The National Lightning Owners Club Inc - View Single Post

09-06-2001, 08:09 PM

Hi Greg, here goes

1. I can e-mail you the .dat file for your A3M1, it's free

2. You can create a binary file, but you would have to have one of the chip tuner's software/hardware setups. It really was meant so people could share files.

3. Unfortunately not, see above.

4. You hook the Tuner up to the PCM and use the bundled Shiftmaster software to do a "Read Ford ROM". That creates a binary file (.bin) then you can import the binary into the GUI.

5. Clear downloads a blank file (no changes) to the Tuner, essentially reverting the vehicle back to the stock settings. Configure downloads any changes you have made to the Tuner.

6. Tuning with MAF's can be somewhat tricky. Basically if you get new larger injectors you would use the optimizer to scale back the voltage. Then build a transfer function to match the airflow.

The whole deal with "calibrating" a MAF is confusing. Here's what Pro-M does. Let's say you have a Mustang with the stock 19lb injectors. You modify it and decide you want 38's and a Pro-M meter. So Pro-M modifies the electronics of the meter so it will read a 50% lower voltage across the board. Why do this you ask ??? To get the larger injectors to work with the stock computer. The computer uses voltage from the MAF look up a corresponding air flow value in the MAF transfer function and make it's fuel calculations. Since it thinks a lower amount of air is coming in the engine than what really is (because of the reduced volatge) it calculates less fuel to be delivered never aware that it is actually pulsing larger injectors.

Reducing the voltage also has another effect. If you have an engine capable of moving enough air to need 38lb injectors (say 550 hp or so) then you would max out the the stock meter's electronics. Meaning that it can only measure about ~300 hp worth of air. That's a bad thing

But the Pro-M has it's voltage scaled back by 50% so you could flow about twice as much air through it before pegging it.

But fooling the computer has it's drawbacks because of the reduced voltages the computer doesn't accurately calculate load and you can get part throttle lean spots and detonation. Sometimes idle quality is affected as well.

So where does the Tuner come in ? With the Tuner you can edit the mass air transfer function and input values that match your meter's actual voltage vs. air flow rate. Doing that can bring several things back in line and result in better performance. It does take a bit to get right, but generally worth it.

<whew>

------------------
Thanks,
Raymond
Performance Specialties
01 Cobra
95 Lightning (lots O' mods faster than the Cobra)

[This message has been edited by Raymond_B (edited 09-06-2001).]

09-06-2001, 08:09 PM	#4 (permalink)
Raymond_B Guest Posts: n/a View this user's gallery iTrader: / %	Hi Greg, here goes 1. I can e-mail you the .dat file for your A3M1, it's free 2. You can create a binary file, but you would have to have one of the chip tuner's software/hardware setups. It really was meant so people could share files. 3. Unfortunately not, see above. 4. You hook the Tuner up to the PCM and use the bundled Shiftmaster software to do a "Read Ford ROM". That creates a binary file (.bin) then you can import the binary into the GUI. 5. Clear downloads a blank file (no changes) to the Tuner, essentially reverting the vehicle back to the stock settings. Configure downloads any changes you have made to the Tuner. 6. Tuning with MAF's can be somewhat tricky. Basically if you get new larger injectors you would use the optimizer to scale back the voltage. Then build a transfer function to match the airflow. The whole deal with "calibrating" a MAF is confusing. Here's what Pro-M does. Let's say you have a Mustang with the stock 19lb injectors. You modify it and decide you want 38's and a Pro-M meter. So Pro-M modifies the electronics of the meter so it will read a 50% lower voltage across the board. Why do this you ask ??? To get the larger injectors to work with the stock computer. The computer uses voltage from the MAF look up a corresponding air flow value in the MAF transfer function and make it's fuel calculations. Since it thinks a lower amount of air is coming in the engine than what really is (because of the reduced volatge) it calculates less fuel to be delivered never aware that it is actually pulsing larger injectors. Reducing the voltage also has another effect. If you have an engine capable of moving enough air to need 38lb injectors (say 550 hp or so) then you would max out the the stock meter's electronics. Meaning that it can only measure about ~300 hp worth of air. That's a bad thing But the Pro-M has it's voltage scaled back by 50% so you could flow about twice as much air through it before pegging it. But fooling the computer has it's drawbacks because of the reduced voltages the computer doesn't accurately calculate load and you can get part throttle lean spots and detonation. Sometimes idle quality is affected as well. So where does the Tuner come in ? With the Tuner you can edit the mass air transfer function and input values that match your meter's actual voltage vs. air flow rate. Doing that can bring several things back in line and result in better performance. It does take a bit to get right, but generally worth it. <whew> ------------------ Thanks, Raymond Performance Specialties 01 Cobra 95 Lightning (lots O' mods faster than the Cobra) [This message has been edited by Raymond_B (edited 09-06-2001).]