0x1 210211 A1C_EFI-SD4X A1C, Z2D, Z2D1 Speed Density decipha 0x2004 0x2005 0x10 0x200A 0x0 0x2000 0xBFFF 0x10 0x200A 0x1 patched = disables the MIL light permanently. this is automagically updated by TunerPro when your bin is saved hex 3 0 0 0 $$ changes the value used for v8, not the actual degpip if numcyl is changed DEGPIP - The number of crank degrees per PIP interval. 90 = 8 cylinder, 120 = 6 cylinder, 180 = 4 cylinder degrees 0 0 0 $$ RATIV - INITIAL VALUE OF RATCH (ALSO INITIAL VALUE OF TBART) If the tps voltage exceeds this value part throttle is forced. AD Cnts 300.000000 100.000000 0 0 $$ MAP value when map sensor has failed and engine is not running. in hg 3 0 0 $$ patched = deletes the map not changing code to allow normal code with a map failure. Not ideal. decipha exclusive large VE table for better fuel control. in the stock code a value of 0 will not force open loop at closed throttle, this patch allows it to this will remove tp_hyst_ol to prevent corrupt code the conventional fuel pump prime time for a conventional fuel pump default is 1 sec sec 3 0 0 $$ TPREL 3 0 0 $$ multiplied by PW to give a rich clip limit stock allows 20% fuel added xPW 3 0 0 $$ multiplied by PW to give a lean clip limit stock allows 10% fuel removed xPW 3 0 0 $$ KDNDT = Gain term for idle fuel modulation. Larger values result in more fuel being added when engine speed falls and more fuel being taken away when engine speed rises. Too small a value results in unstable idle and too large a value results in unnecessary A/F excursions at idle. sec/rpm 4 0 0 $$ the time delay in seconds that rpm is above dsdrpm+rpmded before IPSIBR is decremented to reach idle. This should be set to 0 for those wtih wild cams. SEC 3 25.000000 0 0 $$ RPM 0 0 0 $$ the maximum instaneous idle air correction applied to the isc duty cycle airmass to reach idle LBS/MIN 3 2.000000 0 0 $$ RPM 0 200.000000 0 0 $$ the minimum isc duty cycle airmass correction to reach idle LBS/MIN 3 0.000000 -1.000000 0 0 $$ unused on later EEC-V such as RZASA THROTTLE BODY IDLE MASS AIR FLOW The amount of air that flows past the closed throttle blade. Doesn't exist in the last of the eec-v but listed as a place holder. LBS/MIN 3 0 0 $$ MIN. DESIRED BYPASS MAF CLIP lbs/min 4 1.000000 0 0 $$ Lower DASPOT limit to allow RPM control. lbs/min 4 15.990000 0 0 $$ GAIN FOR P.T. DASHPOT CALC. LBS MIN/TP_RATE 3 0 0 $$ DELHYS DELTA ABOVE RATCH TO BEGIN DASPOT CALCULATION. AD Cnts 1023.000000 0 0 $$ ISCFLG cannot enter closed loop rpm control (value 1 or 2) unless N <= DSDRPM+RPMCTL should be set to 2040 in all calibrations Value is +/- DSDRPM THRESHOLD TO ENTER C/L ISC RPM 0 2040.000000 0 0 $$ TIME DEPENDENT RPM LIMIT TO DIFFERENTIATE DECEL FROM IDLE RPM 0 1020.000000 0 0 $$ TPREL 0 0 0 $$ 1 byte in earlier eec-iv no equation just X ISCTM PACING TO EVALUATE RATE OF CHANGE OF ENGINE SPEED sec 1 0 0 $$ LOWLOD MODULATOR - A/C ON DECEL FROM IDLE Load 3 0.490000 0 0 $$ the number of loops that ecu must pass before updating the ISCKAM corrections Loops 0 0 0 $$ MIN VEHICLE SPEED FOR IDLE RPM CONTROL. ALSO, KOER (RUNNING) VIP IS EXITTED IF VSBAR > MINMPH. This is also used for the stationary desmaf correction. MPH 1 120.000000 0 0 $$ ISC DUTY CYCLE MULTIPLIER FOR DEVELOPMENT xISCDC 5 1.990000 0 0 $$ ISC DUTY CYCLE OFFSET FOR DEVELOPMENT ISCDC 5 0.990000 0 0 $$ sec 1 0 0 $$ IS_NUBASE Base desired RPM - Neutral. Units: RPM nubase is used in earlier strategies. Equation is X/ 0.125 RPM 0 2040.000000 0 0 $$ drbase is used in earlier strategies. Equation is X/ 0.125 RPM 0 2040.000000 0 0 $$ ISCLPD - Upper limit drive clip on desired RPM X/0.125 on early eec-v RPM 0 2040.000000 0 0 $$ TKDTN Time since start after FN826B is disabled sec 0 0 0 $$ This should be set to 1 sec to aid in startup bark and to prevent IPSIBR from working negative on startup. sec 0 0 0 $$ NDDELT TIME BEFORE N/D,D/N SWITCH REGISTERS UNITS: SECONDS sec 1 31.875000 0 0 $$ RPM 0 0 0 $$ This should always be set to 296 for startup bark and to prevent IPSIBR from going negative on startup. RPM 0 0 0 $$ DNAC in older strats works for both park/neutral and drive in those strats byte x/0.125 Desired RPM adder for A/C in Park/Neutral RPM 0 200.000000 0 0 $$ PACPER (rev-secs)/cyl 3 0 0 $$ Voltage threshold for low bettery determination Volts 15.937500 0 0 $$ System voltage level below which the battery is charging plus hysteresis Volts 15.937500 0 0 $$ ATMR1 5 0 65535.000000 0 0 $$ Row 5 0 5.000000 0 0 $$ Check to see if disabled with decipha's FN020C_EXT Patch. FN800 - Alter if air flow characteristics through the ISC valve have changed. This function defines the airmass that flows through the iac valve for a given commanded isc duty cycle. lb/min 10 3 1000.000000 0 0 $$ ISCDTY 10 1000.000000 0 0 $$ Only exists in early eec-iv FN820B - Used to compensate for the increase in airflow through the ISC valve during high manifold vacuum compared to normal idle vacuum levels, e.g. during closed throttle deceleration. Load 6 3 1000.000000 0 0 $$ xISCDTY 6 3 1000.000000 0 0 $$ DESIRED RPM ADDER VERSUS ENGINE COOLANT TEMPERATURE PURPOSE: INCREASE IDLE SPEED FOR COLD ENGINE INPUT: X = DEGREES FAHRENHEIT (ECT) OUTPUT: Y =DESIRED RPM ADDER ECT 8 0 0 0 $$ +DSDRPM 8 0 0 0 $$ FN825B - DESIRED RPM ADDER VERSUS MANIFOLD CHARGE TEMPERATURE PURPOSE: INCREASE IDLE SPEED FOR COLD ENGINE INPUT: X = DEGREES FAHRENHEIT (ACT) OUTPUT: Y =DESIRED RPM ADDER This should be set to 0 when simplifying the isc control since the isc multiplier does not have any act correction adjustments. ACT 7 0 0 0 $$ +DSDRPM 7 0 0 0 $$ FN826A - DSDRPM ADDER VS TCSTRT FOR HI-CAM PURPOSE: INCREASE IDLE SPEED FOR COLD ENGINE INPUT: X = DEGREES FAHRENHEIT (TCSTRT) OUTPUT: Y = DESIRED RPM ADDER TCSTRT == Coolant temp @ start (DEGREES F.) This should be used instead of bzzrpm when simplifying isc control. ECT 7 0 0 0 $$ +DSDRPM 7 0 0 0 $$ FN839 - Closed throttle spark modifier used when in idle 'dashpot control' mode following the transition from part throttle. Outputs a spark multiplier to assist in the stabilisation of the desired idle rpm. DASPOT 4 3 1000.000000 0 0 $$ xSAFTOT 4 3 1000.000000 0 0 $$ This is only used in early speed density strategies. Later replaced with a single LOWLOD scalar in newer strategies. LOAD VALUE TO DIFFERENTIATE DECEL FROM IDLE set this value below the idle load value LOWLOD + ACLOD < Load BP 4 3 0 0 $$ Load 4 3 2.000000 0 0 $$ Ceiling for spark limiting for stable low load conditions INPUT: STB_LOLD_TMR (seconds) OUTPUT: Spark advance clip (degrees) STB_LOLD_TMR 4 0 0 0 $$ SpkAdv 4 63.750000 0 0 $$ eec-iv strats are 6 rows early eec-v is 9 points BYTE x/0.0625 and y/128 last of eecv-v single bank is 9 point word x/0.0625 y/2048 RPM 6 0 0 0 $$ LBS/MIN 6 3 0 0 $$ older strats are 6 rows x/ 0.0625 early eec-v is 9 points BYTE x/0.0625 and y/128 a stock 5.4L will idle just under 1.0 lbs/min at 800 rpm RPM 6 0 0 0 $$ LBS/MIN 6 3 0 0 $$ FN879 DASHPOT DECREMENT PURPOSE: PROVIDE VARIABLE DECREMENT INPUT: DASPOT - LB/MIN OUTPUT: DASPOT DECREMENT - LB/MIN LBS/MIN 7 0 0 $$ LBS/MIN 7 4 0.500000 0 0 $$ 1 byte in earlier eec-v and y/0.125 digits==0 DSDRPM ADDER VS. TIME AT IDLE AND IN NEUTRAL PURPOSE: MINIMUM VALUE OF DSDRPM AT EXTENDED IDLE INPUT: STB_LOLD_TMR (SEC) OUTPUT: N (RPM) can be re-written for a dsdrpm follower if required as dashpot follower for stupid large cams > 800 lift > 400 duration that barely idles at 2000 rpm with 0.5 in of vac on big blocks and the like ATMR1 7 0 0 0 $$ DSDRPM_Min 7 0 1024.000000 0 0 $$ FN882A MAX DASPOT CLIP V.S. RPM DELTA PURPOSE: CLIP DASPOT TO PREVENT FLARE DURING SHIFT INPUT: X = ( RPM - DSDRPM ) OUTPUT: DASPOT MAXIMUM CLIP - LB/MIN >> CODE ASSUMES MAX 2.0 << Delta_RPM 7 0 0 0 $$ AM 7 4 2.000000 0 0 $$ ISCKAM CORRECTION FOR ALTITUDE PURPOSE: CORRECT DEBYMA FOR ALTITUDE INPUT: BAROMETRIC PRESSURE (BP) OUTPUT: AIR FLOW IN PPM BP 4 1 31.879999 0 0 $$ AM_PPM 4 3 1.000000 0 0 $$ FN891 DASPOT MAX. CLIP MULTIPLIER BASED ON VEHICLE SPEED (VSBAR). PURPOSE: ELIMINATE HARSH BACKOUT SHIFTS WHEN LARGE AMOUNTS OF DASHPOT ARE USED. INPUT: VSBAR (VEHICLE SPEED) OUTPUT: MAX. DASPOT CLIP MULTIPLIER MPH 6 1 0 0 $$ xDASHPOT 6 3 0 0 $$ FN020C 7 0 0 0 $$ FN018B 6 0 0 0 $$ 3 0.000000 255.000000 1 $$ 11 points in older strategies FN703F NAME: TRANSFER FUNCTION FOR ECT, ACT, TOT, EADF and FP_RTSNS PURPOSE: CONVERT ITOT A/D COUNTS INTO DEGREES F INPUT: X = ECT/ACT/TOT/EADF COUNTS FROM A/D CONVERTER OUTPUT: Y = TEMPERATURE IN DEGREES F AD Cts 10 0 1023.000000 0 0 $$ *F 10 0 -4096.000000 4095.000000 0 0 $$ 11 points in older strategies FN703F NAME: TRANSFER FUNCTION FOR ECT, ACT, TOT, EADF and FP_RTSNS PURPOSE: CONVERT ITOT A/D COUNTS INTO DEGREES F INPUT: X = ECT/ACT/TOT/EADF COUNTS FROM A/D CONVERTER OUTPUT: Y = TEMPERATURE IN DEGREES F AD Cts 11 0 1023.000000 0 0 $$ *F 11 0 -4096.000000 4095.000000 0 0 $$ x/1 y/256 in older strats no conversion difference in early eec-v ATMR1 7 0 0 0 $$ Row 7 0 7.000000 0 0 $$ FN019B - Do not edit first or last entries. Provides column scaling for the following table; 'Accel Enrichment Fuel' (aka FN1303) deg/sec 5 1000.000000 0 0 $$ X_Col 5 0 7.000000 0 0 $$ Also scales FN2000 in older strategies ECT 7 0 0 0 $$ Col 7 0 6.000000 0 0 $$ LOAD NORMALIZING FUNCTION PURPOSE: USE FOR TABLE LOOK-UP INPUT: LOAD OUTPUT: NORMALIZED LOAD MAPOPE 12 0 0 $$ Col 12 0 9.000000 0 0 $$ 5 rows for older functions 6 rows for last of eec-iv strats and early eec-v; (only 9 columns) 10 rows in older functions w/ x/64, y/256 word function ECT 10 0 0 0 $$ Col 10 0 11.000000 0 0 $$ NORMALIZED RPM FOR FN1360 PURPOSE: X INPUT FOR TABLE LOOKUP INPUT: RPM OUTPUT: NORMALIZED RPM RPM 6 0 0 0 $$ Col 6 0 9.000000 0 0 $$ also scaling for spark base table on older 1980s speed density ecu's ENGINE SPEED NORMALIZING FUNCTION PURPOSE: GENERATE TABLE ENTRY POINT INPUT: ENGINE SPEED IN RPM OUTPUT: TABLE ENTRY POINT RPM 7 0 16384.000000 0 0 $$ X_Col 7 0 9.000000 0 0 $$ used in speed density ecu's only MAP 7 3 0 0 $$ Y_Row 7 0 7.000000 0 0 $$ BP_Pres 7 0 1000.000000 0 0 $$ xLambse 7 3 2.000000 0 0 $$ FN046A - AIRFLOW NORMALIZING FUNCTION PRESSURE DROP THROUGH THROTTLE BODY INPUT: ENGINE AIR FLOW (LB./MIN.)/ BAROMETRIC PRESSURE OUTPUT: ROW ENTRY POINT FOR TABLE FUNCTION FN1033 am/bp 5 3 1.000000 0 0 $$ Y_Row 5 0 8.000000 0 0 $$ FN047A - RELATIVE THROTTLE POSITION NORMALIZING FUNCTION PART THROTTLE PRESSURE DROP TABLE LOOKUP INPUT: RELATIVE TP OUTPUT: COLUMN ENTRY POINT FOR FUNCTION FN1033 TPREL 5 1023.000000 0 0 $$ X_Col 5 0 4.000000 0 0 $$ this function also provides MAPOPE scaling for the base spark table on older 1980s speed density ecu's, that equation is /8 LOAD NORMALIZING FUNCTION PURPOSE: USE FOR TABLE LOOKUP INPUT: LOAD OUTPUT: NORMALIZED LOAD In older EEC-IV such as cbaza it also scales: 'EGR Altitude Table' 'EGR Sea Level Table' 'Equilibrium Intake Surface Fuel' (aka FN1321) 'Exhaust Pulse Delay' 'HEGO Amplitude' 'Knock Advance Limit' (aka FN1135) In speed density it also scales: Spark Base LOAD (MAPOPE) 7 3 2.000000 0 0 $$ Y_Row 7 0 7.000000 0 0 $$ FN039 - ENGINE SPEED NORMALIZING FUNCTION PURPOSE: X ENTRY FOR BIAS, PEAK TO PEAK, AND TRANSPORT DELAY TABLES INPUT: RPM OUTPUT: TABLE X ENTRY POINT RPM 8 0 0 0 $$ X_Col 8 0 3.000000 0 0 $$ MAP 7 0 0 $$ Y_Row 7 0 4.000000 0 0 $$ ACT 6 0 0 0 $$ X_Col 6 0 4.000000 0 0 $$ FN007 AM Normalizing function PURPOSE Used to look up FN1348 INPUT: AM (pounds) OUTPUT: Row number AM 5 3 64.000000 0 0 $$ Y_Row 5 0 4.000000 0 0 $$ FN008 - ATMR3 Normalizing function PURPOSE: Used to look up FN1348 INPUT: ATMR3 (seconds) OUTPUT: Column number sec 5 0 255.000000 0 0 $$ X_Col 5 0 4.000000 0 0 $$ PIP counter normalizing function for decaying F_A_RATIO during a crank fueling event PURPOSE: X INPUT USED TO LOOK UP FNCRKMUL_FAR INPUT: CRKPIPCTR_BW BIN 0 OUTPUT: NORMALIZED CRKPIPCTR_BW scaling=0,1,2,------,4,------6,7 8cyl == 8,9,24,44,64,88,96,120 6cyl == 6,7,18,33,48,66,72,90 4cyl == 4,5,12,22,32,44,48,60 Pips 5 0 0 0 $$ Col 5 0 4.000000 0 0 $$ Temperature normalizing function for decaying F_A_RATIO during a crank fueling event. PURPOSE:Y INPUT USED TO LOOK UP FNCRKMUL_FAR INPUT: CRKTMP (Degrees F) OUTPUT: NORMALIZED TEMPERATURE -- ROW NUMBER ACT 6 0 0 0 $$ Y_Row 6 0 4.000000 0 0 $$ IPSIDLY - time delay after exiting crank mode to wait before allowing IPSIBR corrections Sec 1 31.875000 0 0 $$ SETLNG_TM - SETTLING TIME AFTER AIRFLOW DISTURBANCE TO ENTER RPM CONTROL A higher value gives more idle stability. Decipha recommends a value of 4. sec 1 31.000000 0 0 $$ K-constant - This is no longer the injector high slope. This is the WOT fuel constant and should always be set to 30.00 lbs/hr. Use the "actual ahisl" parameter for injector high slope. Read the comments for it as well as its very important. injector high slope - used for high fuel flow such as WOT the linear flow rate of the injectors, this is typically just below the actual size of the injectors Slope Max per XTALHPS 27mhz - 60.34 lb/hr 24mhz - 53.64 lb/hr 21mhz - 46.93 lb/hr 18mhz - 40.23 lb/hr LBS/HR 3 0 0 $$ OPCLT3 - When the ECT at start is greater than the 'Hot Start Min ECT' value (CTHIGH) this is the minimum time that must pass since exiting crank in order for the WARM_EGO_FLAG to be set. Note: the 'Min HEGO Switches Before Warm' value also needs exceeding. secs 0 0 0 $$ OPCLT2 - When the ECT at start is between the 'Cold Start Max ECT' and 'Hot Start Min ECT' values this is the minimum time that must pass since exiting crank in order for the WARM_EGO_FLAG to be set. Note: the 'Min HEGO Switches Before Warm' and 'Warm HEGO Flag Warm Start Delay #2' values also need exceeding. secs 0 0 0 $$ OPCLT1 - When the ECT at start is less than the 'Cold Start Max ECT' value this is the minimum time that must pass since exiting crank in order for the WARM_EGO_FLAG to be set. Note: the 'Min HEGO Switches Before Warm' and 'Warm HEGO Flag Cold Start Delay #2' values also need exceeding. secs 0 0 0 $$ EGOCL1 - The number of HEGO switches required for the WARM_EGO_FLAG to be set providing the appropriate 'Warm HEGO Flag ....' delay times have been met. Cts 0 0 0 $$ TP_HYS_OL TP_REL HYSTERESIS FOR OPERATION IN OPEN LOOP. Cts 1023.900024 0 0 $$ OPCLT4 - When the ECT at start is less than the 'Cold Start Max ECT' value this is the minimum time that must pass since the ECT exceeded the 'Engine Warm ECT' value in order for the WARM_EGO_FLAG to be set. Note: the 'Min HEGO Switches Before Warm' and 'Warm HEGO Flag Cold Start Delay #1' values also need exceeding. secs 0 0 0 $$ OPCLT5 - When the ECT at start is greater than the 'Cold Start Max ECT' value this is the minimum time that must pass since the ECT exceeded the 'Engine Warm ECT' value in order for the WARM_EGO_FLAG to be set. Note: the 'Min HEGO Switches Before Warm' and 'Warm HEGO Flag Cold Start Delay #1' values also need exceeding. secs 0 0 0 $$ Lambse 3 0 0 $$ Lambse 3 0 0 $$ xLambse 3 0 0 $$ xLambse 3 0 0 $$ min bp to allow mpg mode BP 1 0 0 $$ minimum vehicle speed for mpg mode MPH 1 0 0 $$ Lambse 3 0 0 $$ should be set very low in all calibrations for example 0.198 if this exceeds 2.0 on a stock marauder it will over-fuel at idle PW_msec 3 0.700000 0.100000 0 0 $$ PIPOUT - # 0 0 0 $$ INJOUT - The number of injectors fired by each output port. no. 0 0 0 $$ NUMOUT no. 0 0 0 $$ RPM 0 0 0 $$ RPM 0 0 0 $$ MPH 1 0 0 $$ MPH 1 0 0 $$ %ACT 3 0 0 $$ RPM 0 0 $$ RPM 0 0 $$ X 3 0 0 $$ time delay after start before using tfc sec 0 0 0 $$ MTEISF - A multiplier of the result of the 'Equilibrium Intake Surface Fuel' table lookup. xMul 3 0 0 $$ X 3 0 0 $$ TFCISW - Set if it is assumed the manifold wall is wet at start up, otherwise wall is assumed to be dry. 0x01 MEFTRD - Multiplier of the transient fuel contribution to the injection pulsewidth. Multiplier values less than 1 reduce fuel, values greater than 1 increase fuel. multiplier 3 0 0 $$ MEFTRA - Multiplier of the transient fuel contribution to the injection pulsewidth. Multiplier values less than 1 reduce fuel, values greater than 1 increase fuel. X 3 0 0 $$ lb 5 0 0 $$ TFCDED - % 0 0 $$ KFT - A global multiplier used in the calculation of the 'Equilbrium Fuel Transfer Rate'. Set to zero to disable transient fuel compensation. x 3 0 0 $$ DFNOVS - NOVS VALUE BELOW WHICH DFSO ALLOWED RPM/MPH 0 0 0 $$ DFSECT - MINIMUM ECT TO ALLOW DECEL FUEL SHUT-OFF Deg F 0 254.000000 -40.000000 0 0 $$ MPH 1 0 0 $$ MPH 1 0 0 $$ X 0 0 $$ 0 0 $$ x/4 in older eec-iv strategies *BTDC 0 0 $$ 3 0 0 $$ 3 0 0 $$ Added to base target spark advance then multiplied by RPMERR_S RPMERR_S == RPMERR * TCFBS SpkAdv 5 0.000000 -2.000000 0 0 $$ SpkAdv 5 2.000000 0 0 $$ SpkAdv 5 0.000000 -2.000000 0 0 $$ SpkAdv 5 2.000000 0 0 $$ max dsdrpm adder to base idle (nubase or drbase) in order to permit feedback idle spark control. If dsdrpm-nubase > spkctl then idle feedback spark control is disabled. Should always be set to 2000 to disable. +dsdrpm 0 2000.000000 2000.000000 0 0 $$ the target spark advance in Drive idle feedback spark control SpkAdv 0 0 $$ the target spark advance in neutral idle feedback spark control SpkAdv 0 0 $$ 0 0 $$ FN830 DASHPOT PREPOSITION OFFSET PURPOSE: DASPOT ADDER INPUT: (N - DSDRPM) (RPM) OUTPUT: ADDER (PPM) Delta_RPM 6 0 0 0 $$ LBS/MIN 6 4 2.000000 0 0 $$ 8x6 in older strats PEAK TO PEAK AMPLITUDE, LAMBDAS PURPOSE: CLOSED LOOP FUEL X INPUT: NORMALIZED RPM AS A FUNCTION OF FN039 Y INPUT: NORMALIZED LOAD -- FN021 OUTPUT: PEAK TO PEAK AMPLITUDE, LAMBDAS R FN039 4 0 0 0 $$ FN021 8 0 0 0 $$ Lambda 3 0.000000 0.300000 1 $$ FN301 RPM 6 0 1000.000000 0 0 $$ xLambse 6 3 1000.000000 0 0 $$ 9 points in some eec-iv Does not exist in last of eec-v RPM 9 0 16383.000000 0 0 $$ xLambse 9 3 1.990000 0 0 $$ WOT_Tmr 7 0 0 0 $$ xLambse 7 3 0 0 $$ FN311 - MINUMUM TP_REL REQUIRED TO FORCE OPEN LOOP FUEL INPUT: N (RPM) OUTPUT: TP_REL (COUNTS) RPM 7 0 0 0 $$ TP_REL 7 0 0 0 $$ does not exist in RZASA or newer strategies lower value adds fuel °ECT 7 0 1000.000000 0 0 $$ xLambse 7 3 2.000000 0 0 $$ decipha recommends using this table for base fuel along with (perload hack if needed) to enable it always and disable fn1360 stabilized OL. On older strats FN1362 Tables size is 8x10 Base Open Loop Fuel table = a 12 x 8 table of lambda values as a function of temperature and load. X INPUT: NORMALIZED FRCBFT * ACT + (1 - FRCBFT) * ECT - FN022BX Y INPUT: NORMALIZED PERLOAD - FN072 OUTPUT: BASE OPEN LOOP FUEL FN022BX 10 0 0 0 $$ FN072 8 0 0 0 $$ -LAMBSE 3 0.000000 255.000000 1 $$ older strats with FN1361_H_RES are 8x10 STARTUP OPEN LOOP enleanment table for exhaust warm-up X INPUT: NORMALIZED FRCSFT * ACT + (1 - FRCSFT) * ECT - FN022BX Y INPUT: NORMALIZED TIME SINCE START - FN018C OUTPUT: STARTUP OPEN LOOP FUEL FN022BX 10 0 0 0 $$ FN018C 8 0 0 0 $$ -LAMBSE 3 0.000000 255.000000 1 $$ RPM 7 0 0 0 $$ xMul 7 3 0 0 $$ aisfu = FN1321 * FN313 * MTEISF * FN1380F ; FN022C 10 1000.000000 4 0 0 $$ FN071L 8 1000.000000 4 0 0 $$ lb/min 4 0.000000 255.000000 1 $$ substitue table for transient fuel in older strats FNTFC_T_VT - Valve temperature compensator for Tau-component of transient fuel. X INPUT: Normalized IPT - FN022VT Y INPUT: Normalized ATMR1_HI_RES - FN018T OUTPUT: Fractional value of injection Evaporative rate FN022VT 10 0 0 0 $$ FN018T 8 0 0 0 $$ 3 0.000000 31.875000 1 $$ MFA OL Lambse Adder Table in managed fuel air mode the ecu is forced into open loop at a steady cruise and this table depicts the Lambse added to base to come up with a lean lambse for cruise. FN022BX 10 0 0 0 $$ FN018C 8 0 0 0 $$ +LAMBSE 3 0.000000 255.000000 1 $$ old SD 8x6 8x4 in last of eec-iv - uses rev's not sec's x/4 FNTDSEC8X10 NAME: FNTDSEC8X10 PURPOSE: GIVES SYSTEM TRANSPORT LAG TIME IN SECONDS X INPUT: NORMALIZED RPM AS A FUNCTION OF FN039E Y INPUT: NORMALIZED LOAD -- FN021 OUTPUT: PART OF CALC. FOR TD_BASE[n] FN039E / FN039 6 0 0 0 $$ FN021 / FN025 8 0 0 0 $$ sec 3 0.000000 255.000000 1 $$ TIME MULTIPLIER PURPOSE: Hot fuel compensation multiplier X INPUT: Normalized ATMR3 - FN008 Y INPUT: Normalized AM - FN007 OUTPUT: Component of HICOMP FN008 5 0 0 0 $$ FN007 5 0 0 0 $$ X 2 0.000000 3.980000 1 $$ fn1350b is either 5x8 or 6x8 Crank mode Fuel Air ratio multiplier used to taper crank fuel command during start/runup. PURPOSE: Crank mode Fuel Air ratio multiplier X INPUT: Normalized CRKPIP_CTR_BW - FN023T Y INPUT: Normalized ACT - FN024T OUTPUT: Multiplier 5x5 table in older strats A larger value gives MORE fuel on crank. A lower value gives LESS fuel on crank. It is recommended to have the first column (0) the number of cylinders, then column 2 +1, 3x revolutions, 5.5x, 8x, 12x, 15x FN023T 5 0 0 0 $$ FN024T 5 0 0 0 $$ xPW 2 0.000000 255.000000 1 $$ decipha recommends disabling this table Stabilized Open Loop Fuel 8 X 10 table of lambda values as a function of N and TP_REL X INPUT: NORMALIZED RPM - FN070B Y INPUT: NORMALIZED PERLOAD - FN072T OUTPUT: STABILIZED ECT LAMBSE BASE VALUE FN1360 in older strategies uses FN072B Perload Axis Scaling FN070B 10 0 0 0 $$ FN072T 8 0 0 0 $$ LAMBSE 3 0.007000 1.992000 1 $$ CTHIGH HOT START MINIMUM ENGINE COOLANT TEMPERATURE deg F 0 200.000000 100.000000 0 0 $$ CTLOW COLD START MAXIMUM ENGINE COOLANT TEMPERATURE deg F 0 100.000000 0 0 $$ 2 = 4 CYL. ENGINE (2 PIP/REV) 3 = 6 CYL. ENGINE (3 PIP/REV) 4 = 8 CYL. ENGINE (4 PIP/REV) CYL 0 4.000000 0 0 $$ SPKSWH clock ticks 0 0 0 $$ SPKSWL clock ticks 0 0 0 $$ Doesn't exist on later eec-v MHPFD - Permitted values are; 8 cylinder, signature dutycycle <= 35% = 0.20 6 cylinder, signature dutycycle <= 30% = 0.24 4 cylinder, signature dutycycle <= 30% = 0.29 Signature PIP distributor not present = 0.99 DC 0 0 $$ Ad Cnts 0 0 0 $$ Ad Cnts 0 0 0 $$ engine volume and gas constant, scalar is simplified to display Engine Size in Liters This value can be reduced to increase idle stability on modified engines. cubic inches 4 0 0 $$ x 3 0 0 $$ DELTA CT/PT DELTA VALUE: THBP = DELTA + RATCH Can possible try using the RAT_KAM_SW to save ratch to KAM if tps is too noisy. AD Cnts 0 0 $$ HYST2 TP_REL 0 0 0 $$ HYSTS - Hysteresis for 'TPS PT Threshold' (aka DELTA) parameter. If altered, adjust 'Dashpot TP' (aka DELHYS) and 'ISC RPM Control TP' (aka DELRAT) to suit. TP_REL 0 0 0 $$ TP_REL to set the WOT flag AD Cnts 0 0 0 $$ NDDELTA Time before N/D,D/N switch registers; High resolution Units: Seconds This is the loaded to unloaded delay for automatic transmissions hydraulic lag. sec 3 63.999001 0 0 $$ Switch to allow open loop canister purge; (set) 1 = allow open loop purge (SWITCH) (not set) 0 = allow CL purge only 0x01 ISC DC 0 0 $$ Deg F 0 0 0 $$ map value when map and tps has both failed. MAP 0 0 $$ lower value richens higher value leans ACT 5 0 0 0 $$ xVE 5 3 0 0 $$ lower value richens higher value leans ECT 5 0 0 0 $$ xVE 5 3 0 0 $$ 12 points in mid 90s strats and 9 rows in older strats -may be single byte function as well x/16 y/ 32 VBAT 9 0 0 $$ PW 9 3 31.900000 0 0 $$ Primary fueling table in speed density ecu y = mapope x = n FN070 10 0 0 0 $$ FN021 10 0 0 0 $$ VE 3 0.000000 255.000000 1 $$ FN1033 DELTA PRESSURE TABLE PURPOSE: INFERRED BP IN PT/WOT CALCULATION X INPUT: NORMALIZED RELATIVE TP - FN047A Y INPUT: NORMALIZED AM/BP - FN046A OUTPUT: DELTA PRESSURE FN047A 5 0 0 0 $$ FN046A 9 0 0 0 $$ delta_p 3 0.000000 0.996000 1 $$ provides substitue TPREL values when tps fails Load 7 0 0 $$ TP_REL 7 0 0 $$ used to provide a mapope value when the map sensors fails. Alpha-N setup. When the map fails idle, trans, and a bunch other algorithms are disabled. Its fuckin' stupid from a driveability stand point. TP_REL 8 0 0 $$ MAPOPE 8 3 0 0 $$ used to provide a mapope value when the map sensors fails. Alpha-N setup. When the map fails idle, trans, and a bunch other algorithms are disabled. Its fuckin' stupid from a driveability stand point. TP_REL 8 0 0 $$ MAP 8 3 0 0 $$ TCBPA - Time constant for RPMERR_A calculation. The IPSIBR update has no deadband. Instead, it is driven by an RPM error term RPMERR_A (A for "air"). The time constant is TCBPA. sec 3 63.990002 0 0 $$ RPM Error Time Constant to update the RPMERR for spark feedback correction sec 3 0 0 $$ TCDASD TIME CONSTANT FOR DSTPBR DASPOT = DASPTK * (DSTPBR - (RATCH + DELHYS)) + FN830 DSTPBR is a time dependent rolling average filter of Throttle position. It is updated once per background loop while in RUN or Underspeed Mode. The two time constants, TCDASU and TCDASU are calibrateable. TCDASU is used when DSTPBR is filtering UP to TP. TCDASU is used to filter DSTPBR DOWN to TP. sec 3 63.999001 0 0 $$ TCDASU TIME CONSTANT FOR DSTPBR DASPOT = DASPTK * (DSTPBR - (RATCH + DELHYS)) + FN830 DSTPBR is a time dependent rolling average filter of Throttle position. It is updated once per background loop while in RUN or Underspeed Mode. The two time constants, TCDASU and TCDASU are calibrateable. TCDASU is used when DSTPBR is filtering UP to TP. TCDASU is used to filter DSTPBR DOWN to TP. sec 3 63.999001 0 0 $$ 0 0 $$ TCDESN - Time constant for DESNLO DESNLO - DESIRED RPM USED IN DSDRPM FILTER CALC sec 63.990002 0 0 $$ FKSKAY - x 3 0 0 $$ SIGKLL - 1.42857 for 30% dutycycle signature PIP, 1.25000 for 35% dutycycle signature PIP. xMul 5 0 0 $$ SIGKLU - 1.99996 for 30% dutycycle signature PIP, 1.66666 for 35% dutycycle signature PIP. xMul 5 0 0 $$ ECT 8 0 0 0 $$ X_Col 8 0 5.000000 0 0 $$ ACT 8 0 0 0 $$ Y_Row 8 0 5.000000 0 0 $$ fn1150 in older speed density strats is 6x6 Borderline detonation adjustment for air charge temperature X INPUT: Normalized RPM - FN017 Y INPUT: Normalized LOAD - FN013 (FN024G on older strats) OUTPUT: Detonation adjustment for air charge temperature (degrees) FN017 6 0 0 0 $$ FN013 / FN024G 6 0 0 0 $$ xSpk 3 0.000000 0.498000 1 $$ TIPMAX - The amount of spark retard pulled during a tip in. SpkAdv 0 0 $$ SPUCLP UPPER LIMIT SPARK CLIP FOR ROTOR REGISTRY *btdc 55.000000 32.000000 0 0 $$ used in older eec-v, y equation not verified Max X Input timer seconds is clipped by VOLTCLP scalar Maximum clip on IS_BATV_RPM whilst in drive PURPOSE: To provide battery charge control INPUT: X = VOLTMR (Seconds) OUTPUT: Y = DESIRED RPM ADDER VOLTMR 5 0 255.000000 0 0 $$ DSDRPM 5 0 2040.000000 0 0 $$ BP 5 0 0 $$ hg 5 0 0 $$ RPM 7 0 0 0 $$ SpkAdv 7 0 0 $$ value is subtracted from the neutral target idle spark value CT_TMR 6 0 0 0 $$ SpkAdv 6 0 0 $$ 8x10 in older strats for FN1120 6x6 in last of eec-iv strats for FN1617 & fn2300 MBT spark at stoichiometry and 0% EGR X INPUT: Normalized N - FN016 Y INPUT: Normalized LOAD - FN012 OUTPUT: Spark advance (degrees) FN016 10 0 0 0 $$ FN012 8 0 0 0 $$ SpkAdv 2 0.000000 63.750000 1 $$ ~8x10 in older strats Increase in mbt spark for each % EGR X INPUT: Normalized RPM - FN017 Y INPUT: Normalized LOAD - FN013 OUTPUT: Spark adder (degrees) FN017 10 0 0 0 $$ FN013 8 0 0 0 $$ SpkAdv 3 0.000000 7.968000 1 $$ ~in older strats FN1122 is 8x10 and FN1150 is 6x6 FN2225 PURPOSE: Borderline detonation adjustment for octane bar X INPUT: Normalized RPM - FN017 Y INPUT: Normalized LOAD - FN013 OUTPUT: Octane switch adjustment to Borderline spark advance(degrees) FN017 10 0 0 0 $$ FN013 8 0 0 0 $$ SpkAdv 2 -30.000000 30.000000 1 $$ ISC DUTY CYCLE OFFSET FOR DEVELOPMENT ISCDC 5 0.990000 0 0 $$ FN070 10 0 0 $$ FN071 8 0 0 $$ SpkAdv 2 0.000000 255.000000 1 $$ Used as an adder to calculate MAPOPE based on calculated airmass AM 11 3 0 0 $$ in h2o 11 0 0 $$ NAME: PART THROTTLE EGR MULTIPLIER VS. ENGINE COOLANT TEMPERATURE PURPOSE: ECT MULTIPLIER FOR BASE EGR RATE INPUT: ENGINE COOLANT TEMPERATURE IN DEGREES F OUTPUT: PART THROTTLE EGR MULTIPLIER ECT 6 0 -256.000000 254.000000 0 0 $$ xEGR% 6 3 0.990000 0 0 $$ FN212A - Used in open loop fuel and EGR calculations. Should be set to 0.000 at high altitudes and 1.000 at sea level if barometric compensation is required (in this instance values must overlap with FN129A - BP Altitude Multiplier. For fuel, this is a multiplier of the result of the 'Fuel Lugging Sea Level Multiplier' (aka FN308) table lookup. For EGR, this is a multiplier of the result of the 'EGR Sea Level Table' (aka FN908A) table lookup. in Hg 5 1 31.879999 0 0 $$ xMul 5 3 1.990000 0 0 $$ NAME: EGR MULTIPLIER VS. AIR CHARGE TEMPERATURE PURPOSE: ACT MULTIPLIER FOR BASE EGR RATE INPUT: ACT OUTPUT: EGR MULTIPLIER ACT 7 0 -256.000000 254.000000 0 0 $$ xEGR% 7 3 1.990000 0 0 $$ TQ 0 0 0 $$ TQ 0 0 0 $$ subtracted from tqmax limit to provide hysteresis value TQ 0 0 0 $$ RATIO 3.990000 0.250000 0 0 $$ RATIO 3.990000 0.250000 0 0 $$ RATIO 3.990000 0.250000 0 0 $$ RATIO 3.990000 0.250000 0 0 $$ Load is based on engine size, load is used for spark primarily Cubic Inches 0 0 $$ SWITCH TO SELECT FN616 USAGE DURING ENGAGEMENTS 0 = USE FN616; // allows use of dynamic tv pres compensation 1 = DO NOT USE FN616 // uses FN616_F and _R exclusively. This can be set for turbo applications since load can vary greater at a given throttle position depending upon spool. When set to 1 to force manual TV Pressure engagements the FN616_F function needs to be clipped to no less than 20 and the FN616_R function needs to be clipped to no less than 13 or trans slippage will occur on decel resulting in tcc shudder. 0x01 MINIMUM VSBAR FOR DECLUTCH DASPOT CLIP MPH 1 127.500000 0 0 $$ Ad Cnts 0 0 $$ NOVCNT - Minimum number of consecutive good N/V samples required to update KAM events 0 0 0 $$ Minimum allowed adaptive correction for actual N/V and nov_kam (rpm/mph) *N/V 3 1.000000 0.500000 0 0 $$ Maximum allowed adaptive correction for actual N/V and nov_kam (rpm/mph) *N/V 3 1.992000 1.000000 0 0 $$ CTDLY CLOSED THROTTLE RELOCK DELAY when tipping in from closed throttle this is the time delay to relock the converter sec 1 31.875000 0 0 $$ MAX TIME TO ALLOW CLOSED LOOP FUEL IF IN NEUTRAL AT IDLE sec 0 0 0 $$ the tcc slip must be above this in order to lock the converter spd_ratio 0.950000 0.500000 0 0 $$ the tcc slip must be above this in order to lock the converter spd_ratio 0.950000 0.500000 0 0 $$ the tcc slip must be above this in order to lock the converter spd_ratio 0.950000 0.500000 0 0 $$ EXTENDED DECEL DFSO DELAY sec 3 0 0 $$ MINIMUM VSBAR FOR DECEL FUEL SHUT OFF MPH 1 0 0 $$ MINIMUM VSBAR FOR DECEL FUEL SHUT OFF HYSTERESIS MPH to turn fuel back on MPH 1 0 0 $$ FN690 NAME: TEMPERATURE REQUIRED TO LEAVE COLD SHIFT STRATEGY INPUT: INIT_TOT (DEGREES F) (startup TOT) OUTPUT: TOT TO LEAVE COLD SHIFT STRATEGY (DEGREES F) this function is exited when cs_max_time is exceeded as well INIT_TOT 6 0 -4096.000000 4095.000000 0 0 $$ TOT 6 0 -4096.000000 4095.000000 0 0 $$ Ad Cnts 0 0 $$ TP_REL 10 0 0 0 $$ MPH 10 1 0 0 $$ TP_REL 10 0 0 0 $$ MPH 10 1 0 0 $$ only 4 rows on older eec-4 TP_REL 4 0 0 0 $$ MPH 4 1 0 0 $$ TP_REL 10 0 0 0 $$ MPH 10 1 0 0 $$ TP_REL 10 0 0 0 $$ MPH 10 1 0 0 $$ only 4 points in older eec-iv TP_REL 4 0 0 0 $$ MPH 4 1 0 0 $$ only 9 points in earlier eec-iv 10 points in last of eec-iv TPREL 10 0 1000.000000 0 0 $$ EPC 10 0 1000.000000 0 0 $$ only 9 points in earlier eec-iv 10 points in last of eec-iv TPREL 10 0 1000.000000 0 0 $$ EPC 10 0 1000.000000 0 0 $$ only 9 points in earlier eec-iv 10 points in last of eec-iv TPREL 10 0 1000.000000 0 0 $$ EPC 10 0 1000.000000 0 0 $$ °TOT 12 0 0 0 $$ xTVPres 12 3 0 0 $$ °TOT 12 0 0 0 $$ xTVPres 12 3 0 0 $$ °TOT 12 0 0 0 $$ xTVPres 12 3 0 0 $$ STALL EPC FOR FORWARD PURPOSE: DETERMINE STALL EPC PRESSURE FOR AXODE INPUT: TP_EPC (COUNTS) OUTPUT: EPC PRESSURE IN PSI No values can be less than 20 when the FN616_SW is set. TP_REL 8 0 0 0 $$ TV 8 1 0 0 $$ spd_ratio 12 0 0 $$ 12 0 0 $$ lower value richens higher value leans ACT 5 0 0 0 $$ xVE 5 3 0 0 $$ VE table for torque calculations in speed density ecu y = mapope x = n FN070 10 0 0 0 $$ FN021 10 0 0 0 $$ VE 3 0.000000 255.000000 1 $$ 0x01 0 0 $$ AEM - A multiplier of the result of the 'Accel Enrichment Fuel' (aka FN1303) table lookup. Multiplier values less than 1 reduce fuel, values greater than 1 increase fuel. x 3 0 0 $$ X 0 0 $$ AETAR - The rate of throttle change must be greater than this value to enable acceleration enrichment. deg/sec 1 0 0 $$ PGM_HW_SW Evaporative system monitor hardware and test present switch (set) 1 -> both ! are present (SWITCH) 0x01 EGR should not be disabled on speed density ecus as it can cause idle instabilities. 2 = disable 1 = pfe 0 = sonic SW 0 2.000000 0 0 $$ Transmission Strategy Switch: 0 - no transmission control (man, AOD, ATX, C6, C3, etc.) 1 - Shift Indicator Light 2 - A4LD w/ 3-4 shift control and tcc 3 - AXOD 4 - E40D (4R100) 5 - A4LD-E (4R55, 5R55) 6 - AXOD-E 7 - AOD-I 8 - 4EAT (OR F4E) 9 - CD4E 10 - JATCO SW 0 9.000000 0 0 $$ Transmission Load Switch: 0 - manual trans / no clutch sw no gear sw, forced neutral state (NDSFLG = 0) 1 - manual trans / no clutch sw no gear sw 2 - manual trans / clutch OR gear sw 3 - manual trans / clutch AND gear sw 4 - auto trans / non-electronic, neutral/drive sw 5 - auto trans / non-electronic, neutral pressure sw (AXOD) 6 - auto trans / electronic, PRNDL sensor - park, reverse, neutral, overdrive, manual 1, manual 2. 7 - F4E PRNDL switches 8 - unused SW 0 8.000000 0 0 $$ set = allow vehicle speed limiter not set = no limiter 0x01 IGN_TYPE - Indicates the type of ignition system fitted; 0 = Thick Film Ignition (TFI) 1 = Thick Film Ignition - Improved Computer Control Dwell (TFI_ICCD) 2 = Low Data Rate Distributorless dual plug (LDR_DIS) 3 = Low Data Rate Distributorless single plug (LDR_DIS) 4 = High Data Rate Distributorless (HDR_DIS) SW 0 4.000000 0 0 $$ DELTA ABOVE/BELOW LAMBSE = 1.0 TO ALLOW ADAPTIVE UPDATE Lambse 5 0.500000 0 0 $$ MINIMUM ALLOWABLE CORRECTION decipha equation adds 0.5 KAMRF ADAPT 3 1.000000 0 0 $$ decipha equation adds 0.5 for KAM value KAMRF 3 2.000000 1.000000 0 0 $$ MAXIMUM NUMBER OF WARM UP CYCLES TO USE 'FAST' ADAPTIVE EGO COUNT (FAEGCT) X 0 0 0 $$ MULTM - When the 'Cold Engine Fuel Multiplier Update Timer' (aka MULTMR) exceeds this value then the 'Cold Engine Fuel Multiplier' (aka LAMMUL) value is updated. Does not appear to be used in this ecu, possibly superseded by FN393F. secs 3 128.000000 0 0 $$ SpkAdv 0 0 $$ Lambse 3 0 0 $$ Lambse 3 0 0 $$ Lambse 3 0 0 $$ ad counts 0 0 $$ ad counts 0 0 $$ AD Cnts 0 0 $$ AD Cnts 0 0 $$ the max time that the map sensor signal is missing before setting a fault. 0 0 $$ FN378 - A multiplier of the result of the 'Accel Enrichment Fuel' table lookup after the 'Accel Enrichment Multiplier for TP' (aka FN331B) multiplier has been applied. Multiplier values less than 1 reduce fuel, values greater than 1 increase fuel. in Hg 5 1 1000.000000 0 0 $$ xMul 5 3 1000.000000 0 0 $$ NBAR 6 0 0 $$ 6 0 0 $$ Only exists in early eec-iv V820A - Replacement value for 'ISC Dutycycle Multiplier vs Load' (aka FN820B) lookup result used during self test. X 3 0 0 $$ MAP 6 3 0 0 $$ 6 0 0 $$ FN1303 AEM*TAE (FN1303) *FN331B*FN378 FN19B 8 1000.000000 4 0 0 $$ FN20B 7 1000.000000 4 0 0 $$ lb/min 2 0.000000 100.000000 1 $$ FN070D 10 0 0 0 $$ FN041 9 0 0 0 $$ 0 0.000000 255.000000 1 $$ TIME BETWEEN LAMMUL CHANGES - FORWARD GEAR INPUT: ECT OUTPUT: TIME BETWEEN CHANGES (SEC) ECT 6 0 -40.000000 256.000000 0 0 $$ sec 6 3 0.250000 0 0 $$ only 11 points in mid 90s strategies does not exist in RZASA and newer stategies Cranking PW ECT 13 0 1000.000000 0 0 $$ PW 13 6 1000.000000 0 0 $$ datalogging list, does not require editing, for development only. 1 0 0 0 $$ 44 0 0 0 $$ 0 0.000000 255.000000 3 $$ Primary fueling table in speed density ecu. Only available with decipha code. Used for fuel and trans. y = mapope x = n FN070 15 0 0 0 $$ FN021 15 0 0 0 $$ VE 3 0.000000 255.000000 1 $$ LOAD NORMALIZING FUNCTION PURPOSE: USE FOR TABLE LOOK-UP INPUT: LOAD OUTPUT: NORMALIZED LOAD MAPOPE 4 0 0 $$ Col 4 0 14.000000 0 0 $$ also scaling for spark base table on older 1980s speed density ecu's ENGINE SPEED NORMALIZING FUNCTION PURPOSE: GENERATE TABLE ENTRY POINT INPUT: ENGINE SPEED IN RPM OUTPUT: TABLE ENTRY POINT RPM 10 0 16384.000000 0 0 $$ X_Col 10 0 14.000000 0 0 $$ This scalar on speed density ecu's is for calculation of rwhp in the histogram. Set this to your actual injectors high slope and forget it. It will not adjust fueling on speed density ecu's. Normally Changing this value will cause the injector low slope, breakpoint, sarchg, and maf to need to be updated but not on tne SD ecu's. This scalar will calculate the scaling percentage for the actual injector high slope / global fuel k-constant. 2020-05-10 4 bank address: 21FFE 1 bank address: FFFE lbs/hr 3 0 0 $$