ࡱ> '` 4bjbj *b{NNNNvvvJ,vvv82D.>F8888,ͥ$lhTv___NN88_lN8v8_V0"Tv˻8 jv˰ D 0. ((˻˻&(v˦ol.____DDD[ҟDDDҟFNNNNNN  SEQ CHAPTER \h \r 1  BUELL DDFI CALIBRATION TOOL PCM QUICK START GUIDE Version 2.2.0 01/14/2010 CAUTION TO USER PCM is a windows based calibration tool for the programmable race Engine Control Module available for the Buell DDFI fuel injection system. With this tool the user can tune the independent front and rear fuel and spark maps, adjust the rev limiter, and adjust the various other parameters that control the engine. This tool should only be used by an experience engine tuner. Improper use of this tool could result in damage to the motorcycles engine. INSTALLING THE ECM Consult the appropriate service manual for the proper procedure for installing your ECM. The throttle position sensor on your motorcycle must be zeroed when changing the ECM. The procedure can be found in the PCM Quick Start guide included on the CD. Note: The Race ECM ships with the calibration for a stock 49 state 1125R motorcycle. If you are installing this module on a different model or in an 1125 with a different engine configuration please consult the list of calibrations included with this program and download the appropriate starting calibration for the vehicle you will be tuning. INSTALLING THE PROGRAM Double click the PCM 2.3.1.1 Setup icon in the CD to install the PCM software on your computer. After the install is complete copy the contents of the folder named Race Support Files on the PCM CD to the folder on your computer named C:\Program Files\IDS Inc\PCM NOTE on some operating systems these files will be copied as read only files. If this happens right click the files, select properties and uncheck the box labeled read only.  Plug the COM BOX into the COM 1 port of your computer and plug the 4 pin connector into the data link port of the motorcycle. To communicate the bikes power must be on and the run kill switch in the run position. GETTING STARTED: After opening the program go to File Open Project and select the desired project file.  The program will automatically load a default calibration and a set of summary windows after the desired project is selected. Connecting To The Motorcycle If you haven t done so already plug the COM BOX into the COM 1 port of your computer and plug the 4 pin connector into the data link port of the motorcycle. To communicate, the bikes power must be on and the run kill switch in the run position. Select Module Connect. The status bar along the bottom of the program should confirm this status. If the COM 1 port of the computer is already in use, a different COM port can be configured by selecting Config Com Port. After connecting, a prompt will appear displaying the control module ID number and a request for the module key. Enter in the key printed on the front of the control module. Note: If you should misplace the module key, a new one can be issued by contacting Kris Blomenberg at  HYPERLINK "mailto:kris@idspd.com" kris@idspd.com with your module ID and contact information. Zeroing The Throttle Position Sensor (DDFI-2 & XBRR ONLY) Any time the ECM is changed, the TPS zero must be reset. To do this, make sure the motorcycle is on and the kill switch is in the run position. Connect to the module using PCM tool and open up a summary window containing Mode, ATPS, and TPD (ATPS and TPD are live data parameters). With the engine not running, turn down the idle adjustment screw until ATPS stops decreasing. Turn the idle adjustment one more full turn after ATPS stops decreasing. Use the mode parameter and enter in 8 then send it down to the ECM. This will zero the TPS reference. Turn the idle adjustment screw until TPD displays 5.2-5.6 degrees. Start the motorcycle and allow it to come to normal operating temperature. Adjust the idle to 1100 RPM. Information on summary windows and calibration parameters can be found in the preceding sections of this manual. Note: DDFI-3 (2008 & Up XB & 1125R) utilize an IAC to maintain idle and do not require a manual TPS reset. To reset the TPS electronically, use the Mode parameter as above. TPD for an 1125R should be 2.0 deg and for an XB TPD should be 4.0 deg. MODIFYING THE MOTORCYCLES CALIBRATION What the WORK, BASE, and MODULE Columns Mean There are three columns to each value. The values displayed in the Base column are the values contained in the calibration you originally opened. This information can not be changed. As you begin modifying the calibration the values in the Base column allow you to check to see what value you started with All changes to the calibration are made in the Working column; this is initially identical to the base. The module column contains the values that are actually in the module. These values are updated when data is sent from the work column. The Module column will be blank if the computer is not connected to a motorcycle. It is possible to have different values in each of the three columns. How to Load a Base Calibration File Potential for Differences between Module and Base Go to Cal Open Select the calibration file that you would like to work with Click on Open When prompted to  Replace base cal with ********.hex click YES The calibration file that you selected is now the base calibration  and a working copy is created in the WORK column. Saving a Calibration Go to Cal Save or Cal Save As If you save under the same file name you will lose the current base calibration as a reference. Saving as another file name will allow the current base calibration to be loaded for reference to compare against data contained within the ECM. How to Send / Download a Calibration File to the ECM Go to Cal Download File A status bar should pop up as long as the program is connected to the ECM. If the program is not connected, a message will indicate such. Important: After the calibration is sent down, the switched ignition input must be cycled with the power remaining at the constant battery input the calibration parameters are triggered to save into non-volatile memory when the switched ignition input goes low. How to Receive a Calibration from the ECM Go to Cal Upload File A prompt will appear to specify the name of the uploaded calibration file and the location. This will save the calibration from the ECM to the particular file. However, this will not update the calibration information contained within the WORK and BASE columns of the program. To update this information and to be synchronized with what was just received from the ECM, go to Cal Open and select the file that was just saved Difference between Live Data Values and Calibration Parameters  Live Data values are information about the motorcycle being reported by the sensors such as Engine Temperature. The live data values can not be changed and the data will only be displayed in the Module column the WORK and BASE columns will be blank. Calibration parameters are values stored in the ECM used to run the motorcycle such as Global Fuel Correction These values can be modified and the modified value sent down to the ECM. Summary windows allow you to have calibration parameters next to live data values from the ECM. Calibration parameters can be of multiple different formats. Single Value Parameters double clicking on the parameter name will highlight the information in the WORK column and allow you to modify it. An example of a single value parameter is KCR_Global, the global fuel correction factor. 2 D and 3D Tables a table can be opened by double clicking on the parameter name. Individual values inside the table can now be changed. Some parameters such as fuel and spark advance will have both a front and rear table. If you are working on a parameter such as this selecting a cell within and hitting the TAB key will automatically open the complimentary 3D table with the selection on the same corresponding cell. For instance the Tab_Fuel_Front is opened and the cell for a particular load and RPM point is selected after hitting the TAB key, the Tab_Fuel_Rear table appears with the same load and RPM point selected. Hitting TAB can be used in this manner to continually toggle on selected cells between complementary tables. After a value is changed in the working column, press S to send the value down to the ECM. The information in the ECM will not be changed until a value is sent. When working on a 2D or 3D table multiple values can be highlighted and all sent at once. Below is a list of key stroke short cuts that can be used when modifying a calibration. Key Stroke Shortcuts S Send Selection R Receive Selection Tab Go to same selection on complementary table + Increment 1 base unit - Decrement 1 base unit pg up Increment 1 step alt + Increment 1 step pg dn Decrement 1 step alt Decrement 1 step Summary Windows To start a new summary window for either calibration parameters or for live data items: go to Window New Summary. To add values to this new summary window: go to Summary Add Item For the list of calibration parameters keep  Calibration Parameters checked under  Item Type . The pull down list of parameters is arranged alphabetically, they can be scrolled through or if one of the names is selected and the name of the desired parameter is typed, it will move to that location. For selection of live data values, select Live Data under Item Type in the Add Summary Item window. This list is arranged similar to that of calibration parameters. The values that are added are applied to the end of the list within the summary window. To add a calibration parameter or live data value in the middle of the summary window, select the name of the parameter or live data value that you would like the new item inserted above and go to Summary Insert Item. To open an existing summary window go to File Load Summary Diagnostics and Active Tests The Mode parameter The mode parameter allows you to run several active tests, calibrate the throttle position sensor and clear historic error codes. To perform these functions, change the value of the mode parameter and send it. See below for a list of functions that can be performed with the mode parameter. 0 Default Clear Historic Codes Fire the front spark plug Fire the rear spark plug Test the tachometer Test the fuel pump Fire the front injector Fire the rear injector Zero the throttle position sensor reference Test the cooling fan (if equipped) Test the EVA (if equipped) Test the Active Intake (if equipped) Test the shift light (if equipped) Updating Calibration Parameters While the Bike is Running Individual values or even entire calibrations can be modified and sent down to the bikes ECM while it is running. When working in a table, such as the fuel table, while the bike is running, the cell or cells the ECM is currently using to run the motorcycle will be highlighted in blue. This is particularly helpful when tuning the fuel and spark maps with the bike on a dyno. Shift Interrupt Installation and Setup The shift interrupt feature gives the ability to cut spark or spark and fuel for clutch-less up-shifts. This feature requires a third-party shift linkage with a normally open switch wired between the interrupt input and ground. In the DDFI-2 system, the BAS input must be used for the shift interrupt input. To activate the interrupt feature, the BAS must be disabled in KConfig and the shift interrupt must be enabled in KShift_Config. The parameters used to control the shift interrupt in DDFI-2 include KShiftD, KShiftT, and KShiftV; the definitions for these parameters can be found in the List of Available Calibration and Live Data Parameters. List of Available Calibration and Live Data Parameters Calibration: KBaroThis is the stored barometric pressure measured at key on. Ride_CounterThis the number of times the motorcycle is started and run for more than 30 seconds without a diagnostic code being logged. Cal_IDThis is an 8-bit value (0-255) that can be used to identify a calibration. LFuelThis is the learned fuel value updated during closed-loop learning mode and applied during open-loop. This value is also user adjustable. KconfigThis is the system configuration byte for enabling 0) Idle Ignition Timing Adjustment 1) Closed Loop Idle 2) Fuel Cutoff in Decel 3) Open Loop Learning 4) BAS/Shift Interrupt 5) Fuel Pump PWM 6) Real-Time Table Adjustment 7) Table Value Locking KTPS_FilterThis is the filter value for detecting a change in throttle position. Filtered TPS T(n)=T(n-1)-[(T(n-1)-TPS)*K/64]. KTPS_Filter is an integer value between 1 and 64. Tab_WOTWOT mode is activated whenever engine load value exceeds an upper limit determined by table *Tab_WOT*. *Tab_WOT* is a two-entry interpolated table of load values as a function of RPM. Engine speed is in 50 RPM units and has a range of 0 to 12,750.KCR_WOTWhen WOT mode is entered the open loop equation is used to determine fuel pulse width except that fuel multiplier parameter *KCR_Open_Loop* is replaced with *KCR_WOT*. *KCR_WOT* is a fuel pulse width multiplier in units of percent in .1% increments and a range of 0-655.3%.Tab_CR_Idle Tab_CR_Idle is a four entry table of idle mode fuel correction multipliers as a function of engine temperature. The temperature axis is in units of degrees C, and the multiplier axis is in units of percent with a range of 0 to 255 percent. KIdle_RPM Upper RPM limit for idle definition in single RPM increments.KIdle_TP Upper throttle position for idle definition in TP%*2.56.Enrich_Time Open Loop Learning will occur when the engine is operating in the Open Loop range above the Closed Loop region, and Open Loop Learning is enabled by setting *KConfig* bit 3 to a 1. If the engine operates in this region for *Enrich_Time* seconds while continuously monitoring a lean condition, the learned value will be increased to enrichen the fuel mixture by multiplying the learned fuel value by *KLFuel_Inc*. *Enrich_Time* has resolution of 1 second and range of 0 to 255 seconds. Reference the learned fuel section for details of the learned value modification process.Tab_Start_TE This is the temperature axis for head temp in degrees celsius at engine start.Tab_CR_Start This is the fuel correction factor that correlates with Tab_Start_TE at engine start.Tab_Start_Time This is the amount of time that the ECM linearly tapers off the engine start fuel correction.Tab_Dwell Tab_Dwell contains desired dwell time as a function of battery voltage. The table contains 17 entries with fixed 2-volt steps. The dwell entries have a range of 0 to 8.16 milliseconds and resolution of 32 microseconds.Tab_Spark_TP_Ax This is the throttle position axis used in the front and rear spark tables. It allows the definition of ten throttle positions in %*2.55 from 0 to 255.Tab_Spark_RPM_Ax This is the rpm axis for the front and rear spark tables. It allows definition of 10 points listed in descending order with 1 rpm resolution.Tab_Fuel_TP_Ax This is the throttle position axis used in the front and rear fuel tables. It allows the definition of ten throttle positions in %*2.55 from 0 to 255. Tab_Fuel_RPM_Ax This is the rpm axis for the front and rear fuel tables. It allows definition of 13 points listed in descending order with 1 rpm resolution.Tab_Spark_Front This is the front spark advance table. It defines spark advance in degrees based on Tab_Spark_TP_Ax and Tab_Spark_RPM_Ax.Tab_Spark_Rear This is the rear spark advance table. It defines spark advance in degrees based on Tab_Spark_TP_Ax and Tab_Spark_RPM_Ax.Tab_Fuel_Front This is the front fuel pulse length table based on Tab_Fuel_TP_Ax and Tab_Fuel_TP_Ax. Each entry is in microseconds/50 and has a range of 0-255.Tab_Fuel_Rear This is the rear fuel pulse length table based on Tab_Fuel_TP_Ax and Tab_Fuel_TP_Ax. Each entry is in microseconds/50 and has a range of 0-255.KCR_Open_Loop This is a single parameter to apply correction to open loop fuel when no special operating mode such as accel or decel is active. It is provided to allow open loop fuel to be driven slightly rich of stoichiometry without incorporating this rich bias into the primary fuel tables.Tab_CR_Front This is a four entry table of fuel pulse width multipliers as a function of engine temperature. It is applied to front cylinder fuel only to account for differences between the normal operating temperature of the two cylinders. The temperature axis is units of degrees C and the multipliers are in percent.Tab_CR_TE This is a seven entry table of fuel pulse width multipliers as a function of engine temperature. The temperature axis is units of degrees C and has a range of 40-295.KLFuel_Max This is the maximum value allowed for learned fuel.KLFuel_Min This is the minimum value allowed for learned fuel.Tab_Fuel_End_TE Fuel pulses are delivered in a manner that fixes the fuel end-point in engine degrees BBDC and delivers fuel for a calculated time-period preceding the predetermined end-point. One of two look-up tables determines the fuel end-point. The first table (*Tab_Fuel_End_TP*) is a function of engine load. The second table (*Tab_Fuel_End_TE*) is a function of engine temperature. (*Tab_Fuel_End_TP*) is used when the engine temperature is below the minimum value in (*Tab_Fuel_End_TE*), once the minimum engine temperature is reached, the (*Tab_Fuel_End_TE*) table is used.Tab_Fuel_End_TP Fuel pulses are delivered in a manner that fixes the fuel end-point in engine degrees BBDC and delivers fuel for a calculated time-period preceding the predetermined end-point. One of two look-up tables determines the fuel end-point. The first table (*Tab_Fuel_End_TP*) is a function of engine load. The second table (*Tab_Fuel_End_TE*) is a function of engine temperature. (*Tab_Fuel_End_TP*) is used when the engine temperature is below the minimum value in (*Tab_Fuel_End_TE*), once the minimum engine temperature is reached, the (*Tab_Fuel_End_TE*) table is used.Tab_Idle_Spark Ignition spark timing can be advanced or retarded at idle as a function of engine temperature. *Tab_Idle_Spark* is a four entry table of delta spark advance as a function of engine temperature. Engine temperature is in units of C, and advance is in engine degree increments.Tab_WOT_Ret Ignition spark timing can be retarded when in WOT mode as a function of engine temperature. *Tab_WOT_Ret* is a four entry table of spark retard as a function of engine temperature. Engine temperature is in units of Degrees C, and advance is in units of engine degree. The WOT correction is cumulative with the Air Temperature advance correction.EDiag1 This contains the diagnostic code enable bits for; 0: ET Too Low 1: ET Too High 2: O2 Always Rich 3: O2 Always Lean 4: O2 Inactive 5: TPS Low 6: TPS High 7: Cooling Fan LowEDiag2 This contains the diagnostic code enable bits for; 0: Front Coil Short Low/Open 1: Front Coil Short High 2: Front Injector Short Low/Open 3: Front Injector Short High 4: Battery Voltage Too Low 5: Battery Voltage Too High 6: Air Temperature Too Low 7: Air Temperature Too High EDiag3 This contains the diagnostic code enable bits for 0: Tach Short Low 1: Tach Short High 2: Fuel Pump Low 3: Fuel Pump High 4: Rear Injector Short Low/Open 5: Rear Injector Short High 6: Rear Coil Short Low/Open 7: Rear Coil Short HighEDiag4 This contains the diagnostic code enable bits for; 0: Sync Failure 1: ADC Error 2: EEPROM Error 3: Flash Memory Checksum Error 4: RAM Failure, Write/Read Verify 5: CF Short High 6: BAS Too Low 7: BAS Too HighEDiag5 This contains the diagnostic code enable bits for; 0: AMC Stuck Open 1: AMC Stuck Closed 2: AMC Short Low 3: AMC Short High 4: AIC FailureKShift_Config This contains the shift interrupt configuration bits; 0: Require Transition Before Re-Trigger 7: Shift Function EnableKShiftV This defines the minimum input voltage representing a shift actuation. The parameter is specified in 8-bit A/D counts (51.2 == 1 volt at a 5-volt input).KShiftD This specifies the debounce count for the shift input. The input must be low for *KShiftD* samples before the ECM will recognize the falling edge as a valid shift signal. The input is sampled on a 10 millisecond time base.KShiftW This specifies the minimum delay between shift signals in 10 millisecond units. If the shift input is high for less than *KShiftW*, the second falling edge is not recognized.KAMC_Config This contains the configuration bits for the active muffler system. 0: Only Actuate Valve If In WOT Condition 1: AMC On When Not In WOT Condition 2: AMC Polarity (1: AMC Off==Output On) 3: AMC Off When Power Limiting Feature Is Active 4: AMC Feedback Polarity (1: Feedback High When On) 5: AMC Off When Any AMC Failure Occurs On Current Ride 6: AMC Key-On Test Enabled 7: AMC Enable Spark Based Rev Limiting The DDFI-3 system provides engine speed limiting XE "RPM limiting"  as a result of three different sets of criteria; excessive absolute RPM, excessive high RPM over time, and high engine temperatures. RPM limiting is accomplished with three stages of programmable engine ignition miss patterns; a low frequency or soft pattern of misses, a higher frequency or hard pattern of misses, and termination of all ignition events for maximum engine speed protection. All three RPM limiting functions can utilize all three levels of speed protection. Ignition Miss Patterns XE "Ignition Miss Patterns"  Each of the two miss patterns, hard and soft, have independent sequences for each cylinder. The sequences are each a series of 8 1/0 bits (1 byte) that are alternately selected and processed as the two cylinders alternately come within fire range. If a 1 is programmed a normal fire event will occur, but if a 0 is programmed then the respective ignition driver will not go into dwell and consequently not be able to fire that plug on that engine cycle. Each sequence is advanced one position each CAM cycle and will repeat after 16 engine rotations. Missing 1 of 4 ignition events might be appropriate for a soft miss pattern, while missing 1 in 2 events might be appropriate for a hard miss pattern. Sample miss patterns and calibration pattern names are as follows: 11101110 Front Cylinder soft pattern KRPM_Soft_Pat_F 10111011 Rear Cylinder soft pattern KRPM_Soft_Pat_R 01010101 Front Cylinder hard pattern KRPM_Hard_Pat_F 10101010 Rear Cylinder hard pattern KRPM_Hard_Pat_R Absolute RPM Rev Limiting Absolute engine speed limiting is activated at the three levels of control via three sets of RPM hysteresis pairs. When engine speed exceeds the upper limit, the feature is activated and remains activated until RPM falls below the low limit. Each of the parameters is in units of 50 RPM. Soft miss upper limit KRPM_Soft_Hi Soft miss lower limit KRPM_Soft_Lo Hard miss upper limit KRPM_Hard_Hi Hard miss lower limit KRPM_Hard_Lo Ignition Kill upper limit KRPM_Kill_Hi Ignition Kill lower limit KRPM_Kill_Lo Over Temperature RPM Rev Limiting Over Temperature XE "over temperature"  engine speed limiting is activated at the three levels of control. A temperature XE "temperature"  hysteresis pair is provided for each of the rev limit levels; soft, hard, and absolute. In addition, both hard and soft limiting have load and RPM enable criteria (no hysteresis). Exceeding another set of hysteresis pair temperatures disables the need for the engine speed and load qualifier on the soft and hard rev limiting. Absolute rev limiting is initiated with a hysteresis temperature pair but with no engine speed or load qualifier. Engine over-temperature will cause the CEL XE "CEL"  lamp to flash. The hysteresis pair KTemp_CEL_Flash_Hi and KTemp_CEL_Flash_Lo establishes the temperature at which the CEL will flash at a 2 Hz rate. The CEL will continue to flash until the over-temperature condition subsides. Soft Rev limit temperature high KTemp_Soft_Hi Soft Rev limit temperature low KTemp_Soft_Lo Soft Rev Limit minimum load KTemp_Load_Soft Soft Rev Limit minimum RPM KTemp_RPM_Soft Hard Rev limit temperature high KTemp_Hard_Hi Hard Rev limit temperature low KTemp_Hard_Lo Hard Rev Limit minimum load KTemp_ Load _Hard Hard Rev Limit minimum RPM KTemp_RPM_Hard Temperature above which load and RPM limits are ignored high KTemp_Abs_Hi Temperature above which load and RPM limits are ignored low KTemp_Abs_Lo Absolute Rev limit temperature high KTemp_Kill_Hi Absolute Rev limit temperature low KTemp_Kill_Lo Start flashing CEL threshold KTemp_CEL_Flash_Hi Stop flashing CEL temperature KTemp_CEL_Flash _Lo Live Data: KConfig_LDThis is the current status of the system configuration byte for 0) Idle Ignition Timing Adjustment 1) Closed Loop Idle 2) Fuel Cutoff in Decel 3) Open Loop Learning 4) BAS/Shift Interrupt 5) Fuel Pump PWM 6) Real-Time Table Adjustment 7) Table Value Locking MS_10Time in 10 millisecond increments.Seconds Time in seconds since key-on.RPM Engine speed in RPM.Adv1 Front spark advance in degrees.Adv2 Rear spark advance in degrees.TabFuel1 Front fuel table value being used.TabFuel2 Rear fuel table value being used.Fuel1 Total front fuel pulse width. This includes Tab_Fuel x Tab_CR_TE x Tab_CR_AT x Tab_CR_Front x KCR_Open_Loop x Lfuel + Battery Correction. Fuel2 Total rear fuel pulse width. This includes Tab_Fuel x Tab_CR_TE x Tab_CR_AT x KCR_Open_Loop x Lfuel + Battery Correction. TPD Throttle position in degrees, 0-85.TPP Throttle position in %*2.55, 0-255.Bat Battery voltage.TE Engine temperature in degrees C.TA Air temperature in degrees C.CrBat Fuel correction based on battery voltage.CrTE Fuel correction based on engine temperature.CrTA Fuel correction based on intake air temperature.CrAcc Acceleration fuel correction.CrDec Deceleration fuel correction.CrWOT Wide open throttle fuel correction.CrIdle Idle fuel correction.CrOL Open loop fuel correction based on KCR_Open_Loop.LFuel_LD Learned fuel value that will be saved at key-off.FBFuel Feedback fuel, this is the O2 sensor based correction. BAS This shows the decimal equivalent of a 10-bit analog to digital conversion of the voltage at the bank angle sensor.CDiag1 This contains the current diagnostic codes for; 0: ET Too Low 1: ET Too High 2: O2 Always Rich 3: O2 Always Lean 4: O2 Inactive 5: TPS Low 6: TPS High 7: Cooling Fan LowCDiag2 This contains the current diagnostic codes for; 0: Front Coil Short Low/Open 1: Front Coil Short High 2: Front Injector Short Low/Open 3: Front Injector Short High 4: Battery Voltage Too Low 5: Battery Voltage Too High 6: Air Temperature Too Low 7: Air Temperature Too High CDiag3 This contains the current diagnostic codes for 0: Tach Short Low 1: Tach Short High 2: Fuel Pump Low 3: Fuel Pump High 4: Rear Injector Short Low/Open 5: Rear Injector Short High 6: Rear Coil Short Low/Open 7: Rear Coil Short HighCDiag4 This contains the current diagnostic codes for; 0: Sync Failure 1: ADC Error 2: EEPROM Error 3: Flash Memory Checksum Error 4: RAM Failure, Write/Read Verify 5: CF Short High 6: BAS Too Low 7: BAS Too HighCDiag5 This contains the current diagnostic codes for; 0: AMC Stuck Open 1: AMC Stuck Closed 2: AMC Short Low 3: AMC Short High 4: AIC FailureRDiag1 This contains the diagnostic codes that have been logged on the current ride; 0: ET Too Low 1: ET Too High 2: O2 Always Rich 3: O2 Always Lean 4: O2 Inactive 5: TPS Low 6: TPS High 7: Cooling Fan Low RDiag2 This contains the diagnostic codes that have been logged on the current ride; 0: Front Coil Short Low/Open 1: Front Coil Short High 2: Front Injector Short Low/Open 3: Front Injector Short High 4: Battery Voltage Too Low 5: Battery Voltage Too High 6: Air Temperature Too Low 7: Air Temperature Too High RDiag3 This contains the diagnostic codes that have been logged on the current ride; 0:,-/abklopzc d w x t u  t 󾷭͏{sjh%ZUh%ZhaOhoJIhR(h+uoh'}0 hXB5>* hRhI,}hI,}hI,}5CJ$aJ$hI,}hI,}5>* hI,}5>*hI,}h h9sh_J h_J5>*h9shXBhigh; h_J5CJ jh[Uh_Jjh_JU, !"#$%&'()*+,./Kabp$./a$$a$444p{|}~c d e $.Z/Za$gdI,}.Z/Z$.Z/Za$ 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Tach Short High 2: Fuel Pump Low 3: Fuel Pump High 4: Rear Injector Short Low/Open 5: Rear Injector Short High 6: Rear Coil Short Low/Open 7: Rear Coil Short HighRDiag4 This contains the diagnostic codes that have been logged on the current ride; 0: Sync Failure 1: ADC Error 2: EEPROM Error 3: Flash Memory Checksum Error 4: RAM Failure, Write/Read Verify 5: CF Short High 6: BAS Too Low 7: BAS Too HighRDiag5 This contains the diagnostic codes that have been logged on the current ride; 0: AMC Stuck Open 1: AMC Stuck Closed 2: AMC Short Low 3: AMC Short High 4: AIC FailureHDiag1_LD This contains the historic codes waiting to be written at key-off; 0: ET Too Low 1: ET Too High 2: O2 Always Rich 3: O2 Always Lean 4: O2 Inactive 5: TPS Low 6: TPS High 7: Cooling Fan LowHDiag2_LD This contains the historic codes waiting to be written at key-off; 0: Front Coil Short Low/Open 1: Front Coil Short High 2: Front Injector Short Low/Open 3: Front Injector Short High 4: Battery Voltage Too Low 5: Battery Voltage Too High 6: Air Temperature Too Low 7: Air Temperature Too High HDiag3_LD This contains the historic codes waiting to be written at key-off; 0: Tach Short Low 1: Tach Short High 2: Fuel Pump Low 3: Fuel Pump High 4: Rear Injector Short Low/Open 5: Rear Injector Short High 6: Rear Coil Short Low/Open 7: Rear Coil Short High HDiag4_LD This contains the historic codes waiting to be written at key-off; 0: Sync Failure 1: ADC Error 2: EEPROM Error 3: Flash Memory Checksum Error 4: RAM Failure, Write/Read Verify 5: CF Short High 6: BAS Too Low 7: BAS Too HighHDiag5_LD This contains the historic codes waiting to be written at key-off; 0: AMC Stuck Open 1: AMC Stuck Closed 2: AMC Short Low 3: AMC Short High 4: AIC FailureRC Shows current ride counter value that will be saved at key-off.DIn Contains the digital inputs for 0: Cam Input State 1: Tachometer Feedback 2: Vehicle Speed Sensor 3: Unused 4: Clutch Input 5: Neutral Input 6: Spare Input 7: Crank Input ACoil1 Front coil feedback.ACoil2 Rear coil feedback.AInj1 Front injector feedback.AInj2 Rear injector feedback.ATPS Unscaled 10-bit analog to digital representation of throttle position sensor voltage.ABat Unscaled 10-bit analog to digital representation of battery voltage.ATE Unscaled 8-bit analog to digital representation of engine temperature.ATA Unscaled 8-bit analog to digital representation of engine temperature.AFP Fuel pump feedback. ACF Cooling fan feedback.Fan_Duty Cooling fan duty cycle in percent.VSS_Count Number of vehicle speed sensor counts per sample as defined in KVS_Sample.VS_RPM_Ratio Ratio between vehicle speed and rpm used to determine gear position.TE_RAW Raw engine temperature in the form of C*10+40.TE_F Engine temperature in degrees F.ATE_V Engine temperature sensor voltage.ATA_V Intake air temperature sensor voltage. 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