Introduction to Tuning

Preface: This paper is an introduction to the mechanics of tuning. It covers how to make changes to the tune along with implementing these changes in the EBL Flash ECM. What it does not do is to tell you what changes to make and why. The EBL Flash system allows the user to easily make changes to the tune and try them out. Although similar to the ODB1 GM systems there are differences. When tuning ECM's the calibration parameters are in a file that is sometimes referred to as a BIN. The term BIN being short for binary. Since the calibration data is in a binary format an editor is required for us, the tuner, to see the data in a format that we can understand. For the editor to display the data in a format we can understand a definition file is required. The formats of these definition files can vary according to the editor being used. Some editors along with the type of definition file used: Promedit and WinBIN use an ECU definition file Tuner Pro uses an XDF definition file. Can also import ECU definition files Note that both an ECU and an XDF file are supplied with the EBL systems. Along with a document that describes the calibration parameters available to the user.

The TunerPro Editor:

Once TunerPro has been installed the opening screen will look like the following picture. Note that there is no BIN or XDF selected. See the following splash display for the link to download TunerPro.

The first thing to do is to read in the XDF file. To do this click on the XDF entry of the menu bar and then Select XDF... Navigate to the folder with the EBL files and click on the EBL_24.XDF entry (note that the "24" will be a number that will vary according to the xdf file version).

The left side panes will now have information in them. Then select the calibration file (BIN) to edit. Again navigate to the folder with the calibration files and select the one you want to edit.

Editing Calibration Parameters:

Once the XDF and BIN (calibration file) have been opened in TunerPro tuning may begin. To edit an item in the calibration double click on the entry. This picture shows that the SA - Main Table entry was selected. TunerPro will display the contents of that table. You can move around the table entries with either a click of the mouse, or by using the arrow keys. Then type in a new value. Once the desired changes have been made click on the Save button, then also save the BIN (File->Save Bin). When changes have been made and the BIN has not yet been saved, an asterisk (*) will be displayed next to the file name on the title bar. This is a reminder that there are changes that have not been saved. Note that if you made changes and don't want them saved, click on the Cancel button.

Clicking on the View Graph button will bring up a graphical display of the table. In this picture a single point within the graph was then clicked on with the mouse. This is the point with the ball on it. You can also click and hold a point and drag the value higher or lower.

A few more tips about using the graphs:

You can select multiple points by holding the Ctrl key down and clicking on each point Multiple points can be selected by clicking, holding, then boxing the points Multiple points can also be dragged to change the values en-bloc (lift the Ctrl key first, then click and hold one of the balled points) The graph may be rotated by holding the Ctrl key down, clicking and holding on the graph then moving the mouse The graph may be shifted or moved around by holding a shift key down, clicking and holding on the graph then moving the mouse Note that the way the graphing is done it tends to exaggerate. The graph low and high values of the Z axis are derived from the lowest and highest values in the table being graphed. See the above graph. The Z axis starts at zero (0) degrees and goes to 32.34 degrees. The maximum spark advance value is 90 degrees. If the Z axis was scaled from zero through 90 degrees the graph would be flatter. This effect can be seen by dragging a single point to the minimum value and another

point to the maximum value. See the following two pictures. One picture is with the Z axis of 45 degrees max, and the second at 90 degrees max. Same table values, different scaling of the Z axis. Just be sure to return the 'dragged' values to it's original value, or Cancel out of the table save.

Parameter Entry Panes: Each pane holds the entries for a different type of value. Constants/Scalars: These are single values, such as a coolant temperature threshold, or a MPH value, or the base distributor timing value. Flags/Switches: These are on/off, yes/no type of values. Such as enabling individual malfunction codes, or whether there is a TCC or a stick transmission. Tables/Functions: These are for values that are in a table. Such as the SA Main table, BPC vs. Vacuum, or Idle Speeds.

With the EBL system the calibration values are set up in related groups. The first part of the entry name defines the group. This makes it easy to find the desired calibration parameters within the panes. Supplied with the EBL system is the EBL_Calibration.html document (view in any browser). The calibration entry names match those found in the calibration document. Group are such as: SA VE Closed Loop HiWay INJ etc...

Compare Feature: Another feature of TunerPro is the ability to compare calibrations. The best part of being able to compare calibrations is that it provides the ability to copy & paste data between calibrations. This allows items such as entire SA tables, VE tables, or any other calibration parameter to be easily moved from one calibration to another. To set up for calibration comparisons select the Setup Compare Bins entry.

This dialog will then be displayed.

Click on the Browse button and navigate to the BIN(s) you want to compare or copy from and select it. You can set up to four different BINs to compare the main BIN to. The BIN name will be shown on the title bar. Also note the asterisk following the regular BIN name. This signifies that changes have not yet been saved.

Use the Compare menu to select which of the four BINs to use in the compare.

To copy & paste between calibrations select/highlight the data to be copied, then either right click (shown) and Copy Selection. Or use Ctrl-C. Data that has been selected for a copy is shown highlighted in light blue.

Once the data has been copied click on the Compare button to revert back to the regular BIN. Highlight the data and either right click and select Paste Starting At Cursor. Or use Ctrl-V. Any data that has changed from the original value will be shown in red. Now click the Save button and then follow up with a File->Save Bin.

The Toolbox: If you noticed the Toolbox button this is a real handy feature. It allows the tuner to make broad changes to tables & values easily and quickly. Clicking on the Toolbox button opens the dialog. At the bottom the BIN Compare feature can be changed to show the actual values, or the difference in the values between the tables. The Table Functions portion of the Toolbox allows several different types of operations.

The Offset (+/-) allows the tuner to add or subtract a set value from all highlighted entries of a table or to a single value (constant). To add 2 degrees of spark timing across the board select Offset (+/-), enter 2 in the Value box, highlight (click & drag) the entire (or even just part of) the SA table. Then click Execute. To subtract a set value place a minus sign (-) in front of the value (such as -2). Here is the result of the add.

Now, we don't always want to add (or subtract) a set amount. There are times when a percentage of change is required. Use the Multiply function for this. Here is an example showing how to reduce the TPS AE PW by 15% (across the board). Simply highlight the table entries and multiply by .85 Here are the before and after values.

Conclusion, TunerPro: There are other features available in TunerPro that the tuner may also utilize. There is a Hex Editor, data viewers, an item lister, a difference tool, BIN stacker, and an XDF editor (please don't edit the EBL XDF files). Once you become comfortable with the above features free free to try out the others. In closing out the TunerPro portion of this introduction is a word about the table values. You will note that after changes have been made and the table saved then re-opened the values will not always be the same as when entered. This isn't anything to worry about. There are several reasons for the values to change. One reason is the lower and upper limits. During data entry nearly any value may be entered. Such as entering 200 degrees of spark advance. When the table is saved this value of 200 will be limited by the equation used within the XDF file. This equation is derived from how the ECM translates the data value. Most SA values in the ECM are stored as a number between 0 and 255. A conversion value of approximately 0.352 is used to convert the ECM value to a SA for the tuner. Which limits the SA to a maximum of 90 degrees.

Which brings us to the second reason the values can change. With a conversion factor of 0.352 only values that are a multiple of 0.352 can be used. In the above example where 2 degrees is added to the Main SA table. After the table is saved then re-opened, the values of exactly 2 degrees will have been changed to 2.11 degrees. Which is an even multiple of six (6 * 0.352 = 2.11, approximately).

The EBL What's Up Display:

At this point the EBL Flash ECM should be installed in the vehicle. Connect the serial cable to the serial port on the ECM (RJ11 jack) and then to the laptop. If the laptop doesn't have a serial port a USB-to-serial adapter cable can be used. Turn on the ignition key and leave the engine off (no cranking). If all is well the 'spinner' in the upper right corner of the WUD will be rotating. This signifies that valid data is being received from the EBL system.

If not, then check which COM port is selected and that it is shown as open on the WUD display (upper left). Can select a different port by clicking the File menu (ALT-File), and 'CommPort'.

Once there is valid data arriving, press on the gas pedal. The TPS% gage on the WUD display will follow along with the gas pedal position. The CTS and IAT gages should show the proper temperatures. These can be changed to degrees F or C via the Preferences dialog (ALT-File, F). Now move to the Flash display (ALT-D, F).

The calibration file can now be flashed to the EBL ECM.

The EBL Flash ECM system has flash memory on board to hold the calibration. By using flash memory no battery is required to retain the data. The ECM may be unplugged from the vehicle and placed on a garage shelf. Then plugged back in with it retaining the same data as when it was unplugged. There are no chips to swap, no need for a PROM burner, and no need for an EPROM eraser. No little battery in the ECM. The on board flash memory is updated, or 'flashed' via the What's Up Display (WUD). The WUD is a Windows program that is also used to data log, playback, observe, and analyze the information. A serial cable (included) is used as the interface between the EBL system and the laptop. This same cable is used to write and read calibrations to

and from the EBL system. It is an integrated package which makes it easy for the user. The radio buttons along the top select which calibration bank to read or write.

The Action radio buttons select whether to just update, fully program, or read a calibration. An update is only faster then a full program when only a minor change has been made to the calibration. The reason is that the calibration needs to be read out first in order for the WUD to know what areas need to be updated. The boxes to the right of the Action box show the currently selected calibration files (BIN's). They will gray/activate when switching between Update/Program and Read. To read a calibration click on the Read radio button. Then click the Select BIN button. You can type in a file name that the calibration will be saved to.

Then click on the Apply button. The Messages box will display the status of the operation. Try reading a calibration out of the ECM. Then flash it back in.

The most common error is forgetting to turn on the ignition before flashing the calibration. The second most common is forgetting to connect the serial cable. Here is the error message when either of these occur.

The Options box allows the flashing to be verified (read back and compared), for the ECM to be reset once flashing has been completed (same as a key-off for more then 5 seconds), and the flashed-to bank to be made the active bank. A verify is a good idea "just because." The Reset ECM is good if you are going to re-start the engine without a key-off. Or if you are leaving the engine run during the flashing. The Set Bank Active ensures that the ECM will be running from the calibration that was just flashed. In general it is a good idea to round-robin through the calibration banks. This allows you, the tuner, to back up a tune if something was set incorrectly during editing of the last calibration.

Note that these options add a little additional time to the flashing process. For a comparison here is a flash without any options.

Then with all three options selected.

The verify adds the longest amount of time. However, for all three options we are adding one (!) additional second to the flash process. Myself, I usually have all three options set along with the Program action. This provides the best coverage of events.

Data Logging: Now to set up and test data logging. This is selected under the File -> DataLog... menu. A file dialog display will open.

Enter a file name to save the data log to and click the Open button. Once this is done all incoming data will be written to that file. While the log file is open key-on, engine-off and press the gas pedal and release it. Now close the data log and select Playback.

The main WUD display will show the throttle position (TPS%) increasing then decreasing as the gas pedal was depressed and released.

Calibration and Data Log File Names: It is useful to use a filename that has trailing numbers in it. Such as Firebird_0001.bin and then Firebird_0001.dat for a data log of that calibration. You can also make the PromID in the calibration match the trailing number. This ties the files together and helps the tuner keep track of them. The PromID is displayed on all of the main screens of the WUD. The VE Learn also uses the PromID and a trailing number in the calibration file name. The learn from calibration has the PromID incremented and set in the learn to (or new) calibration. It also uses the incremented PromID as the trailing number in the learn to calibration file name.

VE Learn: The WUD has a powerful utility to automatically learn in the VE table values. With a standard narrow band (NB) O2 sensor all areas that the ECM runs in closed loop can be learned in. With a wide band (WB) O2 unit the entire VE table including WOT can be learned in. To set up for a VE Learn first go to the Preferences dialog (File>Preferences).

Then within the Preferences dialog set the parameters for a VE Learn. The first picture shows a VE Learn from the standard NB O2 sensor. The second picture shows a VE Learn setup from an attached WB sensor unit:

Note that the NB VE Learn uses the BLM selection. While the WB VE Learn uses the WB selection along with setting the proper WB unit being used. The Minimum and Maximum CTS values are set to bracket the standard operating range

of the engine. The Smoothing Factor is an automatic smoothing of the VE table once the learning has been completed. A smaller value provides for a lower level of smoothing. Resist the urge to use high smoothing values. It can actually work against the learning of the values.

The WB unit used for the VE Learn is selected at the ADC Channels tab of the Preferences dialog as the Preferred WB:

Once the preferences are set up then select VE Learn from the File menu bar selection (File->VE Learn...):

At this point two file selection dialogs will open, one after the other. The first asks for the name of the calibration file (BIN) that the engine is currently running from:

If a calibration is selected (not Canceled out), then another file dialog will open. This is to select the calibration file name to save the newly learned VE to:

Note that the WUD automatically increments the filename trailing numeric portion (_01299) by one and suggests it as the new Learn To filename (_01300). The WUD will also increment the PromID within the calibration to match. When back-to-back VE Learns are done the Select From dialog will remember the last Create New name and suggest that. This makes it easy for the tuner to move from one calibration to the next. Here is the VE Learn display with an active learn along with data logging taking place:

On the left side the Learn VE is on, Learn From is from a WB unit. Logging is On, with the log file name shown above the PromId. The radio buttons on the right select what to show the tuner: the original BIN, the new Learned BIN, or the corrections in percent. The original "learn from" BIN values are currently being shown.

Here is a screen shot after a period of time in a VE Learn. This is from a playback of a log file. A VE Learn can be done while driving or from a log file.

This display is of the corrections to the VE table in percent. Once the VE Learn is stopped the new BIN file is ready to be flashed into the EBL Flash ECM.

There is additional information on data logging and and using the VE Learn functionality in the documentation on the included CD (see the EBL_WhatsUp.html document).

Conclusion: The information on this page is intended to get a tuner started on how changes are made. Once you can make changes via an editor and program/update the calibration to the EBL Flash ECM half the battle is won. These steps are important as they lay the

ground work for the actual tuning. The VE Learn was covered here as it is the first step to getting a new tune in line. As noted in the EBL_Information.html document, there are a few calibration parameters that need to be checked and possibly changed. Included with the EBL Flash system is 30-some base calibrations for various vehicles. Once the base calibration is selected and changes made for items such as larger injectors, a VRFPR, or different base timing, VE Learn sessions are the next step. Usually four to six VE Learns and the vehicle driveability is greatly increased. The engine just flat out runs better. This allows the owner/tuner to be able to drive the vehicle on a daily basis. At that time further attention can be paid toward WOT performance.

Introduction to Tuning, Part 2

Preface: This paper is an introduction to the basics of EFI tuning. It covers what changes to make and why. Although similar to the ODB1 GM systems there are some differences. The EBL Flash system allows the user to easily make changes to the tune and try them out. Please see the first part of the Introduction to Tuning to become familiar with the use of a calibration editor and the use of the EBL Flash What's Up Display (WUD). For stock engines and drive train there are 30-some calibrations provided with the EBL Flash. One of these will be a good starting point for your vehicle. Most likely no other changes will be required. Just flash it in and proceed with some VE Learns. On the other hand, if the injectors are larger, the fuel pressure has been increased, heads or cam changed, then some of the calibration parameters will require changing prior to starting the engine. In this case select a base calibration that is close to the engine and transmission and modify it. You can also copy and paste from other provided calibrations to create a new starting calibration. Then once an engine has been modified with better heads, cam, and exhaust, additional tuning will be required. Note that if at all possible start your tuning with a stock engine. Then move on to making changes to the engine. This will allow you to gain experience in tuning before it becomes an absolute necessity.Which then makes it easier to deal with tuning a modified engine. The First Changes: To start out look through the EBL_F_BINs.txt file (on the CD which should be copied to your PC/laptop). This lists the current calibrations for the EBL Flash. Select one that closely matches your engine and transmission combination. Read the BIN into your calibration editor and immediately save it with a different filename. This will be your starter BIN (also known as a 'calibration'). Note that the EBL_Calibration.html file lists the tuning parameters. It is helpful to refer to it while reading through this introduction. This entries in

the calibration document, the calibration editor, and this paper will match. In this paper the entry names will be double quoted. Also, there are additional notes on setting up for VE Learns in the What'sUp.html document. Please refer to those prior to setting up a VE Learn. It isn't difficult, it is just that certain items need to be under control for a good learn to take place. Cylinder Count: The first thing to check is the "Number Cylinders(6=192 8=0)" parameter. It must be correct for the spark timing to be correct. This is a set-it and forget-it parameter unless the engine is swapped for one with a different number of cylinders. Base/Initial Spark Timing: Second, check/set the "SA - Initial SA" value. This value must match the actual distributor base timing. The ECM needs to know the base distributor timing so that it can properly program the distributor for the commanded timing value. So if the distributor base is at 0* BTDC, set this value to 0*. If the distributor base is at 4* or 6*, then set this parameter to match at 4* or 6*. A typical base timing setting is between 0* and 10* BTDC. Note: the base distributor timing is set with a timing light on a warm engine with the EST/BYPASS connector open. The distributor base timing is used during cranking. It may be changed to suit the engine. If the engine windmills on cold cranking then a higher base & matching initial setting can be used. If the engine hard cranks hot, then a lower base & matching initial setting can be used. Typically, an engine with more cam overlap requires a greater base & initial timing setting for a good start up. Injector Flow Rate and Engine Displacement: This will need to be changed for any change in engine displacement, change in fuel pressure, or a change in injector flow rate. The EBL uses a value called the Base Pulse Constant (BPC) to define the injector flow rate and engine displacement. It is the two of them rolled together into a single value. There are two tables that need to be filled in with the BPC value(s):

"BPC - BPC vs VAC" "BST - BPC vs Boost"

To calculate the BPC value(s) there is the EBL_Utility Windows program. Earlier releases of the EBL were supplied with spread sheets for the same purpose. In the EBL_Utility or spread sheet fill in the values for engine displacement, number of

cylinders, fuel pressure and so on. The BPC tables values are shown on the screen. The BPC values, which are shown in red, can then be copy & pasted directly into the calibration editor. Note: it may be required to change the AE MAP & TPS PW tables. See the Acceleration Enrichment section for more information. Spark Advance: The main and extended SA tables may or may not need to be changed. The main influence on SA is the head material and the chamber design (shape & size). Other considerations are the vehicle weight, chamber temperature (air intake and manifold also affect this), induction design, fuel octane, compression ratio, and gearing. If the heads on the engine match the base calibration you started with, then for now leave the SA tables alone. However, if as an example you installed Vortec heads on your L05 engine. Pick an L05 calibration that matches your vehicle along with the transmission type. Then in your calibration editor copy over the main & extended SA tables from the EBL_F_1000.bin calibration. The _1000.bin calibration has Vortec SA tables:

"SA - Main Table" "SA - Extended table"

If running a non-swirl port iron head then the base LG4 calibration SA tables should be used ('416 heads, EBL_F_TB.bin). There are also a couple of calibrations for aluminum headed engines. Although both are for the Corvette '113 heads, one is for a TBI single plane manifold and the other is for the TPI system.. Volumetric Efficiency (VE): If the engine is basically stock, or at the most a mild cam it is best to leave these alone. The VE Learning of the WUD will take care of the VE tables. If you are setting up a fire breathing dragon of an engine then these tables should be adjusted. In general a lower VE at lower RPM ranges and higher VE in the upper RPM range. At the same time experience in tuning these types of engines is required. You may need to rough in the lower VE areas several times as you work on getting the engine to run. Then move on to doing VE Learns. Engine RPM Limiting: There are two functions provided in the EBL to limit the engine RPM. One reduces the SA to cause a loss of power. The other turns off the injectors (fuel cut) to shut off the engine.

The purpose of the spark reduction feature is to keep the driver from over-revving the engine. It causes a loss of power that the driver can feel and alerts them to the fact that they need to up shift. It should be set slightly above the desired shift RPM. The purpose of the fuel cut RPM limiter is to protect the engine if there is a sudden loss of traction or drive line breakage. So it should be set high enough that it is not hit even with spirited driving. Note about the high RPM fuel cut limiter: if using any type of auxiliary fuel unit set these to a high value (10,000 RPM). This includes an alky set up, aux injectors, and so on. The reason is that cutting the main injectors off while still supplying fuel by another means will lean out the engine, not shut it off. This in turn can cause melted parts, which is bad. These limiter RPM values have separate entries in the calibration editor dependent upon the engine cylinder count. There are also valet mode parameters, so be sure to set the right ones.

"OVSPD "OVSPD "OVSPD "OVSPD

RPM fuel Cutoff (8cyl)" RPM fuel Resume (8cyl)" RPM SA Reduction (8cyl)" SA Reduction"

Vehicle MPH Limiting: Just as the RPM limiter there is vehicle speed limiting. It too uses a SA reduction and a fuel cut. They are set to 170/168 MPH in the supplied calibrations. So if going for a land speed record set them to 255 MPH to disable the MPH limiters.

"OVSPD - MPH fuel Cutoff" "OVSPD - MPH fuel Resume" "OVSPD - MPH SA Reduction"

Idle Speed: If the engine is cammed then the idle speeds most likely need to be increased. There are two tables for this: one for in park/neutral (auto only) and another for in drive (stick & auto).

"IAC - Idle Speed: Drive" "IAC - Idle Speed: Park/Neut"

The easiest method of increasing the idle speed is to highlight all entries and add an offset. Use the same offset for each table. This retains the higher idle speeds for a cold engine along with the higher idle speed when in prk/neut. INJ - MPG Injector Flow Constant:

The WUD uses this value for the trip display calculations. Set it close to the required value. Then as the tune comes together do some actual testing and make minor corrections. Even if this isn't done, it may still be used as a relative value to gauge tuning for increased fuel mileage. AirFlow - Displacement Scalar: Last but not least, the "AirFlow - Displacement Scalar" value. Note that this value is not critical. I mention it here as later once tuning has been started the tuner finds it and gets worried about it. So set it now and forget about it. Also note that it tops out at about 487 CI. As mentioned, it is not critical. So if running a 502CI engine, just set it for 487 and forget about it. If your tune if nearly complete and you find the airflow scalar way off, just leave it. Now That We Have a Starter Calibration: Working With the New Calibration: Now it is time to flash in the calibration and start the engine. Be sure to save the BIN (ALT-F, S) prior to flashing it. Start a data log in the WUD, then start the engine. You may need to use some pedal to get it started or to keep it running. It all depends upon how close the tune is. If it running OK then let it warm up and go into closed loop. Can now observe the BLM value to see how far off the fueling is. At this point you need to decide whether to go with the VE tables as is and let the VE Learning take care of them. Or make some adjustments to the VE tables and flash in the updated calibration. Same if the engine doesn't want to run. If it is chugging and blowing black smoke, then it is too rich. If it surges in RPM then dies, it is too lean. Increasing the VE table values will make the engine richer, and vice-versa a lower VE value will lean the engine. If you are not sure of what area of the VE table to change look at the log file in the WUD Analysis display. Note: at this point shut off the engine, wait 10 seconds, then restart it. This does an IAC reset and sync's it with the ECM. Continue to make further tweaks to the VE table (Low Speed) until the engine runs OK. You should be able to get it to idle and rev (go easy here, keep the RPM reasonable) without issues. Can use the VE Learn feature of the WUD during this time. Mechanicals: At this point there is something that needs to be mentioned. This is the mechanical set up of the engine. Fuel pressure, fuel delivery, valve adjustment, distributor base setting. These and other odds and ends will affect the tuning process. The first sign that there is fuel delivery issues is that the tune goes in circles. Other

issues that crop up is excessive knocking, no power, can't set the fuel pressure low enough. Wrong spark plugs, incorrect firing order (wires on the wrong plugs), distributor moving (hold down bolt not tight enough). The reason to mention this is to keep in mind that the tune is only as good as the mechanical set up of the engine. If the tune doesn't keep moving in a forward direction, if the power seems low, ifyou feel as though you are going in circles, then it can pay off to check other items. Test Drive: The first drive should be done in a low to no traffic area. A long driveway is good. Otherwise go out at a time when the traffic is light. Take it easy, make sure to start a VE Learn and to data log, then drive around for about 10 minutes (with the engine warmed up). Dependent upon how close the tune is the engine may or may not have run OK. There is a good possibility that it stuttered, sputtered, surged, or chugged at times. This is why the initial drives should be done in light to no traffic. Take a look at the WUD VE Learn display (corrections screen). Big corrections? Stop the VE Learn and flash in the new calibration. Then set up another VE Learn, data log, and take the vehicle for another drive. Drive for another 10 minutes, stop and check the VE Learn corrections display. Same as before, stop the VE Learn and flash in the new calibration. Each time you do this the engine will be running better. As you continue to do VE Learns go to a higher engine RPM. To do this hold the gear longer before up shifting. Try to get as much coverage over the load and RPM range as possible. You can also increase the length of time driving before stopping the VE Learn and flashing in the new calibration. Tips for good VE Learns:

Hold the gas pedal steady, a learn can only take place in steady state conditions Can use an up hill to hold an RPM with a higher load (MAP Kpa) Get as much coverage as possible over varying roads Don't use the same route for each VE Learn NB based VE Learns will not learn at WOT (PE mode) WB based VE Learns can learn at WOT Further Tuning: As the VE tables take shape the low RPM and low MAP area may need to be manually changed. What can happen is that this area ends up higher in value then the surrounding area. This is due to a VE Learn not able to take place there. In this case just flatten out the lower RPM/MAP triangle of the low speed VE table.

Can do this by dragging the graph of the VE table or using the fill feature directly on the table. This is a before look at a VE table with a cam'd engine:

Then after the non-learn area has been flattened:

On the other hand the low RPM and high MAP area is used during cranking. So don't get carried away and reduce the whole low RPM area. With the engine running better you can start looking into other items. This includes but not limited to spark knock, idle speed, surging during decel or idle, torque converter lockup or TH400 kick down, acceleration enrichment (AE) and WOT power. Much of the required tuning will depend upon how the engine runs and the vehicle drives. Along with how modified the engine is from stock. At this point if the engine has bolt ons with a moderately increased injector flow rate it will probably run rather decent. If the engine is more heavily modified: heads, cam, intake, larger injectors, then further

tuning is likely to be required. One aspect of the ECM software is known as a delta. You will read/hear of delta TPS, delta RPM, or delta MAP. These are sometimes abbreviated with a small 'd' and then the annunciator. Such as dTPS, dRPM, and so on. So what is a delta value? It is defined as the change in value over time. The ECM software runs in time scheduled loops, it is not free running. So it can keep a value in memory until the loop runs again and know the time difference between the old value and the new (current) value. If the old value is 98 and the new value is 110, then the delta value is 12 (110 - 98). Deltas may be in the positive or negative direction. Such as an opening throttle vs. a closing throttle (dTPS). If the loop is run every 100 milli-seconds, then the old value is a 100 milli-second delayed value. So the delta is over a 100 milli-second time period. The other method of creating delta values is by the use of a filter. By using a programmable filter value (coefficient) the tuner can change how much delta there is. A filter lags the change in a value based on both time and the value of the filter. The acceleration enrichment (AE) parameters have a table of filter values to create a dTPS and a dMAP value. By using a smaller filter value the delta's are increased. For AE this increases both the volume of AE fuel and the duration of AE fuel (more on this later). Spark Advance: The maximum spark advance an engine can use is defined by either the detonation limit or the timing limit of the heads. Defined by detonation is easy, the engine knocks and can either back off the timing or run a higher octane fuel. The detonation will stop. The timing limit of heads is a little more difficult to discover. This can be seen as the engine (many times) won't go into detonation. Keep throwing more spark timing at it and it will not detonate. What does happen is that the power drops off and the engine gets rough. The power drop off can be discovered on either a dyno or a track. The roughness of the engine is something that the tuner needs to pay attention too. Note that a rough engine feels fast, but it is slow. A smooth engine is fast, but it doesn't feel fast. Use the data logs or a track to check the vehicle rate of acceleration. There are other aspects for tuning spark timing that should be considered. Spark advance is a way of controlling the engine torque. More advance, more torque. Less advance, less torque. This can be used to advantage. For a stick driven vehicle to much timing in the low RPM range can make the throttle jumpy. Adjust accordingly for best driveability. Vehicles can use more WOT spark timing is the lower gears. As the transmission is up shifted the air drag from the vehicle speed increases and the engine acceleration slows. This requires less spark timing. For stick vehicles the PE spark timing can be set according to which gear is in use.

There is launch mode (LM) spark advance specifically for automatic equipped vehicles. Use the additional timing to quickly bring the engine up against the torque converter. This provides better performance and lower fuel consumption. This LM advance can also be used for stick vehicles. It allows for more timing on take off then would be used once a vehicle is up to speed. During WOT operation heat is also building in the engine. Again, less timing is required. Note that the EBL has a PE AFR enrichment over time to aid in cooling the engine. A quick mention of two additional spark reduction tables: the TCC locked retard table and the boost spark retard table. As the TCC locks it places an additional load on the engine. By using the TCC locked retard the main SA table can retain enough SA for decent performance with an unlocked TCC. Then once the TCC locks the tuner can reduce the spark timing by the proper amount to reduce detonate or roughness in the engine. A win-win with this one. The boost retard is used to reduce the spark timing as the RPM and boost changes. Having this functionality in the EBL eliminates the need for add on boost retard units. Deceleration: At times deceleration can be troublesome. If too lean the engine can start to surge. As the vehicle slows to a stop this surging can carry into idle mode. Which can result in the engine stalling. Best bet here is to manually increase the VE in the low MAP areas of the RPM being used. This is usually in the idle to low RPM range of the engine. You can un-check the forced open loop during decel option to do a VE Learn. However, since prop gains will then be active and the AFR will get leaned out some. It is easy to get surging during decel. This surging is why the decel is open loop in the provided calibrations. Another issue is that during decel the PW gets small. Very little fuel is required. So it is easy for closed loop INT/BLM to rise and fall while being unable to control the actual AFR. This time it will start to buck as the fuel comes in and out. Increasing the injector compensation offset will help in this regard. Which is required for proper control of the injectors. But it doesn't always correct the surging. An aspect of decel is that the air/fuel density in the chamber is very low. Which is difficult to light off. So a little extra fuel goes a long way in preventing misfires. And it isn't really a lot of fuel. This extra fuel also helps when the engine drops into idle. Otherwise idle can start to surge before either settling down or stalling (it's usually one or the other). Acceleration Enrichment: The purpose of acceleration enrichment (AE) is to add fuel whenever the throttle is

opened or manifold pressure increases. The affect is to prevent sags, lean backfires, and popping out of the throttle body. In the carburetor world AE is known as pump shot. The reason AE is required is that as the manifold pressure increases fuel drops out of suspension and coats the walls of the intake manifold and runners. The additional AE fuel makes-up for this loss to the manifold/runners. Both TBI and MPFI systems require AE. With the TBI system requiring higher levels, and MPFI being a little tricker to get correct. The wet flow plenum on a TBI system buffers fueling changes. This helps prevent rich & lean spikes by smoothing fuel delivery to the chambers. The higher the airflow velocity, the less fuel will be on the walls. And, the less fuel will drop out of suspension with an opening throttle. For tuning AE there are a number of tables that can be used. There is both delta MAP and delta TPS tables that control the volume and duration of additional fuel. This added fuel is further changed by an RPM and CTS based tables. Note: set the "AE - >TPS% Double MAP AE" value to 100% and leave it. With the expanded AE tables of the EBL it isn't required and can drown the engine in fuel. Before AE is added there are a couple of qualifiers. The TPS needs to have increased more then a set amount for dTPS AE. And the MAP needs to have increased by a set amount for dMAP AE. These are programmable parameters:

"AE - Delta Map Qualifier" "AE - Delta TPS% Threshold for AE"

Note that the dMAP & dTPS AE functions are separate from each other. IOW, it is possible to have MAP AE and not TPS AE. Chain of events: Once one or both of the thresholds have been exceeded the ECM will calculate the AE fuel pulse width. The delta of the MAP/TPS will be used to look up the PW value from the respective AE PW table:

"AE - MAP PW" "AE - TPS PW"

The results of these two lookups are added together. Then compensated for by the engine RPM:

"AE - RPM Multiplier %"

Then further compensated for by the engine coolant temperature:

"AE - CTS Multiplier %"

Both of these compensations can increase or decrease the volume of AE fuel. At higher engine RPM very little AE is required. The airflow through the induction system is high enough to prevent the fuel from falling out of suspension. A cold engine requires additional AE fuel. So it is common to add to the CTS compensation as the engine CTS falls. The final AE fuel is then added to the engine. The MAP and TPS Filter Tables: There is two tables of filter values based on the engine coolant temperature. One table for MAP AE and another table for TPS AE.

"AE - MAP Filter" "AE - TPS Filter"

The purpose of the filter tables is to create the delta MAP and delta TPS values. The smaller the filter value the larger the delta. This is important to understand as it affects three areas of AE. Remember that the smaller the filter value in the table the sooner, larger, and longer lasting the delta MAP/TPS value will be. The dMAP and dTPS values are used to check the threshold to see if AE is required. And is used to lookup the AE PW from the PW tables ("AE - MAP PW" & "AE - TPS PW"). A lower filter value also increases the duration of the AE. It takes longer for the delta MAP/TPS to return to zero once the current MAP/TPS stops changing. In the end the filter values affect three areas of the AE functionality: the threshold for AE, the volume of AE, and the duration of the AE. Affect on AE of Changing Injector Flow Rate: Changing the injector flow rate directly affects the volume of AE fuel. This is because AE is pulse width based and is not affected by the BPC value. The best way to compensate for a change in injector flow is to use the ratio of the old injector flow divided by the injector new flow rate. Using that ratio compensate the two AE PW tables (MAP & TPS). As an example, say that the 61 #/hr injectors are replaced with 80.5 #/hr injectors at 18 psi. The new flow rate is then 94.7 #/hr.Creating the ratio: 61 / 94.7 = 0.64 Go into your calibration editor and open the two AE PW tables. Multiply each entry by 0.64 (toolbox!). Save tables, save calibration (BIN). Done. IAC Opening AE PW: Under the AE parameters is an "AE - IAC Opening Fuel" term. For TBI systems as the IAC

opens (retracts, more steps), fuel needs to be added. That is the purpose of the IAC Opening fuel parameter. It adds a small amount of fuel each time it steps open some. Note that MPFI engines typically do not require IAC opening fuel. And the PW is set to 0. AE Variables in the Data Log: The What's Up Display Analysis screen Dump Log output of the data log contains five columns of AE information. This data is helpful in knowing what the delta values are along with how much AE is being added to the engine. Here is a short snap shot of an AE event along with some additional useful columns. Some of the columns are: sPW dTPS tpsAE dMAP mapAE aePW injector PW, sync delta TPS% TPS PW in milli-seconds from the TPS PW table delta MAP in KPa MAP PW in milli-seconds from the MAP PW table final AE PW after CTS & RPM compensation

Note that the values don't always 'look' correct. This is because the ECM is recalculating the AE 80 times a second. While we are data logging at 17 times a second. However, they do give a decent picture of how much and from where (TPS or MAP) the AE is being contributed. RUNTIME 00:00:44 00:00:44 00:00:44 00:00:44 00:00:44 00:00:44 00:00:44 00:00:44 00:00:44 00:00:44 00:00:44 00:00:44 00:00:44 00:00:44 00:00:44 00:00:44 00:00:44 RPM MPH MAP TPS sPW dTPS 1750 22 33 2 1.160 0.0 1700 22 34 3 1.709 0.8 1650 22 37 5 1.678 1.2 1650 22 38 5 1.770 0.4 1650 22 40 7 1.923 1.2 1675 22 43 7 2.350 0.8 1650 22 45 8 2.289 0.8 1700 22 47 9 2.808 1.6 1650 22 48 9 2.380 0.8 1625 22 51 10 2.899 0.8 1650 22 54 11 2.838 1.2 1675 22 57 14 3.204 2.0 1700 22 62 15 3.235 1.2 1675 21 64 15 3.082 0.4 1675 22 65 15 2.899 0.4 1675 22 65 15 2.838 0.4 1725 22 65 15 2.777 0.4 tpsAE 0.000 0.137 0.107 0.107 0.107 0.107 0.076 0.122 0.107 0.107 0.122 0.153 0.107 0.076 0.000 0.000 0.000 dMAP 0.0 0.0 2.8 4.4 5.3 6.6 8.8 8.4 10.9 11.3 11.3 15.0 16.6 18.4 16.3 13.4 13.8 mapAE 0.000 0.000 0.000 0.000 0.000 0.076 0.092 0.092 0.092 0.107 0.107 0.137 0.137 0.122 0.137 0.122 0.107 aePW 0.000 0.458 0.275 0.458 0.732 1.083 0.626 0.732 0.626 1.190 0.916 1.419 0.793 0.458 0.504 0.397 0.397

Injector Compensations: The purpose of injector compensation is to make up for the time it takes for an injector to open and then close. The proper values can be difficult to obtain, so many times they are guessed at based on results. Which in many cases works out OK. In general terms the higher the fuel pressure the longer it takes for an injector to open.

Increased fuel pressures are more prevalent on TBI systems. And as such should have the injector compensation values increased. Check the 5.4l calibration with the 80# injectors at 22 psi. Compare those values with some stock calibrations. That will give an idea of what values can be used. With port injectors there is some information available for various injectors. If available then it is worth using to update the calibration. Decel Fuel Cut Off: Not much to say about decel fuel cut off (DFCO). It is intended as catalytic converter protection during long decelerations from speed. The ECM does this by shutting the injectors off which cuts off the supply of fuel to the engine. Once below a programmable MPH or RPM, or the driver puts their foot back on the gas pedal DFCO is exited and the injectors are re-enabled. Just don't set the RPM or MPH limit too low as this will cause engine stalling (not fun). On stick vehicles with modified engines DFCO can be rather harsh. In these cases you may need to disable it by setting the enable DFCO enable temperature threshold high ("DFCO - Enable Temperature"). Torque Converter Lockup: The torque converter clutch (TCC) is a mechanism that mechanically locks the engine to the transmission. It is contained within the torque converter. Only used with automatic transmissions, and is not a requirement. Some automatic transmissions do not use a TCC. The primary purpose of the TCC is to increase fuel mileage and reduce transmission temperatures. A secondary benefit is that the torque converter stall speed may be raised without excess slippage while cruising with the TCC locked. If using a 4-speed auto (200-4R, 700R4) the first item to check is whether the high gear switch setting is correct. Easy to do, take a short drive with the transmission gear selection in D (not OD) and data log. Then observe the data log on play back and check that the gear indicator is D. If it shows OD, then change the high gear switch selection in the calibration: "Option Word 2 - Bit 5 - HiGrH", if checked, then un-check, and vice-versa. This will ensure that the proper low gear or high gear tables will be used at the proper time. GM used both types of high gear switches and this is the easiest method to find out which one is in the transmission. The following is a brief description of the TCC calibration parameters. Relock delays: these are delays that take place after the TCC unlocks before it is allowed to re-lock.

Forced lock MPH: once over this speed the TCC will be locked. No amount of TPS% will unlock it. Coast unlock: these are used to unlock the TCC while coasting with the foot off or nearly off the gas pedal. The min/max is used to prevent TCC lock/unlock chatter from having a single point threshold. Be sure to have some amount of difference between the values. There are a pair of min/max coast release values each for drive and overdrive. MPH thresholds to allow lockup: the vehicle speed needs to be above these thresholds to allow the TCC to lock. Again, min/max values to prevent lock/unlock chatter. There are a pair of min/max MPH threshold values each for drive and overdrive. Lock/Unlock vs TPS% and MPH: these are the key tables to controlling the TCC. Two tables each for a pair, then a pair each for in drive and in overdrive. These tables define how much throttle is required to unlock and to re-lock the TCC at various vehicle speeds (MPH). The table " TCC - LoGr TPS% to Unlock" is used to define when the TCC is unlocked. Once the throttle position vs MPH is above the threshold the ECM will unlock the TCC. The table " TCC - LoGr TPS% to Stay Unlocked" is used to define when the TCC is free to lock back up. When unlocked, the TCC will re-lock once the throttle position falls below the table threshold. As an example, say you are driving along at a steady 55 MPH with the TCC locked. As the throttle is depressed to accelerate both the TPS% and MPH increase. Once the TPS% is greater then the value in the "TPS% to Unlock" table, the ECM will unlock the TCC. Then once you reach 65 MPH (the desired speed), you back off the throttle to go to a steady cruise. Once the TPS% is below the value in the "TPS% to Stay Unlocked" table, the ECM will relock the TCC. TH400 Kick down: The EBL will control the electric kick down of a TH400 transmission. Note that the kick down solenoid in the transmission needs to be activated by a relay. The relay is activated by the EBL ECM. Several of the included calibrations are set up for a TH400 kick down. It uses the TCC tables for this purpose. If you want to set up a calibration specifically then copy all of the TCC related parameters from a supplied TH400 calibration. Then set up the following option flags as shown:

"Option Word 2 - Bit 7 - TCC " option to be checked (set) "Option Word 2 - Bit 2 - DcTCC" option to be un-checked (clear) "Option Word 3 - Bit 3 - TccHi" option to be un-checked (clear), This will enable the kick down relay when the output goes low. The kick down and re-up-shift is controlled by the min/max TPS% coast unlock parameters. Set both the low gear and high gear parameters the same. While setting the minimum value slightly lower then the maximum value.

"TCC - LoGr Max TPS% Coast Unlock" 'TCC - LoGr Min TPS% Coast Unlock" "TCC - HiGr Max TPS% Coast Unlock" "TCC - HiGr Min TPS% Coast Unlock"

Conclusion: The information on this page is intended to get a tuner started on what changes are required. Getting started and getting the tune worked out can be tricky. However, in the end it all comes down to one question: how does it run? That is the single most important question for the entire tune. When the engine runs well, is tractable and driveable, delivers decent fuel mileage and power, then the tune is good.