約 1,010,887 件
https://w.atwiki.jp/liversgta/pages/13.html
EMS 所属メンバー 所属 氏名 ふりがな 階級 役職 本採用日 備考 所属 氏名 ふりがな 階級 役職 本採用日 備考 所属 氏名 ふりがな 階級 役職 本採用日 備考 EMS 柊木 夜空 ひいらぎ よぞら 4 副院長 3月25日 未熟者 所属 氏名 ふりがな 階級 役職 本採用日 備考 EMS 大木 椚 おおき くぬぎ 2 ドクター 11月28日 備考 所属 氏名 ふりがな 階級 役職 本採用日 備考 所属 氏名 ふりがな 階級 役職 本採用日 備考 所属 氏名 ふりがな 階級 役職 本採用日 備考
https://w.atwiki.jp/kakis/pages/1899.html
ems /// / 油 \ 13 seren klel sid emyu（油） \ 油、脂肪、オイル \ [ yuo ] \ onに油を加える、塗る、差す \ [ iyuan ] \ 油性の \ [ vetyolom ] \ 動物の脂肪や植物の種子、鉱物などから取れる水に溶けない可燃性のもので、日本語は常温で液体だと「油」、固体だと「脂」と区別することがあるが、アルカは区別しない。更に「脂肪」との区別もない \ [ ova ] \ ems dad 重い油 \ ems et yolx 油が切れる \ laso et vise al xok 彼らは水と油だ \ soln-e ae 火に油を注ぐ \
https://w.atwiki.jp/ecig/pages/71.html
届くまでが心配な海外通販ですが、輸送方法がEMSであればトラッキング番号を元にある程度荷物の状態を追跡する事ができます（検索ページへのリンクは右メニューから）。ただし表示情報は断片的で意味が解かり辛いですので、以下にサンプルを載せます。 牛丼屋で「リキッド10ml×10本セット」＋「USBパススルーアダプター」を購入し、福岡県まで配達される場合 中国EMS Timing Site Status 2009-04-22 16 00 00 XIAMEN Posting 2009-04-22 18 04 51 XIAMEN Arrival at Sorting Center 2009-04-22 18 57 12 XIAMEN Despatch from Sorting Center 2009-04-24 22 14 00 JAPAN OSAKA INT Arrival at Sorting Center 2009-04-24 22 15 00 JAPAN OSAKA INT Handed over to Customs 2009-04-25 15 53 00 JAPAN HAKATA Handed over to Customs 2009-04-26 11 28 00 JAPAN HAKATA Released from Customs 2009-04-26 16 05 00 JAPAN 8****** Arrival at Delivery Office 2009-04-26 18 35 00 JAPAN 8****** Delivery 日本EMS 状態発生日 状態 詳細 取扱店名 県名等 郵便番号 4月22日16 00 引受 361026 CHINA 4月22日18 50 国際交換支店/局から発送 CNXMND CHINA 4月24日22 14 国際交換支店/局に到着 (※1) 大阪国際支店 大阪府 549-8799 4月24日22 15 通関検査待ち (※2) 大阪国際支店 大阪府 549-8799 4月24日23 22 通過 (※：転送中なだけです) 大阪国際支店 大阪府 549-8799 4月25日15 53 通関検査待ち (※3) 新福岡支店 福岡県 811-8799 4月26日11 28 国際交換支店/局から発送 (※：無事通過しました！) 新福岡支店 福岡県 811-8799 4月26日16 05 到着 (※：届け先地区の管轄支店に到着です) ＊＊支店 福岡県 8**-**** 4月26日18 35 お届け先にお届け済み ＊＊支店 福岡県 8**-**** ※1：日本の空港に到着し、日本のEMS検索ページから追跡できるようになります。それまでは中国のEMS検索ページで検索する必要があります。 ※2：到着からわずか１分後にこのステータスとなりますが、システムによる自動的登録です。この荷物の場合、福岡への郵便は大阪の税関ではなく福岡の税関の管轄であるため、実際には通関検査は行われておりません。担当の新福岡支店へ転送されています。 ※3：ここで本当の通関検査が行われます。これと同じ「通関検査待ち」の行がもう一行が追加され、２行並んだ場合は２次検査に回されてしまった事になります。 なお天国で購入した場合、大阪を経由せず福岡空港へダイレクトに届きます。中国のそれぞれのお店に近い空港から、身近な空港までの直行便があるかないかによる違いです。
https://w.atwiki.jp/lspdfrinfo/pages/86.html
Better EMS Better EMSは、PNWParksFan氏が制作した救急隊改善プラグイン。Ultimate Backupが必須と言われる前までは、このプラグインが救急隊を再現してくれいていた。そしてこのプラグインは今でも動作する。 救急隊の改善専用プラグインと言うこともありUBよりも細かな設定ができる。これによりUBの救急隊のひどい運転を見なくても済む。 また、.xmlでユニットおよび消防署や病院の位置を設定可能。 ページ編集時の一般公開されている最新バージョン 4.1b ↓このプラグインの詳細 + ... このプラグインは、救急隊どこをどのように改善するのかを具体的にまとめる。 まず、UBのように付近から突然救急隊は現れない。現場から一番近い、.xmlで設定された病院・消防署から、.xmlで設定された車両でやってくる。 なので付近に医療機関がない場所は救急車の到着が遅れることもある。 このプラグインは救急車単体ではなく、FirstResponder(緊急対応者)も同時に呼ぶことができる。ここで言うFirstResponderは、消防署から来る消防車や救急車、パークレンジャー(山岳救助隊)である。 病院からやってくる救急車はあくまで「けが人搬送用の車両」という認識の方が正しい。基本的には現場では最初に到着したFirstResponderが治療に当たり、病院から来た救急車が来るまで待機し、搬送を待つ。 一番の目玉はUBよりも優れているAIの運転だろう。 高速道路では速く運転し、未舗装の道路・現場近くでは速度を落とす。ちゃんと障害物を回避し、UBのように逆走することが少なく、現場到着時にもなるべく路肩に寄せて止まろうとする設定もできます。 .iniファイルでの設定も詳細にできる。上記で説明した現場に急行するときの速度や、到着時になるべく路肩に寄せて止まるようにするか等を設定できるほか、キーの設定や司令部の音声を流すか等を設定可能。 消防署・病院(医療機関)の位置および車両、Ped、使用する無線音声はすべて.xmlファイルで制御できる。 またPedはEUP化も可能であり、正直UBよりもEUP化が楽である。 このプラグインは2020年以降、更新されておらず使えないかと思われていたが、最新のRageNativeUIを導入していれば正常に動作する。だが、昔のプラグインということから互換性があるプラグインはすべて古く、同じ制作者様が制作し掃除使用を推奨されていた「CustomBackup」は動作しないため、BetterEMSは専用のメニューまたは設定されたキーから出動を要請しなければならない。 逆に言えばUBの救急隊と使い分けもできる。 互換性のあるプラグインは、Arrest Manager、Patrol Toolkit、LSPDFR+、Police Smart Radio、PeterU Callouts等がある。 だが、現在互換性がある・正常動作するとは限らない。 ダウンロードはこちら 必須 RPHおよびLSPDFR RAGENaitiveUI color ┗ 同梱しているがバージョンが古いため、最新版のダウンロード必須 ParksTools ┗ 同梱 (PNWParksFan氏のプラグインの動作に必要なToolファイル。PoliceTapeやCustomBackupなど。) インストール方法 1. ダウンロードしたファイルを解凍する 2. 「GTA V folder」内にあるRageNaitiveUI以外をフォルダ・ファイルをメインディレクトリにドラッグ＆ドロップして完了。 プラグインと依存関係 メインディレクトリまでは割愛。 ┣ ParksTools.dll (プラグインの動作に必要なライブラリ) ┣ ParksTools.pdb (プラグインの動作に必要なライブラリ) ┣ RAGENativeUI.dll (RPHを使用するインターフェイス。メニュー表示などで使うらしい) ┣ plugins ┃ ┗ LSPDFR ┃ ┣ BetterEMS.dll (プラグイン本体) ┃ ┣ BetterEMS.ini (プラグインの構成設定) ┃ ┣ BetterEMS.pdb (プラグインの何かしらのプログラムが入った何か) ┃ ┣ EMSmod (プラグインの内部データ等が入ったフォルダ) ┃ ┃ ┣ EMSUnits.xml (BetterEMSの救急隊のユニット設定ファイル) ┃ ┃ ┗ Survivability.csv (何かしらの設定ファイル) ┃ ┗ PoliceSmartRadio (プラグイン「PoliceSmartRadio」でBetterEMSを使用するための画像データが入ったフォルダ) ┃ ┗ Display (EMSユニットを無線機の画面で表示するための画像データが格納されているフォルダ) ┃ ┣ ON (カーソル選択中に表示されるBetterEMSで要請できるユニットのメニュー項目の画像データ) ┃ ┗ OFF (選択されていない時に表示されるBetterEMSで要請できるユニットのメニュー項目の画像データ) ┗ lspdfr ┗ audio ┗ scanner ┗ EMSAUDIO (プラグインが使用する無線音声が入ったフォルダ) 注意 このプラグインは2020年以降、更新されていないため複数のバグがあります。 管理者が確認できたバグは、 ユニットのPedをEUP化した際、性別関係なく男性の声が使われる ユニットのPedが一部の行動後、すこし硬直することがある ELS対応車の場合、サイレン・ライトが正常に動作しない ┗このプラグインに限った話ではないが、ELS車両はプラグインに向かないため非ELS車両を導入するか我慢しよう。 操作方法 注意 これは、デフォルトのキー配置です。 EMSを要請 セミコロン「";"」キー BetterEMSのメニューを開く 「"\"」キー EMSを付近にワープさせる テンキー「"/"」 EMSの出動をキャンセル テンキー「"*"」 EMSを停止 テンキー「"-"」 BetterEMS.ini [AmbientDispatch] # Blocks default in-game ambulance dispatch from responding DisableEMS = true # Blocks default in-game fire dispatch from responding DisableFire = true ...LSPDFRデフォルトの救急隊および消防隊を無効にするかどうか。デフォルトはtrue。 また、管理者調べではUBの消防・救急隊に影響は見られなかった。 [Keybindings] # For a list of valid key names, see # https //msdn.microsoft.com/en-us/library/system.windows.forms.keys(v=vs.110).aspx # Sets the keys to open the Better EMS menu MenuKey = OemPipe MenuModifier = None ...BetterEMSのメニューを開くキーと修飾キー。デフォルトはOemPipe("\")キー。 # Sets the keys used to call EMS DispatchEMSKey = OemSemicolon DispatchEMSModifier = None ...FirstResponderと救急車を要請するキーと修飾キー。デフォルトはセミコロン(";")キー。 # If you have configured for only one unit to # respond (e.g. no fire truck mode; see [Units] section below) in # most situations, you can use this key to manually request # a full response (e.g. do send a fire truck and an ambulance). DispatchBothUnitsKey = None DispatchBothModifier = None ...おそらく救急車とFirstResponderに関する設定だが、詳細は不明。 # Use this key to call only an ambulance, even if you don't have # no-firetruck-mode enabled. DispatchAmbulanceOnlyKey = None DispatchAmbulanceModifier = None ...救急車のみを要請するキー。デフォルトは割り当てなし。 # If you use a controller, you can choose the button which activates # the custom backup menu. For a list of valid button names, see # http //docs.ragepluginhook.net/html/558BC34.htm. DispatchEMSControllerButton = None DispatchEMSControllerModifier = None ...おそらくコントローラーとプラグイン「CustomBackup」に関する設定。詳細は不明。 WarpCloserKey = Divide ...EMSを付近にワープさせるキー。デフォルトはDiviveキー。(テンキー「"/"」) CancelKey = Multiply ...EMSの出動をキャンセルするキー。デフォルトはMultiplyキー。(テンキー「"*"」) StopThereKey = Subtract ...EMSを停止させるキー。デフォルトはSubtractキー。(テンキー「"-"」) [Player] # Configure how the responders will treat the player (if applicable) # If the player's health is less than this percentage of their # max health, the player will be treated. Set to 0 to disable. TreatPlayerInjuriesThreshold = 0.9 ...プレイヤーの最大体力がどのくらいで治療してくれるようになるかの設定。デフォルトは0.9(90%以下)。 無効にする場合は数値を0.0にしよう。 # If true, sets the player's armor to max when they are treated MaxArmorOnTreatPlayer = true ...治療を受けた際に防弾チョッキが付与されるかどうか。デフォルトはtrue。 [Units] # Configure which units should respond under what circumstances. # By default a first responder (typically firetruck) and an # ambulance are dispatched to every call. Adjust these settings # if you would prefer not to always have a first responder dispatched. # If the first responder has not arrived yet and the ambulance gets on # scene first, and there are enough responders to handle all patients, # clear the first responder from the call # This works even if you don't have "ambulance only" mode turned on. ClearFirstResponderIfAmbulanceOnScene = true ...病院の救急車がFirstResponderよりも先に到着した場合、FirstResponderを帰還させるかどうか。デフォルトはtrue。 falseにすると、病院の救急車に関係なくFirstResponderは現場に向かう。 # If set to true, a first responder (e.g. firetruck) will always be # dispatched in addition to an ambulance. If true, the other settings # in this section will have no effect. AlwaysSendFirstResponder = true ...EMSを要請した際に常にFirstResponderと救急車がセットで出動するかどうか。デフォルトはtrue。 trueになっている場合、以下5つの設定は無効になります。 # If true, will dispatch a first responder (e.g. firetruck) if a fire # or explosion is detected nearby SendFirstResponderIfFireNearby = true ...EMSの付近で火災が検知された場合、自動的にFirstResponderが出動するかどうか。デフォルトはtrue。 # If true, will dispatch a first responder (e.g. firetruck) if an # MVA (motor vehicle accident) is detected SendFirstResponderForMVA = true ...EMSの付近で交通事故が起きた際、自動的にFirstResponderが出動するかどうか。デフォルトはtrue。 # Will always dispatch a first responder if there are more than # this number of patients detected at the time you make the call. SendFirstResponderIfMoreThanPatients = 2 ...ここで設定された数値以上にけが人がいた場合、自動的にFirstResponderが出動するかどうか。デフォルトはtrue。 # If the first responder is this much closer than the ambulance, # it will respond. Set to -1 to disable this trigger. SendFirstResponderIfCloserBy = 400 ...FirstResponderがどのくらい救急車から近い場合にFirstResponderが対応するか。デフォルトは400。 # If you call for EMS a second time while in the same area, and the # first responder wasn't dispatched the first time, force the # first responder to respond at that time if the call is still active SecondCallSendsFirstResponderLater = true ...同じエリアで2回EMSを要請した際で、1回目に呼んだEMSが対応中だった場合、FirstResponderが強制的に 2回目の要請に対応するかどうか。デフォルトはtrue。 [Impatient Mode] # Are you impatient? Maybe you just don't like waiting around for # EMS to show up. Maybe you're a YouTuber who is patient, but your # audience isn't, and doesn't like waiting around for EMS to show up. # Whatever your excuse, I've got your back! With Impatient Mode you # can now define a maximum response distance. If the responding unit # spawns further away than that, it'll be warped closer automatically. # Enables or disabled impatient mode UseImpatientMode = false ...通称「せっかちさんモード」を有効にするかどうか。デフォルトはfalse。 trueにすると下記で設定した距離以降にスポーンしたEMSが付近にテレポートするようになる。 # If a unit spawns further than this far away, it'll be warped closer # This is measured as DRIVING DISTANCE from the spawn point to you. MaxSpawnDist = 1000 ...「せっかちさんモード」がテレポートさせる最大距離。デフォルトは1000。 # Distance a unit will be warped to if moved closer. This is measured # as DIRECT DISTANCE from the unit to you. Actual driving distance may # be quite a bit higher depending on the terrain and roads. WarpToDistance = 500 ...「せっかちさんモード」がテレポートさせ、プレイヤーからどのくらい離れた距離までテレポートさせるか。デフォルトは500。 [Dispatch] # Sets how detailed the dispatch audio will be. # Valid modes # DETAIL = Full dispatch audio, including location, injury type, # station location, and dispatched unit type # # PARTIAL = Partial audio. Includes location and injury type. # # BASIC = Only medical assistance required in location. # # NONE = No dispatch audio at all # Default # DispatchAudioMode = DETAIL DispatchAudioMode = DETAIL ...EMS出動時、司令部の音声の詳細度の設定。デフォルトはDETAIL(詳細) また、以下が設定の音声内容です。 設定 再生される内容 DETAIL 現場の場所、出動する署(病院)、負傷の種類、出動したユニットの種類、レスポンスコード PARTIAL 現場の場所、負傷の種類 BASIC 「現場の場所で医療支援が必要」というUBとおなじような音声 NONE 一切再生されない [Response] # Radius in which dead peds should be added to the patients list PatientRadius = 50 ...プレイヤーからどのくらい離れているPedがEMS治療対象になるかどうか。デフォルトは50。 # Speed in m/s units respond to scene DriveSpeed = 18 ...EMSが急行する速度。デフォルトは18メートル毎秒。 # Speed in m/s units drive on the freeway HighwaySpeed = 30 ...EMSが高速道路内で急行する速度。デフォルトは30メートル毎秒。 # Speed in m/s units drive on slow/dirt roads DirtRoadSpeed = 12 ...EMSが未舗装道路で急行する速度。デフォルトは12メートル毎秒。 # Speed units slow down to when near scene NearSceneDriveSpeed = 8 ...EMSが現場に近づいたときの速度。デフォルトは8メートル毎秒。 # Distance at which units slow down to scene speed NearSceneDistance = 60 ...EMSがどのくらいの距離で現場付近時の減速し始めるか。デフォルトは60。 # How close vehicles get warped when using the # warp closer key to speed up response WarpCloserDistance = 80 ...ワープキーを使用しワープさせた場合、どのくらいの距離にワープしてくるか。デフォルトは80。 # Speed zone near the scene, to automatically slow down # any drivers nearby where you have called EMS EnableSceneSlowZone = true SceneSlowZoneSpeed = 6 ...EMSを要請したエリアの付近の制限速度を掛けるかどうかとその速度。デフォルトはtrueで速度は6。 # Uses LSPDFR pullover task to try to pull neatly to the side # of the road when possible. Sometimes results in stopping farther # away from the scene. UseAdvancedParkingTask = false ...現場に到着したEMSがLSPDFRの職務質問機能を使い路肩に車を止めようとするかどうか。デフォルトはfalse。 この機能がfalse(デフォルト)の場合、現場から遠くに車を止める可能性がありますが、trueにすると現場に路肩がない場合など、 ゲーム内の状況によって変動するため注意が必要。 [Cleanup] # Sets whether or not to display a summary of patients # and status after scene is code 4 ShowIncidentReport = true ...現場の対応が終わった際、治療した人の詳細なレポート(負傷箇所、負傷理由など)が表示されるかどうか。 falseの場合、要約されて表示される。デフォルトはtrue。 # Peds and vehicles spawned by the EMS mod are made persistent # so that they don't despawn unexpectedly. When a ped or vehicle # is no longer needed, it is dismissed, making it non-persistent # and allowing GTA to despawn it. # This option determine when entities spawned by this plugin # will be dismissed. DismissDistance = 200 ...対応が終わり、EMSの車両およびPedがどのくらい離れたら削除されるかどうか。 デフォルトは200。 # After the scene is code 4, units will leave their lights on # until they are this distance (in meters) away from the scene. # Ensures that lights remain on while the vehicle may be turning # around and therefore creating a traffic hazard. LightsOffDistance = 20 ...対応が終わり、帰還する際に現場からどのくらい離れるまでライトをつけっぱなしにするか。 デフォルトは20。なお搬送車が搬送する際はサイレンを鳴らし始める距離となる。 # After departing the scene, ambulance may drive to the hospital, # and fire truck will always return to station. Sets speed in # m/s to return to station and hospital. DriveToHospitalSpeed = 18 ...搬送車が病院に搬送する際の速度。デフォルトは18メートル毎秒。 ReturnToStationSpeed = 10 ...FirstResponderが署に戻る際の速度。デフォルトは10メートル毎秒。
https://w.atwiki.jp/akirayuasa/pages/11.html
EMSの使用方法 ①EMSへのユーザの登録 あなたがスレッドを作成するためにはEMSにユーザ登録およびポリシー登録しなければなりません。これもPMSと同様の手順でEMSに登録できます。しかしあなたがスレッドを作成することがないのであれば、EMSへの登録は必要ありません。 ②EMSへのポリシーの登録 PMSにおいてプロファイルを登録したように、EMSにおいてポリシーを登録します。ポリシーとは何かというと、ユーザは自分自身のスレッドを作成したわけですが、そのスレッドへのアクセス制御を行うためのポリシーです。例えばあなたは熱心な政治的活動家で、あなたの作成したスレッドにおいて活発な議論をしたいと考えているとします。そのとき、どこの誰ともわからない“ならず者”から浅薄な発言や誹謗中傷ともとれる発言を受けることをあなたは不快に感じるかもしれません。ですからあなたは「私のスレッドへ入場するためには少なくともニックネームと生年月日、メールアドレス、ブログ、そして自己紹介を公開せねばならない」と宣言する必要があります。この宣言こそが、EMSにおけるポリシー登録に相当します。PMSと同様にあなたが所有するコンテンツに応じて、異なるポリシーを適用することができます。今回のシステムにおいて登録できるポリシーは９つまでです。 ③EMSへのスレッドのURLの登録 また、PMSの場合と同様に、「このポリシーを使用するURL」の入力欄にあなたが作成したスレッドのURLを登録することを忘れないでください。
https://w.atwiki.jp/ecig2/pages/58.html
届くまでが心配な海外通販ですが、輸送方法がEMSであればトラッキング番号を元にある程度荷物の状態を追跡する事ができます（検索ページへのリンクは右メニューから）。ただし表示情報は断片的で意味が解かり辛いですので、以下にサンプルを載せます。 牛丼屋で「リキッド10ml×10本セット」＋「USBパススルーアダプター」を購入し、福岡県まで配達される場合 中国EMS Timing Site Status 2009-04-22 16 00 00 XIAMEN Posting 2009-04-22 18 04 51 XIAMEN Arrival at Sorting Center 2009-04-22 18 57 12 XIAMEN Despatch from Sorting Center 2009-04-24 22 14 00 JAPAN OSAKA INT Arrival at Sorting Center 2009-04-24 22 15 00 JAPAN OSAKA INT Handed over to Customs 2009-04-25 15 53 00 JAPAN HAKATA Handed over to Customs 2009-04-26 11 28 00 JAPAN HAKATA Released from Customs 2009-04-26 16 05 00 JAPAN 8****** Arrival at Delivery Office 2009-04-26 18 35 00 JAPAN 8****** Delivery 日本EMS 状態発生日 状態 詳細 取扱店名 県名等 郵便番号 4月22日16 00 引受 361026 CHINA 4月22日18 50 国際交換支店/局から発送 CNXMND CHINA 4月24日22 14 国際交換支店/局に到着 (※1) 大阪国際支店 大阪府 549-8799 4月24日22 15 通関検査待ち (※2) 大阪国際支店 大阪府 549-8799 4月24日23 22 通過 (※：転送中なだけです) 大阪国際支店 大阪府 549-8799 4月25日15 53 通関検査待ち (※3) 新福岡支店 福岡県 811-8799 4月26日11 28 国際交換支店/局から発送 (※：無事通過しました！) 新福岡支店 福岡県 811-8799 4月26日16 05 到着 (※：届け先地区の管轄支店に到着です) ＊＊支店 福岡県 8**-**** 4月26日18 35 お届け先にお届け済み ＊＊支店 福岡県 8**-**** ※1：日本の空港に到着し、日本のEMS検索ページから追跡できるようになります。それまでは中国のEMS検索ページで検索する必要があります。 ※2：到着からわずか１分後にこのステータスとなりますが、システムによる自動的登録です。この荷物の場合、福岡への郵便は大阪の税関ではなく福岡の税関の管轄であるため、実際には通関検査は行われておりません。担当の新福岡支店へ転送されています。 ※3：ここで本当の通関検査が行われます。これと同じ「通関検査待ち」の行がもう一行が追加され、２行並んだ場合は２次検査に回されてしまった事になります。 なお天国で購入した場合、大阪を経由せず福岡空港へダイレクトに届きます。中国のそれぞれのお店に近い空港から、身近な空港までの直行便があるかないかによる違いです。
https://w.atwiki.jp/emsstinger/pages/12.html
このページはhttp //emsstinger.web.fc2.com/EMS44/EMS44.htmからの引用です Getting Started7Setting the ECU parameters for a specific engine7Auxiliaries7Output Control circuits7Engine Tuning7Tune Analyser8Data Logging8Wiring Diagrams8Convert Stinger 3 files to Stinger 49ECU Setup Screen10Load Source11Injector Arrangement12Multi Setting the ECU parameters for a specific engine Auxiliaries Output Control circuits Engine Tuning Tune Analyser Data Logging Wiring Diagrams Convert Stinger 3 files to Stinger 4 ECU Setup Screen Load Source Injector Arrangement Multi point 360 for rotary and piston engines Multi point 720 for piston engines only Throttle Body for rotary and 2 or 4 cycle piston engines Injector Connections Trigger Sensor Type General Hall / Optical Magnetic Trigger and Sync Sensor Connections Trigger Edge General For Magnetic For Hall / Optical sensors Trigger Resistor Magnetic Sensor Number of teeth per cam cycle 1 tooth per cylinder firing Multi tooth Engine Cycle Sync Sensor Type General Hall / Optical Magnetic Sync Edge General For Magnetic For Hall / Optical sensors Sync Resistor Magnetic Sensor Static Ignition Timing Lambda sensor Off Bosch 4 Wire (Bosch Sensor Number 0 258 104 002) Bosch 5 Wire (Innovate LC-1) Narrow Band LC1 Connection Drawing Number of Cylinders Ignition Type General IGN TYPE (00) Normal IGN TYPE (01) Nissan IGN TYPE (02) Nissan IGN TYPE (03) WRX SUBARU IGN TYPE (04) N16 Nissan 2001 Subaru Audi 136 Teeth Missing tooth mode Nissan Crank Angle Positioning 2 Rotor DFI Wiring 3 Rotor DFI Wiring Number of teeth after missing Sync Sensor Used No. of Igniters Multi Ignition Coil Single Ignition coil Ecu Connections Ignition Dwell mS Injector Ohms Sensitivity Intake Induction Normal / Turbo Super Charged Super Charger Boost Accelerator Enrichment Enrichment Duration Soft Rev Limit Hard RPM Limit Boost Cut Deceleration Fuel Cut Throttle Position Sensor Calibration Use Throttle Sensor Close Throttle Fully Open Throttle General PWM Base Frequency Closed Loop Lambda Narrow Band Bosch 4 Wire Wide Band Bosch 5 Wire Wide Band (Innovate LC-1) Wide Band Closed Loop Control Digital Input General Disable Anti lag Two Step RPM limiter Idle Up Percentage Nos Function Turbo Anti Lag Rally Mode Drag Mode Auxiliary Outputs Auxiliary Output Modes Relay Control Modes 1 - 4 (Digital) Relay Control Modes 5 - 6 (Digital) Rev Acting Fuel Pump Output Mode 7 Tacho Output Mode 8 Auxiliary Outputs Connections PWM Modes 9 to 12 Frequency Duty Cycle PWM Verses RPM Mode 9 PWM Verses Kpa Mode 10 PWM Verses Throttle Position Mode 11 PWM Idle Control Mode 12 REV ACT FOR PWM Idle Motor Control Step 1 Ensure the engine is well tuned Step 2 Select an output circuit to use Step 3 Set the mechanical idle speed adjustment Step 4 final adjustment Step 5 Cold engine adjustment Fuel and Ignition Maps Stinger 4 High Boost Using "FUEL TRIM" for First time engine set-up starting Adjusting Fuel / Ignition Maps Clear Flood Mode Tuning grid command keys Page-Up and Page-Down Keys Auto Trace (Space Bar) Insert RPM Column (Ctrl +Right Arrow or Shft+Alt+C) Insert Load Row (Ctrl + Down Arrow or Shft+Alt+R) Delete RPM Column (Ctrl + Left Arrow or Shft+Ctrl+C) Delete Row (Ctrl + Up Arrow or Shft+Ctrl+R) Copy grid cell Value (Alt + Arrow) Interpolate or Fill (Shift + Left or Right or Up or Down Arrows) Create new Tuning grid (Alt+Ctrl + T) Changing Existing RPM or Load index values (Alt+Ctrl + H) Alt+Ctrl + R Alt+Ctrl + C Changing the page-up page-down resolution Throttle Position Load Points Throttle Position Sensor Tune Analyser Running the Analyser Applying changes Automatically Applying changes Manually Log Controls New Data Log Start Logging - F2 Saving a Data Log session to file Reading a save Data log session Log Graph Viewing Logged Data Chart Display Hall Sensor Wiring Igniter Wiring NOS Wiring Diagram 6 Cyl DFI Wiring 4 Cylinder DFI Wiring Air Sensor Calibration Using an existing File Creating your own File A/ D Number. Auxiliary Input Connections Engine Temp. Compensation on Fuel Air Temp. Compensation on Fuel cold crank Crank and Sync Diagram Crank Wheel Setup File Manager Saving ECU Data to a file Loading Data from a file Deleting a file Data Logging Files Screen Sub Heading File Selection Fuel MAP Override Fuel Trim Percentage Ignition Fire Edge Ignition MAP Override Ignition Sequence Simulator Ignition Trim Percentage Injector Scale Log Data Staged Injection Water Sensor Calibration Using an existing File Creating your own File A/ D Number. Engine Temp. Compensation on Ign. timing Air Temp. Compensation on Ign Timing Getting Started.................................................................................................................................7 Setting the ECU parameters for a specific engine...................................................................7 Auxiliaries.................................................................................................................................7 Output Control circuits..............................................................................................................7 Engine Tuning..........................................................................................................................7 Tune Analyser..........................................................................................................................8 Data Logging............................................................................................................................8 Wiring Diagrams.......................................................................................................................8 Convert Stinger 3 files to Stinger 4..................................................................................................9 ECU Setup Screen........................................................................................................................10 Load Source..................................................................................................................................11 Injector Arrangement.....................................................................................................................12 Multi point 360 for rotary and piston engines.........................................................................12 Multi point 720 for piston engines only...................................................................................12 Throttle Body for rotary and 2 or 4 cycle piston engines........................................................12 Injector Connections......................................................................................................................13 Trigger Sensor Type......................................................................................................................14 General...................................................................................................................................14 Hall / Optical...........................................................................................................................14 Magnetic.................................................................................................................................14 Trigger and Sync Sensor Connections..........................................................................................15 Trigger Edge..................................................................................................................................16 General...................................................................................................................................16 For Magnetic...........................................................................................................................16 For Hall / Optical sensors.......................................................................................................16 Trigger Resistor.............................................................................................................................17 Magnetic Sensor....................................................................................................................17 Number of teeth per cam cycle......................................................................................................18 1 tooth per cylinder firing........................................................................................................18 Multi tooth...............................................................................................................................18 Engine Cycle..................................................................................................................................19 Sync Sensor Type.........................................................................................................................20 General...................................................................................................................................20 Hall / Optical...........................................................................................................................20 Magnetic.................................................................................................................................20 Sync Edge.....................................................................................................................................21 General...................................................................................................................................21 For Magnetic...........................................................................................................................21 For Hall / Optical sensors.......................................................................................................21 Sync Resistor.................................................................................................................................22 Magnetic Sensor....................................................................................................................22 Static Ignition Timing.....................................................................................................................23 Lambda sensor..............................................................................................................................24 Off...........................................................................................................................................24 Bosch 4 Wire (Bosch Sensor Number 0 258 104 002).........................................................24 Bosch 5 Wire (Innovate LC-1)...............................................................................................24 Narrow Band...........................................................................................................................24 LC1 Connection Drawing...............................................................................................................25 Number of Cylinders......................................................................................................................26 Ignition Type..................................................................................................................................27 General...................................................................................................................................27 IGN TYPE (00) Normal...........................................................................................................27 IGN TYPE (01) Nissan...........................................................................................................27 IGN TYPE (02) Nissan...........................................................................................................27 IGN TYPE (03) WRX SUBARU..............................................................................................27 IGN TYPE (04).......................................................................................................................27 N16 Nissan.............................................................................................................................28 2001 Subaru...........................................................................................................................28 Audi 136 Teeth......................................................................................................................28 Missing tooth mode................................................................................................................28 Nissan Crank Angle Positioning....................................................................................................29 2 Rotor DFI Wiring.........................................................................................................................30 3 Rotor DFI Wiring.........................................................................................................................31 Number of teeth after missing.......................................................................................................32 Sync Sensor Used.........................................................................................................................33 No. of Igniters................................................................................................................................34 Multi Ignition Coil...................................................................................................................34 Single Ignition coil..................................................................................................................34 Ecu Connections............................................................................................................................35 Ignition Dwell mS...........................................................................................................................36 Injector Ohms................................................................................................................................37 Sensitivity.......................................................................................................................................38 Intake Induction.............................................................................................................................39 Normal / Turbo.......................................................................................................................39 Super Charged.......................................................................................................................39 Super Charger Boost.....................................................................................................................40 Accelerator Enrichment.................................................................................................................41 Enrichment Duration......................................................................................................................42 Soft Rev Limit................................................................................................................................43 Hard RPM Limit.............................................................................................................................44 Boost Cut.......................................................................................................................................45 Deceleration Fuel Cut....................................................................................................................46 Throttle Position Sensor Calibration..............................................................................................47 Use Throttle Sensor...............................................................................................................47 Close Throttle.........................................................................................................................47 Fully Open Throttle.................................................................................................................47 General...................................................................................................................................47 PWM Base Frequency...................................................................................................................48 Closed Loop Lambda....................................................................................................................49 Narrow Band...........................................................................................................................49 Bosch 4 Wire Wide Band.......................................................................................................49 Bosch 5 Wire Wide Band (Innovate LC-1)............................................................................49 Wide Band Closed Loop Control............................................................................................49 Digital Input....................................................................................................................................50 General...................................................................................................................................50 Disable Anti lag......................................................................................................................50 Two Step RPM limiter.............................................................................................................50 Idle Up Percentage.................................................................................................................50 Nos Function..........................................................................................................................50 Turbo Anti Lag...............................................................................................................................51 Rally Mode..............................................................................................................................51 Drag Mode..............................................................................................................................52 Auxiliary Outputs............................................................................................................................53 Auxiliary Output Modes..........................................................................................................53 Relay Control Modes 1 - 4 (Digital).......................................................................................53 Relay Control Modes 5 - 6 (Digital).......................................................................................55 Rev Acting..............................................................................................................................55 Fuel Pump Output Mode 7.....................................................................................................56 Tacho Output Mode 8.............................................................................................................56 Auxiliary Outputs Connections......................................................................................................57 PWM Modes 9 to 12......................................................................................................................58 Frequency...............................................................................................................................58 Duty Cycle..............................................................................................................................59 PWM Verses RPM Mode 9....................................................................................................59 PWM Verses Kpa Mode 10....................................................................................................59 PWM Verses Throttle Position Mode 11................................................................................60 PWM Idle Control Mode 12....................................................................................................60 REV ACT FOR PWM.............................................................................................................60 Idle Motor Control..........................................................................................................................61 Step 1 Ensure the engine is well tuned.................................................................................61 Step 2 Select an output circuit to use....................................................................................61 Step 3 Set the mechanical idle speed adjustment................................................................61 Step 4 final adjustment..........................................................................................................61 Step 5 Cold engine adjustment.............................................................................................61 Fuel and Ignition Maps..................................................................................................................62 Stinger 4 High Boost......................................................................................................................63 Using "FUEL TRIM" for First time engine set-up starting.......................................................63 Adjusting Fuel / Ignition Maps................................................................................................63 Clear Flood Mode...................................................................................................................63 Tuning grid command keys...........................................................................................................64 Page-Up and Page-Down Keys.............................................................................................64 Auto Trace (Space Bar)..........................................................................................................64 Insert RPM Column (Ctrl +Right Arrow or Shft+Alt+C)......................................................64 Insert Load Row (Ctrl + Down Arrow or Shft+Alt+R)............................................................64 Delete RPM Column (Ctrl + Left Arrow or Shft+Ctrl+C).........................................................64 Delete Row (Ctrl + Up Arrow or Shft+Ctrl+R).........................................................................64 Copy grid cell Value (Alt + Arrow).........................................................................................64 Interpolate or Fill (Shift + Left or Right or Up or Down Arrows)............................................64 Create new Tuning grid (Alt+Ctrl + T)...................................................................................65 Changing Existing RPM or Load index values (Alt+Ctrl + H)................................................65 Alt+Ctrl + R.............................................................................................................................65 Alt+Ctrl + C.............................................................................................................................65 Changing the page-up page-down resolution.....................................................................65 Throttle Position Load Points.........................................................................................................66 Throttle Position Sensor.........................................................................................................66 Tune Analyser................................................................................................................................67 Running the Analyser.............................................................................................................67 Applying changes Automatically.............................................................................................67 Applying changes Manually....................................................................................................67 Log Controls..................................................................................................................................68 New Data Log.........................................................................................................................68 Start Logging - F2...................................................................................................................68 Saving a Data Log session to file...........................................................................................68 Reading a save Data log session...........................................................................................68 Log Graph...............................................................................................................................68 Viewing Logged Data....................................................................................................................69 Chart Display.................................................................................................................................70 Hall Sensor Wiring.........................................................................................................................71 Igniter Wiring..................................................................................................................................72 NOS Wiring Diagram.....................................................................................................................73 6 Cyl DFI Wiring.............................................................................................................................74 4 Cylinder DFI Wiring....................................................................................................................75 Air Sensor Calibration....................................................................................................................76 Using an existing File.............................................................................................................76 Creating your own File...........................................................................................................76 A/ D Number...........................................................................................................................77 Auxiliary Input Connections...........................................................................................................78 Engine Temp. Compensation on Fuel...........................................................................................79 Air Temp. Compensation on Fuel..................................................................................................79 cold crank......................................................................................................................................80 Crank and Sync Diagram..............................................................................................................81 Crank Wheel Setup.......................................................................................................................82 File Manager..................................................................................................................................83 Saving ECU Data to a file.......................................................................................................83 Loading Data from a file.........................................................................................................83 Deleting a file..........................................................................................................................83 Data Logging..........................................................................................................................83 Files Screen...................................................................................................................................84 Sub Heading...........................................................................................................................84 File Selection..........................................................................................................................84 Fuel MAP Override........................................................................................................................85 Fuel Trim Percentage....................................................................................................................86 Ignition Fire Edge...........................................................................................................................87 Ignition MAP Override...................................................................................................................88 Ignition Sequence Simulator..........................................................................................................89 Ignition Trim Percentage...............................................................................................................90 Injector Scale.................................................................................................................................91 Log Data........................................................................................................................................92 Staged Injection.............................................................................................................................93 Water Sensor Calibration..............................................................................................................94 Using an existing File.............................................................................................................94 Creating your own File...........................................................................................................94 A/ D Number...........................................................................................................................95 Engine Temp. Compensation on Ign. timing.................................................................................96 Air Temp. Compensation on Ign Timing........................................................................................96 Getting StartedWhen you start the Stinger 4 ECU Control Software the first screen to appear is the tuning screen. You can read data from the ECU or a saved file by selecting the appropriate menu option. You can also read tune files created with version 3 software. To read from a saved file you go to menu option "File - Open Tune File", select the file you want and press the "OPEN" button. To read from an ECU you must first have one connected and on-Line. You can tell if an ECU is on line when the green light on the bottom right corner of the window is flashing. To bring a connected ECU on-line go to menu option "ECU - On Line". If the command is successful then the green light will be flashing. To read from the ECU go to menu option "ECU - Read from ECU". If the ECU is connected and On Line then the information will start down loading into the PC/Laptop. All ECU data is saved in files. You can create any number of files each with a different name. To save the data to a file go to menu option "File - Save Tune File", enter a file name and press the "SAVE" button.See Convert Stinger 3 files to Stinger 4 Setting the ECU parameters for a specific engine Press the Goto "ECU Setup" button to go to the ECU Setup screen. Use this screen to set the parameters for a specific engine. You can set parameters such as number of cylinders, number of igniters, types of engine sensors attached, load sensor type etc. See ECU Setup Screen Auxiliaries There are 2 parts to the Auxiliary Control Settings screen. Output Control Circuits and Input Control circuits See Digital Input See Turbo Anti Lag Output Control circuits The Stinger 4 provides four programmable auxiliary outputs, each output can perform one of 12 functions. 8 of the 12 functions can be used to control relays and tachos, the remaining 4 provide pulse width modulated output for controlling variable devices such as PWM idle control motors and boost control. Use the Auxiliary Output screen to define the function for each output. See Auxiliary Outputs See PWM modes 9 - 12 Engine Tuning The Stinger 4 control software provides a graphical view of the ECU mappings. This gives the user an instant overall picture of how an engine is tuned, highlighting any abnormalities.All engine tuning is performed via this screen. If the Ecu is on line with this computer, any change made to the tuning maps is instantly transmitted to the ECU. See Fuel and Ignition Maps Tune Analyser Tune Analyser is a feature designed by EMS to assist in tuning an engine to its peak performance See Tune Analyser Data Logging The Stinger 4 system provides flexible data logging capabilities to assist in gaining the maximum efficiency from an engine.NOTE Data logging is only available if the ECU is attached for data logging. See Log Controls Wiring Diagrams ECU Connection Diagram Trigger and Sync Sensor Connections Hall Sensor EMS Igniter Wiring NOS Wiring Diagram 6 Cylinder DFI Wiring Diagram 4 Cylinder DFI Wiring Diagram 2 Rotor DFI Wiring Diagram 3 Rotor DFI Wiring Diagram Convert Stinger 3 files to Stinger 4 You can open tune files that were created with Stinger tuning software version 3 but you can not open files that were created with the older version 2 tuning software. Steps to open version 3 tune files. 1 Select the "Open Tune Files" option and then select "Stinger 3 Tune Files" in the "File of Type" field. (This will show all Stinger 3 tune files). 2 Select the file you want to convert and press the "Open" button. 3 Save the file. Once saved, the file will be converted to version 4. All version 2 files must be converted to version 3 first. Steps to convert version 2 tune files. 1 Open a tune file using the version 2 software 2 Download this tune into a Stinger 3 or Stinger 4 ECU that has not been upgraded. (Serial numbers beginning with ST1, ST2, ST3 or ST43) 3 Close the version 2 software and open the version 3 software 4 Read the tune back from the ECU you just down loaded into the version 3 software. 5 Save this file. 6 Close the version 3 software and open the new version 4 software. 7 Select the "Open Tune Files" option and then select "Stinger 3 Tune Files" in the "File of Type" field. (This will show all Stinger 3 tune files). 8 Select the file you just saved using the version 3 software and press the "Open" button. 9 Save the file. Once saved, the file will be converted to version 4. NOTE If a version 3 file has been opened with the version 4 software then you will need to reset the soft and hard rev limiter values as well as the boost cut value. ECU Setup Screen Describe all of the engine specific parameters in this screen. Load Source Injector Arrangement Trigger Sensor Trigger Edge Trigger Pull Up Resistor Number of Trigger Teeth Sync Sensor Sync Edge Sync Pull Up Resistor Static Timing Lambda Sensor Number of Cylinders Ignition Type Number of Igniters Dwell mS Injector Ohms Sensitivity Aspiration (Intake Induction) Supercharger Boost Acceleration Enrichment Enrichment Duration Soft Rev Limiter Hard Rev Limiter Boost Cut Deceleration Fuel Cut Calibrate Throttle Position Sensor Base PWM Frequency Tooth After Missing Closed Loop Lambda Load Source There are two load source. Load source 1 is the main default load source that the ecu uses in the Fuel and ignition main MAPS. This can either be MAP sensor or TPS Injector Arrangement Multi point 360for rotary and piston engines Check the position of the fuel injectors. They must be fitted as Multi Point (1 injector per cylinder). When Multi-point 360 is selected regardless of the number of cylinders, the computer will fire the injectors twice every cycle (once per crank rotation). Throttle body should be selected for 2 strokes. Multi point 720for piston engines only Check the position of the fuel injectors. They must be fitted as Multi Point (1 injector per cylinder). When Multi-point 720 is selected regardless of the number of cylinders, the computer will fire the injectors once every engine cycle (two complete crank revolutions). Using Multi point 720 will provide smoother idle with larger injectors. NOTE Throttle body should be selected for 2 strokes. Throttle Bodyfor rotary and 2 or 4 cycle piston engines Check the position of the fuel injectors. They may be fitted to a Throttle Body (all injectors at one single point). When throttle body is selected the computer fires the injectors every ignition pulse if it is a 6cyl or less. If it is a V8 or more the computer will fire the injectors every 2nd ignition pulse. See Injector connections Injector Connections Trigger Sensor Type General Signals from Optical, Hall or Magnetic sensors can be used to trigger the Ecu on the trigger circuit or the sync circuit. These inputs are programmable by selecting either of the following. Hall / Optical Hall and Optical sensors are usually 3 wire sensors. They produce a square wave signal. see See Trigger and sync sensor connections Magnetic Magnetic sensors are 2 wire sensors. They produce a sine wave signal. see See Trigger and sync sensor connections. Trigger and Sync Sensor Connections Trigger Edge General The trigger edge determines whether the computer is triggered by the positive or negative edge of the trigger signal. The computer can be triggered by either edge. For Magnetic The trigger edge must be set to positive. For Hall / Optical sensors Depending on the sensor Wheel Slots / Teeth, The signal will either be Rising or Falling at approx 10 degrees BTDC. If unknown, connect a multi meter from the Trigger wire to ground and watch the voltage level change while turning the engine slowly by hand to determine if the signal is Rising or Falling. If Rising, select + Trigger If Falling, select - Trigger.DANGER! Disconnect the ignition coils before rotating the engine by hand. Trigger Resistor When Hall is selected for the trigger input, the "TRIGG RES" feature gives you the option of selecting "ON" if the ECU is to Introduce a 1000 ohm pull up resistor to 8V or "OFF" if the 1000 ohm resistor is to be disconnected. TRIG RES "ON” TRIG RES "OFF" The "ON" is usually selected if the Stinger 4 ECU alone is to be connected to the trigger sensor. If Stinger 4 is installed in a piggy back situation where the original ECU is still connected to the trigger sensor then both computers will share the signal. Since the original ECU has a pull up resistor in circuit, the Stinger 4 pull up should be selected to be "OFF". Magnetic Sensor When a magnetic sensor is selected for the Trigger sensor, the Trigger Resistor is automatically turned off by the Ecu regardless of this setting. Number of teeth per cam cycle 1 tooth per cylinder firing In situations where there is 1 tooth per cylinder firing you can select either "Multi teeth off" or a number that is equal to the number of cylinders Sync sensor is not required if single ignition coil is used. See Engine Cycle Multi tooth If there are more Trigger teeth per cycle than cylinders, Key in the amount of teeth per cam cycle. Note The amount of Teeth per cycle must divide down equally by the amount of cylinders. E.g. 24 teeth divided by 4 cylinder = 6. This is ok. E.g. 18 teeth divided by 4 cylinder = 4.5. WILL NOT WORK! The teeth must be spaced evenly and a sync sensor MUST be used. The trigger tooth directly after the sync tooth is the index tooth. The index tooth is usually positioned in front of the Trigger sensor when the engine is at 10 BTDC on cylinder No. 1 If "Missing tooth" Ignition mode is selected then you can set the index tooth by setting the "No. of teeth after missing" field. NOTE If the trigger wheel is running at the same RPM as the crank then you must double the number of teeth counted on the wheel and enter the number into to "No. of teeth per cam cycle" field. If the trigger wheel is running at the same RPM as the cam then you must count the teeth on the wheel and enter the number into to "No. of teeth per cam cycle" field. Engine Cycle 1 engine cycle = 2 complete crankshaft revolutions for 4 stroke engines. In this time the distributor would rotate 1 complete turn If the trigger teeth are in the distributor or camshaft driven crank angle sensor, count the number of trigger teeth and enter it into the "No. of Trigger teeth " setting. If the trigger teeth are on the crankshaft, count the teeth and double. Sync Sensor Type General Signals from Optical, Hall or Magnetic sensors can be used to trigger the Ecu on the trigger circuit or the sync circuit. These inputs are programmable by selecting either of the following. Hall / Optical Hall and Optical sensors are usually 3 wire sensors. They produce a square wave signal. see See Trigger and sync sensor connections Magnetic Magnetic sensors are 2 wire sensors. They produce a sine wave signal. see See Trigger and sync sensor connections Sync Edge General The sync edge determines whether the computer is triggered by the positive or negative edge of the sync signal. The computer can be triggered by either edge. For Magnetic The sync edge must be set to positive. For Hall / Optical sensors Depending on the sensor Wheel Slots / Teeth, The signal will either be Rising or Falling. If unknown, connect a multi meter from the Trigger wire to ground and watch the voltage level change while turning the engine slowly by hand to determine if the signal is Rising or Falling. If Rising, select + Trigger If Falling, select - Trigger. DANGER! Disconnect the ignition coils before rotating the engine by hand. Sync Resistor When Hall is selected for the trigger input, the "Trigger Pull up Resistor" feature gives you the option of selecting "ON" if the ECU is to Introduce a 1000 ohm pull up resistor to 8V or "OFF" if the 1000 ohm resistor is to be disconnected. TRIG RES "ON” TRIG RES "OFF" The "ON" is usually selected if the Stinger 4 ECU alone is to be connected to the trigger sensor. If Stinger 4 is installed in a piggy back situation where the original ECU is still connected to the trigger sensor then both computers will share the signal. Since the original ECU has a pull up resistor in circuit, the Stinger 4 pull up should be selected to be "OFF". Magnetic Sensor When a magnetic sensor is selected for the Trigger sensor, the Trigger Resistor is automatically turned off by the Ecu regardless of this setting. Static Ignition Timing Select "locked". The ECU will fire the ignition timing where the trigger has been fitted BTDC. To see where the trigger has been fitted, a timing light should be used to check the timing of the engine. Once the static timing is established, e.g. 10 BTDC. select 10 degrees BTDC in this field and press enter. Lambda sensor This selects the type of lambda sensor that is connected to the Ecu. The Ecu converts the sensor signal to and Air / fuel Ratio if Bosch wide band sensor is connected and can used as a tuning aid. NOTE Use Sensor safe sealants on the exhaust system. Off This turns lambda off. Bosch 4 Wire (Bosch Sensor Number 0 258 104 002) In this mode the Ecu Provides Temperature compensation and Linearization of the sensor to give accurate and repeatable results. Allow 4 minutes for the sensor to reach minimum operating temperature. Bosch 5 Wire (Innovate LC-1) See LC1 Connection Drawing In this mode the Stinger ECU reads either analog 1 or 2 of the LC-1. Before the LC-1 can be used with the Stinger it must be calibrated. Use LM Programmer software to calibrate the LC-1. Set the output to read 0.050 volts for 8.0 air-fuel-ratio and 0.950 volts for 22 air-fuel-ratio. Narrow Band You must use narrow band sensor for this mode to work. LC1 Connection Drawing Number of Cylinders Adjust to the correct number of cylinders / Rotors for your engine NOTE For Two Stroke engines, double the number of cylinders to achieve the correct R.P.M. E.g. Two cylinder Two stroke = 4 in the amount of cylinders. Ignition Type General This feature is constantly being update as new triggering modes are developed for different engines. Most common mode used in most applications is mode 00. IGN TYPE (00) Normal For piston engines with multi tooth distributors or crank angle sensors. The number of teeth/cycle should be selected in the "No. of Trigger Teeth" setting. For engines with same number of teeth in distributor or cam sensor as cylinders should select 0 in the "No. of Trigger Teeth" setting. NOTE To use the TRIG/CYC page you must have evenly spaced and an even number of trigger teeth (Max. 24 per engine cycle). The SYNC tooth must be between the last trigger tooth and trigger tooth 1.Trigger tooth 1 must be approx. 10 deg. before to dead center. Use only one sync tooth per cycle for sequential spark. 1 or 2 sync teeth can be used for wasted spark applications. IGN TYPE (01) Nissan Is used for Multi-coil applications using cam mounted crank angle sensors e.g.; CA18, RB20, VG30, SR20. Ignition outputs 1, 2, 3 can be used, the ECU will fire these outputs in 1 2 3 order, 6 cyl engines would use 1, 2 3 as wasted spark. 0 Number of Trigger Teeth must be used with all Nissan modes. See Nissan crank angle positioning IGN TYPE (02) Nissan Is used for Multi Coil applications when a distributor is used instead of a cam mounted crank angle sensor. E.g., FJ20, ET PULSAR. Ignition outputs 1,4 2,3 will be fired if 2 igniters have been selected in the setup screen. Note When using a distributor, select ignition type 00 and do not connect sync wire. See Nissan crank angle positioning IGN TYPE (03) WRX SUBARU Set Number of cyl to 4, Number of Trigger Teeth to 0. If using a coil pack then set Number of igniters to 2 and use outputs 1 2 as wasted spark. If using 4 separate coils then set Number of igniters to 2 and use outputs 1 4 for front cylinders and 2 3 for rear cylinders. IGN TYPE (04) Direct fire rotaries.For 2 rotor Select 24 in the No. of Trigger Teeth page, 2 Rotor, 2 Igniters.Output 1(pink) is for leading. Output 2 (o/r) is for trailing 1, Output 3(gry/blk) is for trailing 2. 3 Rotor select IGN TYPE 00 For 3 rotor select 3 Rotor, 24 in the No. of Trigger Teeth page, 3 igniters. Output 1 leading trailing 1 Output 2 leading trailing 2 Output 3 leading trailing 3. For Rotaries with Distributors, Select Ignition Type 00 2 Rotor DFI diagram 3 Rotor DFI diagram N16 Nissan This is a special ignition mode for the QG 4 cyl 2002 model. This may also work on other 4 cyl Nissan engines for the same vintage. 2001 Subaru This is a special mode for Subarus made since 2001, these are the ones with the round head lights. Audi 136 Teeth This is a special mode for Audi V6 engines with 135 teeth plus 1 missing tooth. Missing tooth mode This is for crank teeth with 1 or 2 missing teeth. For this mode to work you must also set Number of trigger teeth, Sync sensor used and Tooth number after missing. This mode does not work on 3 5 cylinder engines. See Number of teeth per cam cycle See Number of teeth after missing See Sync Sensor Used Nissan Crank Angle Positioning All Nissan Crank Angle Sensors need to be re positioned. Nissan Sensors are normally set to 60 deg BTDC. The ecu requires the trigger sensor to be positioned approx. 5 - 15 Deg. BTDC. If the engine is fitted with a Distributor the Rotor button (if driven via a gear) or optical sensor or disk needs to be repositioned (if no gear drive). 2 Rotor DFI Wiring 3 Rotor DFI Wiring Number of teeth after missing The ECU needs to know which tooth is the static (index) tooth. This is normally somewhere between 15 deg BTDC and TDC. EG If the static tooth is 5 teeth after the missing tooth/teeth then put 5 in this field. Sync Sensor Used This is used in conjunction with missing tooth mode if you want to fire igniters sequentially (one coil per plug). Because most missing tooth wheels run from the crank (same RPM as Crank) the ECU will receive 2 index signals per engine cycle and therefore true sequential is not obtainable. By reading a TDC sync signal from a cam or distributor wheel the ECU can then run in true sequential mode. No. of Igniters Multi Ignition Coil This enables you to fire up to 4 coils sequentially. By using multiple coils, you eliminate the use of a distributor cap and rotor button. In this section you must set the correct number of Igniters that will be sequenced. E.g. 4 cyl with 4 coil sequential, select 4 igniters. E.g. 4 cyl with 4 coil wasted spark, select 2 igniters. Fires 1 4 together and 2 3 together. E.g. 4 cyl with 2 coil wasted spark, select 2 igniters. If using a dissy cap and rotor button to distribute the spark, set to 1 igniter. If more than one igniter is chosen, the computer will fire these Igniters sequentially and requires a Sync sensor to be connected. To enable the computer to fire more than one igniter sequentially, an extra (reset) sync must be given to trigger the computer. Single Ignition coil You must use a separate igniter between the ECU and coil. See ECU Connections help See ECU Connections Ecu Connections Ignition Dwell mS Ignition dwell time is the amount of charge time the coil is charged for, before it is fired. This time will vary between different ignition and coil systems. Typically 3.5mS is used. The ECU is adjustable between 1.5 mS and 5 mS of dwell. Nissan direct coil on plug, set dwell to 2 mS. NOTE Incorrect dwell time will result in a weak spark or overheating the ignition system. For more information contact your local EMS dealer. Injector Ohms Set this setting to the approximate ohms (*, Resistance) of your fuel injectors. Low ohm injectors have a faster response time than high ohm injectors. So by setting the correct injector resistance will allow the ECU to compensate for injector latency more accurately. You can do a test by using a Multi-Meter. Unplug the electrical harness off one of the injectors and place the Multi-Meter s probes on the injector pin outs (where the electrical harness clips on) and measure the resistance. When you have a reading adjust the Ecu to the closest setting. Note If you are using Staged Injectors with a different value of Ohms, Set the Ecu to the value corresponding to the Primary Injectors. see See Injector connections Sensitivity In this section you will find that you have 3 settings to choose from; Coarse (0), Medium (1) and Fine (2). You may need to experiment with these settings to obtain the best response time. The coarse setting is used for normal throttle bodies, medium is for a large throttle bodies and fine is for the use of a larger throttle bodies. This function will only appear on screen if a throttle position sensor has been fitted and selected in the "ECU Setup" screen. These settings affect both the amount of fuel and how quickly the accelerator pump fuel enrichment is activated. Intake Induction Normal / Turbo Select this setting if the engine is Normally aspirated or Turbo charged Super Charged Select this setting if the engine is Super Charged. Super Charger Boost Set this value equal to the max boost pressure that will be reached. This setting is only for super charged engines, not used for turbo engines. Accelerator Enrichment "Acceleration Enrichment" setting adds % of extra fuel for immediate acceleration. Through acceleration testing, adjust the ECU until you have reached a satisfactory engine response. The value in this setting represents a percentage increase of fuel when the accelerator is pushed. This is normally set between 5 and 30%. The duration of the increase is defined in the "Enrichment Duration" setting.NOTE You will need to place an amount in the "Enrichment Duration" setting so you can correctly fine tune the "Accelerator Enrichment". There is a pre-set figure of 16 in "Accelerator Enrichment" and 20 in "Enrichment Duration" but you may need to adjust these figures. When Tuning the fuel Maps at steady state, temporarily set these to 0and don t forget to reset afterwards. Enrichment Duration Enrichment Duration sets the time for which the fuel is added. Through acceleration testing, adjust the Ecu until you have reached a satisfactory engine response. You will need to move back and forward between Acceleration Enrichment and Enrichment Duration to get the best settings. Enrichment Duration = The amount of cylinders fired that extra fuel is added. Normally set to 20 for 4 cyl and 30 for 6 cyl etc. but can be reduced. When tuning the fuel maps at steady state, temporarily set this to 0and don t forget to reset it back afterwards. Soft Rev Limit The Ecu has a Rpm Limiter that can be adjusted from 0 to 32000 RPM If you wish to use this option, set to the required rpm limit and press the enter button. The rpm limiter cuts the fuel out on every second engine cycle e.g. the engine will be injected with the correct amount of fuel for one cycle and no fuel for the next cycle, in turn not running the engine lean at any stage. To disable the Soft Rpm Limiter set it to 0 RPM.NOTE Rev limiter should only be used if there is one injector per cylinder runner. Hard RPM Limit The Ecu has a Rpm Limiter that can be adjusted from 0 to 32000 RPM The Ecu will cut the fuel at the selected R.P.M and will enable the fuel when the R.P.M has dropped below this value. This will prevent an engine from over revving. If you wish to use this option, set to the required rpm limit and press the enter button. To disable the Hard Rpm Limiter set it to 0 RPM. Boost Cut Select the allowable pressure limit before cutting the fuel injectors off. The fuel will be injected again once the pressure has dropped below the value set. If boost cut is not required select OFF. Deceleration Fuel Cut This feature allows the tuner to cut fuel to the engine on deceleration. Select at which vacuum value you would like the computer to cut fuel. If this feature is not required select No Fuel Cut. The fuel injection is stopped when the vacuum is stronger than the selected value. Throttle Position Sensor Calibration The Throttle Calibration is located in the ECU Settings screen Use Throttle Sensor If a Throttle sensor is fitted and is required to be used in the accelerator pump maps calculations, (tick) the "Use Throttle Sensor" check box. Close Throttle (Use only if a throttle position sensor is fitted) Note With the engine turned off, make a visual and physical check of the throttle to see that it does fully open and close. With your throttle closed, press "Read Closed Throttle" button on the setup screen. Fully Open Throttle (Use only if a throttle position sensor is fitted) NOTE With the ENGINE TURNED OFF make a visual and physical check of the throttle to see that it does fully open and close. Open your throttle fully, then press "Read Open Throttle" button on the setup screen. General This function can only be used if a throttle position sensor has been fitted and the Use Throttle sensor check box is ticked. If the engine has not had the throttle position sensor connected, the Use Throttle sensor check box must be unchecked. The reason for this set-up is so the computer will still calculate acceleration enrichment using the map sensor. If the throttle is mechanically adjusted, the throttle calibration must be re-entered. PWM Base Frequency The Base Frequency is used in mode 9 to 12 of the Auxiliary outputs. This is an overall frequency setting used by all 4 outputs when a pwm function is selected on that output. The frequency range is adjustable between 1hz and 3923hz. Most valves or idle control valves normally function between 20 HZ to 100 HZ. Closed Loop Lambda The Stinger 4 offers two closed loop lambda control modes. Narrow band and Wide band. Narrow Band Set the operation mode to Narrow Band. Select the maximum automatic adjustment allowed in the "Allowable Change +/-" field. This setting prevents the ECU form over-adjusting the fuel delivery. Set operating range in the "Operating Range" field. This will turn off the lambda control when the engine is above the selected vacuum (closer to zero). The ECU will start controlling again once the engine vacuum goes below the selected level. The Target A/F Ratio cannot be selected in this mode. Bosch 4 Wire Wide Band This mode used the Bosch 4 Wire sensor (Bosch Sensor Number 0 258 104 002) In this mode the Ecu Provides Temperature compensation and Linearization of the sensor to give accurate and repeatable results. Allow 4 minutes for the sensor to reach minimum operating temperature. Bosch 5 Wire Wide Band (Innovate LC-1) In this mode the Stinger ECU reads either analog 1 or 2 of the LC-1. Before the LC-1 can be used with the Stinger it must be calibrated. Use LM Programmer software to calibrate the LC-1. Set the output to read 0.050 volts for 8.0 air-fuel-ratio and 0.950 volts for 22 air-fuel-ratio. Wide Band Closed Loop Control Select the maximum automatic adjustment allowed in the "Allowable Change +/-" field. This setting prevents the ECU form over-adjusting the fuel delivery. Set operating range in the "Operating Range" field. This will turn off the lambda control when the engine is above the selected vacuum (closer to zero). The ECU will start controlling again once the engine vacuum goes below the selected level. Set the target A/F ratio you want to achieve in the "Target A/F Ratio" field. The ECU will automatically adjust the fuel delivery in order to achieve the selected target. Digital Input General There are 4 user selectable modes. Depending which mode is selected, different grey fields will become active for values to be changed. see Disable Anti lag This mode will disable (turn off) the anti lag if active. Most common use is to connect to a switch that is actuated by the Clutch pedal or thumb operated switch. When pedal is release, the switch will be actuated thus disabling the anti lag. Two Step RPM limiter This mode will enable the "Rpm Limit" field. In one switch position, the Ecu will engage the Soft RPM limit to the value selected in the field. In the other switch position, the Ecu reverts back to the normal RPM limits set in the main setup page. This mode gives the user an extra stall Rpm limit. Idle Up Percentage This mode is used in conjunction with one of the Auxiliary Outputs set to Idle control mode. The In Gear Idle up % field will become active. The Input can be connected to auto transmission or air / con compressor clutch so that if a gear is selected or the air air / con cuts in, the extra idle up % value will open the idle valve to help stop engine stalling with the additional load shock. Nos Function This mode is used when Nitros oxide injection is activated. The auxiliary input would be connected to the Nos solenoid. When activated, The user can select the amount of Ignition retard in degrees and fuel enrichment in mS to be performed. These two fields will become active when this mode is selected. Note It is recommended that the fuel portion required with the gas be injected by a separate fuel solenoid and only use the Nos Fuel Increase to trim if a little extra fuel is needed. If you use the Nos Fuel Increase to inject all the fuel required to mix with the Nos, ensure that the fuel injectors are large enough! Turbo Anti Lag Rally Mode Rally mode selects boost enhancement for rally cars on throttle back off. When the throttle position signal is BELOW the pre-set TPS level AND when the engines RPM is above the pre-set RPM level, the boost enhancement feature is enabled. When the boost enhancement is enabled the ECU misfires the Ignition (see Ign. Fire), retards the timing (see Ign Trim) and adds fuel (see fuel trim). This feature would be used in conjunction with an auxiliary o/p to energize a blow off solenoid valve to either bypass the throttle body or to blow air directly into the exhaust manifold near the exhaust ports. RPM This sets the minimum RPM that the ECU will enable the boost enhancement. T/P When the throttle position signal is BELOW this setting, the boost enhancement will be enabled. NOTE Both T/P AND RPM conditions must be true to enable the boost enhancement. KPA This setting has no effect in S/Mode 01 (see mode 02). IGN FIRE (Ignition Misfiring) SETTING 00 This selects Ignition misfire sequence Fire Fire Miss Fire Fire Miss Fire Fire. SETTING 01 Selects Ignition misfire sequence Fire Miss Fire Miss Fire Miss Fire Miss. SETTING 02 Selects Ignition misfire sequence Miss Miss Fire Miss Miss Fire Miss Miss. NOTE In Twin turbo installations, the engines firing order must be studied before deciding on the setting of Ign. Fire. FUEL TRIM This setting will select + - 127% fuel while boost enhancement is enabled. This setting in conjunction with (fuel) closed - throttle maps will result in the amount of fuel injected. Normally set to + % to add fuel. IGN TRIM This setting will select + - 127% spark timing, while boost enhancement is enabled. Normally set - % to retard the timing. Drag Mode Drag mode selects boost enhancement for drag cars when throttle is opened. When the throttle signal level is ABOVE the pre-set TPS setting AND the engines RPM is ABOVE the pre-set RPM setting AND the boost pressure is below the Kpa setting the boost enhancement is enabled. RPM This sets the minimum RPM that the ECU will enable the boost enhancement. T/P When the TPS signal is ABOVE this setting the boost enhancement is enabled. KPA When the boost pressure is BELOW this setting the boost enhancement is enabled. IGN. FIRE (Ignition Misfiring) SETTING 00 This selects Ignition misfire sequence Fire Fire Miss Fire Fire Miss Fire Fire. SETTING 01 Selects Ignition misfire sequence Fire Miss Fire Miss Fire Miss Fire Miss. SETTING 02 Selects Ignition misfire sequence Miss Miss Fire Miss Miss Fire Miss Miss. NOTE In Twin turbo installations, the engines firing order must be studied before deciding on the setting of Ign. Fire. FUEL TRIM This will change fuel injected + % of what would normally be injected. Normally + %. Auxiliary Outputs There are 4 auxiliary outputs which are user selectable, for 12 different modes, and another 4 which have 7 different modes. These modes fall into 2 categories. Digital Modes that can be ON or OFF depending on the conditions. Typical use of a digital o/p thermo fan shift light etc. (All 4 outputs) The pulse width modulated modes (pwm) give a signal that varies depending on the duty cycle, this will give a varying average current to the device being controlled. Typical use of the pwm idle control, boost etc. (Outputs 1 - 4) See Auxiliary outputs connections Auxiliary Output Modes Each o/p can be selected to perform any of the following fully adjustable modes. Mode No. Description Mode No. Description 0 Off 1 Digital RPM 2 Digital KPA 3 Digital throttle position 4 Digital Engine temp. 5 Digital RPM and KPA 6 Digital RPM and throttle position 7 Fuel Pump o/p 8 Tacho o/p 9 PWM RPM 10 PWM KPA 11 PWM Throttle position 12 PWM, Idle control See Also - See PWM Modes 9 to 12 See Idle Motor Control Relay Control Modes 1 - 4 (Digital) All digital modes follow a set comparison format. 1) ON ( Greater than) 2) ON ( Less than) 3) OFF ( Greater than) 4) OFF ( Less than) Using thermo fan control as an example, o/p mode 4 (Digital Engine Temp.) would need to be selected e.g. If fans are to turn ON when engine temperature is ( Greater than) 90°C and turn OFF when engine temperature is ( Less than) 84°C, the auxiliary o/p would be set up as follows AUX O/P No. (Number 1-4)O/P Mode = 4 (Engine Temperature) Rev Act = ON or OFF (explained later) ON 90 ON Not used OFF Not used OFF 84 When not used is selected the comparison program ignores that particular setting. In the Engine Temp. (Thermo fan control) e.g. both ON and OFF are ignored as not used is selected. These will have no effect on the control of that particular o/p. As temperature rises the o/p remains off until the user programmed 90°C ON is reached. The o/p will Turn on and remain on until the OFF condition is reached. As the fans cool the engine and the engine temperature drops, the fans will remain on until the Programmed OFF 84°C is reached where the o/p will turn off. Example no. 2 Shift Light O/p mode 1 (Digital rpm) would need to be selected, e.g. if shift light is to turn ON when rpm is Greater than 6750 rpm and turn OFF when rpm is Less than 6700 rpm. AUX O/P No. (Number 1-4) O/P Mode = 1 (RPM) Rev Act = ON or OFF (explained later) ON 6750 ON Not used OFF Not used OFF 6700 Example no. 3 turn o/p on within a specified zone. This might be used to control numbers, to help a Turbo engine get on boost. For this we would use the digital KPA function mode 2 e.g. turn ON when KPA is Greater than - 5 KPA and stay on until KPA reaches + 50 KPA boost then turn OFF than + 50 KPA boost and turn off - 5 KPA vacuum. AUX O/P No. (Number 1-4) O/P Mode = 2 (KPA) Rev Act = ON or OFF (explained later)ON - 5 KPA ON + 50 KPA OFF + 50 KPA OFF - 5 KPA Relay Control Modes 5 - 6 (Digital) These modes are an extension of the already mentioned but require 2 criteria to be true for the o/p to turn on, e.g. function 5 needs rpm comparison to result with an ON AND the KPA part to result with an on for the o/p to actually turn on. If either the rpm comparison or the KPA comparison results in an off result the o/p will remain OFF. Example turn on NOS at a certain rpm and KPA. If rpm is 2850 turn ON and 2800 turn OFF AND! when KPA is -10 KPA turn ON and KPA Is - 5 KPA turn OFF. Set-up of this would be as follows AUX O/P No. (Number 1-4) O/P Mode = 5 (RPM KPA) Rev Act = ON or OFF ON 2850 AND ON - 10) ON Not used) RPM ON Not used) KPA OFF Not used) SECTION OFF Not used) SECTION OFF 2800 OFF - 5) For the o/p to turn on both RPM must be greater than 2850 "AND" KPA must be greater than - 10 KPA. Rev Acting This stands for reverse acting in some circumstances the relay that is connected to the output actually works BACKWARDS!! (normally closed contacts) This would normally make things very confusing as when things should be on they are actually off and when things should be off they are actually on i.e. everything is working backwards. The selectable rev act feature to combat this problem. When Rev Act is OFF the o/p will turn on when it should be on and off when it should be off (normal Logic). When Rev Act is ON the o/p will turn off when it should be on and on when it should be off (reverse Logic). Rev Act would normally be OFF only turn it ON if you are using abackwards relay. (with normally closed contacts) Fuel Pump Output Mode 7 The Fuel pump output is designed to drive a fuel pump relay. When the ignition is on, the output will energize for approx. 4 seconds and then turn off again. Once the Ecu sees pulses on the trigger wire it will turn the pump output on again. If the engine stalls or stops, the Ecu will commence timing the 4 seconds from when it no longer receives trigger pulses. After the 4 seconds has elapsed, the Ecu will turn off the pump output. Tacho Output Mode 8 The Tacho output is used when a Tacho signal is required to be manufactured by the Ecu e.g. When using sequential coils. Connecting to only 1 coil will give a much slower tacho rpm reading. By using the tacho output mode in these situations the Ecu will reproduce a square wave signal with the correct number of pulses in proportion to the engines speed and number of Cylinders / Rotors. Auxiliary Outputs Connections PWM Modes 9 to 12 The auxiliary o/p can be selected for 4 different pulse width modulated (PWM) modes. Mode 9 PWM verses RPM 10 PWM verses KPA 11 PWM verses Throttle position 12 PWM verses idle control The Ecu PWM signals are fully adjustable for frequency and for duty cycle. See PWM Base Frequency Frequency Frequency is normally expressed in hertz (HZ) 1 HZ = 1 cycle per second 40 HZ = 40 cycles per second Fig. B In Fig. B there are 8 cycles in 1 second so the frequency is 8 HZ. There are 2 frequency adjustments within the Ecu. The first adjustment is the Base Frequency. This is an overall adjustment and is applied to ALL of the 4 Aux o/p s using any PWM function. (Base Frequency). Most valves or idle control valves normally function between 15 HZ to 100 HZ. The second adjusting frequency is an individual adjustment. There is a separate adjustment for each Aux. O/p. These are found in each Aux. O/p section but only appears if a PWM function 9 to12 is selected. It is strongly recommended to try and leave this number at 255. Reducing this number will increase the frequency for that particular Aux. O/p but there is a trade off.The normal resolution of the Aux. O/p duty cycle (explained next) is 0 - 255 when this frequency number is set at 255. This is 0.39% increments. If this frequency number is reduced to 100 for example, the frequency o/p would increase, but the resolution for that Aux. O/p will be reduced to only 0 to 100. This will make any adjustment coarser to 1% increments. By adjusting this Freq. Number the frequency = (255 / Freq Num.) X Base Freq. = Aux. O/p Freq. E.g. If base freq. was 20 HZ, from the previous overall formula, and 200 was selected in this individual Aux. O/p Freq. adjustment. The Resultant frequency in HZ for this Aux. O/p channel would be as follows (255 / 200) X 20 HZ = 25.5 HZ Duty Cycle PWM O/P s control devices (valves etc) by giving them an average current (amps). Even though the PWM O/P is pulsating, the valve only sees the average resultant current. By increasing the duty cycle, the average current will increase which will increase the opening of the valve. A duty cycle of 20 will give the valve or motor less current then if a value of 220 were used which would give the valve nearly full current opening it almost fully. PWM Verses RPM Mode 9 In mode 9 you can adjust the duty cycle from 0 to the maximum set by the individual frequency number, (see Frequency) normally 255. This duty cycle is adjustable at RPM sites from 0 RPM to 12500 RPM in 500 RPM increments. The ECU will interpolate between these points e.g. If a duty number of 128 is entered at 3500 RPM and 135 at 4000 RPM and the actual RPM was 3850 the ECU will calculate 132.9 as the duty number. This mode s typical use would be Boost control or induction length control. Example if using this mode for boost control you can adjust your boost level every 500 RPM. PWM Verses Kpa Mode 10 In this mode you can adjust the duty cycle every 10 KPA from -100 KPA to + 150 KPA in the normal boost level version Ecu. Every 20 Kpa fro -100 to + 400 Kpa in the high boost version Ecu. This mode can be explained as a changing duty cycle as engine load changes. The Stinger 4 ECU will interpolate in between load points to give smooth transitions. An example would be to control a water injection D.C. motor, increasing duty as the engine load increases would speed up the D.C. motor and reducing the duty would slow down the water injection D.C. motor. This would change the amount of water being injected depending on the load of the engine. PWM Verses Throttle Position Mode 11 In this mode you can adjust the duty cycle every 5% TPS from 0% TO 100% This mode can be explained as a changing duty cycle as engine load changes. The Stinger 4 ECU will interpolate in between load points to give smooth transitions. An example would be to control a water injection D.C. Motor, increasing duty as the engine load increases would speed up the D.C. motor and reducing the duty would slow down the water injection D.C. motor. This would change the amount of water being injected depending on the load of the engine. PWM Idle Control Mode 12 This function has three modes, OFF, MANUAL and AUTO. See Idle Motor Control REV ACT FOR PWM The Reverse Acting function while a PWM function is set will reverse the duty cycle output of the Ecu. This function is needed when a valve (e.g. idle valve) work backwards, eg. Bosch BMW idle valve. With these type of valves, increasing the duty cycle will actually slow down the engine and reducing the duty cycle will increase the idle speed. If you are faced with a valve that works backwards, you should select REV ACT on. If you have a valve that works normally select REV ACT off. Idle Motor Control Although idle control sounds simple do achieve. The parameters and mathematics involved are quite complex. EMS have tried to make it as simple as possible to setup by allowing only a minimum number parameters and a simple setup procedure. Step 1 Ensure the engine is well tuned Ensure that the engine is properly tuned especially in the idle area. The automatic idle control will continually try to adjust a badly tuned engine around the idle RPM Step 2 Select an output circuit to use Now we will need to use the laptop software for these adjustments. Set Idle control to off (this ensures that the valve or motor will be closed) Type in the target idle RPM Set Initial open position to around 20 Set Max Steps to 255 Set idle vacuum to whatever the engine is currently idling on while at operating temp or tick "Use TPS to detect idle" Set Additional Cold Open Position to around 60 These number are only starting points and will be adjusted to suit the engine. Step 3 Set the mechanical idle speed adjustment Set the mechanical idle screw until the engine idles 100 RPM lower than the Target RPM. This is a backup to prevent the engine from stalling if the idle control motor or valve fails. Step 4 final adjustment Set Idle Control to Manual Adjust the Initial Open Position (higher or lower) until the engine idles at the Target RPM. Set the Idle control to Automatic. Step 5 Cold engine adjustment Do this the next morning when the engine is fully cold. Before starting engine set Idle control to Manual. Start engine and adjust the Additional Cold Open Position only (higher or lower) until the engine idles at the Target RPM. Set the Idle control to Automatic. Fuel and Ignition Maps Depending on the Ecu setup, There are different tuning techniques that can be adopted. See Stinger 4 High Boost Throttle Position Load Points Stinger 4 High Boost This section is for adjusting fuel / ignition maps at user defined R.P.M increments. Starting at 0 through to 32000 R.P.M. There are 40 user definable R.P.M columns. There are 21 user definable vacuum / boost load rows. Range is from -100kpa to + 200 kpa boost (3 Bar) -45psi to + 30 psi boost The Ecu comes with a pre-programmed Fuel Map. These are preset values give a starting point. If this is the first time you have set up a particular engine you should use the "Fuel Trim" function in the "Trims" section of the "ECU Setting" screen to help get the engine started. See Grid Commands Using "FUEL TRIM" for First time engine set-up starting It is much easier to get the engine running for the first time using the fuel Trim adjustment. This adjustment is found in the "Trims" section of the "ECU Setting" screen. Adjusting Fuel / Ignition Maps Bring the engine up to the desired R.P.M / load and press the "Space bar", this will position the cursor onto the R.P.M load point that matches the actual engine R.P.M / Load. Adjust the fuel / ignition setting by the pressing the "Pg up" or "Pg dn” keys to increase or decrease the injector mS or Ignition timing to the desired value. IMPORTANT a) The engine should be up to operating temperature before tuning. If you tune below 70C° then the appropriate choke settings must be at zero (0). b) The engine must be held as close as possible to kpa / Rpm Fuel Map positions when tuning. Clear Flood Mode Clear flood mode is used when engine is flooded. Throttle position sensor must be fitted. Press throttle passed 90% while cranking, the Ecu will not fire injectors. Tuning grid command keys These commands are also available on a pop-up menu when you right-click on the tuning grid. Page-Up and Page-Down Keys Press the page-up key to increase the value of a cell by 1 and Page-down to decrease the value by 1. You can also select a range of cells and increase or decease them by pressing the Page-up and Page-down keys. Use Shift and any combination of arrow buttons to highlight / Select a range of grid cells that you want to adjust and then press the Page-up or Page-down key to increase or decrease each cell by 1. Auto Trace (Space Bar) You can automatically position the cursor onto the load/rpm point of an engine while it is running by pressing the space bar. If you keep the space bar pressed then the system will trace the engine as it moves through each load point. Each load point will be highlighted with a green boarder indicating the load path of the engine. You can clear the path by pressing the "Clear Trace" button or "alt + c" Insert RPM Column (Ctrl +Right Arrow or Shft+Alt+C) Press Ctrl then Right Arrow to Insert a new RPM column in between the current cursor position and the column to the left. This will push all RPM columns from the cursor (including the cursor) to the right and then insert a new one. Insert Load Row (Ctrl + Down Arrow or Shft+Alt+R) Press Ctrl then Down Arrow to Insert a new load row (TPS/KPA/Analog) in between the current cursor position and the row above. This will push all load rows from the cursor (including the cursor) down and then insert a new one. Delete RPM Column (Ctrl + Left Arrow or Shft+Ctrl+C) Press Ctrl then Left Arrow to Delete the RPM column immediately left of the cursor. This will pull all columns from the cursor (including the cursor) to the left one column. Delete Row (Ctrl + Up Arrow or Shft+Ctrl+R) Press Ctrl then Up Arrow to Delete the load row (TPS/KPA) immediately above the cursor. This will pull all rows from the cursor (including the cursor) up one row. Copy grid cell Value (Alt + Arrow) Starting from the cell that you want to copy from. Use Alt and the arrow button in the direction that you wish to copy to. This will copy current cell to the next adjacent cell in the direction of the Arrow. To copy to many other cells, the arrow must be released then repressed for each successful copy. Interpolate or Fill (Shift + Left or Right or Up or Down Arrows) Use Shift and any combination of arrow buttons to highlight / Select a range of grid cells that you want to automatically fill or interpolate. Once selected, use Alt+Ctrl+R if you want to interpolate/fill using the top and bottom rows as the reference points. This means that the system will automatically calculate all the cell values for each cell in between the top and bottom selected rows.ORUse Alt+Ctrl+C if you want to interpolate/fill using the left and right columns as the reference points. This means that the system will automatically calculate all the cell values for each cell in between the left and right selected rows. Create new Tuning grid (Alt+Ctrl + T) Create or change a tuning grid. This will allow you to change the number of columns or rows in a tuning grid. This is normally used on first time setup. Changing Existing RPM or Load index values (Alt+Ctrl + H) Change the load and RPM value for the selected column/row. Use this to adjust the RPM and load for the selected grid cell. Instead of Ctrl + H, you can double click the grid in the correct row/column. Alt+Ctrl + R See interpolate and fill above. Automatically fill all selected cells from left to right with extrapolated values based on the value in the first (left) and last (right) selected cells. Alt+Ctrl + C See interpolate and fill above. Automatically fill all selected cells from top to bottom with extrapolated values based on the value in the first (top) and last (bottom) selected cells. Changing the page-up page-down resolution This is only used on the ignition grid. You can select the amount of degrees the system increments or decrements each time you press the page-up/down key. Selecting 0.2 deg on the resolution selection box will cause each page-up/down key press to change the timing value by 0.2 degrees. If 2.0 deg is selected then each press will cause a change of 2 degrees. Throttle Position Load Points This section is for adjusting fuel / ignition maps at user defined R.P.M increments. Starting at 0 through to 32000 R.P.M. There are 40 user definable R.P.M columns. See Grid Commands Throttle Position Sensor Starting at 0 through to 100%. There are 21 user definable TPS load rows. See Grid Commands It is extremely important that a good quality TPS Sensor be used when tuning using TPS load sensing. Make sure that the tps is a Variable resistance (potentiometer) type. Ensure that the sensor reading is repeatable after calibrating it. First, calibrate the sensor in the Ecu Setup Screen. See Throttle Position Sensor Calibration Check that the reading follows your foot movement and reaches 100%, then returns back to 0 %. Do this a number of times ensuring that the reading returns to 0% every time. This Load source selection heavily relies on the TPS sensor, so ensure its proper operation before commencing tuning. Tune Analyser Tune Analyser is a feature designed by EMS to assist in tuning an engine to its peak performance by allowing you to log the average A/F ratio at each load point. You can then analyse the data and make adjustments to the fuel map or have the system automatically adjust the fuel map by comparing the target AF Ratios with the actual AF ratios and adjusting the fuel map accordingly. Running the Analyser Press the Analyser Settings button and select the A/F input to use. Do not select both if you have only one installed. Press the Run Analyser button while the engine is running. The system will now constantly monitor the AF ratio at each load point. The accuracy of the analysis will increase as you run the engine for longer periods. Press the Run Analyser button again to stop monitoring. You can see how many times each load point was recorded by placing the blue grid cursor on a grid cell and looking at the read count field just above the buttons. The load points that have been analyzed will show highlighted on the Fuel Map grid Applying changes Automatically You can have the system automatically adjust the fuel map if you want. First you must set the target AF ratio for each load point Press the Target AF Ratio tab and enter the target AF ratio for each load point you want adjusted. You can also move the actual AF Readings over to the Target map by pressing the Actual to Target button and then adjust each load point to the desired value. Any load point with a 0 (zero) target value will not be adjusted. Press the Apply Changes button. The system will compare the actual AF ratios with the target ones and adjust the fuel map accordingly. NOTE You can exclude cells from the being applied by selecting the cell and pressing ALT+X or the "Exclude from apply" button. This can be done from the either the Fuel Map or Tune Analyser tabs. Applying changes Manually You can apply changes directly on the Fuel map. After you have Analised and set the AF targets each load point on the Fuel map will be highlighted with either blue or red. A blue highlight indicates that the Actual AF is within + or - .1 AF of the set Target. You can move to each red load point on the Fuel map and adjust the value up or down until the "Change required" field reads 0 (zero). Log Controls New Data Log Before you can commence logging, the ecu must be connected to the Laptop and communication link established. Start Logging - F2 To start the logging either click theStart Loggingbutton or press the F2 button on the keyboard. To Stop logging press this button again. Saving a Data Log session to file Once you stop logging and wish to save the logging session, it can be saved to file. Press the "Save to File" button and either click on an existing file to overwrite that file or type in a new file name in to create a new file, then press "Save" button. Reading a save Data log session To open a saved log session log session press the "Read from file" button, select the file you want to read and then press the "Open" button See Viewing Logged Data Log Graph This button will display the logged Data in Graphical format. The graph will display 4 Axis of user selected data. see See Chart Display Viewing Logged Data Once logging is stopped, the P.C. will take a few minutes to organize the data. The Data will then be displayed on the main page in alpha-numerical format. This data can be scrolled through with the arrow buttons and analyzed. Starting at the top, The logger records the selected parameters line by line. Each line represents a group reading. The first parameter shows the Reading number. The Second shows the Time stamp, followed by the selected parameters sent by the Ecu. Chart Display There are 4 Axis on the Graph Display Page. In this Area you can select any of the Logged parameters to be displayed on the graph. Each Axis is fully selectable. You can display any logged data on any axis. NOTE If the parameter was not selected for logging in the Log Data section, It will not be available for viewing. Hall Sensor Wiring Igniter Wiring NOS Wiring Diagram 6 Cyl DFI Wiring 4 Cylinder DFI Wiring Air Sensor Calibration Use this page to calibrate the ECU for a particular Engine Temperature sensor. There are many different types of sensor resistances on different cars. This means that we must create a sensor calibration table for each type of sensor. If you do not find a file that gives you the correct temperature readings, you will need to either create your own new calibration or modify an existing file. It is also known that O.E.M. sensors can have + or - 10% variation. In an extreme case, you may decide to-re calibrate the file you are using. Using an existing File Below is a list of sensor calibration files (filename.emc) pre defined by EMS. You may down load any of these files into your ECU. To use a file, click on the file of your choice. It will be highlighted when selected. Press the "Read from File" button located at the right of the page. This will write the calibration into the table above. To send this calibration to the ecu, press the "Write to ECU" button Once the progress bar has finished, the calibration has been sent to the ECU. To view the current water temp as seen by the ECU, Goto the tuning page. If it is not correct, try a different file or create or modify your own file and Write it to the ECU again. Creating your own File RULEAll numbers in the table MUST be in a sending or descending order. In The "Name" Field, type the name of your new file. Click on the first entry for -20 deg C. Type the A/D number that represents that temperature. Pressing the TAB button will move the cursor to the next temperature calibration field where you can enter the A/D number for that temperature. Press the Save To File button to save your new calibration table. If a calibration table with the same name already exists then it will be over-written. You can then download the new table to the ECU by pressing the Write to ECU button. You can also copy an existing table by simply re-naming it and pressing the Save To File button. To see the current A/D value, press the Read A to D Button. The read A to D reading will be displayed in the center of the page. To accept this reading, press the Accept Reading Button. This will transfer the A to D reading into the table in whichever temperature field is highlighted. This A/D number is what the Ecu is seeing from the sensor. A/ D Number. A/D Is the ECU s Analog to Digital converter. Temperature sensors change their electrical resistance when the temperature changes. When a temperature sensor is connected to the ECU, the changing resistance causes the voltage to also change. This changing voltage is called an analog voltage. The ECU s A/D converter measures this voltage and converts it into a number between 0 and 1024 This means that if the temperature changes, the Number from the A/D converter will also change. To calibrate the ECU to the sensor we must place the correct A/D number below each temperature cell. This is done experimentally, by placing a calibrated temperature probe in the in the vicinity of the air temp sensor and filling out the table as the temperature slowly rises. Another method is to remove the sensor and slowly heat the bulb of the sensor with a hot air gun, using a calibrated thermometer to measure the temperature. Auxiliary Input Connections Engine Temp. Compensation on Fuel There are 18 Water Temperature Enrichment / Enleanment settings used during engine warm up and over temp. These settings are expressed as percentages + or - (%) of fuels main Map. The settings begin at -20 deg C and go up in 10 deg increments until 150 deg C which is the last setting. The Ecu interpolates between these settings to give a smooth warm up cycle. Through warm up testing you can adjust these settings to more closely suit your engine. NOTE To disable extra / less fuel at any temperature point, set that point to 0%. These settings are located on the 3D tuning page, press the Fuel MAP Temp Compensation Button. Air Temp. Compensation on Fuel There are 18 Air Temperature Enrichment / Enleanment settings. These settings are expressed as percentages + or - (%) of fuels main Map. The settings begin at -20 deg C and go up in 10 deg increments until 150 deg C which is the last setting. The Ecu interpolates between these settings to give a smooth transitions. NOTE To disable extra / less fuel at any temperature point, set that point to 0%. These settings are located on the 3D tuning page. Fuel MAP Temp Compensation Button. cold crank This function allows extra fuel for start-up. Adjust the choke setting prior to adjusting "Percentage for Cold Crank". Cold cranking enrichment adds fuel by a percentage of what the computer calculates at that time. This percentage is relative at -20 deg. C and interpolates automatically down to 0 % at 60 C. Crank and Sync Diagram Crank Wheel Setup File Manager This area of the screen displays any files stored. A file is selected when you click on it. When selected, it will be highlighted. Saving ECU Data to a file To save ECU data you must type in a name in the "File Name" field and then press the "Save to File" button. After a few seconds the new file will appear in the file list. Loading Data from a file To read ECU data from a file you must first select a file from which to read the information. Select a file by clicking on it. The name of the file should appear in theFile Namefield. Now you can press theRead From Filebutton. This will read all of the information about the ECU Setup and Tuning from the file and place this information into this computers memory. To down load this information into an ECU go to the ECU drop down menu and select theWrite to ECUselection. The down load from this computers memory (PC) to the Ecu is complete when the progress bars disappear. Deleting a file To delete a file Use right mouse button to select the file. A drop down menu will appear, click delete with the left button to delete. Data Logging To assist in tuning you can perform a time based data log of an engine. To get to the data logging to laptop section, Click on theGotodrop down menu and click onData logging See Data Logging Files Screen Sub Heading This screen enables the user to manage the data from many ECUs by saving the ECU information into files. Here you can store many files of ECU data. This data can be retrieved from a file and down loaded into an ECU. File Selection See File Manager Fuel MAP Override This feature can be used as a fuel trim for an entire load value. You must have the MAP sensor connected to use this feature. The ECU uses the values in this grid internally to determine the correct fuel delivery. Normally you would not need to adjust these settings but EMS allow you to adjust them in specialist situations. This would be used in situations where a throttle position sensor or mass air flow meter is used to determine the fuel delivery. In installations where a turbo charger is used along with these sensors the actual fuel requirement may not be proportional to the TPS or MAF readings. Enter the increase or decrease percentage of fuel for each load position on the grid. This percentage is calculated from the current load position. If these values have been removed or changed to the point where the engine is not operating correctly you can easily bring them back to the factory setting by entering the same value as the actual load point at each point. EG; At the -50 KPA load point enter -50 At the -20 KPA load point enter -20 At the 0 KPA load point enter 0 AT the 25 KPA load point enter 25 AT the 50 KPA load point enter 50. You must do this for each grid position. Fuel Trim Percentage This function trims ALL fuel settings. Use this function as an overall Trim in percentage (%). For first time engine start up you can adjust the Fuel Trim prior to setting the Fuel Maps. Fuel trim is located on the 3D tuning page. Once you are happy with the performance the selected trim is providing. You can apply the changes directly to the fuel map by pressing the Re-Adjust Map button beside the Fuel Trim selector. This will adjust the map by the trim percentage and then zero the fuel trim value. Ignition Fire Edge The Ignition Fire Edge setting determines whether the ignition output is normally ON and then turned OFF to fire the coil or normally OFF and then turned on to fire the coil. you can see the effect of this on the ignition sequence simulator. Negative fire will leave the ignition output OFF and then turn it ON to fire the coil. Positive fire will leave the ignition output ON and then turn it OFF to fire the coil.NOTE Be aware that setting the Ignition Fire Edge to positive fire will leave power on the ignition output which could cause coils and igniters to burn out if they are not designed to operate in this mode. Ignition MAP Override This feature can be used as an ignition trim for an entire load value. You must have the MAP sensor connected to use this feature. This would be used in situations where a throttle position sensor of mass air flow meter is used to determine the fuel delivery. In installations where a turbo charger is used along with these sensors the actual timing requirement may not be proportional to TPS or MAF reading. Enter the increase or decrease percentage of timing for each load position on the grid. This percentage is calculated from the current TPS or MAF readings. NOTE If you do not want the system to override at a particular load value you must enter 0 (zero) in that position. Ignition Sequence Simulator The firing sequence of the ignition outputs depends on the selected number of cylinders, ignition type, Ignition fire edge and number of igniters. The simulator shows the firing sequence based on these fields. These field are located in the ECU Setup screen.NOTE The Ignition Fire Edge setting determines whether the ignition output is normally ON and then turned OFF to fire the coil or normally OFF and then turned on to fire the coil. you can see the effect of this on the simulator. Be aware that setting the Ignition Fire Edge to positive fire will leave power on the ignition output which could cause coils and igniters to burn out if they are not designed to operate in this mode. Ignition Trim Percentage This function adjusts the ignition timing by a + - percentage of what it would normally calculate from the ignition maps. The trim function can be used to alter the complete ignition curve due to variation in Octane levels of fuel. Ignition Trim is located in the Trim section off the 3D Tuning Map Once you are happy with the performance the selected trim is providing. You can apply the changes directly to the ignition map by pressing the Re-Adjust Map button beside the Ignition Trim selector. This will adjust the map by the trim percentage and then zero the ignition trim value. Injector Scale The injector scale is used to set the resolution of each increment in the main fuel map. Injector Scale sets the max fuel available. half the scale number = the max milliseconds. E.G. scale number of 40 = 20mS max injector opening @ 0% Fuel Map override setting.Note As a guide, the injector time scale should be set between 10 and 30 when in multi point 360 mode and between 40 and 80 when in multi point 720 mode. If you find that you need to go above or bellow this range you may need to change injector size or there is a problem in the fuel delivery system. See Injector Arrangement Each load point has 0 - 255 increments of injector on-time. The Injector scale is used to calculate the number of milliseconds per increment and is used to set the maximum allowable milliseconds for the size of injectors being used. IE Larger injectors would require less milliseconds of on-time to supply the same volume of fuel that smaller injectors would require. This means that the injector scale value determines maximum injector on-time attainable. You can determine the maximum on-time by dividing the injector scale by 2.This example applies to TPS and Vacuum load points.EG By setting the injector scale to 20 the maximum allowable injector on-time will be 10 milliseconds (20 divided by 2). This means that each increment for each load point will be 0.039 milliseconds (10ms divided by 255 increments). The same principle applies to vacuum mapped load points when on the 0 Kpa point. At different load points the ECU varies the actual resolution to compensate for differing air densities. Log Data This section allows you to select the parameters that are to be logged from the Ecu to the P.C. (Laptop). To select a parameter, click the check box. The tick indicates that the parameter is selected for Logging. Staged Injection Staged injection is for engines with Staged fuel injectors (i.e.; two injectors per cylinder). If your engine is not using Staged injectors then select "OFF".WARNING!! DO NOT SELECT STAGED INJECTION FOR NON-STAGED INJECTED ENGINES AS THIS WILL CAUSE ENGINE DAMAGE.The Staged adjustments are located under the Trim Button off the 3D Tuning page. When a staged number is selected in the staged amount field, the ecu will bring on the staged injectors Automatically, when it sees the primary injectors approaching 100% Duty. To test the Staged fuel amount the user can force the ecu to enable the Staged injection earlier by clicking on the "Force Staged inj On" check box. Via experimental testing, change the staged number until the correct air fuel ratio is achieved. For engine configurations with primary and secondary injectors of the same size, set the staged number to 57.6% and no need for further adjustment. If the secondaries are larger that the primary injectors, the staged number will be smaller. If the secondaries are smaller that the primary injectors, the staged number will be larger. Water Sensor Calibration Use this page to calibrate the ECU for a particular Engine Temperature sensor. There are many different types of sensor resistances on different cars. This means that we must create a sensor calibration table for each type of sensor. If you do not find a file that gives you the correct temperature readings, you will need to either create your own new calibration or modify an existing file. It is also known that O.E.M. sensors can have + or - 10% variation. In an extreme case, you may decide to-re calibrate the file you are using. Using an existing File On the Bottom of the page is a list of sensor calibration files pre defined by EMS. You may down load any of these files into your ECU. To use a file, click on the file of your choice. It will be highlighted when selected. Press the "Read from file" button. The calibration is now loaded into the table of the laptop memory. To send the table data to the ecu, press the "Write to ECU" button. When the progress bar disappears, the data has been written into ECU memory. Creating your own File RULE All numbers in the table MUST be in a sending or descending order. In The "Name" Field, type the name of your new file. Click on the first entry for -20 deg C. Type the A/D number that represents that temperature. Pressing the TAB button will move the cursor to the next temperature calibration field where you can enter the A/D number for that temperature. Press the Save To File button to save your new calibration table. If a calibration table with the same name already exists then it will be over-written. You can then download the new table to the ECU by pressing the Write to ECU button. You can also copy an existing table by simply re-naming it and pressing the Save To File button. To see the current A/D value, press the Read A to D Button. The read A to D reading will be displayed in the center of the page. To accept this reading, press the Accept Reading Button. This will transfer the A to D reading into the table in whichever temperature field is highlighted. This A/D number is what the Ecu is seeing from the sensor. A/ D Number. A/D Is the ECU s Analog to Digital converter. Temperature sensors change their electrical resistance when the temperature changes. When a temperature sensor is connected to the ECU, the changing resistance causes the voltage to also change. This changing voltage is called an analog voltage. The ECU s A/D converter measures this voltage and converts it into a number between 0 and 1024 This means that if the temperature changes, the Number from the A/D converter will also change. To calibrate the ECU to the sensor we must place the correct A/D number below each temperature cell. This is done experimentally, by placing a calibrated temperature probe in the in the vicinity of the water temp sensor and filling out the table as the temperature slowly rises. Another method is to remove the sensor and slowly heat the bulb of the sensor with hot water, using a calibrated thermometer to measure the temperature. Engine Temp. Compensation on Ign. timing There are 18 Coolant Temperature Advance / Retard settings. These settings are expressed as percentages + or - (%) of Ignition main Map. The settings begin at -20 deg C and go up in 10 deg increments until 150 deg C which is the last setting. The Ecu interpolates between these settings to give a smooth transitions. NOTE To disable Ignition timing Advance / Retard at any Engine temperature point, set that point to 0%. These settings are located on the 3D tuning page. Air Temp. Compensation on Ign Timing There are 18 Air Temperature Advance / Retard settings. These settings are expressed as percentages + or - (%) of Ignition main Map. The settings begin at -20 deg C and go up in 10 deg increments until 150 deg C which is the last setting. The Ecu interpolates between these settings to give a smooth transitions. NOTE To disable Ignition timing Advance / Retard at any Air temperature point, set that point to 0%. These settings are located on the 3D tuning page.
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日本から本を買う／送る ダービー内に日本語書籍／雑誌を扱う書店、店舗は無い。 日本から高い送料をかけて送ってもらうか、イギリス国内で2〜3倍の価格の本を買うか。 ダービーからわざわざ移動代（ガソリン代＆駐車代、もしくは電車代）をかけてロンドンに買いに行くくらいなら、日本からの送料の方が安いと思う。 送料に関しては、第三種郵便物認可の雑誌であれば、かなり安く送ることができる。（下記参照のこと） イギリス国内で購入する場合の詳細はUK内で日本語本を買うを参照にして下さい。 目次 1)ネット書店 2)家族、友人に送ってもらう 3)封筒／梱包について 4)関連ページ 1)ネット書店 アマゾン amazon.co.jp 【利点】 書籍の他、雑誌も取り扱っている。 ポイント制。1ポイント＝1円で使う事ができる。 送料が明快で、買う册数によって即計算できる。 【送料】 アマゾンの国際配送料について 国際エクスプレス便（2~5営業日で配送）：￥3,400（基本料）+300円（商品１店あたりの手数料） 国際エコノミー便（2~5週間で配送）：￥1,450（基本料）+300円（商品１店あたりの手数料） 書籍、雑誌など合計４冊購入するとしたら、￥1,450+￥300x4册=￥2,650の送料となる。 →あー、ショックだ。2007年3月7日をもってエコノミー便は廃止。 【その他】 国際エコノミー便（2~5週間で配送）は、実質１週間ほどで到着する。ラッキーな場合は４日ほどで到着。しかし、かなりの重量物だと本当にエコノミー便（船便）使用で３〜４週間かかる。 一部のDVD、ゲームソフトなど、国外発送ができない物もある。 2007年3月7日をもってエコノミー便は廃止。 エクスプレス便のみの取り扱いとなった。 ビーケーワン bk1 【利点】 手数料なしで送ってもらえる。（書籍代金+実費送料のみ） EMS、OCS、SAL、航空便、船便、と５種類の発送方法の選択が可能。 【送料】 bk1の海外へのお届けについて 【その他】 雑誌の取り扱いは無い。 書籍、文庫、マンガ、絵本、カレンダーなどを扱っている。 クラブジャパン CLUB JAPAN 【利点】 手数料なしで送ってもらえる。（書籍代金+実費送料のみ） EMS、OCS、SAL、航空便、船便、と５種類の発送方法の選択が可能。 【送料】 CLUB JAPANの書籍送料について 【その他】 雑誌、書籍、コミックなどの他、お化粧品や雑貨、電子辞書、DVD、ニンテンドーDSソフトの取り扱いあり。 雑誌は定期購読とバックナンバーから選ぶことができる。（現在発売中の雑誌はバックナンバーで注文） 書籍は、取り寄せで１〜２週間かかることがあるので、この点が不便。 2007年1月15日〜3月31日まで、書籍・雑誌の送料割引フェアを行っている。 2)家族、友人に送ってもらう 宛名の書き方 参照リンク エアメールの宛名の書き方 【英文手紙の書き方】英語の住所の書き方・宛名の書き方 注）どのサイトにも、発送者（日本側）の名前や住所も英語表記されているが、海外に住む日本人宛にだったら発送側の住所は日本語のままでも大丈夫。ただし、住所の最後に「JAPAN」とだけ入れること。 送料 郵便局サイトに「郵便料金シミュレーター」や「国際郵便料金表」があるので、料金の詳細はそちらを参照にして下さい。 EMS：３〜５日 航空便：５〜７日 SAL便：２週間 船便；３〜６週間（約２ヶ月） 書籍は、「印刷物・小形包装物」扱いでただの「小包」よりも安価で送る事ができる。 書籍のみだと「印刷物・小形包装物」で5kgまで送れる。 雑貨や食料品などと一緒の場合は、「印刷物・小形包装物」としては２キロまで。それ以上の重量になったら小包扱いとなる。 例：【書籍や雑誌、合計５冊で総重量3.5kgを送る場合】 EMS 7,000円 航空便（印刷物・小形包装物） 4,110円 SAL便（印刷物・小形包装物） 3,580円 船便（印刷物） 2,160円 雑誌の場合、一番安く送れるのは「第三種郵便」（船便なので５〜6週間くらいかかる）。 雑誌の表紙と裏表紙に「第３種郵便物認可」とあれば「第三種郵便」で送る事ができる。 大体の雑誌は「第３種郵便物認可」なので、各雑誌を確認のこと。 ただし、一番安価ではあるが到着に５〜６週間ほどかかることを考えると、情報誌やファッション誌などには向かないと思われる。 大ラッキーな場合には、間違えて航空便で到着することもある。 また、海外への「第三種郵便」を知らない郵便局員（アルバイト？）もいるので、「海外へは第三種郵便で送れません。受付できません。」とキッパリハッキリ断られることもあるので、「ちゃんとサービスはあります。郵便局のネットで見ました。調べて下さい。」と言いましょう！ 管理人は郵便局カウンターで何度も断られてバトルしました。特に小さな郵便局で。大きめの郵便局の場合は大丈夫でした。 【第三種認可の雑誌３冊、総重量1.2kgを送る場合】 EMS 3,250円 航空便（印刷物・小形包装物） 2,085円 SAL便（印刷物・小形包装物） 1,280円 船便（印刷物） 1,080円 第三種郵便（船便） 540円 3)封筒／梱包について 海外へ長い時間をかけて配達されるものなので、梱包に注意しないと封筒はボロボロ、中身も汚れているか、運が悪いと袋が破れて中身が無くなっている事もある。 軽い本であれば雨対策用にビニール袋に入れて通常の封筒を２枚重ねでも大丈夫かもしれない。一番のお勧めは厚紙で撥水加工された封筒。 数冊まとめてだと重いので、箱をお勧めする。 スーパーでもらえる箱でもOKだが、果物や魚などの生鮮食料品の絵が付いた物は避けた方が良い。（イギリスの通関でひっかかる可能性がある。ほとんどその可能性は無いかもしれないが、そういう情報もあるので念のため） ただしスーパーでもらえる箱は国内発送用の弱い段ボールを使用していることが多いので、やはり一番良いのは郵便局で箱を買うか、段ボールが２重になっている分厚い箱。 関連／その他のページ： 日本語本を扱う図書館 UK内で日本語本を買う 2007年03月07日
https://w.atwiki.jp/ebay/pages/30.html
【前回のあらすじ】 「eBayでどのような発送方法が一番利用されているのか？」と、視聴者の方から質問された、さる仙人。 さる仙人によると、補償の付かない「定形外航空便」との事。 それでは心配！とさる吉が「何とかしてよ」と仙人に迫るが、仙人は「どうにもならん」の1点張り。 何か打開策はあるのであろうか。 !!さる吉 『何か良い方法とか無いの？！』 知らん！！！ !!さる吉 『えええええ！！！ それって、何でも知ってるさる仙人って嘘じゃん！！ いくら何でも無責任でしょ！ もし輸送中に万が一が有ったらどうするの？！ 何か良い対策ないの？ そこを教えてよ仙人～！！！』よいか、さる吉よ。 それが現実じゃ。 現実は甘くない。無常じゃ。 定形外っていうのは、 補償されんのじゃ！！ さる吉 『じゃ、EMSは？』 さる仙人 『おっと。その方法があったのぅ。』 ズコー(((ﾉﾟ⊿ﾟ)ﾉ さる仙人 『郵便局さんのEMSじゃったら、補償も付けられるし、追跡番号も付きおるから、安全じゃ！』 さる吉 『でも、アメリカでもEMSって呼ぶの？』 さる仙人 『おおお！！良い質問じゃ。 アメリカでは USPS Global Express Mail （ユーエスピーエス・グローバル・エクスプレス・メール）と呼ばれておるんじゃ。』 『名前は違えど、性質は全く同じじゃよ。』 『じゃ、eBayで、そのグローバルエクスプレスっていうのを頼むとしたら、どうしたらいいの？』 レッツ、セラーさんに交渉じゃ！ ファ？!さる吉 『ま、まさか・・・ え、英語・・・で？」 当然じゃ！！ さる吉 『僕、無理だよ！ 僕まだ小学猿だよ！」 リピート・アフター・ミー♪ （僕の後に続いてきて♪） カモーン！！ Hello, would you arrange shipment to Japan via USPS Global Express Mail with insurance / Tracking? (こんにちは、日本まで補償と追跡番号付きの USPS Global Express Mail を手配して頂けませんでしょうか？) If yes, Please let me know shipping cost. Thank you! （もし、OKなら、送料を教えて下さい。ありがとう！） って、ちゃっかり送料まで聞いちゃうのが、 真のeBay通じゃ！！！ さる吉 『eBay通、キタ━(ﾟ∀ﾟ)━!!!』 みんなも、恥ずかしがらないで、どんどん質問するんじゃ！ 送料が高くなるから注意が必要じゃが、ここぞという高い商品や、超絶レアな物は、安全な配送方法が一番じゃ！ さる吉 『仙人ありがと━!!! センキューソーマッチョ！』 ナレーター ： これで、さる山に再び平和が訪れるのであった。 めでたし。めでたし。 【イーベイ代行 ストレートジャパン】
https://w.atwiki.jp/handaikorean/pages/30.html
한국- 일본으로 국제우편을 보낼 시 요금표 http //www.speedems.net/speedems_doc/information/information_3.jsp 지역에 따라 다르지만, 한국에서 일본으로 택배를 보낼 시에는 2-3일 가량 걸립니다. 일본은 토/일에도 EMS를 받는 것이 가능합니다. 한국에서 금요일날 오후에 EMS를 보냈다면, 한국은 접수를 월요일에 하기 때문에, 수요일이나 목요일 정도에는 받을 수 있습니다. 만약 사정이 생겨서 부재 중일 경우, 위와 같은 우편물을 집에 놓고 갑니다. 전화를 걸면 자동 다이얼에 따라, 우편물에 적혀진 번호와 핸드폰 번호, 수취가능한 시간 등을 전화기의 버튼을 누르면서 응답하면 됩니다. 전화 이외에도 인터넷으로 수취를 예약할 수 있습니다. 2번의 사이트에 접속하여, 오른쪽 배너를 잘 찾아보면 재배달접수(再配達受け付け) 라고 한자로 적혀있는데, 이곳을 클릭하여 이름, 주소 등을 적으면 재배달 수취가 가능합니다.