?_lBStingerCopyright ...0RegisterRoutine("MMSYSTEM","sndPlaySound","Si")-RegisterRoutine("MMSYSTEM","mciExecute","S")BrowseButtons()Zmain>FO/MAINStinger dOz0W rO)M##O,l?ZsecondaryWindow1tinger dOz0W rO)W##O,l@@@@ZsecondaryWindow2tinger dOz0W rO)W##O,lZsecondaryWindow3tinger dOz0W rO)W##O,lZsecondaryWindow4Glossary dOz0W rO)W##O,lZsecondaryWindow5Indexry dOz0W rO)W##O,l/&;)z4|CONTEXTџ|CTXOMAPx|FONTv|KWBTREE|KWDATAz|KWMAPz|SYSTEM|TOPIC|TTLBTREEя|bm0|bm1\h|bm10;|bm11O|bm12G|bm2;|bm3p?|bm45i|bm5|bm6q|bm7HL|bm8w|bm9nn @L1LAGetting Started= * $&6Getting Started%L/ ,6When you start the Stinger 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", type in a file name and press the "SAVE" button.)& 4N^45* $h6Setting the ECU parameters for a specific engine-b(  6Press the "ECU Setup" button to go to the ECU Setup screen. Use this screen to set the parameters for a specific engine. Use this screen to set parameters such as number of cylinders, number of igniters, types of engine sensors attached, load point type etc.)5& 4NFb0 0,6Fa_OECU Setup ScreenS)$* $R6Auxiliary Input and Special Functionse' 6Use this screen to define how the auxiliary input is to be used and also setup the turbo anti lag.)$& 4No2H= Jd6;ޤ&IAuxiliary Input screenSpecial FunctionsE* $66Auxiliary Output screentH+ * "6The Stinger provides 2 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 and boost control.Use the Auxiliary Output screen to define the function for each output.)T & 4N|?+ = J~6NwuދAAuxiliary Output screenPulse Width Modulated Outputs;T * $"6Engine Tuning\ - (6The Stinger control software provides a graphical view of the ECU mappings.This gives the user an instant overall picture of how an engine is tunned, highlighting any abnomalities.All engine tuning is performed via this screen. If the Ecu is online with this computer ,any change made to the tuning maps is instantly transmitted to the ECU.) & 4NS#  0 0F6~8Fuel and Ignition Tuning Maps: J * $ 6Data Logging >3 46The Stinger system provides flexible data logging capabilities to assist in gaining the maximum efficiency from an engine.The Data logging facility is only accessible after a file has been selected from the "Files" screen. When you select a file the "Data Logging" button will become active (Un-grayed). Press this button to go to the Data Logging screen.NOTE: Data logging is only available if the attached ECU is enabled fordata logging.)J g& 4NK>0 066xData Logging Controls=g @* $&6Wiring Diagrams @ Ae /63vȆzcoARӀECU ConnectionsAuxiliary Input ConnectionsAuxiliary Output ConnectionsInjector ConnectionsTrigger and Sync Sensor ConnectionsA @IA1IAFECU Setup screen>AA* $(6ECU Setup ScreenhAIAA' 6Describe all of the engine specific parameters in this screen.)AB& 4N(AA@D 6 7ÀgYZURW,+Cthu9 X܀9kc78\NgnInjector ArrangementTrigger SensorTrigger EdgeTrigger Pull Up ResistorNumber of Trigger TeethSync SensorSync EdgeSync Pull Up ResistorStatic TimingLambda SensorNumber of CylindersIgnition TypeSync Sensor usedTooth after missingNumber of Igniters*CBjF 6BC'N&'X?DPi݄-Hm'Z7cかHO{^eʀHzʀWi€G`\-Dwell mSInjector OhmsSensitivityAspiration (Intake Induction)Supercharger BoostInjector Time ScaleIgnition TrimFuel TrimAcceleration EnrichmentEnrichment DurationSoft Rev LimiterHard Rev LimiterStaged Injection AmountBoost CutDeceleration Fuel CutX(@DF0 0P6:Calibrate Throttle Position SensorEjFG1\GMInjector ArrangementBFIG* $06Injector Arrangement]0GG- *`6Multi point 1 for rotary and piston enginesb5IGI- (k6Check the position of the fuel injectors. They may be fitted as Multi Point (1injector per cylinder). When Multi-point is selected regardless of the number of cylinders, the computer will fire them twice every cycle (two complete engine revolutions). Throttle body should be selected for 2 strokes. )G1I& 4NW*II- *T6Multi point 2 for piston engines onlyz1I1K/ ,6Check the position of the fuel injectors. They may be fitted as Multi Point (1injector per cylinder). When Multi-point is selected regardless of the number of cylinders, the computer will fire them once every cycle (two complete engine revolutions). Using Multi point 2 will provide smother idle with larger injectors.Throttle body should be selected for 2 strokes. )IZK& 4Nj=1KK- *z6Throttle Body for rotary and 2 or 4 cycle piston enginesk@ZK/M+ $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. )KXM& 4NJ/MM0 046oInjector connectionsEXMM1zMaNInjector connectionsBM)N* $06Injector Connections8MaN3 6 6 "?)NN1;\&NTrigger SensorAaNN* $.6Trigger Sensor Type5 NO* $6GeneralN ( 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.O aN)O5& 4N< q* $$6Hall / Optical_5) "6Hall and Optical sensors are usually 3 wire sensors. They produce a square wave signal.see)q"& 4NY){0 0R6ARӀTrigger and sync sensor connections6 "* $6MagneticuL{&) "6Magnetic sensors are 2 wire sensors.They produce a sine wave signal.see)O& 4N[+&0 0V6ARӀTrigger and sync sensor connections.T#O1zSTrigger and sync sensor connectionsQ'O* $N6Trigger and Sync Sensor Connections83 6 6 "< OÃ1&8ÃJTriggerEdge:* $ 6Trigger Edge5 Ã2* $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.)2.& 4N:h* $ 6For MagneticW..) "\6The trigger edge must be set to positive.)h& 4NH0* $<6For Hall / Optical sensors!5 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.)0J& 4N= !18STrigResistor>Jň* $(6Trigger Resistor։* "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 5V or "OFF" if the 1000 ohm resistor is to be disconnected.)ň& 4N8։73 6 6 "3/ ,6 TRIG RES "ON" TRIG RES "OFF"The "ON" is usually selected if the Stinger ECU alone is to be connected to the trigger sensor .If Stinger 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 Stinger pull up should be selected to be "OFF".)7\& 4N=3* $&6Magnetic Sensor\Y* "-6When a magnetic sensor is selected for the Trigger sensor, the TriggerResistor is automatically turned off by the Ecu regardless of this setting.)& 4N: Y18ZTrigTeethB* $06No. of Trigger TeethIG* $>61 tooth per cylinder firing+ $G60 teeth is selected if there is an equal amount of trigger teeth per cycle as there is cylinders.Sync sensor is not required if single ignition coil is used.)G>& 4N?}0 06lPer Cycle9>* $6Multi tootha-}#4 6[6If there are more Tri#gger teeth per cycle than cylinders, Key in the amount of teeth per 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. 11 teeth divided by 4 cylinder = 2.75. 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 oft the Trigger sensor when the engine is at 10 BTDC on cylinder No. 1)L& 4N;#* $"6Missing ToothoCL, &6If missing tooth mode is selected then you must count the teeth, including missing teeth. If these are on the crank shaft then double the number and enter it into the field.EG: If you count 35 teeth plus 1 missing tooth on the crank shaft then the count is 36 teeth. You must double this and enter 72 into the field.)& 4N: Y1ڂ Y/Per Cycle}0 .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 Trigger teeth " setting.If the trigger teeth are on the crankshaft, count the teeth and double.)Y/& 4N< k15Zބ kdSync Sensor>/* $(6Sync Sensor Type5 k* $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.see)-& 4NY)70 0R6ARӀTrigger and sync sensor connections6 m* $6MagneticuL7) "6Magnetic sensors are 2 wire sensors.They produce a sine wave signal.see)m & 4NY)d0 0R6ARӀTrigger and sync sensor connections9 1ڂ SyncEdge7 d* $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:9* $ 6For MagneticP)' R6The sync edge must be set to positive.)9& 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> /1cބ /*Sync Resistor;j* $"6Sync Resistor/) 6When Hall is selected for the trigger input, the "TRIGG RES" feature gives you the option of selecting "ON" jif the ECU is to Introduce a 1000 ohm pull up resistor to 5V or "OFF" if the 1000 ohm resistor is to be disconnected.)j& 4N83 6 6 ". *6 TRIG RES "ON" TRIG RES "OFF"The "ON" is usually selected if the Stinger ECU alone is to be connected to the trigger sensor .If Stinger 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 Stinger pull up should be selected to be "OFF".)& 4N=C* $&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.)C*& 4N> h1 h-Static TimingD** $46Static Ignition TimingX+h- (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.)-& 4N> k1o]k Lambda sensor;-* $"6Lambda sensor~Pk$. *6This selects the type of lambda sensor that is connected to the Ecu.The Ecu converts the sensor signal to and Air / fuel Ratio if Bosch wide band sensor is connected and can used as a tuning aid.This feature only functions if the Ecu has Been fitted with the Lambda Option.NOTE: Use Sensor safe sealants on the exhaust system.)M& 4N1$~* $6OffDM) "66This turns lambda off.)~& 4NI4 * $>6(01) Bosch Wide Band Sensor+ + $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. )4 T & 4NH+  * $<6(02) Future Implementation5T  1 w Cyls>  * $(6No. of Cylinders? N . *#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.) w & 4N8N  1] OIgnType;w  * $"6Ignition Type5  * $6Generaln  ' 6The Ecu has 5 different ignition modes listed below. Most common mode used in most applications is mode 00.)  & 4NB * $06IGN TYPE (00) Normal @- (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 m@w ust 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.)&A& 4NB@hA* $06IGN TYPE (01) Nissan`5&AB+ $k6Is used for Multi-coil applications using cam mounted crank angle sensors eg; CA18, RB20, VG30, SR20.Ignition outputs 1, 2, 3 & 4 can be used, the ECU will fire these outputs in 1 2 3 4 order, 6 cyl engines would use 1, 2 & 3 as wasted spark.0 Number of Trigger Teeth must be used with all Nissan modes.)hAB& 4NhBC0 06qSee Nissan crank angle positioning''Nissan crank angle positioning''Nissan crank angle positioningIBC. ,66IGN TYPE (02) NissanCE. *e6Is used for Multi Coil applications when a distributor is used instead of a cam mounted crank angle sensor .Eg, FJ20, ET PULSAR.Ingnition outputs 1,4 & 2,3 will be fired if 2 igniters have been selected in the setup screen. Ignition outputs 1,2,3 & 4 will be fired in 1 2 3 4 sequence if 4 igniters have been selected in the setup screen.Note: When using a distributor, select ignition type 00 and do not connect sync wire. )CE& 4NX(E3F0 0P6qSee Nissan crank angle positioningLEF. ,<6IGN TYPE (03) WRX SUBARU3FdH+ $u6Set Number of cyl to 4, Number of Trigger Teeth to 0.If using a coil pack then set Number of igniters 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.If Number of igniters is set to 4 then the ECU will fire outputs in 1 2 3 4 sequence therefore you should wire the outputs to the match the engine firing order.)FH& 4NAdHH. ,&6IGN TYPE (04)HJ7 <6Direct fire rotarys.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/r) 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 00)HJ& 4N*J(K' 6)JQK& 4N8(KK* $6N16 NissanQK9L) 6This is a special ignition mode for the QG 4 cyl 2002 model. This may alos work on other 4 cyl Nissan engines for the same vintage.)KbL& 4N99LL* $62001 SubarufbL)M( 6This is a special mode for Subarus made since 2001, these are the ones with the round head lights.)LRM& 4N<)MM* $$6Audi 136 Teeth{SRM N( 6This is a special mode for Audi V6 engines with 135 teeth plus 1 missing tooth.)M2N& 4N@ NrN* $,6Missing tooth mode2NzO, &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.)rNO& 4NOzO 1X| Nissan crank angle positioningO OL"OX* $D6Nissan Crank Angle PositioningW ށ/ ,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) .)X& 4NAށH1j"HqSync Sensor Used>* $(6Sync Sensor UsedHH3 46This field is active only if missing tooth mode is selected in ignition type.To control multi coils, the ECU needs a sync signal in most applications. But if missing tooth mode is used then the ECU can calculate the engine position via the missing teeth providing ignition mode is wasted spark.Wasted spark mode is set depending on the number of cylindersIE: For 4 cyl set the number of igniters to 2 For 6 cyl set the number of igniters to 3 For 8 cyl set the number of igniters to 4If you set the number of igniters equal to the number of cylinders then the ECU is set to full sequential ignition and so you must use a sync sensor.)q& 4NDH1|Tooth after missingAq* $.6Tooth after missing* "6The ECU needs to know which tooth is the static tooth. This is normaly 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.)& 4N9N1f" N{Igniters=* $&6No. of Igniters*N' 6)އ& 4NC!* $26''Multi Ignition CoilA އb4 66This enables you to fire up to 4 coils sequentially. By using multiple coils, you eliminate the use of a distributor cap and rotor button. In this section 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 dissy 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.)!& 4NBb͋* $06Single Ignition coil< - (6For Stinger model 4424iIf using a dissy cap and rotor button to distribute the spark, set to 1 igniter.Connect negative side of coil to ignition output 1 only.For Stinger model 4424You must use a separate ignitor between the ECU and coil. See ECU Connections help)͋2& 4NI {0 0263vSee ECU Connections@21 hEcu Connections={* $&6Ecu Connections803 6 6 "8h3 6 6 "601 Dwell6 hԎ* $6Dwell mS2 26Ignition 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. NiԎhssan 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 Stinger dealer.)Ԏ& 4N511 61Ohms;l* $"6Injector Ohms31. * 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 Stagged Injectors with a different value of Ohms, Set the Ecu to the value corresponding to the Primary Injectors.see)l& 4NJ0 046oInjector connections< N1ONaSensitivity9* $6Sensitivity5 N* $6General|K81 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.)a& 4NA81r6fIntake Induction>a* $(6Intake Induction.) " 6)7& 4N<s* $$6Normal / TurbovM7) "6Select this setting if the engine is Normally aspirated or Turbo charged)s& 4N;M* $"6Super Charged]6' l6Select this setting if the engine is Super Charged.)M& 4N9 1e 8MaxBoostAM* $.6Super Charger Boost + $/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.)M8& 4N?w19 fwxInjector Scale<8* $$6Injector Scalewn1 06The injector scale is used to set the resolution of each increment in the main fuel map.Note: As a guide, the injector time scale should be set between 10 and 25 when in multi point 1 mode and between 40 and 80 when in multi point 2 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.)& 4Nd4n0 0h6 7ÀSee Injector Arrangement for multi point modesHO: B6Each load point has 255 increments representing milliseconds 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 that the injector scale value determines maximum injecO8tor 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 vacume 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.)x& 4N8O1/IgnTrim=x* $&6Ignition Trim %+ $6This 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.)/& 4N: i1 ifuel Trim9/* $6Fuel Trim %i, &6This function trims ALL fuel settings. It should be set to 0% before tuning an engine. 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.)& 4N: #1B# AccelpumpDg* $46Accelerator EnrichmentX# > J56"Acceleration Enrichment" setting adds 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 16 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.)g & 4N> & 1 &  AccelPumpTimeA g * $.6Enrichment Durationw>&  9 @}6Enrichment 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 engine ignition pulses that 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.)g  & 4N8 ? 1B ?  @RevSoft< { * $$6Soft Rev LimitA ? 6 :6The Ecu has a Rpm Limiter that can be adjusted from 0 to 12,500 r.p.m. in 50 r.p.m. increments. If you wish to use this option, set to the required rpm limit. 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 select OFF.NOTE: Rev limiter should only be used if there is one injector per cyliner runner.){  @& 4N @ 8D@1o!D@zARevHard< @@* $$6Hard RPM LimitD@QA) Q6The 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.)@zA& 4N8QAA1"AFStagged?zAA* $*6Stagged InjectionAE9 @6Staged injection is for engines with stagged fuel injectors (ie; two injectors per cylinder). If your engine is not using stagged injectors then select "OFF".WARNING!!DO NOT SELECT STAGED INJECTION FOR NON-STAGED INJECTED ENGINES AS THIS WILL CAUSE ENGINE DAMAGE.Before tuning the stagged injection value, first tune the fuel and ignition maps up to 3500RPM with the stagged value at 68% and note the air/fuel Ratio at 3000 R.P.M and 0 kpa load. Then go to the "Stagged Injection amount" setting and bring the engine back to 3000rpm and 0 kpa load.The Ecu will now actuate the staged set of injectors. Change this setting until the Air fuel ratio equals that previously set at this point.If the staged injectors are the same flow rate as the primary injectors, the staged injection setting should be set to approx. 68. If staged injectors are larger, the number will decrease in value and if staged injectors are smaller the number will increase.)AF& 4N9ESF1z#SFGBoostCut7 FF* $6Boost CutSFG, &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 set. If boost cut is not required select OFF.)FG& 4N6GG1$GIDecelCG&H* $26Deceleration Fuel CutNGtI0 .=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.)&HI& 4NU$tII1 z%IZThrottle Position Sensor CalibrationR(IDJ* $P6Throttle Position Sensor CalibrationAIJ* $.6Use Throttle SensorDJZK) Y6If a Throttle sensor is fitted and is required to be used in the accelerator pump and closed throttle maps calculations, Check (tick) the Use Throttle Sensor check box.)JK& 4N<ZKK* $$6Close Throttle: KL/ ,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 0% throttle" button on the setup screen.)K"M& 4NALcM* $.6Fully Open Throttle>"MN. *!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 100% throttle" button on the setup screen. )cMN& 4N7 NO* $6CalibrateNO* "6After you have performed the closed and 100% open button operations, Pressthe "Calibrate" button to complete the calibration sequence.)OO& 4N5 O * $6O IGeneralO12 26After adjusting both the throttle functions you will see in the gauges screen that the throttle position is displayed from 0 - 100%. When NOT USED is selected, the ECU will calculate fuel from vacuum rather than closed throttle but the acc pump will be calculated from TPS . 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. ) Z& 4N611, &2AuxIp=Z̓* $&6Auxiliary Input5 * $6General̓+ $!6There are 3 user selectable modes. Depending which modeis selected, different grey fields will become active for values tobe changed. see)& 4NQ!70 0B6ȆzcAuxiliary input connectionsBy* $06Two Step RPM limiter_07؆/ ,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.)y& 4N@؆A* $,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.)A%& 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!)_2& 4NL ~1Q '~Auxillary input connectionsI2nj* $>6Auxiliary Input Connections8~3 6 6 "?nj>1-, ބ(>Turbo Anti Lag<z* $$6Turbo Anti Lag8>* $6Rally ModejzyQ p6Rally 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 byypass 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 will 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 - % toretard the timing.)& 4N7 y* $6Drag ModeI ` 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 + % of what would normally be injected. Normally + %.)& 4NBX1Q c)XGAuxillary Outputs?* $*6Auxiliary OutputsX. *6There are 2 auxiliary outputs which are user selectable, for 12 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. 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. see)& 4NS#0 0F6Auxiliary outputs connectionsD[* $46Auxiliary Output Modes_K d)6Each o/p can be selected to perform any of the following fully adjustable modes.Mode No. Description Mode No.Description 0Off 7Fuel Pump o/p 1Digital RPM 8Tacho o/p 2Digital KPA 9PWM RPM 3Digital throttle position 10PWM KPA 4Dig[ital Engine temp. 11PWM Throttle position 5Digital RPM and KPA 12PWM, Idle control 6Digital RPM and throttle positionSee Also:-)[& 4NG60 0.6ދAPWM Modes 9 to 12R(* $P6Relay Control Modes 1 - 4 (Digital)B6B 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)+ & 4N8_  3 6 6 "R(  * $P6Relay Control Modes 5 - 6 (Digital)z ; 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.)  @& 4N @8D@* $6Rev Acting  @MC. *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))D@vC& 4NFMCC* $86Fuel Pump Output Mode 7vCE- (q6The Fuel pump output is designed to drive a fuel pump relay.When the ignition is on, the output will energise for approx. 4 seconds and then turn off again.Once the Ecu see's pulses on the trigger wire it will turn the pump output on again.If the engine stalls or stops, the Ecu will comence timing the 4 seconds from when it no longerreceives trigger pulses. After the 4 seconds has elapsed, the Ecu will turn off the pump output .)CE& 4NAE F* $.6Tacho Output Mode 8EG+ $ 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.) FG& 4NNG3H1ބ*3HHAuxillary outputs connectionsK!G~H* $B6Auxiliary Outputs Connections83HH3 6 6 " B~HH10(c+HPWM Modes 9 to 12?H7I* $*6PWM Modes 9 to 12Z*HJ0 .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.)7IJ& 4N[+JK0 0V6`Pulse Width Modulation Base Frequency7 JLK* $6FrequencyiKK) "6Frequency is normally expressed in hertz (HZ) 1 HZ = 1 cycle per second40 HZ = 40 cycles per second)LKL& 4N8K?L3 6 6 " KLC T6Fig. 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).The Base Frequency is calculated as follows. BASE FREQ = 3923 / ADJ. NUM.Eg. If 100 was selected from this screen, the base frequency would be 3923 / 100 = 39.23 HZ.Most valves or idle control valves normally function between 15 HZ to 100 HZ.For 20 HZ the adjusting number would be 3923 / 196 = 20 HZ for 100 HZ, 3923 / 39 = 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 lea?LHve 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)?L& 4N8* $6Duty Cycle0 .6PWM O/P's control devices (valves etc) by giving them an average current (amps). Even though the PWM O/P is pulsating, the 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.)& 4NC[* $26PWM Verses RPM Mode 9[- (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.)[ & 4NDP* $46PWM Verses Kpa Mode 10 . *'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 Stinger 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.)P:& 4NR(* $P6PWM Verses Throttle Position Mode 11K:׎- (=6In 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 Stinger 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.)& 4NF׎F* $86PWM Idle Control Mode 12), &W6This function has three modes, OFF , MANUAL and AUTO. Auto is not supported in this version. In manual mode the ECU will perform feed foF)Hrward idle speed control.)FR& 4N7 )* $6Base Duty@R0 .!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. )& 4NH:* $<6 % of Duty RPM IDLE MAPSk- (6RPM idle maps go from 500 RPM to 1500 RPM in 50 RPM increments. 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.):& 4N833 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.)3& 4NCG* $26THE % AT XX C SITEST. *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.)G& 4N8*3 6 6 " =g* $&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.)g& 4NC16,PWM Base Frequency@4* $,6PWM Base FrequencyC3 4!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 is calculated as follows. BASE FREQ = 3923 / ADJ. NUM.Eg. If 100 was selected from this screen, the base frequency would be 3923 / 100 = 39.23 HZ.Most valves or idle control valves normally function 4between 20 HZ to 100 HZ.For 20 HZ the adjusting number would be 3923 / 196 = 20 HZfor 100 HZ, 3923 / 39 = 100 HZ.)4& 4NG1-gFuel and Ignition MapsD7* $46Fuel and Ignition MapsY( 6Depending on the Ecu setup, There are different tuning techniques thatcan be adopted.)7& 4NIg= J6n6gNormal and Boost vacuum Load PointThrottle Position Load PointT#1 5 .+ Normal and Boost Vacuume Load PointK!g* $B6Normal and High Boost Version 4 66This section is for adjusting fuel maps at 500 r.p.m. increments starting at 0 R.P.M through to 12,500 R.P.M.There are 11 load points every 500 rpm9 points from -80 kpa to 0kpa in 10 kpa increaments.2 points in Boost. First at +75kpa and second at +150kpa.The Ecu has a 2.5 bar vacuume / boost sensor. 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 "Auxiliary" section of the "ECU Setting" screen to help get the engine started. )9& 4Ne;* $v6Using "FUEL TRIM" for First time engine set-up starting9~+ $k6It is much easier to get the engine running for the first time using the fuel Trim adjustment.This adjustment is found in the "Auxiliary" section of the "ECU Setting" screen.)& 4NL"~* $D6Adjusting Fuel / Ignition Maps 4 6=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. You can switch between fuel and ignition maps by pressing the F4 button on the keyboard. 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 positions when tuning. NOTE: a) If Max is Displayed = Injectors fully on. b) If Max Displayed and you are only running single injectors then increase the fuel pressure or use larger injectors or fit second set of injectors (Staged injection).) & 4N> , * $(6Clear Flood Mode  * "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.), + & 4NM x 1 ̃/x 4GThrottle Position Load PointJ +  * $@6Throttle Position Load Point&x , &6This section is for adjusting fuel / ignition maps at 500 R.P.M increments.Starting at 0 through to 12,500 R.P.M.There are 11 settings per 500 R.P.M at 10% increments.These settings represent a percentage of throttle opening from 0% to 100%. ) & 4NFW* $86Throttle Position Sensorg3A4 6g6It is extremely important that a good quality TPS Sensor beused in this version Ecu.Make sure that the tps is a VWA+ ariable resistance (potentiometer) type.Ensure that the sensor reading is repeatable after calibrating it.First, calibrate the sensor in the "ECU Settings" screen.Check 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 version heavily relies on the TPS sensor, so ensure its proper operationbefore commencing tuning.)WA& 4N?A2B* $*6First time tuningAB* "A6Go to the ignition Maps and fill in the required timing at all loads and R.P.M points.Go to the "ECU Setup" screen and adjust the "Injector Scale" setting.)2B%C& 4NABfC* $.6 See: Injector Scale%CE/ ,6This sets the maximum injector mS available into any of the load points.With 200 entered into the fuel 100% load points, bring the engine up tofull load at maximum R.P.M / torque. Check the fuel mixture and adjust the Injector scale to get the correct mixture strength.Once complete DO NOT adjust injector scale again or the complete fuel mapstuning will have to be repeated.)fC?E& 4N>E}E* $(6Tuning Continued_?E G/ ,6After the Injector Scale has been adjusted, continue tuning load and rpm pointsas you prefer.If knocking is experienced at any time, immediately release the throttle andadjust the timing map for that region.You may toggle back and forth to the timing map.Ensure that the rpm and tps is on or as close to the point you are tuning as possible.)}E4G& 4N= GqG1 5  0qGLog Controls:4GG* $ 6Log Controls:qGG* $ 6New Data Log0GI- (6Before you can commence logging, a file must be selected from the "Log Description" or a new log description (Logging session) must be created.To Create a file name click on the "New Data Log " button.Type in the name for this log and press OK button.)G>I& 4NEII0 0*6{Log Description>IJJ) =6All data loggs are linked to the file selected in the "Files Screen". This allows you to keep all data logs and tuning data for a particular car together.)IsJ& 4NcJJJ( 6You can select the data you want to log by placing a "tick" next to each field you want logged.)sJ'K& 4N>JeK0 06_zLog Data;'KK* $"6Data Log NameleK5L) "6To keep your logging organized, it is recommended to make a new Data log name for each logging session.)K^L& 4N85LL* $6Delete LogrJ^LM( 6This button deletes both, all data in a logged file and the file name.)L1M& 4N7 MhM* $6Clear Log1M$N+ $#6This button deletes all the logged data but not the file name.Once cleared, you can reuse the file name to log a new logging session to it.)hMMN& 4N4 $NN* $6CancelMN`O8 >O6If you press either Delete Log or Clear Log and then change your mind,Press the Cancel button to abort.NOTE: This will not recover any data already deleted.)NO& 4N@`OO* $,6Start Logging - F2O؀3 46OncO؀4Ge a file is selected the logging can commence at any time.To start the logging either click the Start Logging button or press the F2button on the keyboard.To Stop logging press this button again.)O& 4NI؀J0 026㡌l߀Viewing Logged Data7 * $6Log GraphzJ$) "6This button will display the logged Data in Graphical format.The graph will display 4 Axis of user selected data.see:)M& 4NC$0 0&6_a5Chart Display@MЂ1<̃3 1Ђ̄Log Description= * $&6Log DescriptiondЂ2 26A Log Description File must be selected to perform any Logging orviewing previously logged data.The selected file is indicated by an arrow on the left hand side of the file name.Once selected, you can view the pre logged data or graph, "Delete Log" or "Clear Log".If no Log Description File exists, then you must create "New Data Log" file.see) ̄& 4N91  2hLog 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.);h& 4ND?13  3*Viewing Logged DataAh* $.6Viewing Logged Data3 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 data 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.)*& 4N> h1 4hCChart Display;** $"6Chart DisplaywGh0 .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.)C& 4N; ~1w5~AirSensCalDC‹* $46Air Sensor CalibrationQ"~/ ,E6Use 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 extreame case, you may decide to-re calibrate the file you are using.)‹<& 4ND* $46Using an existing Filec2<1 0e6On the Left side 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 "Write to ECU" button located at the bottom of the page.Once the progress bar has finished, theC calibration has been sent to the ECU.At the bottom left, you can view the current water temp as seen by the ECU.If it is not correct, try a different file or create or modify your own file and Write it the the ECU again.)& 4ND\* $46Creating your own FileS6 :;6In 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 Table 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 Table button.At the bottom left of the page you can see the current A/D value and the temperature that is calibrated for this value.This A/D number is what the Ecu is seeing from)\& 4N;* $"6A/ D Number.7 Q16QChoke controlO%* $J6Engine Temp. Compensation on FuelbQ31 06There are 26 Water Temperature Enrichment / Enleanment settings used during engine warm up and overtemp. These settings are expressed as percentages + or - (%) of fuels main Map.The settings begin at -20 deg C and go up in 10 deg increaments untill 230 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.)\& 4NL"3* $D6Air Temp. Compensation on Fuel\2 26There are 26 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 increaments untill 230 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.)& 4N: 17ColdCrank7 R* $6ColdCrankn?/ ,6This function allows extra fuel for start-up.Adjust the choke setting prior to adjusting "Percentage for Cold Crank". ColdR 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.)R& 4N?4184FFile Selection<p* $$6File Selection4!* "6This area of the screen displays any files stored .A file is selected when you click on it.When selected, it will be highlighted.)pJ& 4N?!* $*6Adding a new fileJiE X76Before you can save ECU data you must create a file in which to save the information.To do this press the Add New File button. The File Information section of the screen will be cleared ready for you to enter the name of the file into the File Name field. Press the Save File button to save the file. NOTE: this will create a new "Empty file". you still need to save the ECU data into this file.)& 4NGi* $:6Saving ECU Data to a file S t= 6The ECU should be powered up and connected to this computer via the RS232 cable.Press the Read from ECU button at the top of the screen.This will up load all the ECU settings and put them in this computers memory and also ensure that you are saving exactly what is in the ecrus memory.Select a file (Either a newly created file or a previously existing one) by clicking on it. The name of the file should appear in the File Name field.Press the Save to File button at the top of the screen. This will save all of the information in this computers memory about the ECU Setup and Tuning into the selected (highlighted) file.The system will ask you if you want to over-write the selected file. Select YES to over-write the file, NO to automatically create a new file or CANCEL to abort.If you are saving to a newly created file then you can select YES to over-write. The system will then confirm that you are writing to the correct file, select YES to continue.NOTE: When the system automatically creates a new file its name will be "New File". You should change it to a more meaningful name and then press then Save File button located under the notes field.) & 4NJ = * $@6Loading ECU Data from a filej(  B RQ6To 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 press the Write to ECU button. The down load fromthis computers memory to the ECU is complete when the progress bar disappears.)=  & 4N>  * $(6Exporting a file  ( +6You can export a file to a floppy drive, Zip drive or even onto your C: drive. Use this feature if you need to copy a file from one PC to another.)  & 4Nk2 _9 @e6To export a file you must first select it.Select the file by clicking on it. The name of the file should appear in the File Name field.Now you can press the Export File button. This will export all of the information about the ECU Setup and Tuning from the file to the destination you selected.) & 4N>_* $(6Importing a file@( /6You can import a @file from a floppy drive, Zip drive or even onto your C: drive. Use this feature if you need to copy a file from one PC to another.)@& 4N@B; DC6To import a data you must first select a file in which to import the information.Select the file by clicking on it. The name of the file should appear in the File Name field. NOTE: Be aware that by importing into a file will override any information already in there.Now you can press the Import File button. This will import all of the information about the ECU Setup and Tuning into the selected file.)@B& 4NGBC* $:6Deleting a file or foldersDByC/ .6To delete a file select it and press the Delete File button.)CC& 4N:yCC* $ 6Data LoggingCD) 6To assist in tuning you can perform a time based data log of an engine. A data log must belong to a file, and therefore you must select a file before you can do any data logging. This assists in the management of your data log sessions.)CE& 4ND1F6 :6Select the file by clicking on it. The name of the file should appear in the File Name field.If this option is enabled in your ECU you can press the Data Logging button. This will display the data logging screen.)EZF& 4NB1FF0 0$6xData Logging= ZFF19FIFiles Screen:FG* $ 6Files ScreenFH* "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.)GAH& 4N<H}H* $$6File Selection|AH"I) "6This area of the screen displays your files stored.To select a file, click on it. When selected it will be highlighted.)}HKI& 4ND"II0 0(6File Selection> KII1t:IKRpmGaugeScale=I J* $&6Rpm Gauge ScaleIJ- (G6This field changes the maximum RPM displayedon the visual RPM gauge.e.g If this is set to 8000 RPM, the analog gauge willbe displayed between 0 - 8000 RPM.) JK& 4N= J@K14;@K̈WaterSensCalFKK* $86Water Sensor CalibrationQ"@KM/ ,E6Use 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 extreame case, you may decide to-re calibrate the file you are using.)KN& 4NDMDN* $46Using an existing Filec2N1 0e6On the Left side 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 "Write to ECU" button located at the bottom of the page.Once the progress bar has finished, the calibration has been sent to the ECU.At the bottom left, DNKyou can view the current water temp as seen by the ECU.If it is not correct, try a different file or create or modify your own file and Write it the the ECU again.)DN܀& 4ND * $46Creating your own File_)܀6 :S6In 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 Table 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 Table button.At the bottom left of the page you can see the current A/D value and the temperature that is calibrated for this value.This A/D number is what the Ecu is seeing from the sensor.) & 4N;* $"6A/ D Number.6 :6A/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 255This 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 circulating water and filling out the table as the temperature slowly rises.Another method is to remove the sensor and slowly heat the bulb of the sensorin a pot of water using a calibrated thermometer to measure the temperature.)̈& 4N< 1x<DWaterTmpIgnQ'̈Y* $N6Engine Temp. Compen. on Ign. timing(3 46There are 26 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 increaments untill 230 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.)Y& 4NR(* $P6Air Temp. Compensation on Ign Timing2 26There are 26 Air Temperature Advance / Retard settings .These settings are expressed as percentages + or - (%) of Ignition main Map.The settings begin at -20 deg C and go up in 10 deg increaments untill 230 deg Cwhich is the last setting. The Ecu interpolates between these settings to give a smooth transitions.NOTE: To disable Ignition timing Advance / Retard at any Air temperature point, set that point to 0%.These settings are located on the 3D tuning page.)D& 4N1u1U=u$D"  1u1>I@ HelvArialCourierMs Sans SerifMs SerifSymbolTimes New RomanZapfDingbatsSystem$=& \z&S68dZڂބ@PZ]F|"n  x26(f B<z"J, TQ ^ބchr|5 ̃ 3   bp  ~ 0 : , XL  B, ބc ]z  \̃3 fZ6ڂ|ބ5 "&zS8Q  /& ;) i24c23052: 55AccelpumpAccelPumpTimeAuxillary input connectionsAuxillary Outputs Auxillary outputs connectionsAuxIpBoostCutChart DisplayCyls Decel$Dwell(Ecu Connections,ECU Setup screen0Fuel and Ignition Maps4fuel Trim8Getting Started<Igniters@IgnTrimDIgnTypeHInjector ArrangementLInjector connectionsPInjector ScaleTIntake InductionXLambda sensor\Log Controls`Log DatadLog DescriptionhMaxBoostlNissan crank angle positioningpNormal and Boost Vacuume Load PointtOhmsxPer Cycle|PWM Base FrequencyPWM Modes 9 to 12RevHardRevSoftSensitivityStaggedStatic TimingSync ResistorSync SensorSync Sensor UsedSyncEdgeThrottle Position Load PointThrottle Position Sensor CalibrationTooth after missingTrigger and sync sensor connectionsTrigger SensorTriggerEdgeTrigResistorTrigTeethTurbo Anti LagViewing Logged Data''/& ;) Lz?d?Getting StartedECU Setup screenInjector Arrangement\Injector connectionszTrigger Sensor&Trigger and sync sensor connectionsSTriggerEdge8TrigResistorTrigTeethZPer CycleڂSync SensorބSyncEdgeSync ResistorStatic TimingLambda sensor]CylsIgnTypeNissan crank angle positioning|Sync Sensor Used"Tooth after missingIgniters Ecu Connections DwellOhms6SensitivityIntake InductionfMaxBoostInjector ScaleIgnTrimfuel Trim AccelpumpBAccelPumpTimeRevSoftRevHardStaggedBoostCutzDecelThrottle Position Sensor CalibrationAuxIp, Auxillary input connectionsQ Turbo Anti LagބAuxillary OutputscAuxillary outputs connectionsPWM Modes 9 to 12PWM Base FrequencyFuel and Ignition MapsNormal and Boost Vacuume Load Point5 Throttle Position Load Point̃Log Controls Log Description3 Log Data Viewing Logged Data Chart Displayp AirSensCal Choke control~ ColdCrank File Selection Files Screen RpmGaugeScaleL WaterSensCal WaterTmpIgn /& ;) L4==7|Z7ckc 4p /ɩ x̃cHDPi݄fWi½ 7ÛHzeʚAR&PL Xl ~ `㳊G`䜄&IQ ~8{ hq6g5 9]'N&;ޤ\-zBC  :gYZzn W8^B-Hm',+ڂ63 _a5 hu9'X?6ދAFa_O(2

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