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SMT8Y
Diy Tuning Manual
36 pgs1.27 Mb0

Perfect Power SMT8Y Diy Tuning Manual

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In Association with:
Introduces:
SMT8Y DIY TUNING MANUAL
Table of Contents: Page No:
3.1 AMP CALIBRATION .............................................................................. 3
3.2 ENGINE TEMPERATURE CALIBRATION ................................................... 4
3.3 RPM CALIBRATION .............................................................................. 5
3.4 TPS CALIBRATION .............................................................................. 7
3.5 DISPLAY OPTION ................................................................................ 8
3.6 DYNO (SPEED/DISTANCE) OPTION........................................................ 8
3.6.1 FREQUENCY INPUT ....................................................................... 9
3.6.2 PWM INPUT ................................................................................. 9
3.6.3 SPEED/DISTANCE INPUT ............................................................... 9
10.1 PROFILE OPTIONS ............................................................................ 15
27. APPLICATION: PROVIDING EXTRA FUEL AT BOOST VIA AN EXTRA INJECTOR 30
1
1. INTRODUCTION
Congratulations on the purchase of the SMT8Y. This piggyback unit is the result of 20 years experience in the automotive industry and is the latest design in the range of SMT8 piggybacks.
It is similar to the Perfect Power SMT8T in size, but packs more features. In one aspect the SMT8Y deviates from all other piggybacks: It has been designed and is destined for the DIY market. My definition of DIY is: A person who is enthusiastic about and understands engines and is able to work on his own engine for the purpose of improving the vehicles performance.
The SMT8Y is a tool that can be installed to achieve that performance. This manual will explain in a structured fashion each connection, the use and purpose of outputs, and in general everything associated with the SMT8Y. Once the unit is installed you will need the Let Ripp V2 software, and the DDS DIRECT SOFTWARE USER GUIDE as well as a PC or laptop and a communication cable to get started. This manual can also be used for training professionals because the terminology is common to all Perfect Power LETRIPP products.
If you are an experienced engine mechanic, then you will find some of the terminology strange, and you don’t have to read all sections.
2. HOW DOES IT WORK?
The SMT8Y ‘modifies’ engine signals. The signals are used by the ECU to ‘drive’ your
engine in a pre-determined fashion. By modifying the signals, we can change the ECU’s response.
Example #1: We all know that an engine runs richer when cold. So, if you want to run the engine richer, you modify the temperature wire so that the ECU thinks that the engine is cold. Then the ECU will enrich the fuel mixture.
Example #2: Your engine has a Lambda loop. This means it controls the fuel mixture by a probe in the exhaust. By modifying the probe output you can now ‘direct’ the ECU to change the mixture to lean or rich.
Example #3:
The ignition point is derived from a crank sensor. By ‘delaying’ this signal you can
retard the ignition.
Note: The SMT8Y can also advance, but we will not go into detail here.
In most cases the ‘modification’ involves the cutting of a wire (the signal wire) and
routing the engine side (source) to an SMT8Y input. Then the signal is modified inside the SMT8Y and presented as an output, which is then connected to ECU side of the cut wire.
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SMT8Y
INPUT
OUTPUT
Signal from Engine
ECU
SIDE MAP (S)
MAIN MAP
TPS
RPM
-5
+1
+
Signal input
-4
Signal output
Selected map values: -5+1= -4
FIGURE 1. SMT8Y SIGNALS
The process by which the SMT8Y ‘modifies’ the signal is called MAPPING. The
mapping involves looking up a number from a table, adding it to the looked up number from another table, adding it to the input value, and output the result.
FIGURE 2. MAPPING
The numbers which are ‘picked’ from the tables are selected by a TPS and RPM scale, and in case of the ‘side table’ (the table on the side) from AMP or Engine
temperature scales.
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The above shows a typical ANALOG MODIFICATION screen, which does NOTHING. Of course the user can set the scales applied to the tables. The process is called CALIBRATION.
3. CALIBRATION
It is a necessary evil requirement. For starters you can ignore it, but eventually you will need to calibrate the SMT8Y for optimum results.
3.1 AMP CALIBRATION
Calibration principle:
Let’s assume a linear sensor, such as the AMP. You need to know 4 values to
calibrate it. A LOW voltage and the associated LOW pressure A HIGH voltage and the associated HIGH pressure A standard 1.15 bar AMP sensor has the following points: LOW: 0.25V at 0.25bar HIGH: 4.8V at 1.1bar You can try and get the datasheet specification for the sensor, or you can do it as follows: Use the LOW setting: 0.25V at 0.25bar Then use as the high setting the value obtained at ATMOSPHERIC pressure, which is
1.0 bar at sea level. Therefore: HIGH: Input reading (V) at sea level=1.00bar Of course the LOW/HIGH points don’t have to be at the end of the scales.
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3.2 ENGINE TEMPERATURE CALIBRATION
The engine temperature is a little different, because the SMT8Y first LINEARIZES the input voltage. Here is what you do:
Let the engine cool down over night, and measure its temperature. Let’s assume it is
18°C. Then use the displayed input reading (V) at point #6. LOW: Input reading (3.5V) at 18°C, at point #6
Then warm up the engine until it has reached operating temperature. Let’s assume it
is 85°C. HIGH: Input reading (1.25V) at 85°C, at point #18 You can shift the points up or down to cover your expected operating range.
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Apply Linear
3.3 RPM CALIBRATION
The RPM calibration is a little different. You can only specify the LOW/HIGH end points.
Let’s assume we use 600 to 6000 RPM and the LINEAR function.
The same scale in UNLINEAR looks as follows:
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Apply Unlinear
The UNLINEAR RPM scale looks crazy. BUT: Each RPM step is by the SAME PERCENTAGE higher than the next one. Why? In this way the change in engine parameters are constant.
Then there is the CUSTOMIZE option: You can type in the complete scale.
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The result of some customization may look like the following:
3.4 TPS CALIBRATION
Each car has a different TPS sensor. The calibration is needed to adapt the SMT8Y range to the mechanical range of your sensor.
The UNLINEAR function is chosen. This is the preferred one, because the airflow changes dramatically with very small butterfly openings. But, the other LINEAR and CUSTOMIZE options are available.
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3.5 DISPLAY OPTION
The SMT8Y has an external display option installed after version 119. This option allows the use of the AUX bin as a display output. For wiring check the BASIC DISPLAY wiring. The AUX output has 4 possible drives as indicated in the drawing below:
FIGURE 3. SMT8Y DISPLAY
The AUX pin can drive up to 8 displays, each display can display one engine measurement from the DISPLAY list in the PC.
The choosing of an item (from the list) for display does not switch the AUX pin to the required configuration. This must be performed with the SYSTEM DEF. Finally the Display can be switched off, which leaves frees the AUX pin to a 2k2 pull-up resistor for other purposes.
Applicable items from the SYSTEM DEFINITION:
Freq. Mod Tick for Frequency modification, otherwise PWM mod. Boost Output Tick for Boost output, otherwise Freq. or PWM operation. Display on AUX Tick for display output, otherwise any of the above is output. Display off Tick to switch display off
3.6 DYNO (SPEED/DISTANCE) OPTION
The AUXIN pin… can be used for three purposes: As a Frequency input As a PWM input As a Speed/Distance input for DYNO operations
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3.6.1 FREQUENCY INPUT
By ticking “Boost on Aux” OFF, and “Freq. Mod” ON the frequency presented on the
AUXIN pin is evaluated and modified according to the frequency map data. See 3.5 for outputting the frequency signal.
3.6.2 PWM INPUT
By ticking “Boost on Aux” OFF, and “Freq. Mod” OFF the AUXIN pin is treated as a
PWM signal and modified according to the map data. See 3.5 for outputting the PWM signal.
3.6.3 SPEED/DISTANCE INPUT
Tick the “Boost on Aux” ON. The AUXIN pin is treated as a distance input, and the speed, acceleration and DYNO data are computed. The Boost module is active, but may be disconnected from the AUXOUT as shown in 3.5.
4. TERMINOLOGY
ECU: Your stock standard electronic control unit. MODIFICATION: A means of changing a signal. ANALOG: A voltage. The information is contained in the voltage level. DIGITAL: A frequency. The information is contained in the transitions. DISPLAY: A optional external display to the SMT8Y MAPPING: The process, which results in the signal modification. MAPS: A bunch of numbers. Only one number will be used for mapping. SIDE-MAPS: The same as maps, just smaller. PARAMETERS: Single entry values, which influence a process as a whole. SYSTEM DEFINITION: Click on/off points, which influence a process. STATUS: A display, which shows the state of the SMT8Y.
5. KNOW YOUR ENGINE
Obtain a wiring diagram from your ECU. This will show you the various engine components. Apart from this you need to make some decisions as to the suitability of your engine for the intended modification.
Does the engine use an AMP (Absolute manifold pressure) sensor, or a Mass Air Flow sensor (MAF)?
In general an AMP sensor is preferred, because an MAF sensor has other items attached: it may measure air temperature, it may have damping, or it may have overshoot. There are some MAF sensors with a digital output, which is un-suited for the SMT8Y. The AMP sensor is clean!
Does the engine use an ETC (Electronic Throttle control)?
The ETC is used during traction control. A little motor drives the butterfly. If the engine uses an ETC, then the TPS input must be connected to the ETC wires.
Does the engine use active ignition knock control?
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This is difficult to determine. Use the ECU wiring diagram, or consult a brand mechanic. If it has active knock control, then it is impossible to modify the
ignition point, because the ECU will ‘undo’ your modifications. Find out if your
engine uses knock control at wide-open throttle (WOT), or only during idle and cruising. Whenever the active knock control is off, you can modify the ignition point.
Does the engine use Lambda feedback?
Most engines do. There are TWO different exhaust probes: NARROW and WIDE band probes. The SMT8Y has the ability to modify ONE Narrow BAND PROBE.
If the answer to these questions is not obvious, then you need to consult a knowledgeable mechanic or consult a friend. Of course, it all depends on the type of modification you intend doing.
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5123
4
6
101112
9
78
13141516
SMT8 Y (RS232)
PIN
DESCRIPTION
SIGNAL
I/O
1
GROUND
GND
I 2 GROUND
GBD
I
3
Bipolar IGN output
BIPOUT
O
4
NEG. CRANK OUTPUT
-IGOUT
O 5 AUX INPUT
AUXIN
I 6 AFR INPUT
OXYIN
I 7 ENGINE TEMPERATURE
ENGTIN
I
8
ANALOG INPUT
ANIN
I 9 INJECTOR
INJECT
O
10
PLUS BATTERY
+13
I
11
AUXOUT+PULLUP
AUXOUT
P/O
12
POS. CRANK OUTPUT
+IGOUT
O
13
POS. CRANK INPUT
+IGIN
I
14
ANALOG OUTPUT
AOUT
O
15
TPS (DEFLECTION) INPUT
TPSIN
I
16
AMP INPUT
AMPIN
I
6. SMT8Y PIN-OUT
FIGURE 4. SMT8Y PIN OUT
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FIGURE 5. SMT8Y BOOST, AUXILLARY OUTPUT DISPLAY
7. COMMUNICATION WIRING (WITH POWER)
The SMT8Y has a standard RS232 interface. For demonstration and for playing with the unit on your desk, you can supply power through the RS232-D9 connector as follows: RS232 connector PIN 5 NEGATIVE of power supply PIN 9 POSITIVE of power supply 6-12Volts
If this is inconvenient (to open the D9 connector) then you can use the standard power wiring.
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8. POWER WIRING
This wiring must be done for every application. SMT8Y PIN 1 NEGATIVE, CHASSIS, of power source PIN 13 POSITIVE, 6-12V, of power source
Once you apply power, the green LED will flash! NOTE: Pin 2 (GROUND) is reserved for Screened cable grounding!
9. STARTING THE PC
Loading and configuring the PC is explained in the DDS DIRECT Software User Guide. This manual is located on your installation disk.
Depending on the PC or laptop used, you may need a USB/RS232 converter, which is NOT provided with the purchase. Any such converter will do, but we have had trouble with the cheaper ones.
1. Start your DDS DIRECT software. A screen must appear.
2. Click on TOOLS, Communication, and set: RS232-115, and a port 1-4
3. You should have communication within 3 seconds.
4. If not, change the port number, or check the port number in the PC.
Once you have communication, you can ACCESS the SMT8Y. The following is just an exercise to familiarize your self with the DDS DIRECT operation.
1. Click on COLUMN
2. F1 brings up the INJECTION map
3. Select a column, and type any number
4. Reset the unit via TOOLS
5. Click on UPLOAD, and observe that the entered number column is there
6. Load the DEFAULT values via TOOLS, Default
7. Click on UPLOAD and observe that all numbers are zero, except in the setup
screens.
Advanced task: BLEND numbers from one selected spot to the other extreme corner! Blend numbers in a side table
The following is a blend of the four corner values:
10 -10
-20 5
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All highlighted numbers are blended.
10. PROFILES: PC SCREEN SETUPS
The DDS DIRECT software can save your favorite screen ‘layout’. This is called a
PROFILE. That is to say which tables are open, and their position, and the display points used. This is handy when you are coming back to an already performed task, and are used to a certain layout. For the purpose of this installation/training guide we have pre-recorded Profiles for all tests. Of course, you can use your own profile, or you can modify the presented profile, as you like.
The profiles are accessible through the Profile button. The Profiles do not change the way the SMT8Y operates, but the way you monitor its behavior. You have to click items on/off, and load a map from the hard drive to change the behavior of the SMT8Y. In Short: Profiles are a convenient way to put the things you want to see on the screen. Of course you can make your own profiles via the ‘SAVE’ option.
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Displays the list of profile choices
10.1 PROFILE OPTIONS
11. SMT8Y SIMULATION
The purpose of the simulation is to experience the features and operation of the unit on the desk before installation. Of course, if you have experience with piggybacks then you can skip this section.
The following items can be simulated:
RPM Simulation: Entry in RPM It produces no ignition output signal, but the map deflection is affected.
TPS Simulation: Entry in Volt It affects the map deflection, and if selected as an analog mapping input, the AOUT signal is active.
AMP Simulation: Entry in Volt It affects all AMP readings and maps. If it is selected for analog mapping then the AOUT signal is active.
AFR Simulation: Entry in Volt The AFR/Lambda readings are affected. If it is used for analog mapping then the AOUT signal is active.
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Simulation
ANA Simulation: Entry in Volt The Analog input and output readings are affected. If it is used for mapping then the AOUT is active.
Engine Temperature Simulation: Entry in Degree The display reading is affected and the MAP Switching.
Simulation Exercise Use the Simulation profile Make the simulation field visible by clicking: CONFIG, SIMULATION. Then Set RPM simulation: 2500 Then Set TPS simulation: 2.5V Then Set AMP simulation: 2.5V Then Set AFR simulation: 0.45V Make the Status field visible: CONFIG, STATUS Confirm that the Simulation is active. Load any map: e.g. F3, Analog After the above simulation settings your screen looks like:
Observe that the field indication somewhere in the middle of the tables is set. The exact points depend on your scale calibration.
Change the Set Simulation RPM to 3500RPM and observe that the point changes.
The following demonstrates an analog signal modification:
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Use the ANALOG SIMULATION profile Select in System definition: Analog Output. Display Analog input, Analog modification and Analog outputs Enter in Set Analog Simulation: 2.22V Observe that it shows as an input Enter a value in the Analog map at the field indication Observe that the modification display shows the field number Observe that the Analog output display shows the input PLUS the
modification.
12. BASIC WIRING: RPM
The Rpm wiring can be done in two ways:
A) For RPM only B) For RPM and ignition modification
This section assumes A) For RPM purpose only. For section B) See: Ignition wiring. It is recommended to do this BASIC WIRING RPM first, and in any event.
Step1: Ground the –IGIN, pin 5 Step2: Connect the +IGIN, pin 13 to any crank signal. NOTE: Do not connect it to any injector or coil wire!
The crank sensor can be located on the crank, (on the CAM), or in the distributor. Consult the wiring diagram of the ECU to locate the correct wire. If the crank sensor has TWO live signal wires: use any ONE. Tee the +IGIN wire to the ECU signal wire.
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Start the engine and observe that the STATUS, CRANK ACTIVE is indicated. Load the
Incorrect setting
SYSTEM SETUP profile and set: EDGES PER TURN to a number, which makes the RPM indication correct.
Note: The amount of physical edges (Teeth) per crank turn must be entered.
For 60 teeth and two gaps, enter: 58 For 36 teeth and one gap, enter: 35 For 12 teeth, no gap: 12
You may want to change the SYSTEM DEFINITION: Neg. Crank Edge High Crank level
The above screen shows the effect of WRONG settings of EDGES PER TURN. All the graph sections without the ‘spikes’ are good settings.
Note: Wrong setting produce an unstable and wrong RPM display!
This is a good point to calibrate the RPM scale. In the RPM calibration screen enter the bottom and top RPM, and use the choice of linear/un-linear application. For detail see: RPM CALIBRATION.
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Select Inverse TPS Enabled
13. BASIC WIRING: TPS
If your engine has an ETC (Electronic Throttle Control) then one of the wiper signals must be used. Otherwise the TPS wiper signal must be used. In the absence of a TPS signal, the AMP signal can be used. If this is neither of these options are available then you have to be content with NO-MAP DEFLECTION. We strongly advise against it because it reduces the two dimensional maps to a single dimension.
The TPS signal expresses the ENGINE LOAD or POWER.
Tee-in pin 15, TPSIN, to the available ECU signal
Use the TPS test profile. Observe that the voltage is INCREASING when pressing the throttle. If not, open SYSTEM DEFINITION, and click “INVERSE TPS”.
This is a good point to calibrate the TPS. Use the TPS CALIBRATION profile or open the TPS calibration At closed throttle: read the TPS INPUT % (of 5Volts) Enter the calculated percentage as a LOW entry. Open throttle completely and read TPS INPUT % NOTE: Don’t do it with the engine running! Enter the calculated percentage as a HIGH entry.
The above procedure works well with a TPS, but not well with an ETC signal. Here is
the solution: All ETC have two opposing ‘wiper’ signals. Calibrate the low entry on
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the one you are going to use, and then temporarily connect the TPS input wire to the other ETC wiper signal to calibrate the high (wide open) point.
14. IGNITION WIRING
This wiring is only recommended if ignition modification is required. It is not recommended when:
A) The ECU perform knock control B) The ECU crank trigger pattern is highly irregular
Warning: Your engine may stop with the wrong modifications.
Cut the Crank sensor(s) wire. Connect the Engine side to pin13 Connect the ECU side to pin12 If it has two (balanced) wires: Engine side to pin5 ECU side to pin4 Load the file IGNITION ZERO MOD (do nothing) map Load the Ignition zero mod profile Start your engine and observe that it idles If it does not idle, then: The wiring is wrong The System definition: Neg. Crank Edge must change The System definition: High Crank Lvl must change The Ignition error display shows the errors in 0.15 crank degrees per turn. If it is <10 then it is ok. Otherwise change System definition: Neg. Crank edge. The System setup: Teeth per turn may be wrong. If the car is not idling, despite all attempts, then the ECU REJECTS the SMT8Y. There are engines with high security ECU inputs, which test the wires on startup and stop all operations if any irregularity is detected. In these cases you cannot modify the ignition.
15. DISPLAY WIRING
The SMT8Y can drive up to 8 external optional displays. The AUX (pin 11) has a multi function purpose, which must be selected with the SYSTEM DEFINITION. See 3.5 for details.
The displays are wired as follows:
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FIGURE 6. SMT8Y DISPLAY
SMT8Y Display Wiring:
Display Signal SMT8Y RED +13 Pin 10 BLACK GND Pin 1, 2 WHITE SIGNAL Pin 11 BLUE ADDRESS Do not connect
The display wiring is not easy and requires a soldering iron and some small parts. It is best that you enlist the help of the local radio technician who can help you. The problem you encounter is the result of the very thin wiring cord, which is nice to look at, but difficult to work with.
The address wire (Blue) must be left open. It is used to assign a address to the display if you have more than one display. A maximum of 8 displays can be used with one SMT8Y.
Address assignment
1) The unit displays the address 1-8 for the first 3 seconds after power up.
2) Put the address wire to +12 within 30 seconds after power up. The unit will
display the INCREMENTED address again for 3 seconds.
3) Proceed until the unit has the desired address and then tuck the wire away.
4) The assigned address is now PERMANENT.
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16. SYSTEM SETUP
The System Setup is required if you like to detect correct RPM or want to do ignition. Load the System profile.
Two parameter items are important:
Edges per turn:
This is the amount of ‘trigger’ edges per crank turn. The RPM is derived from it.
Teeth per turn:
This is a little misleading. It should say: Theoretical teeth per crank turn. For a 60 teeth wheel, with 2 missing teeth, you enter 60. This setting affects the ignition (degrees) calculation.
17. SUPPLIED MAPS
The SMT8Y comes with many maps. They are not final pieces of art, but rather a bad attempt to demonstrate a principle. The maps provide a rough start and need to be adapted by the user for the application and the engine. Modify the maps (and the profiles) as much as you can. That is what they are there for.
18. MINIMUM INSTALLATION AND WORK
I want to see results fast, and fix the details later. I hate reading (and writing) manuals. Here is my approach:
Skip all calibrations
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Use the Standard map, which includes the standard calibration Skip the BASIC WIRING for RPM, or TPS. Discard ‘mapping’! Single point mod! Wire power: Pin #1 to ground Pin #10 to +12 battery The green LED should flash Choose your weapon: Analog modification: AMP, or AFR Injection Boost control (Ignition control) If you are new to this: don’t attempt ignition control as your first job
19. ANALOG: AMP
Locate the AMP signal wire and cut it Wire the sensor side (from the engine) to pin 16 Wire pin 14 to the ECU side (to the ECU) Load the STANDARD (Do nothing) map via FILE, LOAD Load the AMP TEST profile Set in SYSTEM DEFINITION: AMP Output Start the engine You should see something like this:
Your engine should run as normal. The GREEN cursor indicates where the engine runs. Enter a number in this spot: let’s say 20, and observe that the engine tune changes It works! Now you can do calibration, mapping, limiting.
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20. ANALOG: AFR
Locate the signal wire and cut it Wire the sensor side (from the engine) to pin6 Wire the ECU sire (to the ECU) to pin 14 Load the STANDARD (Do nothing) map via FILE, LOAD Load the AFR TEST profile Set in SYSTEM DEFINITION: AFR Output Start the engine You see something like this:
Your engine should run as normal. The GREEN cursor indicates where the engine runs Enter a number in this spot: let’s say 20, and observe that the engine tune changes It works! Now you can do calibration, mapping, limiting. Note that the ECU will ‘undo’ your modification after a while.
21. INJECTION
This is a little tricky; you need RPM to trigger an injector output. Connect pin 13 to the crank signal. Anything you can find. While the engine runs check that the STATUS, CRANK ACTIVE comes up. Load the INJECT profile Load the INJECT file You should see the following:
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Note that the Inject Active is up The unit drives an injector from pin 9
22. BOOST CONTROL
Load the file: BOOST Load the BOOST profile RPM is not essential You need an AMP input, which is compared to the target (but can do without it).
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The unit outputs a PWM as indicated on pin9 (Inject). The PWM (On time, low) is calculated as follows: Boost Out=Boost PWM+Boost Eng.Temp + (Amp input-Boost Target)*Boost Gain Important: System definition, Boost Output Status, Boost Active
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23. IGNITION CONTROL
Perform the Ignition wiring:
Enter a NEGATIVE=RETARD number at the green cursor and observe that the engine tune is changing.
Note: Despite wrong setting as follows, the unit defaults to RETARD ONLY and the engine runs retarded.
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The red display indicates a fault: It is limited to -5 degrees
Summary: it is possible that the ECU rejects the SMT8Y all together and it is possible that you can do RETARD only if the crank pattern is irregular, or very coarsely spaced. Teeth per turn below 8 may have a problem in advancing.
24. APPLICATIONS: LIMITING AN AMP SIGNAL
You have added a supercharger or turbo to the engine and the engine light comes on as soon as you are boosting. The fuelling is done somewhere else.
Load ZERO map Load AMP LIMIT profile Perform power wiring Find and cut the AMP signal wire Connect engine side to pin16 Connect ECU side to pin14 Tick System definition: AMP Output Enter the LIMIT VALUE in Parameter: Ana.Upper or Lower Limit That’s it!
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25. APPLICATION: MODIFYING AN AMP SIGNAL
You have changed the fuel pressure or the injectors to provide more fuel. As a result your engine idles badly. You need to change the AMP signal down so that the ECU injects less fuel.
Note: This may not be possible at idle, because you may exceed the lower ECU voltage limit!
Perform power wiring Locate and cut the AMP wire Wire the engine side to pin16 Wire the ECU side to pin14 Load the AMP REDUCTION map Load the AMP MOD profile
If the ECU complains about the low AMP voltage, then you can set the Parameter, Ana.Low.Limit setting to prevent this.
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26. APPLICATION: MODIFYING THE TPS SIGNAL
You like to restrict the cars performance to a safe level. This can be helpful during servicing, or when your son drives the car.
Note: This mod does not work with ETC!
Perform power wiring Locate and cut the TPS wire Wire the engine side to pin15 Wire the ECU side to pion14 Perform the BASIC RPM wiring Click System definition, TPS Output Load the TPS LIMIT map Load the TPS LIMIT profile
With this mod there is nothing above 3000RPM and no full throttle wheel spinning.
27. APPLICATION: PROVIDING EXTRA FUEL AT BOOST VIA AN EXTRA
INJECTOR
You have added a turbo, and need more fuel at boost. The extra injector is installed before the butterfly. This is the only way to get more fuel in to the engine when the injectors saturate, or when increasing the injector flow rate is not an option, or when the increase in fuel pressure is not an option.
Perform Power wiring
DDS DIRECT – SMT8Y DIY TUNING MANUAL www.perfectpower.com 2016/03/03
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Perform Basic RPM wiring Connect EXTRA injector(s) to pin9 Connect an AMP signal to pin16 Load EXTRA INJECTOR map Load Extra Injector profile
Note:
The System definition, Amp Extrapolation is set The AMP gradient from 1.00 bar to 2.00 bar is arbitrary The AMP side table multiplier can’t be set to zero The main map has a slight increase towards WOT It can decrease towards 6000 RPM
28. APPLICATION: MODIFYING LAMBDA
You either want to save fuel or gain extra power.
Note: Lambda signal modifications make sense only when:
A) The engine uses a NARROW BAND sensor B) The ECU has no or partial closed loop Lambda
Perform Power wiring Perform Basic RPM wiring Locate and cut the Lambda wire Connect the engine side to pin6 Connect the ECU side to pin14 Load the AFR MOD profile
DDS DIRECT – SMT8Y DIY TUNING MANUAL www.perfectpower.com 2016/03/03
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Note: During cruising the SMT8Y adds 0.1 volt. This makes the ECU input RICHER and subsequent the ECU will reduce the fuel, which results in a LEANER operation. At full power the SMT8Y subtracts 0.1V, which makes the signal LEANER. The ECU will then add fuel, which results in a RICHER operation, and more power.
29. APPLICATION: IGNITION MODIFICATION
You have added a turbo or supercharger and need to eliminate knocking. Or you are using Ethanol and want to advance the ignition. Or you are using high octane fuel for racing.
Perform Power wiring Perform Ignition wiring Perform SYSTEM SETUP Check that you display correct RPM and that the Ignition errors are <10. Set the Parameters: Ign.Adv.Lim and Ign.Ret.Lim to suit your needs Load the IGNITION MOD map Load the IGNITION MOD profile
DDS DIRECT – SMT8Y DIY TUNING MANUAL www.perfectpower.com 2016/03/03
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Negative entry
Positive entry
Note: POSITIVE entries ADVANCE NEGATIVE entries RETARD Entries are in crank degrees. The supplied map is silly!
30. APPLICATION: BOOST CONTROL
You have added a turbo to an engine without de-compressing it and need to control
the boost. This requires a ‘turbo canister’ of the lowest SAFE boost pressure,
normally 0.2-0.35 bar. The SMT8Y can regulate up, but not down.
Perform Power wiring Perform Basic RPM wiring Load the BOOST map Load the BOOST profile Wire the Boost solenoid to pin9 Wire the AMP signal to pin16 Click System definition, Boost Output on
DDS DIRECT – SMT8Y DIY TUNING MANUAL www.perfectpower.com 2016/03/03
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The boost PWM output signal opens the ‘BLEED VALVE’ which reduces the canister
input pressure, and closes the bypass valve, thus INCREASING the boost:
MORE PWM = MORE BOOST
If the target pressure matches the boost pressure, then the BOOST PWM plus the BOOST ENGT PWM are output. This is the base line PWM. It is modified with the TARGET DIFFERENCE times the BOOST GAIN (Parameter).
The BOOST GAIN is not critical. If it is too high the pressure will oscillate, if it is too low then the pressure will ‘creep’ up.
DDS DIRECT – SMT8Y DIY TUNING MANUAL www.perfectpower.com 2016/03/03
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