Terminator X

Tuning and Log View Software
User Manual
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Contents
GENERAL SOFTWARE USE ....................................................................................................................................................... 4
ICONS ....................................................................................................................................................................... 4
COMMUNICATION MODES ...................................................................................................................................... 4
CREATING AN INITIAL CALIBRATION ..................................................................................................................... 4
ADVANCED OPERATION ......................................................................................................................................... 5
SAVING AND SENDING FILES ................................................................................................................................. 6
FUEL ............................................................................................................................................................................................. 7
BASE FUEL ............................................................................................................................................................... 7
FUEL GRAPH............................................................................................................................................................ 8
LEARN TABLE .......................................................................................................................................................... 8
TARGET AIR/FUEL RATIO........................................................................................................................................ 9
ALPHA-N IDLE FUEL .............................................................................................................................................. 10
ACCELERATION ENRICHMENT ............................................................................................................................ 10
TEMPERATURE ENRICHMENT ............................................................................................................................. 12
STARTUP ENRICHMENT ....................................................................................................................................... 13
FUEL CONTROL ..................................................................................................................................................... 15
SYSTEM ...................................................................................................................................................................................... 17
ENGINE PARAMETERS.......................................................................................................................................... 17
IGNITION PARAMETERS ....................................................................................................................................... 19
CUSTOM IGNITION ................................................................................................................................................ 22
SENSOR SCALING/WARNINGS ............................................................................................................................. 25
BASIC I/O ................................................................................................................................................................ 25
CLOSED LOOP/LEARN .......................................................................................................................................... 27
VARIABLE CAM TIMING ......................................................................................................................................... 31
DI TARGET FUEL PRESSURE ............................................................................................................................... 32
INDIVIDUAL CYLINDER .......................................................................................................................................... 32
INPUTS/OUTPUTS.................................................................................................................................................. 34
IDLE............................................................................................................................................................................................. 36
IDLE SPEED ........................................................................................................................................................... 36
IAC SETTINGS ........................................................................................................................................................ 36
IAC PARKED ........................................................................................................................................................... 37
SPARK ........................................................................................................................................................................................ 38
BASE TIMING TABLE ............................................................................................................................................. 38
BASE TIMING GRAPH ............................................................................................................................................ 38
CRANKING PARAMETERS .................................................................................................................................... 38
REV LIMITERS ........................................................................................................................................................ 39
LAUNCH RETARD .................................................................................................................................................. 39
ESC PARAMETERS ................................................................................................................................................ 39
TIMING VS. COOLANT TEMP................................................................................................................................. 39
TIMING VS. AIR TEMP ............................................................................................................................................ 39
INPUTS & OUTPUTS.................................................................................................................................................................. 40
INPUTS ................................................................................................................................................................... 40
OUTPUTS ............................................................................................................................................................... 40
BOOST ........................................................................................................................................................................................ 41
BOOST SETUP ....................................................................................................................................................... 41
DOME CONTROL SETUP ....................................................................................................................................... 42
BOOST VS. SPEED ................................................................................................................................................ 42
BOOST VS. TIME .................................................................................................................................................... 42
BOOST VS. GEAR .................................................................................................................................................. 42
BOOST VS. RPM .................................................................................................................................................... 42
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NITROUS .................................................................................................................................................................................... 43
GENERAL NOTES .................................................................................................................................................. 43
STAGE 1 SETUP..................................................................................................................................................... 43
“DRY FIRE” TESTING ............................................................................................................................................. 46
TRANSMISSION ......................................................................................................................................................................... 47
TRANSMISSION SETUP ......................................................................................................................................... 47
SHIFT PARAMETERS ............................................................................................................................................. 49
LINE PRESSURE .................................................................................................................................................... 50
ACCUMULATOR PRESSURE ................................................................................................................................. 50
TCC PARAMETERS ................................................................................................................................................ 51
ADVANCED............................................................................................................................................................. 53
TORQUE MANAGEMENT ....................................................................................................................................... 53
VIRTUAL TORQUE ................................................................................................................................................. 53
VIRTUAL TPS.......................................................................................................................................................... 55
INPUTS/OUTPUTS.................................................................................................................................................. 55
DRIVE-BY-WIRE ......................................................................................................................................................................... 57
DBW PARAMETERS ............................................................................................................................................... 57
PEDAL VS. THROTTLE .......................................................................................................................................... 57
TRACTION CONTROL ............................................................................................................................................................... 58
ADVANCED ................................................................................................................................................................................ 61
1D AND 2D TABLES ............................................................................................................................................... 61
COMPARE .................................................................................................................................................................................. 62
PIN MAP ...................................................................................................................................................................................... 63
OUTPUT TEST MODE ............................................................................................................................................................... 63
STRIP CHART............................................................................................................................................................................. 64
DATA LOGGING .......................................................................................................................................................................... 65
DATA LOGGER OVERVIEW ................................................................................................................................... 65
PC DATA LOGGING................................................................................................................................................ 65
TOUCH SCREEN LOGGING................................................................................................................................... 65
BASIC DL VIEWER OPERATION............................................................................................................................ 65
TOOLBAR FEATURES............................................................................................................................................ 69
COMPARISON ........................................................................................................................................................ 77
OVERLAY................................................................................................................................................................ 78
ADDITIONAL TIPS .................................................................................................................................................. 78
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GENERAL SOFTWARE USE
ICONS
Description: Terminator X EFI software was designed to make navigation simple and easy. Most tuning parameters and software
functions can be found by selecting an icon from the toolbar. Detailed instructions of each icon are contained in this manual.
OUTPUT TEST
STRIP CHART
INPUTS AND
ALL INPUTS
ADVANCED
TRACTION
COMPARE
SENSORS
OUTPUTS
DRIVE BY
NITROUS
SECOND
GAUGES
PIN MAP
SYSTEM
PC LOG
BOOST
SPARK
TRANS
PANE
SYNC
WIRE
FUEL
IDLE
COMMUNICATION MODES
Description: The ECU and laptop communicate with each other via a USB-Can Dongle (part number 558-443). The system is
designed so that checks and balances are performed to ensure the PC and ECU data are always in sync with each other. It won’t allow
for ECU and PC data to be mixed or corrupted. There are three “Communications Modes” that can occur between the ECU and the
Laptop. This mode is shown at the top of the screen between the “Toolbox” and “Help” options
 Offline – Is shown when the ECU is not powered or the USB cable is not connected.
 USB Link – Is shown when the ECU is powered and USB connectivity is established (USB-Can Dongle plugged
in). However, the user has not chosen to select the “online” mode and the Laptop and ECU are not communicating with each
other. Changes made at this time on the laptop, are not being updated in the ECU. Vehicle ignition power does not have to
be turned on to indicate “USB Link”.
 Online – Is shown when the Laptop and ECU are communicating. Vehicle ignition power must be on in order to enter “Online”
mode. At this point, changes made with the laptop are real-time updated in the ECU. To enter “Online” mode, simply depress
the “USB Link” button with the cursor. At this time, the software checks the data on the laptop (if any is opened) and the data
in the ECU. If they are different, the user is given the choice to retrieve the ECU data, or send the PC data to the ECU. Once
synchronized, the ECU can be real-time programmed by the laptop while online mode is enabled.
Editing Online/What is and is Not Real-Time Programmable – All “tuning” parameters are editable, real-time in online
mode. Certain “configuration” parameters are not editable when on-line. Examples are the Sensor ICF and the Engine and Ignition
Parameters section. If an area is not editable on-line, it will be grayed out and will not be editable.
IMPORTANT: In addition to this, many of these grayed out parameters are “initialized” when the ignition key is first turned on. This
means that after these parameters are changed (or a new Global Folder is sent with new parameters), the ignition key
must be cycled. So, after any of these parameters are changed, OR a new global folder is sent where any of these
parameters are different, simply shut the ignition power off, and turn it back on.
CREATING AN INITIAL CALIBRATION

There are three ways to create an initial calibration. These are:
1. Open one of the base Config files that are included in the software. This is the easiest method for a beginner that has
purchased a complete EFI system.
2. Create a new Config file from base Individual Configuration Files. This is typically desirable when an application “has a
lot of features” such as Nitrous, Boost, etc.
3. Download a base Global Folder, then add the necessary additional Individual Configuration Files (such as Nitrous,
etc.) using the “Toolbox” feature. This is a combination of the first two.
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These choices, described below, will also come up when the software first opens from a main menu.
Downloading a Base Config File
There are many base calibrations provided with the software. To download one of these base calibrations simply:
1. Go to “File”.
2. Select “Open Config”.
3. Select “Base Cals”.
4. A description of each Config file can be seen in the “Notes” field by single clicking on the icon.
5. Once you have picked the appropriate config file, click “Open”.
6. The file will now be loaded on the laptop/PC.
Creating a New blank Config File
A blank base Config File can be created. To do so, perform the following:
1. Go to “File”.
2. Select “Create New Config.
Using a Base Config File and Add ICF’s:
1. Perform all steps above for “Creating a New blank Config File”.
2. On the top of the toolbar select “Toolbox” and “Add Individual Config”.
3. Select the ICF directory for the feature you want to add (Nitrous, Boost, etc.) and select “Open”.
ADVANCED OPERATION
Exporting a Config File to the ICF Library
This is very useful feature for professional tuners, or people that tune more than one vehicle. It allows for an existing Global Folder to
be dissected and have its ICF files put back into the ICF Library, and allows each file to be named individually. For example, the Spark
ICF could be called “LS2 2 bar”. The Boost ICF could be called “.036 Jet Dry Progressive”. These ICF’s can then be used when
creating new Config Files in the future. To perform this:
1. Load the Config File.

2. Select “File” and “Export Config”.
3. A window will open. Choose each ICF you want to export by selecting the “Export” box for each.
4. Name each file as desired.
5. Select “OK”. These files will be created in the ICF library.
NOTE: Never perform any GF modification (ICF addition or subtraction, etc.) through Windows File Manager. All such
operations much be performed within the Holley EFI software. Doing this in Windows File Manager will corrupt the
files.
Importing portions of a saved Config File to an active Config File
This is another useful feature for professional tuners or people that tune more than one vehicle
– it allows specific parameters (tables, settings, curves, etc...) to be quickly imported into the
active Config File open in the software.
1. Open the Config File you wish to modify.

2. Select “File” and “Import Config”.
3. A window will open. Choose the Config File you want to use for importing.
4. A new window will open. This window contains a directory tree of each parameter
within the config file. Bold text indicates there is a difference in that specific parameter
between the config you are importing, and the config you are modifying. Gray text
indicates that the parameter matches between both config files.
5. Select the check box next to all parameters you wish to import.
6. Click “Import” to complete the operation.
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Config Properties
Selecting “Config Properties” from the File menu will allow notes to be saved to the Config File. These notes will then be visible in the
“Notes” field when opening a Config File. This is a useful tool to help identify differences between multiple Config Files.
SAVING AND SENDING FILES

SENDING A CONFIG TO THE ECU
To load/send a Config File to the ECU, perform the following steps:
1. Open a file on the laptop.

2. Turn the ignition power on with the USB Communications cable connected. The Communication mode should say “USB
Link”.
3. Mouse-click on the “USB Link” button.
4. A “sync” will be performed. If the Global Folder in the ECU is different than what is on the laptop, you will be prompted to “Get
from ECU” or “Send to ECU”. To send the current Global Folder on the laptop to the ECU, select “Send to ECU”. The file in
the ECU will be over-written. The Communication mode should now read “Online”.
RETRIEVING A CONFIG FROM THE ECU

To load/retrieve a Global Folder from the ECU, perform the following steps:
1. Open a file on the laptop.

2. Turn the ignition power on. Have the USB Communications cable connected.
3. Mouse-click on the “Online” button.
4. A “sync” will be performed. If the Global Folder in the ECU is different than what is on the laptop, you will be prompted to “Get
from ECU” or “Send to ECU”. To retrieve from the ECU, select “Get from ECU”. The file in the ECU will now reside on the
laptop.
SAVING A CONFIG
To Save a Global folder as a new name, perform the following steps:
1. Go to “File” and “Save Global Folder As”.

2. The Global Folder name that is currently open in the software is automatically populated in the “Global Folder Name” at the
bottom of the screen. You can change it if desired. To create a new directory, or navigate to another drive or directory, select
the “Choose or Create New Directory” button. To go up one directory level, select the “Go up one level (Parent Directory)”
button.
3. Type in the Global Folder name you want to save the calibration as under “Global Folder Name”.
4. Select “Save”. The Global folder is now created and saved.
5. This file can now be saved by selecting the “Save” button in the top toolbar, or going to “File” and “Save Global Folder”.
NOTE: It is highly advisable to always save the initial Global Folder in an unmodified version that you can go back to if the calibration
gets tuned incorrectly.
EMAILING A CONFIG
To email a config to someone, perform the following steps:
NOTE: This will only work if you have an email client like Microsoft Outlook or Webmail configured on your PC.
1. Make sure the config you want to email is currently open.

2. If you have not saved it yet do so by following the “Saving a Config” instructions above this.
3. Go to “File and select “Email Global File”.
4. Type in the name of the email recipient into your email client and press send.
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FUEL
BASE FUEL
Description: The base fuel table is the primary means of determining how much fuel is injected into the engine. The table has an X
axis consisting of engine speed (RPM). The Y axis is engine intake manifold vacuum. 100 kPa is no vacuum which occurs at wide
open throttle. Values lower than 100 kPa indicate intake manifold vacuum. Values above 100 kPa will be seen under boost on
supercharged/turbocharged engines. The following are approximate values:
75 kPa = 7.5 in. Hg (inches of mercury)
50 kPa = 15 in. Hg.
25 kPa = 22.5 in. Hg
150 kPa = 7.5 PSI of boost
200 kPa = 15 PSI of boost
This table represents either “Volumetric Efficiency” (VE) or “Fuel Flow”. Fuel flow units are viewed/used if the “Conversion” checkbox is
enabled at the top of the screen. Volumetric efficiency is a ratio of how much air is drawn into the cylinders, vs. the swept volume
(displacement) of the cylinders. If an engine is 350 cubic inches and it has 100% volumetric efficiency, it means that 350 cubic inches
of air enter the cylinders. Engines will have lower volumetric efficiency when the throttle is closed (which creates a vacuum in the
intake manifold. Most engines will have between 90-100% volumetric efficiency at wide open throttle (when the throttle isn’t restricting
airflow). When the throttle is not fully open, an air restriction occurs, creating manifold vacuum, which will lower the VE of the engine
(typically down to 35-65% at idle). VE will be highest at peak engine torque.
The base fuel table can also be viewed in “Fuel Flow” in pounds of fuel used per hour (lb/hr). Select the “Conversion” checkbox and the
fuel table will be converted to fuel flow. There are benefits to using both fuel flow and VE when tuning, with some of it being what the
user is familiar with. When using VE, make sure that engine displacement is properly entered, as this is used in the fueling calculation.
Fuel flow will almost always increase as engine RPM and load increases. Most gasoline engines will idle between 4 and 12 lb/hr of
fuel. At wide open throttle and peak HP, most typical street engines will require a fuel flow about half of the peak HP (a 400 HP engine
will use about 200 lb/hr of fuel). There should never be any sharp changes in any fuel table.
Using some of these guidelines, will help perform a sanity check of the base fuel table.
The base fuel table can be tuned using the self-tuning the system offers. If manual tuning is desired, the following keys can be used to
adjust a single, or multiple values:
Editing: To edit the graph, click on an area. The following keys are used to raise or lower a value.
Ctrl ↑ - Increases the number 1%
Ctrl → - Increases the number 5%
Ctrl ↓ - Decreases the number 1%
Ctrl ← - Decreases the number 5%
Tuning Basics: Holley recommends tuning the Base Fuel Table by enabling “Base Fuel Learn”, which will automatically tune the Base
Fuel Table while driving or running on the dyno. If manual tuning of the Base Fuel Table is desired, it can be done in open or closed
loop with the engine running. Manually adjust an individual cell or area of cells until the desired A/F ratio occurs if tuning in open loop,
or adjust until the Closed Loop Compensation and Current Learn value nears zero. When manually tuning, make sure that adjacent
cells are smoothed as tuning progresses (best accomplished on the Fuel Graph). Datalogging can also be performed and tuning
performed off-line. Manual tuning in the idle area can be performed to perfect this area above and beyond what the self-tuning may be
able to accomplish.
Tuning Sensitivity: Tuning the Base Fuel Table is best accomplished with the arrow keys versus manual numerical entry. The arrow
keys modify a cell based on percentages (1% or 5% increments) which allows either a small or large number to be incremented in the
same manner. This is an easy and effective manner to adjust this table. A user will quickly get a “feel” on how much change is
required to adjust to the correct air/fuel ratio and whether a 1% of 5% change is required. 5% changes can get a cell close and then
1% changes as the desired target is approached. Be sure to smooth the surrounding cells as the computer interpolates surrounding
values and you don’t want to create a “valley” or a “peak” on one specific cell.
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X and Y Axis Resolution: The X and Y axes can be edited. Note that changing them on a properly performing calibration will “mess
up” the calibration, so the axes should be changed before tuning occurs. Resolution can be added in areas that added in areas where
an engine runs, and values removed where an engine may not operate. Make sure to use a good amount of resolution around the idle
area, especially on forced induction applications. It is a good idea to use 2/3 of the Y axis for non-boosted and the rest for boost areas.
Graph Button: The “Graph” button shows the Base Fuel table in a graphical mode. When you select the “Graph” button that is located
on the base fuel table, it will graph the cells selected. If you highlight a portion of table with the mouse and click the “Graph” button, it
will only graph that area, giving more resolution of that area which can be very helpful compared to looking at the whole graph.
Smooth Button: The smoothing button will smooth a group of cells on the base fuel table. Select a group of cells and press the
Smooth button. It can be pressed multiple times to continue the smoothing process. Excessive smoothing will “flatten” an area
excessively.
FUEL GRAPH
Description: The Fuel Graph is a graphical representation of the Fuel Table. It can be real time edited just like the Fuel Table.
Changes on the graph are reflected on the table and vice-versa. A correctly tuned engine should have a “smooth” graph without peaks
and valleys. Note that if an engine is only tuned by the self-tuning, it will only be tuned in actual areas the engine operates in.
When Utilized: The Fuel Graph is typically modified after either manual or Self-Tuning of the Base Fuel Table is performed. It allows
for peaks, valleys, or areas that haven’t been tuned to be easily visualized and corrected.
Note that changes made during the Self-Tuning process, and shown in the Learn Table will not be shown in the Fuel Graph (or Base
Fuel Table), until a transfer Learning to Base” function is performed.
The graph should always be smoothed after performing a “Transfer Learning to Base”. Smoothing after Self-Tuning can help areas that
were not affected during the Self-Tune process, but may be used during other driving conditions. If this smoothing is not performed, it
is advisable to not transfer the learn table.
Frequency of Use: The Fuel Graph will typically be viewed on a regular basis during the tuning process. If at any time it is viewed, it is
noted that there are areas that need to be smoothed, or offsets made to large areas to speed up the tuning process, they should be
performed at that time. When manual or Self-Tuning is completed, the graph should be viewed. The overall graph should have a
“smooth” shape. If this is not the case, non-conforming areas can be modified.

Looking at the entire 31x31 graph does not allow you to clearly see areas that have to be smoothed, particularly in the idle areas. You
can zoom into a smaller portion and view this area in a graphical manner. To do so, go the Base Fuel table (the numerical table), select
a block of cells with the mouse cursor, then select “Graph” at the top of the screen. The graph should always be “smooth”. When
viewed as fuel flow the numbers should never have a decrease in value at a higher RPM or load point. In VE mode the numbers
should always increase vertically and mimic the shape of the torque curve horizontally.
Smooth Selected: Smooths the selected cell with the surrounding cells
Smooth All: Smooths the entire graph. Selecting this repeatedly could ruin the table so be cautious.
Tuning Basics: Do not “over-smooth” the Fuel Graph. You do not want to damage correct tuning accomplished during the Self-
Tuning or manual tuning process. It’s better to be conservative to start. However, the tuning process can be expedited greatly by
modifying areas that need to be increased or decreased, to coincide with areas that have already been tuned. Don’t change areas that
have been carefully manually or self-tuned, but rather increase or decrease areas that haven’t been tuned to blend in with tuned areas.
LEARN TABLE
Description: The Learn Table populates automatically when the fuel learning process occurs. This table can be manually edited if
needed (if for whatever reason it is desired to either zero out an area or smooth another). The values reveal “self-tuning” that occurred
on specific cells if the self-learning mode has been enabled. The numbers reflect an offset percentage that is applied to the Base Fuel
table in order to comply with the Target A/F ratio. This data is stored in the ECU and is constantly being updated when Fuel Learn is
enabled.
Values: Units = Percentage. These values can increase until they reach the user programmed limits on the “Learned Compensation
Limits %” table.
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When Utilized: Self Tuning should be used whenever possible as it is much easier than having to manually tune an engine cell by cell.
There may be some times when it is not advantageous to employ Self Tuning, or at least not during all engine operating conditions.
Such examples may be:
1) Engines with extremely large camshafts/overlap may indicate a “false lean” A/F reading at low RPM (below 1200-1600). If
this is the case, set the learn parameters so that learning is not enabled below a certain RPM.
2) Engines with short exhaust systems or oxygen sensors placed very close to the end of the exhaust.
3) Very fine tuning of idle: Some engines may have a “finicky” idle that requires manual tuning to create a desirable curve or
smoothness that is difficult for Self-Tuning to duplicate. Indications of this need would be a “surging” idle.
Frequency of Use: Self Tuning should be employed for any application to perform Base Fuel Table tuning. However, transferring of the
learn into the base table should be used very sparingly and only after long periods of learning have been completed.
X Axis: The X axis is copied from the Base Fuel table and is not editable.
Y Axis: The Y axis is copied from the Base Fuel table and is not editable.
Transfer Table: This function transfers the current learn table into the Base Fuel table. Once this action is performed, it can’t be
reversed. This action should only be performed once all areas of the fuel table have been fully learned. Once the transfer is
performed, the user should go into the fuel graph and smooth the entire table. It is advised to zoom into smaller areas of the graph,
rather than the entire table as the entire graph does not have the resolution needed. When the transfer occurs, you will be prompted to
“smooth the fuel table with the learned values”. Typically, it is a good idea to select “Yes”, as this will smooth transitions from learned
and non-learned areas.
Clear Table: Selecting this will clear the learn table, and will not transfer data to the base fuel table. Perform if for some reason the
learned values are thought to be corrupt or not necessary.
TARGET AIR/FUEL RATIO

There are two options on how to adjust the Target Air/Fuel Ratio, either the “simple” method which adjusts an average value for the
“Idle”, “Cruise”, and “WOT” (Wide Open Throttle) areas, or a 16x16 table where individual cells are adjusted.
When one or the other is adjusted, it modifies the other method. To select which option is used change the “Type” to one or the other.
The Target Air/Fuel Ratio table is truly the “tuning” table used when an engine is running closed loop with the learn function enabled.
The A/F ratio should be adjusted for maximum power and efficiency as well as safe operation. If searching for maximum fuel economy
at one point, you can monitor the Fuel Flow variable at a steady state point. Keep leaning the Target A/F value until either the fuel flow
increases or the engine operation becomes unsatisfactory. When tuning on the dyno, alter the Target A/F for maximum (safe) power.
Values: Units = “Air/Fuel Ratio”. Range from 2.0 to 20.0.
Tuning Basics:
 Enter based on the specific fuel used (gasoline, E85), meaning the stoichiometric value is the actual value for each fuel type.
Make sure the fuel type is selected in “EFI Parameters” screen. Note that the stoichiometric A/F value for gasoline is 14.7:1
and 9.7:1 for E85.
 “Cruise area” is tuned to maximize fuel economy and drivability. This area is typically 13.5 to 15.0:1 for gasoline engines.
 “Load” and “Wide Open Throttle” need to be tuned for safe and/or maximum power. This area is typically 12.0 to 13.2:1 for
naturally aspirated gasoline engines. Boosted engines are typically 11.5-12.5:1
 Do not have any sharp transitions between cells. Blend them together
This table works in conjunction with the base fuel table and has a one to one relationship with the learned cell and that same cell on the
base fuel table.
Show Lambda: When the box is checked the Air/Fuel Ratio values will be converted to Lambda
X Axis: Values are taken from the Base Fuel table.
Y Axis: Values are taken from the Base Fuel table.
Smooth Button: The smoothing button will smooth a group of cells on the base fuel table. Select a group of cells and press the
Smooth button. It can be pressed multiple times to continue the smoothing process. Excessive smoothing will “flatten” an area
excessively
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Graph Button
The graph button opens up a graphical view of the target A/F table. This can be edited. The table should be relatively smooth and not
have large dips or peaks.
Smooth Selected: Smooths the selected cell with the surrounding cells
Smooth All: Smooths the entire graph. Selecting this repeatedly could ruin the table so be cautious.
ALPHA-N IDLE FUEL

NOTE: Alpha-N is never used for supercharged or turbocharged engines.
This table is only enabled if the “Combo” load sensing method is enabled (under Engine Parameters – Load Sensing). Alpha-N fueling
strategy will be enabled below the “RPM and TPS Activation” values. This table will be used for fueling values instead of the base fuel
table. This is only desirable to use on applications that have extremely low idle vacuum (less than 80 kPa).
ACCELERATION ENRICHMENT
The “Acceleration Enrichment” tables perform the same function as the accelerator pump on a carburetor. They give a quick shot of
extra fuel when the throttle pedal is pressed to eliminate a lean hesitation.
There are several tuning strategies when tuning Acceleration Enrichment (AE) that will end in a similar result. Primary AE fuel addition
can be triggered by MAP or TPS based tables and other tables, such as TPS vs. AE, can be utilized. There is no completely right or
wrong way. However, some general guidelines are to use the TPS AE as the primary fuel adder for most applications. Applications
that are more ideal to MAP based AE applications where the vehicle is very heavy or the gearing very high (numerically low). These
applications may see a large change in MAP with a small change in TPS.
AE VS. TPS RATE OF CHANGE

Description: Ads additional, momentary fuel based on the rate of change of the TPS. Same function as an accelerator pump on a
carburetor.
Values: Units = Lb/hr Fuel
Tuning Basics:
 Only tune when engine is up to operating temperature.

 Only tune after the Base Fuel Table is fully tuned.
 Watch in online mode to see what area of table is being utilized.
 Free rev the engine slow and fast and tune first. Typically, if the engine stumbles it is lean and needs more fuel. It is easy to
adjust and see how the engine responds and change accordingly.
 Next, tune under load.
 Typically, the curve will be a linear slope.
 AE fueling can be reviewed on a datalog to see what contribution it provides to fueling and if it’s tuning is contributing to a lean
condition.
Tuning Sensitivity:
 For values below 5, increment by .5.

 For values between 5 and 10, increment by 1.
 For values above 10, increment by 2.
 Most applications will have a value of 1-5 in the first cell and linearly increase to a value of 30-80 in the last cell.
AE VS. TPS ROC BLANKING VALUE (Acceleration Enrichment vs. Throttle Position Sensor Rate of Change Blanking Value)
Description: This is the threshold of movement/Rate of Change (ROC) below which fuel is not added due to signal “noise”. For a
TPS, this might be vibration, or “very slow” movement of the throttle during which you would not want added fuel. The default values are
moderately conservative and should work on most applications. However, some applications with large throttle bodies might prefer to
use a lower AE vs. TPS RoC Blanking value. It is recommended to be very cautious when changing these values, as too low of a value
will invoke unwanted added TPS vs. AE fuel, causing the engine to run sporadically, adding extra fuel when it is not needed. When
lowering the value, it is beneficial to look at the data monitor and/or data logs at the “TPS RoC” values, and see if there is unwanted
activity with either. For just about any application 7 is a good value to use.
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AE TPS VS. COOLANT TEMP
Description: Modifies the AE vs. TPS Rate of Change Graph based on engine coolant temperature.
Values: Units = “Percentage” of AE vs TPS Fueling. 100% does not change the base table. Numbers above 100% will add that
percentage (for example, 150% will add 50% to the base table). Numbers below 100% will decrease the percentage of the base table
(for example, 40% will decrease the base table 60%).
Tuning Basics:
 Values as high as 300% are possible at cold engine temps
 Approaches 100% and then possibly less as engine gets to operating temperature
 Tune AE vs TPS table when the engine is warm first and then use this table to adjust at colder engine temperatures
AE CORRECTION VS. TPS

Description: Modifies the AE vs. TPS Rate of Change Graph based on throttle position
Values: Units = “Percentage” of AE vs. TPS Fueling. 100% does not change the base table. Numbers above 100% will add that
(for example, 40% will decrease the base table 60%). This value allows changes to acceleration enrichment that only affects that
specific throttle position.
Tuning Basics:
 Dependent on throttle body design - Large bore throttle bodies may need higher values off-idle.
 Typically, table will decrease below 100% at 25-50% throttle and decrease down to 25-50% correction up to 100% throttle
opening.
AE VS. MAP RATE OF CHANGE

Description: Adds additional, momentary fuel based on the rate of change of the MAP sensor.
Values: Units = Lb/hr Fuel
Tuning Basics:
 Only tune when engine is up to operating temperature.

 Only tune after the Base Fuel Table is fully tuned.
 Watch in online mode to see what area of table is being utilized.
 Free rev the engine slow and fast and tune first.
 Next, tune under load.
 Typically the curve will be a linear slope.
 AE fueling can be reviewed on a datalog and overlay function to see what contribution it provides to fueling and if it’s tuning is
contributing to a lean condition.
Tuning Sensitivity:
 For values below 5, increment by .5.

 For values between 5 and 10, increment by 1.
 For values above 10, increment by 2.
 Most applications will have a value of 1-5 at in the first cell and linearly increase to a value of 20-40 in the last cell.
AE VS. MAP ROC BLANKING VALUE (Acceleration Enrichment vs. Manifold Air Pressure Rate of Change Blanking Value)
Description: This is the threshold of movement/Rate of Change (ROC) below which fuel is not added due to signal “noise”. For a MAP
sensor, this might be MAP signal movement due to idle fluctuations. The default values are moderately conservative and should work
on most applications. However, some engines with large cams and idle vacuum fluctuations may need a larger MAP vs. AE value, due
to MAP sensor fluctuations. When lowering this value, it is beneficial to look at the data monitor and/or data logs at the “MAP RoC”
values, and see if there is unwanted activity with either. For most applications 15 is a good value to use.
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MAP AE TIME VS. COOLANT
Description: The length of time it takes for the AE vs. MAP fuel to decay from peak value to 0.
Values: Units = milliseconds
Tuning Basics:
 Typically increased at colder engine temperatures

 Use to reduce a lean A/F reading when engine load quickly increases.
Tuning Sensitivity:
 Increase or decrease in increments of 25 to see a change.

 Most applications work well with a range of 100 to 400.
MAP AE VS. COOLANT

Description: Modifies the AE vs. MAP Rate of Change Graph based on engine coolant temperature.
Values: Units = “Percentage” of AE vs. MAP Fueling. 100% does not change the base table. Numbers above 100% will add that
(for example, 40% will decrease the base table 60%).
Tuning Basics:
 Values as high as 300% are possible at colder engine temperatures

 Reduces to 100% and then possibly less as engine gets to operating temperature
GRAPH
Description: Use the graph to ensure that the desired slopes are achieved and values do not show non-conformities.
TEMPERATURE ENRICHMENT
The fuel modifiers allow modification of the Base Fuel table values based on engine coolant temperature and air temperature.
COOLANT TEMP ENRICHMENT

Description: The basic purpose of the engine coolant modifier is to add enough extra fuel when the engine is cold such that the engine
can still maintain the target A/F ratio and run smoothly. When an engine is cold, the burn efficiency is low and extra fuel is required.
Engines also may prefer to be run at a richer target A/F ratio as well. That is the purpose of the “A/F Ratio Offset” table. It provides a
rich offset to the base target A/F ratio table. When all of these tables are tuned ideally, the closed loop compensation should be
minimized which results in best overall operation.
The tuning of the A/F offset and Coolant Temperature Enrichment % then becomes somewhat of a balancing act. If the A/F Offset is
increased at a certain engine temperature, the Coolant Temperature Enrichment may need to be increased as well to minimize closed
loop correction.
Note that the base calibrations should work fairly well for most applications. However, a person can spend as much time as they want
to make things “perfect”. Keep in mind the closed loop operation will continually adjust reducing the need for “precise tuning” as
compared to an open loop system.
Values: Units = Percentage. Range = 70-200%
Tuning Basics:
 Before tuning this table, make sure that the Base Fuel table is reasonably tuned.
 To tune this table, look at the closed loop compensation value. If it has to add fuel, increase the Coolant Temp Enrichment %.
If fuel is being removed, lower the %. Note that this may change as a function of what temperature the engine was started at.
Getting the closed loop compensation so that it is about +/- 5% under most conditions will result in a good calibration.
 When an engine is cold, more fuel needs to be added due to several reasons, this table allows for a specific percentage
increase or decrease to be applied to the base fuel table value.
 This table works in conjunction with the “A/F Ratio Offset” table below it. If the A/F Ratio Offset table is increased, the Coolant
Temperature Enrichment table will require an increase as well.
Tuning Sensitivity:
 Change the values in increments of 1%, unless a large change is needed.
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AFR RATIO OFFSET
Description: A positive value LEANS the target A/F ratio and a negative value RICHENS the target A/F ratio.
Values: A/F Ratio. Range -5.0 to +5.0
Tuning Basics:
 Typically the maximum value needed at cold temperatures would be -2.0

 Inputting too high a value can waste fuel and foul plugs
Tuning Sensitivity:
 Change in increments of .1-.2
AIR TEMP ENRICHMENT TABLE

Description: The Air Temperature Enrichment % table is used to add additional fuel based on air temperature. As air gets colder it
typically becomes denser, requiring more fuel. This table is beneficial to minimize closed loop correction values.
Values: Units = “Percentage”, Range = 0-300%
Tuning Basics:
 Typical values would range from 90% to 115%

 When the air temperature is colder (making it more dense), more fuel is needed to maintain the target A/F ratio. The opposite
is true when the intake air is hot.
 Tuning Sensitivity:
 Change in increments of 1%.
AIR TEMP ENRICHMENT GRAPH

Drag Racing Comments

Every tuner has their own strategies on tuning. However, when bracket racing, it can sometimes be beneficial to make sure there are
no Coolant or Air Enrichment variables in play when a vehicle makes a pass. That way, the same amount of fuel is injected pass after
pass. However, if no modifiers are used and the engine is run open loop, the base fuel table should be adjusted accordingly for large
differences in air conditions. Make sure that it isn’t too lean when the air is “good” or too rich when the air is “bad”.
STARTUP ENRICHMENT
Description: The Startup Enrichment tables deal with fueling during engine cranking and immediately after.
The Cranking Fuel table is the amount of fuel injected while the engine is cranking. The base tables should be fairly close for most
applications. If this table is too low, an engine may have extended cranking before starting. Increase the value at that engine
temperature and see if the startup improves. If an engine starts and is “loaded up” (too rich) with fuel, these values may have to be
decreased. Engines always require more fuel when they are cold.
The After Start Enrichment table modifies the Base Fuel table value for a short period of time after the engine starts. Once the Base
Fuel table is tuned, if an engine starts and is too rich or too lean for a few seconds, this table can be adjusted to add or reduce fuel
momentarily.
The After Start Decay rate is how many seconds it takes for the After Start Enrichment to decay out. This is extended when the engine
temp is cold.
Note:
The Enable Fuel Prime option helps with quicker startups. For Terminator X EFI applications, the system will inject a single pulse of fuel
when the key turns on to wet the intake runner. The pulse width of the single shot of fuel prime fuel is based off the Cranking Fuel
value as well as the coolant temperature. A value of 150% is usually a good starting point.
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Cranking
Enrichment
Afterstart
Enrichment
Coolant Modifier
Fuel Fuel Map (Base Fuel Amount)

Amount
COLD Temperature HOT
CRANKING FUEL
Description: Amount of fuel that is injected when the engine is cranking based on engine temperature.
Values: Units = Lbs/hr of fuel. Note: This value is translated into an injector pulse width (based on actual injector flow used) and is
then again corrected based on engine cranking speed. The values entered are based on a 200 RPM cranking speed and then
corrected for different cranking speeds. This is transparent to the user.
Tuning Basics:
 Simply stated, if an engine needs more or less fuel to start, at a certain engine coolant temperature, raise or lower this table
accordingly.
 Note that it is sometimes difficult to tell if a slow start is due to too much or too little fuel. Too much (rich condition) may act
like too little. It is best to just go in one direction or the other and try.
 The base calibrations, if used on a similar engine, should be close and not require significant modification.
Tuning Sensitivity:
 For values of 5 - 15, raise or lower in increments of 1 - 2.

 For values of 15+, raise or lower in increments of 3 - 4.
Startup Settings
Clear Flood TPS: Above this value, no fuel will be injected when the engine is cranking/starting. Typically set to 50% or higher
Fuel Prime Percent: The pulse width of the single shot of fuel prime fuel is based off the Cranking Fuel value as well as the coolant
temperature and multiplied by the “Fuel Prime Percent”. A value of 150% is usually a good starting point.
AFTER START ENRICHMENT

Description: Modifies the Base Fuel table flow based on engine temperature. This fuel is added immediately after an engine starts,
and then is decayed out after several times based on programmable parameters. It adds needed fuel after an engine starts when the
intake walls are dry and the engine components cold.
Values: Units = Percentage
Tuning Basics:
 Will range from 100% at operating temperatures to up to 250% at cold temperatures.

 Tune only after the Base Fuel table AND the Coolant Temp Enrichment % tables are tuned.
If an engine is too lean (or rich), immediately after it is started, this table can be modified.
 Look at appropriate data monitor parameters or a datalog to see if more or less fuel is needed after startup.
Tuning Sensitivity:
 For higher values (150%+) change in increments of 5 - 10%. Note once an engine is started, you lose the “real” cold start
when the intake walls are dry and the engine components cold.
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AFTER START HOLDOFF
Description: The amount of time after engine starts to when the after start fuel is deployed.
Values: Units = milliseconds
Tuning Basics:
 This table typically does not need to be tuned from the base parameters.
 If this value too large, an engine may stumble before the after start enrichment occurs.
AFTER START DECAY RATE

Description: The amount of time it takes for the After Start Enrichment to decay to zero.
Values: Units = Seconds
Tuning Basics:
 This parameter is used in conjunction with the actual After Start Enrichment value to assist with tuning immediately after an
engine starts.
 If an engine is too lean after initial start, the option is to either increase the amount of After Start Enrichment, or lengthen the
After Start Decay rate.
Tuning Sensitivity:
 For lower values below 10, adjust in increments of 1-2.

 For values from 10-30, adjust in increments of 3-5.
FUEL CONTROL
DECEL FUEL CUTOFF

Description: Allows for fuel to be shut off under “deceleration/vehicle coast” conditions for fuel conservation. It typically doesn’t offer
many “drivability” benefits. Can be enabled or disabled.
Tuning Basics:
 This shuts off fuel during vehicle coast conditions to save fuel. Occurs when engine RPM is over a specific point and TPS =
0%.
 If used, it is important that these parameters are optimized for a specific vehicle application. If the parameters are not correct,
drivability issues such as bucking, or hesitation may occur.
FUEL CONTROL DECEL WAIT TIME:

Description: The amount of time before fuel is cut off after the TPS goes to 0% when the vehicle is at a coast-down condition.
Values: Units = Seconds
Tuning Basics:
 Values are typically .5 to 2.0 seconds.

 It is most difficult to get seamless operation on a manual transmission. Increasing this number can help drivability.
Tuning Sensitivity:
 May tune in .2 second increments.
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FUEL CONTROL RPM ADDED TO IDLE FOR FUEL REACTIVATION
Description: This is part of the equation that determines when fuel will be “turned back on”. This number is added to the “RPM Above
Idle to Start Ramp” (see Idle Parameters) to determine how many RPM above the target idle speed fuel will be turned back on.
Tuning Basics:
 This value must be high enough so that the engine RPM doesn’t “bounce” back and forth between a fuel on and fuel cutoff
condition. This is specific to each vehicle and its drivetrain.
 For manual transmissions, a value of 300 would be a good starting point. For automatics, a higher number may be needed.
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SYSTEM
ENGINE PARAMETERS
The Engine Parameters section contains parameters that must be properly filled out for proper engine operation.
ENGINE
Number of Cylinders: Select for 4, 6, or 8 cylinder engines
Engine Displacement: Enter the engine displacement in cubic inches or Liters. Ensure this is correct as it is part of the volumetric
efficiency formula used to calculate fuel flow.
LOAD SENSING
Speed Density
 Fuel/Spark Table X axis = RPM

 Fuel/Spark Table Y axis = MAP
 Fuel map units = lb/hr
Alpha-N
 Fuel Spark Table X axis = RPM

 Fuel Spark Table Y axis = TPS
 Fuel map units = lb/hr
Combo
This method uses a combination of Speed Density and Alpha-N. A 6x6 idle fuel table is used in addition to the base fuel map to add
tunability to naturally aspirated engines with large camshafts.
 Idle Fuel Table

o X axis = RPM
o Y axis = TPS
o Fuel map units = lb/hr
 Base Fuel Table
o Fuel/Spark Table X axis = RPM
o Fuel/Spark Table Y axis = MAP
VE Based
This is the default load sensing method used with Terminator X base calibrations.
 Fuel/Spark Table X axis = RPM

 Fuel/Spark Table Y axis = MAP
 Fuel map units = %VE
VE Combo
This method uses a combination of VE and Alpha-N. A 6x6 idle fuel table is used in addition to the base fuel map to add tunability to
naturally aspirated engines with large camshafts.
 Idle Fuel Table

o X axis = RPM
o Y axis = TPS
 Base Fuel Table
o Fuel/Spark Table X axis = RPM
o Fuel/Spark Table Y axis = MAP
o Fuel map units = %VE
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FUEL TYPE
Fuel: Select “Gasoline” or “Ethanol” for the Fuel Type. This tells the ECU what the stoichiometric A/F ratio is of the fuel used. Gasoline is
14.7:1 and Ethanol is 9.765:1. This dictates how the target air/fuel should be configured in the Target A/F Ratio table.
NOTE: When changing fuel type you will be asked if you want to update the target Air/Fuel Ratio table for the new fuel type.
Stoichiometric Value: This is the actual Stoichiometric value used by the ECU. It is auto filled with the proper value when Gasoline or
E85 is selected and becomes editable when Advanced is selected.
NOTE: Unless you clearly understand stoichiometry and how the Terminator X ECU uses it, do not use the advanced option.
EFI SYSTEM
Injection Type: List of supported Injection types: MPFI & TBI
WB02 Sensor: List of supported WBO2 sensor types
Fuel Pump Prime: This adjusts the amount of time the Fuel Pump is active at initial key-on with no RPM signal.
Actual System Pressure: Enter the actual system pressure used. Incorrect entry will cause the fueling to be inaccurate.
Injector End Angle: This is the crank angle at which the injection event will end.
A value of zero indicates the injection event will end at BDC of the intake stroke.
Positive values indicate the injection event will end after BDC of the intake stroke
Negative values indicate the injection event will end before BDC of the intake stroke
Injector End Angle Table: The “Enable Injector End Angle Table” checkbox will open a 16x16 end angle table, replacing the single
value in the Engine Parameters. This table is a separate tab in the System Parameters ICF.
FUEL INJECTOR INFORMATION
Injectors: List of pre-configured injectors
Rated Flow per Injector: Enter the injector flow value in lb/hr.
Rated Injector Pressure: Enter the rated injector pressure in PSI.
Note: Both of these parameters need to be accurate of inaccurate fueling will occur.
Min Injector Opening Time: Minimum injector opening value for the injector.
Injection Strategy:
Sequential – Fires each injector every 90 degrees based on firing order. Requires a cam sync signal.
Untimed Sequential – Fires each injector every 90 degrees. But since there is no cam sync signal, it is random which
cylinder is first triggered.
Paired - Similar to Bank to Bank, except only two injectors are fired at a time (Fires a pair of injectors every 90 crankshaft
degrees).
Bank to Bank – Fires half the injectors and then the other half every 180 crankshaft degrees (injectors fire once per
revolution).
Injector Off Time: The injector off time curve (or dead time) is the duration of time where there is no flow between the time an injector
is commanded open and closed. This is specific to every injector as well as the system operating voltage. Pressure also affects this
number. The 1x16 curve in the software accounts for varying system voltage.
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IGNITION PARAMETERS
IGNITION TYPE
This must be selected based on the crank signal that will be used. They consist of the following:

 Magnetic
 Holley Dual Sync
 Coil (Inductive Coil Only, No Timing Control)
 CD Box Tach Output or any 12V Square Wave (Not Timing Control)
 GM HEI (Computer Controlled)
 GM LSx 24 tooth
 GM LSx 58 tooth
 GM GEN V LTx W/VVT
 GM GEN V LTx Non-VVT (Locked Cam)
 Ford TFI 8 Cylinder Sequential
 Ford 7.3 Godzilla
 Ford Coyote W/Ti-VCT
 Ford Coyote Locked Cams (Non-Ti-VCT)
 Ford Modular 2V/4V, 4.6 and 5.4, COP
 Ford Modular 2V/4V, 4.6 and 5.4, Waste-Spark Coils
 GEN III HEMI 60-2, non-VVT
 GEN III HEMI 60-2, with VVT
 GEN III HEMI 36-2+2, COP
 GEN III HEMI 36-2+2, Waste-Spark Coils
 Sniper HyperSpark 8cyl Sequential CCW
 Sniper HyperSpark 8cyl Sequential CW
 Sniper HyperSpark 6cyl Sequential
 Sniper HyperSpark TBI / 1 pulse per fire
 Custom - See custom section for crank and cam sensor settings used in some of the above dropdowns
KNOCK SENSORS
Type – Choose from either “1 wire” (Resonant) or “2 wire” (Non-Resonant) sensors
NUMBER – SELECT IF THE ENGINE HAS 0, 1, OR 2 SENSORS PRESENT.

NOTE: If you are not using any knock sensors, make sure you select 0
Frequency – The frequency range that the ECU will be monitoring for knock (the ECU will look frequencies 500 Hz above and
below this value).
 For a 1-wire (resonant) sensor, the sensor typically has an intended design frequency. It is affected by the specific
engine, chassis, and installation as well.
 For a 2-wire (non-resonant) sensor, this is driven primarily by the bore diameter of the engine.
Sensitivity - Description: Use to adjust the sensitivity of the knock sensor output. The knock output is indicated by the “Knock
Level” parameter in the data monitor and data logger. A knock level of 80 and above indicates to the ECU that knock is
present. If this level is over 80, and actual engine knock is not occurring, reduce the sensitivity value. If actual engine knock is
occurring, and the knock level is not over a knock level of 80, increase the sensitivity. Reference the Tuning portion of the
manual on properly setting up the knock parameters.
TUNING THE KNOCK SENSOR PARAMETERS
Knock sensors are designed for use on a factory engine and vehicle. When these sensors are installed in a non-original engine and/or
vehicle, the user must be aware of the following:
 Adjustment of the knock sensor parameters may be required such that the ECU can properly distinguish between an actual
knock condition, and a non-knock condition. This process is described below.
 Items such as mechanical (solid) cams may introduce noise frequencies into the engine that may inhibit the proper operation
of the sensor.
19
Knock sensors are a device that output a signal to the ECU. This signal contains a spectrum of many different frequencies. The
purpose of a knock sensor is to output a signal in a specific frequency range when knock occurs such that the ECU can recognize a
knock condition. The signal when knock occurs should have a much larger amplitude (strength) compared to when knock does not
exist. This is how the ECU properly determines when knock is and is not occurring. This requires that the proper frequency be input by
the user for the specific sensor and application.
There are two basic types of knock sensors: a “Resonant” sensor (which has one wire) and a “Non-Resonant” sensor (which have two
wires). Most newer vehicles use a Non-Resonant sensor. These sensors serve the same purpose, but function very differently.
 1-wire resonant sensor typically is designed for an intended knock signal frequency. It is affected by the specific engine,
chassis, and installation as well.
 2-wire non-resonant sensor has a knock output frequency that is primarily driven by the bore diameter of the engine. A chart
is provided below to provide the user with a calculated starting frequency.
Setup Parameters
The following Parameters must be set in the software for knock sensors:
Type: Choose from either “1 wire” (Resonant) or “2 wire” (Non-Resonant) sensors.
Number: Select if the engine has 0, 1, or 2 sensors present.
NOTE: If you are not using any knock sensors, make sure you select 0.
Frequency: This is an adjustable parameter. If this value is not the correct value for the specific sensor and application used, engine
knock will NOT be detected. It is imperative that this value be entered properly. Information for setting this is below.
Sensitivity: This parameter is used to adjust the scaling of the knock sensor signal. If false knock is being detected, it should be
lowered. If actual engine knock is NOT being properly detected, this value can be raised. Start with a value of 50.
“Knock Level” Parameter: The Knock Level parameter can be found in the data monitor and data logger. It is a key parameter when
monitoring and tuning knock control. This is a value from 0-100. This value is a reading of the magnitude of the knock sensor output in
the frequency range selected. If this value reaches “80” and above, the ECU will read this as a knock event and perform timing
retard. Values below “80” are not seen as knock.
Initial Frequency Recommendations
Non-Resonant Sensor
The following table is used to input a baseline knock sensor frequency for a NON-RESONANT (2-Wire) sensor. The “Recommended”
selection is the line that you want to use to determine a starting point. The “2nd Choice” would be a second selection if for some reason
the recommended frequency does not offer the desired outcome. The “3rd Choice” values can also can indicate knock, but the signal is
not as large as the other choices and is typically not used.
To determine the frequency, find the bore diameter in inches for you engine at the bottom of the page (X axis), move up to the
“Recommended” line (blue). Move to the left to the Y axis and find the corresponding frequency.
For example, a 5.7L LS1 engine has a bore size of 3.90 inches. This would result in a Theoretical Knock Frequency of 6.0 kHz.
This table offers an excellent starting point for a Non-Resonant sensor. However, tolerances in components and differences in each
application may require adjustments.
20
Resonant Sensor
The proper frequency for a Resonant (1-wire) sensor is mostly dependent on the sensor design itself. The engine and chassis also can
alter the best frequency selected. So it is required to find this information in a service manual or other source if a resonant sensor is
used.
The following is a recommended starting point for two common GM Resonant 1-wire sensors:
AC Delco PN 213-3521, GM PN 12589867 – Commonly used on 1998-2006 GM LSx engines. Baseline Frequency – 11.1 kHz
AC Delco PN 213-324, GM PN 10456288 – Used on Late 80’s GM engines. Baseline Frequency – 5.2 to 6.5 kHz
“Tuning” the Knock Sensor Settings
The following is the recommended process for testing and setting proper knock parameters.
1. Per the recommendations above, set the knock sensor parameters.
2. Make sure the base timing table is calibrated such that you will have no knock at any RPM and load. Set the “Max Timing
Retard” in the ESC parameters to 0.
3. Drive the vehicle and take a data log. Record at idle, cruise, and WOT. Look at the following parameters on a data log:
 Knock Level
 RPM
 MAP
 TPS
 Ignition Timing
4. Review the log. You specifically want to look at the “Knock Level” parameter. It should never be over 80. If it is (and you didn’t
actually have real/audible engine knock), you need to lower the “Sensitivity” value until all non-knock conditions result in a
Knock Level below 80. When properly adjusted, a WOT knock level value should be around 20-50. Idle may be 0-10.
5. Once the Sensitivity is adjusted properly for non-knock levels, enter “Max Timing Retard” Values of 20 (or whatever your
preference is).
6. To check for proper knock retard, the ignition timing can now be advanced to a level that induces knock. When knock occurs,
the “Knock Level” should exceed a value of 80 and knock retard should occur. If knock occurs and the knock level is below
80, the Sensitivity is not adjusted properly or the Frequency is not correct.
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NOTE: Inducing knock can harm your engine. If you are testing the sensor response by inducing knock, be VERY careful. If
your vehicle is too loud to hear audible knock, be very careful. You do not want to operate an engine under a prolonged knock
period. Damage can occur immediately in some engines.
7. If the Frequency and Knock level are properly set, the knock retard will respond appropriately and remove timing until the
knock is eliminated.
FIRING ORDER
DESCRIPTION: THE FIRING ORDER IS REQUIRED TO PROPERLY OPERATE SEQUENTIAL FUEL INJECTION OR A DIS
IGNITION SYSTEM. IN ORDER TO PROPERLY SPECIFY THE FIRING ORDER, DRAG EACH CYLINDER NUMBER TO ITS
PROPER POSITION.
WARNING: IMPROPERLY SELECTING THE FIRING ORDER CAN CAUSE SEVERE ENGINE DAMAGE TO AN ENGINE
EQUIPPED WITH DIS IGNITION.
Global Timing Limits

Description: The Global timing limits will prevent the ignition timing from ever exceeding the values entered. Individual cylinder trims will be
added on after the limit is applied so individual cylinders may exceed the limit values by the trimmed amount.
Minimum Timing limit: The minimum timing value that can ever be delivered to the engine.
Limits: -90 to 90
Maximum Timing Limit: The maximum timing value that can ever be delivered to the engine.
Limits: -90 to 90
CUSTOM IGNITION
CRANK SENSOR
Type: Allows selection of the following crankshaft inputs:
 LSX 24X - Intended for use with a factory gm lsx 24 tooth sensor. The timing offset can be changed if the actual timing
does not match the commanded. A factory engine block/sensor should use a timing offset of zero.
 LSX 58X – Intended for use with a factory gm lsx 58 tooth sensor. The timing offset can be changed if the actual timing
does not match the commanded. A factory engine block/sensor should use a timing offset of zero.
 GM GEN V LTX 58X - Intended for use with a factory gm ltx 58 tooth sensor. The timing offset can be changed if
the actual timing does not match the commanded. A factory engine block/ sensor should use a timing offset of zero.
 CHRYSLER NGC 36-2+2 – This crank sensor type is commonly found in late model gen iii hemi applications.
 Ford 58x (Godzilla) – intended for use with factory ford crank sensor. A factory engine block/ sensor should use a
timing offset of zero.
 24 TOOTH – Intended for use with reluctor wheels utilziing 24 evenly spaced teeth with none missing.
 12 TOOTH – Intended for use with reluctor wheels utilziing 12 evenly spaced teeth with none missing.
 ONE PULSE PER FIRE – This is selected for a “typical” crank trigger or distributor based system. 1 pulse/fire means that
there is one sensor trigger for every time a plug is fired. For a v8 engine, this would be a crank mounted wheel with 4
magnets/hall triggers. On a distributor with an 8 lug reluctor wheel for a magnetic pickup or “8 windows” for a hall effect
sensor.
 60-2 – Designed for use with Holley (or other) 60-2 (58 plus 2 missing teeth) trigger wheels.
 36-2 – Intended for applications that use a 36 tooth trigger wheel that is missing 2 teeth in a row.
 36-1 – Designed for use with Holley (or other) 36-1 trigger wheels. This reluctor style is commonly found on ford
modular and coyote applications.
 32-2 - intended for applications that use a 32 tooth trigger wheel that is missing 2 teeth in a row
 24-2 - intended for applications that use a 24 tooth trigger wheel that is missing 2 teeth in a row.
 24-1 - intended for applications that use a 24 tooth trigger wheel that is missing 1 tooth.
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LATE MODEL CRANK SENSOR SETTINGS:
- Ford Coyote
o Type: 36-1
o Timing offset: 0
o Tdc tooth: 5
o Sensor Type: Magnetic
o Minimum Signal voltage: 0.30v
o Filtering: level 4
- Ford 4.6L and 5.4L Modular
o Type: 36-1
o Timing offset: 0
o Tdc tooth: 5
o FIRING ORDER: 65481372 NOTE: this firing order is only required when using the custom ignition type with the
factory mod motor crank and cam sensors. You do NOT use this firing order when using the “canned” ignition
dropdowns
- Ford Godzllia
o Ford 58x (Godzilla)
o Timing offset: 0
o Tdc tooth: 8
LATE MODEL CAM SENSOR SETTINGS:
- Ford 4.6L and 5.4L Modular

o Type: Single Pulse
o FIRING ORDER: 65481372 NOTE: this firing order is only required when using the custom ignition type with the
factory mod motor crank and cam sensors. Do NOT use this firing order when using the “canned” ignition
dropdowns
INDUCTIVE DELAY: THE “INDUCTIVE DELAY” IS A VALUE THAT TAKES INTO ACCOUNT SENSOR DELAY/LATENCY. THIS
VALUE IS DIFFERENT FOR EACH TYPE OF SENSOR. IF THIS VALUE IS TOO LOW, TIMING WILL START TO RETARD AS
ENGINE SPEED INCREASES. IF THIS VALUE IS TOO HIGH, TIMING WILL OVER-ADVANCE AS ENGINE SPEED INCREASES.
TO CHECK THIS, MAKE SURE THE COMMANDED TIMING AT IDLE MATCHES WHAT THE TIMING LIGHT INDICATES. REV THE
ENGINE UP AS HIGH AS IS SAFE AND NOTE IF THE COMMANDED TIMING MATCHES MEASURED (TIMING LIGHT). ADJUST
THE INDUCTIVE DELAY VALUE UNTIL THE MATCH. MAKE SURE YOU CYCLE THE IGNITION TIMING AFTER CHANGING THE
VALUE. YOU CAN USE THE “STATIC TIMING SET” FEATURE TO LOCK IN A FIXED TIMING AS WELL TO MAKE CHECKING
EASIER. MOST CRANK SENSORS SHOULDN’T NEED TO BE OVER APPROXIMATELY 80 USEC.
TIMING OFFSET: USED TO MAKE THE COMMANDED TIMING AND ACTUAL TIMING MATCH IF NEEDED.
CAM SENSOR
TYPE: ALLOWS THE SELECTION OF THE FOLLOWING CAMSHAFT SENSOR INPUTS:
 GM LSX 4X – Recognizes the signal used on gm lsx engines that typically have a 58x crank position sensor.
 GM GEN V LTX 4X (VVT) – Recognizes the signal used on gm ltx engines that have a 58x crank position sensor.
 GM GEN V LTX 4X (NON-VVT) – Recognizes the signal used on gm ltx engines that have a 58x crank position sensor.
 SINGLE PULSE – Camshaft position sensors that have a single pulse. for digital sensors, the tooth trigger width needs to
be long enough for a proper signal. a general guideline for minimum tooth width is .25 inches (1/4”).
 CHRYSLER V8 NGC - This cam sensor type is commonly found in late model gen iii hemi applications.
 FORD 4X (GODZILLA) – Recognizes the signal used on ford engines that have a 58x crank position sensor.
 FORD COYOTE PASS. SIDE INTAKE CAM LOCKED – This is used for coyote applications not using ti-vct control.
 FORD COYOTE PASS. SIDE INTAKE CAM W/TI-VCT – This is used for coyote applications using ti-vct control.
 NOT USED – Select if no camshaft position sensor input is used. if none is used, timed sequential fueling is not allowed.
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OUTPUT SETUP
Type: Allows the selection of the following ignition output types
 Points Output ADJUSTABLE DWELL - Creates a “Points Output” ground trigger (Pin A6). This is used to trigger the “Points
Input”..
 EST Output (5V) - Activates the EST Output trigger (5v square wave trigger) that is used to drive an HEI ignition module (Pin
A28). When a DIS system is configured, this outputs a 12v square wave that can be used to trigger a typical tachometer.
 EST Output (5V active low)
 EST Output (12V) - Activates the EST Output trigger (5v square wave trigger) that is used to drive an HEI ignition module (Pin
A28). When a DIS system is configured, this outputs a 12v square wave that can be used to trigger a typical tachometer.
 EST Output (12V active low)
 DIS Waste Fire - Creates outputs to fire Holley or other waste fire coil systems. The number of outputs created is equal to 1/2
the number of engine cylinders. These outputs can only directly drive “smart” ignition coils. They cannot directly drive 2 wire
coils without Holley PN 554-112 (1 required per 4 cylinders).
 DIS Waste Fire (active low)
 DIS Coil on Plug - Creates outputs to fire Coil on Plug. The number of outputs created is equal to the number of cylinders.
These outputs can only directly drive “smart” ignition coils. They cannot directly drive 2 wire coils without Holley PN 554-112
(1 required per 4 cylinders).
 DIS Coil on Plug (active low)
 Points Output FIXED DUTY CYCLE (MSD) - Creates a “Points Output” ground trigger (Pin A6). This is used to trigger the
“Points Input” on typical ignition boxes.
Dwell Time: This is the dwell value that the points output will maintain.
DIS Coil on Plug – Dwell Times for late model engines using the factory equipped ignition coils
GM LS 24x – 4.5msec
GM LS 58x– 3.5 msec
GM Gen V LT– 3.5 msec
Ford 7.3L Godzilla – 2.5 msec
Ford Coyote – 2.4 msec
Ford mod motor w/ COP – 2.4 msec
For mod motor w/ waste spark – 5.5 msec
Gen III Hemi w/ waste spark coils – 3.8 msec
Gen III Hemi w/ COP (all) – 3.6 msec
Enable Dwell Table Checkbox: If enabled, the single dwell time value will turn into 16x16 table with configurable X and Y axis. Note
that the table will automatically start at 0 RPM and 0 kPa and dwell values will be maintained above the max RPM and MAP values
given.
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SENSOR SCALING/WARNINGS
This area is used to define various table axis values used throughout the software.
BASIC I/O
ELECTRIC FANS
Allows you to set up one or two triggered outputs for fan relays. The on temperature will always be forced higher than the off
temperature by the software.
Engine Running Only: When checked the fans will only run when RPM is detected.
Always on with A/C: When checked the fan will turn on anytime the AC kick output is active.
AIR CONDITIONING
A/C Shutdown: This enables the AC output and allows you to setup up the maximum TPS and CTS that the output will be active.
Whenever under the max settings the A/C will be active.
IAC Kick: Enabling this input will allow for the Idle Air Control motor to automatically make an increase in steps necessary to avoid a
momentary drop in idle speed. The number is how much, in percent, the kick adds to the IAC.
Enable Fan #1 when A/C is on: Use if you have a cooling fan wired in and want it on whenever the A/C is active.
FUEL PUMPS
This can be configured to activate above a certain TPS, RPM, and/or Boost/vacuum level. Note: This output remains active for 5
seconds after the criteria to deactivate have been met.
PWM ALTERNATOR
When using a PWM controlled alternator, like found on newer Ford Coyote and GM LTx engines, you can enable this output and
select a targeted output voltage.
TCC
Torque Clutch Converter
DESCRIPTION: USED FOR GM TH700R4 TRANSMISSIONS THAT HAVE A LOCKUP TORQUE CONVERTER. NOTE THAT THIS
OUTPUT SHOULD BE USED TO DRIVE A RELAY THAT IS USED IN CONJUNCTION WITH A BRAKE PEDAL SWITCH DISABLE
AS WELL. THE BRAKE PEDAL SWITCH IS NOT PART OF THE EFI LOGIC.
Torque Clutch Converter – Enable
DESCRIPTION: CREATES AN OUTPUT THAT CAN BE USED TO TRIGGER THE RELAY USED FOR THE TORQUE CONVERTER
CLUTCH SOLENOID ACTIVATION.
Torque Clutch Converter - Min TPS

DESCRIPTION: TPS POSITIONS BELOW THIS PARAMETER WILL UNLOCK THE TORQUE CONVERTER.
Torque Clutch Converter - Min RPM
DESCRIPTION: CONVERTER WILL NOT LOCK UNLESS ENGINE SPEED IS ABOVE THIS VALUE.
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Torque Clutch Converter - Min CTS
DESCRIPTION: CONVERTER WILL NOT LOCK UNLESS ENGINE COOLANT TEMPERATURE IS ABOVE THIS VALUE.
Torque Clutch Converter - WOT Unlock TPS
DESCRIPTION: IF ENABLED, CONVERTER WILL UNLOCK ABOVE THIS TPS.
Torque Clutch Converter - WOT Unlock MAP
DESCRIPTION: IF ENABLED, CONVERTER WILL UNLOCK ABOVE THIS MAP VALUE.
Torque Clutch Converter - WOT Unlock Time
DESCRIPTION: IF ENABLED, CONVERTER WILL NOT RE-LOCK AFTER THROTTLE GOES BELOW THE “WOT UNLOCK TPS”
VALUE FOR THIS AMOUNT OF TIME
STAGING
Used to program an output that can be turned off based on time. When enabled, it creates two inputs and one output. It
functions as follows:
Staging Input #1 – When this input is active, the Staging Output is always/fully active. When this input is NOT active, the
output is never active.
Staging Input #2 – When this input is active, as well as the Staging #1 input, the Staging Output becomes inactive per
the user programming described below.
Output Type – This can be selected as “Single Pulse” or “Duty Cycle”. If single pulse, when Staging Input #2 is pushed,
the Staging Output will deactivate for a single event. The time of this single event is determined by the “Time” parameter.
However, if the user removes Staging Input #2, the time parameter is overridden if it hasn’t timed out yet.
If “Duty Cycle” is selected, the Staging Output will be pulsed at the Duty Cycle and Frequency entered. The time of this
pulsed event is determined by the “Time” parameter. However, if the user removes Staging Input #2, the time parameter
is overridden if it hasn’t timed out yet.
Advanced Enable: When enabled, the setup criteria will need to be true before the staging output will activate. For
example. Using a speed input and setting the advanced enable to only be active when speed is below 25mph will
prevent the transbrake from activating when above 25mph.
IMPORTANT NOTE: Never connect an ECU output directly to any solenoid/device that draws over 2 Amps of
current. Most solenoids, including all trans brake solenoids, will draw over 2 Amps. When using the Staging
output to trigger a solenoid, always use an external relay that is triggered by the ECU output. If you are pulsing
the relay, and/or care about reaction time, use a solid state relay such as Holley PN 554-111.
BASIC TUNING/SETUP:
When using this function with a transbrake, the proper settings will be dependent on many variables. The following are
some basic steps to obtain some initial numbers.
1. Place the car in the air safely (do this in a very safe manner away from people or property).
2. Select a frequency and duty cycle to start with (guess high on DC, too high won’t move the tire, too low will be
violent).
3. Start the engine and while idling activate the trans brake.
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4. Raise the engine just above idle, 1500-2000rpm is plenty.
5. Activate the stage assist button.
6. Tire should slowly move, if it does not move lower DC 5% and try again. If it moves fast go up 10%.
7. Once tire moves slowly at low rpm/light throttle, you are ready to take it to the track and try under full power.
8. It will likely require fine tuning at the track, these steps are only to get you in the ball park before using it at the
track.
The following diagram is an example of how the feature can be used.
CAN BUS
Description: Allows users to select Holley or Racepak (aka third party) CAN BUS types for the secondary CAN bus found on Terminator X
Max ECUs.
CLOSED LOOP/LEARN
CLOSED LOOP PARAMETERS
Description: Parameters used to specify when closed loop operation can be disabled based on specific sensor conditions.
Enable Closed Loop: Checkbox to enable closed loop operation. If not selected, engine will never run closed loop and consequently
cannot operate in “Learn Mode” as well.
Enable Min Coolant Temp for Closed loop: If enabled, activates this parameter. Below the Engine Coolant Temperature value
entered, the engine will not operate closed loop, it will operate open loop.
Tuning Basics:
 The intent of the overall tuning methodology of this system is to operate the engine in closed loop all the time, at every coolant
temperature. It is advised that this be the case for most applications.
 Applications that might possibly enter something in this parameter would be race applications that run open loop some or all of
the time.
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Enable RPM to Enter Closed Loop: If enabled, activates this parameter. Below the Engine Speed value entered, the engine will not
operate closed loop, it will operate open loop.
Tuning Basics:
 There are cases where it is necessary to run open loop below a certain RPM. Some examples are:
 Applications that have the sensor mounted close to the exit of the exhaust, such as race cars with short collectors. Until
exhaust flow becomes significant enough, outside air will cause a false lean air/fuel reading.
 Applications that have camshafts with a lot of overlap. The overlap can cause a false lean reading at low engine speeds.
There are no firm rules if this will be the case, but be aware on engines with large duration and low lobe separation angles
that this can occur. If the engine is pouring out black smoke, and the air/fuel ratio is 15:1, this is likely the case.
Enable TPS to Enter Closed Loop: If enabled, activates this parameter. Below the Throttle Position value entered, the engine will not
operate closed loop, it will operate open loop.
Tuning Basics:
 Similar to the RPM parameter above, there may be cases when it is desirable to run open loop at idle or low TPS values.
Enable TPS To Enter Open Loop: If enabled, activates this parameter. ABOVE the Throttle Position value entered, the engine will
operate open loop.
Tuning Basics:
 Some tuners prefer to operate open loop at WOT. This system can safely be run closed loop at WOT, but it is up to the
preference of the tuner.
Advanced Control
Description: This dropdown allows the user to change the “speed” at which the closed loop control operates. Selection “1” would be
the slowest of the choices. Selection “5” would be the fastest.
Tuning Basics:
 It should be noted that the selection provided for base calibrations should be a “very good” choice and likely does not need to
be modified. A person that does not understand what to look for when changing these values is best to leave them alone.
View Custom
Description: The last dropdown choice in the “Advanced Control” is called “Custom”. Selecting this forces the user to input their own
Closed Loop PI parameters. This is NOT advisable unless you have a good understanding of tuning PI control systems. If you don’t
know what “P” or “I” means, it is best that you select one of the other choices in this drop down.
Compensation Limits – Table
Description: Provides limits to the closed loop fueling control. This is an extremely useful table that allows the user to put limits on the
closed loop control as desired.
Values: Units = Percentage. Range = 0-999%.
Tuning Basics:
 When an engine is first being tuned, it is desirable to keep the limits large, in order to ensure the closed loop control can add
or subtract fuel as necessary during the tuning process.
 Once an engine is tuned, many options exist to still allow closed loop control, but put limits on it if desired such as:
 Do not allow fuel to be added at idle, only subtracted, if the readings are in doubt due to a large camshaft.
 Don’t allow much or any fuel to be removed at WOT/high loads, but allow fuel to be added if necessary to account for a fuel
system malfunction.
 “Fine Tuning” that can be used for better operation during a decel condition or other examples where limiting closed loop
operation can result in a better running vehicle.
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Compensation Limits - X Axis
Description: The X axis is automatically scaled from the Base Fuel table X axis.
Compensation Limits - Y Axis
Description: The Y axis is automatically scaled from the Base Fuel table Y axis.
LEARN PARAMETERS
Overview: This system can operate in a “Learn Mode”. For learning to be active, the system MUST be operating in a closed loop
mode. If closed loop is not operating at a specific RPM or load, Learn will not be active. Also, the coolant temperature enrichment
value MUST be at a value of 100 in order for learn to be active.
Learning and closed loop are not “separate” activities. The Learning “works off of the closed loop”. Meaning, the learning works to
reduce the closed loop value to 0. The closed loop control is very fast and will respond instantly to a deviation from the air/fuel
ratio. The learn is intentionally slower than the closed loop response. This is done to eliminate “improper learning” that could occur
during transient and other operating conditions. Low engine speeds require an engine to be stabilized in order for the Base Fuel
Learning to occur. At higher engine speeds, learning is allowed to occur at a much higher speed.
Learn Enable: Checkbox to enable Base Fuel Learn operation. If not selected, engine will not operate in Learn Mode.
Base Fuel Learn Gain
Description: This parameter is simply how fast Base Fuel Learning will occur. 100% is the fastest allowable and 1% is much slower.
Tuning Basics:
 This value should be set at 100% when an engine is first being tuned.
 You cannot do harm by leaving the learn at 100%.
 It is standard procedure that after a base fuel table is fully tuned, that the learn is disabled or slowed down. That is up to the
tuner.
 For street cars, after the fuel table is tuned, learn can be set at 10-30% to act as a “long term” correction factor to take into
account engine degradation or changes to atmospheric conditions.
Enable RPM to Enter Learn
Description: If enabled, activates this parameter. BELOW the Engine Speed value entered, the engine will not operate in Learn mode.
Tuning Basics:
 It may be desirable to leave learn active only at higher engine speeds. The idle area may be “fine-tuned by manual methods”,
and it may be desirable to not have learn modify that area. If so, this parameter will be useful.
Enable TPS to Enter Learn
Description: If enabled, activates this parameter. BELOW this TPS value entered, the engine will not operate in Learn mode.
Tuning Basics:
 Similar to the RPM parameter above, it may be desirable to leave learn active only at higher TPS positions.
Learn Compensation Limits - Table
Description: This table puts limits on how much the system is allowed to learn. The 8 x 8 table allows this to be varied by Engine
Speed and Load.
Values: Units = Percentage. Range = 0-999%.
Tuning Basics:
 When an engine is first being tuned, it is desirable to have higher learn limits. This is especially the case at low engine loads,
where a base calibration may be off significantly.
 A user can put in different limits for addition and removal of fuel if desired. If they want to ensure that fuel is NOT removed,
put the subtraction value at 0%.
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Closed Loop Learn Parameters: Compensation Limits - X Axis
Description: The X axis is automatically scaled from the Base Fuel table X axis.
Closed Loop Learn Parameters: Compensation Limits – Y Axis
Description: The Y axis is automatically scaled from the Base Fuel table Y axis.
ADVANCED PARAMETERS
Overview: Closed loop control is automatically disabled under certain conditions to prevent falsely chasing oxygen sensor
readings that could cause instability in the closed loop control. The parameters on this page control some of the criteria that cause
the system to go open loop as well as how long to remain open loop before transitioning back to closed loop.
Stay closed loop while TPS is Above
Description: When the throttle is above the number in this parameter the system will stay in closed loop even under conditions that would normally
cause open loop to be triggered.
Closed Loop AE Delay
Description: If AE fuel adds greater than 10% fuel over the base fuel amount the system goes open loop for the amount of time in the Closed loop
AE delay parameters. The system will re-enter closed loop before the time if it detects the AFR going .5 afr leaner of target afr.
RPM Above Idle for Closed Loop While Closed Throttle
Description: When the system detects a decel condition it will go open loop and then watch the throttle position and the current RPM to determine
when to re-enabled closed loop. As long as the throttle is considered closed (<2%), the system will remain in open loop until the actual rpm falls below
target idle speed + the RPM above idle for closed loop while closed throttle.
Closed Loop Decel Delay While Part Throttle (>2%) and Rich
when to re-enabled closed loop. If while part throttle (>2%), , the AFR goes no leaner than 1.0 of target afr this timer will be used to re-enable closed
loop
Closed Loop Decel Delay While Part Throttle (>2%) and Lean
when to re-enabled closed loop. If while part throttle (>2%), the AFR goes leaner than 1.0 of target afr this timer will be used to re-enable closed loop.
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VARIABLE CAM TIMING
SETUP
Description: Parameters that are related to the control and adjustment of the cam position on engines with variable cam timing.
Enable: Checkbox to enable variable cam timing. If unchecked the cam will remain in its de-energized state or “parked”.
Enable VVT Solenoid Output: Checkbox to enable the physical Pin Map-able output. This should always be checked unless used with a GDI
controller, in which case it can be unchecked.
Engine Type: Dropdown that selects the engine family for variable cam timing control.
Engine Subtype: Drop down that selects the specific engine within the engine type family. Populates the PID settings and cam
settings table with the appropriate info.
P Term: This is preset by the “Engine Subtype” parameter with values known to work. It is recommended not to change the value unless you
have a solid understanding of PID tuning.
I Term: This is preset by the “Engine Subtype” parameter with values known to work. It is recommended not to change the value unless you
D Term: This is preset by the “Engine Subtype” parameter with values known to work. It is recommended not to change the value unless you
Rate Limit: This is preset by the “Engine Subtype” parameter with values known to work. It is recommended not to change the value unless
you have a solid understanding of PID tuning.
PWM Frequency: This is preset by the “Engine Subtype” parameter with values known to work. It is recommended not to change the value
unless you have a solid understanding of PID tuning.
Feed Forward: This is preset by the “Engine Subtype” parameter with values known to work. It is recommended not to change the value
unless you have a solid understanding of PID tuning.
Time Delay After Start: This is preset by the “Engine Subtype” parameter with values known to work. It is recommended not to change the
value unless you have a solid understanding of PID tuning.
CAM SETTING
Description: Table and associated parameters that control actual cam position.
Cam Settings – X Axis Parameter

Description: The X axis parameter is independently selected on each table.
Cam Settings – Y Axis Parameter

Description: The Y axis parameter is independently selected on each table.
Cam Settings – Table

Description: The 16x16 cam settings table offsets the cam position from its parked or “neutral” position.
Tuning Basics:
 The default table values are very similar to OEM tables and should not require any adjustment on stock or mostly stock engines.
 The default Y Axis is Grams per Cylinder, which is a representation of the actual air in each cylinder. Grams per Cylinder is calculated
from the fuel flow of the engine and requires all of the fuel related settings to be set properly for the Grams per Cylinder values to be
accurate.
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DI TARGET FUEL PRESSURE
SETUP
Description: Parameters that are related to the control and adjustment of direct injection high pressure fuel systems
Fuel System: Dropdown that selects the fuel system control strategy.
Pump Start Offset Angle: Parameter used to adjust for differences in the pump start angle. This is usually left at 0.
Number Of Lobes: Dropdown to select the amount of lobes on the camshaft’s fuel pump lobe.
Fuel Pump Multiplier: Used to adjust for oversized fuel pump lobes.
DI Target Fuel Pressure – X Axis Parameter

Description: The X axis parameter is independently selected on each table.
DI Target Fuel Pressure – Y Axis Parameter

Description: The Y axis parameter is independently selected on each table.
DI Target Fuel Pressure – Table

Description: The 16x16 DI Target Fuel Pressure Table sets the targeted fuel rail pressure.
Tuning Basics:
 The Default table values are very similar to OEM tables and should not require any adjustment on stock or mostly stock engines.
 The default Y Axis is Grams per Cylinder, which is a representation of the actual air in each cylinder. Grams per Cylinder is
calculated from the fuel flow of the engine and requires all of the fuel related settings to be set properly for the Grams per Cylinder
values to be
accurate.
INDIVIDUAL CYLINDER
FUEL CORRECTION - INDIVIDUAL CYLINDERS
Description: This feature allows for a tuner to apply a constant offset to the fueling for a specific cylinder. Fuel can be either added or
subtracted to a specific cylinder.
Values: Units = Percentage. Range = +/-50.0%
Fuel Correction – Table Enable

Description: The “Use Tables” checkbox will allow the user to change from a single value for each cylinder to a 16x16 table for
individual cylinder fuel correction. The Fuel trim tables can be accessed by selecting the “Edit Table” button next to each cylinder. The
“Copy Axes to All Cylinders” button in the table will copy both the X and Y axis parameters and values form that table to all the others.
Fuel Correction – X Axis Parameter

Description: The X axis parameter is independently selected on each table. The “Copy Axes to All Cylinders” button in the table will
copy both the X and Y axis parameters and values form that table to all the others.
Fuel Correction – Y Axis Parameter

Description: The Y axis parameter is independently selected on each table. The “Copy Axes to All Cylinders” button in the table will
Fuel Correction – Table

Description: The 16x16 Fuel correction table adds or subtracts fuel to that cylinder. It modifies the FINAL fuel flow.
Note that these values are indicated in the data monitor and data logger views.
Fuel Correction – X Axis

Description: The X axis parameter is independently selected on each table. The “Copy Axes to All Cylinders” button in the table will
Fuel Correction – Y Axis

Description: The Y axis parameter is independently selected on each table. The “Copy Axes to All Cylinders” button in the table will
Fuel Correction – Graph

Description: Shows the Fuel Correction table in a graphical view that can be edited.
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TIMING CORRECTION - INDIVIDUAL CYLINDERS
Description: This feature allows for a tuner to apply a constant ignition timing correction for a specific cylinder. Timing can be
advanced or retarded. A positive number ADVANCES the timing. A negative number RETARDS the timing.
Individual cylinder timing correction can only be performed on certain ignition types as follows:
Coil On Plug Distributorless Ignition Systems – Full individual cylinder timing is performed.
Waste Fire Distributorless Ignition Systems – for these applications, the timing correction is applied to both cylinders paired on a coil.
The greater retard of the two cylinders will be applied to both cylinder firings.
Points Output – Individual cylinder timing correction is only performed on this ignition type if a
cam sensor is present.
Values: Units = Degrees. Range = +/-45°
Timing Correction – Table Enable

Description: The “Use Tables” checkbox will allow the user to change from a single value for each cylinder to a 16x16 table for
individual cylinder timing correction. The Fuel and Spark trim tables can be accessed by selecting the “Edit Table” button next to each
cylinder. The “Copy Axes to All Cylinders” button in the table will copy both the X and Y axis parameters and values form that table to
all the others.
Timing Correction – X Axis Parameter

Description: The X axis parameter is independently selected on each table. The “Copy Axes to All Cylinders” button in the table will copy both
the X and Y axis parameters and values form that table to all the others.
Timing Correction – Y Axis Parameter

Description: The Y axis parameter is independently selected on each table. The “Copy Axes to All Cylinders” button in the table will copy both
Timing Correction – Table

Description: The 16x16 Timing correction table will add (positive value) or retard (negative values) from the final timing value. The table is in
degrees of timing. Note that these values are indicated in the data monitor and data logger views.
Timing Correction – X Axis

Description: The X axis parameter is independently selected on each table. The “Copy Axes to All Cylinders” button in the table will copy both
Timing Correction – Y Axis

Description: The Y axis parameter is independently selected on each table. The “Copy Axes to All Cylinders” button in the table will copy both
Timing Correction – Graph

Description: Shows the Timing Correction table in a graphical view that can be edited.
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INPUTS/OUTPUTS
SYSTEM INPUTS
Inputs Function
Definition: Shows all possible inputs that can be enabled for the SYSTEM ICF.
Inputs ECU Pin
Definition: Shows the pin that the input has been Pin-Mapped to. If it is grayed out, that means that input has not been selected. If it is
white and says “not defined”, it must be pin-mapped.
Inputs Type
Definition: Select whether the System inputs will be +12v or ground.
Inputs – AC Kick
Definition: Enabled when “IAC Kick” is selected as part of the AC settings.
Inputs – Staging Input #1
Definition: Enabled when “Staging” function is enabled.
Inputs - Staging Input #2
Definition: Enabled when “Staging” function is enabled.
SYSTEM OUTPUTS
Outputs Function
Definition: Shows all possible outputs that can be enabled for the System ICF.
Outputs ECU Pin
Definition: Shows the pin that the input has been Pin-Mapped to. If it is grayed out, that means that output has not been selected. If it
is white and says, “not defined”, it must be pin-mapped.
Outputs Type
Definition: Selects the output types.
Outputs – Electric Fan #1 and #2
Definition: Provide ground outputs to turn a relay on for fans
Outputs – Secondary Fuel Pump
Definition: Provide ground output to turn a relay on for a secondary fuel pump.
Outputs – AC Shutdown
Definition: Provide ground output to turn off AC via a relay
Outputs – TCC Lockup

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Definition: Provide ground output to turn a TCC solenoid on with NON ECU controlled transmissions
Outputs – Warning and Caution Output
Definition: Provide ground outputs when the warning or caution criteria are met.
Outputs – Staging Output
Definition: Provides PWM (-) output to activate a transbrake solenoid relay.
Outputs – VVT Solenoid
Definition: Provides PWM (-) output to control VVT solenoids.
Outputs – Alternator PWM
Definition: Provides PWM (-) output to control late model alternators.
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IDLE
IDLE SPEED
The “Idle Speed” tab is the target idle speed an engine will be held at based on engine coolant temperature. Typically, an engine will
idle better at a slightly higher speed when cold, but this doesn’t have to be the case.
It is very important that the throttle plates be adjusted to the proper setting so that the Idle Control routines operate properly. To adjust
the throttle plates properly, allow the engine to reach operating temperature. With the transmission in neutral, open or close the throttle
plates so that the “IAC Position” seen in the data monitor is between 5 and 15%. If it is stuck at 0, the plates are too far open and the
ECU can’t command the idle speed low enough. If the position is too high, there won’t be enough IAC airflow for when the engine is
cold or in gear, as well as the other IAC parameters won’t be in a proper range.
 Important note: The TPS sensor must read less than 2% for IAC idle control to be enabled. If it is above 2%, the IAC will be
forced to its “IAC Hold Position”.
IAC SETTINGS
Idle Spark
Description: If the ECU is controlling the ignition timing, Idle Spark control can be enabled. It allows the ECU to vary timing at idle to
stabilize the idle.
Tuning Basics:
 Raising or lowering the “P Term” will change the speed at which the timing is allowed to change. Experiment to see what the
engine likes best. The “D Term” is used to help minimize overshoot. If you are unsure, just make the D term the same value
as the P term to start. Monitor the timing on the data monitor to help optimize what is best for your engine. Understand that if
this is enabled, the timing will fluctuate a lot at idle if you are viewing it with a timing light.
IAC Ramp Down
Description:
The IAC Ramp Down parameters control what the IAC does when the engine TPS is moved past and returns back to idle. These
parameters are intended to be used such that when the engine returns back to idle, the engine speed can return quickly or “softly”.
This is up to the preference of the individual. Adjusting these parameters can greatly alter how this occurs. The “IAC Hold Position” is
the position the IAC will freeze at when the TPS increases past 0%. For most street applications, this value will typically be between
30-40%. When an engine returns to idle, the IAC will decay from this value until the idle speed returns to target. The point which the
IAC ramps back down is dictated by the “RPM Above Idle to Start Ramp”. This is typically 600-1000 RPM. The amount of time this
ramp takes to decay back to idle is dictated by the “Ramp Decay Time”. A time of 3-4 seconds is usually a decent value.
Tuning Basics:
 With the engine at operating temp and in neutral, determine the engine speed where you want to start the IAC ramp-down (for
example 1500).
 Set the engine idle speed to this speed (1500 for this example).
 Look at the position of the IAC when the engine is running at 1500. For this example, it is 38 (then set the idle speed back to
the normal value).
 Subtract 5 from this value and enter that value for the “IAC Hold Position” (38 – 5 = 33 for this example).
 Subtract the target idle speed from the ramp down speed above (in this example 1500 – 800 = 700). Enter this value (700) for
the “RPM Above Idle to Start Ramp.
 Then enter a “Ramp Decay Time” as desired. A larger number will take longer to set the engine back to idle speed, a smaller
one will return it quicker.
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Performing this method will optimize these parameters.
If these values are not set correctly, it can cause the IAC to not “count down” and return back to idle. If this is the case, either one of
the following needs to be done:
 Lower the “IAC Hold Position”

 Raise the “RPM Above Idle to Start Ramp”
NOTE: Before modifying these values, make sure that the steps outlined above in “Tuning Idle Speed” are performed.
Advanced Idle Control: Engine idle speed is controlled/maintained by the Idle Air Control motor. The pull down menu contains
various IAC speeds that can be selected to suit various engine and camshaft combinations.
IAC Type: This must match your throttle body & IAC motor type.
Startup IAC Position: The startup IAC position is used to hold the IAC at the “IAC Parked Position” for a certain amount of time after
the engine starts. The “Hold Time” is the time that the engine is held at this higher RPM. This is usually about two seconds. The
“Decay Time” is the time it takes to ramp the IAC back to a position of zero. These parameters can be adjusted to suit ones
preferences.
IAC PARKED
Description: This table determines the position of the IAC when an engine is cranking and immediately after it starts.
Tuning Basics:
 If the value is too high, the engine will rev to too high of a level after it starts.
 If the value is too low, an engine may not have enough air to start well and struggle for a second after it starts.
 If either of these problems exists, raise or lower values in this table at the engine coolant temp the problem occurs at.
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SPARK
BASE TIMING TABLE
Description: The Base Timing Table (or simple values) is the main table used to program ignition timing (assuming the system is set
up so the ECU is controlling ignition timing). The X and Y axes are user editable if needed. Every engine and application requires a
specific timing table for the best operation, so tune accordingly. Timing typically increases as RPM increases and decreases as load
increases. Timing is interpolated between values.
Tuning Basics:
 Type = “Simple” is the most basic method which adjusts an average value for the “Idle”, “Cruise”, and “WOT” (Wide Open
Throttle) areas. The 31x31 table is display only (not editable) in “Simple” mode
 Type = “Advanced” in this mode, the 31x31 table is used rather than the 3 “Simple” input boxes.
 Make sure that the timing values in the idle area are “flat” because varying the timing in the idle area can cause the engine idle
to hunt/surge.
 The “Copy Fuel Axes” button will copy the base fuel table X and Y axis values to this table if desired.
Editing: To edit the table, click on or select an area. The following keys are used to raise or lower a value.

BASE TIMING GRAPH
Description: Like the base fuel table the “Graph” button that is on the base timing table will graph whatever values are selected on the
table. The “Base Timing Graph” tab will always graph the entire table.
Smooth: The Smooth button will smooth the entire table, or just the values selected by the mouse.
Smooth Selected: When viewing the spark graph this Smooths the selected cell with the surrounding cells
Smooth All: When viewing the spark graph this will smooth the entire graph

CRANKING PARAMETERS
Cranking Timing: This is the actual commanded timing when the engine is below the Crank to Run RPM. Base parameters of 10-15
degrees and 400 RPM are good for 99.9% of applications. The cranking timing parameter is active for any application using ECU
timing control.
Crank to Run RPM: Maximum RPM at which the Cranking Timing parameter deactivates
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REV LIMITERS
MAIN OVER-REV
Description: The ECU will cut spark at any RPM above the “High RPM” setting
REV LIMITER #1
Description: This is generally used as a two-step and must be wired to an ECU input
LAUNCH RETARD
Description: This table can be configured to activate with input, or at input release (i.e. activate when transbrake is released) and can
be configured to be a function of RPM or Time. The table values are in degrees of retard, so a value of 5 would equate to a 5 degree
retard in total timing.
ESC PARAMETERS
Description: Parameters for Electronic Spark Control Knock functions.
Retard per Ring

Description: The amount the timing will retard for every individual knock input event.
Timing Restore Rate

Description: The rate that timing will be restored (degrees per second) after a knock event occurs.
Max Timing Retard

Description: The maximum amount of timing retard allowed. This can be used to allow for 0 degrees retard in a certain area, but allow
more in another.
TIMING VS. COOLANT TEMP

Description: Allows the addition or subtraction of ignition timing based on engine coolant temperature.
Tuning Basics:
 It may be desirable to add several more degrees of timing when an engine is very cold.
 It may be desirable to remove timing if an engine gets into an operating temperature range that is higher than normal, to help
reducing pinging/pre-ignition.
TIMING VS. AIR TEMP

Description: Allows the addition or subtraction of ignition timing based on manifold air temperature.
Tuning Basics:
 Can be used on forced induction engines to reduce timing if manifold air temperatures exceed desired levels.
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INPUTS & OUTPUTS
INPUTS
INPUT TYPES
 “+12v” – Input is triggered by a voltage input.
 “GROUND” – Input is triggered by a ground input.
 “DIGITAL SPEED/FREQ” – Input is a “square wave” input.
 “5 VOLT” – 0-5 volt analog sensor input.
 “CAN” – Use when interfacing with a Holley CAN device.
 “CAN +12V” – CAN Module Input is triggered by a voltage input.
 “CAN Ground” – CAN Module Input is triggered by a ground input.
 “CAN 5 VOLT” – CAN Module 0-5 volt analog sensor input.
 “CAN 20 VOLT” – CAN Module 0-5 volt analog sensor input.
 “CAN DIGITAL SPEED/FREQUENCY” – CAN Module Input is a “square wave” input.
 “CAN THERMISTOR” – CAN Module thermistor sensor input
INPUT ECU PIN

Description: When an input is configured properly in the “Pin Map”, it will be shown in this location.
INPUT ENABLE
Description: In order to configure a new input, it must be enabled first. Once configured and Pin Mapped, it can be “disabled” (uncheck
the Enable box) which effectively “shuts” off that input for a desired reason.
INPUT CONFIGURE
Description: Allows the user to configure an input. All inputs must be configured except “+12V” and “GROUND” inputs.
OUTPUTS
OUTPUT TYPES
 “PWM-” – ECU provides a ground pwm output.
 “GROUND” – ECU will provide a ground output.
 “CAN GROUND” – CAN module will provide a ground output.
 “CAN PWM-” – CAN module provides a ground pwm output.
OUTPUT ECU PIN

Description: When an output is configured properly in the “Pin Map”, it will be shown in this location.
OUTPUT ENABLE
Description: In order to configure a new output, it must be enabled first. Once configured and Pin Mapped, it can be “disabled”
(uncheck the Enable box) which effectively “shuts” off that output for a desired reason.
OUTPUT CONFIGURE
Description: Allows the user to configure an output. All outputs must be configured except.
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BOOST
BOOST SETUP
SYSTEM SETUP
Wastegate type: Choose whether a single port or dual port waste gate is used.
Solenoid Configuration: Allows you to select whether you are using one or two solenoids, as well as if they are Holley or Humphrey
solenoids. Dual Holley solenoids are recommended.
Control Method: Selects the control method used, which consists of an open loop duty cycle table, a dome pressure controlled
system, and dome pressure vs boost control based system.
- Open Loop duty cycle: Only functions with a single solenoid. Works by entering a duty cycle into that is then delivered to the
boost control solenoid.
- Dome Pressure Only: Works by targeting a waste gate (dome) pressure value and actively adjusting the boost control
solenoids to reach that target.
- Boost vs Dome: Works the same as “Dome Pressure Only” but with the additional step of reducing the target dome if a user
selected boost value is exceeded.
Operating Mode: Allows you to select between adjusting pressure based on time, engine speed, speed, or gear.
Use Master Input: Acts as an arming switch for the boost system.
TRANS BRAKE/LAUNCH INPUT

Enabling this input allows you to set a separate pressure target while it is active. It also serves as the input that resets the boost vs
time curve. Time is reset when the input is activated and starts counting on release of the input.
Launch Target – When the Trans Brake/launch input is active the boost controller will target this value.
BOOST SCRAMBLE INCREASE

Description: This can be used to momentarily add a programmed amount of boost, to the commended boost value.
BOOST STRAMBLE DECREASE

This can be used to momentarily remove a programmed amount of boost, to the commended boost value.
TPS BOOST MODULATION

Allows the TPS to modify the boost target so that the driver can modulate boost demand by using the throttle. When TPS Based Boost
Modulation active the boost target will be zero when the TPS is less than the value of TPS to Start Ramp. Between the TPS to Start
Ramp value and 95% throttle the target pressure is linearly interpolated to the target value from the target boost table or the launch
target, whichever is currently active. We recommend utilizing the TPS based boost modulation functionality in nearly all applications.
SAFETY SETUP The Boost Safety area allows for a user to set boundaries that the engine must run in or safety action will be
taken. You can set maximum boost thresholds as well as lean and rich AFR thresholds.
Safety actions
1) Ignore- nothing happens, the safety feature is effectively turned off.
2) Revert to Wastegate – If the safety criteria are met the ECU will turn off the boost control solenoids until TPS falls below 10%
for at least 3 seconds.
3) Cut Ignition – When the safety criteria are met a rev limiter will be activated at 2500rpm until TPS falls below 10% for at least 3
seconds.
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DOME CONTROL SETUP
SOLENOID PRESSURE SOURCE
Use compressor if using the turbo compressor or intake manifold for your pressure source. If you are using a compressed pressure
bottle select fixed and enter the regulated pressure from the bottle as the fixed pressure value in the software.
CONTROLLER SETUP
P I D – The “Type” parameter has preset values known to work on most applications when used with Holley solenoids. It is
recommended not to change the values unless you have a solid understanding of PID tuning. Read
https://documents.holley.com/techlibrary_199r10628rev3.pdf for comprehensive boost control setup.
BOOST VS. SPEED

This table is the target duty cycle or Dome Pressure, that will be targeted, based on the vehicle speed.
BOOST VS. TIME

This operating mode only has one curve. The units in the table are either duty cycle or dome pressure, not boost pressure in the
manifold. The input of the Boost vs. Time curve is time since the T-Brake/Launch input goes from being active to inactive. Because of
that, the T-Brake/Launch input is necessary to make this operating mode work correctly. When the T-Brake/Launch input is active the
timer (Boost Time) will be at zero and the target boost/dome/duty cycle will be determined by the value you have in the Launch Target
field. When the T- Brake/Launch input goes inactive the timer (Boost Time) will start counting up and the output of this curve
determines the target dome pressure. If the timer goes past the value of the last support point, the value of the last point will be held.
Because the timer will keep incrementing until the T-Brake/Launch input is active and any time beyond the last support point in the
Boost vs. Time curve will “hold” the boost demand of the last point, you might want to consider putting a safe boost value as the last
point in the curve. Remember that the x-axis support points do not have to be linearly spaced.
BOOST VS. GEAR

SETUP
Number of Gears
Description: Enter the number of gears you wish to program boost levels for.
Shift Recognition
Description: Selects the method shift occurrence will be recognized. If using a Holley EFI controlled electronic transmission, select
“TCU Input” and the gear change is automatically recognized. “RPM Drop” uses a fall in RPM after a shift to determine a shift.
“Individual Input” uses a +12v or ground input to determine a shift.
If “RPM Drop” is used, the Boost Gear will be estimated by examining the engine speed. If the engine speed drops below the value in
Automatic Gear Reset RPM for a time greater than Automatic Gear Reset Time, the Boost Gear will automatically be reset back to 1
and held until you go back above the Automatic Gear Reset RPM. If you check the box for Manual Gear Reset then asserting the
Manual Reset input will reset the Boost Gear back to 1. The time for first gear will either be relative to the deactivation of the T-
Brake/Launch input if it is enabled or will start incrementing when the TPS goes above TPS to Start Timer. If the engine speed goes
above Min RPM for Shift Detect and then drops by more than RPM Drop for Shift Detect the Boost Gear variable will be incremented by
one until it reaches Number of Gears.
If “Individual Input” is used, the Boost Gear will be incremented by active edges of the Man. Shift Input until it reaches Number of
Gears. If the engine speed drops below the value in Automatic Gear Reset RPM for a time greater than Automatic Gear Reset Time,
the Boost Gear will automatically be reset back to 1 and held until you go back above the Automatic Gear Reset RPM. If you check the
box for Manual Gear Reset then asserting the Manual Reset input will reset the Boost Gear back to 1. The time for first gear will either
be relative to the deactivation of the T-Brake/Launch input if it is enabled or will start incrementing when the TPS goes above TPS to
Start Timer.
BOOST VS. RPM

The units in the table are either duty cycle or dome pressure, not boost pressure in the manifold. You may want to use an RPM
curve in the event you need to limit boost at low engine speeds because of knock or traction.
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NITROUS
GENERAL NOTES
Before using nitrous, the basic parameters must be set up and the wiring performed. If an input other than TPS and RPM will be used
to either activate or deactivate the nitrous (such as deactivating it when on a transbrake), select and define it.
NOTE: If an engine is in a “clear flood” condition, nitrous will not be activated. If you are trying to dry fire test a stage, you must set
the “Clear Flood” TPS setting so that it is above the nitrous “TPS trigger” setting.
If feedback from the wideband oxygen sensor is desired to be used to shut the nitrous off in the case of an overly lean or rich condition,
set those parameters as well as the time delay before these occur.
If an output is required to trigger an external device, such as a timing retard on a separate ignition box, tie it into the output trigger for
the nitrous relay (Output section).
The “Dry Fuel Delay” is used for dry nitrous systems only. It delays the added fuel injector enrichment after nitrous solenoid activation.
Unlike wet nitrous systems, most dry nitrous systems have a “rich hit” due to fuel preceding nitrous delivery. This variable can be tuned
to eliminate this. 100-150msec is a recommended starting point.
STAGE 1 SETUP
Activate Checkbox: Must be checked if nitrous is intended to be used.
Disable Checkbox: Used to disable the nitrous from activating, once all the parameters have been configured.
Nitrous Type: The nitrous “Type” can be set up as Dry or Wet and Progressive and Non-Progressive.
Wet Nitrous – “Wet” nitrous indicates that the extra fuel needed when the nitrous is activated will come from a fuel solenoid,
plumbed into the nitrous plate or fogger nozzle and metered by a fuel jet. The fuel will NOT be added by the fuel injection
system.
Dry Nitrous – “Dry” nitrous indicates that the extra fuel needed when the nitrous system is activated will come through the fuel
injection systems, via the fuel injectors. The user programs in how much fuel this will be. You do NOT use a separate fuel
solenoid, so there will only be nitrous plumbed into the plate or fogger nozzle
Non-Progressive – “Non-Progressive” indicates that the nitrous solenoids will come on fully when the nitrous is activated.
Progressive – “Progressive” indicates that the nitrous solenoids will be pulsed, per the user programming. The pulsing
reduces the flow, allowing power to be applied over time.
1. If progressive, make sure you are using Holley PN 554-111 to feed power to the solenoid(s) for that stage. This
is an electronic module that is designed to properly pulse a high current nitrous solenoid. Do NOT use a
standard switching relay to power solenoids that are progressively controlled. If a stage is NOT being
progressively controlled, it is acceptable to use a standard switching relay, although the 554-111 can be used for
those as well.
2. If either Dry/Non-Progressive or Dry/Progressive is used, be sure that you understand how to properly tune dry
nitrous and that the fuel enrichment tables have a proper baseline calibration.
Dry Fuel Delay: Delay after nitrous solenoid activation before added fuel injector enrichment is started. Unlike wet nitrous systems,
most dry nitrous systems have a “rich hit” due to fuel preceding nitrous delivery. This variable can be tuned to eliminate this. 100-
150msec is a recommended starting point.
Dry Fuel Delay Ramp: This value linearly ramps in the dry fuel from a value of zero to the full value at that time. To further
clarify, the existing “Dry Fuel Delay” is a time after activation that ZERO dry fuel is added. The “Dry Fuel Ramp” begins
after the “Dry Fuel Delay” is done. This is done to further help the engine to not “choke” on excess fuel at the hit of a
stage.
INPUTS
Input Checkbox: If it is desired to disable or enable the nitrous with an extra switch/input, select this box. It will then give the option to
Enable or Disable the nitrous when this input is active. A typical example when this would be used is to disable the nitrous when at
WOT and the transbrake is engaged. Make sure that the input pin is assigned.
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NOTE: Do NOT tie this input directly into a high current device such as a transbrake solenoid. Input should be wired to the
button side of a transbrake if relayed. If no relay is used the Holley input protection module (554-128) can be utilized to protect
the ECU.
GPO
GPO Type: General Purpose Outputs. Outputs that occur when user programmed criteria is met
ACTIVATION/DEACTIVATION
TPS Trigger: Below this value the Nitrous will not activate. This value is also used to determine if the car is “pedaled” for the Pedaling
Control settings.
Minimum RPM: Nitrous will not be allowed to activate below this engine speed. This is used as both a safety (you do not want nitrous
activating at very low engine speeds or excessive cylinder pressure can damage the engine) as well as a traction tuning aid (delaying
activation until a certain engine speed).
Maximum RPM: Nitrous will be disabled above this engine RPM. This is most typically used as a safety. You do NOT want nitrous to
remain active if the engine hits the rev limiter. So you want the Maximum RPM value to be about 200 RPM below the engine main rev
limiter.
Stage Activation Delay: This is typically used as a traction tuning aid. It allows the nitrous activation to be delayed for this amount of
time after the other activation conditions are met.
Stage Duration: If enabled, the nitrous will turn off after this programmed amount of time, even while all other activation conditions
remain.
Boost Cutoff: The boost cutoff will turn the nitrous off above this boost level. This is typically used to help spool a turbo or help a car
leave the starting line quicker and shut the nitrous off at the programmed level.
AFR
Description: The AFR settings allow the nitrous to be deactivated if the air/fuel ratio becomes excessively rich or lean for a
programmed amount of time.
Lean Cutoff: If actual A/F ratio becomes leaner than this set point, for longer than the cutoff delay time, the nitrous will be deactivated.
Rich Cutoff: If actual A/F ratio becomes richer than this set point, for longer than the cutoff delay time, the nitrous will be deactivated.
Cutoff Delay: Time that the Rich or Lean Cutoff’s must maintain past the target before nitrous is deactivated.
PEDALING CONTROL
Description: These parameters dictate what a specific nitrous stage will do if a car is “pedaled” (TPS deactivating a stage for a short
amount of time, then re-activating).
Pedaling Strategy: The choice will dictate what a specific stage timer will do when the car is “peddled”. There are three choices
available:
1) None (Full Timer Reset) – If the TPS drops and disables the nitrous, the timer for that stage will return to the beginning (time =
0). This will reset all time based progressive nitrous and timing retards.
2) Pause Enabled – If the TPS drops and disables the nitrous, the stage timer will be “frozen”. When the TPS goes back above
the activation point, the stage timer will start at the point where it was frozen.
3) Programmable Restart – If the TPS drops and disables the nitrous, and then goes back above the reactivation point, one of
two things will happen:
1) If the stage timer is less than the Start Restart Time, the nitrous will restart at the point when the car was
peddled, the same as the “Pause Enabled” feature. For example, if the Stage Restart Time is set to 1.0
seconds, and the car is peddled at 0.5 seconds, the timer will restart at 0.5 seconds.
2) If the stage timer is greater than the Stage Restart Time, the nitrous will restart at the Stage Restart Time value.
For example, if the Stage Restart Time is set to 1.0 seconds and the car is peddled at 2.5 seconds, the timer will
restart at 1.0 seconds.
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TIMING RETARD
Description: IF the ECU is being used to control ignition timing, the timing retard area should be used to retard ignition timing when
nitrous is activated.
Retard Hold After Deactivation: The amount of time, on a specific stage, that the stage timing retard value will remain, after the
nitrous is deactivated. Timing is usually pulled for about a half second after it is deactivated, to make sure all nitrous is cleared through
the engine.
There are two choice when retarding the timing, fixed timing or time or RPM based retard curve.
 Fixed Timing - The fixed timing should be used when a single, fixed value is desired to be used when nitrous is activated. To
enable fixed timing select the “Enable Fixed Timing” check box, and enter the fixed timing value to be used.
 Timing Retard Curve – If the Fixed Timing is not enabled, the retard curve will be used. Select whether this will be based on
Time or Engine Speed (RPM). The X axis for time or engine speed can be programmed by the user. This curve can also
include power/traction management in with it as well. The “View Graph” button shows the timing retard in a graphical curve
that can be edited as well.
CLOSED LOOP SETTINGS

Description: These settings dictate what changes to closed loop operation occur when the nitrous is activated. If none are enabled,
the closed loop will occur as it is programmed.
Run Closed Loop to New Target A/F Ratio: If enabled, this will become the closed loop target when nitrous is activated.
Disable Closed Loop: If enabled, when nitrous is activated, closed loop control will be disabled and the engine will run open loop.
PROGRESSIVE CONTROL
The progressive control table will only show when the nitrous type is selected as progressive.
Strategy Type: The strategy type can be either “Time Based”, “RPM Based”, or “Boost Based”. The X axis on the progressive control
will be determined by this selection. Time based would be used for a drag racing application when the nitrous is activated at launch
and power needs to be modulated. RPM based could be used for any application where the amount of nitrous needs to be metered
based on engine RPM. Boost based would be used on forced induction applications, typically when the nitrous is used to add power
when boost levels are low.
Frequency: Adjusts the frequency that the solenoids are modulated at (adjustable from 10-35 Hz). Most solenoids operate most
effectively between 10 and 20 Hz.
ADDED FUEL ENRICHMENT

This table is used when the Nitrous Type is selected as “Dry”. This table is user programmed to add fuel (in lbs/hr) when the nitrous is
active.
If the Nitrous Type is “Dry/Non-Progressive”, the X axis on the table is engine speed. This allows for the dry fuel enrichment to be more
precisely tuned based on engine speed.
If the Nitrous Type is “Dry/Progressive”, the X axis on the table is Solenoid Duty Cycle. This allows for the dry enrichment fuel to be
tuned based on solenoid duty cycle. When the duty cycle is lower, less fuel can be added. Understand that nitrous flow is not exactly
linear with pulse percentage. Most nitrous solenoids won’t open with duty cycles below 20%, and once they reach 90%, they are at full
flow.
Although it does vary, a decent starting point for added fuel would be 40 lb/hr of extra fuel per 100 HP added (flywheel HP).
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“DRY FIRE” TESTING
If you want to make sure the solenoids are activating with the engine not running, set the following:
Minimum RPM – 0
TPS Trigger – Set above zero but below clear flood TPS
MAKE SURE THE NITROUS BOTTLE IS OFF AND PREFERABLY DISCONNECTED!
You can now move the throttle and activate the solenoids to make sure they are activating properly.
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TRANSMISSION
TRANSMISSION SETUP
TRANSMISSION
Transmission – Type
Description: Selects the proper type of transmission.
Transmission – Max RPM
Description: If this RPM is exceeded when in manual shift mode, the transmission will upshift automatically. If a manual downshift is
performed, and this RPM will be exceeded, the downshift will not be allowed.
Transmission – Max Speed
Description: Sets the Y axis vehicle speed scales on the Up/Down Shift and TCC Lock tables.
Transmission –Manual/Tap Shift Enable
Description: If enabled, the transmission operation will basically perform as a “manual valve body”. Meaning, whatever gear is
selected, that will be the gear that is maintained.
This is also enabled automatically when using a paddle shifter. When using a paddle shifter, this input must be enabled by the user to
have the paddle shifter perform manual up and down shifts. If not enabled, the vehicle will shift standard automatic shift mode and will
disregard paddle shifter input.
NOTE: When used with the 6L80/90E transmission type, depending on the TCM Operating System (i.e., the model of vehicle the
transmission originated from) the exact functionality may slightly differ from transmission to transmission.
Transmission –Secondary Shift Mode Enabled
Description: Provides the ability for 6L80/90E transmissions to enter a "Secondary Shift Mode" via a (+12v or Ground) input to the
Terminator X Max ECU.
Transmission – Gear Ratio Type
Description: If a transmission maintains its stock gear ratios, select “Stock”. If gear ratios have been modified, select “Custom” and
enter the proper gear ratios.
Transmission – Paddle Shift
Description: If using a paddle shifter or manual shift input “button” device, enable this feature. This creates the inputs needed to
properly operate a paddle shift (three switched inputs). These must be properly pin mapped by the user.
Paddle Shift Operation: Active only when the “Enable Auto/Manual Shift Mode” is enabled. If not enabled, standard automatic shifting
is performed. If enabled, paddle shift operation is performed for upshifts and downshifts. If the shift lever is in the “OD” (overdrive)/4th
gear position, paddle shifting is performed in 1st through 4th gears. If the shift lever is in the “D” (drive) 3rd gear position, paddle shifting
is performed in 1st through 3rd gears. If the shift lever is in the “2nd” gear position, paddle shifting is performed in 1st through 2nd gears.
Note that the paddle shift operation of this system has a “downshift over-rev protection” built in. If a downshift is requested that forces
the engine to exceed the “Maximum RPM” limit, the downshift will not be allowed. The user can keep their finger on the downshift
button and the downshift will be performed once the “Maximum RPM” limit is NOT exceeded. If the user removes their finger off the
down shift button before the engine speed falls below the “Maximum RPM” limit, the downshift will NOT occur.
Note that when the vehicle speed is zero, you can perform upshifts and downshifts through all gears. However, once the vehicle is
moving, upshifts will only occur once the ECU has recognized that a previous upshift has occurred.
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SPEED CALCULATION
Description: It is critical that this information is properly entered; otherwise shifting calculations will not be accurate as the vehicle speed
will not be properly calculated.
Speed Calculation - Tire Diameter
Description: Measure and enter the real tire diameter (inches).
Speed Calculation - Gear Ratio
Description: Enter the rear axle gear ratio.
Speed Calculation - Enable Speedometer
Description: Creates a PWM- output that can be used to trigger an electronic speedometer.
Speed Calculation – PPM
Description: The “Pulses Per Rotation” (pprot) should be entered to correspond with the calibration required by the speedometer.
Racing Trans - Number of Gears

Description: This option is shown when using the Racing transmission type. Racing transmission type is meant for applications that are using
an automated shifter, (usually air or electric) to move the shift lever. This dropdown selects the number of shifts you will setup and control using
the shift output setup screen.
TCM SECONDARY SHIFT MODE SETUP

Description: When using the GM 6L80/90E transmission type this section will become available and require you to select the proper
dropdown for the transmission to work right.
TCM OS:
Description: Select the dropdown as appropriate. Reference the 6L80E instructions included in your kit for steps on how to find
your Transmission’s OS (operating system).
TABLE CONFIGURATION
Description: Various transmission calibration tables can be mapped vs Throttle Position (TPS) or Manifold Air Pressure (MAP).
Naturally aspirated engines typically use throttle position. Boosted engines typically use MAP, as engines can generate boost under
non-WOT TPS conditions which require higher line pressure.
Table – Part Throttle Shift Scale
Description: Select MAP or TPS Y axis scale for part throttle upshifts.
Table - Line Pressure Scale
Description: Select MAP or TPS Y axis scale for line pressure value.
Table - Accumulator Pressure Scale
Description: Select MAP or TPS Y axis scale for accumulator tuning.
Table – Torque Converter Lockup Scale
Description: Select MAP or TPS Y axis scale for TCC tuning.
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SHIFT PARAMETERS
Description: The “Up/Down” tables control part throttle upshifts and downshifts based on vehicle speed vs TPS or MAP values. The
“WOT Shift” table controls wide open throttle shift points based on a specific RPM.
Up/Down
Description: Controls part throttle upshifts and downshifts based on Vehicle Speed vs. TPS or MAP values.
Up/Down – Current Gear
Description: This dropdown menu allows the user to select and edit the up/down shifts for that specific gear change. The selection
should be toggled back and forth to make sure that gear shifts from multiple gear changes do not overlap. For example, the 1-2 shift at
a specific TPS or MAP value should always be at a lesser point than the 2-3 shift. The downshifts should always be at a lower point
than the upshifts for the same gear. It is up to the user to ensure that this is always the case!
Up/Down - Down Table
Description: Numerical table for the entry of the downshift vehicle speeds.
Up/Down - Up Table
Description: Numerical table for the entry of the upshift vehicle speeds.
Up/Down – Graph
Description: User editable graph of selected up/downshift gear. Note that there is a black line on the graph. This line represents the
vehicle speed that the WOT shift is occurring at (calculated from the RPM and drive train parameters). Programming a part throttle shift
above this line will cause the shift RPM to occur above the WOT RPM setting which is typically not desirable. Note that this does not
take into account torque converter slippage but is calculated with a “0% slip” drive train.
WOT Shift
Description: Settings for all gears for Wide Open Throttle shifts that are based purely on Engine RPM.
WOT Shift - Up Shift
Description: Allows individual setting of WOT upshift points for each gear.
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LINE PRESSURE
Description: Allows tuning of all line pressure solenoid related parameters.
Load vs. Line Pressure
Description: Tune the line pressure vs. TPS or MAP for each gear. A lower duty cycle (moving towards 0%) increases line pressure
with 0% providing maximum line pressure applied. Values above 60% typically result in a line pressure too low for any throttle position.
Load vs. Line Pressure - Current Gear
Description: All gears are shown graphically, but only one gear is shown numerically. This dropdown selects which gear can
numerically be changed.
Load vs. Line Pressure - Y Axis
Description: The Y axis indicates line pressure solenoid duty cycle. A value of 0% keeps the solenoid fully open providing maximum
line pressure. Lower value minimizes the time the value is open, decreasing line pressure. Values above 60% typically result in a line
pressure too low for any throttle position.
Load vs. Line Pressure – Graph
Description: User editable graphical view of the line pressure of all gears. Typical curves for all gears will be somewhat close, but not
identical.
Temp vs. Line Pressure
Description: When transmission fluid is cold, fluid flow resistance is increased and an offset in line pressure is needed so that a
transmission does not slip when cold. This table performs a percentage offset to the base Load vs. Line Pressure table based on
transmission fluid temperature.
Temp vs. Line Pressure – Graph
Definition: User editable graphical representation of the Temp vs Line Pressure table.
ACCUMULATOR PRESSURE
Definition: Table used if there is an accumulator used for that specific transmission. Not used for 4L60E or 4L80E transmissions.
Current Gear
Definition: Shows the specific gear for the accumulator function.
Graph
Definition: Editable graph for the accumulator table.
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TCC PARAMETERS
Description: Contains all parameters associated with Torque Converter Clutch Lockup. Lockup only occurs above engine coolant
temperatures of 68F and transmission temperatures above 84F.TCC PARAMETERS
Description: Parameters that tune TCC activation and deactivation.
TCC Parameters – Activation – Min Gear Enable
Description: Selects the minimum gear that the TCC will be applied. The TCC is typically only applied in an overdrive gear.
TCC Parameters – Activation – Min RPM TCC Enable
Description: Minimum engine speed at which the TCC will apply. This value can be adjusted so that engines with large camshafts, etc
do not hesitate if the TCC is applied at too low of an engine speed.
TCC Parameters – Activation – Time in Gear Before Lockup
Description: Amount of time after a shift the TCC will wait before starting the lockup ramp.
TCC Parameters – Activation – RPM to Disable TCC

The RPM to Disable TCC is used to unlock the TCC once it is locked. The Lock and Unlock values should not be too close together, or
they will continuously lock and unlock. Applications with high stall torque converters will typically need 400-700 RPM or more between
these values.
TCC Parameters – Deactivation
Description: These parameters will cause the TCC to unlock or be disabled under certain conditions.
TCC Parameters – Deactivation – Max TPS
Description: Throttle position value when the TCC will unlock. Most lockup torque converters do not have a clutch designed to lock up
when higher power is being applied. If that is the case, it is best to unlock the converter when more power is being applied which can
simply be performed by inputting a TPS value typically between 25-50%.
TCC Parameters – Deactivation – Disable
Description: When enabled, the TCC will never lock up.
TCC Parameters – Deactivation – Unlock Upshift
Description: Enabling this feature unlocks the TCC during an upshift. Desirable to avoid drive train shudder if the TCC is applied in
multiple gears.
TCC Parameters – Deactivation – Unlock Downshift
Description: Enabling this feature unlocks the TCC during a downshift. Desirable to avoid drive train shudder and stress if the TCC is
applied in multiple gears.
TCC LOCK/UNLOCK
Description: TCC lock/unlock parameters solely based on vehicle speed. These parameters work in addition to the TCC Parameters,
by offering additional tuning using vehicle speed as well. These allow for the TCC to not lockup in around-town driving if not desired.
TCC Lock/Unlock – Lock Table
Description: Numerical entry of vehicle speed based lockup. Should always be more than the unlock values at the same vehicle
speed.
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TCC Lock/Unlock – Unlock Table
Description: Numerical entry of vehicle speed based TCC un-lock. Should always be less than the lock values at the same vehicle
speed.
TCC Lock/Unlock – Graph
Description: Editable graphical views of the vehicle speed - based on lock and unlock parameters.
TCC LOCK/UNLOCK SLEW RATE
Description: Many transmissions use a pulse width modulated solenoid to lock and unlock the torque converter. These parameters
adjust the duty cycle ramp of the lockup and unlocking so that the converter does not lockup too harshly.
TCC Lock/Unlock Slew Rate – Lockup
Description: Duty cycle parameters for TCC lockup.
TCC Lock/Unlock Slew Rate – Lockup - Beginning Duty Cycle
Description: Beginning TCC solenoid duty cycle for beginning converter lockup. Initial values are typically 40-50%.
TCC Lock/Unlock Slew Rate – Lockup - End Duty Cycle
Description: TCC solenoid duty cycle that is present when the lockup time ramp ends. At this point, the duty cycle will go to 100% if it is
not presently at that value.
TCC Lock/Unlock Slew Rate – Lockup – Time
Description: The time it takes to go from the Beginning Duty Cycle to the End Duty Cycle.
TCC Lock/Unlock Slew Rate – Unlock
Description: Duty cycle parameters for TCC unlock.
TCC Lock/Unlock Slew Rate - Unlock – Beginning Duty Cycle
Description: The beginning duty cycle of the TCC solenoid when unlocking begins.
TCC Lock/Unlock Slew Rate – Unlock – End Duty Cycle
Description: TCC solenoid duty cycle that is present when the unlock time ramp ends. At this point the duty cycle will go to 0% if it is
not presently at that value.
TCC Lock/Unlock Slew Rate – Unlock – Time
Description: The time it takes to go from the Beginning to End Duty cycle for both TCC lock and unlock.
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ADVANCED
Torque Management
Definition: Designed to remove some engine power during the shift event.
Torque Management - Current Gear
Definition: Select the gear change event to alter ignition timing.
Torque Management – Graph
Definition: User editable graphical representation.
TORQUE MANAGEMENT
Description: When using the 6L80/90E transmission type , Allows Torque Reduction via Timing Offset or DBW Offsets Based on TCM
Requested Torque vs. ECU Virtual Torque.
Enable TCM Requested Torque Reduction

Description: When checked, enables the timing or DBW position to be educed during shifts based on the table values.
Table Type
Description: This sets the table units used for torque reduction. The options are Timing Offset and Drive By Wire Offset.
Y Axis Sensor
Description: Sets the units of the Y axis for the torque reduction table. Defaults are either Speed when using timing offsets or Pedal
Position when using drive by wire offset.
Torque Reduction Table

Description: sets the amount of timing or drive by wire throttle offset based on the requested torque reduction value from the 6L80/90E
transmission and the user selected y axis values.
Table limits: -60 to 0

X Axis Limits: -990 to 0
X Axis Units: torque in ft-lb
VIRTUAL TORQUE
VIRTUAL TORQUE
Description: Virtual Torque is the Torque value form the Terminator X Max ECU to the 6L80/90E transmission. The 6L80/90E uses this
Virtual Torque value to determine shift characteristics.
By Default, Virtual Torque is calculated automatically from the Terminator X Max ECU’s Fuel. (Meaning the Virtual torque table does
not need to be enabled)
Virtual Torque Offset

Description: The value in this box will offset the final Virtual Torque value sent to the TCM by said amount (+/- ).
Default: (0.0 ft-lb).
Tuning Tip: If shifts are felt to be too soft or slipping under low partial throttle positions, start by adding 5ft-lb until shift firmness it to your
liking. Functionality is the sane for too firm of shifts but input a negative value, -5ft-lb.
Virtual Torque Multiplier

Description: The % input by the user in this box will multiply the final Virtual Torque value sent to the TCM by said amount (+/- ). 0%, the
neutral value does not modify Virtual Torque. A positive value increases Virtual Torque, negative decreases Virtual Torque.
Default: (0.0 %)
Tuning Tip: If under high throttle positions shifts are too Soft or Firm but are to your liking at lower throttle positions, using the Virtual Torque
Multiplier will have a greater affect on the larger Virtual Torque Values. Start by adjusting less than +/-2% until desired shifting is achieved.
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Closed Throttle Braking Virtual Torque Offset
Description: When TPS is below 10% (Pedal Position for DBW) and the Brake Pedal is applied, this value will be added to the Virtual
Torque value sent to the TCM. The purpose of this offset is to lower the Virtual Torque to near 0ft-lb, in turn reducing harshness when
transitioning between forward/reverse and allow proper downshifting under braking.
Default: (-65.0 ft-lb)
Tuning Tip: With the vehicle at operating temperature Idling in Drive with the Brake Pedal depressed, adjust this value until The Virtual
Torque in the data monitor reads 0 to 20 ft-lb.
A/C Kick Virtual Torque Loss Offset

Description: When A/C Kick Input is active, this valve will be added to the Virtual Torque to offset the torque absorbed by the A/C
Compressor.
Default: (8.0 ft-lb)
CUSTOM VIRTUAL TORQUE MODIFIER

Description: Allows for you as the user to multiply the final virtual torque value sent to the TCM based on whatever you would like.
Think of this as an “Advanced” table for your final virtual torque value.
Enable
Description: When checked, enables the custom modifier table.
X Axis
Description: Sets the units of the X axis.
Custom Virtual Torque Modifier Table

Description: Multiplies the final calculated virtual torque output by the table amount.
Table limits: -100 to 500
VIRTUAL TORQUE TABLE

Description: When the Virtual Torque Table is Enabled, the ft-lb value in the table will be used as the Virtual Torque value, instead of
being calculated in real-time based on current fuel flow. Using this table removes variables such as fuel correction or temperature
enrichment from the Virtual Torque.
Enable
Description: When checked, the Terminator X Max ECU will use the table values instead of the calculated value it would otherwise create.
Calculate from Base Fuel Table

Pressing the Calculate From Base Fuel Table button above the Virtual Torque Table will auto populate the axis’s and table based off of
your Base Fuel table from the FUEL ICF. This works as a great starting point for the Virtual Torque Table. Note: Fuel Learn Table
Values are not referenced in this auto populate calculation.
X Axis
Description: Sets the units of the X axis.
Y Axis
Description: Sets the units of the y axis.
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VIRTUAL TPS
VIRTUAL TPS
Description: Virtual TPS(%) is the Throttle Position parameter the 6l80/90e uses in its shifting calculations. This Virtual TPS parameter
is a ‘correction’ for the differences in TPS% vs. Air Flow from OE vehicle Throttle Bodies and Aftermarket Throttle Bodies.
Throttle Body Type

Description: Select the type the most closely matches your installed throttle body.
X-Axis TPS(%)
The actual TPS% from the Terminator X Max ECU.
Y-Axis Virtual TPS(%)
Virtual TPS% is the value the 6L80/90E uses for shifting calculations. It is recommended the 0% and 100% TPS table cells remain at 0%
and 100% respectively.
INPUTS/OUTPUTS
TRANSMISSION INPUTS
Inputs Function
Definition: Shows all possible inputs that can be enabled for the Transmission ICF.
Inputs ECU Pin
Definition: Shows the pin that the input has been Pin-Mapped to. If it is grayed out, that means that input has not been selected. If it is
white and says “not defined”, it must be pin-mapped.
Inputs Type
Definition: Select whether the Transmission inputs will be +12v or ground.
Inputs - Manual Upshift
Definition: Enabled when “Paddle Shift Enabled” is selected. Choose +12v or ground per the design of the paddle shifter.
Inputs - Manual Downshift
Definition: Enabled when “Paddle Shift Enabled” is selected. Choose +12v or ground per the design of the paddle shifter.
Inputs - Auto/Manual
Definition: Enabled when “Paddle Shift Enabled” or “Enable Auto/Manual Shift Mode” is enabled.
If enabled:
 For Paddle Shift Mode – The transmission will shift according to paddle shifter input.
 For Auto/Manual Shift Mode (and Paddle Shift Mode NOT enabled) - 1st, 2nd, and 3rd gear lever positions result in a “full
manual” valve body style of operation
If NOT enabled:
 For Paddle Shift Mode - The transmission will automatically shift (i.e. the paddle shifter inputs will be ignored).
 For Auto/Manual Shift Mode (and Paddle Shift Mode NOT enabled) - Transmission will shift per programmed shift tables.
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TRANSMISSION OUTPUTS
Outputs Function
Definition: Shows all possible outputs that can be enabled for the Transmission ICF.
Outputs ECU Pin
Definition: Shows the pin that the input has been Pin-Mapped to. If it is grayed out, that means that output has not been selected. If it
is white and says “not defined”, it must be pin-mapped.
Outputs Type
Definition: Selects the output types.
Outputs – Speedometer
Definition: Provides a PWM- output to drive an electronic speedometer.
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DRIVE-BY-WIRE
DBW PARAMETERS
Throttle Body – Type
Description: Allows the user to select from allowable drive by wire throttle bodies. They are listed by the OEM part number in the
dropdown menu. Do not use a throttle body that is not listed as the calibration required for it is likely different.
Do NOT use the “Restricted Use” parameter unless directed to do so by authorized Holley technical personnel only!
NOTE: An idle air control (IAC) motor is not used with Drive-By-Wire (DBW). The DBW throttle body performs the same functions as
a separate IAC motor. For DBW IAC control to function properly, you must go to the “Idle” ICF. Select “Idle Settings” and “Idle
Parameters” and look under the “IAC Control” area. For the “IAC Type” parameter, you must select the “Drive-By-Wire”
setting.
Throttle Body - PWM Frequency
Description: Only shown if “Restricted Use” is selected. Do NOT use unless authorized to do so by Holley Technical personnel.
Throttle Body – P
Throttle Body – I
Throttle Body – D
PEDAL VS. THROTTLE

Pedal vs. Throttle
Description: The Pedal vs. Throttle Position table is the primary method of “tuning” a Drive By Wire throttle body system. The “Pedal
Position” represents the position of the accelerator pedal. The user can adjust the “Throttle Position” to change based on the pedal
position. This allows the user to increase or decrease throttle body position (engine airflow) to tailor the “responsiveness” of the engine.
It can allow for an overly-large throttle body to have good driving manners or a small throttle body to be very responsive.
Pedal vs. Throttle – Graph
Description: User editable graphical view of the pedal vs. throttle table.
WARNING: When tuning the Pedal vs. Throttle table, make sure that you do not enter values you don’t intend to, such as a
high throttle opening at low pedal positions. This can lead to an unintended increase in engine speed.
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TRACTION CONTROL
SETUP
SETUP
TC Switched Enable Input - Used to globally enable/disable TC methods with a physical input
METHODS
Description: Checking the various options to select the type of traction control you want to activate. You can select multiple traction control
options.
WHEEL SLIP: compares two speeds and takes action based on the percent difference between them.
ACTIVE SPEED MANAGEMENT: time based curve that takes action when the value is exceeded at that specific time in the graph.
TC2: used with davis technologies tc2 traction control module
PROFILER: used with davis technologies profiler traction control module
SMART DROP ENABLE: enables the input and functionality of “smart drop” when using either davis technologies method
Wheel Slip
SETUP
Driven Speed Input - Select the speed input that will be controlled by the methods below. Typically drive shaft speed or rear wheel speed
on a RWD vehicle.
Undriven Speed Input - Select the speed input that will be compared to the driven speed input. Typically, the front wheel speed on a RWD
vehicle.
Min Undriven Speed for Activation - When undriven speed is below this number the wheel speed traction control will not act.
Max Undriven Speed for Activation - When undriven speed is above this number the wheel speed traction control will not act.
Min TPS for Activation - If enabled, Wheel speed traction control will not act below this TPS%.
Min RPM for Activation - If enabled, Wheel speed traction control will not act below this engine RPM.
Number of Gears - Configures how many gear tables are used in the methods selected below.
Shift Recognition - TCU input is the only option and means that gear will come from the transmission ICF.
Methods - The methods when enabled will allow for power reduction based on Ignition retard and limiters, DBW throttle position, Boost,
and/or Nitrous progressive percent.
METHOD SCREENS (TIMING, DBW, BOOST, NITROUS)

Max Offset - Sets the maximum amount of timing offset the table uses. When viewing percent in the table, changing this number will
effectively change the overall aggressiveness of the entire table.
Show timing - Changes the Timing table units from percent to the actual timing value being offset.
Select Gear to Edit - Dropdown is populated with the number of gears selected on the Setup screen. Changing the gear in the dropdown
will change the table’s contents to show the selected gear’s values.
Timing Retard Table
X-Axis: Undriven wheel speed
Y-axis: Percent of wheel slip calculated by the ECU
Table Units: % or max timing offset value (with secondary display of actual timing value via check box)
Cylinder Cut Table

Table Units: Percent of cylinders cut (with secondary display of actual number of cylinders being cut)
DBW Reduction Table

Table Units: Percent of throttle body position being offset
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Boost Reduction Table
Table Units: Percent of current dome pressure value to be removed. Example: 10psi dome target with an 80% value in the table will
result in a new target of 2psi of dome pressure.
Nitrous Reduction Table

Table Units: Percent of current Nitrous stage progressive percent to be offset. Note: This will ONLY work if you have your nitrous
stage setup as a progressive in the nitrous ICF.
Removal/Restore Rate Tables

Description: Each of the reduction tables has a removal and restore rate with matching units. The removal rate is how fast the
reduction value is updated from 0 to the full table value. With the restore rate being how long it takes for the reduction to decay back to
0 after the TC event has stopped.
Active Speed
Setup
DRIVESHAFT SETUP
Driveshaft Speed Input - Speed of the driveshaft in mph or rpm.
Min Driveshaft Speed for Activation - The minimum driveshaft speed that Active Speed Traction Control will be
activated.
Max Driveshaft Speed for Activation - The maximum driveshaft speed that Active Speed Traction Control will be
activated.
ACTIVE SPEED MANAGEMENT
X Axis Max Time - Length of time [sec] displayed on the driveshaft or crankshaft curve tables.
Timer Ignore Time - Time delay for enabling Active Speed Traction Control.
Activation Key - Key provided by Holley Support after purchasing Holley Time-Based Traction Management.
Driveshaft/Crankshaft Setup
Enable Check Box - Enables Driveshaft/Crankshaft traction control.
“Select Table to Edit” box – user editable curve.
- Base – base target driveshaft/crankshaft curve
- Retard A – first level of curve that retards ignition timing to correct a mild spin or unwanted driveshaft/crankshaft speed
- Retard B – second level of curve that retards ignition timing to correct an aggressive spin or unwanted driveshaft/crankshaft speed
- Rev Limit – third level of curve that cuts spark (ignition) to correct a severe spin or unwanted driveshaft/crankshaft speed
View Deltas” checkbox - When checked, the table will show the difference in engine or driveshaft speed between the “Base” curve and
whatever curve is selected. Note that the Delta value is editable.
Synchronize Axis checkbox - When this is checked, a couple things will happen. First, when initially checked, all of the time axes (for
EITHER the crankshaft or driveshaft tables) will be copied to whatever the axis is being edited. Secondly, if it is left checked, the axes will
constantly be updated as a change is made to any axis.
Edit Rev Limit/Retard A/Retard B/Base - These four checkboxes indicate what curves can be edited at the same time on the graph or
which ones will have modified by the “offset editable curves” button.
TC2
Setup
DS Speed Input - Speed input to be used as the axis on the methods tables
Min DS Speed for Activation - When the DS Speed Input is below this number the traction control will not act.
Max DS Speed for Activation - When the DS Speed Input is above this number the traction control will not act.
Methods - Check boxes to enable tables for the TC2 power reduction.
Power reduction methods

Description: Each method has a table with a small, large, and maximum row based on DS Speed Input. The TC2 will send a signal telling
the ECU which row to use.
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Profiler
Description: There are no user adjustable settings in the Holley EFI software, all traction control feature is handled by the Davis
Technologies Profiler unit and software.
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ADVANCED
1D AND 2D TABLES
Description: The Advanced section allows for very powerful modifications of engine operational parameters.
This area should only be used by advanced tuners that have a full understanding of the capability and operation this area provides. Not
having a full understanding of the capabilities this section offers can result in significant engine and/or vehicle damage.
SETUP
To use a table, the Enable Table checkbox box must be selected. Next enter a description for the Name of the table that makes
identification of the table easy. This will show up on the Data Monitor and Data Logger as the name entered. This value will be
indicative of the table modifier value.
There are options for certain Table Types to inhibit closed loop or fuel learning when that Advanced Tuning table is active. Select the
checkboxes for “Inhibit CL Compensation when Activated” or “Inhibit Base Fuel Learn when Activated” to inhibit these operations.
Next, enter the Table Type, which will select the modifier.
Note the following nomenclature on these:
 “Offset” – Adds or subtracts a raw value from the modified parameter
 “Multiplier” – Performs a percentage increase or decrease to the modified parameter.
Important Note: If multiple “Multiplier” tables are used for the same function, they will be multiplied together. For example, one might be
using a table for E85 compensation and another for fuel pressure compensation. If the final fuel flow is 100 lb/hr, and one table is
adding 25% more fuel and the other taking out 10% the math works out to: 100 lb/hr * 1.25 * .90 = 112.5 lb/hr.
Note that how this value affects the parameter is indicated in the software above the graph. The “neutral” value that does not
perform any modification is specified.
The following items can be modified:
 Fuel Flow Offset – Adds or subtracts fuel to the final fuel flow value.
 VE Based Fuel Flow Offset – Adds or subtracts VE% to the final VE value.
 AE Fuel Flow Multiplier – Multiplies the final AE Fueling value.
 Fuel Flow Multiplier – Multiplies the final fuel flow (no matter what type of fueling strategy is used, whether it be lb/hr or VE
based) by this amount.
 Timing Offset – Adds or subtracts timing to the final timing value.
 Target Air/Fuel Ratio Offset – Performs an offset to the target A/F ratio. NOTE: If this modifier is employed, the final fuel
flow value is offset by the ratio of the base target air/fuel ratio, and the offset performed. For example, if the base target
air/fuel ratio is 12.0:1, and an offset of -1.0 is performed (effectively richening the target to 11.0), the final fuel flow will
automatically increase by 8%.
 Target Air/Fuel Ratio Multiplier – Multiplies the Target Air/Fuel ratio by this value.
 Closed Loop Compensation + and – Overrides – When this table becomes active, the tuner has the ability to override the
base Closed loop Compensation Limits % table with this new value.
 Target Idle Speed Offset – Adds or subtracts to the target idle speed value.
 IAC Position Offset – Adds or subtracts to the current IAC Position.
 Boost Offset – Adds or subtracts to the target boost level. The “target boost” will be either dome pressure or actual boost
depending on how the boost control is set up in the software.
 Nitrous Stage 1 Offset – Adds or subtracts to the nitrous percentage by the value entered for the stage specified.
 Drive By Wire Offset – Adds or subtracts to the DBW throttle body position
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 Injector End Angle Offset – Adds or subtracts to the Injector end angle position.
 Cranking Fuel Multiplier – Multiplies the base cranking fuel number by this value.
 Dwell Time Offset – Adds or subtracts to the actual dwell value.
 Target Charging Voltage Offset – Adds or subtracts to the target voltage value when using a PWM controlled alternator
 Trans Dump Valve #1 Offset – Adds or subtracts to the PWM value when using a racing trans dump valve
 Virtual Torque Offset – Adds or subtracts to the torque value calculated for 6L80/90E transmissions
 Virtual Torque Multiplier – Multiples the torque value calculated for 6L80/90E transmissions
Finally, select the X and Y (for 2D tables) axis parameters. The axis break points are fully user-editable.
ACTIVATION
These functions can be activated based on a switched or sensor input. A tuner/user should possess a high level of knowledge to use
these functions. If none of the activation conditions are selected, the particular Advanced Tuning table will be active all the time. Note
that each activation table must be set up for every table, even if the activation conditions are all the same.
The Time Delay to Start, if enabled will delay the activation of this table when the table is active. This time will be added after all of the
“Activation” parameters are met.
The Activation parameters, if enabled, provide methods of activation conditions for the table. The Switched Enable provides a
dropdown of choices that allow table activation when they are either in an enabled or disabled state. Note that some of the dropdown
choices can be items that have variable values, not just items that are “on or off”. If one of these are selected, they will allow activation
whenever they are in an “active” state. The Advanced Enable allows table activation by a parameter that allows the user to select the
values above/below as well as a deactivation value. If both are enabled, the AND/OR value can be chosen to indicate whether one or
both conditions have to be active for table activation.
The table/graph is where the particular tuning modifier is edited. 1D tables are shown with a table and graph. 2D tables are shown with
a table, with a graph button available. The X and Y axis values may be edited as needed as well.
COMPARE
You must first open a base calibration. Once a base calibration is open, select the Comparison icon. You are allowed to select up to
four comparison files, but can only compare one versus the base file at one time. At the top of screen select the file icon for each you
wish to open. You then select which individual file you are actively comparing/copying from.
The Comparison bar will be open on the left of the screen and will show a “calibration tree”. Any area that is different will be in bold.
You can drill down until you find out exactly what area of the calibration is different. Once you reach that area, it will be shown on the
screen.
For a 2D table, you have the option of viewing the base calibration values (Base), Comparison calibration values (Comp), a different in
the values (Delta) or a percentage difference (Percent). For the axis values you have the option to view the comparison value (Comp),
a difference in values (Delta) or a percentage difference (Percent). There is also a checkbox to show a color gradient on any table
which can be custom edited.
1D tables operation in the same manner as a 2D table except they will show a nice graphical view of both calibrations.
There is a “Copy to Base” button on the upper left. If selected this will copy the COMPARISON values to the base calibration. You
have the ability to copy a single screen of values (whatever is open) or you can copy multiple screens up to a complete Individual
Configuration File (ICF) depending on what level you select on the calibration tree on the left.
62
PIN MAP
Description: The Pin Map is where the user assigns programmable inputs and outputs to a desired ECU pin. The user will drag and
drop unassigned items to a pin location that supports the specific input or output type.
View Inputs
Description: The “View Inputs” tab brings up all the inputs available.
View LCD
Description: The “View LCD” tab brings up 10 “switched inputs” that can be configured to the 7” or 12.3” Touch Screen LCDs.
View Outputs
Description: The “View Inputs” tab brings up all the outputs available.
View Injectors
Description: The “View Injectors” tab brings up the injector driver outputs and what they are assigned to. These are hard assigned by
the system.
OUTPUT TEST MODE

WARNING: Misusing this feature will damage wiring and electrical components.
Description: Entering the Output Test Mode turns off all of the engine control logic and then gives you the ability to directly cycle any
output on/off without any safety measures interfering. The purpose of this is to allow someone to check an output with a volt meter to
confirm the wiring and ECU function properly.
PULSED OUTPUT SETTINGS
Pulsed Output Settings – Number Of Pulses
Description: This sets how many times the output will be on cycled on/off after you select the pulse checkbox of an output.
Pulsed Output Settings – Pulse On Time

Description: This sets how long in milliseconds (.001 seconds) each of the on pulses will be on when the pulse checkbox is selected.
Pulsed Output Settings – Pulse Off Time

Description: This sets how long in milliseconds (.001 seconds) the output will be off between each on pulse when the pulse checkbox is
selected.
Example: A pulse on time of 250, off time of 1000, and number of pulses 5 will result in an output turning on for 250msec (0.250
seconds) off for 1000msec (1.000 seconds), and then repeat those actions 4 more times for a total of 5 on events.
Meaning it will look like this:
On 250msec, off 1000msec, On 250msec, off 1000msec, On 250msec, off 1000msec, On 250msec, off 1000msec, On 250msec, off
until user takes further action.
OUTPUTS TABLES
OUTPUTS – On Check Box
Description: Checking the on checkbox will physically activate that output until you uncheck the box. It is possible to turn multiple
outputs on at the same.
OUTPUTS – Pulse check Box

Description: Checking the pulse checkbox will physically activate that based on the Pulse Output settings. It is NOT possible to pulse
more than one output at a time.
63
STRIP CHART
Description: The Strip Chart provides live graphical views of all active Terminator X parameters. This is incredibly useful for tuning
and diagnosing. PC software must be in “Online” mode to use this function.
“E” Icon: This allows each of the eight display panels to be customized. To add a parameter, click and drag it from the left hand list to
an empty spot (shown as “--------- “) on any of the panels. To remove a parameter from a panel, simply click on it and press “delete” on
your keyboard. Custom layouts can be saved by choosing “File” and “Save As”
Pause: Pauses the live data stream
Graph xxx Points: There are six options for viewing data
1. Graph 20 points (highest resolution on screen, but minimum time snapshot)

2. Graph 50 points
3. Graph 100 points
4. Graph 200 points
5. Graph 500 points
6. Graph 1000 points (lowest resolution on screen, but maximum time snapshot)
Enable Channel: Checking the left hand check box will show or hide that channel on the strip chart
Y-A xis Labels: Checking the right hand check box will show or hide that channels y-axis label
Scaling: To change Y-axis scaling, right click on the right hand check box and set minimum and maximum values for the y-axis scaling
Customize Strip Chart: Right clicking anywhere on the strip chart will open a list of customization options
Sample Strip Chart
64
DATA LOGGING
DATA LOGGER OVERVIEW
Holley Terminator X systems come standard with powerful data logging capabilities. There are two main types of data logging: PC Data
Logging, which is performed directly with a laptop computer, and Touch Screen Data Logging, which is stored on the SD card in the
Touch Screen and later retrieved with the software. Every channel is always logged with both types of logging.
PC Data Logging: The sampling rate is dependent on your computer’s speed and logging is started and stopped by simply clicking an
icon in the software.
Data can be reviewed numerically and plotted graphically. Two logs can be overlaid and compared together. A zero start point can be
established to further assist with tuning.
Touch Screen Data Logging: Logs are started and stopped using the 3.5” LCD Touch Screen and are recorded to an SD card for
review in the laptop software.
PC DATA LOGGING
To start PC logging, simply select the logging icon at the top of the screen (appears as a clipboard). This icon will only be
active when the ECU is powered and USB communications are established. To end logging, simply select the icon again.
At this point you will be asked to enter a file name (and allowed to select or create the directory to store the data). There
will be a default name, which includes the date and the time at which the log was started that can be used or changed.
TOUCH SCREEN LOGGING

You can enable logging on the handheld by going to the home screen and clicking on the logging icon. From there you click start log to
record and stop log to end the recording. If you do not stop the log before shutting off the handheld the data will be lost. Data is
recording to the handheld’s SD card which can then be reviewed in the laptop data log viewer.
BASIC DL VIEWER OPERATION
Figure 1
65
This is a screenshot of the DL viewer in action. You can see in the left pane there is a list of variables from the ECU. This list can be
defined and ordered to your choosing. See the section on Setting Up Log Views for more detail. You can select which list you would
like to see by either scrolling through them with the left and right arrows or by selecting it directly with the view selector dropdown.
Figure 2
Each variable in the list has parameters to let you control how you see the data. To see the parameters for a given variable, click the
variable name in the list.
Figure 3
The option for “Autoscale Axis” will let the software automatically set the axis for that variable so that it is “zoomed in” to the range of
data for the given DL. This is good and bad. It is good in that you always have favorable visual resolution for a given DL. It is bad in that
you do not get a consistent perspective and the feel that comes with that. Sometimes it is desirable to lock the axis values so that it is
easy to tell at a glance if a parameter is in a reasonable range or to force consistent axes between variables that should lie atop one
another (setpoint vs. feedback for instance). In that case you can uncheck the option for autoscaling and specify the axis values
explicitly in the “Minimum” and “Maximum” fields.
You also have the option to apply smoothing to noisy data after the fact when examining data logs. For instance consider these two
traces of BARO:
Figure 4 - No Smoothing
66
Figure 5 - Smoothing
You have the option of five different levels of smoothing, or of course none at all.
The next parameter in the setup for a given variable is the panel selection. You do not have to use panels at all. You can customize
multiple views to switch between to accomplish this, but using panels lets you group variables by function and plot them on one screen
so that the traces do not overlap. You can use up to five panels per view. The panels are referred to as 1-5 but are not labeled in the
graph pane. For instance, you can be using panels 1, 3, and 5 and it may be mistaken for 1, 2, and 3. You just have to remember which
ones you are using or click on a variable name to see to which panel it belongs.
The Last parameter in the setup is the line color, which is exactly what it sounds like. It lets you change the line color to the color of
your choice for the selected variable.
Figure 6
In addition to the parameters available by clicking on the variable name, there are also a few options directly accessible in the box with
the variable.
The checkbox immediately to the left of the variable name lets you turn the trace on or off for that variable. If you “hover” over the
checkbox you will see that it is called “Graph Channel.” This is the main on/off switch for the trace. If you turn it off the corresponding
trace in the right pane will disappear along with any axis settings below the variable name.
The checkbox below the “Graph Channel” control is the “Display Axis” control. This is the on/off switch for the axis label, which includes
the variable name and the numeric axis labels. It may not be immediately obvious why you would ever want to turn an axis label off, but
it is very useful for things that share the exact same axis. For instance, assume you have eight widebands or eight EGT channels.
Chances are you will want to plot them on consistent axes, but there is no reason to see all eight once you reconcile them. The axis
labels do consume screen real estate after all.
The boxes with numbers that are displayed directly under the variable name are only displayed when the axis is using user defined
min/max values. They are not displayed if autoscaling is enabled for that channel. They will still show up if you turn the axis labels off so
that you can see the axis min/max values are what you think they are. They are also useful for quick reconciliation if you are trying to
keep multiple variables on consistent axes.
67
The numbers in white immediately to the right of the variable name is the value of the variable at the time defined by the cursor position.
The cursor is positioned by clicking on a trace or using the left/right arrows- not by mousing over alone. The graph trace does not have
to be turned on to be able to see the numeric value. The value that you see immediately to the right of the variable name is “raw” in that
the smoothing/filtering is not reflected in this value. Instead if you want to see the numeric value of the “smoothed” trace you look here:
Figure 7
As you can see it will say “(Filtered)” after the variable name to differentiate it from the raw numeric value.
Below this box in the top of the right pane is the graph legend which maps out the colors for the different traces. As a visual cue, the
box around the variable name in the left pane is the same color.
Zooming in on a time region with the mouse is an often used and very useful feature. To do this you highlight the area to which you
want to zoom by clicking and dragging (not on a trace) the mouse. While dragging the area to be zoomed to will have an inverted color
set to let you visualize what you are selecting.
When zooming in to a window of time that is just a part of the whole log a new pane will appear at the bottom of the screen. The point of
this is to let you visualize what fraction of the entire log you are zoomed to and when it happens within the log. The extent of the active
zoom is defined by the white background while the part of the log that you cannot see is defined with a gray background. The scroll bar
at the bottom will adjust to the zoomed region as well, with the “thumb” of the scroll bar assuming the same width as the area of white
background. You can then click and drag the thumb to move back and forth through time.
A quick way to unzoom is to use the “Zoom All” control in the toolbar. These zoom buttons are further explained in the toolbar section.
Figure 8
You can also click on the x-axis to explicitly set the zoom limits if you want to set a window by numbers instead of by clicking and
dragging. Be aware that there is an x-axis at the bottom of every pane in a multi-pane configuration even though you don’t see the
numbers. So if you are getting this dialog by accident it might be because you are clicking too close to one of the x-axes.
To scroll through the data, move the cursor over one of the graphed items. The mouse cursor will turn into a “hand” when hovered over
a line. At this point click on the line and use the arrow keys to scroll left or right.
68
TOOLBAR FEATURES
Data logs are simply files that contain a record of operating conditions that you can review or compare with previous logs. They have
the extension DL or DLZ and are viewed with an integrated data log viewer utility. You can launch the data log viewer by clicking “Open
Data Log” under the “Data log” entry of the menu bar in the main Holley software. Clicking on the DL or DLZ files in “Windows Explorer”
or similar utility will not launch the data log viewer.
Figure 9
This will prompt you to specify the path and filename of the DL that you want to view. The default path for DLs is
\Documents\Holley\HEFI\Data Logs, which will be where internal data logs are copied to and the default location for PC based data
logs.
Once the data log viewer opens you can see that it has a text based menu bar at the top and an icon based toolbar directly below. Most
features can be accessed in either place. If you are unsure what an icon means you can “hover” over it with your mouse and a context
sensitive description will appear.
Because the logs are file based, there are a few features that are common to other programs that store data in files; “Open,” “Save,”
and “Save As.”
Figure 10
Opening a new datalog will close any DL currently open (which may result in a prompt to save) and bring the data from the specified file
into the viewer. Ctrl+O will not actually launch the DL open dialog box. Since you can perform operations on the files when they are
open (like deleting data after a specified point or specifying a new zero time), you have the option of saving what you have done. “Save”
will store the modified datalog to the original file name. This overwrites the original DL and is effectively irreversible. “Save As” will
prompt you to specify a new file name so that the original remains preserved.
Figure 11
69
The next icon in the toolbar is for exporting data in the log to a standard CSV (comma separated variable) format. You can use this if
you need to do more advanced processing of the data in a tool like Excel or MATLAB. If you do not know if you need to export a file,
you do not need to worry about it. Clicking this will prompt you to specify the name and location of the CSV file that the data log viewer
will generate. Very large files can take a bit to export. There is a progress bar, but sometimes Windows can proclaim the Holley
software is unresponsive while it is busy exporting.
Figure 12
The icon that looks like a small clipboard launches the “Data log Properties” editor. Every DL has a header that can store notes about
the particular log. Some fields, like the Global Folder name and firmware version, are automatically populated when the DL is created.
There are predefined places to put common notes like 60 ft times or weather conditions as well as space for user defined notes. The
Drag Race tab will also automatically calculate time splits and place a marker on the graph for you if you check the boxes for them.
Remember to “Save” or “Save As” after entering DL notes.
Figure 13
Figure 14
In order to have a convenient basis for comparison you have the option of being able to reset the zero time to a point of your choosing.
For instance, you may want to find the point of transbrake release to use as a zero time reference. This doesn’t throw any data away.
Data that is recorded previous to the assigned zero time is simply shifted into the negative time region. The icon with the Z allows you
to manually select the zero time. It is easy - you click on the point in the log you want to correspond to t=0 and you click the Z icon. You
also have the option to setup conditions to automatically set the zero time. When you hit the icon with the ZA you will be prompted to
define a condition by which the zero will be set. After you specify the condition, the software will look for the first time the condition is
met and establish this as the new zero time. It will then remember the condition you specified so the next time you hit ZA with a different
70
DL you can just hit OK. If it does not find a point where the condition is met it will tell you. If the condition is met before you want it too,
you can always trim the beginning of the log where the false trigger occurred. This will be covered next.
Figure 15
Many times there is data before and after the main event of interest that you’d rather just toss to save space or to isolate a particular
problem in a long log. That is where it is very useful to trim the DL by setting the start and end points. To throw away data before a
certain point in the log simply click the first point you want keep and click the green right arrow to “Set Start Point.” To throw away data
after a point click on the last point you want to keep and click the red left arrow to “Set End Point.” By nature these functions will result
in a loss of data, so it is advised to save the new DL as a different name to preserve the original data. Remember to save the DL before
you start trimming if you have entered notes in the properties box so the notes will be saved with the original data.
Figure 16
Setting Up Log Views – Similar to the Data Monitor Views, the user can set up custom data log configs. Eight views can be
customized, each with 16 parameters. There are a two ways to edit the variables that will be in a given view. First, you can click the
icon in the toolbar that has the letter E (Figure 18).
Figure 18
You can also select “Edit Views” from the view selector dropdown (Figure 19).
Figure 19
71
Figure 20
Either one will launch the “Graph Setup” (Figure 20) from which you can name and populate views (groups of variables) of your
choosing. This you do with a drag-and-drop. In the left pane you can see the defined variables (note that it scrolls at the bottom.) The
variables in white text are the ones that are available to view while the ones in gray text do not have valid data associated with them.
While you can drag either type to a view list, only the ones in white will be graphable. You can also select the hide inactive checkbox
above the variable list to automatically remove the grey variables from the list. The sort check box will take all of the variables and put
them in alphabetical order. The variables with green checkmarks beside them are ones that are represented somewhere in a view list.
You can have the same variable in multiple view lists (RPM in every one for instance) but a variable can only be in a list once. Although
there can be up to 16 variables per view, you do not have to use all 16 slots if you want to keep a given view simple. To remove a
variable from a view simply drag-and-drop it somewhere over into the left pane.
You don’t have to put it back where you got it. After you customize this to your liking you can save the data log configuration via save or
save as. Multiple Data Log Configs (.graph files) can be saved for different calibration tasks. Being files they are also “portable” in that
you can send a favorite DL config to a friend or vice versa. The default location for storing the DL config .graph files is:
\Documents\Holley\HEFI\Data Log Configs.
Figure 21
72
New to this software version is some X-Y plotting functionality, frequently called a scatterplot. Often when you are scrutinizing data logs,
it is helpful to visualize the response of a variable as another variable changes. In other words, instead of plotting everything as a
function of time (with the time on the x-axis), it is sometimes useful to plot things as a function of RPM or something like that. Instead of
plotting lines as a function of time, you are plotting points and the location of the points is determined by what you select for the “X Axis”
and “Y Axis.” The shape of the collection of points can give insight into the meaning of the data. For instance, if you look at the plots of
“TB TPS #1” and “TB TPS #2” vs. time in the normal DL viewer, it is not immediately obvious if things look good (Figures 22 & 23).
However, if you do a scatterplot of one versus the other, it is very obvious that there should be a tight correlation and outliers will be
obvious.
Figure 22
Figure 23
73
In addition to the location of the points, you can select a variable to specify the color of the points. This can be helpful for identifying
problem areas at a glance. For instance, you can use the overlay functionality to visualize where in the maps the engine has operated,
but it doesn’t give you an idea of the state of things at that point. The example below is a plot of MAP vs. RPM (like you would see in an
overlay) during a mapping exercise. In addition, the color of the points is determined by a calculated channel that is the sum of the
closed loop compensation and the magnitude of the learn table at that instant. In other words, the color gives you an idea of how far the
base map is off. You can see that during this mapping process, the ECU was pulling reducing fuel at low loads and mid speed/high
load, but adding some at high speed/high load and low speed/high load.
Figure 24
You can also choose which points to plot based on the range of a variable by applying a filter. You specify the filter variable and the
range of the filter variable for which you want the points to be plotted. For instance you can setup a calculation AFR*Fuel as a surrogate
for airflow. If you plot the product of AFR*Fuel vs. MAP, it may not be too meaningful. Applying a filter however lets you see how the
airflow changes as a function of MAP for a given RPM window. In the plots below, the one on the left is with no filtering while the one on
the right is only showing the points where the engine speed is beteween 1950 and 2050 RPM. By being able to visualize the shape of
the curve with filtering, you can easily estimate what the AFR*Fuel product would be even at a MAP value for which you do not have
data. By extension, you can divide that by your AFR target to estimate what the fuel flow should be.
Figure 25 Figure 26
74
Figure 27 Figure 28
This is a similar set showing AFR*Fuel vs. RPM with no filter followed by the same data with a 48-52kPa filter applied on MAP.
Figure 29 Figure 30
Scatterplots with filtering also help you visualize if the data makes sense based on known relationships. For instance independent of
the engine the throttle body will have a certain flow vs. position response under high vacuum conditions (choked flow). The distribution
with all of the data is quite thick and does not show a high degree of correlation. However, when you limit the data to be plotted to the
range for which you would expect choked flow (based on MAP) you can see a much better correlation between flow and TPS.
Figure 31 Figure 32
75
Figure 33
There are four very useful zoom controls represented by magnifying glasses on the toolbar. From left to right they are: ZOOM IN,
ZOOM OUT, ZOOM ALL, and ZOOM LAST (Figure 33).
1) ZOOM IN (+) – This takes the current axis range and zooms in to the 20% around the current cursor value. This is an
alternative to the click-and-drag zooming.
2) ZOOM OUT (-) – Perhaps more useful than that is the ZOOM OUT feature. Frequently you might zoom in too far with the
click-and-drag zooming and you find that you need to “back up” to get a little better perspective of the event under scrutiny, but
you don’t want to go all the way back to viewing the whole log. When you click the ZOOM OUT icon, it basically doubles the x-
axis range, keeping the same center point.
3) ZOOM ALL (A) – This feature simply zooms out until you can see the entire datalog. This is the frequent successor of the
ZOOM IN episode. You might find it quicker to right click on the background in the right pane and select “UNDO ZOOM.”
Contrary to the way it sounds, that does not undo the last zoom maneuver- instead it does the same thing as ZOOM ALL.
4) ZOOM LAST (L) – There is in fact a control to revert to the last zoom window. It is the rightmost zoom icon in the toolbar and
has an L in the icon to represent last. This is useful to remedy the “oops, too far” or “I didn’t mean to zoom” situations.
Unfortunately, the results of this can be counterintuitive if you have recently done a ZOOM ALL or a manual x-axis edit.
Figure 34
One “hidden” feature revealed when resizing the left pane (hover over the divider for the pane resizing icon) is some basic statistics on
the values defined by time window displayed. So if you zoom in to a time region of interest and click the “Update Stats” icon, the
software will evaluate the minimum, maximum, average, standard deviation, start value, end value, and slope of the population defined
in the window. In order to not slow down normal zooming and scrolling the statistics are only calculated on demand and are therefore
no longer valid when you change the time axis.
76
COMPARISON
Two files can be compared on top of each other. This is especially useful for drag racing. First, open a file. Then select “Comparison”
and “Compare Data Log”. You will be prompted to open the second log file. Select it and it will be opened on top of the first file. The
second compare file will have dashed lines on the graph.
Figure 35
To align both files so they have a common starting point, click the blue left/right arrows at the top of the view and it will move one of the
files. If both files don’t have a common start time, use TPS, or trans-brake release to align files for a drag racing application.
“Close Comparison” will close the compare file.
77
OVERLAY
A very useful feature is the “Overlay” function. This allows for a data log to be “traced” onto the various tuning tables. To use this
feature properly, open up the Global Folder that coincides with the data log taken. Then, open up the datalog. From the main tuning
screen, select “Datalog” and “Activate Overlay”. You will have to have both the datalog and the various tables open at the same time to
perform this function. Move the cursor on the actual data log, and you can watch as to exactly what location this is on that table. To
view both the log and file, minimize both views and move them so they can both be viewed. A laptop with higher resolution will work
much better.
To remove the overlay, select “Datalog” and “Remove Overlay”.
Figure 36 - Overlay
ADDITIONAL TIPS
The DLZ files can be opened directly with the data log viewer, which will first convert them to the expanded DL format. For very large
files this conversion will add some time the first time you open a DLZ and can feel like the software has experienced an error. Windows
can even declare that the Holley software is not responding, but it may just be processing the DLZ in preparation of opening. If you go
back to open a previous datalog and you have the option of opening the DLZ or the DL of the same name, remember the DL will open
more quickly since it is already decompressed. If you are archiving data logs, you really only need the DL or the DLZ and compressing
with a common PC “zip” tool will save quite a bit of space even when compressing DLZ files.
© 2019 Holley Performance Products. All Rights Reserved. Tous Droits Réservés.
199R11762
Date: 3-9-23
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Tuning and Log View Software

CREATING AN INITIAL CALIBRATION

Downloading a Base Config File

Using a Base Config File and Add ICF’s:

1. Load the Config File.

Importing portions of a saved Config File to an active Config File

1. Open the Config File you wish to modify.

SAVING AND SENDING FILES

1. Open a file on the laptop.

RETRIEVING A CONFIG FROM THE ECU

1. Open a file on the laptop.

1. Go to “File” and “Save Global Folder As”.

1. Make sure the config you want to email is currently open.

75 kPa = 7.5 in. Hg (inches of mercury)

50 kPa = 15 in. Hg.

25 kPa = 22.5 in. Hg

150 kPa = 7.5 PSI of boost

200 kPa = 15 PSI of boost

Ctrl ↑ - Increases the number 1%

Ctrl → - Increases the number 5%

Ctrl ↓ - Decreases the number 1%

Ctrl ← - Decreases the number 5%

Ctrl ↑ - Increases the number 1%

TARGET AIR/FUEL RATIO

Values: Units = “Air/Fuel Ratio”. Range from 2.0 to 20.0.

X Axis: Values are taken from the Base Fuel table.

Y Axis: Values are taken from the Base Fuel table.

ALPHA-N IDLE FUEL

AE VS. TPS RATE OF CHANGE

Values: Units = Lb/hr Fuel

 Only tune when engine is up to operating temperature.

 For values below 5, increment by .5.

AE CORRECTION VS. TPS

AE VS. MAP RATE OF CHANGE

Values: Units = Lb/hr Fuel

 Only tune when engine is up to operating temperature.

 For values below 5, increment by .5.

Values: Units = milliseconds

 Typically increased at colder engine temperatures

 Increase or decrease in increments of 25 to see a change.

MAP AE VS. COOLANT

 Values as high as 300% are possible at colder engine temperatures

COOLANT TEMP ENRICHMENT

Values: Units = Percentage. Range = 70-200%

Values: A/F Ratio. Range -5.0 to +5.0

 Typically the maximum value needed at cold temperatures would be -2.0

 Change in increments of .1-.2

AIR TEMP ENRICHMENT TABLE

Values: Units = “Percentage”, Range = 0-300%

 Typical values would range from 90% to 115%

AIR TEMP ENRICHMENT GRAPH

Drag Racing Comments

Fuel Fuel Map (Base Fuel Amount)

COLD Temperature HOT

 For values of 5 - 15, raise or lower in increments of 1 - 2.

AFTER START ENRICHMENT

Values: Units = Percentage

 Will range from 100% at operating temperatures to up to 250% at cold temperatures.

Values: Units = milliseconds

AFTER START DECAY RATE

Values: Units = Seconds

 For lower values below 10, adjust in increments of 1-2.

DECEL FUEL CUTOFF