A New Class!

We are trying out a new class for 2014 – a 3 day class centered around Nissan vehicles using the Nismotronic product.  The class will feature two days of classroom instruction and one day of hands-on dyno instruction.  The class will be held at J-K Tuning in Carlisle, PA May 23-25, 2014.

Cost

SPECIAL INTRODUCTORY RATE for the class will be $250.   You can pay with any of the methods that we accept on the website (Paypal, Credit Card) in advance or pay cash/money order at the door.  If you’re going to pay at the door, we ask that you purchase the class item from our website and select “Check or Money order” at checkout so we can keep an accurate headcount and reserve your spot.  All of the products that are used for the class will be available for purchase at/after the event at a discount for attendees. You can register for the event here.

Class Overview

Dave Blundell (Moates tech support, NEMU hardware engineer, independent tuner) will be the instructor.   Craig Moates (founder and chief engineer at Moates),  John Kerr (lead Nismotronic developer, tuner) and Dave Dunn (TunerCode developer) will be on hand to assist.

Registration will be limited to 15 people in order to keep the class manageable and give everyone a chance to get involved and ask questions.  There will be a mixture of classroom instruction, live in-car demonstration of logging techniques with street driving and dyno tuning and techniques.  Forced induction and naturally aspirated modifications and tuning will be covered.  We expect lots of discussion and have built time for this into the class schedule.

The class will begin with a day of examining engines and engine management concepts and vocabulary in general.  It will continue with an in-depth look at specifics of the 89-93 S13 and B13 Nissan 4 cylinder vehicles which are the target of the Nismotronic product. (i.e. SR20DET and KA24 powered 240SX, SR20DE powered sentras)  The operation of a stock Nissan ECU will be explored in detail as a foundation for understanding the operation of the system.  Both MAF and speed density tuning with Nismotronic will be covered along with differences between tuning Nismotronic and tuning “pure” factory ECUs.

The class will conclude with a hands-on look at tuning of (at least) two example cars, one high-horsepower blow-through-MAF car and one speed density conversion.  Tips, techniques and approaches for using the system to achieve results will be demonstrated on the dyno.

Schedule of Events

Day 1 (TBA) will focus on general theory of how engines work, how electronic engine management works and general approaches to calibration of engine management systems.  Chances are, if you’ve been tuning cars for five years you probably already know a lot of this stuff but it probably wouldn’t hurt you to sit through it again.  If you’re new to engine management, expect your brain to hurt.  The goal of day one is to help you understand how the many pieces of engines, electronics and sensors that you will be dealing with fit together – the big picture.  Most of this day will NOT deal with Nissan specific terms and methods.  At the end of the day, you should have a strong understanding of spark ignition internal combustion engines, how and why engines make power, be able to name and explain the function of sensors likely to be found on a fuel injected engine and understand the conditions needed for achieving specific goals such as fuel economy, power or keeping and engine in one piece.  If you’ve previously worked with other systems of engine management, you might look at what you already know in a new light.  We would really like you to attend this, even if you think you don’t need to.  If you really want to skip it, contact us before hand.

Day 2 (TBA) will begin by focusing on “pure” Nissan engine management.  This is the foundation on which Nismotronic is built.  After lunch break, we will have a Nismotronic install fest to ensure everyone is up and running with the latest version of the software and drivers.  We will continue with a talk-through of the changes in Nismotronic compared to a “pure” Nissan ECU and then continue with a “walk-through” of a previous tune done with the software in order to demonstrate the use of logging and tuning.

Day 3 (TBA) will focus on hands-on usage of Nismotronic.  We will be demonstrating non-trivial tunes with Nismotronic for both MAF and speed-density vehicles.  Datalogging, tuning and incorporating dyno feedback will be a part of the day’s work.  Students will be encouraged to try their hand at making runs, observing data and making targeted changes in order to achieve a result.

Plan on 8-10 hours of being focused per day.  We’ll typically run on a 9ish-6ish kind of day depending on how things go.  (Local time is Eastern Standard Time – EST)

There will be lunch, snacks and drinks provided.  At previous classes, we had an optional group dinner afterwards that worked out well.  Some of the best discussion ended up coming up over dinner, so we’ll probably try to do that again.

We’ll try to have a good chunk of the curriculum up here on the support site prior to the class for you to review and prepare.

Travel Information

Carlisle, PA is home to many car events.  There are numerous Hotels in the area.  We will update this page with some suggestions.

Other Class Opportunities

Check out the support site for other opportunities to take a class on using Moates products.

Introduction

The 94-95 F and Y bodies are a dramatically different breed of PCM compared to earlier models used by GM.  They are primarily tuned by reflash using the ALDL protocol over the diagnostic port, NOT by programming and replacing chips.  (Although this is possible – they feature two 28F512 PLCC EPROMs)  They speak ALDL for datalogging at 8192 baud.  They are MAP sensor based.  BEWARE: these vehicles came with both the rectangular OBD1 style ALDL connectors AND the D-shaped “OBD2″ connector, depending on their build date.  Make sure you check to see which connector your car has before ordering.  ( more )

Hardware for Tuning

• ALDU1 with CABL1 or CABL2 depending on build date to reprogram ECM and log data
• APU1 AutoPROM with CABL1 or CABL2 All-in-one device works in pass through mode.  Advanced features of the APU1 including emulation and wideband datalogging are not trivially possible on this platform.

Software for Tuning

These computers use the $EE mask.

TunerPro RT + the $EE definitions works for editing bins and datalogging.

TunerCat OBD1 Tuner with the $EE Definition works for editing bins.

TTS Datamaster works for logging data.

TunerCat WinFlash can be used for the actual work of flashing and reading ECMs.

Madtuner.com offer an alternative flash program.

Introduction

The 96-97 F and Y bodies use a unique PCM that is an evolution of the 94-95 ECM but requires unique tools.  They are primarily tuned by reflash using the ALDL protocol over the diagnostic port, NOT by programming and replacing chips.  (Although this is theoretically possible)  They are MAP sensor based.

Hardware for Tuning

• TunerCat OBD2 Tuner with reflash cable

Software for Tuning

The only package capable of tuning these vehicles available from Moates is the TunerCat OBD2 tuner suite with WinFlash.

Alternatives / Discussion

It will cost about $900 to get into the TunerCat OBD2 package.  There are worthwhile alternatives:

• Convert to a 94-95 ECM that is well-supported by TunerCATS OBD1.  This will require an ALDU1+CABL2 combo, TunerCATS OBD1 tuner ($69.95) with a single definition file ($EE – $19.95) ORTunerCats WinFLash and TunerPro RT with the $EE definition, along with a new 94-95 ECM.  This may involve minor wiring changes.  Arguably the most simple and straightforward option.  Preserves all engine sensors, distributor, etc.  This option will work for LTx engines ONLY.  96-97 Vortecs must use another option.
• Convert to a 98+ ECM that is well-supported by EFI Live.  This will involve more substantial wiring changes and a supported 98+ ECM.  This will involve a 24x reluctor conversion kit. (See here for more information.)  This is *NOT EASY OR SIMPLE* but arguably provides the best solution because quality, trusted LSx electronics replace many problematic parts on the earlier engines such as replacing  the Optispark system with coil-near-plug as found on the LSx.

Introduction

These processors use a TFI distributor, sequential injection for up to 8 injectors, MAF air metering and an electronically controlled AOD-E 4 speed automatic transmission or Tremec 5 speed manual.  This EEC-IV system became the blueprint for future Ford systems (EECV and beyond) for years to come.  The 94 Mustang with its CBAZA strategy is arguably the first “modern” Ford processor, at least in the sense that the same thinking and algorithms for fueling, spark and transmission control are used to the present day.  Initially hindered by a lack of datalogging capabilities, this platform has been able to truly shine with the help of Moates tuning tools.

Hardware for Tuning

• QuarterHorse – integrated device brings unique functionality to the table.  It is a “chip on steroids” that allows you to make changes while the vehicle is running and (with supporting software) log live data from the vehicle.
• F3 – simple chip module that can store one or two tunes and switch between them while vehicle is running.  Requires Jaybird programmer or BURN2+FA.
• F8 – fancy chip module that can store eight tunes and switch between them while vehicle is running.   Can also be programmed while installed – no need to remove chip to reprogram it.  Requires Destiny programmer
• BURN2 + FA + FE – generic chip programmer with Ford adapter (FA) and ECM interface (FE) that can be used to read the current program from EECIV and EECV ECMs on the bench.

Software for Tuning

CBAZA is the strategy used by 94-95 V8 Mustangs, both automatic and manual transmission.  Base bin files from stock vehicles can be downloaded with tuning software so it is not critical to read your own ECM.  Most definitions support full transmission control in addition to allowing engine parameters to be modified.  This is a very common, established, well supported application.  Any of the three tuning softwares that we sell will work for this application.  Any tunes developed using a QuarterHorse can be programmed to F3/F8 chips for long term use.

• Binary Editor 2012 is a Ford-specific graphically oriented tuning software that supports many EEC-IV and EEC-V processors.  The CBAZA strategy has full editing and logging support using the QuarterHorse.  There are both free and pay versions of the CBAZA strategy.
• TunerPro RT is a universal tuning software that supports the CBAZA strategy with full QuarterHorse editing and logging using the definitions on this site.
• EEC Editor is a Ford-specific tuning software that supports the CBAZA strategy with full QuarterHorse editing and logging.

Recommended Combos

Just want to know what to buy?  All of these will be valid combos that will allow you to tune a vehicle effectively.

(Ford Dealer Kit)

(QuarterHorse AND Jaybird AND F3 AND Binary Editor 2012 AND Innovate MTX wideband AND Keyspan USB->Serial)

(QuarterHorse AND Jaybird AND F3 AND TunerPro RT AND Innovate MTX wideband)

Introduction

These processors use EDIS coil packs backed by a 36-1 crank trigger wheel, sequential injection for up to 8 injectors, MAF air metering and an electronically controlled 4R70W 4 speed automatic transmission or Tremec 5 speed manual.  These mod motor ECMs speak the standard OBD2 which opens up options for logging using a standard scantool over the diagnostic port.  The CDAN4 strategy used by these processors was used to run almost all RWD engines offered by Ford in 1996 and 1997 – 3.8L V6 in Thunderbird and mustang base model, 4.6L 2V V8 in Mustang GT, Town car, grand marquis, thunderbird, 4.6L 4V in Mustang Cobra.

Hardware for Tuning

• QuarterHorse – integrated device brings unique functionality to the table.  It is a “chip on steroids” that allows you to make changes while the vehicle is running and (with supporting software) log live data from the vehicle.
• F3 – simple chip module that can store one or two tunes and switch between them while vehicle is running.  Requires Jaybird programmer or BURN2+FA.
• F8 – fancy chip module that can store eight tunes and switch between them while vehicle is running.   Can also be programmed while installed – no need to remove chip to reprogram it.  Requires Destiny programmer
• BURN2 + FA + FE – generic chip programmer with Ford adapter (FA) and ECM interface (FE) that can be used to read the current program from EECIV and EECV ECMs on the bench.

Software for Tuning

The CDAN4 strategy is very common in 96-97 vehicles as it is used on almost all of the RWD platform, both automatic and manual transmission.  Many base bin files for stock vehicles can be downloaded with tuning software, but there are a lot of applications where bin files are not available.  Plan on using the QuarterHorse or BURN2+FA+FE to read your own ECM.  Any of the three tuning softwares that we sell will work for this application.  Any tunes developed using a QuarterHorse can be programmed to F3/F8 chips for long term use.  Definitions for this platform vary in quality a TON!!!  Some support full automatic transmission control in addition to allowing engine parameters to be modified.  Some barely have the basics of engine operation.

• Binary Editor 2012 ($100 – $171 available from Moates.net) is a Ford-specific graphically oriented tuning software that supports many EEC-IV and EEC-V processors.  There are several definition options for BE2012:
  • Core Tuning Premium Definition ($195 available through Moates.net) – comprehensive definition with editing of engine and transmission parameters and full datalogging with QH.
  • Dex’s definition ($25 email sailorbob@uk2.net) – I haven’t seen this in order to review it, although Dex’s stuff is generally very, very good.
• EEC Analyzer ($50 available from Moates.net) is an optional companion program to Binary Editor to assist with analyzing data and automating tuning tasks.
• TunerPro RT ($30 / free available from Moates.net) is a universal tuning software that supports the CDAN4 strategy editing using definitions available on TunerPro’s website. 
  • The available definition does NOT have datalogging support.  Comprehensiveness questionable.
• EEC Editor ($30 / $35 available from Moates.net) is a Ford-specific tuning software that supports the CDAN4 strategy with full QuarterHorse editing and logging.  
  • Datalogging and editing definitions available.  Completeness unknown.

Recommended Combos

Just want to know what to buy?  All of these will be valid combos that will allow you to tune a vehicle effectively.

(Ford Dealer Kit + Core Tuning Commercial Tuning Package)

(QuarterHorse AND Jaybird AND F3 AND Binary Editor 2012 WITH Dongle AND Core Tuning Premium Definition AND Innovate MTX wideband AND Keyspan USB->Serial)

(QuarterHorse AND Jaybird AND F3 AND Binary Editor 2012 AND Dex Definition AND Innovate MTX wideband AND Keyspan USB->Serial)

(Jaybird AND F3 AND TunerPro RT)

Introduction

OBD1 BMWs are an example of how our products get used for applications that we never intended.  Many of our tools are “generic” chip burning and emulation tools that target a type (or types) of EPROMs and will work with just about any computer that uses the same kind of chip.  Most of these BMW ECUs use either 27C32, 27C256 or 27C512 EPROMs.  These ECUs can be tuned using the same tools that we originally intended for GMs ( G2 0.6″ chip adapter, BURN2, SST27SF512 chip, Ostrich 2.0).  At some point, TunerPro definitions became available for these computers, which opened things up for enthusiasts to more easily tune them.  Someone figured out that the address trace feature of the Ostrich2 could be a useful tool for tuning these vehicles.  And here we are…

Loosely speaking, this range of ECU appears to be in the 1985-1995 range.

Disclaimer

We don’t know much about these applications.  We noticed that a lot of people were using our tools for these vehicles and asked enough questions to figure out what was going on and where the necessary software was coming from.  We aren’t going to be able to give you any help tuning these ECUs.  We aren’t going to be able to give you much help with definitions.  We don’t have any contacts or secrets to help you.  The expertise and recommendations we can give are very much limited to publicly available tools you could probably find yourself with a little creative use of search engines.

What You Need

Hardware-wise, these ECUs use standard EPROMs.  Most that I’ve seen have a socketed EPROM, meaning that you can remove the chip without having to desolder it from the board.

• Most early ECUs have 27C32 or 27C64 EPROMs which are 24 pin.
  • Most of our tools are intended for 28 pin EPROMs.  We do not sell tools to erase or reprogram 24 pin chips.
  • To use any of our chip programming tools, you will need to desolder the factory socket and solder in a G2 0.6″ chip adapter, at which point you will be able to use 28 pin chips like the 27SF512
  • You can use the Ostrich2 emulator.  The Ostrich supports native 24 pin operation (with 4 pins of its cable hanging off) and also works with a G2.  You may be able to get away with using the EMUC2806 (6″ cable) instead of the 18″ we normally supply or the SocketBooster 1.0 can be used to ensure reliable operation.
• Most later ECUs have 27C256 or 27C512 EPROMs which are 28 pin.
  • Most of these ECUs are socketed.  You can remove the factory EPROM and replace it with the 27SF512 we sell using the BURN2 to program it.
  • These ECUs are a direct-fit for the Ostrich2
• We do NOT offer any tools for datalogging on these ECUs.  A very limited amount of data can be gathered using the “trace” feature of the Ostrich2, which lets you see which data in a ROM is being actively accessed.  There is NO history or logging of trace, only immediate feedback.

Software-wise, we are only aware of TunerPro RT being used with these ECUs.  TunerPro RT supports the BURN2 and Ostrich2 hardware natively.  TunerPro does NOT work with all vehicles.  You should consult the TunerPro Definitions page to see if an XDF exists for your particular ECU before purchasing any hardware.  We will not be able to help make a definition for your ECU if one does not already exist.

Introduction

If you purchase Binary Editor 2012 with a dongle from us, it will come pre-activated for Binary Editor and the Innovate Wideband logger.  If you purchased EEC Analyzer, you will need to gather and send some information to Binary Editor’s author so an update can be issued for your dongle.

Procedure

1.  Fire up Binary Editor 2012 with your dongle connected.
2. Look at the top of the screen.  It should say “Registered to Moates 1234″
3. Fire an email to techsupport@eecanalyzer.net :

“This is John User.  My dongle number is Moates 1234.  Please send me a dongle update for EEC Analyzer that I purchased through Moates.  Thanks!”

Introduction

Starting around 1992, GM started putting the newer electronically controlled 4L60E and 4L80E transmissions in their trucks.  Along with the electronically controlled transmissions came new ECMs that speak ALDL at 8192 baud and have removable “memcals” – 16197427, 16196395, 16156930, 16168625.  These ECMs are largely interchangeable – as a rule of thumb, any of the 4 hardware boxes ( 16197427, 16196395, 16156930, 16168625 ) can run any of the 4 main masks ( $0D, $0E, $31 or $E6 ) BUT you will have issues using a V6 memcal for a V8 application or vise versa.  Your memcal MUST be from a vehicle that has the same number of cylinders as the engine you are trying to run.

Hardware for Tuning

• G1 Chip adapter and C2 27SF512 chip required to reprogram ECM
• BURN2 Chip Programmer programs 27SF512 chips
• ALDU1 with CABL1 required for datalogging
• Ostrich2 required for real time tuning
• APU1 AutoPROM All-in-one device works great, taking the place of BURN2, ALDU1+CABL1 and Ostrich2

Software for Tuning

These computers use the $0D, $0E, $31 or $E6 masks from the factory.  The $0D and $E6 are generally found on 4L60E trucks.  The $31 and $0E are generally found on 4L80E equipped trucks.

TunerPro RT + the $0D, $0E, $31 or $E6 definitions works for editing and datalogging.  (this is the recommended software.  It is included with the AutoProm)

TunerCat OBD1 tuner with the appropriate definition works for editing.

TTS Datamaster with the appropriate definition works for datalogging.

Recommended Hardware to Buy

1. G1 + BURN2 + C2 = most basic
2. G1 + BURN2 + C2 + ALDU1 w/ CABL1 = basic with logging capabilities
3. G1 + APU1 = Chip tune / realtime tune / datalog – full capabilities
4. G1 + APU1 + MTX-L = full capabilites with wideband logging

Introduction

The 1993 Camaro / Corvette LT1 PCM 16159278 is an oddball.  It was not used before or since.  The $DA2 mask was used in Y-body Corvettes and the $DA3 mask was used in F-body Camaro/Firebirds.

Hardware for Tuning

• G1 Chip adapter and C2 27SF512 chip required to reprogram ECM
• BURN2 Chip Programmer programs 27SF512 chips
• ALDU1 with CABL1 required for datalogging
• Ostrich2 required for real time tuning
• APU1 AutoPROM All-in-one device works great, taking the place of BURN2, ALDU1+CABL1 and Ostrich2

Software for Tuning

These computers use the $DA2 or DA3 masks from the factory.  The $DA2 mask was used in Y-body Corvettes and the $DA3 mask was used in F-body Camaro/Firebirds.

TunerPro RT + the $DA2 or $DA3 definitions works for editing and datalogging.  (this is the recommended software.  It is included with the AutoProm)

TunerCat OBD1 tuner with the appropriate definition works for editing.

TTS Datamaster with the appropriate definition works for datalogging.

Recommended Hardware to Buy

1. G1 + BURN2 + C2 = most basic
2. G1 + BURN2 + C2 + ALDU1 w/ CABL1 = basic with logging capabilities
3. G1 + APU1 = Chip tune / realtime tune / datalog – full capabilities
4. G1 + APU1 + MTX-L = full capabilites with wideband logging

Introduction

Lately, we’ve been having a lot more trouble with Credit Card verification.  We’re not sure whether this is because there are more people trying to do fraudulent things (in which case, this would be good trouble) or whether it is because legitimate customers are having trouble getting their cards verified.  While sometimes inconvenient, please understand that credit card verification schemes exist to protect you from fraud.

How Credit Card Processing Works at Moates

1. When you click “Submit” on the website to send us your order, your computer sends your information to us over an encrypted connection.
2. Our website sends the information you have sent to our merchant service to AUTHORIZE (or pre-auth) your card.  (Important: your credit card information exists on our servers long enough to receive it and transmit it to our Merchant Service.  We do NOT log, store or otherwise keep a record of credit cards in any shape or form.)
3. The Merchant Service checks your CARD NUMBER, EXPIRATION DATE, BILLING ADDRESS and CVV2 / VERIFICATION CODE versus the information that the card issuer has on file.  
4. If the information provided by you matches the information on file, the merchant service proceeds to place a PRE-AUTHORIZATION (hold) on the card for the amount requested.
5. This PRE-AUTHORIZATION is not an actual charge. This simply places a hold on funds in order to cover a real transaction, should it actually happen. On many online banking sites, these show up as a “Pending charge.”
6. As part of the process of picking your order, packing it and shipping it out we also complete the PRE-AUTHORIZATION, turning it into a CHARGE.  Bottom line: until a human being manually completes the order, we do not receive any of your money.
7. Authorizations that are not completed into transactions will generally go away on their own in 24-72 hours.  We do NOT have control over the speed at which authorizations fall off your card – this is controlled by your card issuing authority, not us.  We can’t remove an authorization from your card – we can only affect CHARGES
   

My Card Didn’t Verify?  What Can I do?

1. DO NOT KEEP SUBMITTING THE SAME ORDER OVER AND OVER.  If it didn’t work once, it’s not going to work a second time unless you fix the issue.  If you keep submitting an order repeatedly without changing anything, you are likely to create lots of bogus pending charges/pre-auths on your card.
2. DOUBLE CHECK YOUR BILLING ADDRESS!!!  The most common issue with cards being declined is the billing address information not matching what your card issuer has on file.  In most cases, we can ship to a different address but we MUST have your correct billing address in order to process the order
3. DOUBLE CHECK YOUR CVV2 CODE!!!  The second most common issue with card verification is an incorrect CVV2 code, which is the 3 or 4 digit code on the back of the card.  Your card will not process without this information.
4. DOUBLE CHECK YOUR CARD NUMBER AND EXPIRATION!!!  Your card will not process unless this data is correct.
5. USE PAYPAL.  If you have PayPal, you can use it to pay.  PayPal often can use your card for payment even when we have issues with it because of the more involved verification procedure that is required to get an account.
6. HAVE US CONTACT YOU.  If you are 100% convinced that your card information is correct and PayPal is not an option for you, call or email us and we can look into things further for you.
   

Introduction / Identification

Ports and Connectivity

Software Support

As of 5/5/2014 software support is as follows:

Neptune: Full emulation+data+onboard (stable)
ecTune: Emulation+data (stable)
Crome: Emulation+data (some versions)

Please note that each Demon has a serial number – NepTune and eCtune both license a single copy of the software to a single Demon.  The exact procedure for this is different for each software package.

Datalogging Memory

Demon II units have 4Mbyte (32Mbit) memory.  This is enough for several hours of logging at full speed on all channels, with compression turned on.

Switching Between Software

You can now more easily switch among the different applications using our Config Utility for resetting the state of your Demon.

Indicator Lights

Light behavior on the Demon II is the same as the 1.9+ Demon firmware.

The red LED serves as a hardware status indicator and/or busy light.

• Red light on solid = not receiving power from the ECU: physical connection issue to ECU
• Red LED will blink when logging packets are being captured

The green LED is more of a data packet and status indicator light.  It typically behaves as follows:

• Solid green light when the Demon is powered on and all systems are go but no packets are being received
• Green light is off when the device is busy OR Demon is powered off
• Fast green blinks mean the Demon is receiving good datalogging packets from the ECU.

Troubleshooting:

• Red light onwith USB plugged in means the Demon is NOT receiving power from the ECU.
  • You will only see this condition when the Demon is being powered by USB
  • Check 28 pin socket bridge pins and connection
  • Check ECU CN2 – 4 pin port connection.  This is REQUIRED for proper Demon operation
• Green light off means no power to ECU.  Red on / green off is expected with no power.
• No lights at all when USB is plugged in generally is a fault condition.
  • Try removing the Demon from the ECU.  If the Red light comes on, check the chipping job and physical connections between the Demon and the ECU

Introduction

Before you read this, you should already have read the articles on Injector Theory and Speed-Density.  This article will not make much sense without the background information in those articles.

First, vocabulary:

• ECM, ECU, Engine computer : used interchangeably to mean the computer operating the fuel injectors and running the engine
• RPM : Revolutions Per Minute – how fast the motor is spinning
• MAP : Manifold Absolute Pressure – (usually) the pressure of air entering the motor
• ECT : Engine Coolant Temperature sensor – sensor used to measure the temperature of coolant circulating through a motor.  Sometimes called different things by different manufacturers.  I will use ECT here
• IAT : Intake Air Temperature sensor – sensor used to measure the temperature of air entering the motor.  Sometimes called different things by different manufacturers.  I will use IAT here.
• Displacement : the volume swept by a piston descending from the top to the bottom of the cylinder bore.  More here.
• AFR : Air Fuel Ratio – the ratio of air to fuel present in a combustible mixture.  Usually stated as a ratio, i.e. 14.7:1 for the stoichiometric AFR for gasoline.  Stoichiometric AFR varies from fuel to fuel.
• Lambda : similar to AFR, except usually expressed as a number where 1.0 represents a stoichiometric mixture for all fuels.  Lambda and AFR are the same concept expressed in different units.
• Stoichiometric : a mixture containing the precise amount of oxidants required for complete combustion of all fuel present.  See here or here for more information on chemistry involved.
• Ideal Gas Law : PV= nRT (Pressure times Volume equals moles of gas times ideal gas constant times temperature)  More to be read about this here.
• Moles : a measure of how many atoms are present.  See here.
• Induction stoke :  the part of a 4-stroke engine’s cycle in which air is drawn into the cylinder by the piston.  See here for more information if you are not familiar with a 4 stroke engine’s operation.

Many ECMs (particularly older ones) use extremely slow processors to run an engine, especially by today’s standards.  In addition to doing all the math required by Speed-Density to calculate airflow, the processor often has many other extremely timing or IO-intensive tasks, such as processing crank and cam sensor inputs, firing spark plugs and firing injectors.  Additionally, most of these processors lacked floating-point units (short explanation: pieces of a chip that understand what fractions and decimals are) limiting their ability to accurately represent a model that involved lots of numbers with a fractional component.   Bottom line: engineers had to come up with ways to simplify and speed up the math involved in speed density in order to get older, slower, cheap microcontrollers to be able to run an engine.

Obviously, different manufacturers implement things differently.  In the remainder of this article, we are going to explore briefly how Honda and GM simplified the ideal speed density system to make it more practical to implement on cheap hardware.

GM: Base Pulse Width (BPW)

Ideally, n = PV /RT and then injector pulse = n / injector flow constant

GM introduce the concept of “Base Pulse Width” or BPW to reduce the “V” and “R” terms.  Basically, the BPW is how long the injectors need to be open in order to fill cylinders at 100% volumetric efficiency at a standardized temperature.  The BPW is then multiplied by the Volumetric Efficiency table (which is no longer a VE table in the ideal sense of the word) to determine fueling at different load and RPM conditions.  This is then modified further by coolant and intake air correction tables to account for temperature.  This cuts the number of math operations more or less in half.  The idea behind Speed-Density is being applied in a way that is less math-intensive.

Honda: Required Fuel Value (ReqFuel)

Ideally, n = PV /RT and then injector pulse = n / injector flow constant

Honda took a different approach to the problem of simplifying Speed-Density.  Basically, the MAP sensor and RPM values measured by the ECU are used to index a LUT that contains (more or less) a desired fueling value.  Looking at the math above, Honda essentially pulls the final desired injector pulse (n / injector flow constant) out of a table.  This required fueling value is then scaled by various tables indexed by ECT and IAT which attempt to correct for variations in air temperature.  Honda reduces about half a dozen math operations to one table lookup and a couple of additional easy math operations.  Again, the principles of Speed-Density are being applied in a non-ideal way that attempts to capture what is going on in a way that is fast to implement on slow chips.

Introduction

Early Fox Body Mustangs used a speed-density metering system from 1986-1988.  Uses TFI distributor, 8 injectors, speed-density metering.  This EEC-IV system isn’t as well-supported as the MAF cars that followed but tools are available.

Hardware for Tuning

• QuarterHorse – integrated device brings unique functionality to the table.  It is a “chip on steroids” that allows you to make changes while the vehicle is running and (with supporting software) log live data from the vehicle.
• F3 – simple chip module that can store one or two tunes and switch between them while vehicle is running.  Requires Jaybird programmer or BURN2+FA.
• F8 – fancy chip module that can store eight tunes and switch between them while vehicle is running.   Can also be programmed while installed – no need to remove chip to reprogram it.  Requires Destiny programmer
• BURN2 + FA + FE – generic chip programmer with Ford adapter (FA) and ECM interface (FE) that can be used to read the current program from EECIV and EECV ECMs on the bench.

Software for Tuning

Although several different strategies (or “operating systems”) were used on this generation of computer, all of them are capable of using the GUFB (i.e. A9L) code.  This can be downloaded with tuning software so it is not critical to read your own ECM.  This is a very common, well supported application.  Any of the three tuning softwares that we sell will work for this application.  Any tunes developed using a QuarterHorse can be programmed to F3/F8 chips for long term use

• Binary Editor 2012 ($100 – $171 available from Moates.net) is a Ford-specific graphically oriented tuning software that supports many EEC-IV and EEC-V processors.  There are several options for BE2012:
  • Free built-in definitions for BE2012 come with the software.  They’re reasonably complete and work really well.  Support DA1, DA2, etc.
  • Core Tuning definition ($195 available through Coretuning.Net) – uses same standards for organization as other Core Tuning defs, very complete.
  • EEC Analyzer ($50 available from Moates.net) is an optional companion program to Binary Editor to assist with analyzing data and automating tuning tasks.
• TunerPro RT ($30 / free available from Moates.net) is a universal tuning software that supports the GUFB strategy editing using definitions available on TunerPro’s website.
• EEC Editor ($20 or $45 / available from Moates.net) has basic support for the DA1,DA2 mustang ECMs.

Introduction

Calibrated MAFs are something you are almost guaranteed to run into sooner or later tuning EECIV Fords.  Although largely an artifact of yesteryear when tuning tools were not available, “calibrated” MAFs will work just as well as any other if you understand them.  Few of the websites out there will really give you the information you need to use them effectively in current golden age of EECIV tuning.

How They Work

The factory ECM has a table that tells the computer that it has a certain amount of air when there is a particular MAF voltage.  (i.e. “MAF Transfer Function”)  The computer also has a configuration for a set of injectors. (i.e. “high slope / low slope / breakpoint / offset”)  The factory ECM is going to deliver a certain amount of fuel based on the size of the injectors, MAF transfer and amount of air / voltage coming from the MAF.

So pretend for a moment that the ECM is off limits.  You can’t do anything with the MAF transfer function or any of the internal configuration.  But you need to be able to support a larger engine that makes more power than factory 19# injectors can support.  So you install 24# injectors that flow more fuel.  Paired with a stock MAF, 24# injectors are going to make the car run really rich!  Mass air flow (output from MAF transfer) x injector slopes get’s you pulsewidth, pulsewidth determines fuel flow.  You can’t change anything on the computer in this game, so what do you do to fix fueling?

Enter the calibrated MAF.

Say you start with a system that uses 19# injectors and you have installed 24# injectors.  Your injectors flow roughly (24# / 19#) or 1.26 times too much fuel.  What’s the other side of the fueling equation?  Airflow.  If you can make the MAF output 1.26 times LESS air, the net amount of fuel will be about the same as when you have a factory MAF and factory injectors.  “Calibrated MAFs” diddle with the voltage->airflow output of the MAF in order to try and make a factory ECM provide the correct amount of fueling without needing any of its program being altered.  Essentially, hardware modifications to the sampling tube and electrical tweaks are used to produce a specifically reshaped output to fool the ECM into somewhat behaving.

So What Does This Mean?

There is an unintended consequence to using a “Calibrated MAF” setup.  In addition to being used for fueling, the MAF is also used to calculate timing at part throttle.  Less air means less Load.  Less Load generally means more timing at part throttle.  Fortunately, the WOT timing model of factory fox body cars removes most of the danger inherent with changing Load values without changing the rest of the tune.   It’s an imperfect system, at best.  There are generally errors here and there in the airflow curve.  Hopefully, they’re small enough to be corrected by O2 sensors.  Remember, this whole matching calibrated MAF thing dates to when there weren’t tuning options commonly available.

In the golden age of EECIV tuning ushered in by the QuarterHorse, you can make effective changes to the calibration on the ECM, removing the need for MAFs to be “Calibrated” in hardware.  Instead, the quality of MAF calibration will depend on how closely the values you have programmed in the MAF transfer function match the actual airflow values required to produce given voltages.  Being able to independently change the MAF transfer function and injector configuration using our tools removes the need for the “calibration” to be done in hardware and instead lets you do it in software by tuning the vehicle and modifying its calibration.

Bottom line: when tuning with a QuarterHorse, the flow test or flow sheet from the MAF is 100x more important than the MAF being “calibrated” for whatever injectors are being used.  The MAF and injectors can be independently calibrated in tuning software.

References

C+L on Calibrated MAFs

Need more refs…

Introduction

On some vehicles, the QH doesn’t work well due to an excessive amount of electrical noise or ground potential differences.  In these cases, the optoisolator module we sell provides electrical isolation between your laptop and the QuarterHorse.  While not a solution to electrical noise issues on the vehicle, it certainly can help.

The main workflow change that this creates is a need to have the QH powered on whenever communicating using the opto cable.  If you need to load a base tune on the bench, you can still plug in to the USB cable directly but you will not have any isolation.  Then again, you shouldn’t need it on the bench.  Please don’t try to have both the Optoisolator interface and the standard USB interface plugged in at once.  It shouldn’t break anything, but it also shouldn’t work.

Install

In order to use the optoisolator interface with the QH, you must solder a 4 pin right angle latching header.  You should have received one with the optoisolator kit.  Email us if you require extra latching pin headers.

First, place the pin header in the QH, oriented as shown here:

QH header from top

Viewed from the bottom:

QH header from bottom

Next up, solder the 4 pins.

View of completed QH with header for Optoisolator module:

QH with header installed

Once the header is installed, simply connect the supplied 4 pin latching header between the QH and the optoisolator module.  Plug the USB end of the optoisolator module in your laptop and get back to tuning.  The isolator module uses the same USB drivers as the QH.

Introduction

The 84-87 Grand National was a unique car available in limited production. These vehicles featured sequential injection, distributorless ignition systems and other groundbreaking features. A combination of unusual and off the shelf ECMs/electronic components make for some unique needs.

These vehicles used two ECMs. 84-85 vehicles came equipped with the 1226459 and 86-87 vehicles came equipped with the 1227148.  These ECMs were used in a very select few other V6 vehicles of this generation with different programming for non-turbo applications.  It is possible to swap the 86-87 computers into the earlier vehicles.  Datalogging is improved with the later computers.

The Grand Nationals have a cult following.  There is a lot of information to be found in general on www.gnttype.org and the chips/ECMs are covered especially here.

Hardware Required for Tuning

• The “early” 84-85 1226459 use the G2 *** 0.6″ *** Chip adapter
• The “late” 86-87 1227148 use the G2 *** 0.45″ *** Chip adapter
• To reprogram the ECM, both adapters accept a 28 pin EPROM like the C2 27SF512 chip.
• WARNING: This is NOT plug and play!  Desoldering factory chip is required and soldering install for G2 adapter.  (view install)  Order the “Install Service” and send us your ECM if you’re not comfortable with soldering work.
• After a chip adapter is installed, our “standard” OBD1 GM tools can be used:
  • BURN2 chip programmer programs chips
  • ALDU1+CABL1 cable allows laptop to log data with appropriate software
  • Ostrich 2 with SocketBooster allows real time tuning while vehicle is running
  • APU1 / AutoProm programs chips, logs data and allows realtime programming in one unit along with optional wideband logging.
  • TunerPro RT can be used with the $1D (84-85) or $31T /1227148Turbo (86-87) definitions for editing and logging

Introduction: Firmware Update

There has been one major firmware upgrade for the QuarterHorse.  There is minimal impact for EECIV users (i.e. Foxbody, 94-95 GT) but EECV users will see a much bigger difference.

What changed?

• EECV 2 bank operation completely changed (affects 96-98 vehicles ONLY)
• Fix to data presentation and corruption during large numbers of incremental updates in low memory pages and program switching (affects EECIV in select modes in Binary Editor ONLY)
• Added support for reading ECMs (All vehicles)

How to Tell If Your Unit Has Been Updated

The easiest thing to do is try and read a PCM, particularly if you already have a stock program read from it to compare to.  If the read operation succeeds, you have 1.6 or newer firmware.  If the read operation fails or does weird stuff, you probably should look into the firmware upgrade.

Upgrading Firmware

Unfortunately, QuarterHorse firmware CANNOT be upgraded in the field.  You can contact support to arrange for an upgrade.  All units with older firmware are encouraged to upgrade, but in many cases (single bank EECIV, for instance) there will be little if any impact to daily use.

Shops and Resellers:

If you are interested in purchasing Moates.Net products in bulk, or would like to be a reseller of our products, the following discount structure is available to you:

10% off for 10 – 19 pieces more of a given item
15% off for 20 – 49
20% off for 50 – 99 and
25% off for 100+ units

NOTE!
This discount can be applied retroactively as well for a 12 month rolling total. For instance, if you buy 5 units at regular price of $20 each and then later on purchase 6 more units in a 12 month period at $20 each, then a discount will be applied to the total so you’ll get a partial refund of 10% on all 11 units, or $22.

Furthermore, if you subsequently purchase 12 more units, you will be eligible for the 15% price break on all 23 units, giving you an additional $47 off. The total net discount on ALL same items purchased in a 12 month rolling period would effectively be 15%. We chose a 12 month rolling time period instead of a calendar year so you won’t lose your discount if you buy in December and then more in January.

This may seem confusing, and it does add to order processing complexity on our side. However, it is designed to lower the risk level for entry-level shops and resellers. You don’t need a big buy-in, since the retroactive discount structure takes care of you!

This discount structure is not valid for small incremental orders (one part here, one part there), and does not apply to individual drop shipments. Instead, it is limited to quantity orders of 3 or more pieces at a time going to the same destination. So if you buy 3 units and 8 units, then you get the 10% discount on all 11. If you then buy 1 separate unit separately, the 1 separate unit doesn’t get the discount and doesn’t count toward the total accumulation for bulk retroactive discount.The reason for this is that the 1 piece at a time approach still requires all of the administrative order processing burden on our side, and part of the reason for bulk discounts is that it is easier for us to ship quantities of units than shipping them individually.

Group buys:

Pre-arranged group buys are available. The same normal discount structure as described for bulk discounts applies based on the number of participants, but the minimum individual order quantity of 3 isn’t required.

Any purchase made on the website or over the phone under a group buy situation should be CLEARY INDICATED, preferably in the comments section of the order. That way we know what to do with it.

For example, one group buy coordinator will contact us ahead of time and initiate the group buy period (up to two weeks in duration). We will agree on the close-out date for the group purchase.

If the coordinator wants to have all of the units shipped to them and then distribute them to the individual purchasers, then it will be handled no differently than a standard bulk discount situation.

If the buyers decide to pay for the units individually at our webstore and have them shipped separately to each buyer, then that is also fine. In this case, full price will be charged initially. At the close of the group buy, a discount will be applied as a partial refund to each participant separately.

The total discount will depend on the total number of participants. So for 10-19 it’d be 10% and for 20-49 it’ll be 15%. We usually don’t know how many participants are involved until the close of the group buy period, so that’s why the partial refund / discount is delayed until that time.

Hope this helps!

Cloning Ford ECMs

You can use our tools to “clone” a 1986 – 2004 Ford ECM, without needing any definitions or tuning software.

There are a few caveats:
1. ECUs must have the same hardware ID. You can’t mix and match tunes from different hardware IDs without having unpredictable (i.e. FAIL) results most of the time.
2. Our chips do NOT touch the VID block. Things like PATS codes, tire size, rear end differential configuration, blah blah blah are stored in the VID block. The tune and calibration may change but the original VID block items will NOT and you will have to either otherwise program these or change tune configuration to override/ignore them.

What You Would Need

BURN2 (programmer), FA (chip interface), FE (reader), F3 (one F3 for each ECM) *OR* QuarterHorse(reader), Jaybird(programmer), F3 (one for each ECM)

Be aware that reading ECMs will require the ECM to be powered on when using a QuarterHorse(always).   The BURN2 can sometimes provide enough power on the bench to read without issues.

The Flash n Burn software that is available on our website would be the weapon of choice for this.

Addresses to read/write: 0x030000 to 0x03FFFF for EECIV, 0000000 to 003FFFF for EECV

Introduction

The 93-95 VR Commodores  use several different ECMs that fortunately use the same tools for tuning.  These ECMs feature electronically controlled automatic transmissions ( 4L60E ) as well as engine control.

Hardware Required for Tuning

• G1 Chip adapter and C2 27SF512 chip required to reprogram ECM
• BURN2 Chip Programmer programs 27SF512 chips
• ALDU1 with CABL1 required for datalogging
• Ostrich2 required for real time tuning
• APU1 AutoPROM All-in-one device works great, taking the place of BURN2, ALDU1+CABL1 and Ostrich2

Software Required for Tuning

These computers use the $11 mask for automatic transmission vehicles or $12 mask for manual transmissions.  $2A is also seen for LPG and $3D for Holden HSV.

TunerPro RT has editing definitions on the website.

 PCMHacking.net appears to have datalogging definitions for TunerPro RT.

TunerCat OBD1 tuner has editing definitions available.