?_|l:GE EMS 8860Copyright ...0RegisterRoutine("MMSYSTEM","sndPlaySound","Si")-RegisterRoutine("MMSYSTEM","mciExecute","S")BrowseButtons()Zmain>FO/MAINEMS 8860 dOz0W rO)M##O,l?ZsecondaryWindow1MS 8860 dOz0W rO)W##O,l@@@@ZsecondaryWindow2MS 8860 dOz0W rO)W##O,lZsecondaryWindow3MS 8860 dOz0W rO)W##O,lZsecondaryWindow4Glossary dOz0W rO)W##O,lZsecondaryWindow5Indexry dOz0W rO)W##O,l/&;)z4""|CONTEXT|CTXOMAPM|FONT|KWBTREE|KWDATA|KWMAP|SYSTEM|TOPIC|TTLBTREE|bm0|bm1#|bm10 |bm118 |bm12 |bm13 |bm14 |bm15x |bm16p |bm17+ |bm18r |bm19S# |bm2|bm20 |bm21V |bm22d |bm23 |bm24j|bm3|bm4G|bm5|bm6M|bm7&|bm8T|bm9e  @L1LBGetting Started= * $&6Getting StartedL5 86When you start the 8860 ECU Control Software the first screen to appear is the tuning screen. You can read data from the ECU or a saved file by selecting the appropriate menu option. To read from a saved file you go to menu option "File -> Open Tune File", select the file you want and press the "OPEN" button.To read from an ECU you must first have one connected and on-Line. You can tell if an ECU is on line when the green light on the bottom right corner of the window is flashing. To bring a connected ECU on-line go to menu option "ECU -> On Line". If the command is successful then the green light will be flashing.To read from the ECU go to menu option "ECU -> Read from ECU". If the ECU is connected and On Line then the information will start down loading into the PC/Laptop.All ECU data is saved in files. You can create any number of files each with a different name. To save the data to a file go to menu option "File -> Save Tune File" and press the "SAVE" button.)& 4N^4'* $h6Setting the ECU parameters for a specific engine(O( 6Press the Goto "ECU Setup" button to go to the ECU Setup screen. Use this screen to set the parameters for a specific engine. You can set parameters such as number of cylinders, number of igniters, types of engine sensors attached, load sensor type etc.)'x& 4NJO0 046Fa_OSee ECU Setup Screen9x* $6Auxiliariesr) "6There are 2 parts to the Auxiliary Control Settings screen.Output Control Circuits and Input Control circuits)& 4Nk.*= J\6;ޤ&Isee digital InputSee Turbo Anti LagFp* $86 Output Control circuits* * "6The 8860 provides 8 programmable auxiliary outputs, each output can perform one of 12 functions. 8 of the 12 functions can be used to control relays and tachos, the remaining 4 provide pulse width modulated output for controlling variable devices such as idle control motors, stepper motors and boost control.Use the Auxiliary Output screen to define the function for each output.)pD & 4Nq4 = Jh6NwuދASee Auxiliary OutputsSee PWM Modes 9 - 12;D * $"6Engine TuningZ w - (6The 8860 control software provides a graphical view of the ECU mappings.This gives the user an instant overall picture of how an engine is tuned, highlighting any abnormalities.All engine tuning is performed via this screen. If the Ecu is on line with this computer ,any change made to the tuning maps is instantly transmitted to the ECU.) & 4Nw X ~6~8*D+[jznƀSee Fuel and Ignition Tuning MapsSee Barometric CompensationSee Temperature CompensationSee Clearing a flooded engine; * $"6Tune Analyserc G' 6Tune Analyser is a feature designed by EMS to assist in tuning an engine to its peak performance) p& 4NGG0 0.6, nSee Tune Analyzer:p* $ 6Data Logging @1 06The 8860 system provides flexible data logging capabilities to assist in gaining the maximum efficiency from an engine.NOTE: Data logging is only available if the ECU is attached fordata logging. @ )5@& 4NF @{@0 0,6xSee Log Controls=5@@* $&6Wiring DiagramsW{@B N63vȆzcoARӀp<O@CĀ%Jހ'1!2$ECU ConnectionsAuxiliary Input ConnectionsAuxiliary Output ConnectionsInjector ConnectionsTrigger and Sync Sensor ConnectionsHall SensorEMS Igniter WiringNOS Wiring Diagram6 Cylinder DFI Wiring Diagram4 Cylinder DFI Wiring Diagram2 Rotor DFI Wiring Diagram3 Rotor DFI Wiring DiagramA@C1,CGECU Setup screen>BNC* $(6ECU Setup ScreenhACC' 6Describe all of the engine specific parameters in this screen.)NCC& 4N1CE c6j<ت 7ÀgYZURW,+Cthu9 X܀9kcnBCLoad SourceInjector ArrangementTrigger SensorTrigger EdgeTrigger Pull Up ResistorNumber of Trigger TeethSync SensorSync EdgeSync Pull Up ResistorStatic TimingLambda SensorNumber of CylindersIgnition TypeNumber of IgnitersDwell mS CG NA6'N&'X?DPi݄O{^eʀHzʀG`\-:`Injector OhmsSensitivityAspiration (Intake Induction)Supercharger BoostAcceleration EnrichmentEnrichment DurationSoft Rev LimiterHard Rev LimiterBoost CutDeceleration Fuel CutCalibrate Throttle Position SensorBase PWM Frequency< EH1HtKLoad Source9GLH* $6Load SourceHKK9 @6There are two load source .Load source 1 is the main default load source that the ecu uses in theFuel and ignition main MAPS if load source 2 is selected to Off.If load source 2 is also selected, the ECU will take an average of both anduse the result in the fuel and ignition maps.The main use is e.g Nissan GTR twin turbo.(or any engine with 2 air flow meters)If the tuner would like to tune off the 2 original air flow meters,They would be connected to 2 of the Analog input channels.Select analog # for the first load sourceSelect analog # for the second load sourceThe ecu will then take the average reading of both the airflow meters and use this result in the fuel and ignition maps. )LHtK& 4NEKKK1,KInjector ArrangementBtKK* $06Injector Arrangement_2KZL- *d6Multi point 360 for rotary and piston enginesxKKM- (6Check the position of the fuel injectors. They must be fitted as Multi Point (1 injector per cylinder). When Multi-point 360 is selected regardless of the number of cylinders, the computer will fire the injectors twice every engine cycle (once per crank revolution). NOTE: Throttle body should be selected for 2 strokes. )ZLM& 4NY,MTN- *X6Multi point 720 for piston engines onlyM / ,#6Check the position of the fuel injectors. They must be fitted as Multi Point (1 injector per cylinder). When Multi-point 720 is selected regardless of the number of cylinders, the computer will fire the injectors once every engine cycle (two complete crank revolutions). Using Multi point 720 will provide smother idle with larger injectors.Throttle body should be selecteTN tKd for 2 strokes. )TNI& 4Nj= - *z6Throttle Body for rotary and 2 or 4 cycle piston enginesk@I+ $6Check the position of the fuel injectors. They may be fitted to a Throttle Body (all injectors at one single point).When throttle body is selected the computer fires the injectors every ignition pulse if it is a 6cyl or less. If it is a V8 or more the computer will fire the injectors every 2nd ignition pulse. )G& 4NN0 0<6oSee Injector connectionsEGڂ1ڂTInjector connectionsB* $06Injector Connections8ڂT3 6 6 "?1=Trigger SensorATԃ* $.6Trigger Sensor Type5 * $6Generalԃ( 6Signals from Optical, Hall or Magnetic sensors can be used to trigger the Ecu on the trigger circuit or the sync circuit. These inputs are programmable by selecting either of the following.) & 4N<V* $$6Hall / Optical\ۅ) "6Hall and Optical sensors are usually 3 wire sensors. They produce a square wave signal.)V& 4N]-ۅa0 0Z6ARӀSee Trigger and sync sensor connections6 * $6MagneticrIa ) "6Magnetic sensors are 2 wire sensors.They produce a sine wave signal.)2& 4N_/ 0 0^6ARӀSee Trigger and sync sensor connections.T#21nTrigger and sync sensor connectionsQ'6* $N6Trigger and Sync Sensor Connections8n3 6 6 "< 611TriggerEdge:n* $ 6Trigger Edge5 * $6General* "S6The trigger edge determines whether the computer is triggered by the positive or negative edge of the trigger signal. The computer can be triggered by either edge.)& 4N:O* $ 6For MagneticW.) "\6The trigger edge must be set to positive.)Oϊ& 4NH* $<6For Hall / Optical sensorsϊ5 8y6Depending on the sensor Wheel Slots / Teeth, The signal will either be Rising orFalling at approx 10 degrees BTDC.If unknown, connect a multi meter from the Trigger wire to ground and watch the voltage level change while turning the engine slowly by hand to determine if the signal is Rising or Falling.If Rising, select + TriggerIf Falling, select - Trigger.DANGER !Disconect the ignition coils before rotating the engine by hand.)1& 4N= n1/nlTrigResistor>1* $(6Trigger Resistorn* "6When Hall is selected for the trigger input, the "TRIGG RES" feature gives you the option of selecting "ON" if the ECU is to Introduce a 1000 ohm pull up resistor to 8V or "OFF" if the 1000 ohm resistor is to be disconnected.)& 4N83 6 6 "/ ,6 TRIG RES "ON" TRIG RES "OFF"The "ON" is usually selected if the 8860 ECU alone is to be connected to the trigger sens1or .If 8860 is installed in a piggy back situation where the original ECU is still connected to the trigger sensor then both computers' will share the signal.Since the original ECU has a pull up resistor in circuit, the 8860 pull up should be selected to be "OFF".)F& 4N=* $&6Magnetic SensorFC* "-6When a magnetic sensor is selected for the Trigger sensor, the TriggerResistor is automatically turned off by the Ecu regardless of this setting.)l& 4N: C1V TrigTeethIl* $>6No. of teeth per cam cycleI8* $>61 tooth per cylinder firing<, &6In situations where there is 1 tooth per cylinder firing you can select either "Multi teeth off" or a number that is equal to the number of cylindersSync sensor is not required if single ignition coil is used.)8e& 4NI<0 026lSee Teeth Per Cycle9e* $6Multi tooth6 :c6If there are more Trigger teeth per cycle than cylinders, Key in the amount of teeth per cam cycle.Note: The amount of Teeth per cycle must divide down equally by the amount of cylinders.Eg. 24 teeth divided by 4 cylinder = 6. This is ok.Eg. 18 teeth divided by 4 cylinder = 4.5. WILL NOT WORK !The teeth must be spaced evenly and a sync sensor MUST be used.The trigger tooth directly after the sync tooth is the index tooth.The index tooth is usually positioned in front of the Trigger sensor when the engine is at 10 BTDC on cylinder No. 1If "Missing tooth" Ignition mode is selected then you can set the index tooth by setting the "No. of teeth after missing" field.)& 4Nq1 06NOTE:If the trigger wheel is running at the same RPM as the crank then you must double the number of teeth counted on the wheel and enter the number into to "No. of teeth per cam cycle" field. If the trigger wheel is running at the same RPM as the cam then you must count the teeth on the wheel and enter the number into to "No. of teeth per cam cycle" field.)& 4N: 1S Per Cycle=9* $&6Teeth per cycle0 .61 engine cycle = 2 complete crankshaft revolutions for 4 stroke engines.In this time the distributor would rotate 1 complete turnIf the trigger teeth are in the distributor or camshaft driven crank angle sensor,count the number of trigger teeth and enter it into the "No. of teeth per cam cycle " setting.If the trigger teeth are on the crankshaft, count the teeth and double.)9& 4N< Q1A- QiSync Sensor>* $(6Sync Sensor Type5 Q* $6General) 6Signals from Optical, Hall or Magnetic sensors can be used to trigger the Ecu on the trigger circuit or the sync circuit. These inputs are programmable by selecting either of the following.)& 4N<* $$6Hall / Optical\) "6Hall and Optical sensors are usually 3 wire sensors. They produce a square wave signal.)& 4N]-0 0Z6ARӀSee Trigger and sync sensor connections6 T* $6MagneticrI) "6Magnetic sensors are 2 wire sensors.They produce a sine wave signal.)T & 4N ]-i0 0Z6ARӀSee Trigger and sync sensor connections9 1 SyncEdge7 i* $6Sync Edge5 * $6General* "G6The sync edge determines whether the computer is triggered by the positive or negative edge of the sync signal. The computer can be triggered by either edge.)& 4N:>* $ 6For MagneticP)' R6The sync edge must be set to positive.)>& 4NH* $<6For Hall / Optical sensors. *A6Depending on the sensor Wheel Slots / Teeth, The signal will either be Rising orFalling.If unknown, connect a multi meter from the Trigger wire to ground and watch the voltage level change while turning the engine slowly by hand to determine if the signal is Rising or Falling.If Rising, select + TriggerIf Falling, select - Trigger.DANGER !Disconnect the ignition coils before rotating the engine by hand.)& 4N> 413-e 4) Sync Resistor;o* $"6Sync Resistor4) 6When Hall is selected for the trigger input, the "Trigger Pull up Resistor" feature gives you the option of selecting "ON" if the ECU is to Introduce a 1000 ohm pull up resistor to 8V or "OFF" if the 1000 ohm resistor is to be disconnected.)o& 4N83 6 6 ". *6 TRIG RES "ON" TRIG RES "OFF"The "ON" is usually selected if the 8860 ECU alone is to be connected to the trigger sensor .If 8860 is installed in a piggy back situation where the original ECU is still connected to the trigger sensor then both computers' will share the signal.Since the original ECU has a pull up resistor in circuit, the 8860 pull up should be selected to be "OFF".) & 4N=B * $&6magnetic Sensor  ) +6When a magnetic sensor is selected for the Trigger sensor, the TriggerResistor is automatically turned off by the Ecu regardless of this setting.)B ) & 4N> g 1g < Static TimingD)  * $46Static Ignition Timingh;g  - (w6Select "locked". The ECU will fire the ignition timing where the trigger has been fitted BTDC. To see where the trigger has been fitted, a timing light should be used to check the timing of the engine.Once the static timing is established, eg. 10 BTDC. select 10 degrees BTDC inthis field and press enter.) < & 4N>  z 1ez CLambda sensor;<  * $"6Lambda sensor-z  - (6This selects the type of lambda sensor that is connected to the Ecu.The Ecu converts the sensor signal to an Air / fuel Ratio if a wide band sensor is connected then it can used as a tuning aid.NOTE: Use Sensor safe sealants on the exhaust system.)  & 4N1 <* $6OffD ) "66This turns lambda off.)<& 4N_5* $j6Bosch 4 Wire (Bosch Sensor Number 0 258 104 002) @* "6In this mode the Ecu Provides Temperature compensation and Linearization of the sensor to give accurate and repeatable results.Allow 4 minutes for the sensor to reach minimum operating temperature.  @< )5@& 4NK! @@* $B6Bosch 5 Wire (Innovate LC-1)P 5@@0 0@62߀See LC1 Connection DrawingJ@B- (;6In this mode the 8860 ECU reads either analog 1 or 2 of the LC-1.Before the LC-1 can be used with the 8860 it must be calibrated. Use LM Programmer software to calibrate the LC-1. Set the output to read 0.050 volts for 8.0 air-fuel-ratio and 0.950 volts for 22 air-fuel-ratio.)@CB& 4N9B|B* $6Narrow Bandb;CBB' v6You must use narrow a band sensor for this mode to work.)|BC& 4N; BBC1сBCCLC1DrawingDCC* $46LC1 Connection Drawing8BCC3 6 6 "5CC1CECyls>C1D* $(6No. of Cylinders?CpE. *#6Adjust to the correct number of cylinders / Rotors for your engineNOTE:For Two Stroke engines, double the number of cylinders to achieve the correct R.P.M. Eg: Two cylinder Two stroke = 4 in the amount of cylinders.)1DE& 4N8pEE1сzEIgnType;E F* $"6Ignition Type5 EAF* $6General* FkG* "6This feature is constantly being updated as new triggering modes are developed for different engines. We included some explanation on the Nissan triggering modes because they are a little tricky. Most common mode used in most applications is mode 00.)AFG& 4NBkGG* $06IGN TYPE (00) NormalGJ- (K6For piston engines with multi tooth distributors or crank angle sensors. The number of teeth/cycle should be selected in the "No. of Trigger Teeth" setting.For engines with same number of teeth in distributor or cam sensor as cylinders should select 0 in the "No. of Trigger Teeth" setting.NOTE: To use the TRIG/CYC page you must have evenly spaced and an even number of trigger teeth (Max. 24 per engine cycle). The SYNC tooth must be between the last trigger tooth and trigger tooth 1.Trigger tooth 1 must be approx. 10 deg. before to dead center. Use only one sync tooth per cycle for sequential spark. 1 or 2 sync teeth can be used for wasted spark applications.)GJ& 4NBJK* $06IGN TYPE (01) Nissan[0JnL+ $a6Is used for Multi-coil applications using cam mounted crank angle sensors eg; CA18, RB20, VG30, SR20.Ignition outputs 1, 2, 3 can be used, the ECU will fire these outputs in 1 2 3 order, 6 cyl engines would use 1, 2 & 3 as wasted spark.0 Number of Trigger Teeth must be used with all Nissan modes.)KL& 4NX(nLL0 0P6qSee Nissan crank angle positioningIL8M. ,66IGN TYPE (02) Nissani=LN, &{6Is used for Multi Coil applications when a distributor is used instead of a cam mounted crank angle sensor .Eg, FJ20, ET PULSAR.Ignition outputs 1,4 & 2,3 will be fired if 2 igniters have been selected in the setup screen. Note: When using a distributor, select ignition type 00 and do not connect sync wire. )8MN& 4NX(N"O0 0P6qSee Nissan crank angle positioningLNnO. ,<6IGN TYPE (03) WRX SUBARUE"O+ $56Set Number of cyl to 4, Number of Trigger Teeth to 0.If using a coil pack then set Number of ignitersnOE to 2 and use outputs 1 & 2 as wasted spark. If using 4 separate coils then set Number of igniters to 2 and use outputs 1 & 4 for front cylinders and 2 & 3 for rear cylinders.)nO& 4NA). ,&6IGN TYPE (04) 47 <6Direct fire rotaries.For 2 rotor Select 24 in the No. of Trigger Teeth page, 2 Rotor, 2 Igniters. Output 1(pink) is for leading. Output 2 (o/p) is for trailing 1, Output 3(gry/blk) is for trailing 2. 3 Rotor select IGN TYPE 00For 3 rotor select 3 Rotor, 24 in the No. of Trigger Teeth page, 3 igniters .Output 1 leading & trailing 1Output 2 leading & trailing 2Output 3 leading & trailing 3.For Rotarys with Distributors, Select Ignition Type 00see))]& 4Nt74у= Jn6'1!2$See 2 Rotor DFI wiringSee 3 Rotor DFI wiring@]* $,6Missing tooth modeу+ $6This is for crank teeth with 1 or 2 missing teeth.For this mode to work you must also set Number of trigger teeth, Sync sensor used and Tooth number after missing.This mode does not work on 3 & 5 cylinder engines.)@& 4NbJ d6,7See Number of teeth per cam cycleSee No.of Teeth after missingSee Sync sensor usedO@;1J;6Nissan crank angle positioningL"* $D6Nissan Crank Angle PositioningW; / ,6All Nissan Crank Angle Sensors need to be re positioned.Nissan Sensors are normally set to 60 deg BTDC.The ecu requires the trigger sensor to be positioned approx.5 - 15 Deg. BTDC.If the engine is fitted with a Distributor the Rotor button(if driven via a gear) or optical sensor or disk needs to be repositioned (if no gear drive) .)6& 4NC y1zy)2 Rotor DFI Wiring@6* $,62 Rotor DFI Wiring8y3 6 6 "8)3 6 6 "Cl14l3 Rotor DFI Wiring@)* $,63 Rotor DFI Wiring8l3 6 6 "D(1*(Teeth after missingHp* $<6No. of teeth after missing(o* "6The ECU needs to know which tooth is the static (index) tooth. This is normally somewhere between 15 deg BTDC and TDC.EG: If the static tooth is 5 teeth after the missing tooth/teeth then put 5 in this field.)p& 4NAoً14ً&Sync Sensor Used>* $(6Sync Sensor Usedً, &u6This is used in conjunction with missing tooth mode if you want to fire injectors and igniters sequentially (one coil per plug and one injector per port).Because most missing tooth wheels run from the crank (same RPM as Crank) the ECU will receive 2 index signals per engine cycle and therefore true sequential is not obtainable.By reading a TDC sync signal from a cam or distributor wheel the ECU can then run in true sequential mode.)&& 4N9_1*s_Igniters=&* $&6No. of Igniters*_Ǝ' 6)& 4NAƎ0* $.6Multi Ignition CoilA }4 66This enables you to fire up to 8 coils sequentially. By using multiple coils, you eliminate the use of a distributor cap and rotor button. In this secti0}&on you must set the correct number of Igniters that will be sequenced. Eg. 4 cyl with 4 coil sequential, select 4 igniters.Eg. 4 cyl with 4 coil wasted spark, select 2 igniters.Fires 1 & 4 together and 2 & 3 together.Eg. 4 cyl with 2 coil wasted spark, select 2 igniters.If using a sissy cap and rotor button to distribute the spark, set to 1 igniter. If more than one igniter is chosen, the computer will fire these Igniters sequentiallyand requires a Sync sensor to be connected. To enable the computer to fire more than one igniter sequentially, an extra (reset) sync must be given to trigger the computer.)0& 4NB}* $06Single Ignition coilc<K' x6You must use a separate igniter between the ECU and coil.)t& 4NIK0 0263vSee ECU Connections@t1Ecu Connections=:* $&6Ecu Connections8r3 6 6 "8:3 6 6 " 6r1se4Dwell?* $*6Ignition Dwell mS 1 0w6Ignition dwell time is the amount of charge time the coil is charged for, before it is fired.This time will vary between different ignition and coil systems. Typically 3.5mS is used. The ECU is adjustable between 1.5 mS and 5 mS of dwell. Nissan direct coil on plug, set dwell to 2 mS.NOTE: Incorrect dwell time will result in a weak spark or overheating the ignition system. For more information contact your local EMS dealer.)4& 4N5 i1viOhms;4* $"6Injector Ohms:i* "!6The ECU uses this value to determine the injector latency and compensate for it.Low ohm injectors have a faster response time than high ohm injectors. So by setting the correct injector resistance will allow the ECU to compensate for injector latency more accurately.)& 4N,3. *6Set this setting to the approximate ohms (Resistance) of your fuel injectors. You can do a test by using a Multi-Meter. Unplug the electrical harness off one of the injectors and place the Multi-Meter's probes on the injector pin outs (where the electrical harness clips on) and measure the resistance. When you have a reading adjust the Ecu to the closest setting.Note: If you are using Staged Injectors with a different value of Ohms, Set the Ecu to the value corresponding to the Primary Injectors.)\& 4NN30 0<6oSee Injector connections< \1OeSensitivity9* $6Sensitivity5 T* $6General|K1 06In this section you will find that you have 3 settings to choose from; Coarse(0), Medium(1) and Fine(2). You may need to experiment with these settings to obtain the best response time. The coarse setting is used for normal throttle bodies, medium is for a large throttle bodies and fine is for the use of a larger throttle bodies. This function will only appear on screen if a throttle position sensor has been fitted and selected in the "ECU Setup" screen.These settings affect both the amount of fuel and how quickly the accelerator pump fuel enrichment is activated.)T& 4NA:1M: Intake Induction>x* $(6Intake Induction<:* $$6Normal / TurbovMx6) "6Select this setting if the engine 6is Normally aspirated or Turbo charged)_& 4N;6* $"6Super Charged]6_' l6Select this setting if the engine is Super Charged.) & 4N9Y1eYMaxBoostA * $.6Super Charger BoostY\+ $/6Set this value equal to the max boost pressure that will be reached . This setting is only for super charged engines, not used for turbo engines.)& 4N: \1M:AccelpumpD* $46Accelerator Enrichment]`> J?6"Acceleration Enrichment" setting adds % of extra fuel for immediate acceleration. Through acceleration testing, adjust the ECU until you have reached a satisfactory engine response. The value in this setting represents a percentage increase of fuel when the accelerator is pushed. This is normally set between 5 and 30%. The duration of the increase is defined in the "Enrichment Duration" setting.NOTE: You will need to place an amount in the "Enrichment Duration" setting so you can correctly fine tune the "Accelerator Enrichment". There is a pre-set figure of 16 in "Accelerator Enrichment" and 20 in "Enrichment Duration" but you may need to adjust these figures. When Tuning the fuel Maps at steady state, temporarily set these to 0 and don't forget to reset afterwards.)& 4N> `1  AccelPumpTimeA* $.6Enrichment Durationo6w 9 @m6Enrichment Duration sets the time for which the fuel is added. Through acceleration testing, adjust the Ecu until you have reached a satisfactory engine response. You will need to move back and forward between Acceleration Enrichment and Enrichment Duration to get the best settings. Enrichment Duration = The amount of cylinders fired with extra fuel is added.Normally set to 20 for 4 cyl and 30 for 6 cyl etc. but can be reduced.When tuning the fuel maps at steady state, temporarily set this to 0 and don't forget to reset it back afterwards.) & 4N8w  1:!  RevSoft<  * $$6Soft Rev LimitD X 6 :6The Ecu has a Rpm Limiter that can be adjusted from 0 to 32000 RPMIf you wish to use this option, set to the required rpm limit and press the enter button. The rpm limiter cuts the fuel out on every second engine cycle eg. the engine will be injected with the correct amount of fuel for one cycle and no fuel for the next cycle, in turn not running the engine lean at any stage.To disable the Soft Rpm Limiter set it to 0 RPM.NOTE: Rev limiter should only be used if there is one injector per cylinder runner.)  & 4N8X  1E< " RevHard<  * $$6Hard RPM Limitz . *6The Ecu has a Rpm Limiter that can be adjusted from 0 to 32000 RPMThe Ecu will cut the fuel at the selected R.P.M and will enable the fuel when the R.P.M has dropped below this value. This will prevent an engine from over revving.If you wish to use this option, set to the required rpm limit and press the enter button. To disable the Hard Rpm Limiter set it to 0 RPM.) & 4N91#e@BoostCut7 6* $6Boost Cut<@, &6Select the allowable pressure limit before cutting the fuel injectors off.The fuel will be injected again once the pressure has dropped below the value set6<@. If boost cut is not required select OFF.)6e@& 4N6<@@1< =$@UBDecelCe@@* $26Deceleration Fuel CutN@,B0 .=6This feature allows the tuner to cut fuel to the engine on deceleration. Select at which vacuum value you would like the computer to cut fuel. If this feature is not required select No Fuel Cut.The fuel injection is stopped when the vacuum is stronger than the selectedvalue.)@UB& 4NU$,BB1%BXJThrottle Position Sensor CalibrationR(UBB* $P6Throttle Position Sensor CalibrationhABdC' 6The Throttle Calibration is located in the ECU Settings screen)BC& 4NAdCC* $.6Use Throttle SensorCD( +6If a Throttle sensor is fitted and is required to be used in the accelerator pump maps calculations, (tick) the "Use Throttle Sensor" check box.)CD& 4N<DD* $$6Close Throttle>D.F/ ,6(Use only if a throttle position sensor is fitted)Note: With the engine turned off, make a visual and physical check of the throttle to see that it does fully open and close. With your throttle closed, press "Read Closed Throttle" button on the setup screen.)DWF& 4NA.FF* $.6Fully Open Throttle>WFG. *!6 (Use only if a throttle position sensor is fitted)NOTE: With the ENGINE TURNED OFF make a visual and physical check of the throttle to see that it does fully open and close. Open your throttle fully, then press "Read Open Throttle" button on the setup screen. )FG& 4N5 G4H* $6GeneralG/J0 .6 This function can only be used if a throttle position sensor has been fitted and the Use Throttle sensor check box is ticked. If the engine has not had the throttle position sensor connected ,the Use Throttle sensor check box must be unchecked. The reason for this set-up is so the computer will still calculate acceleration enrichment using the map sensor. If the throttle is mechanically adjusted, the throttle calibration must be re-entered. )4HXJ& 4NC/JJ1=އ&JwLPWM Base Frequency@XJJ* $,6PWM Base FrequencysFJNL- (6The Base Frequency is used in mode 9 to 12 of the Auxiliary outputs.This is an overall frequency setting used by all 4 outputs when a pwm function is selected on that output.The frequency range is adjustable between 1hz and 3923hz. Most valves or idle control valves normally function between 20 HZ to 100 HZ.)JwL& 4N6NLL1a `'LAuxIp;wLL* $"6Digital Input5 LM* $6GeneralLM+ $!6There are 4 user selectable modes. Depending which modeis selected, different grey fields will become active for values tobe changed. see)MN& 4NU%MVN0 0J6ȆzcSee Auxiliary input connections>NN* $(6Disable Anti lag VNO* "6This mode will disable (turn off) the anti lag if active.Most common use is to connect to a switch that is actuated by the Clutch pedal or thumb operated switch. When pedal is release, the switch will be actuated thus disabling the anti lag.)NO& 4NBO+* $06O+wLTwo Step RPM limiter_0O/ ,a6This mode will enable the "Rpm Limit" field. In one switch position,the Ecu will engage the Soft RPM limit to the value selected in thefield. In the other switch position, the Ecu reverts back to the normal RPMlimits set in the main setup page.This mode gives the user an extra stall Rpm limit.)+& 4N@* $,6Idle Up Percentage/ ,6This mode is used in conjunction with one of the Auxiliary Outputs set to Idle control mode.The In Gear Idle up % field will become active.The Input can be connected to auto transmission or air / concompressor clutch so that if a gear is selected or the air air / concuts in, the extra idle up % value will open the idle valve to help stopengine stalling with the additional load shock.)׃& 4N:* $ 6Nos Functionu׃5 86This mode is used when Nitros oxide injection is activated.The auxiliary input would be connected to the Nos solenoid.When activated, The user can select the amount of Ignitionretard in degrees and fuel enrichment in mS to be performed.These two fields will become active when this mode is selected.Note:It is recommended that the fuel portion required with the gas beinjected by a separate fuel solenoid and only use the Nos Fuel Increaseto trim if a little extra fuel is needed.If you use the Nos Fuel Increase to inject all the fuel required tomix with the Nos, ensure that the fuel injectors are large enough!)& 4NL01އ(0Auxillary input connectionsIy* $>6Auxiliary Input Connections803 6 6 " ?y1`)Turbo Anti Lag<,* $$6Turbo Anti Lag\4( h6Note!Anti lag can be disabled via Digital input.),& 4NG0 0.6;ޤSee Digital Input80* $6Rally Mode\N j6Rally mode selects boost enhancement for rally cars on throttle back off. When the throttle position signal is BELOW the pre-set TPS level AND when the engines RPM is above the pre-set RPM level, the boost enhancement feature is enabled. When the boost enhancement is enabled the ECU misfires the Ignition (see Ign. Fire), retards the timing (see Ign Trim) and adds fuel (see fuel trim). This feature would be used in conjunction with an auxiliary o/p to energize a blow off solenoid valve to either bypass the throttle body or to blow air directly into the exhaust manifold near the exhaust ports.RPM >This sets the minimum RPM that the ECU will enable the boost enhancement.T/P <When the throttle position signal is BELOW this setting, the boost enhancement will be enabled.NOTE: Both T/P AND RPM conditions must be true to enable the boost enhancement.KPAThis setting has no effect in S/Mode 01 (see mode 02).IGN FIRE(Ignition Misfiring)SETTING 00This selects Ignition misfire sequence Fire Fire Miss Fire Fire Miss Fire Fire.SETTING 01Selects Ignition misfire sequence Fire Miss Fire Miss Fire Miss Fire Miss.SETTING 02Selects Ignition misfire sequence Miss Miss Fire Miss Miss Fire Miss Miss.NOTE: In Twin turbo installations, the engines firing order must be studied before deciding on the setting of Ign. Fire.FUEL TRIMThis setting will select + - 127% fuel while boost enhancement is enabled. This setting in conjunction with (fuel) closed - throttle maps 0will result in the amount of fuel injected. Normally set to + % to add fuel.IGN TRIMThis setting will select + - 127% spark timing, while boost enhancement is enabled. Normally set - % to retard the timing.)0& 4N7 F* $6Drag Mode6|H ^ 6Drag mode selects boost enhancement for drag cars when throttle is opened. When the throttle signal level is ABOVE the pre-set TPS setting AND the engines RPM is ABOVE the pre-set RPM setting AND the boost pressure is below the Kpa setting the boost enhancement is enabled.RPM >This sets the minimum RPM that the ECU will enable the boost enhancement.T/P>When the TPS signal is ABOVE this setting the boost enhancement is enabled.KPAWhen the boost pressure is BELOW this setting the boost enhancement is enabled.IGN. FIRE (Ignition Misfiring)SETTING 00This selects Ignition misfire sequence Fire Fire Miss Fire Fire Miss Fire Fire.SETTING 01Selects Ignition misfire sequence Fire Miss Fire Miss Fire Miss Fire Miss.SETTING 02Selects Ignition misfire sequence Miss Miss Fire Miss Miss Fire Miss Miss.NOTE: In Twin turbo installations, the engines firing order must be studied before deciding on the setting of Ign. Fire.FUEL TRIMThis will change fuel injected by the selected percentage of what would normally be injected. Normally set to + percentage to add fuel.)F& 4NB|1w*zDAuxillary Outputs?&* $*6Auxiliary OutputsQ!w0 .C6There are 4 auxiliary outputs which are user selectable, for 12 different modes,and another 4 which have 7 different modes. These modes fall into 2 categories. Digital Modes that can be ON or OFF depending on the conditions. Typical use of a digital o/p thermo fan shift light etc. (All 8 outputs) The pulse width modulated modes (pwm) give a signal that varies depending on the duty cycle, this will give a varying average current to the device being controlled. Typical use of the pwm idle control , boost etc. (Outputs 1 - 4 ))&& 4NW'w0 0N6See Auxiliary outputs connectionsD;* $46Auxiliary Output Modes(R r76Each o/p can be selected to perform any of the following fully adjustable modes.Mode No. Description Mode No.Description 0Off 1Digital RPM 2Digital KPA 3Digital throttle position 4Digital Engine temp. 5Digital RPM and KPA 6Digital RPM and throttle position 7Fuel Pump o/p 8Tacho o/p 9PWM RPM 10PWM KPA 11PWM Throttle position 12PWM, Idle control (for ECU Feature Version 1) OR Stepper motor idle control (for ECU Feature Version 2 or greater)See Also:-);Q& 4Nk.(= J\6ދA x?PWM Modes 9 to 12Idle Motor ControlR(Q* $P6Relay Control Modes 1 - 4 (Digital)B\B R6All digital modes follow a set comparison format.1) ON >(> Greater than)2) ON < (< Less than)3) OFF >(> Greater than)4) OFF <(< Less than)Using thermo fan control as an example, o/p mode 4 (Digital Engine Temp.) would need to be selected eg. If fans are to turn ON when engine temperature is (>Greater than) 90C and turn OFF when engine temperature is (< Less than) 84C, the auxiliary o/p would be\ set up as follows:AUX O/P No. (Number 1-4)O/P Mode = 4 (Engine Temperature)Rev Act = ON or OFF (explained later)ON > 90ON < Not usedOFF > Not usedOFF < 84When not used is selected the comparison program ignores that particular setting. In the Engine Temp. (Thermo fan control) eg. both ON< and OFF> are ignored as not used is selected. These will have no effect on the control of that particular o/p. As temperature rises the o/p remains off until the user programmed 90C ON> is reached. The o/p will Turn on and remain on until the OFF< condition is reached.)& 4N8\3 6 6 " 4? L6As the fans cool the engine and the engine temperature drops, the fans will remain on until the Programmed OFF< 84C is reached where the o/p will turn off.Example no. 2 Shift LightO/p mode 1 (Digital rpm) would need to be selected, eg. if shift light is to turn ON when rpm is > Greater than 6750 rpm and turn OFF when rpm is < Less than 6700 rpm.AUX O/P No. (Number 1-4)O/P Mode = 1 (RPM)Rev Act = ON or OFF (explained later)ON > 6750ON < Not usedOFF > Not usedOFF < 6700 Example no. 3 turn o/p on within a specified zone. This might be used to control numbers, to help a Turbo engine get on boost. For this we would use the digital KPA function mode 2 eg. turn ON when KPA is > Greater than - 5 KPA and stay on until KPA reaches + 50 KPA boost then turn OFF> than + 50 KPA boost and turn off < - 5 KPA vacuum.AUX O/P No. (Number 1-4)O/P Mode = 2 (KPA)Rev Act = ON or OFF (explained later)ON > - 5 KPAON < + 50 KPAOFF > + 50 KPAOFF < - 5 KPA)& 4N8R3 6 6 " R(* $P6Relay Control Modes 5 - 6 (Digital)zRY ; D6These modes are an extension of the already mentioned but require 2 criteria to be true for the o/p to turn on, eg. function 5 needs rpm comparison to result with an ON AND the KPA part to result with an on for the o/p to actually turn on. If either the rpm comparison or the KPA comparison results in an off result the o/p will remain OFF.Example turn on NOS at a certain rpm and KPA. If rpm is > 2850 turn ON and < 2800 turn OFF AND! when KPA is > -10 KPA turn ON and KPA Is < - 5 KPA turn OFF. Set-up of this would be as followsAUX O/P No. (Number 1-4) O/P Mode = 5 (RPM & KPA) Rev Act = ON or OFF ON > 2850 AND ON > - 10 )ON < Not used ) RPM ON< Not used ) KPAOFF > Not used ) SECTION OFF> Not used ) SECTIONOFF < 2800 OFF< - 5 )For the o/p to turn on both RPM must be greater than 2850 "AND" KPA must be greater than - 10 KPA.) & 4N8Y  * $6Rev Acting  . *6This stands for reverse acting in some circumstances the relay that is connected to the output actually works BACKWARDS!! (normally closed contacts) This would normally make things very confusing as when things should be on they are actually off and when things should be off they are actually on ie. everything is working backwards.The selectable rev act feature to combat this problem. When Rev Act is OFF the o/p will turn on when it should be on and off when it should be off (normal Logic). When Rev Act is ON the o/p will turn off when it should be on and on when it should be off (reverse Logic). Rev Act would normally be OFF only turn it ON if you are using a backwards relay. (with normally closed contacts))  @& 4N @FR@* $86Fuel Pump Output Mode 7 @6B, &q6The Fuel pump output is designed to drive a fuel pump relay.When the ignition is on, the output will energize for approx. 4 seconds and then turn off again.Once the Ecu sees pulses on the trigger wire it will turn the pump output on again.If the engine stalls or stops, the Ecu will commence timing the 4 seconds from when it no longer receives trigger pulses. After the 4 seconds has elapsed, the Ecu will turn off the pump output .)R@_B& 4NA6BB* $.6Tacho Output Mode 8_BQD+ $ 6The Tacho output is used when a Tacho signal is required to be manufactured bythe Ecu eg.When using sequential coils. Connecting to only 1 coil will give a much slowertacho rpm reading. By using the tacho output mode in these situations the Ecu will reproduce a square wave signal with the correct number of pulses in proportion to the engines speed and number of Cylinders / Rotors.)BzD& 4NNQDD1+DKEAuxillary outputs connectionsK!zDE* $B6Auxiliary Outputs Connections8DKE3 6 6 " BEE1%w,EPWM Modes 9 to 12?KEE* $*6PWM Modes 9 to 12Z*E&G0 .U6The auxiliary o/p can be selected for 4 different pulse width modulated (PWM) modes.Mode 9 PWM verses RPM 10 PWM verses KPA 11 PWM verses Throttle position 12 PWM verses idle control The Ecu PWM signals are fully adjustable for frequency and for duty cycle.)EOG& 4NL&GG0 086`See PWM Base Frequency7 OGG* $6FrequencyiGdH) "6Frequency is normally expressed in hertz (HZ) 1 HZ = 1 cycle per second40 HZ = 40 cycles per second)GH& 4N8dHH3 6 6 ".HN; D 6Fig. BIn Fig. B there are 8 cycles in 1 second so the frequency is 8 HZ. There are 2 frequency adjustments withinthe Ecu. The first adjustment is the Base Frequency.This is an overall adjustment and is applied to ALL of the 4 Aux o/p's using any PWM function. (Base Frequency).Most valves or idle control valves normally function between 15 HZ to 100 HZ.The second adjusting frequency is an individual adjustment. There is a separate adjustment for each Aux. O/p. These are found in each Aux. O/p section but only appears if a PWM function 9 to12 is selected. It is strongly recommended to try and leave this number at 255. Reducing this number will increase the frequency for that particular Aux. O/p but there is a trade off. The normal resolution of the Aux. O/p duty cycle (explained next) is 0 - 255 when this frequency number is set at 255. This is 0.39% increments.If this frequency number is reduced to 100 for example, the frequency o/p would increase, but the resolution for that Aux. O/p will be reduced to only 0 to 100. This will make any adjustment coarser to 1% increments. By adjusting this Freq. Number the frequency = (255 / Freq Num.) X Base Freq. = Aux. O/p Freq.Eg. If base freq. was 20 HZ, from the previous overall formula, and 200 was selected in this individual Aux. O/p Freq. adjustment. The Resultant frequency in HZ for this Aux. O/p channel would be as follows: (255 / 200 ) X 20 HZ = 25.5 HZ)HO& 4N8NTO* $6Duty CycleOX0 .6PWM O/P's control devices (valves etc) by giving them an average current (amps). Even though the PWM O/P is pulsating, tTOXKEhe valve only sees the average resultant current. By increasing the duty cycle, the average current will increase which will increase the opening of the valve.A duty cycle of 20 will give the valve or motor less current then if a valueof 220 were used which would give the valve nearly full current opening it almost fully.)TO& 4NCXā* $26PWM Verses RPM Mode 9[L- (6In mode 9 you can adjust the duty cycle from 0 to the maximum set by the individual frequency number, (see Frequency) normally 255. This duty cycle is adjustable at RPM sites from 0 RPM to 12500 RPM in 500 RPM increments. The ECU will interpolate between these points eg. If a duty number of 128 is entered at 3500 RPM and 135 at 4000 RPM and the actual RPM was 3850 the ECU will calculate 132.9 as the duty number. This mode's typical use would be Boost control or induction length control. Example if using this mode for boost control you can adjust your boost level every 500 RPM.)āu& 4NDL* $46PWM Verses Kpa Mode 10uw. *!6In this mode you can adjust the duty cycle every 10 KPA from -100 KPA to + 150 KPA in the normal boost level version Ecu. Every 20 Kpa fro -100 to + 400 Kpa in the high boost version Ecu. This mode can be explained as a changing duty cycle as engine load changes. The 8860 ECU will interpolate in between load points to give smooth transitions. An example would be to control a water injection D.C. motor, increasing duty as the engine load increases would speed up the D.C. motor and reducing the duty would slow down the water injection D.C. motor. This would change the amount of water being injected depending on the load of the engine.)& 4NR(w* $P6PWM Verses Throttle Position Mode 11H:- (76In this mode you can adjust the duty cycle every 5% TPS from 0% TO 100% This mode can be explained as a changing duty cycle as engine load changes. The 8860 ECU will interpolate in between load points to give smooth transitions. An example would be to control a water injection D.C. motor, increasing duty as the engine load increases would speed up the D.C. motor and reducing the duty would slow down the water injection D.C. motor. This would change the amount of water being injected depending on the load of the engine.)c& 4NF:* $86PWM Idle Control Mode 12c, &W6This function has three modes, OFF , MANUAL and AUTO. Auto is not supported in this version. In manual mode the ECU will perform feed forward idle speed control.)& 4N7 * $6Base Duty@ 0 .!6This is the base duty cycle which would feed the idle valve. The larger the base duty No. the faster the idle speed. Before adjusting the idle speed, the engine must be at operating temperature with the fuel and ignition maps already set. 1) With the idle control in the off position adjust the mechanical idle mechanism so that the engine idles 200 to 300 RPM below the desired idle speed.2) Select "MANUAL" mode.3) Adjust the base steps so that the engine idles at desired idle speed eg. 900 RPM.The engine should happily idle around this idle speed. If this is not the case, you will need to adjust the % of Duty RPM idle maps when the engine is hot.On the next cold start up adjust the engine temperature idle speed maps. )I& 4NH * $<6 % of Duty RPM IDLE MAPSkI5- (6RPM idle maps go from 500 RPM to 1500 RPM in 50 RPM increments. 5KE At each of these RPM sites you can adjust + and - 100%. These are expressed as % of duty. Example if duty were set at 160, and the 650 RPM site was set to 15, this would effectively increase the duty by 15 % atthat Rpm Site. -15% value would close the valve by 15% at that rpm site.)^& 4N853 6 6 "|^>, &6Fig. E shows you a typical configuration for the % of duty RPM sites. Example if idle was set to 900 RPM via the duty, the RPM sites would continually increase valve opening as the RPM drops below 850 RPM and close the valve as the rpm increases above 1050 RPM. Speeds above 1500 RPM would use the 1500 RPM value and speeds below 500 RPM would use the 500 RPM value.)g& 4NC>* $26THE % AT XX C SITESTg,. *6These idle sites are similar to the RPM idle sites. These idle sites add or subtract a % of duty every 20 C from 0C to 70C. Below 0C the ECU will use the 0C % value. The 70C is factory set to 0% and is not adjustable. The ECU will interpolate between temperature sites. These sites are used to increase the idle air while the engine is on choke and needs extra air to help the engine idle at desired speed. This function should be adjusted ONLY after the duty and the % of duty sites have been tuned hot.Tune these when the engine is on the warm up cycle, maybe the next day.)U& 4N8,3 6 6 "=U* $&6REV ACT FOR PWM!. *6The Reverse Acting function while a PWM function is set will reverse the duty cycle output of the Ecu.This function is needed when a valve (eg. idle valve) work backwards, eg. Bosch BMW idle valve. With these type of valves, increasing the duty cycle will actually slow down the engine and reducing the duty cycle will increase the idle speed. If you are faced with a valve that works backwards, you should select REV ACT on. If you have a valve that works normally select REV ACT off.)& 4NCW17 ~-W;Idle Motor Control@* $,6Idle Motor ControlW* "6Although idle control sounds simple do achieve. The parameters and mathematics involved are quite complex.EMS have tried to make it as simple as possible to setup by allowing only a minimum number parameters and a simple setup procedure.)& 4NU+1* $V6Step 1: Ensure the engine is well tuned( W6Ensure that the engine is properly tuned especially in the idle area. The automatic idle control will continually try to adjust a badly tuned engine around the idle RPM)1-& 4NU+* $V6Step 2: Select an output circuit to use-C* "/6Now we will need to use the laptop software for these adjustments.NOTE: Only one of the output circuits can be used as a stepper motor controller.)l& 4Nk=C. ,zv:l Set control mode to either Stepper motor or PWM controlSlX. ,v:l Set Idle control to off (this ensures that the valve or motor will be closed)O!. ,Bv:l Type in the target idle RPMU'X. ,Nv:l Set stepper motor speed to mediumZ,V. ,Xv:l Set Initial open position to around 20H. ,4v:l Set Max Steps to 255[V3. ,v:l Set idle vacuum to whatever the engine is curren3tly idling on while at operating tempb4. ,hv:l Set Additional Cold Open Position to around 60T3. ,v:l These number are only starting points and will be adjusted to suit the engine.^4u* $h6Step 3: Set the mechanical idle speed adjustmentV( s6Set the mechanical idle screw until the engine idles 100 RPM lower than the Target RPM. This is a backup to prevent the engine from stalling if the idle control motor or valve fails.)u& 4NFV* $86Step 4: final adjustmentN . ,@v:l Set Idle Control to Manualb. ,v:l Adjust the Initial Open Position (higher or lower) until the engine idles at the Target RPM.V(. ,Pv:l Set the Idle control to Automatic.L"E* $D6Step 5: Cold engine adjustmenta:' t6Do this the next morning when the engine is fully cold.)E& 4Nf85. ,pv:l Before starting engine set Idle control to Manual./ ,v:l Start engine and adjust the Additional Cold Open Position only (higher or lower) until the engine idles at the Target RPM.V(5;. ,Pv:l Set the Idle control to Automatic.G1e.+Fuel and Ignition MapsD;* $46Fuel and Ignition MapsYG( 6Depending on the Ecu setup, There are different tuning techniques thatcan be adopted.)p& 4NqG+J d6n6g9See Normal and Boost vacuum Load PointSee Throttle Position Load PointSee Analog input Load PointT#p1U ~ƀ/ANormal and Boost Vacuume Load Point=+* $&68860 High Boostq 3 46This section is for adjusting fuel / ignition maps at user defined R.P.M increments.Starting at 0 through to 32000 R.P.M.There are 96 user definable R.P.M columns.There are 32 user definable vacuum / boost load rows.Range is from -100kpa to + 412kpa boost -45psi to + 60psi boost The Ecu comes pre-programmed Fuel Map settings for each 500 R.P.M increment. These are preset to give a starting point.If this is the first time you have set up a particular engine you should use the "Fuel Trim" function in the "Trims" section of the "ECU Setting" screen to help get the engine started. ) & 4NGq  0 0.6ˀSee Grid Commandse; F * $v6Using "FUEL TRIM" for First time engine set-up starting " + $c6It is much easier to get the engine running for the first time using the fuel Trim adjustment.This adjustment is found in the "Trims" section of the "ECU Setting" screen.)F K & 4NL""  * $D6Adjusting Fuel / Ignition MapsTK %@. *6Bring the engine up to the desired R.P.M / load and press the "Space bar", this will position the cursor onto the R.P.M load point that matches the actual engine R.P.M / Load. Adjust the fuel / ignition setting by the pressing the "Pg up" or "Pg dn" keys to increase or decrease the injector mS or Ignition timing to the desired value. IMPORTANTa) The engine should be up to operating temperature before tuning. If you tune below 70C then the appropriate choke settings must be at zero (0).b) The engine must be held as close as possible to kpa / Rpm Fuel Map po %@+sitions when tuning. ) N@& 4N>%@@* $(6Clear Flood ModeN@bA* "Y6Clear flood mode is used when engine is flooded. Throttle position sensor must be fitted. Press throttle passed 90% while cranking, the Ecu will not fire injectors.)@A& 4N> bAA1ee 0AGrid CommandsFAB* $86Tuning grid command keysbAB/ .6These commands are also available on a pop-up menu when you right-click on the tuning grid.)BB& 4NHBC* $<6Page-Up and Page-Down KeysBD, &=6Press the page-up key to increase the value of a cell by 1 and Page-down to decrease the value by 1.You can also select a range of cells and increase or decease them by pressing the Page-up and Page-down keys.Use Shift and any combination of arrow buttons to highlight / Select a range of grid cells that you want to adjust and then press the Page-up or Page-down key to increase or decrease each cell by 1.)CE& 4NDDHE* $46Auto Trace (Space Bar)EH0 .!6You can automatically position the cursor onto the load/rpm point of an engine while the is running by pressing the space bar.If you keep the space bar pressed then the system will trace the engine as it moves through each load point. Each load point will be highlighted with a green boarder indicating the load path of the engine.You can clear the path by pressing the "Clear Trace" button or "alt + c"NOTE: When barometric compensation is active the load point that the ECU is using may not match with the Manifold Pressure being display on the live gauges.This is because the ECU now determines the load point based on volumetric efficiently.)HE1H& 4Nf<HH* $x6Insert RPM Column (Ctrl +Right Arrow or Shft+Alt+C)1HI) 6Press Ctrl then Right Arrow to Insert a new RPM column in between the current cursor position and the column to the left.This will push all RPM columns from the cursor (including the cursor) to the right and then insert a new one.)HI& 4Nb8I5J* $p6Insert Load Row (Ctrl + Down Arrow or Shft+Alt+R)ICK) 6Press Ctrl then Down Arrow to Insert a new load row (TPS/KPA/Analog) in between the current cursor position and the row above.This will push all load rows from the cursor (including the cursor) down and then insert a new one.)5JlK& 4Ne;CKK* $v6Delete RPM Column (Ctrl + Left Arrow or Shft+Ctrl+C)lKL) c6Press Ctrl then Left Arrow to Delete the RPM column immediately left of the cursor. This will pull all columns from the cursor (including the cursor) to the left one column.)KL& 4N[1L/M* $b6Delete Row (Ctrl + Up Arrow or Shft+Ctrl+R)LM) K6Press Ctrl then Up Arrow to Delete the load row (TPS/KPA) immediately above the cursor.This will pull all rows from the cursor (including the cursor) up one row.)/M&N& 4NQ'MwN* $N6Copy grid cell Value (Alt + Arrow)`4&NO, &i6Starting from the cell that you want to copy from.Use Alt and the arrow button in the direction that you wish to copy to.This will copy current cell to the next adjacent cell in the direction of the Arrow.To copy to many other cells, the arrow must be released then repressed for each successful copy.)wN & 4NO ApFO|* $6Interpolate or Fill (Shift + Left or Right or Up or Down Arrows) 64 6 6Use Shift and any combination of arrow buttons to highlight / Select a range of grid cells that you want to automatically fill or interpolate. Once selected, use Alt+Ctrl+R if you want to interpolate/fill using the top and bottom rows as the reference points. This means that the system will automatically calculate all the cell values for each cell in between the top and bottom selected rows.ORUse Alt+Ctrl+C if you want to interpolate/fill using the left and right columns as the reference points. This means that the system will automatically calculate all the cell values for each cell in between the left and right selected rows.)|_& 4NU+6* $V6Create new Tuning grid (Alt+Ctrl + T)_y* "76Create or change a tuning grid.This will allow you to change the number of columns or rows in a tuning grid.This is normally used on first time setup.)& 4Nh>y * $|6Changing Existing RPM or Load index values (Alt+Ctrl + H)* "6Change the load and RPM value for the selected column/row.Use this to adjust the RPM and load for the selected grid cell.Instead of Ctrl + H, you can double click the grid in the correct row/column.) (& 4N:b* $ 6Alt+Ctrl + R(;) a6See interpolate and fill above.Automatically fill all selected cells from left to right with values based on the value in the first (left) and last (right) selected cells.)bd& 4N:;* $ 6Alt+Ctrl + Cdy* "c6See interpolate and fill above.Automatically fill all selected cells from top to bottom with values based on the value in the first (top) and last (bottom) selected cells.)& 4NY/y* $^6Changing the page-up & page-down resolutionl, &6This is only used on the ignition grid.You can select the amount of degrees the system increments or decrements each time you press the page-up/down key.Selecting 0.2 on the resolution selection box will cause each page-up/down key press to change the timing value by 0.2 degrees. If 2.0 degrees is selected then each press will cause a change of 2 degrees.)& 4NM 1ƀ 1 #Throttle Position Load PointK!T* $B6Throttle Position Load Points (+ $S6This section is for adjusting fuel / ignition maps at user defined R.P.M increments.Starting at 0 through to 32000 R.P.M.There are 96 user definable R.P.M columns.)TQ& 4NG(0 0.6ˀSee Grid CommandsFQތ* $86Throttle Position SensorxNV* $6Starting at 0 through to 100%.There are 32 user definable TPS load rows.)ތ& 4NGVƍ0 0.6ˀSee Grid CommandsW(/ ,Q6It is extremely important that a good quality TPS Sensor beused when tuning using TPS load sensing.Make sure that the tps is a Variable resistance (potentiometer) type.Ensure that the sensor reading is repeatable after calibrating it.First, calibrate the sensor in the Ecu Setup Screen.)ƍF& 4NU%0 0J6:See Throttle sensor calibrationS'F, &O6Check that the reading follows your foot movement and reaches 100%,then returns back to 0 %. Do this a number of times ensuring that the reading returns to 0% every time.This Load source selection heavily relies on the TPS sensor, so ensure its proper operation before commencing tuning.)#& 4NHk1 2k Analog Input Load PointF#* $86Analog Input Load Pointsk* "Q6This section is for adjusting fuel / ignition maps at user defined R.P.M increments.Starting at 0 through to 32000 R.P.M.There are 96 user definable R.P.M columns.)& 4NG0 0.6ˀSee Grid CommandsD7* $46Analog voltage sensingyP) "6Starting at 0 through to 1024.There are 32 user definable Analog load rows.)7& 4NG 0 0.6ˀSee Grid Commands+ $+6Analog readings range from 0 to 1024.This represents 0 to 5 volts.Set up as many Load points (rows) as needed to achieveno compromised results.)  & 4NHQ1 j 3Q(Barometric CompensationE * $66Barometric CompensationzQQ) 6NOTE: When barometric compensation is active the load point that the ECU is using may not match with the Manifold Pressure being display on the live gauges.This is because the ECU now determines the load point based on volumetric efficiently. This will become noticeable when using the Tune Analyzer and Auto Trace at high altitudes.)9& 4N{+ $6Although all EMS ECUs compensate for barometric changes without needing to use barometric compensation sensors, there are some applications which require fine tuning where engines are subject to large altitude changes.NOTE: Because the ECU automatically compensates for barometric changes you may find that changes in fuel mixture at high altitudes are caused by decreasing air temperature. In this case you could install an air temperature sensor to measure the temperature at the air filter and use the air temperature compensation table for fuel adjustments. Be sure to try and minimize the effect of heat soak on the sensor. )9& 4NR"Z0 0D6+[See Temperature Compensation~R, &6By using a barometer sensor as the second load source the 8860 can be programmed to sense barometric changes. It uses the G.M 1 bar map sensor, this is a 0 - 5 volt 1 bar sensor.G.M Part Number: 12569240ACDelco Part Number: 213-1545Connect the sensor to analog input 9 and then set Load Source 2 to analog input 9 (ECU setup Page).)Z& 4NZ+ $6Depending on the load source 1 setting, the ECU will perform different background calculations.If load source 1 is set to TPS or any other analog input from 1 - 8 then the ECU will use this as the primary load source to determine fuel and ignition load points and also use the Barometric Compensation table to adjust for barometric changes.)& 4NK") E6If load source 1 is set to Manifold Pressure (using the in-built MAP sensor), then the ECU uses Analog Input 9 to read the barometer sensor and perform extra calculations to determine the volumetric efficiency load point for fuel and ignition and also compensate for barometric changes.)#& 4NW-z* $Z6Using load source 2 as a barometric inputqI#( 6If you have the ECU in-build map sensor connected to the manifold either as a primary load soz urce or as a MAP override (using TPS + MAP) then use the barometric compensation table values below as a starting point. This table determines the amount of fuel to add or subtract as a percentage of the base value in the fuel table.)z & 4NI2#b66&686J6\6n66700 hpa700 hpa700 hpa700 hpa700 hpa700 hpa700 hpa700 hpa #b266666 6&6,6000000002 * "6YES, These are all zeros. This is because the ECU will automatically compensate for barometric changes.This table should be used if you find that the automatic compensation is not quite what you need.)4& 4N 3) 6If load source 1 is NOT set to Manifold Pressure and the ECU in-built map sensor is NOT connected to the manifold then you DO NOT need to use the barometric compensation tables or sensor. You simply use the Fuel Override Table with the values below as a starting point. This table determines the amount of fuel to add or subtract as a percentage of the base value in the fuel table.The ECU will actually use the in-built map sensor to sense for barometric changes.)4\& 4N732#nUUUUUU66&686J6\6-40 kpa-40 kpa-40 kpa-40 kpa-40 kpa-40 kpa\#>UUUUUU6 66 6*646-40-40-40-40-40-4082(3 6 6 "Iq1' @ 4q FTemperature CompensationF(* $86Temperature Compensationq - (6As the temperature of air changes, so does its density. This in turn can cause changes in the air/fuel ratio. As the air temperature decreases, its density increases for any given altitude and therefor more fuel is needed to retain the desired air/fuel ratio.The same can apply to ignition timing. An increase in air temperature will increase the chance of pinging.You can compensate for these effects by using the air and water temperature compensation tables for fuel and ignition.) & 4N  ( 6By installing a calibrated air temperature sensor to the air filter box you can measure the incoming air temperature and use the air temperature compensation tables to adjust the fuel delivery and ignition timing.) ! & 4N  ) 6NOTE: You must ensure to minimize the effect of heat soak on the sensor. You can do this by not installing the sensor in a location that is heavily effect buy engine temperature and thermo fan blow off.)! A & 4N X( 6We have done some testing and found that the air temperature compensation table listed below would be a good stating point. We can not recommend a starting point for ignition compensation because this would be different for each engine.)A & 4NbX@#666"6,666@6J6T6 ^6 h6 r6 |6 666@(66-20C-10C0C10C20C30C40C50C60C70C80C90C100C110C120C130C140C150CNsB#6 6666"6*626:6 B6 L6 V6 `6 j6t6~666129520-2-5-7-9-11-13-13-13-13-13-13-13-13]3@C* "g6Both air and water compensation tables adjust the fuel delivery and ignition timing by the percentage entered for a particular temperature. A positive number will increase the fuel or timing by the specified percentage and a negative number will decrease the fuel or timing by the specified percentage.)sBC& 4NCE2 2s6CAUTION: If you will be using air temperature compensation then DO NOT start tuning while this table has zero values and then enter the values after.You must calibrate the sensor and enter these values before you tune the engine. After tuning is finished you may find that you need to adjust the air temperature compensation tables for fuel and timing slightly because of changes in air temperature due to climate or altitude changes.)C F& 4NJEWF1j g 5WFIClearing a Flooded EngineG FF* $:6Clearing a Flooded EngineAWFF* $.6Clear Flood FeatureFG( Q6NOTE: This feature will only work if a throttle position sensor is connected and the "Use Throttle Sensor" tick box is ticked. This is found in the ECU Setup screen.)FG& 4NGH+ $6This feature should be used to clear a flooded engine.While cranking an engine, press the accelerator to over 90%. This will cause the injectors to stop firing thereby allowing the flooded engine to clear.)GH& 4NoHI' 6If you have the laptop connected then a message will appear on the screen while clearing the flooded engine.)HI& 4N> II1@  6ITune Analyser;I7J* $"6Tune Analyser!IXK* "6NOTE: When barometric compensation is active the load point that the ECU is using may not match with the Manifold Pressure being display on the live gauges.This is because the ECU now determines the load point based on volumetric efficiently.)7JK& 4NXK+M) 6Tune Analyser is a feature designed by EMS to assist in tuning an engine to its peak performance by allowing you to log the average A/F ratio at each load point. You can then analyse the data and make adjustments to the fuel map or have the system automatically adjust the fuel map by comparing the target AF Ratios with the actual AF ratios and adjusting the fuel map accordingly.)KTM& 4NB+MM* $06Running the AnalyserTMLN/ ,v:l You can have the system automatically adjust the fuel map if you want. First you must set the target AF ratio for each load point MXO/ ,v:l Press the Run Analyser button while the engine is running. The system will now constantly monitor the AF ratio at each load point. The accuracy of the analysis will increase as you run the engine for longer periods.k=LNO. ,zv:l Press the Run Analyser button again to stop monitoring./XO2 2v:l You canOI see how many times each load point was recorded by placing the blue grid cursor on a grid cell and looking at the read count field just above the buttons.The load points that have been analyses will show highlighted on the Fuel Map gridL"OJ* $D6Applying changes Automatically(  6You can have the system automatically adjust the fuel map if you want. First you must set the target AF ratio for each load point)J& 4NwH/ ,v:l Press the Target AF Ratio tab and enter the target AF ratio for each load point you want adjusted. You can also move the actual AF Readings over to the Target map by pressing the Actual to Target button and then adjust each load point to the desired value. Any load point with a 0 (zero) target value will not be adjusted.Q/ ,v:l Press the Apply Changes button. The system will compare the actual AF ratios with the target ones and adjust the fuel map accordingly.H. *6NOTE:You can exclude cells from the being applied by selecting the cell and pressing ALT+X or the "Exclude from apply" button.This can be done from the either the Fuel Map or Tune Analyser tabs.)Qq& 4NGH* $:6Applying changes Manuallyqq* "6You can apply changes directly on the Fuel map. After you have Analised and set the AF targets each load point on the Fuel map will be highlighted with either blue or red. A blue highlight indicates that the Actual AF is within + or - .1 AF of the set Target. You can move to each red load point on the Fuel map and adjust the value up or down until the "Change required" field reads 0 (zero).)& 4N= qׇ1g  7ׇLog Controls:* $ 6Log Controls:ׇK* $ 6New Data Logp) "6Before you can commence logging, the ecu must be connected to the Laptopand communication link established.)K & 4N@M* $,6Start Logging - F2 2 2%6To start the logging either click the Start Logging button or press the F2button on the keyboard.To Stop logging press this button again.)M:& 4NO%* $J6Saving a Data Log session to file*:) 6Once you stop logging and wish to save the logging session, it can be saved to file.Press the "Save to File" button and either click on an existing file to overwrite that file or type in a new file name in to create a new file, then press "Save" button.)܋& 4NM#)* $F6Reading a save Data log session܋) !6To open a saved log session log session press the "Read from file" button, select the file you want to read and then press the "Open" button)) & 4NMX0 0:6㡌l߀See Viewing Logged Data7 * $6Log GraphzX2) "6This button will display the logged Data in Graphical format.The graph will display 4 Axis of user selected data.see:)[& 4NG20 0.6_a5See Chart DisplayD[1  8pViewing Logged DataA'* $.6Viewing Logged DataG3 46Once logging is stopped, the P.C. will take a few minutes to organize thedata. The Data will then be displayed on the main page in alpha-numerical format.This da'Gta can be scrolled through with the arrow buttons and analyzed.Starting at the top, The logger records the selected parameters line by line.Each line represents a group reading.The first parameter shows the Reading number.The Second shows the Time stamp, followed by the selected parameters sentby the Ecu.)'p& 4N> G1 ^ 9Chart Display;p* $"6Chart DisplaywG`0 .6There are 4 Axis on the Graph Display Page.In this Area you can select any of the Logged parameters to be displayedon the graph. Each Axis is fully selectable.You can display any logged data on any axis.NOTE: If the parameter was not selected for logging in the Log Data section,It will not be available for viewing.)& 4N< `1 z :=Hall Sensor@* $,6Hall Sensor Wiring8=3 6 6 "?|1^ ;|Igniter Wiring<=* $$6Igniter Wiring8|3 6 6 "C31z <3NOS Wiring Diagram@s* $,6NOS Wiring Diagram833 6 6 "As1 ȁ =b6 Cyl DFI Wiring>** $(66 Cyl DFI Wiring8b3 6 6 "F*1 >#4 Cylinder DFI WiringCb* $264 Cylinder DFI Wiring8#3 6 6 "; ^1?^wAirSensCalD#* $46Air Sensor CalibrationP!^/ ,C6Use this page to calibrate the ECU for a particular Engine Temperature sensor.There are many different types of sensor resistances on different cars. This means that we must create a sensor calibration table for each type of sensor. If you do not find a file that gives you the correct temperature readings, you will need to either create your own new calibration or modify an existing file.It is also known that O.E.M. sensors can have + or - 10% variation. In an extreme case, you may decide to-re calibrate the file you are using.)& 4ND_* $46Using an existing File53 4G6Below is a list of sensor calibration files ( filename.emc) pre defined byEMS. You may down load any of these files into your ECU.To use a file, click on the file of your choice. It will be highlighted when selected.Press the "Read from File" button located at the right of the page.This will write the calibration into the table above.To send this calibration to the ecu, press the "Write to ECU" buttonOnce the progress bar has finished, the calibration has been sent to the ECU.To view the current water temp as seen by the ECU, Goto the tuning page.If it is not correct, try a different file or create or modify your own file and Write it to the ECU again.)_^& 4ND5* $46Creating your own Fileb"^@ NE6RULEAll numbers in the table MUST be in ascending or descending order. In The "Name" Field, type the name of your new file.Click on the first entry for -20 deg C. Type the A/D number that represents that temperature.Pressing the TAB button will move the cursor to the next temperature calibration field where you can enter the A/D number for that temperature.Press the Save To File button to save your new calibration table. If a calibration table with the same name already exists then it will be over-written.You can then down#load the new table to the ECU by pressing the Write to ECU button.You can also copy an existing table by simply re-naming it and pressing the Save To File button.To see the current A/D value, press the Read A to D Button. The read A to Dreading will be displayed in the center of the page. To accept this reading, pressthe Accept Reading Button. This will transfer the A to D reading into the tablein whichever temperature field is highlighted. This A/D number is what the Ecu is seeing from the sensor.)9& 4N;t* $"6A/ D Number.9N7 N1Y@ Choke control;w* $"6Choke ControlO%?* $J6Engine Temp. Compensation on Fuel 2 26There are 18 Water Temperature Enrichment / Enleanment settings used during engine warm up and over temp. These settings are expressed as percentages + or - (%) of fuels main Map.The settings begin at -20 deg C and go up in 10 deg increments until 150 deg Cwhich is the last setting. The Ecu interpolates between these settings to give a smooth warm up cycle. Through warm up testing you can adjust these settings to more closely suit your engine.NOTE: To disable extra / less fuel at any temperature point, set that point to 0%.These settings are located on the 3D tuning page, press theFuel MAP Temp Compensation Button.)?) & 4NL" u * $D6Air Temp. Compensation on Fuel2)  3 46There are 18 Air Temperature Enrichment / Enleanment settings .These settings are expressed as percentages + or - (%) of fuels main Map.The settings begin at -20 deg C and go up in 10 deg increments until 150 deg Cwhich is the last setting. The Ecu interpolates between these settings to give a smooth transitions.NOTE: To disable extra / less fuel at any temperature point, set that point to 0%.These settings are located on the 3D tuning page.Fuel MAP Temp Compensation Button.)u  & 4NC  1 A FClosed Loop Lambda@ S * $,6Closed Loop LambdazS  ' 6The 8860 offers two closed loop lambda control modes. Narrow band and Wide band.)S  & 4N9 /* $6Narrow Band! \@/ ,6Set the operation mode to Narrow Band.Select the maximum automatic adjustment allowed in the "Allowable Change +/-" field. This setting prevents the ECU form over-adjusting the fuel delivery.Set operating range in the "Operating Range" field. This will turn off the lambda control when the engine is above the selected vacuum (closer to zero). The ECU will start controlling again once the engine vacuum goes belo/\@ w the selected level.The Target A/F Ratio can not be selected in this mode.)/@& 4ND\@@* $46Bosch 4 Wire Wide BandC@ B, &/6This mode used the Bosch 4 Wire sensor (Bosch Sensor Number 0 258 104 002)In this mode the Ecu Provides Temperature compensation and Linearization of the sensor to give accurate and repeatable results.Allow 4 minutes for the sensor to reach minimum operating temperature. )@5B& 4NU+ BB* $V6Bosch 5 Wire Wide Band (Innovate LC-1)J5BC- (;6In this mode the 8860 ECU reads either analog 1 or 2 of the LC-1.Before the LC-1 can be used with the 8860 it must be calibrated. Use LM Programmer software to calibrate the LC-1. Set the output to read 0.050 volts for 8.0 air-fuel-ratio and 0.950 volts for 22 air-fuel-ratio.)BC& 4NK!CHD* $B6Wide Band Closed Loop Controlj=CF- ({6Select the maximum automatic adjustment allowed in the "Allowable Change +/-" field. This setting prevents the ECU form over-adjusting the fuel delivery.Set operating range in the "Operating Range" field. This will turn off the lambda control when the engine is above the selected vacuum (closer to zero). The ECU will start controlling again once the engine vacuum goes below the selected level.Set the target A/F ratio you want to achive in the "Target A/F Ratio" field. The ECU will automatically adjust the fuel delivery in order to achieve the selected target.)HDF& 4N: FG1BGHColdCrank8FMG* $6cold crankm>GH/ ,}6This function allows extra fuel for start-up.Adjust the choke setting prior to adjusting "Percentage for Cold Crank". Cold cranking enrichment adds fuel by a percentage of what the computer calculates at that time. This percentage is relative at -20 deg. C and interpolates automatically down to 0% at 60 C.)MGH& 4NGH*I1C*IICrank and Sync DiagramDHnI* $46Crank and Sync Diagram8*II3 6 6 "8nII3 6 6 "BI J1D JJCrank Wheel Setup?I_J* $*6Crank Wheel Setup8 JJ3 6 6 "?_JJ1EJ@File Selection:JK* $ 6File ManagerJK* "6This area of the screen displays any files stored .A file is selected when you click on it.When selected, it will be highlighted.)KK& 4NGK1L* $:6Saving ECU Data to a fileKM) ]6To save ECU data you must type in a name in the "File Name" field and then press the "Save to File" button. After a few seconds the new file will appear in the file list.)1L1M& 4NFMwM* $86Loading Data from a fileR1MB R6To read ECU data from a file you must first select a file from which to read the information.Select a file by clicking on it. The name of the file should appear in the File Name field.Now you can press the Read From File button. This will read all of the information about the ECU Setup and Tuning from the file and place this information into this computers memory.To down load this information into an ECU go to the ECU drop down menu andselect the Write to ECU selection. The down load from this computers memory (PC) to the Ecu is complete when the progress bars diwMJsappear.)wM@& 4N=}* $&6Deleting a file@1* "6To delete a file Use right mouse button to select the file.A drop down menu will appear, click delete with the left button to delete.)}Z& 4N:1* $ 6Data LoggingqJZ' 6To assist in tuning you can perform a time based data log of an engine.).& 4Noт4 86To get to the data logging to laptop section,Click on the Goto drop down menu and click on Data logging).& 4NFт@0 0,6xSee Data Logging= }1(F}hFiles Screen:@* $ 6Files Screen}* "6This screen enables the user to manage the data from many ECUs by saving the ECU information into files.Here you can store many files of ECU data. This data can be retrieved from a file and down loaded into an ECU.)& 4N<!* $$6File SelectionGh0 0.6See: File ManagerA!1GZFuel MAP Overide?h* $*6Fuel MAP Override( 6This feature can be used as a fuel trim for an entire load value. You must have the MAP sensor connected to use this feature.)& 4N( 6The ECU uses the values in this grid internally to determine the correct fuel delivery. Normally you would not need to adjust these settings but EMS allow you to adjust them in specialist situations.)ԇ& 4NC( 76This would be used in situations where a throttle position sensor or mass air flow meter is used to determine the fuel delivery. In installations where a turbo charger is used along with these sensors the actual fuel requirement may not be proportional to the TPS or MAF readings.)ԇ@& 4N( -6Enter the increase or decrease percentage of fuel for each load position on the grid. This percentage is calculated from the current load position.)@'& 4N 10 .6If these values have been removed or changed to the point where the engine is not operating correctly you can easily bring them back to the factory setting by entering the same value as the actual load point at each point.EG; At the -50 KPA load point enter -50 At the -20 KPA load point enter -20 At the 0 KPA load point enter 0 AT the 25 KPA load point enter 25 AT the 50 KPA load point enter 50.You must do this for each grid position.)'Z& 4N: 11&Hfuel TrimBZ֌* $06Fuel Trim Percentage. *6This function trims ALL fuel settings. Use this function as an overall Trim in percentage (%). For first time engine start up you can adjust the Fuel Trim prior to setting the Fuel Maps.Fuel trim is located on the 3D tuning page.)֌& 4N<W( )6Once you are happy with the performance the selected trim is providing. You can apply the changes directly to the fuel map by pressing the Re-Adjust Map button beside the Fuel Trim selector. This will adjust the map by the trim percentage and then zero the fuel trim value.)& 4NCWÏ1IÏIgnition Fire Edge@* $,6Ignition Fire EdgeÏ`Ï, &6The Ignition Fire Edge setting determines whether the ignition output is normally ON and then turned OFF to fire the coil or normally OFF and then turned on to fire the coil.Negative fire will leave the ignition output OFF and then turn it ON to fire the coil.Positive fire will leave the ignition output ON and then turn it OFF to fire the coil)& 4N. *6NOTE:Be aware that setting the Ignition Fire Edge to positive fire will leave power on the ignition output which could cause coils and igniters to burn out if they are not designed to operate in this mode.)& 4NE41}J4lIgnition MAP OverideCw* $26Ignition MAP Override4$(  6This feature can be used as an ignition trim for an entire load value. You must have the MAP sensor connected to use this feature.)wM& 4N@$( 16This would be used in situations where a throttle position sensor of mass air flow meter is used to determine the fuel delivery. In installations where a turbo charger is used along with these sensors the actual timing requirement may not be proportional to TPS or MAF reading.)M& 4N|( =6Enter the increase or decrease percentage of timing for each load position on the grid. This percentage is calculated from the current TPS or MAF readings.)& 4Nw|C' 6NOTE: If you do not want the system to override at a particular load value you must enter 0 (zero) in that position.)l& 4N8C1wKIgnTrimFl* $86Ignition Trim Percentage_2I- (e6This function adjusts the ignition timing by a + - percentage of what it would normally calculate from the ignition maps. The trim function can be used to alter the complete ignition curve due to variation in Octane levels of fuel.Ignition Trim is located in the Trim section off the 3D Tuning Map)r& 4NH I( A6Once you are happy with the performance the selected trim is providing. You can apply the changes directly to the ignition map by pressing the Re-Adjust Map button beside the Ignition Trim selector. This will adjust the map by the trim percentage and then zero the ignition trim value.)r& 4N?"1 L"Injector Scale<^* $$6Injector Scaleq="4 6{6The injector scale is used to set the resolution of each increment in the main fuel map.Injector Scale sets the max fuel available .half the scale number = the max milliseconds.E.G. scale number of 40 = 20mS max injector opening @ 0% Fuel Map overridesetting.Note: As a guide, the injector time scale should be set between 10 and 30 when in multi point 360 mode and between 40 and 80 when in multi point 720 mode. If you find that you need to go above or bellow this range you may need to change injector size or there is a problem in the fuel delivery system.)^& 4NNF0 0<6 7ÀSee Injector Arrangement3: B6Each load point has 0 - 255 increments of injector on-time. The Injector scale is used to calculate the number of milliseconds per increment and is used to set the maximum allowable milliseconds for the size of injectors being used.IE: Larger injectors would require less milliseconds of on-time to supply the same volume of fuel that smaller injectors would require. This means Fthat the injector scale value determines maximum injector on-time attainable.You can determine the maximum on-time by dividing the injector scale by 2.This example applies to TPS and Vacuum load points.EG: By setting the injector scale to 20 the maximum allowable injector on-time will be 10 milliseconds (20 divided by 2). This means that each increment for each load point will be 0.039 milliseconds (10ms divided by 255 increments).The same principle applies to vacuum mapped load points when on the 0 Kpa point. At different load points the ECU varies the actual resolution to compensate for differing air densities.)F& 4N91MJLog Data6 * $6Log Data!, &6This section allows you to select the parameters that are to be logged fromthe Ecu to the P.C. (Laptop).To select a parameter, click the check box.The tick indicates that the parameter is selected for Logging.)J& 4N8!1=N Stagged>J* $(6Staged Injection[^ C T6Staged injection is for engines with staged fuel injectors (ie; two injectors per cylinder). If your engine is not using staged injectors then select "OFF".WARNING!!DO NOT SELECT STAGED INJECTION FOR NON-STAGED INJECTED ENGINES AS THIS WILL CAUSE ENGINE DAMAGE.The Staged adjustments are located under the Trim Button off the 3DTuning page.When a staged number is selected in the staged amount field, the ecu willbring on the staged injectors Automatically, when it sees the primaryinjectors approaching 100% Duty.To test the staged fuel amount the user can force the ecu to enable the stagedinjection earlier by clicking on the "Force Staged inj On" check box. Via experimental testing, change the staged number until the correct air fuel ratio is achieved.For engine configurations with primary and secondary injectors of the same size,set the staged number to 57.6% and no need for further adjustment.If the secondaries are larger that the primary injectors, the staged number will besmaller.If the secondaries are smaller that the primary injectors, the staged number will be larger.) & 4N= ^  1O HWaterSensCalF  * $86Water Sensor CalibrationP! Z / ,C6Use this page to calibrate the ECU for a particular Engine Temperature sensor.There are many different types of sensor resistances on different cars. This means that we must create a sensor calibration table for each type of sensor. If you do not find a file that gives you the correct temperature readings, you will need to either create your own new calibration or modify an existing file.It is also known that O.E.M. sensors can have + or - 10% variation. In an extreme case, you may decide to-re calibrate the file you are using.)  & 4NDZ  * $46Using an existing File 1 06On the Bottom of the page is a list of sensor calibration files pre defined byEMS. You may down load any of these files into your ECU.To use a file, click on the file of your choice. It will be highlighted when selected.Press the "Read from file" button .The calibration is now loaded into the table of the laptop memory.To send the table data to the ecu, press the "Write to ECU" button.When the progress bar , the data has been written into ECU memory.) & 4ND8* $46Creating your own File^!C= HC6RULEAll numbers in the table MUST be in a sending or descending order. In The "Name" Field, type the name of your new file.Click on 8C the first entry for -20 deg C. Type the A/D number that represents that temperature.Pressing the TAB button will move the cursor to the next temperature calibration field where you can enter the A/D number for that temperature.Press the Save To File button to save your new calibration table. If a calibration table with the same name already exists then it will be over-written.You can then download the new table to the ECU by pressing the Write to ECU button.You can also copy an existing table by simply re-naming it and pressing the Save To File button.To see the current A/D value, press the Read A to D Button. The read A to Dreading will be displayed in the center of the page. To accept this reading, pressthe Accept Reading Button. This will transfer the A to D reading into the tablein whichever temperature field is highlighted. This A/D number is what the Ecu is seeing from the sensor.)8C& 4N;CD* $"6A/ D Number.CG6 :A6A/D Is the ECU's Analog to Digital converter.Temperature sensors change their electrical resistance when the temperature changes. When a temperature sensor is connected to the ECU, the changing resistancecauses the voltage to also change. This changing voltage is called an analog voltage. The ECU's A/D converter measures this voltage and converts it into a number between 0 and 1024This means that if the temperature changes, the Number from the A/D converter will also change.To calibrate the ECU to the sensor we must place the correct A/D numberbelow each temperature cell. This is done experimentally, by placing a calibrated temperature probe in the in the vicinity of the water temp sensor and filling out the table as the temperature slowly rises.Another method is to remove the sensor and slowly heat the bulb of the sensorwith hot water, using a calibrated thermometer to measure the temperature.)DH& 4N< GAH1yPAH~MWaterTmpIgnV,HH* $X6Engine Temp. Compensation on Ign. timing&AHJ3 46There are 18 Coolant Temperature Advance / Retard settings .These settings are expressed as percentages + or - (%) of Ignition main Map.The settings begin at -20 deg C and go up in 10 deg increments until 150 deg Cwhich is the last setting. The Ecu interpolates between these settings to give a smooth transitions.NOTE: To disable Ignition timing Advance / Retard at any Engine temperature point, set that point to 0%.These settings are located on the 3D tuning page.)HJ& 4NR(J8K* $P6Air Temp. Compensation on Ign TimingJUM2 26There are 18 Air Temperature Advance / Retard settings .These settings are expressed as percentages + or - (%) of Ignition main Map.The settings begin at -20 deg C and go up in 10 deg increments until 150 deg Cwhich is the last setting. 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