Embedded Lockers Flash Calibration Tables

Copyright 2005 - 2007 Dynamic EFI
All Rights Reserved

 No part of this document may reproduced in any form or posted on a web site without expressed written permission from Dynamic EFI.



A note about Vacuum:

Some of the tables are expressed in vacuum (VAC). Even though it is expressed in KPa it is not the same as MAP. Vacuum is the difference between barometric pressure (the air pressure around you) and the Manifold Absolute Pressure (MAP). The ECM calculates vacuum by subtracting the current MAP from the current BARO value. The ECM measures the barometric pressure at key on. When the engine is not running the MAP sensor reports the barometric pressure.


PromId

Can be set from 0 through 65,535. Best use is to keep track of BIN version. Not used in the code.

Checksum

Set by BIN editing utility. Used by code to verify EPROM integrity.

Number of Cylinders

Defines the number of engine cylinders. This is an important parameter and needs to be set correctly.

Values to use:

Cylinders Decimal Hex
2   64 40
3   96 60
4 128 80
5 160 A0
6 192 C0
8     0 0


Vehicle Speed Sensor Filter

Used to smooth the MPH value. A larger filter value will have less smoothing.

RPM Filter

Filter coefficient used to smooth the RPM / 12.5 value.

Engine Coolant and Intake Air Temperature Filter

Filter coefficient used to smooth the coolant value.
 

MAP Sensor Filtering

The Manifold Absolute Sensor (MAP) is filtered to reduce noise and smooth the signal. The MAP value is used for many engine control parameters. For a smooth running engine along with good response there are two different MAP filter terms.

During steady state operation a slow filter is used. When a transient condition occurs the ECM will switch to a faster filter. This improves the throttle response.

Entries:

MAP - Normal/Transient Filter

Filter coefficient terms. A lower value will smooth more along with lag the actual MAP response. The transient filter term is typically higher then the normal term.

MAP - Transient Time

Duration of time the transient MAP filter is used. Else, the normal filter is in use.

MAP - Transient Delta TPS%

Delta TPS% required to use transient MAP filter term.

MAP - Transient Delta RPM

Delta RPM required to use transient MAP filter term.

MAP - Transient Min MPH

Once the vehicle speed is above this term the transient MAP filter term is always in use.

Note: any one of the three Transient enable terms will cause the ECM to use the transient filter term.

Pseudo Barometric Read

During engine operation the ECM will use the MAP sensor to calculate a new barometric pressure value. There are parameters that define when this can occur, along with some tables that are used to calculate the new value.

Entries:

BARO - Max RPM for Read

The RPM needs to be below this value for a baro read to be done.

BARO - Min TPS for Read

The TPS needs to be above this value for the baro to be read.

BARO - Max Delta TPS% for Read

The delta TPS needs to be below this value for the baro to be read (IOW: a steady state throttle).

BARO - Filter for Change

The filter coefficient used to change the old baro reading by the new baro reading.

BARO - TPS Correction

A table of correction terms used to convert the MAP value to a barometric value. It is based on the TPS% with the value in the table the KPa correction per 1,000 RPM.

VE Tables

Entries:

There are two VE tables, one that covers low engine speeds (400 - 2,000 RPM) and another the covers high speed engine operation (2,000 - 6,375 RPM). No adder tables are used.

Closed Throttle Thresholds

These thresholds specify at what TPS% point the throttle is closed. There are two settings to prevent jitter when the TPS is close to a single threshold.

The Lower threshold is used to go into closed throttle (on a closing throttle). The upper threshold is used to exit closed throttle (on an opening throttle).

Idle MPH Threshold

Minimum required vehicle speed for in idle mode. This and the Closed Throttle TPS thresholds are both required for the ECM to be in idle mode.

Option Words

Entries:

Option words allow the user to select among various available options. These include items such as having a torque converter clutch (TCC), vehicle anti theft system (VATS), or Digital Dash.

Individual options are selected or deselected by setting or resetting bits within a word. This allows for eight separate options per word (note that not all bits in each word are used).

There are three such option words:

Option word 1:

Nalpa - Enable N-Alpha blend mode
IACrs - Enable reset IAC on engine stall
INTae - Enable reset INT on AE active
INTbl - Enable reset INT on BLM cell to use change
OpCrs - Enable open loop fuel during cruise
OpIdl - Enable open loop fuel during idle
ValOp - Enable valet mode
BstNk - Enable burst knock

Option word 2:

TCC   - Enable TCC calculations (0 = stick trans)
Vats  - Enable VATS system check
HiGrH - 4th gear switch polarity (auto trans)
Rsrvd - Reserved
2-Bar - Enable use of  a 2-bar MAP sensor (see Boost Tables)
DcTCC - Unlock TCC during DFCO
IdlSa - Enable set SA when in idle mode, otherwise use the main SA table when in idle
N/V   - Calculate N/V ratio, allows ECM to know transmission gear. Only valid when the stick transmission is selected

Option word 3:

DglDh - Enable Digital Dash ALDL stream
PeFan - Over ride fan off in PE mode (fan will stay on while in PE)
OpDcl - Enable open loop fuel during deceleration
SftHi - Set shift light output polarity
TccHi - Set TCC enable output polarity
A/CHi - Set A/C enable output polarity
PeHi  - Set PE active output polarity
FanHi - Set fan enable output polarity

Option word 4:

Note: Use of the EGR negates the use of the N2O functionality. It is either one or the other, not both.

EGR - set to choose EGR function ( 0 or unset is N2O functionality)
EgrNC - set for an NC solenoid, unset for an NO solenoid
N/U
N/U
N/U
N/U
N/U
N/U

Option word 5:

CCP - set to enable charcoal cannister purge
CcpCl - set to required closed loop for CCP active
CcpNC - set for an NC solenoid, unset for an NO solenoid
N/U
N/U
N/U
N/U
N/U

Option word 6:

Port - set to enable Port mode (this must be set correctly), unchecked is for TBI and 4 cylinder port
AsTAE - set to enable async injection of  TPS% AE, required for Port injection setups
N/U
N/U
ICbAE - set to use the IAT/CTS blended temperature term for AE & DE compensation, else use CTS
N/U
N/U
N/U


Shift Light Output

Value chooses which output is used for the shift light function. If the CCP (option word 5) is unchecked, then the shift light will be on the CCP output (pin A3). Then if another output is selected, the shift light will be active on BOTH outputs.

If the Shift light is on the shift light output (A3) and CCP is selected (option word 5 CCP is set), then there is NO shift light. The CCP uses that output. To explain this is another way, if both a shift light and CCP is desired. Select an output from below that is not required. For a stick shift tranmission equip'd vehicle the TCC is a logical choice.

Note that with the exception of the CCP, the shift light output selection over-rides that output.

Available output values for shift light (with pin number):

Value to Use ECM Pin Use for Shift Light (normal output overridden)
0 A3 shift light (same as CCP output)
2 C2 FAN
4 C1 PE Active
6 A2 A/C
8 A7 TCC
10 A3 shift light (same as CCP output)
12 A3 shift light (same as CCP output)
14 A3 shift light (same as CCP output)

TPS Gain Term

This term is used to convert the raw TPS value to a percentage value. Can be adjusted on a per vehicle basis to provide 100% TPS just as the throttle reaches fully open.

High Way Lean Cruise mode

The lean cruise mode is designed to enhance fuel mileage during light throttle cruise. It operates by commanding a lean AFR and adding a little spark advance. The highway mode will switch in and out on set time duration's.

Entries:

HiWy - Lockout Time

Time in seconds out of highway mode before switching in (or back in). This allows the BLM to adjust as the engine stabilizes.

HiWy - In Time

Time in seconds in highway mode before switching out again.

HiWy - Max MAP

Maximum manifold pressure before exiting highway mode.

HiWy - Min Coolant

Minimum engine coolant temperature before highway mode allowed.

HiWy - Min MPH

Minimum vehicle speed before highway mode allowed.

HiWy - SA vs MAP*

Note: this table is now labeled as:  'SA - HiWy vs MAP'

(Table of spark advance added when in highway mode. Used to compensate for the slower burn of a lean mixture.)

HiWy - AFR

Table of air fuel ratios used while in highway mode.

Airflow equation term

Cubic inch engine displacement value. Used to calculate the engine airflow value.

Spark Parameters

Entries:

SA - Initial SA

Set to the base setting of the distributor.

SA - Idle State SA

Spark advance to use for idle. Only used if IdlSa option bit set (option word 2). Otherwise ignored and main SA table is used.

SA - IAT/CTS Comp Bias SA

Bias value for the CTS/IAT blended spark advance table.

SA - Coolant Comp Bias SA

Bias value for the Coolant Compensation spark advance table.

SA - Maximum SA

Maximum spark advance allowed. This value is distributor advance and is set by the physical constraints of the distributor.

SA - Maximum SA Retard

Maximum spark retard allowed. This value is distributor retard and is set by the physical constraints of the distributor.

SA - Startup Blend Filter

Regulates the transition of base timing to run timing upon crank to run. A larger value will have the run timing come in quicker.

SA - ALDL Mode Added

Spark advance added when in ALDL mode.

Spark Knock Parameters

Entries:

KNK - Min MPH to Enable

If the vehicle speed is above this term then knock retard may occur (along with the min CTS term being met).

KNK - Min RPM to Enable

If the engine speed is above this term then knock retard may occur (along with the min CTS term being met).

Note: once the minimum CTS term is met, then only one of the two (MPH and RPM) terms need to be met for knock retard to occur.

KNK - Min CTS to Enable

The minimum required coolant temperature before knock counts are acted on.

Spark Burst Knock Parameters

Entries:

Spark Advance, Launch Mode Parameters

Launch mode is a method of adding spark advance at low vehicle speeds. It is intended to give a small boost in performance and fuel economy. In automatic transmission cars it will help spool the engine up against the converter.

Entries:

LM - Delta TPS% Threshold Enter

Amount of delta TPS required to enter launch mode.

LM - Delta MAP Threshold Enter

Amount of delta MAP required to enter launch mode.

Note: either the delta MAP or the delta TPS term can allow LM.

LM - Maximum MPH Enter

Maximum vehicle speed for launch mode to be enabled. It is disabled above this term.

LM - Delta TPS% Lift Stay

Amount that the TPS can be reduced and still stay in launch mode.

LM - Delta MAP Lift Stay

Amount that the MAP can be reduced and still stay in launch mode.

LM - Period of LM SA

Maximum time in launch mode.

SA - Launch Mode

Table of added spark advance versus RPM and MAP when in launch mode.

Spark Advance, Main Tables

Entries:

These two table define the main spark advance value. There are no bias terms for either table.

Spark Advance, Temperature Compensation Tables

Entries:

SA - Coolant Comp Spark Advance

This table defines spark advance changes relative to coolant temperature and manifold vacuum. It is zero based on the 'SA - Coolant Comp Bias SA' term.

SA - IAT/CTS Compensation

This table defines spark advance changes relative to the intake air temperature and engine coolant. This table is zero based on the 'SA - IAT/CTS Comp Bias SA' term. The IAT/CTS value is the blended value that is also used for the fueling calculation. See the 'IAT/CTS - Blend Filter' table. 

Spark Advance, Idle Speed Control

The idle speed control SA is intended to help control the engine idle speed. It can provide for smoother idle and prevent a rolling idle.

Entries:

SA - Idle High Compensation

Amount of spark advance subtracted when the idle speed is too high.

SA - Idle High Map Multiplier

A spark advance reduction term. It acts directly on the 'SA - Idle High compensation' value. It will reduce the spark advance subtracted based on the manifold pressure.

SA - Idle Low Compensation

Amount of spark advance added when the idle speed is too low.

SA - Idle Low Map Multiplier

A spark advance reduction term. It acts directly on the 'SA - Idle Low compensation' value. It will reduce the spark advance added based on the manifold pressure.

Spark Advance, High Way Mode

Added spark advance when the lean cruise highway mode is active. See Highway Lean Cruise mode.

Power Enrichment Spark Advance (WOT mode)

Entries:

PE - SA vs Gear/RPM

Amount of added power enrichment spark advance added. If using an automatic transmission then row 0 is to be used. If using a manual transmission vehicle then rows 1 through 5 are to be used. The ECM knows which gear the transmission is in as defined by the N/V ratio table.

PE - SA Attack Rate/fifth Sec

Rate that PE spark advance is added in. Used to smooth the transition into PE mode.

Boost_Tables

The boost tables are used in conjunction with a 2-bar MAP sensor. When used it needs to be enabled via the Option Word 2.

Entries:

BST - Boost Spark Retard

Spark retard when in boost. The boost axis starts at 100 KPa, this is the start of boost.

BST - Boost PW Multiplier %

Multiplies the injector pulse width when in boost.

BST - BPC vs Boost

A table of BPC values based on engine manifold boost pressure. If not using a vacuum (boost) adjusted fuel pressure regulator set all tables values the same. If using a vacuum (boost) adjusted fuel pressure regulator set the values according to the fuel pressure at each point in the table.

Choke (or Startup) Spark Advance

Entries:

SA - Startup Choke

Spark Advance added at engine startup

SA - Startup Choke Decay Delay

Delay before startup SA is decayed out

SA - Choke SA Decay Delay

Delay between decaying of startup SA

SA - Choke SA Decay Mult

Rate to which decay out startup SA. A larger value decays more slowly.

Knock Retard Tables

Entries:

SA - Burst Knock Retard

Amount of spark advance reduction when burst knock is in affect.

SA - PE Max Retard

Maximum amount of spark retard allowed when in power enrichment mode.

SA - Non-PE Max Retard

Maximum amount of spark retard allowed when not in power enrichment mode.

SA - Attack Rate

Rate that spark retard takes place. Basically it is the amount of spark retard versus knock counts.

SA - Recovery Rate

Rate that any current spark retard is decayed out. Basically it is a percent based over time.

SA latency


The delay in the ignition system. Defined by the manufacturer of the distributor.


Digital Dash


Value sent to the Digital Dash (Corvette CrossFire's) as the injector flow rate constant. Used to calculate the MPG and fuel used values. The value to be entered is the flow rate of one injector in pounds per hour. If using a 4bbl or dual 2bbl TB's, the flow rate is 1/2 of one injector in pounds per hour.

With the various densities of fuel this value may need to be tweaked a little. Increasing the flow rate will lower the MPG.


O2 Sensor Filters

Entries:

O2 - Minor Loop Filter

Filter coefficient for the minor loop O2 value.

O2 - Minor Loop Idle Filter

Filter coefficient for the minor loop O2 value while in idle.

O2 - Slow O2 Filter

Table of filter coefficients for the minor loop slow O2 value. This value is based on engine airflow which is a transport delay value.

O2 - Idle O2 Error Correction

Reduces the magnitude of the O2 error during idle. The O2 error is reduced to the percentage of this value. A larger value has less affect on the O2 error.

Closed Loop Qualifiers

In order for the ECM to first go into closed loop fueling mode several qualifications need to be met. The coolant temperature must be above a set value, and the O2 sensor must be active.

Entries:

Closed Loop - Warm Timer CTS Threshold

Engine coolant threshold to select which closed loop enable timer to use.

Closed Loop - Warm Timer

Amount of time the 'CTS threshold' needs to be met before going into closed loop. This timer is used when the CTS is above the 'Warm Timer CTS Threshold.'

Closed Loop - Cold Timer

Amount of time the 'CTS threshold' needs to be met before going into closed loop. This timer is used when the CTS is below  the 'Warm Timer CTS Threshold.'

Closed Loop - CTS Threshold

Minimum engine coolant temperature before closed loop fueling is allowed.

Closed Loop - O2 Window Timeout

Period of time that the O2 sensor needs to meet the upper and/or lower values to be declared active.

Closed Loop - O2 Upper/Lower Go into Closed Loop

The O2 sensor value must go either below the lower value or above the upper value for the period of the O2 Window Timeout to be active.

Closed Loop - O2 Upper/Lower Stay in Closed Loop

The O2 sensor value must go either below the lower value or above the upper value for the period of the O2 Window Timeout to be active.

Closed Loop - Stoich AFR

The commanded air fuel ratio while in closed loop.

Closed LoopBlock Learn Multiplier (BLM) Parameters

Entries:

BLM - Update Rate

Period of time before the BLM cell is allowed to be updated. Controls the update rate of the learn process.

BLM - MAP Learn Threshold

These parameters define a manifold pressure window. The current manifold pressure has to be inside of this window in order for learn to be enabled.

BLM - RPM Learn Threshold

These parameters define a engine speed window. The current engine speed has to be inside of this window in order for learn to be enabled.

BLM - Idle Cell RPM Threshold

Defines the maximum allowed engine speed to be in the idle cell. This is cell 0.

BLM - Idle Cell MPH Threshold

Defines the maximum allowed vehicle speed for idle (cell 0) to be in BLM learn mode. Below this speed idle BLM Learn is allowed.

BLM - INTegrator Delta to Move BLM

Amount of difference from 128 the integrator needs to be for the BLM cell to be updated.

BLM - Max/Min BLM

Minimum and maximum BLM cell values during normal engine operation.

BLM - Max/Min BLM at Key-on (init)

Minimum and maximum BLM cell values at key-on. Any cell out of these ranges will be set to that value.

Integrator Control Tables

Entries:
INT - O2 Window for Fast R/L

A small O2 value used as hysteresis for the Mean R/L value.

INT - Mean R/L

A mid point value used as a cross count threshold. This value should be between the upper and lower O2 window values.

INT - Rich O2 (Upper)

Upper O2 window threshold targeted by the integrator

INT - Lean O2 (Lower)

Lower O2 window threshold targeted by the integrator

INT - Idle O2 window Terms

Upper, Lower, and, MeanR/L O2 values as targeted by the integrator

INT - O2 Error for INT Correction

Magnitude of difference in O2 value from the desired value before the integrator is updated.

INT - Min/Max INT

Minimum and maximum allowed Integrator values.

INT - Delay Mult vs O2 Error

Integrator update delay value versus the magnitude of error from the desired O2 value.

INT - Delay vs Airflow

Integrator update delay value versus the engine airflow.

Note : the final integrator delay is the two above values multiplied together.

INT - Added Update Delay When at Idle

Additional integrator update delay when at idle.

INT - Lean O2 INT Delay Multiplier

Reduces the integrator update delay whenever the O2 is lean and going leaner. It reduces the delay to the percentage of this parameter.

Proportional Gain and Duration Tables

There are two areas that affect the proportional gain: duration and the actual gain. The intent of the proportional gain is to force the air fuel ratio to oscillate. The ECM does this by monitoring the value of the O2 sensor.

When lean it adds fuel, when rich it subtracts fuel. This forces the AFR to fluctuate rich/lean.

Entries:

PRP - Gain vs O2 Error

Amount of gain added (fuel) based on the desired O2 sensor value versus the actual O2 sensor value.

PRP - Gain Multiplier vs Airflow

Amount of gain adjustment based on the current engine airflow.

PRP - Duration vs O2 Error

The duration, or period of time the gain is added based on the desired O2 sensor value versus the actual O2 sensor value.

PRP - Duration Offset vs Airflow

The duration, or period of time the gain based on the current engine airflow.

PRP - Prop Gain Offset for Idle

The proportional gain airflow offset used when at idle.

PRP - Prop Gain Duration for Idle

The duration of the proportional gain when at idle.

Transient Open Loop

Note: The transient open loop mode is no longer available.

Open Loop

Please note that there are also various open loop modes. These are enabled via the Option Word flags. Open loop during idle, cruise, and/or deceleration are available.

Entries:

Open Loop - AFR vs RPM & VAC

A 3D table of open loop air fuel ratios values. This table defines at what AFR is commanded for that engine speed and manifold vacuum. Modified by the AFR vs CTS table (next).

AFR Multiplier vs CTS

Defines a change to the commanded AFR based on engine coolant temperature. A minus percentage is richer, with a positive percentage leaner.

Open Loop - Idle Lean Limit

While in idle defines the maximum commanded lean AFR limit.

Open Loop - Max Lean AFR

While not in idle defines the maximum commanded lean AFR limit.

Power Enrichment (PE) Mode

Power enrichment mode, also known as wide open throttle (WOT), is used to lower the commanded air fuel ratio and add spark advance.

There is a secondary PE AFR function: that is to enrich the commanded AFR over time. This is intended to help keep the engine cool.

Entries:


PE - AFR Attack Enrich Over Time

This term defines the rate that the PE commanded AFR is enriched.

PE - AFR Decay Enrich Over Time

This term defines the rate that the PE commanded AFR is decayed out.

PE - AFR Enrich Over Time

This is the maximum amount the AFR can be enriched over time.

PE - TPS% Hyst

Once in PE mode, this term defines how much the throttle can be lifted before exiting PE mode.

PE - CTS Thres for Richer

The engine coolant temperature threshold for a richer PE commanded AFR (see next term).

PE - Cold AFR Richer

This AFR value is subtracted (made richer) from the AFR Commanded value when the CTS is below the defined threshold.

PE - Min RPM Threshold

The minimum RPM required before PE mode can be enabled.

PE - TPS% Enable Threshold

The table that defines the TPS% threshold to enter PE mode.

PE - AFR Commanded

The table that defines the commanded AFR while in PE mode.

N2O Mode

This is a nitrous oxide control function. The same ECM output can be used for EGR. If using EGR then it can not be used for N2O, and vice versa.

The N2O system is designed to handle a wet system. In general, there is an arming input (use a DPDT switch to arm the ECM and the control solenoids both). Then a minimum MPH term, a minimum TPS% term, and an upper and lower RPM enable window.

Once the N2O is activated there is a spark advance reduction (SA retard) term put into affect. The N2O active signal is output on ECM pin A4.

Entries:

N2O - RPM Window (4 cyl)
N2O - RPM Window (6 cyl)
N2O - RPM Window (8 cyl)

Upper and lower RPM values which within the N2O will be activated. Use the proper entry for the number of engine cylinders.

N2O - Min TPS% Enable

Minimum TPS% for N2O activation.

N2O - Min MPH Enable

Minimum vehicle speed for N2O activation. Once at or above this speed the N2O can be active.

N2O - SA Retard

Amount the spark advance is reduced when N2O is active.

AFR Choke

Entries:

Choke - Decay Delay

This value is the recurring delay between choke decays

Choke - Initial Delay

Values are an initial delay from engine start until the choke is decayed out. The delay used in based on the decay CTS threshold.

Choke - Initial Decay CTS Thres

Coolant temperature threshold to select the initial delay.

Choke - AFR

Table of air fuel ratio values that is subtracted from the open loop AFR. This makes the commanded AFR that much richer.

Choke - Decay Multiplier

Table of values used to decay out the choke AFR. A larger value will decay out faster.

Hot Restart

In order to enable the Hot Restart mode first the shut down temperature needs to have exceeded that threshold, then the key on temperature needs to be above the key-on threshold.

During a hot restart condition the crank IAC position is greater along with additional fuel being added.

Entries:

HotRST - Shut Down CTS for Hot Restart

Key off temperature threshold for a hot restart enable.

HotRST - Key on CTS for Hot Restart

Key on temperature threshold for hot restart enable. Only valid if the shut down temperature was exceeded.

HotRST - AFR Enrichment

Air Fuel ratio subtracted from commanded (richer).

HotRST - IAC Steps Added

Steps added to crank IAC position.

HotRST - Duration

Duration of Hot Restart AFR mode in seconds.

Injector Terms

Entries:

INJ - Async Transition Hi

If the sync PW is greater then this value then async mode will be exited (if in async mode).

INJ - Async Transition Lo

If the sync PW is less then this value then async mode will be entered.

INJ - Max Async PW

The maximum async PW that will be delivered. Any amount over this will be saved for the next async injection pulse. This value should be less then 12.5 msec minus the largest injector compensation bias value. This is to insure that the entire PW is delivered before the next async PW can be commanded.

INJ - Min Async PW

The minimum size of a commanded async PW. If an async PW is smaller then this value it is saved and added to the next async PW. Once larger enough the fuel will be delivered.

INJ - Injector Correction Multiplier - TBI Only

A table of injector PW multiplier values. Based on the fuel pump voltage it is used to compensate for changes in vehicle voltage.

INJ - Injector Correction Offset

A table of injector PW offset values. Based on the fuel pump voltage it is used to compensate injector opening times for changes in vehicle voltage.

INJ - Small PW Correction - PORT Only

A table of injector PW offset values. Based on the current injector PW it is used to compensate injector opening times for linearity.
   
INJ - Async Multiplier

A table of multiplier values used to convert a synchronous PW to an equivalent asynchronous value. The table values are defined by the number of cylinders.

The following values are recommended:

Four Cylinder:   0 11 22 32 43  54  64  75  86    TBI or Port
Six Cylinder:    0 16 32 48 64  80  96 112 128    TBI only
Eight Cylinder:  0 21 43 64 85 107 128 149 171    TBI only

Six Cylinder:    0 11 22 32 43  54  64  75  86    Port only
Eight Cylinder:  0 11 22 32 43  54  64  75  86    Port only

INJ - MPG Injector Flow Constant

Used by the What's Up Display (WUD) for MPG calculations (note that this value is not used for the digital dash). The value to be entered is the flow rate of one injector in pounds per hour. If using a 4bbl or dual 2bbl TB's, the flow rate is 1/2 of one injector in pounds per hour.

With the various densities of fuel this value may need to be tweaked a little. Increasing the flow rate will lower the MPG.


INJ - Low RPM to Exit High Load ASync

This and the following 3 parameters control when the ECM switches into and out of ASync injection mode under high load. The purpose of Async mode during high load is to extend the RPM capacity of the injectors. For this mode to operate properly the async duty cycle % should be above 90%.  This is to ensure an even consistent fueling to all cylinders. This functionality is really a bandaid for injectors that are a little too small. And is not recommended to be used.

If either of the first 2 parameters (to Exit High Load ASync) are met then the ECM reverts back to Sync injection mode.

INJ - Low MAP to Exit High Load ASync

Lower MAP value to exit ASync mode.

INJ - High RPM to Enter High Load ASync

Value needed to be met to enter ASync mode. Both this and the MAP threshold are required to enter the High Load ASync injection mode.

INJ - High MAP to Enter High Load ASync

Value needed to be met to enter ASync mode.

Deceleration Enleanment (DE)

Deceleration enleanment is the opposite of acceleration enrichment. On a throttle lift fuel that is clinging to the manifold walls is pulled off and evaporated. This adds to the fuel delivered into the cylinders.

It does this by reducing the commanded PW during throttle lift. The basic equation for DE is: (DE = 0 - (8 * Delta MAP * EnleanFactor * CoolantFactor))

Entries:

DE - TPS% Filter

A filter coefficient that lags the TPS% value. This is used to produce the delta TPS from the current TPS% value. A smaller value will produce a larger delta TPS%.

DE - Delta TPS% Threshold

Amount of delta TPS required to enable decel enleanment mode.

DE - Delta MAP Threshold

Amount of delta MAP required to enable decel enleanment mode.

Note: both the delta TPS and delta MAP values need to be met before DE mode is enabled.

DE - Enleanment Factor

This value multiplied by the delta MAP produces the MAP based enleanment factor. A larger value is greater enleanment.

DE - Coolant Factor

A table of DE factors based on coolant temperature. A larger value has a greater affect on reducing the injector PW.

Deceleration Fuel Cutoff (DFCO)

DFCO is the total cutoff of fuel. It is enabled during times of throttle lift at speed. The primary goal is to protect the catalytic converter, secondary is the savings of fuel. On hot stick cars the transition into and out of DFCO can be abrupt.

An automatic equipped vehicle has a cushioning affect on the transitions. There is also an option as to unlock the TCC or not during DFCO (see option words).

There are four main qualifiers to enter and exit DFCO: RPM, MPH, MAP, and TPS. The first three qualifiers having an upper and lower value.

Entries:

DFCO - Upper/Lower RPM Thres(hyst)

Engine speed needs to be above the upper value to enter DFCO. Will exit DFCO once the engine speed drops below the lower value.

DFCO - Upper/Lower MPH Thres(hyst)

Vehicle speed needs to be above the upper value to enter DFCO. Will exit DFCO once the vehicle speed drops below the lower value.

DFCO - Lower/Upper MAP Thres(hyst)

Engine manifold pressure needs to be below the lower value to enter DFCO. Will exit DFCO once the engine manifold pressure rises above the upper value.

DFCO - RPM Drop to Exit

A rate of RPM drop that will cause DFCO to be exited. This can occur if the clutch is depressed or the transmission is placed into neutral.

DFCO - MAP Increase to Exit

A rate of manifold pressure increase that will cause DFCO to be exited. An engine that is stalling can cause this.

DFCO - Fuel Pulse Upon Exit

A pulse of async fuel that is applied at DFCO exit. It is required to re-wet the manifold walls.

DFCO - Enable Delay

A delay that once all qualifiers have been met before entering DFCO.

DFCO - Delay Between DFCOs

Added delay when a TPS open has not occured since the last DFCO occured.

DFCO - MAP Enable Delay

A delay once the MAP qualifier has been met.

DFCO - Enable TPS% Threshold

The minimum TPS% required to enable DFCO.

DFCO - Decay Multiplier

A fuel reduction term used to decay out the fuel PW upon entering DFCO. Used to smooth the transition into DFCO.

DFCO - Enable Temperature

Minimum engine coolant temperature before DFCO can be enabled. DFCO will only be enabled above this temperature.

DFCO - Exit SA Multiplier

When DFCO exits due to an opening TPS, this value is used to briefly reduce the SA. This is used to smooth the transition from DFCO to running.

Acceleration Enrichment (AE)

The purpose of acceleration enrichment (AE) is to make up for fuel being deposited on the manifold and head runners during a throttle opening.

There are two methods of having AE fuel added: MAP based and TPS based. the amount of added AE fuel is dependent upon how quickly the throttle is opened, along with how far it is opened.

Entries:

AE - Delta Map Qualifier

Amount of delta MAP required to add MAP based AE fuel. This value is doubled if the TPS% is below the value at '<TPS% double MAP threshold.'

AE - <TPS% Double MAP Threshold

When the TPS% value is below this term the required delta MAP for AE value is doubled.

AE - >TPS% Double MAP AE

If the TPS% is above this value the MAP based AE PW is doubled. This is doubling the MAP based AE contribution.

AE - Delta TPS% Threshold for AE

Amount of delta TPS% required to add TPS based AE fuel.

AE - IAC Opening Fuel

A fuel pulse added every time the IAC steps open. This is added for at least every other step.

AE - MAP Filter

A table of MAP filter coefficients based on coolant temperature. Used to lag the MAP value used to create the delta MAP term for AE PW. A smaller value will be a greater lag. Used to determine the duration of the MAP based AE.

Also affects the magnitude of the MAP based AE.

AE - MAP PW

A table of the delta MAP based AE fuel. A larger value adds more fuel.

AE - TPS Filter

A table of TPS filter coefficients based on coolant temperature. Used to lag the MAP value used to create the delta MAP term for AE PW. A smaller value will be a greater lag. Used to determine the duration of the TPS based AE.

Also affects the magnitude of the TPS based AE.

AE - TPS PW

A table of the delta TPS based AE fuel. A larger value adds more fuel.

AE - CTS Multiplier %

A table of coolant compensation values for the AE PW. Affects the total of the MAP, TPS, and IAC additions. A value of 0% has no affect on the AE PW. A positive value increases the AE PW, a negative value decreases the AE PW.

AE - RPM Multiplier %

A table of engine RPM compensation values for the AE PW. Affects the total of the MAP, TPS, and IAC additions. A value of 0% has no affect on the AE PW. A positive value increases the AE PW, a negative value decreases the AE PW.

Blend Factor for CTS and IAT

The code has the functionality to blend together the intake air temperature and the engine coolant temperature. This value is then used for various fueling functions. The inverse temperature term of the gas law for the PW calculation being primary.

It is designed to take into account the heating of the intake air as it passes through the engine. At low air flows there is more heat picked up by the air stream. At higher air flows the air will not pick up as much heat.

A table defining the amount of CTS versus IAT value that makes up the final IAT/CTS value. A larger value has the CTS making more of a contribution. 

Crank AFR

Entries:

CRANK - AFR

The commanded AFR during cranking. Based on current engine temperature (CTS).

CRANK - PW Multiplier

This table changes the cranking AFR based on the percentage of RPM between zero and the 'engine running' RPM. The purpose is two fold: to lean out the AFR as the cranking speed increases, and to transition the AFR from cranking to the running state.

Base Pulse Constant (BPC) terms

Entries:
Note: when using a 2-bar MAP for boost, see the BST terms for a boost vs. BPC table.

BPC - BPC vs VAC

A table of BPC values based on engine manifold vacuum.

For TBI: if not using a vacuum referenced fuel pressure regulator set all tables values the same as the 0 vacuum entry. If using a vacuum referenced fuel pressure regulator set the values according to the fuel pressure at each point in the table.

For Port: set all table values the same as the 0 vacuum entry.

Note that there is an Excel utility on the CD to calculate the TBI  BPC values: BPC-VRFPR.XLS, and the Port BPC values:

    The equation to calculate the proper BPC is as follows (TBI Only):

BPC = 1461.5 * (Volume / Injector Flow Rate)

The Injector Flow Rate in grams per second
The Volume of one cylinder in liters

    The equation to calculate the proper BPC is as follows (Port Only):

BPC = 730.75 * (Volume / Injector Flow Rate)

The Injector Flow Rate in grams per second
The Volume of one cylinder in liters


Some conversion factors:

gms/sec = (lbs/hr  /  3600)  *  453.6
lbs/hr =  (gms/sec / 453.6)  *  3600
ci = cc / 16.39

BPC - Base Pulse Filter

A filter coefficient used to lag the change in BPC. This is required when a vacuum adjusted fuel pressure regulator is in use. This value needs to be changed to match the response time of the FPR. A higher percentage value is a faster response.

BPC - BPC vs BARO

A table of BPC compensation values based on barometric pressure. As the barometric pressure decreases the BPC is increased. A larger value increases the BPC. Typically, I don't change this table.

Engine and Vehicle Speed Limiting

Engine and vehicle speed limiting has two purposes: first, to protect the engine from over speed damage. Second, to prevent high speed abuse of the vehicle. This is a soft rev limiter where there is first a spark advance reduction. After that a fuel cutoff can be applied.

There are two separate sets of RPM and MPG limiting parameters. In order to invoke valet mode limiting the user option is required to be selected.

Entries:

OVSPD - Stall saver RPM

Minimum allowed engine speed before fuel is turned on. Intended to prevent engine stalling when in excess MPH fuel cut off.

OVSPD - Valet Mode Override TPS

Minimum required TPS in raw counts required to over ride the valet mode at key-on/crank. Value is from 0 - 255, higher being more throttle opening.

OVSPD - RPM fuel Resume (4cyl)
OVSPD - RPM fuel Resume (6cyl)
OVSPD - RPM fuel Resume (8cyl)

Engine speed at which fuel is turned on when in excess RPM fuel cut off.

OVSPD - MPH fuel Resume

Vehicle speed at which fuel is turned on when in excess MPH fuel cut off.

OVSPD - RPM fuel Cutoff (4cyl)
OVSPD - RPM fuel Cutoff (6cyl)
OVSPD - RPM fuel Cutoff (8cyl)

Engine speed at which fuel is cut off.

OVSPD - MPH fuel Cutoff

Vehicle speed at which fuel is cut off.

OVSPD - Valet RPM fuel Resume (4cyl)
OVSPD - Valet RPM fuel Resume (6cyl)
OVSPD - Valet RPM fuel Resume (8cyl)

Engine speed at which fuel is turned on when in Valet mode excess RPM fuel cut off.

OVSPD - Valet MPH fuel Resume

Vehicle speed at which fuel is turned on when in Valet mode excess MPH fuel cut off.

OVSPD - Valet RPM fuel Cutoff (4cyl)
OVSPD - Valet RPM fuel Cutoff (6cyl)
OVSPD - Valet RPM fuel Cutoff (8cyl)

Engine speed at which Valet mode fuel is cut off.

OVSPD - Valet MPH fuel Cutoff

Vehicle speed at which Valet mode fuel is cut off.

OVSPD - SA Reduction

Percentage of spark advance reduction when either the RPM or MPH SA reduction limit is hit.

OVSPD - RPM SA Reduction (4cyl)
OVSPD - RPM SA Reduction (6cyl)
OVSPD - RPM SA Reduction (8cyl)

Engine speed at which spark advance is reduced.

OVSPD - MPH SA Reduction

Vehicle speed at which spark advance is reduced.

OVSPD - RPM Valet SA Reduce (4cyl)
OVSPD - RPM Valet SA Reduce (6cyl)
OVSPD - RPM Valet SA Reduce (8cyl)

Engine speed at which Valet mode spark advance is reduced.

OVSPD - MPH Valet SA Reduction

Vehicle speed at which Valet mode spark advance is reduced.

N-Alpha Mode Parameters

There is an N-Alpha blend mode available. This is typically used on engines that have cams with a large amount of overlap and high manifold pressure. It works by blending a preset MAP value with the true MAP value based on the current engine RPM.

By using more of the preset MAP values at low RPM, then increasing the amount of the real MAP value as the RPM increases, smooth engine operation can be accomplished.

This mode needs to be enabled in the options words.

Entries:

NAlpha - TPS/RPM Blend Factor

A table that defines that amount of the N-Alpha MAP used. The 400 RPM row is required to be 0 in order to get cranking fuel.

NAlpha - MAP vs IAC Comp

A table of values that compensate the N-Alpha MAP value according to the current IAC steps.

NAlpha - MAP vs RPM Comp

A table of values that compensates the MAP vs IAC values according to RPM. At a higher RPM the IAC will have a lessor affect on the engine manifold pressure.

NAlpha - MAP KPa vs RPM & TPS (1bar)
NAlpha - MAP KPa vs RPM & TPS (2bar)

A 3D table of preset MAP values. This table needs to be populated from empirical data derived from data logs. It is an average of what the MAP is reporting at those RPM and TPS% points. Close and unplug the IAC before data logging for these values. If using a 2-bar MAP sensor use the entry with the (2bar) tag, else use the entry with the (1bar) tag.

Malfunction Diagnostic Test Parameters

Please note that not all of the malfunction parameters are listed here. Other then the MAP high error it is rare that they need to be changed. The ECU file does have them available.

Entries:

Malf Flags - 12 thru 24

DRP12 - distributor reference pulses, normal when engine not running
O2 13 - oxygen sensor failure, general
CTS14 - coolant temperature sensor failure, high
CTS15 - coolant temperature sensor failure, low
TPS21 - throttle position sensor failure, high
TPS22 - throttle position sensor failure, low
IAT23 - intake air temperature failure, low
VSS24 - vehicle speed sensor failure

Malf Flags - 25 thru 42

IAT25 - intake air temperature failure, high
N/U  
N/U
MAP33 - manifold pressure sensor failure, high
MAP34 - manifold pressure sensor failure, low
N/U
N/U
EST42 - electronic spark timing failure

Malf Flags - 43 thru 55

ESC43 - electronic spark control failure, run away knock
O2l44 - oxygen sensor failure, lean
O2r45 - oxygen sensor failure, rich
PRM51 - EPROM checksum failure
CAL52 - CALPAK not present
VAT53 - vehicle anti-theft failure
PMP54 - fuel pump voltage failure
ADU55 - analog to digital converter failure

Malf - Startups to Clear

Number of startups without errors before the malfunction flags are cleared.


MALF33 - MAP Hi BARO Limit (1bar)
MALF33 - MAP Hi BARO Limit (2bar)

When running a cam that produces a higher MAP value (lower vacuum) at idle this value may need to be increased. Set it to a value several KPa greater then the MAP value at idle. The MAP high malfunction is triggered by a MAP value that is too great while the TPS% is low. 

Air Conditioning Compressor Parameters

The A/C compressor is disabled when in PE mode or the upper RPM limit is exceeded. Once disabled there is a delay before the compressor will be re-enabled.

Entries:

A/C - High RPM Disable.

Upper limit to run A/C compressor. Turns off A/C over this RPM.

A/C - Low RPM Enable.

Lower limit to start re-enable delay for A/C compressor.

A/C - Re-enable Delay.

In seconds, delay to re-enable A/C compressor.

A/C - Engine Run Delay.

In seconds, delay from engine startup to A/C compressor enable.

Shift Light RPM

Entries:
Defines the engine speed when the shift light output is enabled. Note that there are separate entries dependent upon the number of cylinders.

Fan Control Parameters

Entries:

FAN - Upper/Lower CTS.

Upper threshold is where the fan turns on. Lower threshold is where the fan turns off.

FAN - OverRide Upper CTS.

Over rides the MPH turn the fan off. If the engine temperature is above this value then the fan stays on over the MPH term.

FAN - MPH disable.

Fan turns off once the vehicle speed is over this value. Except when the engine temperature is over the over ride limit.

FAN - Engine Run to Start delay.

In seconds, delay from engine startup to fan turning on.

FAN - Minimum Run Time.

In seconds, fan once enabled will run for at least this amount of time.

TCC Parameters

The Torque Converter Clutch (TCC) can not be locked in 1st gear. This is a limit of the 700R4 transmission. Not sure about the TH350C transmission.

Entries:

TCC - Lock Enable CTS

Minimum engine coolant temperature before the TCC is allowed to lock.

TCC - TPS% Opening/Closing Delta for Unlock

Delta TPS% required for fast unlock.

TCC - Relock Delays

Amount of time before the TCC will relock after an unlock.

TCC - Forced Lock

Vehicle speed at which TCC will be forced to lock.

TCC - LoGr Max TPS% Coast Unlock

Upper TPS% at which the TCC will unlock in 1st, 2nd and 3rd gear.

TCC - LoGr MPH OK to Lock

Upper vehicle speed that the TCC will be allowed to lock.

TCC - LoGr TPS% to Stay Unlocked

Amount of TPS% required to keep TCC unlocked while unlocked. Below this value the TCC will lock.

TCC - LoGr Min TPS% Coast Unlock

Lower TPS% at which the TCC will unlock in 2nd and 3rd gear.

TCC - LoGr MPH to Unlock

Lower vehicle speed that the TCC will be allowed to lock. Below this speed the TCC will be unlocked.

TCC - LoGr TPS% to Unlock

Amount of TPS% required to unlock TCC in 2nd, and 3rd gear.

TCC - HiGr Max TPS% Coast Unlock

Upper TPS% at which the TCC will unlock in 4th gear.

TCC - HiGr MPH OK to Lock

Upper vehicle speed that the TCC will be allowed to lock.

TCC - HiGr TPS% to Stay Unlocked

Amount of TPS% required to keep TCC unlocked while unlocked. Below this value the TCC will lock.

TCC - HiGr Min TPS% Coast Unlock

Lower TPS% at which the TCC will unlock in 4th gear.

TCC - HiGr MPH to Unlock

Lower vehicle speed that the TCC will be allowed to lock. Below this speed the TCC will be unlocked.

TCC - HiGr TPS% to Unlock

Amount of TPS% required to unlock TCC in 2nd, and 3rd gear.

N/V ratios

Entry: N/V - Manual Trans Ratios

A table of ratios of the engine speed over the vehicle speed. The code uses these values to decide which gear the transmission is in. The current N/V ratio is in the data stream and can be used to fill in the table.

IAC Parameters

Entries:

IAC - B9in Idle Speed

Idle RPM used when ECM pin B9 is grounded. This function can be used for vehicles with on-board air or welding setups.

IAC - Additional Steps with A/C

Steps added at key-on if ECM lost battery power when A/C is turned on.

IAC - Park Position

Steps at which IAC is parked at key-off.

IAC - Run to Idle Down delay         (was named ' IAC - Crank to Run delay')

Delay from engine run until IAC starts the Idle Down reduction.

IAC - Stall Saver RPMs

Lower RPM to enter stall saver, and upper RPM to exit stall saver.

IAC - Idle High Step Delays

Delay times before IAC corrects (moves) on an idle too high RPM error. Small is the small idle error delay, large is the larger idle error decay.

IAC - Idle Low Step Delays

Delay times before IAC corrects (moves) on an idle too low RPM error. Small is the small idle error delay, large is the larger idle error decay.

IAC - Idle Gain Breakpoints

These two are RPM breakpoints for desired idle RPM IAC changes. First is idle too high, followed by idle too low.

IAC - Dead Band

Area of RPM from desired idle RPM where no IAC corrections are made.

IAC - Reset Steps

Extend steps for key-off IAC reset procedure.

IAC - Init Steps no A/C

Steps added at key-on if ECM lost battery power when A/C is turned off.

IAC - Shut Down Volts

Minimum vehicle required to run IAC. Below this voltage the IAC will be disabled.

IAC - DFCO Steps

Steps added during decel fuel cutoff.

IAC - A/C on Bump Steps

IAC steps added when A/C is turned on. Will then be reduced for the desired idle RPM.

IAC - Fan on Bump steps

IAC steps added when fan is turned on. Will then be decayed out to the desired idle RPM.

IAC - Park to Drive steps

Steps added when transmission is moved from park/neutral to drive (automatic only).

IAC - Idle Increase A/C On

Desired increase in idle RPM when A/C is on.

IAC - ALDL Idle Speed

Desired idle RPM when in ALDL mode.

IAC - Steps for Low BatV

Increase in IAC steps when vehicle voltage drops.

IAC - Volt Drop for Steps

Required vehicle voltage drop to add IAC steps (see one above).

IAC - Max Steps

Maximum IAC steps allowed.

IAC - TF Decay Filters

Throttle Follower decay filters. A lower value will decay out TF steps slower then a high value. The Low, Medium, and High refer to the vehicle speed. See the 'TF Decay MPH breakpoints' entry for the speed thresholds.

IAC - TF Decay Delay

A delay before TF steps are decayed out.

IAC - Steps Decay Filters

Three IAC steps decay filters values. A lower value provides a slower decay. The 'Norml' is used for all decays except DFCO and Stall Saver. The 'DFCO' decay is used to decay out decel fuel cutoff steps. The 'StlSv' filter is used to decay out stall saver steps.

IAC - TF Decay MPH Breakpoints

The vehicle speed break points for which TF decay filter too use. The Medium TF filter is used when the vehicle speed is between the Low and High settings.

IAC - TF Min Steps

Minimum number of TF steps when the vehicle speed is above the Low TF Decay MPH break point.

IAC - TF TPS% required.

Amount of TPS required before TF steps are added.

IAC - TF Gain

The number of TF steps added versus the TPS position.

IAC - TF Max Steps

Maximum number of TF steps that can be added to the current IAC position.

IAC - Powerup Init Steps

This tables defines the IAC position during engine cranking. At key-on the IAC moves to this position.

IAC - Init Position vs Baro

This table defines added IAC steps to the key-on position based on barometric pressure.

IAC - Idle Down Rate

This table defines the speed at which the IAC steps down after the engine starts. A lower value is a slower idle down.

IAC - Stall Saver vs Baro

This table defines the number of steps added during a stall saver. It is based on barometric pressure.

IAC - Idle Speed: Drive

This table defines the desired idle speed while in drive (manual transmission vehicles are always in drive).

IAC - Idle Speed: Park/Neut

This table defines the desired idle speed while in park/neutral (not applicable to manual transmission equipped vehicles).

IAC - Max CTS for Minimum Idle Adjust

The upper coolant temperature for final idle learn. Disables the minimum idle adjustment.

IAC - Min MPH for Minimum Idle Adjust

The vehicle speed  must be above this value for a minimum idle steps adjustment.

IAC - Minimum Idle Steps

This table defines the steps used for the mimimum idle steps position adjustment


EGR Parameters

Note: to use the EGR functionality the use of the N2O functionality is no longer available.

Entries:

EGR - SA Added

Amount of SA added when EGR is active.
   
EGR - SA On/Off Multiplier

Rate that the EGR SA is added (On) or subtracted (Off) when the EGR is activated or de-activated. Higher value is faster.

EGR - On DC% Step Size

Rate increase of EGR vacuum. Used to control how quickly the EGR activates. Higher value is faster.

EGR - CTS Enable Threshold

Minimum coolant temperature when EGR is allowed to be active.

EGR - Max TPS%

Maximum TPS% for active EGR. Above this TPS% the EGR is de-activated.

EGR - MPH Min Thresholds

EGR will activate above the ON threshold and de-activate below the Off threshold.

EGR - TPS% Min Thresholds

EGR will activate above the ON threshold and de-activate below the Off threshold.

EGR - MAP Min Thresholds

EGR will activate above the ON threshold and de-activate below the Off threshold.

EGR - VAC Min Thresholds

EGR will activate above the ON threshold and de-activate below the Off threshold.  A low vacuum levels the EGR will turn off. This occurs as the throttle is opened.

EGR - BPC Multiplier vs VAC

The values in this table reduce the BPC. This is done to compensate for the lower level of oxygen when the EGR is active. As the vacuum increases the amount of EGR flow will typically increase.


CCP Parameters

CCP is short for charcoal cannister purge. It is an evaporative emissions device.

Entries:

CCP - CTS Enable Threshold

Minimum coolant temperature when CCP is allowed to be active.

CCP - MPH Min Thresholds

CCP will activate above the ON threshold and de-activate below the Off threshold.

CCP - TPS% Min Thresholds

CCP will activate above the ON threshold and de-activate below the Off threshold.

CCP - MAP Min Thresholds

CCP will activate above the ON threshold and de-activate below the Off threshold.

CCP - Purge DC% Change

Percentage of CCP duty cycle increase or decrease per 1/10 second. Used to change the rate that the volume of purge changes.

CCP - INTegrator Window

Target INT window when in purge. The CCP DC% will increase when the INT is above this Upper value, and decrease when the INT is below the Lower value. Only in affect unless the BLM Min for Limiting is active (see next parameter).

CCP - BLM Min for Limiting

Once below this BLM value the volume of CCP purge (DC%) will be regulated by the DC% Limit vs Gms/Sec table (see next parameter).

CCP - DC% Limit vs Gms/Sec

If the BLM falls below this value the CCP DC% will be limited to a maximum of the value in this table. The maximum DC% is based on airflow as grams per second.




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