0x1 251001 [PORTED] CRAI8 - 98 Mustang V6, GT, Cobra -> eqe3_ml2_8a1a_stock read burn1fnb 98 Mustang GT, V6, Cobra created by decipha www.efidynotuning.com decipha patched = crai8 strategy file loaded not patched = craj0 strategy file loaded do not use this patch it is only to identify if the wrong strategy bin is loaded. this patch will check to see if the tune is in the correct bank order, if it shows a value of PATCHED then the tune is CORRECT and in the correct order. if the tune is not in the correct order or if its corrupt it will say "Indeterminate: data does not match." This will verify the banks are in the correct order. There could still be corrupt data within the banks. WARNING: Never apply this patch while the engine is running to enable datalogging unless it is already patched and logging. [880] Rev. 2018-02-04 0xFF00 == Ops List Visit http://www.efidynotuning.com/dis.htm to see full details how this patch works. This enables datalogging by writing the universal patch code routine and datalogging lists to the tune. If this isn't done you will not get any values when datalogging. Its wise to clear this patch for alll final tunes so the ecu doesn't run unneccessary code in the background. No harm if left but just makes it a microsecond faster. To Disable-Datalogging enable the "Disable-Datalogging" patch. Rev. 2021-01-26 This patch will allow datalogging to be removed while the engine is running without corrupting the tune. Can also be used to disable datalogging to write final tunes if desired. patched = blank patch = disables P1260 code decipha ported 24-04-08 patched = deletes FN035 and uses FN035A instead for PERLOAD calculation the conventional fuel pump prime time for a conventional fuel pump default is 1 sec sec 3 0 0 $$ the conventional fuel pump prime time for a conventional fuel pump default is 1 sec sec 3 0 0 $$ this is automagically updated by TunerPro when your bin is saved hex 3 0 0 0 $$ DATA PAGE ROM IDENTIFICATION 2281 == 03 marauder CRD0 25bf == 03 marauder JHM0 25c9 == 03 marauder CRD1 3d93 == 04 marauder MAV2 5701 == 03 marauder JHM1 570b == 03 marauder PDN0 5715 == 04 marauder PNK0 hex 3 0 0 0 $$ AICE_VERS - AICE VERSION DESIGNATOR 0 : Previous to 1B 1 : AICE 1B 2 : AICE 2 AICE IC version select switch. (Correct setting is essential for proper operation.) SW 0 2.000000 0 0 $$ Vers. 0 should have unused bits set to 1 ! Good default value for V. 0 = 188 Good default value for others = 172 Bits 0-1 : Reserved Bit2 : KTS Source;0=INT,1=EXT;Val=4 3 : Delta Time;0=MFDS,1=PIP;Val=8 4 : Edge Select;0=Fall/Fall,1=Both;Val=16 5 : Hego 1/2Freq;0=160Hz,1=10Hz;Val=32 6 : Not Used 7 : MFDSDIFF (Aice2);0=Diff,1=Sing;Val=128 VALUE= Sum (Bit Sense * Val)[Default = all 1] SW 0 0 0 $$ Marauder is the exception! otherwise must never be set this is a reserved bit. unused = 0 (not set) 0x01 Marauder is the exception! otherwise must never be set this is a reserved bit. unused = 0 (not set) 0x02 Bit 2 -- KTS Source (not set) 0 = internal (set) 1 = external (default) 0x04 Bit 3 -- Misfire Delta-Time (not set) 0 = MFDS (set) 1 = PIP (Default) 0x08 Bit 4 -- PIP Period Delta Select (not set) 0 = Falling edge (Default) (set) 1 = Both edges 0x10 Bit 5 -- HEGO Filter Freq. 0 = 160 hz 1 = 10 hz 0x20 Bit 6 -- unused 0x40 Bit 7 -- MFDS MODE 0 = Differential 1 = Single ended The AICE has a channel for receiving and conditioning the Misfire Detection Sensor (MFDS). 0x80 AICE_SETR1_C - Sensor mode and type selects. (bits 7 - 5 Sensor type select) 0 = Hall Effect 1 = VRS (default) Bit 7 -- CID2 AICE_VRS3 Bit 6 -- CID1 AICE_VRS2 # 0 0 0 $$ (not set) 0 = Single ended (set) 1 = Differential (default) Bit 0 -- VSS AICE_VRS1DIFF 0x01 (not set) 0 = Single ended (set) 1 = Differential (default) Bit 1 -- CID1 AICE_VRS2DIFF 0x02 (not set) 0 = Single ended (set) 1 = Differential (default) Bit 2 -- CID2 AICE_VRS3DIFF 0x04 (not set) 0 = Single ended (set) 1 = Differential (default) Bit 3 -- TSS AICE_VRS4DIFF 0x08 (not set) 0 = Single ended (set) 1 = Differential (default) Bit 4 -- OSS AICE_VRS5DIFF 0x10 (not set) 0 = Hall Effect (set) 1 = VRS (default) Bit 5 -- VSS AICE_VRS1 0x20 (not set) 0 = Hall Effect (set) 1 = VRS (default) Bit 6 -- CID1 AICE_VRS2 0x40 (not set) 0 = Hall Effect (set) 1 = VRS (default) Bit 7 -- CID2 AICE_VRS3 0x80 # 0 0 0 $$ Bit 0 -- OSS AICE_VRS5 0 = Hall Type 1 = VRS Type 0x01 Bit 1 -- TSS/OSS AICE_VRS4 0 = Hall Type 1 = VRS Type 0x02 SENSOR TYPE LOW Hysteresis HIGH Hysteresis (bit=0) (bit=1) _______________________________________________ MFDS VRS +/- 240 mV +/- 1.3 V " HALL +/- 226 mV +/- 1.25 V __________________________________________ ------------------------------------------ SENSOR TYPE LOW Hysteresis HIGH Hysteresis (bit=1) (bit=0) _______________________________________________ OTHER HALL / VRS VRS +/- 160 mV +/- 240 mV SENSORS __________________________________ " HALL +/- 151 mV +/- 226 mV __________________________________________ # 0 0 0 $$ PURPOSE: NORMALIZATION FUNCTION OF FP_FLOWRATE FOR FNRF_SSFF INPUT: X = FP_FLOWRATE OUTPUT: Y = X INPUT TO THE RF_SSFF FUNCTION FP_FlowRate 9 3 0 0 $$ Col 9 0 9.000000 0 0 $$ NORMALIZATION FUNCTION OF TARGET_RAP FOR FNRF_SSFF INPUT: X = TARGET_RAP OUTPUT: Y = Y INPUT TO THE RF_SSFF FUNCTION Target_RAP 7 3 120.000000 0 0 $$ Row 7 0 4.000000 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 $$ also scaling for spark base table on older 1980s speed density ecu's ENGINE SPEED NORMALIZING FUNCTION PURPOSE: GENERATE TABLE ENTRY POINT INPUT: ENGINE SPEED IN RPM OUTPUT: TABLE ENTRY POINT RPM 7 0 16384.000000 0 0 $$ X_Col 7 0 9.000000 0 0 $$ In older speed density strats X is X/128 for MAPOPE and is 12 points AND Y Columns goes to 9 cols max NOT 7 !!!!! LOAD NORMALIZING FUNCTION PURPOSE: USE FOR TABLE LOOK-UP INPUT: LOAD OUTPUT: NORMALIZED LOAD Load 8 3 0 0 $$ Col 8 0 7.000000 0 0 $$ NORMALIZED AIR MASS PURPOSE: GENERATE TABLE ENTRY POINT INPUT: AIR MASS IN LBM/MIN OUTPUT: TABLE ENTRY POINT AM 8 3 0 0 $$ Row 8 0 7.000000 0 0 $$ x/1 y/256 in older strats FN018 is in older strats only, no FN018 in RSASA ATMR1 7 0 0 0 $$ Row 7 0 7.000000 0 0 $$ FN036M - Airmeter [(LBM/MIN)/IMAF] transfer function PURPOSE: Calculate MAF__A INPUT: MAF sensor voltage IMAF, Units = COUNTS OUTPUT: Mass Air Flow, Units = lbm/min IMAF 30 0 0 0 $$ LBS/MIN 30 3 0 0 $$ FN036M - Airmeter [(LBM/MIN)/IMAF] transfer function PURPOSE: Calculate MAF__A INPUT: MAF sensor voltage IMAF, Units = COUNTS OUTPUT: Mass Air Flow, Units = lbm/min IMAF 30 0 0 $$ LBS/MIN 30 3 0 0 $$ IMAF 30 0 0 0 $$ LBS/MIN 30 3 0 0 $$ Decipha code switches this to PERLOAD otherwise it uses LOAD on older setups the y axis is X/16 which uses PERLOAD like CVAF1 LOAD normalizing function for the Y-input to numerous table lookups PURPOSE: USE FOR TABLE LOOKUP INPUT: LOAD (or decipha code PERLOAD) OUTPUT: NORMALIZED LOAD Perload 7 3 0 0 $$ Row 7 0 7.000000 0 0 $$ 5 rows for older functions 6 rows for last of eec-iv strats and early eec-v; (only 9 columns) 10 rows in older functions w/ x/64, y/256 word function ECT 6 0 0 0 $$ Col 6 0 9.000000 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 $$ Temperature compensation for inferred BP INPUT: ACT (degrees F) OUTPUT: sqrt(560 / (ACT + 460)) This of this as the ISC correction for ACT. If IPSIBR fluctuates at idle when cooler and when hot then the ACT is probably the cause and this function might be able to correct for that. Note: When superchargers, turbos, or cold air intakes are used that potentially have the tendency to run hotter than normal air temps the correction should be reduced (brought closer to 1) at hotter air temps to be more accurate. ACT 7 0 0 0 $$ Corr 7 5 0 0 $$ NORMALIZED TP_REL PURPOSE: Y INPUT FOR FN1036 INPUT: TP_REL - RELATIVE TP (COUNTS) OUTPUT: ROW NUMBER FOR FN1036 TP_REL 8 0 0 0 $$ Col 8 0 9.000000 0 0 $$ NORMALIZED RPM FOR INFERRED BP PURPOSE: X INPUT FOR FN1036A AND FN1037 INPUT: RPM OUTPUT COLUMN NUMBER FOR FN1036A AND FN1037 RPM 7 0 0 0 $$ Col 7 0 9.000000 0 0 $$ NORMALIZED PCT_LOAD PURPOSE: Y INPUT FOR FN1039 INPUT: PCT_LOAD ALTITUDE INDEPENDANT PERCENT LOAD OUTPUT: ROW NUMBER FOR FN1039 PCT_LOAD 5 3 1.000000 0 0 $$ Row 5 0 8.000000 0 0 $$ NORMALIZED ISCDTY PURPOSE: X INPUT FOR FN1039 INPUT: ISCDTY - IDLE SPEED DUTY CYCLE OUTPUT: COLUMN NUMBER FOR FN1039 ISCDTY 5 3 1.000000 0 0 $$ Col 5 0 10.000000 0 0 $$ LOAD AT SEA LEVEL FOR N VS TP_REL PURPOSE: COMPUTE INFERRED BP X INPUT: NORMALIZED RPM - FN070E Y INPUT: NORMALIZED TP_REL - FN044 OUTPUT: SEA LEVEL EQUIVALENT LOAD The inferred BP formula in EEC terms is: 29.92 * LOAD from airmeter IBAP = -------------------------- FN059(ACT) * TOTLDST FN070E 10 0 0 0 $$ FN044 10 0 0 0 $$ LOAD 3 0.008000 2.000000 1 $$ LOAD FOR INFERED BP CALC N VS TP_REL PURPOSE: COMPUTE INFERRED BP X INPUT: NORMALIZED RPM - FN070E Y INPUT: NORMALIZED TP_REL - FN044 OUTPUT: SEA LEVEL EQUIVALENT LOAD This is the tpldst subtractor at ESTP EEC Standard Temperature and Pressure (ESTP) is defined to be 100 deg F inlet air temperature (act), 29.875 inches Hg abs. barometric pressure, and 200 degF engine coolant temperature (ect). FN070E 10 0 0 0 $$ FN044 10 0 0 0 $$ 3 0.000000 1.992000 1 $$ AIR BYPASS AIRFLOW AT SEA LEVEL PURPOSE: COMPUTE INFERRED BP X INPUT: NORMALIZED ISCDTY ISC DUTY CYCLE - FN078 Y INPUT: NORMALIZED PCT_LOAD - PERCENT INFERRED LOAD - FN077 OUTPUT: AIR BYPASS AIRFLOW AT SEA LEVEL FN078 11 0 0 0 $$ FN077 9 0 0 0 $$ 2 0.000000 3.980000 1 $$ IMRC hardware present flag 0x01 set = imrc sensor present not-set = no imrc hardware present 0x01 LBS MASS 8 0.001000 0 0 $$ Load is based on engine size, load is used for spark primarily Scaling percentage is also factored in. 4.6L == 280.74 Cubic Inches 0 0 $$ MANIFOLD VOLUME If you have a RICH TIP-OUT followed by a lean out thats indicative that the manifold volume is too high, reduce the manifold volume to correct that. Note that reducing the manifold volume will lean out (remove) tip-out fueling. If you have a RICH TIP-IN followed by a lean out then thats indicative that the manifold volume is too low, increase the manifold volume to correct that. Note that Increasing the manifold volume scalar will enrich (add) tip-out fueling. MAN_VOL scalar - a smaller manifold volume will remove transient fuel faster so transient fuel isn't active as long at tip in so more fuel is shot in at once enriching tip in. Liters 3 0 0 $$ PRG_LAM_SW - Calibration switch to allow purge/PCOMP induced lambse resets 0x01 AMP_MULT - LAMBSE fuel modulation amplitude multiplier. UNITS: (NORMALIZED AIR TO FUEL RATIO, A/F) A/F Ratio 3 0.500000 0 0 $$ Volts 3 0 0 $$ 2 = stock split pipe (2 rear hegos) 1 = 1 rear hego in merge pipe (1 rear hego) 0 = no rear hegos (rear hegos disabled) SW 0 2.000000 0 0 $$ TIME IN ECT DESIRED RANGE BEFORE ENABLING ADAPTIVE FUEL LEARNING IN SECONDS sec 0 1020.000000 0 0 $$ max dsdrpm adder to base idle (nubase or drbase) in order to permit feedback idle spark control. If dsdrpm-nubase > spkctl then idle feedback spark control is disabled. Should always be set to 2000 to disable. +dsdrpm 0 2000.000000 25.000000 0 0 $$ MINIMUM CLIP FOR SPARK EXIT FILTER CONSTANT sec 3 0.999900 0 0 $$ TAR TO INDICATE NORMAL SPARK IN EXIT STATE TAR = throttle angle rate deg/sec 0 65535.000000 0 0 $$ perload scaling function on 02+ eec-v: used for perload when prldsw=0 on stock setups, however, the isc perload scaling function FN035A has been reassigned to this function when the FN035_EXT Patch is enabled RPM 7 0 0 0 $$ LOAD 7 3 0 0 $$ Load 6 3 0 0 $$ Y_Row 6 0 7.000000 0 0 $$ V8 = 1-3-7-2-6-5-4-8 V6 = 1-4-2-5-3-6 INJECTOR FIRING ORDER PURPOSE: USED FOR CORRECTING INJ_BANK TO CORRECT FIRING ORDER X INPUT: INJ_BANK Y INPUT: NULL OUTPUT: FUEL INJECTOR TO BE FIRED Inj 8 0 4 0 0 $$ 1 0 0 0 $$ Order 0 0.000000 8.000000 1 $$ FNFP_IR_DROP PURPOSE: I*R voltage drop from the battery to the FPDM INPUT: X = FP_FLOWRATE OUTPUT: Y = VOLTS DC This voltage is subtracted from battery voltage for the fuel pump duty cycle calculation. fuel pump dc ( /2) = fp_input_vlt + fnfp_ir_drop / vbat FlowRate 5 4 4.000000 0 0 $$ Volts_DC 5 1 10.000000 0 0 $$ TABLE OF DELAY TIMES BEFORE COMPLETING A 3-2 SHFT. X INPUT: NORMALIZED VSBART_RT - FNXVSBART_RT Y INPUT: NORMALIZED TM_IN_GR4 - FNXTMINGR4 OUTPUT: DELAY TIME BEFORE COMPLETING A 3-2 SHIFT. FNXVSBART_RT 10 0 0 0 $$ FNXTMINGR4 6 0 0 0 $$ sec 3 0.000000 255.000000 1 $$ 6 points in older strats FN851A NAME: DERIVATIVE CONTRIBUTOR TO DESMAF IN RPM CONTROL PURPOSE: ADDER FOR DESMAF INPUT: X=RPMERR_DA-RPMERR (RPM) OUTPUT: Y=DESMAF ADDER (LBS/MIN) RPMERR 8 0 -2000.000000 2000.000000 0 0 $$ lbs/min 8 6 -8.000000 7.900000 0 0 $$ only 6 points in older strategies Proportional CONTRIBUTOR TO DESMAF IN RPM CONTROL PURPOSE: ADDER FOR DESMAF INPUT: X=RPMERR (RPM) OUTPUT: Y=DESMAF ADDER (LBS/MIN) RPMERR 8 0 -2000.000000 2000.000000 0 0 $$ lbs/min 8 6 -8.000000 7.900000 0 0 $$ fn1355 - 8x6 on early eec-v fn1353 - 8x4 on last of eec-iv Amount of Bias from Stoichiometry (bank 1) X INPUT: NORMALIZED RPM AS A FUNCTION OF FN039E Y INPUT: NORMALIZED LOAD -- FN021 OUTPUT: BIAS , LAMBDAS FN039 / FN039E 10 0 0 0 $$ FN021 / FN071 8 0 0 0 $$ Bias_Lambdas 4 0.000000 255.000000 1 $$ FN039E RPM NORMALIZING FUNCTION FOR BIAS TABLE FN1353E. PURPOSE: BIAS_G CALCULATION INPUT: ENGINE RPM (N), UNITS: (RPM) OUTPUT: NORMALIZED N FOR X INPUT TO FN1353E, UNITS: (NORM_N) RPM 10 0 0 0 $$ X_Col 10 0 9.000000 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 $$ Lambda 3 0.000000 0.300000 1 $$ 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 $$ X_Col 8 0 3.000000 0 0 $$ 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 10 0 0 0 $$ FN021 / FN025 8 0 0 0 $$ sec 3 0.000000 255.000000 1 $$ FN1325A ADAPTIVE FUEL TABLE UPDATE RATE X INPUT: NORMALIZED RPM - FN070D Y INPUT: NORMALIZED LOAD - FN021A OR NORMALIZED AM - FN041 NOTE: the ninth row (IDLE) is accessed by program logic, not normalizing fn. OUTPUT: HALF THE UPDATE RATE OR TABLE OFFSET Positive values are half the update rate negative values reference another cell FN070D 10 0 0 0 $$ FN041 9 0 0 0 $$ Update Rate 0 0.000000 255.000000 1 $$ decipha says set this to 500 for CAMs to prevent fuel odor at idle. cam angle to either START or FINISH firing the injectors dependent upon the reference angle scalar value of either rising edge or falling edge. FN070 10 1000.000000 4 0 0 $$ FN085 8 1000.000000 4 0 0 $$ CrkDgr 0 0.000000 1000.000000 1 $$ V8 = 1-3-7-2-6-5-4-8 V6 = 1-4-2-5-3-6 INJECTOR FIRING ORDER PURPOSE: USED FOR CORRECTING INJ_BANK TO CORRECT FIRING ORDER X INPUT: INJ_BANK Y INPUT: NULL OUTPUT: FUEL INJECTOR TO BE FIRED 14 0 4 0 0 $$ 1 0 0 0 $$ 0 0.000000 13.000000 1 $$ Two of these tables exist in earlier EEC-V Only 9 columns in older eec-v for misfire mapping the other full 14 length is for injectors. 1 = bank2 0 = bank1 *decipha equation set to use 1 and 0 to prevent errors* when numego is set to 1, all of these output ports must be set to 0 for bank1 (passenger) hego to control fuel, otherwise the injector will be disabled FUEL PULSEWIDTH REGISTER MAP PURPOSE: USED TO DETERMINE WHICH FUEL REGISTER IS USED X INPUT: INJECTOR OUTPUT NUMBER Y INPUT: NULL OUTPUT: FUEL REGISTER-LEFT OFFSET FN1327A is used for misfire detection logic 14 0 4 0 0 $$ Bank 1 0 4 0 0 $$ Port# 0 0.000000 1.000000 1 $$ FN839 - Closed throttle spark modifier used when in idle 'dashpot control' mode following the transition from part throttle. Outputs a spark multiplier to assist in the stabilisation of the desired idle rpm. DASPOT 7 3 1000.000000 0 0 $$ xSAFTOT 7 3 1000.000000 0 0 $$ EQUILIBRIUM FUEL TRANSFER CONSTANT MULTIPLIER xMul 7.968750 0 0 $$ MTEISF - A multiplier of the result of the 'Equilibrium Intake Surface Fuel' table lookup. xMul 3 0 0 $$ only 5 point in last of eec-iv FN020B - Do not edit first or last entries. FN022C Provides column scaling for TSEIF tables. deg F 6 0 1000.000000 0 0 $$ X_Col 6 0 9.000000 0 0 $$ FN071L - Do not edit first or last entries. Provides row scaling for the transient fuel tables. Load 8 3 1.990000 0 0 $$ Y_Row 8 0 7.000000 0 0 $$ Stoichiometric AFR normalizer for Transient Fuel modification. AFR 7 0 0 $$ Y_Row 7 0 5.000000 0 0 $$ EISF SPEED COMPENSATION EISF_FG = FN1321 * FN313 * MTEISF * IMR_EISF_MUL * (1 - TFC_PG_MUL * PG_PC_PCOMP) + (foreground correction) RPM 6 0 0 0 $$ xMul 6 4 3.990000 0 0 $$ aisfu = FN1321 * FN313 * MTEISF * FN1380F ; FN022C 10 1000.000000 4 0 0 $$ FN071L 8 1000.000000 4 0 0 $$ lb/min 4 0.000000 255.000000 1 $$ FN1322AL eftca = FN1322AL * MTEFTC * FN313TA eftca - Time constant for transient fuel - ACCEL FN022C 10 1000.000000 4 0 0 $$ FN071L 8 1000.000000 4 0 0 $$ sec 2 0.000000 5.000000 1 $$ Transient Fuel Modifier for stoichiometric air fuel ratio FN018 8 0 0 $$ FN079F 6 0 0 $$ X 3 0.000000 1.999000 1 $$ If transient fuel compensation is calculated to be less than this amount then no transient fuel is used. lbs 7 0 0 $$ FN022V - Do not edit first or last entries. Provides row (input is ECT) and column (input is ACT) scaling for the following table; FN1052 - Manifold Fill VE Correction ?ACT/ECT 7 0 -256.000000 254.000000 0 0 $$ X/Y 7 0 9.000000 0 0 $$ FN1052 - Used in the calculation of the background aircharge value to compensate for the difference in volumetric efficiency due to heat transfer effects. FN1052 ECT,ACT Manifold filling filter cold correction PURPOSE: Manifold filling Calculation X INPUT: NORMALIZED ACT - FN022V Y INPUT: NORMALIZED ECT - FN022V OUTPUT: CORRECTION FACTOR Manifold Volume is multiplied by output. FN022V 8 1000.000000 0 0 $$ FN022V 8 1000.000000 0 0 $$ VE 3 0.000000 1.990000 1 $$ DEFAULT AIR CHARGE PURPOSE: PROVIDE MAF FMEM BACKUP IF BOTH TP AND MAF HAS FAILED INPUT: N -- (RPM) OUTPUT: LBM/INTAKE RPM 8 0 0 0 $$ lbs/intake 8 8 0 0 $$ 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 /30 3 0 0 $$ injector high slope - used for high fuel flow such as WOT the linear flow rate of the injectors, this is typically just below the actual size of the injectors Slope Max per XTALHPS 27mhz - 60.34 lb/hr 24mhz - 53.64 lb/hr 21mhz - 46.93 lb/hr 18mhz - 40.23 lb/hr LBS/HR 3 0 0 $$ 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 0 $$ 12 points in mid 90s strats and 9 rows in older strats -may be single byte function as well x/16 y/ 32 VBAT 12 0 0 $$ PW 12 3 31.900000 0 0 $$ 65536 / X on eec-iv NOMINAL STOICHIOMETRIC AIR/FUEL RATIO CNG =17.2 LPG Propane = 15.5 VP C16 = 14.77 Gasoline = 14.642 (stock) E5 = 14.35 E10 = 14.079 E15 = 13.79 E20 = 13.49 E30 = 12.92 E40 = 12.34 E50 = 11.77 E60 = 11.20 E70 = 10.68 (In the US, E85 winter blend is actually E70) E85 = 9.76 E100 = 9.00 Methanol = 6.4 Race Gas Stoich Ratings Sunoco MO2X UL ? 14.5 Sunoco 260 GTX ? 14.4 Sunoco 260 GT ? 13.9 Sunoco 260 GT Plus ? 13.7 Sunoco Standard ? 14.8 Sunoco Supreme ? 14.9 Sunoco MO2X ? 14.5 Sunoco HCR Plus ? 14.8 AFR 3 0 0 $$ EEC-IV with no actual stoich value the equation is (14.64 - (65536 / X ) ) / 5.64 This is the stoichiometric AFR, a global fuel multiplier, this should be set to the fuel your burning. 0% == 14.640 = stoich for 100% gasoline which does not exist in most areas of the USA 10% == 14.079 = approximate average of e10-e15 fuel common in the USA 85% == 9.765 = E-85-R usualy race gas only from barrel 100% 9.0 = E-100, race fuel only Stoic AFR of ethanol blended gasoline follows the following formula: 14.64 - (5.64 * Ethanol %) When switching to E-70 / E-85 be sure to add 0.05 enrichment to the higher perloads in the fuel enrichment table. Note: Race fuels can have varying stoich ranges of 14.0 to 15.0, always verify your tune when switching from pump gas to race gas as the stoich AFR can vary causing lean out or enrichment Ethanol% 0 0 $$ FN348BP - A multiplier of the result of the 'Cranking Fuel PW vs ECT' (aka FN348A) lookup. in Hg 6 1000.000000 0 0 $$ xMul 6 3 1000.000000 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 $$ OPCLT1 - When the ECT at start is less than the 'Cold Start Max ECT' value this is the minimum time that must pass since exiting crank in order for the WARM_EGO_FLAG to be set. Note: the 'Min HEGO Switches Before Warm' and 'Warm HEGO Flag Cold Start Delay #2' values also need exceeding. secs 0 0 0 $$ MINIMUM ECT TO USE STABILIZED OPEN LOOP FUEL TABLE This disables FN1360 in older strategies. *F 0 254.000000 -40.000000 0 0 $$ HEGO_WARM Temperature of front EGO when it can be used for closed-loop fuel control. UNITS: (DEGREES) deg 1 4095.875000 -4096.000000 0 0 $$ SHIFT RPM FOR DECEL LEAN OUT RPM 0 4000.000000 0 0 $$ DSTM4 MAXIMUM TIME FOR DFSO - Hi Resolution during manual transmission shifts in SECONDS. sec 3 63.999001 0 0 $$ DFHLOD_PC Profile Correction - Minimum load for hard decel fuel shut off in lower gears. Load 5 2.000000 0 0 $$ DFHLOD MINIMUM LOAD FOR HARD DFSO IN LOWER GEARS Load 5 2.000000 0 0 $$ RPM FOR DECEL FUEL SHUTOFF RPM 0 0 0 $$ DFLOD - MAX LOAD TO ENABLE DECEL FUEL SHUT-OFF Load 5 1.999900 0 0 $$ DFSO_PC_SW Switch to allow use of alternate DFSO calibration for Profile Correction strategy; (set) 1 -> use ALT DFSO. 0x01 Switch to disable the dfso hysteresis term DFS_PRV_FLG 0x01 Catalyst temperature control switch to enable cat. temp. control via open loop and/or torque control. 0x01 HLODH - Defines the amount PERLOAD needs to be below the FN320A in order for the 'Flag' to be cleared once it's been set. On EEC-V where decipha created an fn320a function this scalar is absolute perload and not subtracted from fn320a. Done for better resolution to allow closed loop re-entry below .75 perload so lambses don't have to ramp lean from power enrichment. Perload 3 0 0 $$ DOES NOT EXIST IN RZASA UNLESS FN320A PATCH IS ENABLED 7 rows in newer strats that acutally have this function may be only 6 rows in older strategies Min Perload to force open loop based on ECT, the TP OL Min Threshold function can also force open loop To nullify set to 2.00 to disable except for high temps which should be 0 to force open loop for overheat protection load should be reduced to 1.2 in this function on boosted engines to force open loop when boost exceeds 3.5 psi ECT 7 0 0 0 $$ PERLOAD 7 4 0 0 $$ 12 rows in FN337C - EEC-V 7 rows in eec-iv DOES NOT EXIST IN LAST EEC-V FN337 - Use to set the minimum load% required to permit entry into open loop operation according to RPM. Open loop mode is entered after the 'Load% Min for O/L vs RPM Time Delay' (aka HLDTM4) time period has been exceeded. RPM 12 0 1000.000000 0 0 $$ PERLOAD 12 1000.000000 0 0 $$ FRCBFT ACT FRACTION FOR FN1362 LOOKUP 0 == 100% ECT 1 == 100% ACT %ACT 3 0.992000 0 0 $$ appears to be only 6 rows in older speed density cals 1 byte that is only if it does really exist as it may not PURPOSE: FUEL COMPENSATION DURING DRIVE ENGAGEMENT INPUT: ENGINE COOLANT TEMPERATURE OUTPUT: FUEL MULTIPLIER ECT 8 0 -256.000000 254.000000 0 0 $$ xLambse 8 3 0.250000 2.000000 0 0 $$ appears to be only 6 rows in older speed density cals 1 byte that is only if it does really exist as it may not PURPOSE: FUEL COMPENSATION DURING DRIVE ENGAGEMENT INPUT: ENGINE COOLANT TEMPERATURE OUTPUT: FUEL MULTIPLIER ECT 8 0 -256.000000 254.000000 0 0 $$ xLambse 8 3 0.250000 2.000000 0 0 $$ only 9 rows in older strats FUELPW MULTIPLIER VS ECT PURPOSE: Underspeed F_A_RATIO multiplier to avoid stalls. Expanded breakpoints. Range: 0 - 1.98 INPUT: ENGINE COOLANT TEMPATURE OUTPUT: MULTIPLIER ECT 9 0 -256.000000 254.000000 0 0 $$ xPW 9 1.980000 0 0 $$ only 9 rows in older strats FUELPW MULTIPLIER VS ECT PURPOSE: Underspeed F_A_RATIO multiplier to avoid stalls. Expanded breakpoints. Range: 0 - 1.98 INPUT: ENGINE COOLANT TEMPATURE OUTPUT: MULTIPLIER ECT 9 0 -256.000000 254.000000 0 0 $$ xPW 9 1.980000 0 0 $$ 242* col must always be 1.992 This is the primary fuel table in the ecu. This table sets the commanded power enrichment AFR (lambda) when at high perload. High load is defined as Perload > FN320A. On older strats FN1362 Tables size is 8x10 PERLOAD on the Y-axis is only possible with decipha hacks. See PERLOAD Hack and FN035 for more details. Per decipha 1st verify perload hack (if needed) is enabled to allow FN035 perload value to be input to the y-axis. Verify fn1360 is disabled by either decipha patch code for 2002+ strats or the ectstabl scalars prohibiting it on 1999- older strategies. Base Open Loop Fuel table = a 12 x 8 table of lambda values as a function of temperature and load (or perload with decipha patch) X INPUT: NORMALIZED FRCBFT * ACT + (1 - FRCBFT) * ECT - FN022BX Y INPUT: NORMALIZED PERLOAD - FN072 (otherwise LOAD) FN022BX 10 0 0 0 $$ FN072 8 0 0 0 $$ -LAMBSE 3 0.000000 255.000000 1 $$ Only exists in older strategies. FN1307 - Used when in open loop (same as FN1362 in newer strategies) The column input value is the ratio of ACT to ECT where the ACT contribution is defined by the 'ACT Fraction for Fuel Base Table' (aka FRCBFT) parameter. FN022 10 1000.000000 0 0 $$ FN072A 8 1000.000000 0 0 $$ Lambda 3 0.000000 2.000000 1 $$ TIME BETWEEN LAMMUL CHANGES - FORWARD GEAR INPUT: ECT OUTPUT: TIME BETWEEN CHANGES (SEC) ECT 7 0 -40.000000 256.000000 0 0 $$ sec 7 3 0.250000 0 0 $$ CRAI8 0 = force OL 1 = allow CL Read carefully below, if used on older strats (FUL_OLCL_SW) then stock value is 1 for normal logic, 0 disables CL. Switch to determine fuel control mode: 0->Normal decision logic (==1 FUL_OLCL_SW) 1->Force Closed Loop (==0 FUL_OLCL_SW) 2->Force open loop SW 0 2.000000 0 0 $$ Switch to override Fuel Mode selection; (set) 1->Override Fuel strategy (not set) 0->Use Fuel strategy. 0x01 PIPNUM - NUMBER OF STEPS TO RAMP FUEL The rate lambse is ramped back when cylinder disablement has been activated (cyl cut, koer testing, traction control, fuel cut limiters, etc...) PIPs 0 1.000000 0 0 $$ only 11 points in mid 90s strategies 13 points in early speed density y/655.36 does not exist in RZASA and newer stategies Cranking PW ECT 11 0 1000.000000 0 0 $$ PW 11 6 1000.000000 0 0 $$ CRKFRC CRANK FUEL FRACTION; 1 -> USE ALL ACT IN COMPUTATIONS. 0 -> USE ALL ECT IN COMPUTATIONS. %ACT 3 1.000000 0 0 $$ fn1350b is either 5x8 or 6x8. 5x5 for fn1350 in mid 90s. Crank mode Fuel Air ratio multiplier used to taper crank fuel command during start/runup. PURPOSE: Crank mode Fuel Air ratio multiplier X INPUT: Normalized CRKPIP_CTR_BW - FN023T Y INPUT: Normalized ACT - FN024T OUTPUT: Multiplier 5x5 table in older strats A larger value gives MORE fuel on crank. A lower value gives LESS fuel on crank. It is recommended to have the first column (0) the number of cylinders, then column 2 +1, 3x revolutions, 5.5x, 8x, 12x, 15x FN023T 8 0 0 0 $$ FN024T 6 0 0 0 $$ xPW 2 0.000000 255.000000 1 $$ Min ACCEL Rate required for FN303 to become active mph/sec 3 0 0 $$ 8 points in some eec-iv Does not exist in last of eec-v RPM 8 0 16383.000000 0 0 $$ xLambse 8 3 1.990000 0 0 $$ OPEN LOOP FUEL MULT. xLambse 3 0 0 $$ FUL_OVRD_LAM - LAMBSE value to be used when Fuel strategy override is active Lambda 5 2.000000 0 0 $$ LEAN_EXCRSN LAMBSE to command WHILE FORCING AN A/F EXCURSION TO FORCE THE DOWNSTREAM EGO SENSOR LEAN. Lambse 5 1.999900 0 0 $$ RICH_EXCRSN LAMBSE to command WHILE FORCING AN A/F EXCURSION TO FORCE THE DOWNSTREAM EGO SENSOR RICH. Lambse 5 1.999900 0 0 $$ LAM_EXT_MAX - Base LAMBSE value when controlling cat temps (ensure rich enough to cover air meter errors). Lambse 5 1.000000 0.700000 0 0 $$ LAM_EXT_MIN - Lowest LAMBSE allowed to control cat temp. Lambse 5 1.000000 0.700000 0 0 $$ LAM_EXT_STEP LAMBSE increment/decrement size done per bckgrd DIVDED by avg. bckgrd loop time (40ms) Lambse 5 1.000000 0 0 $$ FRCSFT ACT FRACTION FOR FN1361 LOOKUP 0 == 100% ECT 1 == 100% ACT %ACT 3 0.992000 0 0 $$ FN300 - Open loop multiplier applied to the result of the 'Fuel Base Table', 'Fuel Base Table Alternative' or 'Fuel O/L Stabilized Table' lookup (depending on which one is being used) to adjust the desired A/F ratio. Multiplier values less than 1 increase fuel, values greater than 1 reduce fuel. ?ACT 6 0 1000.000000 0 0 $$ xLambse 6 3 1.990000 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 $$ NORMALIZED RPM FOR FN1360 PURPOSE: X INPUT FOR TABLE LOOKUP INPUT: RPM OUTPUT: NORMALIZED RPM RPM 6 0 0 0 $$ Col 6 0 9.000000 0 0 $$ older strats use this function with PERLOAD as the input TP_REL normalizing function for FN1360 -- for SFTP schedules PURPOSE: Y INPUT FOR TABLE LOOKUP INPUT: tp_rel OUTPUT: NORMALIZED tp_rel PERLOAD 6 3 0 0 $$ Row 6 0 7.000000 0 0 $$ decipha recommends disabling this table Stabilized Open Loop Fuel 8 X 10 table of lambda values as a function of N and TP_REL X INPUT: NORMALIZED RPM - FN070B Y INPUT: NORMALIZED PERLOAD - FN072T OUTPUT: STABILIZED ECT LAMBSE BASE VALUE FN1360 in older strategies uses FN072B Perload Axis Scaling FN070B 10 0 0 0 $$ FN072T 8 0 0 0 $$ LAMBSE 3 0.007000 1.992000 1 $$ 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 $$ LMBJMP DESIRED LAMBDA RESET CORRECTION IF ( (LAM_ISC_SW == 1) AND (iscflg == 0) /* leaving RPM control mode */ AND (iscflg_lst == 1)) /* and entering Dashpot preposition */ THEN lambse[BANK1] = lambse[BANK1] - LMBJMP; -LAMBSE 3 0 0 $$ LAM_ISC_SW - LAMBDA Reset Switch to allow reset upon enter/exit of RPM control Mode; (set) 1=>Allow LAMBSE reset. 0x01 LAM_LOAD_SW - LAMBDA Reset Switch to allow reset due to load state changes at closed throttle; (set) 1 => allow reset. 0x01 0 == return constant deltap 1 == return (inferred deltap) 2 == returnless FPDM SW 0 3.000000 0 0 $$ Switch to enable fuel INJ pulse width compensation based on injection pressure. Uses the deltaP multipliers for injector high slope, low slope, breakpoint and offset. Must be enabled if returnless fuel system is used. set=allow compensation not set = disable fuel rail pressure compensation This is disabled if RF_MODE is set. 0x01 FUL_MVAC_MUL Manifold vacuum multiplier used to scal "Hg to psi (when 0.483787), or to turn off the MVAC (when 0) on inferred RGP. X 6 0.499900 0 0 $$ DELTAP 6 0 0 $$ X 6 3 2.000000 0 0 $$ DELTAP 6 0 0 $$ X 6 3 2.000000 0 0 $$ DELTAP 6 0 0 $$ X 6 3 2.000000 0 0 $$ Nominal fuel rail gauge pressure function for a mechanical returnless fuel system as a function of engine fuel flow, psi INPUT: wfeng_tmp Inferred Rail Pressure OUTPUT: fuel rail pressure wfeng_tmp 6 4 0 0 $$ psi 6 3 75.000000 0 0 $$ FN311 - MINUMUM TP_REL REQUIRED TO FORCE OPEN LOOP FUEL INPUT: N (RPM) OUTPUT: TP_REL (COUNTS) This function replaced THBP5 the OL TPREL Threshold scalar in older strategies. RPM 7 0 0 0 $$ TP_REL 7 0 0 0 $$ 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 Auto trans types cannot be changed in any calibrations. A strategy will only support 1 specific auto trans type only. Only valid values are 0, 1, and the strategy specific trans type. SW 0 8.000000 0 0 $$ Transmission Strategy Switch: 0 - no transmission control (man, AOD, ATX, C6, C3, etc.) 1 - Shift Indicator Light 2 - A4LD w/ 3-4 shift control and tcc 3 - AXOD 4 - E40D (4R100) 5 - A4LD-E (4R55, 5R55) 6 - AXOD-E 7 - AOD-I 8 - 4EAT (OR F4E) 9 - CD4E 10 - JATCO SW 0 9.000000 0 0 $$ Enable / disable the Integrated PATS strategy. (not set) 0 -> PATS strategy enabled. (set) 1 = disable PATS 0x01 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 $$ for older strats with a calibration constant, RZASA and newer strats put this in the actual code. number of front o2 sensors (Banks). If set to 1 then bank2 injectors will be disabled unless reassigned to bank 0 in the injector output port table for Turbo and X pipe setups. SW 0 2.000000 1.000000 0 0 $$ 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 $$ not set (0) = HALL EFFECT set (1) = VR SENSOR 0x01 SWITCH TO DETERMINE PERLOAD: >=3 = let PERLOAD = TP_REL / 1024 (2004+ only) 2 --> PERLOAD = TPLDST/PEAK_LOAD_SL2 (PCT_LOAD) 1 --> PERLOAD = LOAD 0 --> PERLOAD = LOAD/PEAK_LOAD (FN035) SW 0 2.000000 0 0 $$ HYSTERESIS FOR DASMPH MPH 1 127.500000 0 0 $$ MINIMUM VSBAR FOR DECLUTCH DASPOT CLIP MPH 1 127.500000 0 0 $$ LOAD VALUE TO DIFFERENTIATE DECEL FROM IDLE set this value below the idle load value LOWLOD + ACLOD < Load LOAD 3 0.490000 0 0 $$ SETLNG_TM - SETTLING TIME AFTER AIRFLOW DISTURBANCE TO ENTER RPM CONTROL A higher value gives more idle stability. Decipha recommends a value of 4. sec 1 31.000000 0 0 $$ MIN. DESIRED BYPASS MAF CLIP IPSIBR will not continue to decrement at this clip limit. lbs/min 4 1.000000 0 0 $$ GI Integral gain for ISC valve. Gain 3 1.992000 0 0 $$ Maximum duty cycle for IDC_CL ISCDC 5 0.990000 0 0 $$ Minimum duty cycle for IDC_CL ISCDC 5 0.990000 0 0 $$ ISC DUTY CYCLE MULTIPLIER FOR DEVELOPMENT xISCDC 5 1.990000 0 0 $$ ISC DUTY CYCLE OFFSET FOR DEVELOPMENT ISCDC 5 0.990000 0 0 $$ Maximum vehicle speed to perform closed loop duty cycle control MPH 1 0 0 $$ FAM delta AM for Power Steering load lbs/min 6 0.996000 0 0 $$ Switch controls the FN894H min DASHPOT clip inhibit logic 0x01 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 $$ TCDASU TIME CONSTANT FOR DSTPBR DASPOT = DASPTK * (DSTPBR - (RATCH + DELHYS)) + FN830 DSTPBR is a time dependent rolling average filter of Throttle position. It is updated once per background loop while in RUN or Underspeed Mode. The two time constants, TCDASU and TCDASU are calibrateable. TCDASU is used when DSTPBR is filtering UP to TP. TCDASU is used to filter DSTPBR DOWN to TP. sec 3 63.999001 0 0 $$ IPSIDLY - time delay after exiting crank mode to wait before allowing IPSIBR corrections sec 1 31.875000 0 0 $$ eec-iv X / 1024 the time delay in seconds that rpm is above dsdrpm+rpmded before IPSIBR is decremented to reach idle. This should be set to 0 for those wtih wild cams. sec 3 25.000000 0 0 $$ eec-iv X / 1024 the time delay in seconds that rpm is below dsdrpm-rpmded before IPSIBR is incremented to reach idle. This should be set to 0 for those wtih wild cams. sec 3 25.000000 0 0 $$ the minimum isc duty cycle airmass correction to reach idle LBS/MIN 3 0.000000 -1.000000 0 0 $$ the number of loops that ecu must pass before updating the ISCKAM corrections Loops 0 0 0 $$ LSFECT_CL low speed fan off temp ?ECT 0 0 0 $$ LSFECT_SH Temp to turn on the low speed fan ?ECT 0 0 0 $$ This function is disabled and the hegos are set to 100% duty cycle of the USHTRDC_SW scalar is set. Hego duty cycle should not be allowed to drop below .5 on all calibrations and should remain 100% on long tubes. Upstream Hego heater duty-cycle transfer function PURPOSE: Converts elapsed US heater on time to % duty-cycle INPUT: US_HTR_TMR (Seconds) OUTPUT: US_HTR_DC (Percent on) US_HTR_TMR 7 0 255.000000 0 0 $$ US_HTR_DC 7 3 1.990000 0 0 $$ Throttle kick down timer PURPOSE: Throttle kick down timer value as a function of ACSTRT. INPUT: X = ACSTRT OUTPUT: Y = Throttle timer ACSTRT == AIR TEMP AT START, DEGF This should be nullified when idle air control is simplified since the isc multiplier does not have any act correction modifiers. ACSTRT 7 0 0 0 $$ sec 7 0 1023.000000 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 $$ ECT 6 0 0 0 $$ ISCDTY 6 3 0.990000 0 0 $$ Perload_ISC 8 3 0 0 $$ Row 8 0 5.000000 0 0 $$ LBS/MIN 10 3 0 0 $$ Col 10 0 9.000000 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 $$ CHARACTERIZATION TABLE FOR THE ISC ACTUATOR PURPOSE: ISC AS A FUNCTION OF DEBYMA AND PERLOAD_ISC X INPUT: NORMALIZED DEBYMA - FN061 Y INPUT: NORMALIZED PERLOAD_ISC - FN060 OUTPUT: DESIRED ISC DUTYCYCLE FN061 10 0 0 0 $$ FN060 6 0 0 0 $$ ISCDTY 3 0.000000 255.000000 1 $$ This replaces FN035 when the FN035_EXT Patch is enabled. This is the average naturally aspirated LOAD at wide open throttle with 0 boost and 0 vac. When load exceeds this value the ecu calculates that the engine is in boost. Below this value its calculated that its under vac. This is Required to be dialed in for accurate commanded fuel. PERLOAD = LOAD / FN035 Perload < 1.0 is under vac. Perload > 1.0 is in boost. Perload is used for the primary fuel table to command the LAMBSE needed for power enrichment. PEAK LOAD AT SEA LEVEL INPUT: RPM OUTPUT: TEMP REG Peak_load_sl TERM FOR PEAK_LOAD CALCULATION RPM 12 0 0 0 $$ LOAD 12 3 0 0 $$ FN018B ATMR3 NORMALIZING FUNCTION INPUT: ATMR3 OUTPUT: NORMALIZED TIME ATMR3 5 0 65535.000000 0 0 $$ Row 5 0 5.000000 0 0 $$ Also scales FN2000 in older strategies In older speed density strats X/128 Y/256 ECT 7 0 0 0 $$ Col 7 0 6.000000 0 0 $$ 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 10 0 0 0 $$ LBS/MIN 10 3 0 0 $$ 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 10 0 0 0 $$ LBS/MIN 10 3 0 0 $$ FN1862N NEUTRAL AIRFLOW (DESMAF) MULTIPLIER VS. ECT / ATMR3 PURPOSE: TRIM OPEN LOOP AIR FLOW PREDICTION FOR ECT X INPUT: NORMALIZED ECT -- FN020C Y INPUT: NORMALIZED ATMR3 -- FN018B OUTPUT: DESIRED AIRFLOW MULTIPLIER FN020C 7 0 0 0 $$ FN018B 6 0 0 0 $$ xDESMAF 3 0.000000 255.000000 1 $$ A/C airflow as a function of ACPRES PURPOSE: Airflow adder to DESMAF INPUT: ACPRES (psi) OUTPUT: A/C DESMAF ADDER (PPM) PSI 7 0 0 0 $$ AM 7 6 0 0 $$ Function to make FN885 time dependent - Extended range INPUT: AC_PPM_TMR OUTPUT: AC_PPM adder (PPM) AC_TMR 4 3 31.879999 0 0 $$ AC_PPM 4 6 3.990000 0 0 $$ Function to make FN885 ACT dependent INPUT: ACT OUTPUT: AC_PPM adder (PPM) ACT 6 0 -256.000000 254.000000 0 0 $$ AC_PPM 6 6 1.000000 0 0 $$ Power Steering transient airflow adder as a function of PSTMR INPUT: PSTMR OUTPUT: airflow adder (PPM) PSTMR 8 3 0 0 $$ PPM 8 4 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 $$ FN879 DASHPOT DECREMENT PURPOSE: PROVIDE VARIABLE DECREMENT INPUT: DASPOT - LB/MIN OUTPUT: DASPOT DECREMENT - LB/MIN LBS/MIN 7 3 0 0 $$ LBS/MIN 7 4 0.500000 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 $$ FN891 DASPOT MAX. CLIP MULTIPLIER BASED ON VEHICLE SPEED (VSBAR). PURPOSE: ELIMINATE HARSH BACKOUT SHIFTS WHEN LARGE AMOUNTS OF DASHPOT ARE USED. INPUT: VSBAR (VEHICLE SPEED) OUTPUT: MAX. DASPOT CLIP MULTIPLIER MPH 6 1 0 0 $$ xDASHPOT 6 3 0 0 $$ FN894 DASPOT MINIMUM CLIP PURPOSE: A MINIMUM CLIP FOR DASPOT TO PREVENT DECLUTCH STALLS INPUT: N_RATCH - DSDRPM ( RPM ) OUTPUT: DASPOT MINIMUM CLIP ( PPM ) N_RATCH == RPM RATCHET FOR DASPOT MIN CLIP_ INPUT TO FN894 N_RATCHET 5 0 0 0 $$ LBS/MIN 5 4 2.000000 0 0 $$ 7 points in earlier eec-v FN894H DASPOT MINIMUM CLIP PURPOSE: MINIMUM DASPOT AIRFLOW CLIP FOR NORMAL 4TH GEAR DECELS INPUT: N_RATCH - DSDRPM ( RPM ) OUTPUT: DASPOT MINIMUM CLIP ( PPM ) N_RATCHET 5 0 0 0 $$ LBS/MIN 5 4 2.000000 0 0 $$ 7 points in older eec-v FN894L DASPOT MINIMUM CLIP PURPOSE: MINIMUM DASPOT AIRFLOW CLIP WHEN VEHICLE LACK OF DECELERATION IS DETECTED. INPUT: N_RATCH - DSDRPM ( RPM ) OUTPUT: DASPOT MINIMUM CLIP ( PPM ) N_RATCHET 5 0 0 0 $$ LBS/MIN 5 4 2.000000 0 0 $$ FN441A__A SPK_LAMBSE MULTIPLIER FOR EXT_SS_FLANGE CALC. PURPOSE: EFFECT OF LAMBSE ON INFERRED EXHAUST FLANGE TEMP. INPUT: SPK_LAMBSE OUTPUT: MULTIPLIER used in the catalyst temp model Spk_Lambse 10 1.990000 0 0 $$ X 10 1.990000 0 0 $$ FN441B SPK_DELTA MULTIPLIER FOR EXT_SS_FLANGE CALC. PURPOSE: EFFECT OF SPARK ON INFERRED EXHAUST FLANGE TEMP. INPUT: SPK_M_B_T - SAF OUTPUT: MULTIPLIER SPK_DELTA 10 63.750000 0 0 $$ X 10 3 1.990000 0 0 $$ FN441D EGRACT MULTIPLIER FOR EXT_SS_FLANGE CALC. PURPOSE: EFFECT OF EGR ON INFERRED EXHAUST FLANGE TEMP. INPUT: EGR_RATE_ACT OUTPUT: MULTIPLIER EGRACT 7 1 31.879999 0 0 $$ X 7 3 1.990000 0 0 $$ Exhaust Temperature modifier based on ECT. PURPOSE: Determine temp reduction based on ECT temperature. INPUT: AM OUTPUT: MULTIPLIER (NONE) AM 7 3 0 0 $$ X 7 3.980000 0 0 $$ FN442__A TIME CONSTANT FOR INSTANTANEOUS EXH. FLANGE TEMP. PURPOSE: ACT AS TIME CONSTANT FOR EXT_FLANGE ROLAV. INPUT: AM OUTPUT: TIME CONST. (SEC) lbs/min 10 4 63.990002 0 0 $$ sec 10 0.100000 256.000000 0 0 $$ FN443 PURPOSE: Time constant for inst. front HEGO wall temperature vs AM. INPUT: AM OUTPUT: DEGREES lbs/min 10 3 64.000000 0 0 $$ deg 10 1023.000000 0 0 $$ FN443L PURPOSE: Temperature difference between flange and front HEGO vs AM. INPUT: AM OUTPUT: DEGREES lbs/min 7 3 64.000000 0 0 $$ deg 7 1.000000 0 0 $$ FN445L PURPOSE: Temperature difference between flange and catmid vs AM. INPUT: AM OUTPUT: DEGREES lbs/min 7 64.000000 0 0 $$ deg 7 1.000000 0 0 $$ FN448 Multiplier for temperature drop in catalyst model PURPOSE: Multiplier to reflect different exotherms INPUT: AM OUTPUT: Multiplier lbs/min 7 63.990002 0 0 $$ X 7 1.990000 0 0 $$ FN448A - Temperature drop for catalyst model PURPOSE: Steady state increase in exhaust temp. INPUT: SPK_LAMBSE OUTPUT: Degrees F SPK_LAMBSE 10 1.990000 0 0 $$ deg F 10 511.000000 0 0 $$ FN449 - Time constant for temperature drop in catalyst model PURPOSE: Time constant for EXT_EXOT INPUT: AM OUTPUT: Time Constant lbs/min 10 63.990002 0 0 $$ sec 10 1023.000000 0 0 $$ FN449A Time constant for the change in catalyst exotherm with A/F PURPOSE: Time constant for EXT_EXD INPUT: AM OUTPUT: Time Constant lb/min 10 3 63.990002 0 0 $$ sec 10 1023.000000 0 0 $$ FN450 Time constant for temperature drop in catalyst model PURPOSE: Time constant for instantaneous HEGO location temperature INPUT: AM OUTPUT: SECONDS lbs/min 10 3 63.990002 0 0 $$ sec 10 1023.000000 0 0 $$ FN450L Temperature difference between flange and front HEGO vs AM. INPUT: AM OUTPUT: DEGREES lbs/min 7 3 64.000000 0 0 $$ deg F 7 1.000000 0 0 $$ FNEXOMF Catalyst Midbed Exotherm due to percent Misfire INPUT: AM LBM/MIN OUTPUT: DEG F / % Misfire lbs/min 10 3 64.000000 0 0 $$ deg f / %misfire 10 511.989990 0 0 $$ ACPSW_HP A/C pressure switch hardware present UNITS: NONE 0x01 AC PRESSURE SENSOR HARDWARE PRESENT 0x01 THBP_DECH THROTTLE BREAKPOINT ABOVE WHICH TO ALLOW DECHOKE IN CRANK. UNITS ARE COUNTS. AD Cnts 1023.000000 0 0 $$ Switch to enable SADP mode at WOT operation test, (not set) 0 -> bypass test set = alow snap wot adaptive CL fueling 0x01 only 5 points in earlier strats and Y only goes to 5 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 8 0 0 0 $$ Col 8 0 7.000000 0 0 $$ only 6 points in early eec-iv and y high range is only 4 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 8 0 0 0 $$ Y_Row 8 0 4.000000 0 0 $$ FUL_BOILTEMP Rail temperature at which fuel boils. UNITS are DEGF deg F 0 254.000000 -127.000000 0 0 $$ FUL_BOIL_DP Fixed delta pressure override when fuel is boiling UNITS are PSI psi 3 70.000000 0 0 $$ Lower limit to which DYN_LAMMAXn is clipped. Allows for cal of straight LAMBSE clip, no KAMRF infl. Lambse 5 2.000000 0 0 $$ Upper limit to which DYN_LAMMINn is clipped. Allows for cal of straight LAMBSE clip, no KAMRF influence Lambse 5 2.000000 0 0 $$ Maximum range of authority for LAMBSE in the LEAN direction. Value when already subtracted from 1. Lambse 5 0.999700 0 0 $$ Maximum range of authority for LAMBSE in the RICH direction. lammax low range is 1 and max is 1.9997 for eec-iv Lambse 5 1.999700 1.000000 0 0 $$ WOPEN - The minimum delay after the rising edge of the PIP before the KTS pulse will be output. Added to the result of the 'Knock Threshold Window Position' (aka FN145A) lookup. PIP period fraction 5 2.000000 0 0 $$ SW 0 15.000000 0 0 $$ Spark adder to eigth cylinder in the firing order, used for calibrating knock. Setting this to -3.0 degrees will result in P0 code being set for Cyl A circult malfunction IF you have a knock senor present and not specifically configured for this. *BTDC 19.500000 -19.500000 0 0 $$ Time constant which paces the entry into feedback spark This should be set to 3.0 sec when no vss is present to act as a dashpot for spark. sec 3 0 0 $$ Feedback spark control proportional gain term *BTDC / LOOP 3 0 0 $$ *BTDC 0 0 $$ a lower number reduces the reserve and increases timing, a higher number increases the reserve and reducing timing at idle % 4 1.000000 0 0 $$ should be set to 0 in all tunes this is the maximum delta tq ratio when entering idle feedback spark, a value of 1 will clip spark to fbs_spk_min when entering idle feedback spark control and usually cause stalling issues TQ_RATIO 4 1.000000 0 0 $$ 1 = set = allow cssre at part throttle 0 = not set = do not allow cssre at part throttle 0x01 CSSR_MN_MVAC Min allowable manifold vaccum during aggressive spark retard excursions inch hg 1 31.875000 0 0 $$ STAB_LOLD_AM - Value of AM below which spark may be clipped for stable low load conditions lbs/min 3 63.999001 0 0 $$ SPK_LOLD_STP Spark advance step to maintain manifold vacuum or ISCDTY range of authority. If The manifold vacuum gets too low or the idle speed duty cycle gets too high, low load spark is advanced in steps via spk_lold_add/SPK_LOLD_STP. If the condition clears, it is retarded in steps, clipping to zero.This is done to insure that the engine has sufficient power to maintain the desired rpm with enough reserve left via idle speed control Rate 3 63.999001 0 0 $$ CSSR_MAXISC - Max allowable idle speed motor duty cycle during aggressive spark retard excursions iscdc 5 1.000000 0 0 $$ *BTDC 3 0 0 $$ X 3 0 0 $$ KACRAT - The change in throttle position required when closing for a spark tip in to be recognized. AD Cnts 0 1023.000000 0 0 $$ NTIP - The maximum rpm allowed in order to a spark tip in condition to be recognised. Must be set to less than 2000 rpm to ensure correct tip in ramp back. RPM 0 16383.000000 0 0 $$ ECTIP - The minimum ECT allowed in order to a spark tip in condition to be recognized. deg F 0 254.000000 -40.000000 0 0 $$ switch to enable/disable oscmod tipin control. TQ_OSC_SW :- To calibrate this module off set to 0. (not-set) 0x01 Lambse borderline spark modifier is applied all the time when set to 1 0x01 Air charge temperature normalizing function for knock maximum retard. ACT 6 0 0 0 $$ X/Y 6 5.000000 0 0 $$ Retard from MBT normalizing function SPK_MBT_DELT 4 0 0 $$ X/Y 4 0 3.000000 0 0 $$ Doesn't exist in last of eec-v RPM 5 0 0 0 $$ X/Y 5 0 5.000000 0 0 $$ The octane level of fuel sold at high altitude BP_inhg 4 4 0 0 $$ SpkAdv 4 3 -32.000000 31.750000 0 0 $$ Transient increase in the detonation limit following an increase in load INPUT: SPK_LUGTMR (Seconds) OUTPUT: BDL Spark adder sec 7 0 0 $$ +SpkAdv 7 0 0 $$ ECT multiplier in Borderline Detonation calculation. INPUT: ECT(DEG F) OUTPUT: Multiplier applied to FN2220 ECT 7 0 0 0 $$ xSpkAdv 7 0 0 0 $$ can be used for altitude spark and base spark tables in older strategies (same scaling) altitude spark / 4 unsigned base spark is exactly same FN016 11 0 0 0 $$ FN012 9 0 0 0 $$ *BTDC 2 0.000000 255.000000 1 $$ ~in older strats FN1122 is 8x10 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/fn071 6 0 0 0 $$ FN013/fn070 5 0 0 0 $$ SpkAdv 2 -30.000000 30.000000 1 $$ fn1150 in older speed density strats is 6x6 signed x/64 y= fn052, x = fn051 Borderline detonation adjustment for air charge temperature X INPUT: Normalized RPM - FN017 Y INPUT: Normalized LOAD - FN013 (FN024G on older strats) OUTPUT: Detonation adjustment for air charge temperature (degrees) FN017 6 0 0 0 $$ FN013 / FN024G 5 0 0 0 $$ xSpk 3 0.000000 0.498000 1 $$ Borderline detonation adjustment for air charge temperature OUTPUT: Detonation adjustment for air charge temperature (degrees) FN017 6 0 0 0 $$ FN024G 7 0 0 0 $$ xSpk 3 0.000000 255.000000 1 $$ Increase in borderline spark limit as a function of % EGR. FN017 6 0 0 $$ FN013 5 0 0 $$ Spk Adv 2 0.000000 255.000000 1 $$ last of eec-iv is 5x6 Borderline detonation adjustment for change in A/F ratio X INPUT: Normalized RPM - FN070X Y INPUT: Normalized LAMBSE - FN015WA OUTPUT: Detonation adjustment for change in A/F ratio FN2240 is 5x6 on older strategies FN070X / FN017 10 0 0 0 $$ FN015WA 8 0 0 0 $$ *BTDC 2 0.000000 255.000000 1 $$ BORDERLINE SPARK ADDER WHEN KNOCK SENSOR IS NOT FUNCTIONING PROPERLY FN017 5 0 0 $$ FN013 6 0 0 $$ SpkAdv 2 -32.000000 31.750000 1 $$ In old speed density strats this is only 4 points and byte Ceiling for spark limiting for stable low load conditions INPUT: STB_LOLD_TMR (seconds) OUTPUT: Spark advance clip (degrees) STB_LOLD_TMR 7 0 0 0 $$ SpkAdv 7 63.750000 0 0 $$ FN2000B in older strats, not present in RZASA The bottom row of this table should be clipped to 4 degrees of spark advance for the first 5 seconds of engine run time to prevent startup knock on aged engines as per decipha. Cold low load spark adder PURPOSE: Cold start spark base value X INPUT: Normalized ECT - FN020D Y INPUT: Normalized ATMR3 - FN018F OUTPUT: Spark advance clip (degrees) FN020D 7 0 0 0 $$ FN018F 6 0 0 0 $$ *BTDC 1 -60.000000 60.000000 1 $$ Cold low load spark adder PURPOSE: Adjust the cold start spark value for speed and load X INPUT: Normalized N - FN017D Y INPUT: Normalized LOAD - FN013B OUTPUT: Spark adder (degrees) FN017D 6 0 0 0 $$ FN013B 5 0 0 0 $$ SpkAdv 1 -60.000000 60.000000 1 $$ Cold low load spark adder PURPOSE: Adjust the cold start spark value for throttle position and cat midbed temperature X INPUT: Normalized TP_REL - FN028 Y INPUT: Normalized EXT_CMD - FN029 OUTPUT: Spark adder (degrees) FN028 6 0 0 0 $$ FN029 6 0 0 0 $$ 1 0.000000 255.000000 1 $$ 9 rows for powerpc FN012 PURPOSE: To normalize load for large spark table lookups INPUT: Load OUTPUT: Normalized Load Load 6 3 0 0 $$ Row 6 0 8.000000 0 0 $$ PURPOSE: To normalize load for small spark table lookups INPUT: Load OUTPUT: Normalized Load Load 6 3 0 0 $$ Row 6 0 4.000000 0 0 $$ Doesn't exist in last of eec-v. Only exists in early eec-v. PURPOSE: To normalize load for small spark table lookups INPUT: Load OUTPUT: Normalized Load Load 6 3 0 0 $$ Row 6 0 4.000000 0 0 $$ 11 rows for powerpc RPM 7 0 0 0 $$ Col 7 0 10.000000 0 0 $$ FN2001A FN2225 FN1142 - TIP IN RETARD AIRMASS RPM 7 0 0 0 $$ X_Col 7 0 5.000000 0 0 $$ Doesn't exist in last of eec-v. Only exists in early eec-v. FN2001A FN2225 FN1142 - TIP IN RETARD AIRMASS RPM 7 0 0 0 $$ X_Col 7 0 5.000000 0 0 $$ doesn't exist in later strategies such as RZASA ATMR1 5 0 0 0 $$ Row 5 0 5.000000 0 0 $$ Engine coolant temperature normalizing function for low load spark. INPUT: ECT (deg F) OUTPUT: Normailzed ECT ECT 7 0 0 0 $$ x/y 7 0 6.000000 0 0 $$ Throttle position normalizing function for cold start spark INPUT: TP_REL (COUNTS) OUTPUT: Normalized TP_REL TP_REL 6 0 1023.979980 0 0 $$ X_Col 6 0 5.000000 0 0 $$ Cat midbed temperature normalizing function for cold start spark INPUT: EXT_CMD (DEGREES) OUTPUT: Normalized EXT_CMD EXR_CMD 6 0 -4096.000000 4095.879883 0 0 $$ Y_Row 6 0 5.000000 0 0 $$ FN745B - Advances spark in order to add torque when rpm is dropping and retards spark away when RPM is increasing. X Input: DNDT_SPK X Input Units: RPM/s Remove all negative multipliers to PREVENT spark being added on acceleration and to ONLY use OSC MOD for decel retard which is recommended. rpm/sec 8 0 0 0 $$ xMul 8 3 -1.000000 1.000000 0 0 $$ Engine torque trans. is lower in higher gears reducing the need for the OSCMOD relative to 1st gear. X Input: NOVS X Input Units: RPM/MPH A high novs value (>120) is 1st gear and a low novs value (<33) is OD. RPM/MPH 8 0 0 0 $$ xMul 8 3 0 0 $$ This is the predecessor to FN2600 the decel spark max clip table that appeared in later eec-v. This is the primary base oscillation modulation table used to retard BASE spark during closed throttle decel. Engine torque is modulated via spark advance as a function of the rate of change of rpm in order to stabilize oscillations in rpm. This is a derivative control method and functions as a dashpot. This correction may be useful during closed throttle or negative crowd decelerations to control shuffle. It can also be used without interference with feedback spark. The areas and magnitude of correction are controlled by non-zero values in FN2020. FN017 6 0 0 0 $$ FN013C 5 0 0 0 $$ SpkAdv 2 -30.000000 60.000000 1 $$ this should always be utilized on lower octane grade fuels set to 60 to disabled on high octane fuels. This function is the maximum allowed spark advance that can be commanded on a tip in. MAXIMUM SPARK RETARD DURING AIR-CHARGE BASED TIP-IN KNOCK CONTROL INPUT: ENGINE SPEED IN RPM OUTPUT: MAXIMUM SPARK RETARD (UNITS: DEGREES) This function replaced FN2290 on earlier strategies RPM 8 0 0 0 $$ SpkAdv 8 1 -60.000000 60.000000 0 0 $$ This table should be adjusted for 87 octane this table can be set to 0 to disable for high octane fuels Spark retard per change in cyl. air charge for detonation prevention X INPUT: Normalized RPM - FN017 Y INPUT: Normalized ACT - FN024F OUTPUT: Detonation adjustment for air charge temperature (degrees) FN017 6 0 0 0 $$ FN024F 6 0 0 0 $$ SpkRet_CylAct 0 0.000000 130560.000000 1 $$ PURPOSE: MBT spark adder for rich and lean A/F INPUT: SPKTM_LAMBSE OUTPUT: spark adder (degrees) Lambse 7 3 0 0 $$ SpkAdv 7 1 -32.000000 31.750000 0 0 $$ Load 5 3 0 0 $$ SpkAdv 5 0 0 $$ 8x10 in older strats for FN1120 6x6 in last of eec-iv strats for FN1617 & fn2300 MBT spark at stoichiometry and 0% EGR X INPUT: Normalized N - FN016 Y INPUT: Normalized LOAD - FN012 OUTPUT: Spark advance (degrees) FN016 11 0 0 0 $$ FN012 9 0 0 0 $$ SpkAdv 2 0.000000 63.750000 1 $$ MBT ECT compensation PURPOSE: Coolant temperature adjustment for MBT spark X INPUT: Normalized ECT - FN014 Y INPUT: Normalized LOAD - FN013 OUTPUT: MBT spark adder (degrees) FN014 6 0 0 0 $$ FN013 5 0 0 0 $$ SpkAdv 1 0.000000 255.000000 1 $$ PURPOSE: Transfer function which returns a spark retard from MBT as a function of desired torque ratio INPUT: TIP_TR OUTPUT: spark retard from MBT (degrees) TIP_TR 9 3 1.000000 0 0 $$ SpkAdv 9 0 0 $$ TCNDT_SPK TIME CONSTANT FOR DNDT_SPK UNITS: SECONDS Too large a value will induce excessive phase lag into tqdrv_dndt and result in reduced stability margins - requiring lower OSCMOD gains. Too small a filter time constant may result in an excessively noisy tqdrv_dndt which will also be unsatisfactory. sec 3 63.990002 0 0 $$ TPLDST as a function of N and TP_REL at sea level with no EGR. PURPOSE: provide an absolute table of loads with secondary open. X INPUT: NORMALIZED RPM - FN070E Y INPUT: NORMALIZED TP_REL - FN044 OUTPUT: SEA LEVEL EQUIVALENT LOAD Not used if IMRC is not present or disabled. FN070E 10 0 0 0 $$ FN044 10 0 0 0 $$ LOAD 3 0.000000 2.000000 1 $$ Number of cylinders in the engine # 1 8.000000 4.000000 0 0 $$ TCINJD TIME CONSTANT FOR INJDLY sec 3 63.999001 0 0 $$ EGR should not be disabled on speed density ecus as it can cause idle surge. 2 = disable 1 = pfe 0 = sonic SW 0 2.000000 0 0 $$ JUMP_FRAC - FRACTION OF PTPAMP TO JUMPBACK TO xLAMBSE 3 0 0 $$ Proportional gain for the control of closed loop ramp rate multipliers serviced in lambse reset. UNITS: (UNITLESS) Should be set to 0 to do an instant step from closed loop to open loop lambse. x 0 0 0 $$ OSC_TCTPT Time constant for TP_TIP calc typically 0.025 sec /* TIME CONSTANT FOR TBART Determine 'rate of change of tp' (Note however that this equation produces a true rate of change of TP albeit scaled by OSC_TCTPT. If you change OSC_TCTPT then you will probably need to re-scale OSC_TPIN_TP & OSC_TPOT_TP as well. Note: This logic could probably be replaced by a check on tr_lim_tip being < 1.0 for a tip-in and a check on tr_lim_tout < 1 for a tip-out event sec 3 63.999001 0 0 $$ PT/WOT Breakpoint above RATCH vs N PURPOSE: WOT breakpoint depending upon engine speed INPUT: N OUTPUT: WOT Breakpoint RPM 6 0 0 0 $$ TP_REL 6 0 0 0 $$ this function replaces ITHBMA FN818 - ISC AIRFLOW COMPENSATION FOR PCV FLOW. PURPOSE: REQUIRED TO OFFSET THE EFFECT OF PCV FLOW INPUT: PERLOAD_ISC OUTPUT: PPM Perload_ISC 6 3 0 0 $$ ppm 6 3 1.000000 0 0 $$ Unmeasured Mass airflow into engine (intake air by-passing the MAF).PURPOSE: To characterise unmeasured air flow past MAF sensor. INPUT: PERLOAD_ISC OUTPUT: PPM This can be used for supercharger swaps where the ISC is not re-routed after the MAF and thus causes lean out when proportional to ISCDC. PERLOAD_ISC 6 5 1.990000 0 0 $$ PPM 6 4 1.000000 0 0 $$ TCN Time constant for N UNITS: SECONDS v8 == 1.20 v6 == 0.80 sec 3 63.999001 0 0 $$ TCNDBR Time constant for NDBAR UNITS: SECONDS ndbar; /* FILTERED ENGINE SPEED sec 3 63.999001 0 0 $$ TP_HYS_OL TP_REL HYSTERESIS FOR OPERATION IN OPEN LOOP. Cts 1023.900024 0 0 $$ 0x01 TCC_LK_LVL - fault threshold for TCC lock test (counts) Cts 0 0 0 $$ MAX PREDICTED ENGINE RPM -SLIP TO THIS VALUE ENGINE CANNOT ACCELERATE MORE THAN THIS RPM 0 16383.750000 0 0 $$ SWITCH TO ALLOW PREDICTIVE ENGINE SPEED BASED UPSHIFTS 0 = NOT ALLOWED 1 = ALLOWED 0x01 MNOSSPER - if this min clip is exceeded a 4th to 3rd downshift will be forced. This should be set very low. replaced by OS_MX in later strategies Cts 0 0 0 $$ 6 = AODE / 4R70W - 2003 & OLDER 12 = TR3650 18 = 4R100 24 = 2004+ 4R70W / 4R75 # 0 4.000000 0 0 $$ GEAR COMMANDED, VIA CAL-CONSOLE, FOR MANUAL SHIFTING GEAR 0 4.000000 1.000000 0 0 $$ CALIBRATION SWITCH TO ALLOW FOR MANUALLY SELECTING GR_CM 0x01 Gear 0 3.000000 2.000000 0 0 $$ Gear 0 3.000000 2.000000 0 0 $$ Gear 0 3.000000 2.000000 0 0 $$ MINIMUM TIME IN SECOND GEAR PRIOR TO 2-3 PRNDL = 3 OR 4 sec 3 0 0 $$ MINIMUM TIME IN THIRD GEAR PRIOR TO 3-4 PRNDL = 3 OR 4 sec 3 0 0 $$ SEC 3 0 0 $$ TMSQ32P2 - MINIMUM TIME IN THIRD GEAR PRIOR TO 3-2, PRNDL = 2 sec 3 0 0 $$ MPH 1 0 0 $$ VS32P2 - MAXIMUM VEHICLE SPEED FOR 3-2 PULLIN used when the key is turned on when the vehicle is moving to know which gear to start in, also used as a failsafe when the oss fails MPH 1 127.500000 0 0 $$ TCDNON - TIME TO COMPLETE POWER ON DOWNSHIFT sec 63.990002 0 0 $$ TIME TO COMPLETE POWER ON 4/3 DOWNSHIFT. sec 63.990002 0 0 $$ Ratio of engine speed (N) over vehicle speed (VS) at a 1:1 ratio. nvbase== Rear Gear Ratio * Tire_Revs_per_Mile / 60 RATIO 1 0 0 $$ Modulated Bypass Clutch contro over-ridel tests switch 0x01 TSTBCSDC - Fixed test value of BCSDC. This is the TCC duty cycle commanded when the tcc override switch is enabled. DutyCycle 5 1.000000 0 0 $$ RPM 0 8000.000000 0 0 $$ RPM 0 8000.000000 0 0 $$ RPM 0 8000.000000 0 0 $$ TP_REL 10 0 0 0 $$ MPH 10 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 $$ TP_REL 10 0 0 0 $$ MPH 10 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 $$ only used when the EPPH_SW_SS flag is NOT SET when EPPH_SW_SS is set FN23EPPH table is used instead of this function MINIMUM VS_RATEPH TO ALLOW 2-3 UPSHIFT PURPOSE: DETERMINE THE MINIMUM VEHICLE VEHICLE ACCELERATION RATE, AS A FUNCTION OF THROTTLE ANGLE, FOR A 2-3 UPSHIFT INPUT: TP_REL = TP - RATCH (COUNTS) OUTPUT: FILTERED VEHICLE ACCELERATION RATE ABOVE WHICH 2-3 UPSHIFT IS DESIRED (UNITS: MPH/SEC) TP_REL 12 1023.979980 0 0 $$ MPH/SEC 12 3 -20.000000 20.000000 0 0 $$ only used when the EPPH_SW_SS flag is NOT SET when EPPH_SW_SS is set FN34EPPH table is used instead of this function MINIMUM VS_RATEPH TO ALLOW 3-4 UPSHIFT PURPOSE: DETERMINE THE MINIMUM VEHICLE VEHICLE ACCELERATION RATE, AS A FUNCTION OF THROTTLE ANGLE, FOR A 3-4 UPSHIFT INPUT: TP_REL = TP - RATCH (COUNTS) OUTPUT: FILTERED VEHICLE ACCELERATION RATE ABOVE WHICH 3-4 UPSHIFT IS DESIRED (UNITS: MPH/SEC) TP_REL 12 1023.979980 0 0 $$ MPH/SEC 12 3 -20.000000 20.000000 0 0 $$ drbase is used in earlier strategies. Equation is X/ 0.125 RPM 0 2040.000000 0 0 $$ Solenoid Activation 1 = A 2 = B 3 = A+B GEAR 5 0 4 0 0 $$ PDL 7 0 4 0 0 $$ 0 0.000000 255.000000 1 $$ equation is / 0.5 in older strats with only 1 byte FNINDICATED INDICATED ENGINE TORQUE PURPOSE: FOR TQ_MBT CALCULATION X INPUT: Normalized N - FNTQ_NORM_N Y INPUT: Normalized Load - FNTQ_NORM_LD OUTPUT: ENGINE TORQUE (FT-LBS) WARNING: If this table is set too high it will act as a rev limiter and cut fuel. FN070C 6 0 0 0 $$ FN034A 6 0 0 0 $$ ft lbs 0 0.000000 255.000000 1 $$ 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 10 0 0 0 $$ MPH 10 1 0 0 $$ 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 10 0 0 0 $$ MPH 10 1 0 0 $$ 2ND GEAR TARGET SLIP TABLE AT SEA LEVEL X INPUT: NORMALIZED VSBART/RT_NOVS - FN114A Y INPUT: NORMALIZED TP_REL - FN067 OUTPUT: 2ND GEAR SEA LEVEL SLIP, RPM FN114A 7 0 0 0 $$ FN067 7 0 0 0 $$ BCSDC 0 0.000000 255.000000 1 $$ 3rd GEAR TARGET SLIP TABLE AT SEA LEVEL X INPUT: NORMALIZED VSBART/RT_NOVS - FN114B Y INPUT: NORMALIZED TP_REL - FN067 OUTPUT: 3rd GEAR SEA LEVEL SLIP, RPM FN114B 7 0 0 0 $$ FN067 7 0 0 0 $$ 0 0.000000 255.000000 1 $$ 4th GEAR TARGET SLIP TABLE AT SEA LEVEL X INPUT: NORMALIZED VSBART/RT_NOVS - FN114C Y INPUT: NORMALIZED TP_REL - FN067 OUTPUT: 4th GEAR SEA LEVEL SLIP, RPM FN114C 7 0 0 0 $$ FN067 7 0 0 0 $$ 0 0.000000 255.000000 1 $$ AETVTP TIP IN TP CHANGE TO ADD AETV AETV - Additional TV provided on quick tip-ins to counteract the lag in EEC-IV updates to torque and to compensate for hydraulic lag times in the VFS/TV hydraulic system. TP_Rate 1023.900024 0 0 $$ FN_TCSTRT PURPOSE: Time into run mode before allowing closed loop fuel as a function of coolant temp at start. INPUT: ECT UNITS: (degrees) OUTPUT: TIME UNITS: (seconds) ECT 6 0 0 0 $$ SEC 6 0 0 $$ HLS_COUNT_DT DUCE HLOS Time-Out period in duce_ticks duce_ticks 0 65535.000000 0 0 $$ MAF_HI_ER Maximum value for MAF input COUNTS IMAF 0 0 0 $$ MAF_RPM_MAX2 - Engine speed below which air flow is low enough to distinguish normal air flow signal from over-voltage condition RPM 0 15000.000000 0 0 $$ Appears to be exclusive to the craj0 strategy. v8 == 0 (not set) v6 == 2 (set) 0x02 IGNR_CPP (set)1 -> DIS tests will ignore CPP input == ignore clutch pedal position switch test input bit1 for older eec-v such as craj0 0x02 Duty cycle to command on the fuel pump Duty Cycle 3 0 0 $$ Duty cycle to command off the fuel pump Must be set to 0 on return style fuel system swaps Duty Cycle 3 0 0 $$ FPUMP_FREQ - Frequency for Fuel Pump This must be set to 60hz for return fuel system swaps using a regular relay. Dual speed pumps such as lightnings/harleys use a 150hz frequency. HZ 3 300.000000 3.500000 0 0 $$ maximum time for fuel pump to be on during engine off and OTM tests. Sec 0 0 $$ Flag to enable returnless fuel adaptive feedforward. 0x01 RF_FF_ADT_TC Time constant used to filter the RFS adaptive feedforward inputs. UNITS: SECONDS sec 3 63.990002 0 0 $$ Switch indicating a source of vehicle speed (VSS or SCP) is present; (not set) 0 -> all vehicle speed calcs come from OSS, (set) 1-> VSS or SCP VS 0x01 NEDROP - Engine RPM to drop before checking for another engine RPM upshift. Units : RPM RPM 0 16383.000000 0 0 $$ set = purge flow test allowed not set = purge flow test not allowed 0x01 CANP_THRES Threshold used with filtering check of VMV - vapor management valve If vapor threshold exceeds this value then P0443 fault code is set. x 3 63.990002 0 0 $$ Purge Flow Sensor Circuit High AD Cnts 0 0 0 $$ IAC_ER_TM2 Calibrated time to indicate an IAC underspeed error. sec 0 0 0 $$ IAC_MON_TM Time in run mode to consider IAC Components Monitored. sec 3 63.990002 0 0 $$ IAC_ER_TM4 Minimum time for IAC driver fault to be present before setting the fault code. Units: SECONDS sec 0 0 0 $$ 1 -> Do IAC output driver test not set = do not do iac output driver test 0x01 IAC_TST_DC Minimum duty cycle for reliable driver over current test (P0511) DC% 5 1.000000 0 0 $$ Engine speed threshold used to define '3rd Gear high engine speed' condition (RPM) RPM 0 7500.000000 2000.000000 0 0 $$ INJ_HOLD Number of pips per cyl. to hold current bit pattern v8 == 48 or 50 v6 = 10 pips/cyl 1 1000.000000 0 0 $$ To avoid possible exhaust valve overtemp condition, this logic allows the injector cutout bit pattern (INJOFF) to be rotated to ensure that all engine valves are equally cooled. RPM 0 8106.000000 0 0 $$ V8 = 255 V6 = 63 INJ0_ON Bit pattern for injector off Injector bits must be in chronological order. Bits 0 65536.000000 0 0 $$ V8 = 119 V6 = 27 INJ2_ON Bit pattern for injector off Injector bits must be in chronological order. Bits 0 65536.000000 0 0 $$ V8 = 117 V6 = 25 INJ3_ON Bit pattern for injector off Injector bits must be in chronological order. Bits 0 65536.000000 0 0 $$ LOW GEAR STAGE 3 REV LIMIT RPM equation is X/4 in older strategies X in last of eec-iv RPM 0 7500.000000 2000.000000 0 0 $$ NEUTRAL GEAR STAGE 3 REV LIMIT RPM X/4 in older strategies RPM 0 7500.000000 2000.000000 0 0 $$ 0x01 0x01 set (1) - Allow Adaptives not set (0) - Disable Adaptives Switch allowing the complete displacement of adaptive fuel and the fuel system monitor . 0x01 Mapped byte of sys_MIL_SW flag bits in the order (0..7):{cat,ccm,purg,sair, !fuel,ego,egr,mis} set to the same as the obdii_tst_sw SW 0 0 0 $$ Mapped byte of sys_TST_SW flag bits !in the order (0..7):{cat,ccm,purg,sair, fuel,ego,egr,mis} Clearing this bit will SET THE READINESS MONITOR but in the process disables the monitor showing it as unsupported. SW 0 1.000000 0 0 $$ set = perform tests not-set = skip tests 0x01 set = perform tests not-set = skip tests 0x04 set = perform tests not-set = skip tests 0x08 set = perform tests not-set = skip tests 0x40 EVPMAX - MAX. EVP READING (OPEN) AD Cnts 0 0 $$ FNMISPCT_97 NAME: Misfire malfunction rate PURPOSE: Maximum allowable misfire rate before malfunction X INPUT: Normalized RPM - FN070MIS Y INPUT: Normalized LOAD - FN034MIS OUTPUT: Misfire malfunction threshold rate Setting to 0.988 will disable misfire thresholds for cat protection. 10 0 0 0 $$ 8 0 0 0 $$ Rate 3 0.000000 1.000000 1 $$ FN1615MIS NAME: ENGINE TORQUE FOR MISFIRE PURPOSE: TORQUE TABLE FOR THE PURPOSE OF MISFIRE MONITOR X INPUT: NORMALIZED ENGINE SPEED IN RPM - FN070MIS Y INPUT: NORMALIZED LOAD - FN034MIS OUTPUT: ENGINE TORQUE (FT-LBS) 10 0 0 0 $$ 8 0 0 0 $$ TQ 0 0.000000 510.000000 1 $$ This function is similar to FN396C in early eec-v OSS 7 0 0 0 $$ xTQ 7 3 1.000000 0 0 $$ FIL_HYST Hysteresis term to prevent spurious exit of Failure Mode stategy. P1270_LVL X 3 0.996000 0 0 $$ DYNAMIC EPC TABLE FOR A 2-1 SHIFT PURPOSE: USED TO DETERMINE TV_DYN X INPUT:NORMALIZED TP_REL_H IN COUNTS - FNX21T Y INPUT:NORMALIZED VSBART_RT IN MPH - FNX21V OUTPUT: TV_DYN (PSI) FNX21T 10 0 0 0 $$ FNX21V 10 0 0 0 $$ PSI 0 0.000000 255.000000 1 $$ -21 psi at high mph and 0 tprel will cause the shift to be extremely soft and not advisable. -15 psi at high mph and 0 tprel will cause the shift to be extremely hard and not advisable. FNX12T 10 0 0 0 $$ FNX12V 10 0 0 0 $$ 0 0.000000 255.000000 1 $$ FNX32T 10 0 0 0 $$ FNX32V 10 0 0 0 $$ 0 0.000000 255.000000 1 $$ FNX23T 10 0 0 0 $$ FNX23V 10 0 0 0 $$ 0 0.000000 255.000000 1 $$ FNX43T 10 0 0 0 $$ FNX43V 10 0 0 0 $$ 0 0.000000 255.000000 1 $$ FNX34T 10 0 0 0 $$ FNX34V 10 0 0 0 $$ 0 0.000000 255.000000 1 $$ 1 0 0 0 $$ 132 0 0 0 $$ 0 0.000000 255.000000 3 $$ 1 0 0 0 $$ 132 0 0 0 $$ 0 0.000000 255.000000 3 $$ RZASA B2 == CRD0 03 marauder - outdated cal don't use RZASA B5 == JHM0 03 marauder 1 knk snsr (CRD1-B) RZASA M5 == JHM1 03 marauder latest update to BMD0 RZASA B6 == CRD1 03 marauder - fixed x-tau error RZASA BS == MAV2 04 marauder 2 knock sensors (better cal) RZASA MA == PDN0 03 marauder w/ Traction - 2006 update RZASA MY == PNK0 04 marauder - 2006 update 10 0 0 0 $$ 1 0 0 0 $$ 0 0.000000 255.000000 4 $$ copy and paste your PATS code from your stock tune to your modified tune to keep PATS active and functional 12 0 0 0 $$ 2 0 0 0 $$ 0 0.000000 255.000000 3 $$ 29 0 0 0 $$ 1 0 0 0 $$ 0 0.000000 255.000000 4 $$ Insert your actual VIN number for OBD-II devices to recognize your specific vehicle on some aftermarket vehicle specific devies such as gauge pods and some scanners 17 0 0 0 $$ 1 0 0 0 $$ 0 0.000000 255.000000 4 $$ patched == 0x2A - VID Block Enabled un-patched == 0xFF - VID Block Disabled Enables VID block for rt axle calculation patched == 0x41 - VID Octane Adjusted un-patched == 0xFF - VID Block Disabled Enables VID block for Octane Adjustment patched = VIN is present in VID Block (0x91) non-patched = VIN is not present (0xFF) 0x32000 0x32000 0x8 0x22000 0x0 0x22000 0x2FFFF 0x10 0x0 0x1 0x22000 0x2FFFF 0x10 0x0 0x1 0x12000 0x19FFF 0x10 0x2 0x1 0x2000 0xFFFF 0x10 0x4 0x1 0x32000 0x3FEFF 0x10 0x6 0x1 0x0 0x7 0x10 0x8 0x0 0x12004 0x12005 0x10 0xA 0x0 0x8 0xB 0x10 0x12004 0x0 0x32000 0x32000 0x8 0x0 0x0 0x32000 0x32000 0x8 0x1 0x0 0x32000 0x32000 0x8 0x2 0x0 0x32000 0x32000 0x8 0x3 0x0 0x32000 0x32000 0x8 0x4 0x0 0x32000 0x32000 0x8 0x5 0x0 0x32000 0x32000 0x8 0x6 0x0 0x32000 0x32000 0x8 0x7 0x0 0x32000 0x32000 0x8 0x8 0x0 0x32000 0x32000 0x8 0x9 0x0 0x32000 0x32000 0x8 0xA 0x0 0x32000 0x32000 0x8 0xB 0x0 0x32061 0x32061 0x8 0x3FFFC 0x0 0x32061 0x32061 0x8 0x3FFFD 0x0 0x3FF80 0x3FFFF 0x10 0x3FFFC 0x1 0x2064 0x2064 0x8 0x3 0x0