1G How to Basics of TunerPro

For those lost on how to use Tunerpro and burn a chip, this is a good starting point. This is for educational purposes only.

Download Tunerpro here: TunerPro and TunerPro RT - Professional Automobile Tuning Software

1. You will also need a matching set of Bin and XDF files.
2. Scroll down to 1g DSM, get the 32k XDF file from here TunerPro and TunerPro RT - Professional Automobile Tuning Software
3. Bin file download here Index of /download/bins/DSM
4. Download a Hex Editor.
5. Open the Bin in the hex editor, we need to double the code 100%. Turning the 32k bin into a 64k bin. Go to edit select all, then copy, paste it right at the top.
(Your first line will then read 00000000 and your last line will read 0000FFFF0 with the last 2 on the line reading CE FF. Now save.
6. Open TunerPro, load the new 64k bin and the 32k xdf file.
7. Set your injectors, if you have 450cc then set it to 450. If your running E85 for example 1200cc injectors should be set to around 800cc in tunerpro for the car to run. Bottom of this page provides deadtimes/and e85 formula if needed.
8. Fuel cut setting to eliminate it, enter 4.06
9. MAF multiplier for 2g mass enter 64
10. MAF scalar for 2g mass 31235
11.Timing, Octane, AFR tables can be found here under Extended maps.XLS (XLS requires MS Office or equivalent to view it)(also attached to this thread)
12. Plug in the Optimized maps if you prefer. Note some of the tables need to be copied in its hex form and translated in TunerPro. This is very simple, open table in TunerPro, right click the table column and select show raw hex. Now copy the table writen in hex from the XLS doc and paste into TunerPro. Do the right click again an deselect raw hex, and bam your values are now in english.
13. Next thing you may want to change is Fuel Injector Deadtimes. Stock deadtimes should be set already, if you have bigger injectors IE Fic 650 you would add 210 to each line of the deadtime table. (IE @ 4.7volts/4056) add the value (210) to the stock injector deadtime. 210 + 4056=4266. Highlight whole column, look at the box that says "value" enter 210 then hit execute, it will do all them at once.
Note: To adjust low, med, high fuel trims, raise or lower these values a small amount. Lower number the richer, higher the number the leaner.
MAF compensation table or injector compensation will richen or lean on a bigger scale, do not use deadtimes to adjust WOT.
14. MAF Compensation 1g/2g/3g each has different values. Tables can be found here under MAF Correction download the XLS files. In the file there's a list of MAF table. Choose 1g (starts at 91) table for 1g MAF or if you have a 2g MAF (starts at 133) use the 2g table. Just copy and paste.

(Closed loop tables are stock values, usually ok)

That's it, the bin is ready to go, this would give a good rough starting point.

To take advantage of the Stutterbox and NLTS a wire needs to be ran from clutch switch closest to firewall. Cut green wire from switch and connect to pin 104 on 1g ECU. Now when clutch is all the way in and hit the gas at a stop or a roll NLTS/Stutterbox will occur at set RPM. If clutch is required to start car, a diode will need to be installed. Instructions found here http://www.dsmtuners.com/forums/newbie-forum/264552-stutter-box-wiring-diagram.html

If car was an Auto, the black wire from clutch switch just needs to be grounded.

If you have the "Burn1 chip programmer" you can burn chips all day.
Burner:BURN2 Chip Programmer
Drivers:USB Device Drivers
I recommend the 27SF512 reprogrammable chip.

If you have the burner open the Flash&Burn, select chip 27SF512 if that's the chip you have. Click erase chip/load file to buffer (the new bin) upon loading the 64k in the chip addressing box, start is 000000 end is 00FFFF that is correct.

If anyone has more helpful insight to this feel free to add.


Hope the info helped : )
by QRMH

 

[Metal Health]

Here is the deadtimes and e85 formulas
(Note: Theres no difference between deadtimes of e85 or pump)

Injector Data Compilation
These values were gathered from various sources. These may not match exactly with the values you've seen elsewhere, but they should be fairly close. The problem is that each injector can behave a little differently from another of the same size and manufacturer. So there's some variation that simply can't be accounted for in all cases. Start with the values listed below and fine tune from there.

All of these values assume stock base fuel pressure (37psi for 1Gs and 43.5 for 2Gs). Deadtime is listed as an adjustment to be entered into the ECMLink application, which is then applied on top of the calculated stock adjustment. For more details on how to adjust for varying fuel pressure or how to use the fuel adjustment tab in ECMLink, see the Fuel Settings page.

Brand/Vendor Size Global Deadtime Notes
(cc) (%) (?sec)
Denso (stock) 450 0 0
Denso 660 -31 180
Denso 720 -38 405
Fuel Injector Clinic (FIC) 650 -31 210
Fuel Injector Clinic (FIC) 750 -40 330
Fuel Injector Clinic (FIC) 850 -47 330
Fuel Injector Clinic (FIC) 950 -53 330
Fuel Injector Clinic (FIC) 1000 -55 330
Fuel Injector Clinic (FIC) 1150 -61 330
FIC/Bosch/Ford 1600 -72 450
Hahn Racecraft 625 -18 180 Actual flow: 530cc
Nippon Denso (ND) 660 -31 180
Nippon Denso (Evo VIII) 560 -18 0 Has lower deadtime than OEM 1g/2g injectors!
PTE / Delphi 580 -17 180 Modified GM Rochester 17113741 injector. Actual flow: 535cc
PTE / Delphi 680 -29 300 Modified GM Rochester 17113814 injector. Actual flow: 640cc
PTE / Delphi 780 -38 315 Modified GM Rochester 17113742 injector. Actual flow: 748cc
PTE / Delphi 880 -45 420 Modified GM Rochester 17113743 injector. Actual flow: 840cc
PTE / Delphi 1000 -51 450 Modified GM Rochester 17113744 injector. Actual flow: 940cc
RC 550 -18 180

E85 Note
These values are for GASOLINE ONLY - they do NOT apply to cars running E85! E85 has a stoichiometric A/F of 9.8526:1 while gasoline is 14.7:1. So E85 should require around 49% more fuel than gasoline (14.7 / 9.8526 = 1.49). So for 850s (as in my car) with pure E85, I would run:

450 / ( 850 / 1.49 ) - 1 = 450 / 570 - 1 = -0.21 or -21%Using that formula works perfectly on my car. For even more E85 data, see the E85 notes page.


--------------------------------------------------------------------------------

E85 Air Flow Support Chart:

This chart outlines the approximate max airflow which can be supported for a given duty cycle and injector flow rate on E85. 43.5psi base fuel pressure is assumed.

Injector Size 100% IDC(lbs/min) 80% IDC (lbs/min) Global (E85)

390cc 21.80 lbs/min 17.44 lbs/min Not a good idea
450cc 25.15 lbs/min 20.12 lbs/min Not a good idea
550cc 30.74 lbs/min 24.59 lbs/min Not a good idea
580cc 32.42 lbs/min 25.94 lbs/min Not a good idea
650cc 36.33 lbs/min 29.07 lbs/min Not a good idea
660cc 36.89 lbs/min 29.51 lbs/min Not a good idea
680cc 38.01 lbs/min 30.41 lbs/min Not a good idea
720cc 40.24 lbs/min 32.20 lbs/min -18.75%
750cc 41.92 lbs/min 33.54 lbs/min -22.00%
780cc 43.60 lbs/min 34.88 lbs/min -25.00%
850cc 47.51 lbs/min 38.01 lbs/min -31.18%
880cc 49.19 lbs/min 39.35 lbs/min -33.52%
950cc 53.10 lbs/min 42.48 lbs/min -38.42%
1000cc 55.89 lbs/min 44.72 lbs/min -41.50%
1150cc 64.28 lbs/min 51.42 lbs/min -49.13%
1200cc 67.07 lbs/min 53.66 lbs/min -51.25%
1600cc 89.43 lbs/min 71.55 lbs/min -63.44%
1850cc 103.41 lbs/min 82.72 lbs/min -68.38%

 

[Metal Health]

In depth on fuel trim tuning; Injector deadtimes/latencys and scaling.


STFT= Short term fuel trim- what the ECU is doing right now to get as close to stoich (14.7:1) as possible, adding or subtracting fuel over the base fuel map to reach that target.

LTFT= Long term fuel trim- a stored value that the ECU has learned to do to reach that target. It takes longer to show changes.

O2 feedback= This is the same thing as STFT in Evoscan

In order to see a more precise percentage of fuel that is being adjusted in Evoscan I highly recommend changing the STFT, LTFT (Low, Mid, High) equations to this... 0.1953125*x-25

First things first, when dialing in your new injectors you need to let the car Idle and you will need to do a long cruise for the fuel trims to register. Don't beat yourself up for weeks to get perfect fuel trims, it will never happen. Strive for +/ - 5% for LTFT Low and LTFT Mid. However +/- 10% is acceptable by most.

From what I have observed the evo cycles fuel trims while at idle about every 6 minutes, i usually let my car idle for 24 minutes (4 cycles) and check the trims, if idle trims are good I go on a nice 30 minute drive and try to keep the MAFhz reading steady throughout.

Injector latency is a certain constant of injector pulsewidth added to the calculated pulsewidth to compensate for the time delay in opening and closing of the injectors. Larger injectors open and close at a slower rate so this constant needs to be increased appropriately. Its biggest affect is on the idle, too high and the car will idle rich or not run at all; too lean and the idle will be lean or not run at all.

First thing to look at is 02 feedback, that should be changing in real time and you do not have to wait for that to "cycle", just make sure the car is at operating temp.

if 02 feedback doesn't move whatsoever, then either you have a logging issue or your 02 is dead or disconnected.

On a Evo 8, fuel trims do not reset unless you cut the power to the ECU (disconnect the battery).

On a Evo 9, fuel trims reset every time you flash the ECU.

**Side note, make sure that your rear O2 sensor is not disabled via periphery bit, as fuel trims will not read.**

Once you have the injectors scaled, look at your fuel trims, if their more than +25% you can adjust the scaling a little more until your closer to +/- 10%

Then you have to watch your fuel trims at idle, and cruising.. This is where your Injector Latency Voltage comes in.. If the trims at cruise are okay, then you adjust the lower voltage readings (below 13 volts) to increase the amount of fuel at idle slightly

Now, once your trims are within +/- 10% you can then make fine adjustments, but your open loop maps will be "Fairly close" but you have to watch it carefully not to go too lean, but you now have enough adjustment room to tune the car specific to its needs.. But at this point, when you transition to open loop, it should initially tip in a bit leaner, then stabilize a bit richer, but then the open loop maps get tuned.. Again, be careful since you don't want to let it go very lean, or be too lean at higher boost.. If it is, add fuel to the map, or adjust your injector scaling slightly (make the number a little lower) until its somewhere you want to work.

At this point, you should have STFT's that hover around 0%-5%, and LTFT's that are within 10%... You can adjust your idle speed slightly, and timing at idle to help the quality of your idle after you get to this point.

The result will be a drivable car, with a roughly stock-ish fuel table.. Then you go tune the car like you normally would...

Any additional closed loop adjustment would be in the fuel table, in closed loop fuel control, when you alter those settings in the fuel table, your just altering what would happen if your car had to run in open loop at idle and part throttle.. Obviously not useful unless you have a problem, but once you have those numbers close, the fuel trims are now closer to optimum and don't adjust as much.. Its not a huge deal if its not perfect, it just makes cold starting and driving the car (before the O2 sensor warms up) a little easier and less prone to poor drivability in those conditions, don't forget to check it a few times through the year as climate changes so you can get the best drivability.

1. Choose an Injector scaling number
2. Log trims at idle and cruise
3. If trims are roughly the same, but positive, then you need to lower your injector scaling number.
4. If both trims are roughly the same, but negative, then you need to raise your injector scaling number.
5. If idle or cruise trim is positive, then you need to increase the latency value.
6. If the idle or cruise trim is negative, you need to decrease the latency value.

Note: After #5 or #6, you may need to readjust #1 accordingly.

Note 2: #5 and #6 implicitly answer ludikraut's questions about affecting idle and cruise trims. Basically, let's say that the IPW is 1ms at idle and 2ms at cruise. If you adjust the deadtime to add 100us (.1 ms), then you are affecting the idle fueling 10% and the cruise fueling 5%.

More latency = more fuel
Lower scaling = more fuel

Latency will roughly affect idle about twice as much as cruise and almost nothing at WOT/high airlfow. It's is inversely proportional to the IPW.

Latency is basically telling the ECU how long the injector takes to repsond. So, if you put in a larger latency value, you are saying 'this injector is slow to respond, so add this amount of time to keep the injector open'. So, this time is basically added to the IPW. That's why it will affect idle more than cruise and WOT. The IPW at idle may be 1ms and cruise may be 2ms, for example. If you are adding 100us (.1 ms) to the deadtime, it's increasing the IPW by 10% at idle ( for a 1 ms IPW).

What is the relationship between the injector scaling value and the AFR values in the Fuel Map? Is it a linear relationship?

for example, let's say that I am running larger-than-stock injectors on my car which have been tuned via the fuel map only, not via rescaling the injector size. Does increasing the injector scaling by 10% then mandate reducing the fuel table by 10% to keep the AFR the same?

Answer....That is a reasonable assumption, however its not a completely linear relationship because of how injectors work..

If you tuned your map for your injectors (and performance) without the scaling, then you would indeed need to go back and alter the Fuel map if you used the rescaling feature..

If the car was already tuned for 550 injectors, and you added 780's, then rescaling the injectors should bring the tune "Close" to where it was before you added the new injectors, however a retune would be recommended (and likely necessary)

The latency (net time for the injectors to open and close) of the injectors is dependent on the voltage that the injectors see. The injectors take power straight from the battery. The 11 volt value sets the latency when the injectors are seeing 11 volts, your car should never be operating at 11 volts except perhaps when starting.

The ECU does interpolate between latency values if the voltage is between two table values. I've never seen my car below 13.8 V except when cranking the starter, so for my setup, the 14.06 V latency controls pretty much everything. If you car gets down to the mid- or low- 13 V range, then the 11.72 V latency will play a role. The ECU uses simple linear interpolation, so if the voltage is, for instance, 13.3 V, then the latency used by the ECU will be 67% of the 14.06 V value + 33% of the 11.72 V value.

Found this page that lists latency values for a bunch of different injectors. Don't know how accurate the values are, but could be a good starting point.

Fuel Injector Lag Time

E85 will have a scaling ~30% lower than that of pump gas. Easiest way to get initial E85 scaling numbers is to take the actual injector size and multiple by .7 (for the evoscan formula) and .7 again (for E85).

Denso 660s

Scaling 636

6.12
3.12
1.992
1.272
0.744
0.648
0.408

Prescision 780

scailing :609

latency:
3.312
1.68
1.032
0.672
0.432
0.264
0.144

PTEs 780

Scaling 696

4.69 3.504
7.03 2.184
9.38 1.224
11.72 0.96
14.06 0.744
16.41 0.552
18.68 0.432

PTE 780cc

Scaling: 680

Latency:
4.6875 3.624
7.03125 1.992
9.375 1.344
11.7188 0.984
14.0625 0.744
16.4062 0.576
18.6768 0.456

RC 750s

Scaling-665

Volts MS
4.69 3.576
7.03 1.944
9.38 1.296
11.72 0.984
14.06 0.768
16.41 0.624
18.68 0.504

FIC 750s

Scaling 650

3.312
2.04
1.296
0.696
0.624
0.408
0.192

FIC 750s

scaling 696 or 713

Latency:

4.69V 3.312
7.03V 2.04
9.38V 1.296
11.72V 0.912
14.06V 0.792
16.41V 0.6
18.68V 0.336

FIC 750s

Scaling 650

3.312
1.680
1.032
.864
.648
.552
.360

PTE 880s

scaling 770

3.312
2.304
1.392
1.008
0.792
0.600
0.504

PTE 880s

Scaling 790

3.312
2.184
1.320
0.840
0.672
0.360
0.240

FIC 850s

Scaling 770

voltage-
3.312
1.68
1.032
0.84
0.552
0.456
0.36

FIC 850

Scaling 696

Latencies
3
2.376
1.2
0.768
0.504
0.36
0.312

FIC 950s

Scaling 812

4.69 3.312
7.03 2.184
9.38 1.392
11.72 0.912
14.06 0.792
16.41 0.408
18.68 0.264

FIC 950

Scaling: 812

Latency:
3.312
2.184
1.32
1.008
0.768
0.624
0.504

FIC 1000s

scaling 860

3.312
1.68
1.344
1.152
0.84
0.36
0.24

FIC 1000
Pump Gas Scaling-835
E85 Scaling-636

Latencies
3.312
1.704
1.416
1.2
0.84
0.576
0.264

RC 1000s

Scaling 860

Voltage ms
4.69 3.312
7.03 2.184
9.38 1.560
11.72 1.008
14.06 0.696
16.41 0.408
18.68 0.336

RC 1000cc

Scaling 835

Latencies

3.6
2.184
1.56
0.936
0.672
0.432
0.336

RC 1000s

E85 scaling 609

3.312
2.184.
1.560
.936
.624
.384
.288


PTE 1000cc

Scaling 725

Latency

2.186
1.281
0.771
0.458
0.283
0.172


ID 1000s

Scaling: 812

latencies
4.69v = 5.328
7.03v = 3.144
9.38v = 1.992
11.72v = 1.368
14.06v = 1.008
16.41v = .792
18.68v = .624


ID 1000s

Scaling 812

3.816
3.144
1.944
1.392
0.984
0.72
0.504


FIC 1050s

Scaling: 1008

Latencies:
Volts ms
4.69 4.440
7.03 3.192
9.38 1.752
11.72 1.032
14.06 0.840
16.41 0.576
18.68 0.432


RC1200s on both pumpgas and on E85

Gas Scaling 1044

latency
4.7 3.6
7.03 2.184
9.38 2.088
11.72 1.296
14.06 0.792
16.41 0.720
18.68 0.480

E85 Scaling 680

latency is the same as above except
11.72 1.344
14.06 0.864


RC 1200 (on E85)

Scaling 622

Latency
3.6
2.304
1.728
1.32
0.864
0.72
0.48

Pte 1200s

Scaling 886

3.192
2.208
1.512
1.056
0.696
0.504
0.288


FIC Bluemax 1250s

Scaling 1271

latencies
4.7v 4.8
7.0v 2.4
9.4v 1.896
11.7v 1.368
14.1v 0.96
16.4v 0.744
18.7v 0.456

FIC Bluemax 1250s

scaling 1170

latencies
4.8
2.4
1.896
1.368
0.96
0.744
0.456


FIC Bluemax 1450s

Scaling (E85) 943

Latency
3.072
2.328
1.848
1.512
1.296
1.080
0.888


FIC Bluemax 1450s

Scaling (92 oct) 1329 (E85) 1008

Latency: From the data sheet included with the injectors
2.784
2.112
1.680
1.368
1.176
0.984
0.816


ID2000s

scaling 1624

latencies (very responsive) is:
9.38- .936
11.72- .672
14.06- .504
16.41- .384