F1 Activates the CalMap Help subsystem.

F2 Loads the Base Volumetric Efficiency 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 Saves or Downloads Global calibration from ECM.

F7 Programs or Uploads Global calibraiton to ECM.

F8 Clears all the Error Codes in the ECM.

F9 Attempts to re-establishes communication with the ECM.

F11 Loads the Tau vs. MAP/ECT table.

F12 Loads the Acceleration Threshold editor.

ESC Closes the current screen/window.

CTRL-C Loads the ECM Control Configuration Screen.

CTRL-E Loads the ECM Active Error Code Acknowledge screen.

CTRL-F Loads the Data Logging Fuel Analysis Subsystem

CTRL-G Loads the Data Logging Analysis subsystem.

CTRL-L Loads the Data Logging subsystem with the currently loaded configuration.

CTRL-M Activates the Mathematical Options box on Table editing screens only.

CTRL-N Loads the ECM Sensor Measurement Configuration Screen.

CTRL-R Loads the Data Logging Replay subsystem.

CTRL-S Loads the ECM System Configuration Screen.

CTRL-X Exits the CalMap Engine Monitoring Environment.

ALT-F Begins navigation in the File menu.

ALT-U Begins navigation in the Fuel menu.

ALT-I Begins navigation in the Ignition menu.

ALT-D Begins navigation in the Idle menu.

ALT-N Begins navigation in the Nitrous menu.

ALT-L Begins navigation in the Data Logging menu.

ALT-C Begins navigation in the Configuration menu.

ALT-G Begins navigation in the Diagnostics menu.

ALT-H Begins navigation in the Help menu.

ALT-3 Displays 3-Dimensional graph of table data.

Arrow Keys Moves Individual Cell Edit Box around on table data.

ENTER Sends current Cell Edit Box value to the ECM.

Shift-Arrow Moves Highlight Border around table cells.

CTRL-M Selects Mathematical Options box for currently highlighted data.

ALT-F-S Sends ALL current table data to the ECM.

[ (Left Bracket) Decrements the value of the cell inside the Cell Edit Box.

] (Right Bracket) Increments the value of the cell inside the Cell Edit Box.

Arrow Keys Moves Individual Cell Edit Box around on table data.

ENTER Sends current Cell Edit Box value to the ECM.

Shift-Arrow Moves Highlight Border around table cells.

CTRL-M Selects Mathematical Options box for currently highlighted data.

ALT-F-S Sends current table data to the ECM.

[ (Left Bracket) Decrements the value of the cell inside the Cell Edit Box.

] (Right Bracket) Increments the value of the cell inside the Cell Edit Box.

Up/Dn Arrows Up/Down Keys raise or lower the value of the table.

F10 Sends the current data value to the ECM.

L/R Arrows Changes the location of the yellow editing cursor on the graph.

F Increases the Incremental data change via an arrow key by 10x.

S Resets the incremental data change via an arrow key to the minimum value.

ENTER Sends data from the current graph to the ECM.

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.

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.

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.

This will save the current state of all editable tables and graphs from the ECM into a disk file with the suffix .ECM.

This command will load the all editable tables and graphs in the ECM from data stored in a disk file with the suffix .ECM.

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.

This command brings up the CalMap password options edit box. The user password can be entered, modified, and cleared from this screen.

This will print the current screen using the default printer selected through your operating system.

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)

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 than 1.0 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

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 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

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

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, t -amount.

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 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

.
Tau vs. MAP/ECT

X Index: engine coolant temperature

Y Index: Manifold absolute pressure

Range: 0 to 100

Units: %

Resolution: 0.392

Index: Estimated mass airflow

Range: 0 to 100

Units: %

Resolution: 0.392

When the engine requires a change in instantaneous fueling, the ECU 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

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.

Range: 0.5 to 3.5

Units: None (Coefficient)

Resolution: 0.117

Range: 0 to 100

Units: None (Coefficient)

Resolution: 0.39

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

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

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 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

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.

Units: crank angle degrees

Resolution: 10

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

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 UEGO sensors (Universal Exhaust Gas Oxygen).

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

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

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 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

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

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.

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

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

The values in this table specify an estimated manifold absolute pressure for a given 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.

All of the calibration tables and calculations in the ECM 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

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

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 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

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, proportional control 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

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 user to calibrate the preferred relatively, stable, slow response at idle, and the preferred stable, fast response while at higher engine air flows.

Range: 0 to 100

Units: None (Coefficient)

Resolution: 0.0392

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

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

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 air flow 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. When the mixture in the exhaust is leaner than the stoichemetric ratio, then the sensor signal is below stoich voltage. When the mixture is richer than the stoichemetric ratio, then the sensor signal is above the stoich voltage. 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

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

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

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 60-180 seconds for a hot engine.

Range: 0 to 1275

Units: seconds

Resolution: 5

This table is intended to provide a smooth transition between open and closed loop fuel control. The absolute value indexed in this table is the difference between the stoichimetric fuel ratio and the target air fuel ratio. Typically, the table would range from 100 index at 0.0 difference to, 0 index at specified stoich —target difference. Refer to the Target A:F table and the Lambda stoichimetric A:F ratio values when setting this table.

Index: Difference between Stoich A:F ratio and Target A:F ratio

Range: 0 to 100

Units: None, Coefficient

Resolution: 0.392

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 to start the ignition advance is set to the base amount that is determined by the Advance Offset value. As the engine turns 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 Start-up Advance) the Start-up advance term then begins to be phased-out. The start-up advance term is phased 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

The values in this table specify the time between start-up 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 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

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

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

The values in this table specify an advance term that is added to the base ignition advance as a function of the amount of atmospheric pressure volumetric efficiency correction. The atmospheric pressure volumetric efficiency coefficient serves as a pointer into this table. The pointer selects the amount of advance to be added to the base timing value. Generally, as volumetric efficiency increases this term should become more negative.

Index: Atmospheric Pressure Volumetric Efficiency Coefficient

Range: -32.0 to +32.75

Units: Crankshaft degrees

Resolution: 0.25

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 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

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.

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

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

Range: -32.0 to 31.75

Units: Crankshaft degrees

Resolution: 0.25

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

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

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 Ve Table RPM Scale

Y Index: Manifold absolute pressure

Range: 0 to 12.5

Units: Seconds

Resolution: 0.049

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

The values in this table specify an amount of time to be added to the base ignition dwell period as a function of ignition voltage. As the ignition voltage drops, the length of time required for the coil to reach the desired level increases. In order to maintain a constant peak ignition coil current over the range of ignition voltage the values in this table need to be entered. The characteristics of the ignition coil determine the shape of the curve that this table forms.

Index: System Voltage

Range: 0.0 to 16.0

Units: milliseconds

Resolution: 0.064

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

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

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

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

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 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

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

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)

Resolution: 0.392

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

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

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

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

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

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 ECU.

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.

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

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

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

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

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

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 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

This value specifies the minimum throttle that the stage 1 nitrous oxide relay can be energized. Throttle opening percentages below this value disable the stage 1 NOS relay. Refer also to stage 1 delay and minimum RPM calibration values and fully closed/open throttle voltage calibration settings.

Range: 0 to 100

Units: % of throttle range

Resolution: 0.392

This value specifies the minimum engine speed that the stage 1 nitrous oxide relay can be energized. Engine RPM's below this value disable the stage 1 NOS relay. Refer also to stage 1 delay and minimum throttle calibration values.

Range: 2000 to 12700

Units: RPM

Resolution: 50

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.

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.

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

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

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 ECU.

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

.

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

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

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

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

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

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 1 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

This value specifies the minimum throttle that the stage 2 nitrous oxide relay can be energized. Throttle opening percentages below this value disable the stage 2 NOS relay. Refer also to stage 2 delay and minimum RPM calibration values and fully closed/open throttle voltage calibration settings.

Range: 0 to 100

Units: % of throttle range

Resolution: 0.392

This value specifies the minimum engine speed that the stage 2 nitrous oxide relay can be energized. Engine RPM's below this value disable the stage 2 NOS relay. Refer also to stage 2 delay and minimum throttle calibration values.

Range: 2000 to 12700

Units: RPM

Resolution: 50

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.

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.

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

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

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.

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 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

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

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

This value specifies the minimum throttle that the stage 3 nitrous oxide relays can be energized. Stage 3 NOS is when both the stage 1 and stage 2 relays are energized. Throttle opening percentages below this value disable the stage 3 NOS relays. Refer also to stage 3 delay and minimum RPM calibration values and fully closed/open throttle voltage calibration settings.

Range: 0 to 100

Units: % of throttle range

Resolution: 0.392

This value specifies the minimum engine speed that the stage 3 nitrous oxide relay can be energized. Stage 3 NOS is when both stage 1 and stage 2 relays are energized. Engine RPM's below this value disable the stage 3 NOS. Refer also to stage 3 delay and minimum throttle calibration values.

Range: 2000 to 12700

Units: RPM

Resolution: 50

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.

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.

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

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

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:

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.

This will load a pre-existing configuration into the Data Logging subsystem, and then load the Data Logging subsystem.

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 1/2 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.

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. After the data has been recorded from the ECM, if the data has been saved to disk in a logging file, it is now time to use CalMap’s Data Analysis Subsystem to analyze the data.

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 which will save the current configuration as the Autolog configuration.

Selecting this option will set up the Autolog feature to record 6 of the most critical variables involved in the engine’s fueling control strategy. Engine Speed and Percent Manifold Pressure, are some of the pre-defined variables for this configuration. This option must be selected if you intend to use the CalMap Data Logging Fueling Analysis option, but it is not necessary to use the Fueling Analysis to look at data logged using this configuration.

Selecting this option will set up the Autolog feature to record 6 of the most critical variables involved in the engine’s ignition control strategy. Engine Speed and Percent Manifold Pressure are some of the pre-defined variables for this configuration.

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 Autologging 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.

There are three options for analyzing data that was previously recorded using the CalMap Data Logging Subsystem.

1.) 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 single-stepped 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.

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.

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.

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 appear as displayed in Figure 8. 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.

Range: 4 to 8

Resolution: 1

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: 58 to 825

Units: Cubic Inches

Resolution: 3.2

The circuitry in the ECM contains some amount of filtering on the ignition inputs and outputs which cause some delay in measuring the actual crank pick-up signal and pulsing the output ignition coil driver. The ignition pick-up and ignition coil driver module likewise has some inherent response delays.

This value allows for the compensation of all of the ignition delays in the system. If the measured ignition advance tends to diverge from the total advance setting displayed on 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. A starting point of 110 is recommended.

Range: 0 to 999

Units: microseconds

Resolution: 4.0

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

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

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:

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

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

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

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 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

In order for the ECU to process spark and fuel timing properly, the ECU must recognize the signal waveforms from your cam and crank sensors. The ECU 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. 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, the ECM must be turned off for no less than 20 seconds before the new setting is recognized.

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.

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 ECU will automatically calculate the pressure differential across the injector.

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 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. In Batch mode, sequence is not relevant. 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 Batch 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. Using this same example, in Staged Batch mode, both the primary and secondary banks each would fire eight injectors. In this configuration, each injector output is wired to two, high impedance, similar flow rate injectors. 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 1234 in the table. See more information see Figure F. 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.

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

This is the temperature, as sensed by the engine coolant temperature sensor, that the fan relay is energized.

A value of 205 F is recommended.

Range: 150 to 250

Units: Degrees Fahrenheit

Resolution: 1.2

This is the temperature, as sensed by the engine coolant temperature sensor that the fan relay is turned off.

A value of 185 F is recommended.

Range: 150 to 250

Units: Degrees Fahrenheit

Resolution: 1.2

This is the engine speed, in RPM, that the shift light is turned on. When engine speed falls below this value the light is turned off.

Range: 0 to 12000

Units: RPM

Resolution: 50

When the switch is set for Max RPM, sequential ignition rev limiting is continuously active. Rev limiting will commence 100 RPM before the value set in the Ignition Cut-Off Speed table. 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 in excess of 6 volts at position K3(Stage). If this input is grounded or floating, no 2-Step Rev Limiting will occur.

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

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.

Range: 2000 to 12,750

Units: RPM

Resolution: 50

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

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.

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 stoichimetric 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 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.

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.

Enter the status, 12 volts (high), or 0 volts (low), of the 4^th gear signal from the transmission. The output from the transmission will be active in 4^th gear only.

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

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

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

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

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

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

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

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 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

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)

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)

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 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)

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)

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)

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.

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)

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)

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)

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 square.

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.

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.

This menu item brings up the CalMap splash screen and identification data about the program.

This menu item loads the CalMap ONLINE help subsystem.