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Warranty status types. Warranty types. Verify product. Use only the AUX options. Switch outputs PWM outputs The base frequency of this PWM output is Hz. Values are shown below. Frequency Hz Divider 1 2 84 3 You can adjust this axis on any of the maps and it will affect all of them. Typically the RPM axis would have a value towards stall as the first site rpm , a site just below the target idle speed, a site on the target idle speed, a site just above the target idle speed, then the rest of the sites evenly spaced to complete the engine speed range, the final site being just above the rev limit.
On some engines it may be useful to increase the density of sites around areas where the fuel and ignition requirements change rapidly e. All maps fuel, ignition etc will use the same load axis. Typically, the sites would be evenly spaced through the throttle range, maybe with closer sites at light throttles.
The load axis of the map should have the lowest site as the minimum MAP value on overrun, the next site up is the MAP value at warm idle, the top site should be set to just above the maximum manifold pressure that will be run by the engine, then the sites in between evenly spaced and maybe more densely placed below kPa than above.
This should have the lowest site as the minimum MAP value on overrun, the next site up is the MAP value at warm idle, the top site should be set to just above the maximum manifold pressure that will be run by the engine, then the sites inbetween evenly spaced and maybe more densely placed below kPa than above. The Fuel Map load axis will be marked Throttle Angle. Typically, the sites would be evenly spaced through the TPS range, maybe with closer sites at light throttles.
The fuel trim at any given manifold pressure is set in the Boost Fuel Correct Table. The correction should be set to 0 at kPa. If you are not using anti-lag, set all of the throttle positions in the table to the same engine speed.
An example of a rpm limit is as follows. At this engine speed, the soft cut will be invoked. If the engine speed is exceeded by 50 rpm, then the hard cut is invoked. A second rev limit can be imposed when the engine is below a specified temperature. Lo Limit Below Cool the temperature below which the cold rev limit is set Lo Limit Offset the reduction in rev limit when rev limit coolant is satisfied This time period or pulse width is calculated by the ECU using the values found in the main fuel map and all of the modifiers such as transient fuel, cold start enrichment etc.
On the main fuel map, at each intersection of an engine speed site and an engine load site there is a grid value. This is the VE value and is directly proportional to the pulse width and therefore the amount of fuel injected. These values are determined by running the engine on a dynamometer at each obtainable point and adjusting the VE values to obtain optimum performance. If the engine is running at an exact engine speed site and an exact engine load site then the VE value at the intersection of these two sites will determine the amount of fuel injected.
If running at a condition where it is not exactly on a mapped site, the ECU interpolates between the nearest sites. This will give a very good starting point for most engine setups.
Once a rough calibration is made, the fuel map can be rescaled see below to give better resolution. Fuel Sync is the overall injection start point delay measured in internal units, A change in value of 1 is a change in start point of 30 crank degrees.
This number can be changed to give the best emissions or power. Fuel maps have six additional commands in the pop-up menu. Three View commands change the units the map is displayed in. The other three commands alter the fuel map to achieve better scaling. View commands Available by a right-click on the fuel map, a pop-up menu gives three view commands to select the units the fuel map is displayed in.
Only one view command can be checked at any one time. These are the values that should used during engine mapping. It has a range of 0 to When selected, the caption of the map window shows Raw. When selected, the caption of the map window shows Pulse Width.
This view mode should be used for reference only, not for inputting data whilst mapping. When selected, the caption of the map window shows Duty Cycle. In order for MAP to correctly calculate the duty cycle, when View duty cycle is selected, it prompts for the number of injections per engine revolution.
With the ECU on a 4cyl 4stroke engine, select 1. This therefore gives near maximum resolution, with an amount of headroom should the maximum torque point require a longer pulsewidth later in the tuning. Do not use this option on an engine that is already mapped. This is particularly useful when calibrating fuelling for low load sites and stable idling on high boost engines.
When selected, the Resize Injectors dialog is shown: To use this dialog; Enter the specification of your fuel system before modification and after modification and MAP will alter your fuel related maps and tables to suit.
The end period is when the injector is open and flowing fuel, and the first period is when the injector is opening its valve and there is no flow of fuel. At low injector durations, this period where the injector is reacting but not flowing fuel can be significant.
This time period of no flow varies in length with battery voltage and with fuel pressure. This also varies between injector models. Were an engine to run at a constant voltage, then there would be no problems as the injector reaction time would be a constant length. However, the injectors do see a varying voltage so the ECU needs to allow for this varying period of no fuel flow, and as all types of OMEM Tuning Manual 3v00 injector react differently, it needs to be told this information by the user.
The battery voltage compensation data can usually be supplied by the injector manufacturers. If using offsets from injector manufacturers simply multiply the offset time, usually stated in mSec, by Battery Volts Battery Comp 8. If this information is unavailable for your injector, then you will need to find these values yourself. The vertical axis for engine load will always show kPa as the units.
The option Timing Alignment describes this and can be adjusted to suit each trigger wheel type. The correct numbers are known for many popular manufacturers. Please contact Omex for advice. This is a unitless value typically 20 - 25 for a DIS coil pack.
Charge times can be varied with respect to battery voltage and engine speed using the Dwell vs Battery table and Dwell vs Speed table. OMEM Tuning Manual 3v00 The options Dwell max and Dwell min are the limits of dwell time regardless of calculated values from the tables and coil factor option. These limits are measured in internal units. Contact Omex if you want to change these values. When running the engine, the current dwell time can be monitored using parameter Dwell Time.
Calibrating Dwell Time A startup calibration from Omex will have typical values for charge time alterations against battery voltage and engine speed so you will normally only need to adjust the Coil Factor.
You should use the lowest value that still makes the greatest torque output from the engine. Adjust this number until the tacho reads the correct engine speed. The correct setting for a 4cylinder tacho is 3.
This information is displayed in parameter Gear Ratio. The gear ratio for each gear is then input to the Gear Ratio table. Each gear has a high and low limit for the gear ratio to account for clutch slip etc. The low limit for 1st gear is input above 1, and the high limit is input above 1. OMEM Tuning Manual 3v00 12 Engine Start Condition During cranking the fuel and ignition are not controlled by the main fuel and ignition maps, but instead by separate tables and options. Min RPM is the engine speed at which the engine is considered to start cranking typically 50 rpm , and Start Exit RPM is the engine speed above which the engine is considered to be under normal running ie no longer cranking typically rpm This is set in degrees and would normally be a low value eg 2 degrees.
Start Fuel Decay Table — This determines how quickly the additional start fuel decays over time. This is a linear decay in seconds after cranking commences. Start Fuel Pulse Table- This is an extra single injection of fuel that is injected at the very start of cranking.
Setting-up start fuel It is important to note that the Coolant Fuel Trim table is always active, even under cranking conditions, and so the cold engine running must be completed before the cold starting can be fully calibrated. In general, an engine that has too much starting fuel will start and then immediately stop again. An engine with too little starting fuel will crank for a long time before the engine will start. If the engine starts but will not rev freely for the first few seconds of engine running, then the Start Fuel Decay table usually requires adjusting.
The engine must be below both of these values to enter idle. A high idle will be required in some conditions. The Idle Scatter Spark Table shows the change in ignition timing based upon rpm away from the target engine speed. When the engine speed is higher than target negative values are required to OMEM Tuning Manual 3v00 decrease the idle rpm, and when the idle is lower than target positive values are required to increase the idle rpm. As the engine moves further away from the target speed, the numbers should increase.
As the engine is being given more air than is required to idle the engine when warm it retards the ignition whilst in the idle condition to maintain the target engine speed. When the engine is cold it requires more air to idle and so it benefits from the extra air, the ignition is advanced whilst in the idle condition, and the engine has an improved cold idle speed.
As there is no idle motor to give the engine extra air, the ECU will attempt to hold the Hi Idle speed, but will not be able to match it when the engine is cold. Therefore, the high idle is only really used to give a gentle return to idle. Idle Duty Min is the duty cycle below which the idle motor does not flow any air. Idle Duty Max is the duty cycle above which the idle motor does not flow extra air. The Idle Duty RPM table is a modifier based on engine speed for if the engine speed moves below the target idle ie anti-stall.
The target idle speed should have a modifier of 0. Engine speeds well below target should have a large positive number to open the idle motor to stop the engine stalling. The example below is typical for a rpm idle. The update rate of this feedback loop is set by Idle FB Rate.
This would typically be 40ms with a stepper motor or ms with a PWM device. The Idle Fuel table is required for engines that are using air bypass with throttle position as the main load sensor.
An oxygen sensor cannot make adjustments to the fuelling fast enough to cope with these changes. This table allows a fuel trim based on idle motor duty to maintain a constant lambda value. This is not required for MAP based systems so would be set to 0 in this case. Set the sites to and the valve should move to fully open. Some idle motors usually Bosch parts are slightly open when at a value of 0, then close at about 30, then start to open again until fully open at The value at the closed position must be inputted to Idle Duty Min.
If the opposite happens i. The value at the closed position must As it pushes out you must resist this by pushing it against a hard surface else the plunger can fall off. Setting air bypass idle control on MAP for load engines As the idle motor opens and closes, the manifold pressure changes and so the position on the main fuel maps moves, meaning the fuel requirement changes will be compensated for by the main fuel map.
Therefore, ensure that the Idle Fuel table is set to 0 throughout. Ensure that all Fuel Map sites around idle including those towards stall are correctly calibrated before attempting this setup for the final time. If there is no mechanical idle adjustment then set all hot temperatures in the Idle Duty Coolant table to a value which allows the engine to idle at the target idle speed.
During cold running setup of the fuelling, you will also need to adjust the Idle Duty Coolant table at each temperature to ensure that the feedback controls have to do as little work as possible.
The feedback work can be seen in parameter Idle Set. If Idle Set is a positive number then increase the current value in the Idle Duty Coolant table, or if negative, then reduce it. The Idle Fuel table allows a fuel trim based on idle motor duty to maintain a constant lambda value.
To set this table correctly, the engine must be held at the idle target speed whilst the engine is put under varying loads to alter the opening of the idle motor. This can be achieved through the use of a rolling road to apply the load, or simply by holding the brakes of the vehicle and gently releasing the clutch to load the engine.
The table should then be altered to provide the extra fuel required to maintain a constant lambda value. Get the engine to normal running temperatures 2. Set the whole of the Idle Scatter Spark Table to 0 noting the values in this table as you will need to re-enter them later 5.
If there is an adjustable air bleed screw or an adjustable throttle stop; 6. Set all warm temperatures in the Idle Duty Coolant table typically above 60degrees to 0, then with the engine warm set the natural idle to approximately rpm below the target idle speed using the throttle stop or air bleed screw note that if you move the throttle stop you must reset TPS min.
Increase all hot temperature values in the Idle Duty Coolant table to a value which allows the engine to idle at the target idle speed whilst simultaneously adjusting the fuel map to achieve the correct AFR at the idle speed. Ensure that the main Fuel Map is calibrated correctly down to stall speeds and at both closed throttle and the first site above closed throttle. This is best achieved through loading the engine on the dyno.
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