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Data Logging
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Before we begin changing PCM parameters, let’s take a look at the key elements to monitor. Most tables and functions in the PCM are constructed with axes that represent a range of engine operating conditions. In order to know where to make changes to the PCM tables, it is necessary to know exact engine conditions at any time. This data may be available in real time from instruments or a computer link to the PCM, or recorded in a datalogger for later review.
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The GM Tech2 is a dealership-level diagnostic tool that can record additional data parameters not available to basic scan tools. It can also serve to perform vehicle specific diagnostics and limited programming duties. Ford and Chrysler have similar tools called the NGS and StarScan, respectively.
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Aftermarket tools like the Diablosport Predator perform double duty as programming and datalogging tools. (Nate Tovey)
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Many PCM programming tools (including almost all aftermarket PCMs) allow for real-time changes while the engine is running. This is the ideal method of calibration for most parameters since it allows the calibrator to see exactly where in the tables the engine is operating. If the PCM does not support real-time adjustment, the next best thing is real-time monitoring by way of some scan tool. Multiple OBD-II capable data readers are available, such as EFI-Live, AutoTap, SCT Raptor, Diablo Predator, and OEM tools such as the GM Tech2, Ford NGS, and WDS. These tools also allow the user to record brief periods of time, which is extremely useful when measuring transients and WOT behavior where it is impossible to plot one cell at a time on the tables due to fast engine sweep rates.
At a minimum, the calibrator needs to see real-time displays of RPM, load, ECT, IAT, and lambda to calibrate most base tables. Load may be shown as MAF or MAP output or calculated load. It is easiest to view these in real time while working on a dynamometer to facilitate holding at a fixed speed and load point for calibration.
Engine coolant and air temperatures should always be monitored to ensure that we are working in the normal operating range. We can always go back and adjust for cold start or heat soak later. Not confirming where the engine is operating on a correction table begs for trouble.
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Actual fuel delivery should be monitored at low load to check for proper fueling. Excessively large pulsewidths at idle may indicate faults somewhere else. This may point you to a problem with a sensor or correction curve that is nowhere near correct. Additionally, WOT duty cycle should be verified to ensure that the fuel injectors are not going static, forcing a lean condition. If this is the case, it becomes impossible to correct WOT mixture by anything other than a pressure or injector size increase.
Ignition timing should be monitored closely at idle and WOT. An unstable amount of ignition lead at idle often leads to unstable fuel mixes. Many hours have been wasted by tuners attempting to fix a timing problem with the fuel trims. It is not uncommon to see 10 degrees of swing in idle timing to correct for fluctuations in speed, but 20 to 30 degree changes usually indicate a load measurement or speed pickup accuracy issue. Actual ignition timing at WOT should be recorded for review after a dynamometer pull or drive. Since the engine sweeps rapidly through the RPM range at WOT, it is best to review this data after coming to a stop. This also gives the calibrator time to review any indicated knock sensor input or temperature related spark retard at the same time.
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During the tuning process, it is important to record many parameters at once. The Livelink software from SCT shown here includes a simple interface that can be configured to the user’s preference.
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When tuning idle speed and mixture, it is important to monitor IAC motor position or duty cycle. This is the fine adjustment to actual idle speed, and the calibrator should ensure that it is actually being used. If the IAC displays as either all the way open or closed at all times, it’s time for a throttle stop adjustment. The more range the IAC motor has in both directions, the better chances it has of controlling a stable idle speed.
PCM fueling adjustments should also be closely checked at idle and part load. If the engine has entered closed loop operation, it uses the signal from the HEGO to trim fuel delivery back to the target (l = 1). If the engine has not entered closed loop, the calibrator can safely assume that the base fuel tables are determining actual fuel delivery. In open loop, the base fuel calculations in the PCM can be adjusted by referencing actual l from a wideband sensor against the desired air/fuel ratio from the PCM tables. If a closed loop operation is functional, the PCM’s fuel trims can be used to determine the error in the base fuel calculations.
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Know Your Load Engine loading is not the same for all vehicles. The intended use of the vehicle dictates the required calibration. Vehicle loads change the actual engine load greatly depending upon how the vehicle is used. A drag racer taxes the engine differently from a top speed racer, boat, or road racer. The largest difference between the definitions of WOT usage is temperatures and stabilization. Durability and temperature control become serious concerns as vehicle loads and time spent at full load increases. The longer the engine is operated at high loads, the more heat is transferred from the combustion chamber to the valves, cylinder head, coolant, oil, under hood area, exhaust system, and catalyst.
Due to its short duration, drag racing is a remarkably forgiving environment as far as racing goes. Races are completed in a matter of seconds. The vehicle load at the start is only its own weight. This load increases steadily toward the end of the track as aerodynamic forces increase resistance on the car. Because heat transfer takes time and the races are short, a lower amount of total heat is imparted to engine components in a drag race compared to other forms of motorsports. Extended cool-down periods between races further reduce temperature issues for serious drag racers. This means that engines can be calibrated to operate at slightly more aggressive power levels, generating more heat during these brief tests without overheating.
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Drag racing loads the vehicle very heavily for a relatively short amount of time. (Nate Tovey)
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Road racing gives the engine plenty of time to heat soak while still being asked to repeatedly deliver full power in bursts.
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Previous | Next
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This has been a sample page from
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Engine Management: Advanced Tuning by Greg Banish
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As tools for tuning modern engines have become more powerful and sophisticated in recent years, the need for in-depth knowledge of engine management systems and tuning techniques has grown. Tuning engines can be a mysterious art, as all engines need a precise balance of fuel, air, and timing in order to reach their true performance potential.
Engine Management: Advanced Tuning explains how the EFI system determines engine operation and how the calibrator can change the controlling parameters to optimize actual engine performance. This book takes engine-tuning techniques to the next level. It is a must-have for tuners and calibrators and a valuable resource for anyone who wants to make horsepower with a fuel-injected, electronically controlled engine.
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Click below to view sample pages from each chapter
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Author Greg Banish is a calibration engineer with extensive aftermarket performance calibration experience. With over a thousand unique calibrations performed over five years, he has worked with enthusiasts and OEMs alike to improve the performance and driving behavior of a wide range of vehicles.
The book contains detailed equations, graphs, and illustrations. Also included are valuable and practical examples, including real- world examples based upon the author’s experience that will help more advanced readers apply this new information to situations that are commonly seen during calibration.
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1 - Introduction to EFI 2 - Basics of Fuel Injection 3 - Carbureted Engines 4 - EFI System Inputs 5 - Fuel Injectors 6 - EFI System Fuel Control 7 - Ignition Systems with EFI 8 - Data Logging 9 - EFI System Calibration 10 - Idle Calibration 11 - Tuning for More Power 12 - Fine Tuning EFI 13 - Tuning EFI with Blowers 14 - Tuning Ford EFI Systems 15 - Aftermarket EFI Systems 16 - INCA OEM Calibration 17 - External EFI Controllers
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8-1/2 x 11" Soft bound 128 pages 200 color photos Item # SA135 Price: $22.95
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Click here to buy now!
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Other items you might be interested in
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Performance Ignition Systems Performance Ignition Systems is a comprehensive guide to significant increases in power, mileage and overall engine performance by custom tuning electronic or breaker point ignition systems. Sections include increasing engine power, efficiency, mileage and longevity using upgraded ignition equipment, judging and troubleshooting ignition components, including diagnosis and reading spark plugs, electrical wiring problems and solutions, tech tips and custom wiring for the ultimate performance ignition and much, much more.
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Price: $18.95
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Building & Tuning High-Performance Electronic Fuel Injection Provides specific, detailed info on what fuel injection is & how it works. Covers buying and installing the proper system for your performance application. After a description of what programmable EFI offers its users, author Ben Strader (founder and senior instructor of EFI University) gives a detailed account of what you want to accomplish with your EFI system, then shows you how to get there.
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Price:
$18.95
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Turbochargers How to select and install the correct turbo for big or small horsepower gains. Discusses turbocharger design, sizing, matching, controls, carburetion, exhaust, ignition, intercooling, marine and high altitude applications. The most comprehensive book available. Turbo suppliers and kit maker addresses are included. “Everything you could possibly need to know about turbochargers for automotive applications is in this book.
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Price: $18.95
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