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https://w.atwiki.jp/mini4-ecu/pages/16.html
サービスマニュアルの内容＋独自に解析した結果をまとめています。サービスマニュアルは複写は認められていないので、図などは省略します。また、解析内容に間違いがあっても保障できかねますので、ご了承ください。 目次 解析に使用するツールについて 実車解析用チェック端子について ECU配線 信号の詳細 ノーマルECUの噴射・点火マッピングなどの調査 解析に使用するツールについて 兎にも角にも信号を見ないことには始まりません。私は2万弱で購入したUSB接続オシロスコープ：DSO-2090USBを使用しています。はっきり言って見た目・性能はそれなりですが、割り切ってしまえばお得な製品かと思います。ちなみにWindows7 32bit版でも、ちゃんと動きました。 実車解析用チェック端子について 本解析のために車体のハーネスを切断し、解析用チェック端子を増設しました。たぶん新車でこんなバカなことをするのは自分だけかと思いますが・・・ サービスマニュアルを見ますと、テストハーネスなるSSTがあるのですが、こちら15万円ほどしますorz ですのいたしかたない手術ということで・・・まだ走行距離2.7kmなのにごめんね、モンキー。。 ECU配線 ECUユニットのコネクタと番号は下記のようになります。 1 - 11 12 - 22 23 - 33 エンジン制御に必要な信号を下表にまとめます。 入出力 名称 配線 備考 入力 クランクパルスジェネレータ 信号 12(+) 23(-) 0.7V以上の電圧が保障されているとのこと。アイドリング時は±10V程度のパルスが出ています。 センサユニット 電源電圧 6(+) 4(-) 約5.0V スロットル開度センサ 5(+) 全閉時：0.29-0.71V全開時：4.13-4.76V開閉量により上記の間で変化 吸気温度センサ 14(+) 2.7-3.1V 吸気圧力センサ 27(+) 0.5-3.4V 油温センサ 電圧 24(+) 4(-) 約5.0Vを印加し抵抗値を計測している？ O2センサ 信号 3 なし なし 出力 インジェクタ 信号 16 なし +12Vで駆動。通電時にソレノイドバルブが開閉し、燃料を噴射します イグニッションコイル 信号 11 なし +12Vで駆動。フルトラ方式のようです。 IACバルブ 信号 20 31 アイドリング用のバルブ。マニュアルの配線図を見るとステッピングモータのようです。±12Vで駆動 21 32 フューエルポンプ 制御 8 なし GNDに短絡させると動作します。起動時は約5秒間、またエンジン回転中は常時動作 信号の詳細 クランクパルスジェネレータ プローブx10設定で、オシロの設定をx10し忘れていますので、実際には約20Vp-pの出力が得られています。1回転9パルスが出力されているようです。MAX12,000rpmとすると200rps、1回転5msの間に処理する計算になりますので、SH-2A(144MHz)だと余裕で処理できそうです。クランクパルス間隔は実測した結果、最大：120[deg], その他(8箇所)：30[deg]となっていました。 スロットル開度センサ スロットル開閉に応じて電圧が変化しています 吸気温度センサ 気温29度・エンジン停止時のものです。約2.6V。 吸気圧力センサ エンジン停止時のものです。約2.9V 吸気圧 vs クランクパルス。MAX2.9V,MIN1.6Vを2回転ごとに繰り返していることが分かります。 吸気圧 vs インジェクション 吸気圧 vs イグニッション 吸気圧力センサの出力は、吸気バルブ開時の負圧発生で変化します。センサ出力の特性が明確ではありませんが電圧の降下直前にインジェクタが動作していますので、 吸気圧力センサは、気圧：小→大で電圧：小→大 インジェクタ噴射タイミングは負圧発生直前である 次回転を圧縮工程とし、点火している と予想しています。純正ECUも吸気圧力を監視してタイミングを計算しているのでしょうか？？とりあえず点火・噴射タイミングはこれで取得できそうということで・・・ 油温センサ 解析保留 O2センサ 解析保留 インジェクタ ちゃんと2回転に1回のペースで噴射しています。アイドリング時の噴射時間は約4msのようです。 イグニッションコイル こちらもちゃんと2回転に1回のペースで点火してます。アイドリング時の通電時間は約6.4msのようです IACバルブ CH1 21PIN(+)-32PIN(-), CH2 20PIN(+)-31PIN(-) イグニッションキーON時のものです。ON時の立ち上がりでトリガーを仕掛けてみた結果から、±12Vで駆動している模様。 ちなみにアイドリング時にもトリガーを掛けてみたのですが、一向にHITする様子はありませんでした。通常はON時のみでアイドリング時は動作していないのでしょうか？？オシロスコープのバッファ限界もあり難しいぞ・・・これ。。もう少し解析が必要です。。 8/31 テストボードによる解析結果をUPしました。波形を見るに初期位置までバルブを回しているようでが・・・近々目視で確認したいと思います。。 フューエルポンプ アイドリングテストをする際に気が付いたのですが、フューエルポンプは常時動作していませんでした。メインスイッチONから約5秒間動作し、燃圧を確保している模様。またエンジン始動後は常時動作しているようです。 ノーマルECUの噴射・点火マッピングなどの調査 一通りエンジンを回すのに必要なセンサの出力が出揃いましたので、まずはノーマルECUの制御内容をモニタリングするため、テストボードを作成したいと思います。 テストボードについては、勉強のあしあとを参照ください。。
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YL 語数 語彙数 ジャンル フォーマット 3.2 9,871語 1,000語レベル Factfiles ペーパーバック 名前 コメント
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Market Scenario The global Security Analytics Market is expected to expand at a strong 27% CAGR over the forecast period from 2017 to 2023. According to the latest research report from Market Research Future (MRFR). The global security analytics market is expected to reach a valuation of approximately USD 15 billion by 2023, according to the MRFR report. The report profiles the global security analytics market in detail and presents a comprehensive overview of the market for readers. The report presents a detailed analysis of the major drivers and restraints affecting the global security analytics market, including projections of how these key factors are expected to affect the market soon. Request a Free Sample @ https //www.marketresearchfuture.com/sample_request/4211 Competitive Outlook Leading players in the global security analytics market include Alien Vault Inc., Blue Coat Systems Inc., Alert Logic Inc. (Click Security), LogRhythm Inc., Arbor Networks Inc., FireEye Inc., EMC RSA, HP Enterprise, IBM Corporation, and Cisco Systems Inc. Major tech giants such as Cisco, IBM, and HP are making significant investments in the security analytics sector due to the growing use of mobile devices for communication and data sharing. The growing demand for cloud computing and the Internet of Things is also likely to be a major driver for investment in the security analytics sector over the forecast period. Segmentation By application, the global security analytics market is segmented into web security analytics, network security analytics, end point security analytics, application security analytics, and others. The network security analytics segment holds the largest share in the global security analytics market. By service, the global security analytics market is segmented into professional services, consulting, training and education, support and maintenance, and managed services. By organization size, the global security analytics market is segmented into SMEs and large enterprises. By deployment, the global security analytics market is segmented into cloud and on-premise. By end use vertical, the market is segmented into BFSI, healthcare, manufacturing, retail, education, IT and telecommunication, transportation, government and defense, and others. Regional Analysis North America holds the largest share in the global security analytics market. Asia Pacific is expected to exhibit the highest growth rate over the forecast period. Browse Full Report Details @ https //www.marketresearchfuture.com/reports/security-analytics-market-4211 Table of Contents 1Executive Summary 2Scope of the Report 2.1Market Definition 2.2Scope of the Study 2.2.1Research objectives 2.2.2Assumptions Limitations 2.3Markets Structure Continued…. View Similar Report** Internet of Things (IoT) Market By Software (Data Management, Network Management), By Hardware(Sensors, camera), By Services (Manage Services, Professional Services), By Organization Type (Small and Medium Scale Business, Large Scale Business) https //ictmrfr.blogspot.com/2022/03/blockchain-as-service-market-share.html https //ictmrfr.blogspot.com/2022/03/digital-payment-in-healthcare-market.html Rugged Handheld Electronic Devices Market https //www.marketresearchfuture.com/reports/rugged-handheld-devices-market-8047 Industry News The global Security Analytics market Share Report Market Trends has been affected due to the lockdown across the regions. This pandemic situation has hampered the Security Analytics market Share Report Market Growth as well as its productivity, supply chain, and others. Moreover, the global market has lost its investors due to the increasing loss for the products, supply, transportation, workforce, and others. However, in the meantime, the key market players have implied various strategic techniques to boost global market growth. Thus, to meet the global market demands, the global market increased its speed in producing more valuable products for its intended customers. Recently, the global market has stabilized its position in the global market and is expected to register a higher Security Analytics market Share Report Market Size for the forecast period. About Market Research Future At Market Research Future (MRFR), we enable our customers to unravel the complexity of various industries through our Cooked Research Report (CRR), Half-Cooked Research Reports (HCRR), Raw Research Reports (3R), Continuous-Feed Research (CFR), and Market Research Consulting Services. Contact Market Research Future (Part of Wantstats Research and Media Private Limited) 99 Hudson Street, 5Th Floor New York, NY 10013 United States of America 1 628 258 0071 (US) 44 2035 002 764 (UK) Email sales@marketresearchfuture.com Website https //www.marketresearchfuture.com
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収録車種の一覧です。DLCやエリア内で走っている一般車も含まれています。 2010 Abarth 500 1968 Abarth 595 SS 2013 Abarth Punto Supersport 2001 Acura Integra 2002 Acura RSX 1992 Alfa Romeo 155 1968 Alfa Romeo 33 Stradale 2014 Alfa Romeo 4C 2007 Alfa Romeo 8C Competizione 2009 Alfa Romeo Brera 1965 Alfa Romeo Giulia TZ2 2011 Alfa Romeo Giulietta 1986 Alfa Romeo Spider 1973 Alpine A110 1971 AMC Javelin AMX 2013 Ariel Atom 500 V8 1964 Aston Martin DB5 1958 Aston Martin DBR1 2010 Aston Martin One-77 2011 Aston Martin V12 Zagato 2012 Aston Martin Vanquish 2013 Audi R8 1995 Audi RS2 Avant B4 2011 Audi RS3 Sportback 2006 Audi RS4 B7 2013 Audi RS4 Avant B8 2011 Audi RS5 2013 Audi RS6 Avant C7 2004 Audi S4 B6 2013 Audi S4 B8 1983 Audi Sport quattro B2 2010 Audi TT RS 1965 Austin Mini Cooper S MkI 2013 Bentley Continental GT 2011 BMW 1 M Coupe [E82] 1973 BMW 2002 Turbo [E20] 1995 BMW 850CSi [E31] 1981 BMW M1 [E26] 2014 BMW M235i [F22] 1991 BMW M3 [E30] 1997 BMW M3 [E36] 2008 BMW M3 [E92] 2014 BMW M4 [F82] 1988 BMW M5 [E28] 2012 BMW M5 [F10] 2013 BMW M6 [F13] 2011 BMW X5 M [E70] 2011 BMW Z4 [E89] 2012 Bowler EXR S 1992 Bugatti EB110 2011 Bugatti Veyron Super Sport 1987 Buick GNX 1970 Buick GSX 2012 Cadillac Escalade ESV 2013 Caterham Superlight R500 1957 Chevrolet Bel Air 1969 Chevrolet Camaro Mk.I 1970 Chevrolet Camaro Mk.II 1979 Chevrolet Camaro Mk.II 1990 Chevrolet Camaro Mk.III 2012 Chevrolet Camaro ZL1 Mk.V 1970 Chevrolet Chevelle 1960 Chevrolet Corvette C1 1967 Chevrolet Corvette C2 1970 Chevrolet Corvette C3 1995 Chevrolet Corvette C4 2009 Chevrolet Corvette C6 2014 Chevrolet Corvette C7 1964 Chevrolet Impala 1988 Chevrolet Monte Carlo 2014 Chevrolet SS 1970 Datsun 510 1969 Dino 246 GT 1970 Dodge Challenger 2012 Dodge Challenger 2012 Dodge Challenger 2015 Dodge Challenger 1969 Dodge Charger 1970 Dodge Charger 2012 Dodge Charger 2015 Dodge Charger 1969 Dodge Charger Daytona 1968 Dodge Dart 1999 Dodge Viper GTS ACR 2013 Donkervoort D8 GTO 1962 Ferrari 250 GT Berlinetta Lusso 1957 Ferrari 250 GT California Spyder 1962 Ferrari 250 GTO 1964 Ferrari 250 GTO 1957 Ferrari 250 Testa Rossa 1984 Ferrari 288 GTO 1967 Ferrari 330 P4 2003 Ferrari 360 Challenge Stradale 2008 Ferrari 430 Scuderia 2010 Ferrari 458 Italia 2015 Ferrari 458 Speciale 1953 Ferrari 500 Mondial 2002 Ferrari 575M Maranello 2008 Ferrari California 2002 Ferrari Enzo 2012 Ferrari F12berlinetta 1994 Ferrari F355 1987 Ferrari F40 1995 Ferrari F50 2013 Ferrari LaFerrari 1980 Fiat 131 Abarth 2010 Fiat Punto Evo 1975 Ford Bronco 1973 Ford Capri MkI 1977 Ford Escort MkII 1992 Ford Escort MkV 1956 Ford F-100 2011 Ford F-150 SVT Raptor 1981 Ford Fiesta MkI 2009 Ford Fiesta MkVI 2009 Ford Fiesta MkVI 2014 Ford Fiesta ST MkVI 2014 Ford Fiesta ST MkVI 2003 Ford Focus RS MkI 2009 Ford Focus RS MkII 2013 Ford Focus ST MkIII 2005 Ford GT 1966 Ford GT40 MkII 2011 Ford Ka MkII 1969 Ford Mustang MkI 1993 Ford Mustang MkIII 2000 Ford Mustang MkIV 2015 Ford Mustang MkVI 2014 Ford Ranger Dakar 1985 Ford RS200 2013 Ford Shelby GT500 1987 Ford Sierra MkI 2011 Ford Transit MkIV 2011 Ford Transit MkIV 2012 Hennessey Venom GT 1986 Honda Civic 1997 Honda Civic 2004 Honda Civic 1992 Honda NSX-R 2009 Honda S2000 2006 Hummer H1 2013 Hyundai Genesis Coupé 2013 Hyundai Veloster Iveco Stralis 1956 Jaguar D-Type 1961 Jaguar E-Type 2015 Jaguar F-Type R 2015 Jaguar XFR-S [X250] 1993 Jaguar XJ220 Display as images Display as list Display as date added 1954 Jaguar XK 120 2012 Jaguar XKR-S Mk.II [X150] 2014 Jeep Grand Cherokee SRT 2012 Jeep Wrangler 2013 Jeep Wrangler Unlimited 2011 Kia Cee d 2011 Koenigsegg Agera 2013 KTM X-Bow R 2012 Lamborghini Aventador LP 700-4 1988 Lamborghini Countach 1997 Lamborghini Diablo 2011 Lamborghini Gallardo LP570-4Superleggera 2014 Lamborghini Huracán LP 610-4 1988 Lamborghini Jalpa 1986 Lamborghini LM002 1967 Lamborghini Miura 2010 Lamborghini Murcielago LP 670-4 SV 2012 Lamborghini Urus 2013 Lamborghini Veneno 1982 Lancia 037 Stradale 1992 Lancia Delta 1986 Lancia Delta S4 Stradale 1969 Lancia Fulvia Coupe 1974 Lancia Stratos 1997 Land-Rover Defender 90 2014 Land-Rover Range Rover Series IV 2013 Lexus GS350 2011 Lexus LFA 2015 Lexus RC F 2014 Local Motors Rally Fighter 2009 Lotus 2-Eleven [Type 111] 1990 Lotus Carlton [Type 104] 1966 Lotus Cortina [Type 28] 1956 Lotus Eleven [Type 11] 2002 Lotus Esprit V8 2011 Lotus Evora 2012 Lotus Exige [Type M117] 1957 Maserati 300 S 2014 Maserati Ghibli 2010 Maserati GranTurismo S 2004 Maserati MC12 1961 Maserati Tipo 61 2010 Mazda Mazdaspeed 3 2005 Mazda Mazdaspeed MX-5 2013 Mazda MX-5 1990 Mazda MX-5 Miata 1994 Mazda MX-5 Miata 2016 Mazda MX-5 Miata 2010 Mazda MX-5 Super20 1997 Mazda RX-7 2011 Mazda RX-8 2015 McLaren 650S 1993 McLaren F1 2011 McLaren MP4-12C 2013 McLaren P1 1990 Mercedes-Benz 190 E EvolutionII [W201] 1954 Mercedes-Benz 300 SL [W198] 2009 Mercedes-Benz A 200 [W169] 2013 Mercedes-Benz A 45 AMG[W176] 2013 Mercedes-Benz A 45 AMG[W176] 2004 Mercedes-Benz C 32 AMG[W203] 2012 Mercedes-Benz C 63 AMG[C204] 2013 Mercedes-Benz E 63 AMG[W212] 2013 Mercedes-Benz G 65 AMG[W463] 2009 Mercedes-Benz SL 65 AMG[R230] 2012 Mercedes-Benz SLK 55 AMG[R172] 2005 Mercedes-Benz SLR McLaren[C199] 2011 Mercedes-Benz SLS AMG [C197] 1949 Mercury Eight 1985 MG Metro 6R4 2013 MINI ALL4 Racing X-Raid 2012 MINI John Cooper Works GP 1992 Mitsubishi Galant 1999 Mitsubishi Lancer Evolution VI 2004 Mitsubishi Lancer Evolution VIII 2008 Mitsubishi Lancer Evolution X 1984 Mugen Civic CRX 1993 Nissan 240SX 2010 Nissan 370Z 2010 Nissan 370Z 1994 Nissan Fairlady Z 1969 Nissan Fairlady Z 432 2012 Nissan GT-R 2014 Nissan IDx 1992 Nissan Silvia MkV 2000 Nissan Silvia MkVII 1971 Nissan Skyline MkIII 1993 Nissan Skyline MkVIII 2002 Nissan Skyline MkX 2010 Noble M600 1969 Oldsmobile Hurst/Olds 2012 Pagani Huayra 2011 Pagani Zonda Cinque Roadster 1972 Plymouth Cuda 1971 Plymouth Hemi Cuda 1973 Pontiac Firebird Trans 1977 Pontiac Firebird Trans Am 1987 Pontiac Firebird Trans Am 1969 Pontiac GTO 2013 Ram Mopar Runner 1980 Renault 5 Turbo 2013 Renault Clio RS 4 2003 Renault Clio V6 2 1993 Renault Clio Williams 1 2010 Renault Mégane RS 250 3 2013 Robby Gordon Stadium SuperTruck 1987 RUF CTR Yellowbird 1995 RUF CTR2 2011 RUF Rt 12 S 2012 Setra S415 1965 Shelby Cobra 1965 Shelby Cobra Daytona 2013 Shelby Raptor 2013 SRT Viper GTS 1980 Subaru BRAT 2013 Subaru BRZ 2005 Subaru Impreza 2008 Subaru Impreza 2011 Subaru Impreza 1998 Subaru Impreza 22B-STi 1990 Subaru Legacy 2005 Subaru Legacy 2015 Subaru WRX STi 2014 Tesla Model S 1969 Toyota 2000GT 1974 Toyota Celica Mk.I 1994 Toyota Celica Mk.VI 2013 Toyota GT86 1995 Toyota MR2 Mk.II 1985 Toyota Sprinter Trueno 1998 Toyota Supra Mk.IV 1998 Toyota Supra Mk.IV 2008 Toyota Yaris Mk.II 2005 TVR Sagaris 2012 Ultima GTR 2012 Vauxhall Astra VXR MkVI 2009 Vauxhall Corsa MkIV 2014 Volkswagen Beetle GRC [Typ 5C] 2003 Volkswagen Bora [Typ 1J] 1995 Volkswagen Corrado [Typ 53I] 2011 Volkswagen Fox [Typ 5Z1] 1992 Volkswagen Golf II [Typ 19E] 1998 Volkswagen Golf III [Typ 1H] 2003 Volkswagen Golf IV [Typ 1J] 2010 Volkswagen Golf R VI [Typ 5K] 1984 Volkswagen Rabbit [Typ 17] 1981 Volkswagen Scirocco MkI [Typ 53] 1988 Volkswagen Scirocco MkII [Typ 53B] 2011 Volkswagen Scirocco R III [Typ 13] 1963 Volkswagen Sedan [Typ 1] 1969 Volkswagen Sedan [Typ 1] 1963 Volkswagen Station Wagon [Typ 2 / T1] 1945 Willys MB Jeep
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20/10/06にフリープレイ配信されたPS4ソフト『Need for Speed™ Payback』の攻略メモ：マシン一覧 目次 攻略メモやおすすめマシンなど LV399，Outlawブランド，スピード・加速PEAK上限時のマシン性能バトルビルド 全マシン性能一覧表 ドラッグビルド 全マシン性能一覧表 オフロードビルド 全マシン性能一覧表 ドリフトビルド 全マシン性能一覧表 ランナービルド 全マシン性能一覧表 攻略メモやおすすめマシンなど 攻略メモやおすすめマシンなど ページが長くなったため分割しました：Need for Speed™ Payback LV399，Outlawブランド，スピード・加速PEAK上限時のマシン性能 ＄：販売価格 解禁：ディーラー販売解禁時期3-0：チャプター３開始時点で解禁済み 3-1：チャプター３のクエストシナリオをひとつクリアすれば解禁 3-2：チャプター３のクエストシナリオをふたつクリアすれば解禁 3-R：チャプター３のクエストシナリオで廃車の地図を入手（リサイクルマシン）リサイクルマシンのディーラー販売開始時期はチャプター４以降です LV：初期レベル初期レベルが高いマシンのほうが高速走行時の操作性が良い気がする 馬力：馬力（bhp） 速度：最高速度（km/h） 100：0～100KM/H（秒） 400：0～400m加速（秒）加速力は Carbon または Chidori のブランドボーナスでさらに上がる可能性があります多くのマシンはPEAKを6個つけた時点で数値がカンストしますが、ブランドボーナスでさらに伸びるマシンが稀にあります ナイトロ：ナイトロパワー初期値ナイトロパワー初期値が低いマシンの方が高速走行時の操作性が良い気がする バトルビルド 全マシン性能一覧表 表の一行目をクリック/タップすると並び替えができます。 並び替えが機能しないときはお手数ですがメニューページから入りなおしてください。 メーカー 車種 ＄ 解禁 LV 馬力 速度 100 400 ﾅｲﾄﾛ PORSCHE 918 Spyder 596,700 5-4 346 1,083 377 1.77 8.23 2.4 BUICK GNX 56,500 初期 116 1,091 375 1.77 8.23 3.6 ASTON MARTIN Vulcan 1,030,750 5-4 346 1,097 377 1.80 8.23 2.0 VOLKSWAGEN Beetle 30,300 3-R 100 572 377 1.70 8.27 3.6 CHEVROLET Corvette Z06 131,150 5-0 253 1,045 375 1.70 8.27 2.8 ASTON MARTIN DB5 0 DLC 121 1,204 377 1.77 8.27 3.2 MINI Countryman 0 DLC 120 1,085 375 1.77 8.27 3.6 MERCURY Cougar 60,100 2-0 117 1,240 377 1.80 8.27 3.2 LAMBORGHINI Diablo SV 242,850 4-4 251 1,032 377 1.67 8.30 2.8 LAMBORGHINI Murcielago LP670-4 SV 384,600 5-2 301 1,098 377 1.70 8.30 2.8 MAZDA MX-5 (2015) 42,850 2-0 109 851 375 1.83 8.30 3.6 FORD Mustang 38,950 2-R 101 1,147 377 1.87 8.30 3.6 CHEVROLET Camaro SS 49,850 2-0 111 1,285 375 1.87 8.30 3.6 ALFA ROMEO Giulia Quadrifoglio 0 DLC 230 1,241 377 1.73 8.33 2.8 HONDA S2000 61,500 初期 126 998 375 1.83 8.33 3.6 NISSAN GT-R Premium 143,150 5-0 254 1,157 377 1.57 8.37 2.8 LAND ROVER Range Rover Sport SVR 0 DLC 165 1,398 377 1.63 8.37 3.2 PLYMOUTH Barracuda 70,250 2-0 114 1,206 375 1.80 8.37 3.2 BMW M5 125,450 4-3 241 1,221 377 1.67 8.40 2.8 McLAREN P1 653,000 5-4 359 1,060 377 1.70 8.40 2.0 CHEVROLET C10 Stepside Pickup 43,500 3-R 100 1,257 377 1.73 8.40 4.0 PORSCHE 911 Carrera RSR 2.8 160,950 4-1 193 716 373 1.77 8.40 3.2 SUBARU Impreza WRX STI 69,100 2-0 139 1,044 377 1.83 8.40 3.6 PONTIAC Firebird 0 DLC 104 1,274 377 1.97 8.40 3.6 LAMBORGHINI Huracan Coupe 304,100 5-2 301 935 375 1.97 8.40 2.8 PAGANI Huayra BC 1,109,600 5-3 340 978 375 2.03 8.40 2.0 ACURA NSX 156,350 4-4 256 1,195 377 1.50 8.43 2.8 FORD Mustang Foxbody 56,100 2-0 115 1,020 377 1.73 8.43 3.6 NISSAN Skyline GT-R V-spec (1993) 88,700 2-1 130 1,040 375 1.77 8.43 3.2 VOLVO Amazon P130 29,900 2-0 100 973 375 1.80 8.43 4.0 FORD Mustang BOSS 302 78,350 2-0 109 1,256 377 1.87 8.43 3.6 BECK KUSTOMS F132 790,000 6-0 368 915 372 2.13 8.43 2.0 PORSCHE Panamera Turbo 144,900 4-2 230 1,303 377 1.70 8.47 3.2 NISSAN Fairlady 240ZG 43,150 2-R 104 756 375 1.70 8.47 3.6 PORSCHE 911 Carrera S (991) 117,850 4-2 222 988 377 1.73 8.47 3.2 FORD Focus RS 76,450 3-2 157 1,013 377 1.77 8.47 3.2 PORSCHE 911 Carrera S (993) 96,200 3-1 149 1,008 377 1.80 8.47 3.6 PORSCHE 911 GT3 RS (991) 168,100 5-0 258 1,034 378 1.83 8.47 2.8 CHEVROLET Camaro Z28 115,450 4-0 209 1,252 377 1.83 8.47 3.2 MERCEDES-AMG GT 134,350 4-3 227 1,066 377 1.83 8.47 3.2 McLAREN 570S Coupe 180,550 5-1 294 983 375 1.83 8.47 2.8 BMW M3 E46 93,850 3-3 167 1,101 377 1.87 8.47 3.2 MAZDA MX-5 (1996) 38,900 2-0 103 761 375 1.87 8.47 4.0 LAMBORGHINI Aventador Coupe 563,800 5-3 348 879 377 1.90 8.47 2.8 SUBARU BRZ Premium 51,300 2-0 116 990 375 1.93 8.47 3.6 DODGE Challenger SRT8 92,300 4-0 190 1,316 377 1.77 8.50 3.2 BMW M4 GTS 105,750 4-3 247 1,043 377 1.77 8.50 3.2 PORSCHE Cayman GT4 114,450 4-0 207 983 377 1.80 8.50 3.2 JAGUAR F-Type R Coupe 137,750 4-4 250 1,096 375 1.80 8.50 2.8 LOTUS Exige S 87,350 3-0 146 709 375 1.80 8.50 3.2 FORD Roadster 54,200 2-0 101 988 375 1.83 8.50 4.0 BMW M3 E92 105,150 4-0 187 1,226 377 1.90 8.50 3.2 SRT Viper 138,700 5-1 289 1,093 377 1.97 8.50 2.8 DODGE Charger 105,300 2-1 129 1,326 375 1.97 8.50 3.2 CHEVROLET Bel Air 44,450 3-R 100 1,145 377 2.03 8.50 4.0 MAZDA RX-7 Sprit R 84,350 2-0 156 819 377 1.73 8.53 3.2 ASTON MARTIN DB11 215,000 5-0 254 1,327 377 1.77 8.53 2.8 INFINITI Q60 S 0 DLC 175 1,256 377 1.80 8.53 3.2 BMW M2 94,350 3-3 172 1,129 378 1.83 8.53 3.2 NISSAN Skyline 2000 GT-R 100,850 2-0 103 873 375 1.87 8.53 3.6 CHEVROLET Corvette Grand Sport 116,600 4-2 238 1,117 375 1.90 8.53 3.2 NISSAN Skyline GT-R V-spec (1999) 92,850 3-1 144 1,044 377 1.93 8.53 3.6 FORD GT 453,150 5-3 325 1,064 375 1.97 8.53 2.4 NISSAN 180SX Type X 56,450 2-1 125 923 375 2.00 8.53 3.6 FORD Mustang GT 88,150 4-1 201 1,090 377 1.93 8.57 3.2 KOENIGSEGG Regera 882,450 6-0 393 1,504 412 2.23 8.57 2.0 AUDI R8 V10 plus 178,100 5-1 288 1,044 377 1.80 8.60 2.8 BMW X6 M 117,350 4-1 205 1,487 377 1.73 8.63 3.2 BMW M3 Evolution II E30 77,950 2-0 121 851 377 1.83 8.63 3.6 MITSUBISHI Lancer Evolution IX 75,750 4-1 195 906 377 1.93 8.63 3.2 NISSAN Silvia Spec-R Aero 61,100 2-2 139 901 377 1.93 8.63 3.6 NISSAN 350Z 77,500 3-1 154 1,069 375 1.93 8.63 3.6 HONDA NSX Type-R 109,300 3-2 155 918 377 2.00 8.63 3.2 CHEVROLET Colorado ZR2 0 DLC 105 1,317 377 1.90 8.67 3.6 VOLVO 242DL 31,800 2-0 100 760 375 1.97 8.67 4.0 MERCEDES-AMG A 45 88,700 3-3 175 1,089 377 1.90 8.70 3.2 AUDI S5 Sportback 91,000 3-3 173 1,103 377 1.93 8.70 3.2 VOLKSWAGEN Golf GTI Clubsport 67,300 2-2 134 989 377 2.23 8.70 3.6 ACURA RSX-S 43,450 2-0 114 924 375 2.10 8.73 3.6 HONDA Civic Type-R (2000) 58,100 2-0 110 909 377 2.13 8.73 3.6 VOLKSWAGEN Golf GTI 33,800 初期 115 655 373 2.27 8.80 3.6 HONDA Civic Type-R (2015) 75,350 3-2 156 1,025 378 2.23 8.87 3.2 ドラッグビルド 全マシン性能一覧表 表の一行目をクリック/タップすると並び替えができます。 並び替えが機能しないときはお手数ですがメニューページから入りなおしてください。 メーカー 車種 ＄ 解禁 LV 馬力 速度 100 400 ﾅｲﾄﾛ PAGANI Huayra BC 1,109,600 5-3 340 978 375 1.53 7.93 2.0 NISSAN 180SX Type X 56,450 2-1 125 923 375 1.53 8.00 3.6 FORD GT 453,150 5-3 325 1,064 373 1.53 8.03 2.4 FORD Roadster 54,200 2-0 101 988 375 1.57 8.03 4.0 NISSAN Skyline 2000 GT-R 100,850 2-0 103 873 375 1.47 8.07 3.6 NISSAN Skyline GT-R V-spec (1999) 92,850 3-1 144 1,044 377 1.50 8.07 3.6 MAZDA MX-5 (2015) 42,850 2-0 109 851 373 1.50 8.07 3.6 BMW M3 E92 105,150 4-0 187 1,226 377 1.53 8.07 3.2 BUICK GNX 56,500 2-0 116 1,091 373 1.57 8.07 3.6 LAMBORGHINI Huracan Coupe 304,100 5-2 301 935 373 1.57 8.07 2.8 CHEVROLET Camaro SS 49,850 2-0 111 1,285 372 1.60 8.07 3.6 BMW M3 E46 93,850 3-3 167 1,101 377 1.47 8.10 3.2 DODGE Charger 105,300 2-1 129 1,326 375 1.53 8.10 3.2 VOLVO Amazon P130 29,900 2-0 100 973 373 1.53 8.10 4.0 SRT Viper 138,700 5-1 289 1,093 377 1.63 8.10 2.8 CHEVROLET Bel Air 44,450 3-R 100 1,145 373 1.67 8.10 4.0 HONDA S2000 61,500 2-0 126 998 375 1.53 8.13 3.6 FORD Mustang BOSS 302 78,350 2-0 109 1,256 377 1.60 8.13 3.6 CHEVROLET Corvette Z06 131,150 5-0 253 1,045 375 1.60 8.13 2.8 MERCURY Cougar 60,100 2-0 117 1,240 377 1.67 8.13 3.2 NISSAN Fairlady 240ZG 43,150 2-R 104 756 375 1.47 8.17 3.6 FORD Mustang GT 88,150 4-1 201 1,090 375 1.50 8.17 3.2 CHEVROLET Camaro Z28 115,450 4-0 209 1,252 377 1.60 8.17 3.2 PORSCHE 918 Spyder 596,700 5-4 346 1,083 377 1.63 8.17 2.4 LAMBORGHINI Aventador Coupe 563,800 5-3 348 879 377 1.63 8.17 2.8 PONTIAC Firebird 0 DLC 104 1,274 375 1.63 8.17 3.6 ASTON MARTIN DB5 0 DLC 121 1,204 377 1.67 8.17 3.2 NISSAN Silvia Spec-R Aero 61,100 2-2 139 901 375 1.50 8.20 3.6 VOLVO 242DL 31,800 2-0 100 760 372 1.53 8.20 4.0 BMW M5 125,450 4-3 241 1,221 377 1.57 8.20 2.8 LOTUS Exige S 87,350 3-0 146 709 375 1.57 8.20 3.2 McLAREN P1 653,000 5-4 359 1,060 377 1.60 8.20 2.0 FORD Mustang Foxbody 56,100 2-0 115 1,020 377 1.60 8.20 3.6 NISSAN GT-R Premium 143,150 5-0 254 1,157 377 1.47 8.23 2.8 BMW M4 GTS 105,750 4-3 247 1,043 375 1.53 8.23 3.2 BMW M2 94,350 3-3 172 1,129 377 1.57 8.23 3.2 VOLKSWAGEN Beetle 30,300 3-R 100 572 377 1.60 8.23 3.6 LAMBORGHINI Diablo SV 242,850 4-4 251 1,032 377 1.63 8.23 2.8 PORSCHE 911 GT3 RS (991) 168,100 5-0 258 1,034 378 1.67 8.23 2.8 ALFA ROMEO Giulia Quadrifoglio 0 DLC 230 1,241 377 1.67 8.23 2.8 PLYMOUTH Barracuda 70,250 2-0 114 1,206 375 1.67 8.23 3.2 JAGUAR F-Type R Coupe 137,750 4-4 250 1,096 375 1.67 8.23 2.8 MERCEDES-AMG GT 134,350 4-3 227 1,096 375 1.67 8.23 3.2 PORSCHE 911 Carrera RSR 2.8 160,950 4-1 193 716 373 1.67 8.23 3.2 ASTON MARTIN Vulcan 1,030,750 5-4 346 1,097 377 1.70 8.23 2.0 BECK KUSTOMS F132 790,000 6-0 368 915 372 1.97 8.23 2.0 ACURA NSX 156,350 4-4 256 1,195 377 1.40 8.27 2.8 DODGE Challenger SRT8 92,300 4-0 190 1,316 377 1.50 8.27 3.2 MAZDA RX-7 Sprit R 84,350 2-0 156 819 377 1.53 8.27 3.2 CHEVROLET Corvette Grand Sport 116,600 4-2 238 1,117 375 1.57 8.27 3.2 NISSAN 350Z 77,500 3-1 154 1,069 375 1.60 8.27 3.6 McLAREN 570S Coupe 180,550 5-1 294 983 375 1.67 8.27 2.8 MINI Countryman 0 DLC 120 1,085 375 1.73 8.27 3.6 BMW M3 Evolution II E30 77,950 2-0 121 851 375 1.57 8.30 3.6 LAMBORGHINI Murcielago LP670-4 SV 384,600 5-2 301 1,098 377 1.73 8.30 2.8 FORD Mustang 38,950 2-R 101 1,147 375 1.83 8.30 3.6 MERCEDES-AMG A 45 88,700 3-3 175 1,089 375 1.60 8.33 3.2 NISSAN Skyline GT-R V-spec (1993) 88,700 2-1 130 1,040 375 1.77 8.33 3.2 INFINITI Q60 S 0 DLC 175 1,256 377 1.70 8.37 3.2 ASTON MARTIN DB11 215,000 5-0 254 1,327 377 1.70 8.40 2.8 KOENIGSEGG Regera 882,450 6-0 393 1,504 423 1.90 8.40 2.0 AUDI R8 V10 plus 178,100 5-1 288 1,044 377 1.80 8.50 2.8 CHEVROLET C10 Stepside Pickup 43,500 3-R 100 1,257 375 2.23 8.90 4.0 オフロードビルド 全マシン性能一覧表 表の一行目をクリック/タップすると並び替えができます。 並び替えが機能しないときはお手数ですがメニューページから入りなおしてください。 メーカー 車種 ＄ 解禁 LV 馬力 速度 100 400 ﾅｲﾄﾛ CHEVROLET Bel Air 44,450 3-R 100 1,145 360 1.43 7.83 4.0 MERCURY Cougar 60,100 2-0 117 1,240 360 1.50 7.93 3.2 PONTIAC Firebird 0 DLC 104 1,274 362 1.57 7.97 3.6 FORD Mustang 38,950 2-R 101 1,147 362 1.60 8.00 3.6 MINI Countryman 0 DLC 120 1,085 360 1.53 8.13 3.6 SUBARU BRZ Premium 51,300 2-0 116 990 360 1.67 8.20 3.6 PLYMOUTH Barracuda 70,250 2-0 114 1,206 360 1.73 8.23 3.2 ASTON MARTIN DB5 0 DLC 121 1,204 362 1.83 8.23 3.2 HONDA Civic Type-R (2015) 75,350 3-2 156 1,025 362 1.73 8.37 3.2 BMW M3 Evolution II E30 77,950 2-0 121 851 362 1.70 8.40 3.6 FORD Focus RS 76,450 3-2 157 1,013 362 1.67 8.43 3.2 FORD Mustang BOSS 302 78,350 2-0 109 1,256 360 2.07 8.43 3.6 MAZDA RX-7 Sprit R 84,350 2-0 156 819 362 1.70 8.47 3.2 MITSUBISHI Lancer Evolution IX 75,750 4-1 195 906 360 1.70 8.47 3.2 CHEVROLET C10 Stepside Pickup 43,500 3-R 100 1,257 362 1.73 8.47 4.0 VOLVO Amazon P130 29,900 2-0 100 973 360 1.97 8.47 4.0 INFINITI Q60 S 0 DLC 175 1,256 362 1.90 8.53 3.2 PORSCHE Panamera Turbo 144,900 4-2 230 1,303 362 1.77 8.57 3.2 NISSAN Skyline GT-R V-spec (1993) 88,700 2-1 130 1,040 360 1.87 8.57 3.2 MAZDA MX-5 (1996) 38,900 2-0 103 761 359 1.87 8.57 4.0 BMW X6 M 117,350 4-1 205 1,487 360 1.67 8.60 3.2 MERCEDES-AMG A 45 88,700 3-3 175 1,089 360 1.77 8.60 3.2 DODGE Charger 105,300 2-1 129 1,326 360 2.13 8.60 3.2 CHEVROLET Colorado ZR2 0 DLC 105 1,317 360 1.87 8.67 3.6 NISSAN Fairlady 240ZG 43,150 2-R 104 756 360 1.93 8.67 3.6 VOLVO 242DL 31,800 2-0 100 760 359 2.03 8.67 4.0 MERCEDES-AMG G 63 122,400 3-0 160 1,628 364 1.83 8.73 3.2 FORD F-150 Raptor 72,950 2-2 136 1,548 362 2.00 8.73 3.6 PORSCHE 911 Carrera RSR 2.8 160,950 4-1 193 716 359 2.17 8.77 3.2 NISSAN Skyline 2000 GT-R 100,850 2-0 103 873 359 2.20 8.90 3.6 SUBARU Impreza WRX STI 69,100 初期 139 1,044 362 2.30 8.90 3.6 LAND ROVER Defender 110 30,750 初期 126 1,102 360 2.27 8.97 4.0 VOLKSWAGEN Golf GTI 33,800 2-0 115 655 357 2.43 8.97 3.6 LAND ROVER Range Rover Sport SVR 0 DLC 165 1,398 362 1.97 9.00 3.2 VOLKSWAGEN Beetle 30,300 3-R 100 572 344 2.47 9.07 3.6 VOLKSWAGEN Golf GTI Clubsport 67,300 2-2 134 989 360 2.87 9.33 3.6 HONDA Civic Type-R (2000) 58,100 2-0 110 909 362 2.83 9.37 3.6 ACURA RSX-S 43,450 2-0 114 924 360 3.00 9.50 3.6 ※オフロードBeetleの極端な性能の低さを見てデータ収集ミスを疑いましたが２度目も同値でした。 ※オフロードBeetleの0～100KM/Hは加速PEAK3個で最速となり、4個目以降はなぜか遅くなります。 ドリフトビルド 全マシン性能一覧表 表の一行目をクリック/タップすると並び替えができます。 並び替えが機能しないときはお手数ですがメニューページから入りなおしてください。 メーカー 車種 ＄ 解禁 LV 馬力 速度 100 400 ﾅｲﾄﾛ NISSAN GT-R Premium 143,150 5-0 254 1,157 377 1.57 8.37 2.8 BMW M5 125,450 4-3 241 1,221 377 1.60 8.40 2.8 LAMBORGHINI Diablo SV 242,850 4-4 251 1,032 377 1.67 8.30 2.8 VOLKSWAGEN Beetle 30,300 3-R 100 572 377 1.70 8.27 3.6 CHEVROLET Corvette Z06 131,150 5-0 253 1,045 375 1.70 8.27 2.8 LAMBORGHINI Murcielago LP670-4 SV 384,600 5-2 301 1,098 377 1.70 8.30 2.8 NISSAN Fairlady 240ZG 43,150 2-R 104 756 375 1.70 8.50 3.6 MINI Countryman 0 DLC 120 1,085 375 1.73 8.27 3.6 ALFA ROMEO Giulia Quadrifoglio 0 DLC 230 1,241 377 1.73 8.33 2.8 CHEVROLET C10 Stepside Pickup 43,500 3-R 100 1,257 377 1.73 8.40 4.0 McLAREN P1 653,000 5-4 359 1,060 377 1.73 8.40 2.0 FORD Mustang Foxbody 56,100 2-0 115 1,020 377 1.73 8.47 3.6 PORSCHE 911 Carrera S (991) 117,850 4-2 222 988 377 1.73 8.47 3.2 BUICK GNX 56,500 2-0 116 1,091 375 1.77 8.23 3.6 ASTON MARTIN DB5 0 DLC 121 1,204 377 1.77 8.27 3.2 NISSAN Skyline GT-R V-spec (1993) 88,700 2-1 130 1,040 375 1.77 8.43 3.2 PORSCHE 911 Carrera RSR 2.8 160,950 4-1 193 716 373 1.77 8.43 3.2 MERCEDES-AMG GT 134,350 4-3 227 1,066 377 1.77 8.47 3.2 DODGE Challenger SRT8 92,300 4-0 190 1,316 377 1.77 8.50 3.2 ASTON MARTIN DB11 215,000 5-0 254 1,327 377 1.77 8.53 2.8 MAZDA RX-7 Sprit R 84,350 2-0 156 819 377 1.77 8.53 3.2 AUDI R8 V10 plus 178,100 5-1 288 1,044 377 1.77 8.60 2.8 ASTON MARTIN Vulcan 1,030,750 5-4 346 1,097 377 1.80 8.23 2.0 MERCURY Cougar 60,100 2-0 117 1,240 377 1.80 8.27 3.2 PLYMOUTH Barracuda 70,250 2-0 114 1,206 375 1.80 8.40 3.2 VOLVO Amazon P130 29,900 2-0 100 973 375 1.80 8.43 4.0 PORSCHE 911 Carrera S (993) 96,200 3-1 149 1,008 377 1.80 8.47 3.6 INFINITI Q60 S 0 DLC 175 1,256 377 1.80 8.50 3.2 BMW M4 GTS 105,750 4-3 247 1,043 377 1.80 8.50 3.2 LOTUS Exige S 87,350 3-0 146 709 375 1.80 8.50 3.2 PORSCHE Cayman GT4 114,450 4-0 207 983 377 1.80 8.53 3.2 MAZDA MX-5 (2015) 42,850 2-0 109 851 375 1.83 8.30 3.6 HONDA S2000 61,500 2-0 126 998 375 1.83 8.33 3.6 CHEVROLET Camaro Z28 115,450 4-0 209 1,252 377 1.83 8.47 3.2 JAGUAR F-Type R Coupe 137,750 4-4 250 1,096 375 1.83 8.50 2.8 McLAREN 570S Coupe 180,550 5-1 294 983 375 1.83 8.50 2.8 BMW M3 Evolution II E30 77,950 2-0 121 851 377 1.83 8.60 3.6 FORD Mustang 38,950 2-R 101 1,147 377 1.87 8.30 3.6 CHEVROLET Camaro SS 49,850 2-0 111 1,285 375 1.87 8.33 3.6 FORD Mustang BOSS 302 78,350 2-0 109 1,256 377 1.87 8.43 3.6 PORSCHE 911 GT3 RS (991) 168,100 5-0 258 1,034 378 1.87 8.47 2.8 MAZDA MX-5 (1996) 38,900 2-0 103 761 375 1.87 8.47 4.0 BMW M3 E46 93,850 3-3 167 1,101 377 1.87 8.50 3.2 FORD Roadster 54,200 2-0 101 988 375 1.87 8.50 4.0 BMW M2 94,350 3-3 172 1,129 378 1.87 8.53 3.2 NISSAN Skyline 2000 GT-R 100,850 2-0 103 873 375 1.87 8.53 3.6 LAMBORGHINI Aventador Coupe 563,800 5-3 348 879 377 1.90 8.47 2.8 BMW M3 E92 105,150 4-0 187 1,226 377 1.90 8.50 3.2 AUDI S5 Sportback 91,000 3-3 173 1,103 377 1.90 8.70 3.2 SUBARU BRZ Premium 51,300 2-0 116 990 375 1.93 8.47 3.6 CHEVROLET Corvette Grand Sport 116,600 4-2 238 1,117 375 1.93 8.53 3.2 NISSAN Silvia Spec-R Aero 61,100 2-2 139 901 377 1.93 8.63 3.6 NISSAN 350Z 77,500 3-1 154 1,069 375 1.93 8.63 3.6 PONTIAC Firebird 0 DLC 104 1,274 377 1.97 8.40 3.6 LAMBORGHINI Huracan Coupe 304,100 5-2 301 935 375 1.97 8.40 2.8 DODGE Charger 105,300 2-1 129 1,326 375 1.97 8.50 3.2 SRT Viper 138,700 5-1 289 1,093 377 1.97 8.53 2.8 NISSAN Skyline GT-R V-spec (1999) 92,850 3-1 144 1,044 377 1.97 8.53 3.6 FORD Mustang GT 88,150 4-1 201 1,090 377 1.97 8.57 3.2 FORD GT 453,150 5-3 325 1,064 375 2.00 8.57 2.4 NISSAN 180SX Type X 56,450 2-1 125 923 375 2.00 8.57 3.6 VOLVO 242DL 31,800 2-0 100 760 375 2.00 8.67 4.0 HONDA NSX Type-R 109,300 3-2 155 918 377 2.03 8.60 3.2 CHEVROLET Bel Air 44,450 3-R 100 1,145 377 2.07 8.50 4.0 ランナービルド 全マシン性能一覧表 表の一行目をクリック/タップすると並び替えができます。 並び替えが機能しないときはお手数ですがメニューページから入りなおしてください。 メーカー 車種 ＄ 解禁 LV 馬力 速度 100 400 ﾅｲﾄﾛ LAND ROVER Range Rover Sport SVR 0 DLC 165 1,398 377 1.77 8.73 3.2 NISSAN Fairlady 240ZG 43,150 2-R 104 756 375 1.77 8.77 3.6 VOLKSWAGEN Beetle 30,300 3-R 100 572 370 1.80 8.57 3.6 PORSCHE Panamera Turbo 144,900 4-2 230 1,303 377 1.80 8.77 3.2 PORSCHE 911 Carrera S (991) 117,850 4-2 222 988 377 1.80 8.77 3.2 MINI Countryman 0 DLC 120 1,085 375 1.83 8.57 3.6 ALFA ROMEO Giulia Quadrifoglio 0 DLC 230 1,241 377 1.83 8.67 2.8 BMW M4 GTS 105,750 4-3 247 1,043 377 1.83 8.80 3.2 MAZDA RX-7 Sprit R 84,350 2-0 156 819 377 1.83 8.83 3.2 ASTON MARTIN DB5 0 DLC 121 1,204 377 1.87 8.60 3.2 BMW M5 125,450 4-3 241 1,221 377 1.87 8.70 2.8 CHEVROLET Camaro Z28 115,450 4-0 209 1,252 377 1.87 8.73 3.2 PORSCHE 911 Carrera S (993) 96,200 3-1 149 1,008 377 1.87 8.73 3.6 VOLVO Amazon P130 29,900 2-0 100 973 375 1.87 8.73 4.0 FORD Focus RS 76,450 3-2 157 1,013 377 1.87 8.77 3.2 DODGE Challenger SRT8 92,300 4-0 190 1,316 377 1.87 8.83 3.2 SUBARU Impreza WRX STI 69,100 2-0 139 1,044 377 1.90 8.67 3.6 BMW M3 Evolution II E30 77,950 2-0 121 851 377 1.90 8.90 3.6 FORD Mustang 38,950 2-R 101 1,147 377 1.93 8.63 3.6 PLYMOUTH Barracuda 70,250 2-0 114 1,206 375 1.93 8.73 3.2 NISSAN Skyline 2000 GT-R 100,850 2-0 103 873 375 1.93 8.80 3.6 CHEVROLET C10 Stepside Pickup 43,500 3-R 100 1,257 377 1.93 8.83 4.0 BMW X6 M 117,350 4-1 205 1,487 377 1.93 9.03 3.2 DODGE Charger 105,300 2-1 129 1,326 375 1.97 8.73 3.2 FORD Mustang GT 88,150 4-1 201 1,090 377 1.97 8.83 3.2 CHEVROLET Colorado ZR2 0 DLC 105 1,317 377 1.97 8.97 3.6 AUDI S5 Sportback 91,000 初期 173 1,103 377 1.97 8.97 3.2 INFINITI Q60 S 0 DLC 175 1,256 377 2.00 8.90 3.2 MITSUBISHI Lancer Evolution IX 75,750 4-1 195 906 375 2.00 8.90 3.2 MERCEDES-AMG A 45 88,700 3-3 175 1,089 377 2.00 9.00 3.2 PONTIAC Firebird 0 DLC 104 1,274 377 2.03 8.70 3.6 LAND ROVER Defender 110 30,750 2-0 126 1,102 375 2.03 8.90 4.0 VOLVO 242DL 31,800 2-0 100 760 375 2.03 8.93 4.0 MERCEDES-AMG G 63 122,400 3-0 160 1,628 378 2.03 9.10 3.2 CHEVROLET Bel Air 44,450 3-R 100 1,145 377 2.07 8.73 4.0 HONDA Civic Type-R (2015) 75,350 3-2 156 1,025 378 2.23 9.10 3.2 攻略メモやおすすめマシンなど ページが長くなったため分割しました：Need for Speed™ Payback
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Market Analysis The Email Marketing Industry is predicted to grow at a healthy 15.2% CAGR between 2020- 2027, states the recent Market Research Future (MRFR) analysis. Email marketing is more than merely sending mails. It has various features like reporting and analytics, campaign automation, scheduling, email builders, and design tools that allows enterprises in streamlining their marketing efforts. The key benefits of email market solution is in building customer loyalty, increasing the number of leads, and increasing sales. Various factors are fuelling the global email marketing market share. As per the recent MRFR market estimates, such factors include increasing digitalization worldwide, growing number of internet users, increasing trend of digital marketing, surge in the acceptance of smartphones and tablets, growing internet penetration even in remote or distant locations, increasing use during COVID-19 pandemic, launch of 5G network facility, rise in hosted service and email marketing providers, growing acceptance of digital literacy and awareness, and cheapening of tariff rates. On the contrary, budget constraints, lack of awareness among SMEs in developing economies, lack of infrastructure in emerging economies, growing security issues, and stringent regulations related to user data privacy may limit the global email marketing market growth over the forecast period. Get a Free Sample @ https //www.marketresearchfuture.com/sample_request/7426 Market Segmentation The MRFR report throws light on an inclusive segmental analysis of the global email marketing market based on industry vertical, deployment mode, organization size, and component. By component, the global email marketing market is segmented into services and solutions. By deployment mode, the global email marketing market is segmented into on-premises and cloud. By organization size, the global email marketing market is segmented into small enterprises, medium-sized enterprises, and large enterprises. Of these, the small and medium sized enterprises will lead the market over the forecast period. By industry vertical, the global email marketing market is segmented into IT and telecom, BFSI, media and entertainment, transportation and logistics, education, food and beverages, travel and hospitality, retail and consumer goods, and others. Regional Analysis By region, the global email marketing market covers the recent trends and growth opportunity across North America, Europe, the Asia Pacific (APAC), and Rest of the World (RoW). Of these, North America will dominate the market over the forecast period. The presence of large number of enterprises, high degree of digitalization, the increase in the application of convenient marketing, and the growing inclination of start-ups towards email marketing are adding to the global email marketing market growth in the region. In Europe, the global email marketing market is predicted to hold the second-largest share over the forecast period for the rise in the number of startups and the penetration of email marketing in different enterprises in the UK. In the APAC region, the global email marketing market is predicted to grow at a fast pace over the forecast period. Rapidly increasing number of enterprises, growing adoption of digital marketing solutions, presence of largest population of email users, the presence of several reputed companies, rapid globalization, the emergence of new companies, fast growing enterprises, and the increasing adoption of various digital marketing solutions by emerging companies are adding to the global email marketing market growth in the region. In RoW, the global email marketing market is predicted to have sound growth over the forecast period. Key Players The leading players profiled in the email marketing market report include Ontraport (US), Mailjet inc. (France), Constant Contact, Inc. (US), AWeber Communications (US), Pinpointe On-Demand, Inc. (US), Kevy (US), Adobe (US), SendinBlue (France), Salesforce.com, inc. (US), ActiveCampaign, LLC (US), Klaviyo (US), HubSpot, Inc. (US), Campaign Monitor (US), Zoho Campaigns (India), and GetResponse (Poland), among others. The global email marketing market is fragmented and also competitive with the presence of many domestic as well as international industry players. They have incorporated assorted strategies to stay at the forefront and also cater to the surging needs of the customers, including collaborations, partnerships, contracts, geographic expansions, new product launches, joint ventures, and more. Additionally, these players are also making heavy investments in research and development activities for strengthening their portfolios and also creating a hold in the market. Browse Full Report Details @ https //www.marketresearchfuture.com/reports/email-marketing-market-7426 Industry Updates April 2021- Amazon is offering email marketing tool to its sellers. Table of Contents 1 Executive Summary 2 Scope of The Report 2.1 Market Definition 2.2 Scope of The Study 2.2.1 Research Objectives 2.2.2 Assumptions Limitations 2.3 Markets Structure 3 Market Research Methodology 3.1 Research Process 3.2 Secondary Research 3.3 Primary Research 3.4 Forecast Model Continued… Similar Report B2B Telecommunication Market Information by Solution (Unified Communication and Collaboration), Deployment (Fixed, Mobile), Organization Size (Large, Enterprise), Application (Industrial, Commercial) and regions Trending #MRFR Report** https //ictmrfr.blogspot.com/2022/04/geofencing-market-companies-growth-with.html https //blogfreely.net/pranali004/telecom-expense-management-market-size-impressive-cagr-changing-business-scope https //postheaven.net/pranali004/financial-app-industry-impressive-cagr-changing-business-needs-scope-of https //market-research-future.tribe.so/post/openstack-service-market-research-impressive-cagr-changing-scope-of-current--6263de46791566c10c79891e https //www.scutify.com/articles/2022-04-24-infrastructure-as-a-service-industry-cagr-changing-business-scope-of-current-and-future-industry- About Market Research Future At Market Research Future (MRFR), we enable our customers to unravel the complexity of various industries through our Cooked Research Report (CRR), Half-Cooked Research Reports (HCRR), Raw Research Reports (3R), Continuous-Feed Research (CFR), and Market Research Consulting Services. Contact Market Research Future (Part of Wantstats Research and Media Private Limited) 99 Hudson Street, 5Th Floor New York, NY 10013 United States of America 1 628 258 0071 (US) 44 2035 002 764 (UK) Email sales@marketresearchfuture.com Website https //www.marketresearchfuture.com
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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The modern sports-only websites are now growing in popularity just like the traditional sports betting website, now offer chances to bet on events and tournaments, similar to how many people bet on E-Sports. The major growth factor of such market share would be the increasing sports demand and rising demand for e-Sports activities. The online sports betting market is seeing an increase in growth due to rising digital innovation. However, due to Government prohibitions, some nations are expected to put some restrain in the global market expansion. Then again, the enhancement of digital innovation through advanced programming and technological use can bring more opportunities in the global market due to high-quality games. COVID-19 Impact on the Worldwide Online Sports Betting Market The spread of new coronavirus has impacted numerous industries, including manufacturing, from raw material production to final product distribution. On the other hand, in order to track the spread of a deadly virus, governments around the world imposed restrictions on a variety of sporting activities. Scheduled events including the English Premier League, Serie A in Italy, La Liga in Spain, Super Lig in Turkey, and Major League Soccer in the United States were canceled or postponed due to a rise in the number of COVID-19 cases globally. Some organizations prefer to reschedule events in order to decrease expenditure losses, such as the Belgian Cup final, which was initially slated for March 2020 but was moved to August 1st. Another case in point is the African Nations Championship 2020 competition, which was scheduled to take place in Cameroon in April 2020 but has been postponed until further notice. Since governments imposed lockdowns to contain and monitor the spread of the fatal virus, a sizable percentage of the workforce has been instructed to remain indoors, resulting in a surge in demand for virtual entertainment and media. Microsoft, for instance, announced a large rise in multiplayer participation in March and April 2020. Furthermore, when physical venues stayed closed to prevent the spread of the virus, online casino gaming and fantasy sports betting grew by more than 30%. Request a Free Sample @ https //www.marketresearchfuture.com/sample_request/8641 Market Segmentation The global online sports betting market is classified into various segments based on sports type, by type, by application. Moreover, on the basis of sports type, the online sports betting market is bifurcated into football, cricket, tennis, baseball, volleyball, basketball, hockey, horse riding, boxing, golf, racing, and many others. Further, the football segment is sub-segments into FIFA, Premier League, UEA/EURO, and others. The market analysis report suggests that the FIFA segment has registered for acquiring the largest market value in the preview period and increasing at a CAGR of 125 in the forecast period. According to the by Type segment, the online sports betting market is classified into line-in-play, fixed old betting, daily fantasy, e-sports, exchange betting, spread betting, and others. The online sports betting market is again segregated into web-based and mobile-based based on the application segment. Regional Analysis According to the global market analysis report, the regional bifurcation of the online sports betting market includes North America, Europe, Asia-Pacific, and the rest of the world. Moreover, the market study also states that Europe has dominated the online sports betting market in the preview years and is expected to grow at a CAGR of 12.1%. The driving factor would be the increasing zeal of watching sports with the advancement of innovative game formats and gaming modes. However, during the forecast period, the North American market is predicted to grow at the fastest rate of 15.8%. Key Players Notable players in the worldwide online sports betting market include 888 Holdings PLC (UK), Flutter Entertainment PLC (UK), Bet365 Group Ltd (UK), Fortuna Entertainment Group (Netherlands), Churchill Downs Incorporated (US), Entain PLC (UK), DraftKings (US), Betsson AB (Sweden), Betfred Ltd (UK), Webis Holdings PLC (Isle of Man), Kindred Group PLC (Malta), Sportech PLC (UK), BetAmerica (US), HKJC Football Betting Limited (Hong Kong), and Megapari (Cyprus). Industry Updates In April 2019, Betfred made the debut of its American Sports betting platform at Betting on Sports America 2019 at Meadowlands, New Jersey. In January 2022, Inspired, one of the leading B2B gaming content providers, announced to have acquired Sportech Lotteries, Inc., a subsidiary of Sportech PLC. Browse Full Report Details @ https //www.marketresearchfuture.com/reports/online-gambling-market-8641 Table of Contents 1 Executive Summary 2 Scope of The Report 2.1 Market Definition 2.2 Scope of The Study 2.2.1 Research Objectives 2.2.2 Assumptions Limitations 2.3 Market Structure Continued… Similar Report** Open Source Intelligence (OSINT) Market By Security Type (Human Intelligence, Content Intelligence, Dark Web Analysis, Link/Network Analysis, Data Analytics, Text Analytics, Artificial Intelligence, Big Data, Others), Technology (Bid Data Software, Video Analytics, Text Analytics, Visualization Tool, Cyber Security, Web Analysis, Social Media Analysis, Others), Application (Military Defense, Homeland Security, Private Sector, Public Sector, National Security, Others) Voice Assistant Market** https //mrfrinformation.tistory.com/615 Network-Attached Storage Market** https //telescope.ac/information-technology-Lc1XMRDqL/5WlKY9Kx4 About Market Research Future At Market Research Future (MRFR), we enable our customers to unravel the complexity of various industries through our Cooked Research Report (CRR), Half-Cooked Research Reports (HCRR), Raw Research Reports (3R), Continuous-Feed Research (CFR), and Market Research Consulting Services. 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