?_üÿÿÿÿ¢äìãlR›GE Stinger 4Copyright ® ...0RegisterRoutine("MMSYSTEM","sndPlaySound","Si")-RegisterRoutine("MMSYSTEM","mciExecute","S")BrowseButtons()Z‡main>DO¼/MAIN’Stinger 4¯bOz0W pOø)¯M##ªO,—l?¯¯¯ÀÀÀZÿsecondaryWindow1tinger 4¯bOz0W pOø)¯W##ªO,—l@@@@¯¯ÀÀÀZÿsecondaryWindow2tinger 4¯bOz0W pOø)¯W##ªO,—lÿÿ¯¯ÀÀÀZÿsecondaryWindow3tinger 4¯bOz0W pOø)¯W##ªO,—lÿÿÿ¯¯ÀÀÀZÿsecondaryWindow4Glossary¯bOz0W?ä ôpOtO¯W##ªO,—lÿÿ¯¯ÀÀÀZÿsecondaryWindow5Indexry¯bOz0W?ä ôpOtO¯W##ªO,—lÿÿÿ¯¯ÀÀÀ/&;)z4ÿÿëÿÿÿÿ|CONTEXTÑï|CTXOMAP›Å|FONTRÄ|KWBTREEÑÏ|KWDATAÎÇ|KWMAPÉ|SYSTEM|TOPIC÷|TTLBTREEÑß|bm0ø|bm1¯:|bm10Æ6|bm11§~|bm12ê|bm13fT|bm14ªÌ|bm15µ-|bm16z~|bm2äd|bm3©Ž|bm4ì|bm5–|bm69|bm7óœ|bm8’È|bm9Yß[¼R¼ ÿÿÿÿ @ÿÿÿÿL1ÿÿÿÿ}‚ÿÿÿÿLGDGetting Started= ‰* $€&€6ˆˆ˜²€€‚ÿGetting Startedm8Lö5 8€q€6„Œ¤²€‚ÿWhen you start the Stinger 4 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. You can also read tune files created with version 3 software. 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", enter a file name and press the "SAVE" button.)‰& €€4N¤²€‚ÿ^.ö}0 0€\€6„„¤²ãyÞ`°€‰€‚ÿSee Convert Stinger 3 files to Stinger 4*§' €€6„Œ¤²€‚ÿ)}Ð& €€4N¤²€‚ÿ^4§.* $€h€6ˆ„¤²€€‚ÿSetting the ECU parameters for a specific engine(ÐV( €€6„Œ¤²€‚ÿPress 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.).& €€4N¤²€‚ÿJVÉ0 0€4€6„„¤²ãFa_O€‰€‚ÿSee ECU Setup Screen9* $€€6ˆ„¤²€€‚ÿAuxiliaries›rÉ) "€ä€6„Œ¤²€‚ÿThere are 2 parts to the Auxiliary Control Settings screen.Output Control Circuits and Input Control circuits)Æ& €€4N¤²€‚ÿk.1 = J€\€6„„¤²ãùÏ‚€‰€‚ã&çI耉€‚ÿSee Digital InputSee Turbo Anti LagFÆw * $€8€6ˆ„¤²€€‚ÿ Output Control circuits§}1  * "€û€6„Œ¤²€‚ÿThe Stinger 4 provides four 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 PWM idle control motors and boost control.Use the Auxiliary Output screen to define the function for each output.)w G & €€4N¤²€‚ÿq4 ¸ = J€h€6„„¤²ã˜Nwu€‰€‚ãëÞ‹A€‰€‚ÿSee Auxiliary OutputsSee PWM modes 9 - 12;G ó * $€"€6ˆ„¤²€€‚ÿEngine TuningŒ_¸  - (€¿€6„Œ¤²€‚ÿThe Stinger 4 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.)ó ¨ & €€4N¤²€‚ÿP  ø 0 0€@€6„„¤²ã~8·è€‰€‚ÿSee Fuel and Ignition Maps;¨ 3* $€"€6ˆ„¤²€€‚ÿTune AnalyserŠcø ½' €Æ€6„Œ¤²€‚ÿTune Analyser is a feature designed by EMS to assist in tuning an engine to its peak performance)3æ& €€4N¤²€‚ÿG½-0 0€.€6„„¤²ã, n‘€‰€‚ÿSee Tune Analyser>æk* $€(€6ˆ„¤²€€‚ÿSpecial FeaturesJ-µ0 0€4€6„„¤²ã1xi’€‰€‚ÿSee Special Features:k @* $€ €6ˆ„¤²€€‚ÿData Loggingµ @ ѵA1 0€£€6„Œ¤²€€€‚ÿThe Stinger 4 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.) @7A& €€4N¤²€‚ÿFA}A0 0€,€6„„¤²ã§x«€‰€‚ÿSee Log Controls=7AºA* $€&€6ˆ„¤²€€‚ÿWiring DiagramsË%}A…C¦ K€6„„¤²ã3Ãv€‰€‚ãȆzc€‰€‚ãARþÓ€‰€‚ãŠÍp<€‰€‚ãOÊ@€‰€‚ãCãýÄ€‰€‚ãŠæ%‹€‰€‚ãJÄÑÞ€‰€‚ã¶'©1€‰€‚ã!ˆ2$€‰€‚ÿECU Connection DiagramAuxillary Input ConncectionsTrigger and Sync Sensor ConnectionsHall SensorEMS Igniter WiringNOS Wiring Diagram6 Cylinder DFI Wiring Diagram4 Cylinder DFI Wiring Diagram2 Rotor DFI Wiring Diagram3 Rotor DFI Wiring DiagramS)ºAØC* $€R€6ˆ„¤²€€‚ÿSetting up your own triggering systemo2…CGD= J€d€6„„¤²ã™DÞ.€‰€‚ãa i€‰€‚ÿCrank and Sync DiagramCrank wheel SetupT#ØC›D1@ ¯ˆÿÿÿÿ›D‡NConvert Stinger 3 file to Stinger 4R(GDíD* $€P€6ˆˆ˜²€€‚ÿConvert Stinger 3 files to Stinger 4Òª›D¿E( €U€6„Œ¤²€‚ÿYou can open tune files that were created with Stinger tuning software version 3 but you can not open files that were created with the older version 2 tuning software.)íDèE& €€4N¤²€‚ÿM&¿E5F' €L€6„Œ¤²€‚ÿSteps to open version 3 tune files.)èE^F& €€4N¤²€‚ÿĘ5F"G, &€1€v„Œì²:‚l€ƒ‚ÿ1 Select the "Open Tune Files" option and then select "Stinger 3 Tune Files" in the "File of Type" field. (This will show all Stinger 3 tune files).qF^F“G+ &€Œ€v„Œì²:‚l€ƒ‚ÿ2 Select the file you want to convert and press the "Open" button.tI"GH+ &€’€v„Œì²:‚l€ƒ‚ÿ3 Save the file. Once saved, the file will be converted to version 4.i?“GpH* $€~€6„Œ¤²€‚ÿAll version 2 files must be converted to version 3 first.)H™H& €€4N¤²€‚ÿP)pHéH' €R€6„Œ¤²€‚ÿSteps to convert version 2 tune files.)™HI& €€4N¤²€‚ÿ^3éHpI+ &€f€v„Œì²:‚l€ƒ‚ÿ1 Open a tune file using the version 2 software¶ŠI&J, &€€v„Œì²:‚l€ƒ‚ÿ2 Download this tune into a Stinger 3 or Stinger 4 ECU that has not been upgraded. (Serial numbers beginning with ST1,ST2,ST3 or ST43)mBpI“J+ &€„€v„Œì²:‚l€ƒ‚ÿ3 Close the version 2 software and open the version 3 software‚W&JK+ &€®€v„Œì²:‚l€ƒ‚ÿ4 Read the tune back from the ECU you just down loaded into the version 3 software.@“JUK+ &€*€v„Œì²:‚l€ƒ‚ÿ5 Save this file.rGKÇK+ &€Ž€v„Œì²:‚l€ƒ‚ÿ6 Close the version 3 software and open the new version 4 software.ĘUK‹L, &€1€v„Œì²:‚l€ƒ‚ÿ7 Select the "Open Tune Files" option and then select "Stinger 3 Tune Files" in the "File of Type" field. (This will show all Stinger 3 tune files).‰^ÇKM+ &€¼€v„Œì²:‚l€ƒ‚ÿ8 Select the file you just saved using the version 3 software and press the "Open" button.tI‹LˆM+ &€’€v„Œì²:‚l€ƒ‚ÿ9 Save the file. Once saved, the file will be converted to version 4.Ö«M^N+ $€W€6„Œ¤²€‚ÿNOTE:If a version 3 file has been opened with the version 4 software then you will need to reset the soft and hard rev limiter values as well as the boost cut value.)ˆM‡N& €€4N¤²€‚ÿA^NÈN1™}‚]ÿÿÿÿÈN,„ECU Setup screen>‡NO* $€(€6ˆˆ˜²€€‚ÿECU Setup ScreenhAÈNnO' €‚€6„Œ¤²€‚ÿDescribe all of the engine specific parameters in this screen.)O—O& €€4N¤²€‚ÿ";nOÅç œw€6„„¤²ãj<ت€‰€‚ã Þ7À‰€‚ãgYZ€‰€‚ãU’ÑR€‰€‚ãW€‰€‚ã–žÁ—OŇN€‰€‚ã,ð+€‰€‚ãœC¾t€‰€‚ãûhu9€‰€‚ã ¶€‰€‚ãˆX™Ü€‰€‚ãá9€‰€‚ãkc›€‰€‚ã x5Ž€‰€‚ã¿Çn€‰€‚ÿLoad SourceInjector ArrangementTrigger SensorTrigger EdgeTrigger Pull Up ResistorNumber of Trigger TeethSync SensorSync EdgeSync Pull Up ResistorStatic TimingLambda SensorNumber of CylindersIgnition TypeIgnition Fire EdgeNumber of IgnitersE—OäƒÚ ‚‹€6„„¤²ã¶BC€‰€‚ã'N&€‰€‚ã'ÔX?€‰€‚ãDPi¹€‰€‚ãÓÝ„¿€‰€‚ã¤O{€‰€‚ã•^£€‰€‚ãeˆÊ€‰€‚ãêHzÊ€‰€‚ãG`î䀉€‚ãÁ\-€‰€‚ã€:ù€‰€‚ãÏ`Ø〉€‚ã8\Ng€‰€‚ÿDwell mSInjector OhmsSensitivityAspiration (Intake Induction)Supercharger BoostAcceleration EnrichmentEnrichment DurationSoft Rev LimiterHard Rev LimiterBoost CutDeceleration Fuel CutCalibrate Throttle Position SensorBase PWM FrequencyTooth After MissingHÅ,„0 0€0€6„„¤²ã1ဉ€‚ÿClosed Loop Lambda< äƒh„1u¯ˆÿÿÿÿh„¡…Load Source9,„¡„* $€€6ˆˆ˜²€€‚ÿLoad Sourceתh„x…- (€U€6„Œ¤²€‚ÿThere are two load source .Load source 1 is the main default load source that the ecu uses in theFuel and ignition main MAPS. This can either be MAP sensor or TPS)¡„¡…& €€4N¤²€‚ÿEx…æ…1 ]ÿÿÿÿæ…®ŒInjector ArrangementB¡…(†* $€0€6ˆˆ˜²€€‚ÿInjector Arrangement_2æ…‡†- *€d€6ˆ„¤²€€€‚ÿMulti point 360 for rotary and piston enginesi<(†ð‡- (€y€6„Œ¤²€‚ÿCheck 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 cycle (once per crank rotation). Throttle body should be selected for 2 strokes. )‡†ˆ& €€4N¤²€‚ÿY,ð‡rˆ- *€X€6ˆ„¤²€€€‚ÿMulti point 720 for piston engines onlyǘˆ9Š/ ,€1€6„Œ¤²€‚ÿCheck 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 smoother idle with larger injectors.NOTE: Throttle body should be selected for 2 strokes. )rˆbŠ& €€4N¤²€‚ÿj=9ŠÌŠ- *€z€6ˆ„¤²€€€‚ÿThrottle Body for rotary and 2 or 4 cycle piston enginesk@bŠ7Œ+ $€€6„Œ¤²€‚ÿCheck 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. )ÌŠ`Œ& €€4N¤²€‚ÿN7Œ®Œ0 0€<€6„„¤²ãÐËïo€‰€‚ÿSee Injector connectionsE`ŒóŒ1¿%ÿÿÿÿóŒmInjector connectionsB®Œ5* $€0€6ˆˆ˜²€€‚ÿInjector Connections8óŒm3 6€ €6„Œ¤²€ ‡"€€‚ÿ?5¬1B¹€ÿÿÿÿ¬ÄÁTrigger SensorAmí* $€.€6ˆˆ˜²€€‚ÿTrigger Sensor Type5 ¬"Ž* $€€6ˆ„¤²€€‚ÿGeneralèÀí ( €€6„Œ¤²€‚ÿSignals 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.)"Ž3& €€4N¤²€‚ÿ< o* $€$€6ˆ„¤²€€‚ÿHall / Opticalˆ_3 À) "€¾€6„Œ¤²€‚ÿHall and Optical sensors are usually 3 wire sensors. They produce a square wave signal.seeo Àm)o5À& €€4N¤²€‚ÿ]- À’À0 0€Z€6„„¤²ãARþÓ€‰€‚ÿSee Trigger and sync sensor connections6 5ÀÈÀ* $€€6ˆ„¤²€€‚ÿMagneticuL’À=Á) "€˜€6„Œ¤²€‚ÿMagnetic sensors are 2 wire sensors.They produce a sine wave signal.see)ÈÀfÁ& €€4N¤²€‚ÿ^.=ÁÄÁ0 0€\€6„„¤²ãARþÓ€‰€‚ÿSee Trigger and sync sensor connections.T#fÁÂ1Ý%æ€ÿÿÿÿ¡ÂTrigger and sync sensor connectionsQ'ÄÁiÂ* $€N€6ˆˆ˜²€€‚ÿTrigger and Sync Sensor Connections8¡Â3 6€ €6„Œ¤²€ ‡"€€‚ÿ< iÂÝÂ1Ĺ€̃ÿÿÿÿÝÂeÇTriggerEdge:¡ÂÃ* $€ €6ˆˆ˜²€€‚ÿTrigger Edge5 ÝÂLÃ* $€€6ˆ„¤²€€‚ÿGeneralÓ©ÃÄ* "€S€6„Œ¤²€‚ÿThe 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.)LÃHÄ& €€4N¤²€‚ÿ:Ä‚Ä* $€ €6ˆ„¤²€€‚ÿFor MagneticW.HÄÙÄ) "€\€6„Œ¤²€‚ÿThe trigger edge must be set to positive.)‚ÄÅ& €€4N¤²€‚ÿHÙÄJÅ* $€<€6ˆ„¤²€€‚ÿFor Hall / Optical sensorsò½Å<Ç5 8€{€6„Œ¤²€€€‚ÿDepending 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 !Disconnect the ignition coils before rotating the engine by hand.)JÅeÇ& €€4N¤²€‚ÿ= <Ç¢Ç1>æ€R‡ ÿÿÿÿ¢Ç£ÌTrigResistor>eÇàÇ* $€(€6ˆˆ˜²€€‚ÿTrigger Resistorç¢ÇñÈ* "€Ï€6„Œ¤²€‚ÿWhen 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.)àÇÉ& €€4N¤²€‚ÿ8ñÈRÉ3 6€ €6„Œ¤²€ ‡"€€‚ÿÓÉTË/ ,€§€6„Œ¤²€‚ÿ TRIG RES "ON" TRIG RES "OFF"The "ON" is usually selected if the Stinger 4 ECU alone is to be connected to the trigger sensor .If Stinger 4 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 4 pull up should be selected to be "OFF".)RÉ}Ë& €€4N¤²€‚ÿ=T˺Ë* $€&€6ˆ„¤²€€‚ÿMagnetic SensorÀ–}ËzÌ* "€-€6„Œ¤²€‚ÿWhen a magnetic sensor is selected for the Trigger sensor, the TriggerResistor is automatically turned off by the Ecu regardless of this setting.)ºË£Ì& €€4N¤²€‚ÿ: zÌÝÌ1 ̃u ÿÿÿÿÝÌüTrigTeethK!£Ì(Í* $€B€6ˆˆ˜²€€‚ÿNumber of teeth per cam cycleIÝÌqÍ* $€>€6ˆ„¤²€€‚ÿ1 tooth per cylinder firingØ(ÍuÎ, &€±€6„Œ¤²€‚ÿIn 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.)qÍžÎ& €€4N¤²€‚ÿFuÎäÎ0 0€,€6„„¤²ã¢l€‰€‚ÿSee Engine Cycle9žÎÏ* $€€6ˆ„¤²€€‚ÿMulti toothã¯äÎ 4 6€_€6„Œ¤²€‚ÿIf 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 amouÏ £Ìnt 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.)Ï5& €€4N¤²€‚ÿžo Ó/ ,€ß€6„Œ¤²€€‚ÿNOTE: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.)5ü& €€4N¤²€‚ÿ: Ó61JR‡ ÿÿÿÿ6FPer Cycle:üp* $€ €6ˆˆ˜²€€‚ÿEngine Cycle­}60 .€û€6„Œ¤²€‚ÿ1 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.)pF& €€4N¤²€‚ÿ< ‚1=u ÿÿÿÿ‚ƒ Sync Sensor>FÀ* $€(€6ˆˆ˜²€€‚ÿSync Sensor Type5 ‚õ* $€€6ˆ„¤²€€‚ÿGeneralêÁÀß) €ƒ€6„Œ¤²€‚ÿSignals 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.)õ& €€4N¤²€‚ÿ<ßD* $€$€6ˆ„¤²€€‚ÿHall / Opticalˆ_Ì) "€¾€6„Œ¤²€‚ÿHall and Optical sensors are usually 3 wire sensors. They produce a square wave signal.see)Dõ& €€4N¤²€‚ÿ]-ÌR 0 0€Z€6„„¤²ãARþÓ€‰€‚ÿSee Trigger and sync sensor connections6 õˆ * $€€6ˆ„¤²€€‚ÿMagneticuLR ý ) "€˜€6„Œ¤²€‚ÿMagnetic sensors are 2 wire sensors.They produce a sine wave signal.see)ˆ & & €€4N¤²€‚ÿ]-ý ƒ 0 0€Z€6„„¤²ãARþÓ€‰€‚ÿSee Trigger and sync sensor connections9& ¼ 1Ì ÿÿÿÿ¼ SyncEdge7 ƒ ó * $€€6ˆˆ˜²€€‚ÿSync Edge5 ¼ ( * $€€6ˆ„¤²€€‚ÿGeneralÍ£ó õ * "€G€6„Œ¤²€‚ÿThe 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¤²€‚ÿ:õ X * $€ €6ˆ„¤²€€‚ÿFor MagneticP) ¨ ' €R€6„Œ¤²€‚ÿThe sync edge must be set to positive.)X Ñ & €€4N¤²€‚ÿH¨  * $€<€6ˆ„¤²€€‚ÿFor Hall / Optical sensorsÎ Ñ ç. *€A€6„Œ¤²€‚ÿDepending 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¤²€‚ÿ> çN1°†‚ÿÿÿÿN^DSync Resistor;‰* $€"€6ˆˆ˜²€€‚ÿSync ResistorõN³@) €ë€6„Œ¤²€‚ÿWhen Hall is selected for the trigger input, the "Trigger Pull up Resistor" f‰³@eature 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.)‰Ü@& €€4N¤²€‚ÿ8³@A3 6€ €6„Œ¤²€ ‡"€€‚ÿýÏÜ@C. *€Ÿ€6„Œ¤²€‚ÿ TRIG RES "ON" TRIG RES "OFF"The "ON" is usually selected if the Stinger 4 ECU alone is to be connected to the trigger sensor .If Stinger 4 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 4 pull up should be selected to be "OFF".)A:C& €€4N¤²€‚ÿ=CwC* $€&€6ˆ„¤²€€‚ÿmagnetic Sensor¾•:C5D) €+€6„Œ¤²€‚ÿWhen a magnetic sensor is selected for the Trigger sensor, the TriggerResistor is automatically turned off by the Ecu regardless of this setting.)wC^D& €€4N¤²€‚ÿ> 5DœD1ÌÞƒÿÿÿÿœDqFStatic TimingD^DàD* $€4€6ˆˆ˜²€€‚ÿStatic Ignition Timingh;œDHF- (€w€6„Œ¤²€‚ÿSelect "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.)àDqF& €€4N¤²€‚ÿ> HF¯F1Æ‚·ÿÿÿÿ¯F4MLambda sensor;qFêF* $€"€6ˆˆ˜²€€‚ÿLambda sensor.¯FH- (€€6„Œ¤²€‚ÿThis 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.NOTE: Use Sensor safe sealants on the exhaust system.)êFAH& €€4N¤²€‚ÿ1HrH* $€€6ˆ„¤²€€‚ÿOffDAH¶H) "€6€6„Œ¤²€‚ÿThis turns lambda off.)rHßH& €€4N¤²€‚ÿ_5¶H>I* $€j€6ˆ„¤²€€‚ÿBosch 4 Wire (Bosch Sensor Number 0 258 104 002)÷ÌßH5J+ $€™€6„Œ¤²€‚ÿIn 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. )>I^J& €€4N¤²€‚ÿK!5J©J* $€B€6ˆ„¤²€€‚ÿBosch 5 Wire (Innovate LC-1)P ^JùJ0 0€@€6„„¤²ãìÊ— €‰€‚ÿSee LC1 Connection DrawingP#©JIL- (€G€6„Œ¤²€‚ÿIn this mode the Stinger ECU reads either analog 1 or 2 of the LC-1.Before the LC-1 can be used with the Stinger 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.)ùJrL& €€4N¤²€‚ÿ9IL«L* $€€6ˆ„¤²€€‚ÿNarrow Band`9rL M' €r€6„Œ¤²€‚ÿYou must use narrow band sensor for this mode to work.)«L4M& €€4N¤²€‚ÿ< MpM1¸Þƒî‡ÿÿÿÿpMìMLC1 DiagramD4M´M* $€4€6ˆˆ˜²€€‚ÿLC1 Connection Drawing8pMìM3 6€ €6„Œ¤²€ ‡"€€‚ÿ5´M!N1Þ·ÿÿÿÿ!N €CylsAìMbN* $€.€6ˆˆ˜²€€‚ÿNumber of Cylinders?!N¡O. *€#€6„Œ¤²€ƒ‚ÿAdjust 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.)bN €& €€4N¤²€‚ÿ¡O €ìM8¡OD€1ìÿÿÿÿD€ÝÂIgnType; €€* $€"€6ˆˆ˜²€€‚ÿIgnition Type5 D€´€* $€€6ˆ„¤²€€‚ÿGeneralÊ €~* "€A€6„Œ¤²€‚ÿThis feature is constantly being update as new triggering modes are developed for different engines. Most common mode used in most applications is mode 00.)´€§& €€4N¤²€‚ÿB~é* $€0€6ˆ„¤²€€‚ÿIGN TYPE (00) NormalѤ§º„- (€I€6„Œ¤²€‚ÿFor 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.)éã„& €€4N¤²€‚ÿBº„%…* $€0€6ˆ„¤²€€‚ÿIGN TYPE (01) Nissan[0ã„€†+ $€a€6„Œ¤²€‚ÿIs 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.)%…©†& €€4N¤²€‚ÿX(€†‡0 0€P€6„„¤²ãÔÀqú€‰€‚ÿSee Nissan crank angle positioningI©†J‡. ,€6€6ˆ„¤²€‚€€‚ÿIGN TYPE (02) Nissani=‡³ˆ, &€{€6„Œ¤²€‚ÿIs 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. )J‡܈& €€4N¤²€‚ÿX(³ˆ4‰0 0€P€6„„¤²ãÔÀqú€‰€‚ÿSee Nissan crank angle positioningL܈€‰. ,€<€6ˆ„¤²€‚€€‚ÿIGN TYPE (03) WRX SUBARUE4‰ÅŠ+ $€5€6„Œ¤²€‚ÿSet Number of cyl to 4, Number of Trigger Teeth to 0.If using a coil pack then set Number of igniters to 2 and use outputs 1 & 2 as wasted spark. If using 4 separate coils then set Number of igniters to 2 and use outputs 1 & 4 for front cylinders and 2 & 3 for rear cylinders.)€‰îŠ& €€4N¤²€‚ÿAÅŠ/‹. ,€&€6ˆ„¤²€‚€€‚ÿIGN TYPE (04) ÒîŠ87 <€¥€6„Œ¤²€€‚ÿDirect fire rotaries.For 2 rotor Select 24 in the No. of Trigger Teeth page, 2 Rotor, 2 Igniters. Output 1(pink) is for leading. Output 2 (o/r) is for trailing 1, Output 3(gry/blk) is for trailing 2. 3 Rotor select IGN TYPE 00For 3 rotor select 3 Rotor, 24 in the No. of Trigger Teeth page, 3 igniters .Output 1 leading & trailing 1Output 2 leading & trailing 2Output 3 leading & trailing 3.For Rotaries with Distributors, Select Ignition Type 00)/‹a& €€4N¤²€‚ÿn18Ï= J€b€6„„¤²ã¶'©1€‰€‚ã!ˆ2$€‰€‚ÿ2 Rotor DFI diagram3 Rotor DFI diagram8aŽ* $€€6ˆ„¤²€€‚ÿN16 Nissan°‡Ï·Ž) €€6„Œ¤²€‚ÿThis is a special ignition mode for the QG 4 cyl 2002 model. This may also work on other 4 cyl Nissan engines for the same vintage.)ŽàŽ& €€4N¤²€‚ÿ9·Ž* $€€6ˆ„¤²€€‚ÿ2001 SubaruŽfàŽ§( €Ì€6„Œ¤²€‚ÿThis is a special mode for Subarus made since 2001, these are the ones with the round head lights.)Ð& €€4N¤²€‚ÿ>§À* $€(€6ˆ„¤²€€‚ÿ''AudÐÀ €i 136 Teeth{SЕÀ( €¦€6„Œ¤²€‚ÿThis is a special mode for Audi V6 engines with 135 teeth plus 1 missing tooth.)À¾À& €€4N¤²€‚ÿ@•ÀþÀ* $€,€6ˆ„¤²€€‚ÿMissing tooth modeÛ¾ÀÂ+ $€·€6„Œ¤²€‚ÿThis 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.)þÀ-Â& €€4N¤²€‚ÿ°fÂÝÂJ d€Ì€6„„¤²ã–žÁ€‰€‚ã8\Ng€‰€‚ãÆ7ûŽ€‰€‚ÿSee Number of teeth per cam cycleSee Number of teeth after missingSee Sync Sensor UsedO-Â,Ã1J,ƒÿÿÿÿ,Ã'ÅNissan crank angle positioningL"ÝÂxÃ* $€D€6ˆˆ˜²€€‚ÿNissan Crank Angle Positioning†W,ÃþÄ/ ,€¯€6„Œ¤²€‚ÿAll 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) .)xÃ'Å& €€4N¤²€‚ÿCþÄjÅ1ó°NƒÿÿÿÿjÅÆ2 Rotor DFI Wiring@'ŪÅ* $€,€6ˆˆ˜²€€‚ÿ2 Rotor DFI Wiring8jÅâÅ3 6€ €6„Œ¤²€ ‡"€€‚ÿ8ªÅÆ3 6€ €6„Œ¤²€ ‡"€€‚ÿCâÅ]Æ1»,ƒjƒÿÿÿÿ]ÆÕÆ3 Rotor DFI Wiring@ÆÆ* $€,€6ˆˆ˜²€€‚ÿ3 Rotor DFI Wiring8]ÆÕÆ3 6€ €6„Œ¤²€ ‡"€€‚ÿDÆÇ1¹Nƒd„ÿÿÿÿÇŽÈTooth After MissingK!ÕÆdÇ* $€B€6ˆˆ˜²€€‚ÿNumber of teeth after missingÖÇeÈ+ $€­€6„Œ¤²€‚ÿThe 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.)dÇŽÈ& €€4N¤²€‚ÿAeÈÏÈ1fjƒ †ÿÿÿÿÏÈôÊSync Sensor Used>ŽÈ É* $€(€6ˆˆ˜²€€‚ÿSync Sensor Used¾’ÏÈËÊ, &€%€6„Œ¤²€‚ÿThis is used in conjunction with missing tooth mode if you want to fire igniters sequentially (one coil per plug).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.) ÉôÊ& €€4N¤²€‚ÿCËÊ7Ë1Wd„œˆÿÿÿÿ7ËKÎIgnition Fire Edge@ôÊwË* $€,€6ˆˆ˜²€€‚ÿIgnition Fire Edge«v7Ë"Î5 8€í€6„Œ¤²€€€‚ÿThe 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. you can see the effect of this on the ignition sequence simulator.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.NOTE: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.)wËKÎ& €€4N¤²€‚ÿ9"΄Î1Ø †Œÿÿÿÿ„ÎýIgniters=KÎÁÎ* $€&€6ˆˆ˜²€€‚ÿNo. of Igniters*„ÎëÎ' €€6„Œ¤²€‚ÿ)ÁÎÏ& €€4N¤²€‚ÿCëÎWÏ* $€2€6ˆ„¤²€€‚ÿ''Multi Ignition CoilA Ϥ4 6€€6„Œ¤²€‚ÿThis enables you to fire up to 4 coils sequentially. By using multiple coils, you eliminate the use of a distributWϤKÎor 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.)WÏÍ& €€4N¤²€‚ÿB¤* $€0€6ˆ„¤²€€‚ÿSingle Ignition coil|UÍ‹' €ª€6„Œ¤²€‚ÿYou must use a separate igniter between the ECU and coil. See ECU Connections help)´& €€4N¤²€‚ÿI‹ý0 0€2€6„„¤²ã3Ãv€‰€‚ÿSee ECU Connections@´=1µœˆ¥ÿÿÿÿ=²Ecu Connections=ýz* $€&€6ˆˆ˜²€€‚ÿEcu Connections8=²3 6€ €6„Œ¤²€ ‡"€€‚ÿ6zè1Œzÿÿÿÿè?Dwell?²'* $€*€6ˆˆ˜²€€‚ÿIgnition Dwell mSï½è2 2€{€6„Œ¤²€‚ÿIgnition 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.)'?& €€4N¤²€‚ÿ5t1Ø¥mÿÿÿÿt Ohms;?¯* $€"€6ˆˆ˜²€€‚ÿInjector OhmsñÁt  0 .€ƒ€6„Œ¤²€‚ÿSet this setting to the approximate ohms (*, Resistance) of your fuel injectors. 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.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.see)¯É & €€4N¤²€‚ÿN   0 0€<€6„„¤²ãÐËïo€‰€‚ÿSee Injector connections< É S 1zÊÿÿÿÿS 1Sensitivity9 Œ * $€€6ˆˆ˜²€€‚ÿSensitivity|KS 1 0€—€6„Œ¤²€‚ÿIn 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.)Œ 1& €€4N¤²€‚ÿAr1†mJ€ÿÿÿÿrÍ@Intake Induction>1°* $€(€6ˆˆ˜²€€‚ÿIntake Induction.rÞ) "€ €6„Œ¤²€‚ÿ)°& €€4N¤²€‚ÿ<ÞC* $€$€6ˆ„¤²€€‚ÿNormal / TurbovM¹) "€š€6„Œ¤²€‚ÿSelect this setting if the engine is Normally aspirated or Turbo charged)C @& €€4N¤²€‚ÿ¹ @1;¹G@* $€"€6ˆ„¤²€€‚ÿSuper Charged]6 @¤@' €l€6„Œ¤²€‚ÿSelect this setting if the engine is Super Charged.)G@Í@& €€4N¤²€‚ÿ9¤@A1eÊû€ ÿÿÿÿA2BMaxBoostAÍ@GA* $€.€6ˆˆ˜²€€‚ÿSuper Charger Boost—A B+ $€/€6„Œ¤²€‚ÿSet 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.)GA2B& €€4N¤²€‚ÿ: BlB1J€7„!ÿÿÿÿlB6FAccelpumpD2B°B* $€4€6ˆˆ˜²€€‚ÿAccelerator Enrichment]lB F> J€?€6„Œ¤²€€€€€‚ÿ"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.)°B6F& €€4N¤²€‚ÿ> FtF1û€ˆ†"ÿÿÿÿtFNIAccelPumpTimeA6FµF* $€.€6ˆˆ˜²€€‚ÿEnrichment Durationp7tF%I9 @€o€6„Œ¤²€€€‚ÿEnrichment 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 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.)µFNI& €€4N¤²€‚ÿ8%I†I1á7„«ˆ#ÿÿÿÿ†I/LRevSoft<NIÂI* $€$€6ˆˆ˜²€€‚ÿSoft Rev LimitD†IL6 :€€6„Œ¤²€€€‚ÿThe 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.)ÂI/L& €€4N¤²€‚ÿ8LgL1Eˆ†:Š$ÿÿÿÿgLtNRevHard</L£L* $€$€6ˆˆ˜²€€‚ÿHard RPM Limit¨zgLKN. *€õ€6„Œ¤²€‚ÿThe 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.)£LtN& €€4N¤²€‚ÿ9KN­N1“«ˆ%ÿÿÿÿ­N€BoostCut7 tNäN* $€€6ˆˆ˜²€€‚ÿBoost CutúέNÞO, &€€6„Œ¤²€‚ÿSelect 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.)äN€& €€4N¤²€ÞO€tN‚ÿ6ÞOI€1ð:Š:&ÿÿÿÿI€‚DecelC€Œ€* $€2€6ˆˆ˜²€€‚ÿDeceleration Fuel CutNI€Ú0 .€=€6„Œ¤²€‚ÿThis feature allows the tuner to cut fuel to the engine on deceleration. Select at which vacuum value you would like the computer to cut fuel. If this feature is not required select No Fuel Cut.The fuel injection is stopped when the vacuum is stronger than the selectedvalue.)Œ€‚& €€4N¤²€‚ÿU$ÚX‚1|'ÿÿÿÿX‚ŠThrottle Position Sensor CalibrationR(‚ª‚* $€P€6ˆˆ˜²€€‚ÿThrottle Position Sensor CalibrationhAX‚ƒ' €‚€6„Œ¤²€‚ÿThe Throttle Calibration is located in the ECU Settings screen)ª‚;ƒ& €€4N¤²€‚ÿAƒ|ƒ* $€.€6ˆ„¤²€€‚ÿUse Throttle Sensor½•;ƒ9„( €+€6„Œ¤²€‚ÿIf a Throttle sensor is fitted and is required to be used in the accelerator pump maps calculations, (tick) the "Use Throttle Sensor" check box.)|ƒb„& €€4N¤²€‚ÿ<9„ž„* $€$€6ˆ„¤²€€‚ÿClose Throttle>b„Ü…/ ,€€6„Œ¤²€‚ÿ(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.)ž„†& €€4N¤²€‚ÿAÜ…F†* $€.€6ˆ„¤²€€‚ÿFully Open Throttle>†„‡. *€!€6„Œ¤²€‚ÿ (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. )F†­‡& €€4N¤²€‚ÿ5 „‡â‡* $€€6ˆ„¤²€€‚ÿGeneralûË­‡݉0 .€—€6„Œ¤²€‚ÿ 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. )⇊& €€4N¤²€‚ÿC݉IŠ1:Û(ÿÿÿÿIŠ%ŒPWM Base Frequency@Š‰Š* $€,€6ˆˆ˜²€€‚ÿPWM Base FrequencysFIŠü‹- (€€6„Œ¤²€‚ÿThe 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.)‰Š%Œ& €€4N¤²€‚ÿCü‹hŒ1 |Ì„)ÿÿÿÿhŒ>ÆClosed Loop Lambda@%Œ¨Œ* $€,€6ˆˆ˜²€€‚ÿClosed Loop LambdaYhŒ)( €²€6„Œ¤²€‚ÿThe Stinger 4 offers two closed loop lambda control modes. Narrow band and Wide band.)¨ŒR& €€4N¤²€‚ÿ9)‹* $€€6ˆ„¤²€€‚ÿNarrow Band#óR®0 .€ç€6„Œ¤²€‚ÿSet 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 below the selected level.The Target A/F Ratio can not be selected in this mode.)‹×& €€4N¤²€‚ÿD®'À* $€4€6ˆ„¤²€€‚×'À%ŒÿBosch 4 Wire Wide BandC×jÁ, &€/€6„Œ¤²€‚ÿThis 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. )'À“Á& €€4N¤²€‚ÿU+jÁèÁ* $€V€6ˆ„¤²€€‚ÿBosch 5 Wire Wide Band (Innovate LC-1)P#“Á8Ã- (€G€6„Œ¤²€‚ÿIn this mode the Stinger ECU reads either analog 1 or 2 of the LC-1.Before the LC-1 can be used with the Stinger 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.)èÁaÃ& €€4N¤²€‚ÿK!8ìÃ* $€B€6ˆ„¤²€€‚ÿWide Band Closed Loop Controli=aÃÆ, &€{€6„Œ¤²€‚ÿSelect 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 achieve in the "Target A/F Ratio" field. The ECU will automatically adjust the fuel delivery in order to achieve the selected target.)¬Ã>Æ& €€4N¤²€‚ÿ@Æ~Æ1 Û*ÿÿÿÿ~Æ`Auxilary inputs;>ƹÆ* $€"€6ˆˆ˜²€€‚ÿDigital Input5 ~ÆîÆ* $€€6ˆ„¤²€€‚ÿGeneral»¹Æ©Ç+ $€!€6„Œ¤²€‚ÿThere are 4 user selectable modes. Depending which modeis selected, different grey fields will become active for values tobe changed. see)îÆÒÇ& €€4N¤²€‚ÿ>©ÇÈ* $€(€6ˆ„¤²€€‚ÿDisable Anti lag öÒÇ0É* "€í€6„Œ¤²€‚ÿThis 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.)ÈYÉ& €€4N¤²€‚ÿB0É›É* $€0€6ˆ„¤²€€‚ÿTwo Step RPM limiter_0YÉúÊ/ ,€a€6„Œ¤²€‚ÿThis 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.)›É#Ë& €€4N¤²€‚ÿ@úÊcË* $€,€6ˆ„¤²€€‚ÿIdle Up Percentage»Œ#ËÍ/ ,€€6„Œ¤²€‚ÿThis 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.)cËGÍ& €€4N¤²€‚ÿ:ÍÍ* $€ €6ˆ„¤²€€‚ÿNos FunctionªuGÍ75 8€ë€6„Œ¤²€‚ÿThis 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 Í7>Æthat the fuel injectors are large enough!)Í`& €€4N¤²€‚ÿ?7Ÿ1 Ì„k +ÿÿÿÿŸkTurbo Anti Lag<`Û* $€$€6ˆˆ˜²€€‚ÿTurbo Anti Lag8Ÿ* $€€6ˆ„¤²€€‚ÿRally Mode»jÛÎQ p€Õ€6„Œ¤²€‚ÿRally 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 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.)÷& €€4N¤²€‚ÿ7 Î. * $€€6ˆ„¤²€€‚ÿDrag ModeË÷BI `€— €6„Œ¤²€‚ÿDrag 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 + %.). k& €€4N¤²€‚ÿBB­1Á!f,ÿÿÿÿ­º‹Auxillary Outputs?kì* $€*€6ˆˆ˜²€€‚ÿAuxiliary OutputsQ!­IA0 .€C€6„Œ¤²€‚ÿThere 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 conditionìIAks. Typical use of a digital o/p thermo fan shift light etc. (All 4 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 ))ìrA& €€4N¤²€‚ÿW'IAÉA0 0€N€6„„¤²ãè󯀉€‚ÿSee Auxiliary outputs connectionsDrA B* $€4€6ˆ„¤²€€‚ÿAuxiliary Output Modes},ÉAŠDQ p€Y€6„Œ¤²€ƒƒƒƒƒƒƒƒƒƒƒƒƒƒƒƒƒƒƒƒƒƒ‚ÿEach 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 controlSee Also:-) B³D& €€4N¤²€‚ÿs6ŠD&E= J€l€6„„¤²ãëÞ‹A€‰€‚ã x?€‰€‚ÿSee PWM Modes 9 to 12See Idle Motor ControlR(³DxE* $€P€6ˆ„¤²€€‚ÿRelay Control Modes 1 - 4 (Digital)8ö&E°IB R€í€6„Œ¤²€ƒƒƒƒ‚ÿAll 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) 90°C and turn OFF when engine temperature is (< Less than) 84°C, 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 90°C ON> is reached. The o/p will Turn on and remain on until the OFF< condition is reached.)xEÙI& €€4N¤²€‚ÿ8°IJ3 6€ €6„Œ¤²€ ‡"€€‚ÿ4õÙIEN? L€ë€6„Œ¤²€‚ÿAs the fans cool the engine and the engine temperature drops, the fans will remain on until the Programmed OFF< 84°C 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)JnN& €€4N¤²€‚ÿ8EN¦N3 6€ €6„Œ¤²€ ‡"€€‚ÿR(nNøN* $€P€6ˆ„¤²€€‚ÿRelay Control Modes 5 - 6 (Digital)µz¦N¹ƒ; D€õ€6„Œ¤²€‚ÿThese 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 aøN¹ƒkn 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.)øNâƒ& €€4N¤²€‚ÿ8¹ƒ„* $€€6ˆ„¤²€€‚ÿRev Acting Ûâƒ#‡. *€·€6„Œ¤²€‚ÿThis 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))„L‡& €€4N¤²€‚ÿF#‡’‡* $€8€6ˆ„¤²€€‚ÿFuel Pump Output Mode 7ä¸L‡v‰, &€q€6„Œ¤²€‚ÿThe 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 .)’‡Ÿ‰& €€4N¤²€‚ÿAv‰à‰* $€.€6ˆ„¤²€€‚ÿTacho Output Mode 8±†Ÿ‰‘‹+ $€ €6„Œ¤²€‚ÿThe 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.)à‰º‹& €€4N¤²€‚ÿN‘‹Œ1Ñk -ÿÿÿÿŒ‹ŒAuxillary outputs connectionsK!º‹SŒ* $€B€6ˆˆ˜²€€‚ÿAuxiliary Outputs Connections8Œ‹Œ3 6€ €6„Œ¤²€ ‡"€€‚ÿBSŒÍŒ1$fƒ.ÿÿÿÿÍŒcPWM Modes 9 to 12?‹Œ * $€*€6ˆˆ˜²€€‚ÿPWM Modes 9 to 12Z*ÍŒfŽ0 .€U€6„Œ¤²€‚ÿThe 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.) Ž& €€4N¤²€‚ÿLfŽÛŽ0 0€8€6„„¤²ãÏ`Ø〉€‚ÿSee PWM Base Frequency7 Ž* $€€6ˆ„¤²€€‚ÿFrequency’iÛŽ¤) "€Ò€6„Œ¤²€‚ÿFrequency is normally expressed in hertz (HZ) 1 HZ = 1 cycle per second40 HZ = 40 cycles per second)Í& €€4N¤²€‚ÿ8¤À3 6€ €6„Œ¤²€ ‡"€ €‚ÿÍÀ‹Œ.óÍ?Æ; D€ç €6„Œ¤²€‚ÿFig. 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)ÀhÆ& €€4N¤²€‚ÿ8?Æ Æ* $€€6ˆ„¤²€€‚ÿDuty CycleøÈhƘÈ0 .€‘€6„Œ¤²€‚ÿPWM 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.) ÆÁÈ& €€4N¤²€‚ÿC˜ÈÉ* $€2€6ˆ„¤²€€‚ÿPWM Verses RPM Mode 9ˆ[ÁÈŒË- (€·€6„Œ¤²€‚ÿIn 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.)ɵË& €€4N¤²€‚ÿDŒËùË* $€4€6ˆ„¤²€€‚ÿPWM Verses Kpa Mode 10յ˼Î. *€+€6„Œ¤²€‚ÿIn 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 4 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.)ùËåÎ& €€4N¤²€‚ÿR(¼Î7Ï* $€P€6ˆ„¤²€€‚ÿPWM Verses Throttle Position Mode 11M åÎ- (€A€6„Œ¤²€‚ÿIn 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. Th7Ï‹Œe Stinger 4 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.)7Ϲ& €€4N¤²€‚ÿFÿ* $€8€6ˆ„¤²€€‚ÿPWM Idle Control Mode 12b:¹a( €t€6„Œ¤²€‚ÿThis function has three modes, OFF , MANUAL and AUTO. )ÿŠ& €€4N¤²€‚ÿLaÖ0 0€8€6„„¤²ã x?€‰€‚ÿSee Idle Motor ControlCŠ. ,€*€6ˆ„¤²€‚€€‚ÿREV ACT FOR PWM!óÖ:. *€ç€6„Œ¤²€‚ÿThe 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.)c& €€4N¤²€‚ÿC:¦1) ä€/ÿÿÿÿ¦¡AIdle Motor Control@cæ* $€,€6ˆˆ˜²€€‚ÿIdle Motor Controlò¦* "€å€6„Œ¤²€‚ÿAlthough 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.)æ+& €€4N¤²€‚ÿU+€* $€V€6ˆ„¤²€€‚ÿStep 1: Ensure the engine is well tunedÓ«+S( €W€6„Œ¤²€‚ÿEnsure 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)€|& €€4N¤²€‚ÿU+SÑ* $€V€6ˆ„¤²€€‚ÿStep 2: Select an output circuit to usenF|? ( €Œ€6„Œ¤²€‚ÿNow we will need to use the laptop software for these adjustments.)Ñh & €€4N¤²€‚ÿS? é . ,€¦€v„Œì²:‚l€ €ƒ‚ÿ·Set Idle control to off (this ensures that the valve or motor will be closed)O!h 8 . ,€B€v„Œì²:‚l€ €ƒ‚ÿ·Type in the target idle RPMZ,é ’ . ,€X€v„Œì²:‚l€ €ƒ‚ÿ·Set Initial open position to around 20H8 Ú . ,€4€v„Œì²:‚l€ €ƒ‚ÿ·Set Max Steps to 255ª|’ „ . ,€ø€v„Œì²:‚l€ €ƒ‚ÿ·Set idle vacuum to whatever the engine is currently idling on while at operating temp or tick "Use TPS to detect idle"b4Ú æ . ,€h€v„Œì²:‚l€ €ƒ‚ÿ·Set Additional Cold Open Position to around 60‚T„ h . ,€¨€v„Œì²:‚l€ €ƒ‚ÿ·These number are only starting points and will be adjusted to suit the engine.^4æ Æ * $€h€6ˆ„¤²€€‚ÿStep 3: Set the mechanical idle speed adjustmentá¹h § ( €s€6„Œ¤²€‚ÿSet 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.)Æ Ð & €€4N¤²€‚ÿF§ * $€8€6ˆ„¤²€€‚ÿStep 4: final adjustmentN Ð d. ,€@€v„Œì²:‚l€ €ƒ‚ÿ·Set Idle Control to Manualbô. ,€Ä€v„Œì²:‚l€ €ƒ‚ÿ·Adjust the Initial Open Position (higher or lower) until the engine idles at the Target RPM.V(dJ. ,€P€v„Œì²:‚l€ €ƒ‚ÿ·Set the Idle control to Automatic.L"ô–* $€D€6ˆ„¤²€€‚ÿStep 5: Cold engine adjustmenta:J @' €t€6„Œ¤²€‚ÿDo this the next morning when the engine is fully cold.– @c)–5@& €€4N¤²€‚ÿf8 @›@. ,€p€v„Œì²:‚l€ €ƒ‚ÿ·Before starting engine set Idle control to Manual.°5@KA/ ,€€v„Œì²:‚l€ €ƒ‚ÿ·Start engine and adjust the Additional Cold Open Position only (higher or lower) until the engine idles at the Target RPM.V(›@¡A. ,€P€v„Œì²:‚l€ €ƒ‚ÿ·Set the Idle control to Automatic.GKAèA1²ƒš0ÿÿÿÿèASCFuel and Ignition MapsD¡A,B* $€4€6ˆˆ˜²€€‚ÿFuel and Ignition MapsYèA­B( €²€6„Œ¤²€‚ÿDepending on the Ecu setup, There are different tuning techniques thatcan be adopted.),BÖB& €€4N¤²€‚ÿ}@­BSC= J€€€6„„¤²ãn€‰€‚ã6¢gü€‰€‚ÿSee Stinger 4 High BoostThrottle Position Load PointsT#ÖB§C1H ä€hˆ1ÿÿÿÿ§C›LNormal and Boost Vacuume Load PointBSCéC* $€0€6ˆˆ˜²€€‚ÿStinger 4 High Boost¤q§CF3 4€ã€6„Œ¤²€‚ÿThis 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 40 user definable R.P.M columns.There are 21 user definable vacuum / boost load rows.Range is from -100kpa to + 200 kpa boost (3 Bar) -45psi to + 30 psi boost The Ecu comes with a pre-programmed Fuel Map. These are preset values 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. )éC¶F& €€4N¤²€‚ÿGFýF0 0€.€6„„¤²ãŸË€‰€‚ÿSee Grid Commandse;¶FbG* $€v€6ˆ„¤²€€‚ÿUsing "FUEL TRIM" for First time engine set-up startingܱýF>H+ $€c€6„Œ¤²€‚ÿIt 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.)bGgH& €€4N¤²€‚ÿL">H³H* $€D€6ˆ„¤²€€‚ÿAdjusting Fuel / Ignition Maps‚TgH5K. *€©€6„Œ¤²€‚ÿBring 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 positions when tuning. )³H^K& €€4N¤²€‚ÿ>5KœK* $€(€6ˆ„¤²€€‚ÿClear Flood ModeÖ¬^KrL* "€Y€6„Œ¤²€‚ÿClear 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.)œK›L& €€4N¤²€‚ÿ> rLÙL1IšDƒ 2ÿÿÿÿÙL ÅGrid CommandsF›LM* $€8€6ˆˆ˜²€€‚ÿTuning grid command keys‘bÙL°M/ .€Ä€6„Œ¤²€€€‚ÿThese commands are also available on a pop-up menu when you right-click on the tuning grid.)MÙM& €€4N¤²€‚ÿH°M!N* $€<€6ˆ„¤²€€‚ÿPage-Up and Page-Down KeysÊžÙM €, &€=€6„Œ¤²€‚ÿPress 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.!N €›L)!N5€& €€4N¤²€‚ÿD €y€* $€4€6ˆ„¤²€€‚ÿAuto Trace (Space Bar)Æš5€?‚, &€5€6„Œ¤²€‚ÿYou 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")y€h‚& €€4N¤²€‚ÿe;?‚Í‚* $€v€6ˆ„¤²€€‚ÿInsert RPM Column (Ctrl +Right Arrow or Shft+Alt+C)êh‚àƒ) €Õ€6„Œ¤²€‚ÿPress 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.)Í‚ „& €€4N¤²€‚ÿc9àƒl„* $€r€6ˆ„¤²€€‚ÿInsert Load Row (Ctrl + Down Arrow or Shft+Alt+R)å „z…) €Ë€6„Œ¤²€‚ÿPress 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.)l„£…& €€4N¤²€‚ÿd:z…†* $€t€6ˆ„¤²€€‚ÿDelete RPM Column (Ctrl + Left Arrow or Shft+Ctrl+C)Ú±£…á†) €c€6„Œ¤²€‚ÿPress 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.)† ‡& €€4N¤²€‚ÿZ0á†d‡* $€`€6ˆ„¤²€€‚ÿDelete Row (Ctrl + Up Arrow or Shft+Ctrl+R)Î¥ ‡2ˆ) €K€6„Œ¤²€‚ÿPress 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.)d‡[ˆ& €€4N¤²€‚ÿQ'2ˆ¬ˆ* $€N€6ˆ„¤²€€‚ÿCopy grid cell Value (Alt + Arrow)`4[ˆ Š, &€i€6„Œ¤²€‚ÿStarting 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.)¬ˆ5Š& €€4N¤²€‚ÿoE Š¤Š* $€Š€6ˆ„¤²€€‚ÿInterpolate or Fill (Shift + Left or Right or Up or Down Arrows)º†5Š^4 6€ €6„Œ¤²€€€‚ÿUse 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.)¤Š‡& €€4N¤²€‚ÿT*^Û* $€T€6ˆ„¤²€€‚ÿCreate new Tuning grid (Alt+Ctrl + T)Å›‡ Ž* "€7€6„Œ¤²€‚ÿCreate 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.)ÛÉŽ& €€4N¤²€‚ÿh> Ž1* $€|€6ˆ„¤²€€‚ÿChanging Existing RPM or Load index values (Alt+Ctrl + H)õËÉŽ2À* "€—€6„Œ¤²€‚ÿChange 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 click12À›L the grid in the correct row/column.)1[À& €€4N¤²€‚ÿ:2À•À* $€ €6ˆ„¤²€€‚ÿAlt+Ctrl + Rå¼[ÀzÁ) €y€6„Œ¤²€‚ÿSee interpolate and fill above.Automatically fill all selected cells from left to right with extrapolated values based on the value in the first (left) and last (right) selected cells.)•À£Á& €€4N¤²€‚ÿ:zÁÝÁ* $€ €6ˆ„¤²€€‚ÿAlt+Ctrl + Cç½£ÁÄÂ* "€{€6„Œ¤²€‚ÿSee interpolate and fill above.Automatically fill all selected cells from top to bottom with extrapolated values based on the value in the first (top) and last (bottom) selected cells.)ÝÁíÂ& €€4N¤²€‚ÿY/ÄÂFÃ* $€^€6ˆ„¤²€€‚ÿChanging the page-up & page-down resolutionœpíÂâÄ, &€á€6„Œ¤²€‚ÿThis 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 deg 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 deg deg is selected then each press will cause a change of 2 degrees.)Fà Å& €€4N¤²€‚ÿMâÄXÅ1dhˆ/‡ 3ÿÿÿÿXÅoËThrottle Position Load PointK! Å£Å* $€B€6ˆˆ˜²€€‚ÿThrottle Position Load PointsÔ©XÅwÆ+ $€S€6„Œ¤²€‚ÿThis 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 40 user definable R.P.M columns.)£Å Æ& €€4N¤²€‚ÿGwÆçÆ0 0€.€6„„¤²ãŸË€‰€‚ÿSee Grid CommandsF Æ-Ç* $€8€6ˆ„¤²€€‚ÿThrottle Position SensorxNçÆ¥Ç* $€œ€6„Œ¤²€‚ÿStarting at 0 through to 100%.There are 21 user definable TPS load rows.)-ÇÎÇ& €€4N¤²€‚ÿG¥ÇÈ0 0€.€6„„¤²ãŸË€‰€‚ÿSee Grid CommandsW(ÎÇlÉ/ ,€Q€6„Œ¤²€‚ÿIt 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.)È•É& €€4N¤²€‚ÿ^.lÉóÉ0 0€\€6„„¤²ã€:ù€‰€‚ÿSee Throttle Position Sensor CalibrationS'•ÉFË, &€O€6„Œ¤²€‚ÿCheck 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.)óÉoË& €€4N¤²€‚ÿ> FË­Ë1~ Dƒ ö 4ÿÿÿÿ­Ë÷Tune Analyser;oËèË* $€"€6ˆˆ˜²€€‚ÿTune Analyserª­Ë’Í) €€6„Œ¤²€‚ÿTune 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.)èË»Í& €€4N¤²€‚ÿB’ÍýÍ* $€0€6ˆ„¤²€€‚ÿRunning the Analyserª|»Í§Î. ,€ø€v„Œì²:‚l€ €ƒ‚ÿ·Press the Analyser Settings button and select the A/F input to use. Do not select both if you have only one installed. ÝýͳÏ/ ,€»€v„Œì²:‚l€ €ƒ‚ÿ·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=§Î*. ,€z€v„Œì²:‚l€ €ƒ‚ÿ·Press the Run Analyser butt³Ï*oËon again to stop monitoring./ý³ÏY2 2€û€v„Œì²:‚l€ €ƒ‚ÿ·You can 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 analyzed will show highlighted on the Fuel Map gridL"*¥* $€D€6ˆ„¤²€€‚ÿApplying changes Automatically¬„YQ( € €6„Œ¤²€‚ÿYou can have the system automatically adjust the fuel map if you want. First you must set the target AF ratio for each load point)¥z& €€4N¤²€‚ÿwHQñ/ ,€‘€v„Œì²:‚l€ €ƒ‚ÿ·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.»Œz¬/ ,€€v„Œì²:‚l€ €ƒ‚ÿ·Press the Apply Changes button. The system will compare the actual AF ratios with the target ones and adjust the fuel map accordingly.ùÊñ¥/ ,€•€6„Œ¤²€€‚ÿNOTE: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.)¬Î& €€4N¤²€‚ÿG¥* $€:€6ˆ„¤²€€‚ÿApplying changes Manually¹ÎÎ* "€€6„Œ¤²€‚ÿYou 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¤²€‚ÿAÎ81å/‡ € 5ÿÿÿÿ8Ü Special Features>÷v* $€(€6ˆˆ˜²€€‚ÿSpecial FeaturesU8‹ À N«€6„„¤²ã<"뀉€‚ã ØØ€‚ãtè]€‰€‚ã2!™€‰€‚ãŸìâဉ€‚ãöS7€‰€‚ã‹H°€‰€‚ãAŸãÓ€‰€‚ãZ7c›€‰€‚ã-Hm'€‰€‚ãòD:€‰€‚ã îkB€‰€‚ÿAir Temperature Sensor CalibrationWater Temperature Sensor CalibrationChoke ControlClearing a Flooded EngineCold Cranking SetupFuel Map OverrideFuel TrimmingIgnition Map OverrideIgnition TrimmingInjector ScalingStaged InjectionIgnition Trimming based on air and engine temperatureQ!vÜ 0 0€B€6„„¤²ã`ÂÖ€‰€‚ÿIgnition Sequence SimulatorH‹ $ 1ö ù‡ 6ÿÿÿÿ$ EJTemp Sensor CalibrationL"Ü p * $€D€6ˆˆ˜²€€‚ÿTemperature Sensor CalibrationP!$ À / ,€C€6„Œ¤²€‚ÿUse 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.)p é & €€4N¤²€‚ÿDÀ -* $€4€6ˆ„¤²€€‚ÿUsing an existing FileÖ£é A3 4€G€6„Œ¤²€‚ÿBelow 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" buttonOnc-AÜ e 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.)-8A& €€4N¤²€‚ÿDA|A* $€4€6ˆ„¤²€€‚ÿCreating your own Fileb"8AÞE@ N€E€6„Œ¤²€€‚ÿRULEAll 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 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.)|AF& €€4N¤²€‚ÿ;ÞEBF* $€"€6ˆ„¤²€€‚ÿA/ D Number.Ú£FJ7 <€G€6„Œ¤²€‚ÿA/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 air 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 a hot air gun, using a calibrated thermometer to measure the temperature.)BFEJ& €€4N¤²€‚ÿNJ“J1‘€ Ø 7ÿÿÿÿ“JÞˆWater Temp Sensor CalibrationFEJÙJ* $€8€6ˆˆ˜²€€‚ÿWater Sensor CalibrationP!“J)M/ ,€C€6„Œ¤²€‚ÿUse 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.)ÙJRM& €€4N¤²€‚ÿD)M–M* $€4€6ˆ„¤²€€‚ÿUsing an existing FileÝRM¤O1 0€»€6„Œ¤²€‚ÿOn 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 disappears, the data has been written into ECU memory.)–MÍO& €€4N¤²€‚ÿD¤O€* $€4€6ˆ„¤²€€‚ÿCreatingÍO€EJ your own File^!ÍO{„= H€C€6„Œ¤²€‚ÿRULEAll 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 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.)€¤„& €€4N¤²€‚ÿ;{„ß„* $€"€6ˆ„¤²€€‚ÿA/ D Number.Ö ¤„µˆ6 :€A€6„Œ¤²€‚ÿA/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.)ß„Þˆ& €€4N¤²€‚ÿ> µˆ‰1ù‡ ´ 8ÿÿÿÿ‰ýŽChoke controlO%Þˆk‰* $€J€6ˆˆ˜²€€‚ÿEngine Temp. Compensation on FuelÁ‰,Œ2 2€€6„Œ¤²€‚ÿThere 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.)k‰UŒ& €€4N¤²€‚ÿL",Œ¡Œ* $€D€6ˆˆ˜²€€‚ÿAir Temp. Compensation on Fuel3UŒÔŽ3 4€€6„Œ¤²€‚ÿThere 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.)¡ŒýŽ& €€4N¤²€‚ÿAÔŽ>1Ø J 9ÿÿÿÿ>±ÂClear Flood ModeGýŽ…* $€:€6ˆˆ˜²€€‚ÿClearing a Flooded EngineA>Æ* $€.€6ˆ„¤²€€‚ÿClear Flood FeatureÒ©…¤À) €S€6„Œ¤²€‚ÿNOTE: This featuƤÀýŽre 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.)ÆÍÀ& €€4N¤²€‚ÿüÒ¤ÀÉÁ* "€¥€6„Œ¤²€‚ÿThis 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.)ÍÀòÁ& €€4N¤²€‚ÿ–oÉÁˆÂ' €Þ€6„Œ¤²€‚ÿIf you have the laptop connected then a message will appear on the screen while clearing the flooded engine.)òÁ±Â& €€4N¤²€‚ÿ: ˆÂëÂ1 ´ š‚ :ÿÿÿÿëºÄColdCrank8±Â#Ã* $€€6ˆˆ˜²€€‚ÿcold crankn?ë‘Ä/ ,€€6„Œ¤²€‚ÿThis 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.)#úÄ& €€4N¤²€‚ÿA‘ÄûÄ1òJ “‡ ;ÿÿÿÿûĬËFuel MAP Overide?ºÄ:Å* $€*€6ˆˆ˜²€€‚ÿFuel MAP Override¨€ûÄâÅ( €€6„Œ¤²€‚ÿThis feature can be used as a fuel trim for an entire load value. You must have the MAP sensor connected to use this feature.):Å Æ& €€4N¤²€‚ÿòÊâÅýÆ( €•€6„Œ¤²€‚ÿThe 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.) Æ&Ç& €€4N¤²€‚ÿCýÆiÈ( €7€6„Œ¤²€‚ÿThis 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.)&Ç’È& €€4N¤²€‚ÿ¾–iÈPÉ( €-€6„Œ¤²€‚ÿEnter the increase or decrease percentage of fuel for each load position on the grid. This percentage is calculated from the current load position.)’ÈyÉ& €€4N¤²€‚ÿ ÚPɃË0 .€µ€6„Œ¤²€‚ÿIf 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.)yɬË& €€4N¤²€‚ÿ: ƒËæË1&š‚ ³‰ <ÿÿÿÿæËÒÎfuel TrimB¬Ë(Ì* $€0€6ˆˆ˜²€€‚ÿFuel Trim PercentageîæËDÍ. *€Ý€6„Œ¤²€‚ÿThis 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.)(ÌmÍ& €€4N¤²€‚ÿ<DÍ©Î( €)€6„Œ¤²€‚ÿOnce 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.)mÍÒÎ& €€4N¤²€‚ÿE©ÎÏ1}“‡ 9 =ÿÿÿÿÏ[Ignition MAP OverideCÒÎZÏ* $€2€6ˆˆ˜²€€‚ÿIgnition MAP Override­…Ï( € €6„Œ¤²€‚ÿThis feature can be used as an ignition trim for an entire load value. You must have the MAP sensor connected to use this feaZÏÒÎture.)ZÏ<& €€4N¤²€‚ÿ@|( €1€6„Œ¤²€‚ÿThis 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.)<¥& €€4N¤²€‚ÿÆž|k( €=€6„Œ¤²€‚ÿEnter 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.)¥”& €€4N¤²€‚ÿžwk2' €î€6„Œ¤²€‚ÿNOTE: If you do not want the system to override at a particular load value you must enter 0 (zero) in that position.)”[& €€4N¤²€‚ÿ82“1w³‰ ­ >ÿÿÿÿ“ÒIgnTrimF[Ù* $€8€6ˆˆ˜²€€‚ÿIgnition Trim Percentage_2“8- (€e€6„Œ¤²€‚ÿThis 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)Ùa& €€4N¤²€‚ÿH 8©( €A€6„Œ¤²€‚ÿOnce 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.)aÒ& €€4N¤²€‚ÿ?©1¿9  ?ÿÿÿÿ‘Injector Scale<ÒM* $€$€6ˆˆ˜²€€‚ÿInjector Scaleq=¾ 4 6€{€6„Œ¤²€€€‚ÿThe 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.)Mç & €€4N¤²€‚ÿN¾ 5 0 0€<€6„„¤²ã Þ7À‰€‚ÿSee Injector Arrangement3ùç h: B€ó€6„Œ¤²€€€‚ÿEach 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 that 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.)5 ‘& €€4N¤²€‚ÿ7hÈ1°­ € @ÿÿÿÿÈÙCStaged>‘* $€(€6ˆˆ˜²€€‚ÿStaged Injectionž[È°CC T€·€6„Œ¤²€€€‚ÿStaged 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 SELE°C‘CT 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.)ÙC& €€4N¤²€‚ÿV%°C/D1“ ;„ Aÿÿÿÿ/DlIIgnition triming based on temperatureV,ÙC…D* $€X€6ˆˆ˜²€€‚ÿEngine Temp. Compensation on Ign. timing&ó/D«F3 4€ç€6„Œ¤²€‚ÿThere 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.)…DÔF& €€4N¤²€‚ÿR(«F&G* $€P€6ˆˆ˜²€€‚ÿAir Temp. Compensation on Ign TimingëÔFCI2 2€×€6„Œ¤²€‚ÿThere 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. 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.)&GlI& €€4N¤²€‚ÿLCI¸I1®€ ‡ Bÿÿÿÿ¸IMIgnition Sequence SimulatorIlIJ* $€>€6ˆˆ˜²€€‚ÿIgnition Sequence Simulatorðº¸IñL6 :€u€6„Œ¤²€€€‚ÿThe firing sequence of the ignition outputs depends on the selected number of cylinders, ignition type, Ignition fire edge and number of igniters. The simulator shows the firing sequence based on these fields.These field are located in the ECU Setup screen.NOTE:The 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. you can see the effect of this on the simulator.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.)JM& €€4N¤²€‚ÿ= ñLWM1 ;„ x CÿÿÿÿWM.„Log Controls:M‘M* $€ €6ˆˆ˜²€€‚ÿLog Controls:WMËM* $€ €6ˆ„¤²€€‚ÿNew Data Log™p‘MdN) "€à€6„Œ¤²€‚ÿBefore you can commence logging, the ecu must be connected to the Laptopand communication link established.)ËMN& €€4N¤²€‚ÿ@dNÍN* $€,€6ˆ„¤²€€‚ÿStart Logging - F2Ä’N‘O2 2€%€6„Œ¤²€€€‚ÿTo start the logging either click the Start Logging button or press the F2button on the keyboard.To Stop logging press this button again.)ÍNºO& €€4N¤²€‚ÿO%‘O€* $€J€6ˆ„¤²€€‚ÿSaving a Data Log session tºO€Mo file*ºO?) €€6„Œ¤²€‚ÿOnce 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.)€h& €€4N¤²€‚ÿM#?µ* $€F€6ˆ„¤²€€‚ÿReading a save Data log session¹hn‚) €!€6„Œ¤²€‚ÿTo 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)µ—‚& €€4N¤²€‚ÿMn‚ä‚0 0€:€6„„¤²ã¡Œl߀‰€‚ÿSee Viewing Logged Data7 —‚ƒ* $€€6ˆ„¤²€€‚ÿLog Graph£z䂾ƒ) "€ô€6„Œ¤²€‚ÿThis button will display the logged Data in Graphical format.The graph will display 4 Axis of user selected data.see:)ƒçƒ& €€4N¤²€‚ÿG¾ƒ.„0 0€.€6„„¤²ã_Óa5€‰€‚ÿSee Chart DisplayDçƒr„1‡ s Dÿÿÿÿr„ð†Viewing Logged DataA.„³„* $€.€6ˆˆ˜²€€‚ÿViewing Logged Dataár„dž3 4€Ã€6„Œ¤²€‚ÿOnce 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.)³„ð†& €€4N¤²€‚ÿ> dž.‡1x Î Eÿÿÿÿ.‡ ‰Chart Display;ð†i‡* $€"€6ˆˆ˜²€€‚ÿChart DisplaywG.‡àˆ0 .€€6„Œ¤²€‚ÿThere 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.)i‡ ‰& €€4N¤²€‚ÿLàˆU‰1Ís ó FÿÿÿÿU‰Ö‰Auxillary input connectionsI ‰ž‰* $€>€6ˆˆ˜²€€‚ÿAuxiliary Input Connections8U‰Ö‰3 6€ €6„Œ¤²€ ‡"€€‚ÿ< ž‰Š1´Î  GÿÿÿÿŠŠŠHall Sensor@Ö‰RŠ* $€,€6ˆˆ˜²€€‚ÿHall Sensor Wiring8ŠŠŠ3 6€ €6„Œ¤²€ ‡"€ €‚ÿ?RŠÉŠ1³ó ' HÿÿÿÿÉŠ=‹Igniter Wiring<ŠŠ‹* $€$€6ˆˆ˜²€€‚ÿIgniter Wiring8ÉŠ=‹3 6€ €6„Œ¤²€ ‡"€ €‚ÿC‹€‹1» C Iÿÿÿÿ€‹ø‹NOS Wiring Diagram@=‹À‹* $€,€6ˆˆ˜²€€‚ÿNOS Wiring Diagram8€‹ø‹3 6€ €6„Œ¤²€ ‡"€ €‚ÿAÀ‹9Œ1·' ] Jÿÿÿÿ9Œ¯Œ6 Cyl DFI Wiring>ø‹wŒ* $€(€6ˆˆ˜²€€‚ÿ6 Cyl DFI Wiring89Œ¯Œ3 6€ €6„Œ¤²€ ‡"€ €‚ÿFwŒõŒ1ÁC | KÿÿÿÿõŒp4 Cylinder DFI WiringC¯Œ8* $€2€6ˆˆ˜²€€‚ÿ4 Cylinder DFI Wiring8õŒp3 6€ €6„Œ¤²€ ‡"€€‚ÿG8·1û] ¢ Lÿÿÿÿ·kŽCrank and Sync DiagramDpû* $€4€6ˆˆ˜²€€‚ÿCrank and Sync Diagram8·3Ž3 6€ €6„Œ¤²€ ‡"€€‚ÿ8ûkŽ3 6€ €6„Œ¤²€ ‡"€€‚ÿB3Ž­Ž1¹| ÿÿÿÿMÿÿÿÿ­Ž$Crank Wheel Setup?kŽìŽ* $€*€6ˆˆ˜²€€‚ÿCrank Wheel Setup8­Ž$3 6€ €6„Œ¤²€ ‡"€€‚ÿ?ìŽc1ÁÿÿÿÿÿÿÿÿNÿÿÿÿcÐÇFile Selection:$* $€ €6ˆˆ˜²€€‚ÿFile Manager´ˆc]À, &€€6„Œ¤²€‚ÿThis area of the screen displays any files stored.A]À$ file is selected when you click on it.When selected, it will be highlighted.)†À& €€4N¤²€‚ÿG]ÀÍÀ* $€:€6ˆ„¤²€€‚ÿSaving ECU Data to a file×®†À¤Á) €]€6„Œ¤²€‚ÿTo 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.)ÍÀÍÁ& €€4N¤²€‚ÿF¤ÁÂ* $€8€6ˆ„¤²€€‚ÿLoading Data from a file”RÍÁ§ÄB R€¥€6„Œ¤²€€€€€€€‚ÿTo 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 disappear.)ÂÐÄ& €€4N¤²€‚ÿ=§Ä Å* $€&€6ˆ„¤²€€‚ÿDeleting a file´ŠÐÄÁÅ* "€€6„Œ¤²€‚ÿTo delete a file Use right mouse button to select the file.A drop down menu will appear, click delete with the left button to delete.) ÅêÅ& €€4N¤²€‚ÿ:ÁÅ$Æ* $€ €6ˆ„¤²€€‚ÿData LoggingqJêÅ•Æ' €”€6„Œ¤²€‚ÿTo assist in tuning you can perform a time based data log of an engine.)$ƾÆ& €€4N¤²€‚ÿ£o•ÆaÇ4 8€Þ€6„Œ¤²€€€€€‚ÿTo get to the data logging to laptop section,Click on the Goto drop down menu and click on Data logging)¾ÆŠÇ& €€4N¤²€‚ÿFaÇÐÇ0 0€,€6„„¤²ã§x«€‰€‚ÿSee Data Logging= ŠÇ È1`ÿÿÿÿÿÿÿÿOÿÿÿÿ È0ÊFiles Screen:ÐÇGÈ* $€ €6ˆˆ˜²€€‚ÿFiles Screen9 È€È* $€€6ˆ„¤²€€‚ÿSub HeadingÛGÈ…É* "€·€6„Œ¤²€‚ÿThis 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.)€È®É& €€4N¤²€‚ÿ<…ÉêÉ* $€$€6ˆ„¤²€€‚ÿFile SelectionF®É0Ê0 0€,€6„„¤²ã“ú€‰€‚ÿSee File Manager9êÉiÊ1œÿÿÿÿÿÿÿÿPÿÿÿÿiÊÌËLog Data6 0ÊŸÊ* $€€6ˆˆ˜²€€‚ÿLog DataØiÊ£Ë, &€±€6„Œ¤²€‚ÿThis section allows you to select the parameters that are to be logged fromthe Ecu to the P.C. (Laptop).To select a parameter, click the check box.The tick indicates that the parameter is selected for Logging.)ŸÊÌË& €€4N¤²€‚ÿ1£ËýË1UÿÿÿÿÿÿÿÿQÿÿÿÿýË!Ì$ÌË!Ì" €€€ ÿ1ýËÿÿÿÿ1ÿÿÿÿÿÿÿÿRÿÿÿÿÿÿÿÿÿÿÿÿI@ ¼HelvArialCourierMs Sans SerifMs SerifSymbolTimes New RomanZapfDingbatsSystem$3*E&¯ˆv] ¤%®¹€‚æ€6̃dR‡ÖuŒ@̆‚PÞƒZî‡F¸°Újƒd„ø †nœˆšŒª¥xz2m(Ê J€´û€¾7„܈†櫈Ò:Š<":|äÛJÌ„T^k Ìfh¼ƒr䀚lhˆ|Dƒ Š/‡ b€ Xù‡ Ø ´ J ”š‚ ú“‡ ž³‰ ð9 ­ È € î;„ ê‡ x þs ÂÎ 0½ :Ç„ ôì… A8,ƒNƒ] C û€7„Ì„Î k f:Šs Ø ´ ÛJ }‚| ¢ Œ¯ˆä€š‚ “‡ hˆó ƒ œˆ †³‰ ;„ € 9 ­ ÊÞƒ·]‡ J€°š' zu|«ˆˆ†mö  †‚Ìd„€ Dƒ :jƒ¹€%æ€̃R‡/‡ x ù‡ /& ;) i24e8EFB37C6 ÿÿN÷Nÿÿÿÿ2 Rotor DFI Wiring3 Rotor DFI Wiring4 Cylinder DFI Wiring6 Cyl DFI Wiring AccelpumpAccelPumpTimeAuxilary inputsAuxillary input connectionsAuxillary Outputs Auxillary outputs connections$BoostCut(Chart Display,Choke control0Clear Flood Mode4Closed Loop Lambda8ColdCrank<Convert Stinger 3 file to Stinger 4@Crank and Sync DiagramDCrank Wheel SetupHCylsLDecelPDwellTEcu ConnectionsXECU Setup screen\Fuel and 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Turbo_Anti_Lag C:\DDRIVE\DEVELO~2\EMS\STINGE~3\Help\Stinger4.rtf 44 g75774E98 Auxillary_Outputs 0 Auxillary_Outputs C:\DDRIVE\DEVELO~2\EMS\STINGE~3\He/& ;) LzÿÿSXSÿÿÿÿGetting Started}‚Convert Stinger 3 file to Stinger 4¯ˆECU Setup screen]Load SourceInjector ArrangementInjector connections%Trigger Sensor¹€Trigger and sync sensor connectionsæ€TriggerEdgẽTrigResistorR‡TrigTeethuPer CycleSync SensorSyncEdgeÌSync Resistor†‚Static TimingÞƒLambda sensor·LC1 Diagramî‡CylsIgnType°Nissan crank angle positioning,ƒ2 Rotor DFI WiringNƒ3 Rotor DFI WiringjƒTooth After Missingd„Sync Sensor Used †Ignition Fire EdgeœˆIgnitersŒEcu Connections¥DwellzOhmsmSensitivityÊIntake InductionJ€MaxBoostû€Accelpump7„AccelPumpTimeˆ†RevSoft«ˆRevHard:ŠBoostCutDecel:Throttle Position Sensor Calibration|PWM Base FrequencyÛClosed Loop LambdaÌ„Auxilary inputsTurbo Anti Lagk Auxillary OutputsfAuxillary outputs connectionsPWM Modes 9 to 12ƒIdle Motor Controlä€Fuel and Ignition MapsšNormal and Boost Vacuume Load PointhˆGrid 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