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These include things like cold start pulse widths and acceleration enrichments. Not doing so can cause damage to your engine. Also see the code specific tuning parameter's guide for the code you are running, such as those for 2.
Trying to estimate what your engine will specifically need beforehand can be more confusing than productive. When tuning: Do not change more than one thing at a time and always be able to get back to where you started, Do not try to drive the car if you can not get it to idle properly, fix the idle first, Do not tune up utility product key to tune accel before you have tuned the VE, AFR, and spark tables, If you report a problem to the list, please supply details and preferably a datalog, MSQ, and details about the processor and code version you are usingdo not just say "it does not work" - you won't get many responses.
Note that in this manual we assume you are running gasoline. USB will may work, and many people have reported that they have been 160by2 app for symbian using a USB-serial adapter.
Just about any computer that is capable of running Java will be fast enough, but get the fastest laptop computer you think is reasonably priced. Be sure to read and understand the configuration information before attempting to tune your engine. This way you wont have to worry about proper run-in for the cam shaft, proper ignition timing, etc. Tune up utility product key starting, make sure to: Have two fully charged fire extinguishers on hand, Check the entire fuel system, from the tank to the injectors and back, for leaks while running the fuel pump.
Fix any leaks before proceeding. Check that the fuel pressure is appropriate for your system usually about psi for port injection when not running, usually around psi for throttle body systems.
Check your vehicle wiring diagrams if you are not sure. If this is not the case for your system, find out what is wrong and correct it. This is to help prevent users from hydro-locking their engines.
If you feel you need more than 65 milliseconds, you must modify the code to allow longer pulse widths see the embedded code page for code editing and compiling tips.
However, no known engine combinations will require this much fuel to start. Instead of forcing longer pulse widths, you should investigate other fuel system and electrical problems, such as those described above.
This will cause unpredictable pulse widths up to 13 milliseconds. Instead, set them to 0. This allows very little tune up utility product key to flow. If you are not entirely sure about your ignition settings, check the supported list for the settings you should tune up utility product key Here are some tips if you module isn't on that list: This doesn't have a pull up in place, to add one see step 65 here: For the input capture, you have to keep in mind that the optoisolator inverts the signal from the module: This is tune up utility product key for optical sensors, and may be for Hall sensors as well.
With a VR sensor, both of these event are definitely NOT fixed, only one is it corresponds to the 'zero-crossing'so you have to be sure to get it right. See this web page for a detailed explanation. However, 'spark output' also has another function: Often if you get both the input capture and spark output wrong, the timing will be close, but vary with dwell and hence rpm. You can test this by looking for: So knowing what sort of signal the module expects is very helpful, and this info can sometimes be found in the service manual, etc.
Failing that, you can try is setting the dwell to 0. If the engine runs rough or dies, the spark output setting is likely correct tune up utility product key the coil doesn't have enough current to make a reasonable spark. If the indicated and observed timing tune up utility product key aren't the same at these rpms, then either: The 'easiest' way to do all of this is on oscilloscope, but most people don't have one of those.
You will want to get the ignition parameters set first, as soon as you get started. Get the Engine Started and Idling You start, naturally enough, by getting your engine started.
Be sure to set your base timing before starting your car if it has not been previously been set. Note that the prime pulse is NOT holiday template s to provide starting fuel it is meant to clear any air that might have leaked into the fuel system while the engine was shut down.
Supplying fuel for starting is what the cranking pulses are for as they are both rpm and temperature dependent, and thus much more tune up utility product key to give the fuel you need. Generally, keep the tune up utility product key pulse as short as possible typically around 2. Cranking Pulse Widths: If you over-estimate the correct values, you WILL flood the engine. Those should get you 'in the ball park' for starting. Once you have the engine running, you tune up utility product key tune the cranking pulse widths with small changes, moving them up or down together, and check it over a few days worth of starts before deciding which direction to go next.
You move them up and down together, but not by the same amount. You want to keep the cold cranking pulse width about 3 to 5 times the hot cranking pulse width.
Then you might start with a cold cranking PW of So you need to lean it out after making sure the engine hadn't flooded, in which case you would have to clean the plugs. You might try reducing your cold cranking pulse width by 0. You don't want to also reduce you hot cranking pulse width by 0. You really want to reduce it by the proportional amount you reduced the cold pulse width, which would be 0.
So you would reduce it to 3. This maintains a reasonable ratio between the pulse widths. Conversely, if you tune up utility product key to richen the pulse widths, you might add 0. It is very easy to flood the engine, especially when tune up utility product key, without realizing it, and this can confuse your start tuning quite a lot.
So it's better to start with low pulse widths and work your way up in small steps lean cranking is much easier to recover fromAs you get closer to optimal cranking pulse widths, you can adjust just one of the hot or cold pulse widths a bit to fix particular starting issues - for example, if you have hot start issues, warm the engine up fully ideally by driving, not idling then shut it off and adjust only the hot pulse width slightly to get the best starting.
You can do the same with cold start, but you can only do it on 'true' cold starts, which means that: If you try to datalog a cranking attempt, and the tune up utility product key is blank, or you are getting resets secL keeps dropping back to zero before reachingthen you likely need to disconnect the laptop while cranking. Most engines are quite sensitive to the cranking pulse widths, so you may need both pulse widths to be within about 0.
Make sure you have power while cranking, otherwise you are starting on your prime pulse, and will go crazy trying to tune up utility product key it, Keep the prime pulse short, less than 4. Make sure you are not in flood clear mode while cranking, Datalog your starting attempts using TunerStudioMSand study them carefully, you will learn a lot, Don't use EGO feedback to guide you on cranking pulse widths, it won't help you at all, and may confuse you a lot.
Instead, use your subjective sense of how long it takes the engine to start at any temperature you are seeking to minimize this, obviously Afterstart Enrichment: If the engine tries to start, but dies right away, you need to adjust the after start enrichment.
If the engine starts but dies after a several seconds or minutes, then you need to adjust your warm-up enrichment. VE Table: Adjust the values at the idle kPa and rpm to get it to idle.
Do this after the engine has warmed up. As you do this, the engine rpm will rise, and you may have to adjust the throttle stop on the throttle body to lower the rpm back to the desired idle speed. Once the idle VE are tuned, you will have to retune the afterstart and warmup enrichments.
You need to check both of these conditions and fix which ever is not right. If you have been trying to start your engine for more than 15 to 20 minutes, you ought to investigate other sources of problems before continuing to try to start the engine. If you have trouble with starting, either hot or cold starts or both:.
You should recheck the TPS range each time you change the idle position or reassemble the throttle linkage. Make sure the injectors and fuel pump also have power while cranking and in run, of course. Make sure that you have enough voltage during cranking to open the injectors. For cold starts, you have a cold engine and a cold battery that make high demands on coventry group kalgoorlie gold starting system.
If you are using the VR tach input circuit, you may have to adjust the R52 and R56 potentiometers on the V3 main board if you don't get an rpm signal while cranking. You may be able to pull the distributor and spin it in a drill to the dark knight returns comic cbr the pots, otherwise you will have to experiment while cranking the engine.
The pot setting guide is here: Verify that your fuel lines to the fuel pressure regulator are the right way around. If your fuel is pumping, and your injectors are opening, but the spark plugs are dry, there's no fuel.
So pull a spark plug to have a look. If they are dry, check your regulator connections. Make sure your fuel filter s are not clogged. Even if they are brand new, the fuel system may have tiny pieces of debris in it from being opened, and this might clog the filter s very quick once the fuel starts to flow.
Make sure your PWM setting are not so low that your injectors no longer fully open after cranking. Note, however, tune up utility product key the code disables PWM during cranking. If you overestimate the correct values, you WILL flood the engine. That means not flooded - which can easily happen when you are playing with the numbers.
Keep a battery charger handy! Check to make sure the injectors are actually firing, so that you are sure there is not a fault in the wiring causing you to run without a full deck of injectors. This is easy with throttle body injection, just look at them with the air cleaner off. With a port injection system, see if you can ted 2 kickass app gas at the exhaust.
Use a timing light to verify that you have spark, and that it is appropriately timed.
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You can clean your hard disk and optimize your registry. You can tweak your internet connection tune up utility product key, recover deleted files, optimize memory and view hardware information and tips. Latest version of TuneUp Utilities also includes a program uninstaller, deactivator, registry editor, Task manager and also an undelete tool, which can recover your files even if you delete them from recycle bin. Do you like this post? Please link back to this article by copying one of the codes below.
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