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10-13-2007, 08:54 AM #1

Jesse ILJoin Date: Jul 2000Location: Washington, DCPosts: 18,200iTrader: (14)

How To: Power FC and FC Datalogit TuningDisclaimer #1: Tuning programmable ECU's is extremely dicult and is anextremely advanced topic. You should not even attempt to do this yourselfunless you have a very strong understanding of how a fuel injection systemworks, the eect of ignition timing, etc.Disclaimer #2: A Power FC is not a bolt-on power adder. Its not like adding anintake, where you spend an hour installing it, go to the dyno and gain 10 whp.With a Power FC, you're actually likely to lose power or way worse, blow yourengine if you have a poor map in the car. The Power FC does not have any safetyfeedback features like the stock ECU. It does what you tell it to do, even if that

How To: Power FC and FC Datalogit Tuning - NewCelica.org Forum http://www.newcelica.org/forums/showthread.php?t=258454

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Support NCO causes damage to the engine.Disclaimer #3: I do not provide "base maps" or personalized "tune my car overthe internet" sessions. Please don't ask me. I have put a great deal of time andeort into making this sticky as easy to understand as possible, but I intendpeople to take the ball and run with it after they're done reading it. If you have aspecic question about something I've said here and need clarication, pleasepost it in this thread rather than sending me a PM. "Help my car is knocking" isnot a specic question. I'm more than happy to give guidance, but have to leavethe work up to you.The scope of this sticky is to explain how to install a Power FC and tune it formaximum power. It is here to show you how to become procient with the FCEdit software included with the FC Datalogit. Advanced tuning topics will becovered by other stickies. In order to take advanyage of the material in thisthread, you will absolutely need the following three pieces of equipment:A'PEXi Power FCFC Datalogit (includes FC Edit software)wideband oxygen sensorlaptop computerThe subject of wideband oxygen sensors has been covered in this sticky:http://www.newcelica.org/forums/showthread.php?t=188457Also, the Power FC is only compatible with 2000-02 cars. Drive By Wire (DBW)throtte was introduced on 2003 cars and the Power FC is not compatible withthis. You can convert a DBW Celica to cable throttle and it has been successfullydone before. The methods described in the following thread are what was used.The thread relating to this can be found here:http://www.newcelica.org/forums/showthread.php?t=205309Another method for solving the DBW issue is being solved by running a PFC inparallel with the stock ECU. That information can be found here:http://www.newcelica.org/forums/showthread.php?t=224049Where do I purchase a Power FC and FC Datalogit?There are many places that oer the Power FC for a good price. That topic isoutside the scope of this sticky. The FC Datalogit, however, is much harder to


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come by. You might be faced with months of backorder, so plan ahead and bepatient. These can be purchased directly from FC Datalogit or for a lower pricefrom Monkeywrench Racing. If the Datalogit is backordered at Monkeywrench, itis often faster to get it from FC Datalogit direct.Should I get the serial or USB Datalogit?The serial model is cheaper, but many newer laptops do not have a serial port. Inthis case denitely get the USB version. If you have a serial version and yourlaptop does not have a serial port, you can buy the Sewell USB adapter fromtheir website:http://sewelldirect.com/usbtoserial.aspThis is the exact adapter that comes with the USB version of the Datalogit. Ihave used it successfully, while other adapters like the Belkin have caused FCEdit to lock up during logging and some, like those found on eBay, often on'teven connect to the Datalogit.How do I install the Power FC and FC Datalogit?The Power FC is a direct replacement for the factory ECU. Simply take the covero the ECU (the one that says to never remove it), unplug the harness plugs, andremove the two bolts holding it down (with a 10mm socket). For safety, youshould always do this with the negative battery terminal disconnected. The ECUis held in further with two tabs on the side. To release these, simply stick a athead screwdriver down the side of the ECU and release the tabs. The Power FCwill slide right into the spot vacated by the ECU, but does not have hold-downtabs and is narrower than the factory ECU. Before installing the Power FC, noticethe PS2 port on its side. This is where the Datalogit plugs in. With the Power FCinstalled, you will need to either keep the ECU cover o or drill a hole somewherein the ECU box to run the Datalogit wire in. Most people drill a hole in the back ofthe ECU box and run the wire in there, but keep in mind that the battery is rightthere, so make sure the wire and battery don't interfere. If you wish topermanently install the Datalogit, you will need to nd a way to run the wirefrom the passenger compartment to the engine bay. I ran mine through thegrommet for the steering rack. My Datalogit is mounted above my feet and theinterface cord to the laptop runs into the glove box and is coiled up there. Isimply need to open the glove box to access the cord when tuning.Now that everything is hooked up, how do I use FC Edit?1. The rst step is to have the car at least in the on position, with or without the


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engine running. This powers up the Power FC. Start the program FC Edit, whichwill bring you to the opening screen.

You may get a COM port error when starting FC Edit, which means either youhave the car o or you have the COM port set wrong in FC Edit. Most serial portswill run on COM 1, but the USB will run something else. In FC Edit, go to Setup ->Port to select the correct COM port.2. At this point, FC Edit will automatically open the default.dat le that is locatedin the same folder as the FC Edit executable le. Take a look at the Settings 1tab. The default.dat le for the 2ZZ looks like this:

You can change the default le to whatever you wish, but the fact that thedefault le is so dierent from any normal map can be useful.3. At this point you should initialize the Power FC. This function is accessed fromthe Tools menu at the top of the screen. Initializing the Power FC will erase anyprevious maps that may have been loaded but more importantly will erase anylearning of idle settings. This is critical to get your car to idle properly onceyou're up and running. Let me restate that this will erase any maps that areloaded in the Power FC and revert back to the default map. If you have a map inthe Power FC that you intend to use, rst save this map to your computer, theninitialize the Power FC, then reload your map.4. Still from the Settings 1 tab, click Read All. This will read in all the current dataon your Power FC. You will notice the values change on your Settings 1 screen.That is why its nice to keep the default le as is: because you can visually seethat the Read All function has been successful.5. If your Power FC still has the default.dat le in it, or you wish to load adierent map, do it at this point. You go to File -> Open, and select your desired.dat le. If you are sending or receiving Power FC maps through e-mail, it isalways a good idea to zip the le rst. The .dat les can become corrupted bye-mail systems and become unusable. Now that you have opened your desiredmap, click Write All to write it to the Power FC. Once you've done that, cycle yourkey o and then back on and do File -> Default in FC Edit. Now do a Read All andsee if the values in FC Edit change. This step simply double checks that the writefunction was successful.


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6. Now you need to let your Power FC learn the idle of your car. There is a 30minute learn process the Power FC goes through for this. For best idle results,allow this entire 30 minute process to complete. This process should be startedwith the car cold, although you should not do this on an extremely cold day sothat the car can heat up to operating temperature fairly quickly. There are threephases in the 30 minute learn cycle:- For the rst 10 minutes, let the car idle with only a normal load. You can havethe stereo running during this point as that would be considered a normal loadon the engine.- For the second 10 minutes, add in the blower fan as well.- For the third 10 minutes, add in the air conditioning.Now that everything is installed, FC Edit is running and my map isloaded, what is all this other stu?FC Edit has ten tabs at the top of the screen as well as several menus. I will gothrough them one by one and explain what they do.File MenuThere are ve functions under the File menu: Default, Open, Save As, Compareand Exit.- Default is basically like Open, only that it opens the default.dat leautomatically. This will not work unless you have the default.dat le in the samefolder as FC Edit.- Open is used for opening saved maps.- Save As is used to save your map to a .dat le.- Compare is used to compare two maps. It works like a second Open, and willopen a second map over whatever current map you have open. Any dierencesbetween the two maps will be highlighted in yellow or red, depending on positive(red) or negative (yellow) dierences. Mousing over a highlighted cell will showyou the value in the rst map you had open.- Exit is used for exiting FC Edit. If you didn't know that, back away from yourcomputer and take up another hobby.Log MenuThere are three functions under the Log menu: Start, End and Save As. You willnotice that all three show corrresponding function key shortcuts. These areparticularly useful for logging data while driving.


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- Start begins a datalogging session.- End closes a datalogging session.- Save As saves your log le. This is not the same as the Save As under the lemenu.Window MenuThere are eight functions under the Window menu: Monitor, Graph, Chart, MapWatch, Add Watch, Hide Watches, Load Watches and Save Watches.- Monitor opens up the Monitor window. From here, you can watch enginetelemetry in real time. You also use Monitor to setup the parameters that will belogged. You can also start, end and save datalogging sessions from this window.- Graph will show three dimensional graphs of all your maps.- Chart will show your logged data in horizontal chart form.- Map Watch will show your logged data on a 20x20 table. Logged values willappear in the cell that they were logged in.- Add Watch allows you to put realtime displays of parameters on the screen, likea digital gauge. This is particularly useful if you have a wideband without agauge display, such as an Innovative LC-1.- Hide Watches removes the watch displays from the screen.- Load Watches allows you to load pre-selected watches. Otherwise, you wouldhave to add each watch individually every time you opened FC Edit.- Save Watches saves your current watches, so you can easily reload them in thefuture.Tools MenuThere are two functions under the Tools menu: Initialize Power FC and ReCalcBase.- Initialize Power FC will reset the ECU. This will erase any loaded maps andlearned idle settings.- ReCalc Base is used to write changes from the INJ map to the Base Map andthen reset INJ to all 1.000. This can be useful while tuning to make percentagechanges in fueling to the map quickly and easily.Setup MenuThere are four functions under the Setip menu: Port, Auxilary, Version and Maps.- Port is used to select which COM port your computer will use to communicate


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with the Datalogit.- Auxilary is used to set up the auxilary ports on the Datalogit, such as thewideband sensor.- Version selects between 1ZZ-FE and 2ZZ-GE.- Maps is used to select various functions that can be accessed in other waysfrom other windows.Last edited by Jesse IL; 05-31-2010 at 11:17 AM..

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10-13-2007, 08:55 AM #2


Base MapThe Base Map is the most important map and so I will explain it rst. The BaseMap looks like this:

The Base Map tab is one of four "map" screens. The numerical values across thetop of the table represent rpm breakpoints and the values down the left siderepresent "load" breakpoints. "Load" is a value that represents load on theengine. It is calculated from several measurements, including airow (from the


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mass airow sensor) and throttle position. The way the Power FC actuallycalculates load is unknown, but in general, idle and cruise situations will havelow load while full throttle will have high load.The values in Base Map are injector on-times in milliseconds. The reason the tabis called Base Map is because these are the raw injection values before andcorrections. Much of the rest of what FC Edit does is apply corrections to thesevalues.INJ TabINJ stands for Injection. The screen looks like this:

The values in INJ are a percentage correction of the fuel injection. A value of1.000 means 100%, which is no correction. Values above 1.000 will add fuelwhile values below 1.000 will take it away. Most common Power FC maps you willnd on the internet will have this map set to all 1.000. Using the INJ map in thisway will cause the O2 Sensor Feedback function to not work properly. Thatfunction will be explained later in this tutorial.There is much debate amongst dierent tuners as to the "correct" use of the INJmap. Bear in mind that any method will ultimately work, as INJ and Base Map arealways multiplied for nal tuning. How you use the map is entirely up to personaltaste. Many people like to call this map a "target AFR" map, meaning that youset the values to what your desired AFR would be as a ratio (14.7 / desired AFR).This in theory gives you the enrichment you need for things like full throttle.Once the target AFR is set, any subsequent fueling changes would be made onthe Base Map and the INJ map would never be touched. It should be pointed outthat this method will only work when using FC Edit and won't work with theCommander. On the Commander, you don't have access to the Base Map, sofueling changes are made on the INJ map. The writers of FC Edit added theReCalc Base function, which writes changes made on the INJ map to the BaseMap and then resets INJ to 1.000. The purpose of this is to do percentage basedfuel adjustments. If you wanted to add 4% fuel to certain cells in your Base Map,you would type in 1.040 in the corresponding values in the the INJ map. ThePower FC can only understand certain values, so FC Edit will round your 1.040 tothe closest possible value. At this point, you could leave your corrections on theINJ map, or you could write the changes to your Base Map using ReCalc Base.Back to the use of INJ as a target AFR table, there are a few problems with usingit this way. First is that the target AFR is not always the same in a given cell. This


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occurs mainly at part throttle. You will nd midrange load cells that you will passthrough while cruising and accelerating slightly to maintain speed or changelanes. You will want your AFR to remain around stoichiometric (14.7) under theseconditions. But you will also nd that under part-throttle acceleration, you willpass through the same cells. Under an acceleration condition, you'll want aricher AFR. So essentially, there is no target AFR for certain cells.The second issue with INJ as a target AFR table is that it is not the only form ofpossible enrichment. When using these other enrichment conditions, you willactually be doubling your enrichment. However, many people don't use alternateforms of enrichment so this doesn't come into play.The alternative to using the INJ map as target AFR map is to use it forpercentage-based fuel adjustments or leave it all at 1.000, as many commonmaps have it. As I've gained more experience tuning the Power FC, this is themethod I prefer. There are a few reasons for this:First, it makes it signicantly easier to write maps from scratch for customsetups. You simply scale fueling linearly in the Base Map and then use INJ tomake adjustments up and down from your ideal fueling. I have found thatenrichment is based almost completely on throttle position and so I put myenrichment there, which allows me to leave my Base Map essentially at. I'll getinto that enrichment setting and the advantages of this later in the tutorial.The second reason is the elimination of the mixed target AFR's at part-throttle.By using throttle position-based enrichment rather than a set target AFR on atable, you're able to get lean while cruising and rich while accelerating using thesame cell. Again, this will be explained more fully later.The nal reason is that in practice, I do not use the O2 Feedback Controlfunction, as I nd it to work incredibly poorly. So messing up its functionalitythrough "improper" use of the INJ map is not a concern for me.IGN TabIGN stands for Ignition. The screen looks like this:

The values on the Ignition map are degrees of ignition advance. This means howmany degrees before the piston reaches Top Dead Center (TDC) on thecompression stroke that the ignition system will re the spark plug.


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VVT MapVVT stands for variable valve timing. The screen will look like this:

Both the 1ZZ and 2ZZ engines have a variable intake camshaft. This is the VVT-isystem. The values in the map correspond to advancing or retarding the intakecam. There is no proof of what these values actually represent, but most peoplefeel that 1 on the VVT map roughly equals or exactly equals one degree ofmovement of the camshaft. The common belief is that a range of 0-55represents the maximum eective range of the system, with 0 being the mostcam advance and 55 being the least. There is also evidence that 50 is the actualminimum cam advance setting. A Toyota technical document explaining fow theVVT-i system works and what settings generally work in dierent conditions canbe found here:http://users.ameritech.net/trdcelica...xplanation.pdfSettings 1 TabSettings 1 is the rst of ve tabs of basic settings and correction factors. Thescreen looks like this:

Boost Control Box-The FC Datalogit is able to function as a boost controller. This feature is mostcommonly used on RX-7's and is not used on the Celica. The feature iscompletely deactivated in the 1ZZ/2ZZ version of the rmware.Function Select Box-There are ve functions that can be turned on and o in this box.1. Boost cntrl kit - Boost Control function. Default is o, leave it o.2. Inj/AirF Warn - Flashes a long pulse on the check engine light if you reach100% duty cycle on the fuel injectors. Default is on, leave it on.3. Knock Warning - Flashes a short pulse on the check engine light if knock goesabove a pre-set threshold. Default is on, leave it on.4. O2 F/B Control - Takes feedback from the oxygen sensor and attempts tocompensate injection to achieve a 14.7:1 air fuel ratio. Default is on, turn o fortuning and on if you want post-tuning. This function is tricky and making it workis not simple. Many people, myself included, feel that it works so poorly that it is


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left o permanantly.5. Idle-IG Cntrl - Controls ignition timing at idle to try and maintain target idlerpm. Advances timing when rpm is below target and retards it when abovetarget. The default is on, leave it on.**There is a bug with either the Power FC or FC Edit that makes O2 F/B Controlvery dicult to turn o and keep o. I've found the best way to work around thisis change the default.dat map to have these o and re-save it. I'm not sure thishas any eect but it at least eliminates possibilities. When I switch thesefunctions o, I will hit Update, then cycle the key on and o. Then Read All andsee if they come back on.Rev / Idle Box-There are seven parameters in this box:1. Rev Limit - Rev limiter, where fuel cut occurs.2. VTLI High - RPM where lift engages on acceleration.3. VTLI Low - RPM that lift will hold to on deceleration (such as shifting gears).4. F/C A/E - Fuel cut recovery rpm with air conditioning o. When you let o thethrottle, the injectors will shut o. This is the rpm where they will turn back on.5. F/C A/C - Fuel cut recovery rpm with air conditioning on.6. Idle A/E - Idle rpm with air conditioning o.7. Idle A/C - Idle rpm with air conditioning on.Knock Warn Box-Knock warn has two parameters: Thresh and Setting.1. Thresh means threshold, and means the maximum knock value that will betolerated before the check engine light will ash as a warning. It should be notedthat 2000-01 cars have a dierent knock sensor than 2002 and later cars andwill typically have higher knock values. The value of the threshold in the default2ZZ map is 60, which is unrealistically high. The only way to properly set thisvalue is to make a calibration curve for your knock sensor. That topic is coveredin this thread:http://www.newcelica.org/forums/showthread.php?t=247596One other thing to note is that very hard shifts (typically when racing) will causevery high spikes in knock sensor activity. Do not confuse this as real knock.2. Setting - Flash time in milliseconds for the warning. No reason to change this.O2 Feedback Box-The setting here relates to the INJ map. Any cell with an INJ value below the


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setting value will be subject to O2 feedback/correction provided the function isturned on. Before I showed how most people use the INJ map, for fueladjustments, and then ReCelc Base and set all the values back to 1.000. As youcan see, this will make every cell in the map subject of O2 Feedback Control ifthe function is on and the default setting value is used. You need to pick thesetting value so that you are only applying O2 feedback correction to cells verynear stoichiometric. I use a value of 1.035, which corresponds to a commandedAFR of 14.2:1 (assuming 14.7:1 as base AFR value). This would work well whenusing the INJ map as a target AFR table. However, in practice this function worksextremely poorly. It is very slow to respond and wildly overshoots stoichiometric.I nd that at idle, the car will uctuate between 12.5 and 16.5 AFR with thissetting turned on. Unfortunately, the settings that control the response of thisfunction are protected and hidden on the Power FC. On more advanced ECU'ssuch as the AEM EMS, these functions are tunable. Since the function essentiallydoesn't work, I just leave it o permanently. With the function o, you no longerhave a real consideration with how you use your INJ map.Protect Box-This box would be used by tuners to make certain settings inaccessible with aPower FC Commander. Since you are using FC Edit, obviously this doesn't apply.Just uncheck everything here.Version Box- This will show the Program String (2ZZ-GE in my case) and the ProgramVersion. 99% of the time, this will be 2.71A for a 2ZZ engine, but I have comeacross a Power FC from and XS turbo kit that had vertion T2.71. If the v1.120 willnot work for this version, a version v1.110c does exist that will.Settings 2 TabSettings 2 is the tab where most of the main correction factors are. It looks likethis:

There are eight boxes for various correction factors, explained below.Water Temp Correction-There are two columns for water temp correction. The one on the left is for "lightload" and the one on the right is for "heavy load". If you look at the defaultvalues, you will see more enrichment at high load and cold temperatures. Youwill nd that the default values are absurd, and need to be reduced signicantlyfor proper fuel mixture.


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Accelerate Injector (mS)-These settings increase injector duration when you accelerate suddenly. This isdone to prevent knock when the throttle is quickly pressed. There are threevalues: RPM, Amount and Decay. RPM is simply a breakpoint, Amount is theincrease in injector duration and decay is the amount of time the enrichmentlasts. A wideband oxygen sensor is needed to properly adjust these. To adjustthis, bring your car at steady throttle to one of the breakpoints (example: 3000rpm) and then suddenly increase the throttle. Watch the value on the wideband.Increase or decrease the value of Amount until you hit the desired AFR onacceleration. Typically, if you have rich/lean issues, it has to do with your map,not this setting.Cranking (mS)-These are injector duration settings at various water temperatures. The defaultsettings are too long, and the Monkeywrench settings are even worse, especiallyat high temperatures. If you are getting ooding when starting the engine orblack smoke on startup, decrease these values. An often overlooked eect ofchanging to larger injectors is that you'll spray more fuel during cranking. Thesevalues should all be adjusted down when changing to larger injectors (or use thecompensation feature on Settings 5).Inj vs Accel TPS1-These values are for fuel enrichment dependent on how fast you increasethrottle. Here, a Setting value of 100 is equal to an INJ value of 1.000. Thedefault settings show you that the faster you increase throttle, the greater theenrichment. Steady throttle (Input = 0) would have no enrichment. Most peopleleave the default values here, as I have done. If you wanted to alter this setting, Iwould suggest adjusting the Setting values while leaving the Input values alone.INJ vs. TPS-These values are for fuel adjustments based on percentage of throttle. Thedefault values give enrichment at higher throttle angles. Many people set thesevalues all to 1.000, meaning that fuel settings are not dependent on throttleangle. This is done to eliminate variables when tuning. I am a big proponent ofusing this function and feel that it is a much better form of enrichment thanusing the INJ or Base Map to enrich at high loads. A reason to have enrichment athigher throttle angles is to be able to tune the car to run at stoichiometric(14.7:1) mixture at part throttle for maximum fuel economy and only run rich atfull throttle when a richer mixture is needed. There are advantages to using thissetting, particularly at part throttle, but using this function is very advanced. Forone, it virtually eliminates the chance of running lean under load. In a sense, you


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are getting multiple INJ maps by using this function. In order to use the settingcorrectly, you'll need to determine the proper breakpoints for your car. On mycar, WOT = 4.04v. Since TPS signal works o a 5v scale, WOT = 4.04/5 = 80.8%throttle. I would probably just bump 79.7% to the top value and put the settingat whatever my desired WOT AFR is. You would then need to gure out what yourTPS voltage is at the maximum throttle you want to maintain stoichiometric atand set that percentage as your low limit with a setting value of 1.000. I gurethis out by driving around (while logging) and only accelerating to what I feel themaximum throttle is where I would want to maintain stoichiomtric. Once youhave your high and low limits for throttle enrichment, you can ll in yourintermediate values as you see t, either simply linear or by testing morethrottle angles and deciding what you want the AFR to be under that condition.On my car, I set the maximum throttle for no enrichment as 30.5%.Inj vs AirTemp-These values are just like the Water Temp Correction, but for air temp. Thedefault values have a gradual leaning out of the mixture as the air gets hotter.Technically, correction for this is already handled by the MAFS, which directlymeasures air mass as it is aected by temperature and pressure, making thisfunction redundant. But due to a lack of resolution in the map, you could still fallin the same load cell but need more/less fuel. Watch your AFR's on days withdierent temperatures to see if you feel this needs adjustment.INJ vs Air Temp and Boost (max)-The name and available parameters are misleading. What this setting reallydoes is INJ vs AirTemp (hot). The boost reference most likely does not meananything, which is the popularly held opinion. What this means is that at somepoint, the car is considered to be "hot", at which point dierent air temperaturecorrections would come into play. There are setting values for Temp and Setting,with the setting value being the same as an INJ value. I have not had time to playwith this setting, so I may add more to this later. The one interesting thing tonote about this is that the lowest temperature set as a default is 60 C, which ismuch higher than anyone would actually ever see. Due to a lack ofunderstanding, I simply leave the values at the default.INJ vs Water Temp and Boost (max)-The same as the previous setting, except relating to water temperature.Settings 3 TabThe Settings 3 tab is used for the setup of the map and denitions of airowcurves. The screen will look like this:


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There are three setting boxes on this screen, explained below.Map Reference-These settings dene rpm and load breakpoints in your maps. A vast majority ofusers don't adjust these values, but there is a big advantage to doing so. You willsee that the values in my table are nothing like those on a Monkeywrench map.Most maps will have rpm scaled in increments of 500 rpm up to 10,000 rpm. Thisis a wider range than the car will actually operate in and causes you to loseresolution by having cells that never get used. The same is true with the defaultload values. Only a high hp turbocharged car tht is maxing out the MAFS will see19,000 load, and no car idles as low as 500 load. Advanced users will scale thesevalues to concentrate points in their usable rpm/load range. To nd out what thatis, you need to look at idle and redline rpm, and idle load and maximum load.Once you nd these four values, you can scale your maps correctly. The bigdownside is that once you do this, you will need to recalculate your entire mapby hand due to switching all the load and rpm references, but the payo is betterresolution and more accurate tuning. I use an Excel spreadsheet to do this andwill upload it once I get the nal tweaks done to it.Finding out how your car behaves at idle is very important to setting thesevalues. To do this you will want to make a log at idle from cold to fully hot andplot PIM (load) over the duration of this log. See this thread for more informationon this procedure:http://www.newcelica.org/forums/showthread.php?t=233154Using the example in the thread above, I found on that car that when fully cold,the initial load was around 1680 and dropped to around 1600 when fully warmedup. When the fans kicked on at 93C, you see a jump in load to 1700 and the idlepick up from 1000 to 1150. For load, these are the only two non-linearbreakpoints I use. My lowest breakpoint would be 1600 and the secondbreakpoint would be 1700. All remaining breakpoints between that and mymaximum load breakpoint I scale linearly. This makes it much easier to tune themap.On the subject of rpm breakpoints, I typically don't follow as rigidly linear of anapproach. The PFC can extrapolate o the 20x20 grid, so there is no reason toset very high or low rpm breakpoints. In the example above, I would set my twolowest rpm breakpoints as 1000 and 1150 rpm. Remaining breakpoints would bespaced fairly evenly. I tend to like to concentrate rpm breakpoints somewhatcloser at high rpm as tuning is more critical there and depending on how my


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math works out, I often set the highest rpm breakpoint lower than my indicatedfuel cut.One other thing to note with a 2ZZ is cam (lift )transition. You will nd that it isimpossible to tune directly on the cam switch point, so setting an rpm breakpointthere is pointless. For maximum power, tuning just before and after lift transitionis important. Once you determine your optimum lift transition point, you shouldplace rpm breakpoints just to either side of that point. In my maps, I often use atighter rpm breakpoint spacing (400 rpm) post-cam switch and a looser onebefore (450-500 rpm).Air Flow-The airow box lets you select ve dierent airow curves. Most people stickwith the default airow curve. The other setting is for airow meter calibration.The default values are all 100.0 and 99% of people should leave them that way.The reason they exist is to recalibrate the airow meter for being in a larger orsmaller tube than stock. Airow meters are calibrated to be in a certain sizetube, and changing that sube size in any way will throw o this calibration. Butthe same eect can be achieved by altering the values in the Air Flow Curvesbox. Another possible reason to use these corrections would be if you wereowing enough air to max out the meter. You could increase the value for 5.12vto compensate for this, but this would be a rough x at best.Air Flow Curves-These show the the actual airow associated with a given airow meter voltage.Careful observation and things learned while tuning will show you that not theentire range is used. You'll notice that the bottom few points show 0 airow,which makes them useless. My turbo GT-S will nearly max the meter, but an N/Acar will not, and should be able to remove some of the high voltage points. Onceyou remove these points, you can add data points into a more critical area of thecurve for better resolution.Settings 4 TabThe Settings 4 tab is basically a continuation of the Settings 2 tab. The screenwill look like this:

There are seven setting boxes on the screen, explained below.IGN vs WaterT


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-This setting is used to retard ignition timing on a linear scale once watertemperature reaches a certain temperature. I've found that my 2ZZ will operatesomewhere in the 83-86C range. I also found that even on the hottest summerday, siting in trac, my car would not rise above 94 C. I left the retard at zero atthe lower breakpoint. If you notice knock on a hot day or after the car sits intrac and the water temperature rises, you can increase the retard at the upperlimit to increase the ramp rate.IGN vs WaterT Cool-This setting is used to retard ignition when the car is cold. Most people leave thedefault settings in place here. What the default settings are telling you is thatonce the car reaches 60 C water temperature, there is no longer any ignitionretard.IGN vs BatV-This setting is used to adjust ignition advance based on battery voltage. Mostpeople leave these at the defaut values. That said, you should look at what yourlogged battery voltage is. I notice on my car that most of the time I'm seeing13.7-13.8v, which will cause the car to run slightly more ignition advance thanmy map would indicate based on the default settings.IGN Dwell vs RPM-This setting is used to adjust the dwell time in the ignition system dependent onengine rpm. Dwell is a term that technically relates to an old style of ignition, butthe meaning is similar. Basically, the faster your engine spins, less time it takesfor the piston to move up and down. Dwell measures how soon you need to startcharging the ignition system to make a spark at the proper time. Since the timeneeded to charge up the ignition doesn't change as engine speed increases, youneed to start that event sooner to compensate for the piston moving faster. I'mnot aware of anyone who changes these settings from the default settings.IGN vs AirT-This setting serves to retard ignition when air temperature gets very hot. I'venoticed that the default settings require the air temperature to be very highbefore any ignition retard occurs. You should log some data in very hottemperatures and see what the maximum air temperature is in your logs. Ilowered the breakpoints signicantly below the default settings. My car seems tobe unwilling to register air temps above 34 C. I have heard that Toyota had alarge number of warranty claims for 2000-02 mass airow meters (which


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contains the air temp sensor), so make sure you look at yours carefully.Boost vs IGN S.F.-What this stands for is Boost vs Ignition Scaling Factor. I'm not sure why thiswould be a linear scale from zero to one, or why the "boost" values of 3840 and7936 repeat themselves in several spots. I have seen the value of 760 logged forboost in FC Edit. What this corresponds to is 760 mmHg, which is standardatmospheric pressure. Since the Celica does not use a MAP sensor, it makessense that this value would be a constant 760. A pressure value of 3840 isroughly 5 Bar, ve times atmospheric pressure or almost 50 psi boost. If that isthe case, all these corrections for boost would never come into play. Thesevalues my purposely be set this way to make this happen.IGN vs TPS-This setting is used to advance or retard ignition timing based on throttleposition. Values above 1.000 will advance timing and values below will retardtiming. The TPS values are percentages. The default values are all 1.000, andmost people do not alter these values.Settings 5 TabThe Settings 5 tab is used for setup of the fuel injectors and custom features.The screen looks like this:

There are four setting boxes on this tab, explained below.Injectors-These values are used to make percentage based adjustments to individualinjectors. This setting is used if you're switching to larger injectors. For instance,if you moved up to 550cc injectors from the standard 310cc GT-S injectors, yourold injectors would only ow 56.4% as much fuel as your new injectors. You couldenter 56.4 into the column on the left and not have to make any changes to yourmap. This setting will aect any settings in the PFC that deal with raw injectiontimes: Base Map, cranking fuel settings and Accelerate Injector settings. This is asetting that I've changed my mind on as I've tuned more maps. Since itautomatically adjusts for cranking and acceleration times, I really like to use thissetting and leave the default settings in those areas alone.


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You can also use these settings for is to adjust for small variances from injectorto injector. This would require that you have your injectors tested by an injectionshop, and as long as you kept the injectors in order, you could adjust for thesmall variances in ow rate here. While you had your injectors at the shop, youcan have them tested for lag time. The second column is to account for injectorlag time variances, in milliseconds. Just as your injectors may ow slightlydierent amounts of fuel, they may also have slightly dierent lag times. If youhave the stock injectors in the car, you should leave these values at the defaultvalues.INJ Lag (mS) vs BatV-This setting is used to adjust the lag time of the injectors based on batteryvoltage. All injectors are rated for both ow rate and lag time at 14v. I have triedand been unsuccessful at nding lag times at various voltages. This is actuallynot a huge problem, since most cars run right around 14v anyways. Largerinjectors will have longer lag times. What I did for my 630cc Mototron/MWRinjectors is just take the rated lag time at 14v and divide it by the default valueat 14v, giving me a percentage. I then multiplied that percentage through all thevalues at other rpms. I did this based on a guess that the lag curve would be thesame shape for all injectors, but might be oset from injector to injector. Again,this is a guess but since the car typically runs very stable at 14v, that is the mostcritical value. The eect that the lag setting has on actual fueling is quite large.What it does is compensate for the fact that larger injectors take longer to open.As as example, if you doubled the size of an injector but kept the injectorduration the same, you actually wouldn't get double the fuel. This is becausemore of the on-time is getting used up waiting for the injector to open, so youend up with less eective on-time with the larger injector. A secondary eect hasto do with the timing of the injection. With a bigger lag setting, the injectioncycle would start slightly earlier to get fuel spraying at the same time. This couldpossibly aect high rpm performance if fuel were spraying later than expected. Ifyou've switched to larger injectors and then later correct this setting, you'llnotice that the car will suddenly start running rich and that you need to decreaseall the injection times. Again, if you have the stock injectors, leave this settingalone.FC Box Custom Features (Key O / Key On for changes to take eect)-These are somewhat advanced settings and do not apply to the Celica.Explaining their purpose is beyond the scope of this sticky.Notes


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-You can enter notes here about your map. If you have evolutionary mapdevelopment, you could note the changes made for the new revision.Last edited by Jesse IL; 05-31-2010 at 11:32 AM..

10-13-2007, 08:56 AM #3


Now that I understand the stu in FC Edit, how do I tune my car?The rst step in tuning your car is getting a working base map loaded. For N/Acars, the Monkeywrench Racing maps are popular. The second thing you willneed is a wideband O2 sensor. See this sticky for more info on widebands:http://www.newcelica.org/forums/showthread.php?t=188457As an added note, I would suggest installing a wideband and driving the car forsome time on the stock ECU. By watching the wideband with the stock ECU, youwill get a good idea how Toyota intends the engine to run under variousconditions, which will help you later when tuning. You may wish to write downsome observations of stock ECU AFR behavior for your later tuning sessions withthe PFC.One thing that needs to be made clear from that sticky is how important theredundant group loop is with the Datalogit. The Datalogit (and other systems)suers from an odd oating voltage issue. Stray voltage is picked up in the AFRsignal either from an induced signal or oating ground voltages. This strayvoltage will cause your logged AFR's to dier from your measured AFR's.Regardless of the type of wideband you use, you need to tie the widebandcontroller ground into the AN2 port on the Datalogit. The install guide in thesticky shows how to do this.Another more advanced option is to tweak the polynomial setup for the AFRfunction. If you look at the default by clicking the Poly button, you'll see that theequation is y = 2x + 10. This will give you a linear function where the AFR reads10 when the wideband outputs a 0v signal and 20 when the signal is 5v. On moreadvanced systems like the AEM EMS, there is an additional gain setting toaccount for dierences between the measured AFR and the logged AFR. Toaccount for this, you simply adjust the gain setting until the logged AFR matchesthe AFR displayed on the gauge. On a friend's car, this coecient ended upbeing 0.88. In our example, since there is no separately adjustable gain setting,we would need to multiply that factor directly into the polynomial coecients.Using 0.88 as an example, the polynomial coecients would change to 1.76 and


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8.8, giving the equation y = 1.76x + 8.8. With one person driving the car atsteady cruise and the other adjusting this, you should very quickly dial thissetting in.Once you have your wideband installed and connected to the Datalogit, youneed to set it up in order to log AFR. From the main screen Setup menu, selectAuxilary. The screen will look like this:

Make sure you check "Delta AN1-AN2" here, and then enter the calibrationvalues for the wideband. The AEM has a linear 0-5v scale ranging from 10:1 to20:1 AFR, so the default values are correct. Other widebands, such as theZeitronix ZT-2, use a polynomial calibration, and there is a button to select that.The constants for the ZT-2 are: a = 0.627, b = 0.4574, c = 9.7758Next, from the main Datalogit screen, I like to make sure that my maps and logsshow my actual rpm and load values, not the arbitrary N and P values. Toaccomplish this, go to any of the map screens, and right-click over either the Nor P values. Make sure that MapRef Labels is checked.Now, from the Window menu, select Monitor. The Monitor screen looks like this:

The Monitor screen is used for two reasons. The rst is to select whichparameters will be logged. Most people select everything except for Sensors,which don't have much value for tuning. The second reason to use Monitor is towatch engine parameters in real-time while logging. I nd Monitor most useful towatch during cold startup and at idle, when you're spending time in the sameload cells and the car is sitting still where you can look at the screen.At this point, you can either leave the Monitor screen open or close it. Next you'llopen the Map Watch screen, which can be found in the same Window menu asMonitor. The Map Watch screen looks like this:

There are two options I always use on Map Watch. First is MapRef Lables, whichyou can turn on by right-clicking and selecting it anywhere in the N or P valueson the table. The second is Map Trace, which is in the View menu on the Map


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Watch screen. Map Trace will show a black border around the load cell that iscurrently active. This is especially useful in tuning idle and part throttle.Unbelievably, you're nally ready to go log some data! I usually log in 3rd gear,but if you're feeling lucky, you'll get more data points in 4th gear if you're notafraid to be hitting 110 mph at the end of your pull. Unfortunately, there really isno good way to do this and stay under the speed limit. Also, you should makeyour logs on a level road with no bumps. From the Map Watch screen, you canstart and stop the log from the Log menu. You can alternatively use the F1 (start)and F2 (stop) keys. I like using the keys because its easy to do with one arm andonly me in the car. To make your log (in this case a WOT log), hold the gear youwant to log in down to a very low rpm (like 2500), oor it and start the log. Pullthe car all the way to redline at WOT and then hit the F2 key just before fuel cutwith your foot still on the oor. The reason you do this is because the rev limitercan mess up your logged values right at fuel cut.Now you should have your log sitting in front of you. At this point, you can scrollthrough the various parameters that have been logged by dropping down thebox where Aux AN1-AN2 Wide Band is. The following list of parameters are mostuseful in tuning:Advanced AFL V - airow meter voltage, a rough indicator of horsepowerAdvanced VTA V - throttle position sensor voltage, useful when ltering out WOTdata from logs or tuning throttle-dependent enrichmentAdvanced PIM - engine load, the values shown on the vertical axis of the mapBasic InjDuty - injector duty should ideally stay below 95%Basic IgnTiming - ignition advance in degreesBasic EngRev - engine rpmBasic Knock - reads higher than Advanced Knock but is what is used to triggerthe knock warning light (I only use Basic Knock when tuning)Basic WtrTemp - water temperatureBasic AirTemp - intake air temperatureAux AN1-AN2 Wide Band - AFR from widebandFrom Map Watch, all parameters can be looked at in several dierent ways:Max - the maximum value logged in a cellAvg - the average of all values logged in a cellMin - the minimum value logged in a cellNum - the number of values logged in a cellIn addition to viewing these parameters in Map Watch, you should add watchwindows for all of them. To do this, look under the Window menu and select Add


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Watch. Add watch windows for all ten parameters listed above and arrange themaround the edges of the screen, where they will be out of the way. The reason forthis will become apparent later when we're tuning.You can also save the log now, which can be re-opened later from the Map Watchscreen. To do this, open your map in FC Edit, then go to the Map Watch screen.From there, select Open again and you can view saved logs.Last edited by Jesse IL; 01-11-2009 at 12:30 PM..

10-13-2007, 08:58 AM #4


At this point you should have FC Edit open and a completed log. For the purposesof this example, I will work through the process of a map revision on an N/A 2ZZmap. This map had already been revised through street tuning several times, butis still in a very early stage of development. I would strongly suggest you not usethis map on your car. Several of my revisions noted in the FC Edit tutorial abovewere developed long after this map was created. Your map may be much morerough than this map and may require more revision. Here is a link to the map:http://users.ameritech.net/trdcelica...basemap-11.zipAnother tool you will need for revising a map is a good spreadsheet for doingyour calculations. The following is a sheet I've written for this purpose:http://users.ameritech.net/trdcelica/PFC_Tune.xlsTo follow along with this example, you will also need the log le:http://users.ameritech.net/trdcelica/basemap_11_log.zip(When emailing Power FC maps of logs, always do it in zipped format. Unzippedles will become corrupted.)The rst thing to do is open the le jesseILbasemap-11 in FC Edit. From thereopen the Map Watch window. To make sure you are seeing the correct load andspeed columns labels, right-click anywhere on the numbers, and check MapRefLabels. Mine automatically loaded the default values for these, so I needed touncheck, then recheck MapRef Labels.Next, from the Map Watch window, select Open from the File menu. There shouldbe one log in the unzipped basemap_11_log folder. At this point, the table in the


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Map Watch window should populate with values. Towards the upper left of thewindow is a drop down box where you select which parameter you want to lookat it. Next to that is another drop down box where you can select if you'd like tosee the minimum, maximum or average value, or the number of points logged ineach cell.The rst thing I do is note the average air and water temperatures during therun, as well as the maximum injector duty. You want to note these becausetemperature extremes can aect logged data, and you want to know how closeyou're coming to maxing out your injectors.Basic AirTemp = 24 CBasic WtrTemp = 82 CBasic InjDuty = 81.8% (max) @ 8100 rpmAs noted in the previous post, there are several main parameters that will beimportant for tuning. Below are screen shots of some of these parameters:Aux AN1-AN2 Wide Band (Avg)

Log of number of data points logged

Basic Knock (Avg)

Basic Knock (Max)

The other parameters I mentioned above can be important as well, but at thispoint I'm trying to give a broad overview of tuning the car.You will also notice above that I have only shown Basic Knock. Advanced Knockfor some reason reads lower than Basic Knock does. If you were to make anumber of runs in the car, combine all the logs and then graph them in Excel,you will nd that Advanced Knock reads lower that Basic Knock. The knockwarning light is only triggered by Basic Knock. For that reason, I ignore AdvancedKnock while tuning. The reason we want to look at knock so comprehensively isthat knock is what will kill your engine, so we need to make absolutely sure wearen't getting any excessive knock when tuning.


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Looking at knock as average and max values in the Map Watch window gives adecent snapshot of what is taking place, but the data s very limited. This bringsus to the best way to look at logged data: with the Chart function.In addition to the Map Watch window, logged data can be looked at in chart form.This shows the logged data over time, so you can see what the actual datalooked like coming from the sensor. With knock, this gives a much clearer picturethan the Map Watch window does. This actually applies to all engine parametersand you will nd that the charts are extremely helpful for tuning, especially withAFR and knock.NOTE: Ignore Advanced Knock in the following pictures, they are from an earlierrevision of this sticky.To view knock, you need to open the Chart window, which can be found underthe Window menu on the main FC Edit screen. The rst time you use this, itshould bring up a blank chart with no data. From there, you select Chart fromunder the Setup menu. You'll get a dialog box like this:

The setup of the charts is somewhat confusing. We want to see two separatecharts, so we set "Charts" to 2. Next to that is "Chart", which by default will be 1.This means you're setting up Chart 1. Looking at the knock data, we can see thatthe maximum knock value was just over 40, so you would want to set the minand max values on the right side to 0 and 45 so that we can see the wholepicture but nothing unnecessary outside of that range. Below "Charts" you'll see"Trace" and "Chart". By default, these should both be 1, meaning Trace 1 onChart 1. Below that you'll see "Item" and "Caption". We want to make Trace 1,Chart 1 Advanced Knock, so we select that from the drop down box and give itthe label "- Adv Knock." You can put as many traces as you want on a chart, butfor clarity, we'll only put one trace per chart. Once this is done, we go andchange the upper "Chart" setting to 2, meaning we're now setting up Chart 2.You will want to set the same min and max values for Chart 2 as you did forChart 1. Next we need to add the trace for Basic Knock, which we can do bychanging "Trace" to 2 and the lower "Chart" to 2, meaning that Trace 2 goes onChart 2. We will select Basic Knock from the drop down, and give it the label "-Bas Knock." Now hit Done, as we are nished with the Chart setup. You will nowsee a chart of both knock parameters over time for the entire log.


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Now not all this data is useful, and we want to focus on only the area of the chartthat occurred during the full throttle pull to redline. You'll notice at the bottom ofthe chart are two white arrows. Clicking and dragging these is used to zoom inon specic areas of the chart. Zooming in on just this small area is eye opening.

A few things should become apparent from looking at these charts: what is realknock and why is the data so noisy? The following thread goes in depth on therst question (it also talks more about why I began to ignore AdvancedKnock...also please ignore my petty argument at the end of the thread):http://www.newcelica.org/forums/showthread.php?t=247596While the preceding thread does a good job of explaining how to dene a knockcurve and know when you're getting knock, it doesn't explain why the signal isso noisy. The unfortunate answer is that is simply the nature of knock sensors.That is why my knock calibration curve is a range rather than a line. If you havea question about knock on any given pull, repeat the pull. You can also tryreducing ignition timing or richening the mixture. If the spike repeats, most likelyyou didn't have knock there and you're looking at a naturally-occurring spike forthe particular sensor. An even better solution would be to install a J&S Safeguardknock sensor on your car, which uses advanced hardware to determine realknock.The one important point here is that what is normal for one car might not benormal for the next. Repeated runs on this car have shown extremely similarknock sensor behavior, but if your car normally reads much lower knock than thisand then suddenly jump to knock values like this, then it is indicating true knock.Basically, part of tuning your car is determining what a normal knock level is.One unfortunate eect of the wide range typically output by the 2000-01single-wire knock sensor is that at low rpm, real knock occurs at levels belowyour warning threshold. So always tune with the music o and the windows upso that you can hear what's going on with your engine.Now that we've gone into gory detail on knock, we've basically come to theconclusion that we're operating the engine safely and aren't in danger ofknocking it to death. Now we can go into the process of actually revising the mapbased on our log. As you're developing a map for your car, the rst area ofconcern is to get your AFR to match your desired AFR. This is where the PFC Tunespreadsheet comes into play.


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There are eight tabs at the bottom of the spreadsheet. The one farthest on theleft is called "Log". What you will do here is take the values from your AuxAN1-AN2 Wide Band (Avg) in Map Watch and copy them into the top table. Youwill copy the Num values for the wideband into the bottom table. It should looklike this when you're done:

We now have the raw data we need. The reason for average AFR is obvious, thereason to see the number of logged points may not be. The reason we want tosee the number of logged data points is that it helps tell us if a point isrepresentative of your log. Cells that only have one point logged in them candon't provide a very good sample, so if they seem far out of line withsurrounding data points, they can be ignored. Your tuning changes should bebased on where most of your data points fall, as those represent the mostaccurate sample.In addition to your table of average AFR values, it is very useful to look at yourAFR data in chart form.

As you can see, a smooth line was not logged. By estimating the average valueof AFR over a certain rpm range, you can decide if the average AFR shown in theMap Watch table is representative of what really happened. What you will nd asyou become more experienced in tuning is that if you put too much faith in theaverage numbers in the Map Watch table, you will often times make too large orsmall of adjustments and will overshoot the mark constantly. This leads to anumber of time consuming and pointless map revisions that get you no closer toa nal tuned map.You may remember that earlier I suggested adding watches for the ten importantparameters to look at while tuning. Here is where they come into play. As youdrag the blue vertical bar across the chart of your logged data, all the watcheswill change, showing you the realtime values at any given point. I like to tuneusing a chart with 3-4 parameters showing: rpm, Basic Knock, AFR andsometimes PIM. Dragging the bar across the chart and reading the watches givesyou far more data than simply looking at the Map Watch window.The next tab on the PFC Tune spreadsheet is the INJ/Target AFR tab. This tab isused for dening your INJ map. In the top table, you dene your desired AFRvalues for various cells. You then dene the value you want for INJ = 1.000.


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Although you can dene this as any value, it is easiest to stick with 14.7 becausethat is the value that the Power FC tries to adjust to when O2 Feedback is turnedon. The lower table is simply the calculated INJ values based on what you denedabove. These values can be pasted back into FC Edit for your INJ map. There area few changes that we will make to the INJ map during this revison, but here isthe existing values:

In this example, we are using INJ as a target AFR map. To setup the map for thisis not trivial. You need to watch which cells are active during dierent runningconditions: idle, standing starts, part throttle cruise, full throttle acceleration.The above map was written to have a commanded AFR of 14.7 at idle and cruise,some enrichment just o idle for clutch engagement, 13.5 at full throttle on thelow cam and 13.0 at full throttle in lift. Other values are chosen to make smoothtransitions between these values. If you are not using INJ as a target AFR andwith O2 Feedback o (my standard method), simply set this map to all 1.000. Becareful through: if you're starting from a map where the INJ map was populatedwith other values, make sure you use the ReCalc Base function rst in FC Editbefore pasting your map into the spreadsheet.The next tab in PFC Tune is Base Map. There are two tables on this tab. As theinstructions in the sheet indicate, you want to paste your existing Base Map intothe lower table. The upper table is your revised Base Map, which you will pasteback into FC Edit when the revision is nsihed.At this point, we have all the raw data loaded and are ready to begin therevision. This brings us to the next tab, Correction Table. Like the Base Map tab,you will notice multiple tables. The middle table is changes suggested bycomparing your logged data to your Target AFR table. I need to reiterate thatthese are suggestions only, and should be used as a guide to your revision, notas your actual revision. Use your chart to help you make more informeddecisions here. If you see a strange spike that you think may be an anomaly,repeat the run. The upper table that is currently lled with values of 1.000, iswhere you will make your actual changes. The bottom table is a Total FuelingTable, which is used only for graphing because it shows fueling in a way that iseasy to understand (INJ factors are applied).NOTE: The FC Tune spreadsheet was written assuming that INJ would be used asa target AFR table. Therefore total fueling is the base map multiplied by the INJmap. A target AFR table is still necessary for the spreadsheet to work, but if yourmap does not include one, you would need to make the total fueling table equalto the base map.


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The rst changes we'll make this revision are to the INJ map. The rst changecomes from a suggestion of one of the testers of the map. He found that havingthe INJ set at 14.7 at idle caused a good deal of uctuation and that richening itup to 14.3 solved most of the problem. So the rst change is to change the 9x9block of values in the upper left-hand corner on the INJ/Target AFR tab on the PFCTune spreadsheet from 14.7 to 14.3. I also changed the rst three load rows inthe 1900 rpm column from 14.7 to 14.5 to make the transition in AFR smooth.The other change we'll make to the INJ has to do with fuel ratio at lift transition.People have found that the car runs better leaner on the low cam and richer onthe high cam. That is why I have set the INJ map to command 13.5 at full throttleon the low cam and 13.0 at full throttle on the high cam. However, the transitionbetween the two is not that smooth, so the second change will be to change thevalues in the 5500 rpm speed column from 13.5 to 13.3 for load rows 6900 -13900. The INJ/Target AFR tab should now look like this:

What you will no do is copy the bottom table on the tab and paste it back overyou INJ map in FC Edit. Some numbers will change a tiny bit, because FC Edit canonly recognize certain numbers, but this change is small enough that it can beignored.Now back to the fueling changes. Looking at the Correction Table tab, the middletable are changes suggested by your logged data. To work on applying thesechanges, we must rst decide which data to ignore. In this case, since this was afull throttle run, we will ignore suggested corrections below the 7600 load row.Furthermore, looking at the chart of AFR vs. rpm will show that there are somewild uctuations below about 3900 rpm due to the driver suddenly jumping onthe gas around that rpm. For that reason, we need to ignore the values belowthe 4150 rpm column. This brings up an important side point about logging gooddata. You should always start below the rpm you wish to collect data at and rollinto the throttle smoothly. What we then need to do is hand transpose over thevalues from the middle table to the top table that we want to use. DO NOT usethe Copy and Paste functions from Excel, as these will copy over formulas andmess up the entire sheet. You must manually key in the numbers. I also ignoredthe value at 8500 rpm/8300 load since it was logged after the throttle had beenlifted. During the time you were keying these values, if you had been able to seethe revised Base Map and Total Fueling table, you would have seen thecorresponding values change.Now that we have manually keyed in the recommended changes, we need tolook at what eect they had on our map. Because of the hysterisis function the


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Power FC uses, a change suggested in one cell means that several cells areactually involved and may need adjusting. Every data point could be consideredto be between two rpm points and two load points. The hysterisis function willpull from all four of those cells. Because of this, the entire recommended changein one cell is not a good way to tune. This will become more clear when we lookat the graphs.Last edited by Jesse IL; 01-11-2009 at 12:48 PM..

10-13-2007, 09:00 AM #5


So the rst point we'll look at is the 4150 rpm/9000 load point. This happens tobe the P13 load row, so we'll want to take a look at the P09-P15 tab on thespreadsheet. When we do this, we should notice something immediately.

We have a big dip in fueling at 4600 rpm. We are actually using less fuel at 4600rpm than at lower rpms. Looking at the graph of AFR vs. rpm, we can see that weare running fairly rich from 4000-5000 rpm. Taking a look at the P14-P20 andP05-P11 graphs, we can see that this trend continues across many load rows.The change in fueling at 4150 rpm/9000 load is not even noticeable. We havealso taken away fuel in the 4600 rpm column at both the 8300 and 9000 loadpoints. What this shows us is that we're taking too much fuel out of the 4600rpm column to try and compensate for an entire area of the map that is too rich.So what we're going to do is go back to the 4600 rpm column and actually addsome fuel back in. I will change both values there to 0.990. Next I will begin toreshape the entire map below 4600 rpm to take away some fuel. Before I do this,you need to understand that higher rpm's don't necessarily always mean morefuel. The engine has dierent eciencies at dierent rpm's, and at some pointsmay actually reqiure more fuel at a lower rpm. Also, in order to acceleratesmoothly from lights, some extra enrichment is needed at low rpm. Going backto our graphs, I would say that in this case, we've just extended our o-idleenrichment to too high an rpm. This o idle enrichment can be seen as the humpin the graphs from about 1900 to 4150 rpm. Making changes like this is the mostdicult part of tuning, because there are no hard numbers to guide you andexperience is really the biggest factor in doing this well. The one rule of thumb tofollow is generally don't make large changes. Its better to make small changesand then retest. I typically keep my changes to around 3% per revision.


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To make general changes like this to the map, you will just enter values into theCorrection Table top table and keep looking at the graphs until you getsomething that looks good to you. I will not go through the tedious process ofdoing this, but I will show tables of recommended changes, recommendedchanges minus ignored data and nal changes.Table of changes recommended by logged data.

Table of recommended changes minus ignored data.

Final table of changes.

You can see from the nal changes that I went far beyond what wasrecommended, but in reality I was for the most part I was only moving around afew percent of fuel. One change I did make was to remove 3% of fuel from allcells in the cruise range. The existing revision of this map had complaints ofbeing extremely rich at part throttle. A 3% reduction may not be enough, but Imoved so much other fuel that I felt it would be safer to only remove a fewpercent and then log more data. At the very high end, I chose to reshape the arevery slightly and take fuel out of the very high load cells rather than the loggedcells. This choice was made because I was beginning to see a large gap betweenthe logged cells fueling and the very top cells fueling. Again, its easier to makesmall changes and see the eects than it is to make big changes. Also, if an ideayou try completely doesn't work, you can revert to the previous revision.The biggest change made, and the only area I went past about 3% changes infueling was in the cells from 1900-4150 at high load. These cells never actuallyget used, but because of the hysterisis, their values can aect fueling elsewhere.The reason I made this change is that previous revisions of this map hadproceeded o of a map which I did not write. This map I felt had anunrealistically large spike in fuel in the 1900-4150 range. If you look at thegraphs of the map before any changes were made, you can see this as a hugehump, followed by a big trough from 4150-5050 rpm. In previous revisions, fuelhad been continuously taken out of this range because data had been loggedthere. However, the unrealistic values around it had begum to make a "hole" inthe map, meaning we were overcompensating a few cells to try and correctfueling. If in your own tuning you begin to see holes or troughs in your map, it isan indication that you have an entire region of your map which is o. For thisreason, you can see that despite being rich from 4150-5050 rpm, I actually made


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very few changes there, instead choosing to reshape the entire map in that areato call for less fuel.As a second example, lets look at fuel at high rpm: 6500 rpm to redline.Repeated logging will show that the car is running in roughly the 10000-12000load range. Previous revisions of the map have led to many revisions in that areaof the map, but little change elsewhere. Here is a picture of that area of the mapwith the recommended changes applied:

Then look at the several load rows below and above those at the same rpm:

What you should notice is that the slope of the load lines in the area where we'reconstantly running is signicantly more negative than in other load rows for thesame rpm. This indicates that we have a general problem with the shape of themap from 6500 to redline, and that we should make a more genreral change tothe map. Rather than applying the changes as is, I chose instead to take less fuelaway in the 10000-12000 load range, and take some fuel out of other load rows.This makes the fuel mapping more uniform regardless of load and should be amove in the right direction.

The goal is that the more revisions that are made, the closer your car behaves tothe commanded AFR and the smaller the called for changes are. At that point,the revisions approach what is recommended by the logged data and the lessguesswork is involved.So with that the map revision is complete. At this point, you will want to look atthe top table on the Base Map tab on the spreadsheet. Copy the values in thistable and paste it over your Base Map in FC Edit. Now save it as a new revision(revision 12 in this case).http://users.ameritech.net/trdcelica...basemap-12.zipHopefully this has given you a better understanding of tuning, and how your


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logged data should guide you. The more revisions you make, the closer yourmap will get to matching your Target AFR map. This will also mean that lessgeneral changes will need to be made, as they were in this map. In other words,the better your map, the more the logged data means.I will touch on tuning IGN and VVT, since these are the two areas where power isreally made. IGN stands for ignition advance, and the rule of thumb is that themore advance you use, the more power you will make, until the engine starts toknock. This is not 100% true, and the actual setting for best power needs to bedetermined on the dyno, but for street tuning, you can advance your timing untilyou start to see knock increase, then back it o slightly.The VVT map relates to the VVT-i system. The VVT-i system changes the timingof the intake cam, which can have a big eect on engine eciency and thereforepower. Tuning the VVT system is dealt with in the following threads:http://www.newcelica.org/forums/showthread.php?t=187685http://newcelica.org/forums/showthread.php?t=223051From my own experiences tuning the VVT system, I've found that the followingsuggestions may be helpful. One of the biggest complaints people have is thatthey get a bog or very rough running at the cam change point. The easiest wayto correct this is to set your "window" as small as possible. What I mean by thatis that your VVT setting before this point will be very high and the setting afterthat point will be very low. I've found that the ideal post-switch VVT setting willbe down around 0 and the ideal pre-switch setting will be up around 45.Unfortunately, the car will bog horribly if you use those settings. What you willnd is that the dierence between 0 and 10 post-switch is almost negligible, asis the dierence between 45 and 35 pre-switch.The setting after the cam switch determines how hard the engine comes up onthe big cam. It will have no real eect on peak power production. A highernumber will soften the hit, which may be advantageous for keeping the tiresfrom breaking loose. If you determine what VVT setting you reach peak torqueat, don't go any higher than that value immediately post-switch. I personallywould go no higher than 15 in this range and I would probably keep it closer to10 with preference to changing the setting pre-switch.The setting before the cam switch determines basically how well the car holdspower before the cam switch. On a stock engine, the car begins to lose powerhere. This is most likely because the stock ECU re-advances the cam to avoid abog at the cam switch. The lower you make this setting, the more power the car


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will lose here.It should be noted that poor VVT settings can also cause knock, especially justbefore the lift change. Usually, over-advancing the cam causes knock (what thenumbers mean is explained above), so if you are seeing knock in a certain areaand can't get rid of it by adding fuel or retarding timing, increase your VVTnumber.Last edited by Jesse IL; 01-11-2009 at 01:05 PM..

10-15-2007, 04:12 AM #6

GeckoTSJoin Date: Oct 2005Location: Rome, ItalyPosts: 54iTrader: (0)

Hi,I've got some problems with AFR values when I go in WOT, the values indicatedby Zeitronix go from 12,5 to 13,2, this leads to the higher Knock values (from 35to 50) and higher temperatures (ca 1580

10-15-2007, 04:58 AM #7

baadaraniJoin Date: Nov 2006Location: LebanonPosts: 216iTrader: (0)

__________________3/11/2007 350 whp - K.O - **** Emanage Ultimate---------2002 JDM GTS engine- revived from KO'd setup the neukin manifold, 630ccinjectors, iridium sparkplugs, 255LPH walbro fuel pump, Precision Intercooler,intercooler piping, oil and waterlines, devilsown water/methanol injection kit,bought a 2weeks old GT2871R, new AEM lter, new power FC. looking for 8-9PSIon stock internals for now.

10-15-2007, 07:52 AM #8

Jesse ILJoin Date: Jul 2000

Sounds to me like your injectors may be maxing out. Its the only reason whyincreasing fueling wouldn't lead to richening the mixture.__________________


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Location: Washington, DCPosts: 18,200iTrader: (14)

10-23-2007, 09:34 AM #9


Quote:Originally Posted by Jesse ILSounds to me like your injectors may be maxing out. Its the only reasonwhy increasing fueling wouldn't lead to richening the mixture.

The injectors are of the right size (630cc) and the Duty Circle reaches themaximum of 77,5%. The problem consists in the the MAF that makes the loadreach the maximum on the map.The voltage of my MAP is from 0 to 5 volts and I know the scale in relation to thepressures reported, could I use it instead of the MAF? Would I have problems withthe air mass data in that case?thanksPaolo

10-23-2007, 09:59 PM #10


There's your problem. Your MAFS is maxing out. There are two solutions. Onewould be to run a larger charge pipe. You're probably running a 2.5" charge pipe.Most people with turbocharged cars run 3" charge pipes to prevent this problem.The second would be to switch to the MAF from a WRX STi, which has a greaterrange. Of course you need to retune for either case.And you can't use a MAP sensor, that would be bad.__________________


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10-24-2007, 04:53 AM #11


Quote:Originally Posted by Jesse IL...The second would be to switch to the MAF from a WRX STi...

2006 STi?

10-24-2007, 10:12 AM #12


Yeah that would work.__________________

10-26-2007, 08:34PM #13

ThrottleJoin Date: Nov 2002Location: DicksonCity, PAPosts: 1,080iTrader: (29)

Jesse here is some of the data log from my PFC. I am going to follow your steps aboveand tune my PFC using my G-Tech Pro RR as a dyno tool. Your input will greatlyappreciated throughout this process.First o take a look at my data below and let me know if the engine looks to be runningsafely. Let's take it step by step and rst determine whether the loaded map is safe. I willthen post up screen shots of my settings which were loaded from one of your basemaps.From there we can ne tune everything.Basic Air Temp = 14 Deg. CBasic Water Temp = 74 Deg. C


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__________________

2000 Celica GTS Suspension ModsTein SS-P & EDFC|Hotchkis Comp Sways|RMM Front Strut Brace|TRD 3 Pt RearBrace|Hypermotive Rear Underbrace|Front ES Poly Bushing Kit|Rear Prothane PolyBushing Kit|Adjustable End Links|SpeedFried Roll-Couple Adjuster Kit|SpeedFried RearAlum Control Arm Bushings|C-One Motor Mounts|Kaaz LSD|Hoosier A6's|CornerBalancedG-Tech Pro RR Recorded 1.14 Lateral G's On Street Tires!

10-29-2007, 07:31 PM #14


I'd say it looks ne. Only issue is that you don't have the map ref labels right inyour screen shots. If you ever get the default values like you have, uncheck MapRef Labels and then recheck it.Now please post screen shots of the actual map.__________________

10-29-2007, 08:59PM #15


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ThrottleJoin Date: Nov 2002Location: DicksonCity, PAPosts: 1,080iTrader: (29)

I am running an unmodied version of your jesseILbasemap-14. The car runs good but Ineed to ne tune it a bit especially at lift transition. Here is the actual dyno comparingmy factory ECU with your PFC map. There are some nice gains.

Screen Shots


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10-29-2007, 09:10 PM #16

ThrottleJoin Date: Nov 2002Location: Dickson City, PAPosts: 1,080iTrader: (29)

Engine mods as far as performance is concerned are as follows:Cryo Treated EngineMWR Main & Rod BearingsARP Stud KitSupertech ValvesEibach Valve SpringsSwainTech Ceramic Coated Piston DomesSwainTech Teon Coated Side SkirtPorted & Polished HeadJet Hot Coated Ported & Polished HeaderPorted & Ceramic Coated Intake ManifoldTRD ExhaustInjen Cold Air IntakeFidanza Lightweight FlywheelSouthbend SS TZ ClutchAEM Underdrive PulleyKoyo Racing RadiatorMoroso Oil PanPermacool Oil Cooler__________________

2000 Celica GTS Suspension ModsTein SS-P & EDFC|Hotchkis Comp Sways|RMM Front Strut Brace|TRD 3 PtRear Brace|Hypermotive Rear Underbrace|Front ES Poly Bushing Kit|RearProthane Poly Bushing Kit|Adjustable End Links|SpeedFried Roll-CoupleAdjuster Kit|SpeedFried Rear Alum Control Arm Bushings|C-One MotorMounts|Kaaz LSD|Hoosier A6's|Corner BalancedG-Tech Pro RR Recorded 1.14 Lateral G's On Street Tires!

10-30-2007,08:11 PM

#17


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JesseILJoin Date:Jul 2000Location:Washington,DCPosts:18,200iTrader:(14)

The rst thing I'm going to do here is basic map setup. I'm going to cover some rules of thumb ofhow I like to set up maps including basic settings I've found work well. I'll do an installment everyday.

Quote:Originally Posted by Throttle

We'll start with the Settings 1 tab. The rst thing I'll look at is the Function Select box on the left,particularly the O2 feedback control and the Idle ignition control. The rst thing I'd change here isto turn o O2 feedback and turn on Idle ignition control. With the idle set up correctly, theignition control will actually do a good job. The O2 feedback has proven problematic to me. Youshould ALWAYS turn it o when tuning, and once you get things where you want them, you cantry turning it back on. In my experience, it causes a very lazy oscillation around stoichiometric,going from really very rich to considerably lean. In my own car, I leave this o.


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Next we'll look at VVTL High and Low. When you lower the switch point, you aren't in danger ofdropping out of lift, so I simply set both numbers the same. On an N/A car, I set this at either5600 or 5700. On a turbo car, this number will move around, it really seems to be dierent onevery car. Realistically, you should tune VVT on every car and see where this falls.Next, look at Idle A/E and Idle A/C. There is no reason to set a 200 rpm split here. I'd only bump100 rpm for A/C. So if you want a 1000 rpm idle (which I've found is smoother with lightweightywheels and/or motor mount inserts), set Idle A/E at 1000 and Idle A/C at 1100.Now we're on to F/C A/E and F/C A/C. These numbers will always be higher than the Idle numbers.What you want

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