a
built-in advance of 10 crank degrees; therefore the value in the offset table
should be set to 10 degrees. A simple method to set this value is, once the
engine is running, match the total timing advance value (TADV) in your
49
CalMap instrument screen, to the timing mark on your harmonic balancer by
entering a value in the Crank Pickup Offset table. If the distributor reluctor is
installed at 0*, then the Crank Index Offset should be set to 0*. The
maximum value for this table is 20 degrees BTDC.
16. Injector Firing Order (System Configuration Screen)
This table establishes the sequence in which your injectors will fire. To
determine this sequence, identify the physical placement of each injector.
Above each injector connector on the injector harness, there is a white
identifying tab with a number. Match this number (1-8) to a corresponding
number in your Injector Firing table. Always enter ‘1’ as your first number in
this sequence, and always list as many numbers as the number of cylinders
in all modes, except for TBI. For example, a typical Chevrolet application
would have an injector firing order of 18436572. Enter this number as a text
string, with no spaces or hyphens. This table is interpreted differently for
different fuel modes. In sequential fuel mode, the first component of the
table will correspond to the first injector (1). This injector will fire after
receiving a cam pulse. The important point is that you have all the numbers
in the table filled out. For all multiple bank modes, TBI, Staggered Batch,
and Staged Sequential injection, the sequence in the table will correspond to
the primary and secondary banks. For example, in Staggered Batch mode,
if you have a Chevrolet eight cylinder engine, the primary bank would have
injectors 1-3-5-7, the secondary bank would have injectors 2-4-6-8. You
would enter 13572468 in the Injector Firing Order table. In TBI mode, always
assume a total of four injectors. The primary bank would have injectors 1-2,
secondary bank would have injectors 3-4. Enter 12345678 in the table.
NOTE: This table must be accurate upon startup. It is up to the operator to
ensure that the firing order configuration is valid. If this table is not accurate,
complete, or valid, the ECU will not function properly, or the engine will not
start. All injectors must be accounted for in the firing order. If you are
only using 4 or 6 injectors, enter the numbers for the remaining unused
injectors at the end of your firing order. The ECM will not function
properly if the firing order table contains less than 8 numbers, and no
number may be used twice.
17. Injector Flow Rate (System Configuration Screen)
Enter a value in pounds per hour. This value should be the actual flow rate
of the injector at 45 psi or 3 BAR. Some of the injectors on the market are
underrated on this value. During the speed density calculation process, this
condition could cause abnormally low numbers in the base VE table. Press
the F10 key to send the value to the ECM after it is entered.
18. Compression Ratio (System Configuration Screen)
Enter the compression ratio of the engine. For example, if the ratio is 8.50:1,
enter 8.50. Press the F10 key to send the value to the ECM after it is
50
entered. Press the F10 key to send the value to the ECM after it is entered.
19. Fuel Line Pressure (System Configuration Screen)
Enter the static fuel line pressure in pounds per square inch (PSI). Measure
this value with an accurate test instrument. Typically, this value can be
measured two ways. First, with the vacuum line removed from the fuel
regulator and engine idling. And second, with the engine off and the fuel
pump energized for more than 15 seconds. Do not attempt to set the
regulator during the priming cycle of the ECM, erroneous measurements will
occur due to the brevity of this cycle period. Press the F10 key to send the
value to the ECM after it is entered.
20. Fan On Temperature (Output Options Configuration Screen)
Enter a number in degrees (F). This is the high temperature threshold, or
point at which the coolant fan relay is activated. Press the F10 key to send
the value to the ECM after it is entered.
21. Fan Off Temperature (Output Options Configuration Screen)
Enter a number in degrees (F). This is the low temperature threshold, or
point at which the coolant fan relay is de-activated. This table value must
always be lower than the Fan On Temperature value. Typically, a value 9* to
15* lower than the Fan On Temperature is acceptable. Press the F10 key to
send the value to the ECM after it is entered.
22. Base Offset Injector timing (Fuel Menu ->Steady State)
Note: Not used in Version 3_2 or higher ECM’s (See Target Injector
Timing). Only valid in the Sequential Injection Mode. For setting earlier
version ECU’s follow the instructions listed below.
This table value, displayed in crank angle degrees, specifies the offset point
that the Injector Target timing table indexes. This value generally would be
the intake valve closing angle, in crank degrees. In order to set this value,
obtain the Camshaft Information Card for your engine. As an example, we
will use the ACCEL 74219 camshaft for a small block Chevrolet V8. Locate
the angle at 0.050 tappet lift at which the intake valve closes. This is usually
read in crank degrees, (ABDC) after bottom dead center. Since the cam card
shows the intake valve closing point at 41*ABDC, and we know the crank
angle at BDC intake stroke is 540* on a Chevrolet V8, we can calculate the
exact angle in crank degrees at which the intake valve closes. Simply
combine these figures, 41* and 540* to net a crank angle intake closing
timing of 581* @ 0.050” valve lift. Enter 581 in the table. The ECM will round
this value to the nearest factor of 10, so the ECM will display 580. Enter a
value between 0 and 720.
51
23. Target Injector timing (Fuel Menu -> Steady State)
A. Version 3_1 and earlier ECMs in Sequential Injection Mode Only .
This table contains fuel injector target timing values for all possible
engine speeds and engine loads. Enter a number between 0 and 720
degrees. This value, displayed in crank angle degrees, designates the
end of inject point of the fuel injector. Using the injector target timing we
are assured that the injection event will not coincide with the intake valve,
opening event, unless the duty cycle of the injector overlaps the event.
Typically, end of inject point should occur before the intake valve opens.
Under light load conditions, if the intake valve is open during an inject
cycle, poor atomization, or improper mixing of fuel will occur. This could
cause driveability and exhaust emission related problems that can not be
tuned out by the operator. In order to set this value accurately, obtain the
Camshaft Information Card for your engine. As an example, we will use
the ACCEL 74219 camshaft for a small block Chevrolet. Locate the
intake valve duration at 0.050 tappet lift. The value, 218*, plus the leadtime (in crank degrees), should be used as the base target timing index
throughout 4x4 table. This ‘lead’ time would depend on the distance of
the injector to the valve, the size of the injector, the RPM range of the
motor, the physical angle in which the injector is mounted to the manifold,
and emission restrictions. To promote better atomization of the fuel, you
would normally lead this opening event by 90* or more. For this example,
we will lead the event by 90*, assuming we are using an ACCEL
SuperRam manifold. This manifold utilizes 30#/hr injectors, located in
close proximity to the intake valve. Take this lead-time angle, 90*, add it
to the original target timing value of 218* to obtain the new target timing
of 308*. Enter 308 in the table. . The ECM will round this value to the
nearest factor of 10, so the ECM will display 310. The End of inject
timing is calculated by the ECM as, Injector Base Offset Timing minus
Injector Target timing. In this case the value is (580* - 310*) or 270 crank
degrees.
B. For Version 3_2 or higher ECU’s
This table contains fuel injector target timing values for all possible
engine speeds and engine loads. Enter a number between 0 and 720
degrees. This value, displayed in crank angle degrees, designates the
start of inject point of the fuel injector. Using the injector target timing we
are assured that the injection event will not coincide with the intake valve,
opening event, unless the duty cycle of the injector overlaps the event.
Typically, start of inject point should occur well before the intake valve
opens or just after the intake valve closes. Under light load conditions, if
the intake valve is open during an inject cycle, poor atomization, or
improper mixing of fuel will occur. This could cause driveability and
exhaust emission related problems that can not be tuned out by the
operator.
52
In order to set this value accurately, obtain the Camshaft Information
Card for your engine. As an example, we will use the ACCEL 74219
camshaft for a small block Chevrolet. Locate the intake valve closing
period in crank degrees after bottom dead center. For our example the
event is 41*ABDC. We can determine that the event occurs 41 degrees
after BDC (BDC is 540*crank degrees). Using these values we can
conclude the intake valve closing angle measured in crank degrees
would be 581*. Assuming the injector placement is at or near the intake
valve, the start of inject point would occur after the valve is shut. At this
time you would enter 580* in the table. This value can be decreased by a
large margin to begin start of inject sooner if the placement of the injector
is further up the runner of the manifold away from the valve. A few other
variables which effect this setting are; Engine RPM, intake runner size
and shape, acceleration fueling requirements, and injector spray pattern.
24. Exhaust Closed Loop Enable/Disable (Control Configuration
Screen)
This is a master on/off switch for closed loop oxygen sensor operation.
Normally, this switch would be left in the closed loop or enabled position for
most street applications running unleaded fuel. Depending on the O2
sensor selected, in closed loop, the ECM will add or subtract fuel to maintain
a Stoichimetric or Target A/F ratio set in CalMap. In the off or disabled
position, no fuel corrections are made. Depending on the sensor, O2 voltage
or A/F ratio can be monitored in the disabled or open loop mode. This is
very helpful in performance applications using leaded fuel. The O2 feedback
can be viewed or data-logged to help calibrate the combination. Press the
F10 key to send the value to the ECM after it is entered.
25. Idle Spark min % TPS (Idle Configuration Screen)
Enter a TPS value from 0 to 100. This is the TPS threshold at which the Idle
Spark table becomes disabled. The Idle Spark table corrects for small
changes in idle speed error by adding or subtracting timing. This is very
helpful when calibrating engines with high overlap camshafts. This table is
located in the Idle menu. A recommended starting point is 1 to 3 percent.
Press the F10 key to send the value to the ECM after it is entered.
26. Startup Term RPM (Ignition Menu -> Starting)
The Startup Termination RPM is the engine speed at which the timing value
is switched over from a cranking mode value, to the run-mode value. The
crank-mode value is determined by the location of the crankshaft sensor
relative to Top Dead Center. The run-mode value is a combination of the
base advance table and the startup-phase-in interval. A typical value for the
Startup Termination RPM is 350 RPM for a 8 cylinder engine, 450 for a 6
cylinder engine, and 550 RPM for a 4 cylinder engine.
A symptom of this table being set incorrectly is a loss of control over ignition
advance. If this happens, try using the Forced Timing table to set a timing
53
value. If forcing the timing value works, you need to change the value in the
Startup Termination RPM table.
1.4.7.2 Create a Fuel Table, (Fuel->Utilities->VE Estimator)
If you have purchased an ACCEL Manifold Kit with matching camshaft, such
as a SuperRam, or StreetRam, it is probable that the VE table provided will
likely start and run the engine. For most other combinations, if you are
starting from scratch, the Utilities menu can help provide you with a starter
VE table to get the engine running. Select the Fuel->Utilities->VE Table
Estimator menu item from the CalMap software environment. Enter the
values as prompted on the screen, and click the CREATE VE TABLE button.
A new VE table will be generated based on the information you provided.
Follow the on-screen instructions to save this table to your ECM.
Remember that this is only a starting point. It allows the operator to start and
run the engine. Further calibration or tuning will be necessary to make this
table more accurate. Refer to the CalMap tuning instructions for further
details, or visit an ACCEL Engine Management Installation Center (EMIC).
For a dealer in your area, call 1 (888) MRGASKET, or check the list online at
www.mrgasket.com.
1.4.7.3 Pre-check and Starting the Engine
Turn the ignition key to the run position. You should hear the fuel pump
cycle on, and then off in 4 seconds. Turn the key off. Repeat this procedure
until your fuel system is primed. This usually takes about four repetitions,
depending on location of the pump, size, fuel pressure, and length of the fuel
lines. If necessary, fuel pressure can be easily measured with a fuel gauge
available through your ACCEL/DFI dealer. Before you start the engine,
check for leaks throughout the entire fuel system. Start the engine. If the
engine does not start after 10-15 seconds, depress the accelerator pedal
about a _”, to crack the throttle blades open if the engine is slightly rich.
Continue cranking. If the engine does not start after 30- 60 seconds, check
for the following.
•
•
•
•
Check all electrical connections, especially the fuel pump wiring.
Make sure there are no Fuel Leaks.
Verify the fuel lines are full of fuel, and that fuel system retains pressure.
Some high performance fuel pumps do not incorporate a fuel check
valve. In this situation the fuel system will lose pressure when cranking
stops.
Check the initial idle setting of the throttle blades. Open or close slightly if
needed.
After checking the items above, if the engine still does not start, reference
the Troubleshooting Guide in section 1.5 of this manual.
54
1.4.7.4 Timing Adjustments
Note: If you are using a fuel-only distributor, skip this step and follow your
manufacturer's instructions to set the timing with your distributor.
With the engine running and CalMap on-line, access the instrument panel
screen. Locate and monitor the Ignition Timing value on the top right side of
your screen. The goal here is to synchronize the timing between the engine
and the ECM. To do this, connect a timing light pickup to your #1 spark plug
wire. Run the engine, until the coolant (ECT) reaches operating
temperature. This is usually between 160 to 195 degrees.
With the engine running, the ECM can be forced to a timing value between 0
and 63.75 degrees BTDC (typically set it to 10*) by checking the Forced
Timing checkbox located near the Ignition Timing indicator on the main
instrument screen. While the engine is operating at a known timing value,
you can physically set the timing on the engine to match the value that the
ECM is commanding, by turning the distributor. You may enter the desired
timing value when prompted by the dialog box at the center of the screen.
For example, if you force the timing to 10* you should adjust the distributor
so that the harmonic balancer reads 10*
To synchronize timing control, follow these steps:
1. Place a check in the Forced Timing Checkbox on the instrument screen.
2. Enter a safe timing number -- 10 degrees BTDC recommended -- to hold
the engine at while you synchronize the distributor to the number you have
FORCED timing to. Use a timing light to verify that the balancer matches
the value you have entered.
3. Tighten the distributor lock down clamp.
4. If the timing values still don't match, you may need to modify the Crank
Offset table on the System Configuration Screen until these values match.
The maximum value in this table should not exceed the total advance of the
engine in crank degrees minus 6.
5. Uncheck the Forced Timing checkbox. The engine timing is now
synchronized with the ECM timing.
1.4.7.5 Throttle Adjustments
The position of the throttle blades relative to the position of the Idle Air
Control Motor actuator plug must be set correctly. The relationship between
the two is critical in controlling idle, acceleration, and deceleration
55
characteristics of the motor. A brief description of operation will help you
understand how to adjust this function. The function of the IAC motor is to
bypass air around the throttle blades. Since the starting position of the
throttle blades does not change, the IAC valve position changes to
compensate for changes in idle demand or load. When the IAC opens, it
bypasses more air around the throttle blades and when it closes, less air is
bypassed. Under certain conditions, usually during cold idle, the throttle
body will emit a high frequency hissing sound. This is actually caused by the
air reaching sonic velocity traversing through the entry hole in the throttle
body. This phenomenon can be monitored as the engine warms up. As
coolant temperature (ECT) rises, demand or load decreases, causing the
IAC to close. The ideal setup would bypass the least amount of air during
no load conditions.
To properly set this relationship, make sure the engine is at operating
temperature. Access the Target Idle Speed table in CalMap. Adjust the
values in the table to best fit your application. Ordinarily, idle speeds will
generally increase as coolant temperature decreases. Target idle speeds
will also need to increase with increased camshaft duration. Consult your
cam supplier for further information. Next, check and verify that all
accessories are off, the transmission is in neutral or park, and the parking
brake is set.
Next, select the Minimum IAC position vs. Coolant temperature table. Set
the value at normal operating temperatures to about 5%. Monitor the IAC
position value at the right side of your screen. Adjust the throttle blades to
bring the Actual IAC position value to 6%. To lower the actual IAC position,
open the throttle blades. To raise the Actual IAC position, close the blades.
If the target idle speed does not match the engine idle speed when the IAC
position is set, then the throttle bores are distorted, a vacuum leak is present
in the intake manifold, or the throttle blades need to be drilled. Once the
throttle blades have been adjusted, the TPS Set Points must be recalibrated. To reset these tables, refer to the TPS Set Point Low, and High
Offset Voltage tables in the Configure ECM section. For further tuning or
calibration information, reference the CalMap Tuning section in this manual.
56
1.5 Troubleshooting
1.5.1
1.5.2
1.5.3
1.5.4
1.5.5
1.5.6
1.5.7
Diagnostic Error Codes
End of Inject Profile
No Spark At Plugs
Engine Runs Lean
Engine Runs Rich
Ignition System Settings
Diagnostic Waveforms
57
Code
21
22
23
24
25
26
31
32
33
DESCRIPTION
If voltage is less than 8.9V for more than MIL set, no default action
2 seconds after engine speed exceeds
650 RPM for more than 50 crankshaft
revolutions.
High ignition voltage
If voltage is greater than 17.9 volts for MIL set, no default action
more than 2 seconds.
Low throttle position (TPS)
TPS voltage less than .20V for more
MIL set, TPS defaults to 1.3V
voltage
than 2 seconds
High throttle position voltage TPS voltage greater than 4.88V for
MIL set, TPS defaults to 1.3V
more than 2 seconds
Low manifold pressure (MAP) If MAP voltage drops below .10V for
MIL set, MAP defaults to half
more than 2 seconds
of full scale.
High manifold pressure
If MAP is greater than 4.92V (1 Bar),
MIL set, MAP defaults to half
3.98V (2 Bar), 3.04V (3Bar) for more
of full scale.
than 2 seconds, after engine speed is
below 900 RPM
Low barometric pressure
If Barometer threshold trigger is less
MIL set, Barometric pressure
(BAR)
than 2.5V (~66kPa) for more than 1
default to 102 kPa
second
High barometric pressure
If Barometer threshold trigger is greater MIL set, Barometric pressure
than 4.94V (~107kPa) for more than 1 default to 102 kPa
second.
Exhaust sensor stuck low
If sensor voltage remains less than .10V MIL set, default to Open Loop
for more than 32 seconds. (In Closed
Fueling
Loop operation only)
Exhaust sensor stuck high
35
Exhaust sensor inactive
36
Knock module stuck low
41
High ECT(Engine Coolant
Temperature) signal
42
Low ECT (Engine Coolant
Temperature) signal
43
Low IAT (Intake Air
Temperature) signal
High IAT (Intake Air
Temperature) signal
Low MST (Manifold Surface
Temp.) signal
High MST (Manifold Surface
Temp.) signal
45
46
DEFAULT RESPONSE
Low ignition (Vigt) voltage
34
44
THRESHOLD
If sensor voltage remains above .96V
(HEGO),or 4.75V (UEGO) for more than
32 seconds. (In Closed Loop operation
only.)
If exhaust sensor voltage does not
change by more than .06V in 32
seconds.
If the Knock ignition retard limit is not
equal to 0, and the signal remains low
for more then 15 seconds.
MIL set, default to Open Loop
Fueling
The coolant temperature sensor voltage
remains below .06V for more than 1
second.
The coolant temperature sensor voltage
remains above 4.94V for more than 1
second.
The IAT sensor voltage remains below
.06V for more than 2 seconds.
The IAT sensor voltage remains above
4.94V for more than 2 seconds.
The MST sensor voltage remains below
.06V for more than 2 seconds.
The MST sensor voltage remains above
4.94V for more than 2 seconds.
MIL set, default ECT to 50 F.
58
MIL set, default to Open Loop
Fueling
MIL set, default to 0 Knock
retard, ignore Knock module.
MIL set, default ECT to 50 F.
MIL set, default IAT to 50 F.
MIL set, default IAT to 50 F.
MIL set, default MST to 50 F.
MIL set, default MST to 50 F.
51
52
53
54
55
56
61
62
63
64
65
66
71
72
5 Volt Reference out of range
5 Volt reference exceeds 5.5V or drops MIL set, set all sensors to
below 4.5V.
default values
Air Conditioning Clutch (ACC) Driver current exceeds .5 Amps
MIL set, shut output driver off
relay driver over current
Malfunction Indicator Lamp
Driver current exceeds .5 Amps
MIL set, shut output driver off
(MIL) over current
Shift Light driver over current Driver current exceeds .5 Amps
MIL set, shut output driver off
Torque Converter Clutch
Driver current exceeds .5 Amps
MIL set, shut output driver off
(TCC) control relay driver over
current
Fan control relay driver over
Driver current exceeds .5 Amps
MIL set, shut output driver off
current
Program Execution, illegal
ECM program error
MIL set, no default action
interupt
Program Execution, illegal
ECM program error
MIL set, no default action
operation
Program Execution, (COP),
ECM program error
MIL set, no default action
Computer operating properly
Stage #1 NOS driver over
Driver current exceeds .5 Amps
MIL set, shut output driver off
current
Stage #2 NOS driver over
Driver current exceeds .5 Amps
MIL set, shut output driver off
current
Ignition output driver over
Driver current exceeds .5 Amps
MIL set, shut ignition off
current
Static Injector Condition
Injector duty cycle exceeds 100% on at MIL set, Disable NOS
least one injector
operation, No default under
standard operation
Cam / Crank Error
Cam or Crank error is detected
MIL set, ECM forces CAM
position. If ECM is restarted
before error is cleared, cam
startup sequence is random.
59
END OF INJECT PROFILE
POWER
STROKE
EXHAUST
STROKE
INTAKE
STROKE
COMPRESSION
STROKE
580*
Base Offset
310*Target
BDC
180*
TDC
360*
EXHAUST
VALVE OPENS
TDC
720*
218* duration
-3* BTDC
270* END OF INJECT
41* BBDC
218* duration
BDC
540*
INTAKE OPENS
EXHAUST CLOSES
60
41* ABDC
TDC
0*
INTAKE
CLOSES
No Spark at Plugs
BEGIN
Is the engine
configuration menu
correct?
Does your distributor
have a module?
Yes
Yes
Is Crk+ signal >
3.8V while
cranking?
No
In view mode, does
RPM register >125
while cranking?
No
No
Using a scope, is
the Crk+ signal >
.4V?
Yes
Close air gap on
reluctor or crank
pickup. Is signal
>.4V?
No
No
Yes
Reconfigure ECU.
Repair or Replace
wiring.
Yes
Does pin L3 recieve
12V while cranking?
Yes
Replace
sensor or mag
trigger.
Close airgap
on reluctor or
replace
ignition
module.
No
Check your wiring to the
ECU. Is continuity good?
Yes
No
Using an scope,
determine if ECU has a
signal output at Pin
K2(EST).
In Calmap, is
ignition configured
properly?
No
No
Yes
Yes
Yes
Does your system
incorporate an ignition
enhancer box?
Yes
No
Send ECU
in for
inspection.
Position Rotor
Properly. See
Accel service
bulletin.
No
Is there >9V at the Coil
(+)and module, during
cranking?
No
Do you have spark
at the plugs.
Yes
Yes
Rewire to ensure
12V during
cranking.
No
Is rotor position and/
or phasing correct?
END
Yes
Inspect ignition enhancer
box and coil, wiring and
connections. Replace if
necessary.
No
Remove the points wire
(K2) from the enhancer
box, touch to ground.
Does coil discharge?
Reconfigure ignition
output. Refer to ignition
chart.
Replace the Coil.
61
Engine Runs Lean
BEGIN
Is the injector size
table set properly?
No
Select and adjust size in
engine configuration table.
Make sure the injectors are
sized properly for the
application.
Is the fuel
regulator adjusted
properly?
Adjust regulator to
baseline (45PSI)
No
Yes
Is the fuel pump sized
properly?
Using .5BSFC as a baseline determine fuel needed. For example, 500HP
requires 250lbs/hr flow at .5BSFC
No
Yes
Is the fuel line sized
properly.
No
Install a minimum
diameter -6 line for
500-750HP, -8 for
750-1000+HP
If using multiple fuel pumps, does each
pump have a check valve?
No
Install check valves
Yes
Yes
Yes
Are the fuel filters
clean?
Replace fuel filters,
flush fuel lines if
necessary.
No
Are the injectors plugged with
debris from the fuel cell or tank?
Clean or replace
fuel injectors.
Yes
No
Is the base VE table
set correctly?
Adjust the VE
number until the
actual A/F ratio
matches the target
A/F ratio.
No
Lower or enrichen
the target ratio A/F.
Is the O2 sensor
responding properly?
Yes
No
Sensor inactive possibly
due to exhaust
contamination. Replace
sensor.
No
Is the O2 varing
between .2 & .8V?
Yes
Check the O2
placement or
installation angle.
Yes
END
62
Yes
Engine Runs Rich
BEGIN
Is theInjector size table set
properly?
Select and adjust
size in engine
configuration table.
No
No
Yes
Is the vacuum to the
regulator connected ?
Yes
No
Is the MAP sensor vacuum line
connected to any other
accessories
Does fuel
pressure drop
when vacuum is
applied?
Connect a intake
vacuum source to
the regulator.
Yes
Yes
Check for spring
coil bind in Fuel
Regualtor.
No
No
Remove any
vacuum opperated
accessories from
MAP line.
Remove obstruction
in line or install new
line.
Yes
Is the MAP
vacuum line
pinched?
No
No
Is the return fuel line
restrictive, causing high fuel
pressure?
Yes
No
No
Remove restriction or install a larger fuel ine Check
orifice size of fuel regualtor if using a ultra high
performance fuel pump.
Adjust the VE table until
the actual A/F matches the
target A/F.
Is the base VE table set
correctly?
Yes
Check O2 placement and installation angle.
.
No
Is the O2 voltage operating
between .2 & .8V?
Is the O2
sensor
operating
properly?
Yes
No
Yes
Raise or lean target A/F
Ratios
Sensor inactive possibly due to exhaust
contamination. Replace sensor.
END
63
Distributor or Crank Trigger
Type
Reference Input
Signal Type
Reference Input
CRK Trigger
Edge
Reference
Input CAM
Trigger Edge
Spark Out Spark Out
Trigger
Trigger Type
Edge
DFI Dual-Sync Distributor
(Hall Effect)
Hall Effect
Falling
Falling
Rising
Sink, Points
(Open
Collector)
GM (HEI), High Energy
Ignition
5V/Vigt - Digital
Square Wave
Falling
N/A
Falling
5 Volt Digital
Square Wave
Universal (IPU), Inductive
Pickup
Bipolar pulse
(IPU, Flying
Magnet)
Falling
N/A
Rising
Sink, Points
(Open
Collector)
Universal (IPU) with cam sync Bipolar pulse
signal
(IPU, Flying
Magnet)
Falling
Falling
Rising
Sink, Points
(Open
Collector)
Universal (HE), Hall Effect
Hall Effect
Falling
N/A
Rising
Sink, Points
(Open
Collector)
Universal Hall Effect with cam Hall Effect
sync
Falling
Falling
Rising
Sink, Points
(Open
Collector)
GM (LT1) with opti-spark
Rising
N/A
Falling
5V Digital
Square Wave
Ford (TFI), Thick Film Ignition 5V/Vigt - Digital
Square Wave
Rising
N/A
Rising
Honda VTEC, (IPU distributor) Bipolar pulse
(IPU, Flying
Magnet)
Falling
Falling
Rising
Vigt Unipolar
Digital Square
Wave
Sink, Points
(Open
Collector)
Buick GN V6,DIS, coil packs
5V/Vigt- Digital
Square Wave
Bipolar pulse
(IPU, Flying
Magnet)
Rising
Rising
Rising
Falling
Falling
Rising
Universal Hall Effect Crank
Trigger
Hall Effect
Falling
Falling
Rising
Sink, Points
(Open
Collector)
Enhancer Ignition Box (ie.
300+,MSD) Tach Output
Signal (Fuel ONLY)
5V/Vigt -Digital
Square Wave
Rising
Falling
N/A
N/A
Ford EDIS Compatible
5V/Vigt Digital
Square Wave
Rising
Rising
Falling
EDIS
Compatible
Universal Crank Trigger
(includes Flying Magnet,
Flying Lug)
Hall Effect
64
5V Digital
Square Wave
Sink, Points
(Open
Collector)
Ignition Coil -Neg. Terminal
(Fuel ONLY)
5V/Vigt -Digital
Square Wave
Rising
65
Falling
N/A
N/A
66
CalMap Software Guide
CalMap Minimum Computer System Requirements
•
•
•
•
•
•
Microsoft Windows 98 (Second Edition), 2000, XP or better operating systems.
Intel Pentium II processor, 400 MHz or faster or equivalent. Pentium III Processor or
higher recommended.
64 MB of RAM.
Monitor Resolution of 800x600 pixels, 1024x768 recommended.
One serial communications port, properly configured through your operating system.
One Parallel or USB port for Standard or Pro DFI PowerKey.
Installation Instructions
Locate the CalMap CD provided with your system and insert it into your computer's CDROM Drive. If your CD is misplaced or damaged, you can always download the latest
version of CalMap from the Mr. Gasket Performance Group website, at
www.mrgasket.com. Follow the ACCEL/DFI link to the software downloads area.
If your kit came with a DFI PowerKey, you must install it on the Parallel or USB port of
your computer before loading the software. Double-click on the 'My Computer' Icon
located on your Windows Desktop, and Execute the program ‘Setup.EXE’ from your
computer’s CD-ROM Drive. Select the desired location(s) to install CalMap and it’s
associated files, and follow the on-screen instructions. Click the ‘Finish’ button on the
screen to continue the installation process. Reboot your computer if necessary to
complete the installation.
Launching the CalMap Software
After the installation is complete, a shortcut to the CalMap executable will be placed on
your computer’s desktop. Double click on the shortcut to CalMap in order to run the
program. To communicate with an ECM, the CalMap Communication Cable must be
connected to a properly configured serial communication port on the Computer, and to the
ECM. The ECM must be powered up in a ‘key on’ or ‘running’ mode in order to
communicate properly with CalMap.
Getting Started with CalMap
After double clicking on the CalMap Icon, the splash screen shown in Figure 1 will be
displayed. Data can be edited in one of two modes: directly from the Engine Control
Module, or in a ‘virtual ECM’ stored in your computer’s memory.
Editing Data Online from an ECM
The ‘Online to ECM’ option requires that a functioning Engine Control Module be
connected to a valid serial communications port on your computer. CalMap will
automatically detect the presence of an ECM on either port 1 or 2 on your computer. To
use an alternate port, click on the ‘Online to ECM’ button with your right mouse button,
and enter the number of the port that you want to use. If your computer does not have
any serial ports, you will require a USB-to-Serial converter device, such as the KeySpan
67
UPR-112 model. These devices area available at most computer/electronics/appliance
stores.
When editing data online, from and ECM, the engine is not required to be running, but the
key must be in the on position. Data is changed directly in the ECM memory, and in most
cases engine operation can be immediately affected by the changes.
Editing Data from a Calibration File
The ‘Offline from File’ option does not attempt to communicate directly with an Engine
Control Module. Data is loaded from a global calibration disk file into a ‘virtual ECM’
stored in Random Access memory inside your computer. Changes made to ECM data
are stored in memory, and must be saved to the global calibration disk file before CalMap
is exited. At some later time, the same calibration file may be sent to the ECM, changing
all the data values at one time. Note that the only difference in functionality between
offline and online data editing is that none of the real-time instrumentation will work when
editing data offline.
Using the Mouse or the Keyboard, select the appropriate button to determine the source
of the ECM data that you wish to edit, or select the ‘Exit CalMap’ option to exit CalMap
and return to the computer operating system.
Figure 1: CalMap Startup Screen
68
The CalMap Calibration Environment
Once the appropriate source for ECM data has been selected, the Instrument Panel
screen shown in Figure 2 will be displayed. CalMap will now attempt to communicate with
the ECM via a serial communications port on the computer. If communication is
successfully established, there will be no messages displayed on the screen. If
communication with the ECM could not be established, a message box will be displayed
and communication with the ECM will be terminated. In this case, be sure that the
communication cable is properly connected to the computer, and to the ECM in the
vehicle. Also be sure that power and grounds to the ECM are properly wired, and that the
ignition switch is in the on or run position. Press the ‘Online to ECM’ button to try to reestablish communications with the ECM after the cable and power connections have been
verified.
When communication with the module is established, the instrument panel indicators will
display real-time values as monitoring data is read from the ECM. If you are editing data
offline, no data will be displayed.
The ECM monitor screen is divided into three distinct sections: Menu Bar, Instrument
Panel, and Monitor Panel.
The CalMap Menu and Toolbar
Program navigation is achieved through the use of a menu bar just like any application
that uses a version of the Microsoft Windows Operating system. To perform an operation
via the menu bar, select an item using the mouse or via keyboard shortcuts such pressing
as the ‘ALT’ key and the ‘F’ key to access the file menu. The row of small icons below the
menubar is called the CalMap Toolbar. Each of these icons represents a shortcut to
various screens within the program. A brief description of each button is made visible by
holding your mouse cursor steady over a button for about 1 second. Press the button to
go to the screen. Also, see the Keyboard Shortcuts section for more on various key
combinations and their functions.
69
Figure 2: CalMap Instrument Panel, Monitor panel, and Menu Bar.
The CalMap Instrument Panel
Many critical operating parameters of the Engine Control Module are displayed in realtime on the instrument panel while the ECM is powered up, with or without the engine
actually running. Engine Speed, Manifold Pressure, Throttle Position, Injector Pulse
Width, Injector Duty Cycle, and Ignition Voltage are all displayed graphically and
numerically, in easy to read gauges which accurately simulate expensive instrumentation
that is normally found in the vehicle. Engine Coolant and Intake Air temperatures are also
displayed both graphically and numerically in an easy to read format. Other key
parameters that would normally be difficult to display such as HEGO Voltage, O2 Air to
Fuel Ratio, Engine Timing, and Knock Retard are shown in quick updating, easy to read
bar graphs. Other convenient functions, such as Nitrous Oxide system enable, Cooling
Fan, Air Conditioner Clutch Disable, and Torque Converter Lock signal indicators are
provided in order to give the user as much information as possible during driving,
troubleshooting, and tuning operations. A brightness adjustment knob is provided to
change the background color of the white gauges to make them easier to read in the wide
variety of light conditions that may be found inside a moving vehicle. The orange indicator
labeled ‘RX’ in the lower right corner of the instrument panel flashes periodically as valid
monitor data is received from the ECM to indicate that valid bi-directional communication
is present between CalMap and the module.
70
The CalMap Monitor Panel
The blue strip along the bottom of the CalMap screen consists of a short summary of key
operating data from the Instrument Panel, along with critical operating data not displayed
on the instrument panel. It is intended to keep the user informed of critical operating
information when editing tables, graphs, or ECM operating parameters. It will be visible
and active on most of the screens involved in CalMap. The first 5 black boxes on the left
side of the Monitor Panel display Engine Speed, Ignition Timing, Manifold Pressure,
Engine Coolant Temperature, and Oxygen Sensor values taken from the Instrument
Panel. Next is a set of numeric and graphical indicators that display data about the
Closed Loop Fuel Feedback system. The ‘O2’ box displays the Closed Loop Fuel
Feedback Coefficient numerically, and the sliding bar graph displays the same data
graphically for easy operating point reference while the engine is in operation. Error Code
information is displayed both graphically and numerically on the Monitor Panel by an LED
which flashes red when an error code has been detected, and a numeric display which
shows the first error code generated by the ECM. Viewing and clearing Error codes can
be accomplished by clicking on the numeric display with the mouse or pressing CTRL-E to
see a list of the active codes. Alternately, all codes can be cleared at any time by
pressing the F8 key on the keyboard. Finally, an LED displays the communication status
with the ECM graphically and textually. The indicator is red, when the ECM is offline, and
green when the ECM is online with CalMap.
Editing Calibration Data with CalMap:
CalMap offers several different methods to change data values in the engine control
module. Depending on the size of the data table selected, the data will be displayed in
one of several standardized formats. Large tables are displayed numerically with the
option to change one, some, or all of the table’s values at once. Smaller tables are
displayed graphically, and offer a visual representation of the function being edited.
Single cell tables are displayed as a sliding control that can be edited numerically, or
graphically with both keyboard and mouse control. Configuration data has been grouped
into several large screens that offer editing of multiple interrelated parameters at once.
Numerical Table Editing Screens
Large data functions, such as the Base Volumetric Efficiency table shown in Figure 3, are
displayed numerically in a spreadsheet-like table format. The horizontal and vertical axes
are displayed with their appropriate units, along the left and left side and bottom of the
table respectively. Essential information about the data currently being edited and Current
operating points are displayed in real time along the right side of the screen. Help for the
calibration table being edited is available by pressing the F1 key.
Data values are changed directly by entering a new value in the numeric cell edit box
highlighted in blue in Figure 3, and pressing the ENTER key. This cell highlight box can be
moved by using the arrow cursor keys on the keyboard or by using the mouse to click in
any cell on the table. Data in the cell edit box can be raised or lowered directly by
pressing the ‘[‘ and ‘]’ keys respectively. The rate of change can be toggled between 1
and 10X by pressing the ‘\’ (Backslash) key.
71
More than one data value may be changed at a time by highlighting a region of the table.
First, cells must be surrounded with the blue border shown on the upper left portion of the
table in Figure 3. The border is moved by using the arrow cursor keys to move around the
table while at the same time, holding down the SHIFT key on the keyboard. Once the
desired cells are surrounded by the blue border, use the P or + keys to add values to the
highlighted region, or the * or X keys to multiply the highlighted region by a number.
Global data value assignments may be made by typing a number in the cell edit box while
a region of the table is highlighted. For example, highlighting a group of cells, then typing
1.00 and pressing the ENTER key will set all the highlighted values to 1.00.
The current operating point for the engine function being displayed is indicated by a light
blue box that floats around the table as the operating point changes. It is located within
the highlighted region near the top center of the table in Figure 3. Since the actual
operating point may not be located in the exact center of the cell the indicator lies above,
there are two Red indicator bars, which help to determine the exact operating, point. The
horizontal and vertical Red bar graphs show the approximate point along the axes that the
current function is operating around. As the operating point changes, the length of the bar
graphs will grow or shrink to indicate the changes. When the operating point of the
function falls exactly in the center of a table cell, both the horizontal and vertical bar
graphs will disappear.
72
Figure 3: Numerical Table Editing, Base VE Table
Pressing the command button on the lower right side of the screen labeled AutoCal will
change the value of the current operating point highlighted in the tracking box by the
amount of O2 correction being added by the fuel feedback system. This option is only
available when editing the Base Volumetric Efficiency table, and only has an effect when
the ECM is actively operating in Closed Loop Fuel Feedback mode.
Pressing the command button on the lower right side of the screen labeled 3D Graph will
generate an editable 3 dimensional plot of the data displayed in the numerical table.
Various aspects of the plot can be changed by following the on-screen instructions for that
graph.
73
3-Dimensional Graph Editing Screen
Other Numerical Table Editing Screens
Smaller sized tables are displayed and manipulated in much the same way as described
for the large numerical tables, with the following exceptions:
• There is no 3D-graph option available for smaller tables.
• The values along the Engine Speed and Manifold Pressure axes cannot be edited.
2-Dimensional (Line Graph) Editing Screen
Many functions in CalMap are displayed graphically as a 2 dimensional line plot in order to
make editing the data more intuitive. A typical editable graph plot is displayed in figure 4.
Data is displayed in a line plot with the value being edited displayed on the vertical axis,
and the dependent variable for that function being displayed on the horizontal axis. Two
lines are actually displayed on each graph, a red one and a black one. The black line
represents the original data that resided in the function before it was loaded into the
graph. The red line represents the actual data points on the graph. Changes made to the
data will be reflected in the position of the red line, while the black line will remain
unchanged for use as a reference point.
Essential monitor data associated with the current function being edited is displayed along
the bottom edge of the screen. The horizontal and vertical blue lines (crosshairs) indicate
the current operating point for the function. Help for the calibration table being edited is
available by pressing the F1 key.
74
Figure 4: 2-Dimensional Graph Editor
This point will constantly move as the operating point of the function being edited
changes.
The bold yellow vertical line indicates the current edit point on the graph. This edit point
can be changed either by clicking to a new location with the mouse, or using the Left/Right
arrow keys to move in the desired direction along the plot. The values displayed on the
graph may be changed in one of several ways:
•
•
•
•
Using the mouse, click the desired data point on the plot, and the red line will snap to
that point. Press the ENTER key to send the changes to the ECM.
Using the Up and Down cursor keys, change the data to the new desired values, then
press the ENTER key to send the changes to the ECM. Pressing the F (fast) key will
make the data value change at a faster incremental rate, and pressing the S (Slow)
key will make the data value change at a slower incremental rate.
Data can be changed numerically by pressing the TAB key until the red edit box along
the top of the blue strip under the graph is highlighted. Enter a new numeric value into
the box and press the ENTER key to change the data on the graph and in the ECM.
Using the PAGE UP and PAGE Down keys, the entire plot can be moved vertically up
or down.
75
Single Value Table Editing Screen
Smaller data tables are displayed as single numeric values, which are changed by using
the Table Editing Screen, displayed in Figure 5.
Figure 5: The Single Cell Table Editor Screen
Data values are displayed in a Bar Graph format, and can be changed in one of the
following ways:
• Using the mouse, change the sliding data point indicator to the desired position, and
then press the F10 key to send the data to the ECM.
• Using the Left and Right arrow cursor keys, change the position of the data indicator to
the desired position, then press the F10 key to send the data to the ECM.
• Enter the new data value in the numeric edit box (highlighted in red in Figure 5), press
the Enter key, then press the F10 key to send the changes to the ECM.
Essential monitoring data is displayed in real-time along the bottom of the Editor box when
appropriate. Help for the calibration table being edited is available by pressing the F1 key.
76
System Configuration Screen:
Figure 6: The CalMap System Configuration Screen
Using this version of CalMap, it is much easier to configure your ECM to match the
parameters of the engine to which it is mated. There are different configuration screens
for each area of functionality within the ECM. The System Configuration Screen,
displayed in Figure 6, contains data about the basic operating parameters of the system.
Engine Displacement, Number of Cylinders, Fuel Injection Strategy, Cam and Crank
signal data, and other essential operating settings are contained on a single, easy to
understand screen.
Each control parameter can be accessed via both the mouse and the keyboard. After a
new value has been entered, press the F10 key to send the individual changes to the
ECM. The name of each parameter will flash briefly to a red background to indicate that
the data has been successfully transmitted to the ECM. Help for an individual item is
accessible by clicking on that item, and pressing the F1 key.
Controls Configuration Screen
Similar to the System Configuration, the Control Configuration Screen sets up the
parameters within the ECM related to different control strategies used to constrain the
operation of the engine. Ignition and Fueling Rev Limiters, instrumentation setpoints, and
77
feedback parameters are all controlled from this screen. Navigation and operation of the
controls on this screen is identical to that of the System screen.
DFI CalMap Keyboard Command Shortcuts:
Function Keys valid from any screen:
F1
Activates the CalMap Online Help subsystem.
F2
Loads the Base Volumetric Efficency vs. MAP/RPM table.
F3
Loads the Base Ignition Advance vs. MAP/RPM table.
F4
Loads the Target Air:Fuel Ratio vs. MAP/RPM table.
F5
Loads the Data Logging subsystem with the preset ‘Autolog’ configuration.
F6
Download a Global Calibration from the ECM and save it to a disk file.
F7
Upload a Global Calibration file to the ECM from a disk file.
F8
Clears all the Error Codes in the ECM.
F9
Attempts to establish communication with the ECM.
F10 Sends control data to ECM from various configuration/parameter editing screens.
F11 Loads the Tau vs. MAP/ECT table.
F12 Loads the Acceleration Threshold editor.
ESC
INSERT
CTRL-F1
CTRL-B
CTRL-C
CTRL-D
CTRL-E
CTRL-F
CTRL-G
CTRL-I
CTRL-L
CTRL-N
CTRL-R
CTRL-S
CTRL-V
CTRL-X
X
+
ALT-F
ALT-U
ALT-I
ALT-D
ALT-N
ALT-L
Closes the current screen or window.
Loads the last screen that was opened.
Displays CalMap online drawings and wiring diagrams.
Loads the Boost Builder configuration screen.
Loads the ECM Control configuration screen.
Loads the Input Diagnostics screen.
Loads the ECM Active Error Code Acknowledge screen.
Loads the Data Logging Fuel Analysis Subsystem
Loads the Data Logging Analysis subsystem.
Loads the Idle configuration screen.
Loads the Data Logging subsystem with the currently loaded configuration.
Loads the ECM Sensor Measurement configuration screen.
Loads the Data Logging Replay subsystem.
Loads the ECM System Configuration Screen.
Loads the Engine Parameter Monitor Screen.
Exits the CalMap Engine Calibration Environment.
Multiplies the highlighted cells by a percentage
Adds a value to the highlighted cells
Begins navigation in the File menu.
Begins navigation in the Fuel menu.
Begins navigation in the Ignition menu.
Begins navigation in the Idle menu.
Begins navigation in the Nitrous menu.
Begins navigation in the Data Logging menu.
78
ALT-C
ALT-G
ALT-H
Begins navigation in the Configuration menu.
Begins navigation in the Diagnostics menu.
Begins navigation in the Help menu.
Configuration Screen Shortcut Keys:
TAB
Moves control to the next editable field on the screen.
Shift-TAB
Moves control to the previous editable field on the screen.
F10
Sends data to the ECM from the Active Edit Control on the screen.
Up/Dn Arrows Change the value of numeric controls, but does not send data to the ECM.
ENTER
Activates some controls such as switches, but does not send data to the
ECM.
CALMAP TABLE DESCRIPTIONS
FILE MENU
View Table/Graph Data from a file
This option will load a previously saved individual table or graph from a disk file having the
suffix .TBL. Data is not immediately sent to the ECM until either the next command in the
file menu is used, or some kind of change is made to the data table and sent to the ECM.
Save Current Screen Data to a file
This option will save the entire contents of an individual table or graph screen to a disk file
having the suffix .TBL. This command is not valid for configuration screens.
Send Current Screen Data to the ECM
This option will send the entire contents of an individual table or graph screen to the ECM.
It is useful after using the previous command to load a table or graph from a disk file. This
command is not valid for configuration screens.
Save Global Calibration to a File
This will save the current contents of all the tables and graphs from the ECM into a disk
file with the suffix .ECM.
Program Global Calibration from a File
This command will load the all tables and graphs in the ECM from data stored in a disk file
with the suffix .ECM.
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Edit Global Calibration Comments
This is a table that is intended to contain notes pertaining to the application. The user can
enter any text. It is recommended that engine and calibration descriptions be kept here for
future reference.
Password Options
This command brings up the CalMap password options edit box. The user password can
be entered, modified, and cleared from this screen. Access to Calibration tables can be
restricted by programming the Guest Mode Access parameters that are available from the
Password Options screen.
If the password for a protected calibration is not available, you may effectively change the
password by overwriting the contents of the ECM with a different calibration file. Do this
by pressing the F7 key, which will program the ECM with a previously created calibration
file. Note that this will change EVERY calibration table, as well as resetting the password
for the calibration to that which is contained in the file (if any).
There is no way to 'break into' a protected calibration. The only options you have are to
completely erase the entire calibration by replacing it with an unprotected file, or get the
password from the person who programmed the original calibration.
Print Current Screen
This will print the current screen using the default printer selected through your operating
system.
Close Current Screen
This will close the current CalMap screen, and is equivalent to pressing the ESC key.
Exit
This will leave the monitoring mode of CalMap, and exit to the startup splash screen.
FUEL MENU
FUEL – UTILITIES
VE Table Estimator
This screen will create a starting base fuel map that will, in most cases, be sufficiently
accurate to allow the engine to be started and further calibrated. To calculate an estimated
base volumetric efficiency table, enter the requested data values on the screen and press
the button labeled “Calculate table data”. After the table has been generated, you will be
taken to the Base VE Editing screen, and can now examine the data. You are prompted
as to what to do with the data, and must select from one of the following 3 choices:
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1.) Send data to the ECM. This option will take the estimated table, in it’s initial form, and
send it to the ECM. The ECM will immediately begin operating off of this table, and
modifications to the table can then be made.
2.) Don’t send to ECM. This option will not send the data to the ECM, but will keep it on
the screen for examination. Caution must be exercised when selecting this option, as the
data that remains on the screen is not the same as the actual Base VE table that is stored
in the ECM. Note that any modifications that are made to this data will immediately be
sent to the ECM. The entire table can be sent to the ECM by using the “File->Send
Current Screen Data to ECM” menu option.
3.) Discard this data. This option will close the VE predictor screen and discard the
estimated table that was generated. No changes will be sent to the ECM.
Pulse Width Estimator
The values in the Estimated Pulse Width table are reflective of the actual fuel injector
pulse width values that will be calculated and commanded by your DFI Gen 7+ ECM.
These values are mathematical estimates of what the actual injector pulse width values
will be under varying load and engine speed conditions. Values are displayed for the
appropriate injection strategy that you have selected within your calibration: either
Sequential or Staggered Batch. Using the slider bar on the bottom right side of the screen,
you can display Pulse Width, Duty Cycle, or even an estimate of what the same fuel map
would look like in a DFI Generation 6 ECM. Values are in milliseconds, and may be edited
using the keyboard. Use the numeric keys to enter a new pulse width value, then press
the ENTER key to send that value to the ECM. Alternately, you may use the bracket keys,
[ and ], to increment or decrement the table values. When editing values, the number will
be displayed in red if the calculated duty cycle for that cell is above 95%, approaching a
static condition. Numbers will be displayed in blue for pulse width values that will cause a
volumetric efficiency value greater than the range of your fuel table. In this case, you can
use the Fuel Trim function in the VE table to extend the range of your volumetric efficiency
table as needed. Click on the fuel trim button in the upper left hand corner of your matrix
VE table to display the coefficient. The fuel trim is adjustable in every MAP row. Range
is; 0.75 or 25% less fuel to 1.75 or 75% more fuel. 1.00 is considered nominal or 0%
adjustment. Select Auto at the switch at the bottom of the fuel matrix to automatically
rewrite the VE table when a value is entered. This will raise or lower the ceiling of the VE
numbers without affecting the actual fuel output. In manual mode, the VE numbers don’t
change, however the fueling to the motor is directly effected by the coefficient. Raising or
lowering the fueling by a given percentage.
NOTE: The values in the Pulse Width Estimator are ESTIMATED! It is not recommended
that this table be used for tuning an engine, it is offered as a reference only. It may be
used as a tool to help convert a known fuel table from an older system for use with your
DFI Gen 7+ Engine Management System. You may also use it as an aid in determining
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the appropriate size of fuel injector that your engine application will require.
FUEL – STARTING
After-Start Fuel Coefficient vs Engine Coolant Temperature
The values in this table specify the amount of fuel adjustment for initial engine running
conditions. Engine coolant temperature is used to select an adjustment value to be
applied to the fuel delivery. The normal amount of fuel that the ECM calculates is
multiplied by the value from this table before being delivered to the engine. This table
serves to compensate for a variety of phenomena that occur when an engine is first
started (e.g. poor fuel atomization when cold, fuel vapor when hot, loose piston clearance
when cold, etc.). This adjusting coefficient is decayed out after the engine runs for some
period of time. Refer also to After-Start Decay tables.
Index: Engine coolant temperature
Range:
0.5 to 1.5
Units: None (Coefficient)
Resolution: 0.00392
Base After-Start Decay
The values in this table specify the rate at which the initial After-Start fuel adjusting
coefficient is decayed out. Engine speed and manifold absolute pressure are used to
select the values from this table. The table value is the number of camshaft rotations
between After-Start decay steps. Each decay step is 0.39%. If the After-Start adjusting
coefficient is less than 1.0 it will be increased until it reaches 1.0 and then it will stop. If the
After-Start adjusting coefficient is greater than1.0 it will be reduced to 1.0 and then stop.
Once the adjusting coefficient is 1.0 it will no longer affect the fuel delivered to the engine.
See also the After-Start Fuel Decay Modifier vs. Engine Coolant Temperature table.
X Index:
Engine Speed, Base Ve Table RPM Scale
Y Index:
Manifold absolute pressure
Range:
1 to 255
Units: Camshaft rotations between decay steps
Resolution: 1.0
After-Start Fuel Decay Modifier vs Engine Coolant Temperature (Pro
Version only)
The values in this table specify an adjustment to the rate that the After-Start fuel
coefficient is decayed out. Engine coolant temperature is used to select the value used
from the table. The number of camshaft rotations between After-Start decay steps is
multiplied by the value from this table to yield the actual number of camshaft rotations
between decay steps. Generally a cold engine requires a longer duration of After-Start
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then a hot engine, hence table values in the cold range of this table are larger then the hot
portion of the table.
Index: Engine coolant temperature
Range:
0.0 to 1.0
Units: None (Coefficient)
Resolution: 0.00392
Prestart Fuel
Pre-starting fuel is the amount of fuel that is injected into the engine while it is cranking.
Adjust this table as needed to help your vehicle start consistently in varying weather
conditions.
Index:
Engine Coolant Temperature
Range:
0-100% of Possible Fuel Mass
Units
Percent
Starting Fuel Coefficient
This table contains correction values that are applied to the fuel delivery during engine
starting. Engine coolant temperature is used to select the correction value from this table.
When the engine is first cranked to start the normal amount of fuel is multiplied by the
value selected from this table. The fuel decays out after initial starting. Refer also to the
After-Start Fuel Coe. Table. Generally colder engines need more fuel to start then when
hot.
Index: Engine coolant temperature
Range:
0.5 to 1.5
Units: None, Coefficient
Resolution: 0.00392
Starting Fuel RPM
The Starting Fuel RPM is the engine speed that must be attained in order for the engine to
be considered running. Once this threshold has been reached, the ECM shifts it’s fueling
strategy control over to the afterstart tables.
Index:
Engine Speed
Range:
0 - 2500
Units
RPM
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FUEL – TRANSIENT
Tau vs.MAP/ECT and X vs.MAP model
The ECM employs a fueling strategy that models the actual flow of fuel in an engine. The
model is often times referred to as the Tau-X model. Its Greek letter usually represents tau
- t. Figure 1 illustrates the basic concept.
( Minj )
Fuel Injector
x ⋅ Minj
Minj = Mass of fuel from Injector
Mf = Mass of fuel in the film
Mc = Mass of fuel entering the cylinder
(1- x ) ⋅ Minj
t ⋅ Mf
Fuel Film
( Mf )
( Mc)
x=
t=
Fraction of fuel injected into the film
Fraction of fuel leaving film to cylinder
Cylinder
Port
Figure 1. Model of Fuel Intake
The model describes the fuel behavior in the intake manifold. The process of delivering
fuel to an engine’s cylinder is that first the fuel leaves the injector. Some of the injected
fuel, X-amount, is deposited on the surfaces surrounding the intake valve. The rest of the
injected fuel, (1-X)-amount, is pulled into the intake valve. When the intake valve opens it
also pulls in some part of the fuel that has been deposited on the surrounding surfaces, tamount.
Both X and t are fractions. That is, a value of 1 means all of the fuel. A value of 0.5, for
example, would mean only _ of the fuel. As an illustration, if X=0.8 and t=0.2 then 8/10ths
of the fuel leaving the injector would be deposited on the surrounding surface. 2/10ths of
the injected fuel would go directly into the intake valve. An additional amount of fuel would
also go into the intake valve from the film deposited on the surface. In this case 2/10ths of
the film would be pulled into the cylinder.
To further illustrate the idea and bring forward an understanding of the dynamics of fuel
flow in a fuel injected engine the case of a sudden injector pulse-width change on an
engine is presented. If X=0.6 and t=0.2 and 12 milliseconds of injected fuel is laying on
the walls from past injects then, when the injector pulse-width changes from 5 to 20
milliseconds, the following series of calculations shows the actual fuel ingested into the
cylinder at each intake valve opening.
Usually there is a delay from the time that the fuel injector changes flow to the time that
the cylinder actually receives the same amount of flow. Also note that the amount of film
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on the wall increases as injector flow increases. The strategy in the ECM takes all of this
into account when controlling the injector pulse width. In order to achieve correct transient
response fueling it is important that the t and X values be calibrated to match the engine.
In layman's terms, Tau and X would correspond to the fuel accelerator pump cam function
in a carburetored application.
Tau vs. MAP/ECT
X Index:
Y Index:
Range:
Units: %
Resolution:
engine coolant temperature
Manifold absolute pressure
0 to 100
0.392
Acceleration Threshold
When the engine requires a change in instantaneous fueling, the ECM will calculate an
asynchronous fueling value based upon various table inputs. This mass fuel value is
scaled to 0 to 100 mass units. 0 represents the maximum amount of asynchronous fuel
that can be injected into the engine, and 100 represents the least amount injected. For
example, if the table had a value of 15 units and the ECM requests 20 units, then ECM
would ignore the request for the first 15 mass fuel units thereby injecting only the
remaining 5 units. The function of this table is to disregard very small requests for fuel,
primarily caused by minute changes in MAP. Generally, cam overlap plays a large roll in
MAP fluctuations. So the higher the overlap, or the hotter the cam, the higher the number
that should be entered. A value of 10 to 20 would be a good starting point.
Range:
0 to 100
Units: Fuel Mass
Resolution: 0.392
Acceleration Modifier
The value in this table specifies the amount of adjustment to be applied to the acceleration
fueling as a function of Engine Coolant Temperature. This coefficient modifier is multiplied
by the additive, fuel mass to achieve a new asynchronous fuel amount. A value of 1.0 is
recommended as a starting point. The Acceleration Modifier is a secondary trim table for
adjusting asynchronous fueling. Refer to the Tau and X tables for initial acceleration and
deceleration fuel requirements. In layman's terms, this corresponds to the accelerator
pump volume function in a carburetored application.
Range:
0.5 to 3.5
Units: None (Coefficient)
Resolution: 0.117
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Acceleration Modifier Mask
The values in this table offer a way to mask out unneeded application of the Acceleration
Modifier Coefficient calibration table. The values from the Acceleration Modifier table are
multiplied by the values in the Acceleration Modifier Mask table to determine a final
number for the Acceleration Modifier value as it is used in fuel calculations. Values in this
table may range from 0.0 to 1.0, with 0 allowing no acceleration fuel modification, and 1.0
allowing full acceleration fuel modification.
Range:
0 to 1.0
Units:
None (Coefficient)
Acceleration Cutoff
This table contains a value, in MAP(%). When the manifold absolute pressure exceeds
this value, no further asynchronous fueling is injected into the motor. The purpose of this
table is to prevent any asynchronous fueling during small changes in manifold pressure.
Range:
0 to 100
Units: None (Coefficient)
Resolution: 0.39
TPS Rate of Change Acceleration Enrichment
This table selects the amount of asynchronous fuel that is added to the current fuel control
strategy based on instantaneous changes in the throttle position sensor reading. The table
value for a rate of change equal to 0 must always be equal to 0.
Range:
0 to 127.5
Units:
Fuel, Pounds Per Hour
Resolution: 0.5
TPS Rate Of Change Acceleration Enrichment Modifier
This table is used to prevent the occurrence of TPS-based acceleration fueling in certain
operating regions of the engine. Table values are a multiplier of the values derived from
the TPS Rate of Change Acceleration Enrichment table. A table value of 1.0 will allow the
full range of TPS-based acceleration enrichment at the given operating point of the
engine. A table value of 0.5 will only allow _ of the full range of TPS-based enrichment.
Table values may range from 0.0 to 1.0, with a value of 0.0 allowing no TPS-based
enrichment at the given operating point.
Range:
0 to 1.0
Units:
None (Coefficient)
MAP Rate Of Change Acceleration Enrichment
This table contains a value, in MAP(%). When the manifold absolute pressure exceeds
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this value, no further asynchronous fueling is injected into the motor. The purpose of this
table is to prevent any asynchronous fueling during small changes in manifold pressure.
The table value for a rate of change equal to 0 must always be equal to 0.
Range:
0 to 100
Units: None (Coefficient)
Resolution: 0.39
FUEL – STEADY STATE
Cylinder #1 - #8 Individual Cylinder Fuel Correction Coefficients
The values in these tables specify a fuel adjustment for each of the cylinders. The tables
are only used when the ECM is configured for sequential fuel injection. Engine speed and
manifold absolute pressure are used to select the adjustment value for each cylinder. The
fuel delivered to each cylinder is the normally calculated fuel times the associated
cylinder’s adjusting value.
X Index:
Engine Speed, Base VE Table RPM Scale
Y Index:
Manifold absolute pressure
Range:
0.5 to 1.5
Units: None (Coefficient)
Resolution: 0.00392
Injector Correction vs. Voltage (Pro Version only)
The values in this table specify an amount of adjustment to be applied to the fuel injector
pulse to compensate for the system voltage. The voltage measured by the switched
ignition signal to the ECM is used to select an amount of time to add to the injector pulse.
Generally as the voltage decreases the amount of injector correction increases. Voltages
over 12.0 V usually do not require any additional injector time. The amount of correction is
dependent on the injector type and manufacturer.
Index: Switched ignition voltage
Range:
0.0 to 2.04
Units: milliseconds
Resolution: 0.008
Base Offset Injector timing (Sequential Injection Only)
This value, displayed in crank angle degrees, specifies the offset point that the Injector
Target timing table indexes. This value generally would be the intake valve closing angle,
in crank degrees. In order to set this value, obtain the Camshaft Information Card for your
engine. As an example, we will use the ACCEL 74219 camshaft for a small block
Chevrolet V8. Locate the angle at 0.050 tappet lift at which the intake valve closes. This
is usually read in crank degrees, (ABDC) after bottom dead center. Since the cam card
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shows the intake valve closing point at 41*ABDC, and we know the crank angle at BDC
intake stroke is 540* on a Chevrolet V8, then we can calculate the exact angle in crank
degrees at which the intake valve closes. Simply combine these figures, 41* and 540* to
net a crank angle intake closing timing of 581* @ 0.050” valve lift. Enter 581 in the table.
The ECM will round this value to the nearest factor of 10, so the ECM will display 580.
Range:
0 to 720
Units: crank angle degrees
Resolution: 10
Target Injector timing (Sequential Injection Only)
This table contains fuel injector target timing values for all possible engine speeds and
engine loads. This value, displayed in crank angle degrees, designates the end of inject
point of the fuel injector. In order to set this value accurately, obtain the Camshaft
Information Card for your engine. As an example, we will use the ACCEL 74219 camshaft
for a small block Chevrolet V8. Locate the intake valve duration at 0.050 tappet lift. The
value, 218*, should be used as the base target timing index throughout 4x4 table. Using
this target timing we are assured that the injection event will not coincide with the intake
valve opening event. Typically, end of inject point should occur before the intake valve
opens. Under light load conditions, if the intake valve is open during an inject cycle, poor
atomization, or improper mixing of fuel will occur. This could cause driveability and
exhaust emission related problems that can not be tuned out by the operator. To promote
better atomization of the fuel, you would normally lead this opening event by 90* or more.
This ‘lead’ time would depend on the distance of the injector to the valve, the size of the
injector, the RPM range of the motor, the physical angle in which the injector is mounted
to the manifold, and emission restrictions. For this example, we will lead the event by 90*,
assuming we are using an ACCEL SuperRam manifold. This manifold utilizes 30#/hr
injectors, located in close proximity to the intake valve. Take this lead time angle, 90*,
add it to the original target timing value of 218* to obtain the new target timing of 308*.
Enter 308 in the table. . The ECM will round this value to the nearest factor of 10, so the
ECM will display 310. The End of inject timing is calculated by the ECM as, Injector Base
Offset Timing minus Injector Target timing. In this case the value is (580* - 310*) or 270
crank degrees.
Range:
0 to 720
Units: crank angle degrees
Resolution: 10
Target Air to Fuel ratio
This table contains values of target air to fuel ratios for all possible speeds and manifold
pressures. The strategy in the ECM calculates fuel delivery based upon the settings in this
and other tables.
The calculation performed in the ECM for fuel delivery is basically:
Fuel to Engine = Measured Air In / Target Air to Fuel Ratio
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Air into the engine is based upon the manifold pressure, port air temperature and
volumetric efficiency. When intake port temperature is measured accurately and
volumetric efficiency is calibrated properly then the entries in this table will match the
actual fuel to air mixture delivered to the engine.
The values in this table are also used for closed loop fuel control. Closed loop fuel control
is when the ECM adjusts fuel delivery based upon the signal it receives from the exhaust
oxygen sensor. The standard exhaust sensor used is a Heated Exhaust Gas Oxygen
sensor (HEGO). This sensor switches from approximately 0.1 volts to 0.9 volts at the
stoichemetric air to fuel ratio (for gasoline this is approximately 14.5 to 1. Linear exhaust
sensors, with associated signal conditioning circuitry, are available that supply a signal
that is proportional to air to fuel ratio. These sensors are typically referred to as Linear, or
Wideband, or UEGO (Universal Exhaust Gas Oxygen) sensors.
When the ECM operates in the open loop fuel mode fuel delivered to the engine is a direct
result of the above calculation. When in closed loop fuel mode the fuel delivery is the
result of the above calculation multiplied by a correction value that is derived from the
signal of the exhaust sensor. Refer to the various closed loop fuel control calibration
tables for description of the fuel response to the exhaust sensor signal.
X Index:
Engine Speed, Base VE Table RPM Scale
Y Index:
Manifold absolute pressure
Range:
10 to 20
Units: ratio, air to fuel
Resolution: 0.00784
VE Correction vs. Target Air to Fuel Ratio (Pro Version only)
This table contains values that specify how the volumetric efficiency is affected by the
richness of the air/fuel mixture. The target air to fuel mixture is used to select a correction
amount from this table. The correction is applied to the base volumetric efficiency. Usually
as the air/fuel mixture becomes richer (lower air to fuel ratio) the volumetric efficiency of
the engine decreases. Essentially the air pumping capability of the engine is reduced
because the additional fuel increases intake mass. The additional mass is more difficult for
the engine to pull through.
Index: Target air to fuel ratio
Range:
0.5 to 1.5
Units: None (Coefficient)
Resolution: 0.00392
VE Correction Coefficient vs Estimated Intake Port Temperature (Pro
Version only)
This table contains values that specify an amount of correction to be applied to the base
volumetric efficiency value. The intake port temperature is used to select the correction
value from this table. The base volumetric efficiency is multiplied by this value, as well as
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other correcting values, to produce the final volumetric efficiency value that is used for
calculating the amount of air entering the engine.
As the temperature of the air entering the engine increases the volumetric efficiency
increases. Usually the values in this table increase with intake port temperature. This
correction should not be confused with air density change over temperature. While higher
air temperatures reduce air density, hence less mass of air, the reduced density makes it
easier for the engine to pump it through.
Note also that the estimated intake port temperature is used to select this correction not
the intake air temperature sensor reading. The temperature of the air and fuel mixture
entering the cylinder is not necessarily the temperature of the temperature at the intake air
temperature sensor. Refer to the intake port temperature estimating calibration tables for
more detail.
Index: Estimated intake port temperature
Range:
0.5 to 1.5
Units: None (Coefficient)
Resolution: 0.00392
VE Correction vs Engine Coolant Temperature (Warm-up Map)
This table contains values that specify an amount of correction to be applied to the base
volumetric efficiency value. The engine coolant temperature is used to select the
correction value from this table. The base volumetric efficiency is multiplied by this value,
as well as other correcting values, to produce the final volumetric efficiency value that is
used for calculating the amount of air entering the engine.
As the temperature of the engine increases the volumetric efficiency decreases. Usually
the values in this table decrease with increasing engine temperature. This correction
should not be confused with start-up fuel corrections. Start-up corrections are used to
compensate for initial conditions and driveability not steady state pumping characteristics.
Note also that the correction value from this table is multiplied by a compensating
coefficient based on engine speed and manifold pressure. The actual amount of
volumetric efficiency compensation for engine temperature is the combination of this
table’s value and the value from the ECT VE correction compensation vs MAP/RPM table.
By combining the corrections from the two tables effects of engine friction and air velocity
can be captured.
Index: Engine coolant temperature
Range:
0.5 to 1.5
Units: None (Coefficient)
Resolution: 0.00392
ECT VE Correction vs MAP/RPM (Pro Version only)
The values in this table specify an amount of correction to be applied to the volumetric
efficiency compensating value for engine coolant temperature. Engine speed and manifold
pressure are used to select a value from this table. The base volumetric efficiency
correction value for engine coolant temperature is multiplied by the value from this table to
yield the total actual correction to the volumetric efficiency for engine temperature.
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Generally, as engine speed and load increases the effects on volumetric efficiency from
engine temperature decrease. The values in this table are usually near 1.0 at low speeds
and manifold pressures and closer to 0.0 at high speeds and high manifold pressures.
X Index:
Engine Speed, Base VE Table RPM Scale
Y Index:
Manifold absolute pressure
Range:
0.0 to 1.0
Units: None (Coefficient)
Resolution: 0.00392
Base Volumetric Efficiency (Fuel Map)
The values in this table specify the air pumping efficiency of the engine at all of its’ speeds
and loads. The engine pumping efficiency is called the volumetric efficiency. It is a
measure of how well the engine can pump air through it. Basically it is the ratio of the
volume of the available air passing through the engine to the displacement volume of the
engine. Engine speed and manifold pressure are used to select the volumetric efficiency
at any given speed and load.
This table contains base VE values. The value that is used from this table for any given
speed and load is then corrected for a number of other factors (e.g. intake port
temperature, engine coolant temperature, etc.). Note also that the ECM uses the values in
this table to calculate the mass of air actually entering the engines’ cylinders. The ECM
calculates the actual fuel to be delivered to the engine by:
Mass of Fuel = Target Air:Fuel Ratio / Mass of Air entering the engine
Either modifying the target air to fuel ratio table or the base VE table will change engine
fueling. In order to truly model engine operation, generate an accurate calibration, The air
and fuel must be treated separately. The VE table should be adjusted to produce air to
fuel ratio values that match the target air to fuel ratio table values. Once the volumetric
efficiency is calibrated then the ECM will be able to accurately measure air mass from the
air mass then it can calculate the proper amount of fuel to deliver. When volumetric
efficiency is calibrated properly then whatever is entered into the target air to fuel ratio
table will be the actual air to fuel mixture in the engine.
At operating points near engine peak torque VE’s are generally highest. At high intake
manifold vacuums VE’s are usually smallest.
X Index:
Engine Speed, Base VE Table RPM Scale
Y Index:
Manifold absolute pressure
Range:
0.25 to 1.25
Units: None (Ratio)
Resolution: 0.00392
Alpha-N MAP vs Percent Throttle
In Alpha-N mode, the VE table is based on Throttle Position vs. RPM. This mode is
recommended only when tuning race engines with extremely low or erratic idle vacuum.
The values in this table specify an estimated manifold absolute pressure for a given
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throttle position. When the ECM is configured for Alpha-N operation the signal from the
throttle position sensor is converted into a percentage of full throttle. The percentage of
throttle is then used to select an estimate of the manifold pressure from this table. The
ECM then treats the estimated manifold pressure as it would if it were actually reading it
from a MAP sensor. All of the calibration tables and calculations in the ECM will use the
estimated manifold pressure in the place of the real pressure when configured for Alpha-N
operation.
Index: % of throttle
Range:
0 to 100
Units: % MAP
Resolution: 0.373
ECT – IAT Difference (Pro Version only)
This table contains coefficients that are used to estimate the intake port temperature. The
coefficients are looked up from a table that is based upon intake mass airflow. For a given
mass airflow a corresponding coefficient is retrieved from this table. The coefficient is then
applied to the calculation:
IPT = ECT - IAT Coef x (ECT-IAT) - MST Coef x (ECT-MST)
Where:
IPT = Estimated Intake Port Temperature
ECT = Engine Coolant Temperature
MST = Manifold Surface Temperature
The purpose of this table is to capture the effects of the various heat flow elements in the
intake manifold. Sensing of the intake air at a point that is not near to where the fuel and
air mix can potentially cause substantial errors in the calculation of air density. Air density
is proportional to air temperature.
The cylinder head temperature is at near the coolant temperature and the temperature of
the air at the throttle body is at near outside ambient temperature. The temperature at the
port, where the air and fuel mix, is something in between. In the case of small airflow’s
(i.e. idle) the incoming air picks up much of the heat from the cylinder head while at high
airflow rates the outside temperature dominates.
As the values in the table increase the measurement of intake port air temperature is more
influenced by the intake air temperature sensor reading.
Range:
0 to 1.0
Units: None
Resolution: 0.0392
MST – IAT Difference (Pro Version only)
This table contains coefficients that are used to estimate the intake port temperature. The
coefficients are looked up from a table that is based upon intake mass airflow. For a given
mass airflow a corresponding coefficient is retrieved from this table. The coefficient is then
applied to the calculation:
IPT = ECT - IAT Coef x (ECT-IAT) - MST Coef x (ECT-MST)
92
Where:
IPT = Estimated Intake Port Temperature
ECT = Engine Coolant Temperature
MST = Manifold Surface Temperature
The purpose of this table is to capture the effects of the various heat flow elements in the
intake manifold. Sensing of the intake air at a point that is not near to where the fuel and
air mix can potentially cause substantial errors in the calculation of air density. Air density
is proportional to air temperature.
The cylinder head temperature is at near the coolant temperature and the intake manifold
surface temperature that surrounds the incoming air is at near the under hood
temperature. The temperature at the port, where the air and fuel mix, is something in
between. In the case of small airflow’s (i.e. idle) the incoming air picks up much of the heat
from the cylinder head while at high airflow rates the incoming air from the throttle
dominates.
As the values in the table increase the measurement of intake port air temperature is more
influenced by the manifold surface temperature sensor reading.
Range:
0 to 1.0
Units: None
Resolution: 0.0392
FUEL – FEEDBACK
Fuel Control Proportional Gain
This is the value placed on the O2 correction control that amplifies the error to drive the
position towards the desired response. If set too high, the proportional gain can produce
excessive amounts of overshoot and oscillation. To a degree, it can reduce but not
eliminate steady state error. Generally, the proportional gain will be low at low mass air
flow values, such as idle, escalating to an increased value with high mass air flow
numbers. This table allows the end user to calibrate the desired weight applied to closed
loop error at low and high engine air flow rates.
Range:
0 to 100
Units: None (Coefficient)
Resolution: 0.0392
Fuel Control Integral Gain
This is the value placed on the O2 correction control that acts on the history of the error,
balancing the positive and negative portions of the response. Typically, small integral
gains produce gradual changes that are used to avoid destabilizing the closed loop
system. On the other hand, high gains achieve a faster response with decreased stability.
If set accurately, this control can eliminate steady state error. This table allows the end
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user to calibrate the preferred relatively, stable, and slow response at idle, and the
preferred stable, fast responses while at higher engine airflows.
Range:
0 to 100
Units: None (Coefficient)
Resolution: 0.0392
Fuel Control Differential Gain
This is the value placed on the O2 correction control that reacts to the slope of the error,
thereby minimizing overshoot. It provides rate feedback that results in more dampening.
High differential gains can increase rise time, settling time, and instability during steady
state feedback. This table allows the end user to calibrate the desired dampened error
response at idle, and as well as, high engine air flows.
Range:
0 to 100
Units: None (Coefficient)
Resolution: 0.0392
HEGO/UEGO Feedback Delay
The value in this table impacts the sample rate of the Exhaust Gas Oxygen Sensor input.
Use this table like a low-pass filter to diminish the magnitude of responses to small
changes on the oxygen sensor input signal, which smoothens the response of the fuel
feedback system.
Range:
0 to 4080
Units:
milliseconds (1/1000th of a second)
UEGO Maximum Fuel Feedback Coefficient
This table contains values that determine the limits of fuel correction when operating in the
closed loop fuel control mode. The index is the limit of the amount of fuel correction vs.
engine load and RPM that the ECM will provide when it is in closed loop. The limit is both
plus and minus. That is, if the limit is 10% then the closed loop fuel control coefficient will
be allowed to change between 0.90 and 1.10. If the coefficient is 1.0 then the correction is
0%. In some cases, the application might call for open loop status under extreme
conditions. This can be accomplished by entering 0 percent at that given speed and load
value.
This table only applies when the ECM is configured for the Wide Band, or Universal
Exhaust Gas Oxygen (UEGO) type sensor. The UEGO sensor is for the most part a linear
sensor. Sensor input comes from a conditioning module. This module sends information
to the ECU that can correlate the information into an air to fuel ratio. When the mixture in
the exhaust is leaner or richer than the designated target air to fuel ratio, then the ECM
will correct the fueling requirements up to the specified limit set in this table.
Range:
0 to 25
Units: Percent
Resolution: 0.196
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HEGO Maximum Fuel Feedback Coefficient
This Table contains values that specify the limits of fuel correction vs mass air flow when
operating in the closed loop fuel control mode. The value selected is the limit of the
amount of fuel correction that the ECM will provide when it is closed loop. The limit is both
plus and minus. That is, if the limit is 10% then the closed loop fuel control coefficient will
be allowed to change between 0.90 and 1.10. In some cases, the application might call for
open loop status under extreme conditions. This can be accomplished by entering 0
percent at that given mass airflow value or by setting the target ratio table to a value other
then the stoichimetric ratio. Refer to the HEGO Modifier for further corrections.
This table only applies when the ECM is configured for the Heated Exhaust Gas Oxygen
(HEGO) type sensor. The HEGO sensor is for the most part a digital type sensor. It's
output voltage at the stoichemetric air-to-fuel ratio is typically 0.45 volts. When the
mixture in the exhaust is leaner than the stoichemetric ratio, then the sensor signal output
voltage is below 0.45V. When the mixture is richer than the stoichemetric ratio, then the
sensor output signal voltage is above 0.45V. The Stoichemetric ratio is the air to fuel ratio
that results in the most complete combustion of the fuel. For gasoline this is about 14.5
parts of air to 1 part of fuel.
Range:
0 to 25
Units: Percent
Resolution: 0.196
HEGO Stoichiometric Air to Fuel Ratio (Pro Version only)
The Stoichemetric ratio is the air to fuel ratio that results in the most complete combustion
of the fuel. For gasoline this is about 14.5 parts of air to 1 part of fuel. This must be set to
14.5 when running gasoline.
Range:
10 to 20
Units: Air to Fuel mixture ratio
Resolution: 0.0784
Closed Loop ECT Threshold
This table is designed to prevent closed loop correction under engine warmup conditions.
The value in this table specifies the engine coolant temperature the engine must exceed
before beginning closed loop fueling correction. The ECU must also satisfy the parameter
in the Closed Loop Delay vs. starting ECT table before commencing closed loop
corrections.
Range:
-40 to 266
Units: Engine Coolant Temperature (*F)
Resolution: 1.2
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Closed Loop Delay vs. Starting ECT
This table was designed to allow the oxygen sensor ample time to warm up to prevent
erroneous O2 feedback corrections. The value in this table specifies the delay time in
seconds the engine must run before beginning closed loop fueling correction. This delay
time in seconds is factored as a function of the engine coolant temperature at startup.
Refer to the closed loop ECT threshold for the other closed loop parameter. The
recommended minimum time for a HEGO sensor would be approximately 420-600
seconds on a cold engine to 180-300 seconds for a warm engine. A UEGO or wide band
sensor typically would require less time, about 180-360 seconds for a cold engine and 60180 seconds for a hot engine.
Range:
0 to 1275
Units: seconds
Resolution: 5
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IGNITION MENU
IGNITION – STARTING
Ignition Start-up Term
The values in this table specify a base amount of ignition advance to be added to the base
ignition advance during initial engine starting. The engine coolant temperature serves as a
pointer into this table. The pointer selects an amount of ignition advance to be added to
the base advance during or shortly after the engine is started. The actual ignition advance
angle during start-up proceeds through two phases, phase-in and decay-out.
When the engine is initially cranked while starting, timing is set to 0 degrees BTDC. As
the engine begins to run the advance delivered to the engine increases at a rate specified
by the Ignition Start-up Phase-in Interval table. Once the advance reaches the total
amount specified by the sum of all of the values of the contributing tables (Including Startup Advance) the Start-up advance term then begins to decay out. The start-up advance
term is decayed out at a rate that is specified by the Ignition Start-up Decay Interval table.
Index: Engine Coolant Temperature
Range:
-32.0 to +32.75
Units: Crankshaft degrees
Resolution: 0.25
Ignition Startup Termination RPM
The Startup Termination RPM is the engine speed at which the timing value is switched
over from a cranking mode value, to the run-mode value. The crank-mode value is
determined by the location of the crankshaft sensor relative to Top Dead Center. The runmode value is a combination of the base advance table and the startup-phase-in interval.
A typical value for the Startup Termination RPM is 350 RPM for a 8 cylinder engine, 450
for a 6 cylinder engine, and 550 RPM for a 4 cylinder engine. Improper setting of this
table can result in loss of timing control while the engine is running, even though the
module may be able to control timing by forcing a value to the engine using the Forced
Timing function.
Range:
0-600
Units
RPM
Resolution: 50
Ignition Start-up Decay Interval (Pro Version only)
The values in this table specify the time between startup ignition advance term decay
steps. Once the engine begins to crank for start-up, ignition advance is ramped up to the
total advance value. The total advance is specified by the base advance value with all of
the various adjusting terms, including the start-up term added to it. Once the advance
reaches this total, composite value the start-up term begins to decay out. The values of
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this table specify how much time is between each 0.25 degrees of start-up advance decay
steps. If the start-up advance term is greater than zero then the term is reduced towards
zero. If the term is negative then the term is advanced towards zero.
X Index:
Engine coolant temperature
Y Index:
Manifold absolute pressure
Range:
0.0 to 6.2
Units: Seconds
Resolution: 0.024
Ignition Start-up Phase-in Interval (Pro Version only)
The values in this table specify the amount of time between ignition advance increase
steps after initial crank to start. When the engine is first cranked to start the ignition
advance delivered to the engine is the value specified by the crank offset value. As the
engine cranks the advance increases until it reaches the total advance. The base advance
with all of the various correction terms, including the start-up term, added to it calculates
the total advance. The time between 1.0 degree advance increment steps is contained in
this table.
X Index:
Engine coolant temperature
Y Index:
Manifold absolute pressure
Range:
0 to 790
Units: milliseconds
Resolution: 4.1
IGNITION – STEADY STATE
Port Air Temperature Ignition Compensation
The values in this table specify an advance term that is added to the base ignition
advance as a function of intake port air temperature. The intake air port temperature
serves as a pointer into this table. The pointer selects the amount of advance to be added
to the base timing value. Generally, as intake port air temperature increases this term
should become more negative.
Index: Estimated Intake Port Air Temperature
Range:
-32.0 to +32.75
Units: Crankshaft degrees
Resolution: 0.25
Base ECT Ignition Compensation (Pro Version only)
The values in this table specify a base amount of ignition advance to be added to the base
ignition advance as a function of engine coolant temperature. The engine coolant
temperature serves as a pointer into this table. The pointer selects the base engine
temperature ignition advance term. The term is then corrected based on engine speed
and load. The value that is looked-up from the Ignition ECT Compensation Power Modifier
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table adjusts the base coolant temperature ignition term to yield the final amount of
coolant temperature ignition advance to be added to the base ignition advance. The
calculation is:
ECT Advance Term = Base ECT Term x ECT Power Compensation Coefficient
Index: Engine Coolant Temperature
Range:
-32.0 to +32.75
Units: Crankshaft degrees
Resolution: 0.25
ECT Compensation Power Modifier (Pro Version only)
The values in this table specify how much the ignition advance term for coolant
temperature is trimmed for speed and load. The base ignition correction term for ECT is
adjusted based upon speed and load. This table’s values specify a number that is used to
multiply the base ECT ignition term by. Generally as speed and load increase the amount
of ignition correction for coolant temperature decreases. At idle and light loads when the
engine is cold additional ignition advance increases response and driveability. At higher
engine power output however the additional advance could be detrimental to the engine.
This table gives you the opportunity to scale back your ignition advance as the engine
warms up.
X Index:
Engine Speed, Base VE Table RPM Scale
Y Index:
Manifold Absolute Pressure
Range:
0.0 to 1.0
Units: None (Multiplier)
Resolution: 0.00392
Idle Spark Control Compensation
The values in this table specify how much ignition advance is added to the base advance
to assist in idle speed control. When the throttle is below the idle throttle position value the
ignition timing is adjusted by these table values. Both the error in engine idle speed and
the engine temperature are used to select an amount of ignition advance to be added to
the base advance. The X-axis (across the screen direction) is the difference between the
set, target idle engine speed and the actual engine speed. The Y-axis (up and down the
screen) is the engine coolant temperature.
Typically, when the engine speed is above the target idle speed (to the right in the table)
the ignition advance is reduced by adding negative advance values. This slows the engine
speed. When the engine speed is below the target idle speed (In the left portion of the
table) positive advance values will help the engine to accelerate to the target idle speed.
Engine temperature generally affects the rate at which the engine responds to ignition
advance. It also will effect the target idle speed based upon the values in the target idle
speed table and the base total ignition advance based upon the ECT ignition
compensation table values.
X Index:
Idle speed error
Y Index:
Engine coolant temperature
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Range:
-32.0 to 31.75
Units: Crankshaft degrees
Resolution: 0.25
Ignition Base Advance (Timing Map)
This table contains values that specify the base ignition advance to be delivered to the
engine. Engine speed and manifold absolute pressure are used to select the base ignition
advance. A number of compensating terms (i.e. Engine coolant temperature, Intake port
temperature, etc..) are added to this value to yield the total ignition advance. Generally as
volumetric efficiency increases the base advance decreases.
Note: Although values from 0 to 50 can be entered into this table, the actual amount of
advance that can be delivered is limited by the Crank Offset value. Actual engine advance
will not go below the Crank Offset value.
X Index:
Engine Speed, Base VE Table RPM Scale
Y Index:
Manifold absolute pressure
Range:
Crank Index offset to 50 degrees before TDC
Units: Crankshaft degrees
Resolution: 0.25
IGNITION – KNOCK
Knock Feedback Retard Limit (Pro Version only)
The values in this table specify the maximum amount of ignition advance that can be
pulled out of the total when knock is sensed. When the knock-input signal goes low (below
2.0V) the ECM considers the engine to be spark knocking. The ECM does not check the
knock sensor module signal until coolant temperature has exceeded 120 F.
X Index:
Engine Speed, Base VE Table RPM Scale
Y Index:
Manifold absolute pressure
Range:
0 to 31.75
Units: Crankshaft degrees
Resolution: 0.25
Knock Feedback Retard Interval (Pro Version only)
This table contains values that specify the time period between ignition advance reduction
steps when knock is sensed. The ECM recognizes knock when the knock sensor input
signal falls below approximately 2.0 Volts. Once knock is sensed, if the knock feedback
limit allows it, the total ignition advance will be reduced by 1 degree at the time intervals
specified in the table. Ignition advance will continue to reduce while the signal input is low
until it reaches the limit specified by the Knock Feedback Retard Limit. Speed and
manifold pressure are used to select the retard interval.
X Index:
Engine Speed, Base VETable RPM Scale
100
Y Index:
Manifold absolute pressure
Range:
0 to 12.5
Units: Seconds
Resolution: 0.049
Knock Feedback Advance Interval (Pro Version only)
This table contains values that specify the time period between ignition advance increase
steps when knock no longer sensed. The ECM recognizes no knock when the knock
sensor input signal rises above approximately 6.0 Volts. Once knock is no longer sensed,
if the knock feedback term has not reached 0, the total ignition advance will be increased
by .5 degrees at the time intervals specified in the table. The knock feed back term will
continue to decrease while the signal input is high until it reaches 0. Speed and manifold
pressure are used to select the retard interval.
X Index:
Engine Speed, Base VE Table RPM Scale
Y Index:
Manifold absolute pressure
Range:
0 to 12.5
Units: Seconds
Resolution: 0.049
IGNITION – DWELL CONTROL
Ignition Dwell Period
The values in this table specify the length of time that the ignition coil dwells as a function
of engine speed. The dwell period is the length of time that current conducts through the
primary side of the ignition coil. The peak current in the coil increases as the values in this
table increase. Note however that the ignition module that the ECM drives typically has a
built in current limiting circuit. If the dwell is made too large higher stresses are placed on
the ignition module which could lead to premature ignition module failure.
HEI and TFI coils typically require approximately 5.3 milliseconds of dwell. CD ignition
units generally do not require more than 1.0 to 2.5 milliseconds.
Index: Engine Speed
Range:
0 to 16.3
Units: milliseconds
Resolution: 0.064
101
IDLE MENU
IDLE CONFIGURATION SCREEN
Transmission Type
Set this switch to the value appropriate for your application. Idle control strategy in the
ECM is handled differently for each setting of this calibration table. The idle control is
much more aggressive for a manually-controlled transmission, vs. a less aggressive
control strategy for an automatic transmission.
Maximum % Throttle Idle Mode
This value specifies the throttle position that identifies idle mode to the ECM. Throttle
positions below this value allow the ECM to try to control idle speed. Once the throttle
opens over this value the ECM relinquishes control of idle. The percentage of throttle is
used as the measurement of throttle, not throttle voltage. Refer to fully closed and fully
open TPS calibration values for the determination of percent throttle.
A reasonable starting point for this value is approximately 3%.
Range:
0 to 100
Units: percent (%)
Resolution: 0.392
Idle Spark Control
This button provides a shortcut to access your Idle Spark table from the Idle Configuration
Screen. See the Idle Spark section under the Ignition Menu for further details.
Maximum % Throttle Idle Spark
This value specifies the throttle position that identifies the Ignition Idle Spark
Compensation mode to the ECM. Throttle positions below this value allow the ECM to try
to control idle speed using ignition timing. Once the throttle opens over this value the ECM
relinquishes control of this compensation table. The percentage of throttle is used as the
measurement of throttle, not throttle voltage. Refer to fully closed and fully open TPS
calibration values for the determination of percent throttle.
A reasonable starting point for this value is approximately 1 to 3%.
Range:
0 to 100
Units: percent (%)
Resolution: 0.392
Idle Dampening
When set to High, this feature will cause the Idle Mode Decay Rate to be invoked only
when Throttle Position is below 3%. Setting this feature to Low will cause the Idle Mode
Decay Rate to be active at the Estimated Mass Airflow value specified in the Dampening
MAF Threshold table.
102
TPS Setpoints
This button provides a shortcut to access your Throttle Position Sensor Setpoints from the
Idle Configuration Screen. See the on-screen instructions for further details.
Idle Attack Rate
This table controls the overall aggressiveness of the DFI ECM’s Idle Control Strategy.
Values in this table range between 0 and 10, with lower values being more aggressive,
and higher values being less aggressive. Use this table to “zero-in” on the exact Idle
Control Strategy that you need for maximum control of your engine. When programming a
version 3.2 or higher ECM with a calibration that was developed in an ECM with a version
3.1 or lower calibration, place a value of 3 in this table to yield an aggressiveness
equivalent to that of the older ECM.
Idle Mode Decay Rate
The values in this table specify the rate at which the engine speed is decayed out to reach
the target idle speed. Once the actual engine speed reaches the target idle speed for the
given load conditions, this decay rate is disregarded and will no longer affect the engine
speed.
Range: 0 to 10
Units: Magnitude of Decay
Resolution: 1.0
Idle Air Controller (IAC) Control Loop Tuning
Use this control to select one of a number of preset Idle Control settings. These presets
may not be the optimal setting for your combination, but can be used as starting points to
get you close to where your Idle Control Strategy should be set at. Use the ‘Custom’
setting to edit the following individual calibration tables:
Idle Control Proportional Gain
This value specifies the idle bypass air response to the error in idle speed. The idle speed
error is the difference between the actual and the target idle speed. Idle air bypass is the
amount of air that is leaked passed the throttle blade by the idle air control (IAC) motor.
The error in idle speed is multiplied by the Idle Control Proportional Gain value. The result
is then applied to the idle air motor to command it in the opposite direction of the idle error.
The result of the multiplication is a number that is proportional to the amount of idle error.
The movement of the IAC motor then is proportional to the amount of idle speed error.
Larger values of proportional gain cause the idle bypass response to idle speed error to
be large. Smaller gain values cause smaller changes in bypass air for changes in idle
speed error. Too large of a gain value will cause idle speed to fluctuate wildly (oscillate).
Too small a value will not pull idle speeds close to the target idle speed. Refer also to Idle
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Control Integral and Derivative gain and Maximum % Throttle Idle Mode calibration
values. This value should be tuned first, prior to the Integral and Derivative gains.
Range:
0 to 100
Units: None (Coefficient)
Resolution: 0.392
Idle Control Integral Gain
This value specifies the idle bypass air response to the total of past errors in idle speed
added together. The idle speed error is the difference between the actual and the target
idle speed. Idle air bypass is the amount of air that is leaked passed the throttle blade by
the idle air control (IAC) motor. The most recent past idle speed errors are summed,
added together, to form a number that integrates past errors into a single value. The
integrated idle error value is multiplied by the Idle Control Integral Gain value. The result is
then applied to the idle air motor to command it in the opposite direction of the integrated
idle speed error.
Integral error response is helpful in obtaining precise idle speeds. In many cases
proportional gain values can not be made large enough to pull the idle speed close
enough to the target speed value. Proportional gains, if made large to make large idle
bypass response to speed errors, can cause drastic over/under shoots. The integral
control tends to act upon average speed errors and therefore does not respond as quickly
allowing its effects to be more gradual.
The gradual response to error that the integral control gives however can cause instability
as well. Because idle air responds slowly to idle speed error its inherent lag causes idle air
changes to occur after the actual change in idle speed. The tardiness of the response can
cause over and undershoots in idle speed. Refer also to Idle Control Proportional and
Derivative gain and Maximum % Throttle Idle Mode calibration values.
Range:
0 to 100
Units: None (Coefficient)
Resolution: 0.392
Idle Control Differential Gain
This value specifies the amount that the idle air bypass changes in response to a sudden
change in engine speed while idling. Idle air bypass is the amount of air that is leaked
passed the throttle blade by the idle air control (IAC) motor. When a sudden change in idle
speed occurs the rate of the change is multiplied by the derivative gain value and then
applied to the IAC motor. At high rates of RPM change then the IAC, air passed around
the throttle, is moved more than at slower rates of RPM change.
The derivative portion of the idle control strategy in the ECM is used to counteract the
affects of putting the vehicle in to gear or taking it out of gear. It is intended to smooth out
dips and peaks in the idle speed caused by sudden load changes. Refer also to Idle
Control Proportional and Integral gain and Maximum % Throttle Idle Mode calibration
values.
Range:
0 to 100
Units: None (Coefficient)
104
Resolution: 0.392
IDLE MENU SELECTIONS
Target Idle Speed
The values in this table specify the desired engine speed when the throttle is closed.
Engine coolant temperature is used to select a value from this table. The ECM controls
the position of a plunger that regulates airflow around the throttle blade (Idle Air Control
Motor) when the throttle is closed to regulate engine speed. The value selected from this
table is the speed that the ECM tries to maintain through control of the air bypass plunger
when the throttle is closed. Generally, at lower temperatures, idle speeds are set several
hundred RPM higher than the normal hot engine idle speed.
Index:
Engine coolant temperature
Range:
0 to 2550
Units:
engine speed (RPM)
Resolution: 10
Minimum IAC Position vs Coolant Temperature (Pro Version only)
The values in this table specify the minimum limit of throttle bypass air that the ECM
allows. Engine coolant temperature is used to select the minimum idle air. The values in
this table should be set at a level just below that of the idle air position for the given engine
coolant temperature and associated idle speed. The purpose of this table is to prevent
large speed undershoots upon rapid decelerations. Refer also to target idle speed and Idle
Proportional, Integral and Derivative gain and Maximum % Throttle Idle Mode tables.
Index: Engine coolant temperature
Range:
0 to 100
Units:
% of Idle bypass air
Resolution: 0.392
Maximum IAC Position vs Coolant Temperature (Pro Version only)
The values in this table specify the maximum limit of throttle bypass air that the ECM
allows. Engine coolant temperature is used to select the maximum idle air. The values in
this table should be set at about twice the level of the idle air position for the given engine
coolant temperature and associated idle speed. The purpose of this table is to prevent
large delays in resuming idle speed control when returning to idle from off-idle conditions.
Refer also to target idle speed and Idle Proportional, Integral and Derivative gains and
Maximum % Throttle Idle Mode tables.
Index: Engine coolant temperature
Range:
0 to 100
Units:
% of idle bypass air
Resolution: 0.392
105
IAC Starting Position vs. Engine Temperature
The values in this table specify what amount of air that will be bypassed around the
throttle when starting the engine. Engine coolant temperature is used to select a value
from this table. The Idle Air Control (IAC) motor is controlled by the ECM to regulate the
amount of air that is leaked around the throttle blade. Upon starting the ECM places the
IAC in a position to bypass the amount of air specified by the table value that is selected
by the coolant temperature.
Generally at colder engine temperatures the starting position of the IAC is higher than at
warm engine temperatures. High initial starting speeds usually indicate that the starting
position is too high. Low initial starting speeds indicate too low a starting position. For best
initial start and driveability it is often best to set the starting position to allow slightly higher
than target idle speed at initial start-up.
Index: Engine coolant temperature
Range:
0 to 100
Units:
% of idle bypass air
Resolution: 0.392
Idle Control Delay (Pro Version only)
This calibration table contains values that specify how long after initial crank to start the
ECM will wait to begin idle control. Engine coolant temperature is used to select a value
from this table. When the engine begins to crank the Idle Air Control (IAC) motor is placed
in its starting position. It will remain there until the number of crankshaft rotations specified
by the value selected from this table has elapsed. Once enough crankshaft rotations have
occurred normal idle control will begin. Refer also to Idle Control Proportional, Integral and
Derivative gains, Maximum % Throttle Idle Mode and IAC Starting Position calibration
values.
Index:
Engine coolant temperature
Range:
0 to 255
Units:
Crankshaft rotations
Resolution: 1
Throttle Follower
The values in this table specify the throttle bypass air that the ECM sets as a function of
throttle position. The recommended minimum index in this table should be set at about 5%
for 0% throttle opening, and the maximum index about 35-40% at 50% throttle opening.
The purpose of this table is to employ smooth transitions in resuming idle speed control
when returning to idle from off-idle conditions. Refer also to target idle speed and Idle
Proportional, Integral and Derivative gains and Maximum % Throttle Idle Mode tables.
Range:
0 to 100
Units:
% throttle
Resolution: .39
106
NITROUS MENU
NITROUS – STAGE 1
STAGE 1 – CONFIGURATION
Stage 1 - Nitrous System Enable
This is a master ON/OFF switch for Stage 1 nitrous. If this switch is in the off position the
nitrous functions will not activate even if the 12-Volt enable to NOS port 1 is energized.
Always use the F10 function key to send the information to the ECM.
Stage 1 Fuel Trim/Ignition Retard
These buttons are shortcuts to the optional Ignition Retard and Fuel Trim calibration tables
associated with Stage 1 NOS system activation.
NOS Engine Saver Enable – All stages
This is an ON/OFF switch to enable or disable the Lean Linear O2 Threshold table. This
switch activates the UEGO sensor to monitor the O2 lean limit. The ECM must be
equipped, and configured with an UEGO (linear) sensor in order for this function to
operate. Refer to the O2 Threshold table below for setting these limits.
Stage 1 - Engine Saver O2 A:F Threshold (Wideband O2 Only)
When the ECM is configured for a Universal Exhaust Gas Oxygen (UEGO) sensor fuel
feedback control, this value specifies what the leanest air to fuel ratio, to leave stage 1
NOS active. The UEGO module provides the ECM with a signal that is proportional to the
air to fuel mixture of the engine. If the ECM sees an air to fuel ratio that is leaner than the
Lean Linear O2 Threshold the NOS is turned off and will not be re-enabled until the
ignition switch is cycled off and then back on. This setting is not active unless the NOS
Linear O2 sensor switch is enabled.
Range:
10 to 20
Units:
Ratio, air to fuel
Resolution: 0.0392
NOS BSFC – All Stages
This value specifies the Break Specific Fuel Consumption (BSFC) of the engine when
nitrous oxide is delivered. BSFC is a measure of how much power is generated per fuel
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flow. It is measured in horsepower per pounds of fuel flow per hour. The ECM uses this
value to determine how much extra fuel is delivered when nitrous oxide is flowing. It uses
the values provided in the number of NOS orifices, size of NOS orifices and NOS pressure
to calculate the additional amount of fuel required. Calibration tables are also provided for
trimming the calculated fuel addition.
A reasonable starting value is approximately 0.50.
Range:
0.39 to 0.66
Units:
HP per lbs./hr
Resolution: 0.0026
Stage 1 - Orifice Size Calculation
When set to auto, the NOS flow rate is determined by the values entered in the Orifice
Size and Number of Orifices calibration tables. Setting this switch to manual allows you to
enter your desired NOS flow rate, in Pounds /Hr. The number of Orifices and Orifice Size
calibration tables are then set automatically to achieve the flow rate that was entered
previously.
Stage 1 - Number of Orifices
This value specifies how many Nitrous Oxide engine feed orifices, or pills that are
controlled by the stage 1 NOS relay.
Range:
0 to 8
Units:
number of orifices
Resolution: 1
Stage 1 - NOS Orifice Diameter
This value specifies the diameter, in inches, of each of the stage 1 nitrous oxide orifices.
The ECM assumes that all of the orifices in stage 1 are this value.
Range:
0 to 0.14
Units:
inches
Resolution: 0.00055
Stage 1 - Line Pressure
This value specifies what the Nitrous Oxide bottle pressure is that connects to stage 1
NOS orifices.
Range:
550 to 1500
Units:
pounds per square inch (PSI)
Resolution: 3.73
Stage 1 - Delay
This value specifies the time delay for energizing the stage 1 nitrous oxide control relay.
When the NOS arming signal provided to the ECM is above 6.0 volts and the engine
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speed and throttle position are over their respective NOS enable limits, the stage 1 NOS
relay is activated after the time period specified by this value. All three conditions,
Enabled, RPM and TPS, must be satisfied before the delay timer starts. If any one of the
conditions is not true the delay timer will be reset to 0.
Range:
0 to 33.4
Units:
Seconds
Resolution: 0.13
Stage 1 - Minimum %Throttle
This value specifies the minimum throttle that the stage 1 nitrous oxide relay can be
energized. A value above the ‘Enable’ threshold is required to energize the NOS Relay.
As long as the value then remains above the ‘Disable’ level, the relay output will continue
to be energized. Refer also to stage 1 delay and minimum RPM calibration values and
fully closed/open throttle voltage calibration settings. Be sure that the checkbox in the
‘Enabled’ column of the configuration table is checked if you want to use this parameter to
control NOS system activation.
Range:
0 to 100
Units:
% of throttle range
Resolution: 0.392
Stage 1 - Minimum RPM
This value specifies the minimum engine speed that the stage 1 nitrous oxide relay can be
energized. A value above the ‘Enable’ threshold is required to energize the NOS Relay.
As long as the value then remains above the ‘Disable’ level, the relay output will continue
to be energized. Refer also to stage 1 delay and minimum throttle calibration values. Be
sure that the checkbox in the ‘Enabled’ column of the configuration table is checked if you
want to use this parameter to control NOS system activation.
Range:
2000 to 12700
Units:
RPM
Resolution: 50
Stage 1 - Manifold Pressure Threshold
This value specifies the Manifold Absolute Pressure threshold required to allow the stage
1 nitrous oxide relay to be energized. Under normal operation, a value above the ‘Enable’
threshold is required to energize the NOS Relay. As long as the value then remains
above the ‘Disable’ level, the relay output will continue to be energized. If the ‘Active
State’ switch is placed in the ‘Below Low Setpoint’ position, this logic will be reversed. Be
sure that the checkbox in the ‘Enabled’ column of the configuration table is checked if you
want to use this parameter to control NOS system activation.
Range:
Units:
2000 to 12700
RPM
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Resolution: 50
Stage 1 - NOS Fuel Delay
The value in this table determines the amount of time that is allowed to pass from the time
that nitrous is enabled, to the time that additional fuel enrichment is actually injected into
the engine. In some nitrous applications, a small delay is required in order to ensure that
both the nitrous oxide, and the associated fuel enrichment, reach the combustion chamber
simultaneously.
NOS - RPM Limit (All Stages)
The value in this table indicates when the Nitrous system will be turned off due to an overRPM condition. No Nitrous will be injected for engine speeds at or above the number
specified in this calibration table. Nitrous operation will commence at 100 RPM below this
set value.
Stage 1 - ECM Enable Input
This switch will enable the NOS input line check within the ECM so that the NOS system
will not be activated, regardless of the NOS control strategy, until the input to the ECM is
activated for each stage individually. If this switch is set to disable, the NOS system will be
allowed to activate when all of the parameters in the NOS control strategy are satisfied,
without waiting for an signal on the NOS input lines for each stage.
Stage 1 - Dual Mapping A:F Ratio System Enable
This switch will enable the DFI Dual Mapping function as a function of the NOS enable
conditions when set to Enable. When set to disable, the Dual Mapping function will be
disabled, regardless of the state of the NOS control system.
Dual Mapping Control Strategy Uses:
This feature will allow you to switch from a primary air to fuel map to a secondary air to
fuel map by enabling the ECM nitrous stage one control output. The map transition will
only take place if the NOS control parameters, as specified in the NOS1 configuration
screen, are satisfied. If the hardware input signal line check is enabled by the NOS ECM
enable input control on the same configuration screen, a transmission brake, line lock,
clutch switch, or any 12 volt high signal input can be used to activate this feature by
connecting it directly to the NOS Stage 1 ECM enable input. The Dual-Mapping control
strategy can be used for performance gains in situations such as vehicle starting-line
launch, and as a secondary power-enrichment mode to instantly gain performance without
sacrificing overall vehicle driveability.
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Turbo Boost Builder System Enable
Boost Builder is a function that uses a unique 2-step revolution limiting function to build
boost pressure in order to achieve quicker turbo spool up for faster starting line launches
or maintain boost between shifts. You can preset the low, middle, and high RPM
setpoints, along with the required change in manifold pressure (MAP) needed to advance
to the next step. When your engine reaches the threshold RPM for a given step, the 2Step rev limiter is set to that engine speed value. The engine is held at that speed until the
MAP increases beyond the preset level for that step. Once all the steps have been
performed, the engine is held at the preset 2-Step rev limit value. The 2-step function must
be configured and enabled properly using the NOS 1 enable input (L2 on the ECM
Header, or Position C that is the Light Green w/Black Trace wire on the 5-way NOS
connector.)
Stage 1 - Closed Loop Fueling Enable
This switch will allow closed-loop fueling to remain in effect when the NOS, or Dual
Mapping system is engaged. If set to disable, the closed loop correction value will be
forced to zero when the current NOS stage, or Dual Mapping Function is activated
NOS Asynchronous Fueling Compensation - All Stages
This table, when enabled, offers a way to blend additive fuel due to acceleration into the
overall fueling strategy being used while the Nitrous Oxide System is active. Values in this
table may vary between 0 and 10. Lower values will blend the additional fuel into the
overall fuel mass quicker, while higher values will slowly integrate dynamic fueling into the
overall fuel mass.
Total Fuel Flow Rate (lbs./hr) – monitor
This is a monitor function that displays the total fuel in lbs/hr that is used by the engine.
This would include the NOS fuel when NOS is active.
NOS Fuel Enrichment (lbs./hr) – monitor
This is a monitor function that displays the nitrous fuel in lbs/hr only when the engine is
running. This value contains the calculated fueling number obtained from the nitrous
configuration tables, as well as, the nitrous fuel trim table.
NOS Estimated Horsepower – monitor
This is a monitor function that displays effective amount of horsepower that would be
generated by the given settings for the current stage of nitrous being edited.
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STAGE 1 - IGNITION RETARD
Stage 1 - Ignition Retard
The values in this table specify the amount of ignition advance to be added to the base
ignition advance when the first stage of NOS is activated. The engine RPM is used as a
pointer into this table to select the advance term.
Index: Engine Speed
Range:
-32.0 to +32.75
Units:
Crankshaft degrees
Resolution: 0.25
STAGE 1- FUEL TRIM
Stage 1 – Fuel Trim
The values in this table specify the amount of positive or negative fuel trim, in lbs/hr, that
is added to the main NOS fuel flow. This table is intended to compensate for overall NOS
fuel efficiency. Some of the factors that effect NOS efficiency are engine size, cylinder
bore diameter, combustion chamber layout, restrictions or pressure drops in NOS
plumbing, and NOS solenoids, the injection point of the nitrous, and overall bottle layout.
Range:
-50 to 180
Units:
lbs./hr
Resolution: 0.90
NITROUS- STAGE 2
STAGE 2- CONFIGURATION
Stage 2 - Nitrous System Enable
This is a master ON/OFF switch for Stage 2 nitrous. If this switch is in the off position the
nitrous functions will not activate even if the 12-Volt enable to NOS port 2 is energized.
Always use the F10 function key to send the information to the ECM.
Stage 2 Fuel Trim/Ignition Retard
These buttons are shortcuts to the optional Ignition Retard and Fuel Trim calibration tables
associated with Stage 2 NOS system activation.
Engine Saver O2 Sensor Enable – All Stages
This is an ON/OFF switch to enable or disable the Lean Linear O2 Threshold table. This
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switch activates the UEGO sensor to monitor the O2 lean limit. The ECM must be
equipped, and configured with an UEGO (linear) sensor in order for this function to
operate. Refer to the O2 Threshold table below for setting these limits
.
Stage 2 - Engine Saver O2 A:F Threshold (Wideband O2 Only)
When the ECM is configured for a Universal Exhaust Gas Oxygen (UEGO) sensor fuel
feedback control, this value specifies what the leanest air to fuel ratio, to leave stage 2
NOS active. The UEGO module provides the ECM with a signal that is proportional to the
air to fuel mixture of the engine. If the ECM sees an air to fuel ratio that is leaner than the
Lean Linear O2 Threshold the NOS is turned off and will not be re-enabled until the
ignition switch is cycled off and then back on. This setting is not active unless the NOS
Linear O2 sensor switch is enabled.
Range:
10 to 20
Units:
Ratio, air to fuel
Resolution: 0.0392
NOS BSFC – All Stages
This value specifies the Break Specific Fuel Consumption (BSFC) of the engine when
nitrous oxide is delivered. BSFC is a measure of how much power is generated per fuel
flow. It is measured in horsepower per pounds of fuel flow per hour. The ECM uses this
value to determine how much extra fuel is delivered when nitrous oxide is flowing. It uses
the values provided in the number of NOS orifices, size of NOS orifices and NOS pressure
to calculate the additional amount of fuel required. Calibration tables are also provided for
trimming the calculated fuel addition.
A reasonable starting value is approximately 0.50.
Range:
0.39 to 0.66
Units:
HP per lbs./hr
Resolution: 0.0026
Stage 2 - Orifice Size Calculation
When set to auto, the NOS flow rate is determined by the values entered in the Orifice
Size and Number of Orifices calibration tables. Setting this switch to manual allows you to
enter your desired NOS flow rate, in Pounds /Hour. The number of Orifices and Orifice
Size calibration tables are then set automatically to achieve the flow rate that was entered
previously
Stage 2 - Number of Orifices
This value specifies how many Nitrous Oxide engine feed orifices are controlled by the
stage 2 NOS relay.
Range:
0 to 8
Units:
number of orifices
Resolution: 1
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Stage 2 - Orifice Diameter
This value specifies the diameter, in inches, of each of the stage 2 nitrous oxide orifices.
The ECM assumes that all of the orifices in stage 2 are this value.
Range:
0 to 0.14
Units:
inches
Resolution: 0.00055
Stage 2 - Line Pressure
This value specifies what the Nitrous Oxide bottle pressure is that connects to Stage 2
NOS orifices.
Range:
550 to 1500
Units:
pounds per square inch (PSI)
Resolution: 3.73
Stage 2 - Delay
This value specifies the time delay for energizing the stage 2 nitrous oxide control relay.
When the NOS arming signal provided to the ECM is above 6.0 volts, the engine speed
and throttle position are over their respective NOS stage 2 enable limits and the stage 1
NOS delay has elapsed, the stage 2 NOS relay is activated after the time period specified
by this value. All four conditions, Enabled, RPM, TPS and stage 2 delay, must be satisfied
before the delay timer starts. If any one of the conditions is not true the delay timer will be
reset to 0.
Range:
0 to 33.4
Units:
Seconds
Resolution: 0.13
Stage 2 - Minimum %Throttle
This value specifies the minimum throttle that the stage 2 nitrous oxide relay can be
energized. A value above the ‘Enable’ threshold is required to energize the NOS Relay.
As long as the value then remains above the ‘Disable’ level, the relay output will continue
to be energized. Refer also to stage 2 delay and minimum RPM calibration values and
fully closed/open throttle voltage calibration settings. Be sure that the checkbox in the
‘Enabled’ column of the configuration table is checked if you want to use this parameter to
control NOS system activation.
Range:
0 to 100
Units:
% of throttle range
Resolution: 0.392
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Stage 2 - Minimum RPM
This value specifies the minimum engine speed that the stage 2 nitrous oxide relay can be
energized. A value above the ‘Enable’ threshold is required to energize the NOS Relay.
As long as the value then remains above the ‘Disable’ level, the relay output will continue
to be energized. Refer also to stage 2 delay and minimum throttle calibration values. Be
sure that the checkbox in the ‘Enabled’ column of the configuration table is checked if you
want to use this parameter to control NOS system activation.
Range:
2000 to 12700
Units:
RPM
Resolution: 50
Stage 2 - Manifold Pressure Threshold
This value specifies the Manifold Absolute Pressure threshold required to allow the stage
2 nitrous oxide relay to be energized. Under normal operation, a value above the ‘Enable’
threshold is required to energize the NOS Relay. As long as the value then remains
above the ‘Disable’ level, the relay output will continue to be energized. If the ‘Active
State’ switch is placed in the ‘Below Low Setpoint’ position, this logic will be reversed. Be
sure that the checkbox in the ‘Enabled’ column of the configuration table is checked if you
want to use this parameter to control NOS system activation.
Range:
2000 to 12700
Units:
RPM
Resolution: 50
Stage 2 - Fuel Delay
The value in this table determines the amount of time that is allowed to pass from the time
that nitrous is enabled, to the time that additional fuel enrichment is actually injected into
the engine. In some nitrous applications, a small delay is required in order to ensure that
both the nitrous oxide, and the associated fuel enrichment, reach the combustion chamber
simultaneously.
NOS RPM Limit - All Stages
The value in this table indicates when the Nitrous system will be turned off due to an overRPM condition. No Nitrous will be injected for engine speeds at or above the number
specified in this calibration table
Stage 2 - ECM Enable Input
This switch will enable the NOS input line check within the ECM so that the NOS system
will not be activated, regardless of the NOS control strategy, until the input to the ECM is
activated for each stage individually. If this switch is set to disable, the NOS system will be
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allowed to activate when all of the parameters in the NOS control strategy are satisfied,
without waiting for an signal on the NOS input lines for each stage.
Stage 2 - Closed Loop Fueling Enable
This switch will allow closed-loop fueling to remain in effect when the NOS, or Dual
Mapping system is engaged. If set to disable, the closed loop correction value will be
forced to zero when the current NOS stage, or Dual Mapping Function is activated
NOS Asynchronous Fueling Compensation - All Stages
This table, when enabled, offers a way to blend additive fuel due to acceleration into the
overall fueling strategy being used while the Nitrous Oxide System is active. Values in this
table may vary between 0 and 10. Lower values will blend the additional fuel into the
overall fuel mass quicker, while higher values will slowly integrate dynamic fueling into the
overall fuel mass.
Total Fuel Flow Rate (lbs./hr) – monitor
This is a monitor function that displays the total fuel in lbs./hr that is used by the engine.
This would include the NOS fuel when NOS is active.
NOS Fuel Enrichment (lbs./hr) – monitor
This is a monitor function that displays the nitrous fuel in lbs./hr only when NOS is active.
This value contains the calculated fueling number obtained from the nitrous configuration
tables, as well as, the nitrous fuel trim table.
NOS Estimated Horsepower – monitor
This is a monitor function that displays effective amount of horsepower that would be
generated by the given settings for the current stage of nitrous being edited.
STAGE 2- IGNITION RETARD
Stage 2 - Ignition Retard
The values in this table specify the amount of ignition advance to be added to the base
ignition advance when the second stage of NOS is activated. The engine RPM is used as
a pointer into this table to select the advance term.
Index:
Engine Speed
Range:
-32.0 to +32.75
Units:
Crankshaft degrees
Resolution: 0.25
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STAGE 2- FUEL TRIM
Stage 2 - Fuel Trim
The values in this table specify the amount of positive or negative fuel trim, in lbs./hr, that
is added to the main NOS fuel flow. This table is intended to compensate for overall NOS
fuel efficiency. Some of the factors that effect NOS efficiency are engine size, cylinder
bore diameter, combustion chamber layout, restrictions or pressure drops in NOS
plumbing, and NOS solenoids, the injection point of the nitrous, and overall bottle layout.
Range:
-50 to 180
Units:
lbs./hr
Resolution: 0.90
NITROUS- STAGE 3
STAGE 3– CONFIGURATION
Stage 3 - Nitrous System Enable
This is a master ON/OFF switch for Stage 3 nitrous. If this switch is in the off position the
nitrous functions will not activate even if the 12-Volt enable to NOS port 3 is energized.
Always use the F10 function key to send the information to the ECM.
Stage 3 Fuel Trim/Ignition Retard
These buttons are shortcuts to the optional Ignition Retard and Fuel Trim calibration tables
associated with Stage 3 NOS system activation.
Engine Saver O2 Sensor Enable – All stages
This is an ON/OFF switch to enable or disable the Lean Linear O2 Threshold table. This
switch activates the UEGO sensor to monitor the O2 lean limit. The ECM must be
equipped, and configured with an UEGO (linear) sensor in order for this function to
operate. Refer to the O2 Threshold table below for setting these limits.
Stage 3 - Engine Saver O2 A:F Threshold (Wideband O2 Only)
When the ECM is configured for a Universal Exhaust Gas Oxygen (UEGO) sensor fuel
feedback control, this value specifies what the leanest air to fuel ratio, to leave stage 3
NOS active. The UEGO module provides the ECM with a signal that is proportional to the
air to fuel mixture of the engine. If the ECM sees an air to fuel ratio that is leaner than the
Lean Linear O2 Threshold the NOS is turned off and will not be re-enabled until the
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ignition switch is cycled off and then back on. This setting is not active unless the NOS
Engine Saver switch is enabled.
Range:
10 to 20
Units:
Ratio, air to fuel
Resolution: 0.0392
NOS BSFC – All stages
This value specifies the Break Specific Fuel Consumption (BSFC) of the engine when
nitrous oxide is delivered. BSFC is a measure of how much power is generated per fuel
flow. It is measured in horsepower per pounds of fuel flow per hour. The ECM uses this
value to determine how much extra fuel is delivered when nitrous oxide is flowing. It uses
the values provided in the number of NOS orifices, size of NOS orifices and NOS pressure
to calculate the additional amount of fuel required. Calibration tables are also provided for
trimming the calculated fuel addition.
A reasonable starting value is approximately 0.50.
Range:
0.39 to 0.66
Units:
HP per lbs./hr
Resolution: 0.0026
Stage 3 - Delay
This value specifies the time delay for energizing both the stage 1 and stage 2 nitrous
oxide control relays. When the NOS arming signal provided to the ECM is above 6.0 volts,
the engine speed and throttle position are over their respective NOS stage 3 enable limits,
and the stage 2 NOS delay has elapsed, both stage 1 and stage 2 NOS relays are
activated after the time period specified by this value. All four conditions, Enabled, RPM,
TPS and stage 2 delay, must be satisfied before the delay timer starts. If any one of the
conditions is not true the delay timer will be reset to 0.
Range:
0 to 33.4
Units:
Seconds
Resolution: 0.13
Stage 3 - Minimum %Throttle
This value specifies the minimum throttle that the stage 1 nitrous oxide relay can be
energized. A value above the ‘Enable’ threshold is required to energize the NOS Relay.
As long as the value then remains above the ‘Disable’ level, the relay output will continue
to be energized. Refer also to stage 1 delay and minimum RPM calibration values and
fully closed/open throttle voltage calibration settings. Be sure that the checkbox in the
‘Enabled’ column of the configuration table is checked if you want to use this parameter to
control NOS system activation.
Range:
0 to 100
Units:
% of throttle range
Resolution: 0.392
118
Stage 3 - Minimum RPM
This value specifies the minimum engine speed that the stage 1 nitrous oxide relay can be
energized. A value above the ‘Enable’ threshold is required to energize the NOS Relay.
As long as the value then remains above the ‘Disable’ level, the relay output will continue
to be energized. Refer also to stage 1 delay and minimum throttle calibration values. Be
sure that the checkbox in the ‘Enabled’ column of the configuration table is checked if you
want to use this parameter to control NOS system activation.
Range:
2000 to 12700
Units:
RPM
Resolution: 50
Stage 3 - Manifold Pressure Threshold
This value specifies the Manifold Absolute Pressure threshold required to allow the stage
1 nitrous oxide relay to be energized. Under normal operation, a value above the ‘Enable’
threshold is required to energize the NOS Relay. As long as the value then remains
above the ‘Disable’ level, the relay output will continue to be energized. If the ‘Active
State’ switch is placed in the ‘Below Low Setpoint’ position, this logic will be reversed. Be
sure that the checkbox in the ‘Enabled’ column of the configuration table is checked if you
want to use this parameter to control NOS system activation.
Range:
2000 to 12700
Units:
RPM
Resolution: 50
Stage 3 - Fuel Delay
The value in this table determines the amount of time that is allowed to pass from the time
that nitrous is enabled, to the time that additional fuel enrichment is actually injected into
the engine. In some nitrous applications, a small delay is required in order to ensure that
both the nitrous oxide, and the associated fuel enrichment, reach the combustion chamber
simultaneously.
NOS RPM Limit - All Stages
The value in this table indicates when the Nitrous system will be turned off due to an overRPM condition. No Nitrous will be injected for engine speeds at or above the number
specified in this calibration table
Stage 3 - ECM Enable Input
This switch will enable the NOS input line check within the ECM so that the NOS system
will not be activated, regardless of the NOS control strategy, until the input to the ECM is
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activated for each stage individually. If this switch is set to disable, the NOS system will be
allowed to activate when all of the parameters in the NOS control strategy are satisfied,
without waiting for an signal on the NOS input lines for each stage.
NOS Asynchronous Fueling Compensation - All Stages
This table, when enabled, offers a way to blend additive fuel due to acceleration into the
overall fueling strategy being used while the Nitrous Oxide System is active. Values in this
table may vary between 0 and 10. Lower values will blend the additional fuel into the
overall fuel mass quicker, while higher values will slowly integrate accelerative fueling into
the overall fuel mass.
Total Fuel Flow Rate (lbs./hr) – monitor
This is a monitor function that displays the total fuel in lbs/hr that is used by the engine.
This would include the NOS fuel when NOS is active.
NOS Fuel Enrichment (lbs./hr) – monitor
This is a monitor function that displays the nitrous fuel in lbs/hr only when NOS is active.
This value contains the calculated fueling number obtained from the nitrous configuration
tables, as well as, the nitrous fuel trim table.
NOS Estimated Horsepower – monitor
This is a monitor function that displays effective amount of horsepower that would be
generated by the given settings for the current stage of nitrous being edited.
STAGE 3 - IGNITION RETARD
Stage 3 - Ignition Compensation
The values in this table specify the amount of ignition advance to be added to the base
ignition advance when both the first and second stages of NOS are activated. The engine
RPM is used as a pointer into this table to select the advance term.
Index: Engine Speed
Range:
-32.0 to +32.75
Units: Crankshaft degrees
Resolution: 0.25
120
STAGE 3 - FUEL TRIM
Stage 3 - Fuel Trim
The values in this table specify the amount of positive or negative fuel trim, in lbs./hr, that
is added to the main NOS fuel flow. This table is intended to compensate for overall NOS
fuel efficiency. Some of the factors that effect NOS efficiency are engine size, cylinder
bore diameter, combustion chamber layout, restrictions or pressure drops in NOS
plumbing, and NOS solenoids, the injection point of the nitrous, and overall bottle layout.
Range:
-50 to 180
Units: lbs./hr
Resolution: 0.90
DATA LOGGING
.
CONFIGURATION
There are 2 steps involved with Data Logging in CalMap. First, a configuration must be
established based on the data that you wish to retrieve from the Engine Control Module.
To create a configuration, select the Data Logging menu from the CalMap menu bar, then
select the sub item labeled Configuration. Several options exist on this level:
Configure
This menu item allows you to configure the CalMap data logging subsystem to track the
variables that you choose, set the sampling rate, and edit the triggering conditions that will
start the data recording process. Pre-made configurations can be loaded, created and
saved using this menu.
Load Configuration
This will load a pre-existing configuration into the Data Logging subsystem, and then load
the Data Logging subsystem.
Save Configuration
This will save the current settings to a user-specified filename.
Set Autolog to Other
Sets the CalMap Autolog system to log data according to any pre-defined configuration.
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Configuring a CalMap Data Logging Session
Begin configuration by selecting which variables that you wish to log from the ECM in a
real-time manner. Using the mouse, click on the Log Variable 1 pull down selection box.
Highlight the desired variable and press the ENTER key. Do this for as many variables as
you wish to log (up to 6 variables). Next, select the data sample rate from the Sample
Rate pull down selection box. Note that data from sample rates higher than 10
samples/sec are not drawn on the screen in real-time mode. Data from these rates must
be saved in a logging file, and viewed using the CalMap Data Analysis subsystem. Next,
select the duration in seconds of the sample you want to log. Up to 1 hour of data can be
logged per session. Select the triggering mode from the Triggering drop down selection
box. If Manual Triggering of the data logging function is enabled, you will have to press
the ENTER key on the keyboard to begin data acquisition. If Automatic Triggering is
enabled, the Automatic Trigger Options will become enabled, and you may select the
conditions upon which Data Logging is enabled. Single variable triggering, and an
algebraic combination of two variables may be used to begin data acquisition. If data is to
be saved to disk, you must select a logging file by pressing the appropriate button on the
screen. A standard Windows dialog box will pop up and ask for filename and path data.
Data may be saved anywhere on your computer’s hard disk. Once the configuration is
finished, it is recommended that you save your settings for future use. This is
accomplished by pressing the yellow Save Configuration button on the screen. Again, a
dialog box will appear, prompting you for a file name for this configuration. To get started
running the configuration that you just created, press the Run Data Log button on the
screen.
Running a CalMap Data Logging Session
After a configuration has been created or loaded, you are now ready to gather data from
the ECM as it operates your engine. If you are not already in the Data Logging
Environment, load it by pressing CTRL-L or selecting Data Logging -> Run -> Current
Configuration from the CalMap menu bar. The Data Logging Virtual Stripchart is
displayed on the screen, with the current variable names and values shown to the left of
the grid. Data point information is displayed on the bottom of the screen and is updated
once the logging session has actually been triggered. The logging file, if one has been
selected, will be displayed in yellow text on the lower right side of the screen. If no file has
been selected, <NONE> will be displayed. Before data has begun to be recorded, you are
in the Data Logging Monitor Mode. The data values for the logging variables are updated
in real time to the left of the screen, but data is not yet being recorded and/or graphed until
the session has been triggered. If manual triggering has been enabled, simply press the
ENTER key on the keyboard, or the Trigger button on the screen with your mouse, and
data will begin to be saved. Note that data from sample rates higher than 10 samples/sec
are not drawn on the screen in real-time mode. Data from these rates must be saved in a
logging file, and viewed using the CalMap Data Analysis subsystem.
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The CalMap Autolog Feature
CalMap has a built-in single keypress shortcut to load and execute the Data Logging
subsystem called Autolog. To activate the Autolog feature, simply press the F5 key on the
keyboard, or select Data Logging -> Run -> Autolog from the CalMap menu bar. The Data
Logging subsystem will immediately load and be configured for the last selection that was
saved as the Autolog configuration. Filenames will be based on the date and time of the
logging session. Each file is named in the format MMDDYYYY_HHMMSS.LOG where
MMDD represent the two-digit month and day, YYYY is the 4 digit year, and HHMMSS
represent the time of day in hours, minutes, and seconds. Pressing the F5 key
automatically begins a new logging session with the filename changed to the current
time/date values.
In the Data Logging menu structure, there are 3 options allowing you to set the Autolog
feature to Fuel, Ignition, or Other. Additionally, on the Data Logging Configuration Screen,
there is a button labeled Make Autolog that will save the current configuration as the
Autolog configuration.
Setting the Autolog Feature to Other
Selecting this option will bring up a standard dialog box prompting you for the Data
Logging configuration that you would like to set up as the Auto-logging configuration. Any
previously defined configuration may be used, just enter the appropriate filename and
press the ENTER key, or press the Load button on the screen.
Using the CalMap Data Logging Analysis Subsystem
There are several options for analyzing data that was previously recorded using the
CalMap Data Logging Subsystem.
•
•
•
•
Replay a Data Log Session: This option will play back the selected Data Logging
Session in real-time, just as it was recorded. Playback can be suspended, or singlestepped through to enable analysis of each individual data frame.
Graph a Data Log Session: This option will graph the entire contents of a Data
Logging Session at one time. The cursor arrow keys can be used to step back and
forth across the data plot in order to allow very detailed analysis of the data.
Fueling Analysis: This is a special mode, which requires that the first two logging
variables be Engine Speed (RPM) and Manifold Pressure (%). The Base Volumetric
Efficiency table is loaded, and the cell edit box indicates the operating points of the
engine as it steps through the table during playback of a session. Changes to the
volumetric efficiency data can be made during this data analysis session in order to aid
in the tuning and calibration of an engine.
Ignition Analysis: This is a special mode, which requires that the first two logging
variables be Engine Speed (RPM) and Manifold Pressure (%). The Base Ignition
Advance table is loaded, and the cell edit box indicates the operating points of the
engine as it steps through the table during playback of a session. Changes to the
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•
ignition timing data can be made during this data analysis session in order to aid in the
tuning and calibration of an engine.
Air-to-Fuel Analysis: This is a special mode, which requires that the first two logging
variables be Engine Speed (RPM) and Manifold Pressure (%). The Target Air-to-Fuel
Ratio table is loaded, and the cell edit box indicates the operating points of the engine
as it steps through the table during playback of a session. Changes to the A:F ratio
data can be made during this data analysis session in order to aid in the tuning and
calibration of an engine.
Replaying a CalMap Data Logging Session
The CalMap Data Logging Analysis Replay subsystem can be accessed either via
pressing CTRL-R on the keyboard, or selecting Data Logging -> Analyze Data -> Replay
Session from the CalMap menu bar. A dialog box will appear prompting you to enter the
name of the session that you want to replay. Enter the appropriate file and press ENTER
or the Load button on the screen. A screen will be displayed that looks very similar to the
Data Logging screen. Press the Play/Stop button to control the automatic playback of the
session, or press the Step button to step through the session frame by frame. Once the
analysis is complete, press the ESC key to exit the Data Logging Replay subsystem.
Graphing a CalMap Data Logging Session
The CalMap Data Logging Analysis Graphing subsystem can be accessed either via
pressing CTRL-G on the keyboard, or selecting Data Logging -> Analyze Data -> Graph
Session from the CalMap menu bar. A dialog box will appear prompting you to enter the
name of the session that you want to plot. Enter the appropriate file and press ENTER or
the Load button on the screen. A screen similar to that of the Replay Session will appear.
Data is plotted from left to right, with the first 100 points shown on the first screen. If your
session has more than 100 data points, you can press the << and >> buttons on the
screen to scroll backward and forward on the plotted data. The left and right cursor arrow
keys can be used to move the vertical yellow cursor around on the plots. The data values
shown on the left side of the screen are accurate for the data at the yellow cursor bar. To
overlay a second trace over the first trace and compare data values, press the button on
the screen labeled Add Trace. A dialog box will appear, prompting you for the name of
the second plot to add to the analysis. Enter the filename and press OK or the Enter key
on the keyboard. The second trace is overlaid upon the first trace, and a new button on
the screen appears with the label Toggle. Pressing the Toggle button switches the
numeric data values between the first trace (indicated by a ‘1’ next to the toggle button),
the second trace (a ‘2’ by the button), and the differences between traces 1 and 2
(indicated by a ‘d’ in the space next to the button). As before, the << >> buttons can be
used to scroll through the data plots. Once your analysis is complete, press the ESC key
to exit the Data Logging Replay Subsystem.
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Performing a CalMap Fueling Analysis
The CalMap Data Log Fueling Analysis subsystem can be accessed either via pressing
CTRL-F on the keyboard, or selecting Data Logging -> Analyze Data -> Fueling Analysis
from the CalMap menu bar. A dialog box will appear prompting you to enter the name of
the session that you want to analyze. Enter the appropriate file and press ENTER or the
Load button on the screen. There will be a short pause while the Volumetric Efficiency
data is read from the ECM, then a screen resembling the 16x16 table editing screen will
be displayed. Immediately, the blue/yellow numeric cell edit box will begin tracing around
the screen, showing the path that the engine took through the fueling map as your session
progressed. Once playback of the entire session has completed, the buttons labeled <<
and >> may be used to step through the session, and data maybe changed as needed in
the same manner as editing the actual Volumetric Efficiency table. Once your analysis is
complete, press the ESC key to exit the Data Logging Fueling Analysis subsystem.
ECM CONFIGURATION
CONFIGURATION - SYSTEM
Number of Cylinders
When this value is changed the ECM must be turned off for no less than 20 seconds
before the new setting is recognized. This is to protect against accidental changes while
performing calibrations on a running engine.
Range:
4 to 8
Resolution: 1
Engine Displacement
When this value is changed the ECM must be turned off for no less than 20 seconds
before the new setting is recognized. This is to protect against accidental changes while
performing calibrations on a running engine.
Range:
55 to 825
Units: Cubic Inches
Resolution: 3.2
Ignition Delay
This value allows for the compensation of all of the ignition delays in the system. If the
measured ignition advance tends to wander from the forced timing value commanded
through CalMap as speed increases then this value needs to be modified. If the advance
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becomes increasingly less than the total advance displayed on CalMap as engine speed
increases then this value should be increased. If the advance becomes increasingly more
than the total advance displayed on CalMap as engine speed increases then this value
should be decreased.
For most applications, set this period to 100-125us. Press the F10 key to send the value
to the ECM after it is entered. To adjust this table, start the engine and force the ignition
timing by checking the forced timing box on the instrument screen. Next enter the ignition
timing at the highest engine load, usually peak torque. Rev the motor approximately 1/2
of its maximum expected RPM, and check the timing variance between the forced value
and the dampener reading. The value on the dampener should be the same as the value
entered in the software across the entire RPM range. Raise or lower the number in this
table to achieve this. A value of about 100-120 is recommended for a starting point.
Range:
0 to 999
Units: microseconds
Resolution: 4.0
Crank Index Offset
The ECM measures the ignition advance relative to the point where the crankshaft wheel
passes the crankshaft pick-up. The ECM can not produce ignition advance angles less
than where the pick-up/wheel position is established. The crankshaft pick-up can not be
positioned after top-dead-center of compression.
It is recommended that the crankshaft wheel and pick-up be positioned to produce a pulse
somewhere between 5 and 10 degrees before top-dead-center of compression. Once the
wheel and pick-up are physically established the Index offset should be set to produce a
match between the measured timing value and the total ignition advance value displayed
on CalMap at 2000 RPM.
Range:
0 to 20
Units: crankshaft degrees
Resolution: 0.25
Compression Ratio
This value is the ratio of the pressure in the cylinder at TDC of compression to reference
atmospheric pressure at sea level.
Range:
5 to 20
Units: ratio
Resolution: 0.059
Fuel Injector Rate
This value specifies the flow rate of the injector in pounds per hour. The injector flow rate
is assumed to be rated at a 3 Bar (45 PSI) pressure. Most manufacturers specify flow rate
of their injectors at this pressure. If the flow rate of the injector being used is rated at a
pressure other than 3 Bar then apply the formula:
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When pressure is specified in Bar
CIFR = MFR x square root of (3/MFP)
When pressure is specified in PSI
CIFR = MFR x square root of (45/MFP)
Where:
CIFR = Corrected injector flow rate to be entered
MFR = Manufacturers advertised injector flow rate.
MFP = Manufacturers pressure used to specify injector flow rate.
to calculate the pressure to be entered.
Range:
12 to 160
Units: pounds per hour
Resolution: 0.63
Fuel Rail Pressure
This value is the gauge pressure that is read when measuring the fuel rail pressure while
the engine is not running. The pressure should be measured while the fuel pump is
running and the engine is not. When the ignition is first switched on the fuel pump will run
for 4 seconds. To measure the pressure switch the ignition on without cranking the engine
and use the gauge reading that is present just prior to fuel pump turn off. This will give the
best accuracy by allowing the fuel pressure to stabilize and not leak down once the pump
is turned off.
Range:
0 to 120
Units:
pounds per square inch (PSI)
Resolution: 0.47
Fully Closed TPS Sensor Setpoint -- Low Setpoint
This value specifies what the voltage of the throttle position sensor is when the throttle is
fully closed. This value is used by the ECM to calculate Throttle opening percent. Throttle
percentage is used for various calibration and control responses in the ECM. This value
must be accurately entered in order for proper control operation. Refer also to the Fully
Open TPS Voltage calibration value. Enter the value of the Throttle Position Sensor (TPS)
voltage when the throttle is fully closed.
Range:
0 to 5.0
Units:
Volts
Resolution: 0.0196
Fully Open TPS Sensor Setpoint -- High Setpoint
This value specifies what the voltage of the throttle position sensor is when the throttle is
fully opened. This is used by the ECM to calculate throttle opening percent. Throttle
percentage is used for various calibration and control responses in the ECM. This value
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must be accurately entered in order for proper control operation. Refer also to the Fully
Open TPS Voltage calibration value. Set this value while the ignition key is on and the
engine is not running. Press the throttle to the floor and enter the Throttle Position Sensor
(TPS) voltage.
Range:
0 to 5.0
Units: Volts
Resolution: 0.0196
Ignition Input/Output References
In order for the ECM to process spark and fuel timing properly, the ECM must recognize
the signal waveforms from your cam and crank sensors. The ECM must also have the
proper output to drive an ignition module or spark enhancer box. These reference
switches should be adjusted, so that input or output, waveform type and signal edge,
match the corresponding switch or table. Choose the preset ignition configuration that
best suits your particular application. If none of the presets are exactly the combination
that you need, pick the closest one, then select the ‘Custom’ preset. You will now be
allowed to modify the individual ignition settings as needed. Always use an oscilloscope
to verify these settings or refer to the Ignition chart in the installation section for your
application. When any of these settings are altered, even through the use of the preset
combinations, the ECM must be turned off for no less than 20 seconds before the new
setting is recognized.
Map Configuration/Display Units
1, 2, or 3 Bar Map, or Alpha-N can be selected. If Alpha-N is selected, a 1 Bar Map range
is assumed, and the Alpha-N, TPS vs. RPM table should be calibrated. You can also
Select the type of units(% MAP, PSIa, or KPa) to have the MAP sensor reading displayed
within CalMap when you are editing the individual ECM calibration tables.
Return or Returnless Fuel System
Select Return if the fuel pressure regulator is referenced to manifold vacuum. If the
regulator is not referenced to manifold vacuum, or is mounted in the fuel tank, select
returnless. In this mode of operation the ECM will automatically calculate the pressure
differential across the injector.
Fuel Injector Firing Order
This table establishes the sequence in which your injectors will fire. To determine this
sequence, identify the physical placement of each injector. Above each injector connector
on the injector harness, there is a white identifying tab with a number. Match this number
(1-8) to a corresponding number in your Injector Firing table. Always enter ‘1’ as your first
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number in this sequence, and list as many numbers as the number of cylinders in all
modes, except for TBI. For example, a typical Chevrolet application would have an
injector firing order of 18436572. Enter this number as a text string, with no spaces or
hyphens. This table is interpreted differently for different fuel modes. In sequential fuel
mode, the first component of the table will correspond to the first injector (1). This injector
will fire after receiving a cam pulse. The important point is that you have all the numbers in
the table filled out. For all multiple bank modes, TBI, Staggered Batch, and Staged
Sequential injection, the sequence in the table will correspond to the primary and
secondary banks. For example, in Staggered Batch mode, if you have a Chevrolet eight
cylinder engine, the primary bank would have injectors 1-3-5-7, the secondary bank would
have injectors 2-4-6-8. You would enter 13572468 in the Injector Firing Order table. The
primary bank would consist of injectors 1-2-3-4, and the secondary bank would consist of
5-6-7-8. Enter in the table 12345678. In TBI mode, always assume a total of four injectors.
The primary bank would have injectors 1-2, secondary bank would have injectors 3-4.
Enter 12345678 in the table so that all injector locations are assigned within the ECM
.
NOTE: All 8 injectors must be accounted for in the firing order. This table must be
accurate upon startup. It is up to the operator to ensure that the firing order
configuration is valid. If this table is not accurate, complete, or valid, the ECM will
not function properly, or the engine will not start.
Injection Type
Enter the fuel injection mode or strategy in which you want the injectors to fire:
In the Sequential injection mode, injectors fire once every two crank revolutions. A Cam
input must be used to start the injector sequence accurately. The injectors fire in a
predetermined order defined in the Injector Firing Order menu. Also in sequential mode,
the injector timing can also be adjusted through the End of injector timing table in the fuel
menu. All injectors must be the same size and there should always be one injector per
cylinder.
In the Staged Sequential injection mode, injectors fire once every two crank revolutions.
THIS MODE IS VALID FOR 4 CYLINDER ENGINES ONLY! The first 4 injectors will be
fired as the primary set of injectors. After the TPS Sensor reading surpasses the value
programmed in the TPS% Threshold field (if used), the second 4 injectors in your firing
order will be enabled as a secondary bank of injectors. If the TPS threshold is not
enabled, the secondary set of injectors will be engaged once the duty cycle of the primary
injectors rises above 80%. A Cam input must be used to start the injector sequence
accurately. The injectors fire in a predetermined order defined in the Injector Firing Order
menu. Also in sequential mode, the injector timing can also be adjusted through the End
of injector timing table in the fuel menu. All injectors must be the same size and there
should always be one injector per cylinder.
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In the Staggered Batch injection mode, no cam signal is needed. This method of injection
is sometimes referred to as bank to bank injection. Each bank of injectors will fire once
per crankshaft revolution, and will be out of phase 180 crankshaft degrees. For example,
on an eight cylinder engine, referencing the Injector Firing Order table, the first four
injectors listed will fire, then the second four will fire, 180* out of phase from the first bank.
All injectors must be the same size and there should be one injector per cylinder.
The TBI or Throttle Body Injection strategy, fires each bank of injectors twice per crank
revolution. Referencing the Injector Firing Order table, the order of primary and secondary
bank firing will be determined. The primary bank will operate until the duty cycle reaches
80%. At this point the primary and secondary bank will begin to operate at half the rated
duty cycle. This approach delivers a seamless transition of fueling between primary and
secondary banks. As soon as duty cycle decreases below 30%, the secondary bank
ceases to function and the primary bank takes over. This fueling scheme is very helpful
when calibrating a progressive linkage throttle body. It decreases the circumstance of
injecting fuel on a closed throttle butterfly, thereby lowering the chance of fuel puddling.
This ‘fuel puddling’ phenomenon could cause the engine to misfire upon tip-in of the
throttle. TBI mode does not require a cam signal and again, all injectors must be the
same size.
The Dual-Quad TBI injection strategy is intended for TBI operation with 2 identical throttle
bodies, with 2 sets of injectors (8 total)—Primary and Secondary—on each throttle body.
This injection strategy will use the first 2 fuel injectors as the primary bank to fuel throttle
body #1. Injectors 3 and 4 will be used as the secondary bank on throttle body #1.
Injectors 5 and 6 will be used as the primary injectors on throttle body #2. Injectors 7 and
8 will be used as the secondary injectors on throttle body #2.
The secondary set of injectors on each throttle body will be enabled when the value
specified in the TPS threshold table is exceeded (if enabled). If the TPS threshold
function is not enabled, the secondary sets of injectors will be turned on when the primary
injector duty cycle rises above 80%.
Note that in this configuration, only 1 Throttle Position Sensor and 1 Idle Air Controller are
required.
CONFIGURATION – CONTROLS
Auxiliary Input Function -- 2-Step Limiter or IAC FeedFwd Request
Pin C on Accessories Connector, K3 on ECM Header.
When 2-Step is selected, rev limiting will commence at the value set in the Ignition Cut-Off
Speed table ONLY when the ECM has an input signal higher than 6 volts at position K3
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(Stage Input Line). If this input is grounded or floating, no 2-Step Rev Limiting will occur.
When the switch is set for IAC Feed Forward Request, an active input signal on the Stage
Input Line will result in the IAC Feed Forward Counts value being added to the current Idle
Air Controller position in order to compensate for increased loading of the engine.
Sequential ignition rev limiting is continuously active when operating in IAC Feed Forward
Mode. Rev limiting will commence 100 RPM before the value set in the Ignition Cut-Off
Speed table.
Default Ignition Cut-Off Speed
When the engine speed exceeds this value sparks begin to be eliminated. The number of
sparks dropped is a function of how far above the rev limit value that the actual RPM is.
Range:
2000 to 12,750
Units:
RPM
Resolution: 50
Default Fuel Cut-Off Speed
When the engine speed exceeds this value fuel will be turned off. It will be turned back on
once the engine speed falls below the Default Fuel Restore Speed.
Range:
2000 to 12,750
Units:
RPM
Resolution: 50
Default Fuel Restore Speed
Once the fuel is shut-off due to exceeding the engine speed specified for Fuel Cut-Off
Speed, it will remain off until the engine speed falls below this value.
Range:
2000 to 12,750
Units:
RPM
Resolution: 50
Exhaust Closed Loop Mode Enable
This master or global switch will enable or disable O2 feedback functions. When the
switch is enabled or ON, the ECM will activate the parameters stored in all of the O2
related tables. Refer to these tables for further O2 feedback adjustments.
Exhaust Feedback Sensor Type
Two types O2 sensors will operate with your ECM. A HEGO sensor, which is a four-wire,
heated unit, with a grounded signal input. This sensor will operate within a voltage range
of 0 to 1 volt. Using this input, the ECM can adjust the fueling requirements to a set
stoichiometric ratio. This ratio is preset at 14.5 to match the sensor. When the target A:F
table is set to this Stoich ratio(14.5), and the other closed loop table parameters have
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been satisfied, the ECU closed loop status function will become active.
Secondly, a UEGO, linear, or wide band sensor can be used with the ECM. When
selecting this mode of operation, a linear ‘brick’, or adapter box must be used in
conjunction with the linear sensor. These parts are part of a linear, wide band kit that is
available through your ACCEL dealer. When the ECM is in closed loop, the ECM will
adjust the fueling requirements to meet the values set in the target A:F Ratio table.
Exhaust Feedback Processing Delay
The value in this table impacts the sample rate of the Exhaust Gas Oxygen Sensor input.
Use this table like a low-pass filter to diminish the magnitude of responses to small
changes on the oxygen sensor input signal, which smoothens the response of the fuel
feedback system.
Wideband Oxygen Sensor Type
Select the type of Wideband Oxygen Sensor that you will be using with your system. Type
1 is the first wideband that was released with the DFI Gen 7 system, meant for normally
aspirated applications only. It has a 5-wire harness connected to it, and is contained in a
plastic shell. Type 2 refers to the second wideband package that was released with the
DFI Gen 7+ system. This sensor has a 5-wire harness connected to it, and is contained in
a metal shell. The extra 2 wires from the signal conditioner provide a scaled voltage output
between 10.0 and 20.0 volts that can be read with any voltmeter. This Type 2 wideband
supports operation on both normally aspirated and boosted applications.
O2 Strategy Adjustment
This switch will automatically adjust the Fuel Feedback control strategy (Proportional,
Integral, and Differential Gain Controls) for the type of wideband oxygen sensor that you
have selected, when you change your selection. If you haven’t manually adjusted the Fuel
PID gains, this switch should be set to the Automatic position. If you have done, or will be
doing, some manual calibration to your Fuel Feedback PID gains, you should put the
switch in the Manual position. If you have no idea what the Fuel Feedback PID Gain
values do, please place this switch in the Automatic position.
Starting Prime Pulse
This function emulates the act of pumping the accelerator in a carburetor driven vehicle.
When enabled, the accelerator must be pumped twice within 1 second in order to have
additional fuel injected into the engine. The amount of fuel is set to be between 0% and
100% with the Magnitude slide bar control. Use this feature to help start your engine in
cold weather conditions.
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CONFIGURATION – OUTPUT OPTIONS
Auxiliary Output #1 Function -- AC Clutch Disable or VTEC Output
Pin B of Accessories Connector, G2 on ECM Header.
The AC Clutch disable output has multiple functions. If this select switch is in the AC
Clutch Disable position, the output will be energized at the condition selected in the AC
Clutch Disable Threshold control. If the switch is in the VTEC position, the output will be
energized as a result of the conditions selected in the VTEC Control table.
AC Clutch Disable Threshold
When the throttle is opened more than this value the relay that connects the air
conditioning clutch solenoid to its control source is energized. The relay is configured in
the normally closed position so that when it is not energized normal air conditioning
functions are maintained. Once the relay is energized it will not be turned off until the
throttle falls below 10% of the disable threshold value for 5 Seconds.
A value of 90% is recommended.
Range:
0 to 100
Units: % Throttle Position
Resolution: 0.392
VTEC Functionality
Use this table to control the exact engine operating point at which the Auxiliary output is
energized. It is only meaningful when the Auxiliary Output Function is set to the VTEC
Control position. Engine Speed, Throttle Position Sensor %, and Manifold Absolute
Pressure % can be used individually, or as a group to define the exact engine operating
points at which the Auxiliary Output Relay is energized.
To use one or more of these items in the control loop, place a checkbox in the ENABLED
column for the desired parameters. Then enter the value at which you want the ENABLE
condition to be satisfied at in the ENABLE column.
Next, enter the value at which you want the DISABLE condition to be satisfied in the
DISABLE column. Press F10 to send these changes to the ECM.
For example: To use only Engine Speed to control the output, check the topmost box in
the ENABLED column, enter 4000 into the ENABLE column, and enter 3500 in the
DISABLE column. This will cause the VTEC output to become active when engine speed
rises above 4000 RPM, and remain active until the engine speed drops below 3500 rpm.
This creates a control hysteresis of 500 RPM, which is the difference between the
ENABLE (On) value, and the DISABLE (Off) value.
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For MAP% only, the direction of the control hysteresis may be specified. For example, if
the MAP settings are as follows: Enable: 40.0%, Disable: 30.0%, Active Above High
Setpoint; the MAP condition will be satisfied when the MAP sensor value rises above 40%
and remains active until the sensor reading drops below 30%.
However, if the Active State is set to “Below Low Setpoint”, the MAP condition will become
active when the sensor reading drops below the value in the ENABLE column, and
remains active until the sensor reading rises above the value in the DISABLE column.
The “Below Low Setpoint” setting causes the control strategy to look for a change in the
MAP sensor reading in a descending direction. Because of the descending direction, the
Enable value becomes the low setpoint value, and the disable value becomes the high
setpoint value. This means that the Enable value must be lower than the disable value.
The values in the ENABLE and DISABLE column will have to be reset to achieve the
desired behavior, since the ENABLE value must be lower than the DISABLE value when
the Active State is set to “Below Low Setpoint” for MAP% control only.
Auxiliary Output #2 Function -- Shift Light Output or Fan #2 Control
White Flying Lead, J3 on ECM Header.
Use this switch to choose between 2 functions for the Shift Light Output line on the ECM.
Put the switch in the Shift Light position to enable the output to be activated at the engine
speed specified in the Shift Output RPM table. Select the Fan 2 Control position to use the
output as a control line for a second cooling fan relay. The output will then be controlled by
the values specified in the Fan 2 ON and Fan 2 OFF fields. Use the Shift light Output/Fan
2 Control Select to customize the operation of your DFI ECM to the specific requirements
of your application. Note that this is an ACTIVE LOW (Grounded) circuit that will be pulled
to ground internally when activated.
Shift Light Threshold
This is the engine speed, in RPM, that the shift light output is turned on. When engine
speed falls below this value the output is turned off.
Range:
0 to 12000
Units:
RPM
Resolution: 50
Fan On Temperature
This is the temperature, as sensed by the engine coolant temperature sensor, that the fan
relay is energized. Note that this value must be greater than 150 degrees. A value of 205
F is recommended.
Range:
150 to 250
Units:
Degrees Fahrenheit
Resolution: 1.2
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Fan Off Temperature
This is the temperature, as sensed by the engine coolant temperature sensor that the fan
relay is turned off. Note that this value must be greater than 150 degrees. A value of 185
F is recommended.
Range:
150 to 250
Units:
Degrees Fahrenheit
Resolution: 1.2
Fan IAC Feed Forward Counts
Idle Air Controller Feed Forward Counts are additional steps that are added to the position
of the Idle Air Controller to compensate for known load changes as they are imposed upon
the engine. The number entered into this table will be added to the current position of the
Idle Air Controller when the associated fan output is activated. Use this table to eliminate
variations in idle speed that may result from the additional loading of the engine caused by
activating the fan(s).
AC Request Input Turns Fan 1 On
When enabled, this function will automatically activate the output for Fan #1 when the Air
Condition Request Input is activated Select ‘Yes” to have the output for fan 1 automatically
activated when the AC Request input is activated. Use this feature to cause your
Generation 7 DFI ECM to emulate the behavior of a typical OEM engine control strategy.
CONFIGURATION - TORQUE CONVERTER
Pin A on Accessories Connector = TCC Lockup Output, Active Low.
Performance Mode
When this table is activated, the TCC relay is energized under all conditions. Note: Due
to certain mechanical conditions, in some transmissions, TCC will not engage in first gear
even though the relay is energized.
4th Gear Indicator Signal
Pin D on Accessories Connector, Active Low.
Enter the status, 12 volts (high), or 0 volts (low), of the 4th gear signal from the
transmission. The output from the transmission will be active in 4th gear only.
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TCC Minimum (%) Throttle Position
Once the torque converter clutch (TCC) relay is energized, if the throttle falls below this
value, the TCC relay will be turned off.
A starting value of approximately 5% is suggested.
Range:
0 to 100
Units:
% of Total Throttle Range
Resolution: 0.392
TCC Maximum (%) Throttle Position
When in the normal Torque Converter Clutch (TCC) control mode the throttle must be
opened more than this value, the engine speed must be over some minimum RPM, the
coolant temperature must be over 120 degrees F and 4th gear is sensed to activate the
TCC relay. Once the relay is energized it will not turn off until the speed drops below a
minimum level or the throttle exceeds the TCC WOT throttle level or the throttle falls below
the minimum TCC throttle level or 4th gear is no longer active.
A starting value of approximately 10% is suggested.
Range:
0 to 100
Units:
% of Total Throttle Range
Resolution: 0.392
TCC Minimum RPM
Once the torque converter clutch (TCC) relay is energized, if the engine speed falls below
this value, the TCC relay will be turned off.
A starting value of approximately 1500 RPPM is suggested.
Range:
0 to 12,000
Units:
RPM
Resolution: 50
TCC Maximum RPM
When in the normal Torque Converter Clutch (TCC) control mode the engine speed must
be greater than this value, the throttle position must be over some minimum opening, the
coolant temperature must be over 120 degrees F and 4th gear is sensed to activate the
TCC relay. Once the relay is energized it will not turn off until the speed drops below a
minimum level or the throttle exceeds the TCC WOT throttle level or the throttle falls below
the minimum TCC throttle level or 4th gear is no longer active.
A starting value of approximately 2500-RPM is suggested.
Range:
0 to 12,000
Units:
RPM
Resolution: 50
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TCC Wide Open Throttle Unlock - (%) Throttle Position
When in the normal torque converter clutch control mode when the throttle exceeds this
value the torque converter clutch (TCC) control relay is turned off. The relay will remain off
for the amount of time specified by the TCC WOT Unlock Period. The relay will be
energized again after the WOT unlock period if the engine speed and throttle position are
over their respective thresholds and 4th gear is still active.
A starting value of approximately 90% is suggested.
Range:
0 to 100
Units:
% of Total Throttle Range
Resolution: 0.392
TCC Exit Wide Open Throttle Unlock – (%) Throttle Position
When in the normal torque converter clutch (TCC) control mode the toque converter clutch
relay is turned off for some amount of time when over the WOT Unlock TCC Throttle
value. The TCC control strategy reverts back to normal cruise TCC control mode when the
throttle is below this value.
A starting value of approximately 70% is suggested.
Range:
0 to 100
Units:
% of Total Throttle Range
Resolution: 0.392
TCC Wide Open Throttle Unlock Period (seconds)
When in the normal torque converter clutch (TCC) control mode the toque converter clutch
relay is turned off for this amount of time when over the WOT Unlock TCC Throttle value.
The TCC control relay will be turned back on once this time has elapsed and the engine
speed and the throttle and engine speed is over the their respective minimum amounts
and 4th gear is active.
A starting value of approximately 5 Seconds is suggested.
Range:
0 to 40
Units:
Seconds
Resolution: 0.16
TORQUE CONVERTER – TCC DELAY
TCC Load Delay
The values in this table specify the amount of time that the ECM will wait to activate the
torque converter clutch control relay after all of the conditions are satisfied to require its
activation (Refer to TCC RPM and TPS threshold tables and TCC configurations). The
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manifold pressure is used as an index into this table. The amount of time to delay the
converter lock is selected based on the value of the intake manifold pressure.
Index: Manifold Absolute Pressure
Range:
0 to 40.8
Units:
Seconds
Resolution: 0.16
CONFIGURATION - SENSOR MEASUREMENTS
Ignition Voltage Filter Rate (Pro Version only)
The ECM is connected to the ignition voltage. The ECM strategy employs a filtering
algorithm that works to smooth the signal and eliminate noise. The cleaner this signal is
the more reliable the results of the ECM control strategy are.
The ignition voltage is used to determine a variety of correction factors for some of the
control functions. It is also used to determine when the ignition switch is turned on/off. This
value establishes how much the voltage signal is filtered. The larger the value the slower
the signal looks to the control strategy. Smaller values allow the ECM to recognize the
signal quicker but also allow more noise to be passed as well. A value of approximately 50
is recommended.
Range:
9 to 900
Units:
milliseconds
Resolution: varies from 4 to 400 (logarithmic function)
Throttle Position Filter Rate (Pro Version only)
The ECM is connected to a throttle position sensor (TPS). The ECM strategy employs a
filtering algorithm that works to smooth the sensor’s signal and eliminate noise. The
cleaner this signal is the more reliable the results of the ECM control strategy are.
The throttle position is used by the ECM strategy to determine a number of fueling, NOS,
torque converter, fan, air conditioning clutch and idle control responses. This value
establishes how much the throttle position signal is filtered. The larger the value the
slower the signal looks to the control strategy. Smaller values allow the ECM to recognize
the signal quicker but also allow more noise to be passed as well. A value of
approximately 20 is recommended.
Range:
9 to 900
Units:
milliseconds
Resolution: varies from 4 to 400 (logarithmic function)
Manifold Pressure Filter Rate (Pro Version only)
The ECM is connected to an intake manifold absolute pressure sensor (MAP). The ECM
strategy employs a filtering algorithm that works to smooth the sensor’s signal and
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eliminate noise. The cleaner this signal is the more reliable the results of the ECM control
strategy are.
The manifold pressure is used by the ECM strategy to determine a number of fueling,
ignition and torque converter control responses. This value establishes how much the
manifold pressure signal is filtered. The larger the value the slower the signal looks to the
control strategy. Smaller values allow the ECM to recognize the signal quicker but also
allow more noise to be passed as well. A value of approximately 20 is recommended.
Range:
9 to 900
Units:
milliseconds
Resolution: varies from 4 to 400 (logarithmic function)
Atmospheric Pressure Filter Rate (Pro Version only)
The ECM is connected to an atmospheric pressure sensor. The ECM strategy employs a
filtering algorithm that works to smooth the sensor’s signal and eliminate noise. The
cleaner this signal is the more reliable the results of the ECM control strategy are.
The atmospheric pressure is used by the ECM strategy to determine a number of fueling
and ignition control responses. This value establishes how much the atmospheric
pressure signal is filtered. The larger the value the slower the signal looks to the control
strategy. Smaller values allow the ECM to recognize the signal quicker but also allow
more noise to be passed as well. A value of approximately 150 is recommended.
Range:
9 to 900
Units:
milliseconds
Resolution: varies from 4 to 400 (logarithmic function)
Engine Temperature Sensor Filter Rate (Pro Version only)
The ECM is connected to an engine coolant temperature sensor (ECT). The ECM strategy
employs a filtering algorithm that works to smooth the sensor’s signal and eliminate noise.
The cleaner this signal is the more reliable the results of the ECM control strategy are.
The coolant temperature is used by the ECM strategy to determine a number of fueling,
ignition, torque converter and fan control responses. This sensor is also used for
estimating the intake port temperature. This value establishes how much the coolant
temperature sensor signal is filtered. The larger the value the slower the signal looks to
the control strategy. Smaller values allow the ECM to recognize the signal quicker but also
allow more noise to be passed as well. A value of approximately 150 is recommended.
Range:
9 to 900
Units:
milliseconds
Resolution: varies from 4 to 400 (logarithmic function)
Intake Air Temperature Sensor Filter Rate (Pro Version only)
The ECM is connected to an intake air temperature sensor (IAT). The ECM strategy
employs a filtering algorithm that works to smooth the sensor’s signal and eliminate noise.
The cleaner this signal is the more reliable the results of the ECM control strategy are.
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The intake air temperature is used by the ECM strategy to determine a number of fueling
and ignition control responses. This sensor is also used for estimating the intake port
temperature. This value establishes how much the intake air temperature sensor signal is
filtered. The larger the value the slower the signal looks to the control strategy. Smaller
values allow the ECM to recognize the signal quicker but also allow more noise to be
passed as well. A value of approximately 150 is recommended.
Range:
9 to 900
Units:
milliseconds
Resolution: varies from 4 to 400 (logarithmic function)
Manifold Surface Temperature Sensor Filter Rate (Pro Version only)
The ECM is connected to an intake manifold skin/surface temperature sensor (MST). The
ECM strategy employs a filtering algorithm that works to smooth the sensor’s signal and
eliminate noise. The cleaner this signal is the more reliable the results of the ECM control
strategy are.
The manifold surface temperature is used along with the engine coolant and intake air
temperature by the ECM strategy to calculate the intake port temperature. This value
establishes how much the manifold surface temperature sensor signal is filtered. The
larger the value the slower the signal looks to the control strategy. Smaller values allow
the ECM to recognize the signal quicker but also allow more noise to be passed as well. A
value of approximately 150 is recommended.
Range:
9 to 900
Units:
milliseconds
Resolution: varies from 4 to 400 (logarithmic function)
HEGO/UEGO Filter Rate
The ECM can be connected to either a Heated Exhaust Gas Oxygen (HEGO) sensor or a
Universal Exhaust Oxygen (UEGO) sensor-conditioning module. Both sensors measure
oxygen levels in the exhaust. Exhaust oxygen content in turn is proportional to the air to
fuel ratio of combustion. The ECM strategy employs a filtering algorithm that works to
smooth the sensor’s signal and eliminate noise. The cleaner this signal is the more
reliable the results of the ECM control strategy are.
The exhaust oxygen sensor is used by the ECM strategy to determine a number of fueling
control responses. This value establishes how much the exhaust oxygen sensor signal is
filtered. The larger the value the slower the signal looks to the control strategy. Smaller
values allow the ECM to recognize the signal quicker but also allow more noise to be
passed as well. This table allows the user to modify the response as a function of mass air
flow. Generally, the values would be low at low levels of mass air flow, with increasing
response as mass air flow increases.
Range:
9 to 1048
Units:
milliseconds
Resolution: varies from 4 to 400 (logarithmic function)
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DIAGNOSTICS MENU
Engine Status Monitor
This screen offers a general overview of many critical operating parameters that is
updated in real-time, as the engine operating point changes. The read-only values
displayed on the screen are described below.
Engine Status Monitor
Cylinder Fuel Coefficients: Cylinders 1-8.
This is the amount of correction that is being applied to the current fueling strategy for
each individual cylinder based on the associated individual cylinder correction fueling
tables in the ECM calibration strategy. A value above 1.0 indicates that fuel is being added
to the current fueling strategy in order to correct to the given target air to fuel ratio as
selected in the Target Air to Fuel ratio calibration table. A value below 1.0 indicates that
fuel is being subtracted from the current fueling strategy to correct to the current air to fuel
ratio.
Fueling Parameters: These are various corrections that are applied to the fueling strategy
in the ECM based on current operating points.
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Patm Ve Coef: Correction applied to the current Base VE value based on the current
measured atmospheric pressure.
Est. IPT Ve Coef: Correction applied to the current Base VE value based on the current
estimated intake port temperature value.
Tot. ECT Ve Cor: Total correction applied to the current Base Ve value based on the
current engine coolant temperature sensor value.
AftSrt Fuel Coef: Correction applied to the current fueling strategy based on elapsed time
since the engine was started.
INJ PW VT: Correction applied to the fuel injector pulse with value based on the current
measured ignition voltage value.
Tot Fuel Rate: Total amount of fuel being delivered to the engine in units of pounds per
hour.
Target A:F: Current target air to fuel ratio as specified in the target air to fuel ratio
calibration table.
Ignition Terms: The amount of timing that is added/subtracted from the base value based
on current operating conditions.
IGN ECT Adv: Timing adjustment based on the current engine coolant temperature sensor
value.
Startup Advance: Additional degrees of timing added based on elapsed time since the
engine was started.
Idlespark Adv: Additional degrees of timing added based on the current idle control
strategy.
Knock Retard: Degrees of timing currently being subtracted based on the detection of a
knock condition by the knock sensor.
IGN IPT Adv: Additional degrees of timing added based on the current estimated intake
port air temperature.
NOS Advance: Timing adjustments based on the current state of the Nitrous Oxide control
strategy and NOS retard tables.
Nitrous Oxide System Status: Estimated and actual NOS fueling values based on current
engine operating points.
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NOS Fuel Rate: Most recent rate of NOS fuel delivered to the engine based on the current
NOS control strategy, in pounds per hour.
Stage Status: Displays “Disabled”, “Ready”, or “Active” based on the curret NOS stage
enable setting from the configuration screens.
Calculated Fuel: CALCULATED amount of NOS fuel that WOULD BE DELIVERED to the
engine IF the current stage was active.
Trim Only: CALCULATED amount of NOS Trim fuel that WOULD BE DELIVERED to the
engine IF the current stage was active.
Estimated HP: Estimated horsepower gain achieved by the engine if the calculated
amounts of NOS fuel were delivered to the engine.
Input Diagnostics
The Input Diagnostics Screen (CTRL-D) contains simulated LED displays for the cam and
crank signal inputs. The LEDs will change state when cam and crank inputs to the ECM
change state. The crank signal is toggled so that it is active every other crank tooth, but
actually changes state on every crank tooth. The cam LED is lit from when cam signal first
becomes active, through the next crank event in order to make it more useful. Also
included are numeric displays for Engine Coolant Temperature, Intake Air Temperature,
Manifold Surface Temperature, and Throttle Position Sensor.
Note that the LED displays will only be useful during cranking, and at very low operating
speeds. Due to varying sampling rates, the sequence of the LEDs may appear not to be
correct at higher engine RPMs. This is because it is not possible to update the screen as
quickly as the cam and crank input lines change state at higher engine speeds.
Clear Error Codes
This menu selection will bring up a list of current error codes generated by the ECM. A
brief explanation of each code is present, and all of the codes can be cleared at once from
this screen by clicking on the ‘Acknowledge and Clear’ button. For an ECM with firmware
revision 3.2 or higher, you can also enable/disable individual error codes by selecting the
‘Enable/Disable’ button from the error codes screen.
View Error Codes
This menu item loads a list of all possible error codes that can be generated by the ECM.
No information on current error codes residing in the ECM is displayed here.
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Establish Communication
This menu selection (F9) will attempt to re-establish communications with the ECM in the
event of any kind of communication system failure. If no communication with the ECM
can be maintained, there may be a problem with your computer, cables, or the ECM. If the
ECM is changed after experiencing a communication failure, you must re-establish
communications through the splash screen, Edit Data from ECM.
HELP MENU
About CalMap
This menu item brings up the CalMap splash screen and identification data about the
program.
Calibration Tool Help
This menu item loads the CalMap ONLINE Help subsystem. Detailed context-specific
help information is also available from any screen within CalMap by pressing the F1 key.
Drawings/Schematics
This menu item loads the CalMap ONLINE Drawings subsystem. It is also accessible by
pressing the CTRL and F1 keys from anywhere within CalMap. See the following section
for some of the available drawings and wire lists.
View Access Privileges
If you are working with a password-protected calibration, this menu item will display the list
of screens and calibration tables that are accessible.
Keyboard Shortcuts
This menu item will display a printable listing of all the available shortcut key commands.
See the keyboard shortcuts section in this manual for details.
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Wire List and Wiring Harness Overviews
The following wiring harnesses diagrams and wire lists are taken from the CalMap Online
Drawings and Wiring Diagrams. You can access these drawings by pressing the Control
and F1 keys (CTRL-F1) from anywhere within the DFI CalMap calibration software, or by
selecting the "Drawings/Schematics" item from the Help menu.
Main Wire Harness Overview
145
ECM Header Main Wire List
Page 1
146
Page 2
147
Cylinder Position Wire Listing / Firing Orders
Typical Firing Orders
148
GM 6 Cylinder Injector Harness
149
GM 8 Cylinder Injector Harness
150
Ford 8-Cylinder Injector Harness
151
Honda 4 Cylinder Injector Harness
152
TBI Injector Harness
153
Universal SEFI IPU Ignition Harness
154
F-Body Coil Power Harness
F-Body Distributor Coil Adapter Harness
F-Body Small Cap HEI Ignition Adapter
HEI Large Cap Ignition Adapter
155
Ford Thick Film Ignition (TFI) Adapter
Buick GN DIS Ignition Harness
156
Buick GN DIS Coil Adapter
157
LT1 Idle Air Controller Adapter
LT1 Ignition Adapter Harness
158
LT1 TPS Adapter Harness
159
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