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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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How to Build High-Performance Ignition Systems
The complete guide to understanding automotive
ignition systems. Covers components, systems &
subsystems for street & race applications. This book will
help you understand how your car’s ignition works, and it
will help you choose the right components for your cars
performance needs, whether it’s a 1965 289 or a 2003
Cobra with a 4.6-liter modular motor.
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Price:
$
22.95
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Tune and Modify Engine Management Systems
Drawing on a wealth of knowledge and experience
engine control expert Jeff Hartman explains everything
from the basics of engine management to the building of
complicated project cars. This book is updated to address
the incredible developments in automotive fuel injection
technology from the past decade, including the multitude
of import cars that are the subject of so much hot rodding
today.
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Price:
$
27.95
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Turbo High Performance Turbocharger Systems
This book is the most detailed and up-to-date resource on
turbocharging. You'll learn how turbochargers work, how to
choose the right turbo or turbos for your engine by reading
flow maps, and how to tune your engine to run perfectly with
your turbo system. Uses more than 300 photos and technical
information to help you make more horsepower. It also
discusses the various components of a turbocharger and
explains how to decode turbocharger model numbers,
compressor maps, other specifications and includes a
complete step-by-step turbocharger tear-down and rebuild.
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Price:
$22.95
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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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Payment, Shipping & Sales
Tax: Iowa
residents must pay 7% sales tax. Items usually ship
within one
business day of receipt of payment! Standard shipping is a flat rate of
$4.95 to
anywhere in the United States with USPS Media Mail.
Priority Mail shipping is available for an
additional $3.00, or
$7.95 for shipping. Shipping is combined and discounted for multiple item
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charge! We offer world wide shipping and ship to Canada and Mexico
with USPS Priority Mail
International for $14.95, and to most
locations in Europe, Australia, Asia, Japan and South
America for
$18.95. Satisfaction is Guaranteed. Our store has a NO HASSLE RETURN
POLICY
within 30 days of purchase.
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