Instructions to change fuel maps on 14CUX Griffith, Chimaera

[jjohnson23]

Thanks for that,I have checked for air leaks using an aerosol spray and find everything ok.
The engine does run a tad rich at tickover as you suspect but the engine does not like running lean(its on the green map)so no lambda.As I say ,it runs perfectly once warm.
On another note,does the fuel temp sensor output only function during start up or does it have a function all the time the engine is running?Only asking as my XDF for TunerPro does not have a table for this.

[stevesprint]

spitfire4v8 said:

jjohnson23 said:

Regarding the TEMPERATURE FUEL MULTIPLIER TABLE.
I take it the top row is degrees F.
What do the two rows below show exactly?
Only asking as I find the engine will not tick over from a cold start but once its been running about a minute its fine.I can only think its a tad too lean when its stone cold as its fine when warmed up.
Thanks in advance,PJ.

make sure all your basic mechanical settings are good to start with, it should hold a high rpm on cold start anyway so a poor tickover is possibly something more mechanical than ecu trim related. It could also be too rich rather than too weak of course ..
certainly on the tvrs the startup is very rich, 10afr from initial first start then weakening off.
ive found though that the load sites around idle (ie 700-1500rpm but load sites further down the fuel table because the stepper is open) are mapped too rich anyway, so you're running on an artificially rich part of the map, plus the richness of the warmup overfulling effect. Many tvrs exhibit a throttle-opening stalling effect from cold start which many think is a weak mix but is in fact the engine bogging down on too much fuel. You can see all this if you fit a wideband in the exhaust and look at what is actually happening to the mixture during the warm up period before the lambdas start cycling.
Make sure you've mapped the load sites around idle and 700-1500rpm / larger throttle openings properly before you get involved with modifying the warmup table, i've been pleasantly surprised how much the startup and warm up improves when you've got the basic fuel table correct, suggesting rthe startup and warmup tables arent that far out in reality.. at least on the sample of cars i've seen so far.

Joolz,
Very very useful idea, thanks for sharing that with us all. Hope you’ve sorted your RoverGauge, if not PM me.

Paul,
Sorry I have no experience of tweaking the warming up fuel multiplier table at PROM offsets 45B(map2) & 791(map5), however they appear to operate in the same fashion as the idle (stepper motor) temperature base table at prom offset 17B that I have worked on.

You can work out the temperatures in the top row of the temperature multiplier table from this table below and the middle row is the fuel multiplier and the bottom row is the angle of slope used to calculate the multiplier between the columns.

//   0   1   2   3   4   5   6   7   8   9   A   B   C   D   E   F
    130,129,127,126,124,123,121,120,118,117,115,114,112,111,109,108,   //  0
    106,105,104,103,102,101,100, 99, 98, 97, 96, 95, 94, 93, 92, 91,   //  1
     90, 89, 88, 87, 86, 85, 84, 83, 82, 81, 80, 79, 78, 77, 76, 75,   //  2
     74, 73, 72, 71, 70, 70, 69, 68, 67, 66, 65, 64, 63, 63, 62, 61,   //  3
     60, 59, 59, 58, 58, 57, 56, 56, 55, 55, 54, 54, 53, 52, 52, 51,   //  4
     51, 50, 50, 49, 49, 48, 48, 47, 47, 46, 46, 45, 45, 44, 44, 43,   //  5
     43, 42, 42, 41, 41, 40, 40, 39, 39, 38, 38, 37, 37, 36, 36, 35,   //  6
     35, 35, 34, 34, 33, 33, 32, 32, 31, 31, 30, 30, 29, 29, 28, 28,   //  7
     28, 28, 27, 27, 26, 26, 26, 25, 25, 24, 24, 23, 23, 23, 22, 22,   //  8
     22, 21, 21, 20, 20, 19, 19, 18, 18, 17, 17, 16, 16, 15, 15, 14,   //  9
     14, 14, 13, 13, 12, 12, 11, 11, 10, 10,  9,  9,  8,  8,  7,  7,   //  A
      7,  7,  6,  6,  6,  5,  5,  5,  4,  4,  3,  3,  3,  2,  2,  2,   //  B
      2,  1,  1,  0,  0, -1, -1, -2, -2, -3, -3, -4, -4, -5, -5, -6,   //  C
     -6, -6, -7, -7, -8, -8, -8, -9, -9,-10,-10,-11,-11,-11,-12,-12,   //  D
    -12,-13,-13,-14,-14,-15,-15,-16,-16,-17,-17,-18,-18,-19,-19,-20,   //  E
    -20,-20,-21,-21,-22,-22,-22,-23,-23,-23,-24,-24,-24,-25,-25,-25;  //  F
//   0   1   2   3   4   5   6   7   8   9   A   B   C   D   E   F

Here's the temperatures in the first row in degs C.
;                       130  81  51  21   9   1 -12 -19   Coolant Temp in Deg C
LC45B       DB          $00,$29,$50,$91,$AB,$C2,$E0,$EE ; (C791) used by CT routine (8 values)                   
LC463       DB          $24,$26,$29,$2D,$32,$36,$3F,$48 ; offset =  8
LC46B       DB          $03,$04,$03,$0C,$0B,$13,$29,$13 ; offset = 16

Here’s Dan's instructions to use the above temperature conversion table.
“First down then across.
Yes, 0x27 would be 2 down and 7 across. The coolant table is arranged 16 x 16 so it matches up
nicely with hex values. This is just a calibration table that we refer to often in order to
understand the 14CUX software better. It's not in the 14CUX code at all”

I’ve produced the following graph from the idle (stepper motor) temperature base table at prom offset 17B with the simulation program I wrote and inserted an incorrect slope (last row) at 50 Degs C to demonstrate the importance of correcting the slope.

Hopefully one day I'll get a chance to write a similar simulator for the temperature based fuel multiplier table but for now I suggest you try Joolz approach first.

Edited by stevesprint on Sunday 5th March 23:30

[stevesprint]

Paul
I've just had a very quick look though some tune files and discovered the following three different warming up fuel multiplier tables and thought you might like to try the Land Rover 4.2 UK R3116 table as it has the lowest multipliers below 50 degs C and the same value as yours at 80 degs C.

Coolant termerature base fuel adjustment table
Land Rover all 3.9s (R2925,3383,3652) and TVR 400 CAT & Precat, Griff 500 1994 & 95, 450CAT, 430BV CAT, MGR R2967 & R3452
;                       130  81  51  21   9   1 -12 -19   Coolant Temp in Deg C
LC45B       DB          $00,$29,$50,$91,$AB,$C2,$E0,$EE
LC463       DB          $26,$26,$2A,$2E,$34,$38,$43,$4E
LC46B       DB          $00,$06,$03,$0E,$0B,$17,$32,$14

430BV (Mine)
LC45B       DB          $00,$29,$50,$91,$AB,$C2,$E0,$EE ; (C791) used by CT routine (8 values)                   
LC463       DB          $24,$26,$29,$2D,$32,$36,$3F,$48 ; offset =  8
LC46B       DB          $03,$04,$03,$0C,$0B,$13,$29,$13 ; offset = 16

Land Rover 4.2 UK (R3116)
LC45B       DB          $00,$24,$38,$67,$AB,$C2,$E0,$EE
LC463       DB          $26,$26,$29,$2A,$32,$38,$43,$4E
LC46B       DB          $00,$09,$01,$08,$11,$17,$32,$14


Cranking fuel table with timer
                    130 102  95  85  56  33  17   7  -2 -10 -14 -16  Coolant Temp in Deg C

LC76D   DB  $00,$12,$1B,$25,$47,$75,$99,$B0,$C8,$DA,$E4,$E8 ; coolant temp sensor reading (low is hot, high is cold)
LC779   DB  $0B,$0A,$07,$0D,$1A,$1C,$31,$46,$4E,$59,$6D,$75 ; cranking fueling value above zero deg F (stored in X009B)
LC785   DB  $1C,$0D,$06,$0A,$10,$12,$1E,$26,$2C,$31,$39,$44 ; time fueling component, 1 Hz countdown (stored in X009C)

You’ve also got me thinking about the 3 by 12 cranking fuel table above in each map that has a timer in the third row which slowly decays the extra fueling (in row 2) after cranking.

Dave and Dan
Am I right thinking a timer value of $1E = 30 in decimal and therefore the extra cranking fuel takes 30 seconds to completely decay??? Well, I assume it decays slowly as I don't actually know.

==== Edit ====

jjohnson23 said:

does the fuel temp sensor output only function during start up or does it have a function all the time the engine is running?Only asking as my XDF for TunerPro does not have a table for this.

Paul
The fuel temp sensor output is used all the time unlike the thermo timer switch on the older 4CU flapper system which is only used for a few seconds from cold.

I’m pleased you’ve brought the coolant temperature based fuel adjustment table to my attention as I’ve now wired my AFR gauge to a separate battery so I can monitor the AFR immediately after cranking and discovered there is room for improvement. Cranking at 12 degs C the AFR was 13 for the first 4 secs and then drops to 11.5 and slowly increased to 12.3 AFR after 25 seconds and keeps slowly rising during warm up.

As the standard 4.2 table has different temperature set points in the top row I've modified the 3.9 table to reduce the fuelling only below normal running temperature and knocked up a simulator program to create this graph. My Griff starts and warms up smoothly with this table and therefore should be safe to try.

13081 51 21 09 01-12-19 ; 3.9 Coolant Temperature in Deg C

00 29 50 91 AB C2 E0 EE ; 3.9 Coolant Temperature set points
26 26 28 2A 30 36 3F 48 ; Leaner warm up multipliers
00 04 02 0F 10 13 29 13 ; corrected slope



The coolant temperature based fuel adjustment table is already in TunerPro. Its called "MAP 2 TEMPERATURE FUEL MULTIPLIER - Green", you may not have recognized as it only contains the last two rows plus its data values were all decimal & not hex which I've now changed back to hex.
http://www.remap-14cux.info/TunerPro-xdf.zip

Edited by stevesprint on Sunday 12th March 21:17

[jjohnson23]

Thank you for the information regarding the coolant and fuel warm up tables Steve.
I have had a good look at the whole fuel injection system over the weekend and have noticed that the fuel pump is a little noisy.While running the pump via Rovergauge I noticed that the pump would occasionally stop and then restart(the stop was no more than a pulse).I thought this would be a fault with the pump but after connecting a voltmeter the signal from the ecu is being disrupted-no issues when pump connected direct to battery.Is this a function of Rovergauge(9.2 and 8.4 tried)?I will try a different laptop and see what happens.

[stevesprint]

jjohnson23 said:

Thank you for the information regarding the coolant and fuel warm up tables Steve.
I have had a good look at the whole fuel injection system over the weekend and have noticed that the fuel pump is a little noisy.While running the pump via Rovergauge I noticed that the pump would occasionally stop and then restart(the stop was no more than a pulse).I thought this would be a fault with the pump but after connecting a voltmeter the signal from the ecu is being disrupted-no issues when pump connected direct to battery.Is this a function of Rovergauge(9.2 and 8.4 tried)?I will try a different laptop and see what happens.

No, that's not a function of RoverGauge, the pump should run constantly when triggered via RoverGauge. Try checking the fuel pump output at the ECU and also at the fuel pump relay.

[eisdielenbiker]

Hello,
I have just logged in again after a few months of hibernation. Interesting reading has appeared here meanwhile. The warmup slope issue is very interesting to follow.
But I still have on basic question on 6803 assembler coding in mind.
It's about the carry flag operations:

cmpa #$70 ; compare A with $70
bcs .LDF6F ; if A <= $70, branch to store as fuel map row index
.LDF6D ldaa #$70 ; else store $70

Shouldn't this very comment read 'if A<$70' ? I.e. if A = $70 then the carry flag will not be set by the CPU ? I am sorry for my dull question but I did not use those math targeted conditions back in the 80s when programming my C64...I just imagine the cmpa-operation as suba-operation not altering the accumulator A. And there is no overflow when you subtract one value equalling the other from one another.
Kind regards
Mark L.

[davep]

eisdielenbiker said:

Hello,
I have just logged in again after a few months of hibernation. Interesting reading has appeared here meanwhile. The warmup slope issue is very interesting to follow.
But I still have on basic question on 6803 assembler coding in mind.
It's about the carry flag operations:

cmpa #$70 ; compare A with $70
bcs .LDF6F ; if A <= $70, branch to store as fuel map row index
.LDF6D ldaa #$70 ; else store $70

Shouldn't this very comment read 'if A<$70' ? I.e. if A = $70 then the carry flag will not be set by the CPU ? I am sorry for my dull question but I did not use those math targeted conditions back in the 80s when programming my C64...I just imagine the cmpa-operation as suba-operation not altering the accumulator A. And there is no overflow when you subtract one value equalling the other from one another.
Kind regards
Mark L.

Mark, you are correct about the CCR's Carry bit not being set for the subtract $70 from $70 condition, but I think Dan's comments can sometimes apply to the combination of several lines of code. So taking the sequence cmpa, bcs, ldaa, staa and branches as a whole you have A<=$70; in any case the end result is the same, row 7 is selected for A=$70 or above. For a more detailed logic description of the CCR Carry/Borrow function see:
http://ece.eng.umanitoba.ca/undergraduate/ECE3610/...

Edited by davep on Monday 17th April 13:05

[cosecon]

Hi everybody, I am amazed by the information available concerning 14cux.
I would also like to thank creators of rovergauge which is an amazing tool and Steve for getting into the trouble of collecting all the info together.
In Steve's page there are plenty of original and modified tune-files everybody can use.
I was wondering is there are any files modified for air flow meter 20AM. It sounds to me very complicated to modify my self.

[stevesprint]

cosecon said:

Hi everybody, I am amazed by the information available concerning 14cux.
I would also like to thank creators of rovergauge which is an amazing tool and Steve for getting into the trouble of collecting all the info together.
In Steve's page there are plenty of original and modified tune-files everybody can use.
I was wondering is there are any files modified for air flow meter 20AM. It sounds to me very complicated to modify my self.

Thanks for your kind words.

Here's the 20AM wiring diagram courtesy of Mark Blitzracing


You’ll need an EPROM programmer and a copy of TunerPro to change the Row Scalar in the ECU and then a full remap, alternatively visit http://www.kitsandclassics.co.uk/ or Mark Adams.

[cosecon]

stevesprint said:

Thanks for your kind words.

Here's the 20AM wiring diagram courtesy of Mark Blitzracing


You’ll need an EPROM programmer and a copy of TunerPro to change the Row Scalar in the ECU and then a full remap, alternatively visit http://www.kitsandclassics.co.uk/ or Mark Adams.

Thank you for your reply. I already have the wiring connection. I actually connected the 20am without any modification at the ecu. The result was nicely drivable at relaxed driving. At full throttle the result was poor.
Having read around the web that the difference in voltage is 1.25 (multiplier) I installed a small arduino with Digital to Analog converter to make the calculation of the voltage. The result was successful.
I already purchased an Eprom programmer but I am just very hesitant in remapping myself. This is the reason I was wondering if anybody has produced and 20AM map he can share.

[briantvr350i]

Newbie Question....

I've been reading this thread ever since deciding to upgrade to Griffith 500 from a 350i some 6 months ago...

There are many 14CUX ECU's for sale on a well known internet auction site.... There are even some "ex" TVR Griffith and Chimera ones...

My question is very simple, apart from the obvious different software programmed into the different variations is there any real difference in the 14CUX hardware?

My current understanding is that the "TVR" variations had a socket installed instead of a soldered in ROM (EEPROM, OTP ROM or whatever)

Would it be possible to obtain any 14CUX ecu, remove (very carefully) the existing ROM and replace with a socket. Then it should be possible to program EEPROM's with the latest variation in code (I have the last version of TVR's code according to Rovergauge) Car is superb on the power above 40mph, but is not too sweet to drive in town.

Regards,

Brian (and a Green Griffith 500)

[Mjstemp1]

Hello,

Back playing with my 4.6L after a long cold winter. Now that I have my programmer I have burned Steve's R3652_430 basic chip and running it on Map 5 as I dont need the higher RPM versions. All is fine down the road but my cam does not like the Closed Loop setup at idle. Plus neither does my nose! Switching to Map 2 gives a much better idle and I have no Cats so not an issue. Have not tried it driving for fear it may be too lean on the 4.3L mapping.

So my question is do I just copy the Map 5 table into Map 2 along with the Main Scalar and Row Scalar and burn a new chip and hence run Open Loop in my new Map 2, plus set the CO at 1.4V. Or can the "Enable Long Term Trim" in TunerPro be deactivated and I stay in Map 5? Reading back through all these pages I get the impression that I will eventually throw codes by going that way. Or is there a way to adjust the Closed Loop AFR to say 13 for idle in my existing Map 5?

Thanks,
Mike

Edited by Mjstemp1 on Thursday 27th April 11:59

[blitzracing]

I copied map 5 to map 2 to give me a basis to start the mapping process, but then modified it quite heavily to get the AFR range from 12.5:1 (nice idle) to 16:1(pops and bangs on the overrun), so its significantly different to the 14.7 AFR the closed loop area the map runs below 3400 rpm. You need the mixture to be richer than 14.7 above 3400 rpm, so running the cat map with full lambda control would be too lean anyway, even if the ECU can cope with the extra high rpm input, and I doubt it could.

If you are worried about it running lean- strap a test meter on some long wires (so you can read it in the cabin) to the lambda probe output- black and white wires and give it a good blast while a passenger reads the voltage- in open loop you need about 1.2 volts raising to about 1.4 volts on absolute full power. The probes are narrow band, but do have some response outside the target area you can read, although the accuracy is poor. You can be sure that 0 volts is leaner than 14.7, and 1.2 volts is normally the peak you will see in closed loop, but 1.4 volts is certainly rich enough to prevent any damage.

Edited by blitzracing on Thursday 27th April 13:17

[blitzracing]

briantvr350i said:

Newbie Question....

I've been reading this thread ever since deciding to upgrade to Griffith 500 from a 350i some 6 months ago...

There are many 14CUX ECU's for sale on a well known internet auction site.... There are even some "ex" TVR Griffith and Chimera ones...

My question is very simple, apart from the obvious different software programmed into the different variations is there any real difference in the 14CUX hardware?

My current understanding is that the "TVR" variations had a socket installed instead of a soldered in ROM (EEPROM, OTP ROM or whatever)

Would it be possible to obtain any 14CUX ecu, remove (very carefully) the existing ROM and replace with a socket. Then it should be possible to program EEPROM's with the latest variation in code (I have the last version of TVR's code according to Rovergauge) Car is superb on the power above 40mph, but is not too sweet to drive in town.

Regards,

Brian (and a Green Griffith 500)

Basically nothing more than the socket and remap, but there are two versions of 14CUX, and the early versions dont work correctly with the later fuel maps. Its around 1990 that change took place.

Edited by blitzracing on Thursday 27th April 12:10

[briantvr350i]

Cheers Mark,

that was my conclusion.

Brian (and a Green Griffith 500)

[blitzracing]

cosecon said:

Thank you for your reply. I already have the wiring connection. I actually connected the 20am without any modification at the ecu. The result was nicely drivable at relaxed driving. At full throttle the result was poor.
Having read around the web that the difference in voltage is 1.25 (multiplier) I installed a small arduino with Digital to Analog converter to make the calculation of the voltage. The result was successful.
I already purchased an Eprom programmer but I am just very hesitant in remapping myself. This is the reason I was wondering if anybody has produced and 20AM map he can share.

There is an basic problem with voltage conversion for the AFM - basically you allow more air in as its a bigger AFM, so once you have reached the peak load fuel cell in the map for the 5AM airflow, you are now allowing say 5% more air in, and you have no increase in the fuel map as its still matched for the restrictions and voltage output of the 5AM. This will make the engine run lean at peak airflow. You could maybe tweak it a bit by boosting the voltage at peak airflow, as long as it was still below 5 volts (saturation) and you still have a bit of headroom in the map. ie you are not at FF already. Another option would be to boost the fuel pressure a bit, then wind the AFM voltage back a bit a lower air flows, but getting the fuel map correct in the first is a far better idea.

[Mjstemp1]

Mark,

Forgot to mention I have a wideband sensor already installed.

My car is MGB with single exhaust so even with Steve's chip with extended rpm and increased sound track, I get little audio enlightenment! As I don't really need the 6250 rpm fueling I went back to his R3652 430 and 450 Cat chip. What I am not following in your post is why I would be so far off if I copy Map5 to Map 2. Map 5 is for a TVR 450 which is more or less my 4.6L is it not? I assumed the full Lamda control would just be fine tuning the AFR below 3400 rpm, at full throttle I would think the fuel table would be the same for a 450 or 4.6? Or are you saying it different in order to get the popping the TVR owners want on closed throttle?

Guess I will try out Map 5 copied into Map 2 and see what I get for AFR. When copying Map 5 to Map 2 it's just two multipliers and the full fuel table right? Anything else to change in Map 2 to get started? What about RPM Safety Delta and Limit?

Edited by Mjstemp1 on Friday 28th April 12:51

[stevesprint]

briantvr350i said:

My question is very simple, apart from the obvious different software programmed into the different variations is there any real difference in the 14CUX hardware?

My current understanding is that the "TVR" variations had a socket installed instead of a soldered in ROM (EEPROM, OTP ROM or whatever)

Would it be possible to obtain any 14CUX ecu, remove (very carefully) the existing ROM and replace with a socket. Then it should be possible to program EEPROM's with the latest variation in code

Correct, All 1991 and onwards ECUs have identical hardware, they can be identified by the MVA5033KA chip at the end of the EPROM.

1991 onwards (from tune R2422 onwards)



Here's a Pre 1991 one to avoid (note the MVA5033 chip number is missing KA at the end)

========= Edit 30/04/2017 ============

blitzracing said:

Basically nothing more than the socket and remap, but there are two versions of 14CUX, and the early versions dont work correctly with the later fuel maps. Its around 1990 that change took place.

A few years ago I was informed the very early 14CUXs actually run maps 1,2 & 3 ok but not maps 4 & 5, so must be due to lambda control updates.

Edited by stevesprint on Sunday 30th April 17:10

[blitzracing]

Mjstemp1 said:

Mark,

Forgot to mention I have a wideband sensor already installed.

My car is MGB with single exhaust so even with Steve's chip with extended rpm and increased sound track, I get little audio enlightenment! As I don't really need the 6250 rpm fueling I went back to his R3652 430 and 450 Cat chip. What I am not following in your post is why I would be so far off if I copy Map5 to Map 2. Map 5 is for a TVR 450 which is more or less my 4.6L is it not? I assumed the full Lamda control would just be fine tuning the AFR below 3400 rpm, at full throttle I would think the fuel table would be the same for a 450 or 4.6? Or are you saying it different in order to get the popping the TVR owners want on closed throttle?

Guess I will try out Map 5 copied into Map 2 and see what I get for AFR. When copying Map 5 to Map 2 it's just two multipliers and the full fuel table right? Anything else to change in Map 2 to get started? What about RPM Safety Delta and Limit?

Edited by Mjstemp1 on Friday 28th April 12:51

I did this and it worked well enough as a base map to get you going. I did just the map, but subsequently noticed the multipliers where different between the two maps, so I could well have saved a lot of time if I had done the muliplyer as well as I had to modify the map quite a bit to do what I wanted it to do. The issue is with the full load where you want FF in the load point and the correct multiplier to get the best resolution. Not easily done without a rolling road as its impossible to hold the car at full load for any period and stay alive on the open road.

[stevesprint]

Mjstemp1 said:

Back playing with my 4.6L after a long cold winter. Now that I have my programmer I have burned Steve's R3652_430 basic chip and running it on Map 5 as I dont need the higher RPM versions. All is fine down the road but my cam does not like the Closed Loop setup at idle. Plus neither does my nose! Switching to Map 2 gives a much better idle and I have no Cats so not an issue. Have not tried it driving for fear it may be too lean on the 4.3L mapping.

Sorry for the delayed response, I keep being distracted by my sons projects that are taking over the garage.

Please let me know if you have any idle issues with R3652_430 particularly while coasting or slowing as I’ve made some improvements that I only updated R3652_430_6250 for a request, here's a copy www.remap-14cux.info/bins/R3652_430_6250.bin . I’ll apply the same idle improvements to R3652_430_5500, test and upload.

Mjstemp1 said:

So my question is do I just copy the Map 5 table into Map 2 along with the Main Scalar and Row Scalar and burn a new chip and hence run Open Loop in my new Map 2, plus set the CO at 1.4V. Or can the "Enable Long Term Trim" in TunerPro be deactivated and I stay in Map 5? Reading back through all these pages I get the impression that I will eventually throw codes by going that way.

Guess I will try it out and see what I get for AFR. When copying Map 5 to Map 2 it's just two multipliers and the full fuel table right? Anything else to change in Map 2 to get started?

All 5 maps contain the following 4 tables so you really need to copy all 4 tables plus the main scalar and the last 8 bytes from map 5 to 2.

1. Main fuel table and & scalar
2. Throttle adjustment table
3. Cranking fuel table
4. Warn up fuel adjustment table
5. Last 8 bytes (RPM Limiter, AFM Scalar, warm up threshold, full load additive & Deceleration gain.
Do not copy the 32 bytes between the the warm up fuel adjustment table and last 8 bytes.

“Enable Long Term Trim” definitely disables the long trim and you’re right will eventually throw a fault code that can actually be ignored, but I'm not sure if it also disables the short term trim.

I'll copy map 5 to 2 for you.

Mjstemp1 said:

Or is there a way to adjust the Closed Loop AFR to say 13 for idle in my existing Map 5?

This is something Mark and Dan experimented with last year and eisdielenbiker has recently changed the program code to force open loop on row 3 onwards so you never know, maybe one day.

Mjstemp1 said:

Forgot to mention I have a wideband sensor already installed.

If you can’t datalog you could try filming your AEM gauge and RoverGauge at the same time with a mobile or GoPro, I heard its been done successfully before.

Mjstemp1 said:

My car is MGB with single exhaust so even with Steve's chip with extended rpm and increased sound track, I get little audio enlightenment! So I went back to his R3652 430 and 450 Cat chip.

If you’re running closed loop 5 you’ll struggle to get overrun pops as the ECU will try to correct the AFR back to 14.7, however if map 2 (open loop) set your overrun AFR around 18 AFR above 1750 rpm.

Mjstemp1 said:

What I am not following in you post is why I would be so far off if I copy Map5 to Map 2.

As you know Map 5 is set for 14.7 to save the planet and your CATs but isn’t the best for economy,
power or smoothness, open loop map 2 allows the AFR to be set as required, for example
12.5 to 13 best full load power and acceleration
13.5 smooth in slow moving traffic.
14.7 less pollutants
15.5 to 16 best light cruise economy

Mjstemp1 said:

Map 5 is for a TVR 450 which is more or less my 4.6L is it not?
I assumed the full Lamda control would just be fine tuning below 3400 rpm, full throttle would be the same for any 450 or 4.6?

R3652_430 Map 5 is straight from a TVR 450 Chimmy which actually have late 4.6s but with 4.0 pistons to increase the compression ratio, therefore ideal for your 4.6L if you run map 5 closed loop. However, believe it or not the open loop 430 map 2 is much richer that the 450 closed loop map 5. Both have the same Air Flow Meter scalar but the 430BV main fuel table scalar 6B6C is higher than the 450 map 5 main fuel table scalar 6978, interestingly the Griff 500 main fuel scalar is 6784.

Do not under estimate the 430 map 2 as its also for pre-CAT 430 Big Valves and is the richest 14CUX map, its even richer than the Griff 500 map 5, Pre-CAT 430BV actually have more BHP & torque than Chimmy 450s (4.6L with CATs) so it’s certainly worth a test drive.

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Mjstemp1, here you go, I'll test them today, weather permitting
www.remap-14cux.info/bins/R3652_430_5500.bin (Map2 4.3BV & Map5 450)
www.remap-14cux.info/bins/R3652_4.6_5500.bin (Map2 450 & Map5 450)

Edited by stevesprint on Monday 1st May 19:01