User Manual

2010 Hondata, Inc.

FlashPro Help

Table of Contents
Foreword 0

Part I Introduction
2 Features

1 What's new in................................................................................................................................... this version 1 ................................................................................................................................... 5 3 Specifications ................................................................................................................................... 7 4 Requirements................................................................................................................................... 8 5 Software License ................................................................................................................................... Agreement 8

Part II The FlashPro Part III Installation

11 12

1 Installion Warnings ................................................................................................................................... 12 2 Installing FlashProManager ................................................................................................................................... Software 13 3 Installing USB ................................................................................................................................... Drivers (Windows XP) 13 4 Installing USB ................................................................................................................................... Drivers (Windows Vista / 7) 15 5 Connecting FlashPro ................................................................................................................................... to your vehicle 20 6 Reflash Rebate ................................................................................................................................... 22 7 Wideband lambda ................................................................................................................................... interface 23

Part IV Vehicle Locking

25

1 Locking to a ................................................................................................................................... Vehicle 25 2 Unlocking from ................................................................................................................................... a vehicle 26

Part V Calibrations Part VI Programming Your ECU

27 28

1 Uploading a ................................................................................................................................... Calibration 28 2 Downloading ................................................................................................................................... a Calibration 29 3 ECU Recovery ................................................................................................................................... Mode 30 4 Maintenance................................................................................................................................... Minder 30 5 Live Tuning ................................................................................................................................... 31

Part VII Tuning Your Vehicle

Tuning mass .......................................................................................................................................................... flow fuel Tuning AFM ......................................................................................................................................................... Flow Tuning speed/density .......................................................................................................................................................... fuel Part throttle fuel .......................................................................................................................................................... tuning (MAP) Tuning Starting .......................................................................................................................................................... Fuel

33
35 37 38 41 47

1 Fuel Tuning ................................................................................................................................... 35

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II

2 Tuning ignition ................................................................................................................................... tables 49 3 VTC tuning ................................................................................................................................... 50 4 VTEC point tuning ................................................................................................................................... 52 5 VTEC crossover ................................................................................................................................... tuning 54 6 AFM removal ................................................................................................................................... 62 7 Table indexes ................................................................................................................................... 65 8 Knock sensitivity ................................................................................................................................... tables 65 9 Individual cylinder ................................................................................................................................... ignition 66 10 Lambda Correction ................................................................................................................................... 69

Part VIII Datalogging

72

1 Laptop datalogging ................................................................................................................................... 73 2 On board datalogging ................................................................................................................................... 73 3 Sensor Setup ................................................................................................................................... 74 4 Graphing ................................................................................................................................... 76

Part IX Security

76

1 Owner Information ................................................................................................................................... 77 2 Registration ................................................................................................................................... 77 3 Security Password ................................................................................................................................... 78 4 Lost Security ................................................................................................................................... Password 79 5 Purchasing a ................................................................................................................................... Used FlashPro 79

Part X Reference
2 Windows

80

1 Shortcut keys ................................................................................................................................... 80 ................................................................................................................................... 81

81 81 83 83 84 85 85 86 87 90 92 92 93 95 96 99 101 102 103 104 Settings .......................................................................................................................................................... General Settings ......................................................................................................................................................... Unit Settings ......................................................................................................................................................... Lambda Overlay ......................................................................................................................................................... Settings Sensor Overlay ......................................................................................................................................................... Settings Datalog Settings ......................................................................................................................................................... Main Window.......................................................................................................................................................... Options ......................................................................................................................................................... Table Window .......................................................................................................................................................... Changing......................................................................................................................................................... table indexes Proportional ......................................................................................................................................................... Tracing Changed ......................................................................................................................................................... Value Highlight Calibration Window .......................................................................................................................................................... Calibration ......................................................................................................................................................... parameters Fuel parameters ......................................................................................................................................................... Ignition parameters ......................................................................................................................................................... VTEC parameters ......................................................................................................................................................... VTC parameters ......................................................................................................................................................... Closed loop ......................................................................................................................................................... parameters Knock control ......................................................................................................................................................... parameters 2010 Hondata, Inc.

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III

FlashPro Help
Rev limit ......................................................................................................................................................... parameters Sensor parameters ......................................................................................................................................................... Idle parameters ......................................................................................................................................................... Throttle ......................................................................................................................................................... parameters Boost Control ......................................................................................................................................................... Parameters Boost Control Installation ......................................................................................................................................... Boost Control Parameters ......................................................................................................................................... Boost Control Example ......................................................................................................................................... Graphs Misc parameters ......................................................................................................................................................... Graph Window .......................................................................................................................................................... Datalog ......................................................................................................................................................... Comments Advanced ......................................................................................................................................................... Graphs Graph Templates .......................................................................................................................................................... Sensor Window .......................................................................................................................................................... Display Window .......................................................................................................................................................... Error Codes.......................................................................................................................................................... Window FlashPro Window .......................................................................................................................................................... OBDII Diagnostics .......................................................................................................................................................... 104 105 106 106 107 108 110 111 112 113 115 116 119 120 121 124 125 126

3 Commands................................................................................................................................... 129
Email Files .......................................................................................................................................................... Check For Updates .......................................................................................................................................................... Check Internet .......................................................................................................................................................... Connection Send support .......................................................................................................................................................... information 129 129 129 129

4 Sensors

................................................................................................................................... 129
.......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... .......................................................................................................................................................... 129 129 129 130 130 130 130 130 130 130 130 130 130 130 131 131 131 131 131 131 131 131 131 132 132 132 132 132 132

RPM VSS Gear MAP TPedal TPlate AFM.v AFM INJ Duty IGN IAT ECT CAM CAMCMD AF S.TRIM L.TRIM TRIM Fuel Status K.Level K.Retard K.Count PA BAT VTS Eco Fuel Used Frame

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Contents
BC Duty

IV
132

..........................................................................................................................................................

5 ECU Connectors ................................................................................................................................... 132

Part XI Frequently asked questions Index

135 137

2010 Hondata, Inc.

IV

FlashPro Help

Introduction
FlashPro Quick Start
Installation
Install the FlashProManager software. Start FlashProManager and check for updates. Connect the FlashPro to your computer and install USB drivers From FlashProManager open the 'FlashPro' window. Fill out your owner information and save to the FlashPro. Register your FlashPro with Hondata.

Connect your FlashPro to your vehicle

Read the installation warnings. Locate the vehicle OBDII/diagnostic port, and plug in the FlashPro. Switch on the ignition by do not start the engine. Lock your FlashPro to your vehicle.

Create a new calibration

Start FlashProManager and open the New Calibration window. Select your ECU type. Select a starting calibration based on your engine modifications. Save and name your calibration.

Reflash your ECU

Make sure the ignition is switched but the engine is not running. Select Upload to reflash your ECU. Once the flash process has finished, start your engine.

Datalog your ECU

Using a laptop, press F9 to record a datalog from your vehicle. Save the datalog from the Datalog menu. Open the graph window. Select a graph template.

Tune your ECU

See the tuning guide.

1.1

What's new in this version Change History

V1.1.5.6 (16 June 2010) FlashPro firmware updated to version 20. Added support for the US R18 MT. Moved Return To Stock to the Online menu, so that a calibration does not need to be loaded in order to return the ECU to stock. Added support for the RDX MAP sensor. Added Fuel Pressure to fuel parameters. Correct pressure display psi unit. (Pressure values shown in psi were incorrectly calculated high by approximately 1.2%. Existing calibrations may show corrected values ~1.2% lower, but the
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Introduction

underlying pressure values are unchanged, and the calibration will run identically.) Prevent calibration changes from being made when uploading. Fixed MAP sensor now showing over 255 kPa when a datalog was made using the FlashPro. Added Indicator display type. Undo / Redo now undo editing changes made in parameter table grids. Allow multiple FlashPro datalogs to be selected for download, saving or deletion. Added value tool-tip to advanced XY graph. Added import table from calibration. Fixed problem where an ECU in recovery mode would show as a R18 Civic. Fixed problem editing table indexes for AFM calibrations. Fixed insert/delete load column not updating both low and high speed cam columns. [Civic Si - Race] Added ignition retard by gear compensation. [Civic Si - Race] Added VTEC minimum coolant temperature and minimum speed. [Civic Si - Race] Added gear ratios for operation of cruise control. [Civic Si - Race] Added second coolant temperature sensor enable/disable. [Civic Si - Central America] Added support for the PRB-K021 ECU. [Civic 155hp - Asia] ECU part numbers 37820-RRH-U010 to 37820-RRH-U040, 37820-RRH-U510 to 37820-RRH-U540 and 37820-RRH-U610 to 37820-RRH-U650 added to list of supported models. [Civic R18] Added P1077 error disable. [Civic R18] Added Weapon R, 310cc and turbo calibrations. [Civic R18] Added AFM Fuel table. [Civic R18] Fixed injector spike at 1.55 bar manifold pressure. [S2000] Added boost cut.

V1.1.4.7 (26 March 2010) FlashPro firmware updated to version 17. Changed datalogging so the MAP sensor is datalogged beyond 2.55 bar absolute pressure. In the Tables Window the control + number key switches between different cam angles. Added an option to check for beta version updates. Added an option to show advanced parameters and tables. Added ELD and ECT2 as wideband inputs. Added right click editing to tables (in both calibration and table windows). Fixed rounding errors when pasting between instances of FlashProManager. Fixed problem inserting VTC table load indexes. [Civic Si] Added boost cut. [Civic Si] Added cranking fuel table. [Civic Si, Euro CTR] Added fuel & ignition temperature compensation tables. [Civic Si, Euro CTR] Added purge disable option. [Civic Si - Race] Added boost control output. [Civic 155hp - Asia] ECU part numbers 37820-RRH-U120 and 37820-RRH-U130 added to list of supported models. [Civic Si - South America] ECU part numbers 37820-RRD-M120, 37820-RRD-P120 and 37820-RRD-P210 added to list of supported models. Support for ECU part number 37820-RRB-K120 renamed from 'South America' to 'Central America'. [Civic Si] Fixed potential uploading problem with AFM calibrations. [S2000] fixed throttle pedal datalogging as 91% when at full throttle. [S2000] Added P0128 and P0456 DTC disable flags. [S2000] Added support for Asia and European S2000s. V1.1.3.4 (15 January 2010) FlashPro firmware updated to version 12. Calibration window enhancements (color tables by value, changed value highlight). Added live tuning.
2010 Hondata, Inc.

FlashPro Help

Added datalog autosave. Changed file association to work with Windows Vista / 7 security. Added maximum overlay interpolation value for lambda and sensor overlays. Improved speed for New Calibration window. When overlaying knock count show knock occurrence per cell rather then knock count. Added datalog playback controls. Added support for Windows Themes. [Civic Si - Race] Added throttle dampening enabled parameter. [Civic Si - Race, S2000] Added ignition warm up retard enabled parameter. [Civic Si - Race, S2000] Correct ECT cold ignition 'retard' to 'advance'. [Civic Si - Race] Updated Civic-Si-Race-7-JRSC calibration with tuning improvements. [Civic Si - Race] Added K24 (CRV) calibration. [Civic Si - Race] Added K24 (TSX) calibration. [CTR - South Africa] ECU part number 37820-RSP-N010 to 37820-RSP-N030 added to list of supported models (CTR Euro & some Race calibrations). [Civic Si - Mexico] ECU part number 37820-RRB-X110 to 37820-RRB-X120 added to list of supported models (US & Race calibrations). [Civic Si - South America] ECU part number 37820-RRB-K010 to 37820-RRB-K020 added to list of supported models (US & Race calibrations). [Civic 155hp - Asia] ECU part number 37820-RRH-U110 added to list of supported models (Race calibrations only). [S2000] Added Mugen calibration.

V1.1.2.7 (2 December 2009) Fixed corrected lambda not showing corrected value. V1.1.2.6 (30 November 2009) Sensor window enhancements (alternating row colors to aid visibility, on/off parameters show as indicators, faster redraw). Graph window enhancements (better time axis labeling, ensure sensor labels are always visible, remember zoom and cursor when switching between datalogs). Table window enhancements (2d/3d graphs trace datalogs, faster redraw, mouse drag selection for 2D graph, 2D graph selects rows and columns with Shift and Ctrl clicks) Added datalog comments. Added Advanced Graphs Added Changed Value Highlight for tables. Improved Proportional Tracing for tables. Display sensor overlay information as datalogs are recorded. Fixed problem pasting data into the first row of a multi row table in the Calibration window. Remove internet connected test from FlashPro registration / password retrieval. [CTR - Euro] Added target throttle table. [CTR - Euro] Expanded ignition, cam angle and WOT compensation tables for forced induction. [CTR - Euro] Added 650cc calibration. [S2000] Added Toda header calibration. [S2000] Added P0453 and P0498 DTC disable flags. [S2000] Clarified calibration description for stock vehicle, tuned calibration. V1.1.1 (13 October 2009) FlashPro firmware updated to version 11. Added S2000 support. Added option to use either stock or corrected lambda values for the Lambda Overlay. Added the parameter 'SmoothingTimeMS' to value displays. V1.1.0.9 (29 September 2009) (Beta)
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Introduction

FlashPro firmware updated to version 10. Optionally compress datalogs when saving to reduce the size on disk. [Civic Si - US] Added knock sensitivity tables. [Civic Si - Race] Added ELD disable. [Civic Si - Race] Added target throttle plate table. [Civic Si - Race] Added fuel air temperature compensation tables. [Civic Si - Race] Added fuel coolant temperature compensation tables. [Civic Si - Race] Added ignition coolant temperature compensation tables. [Civic Si - Race] Added radiator fan on/off temperature. [Civic Si - Race] Added CT Engineering stage 1 calibration. [CTR - Euro] Added starter relay disable. [CTR - Euro] Added engine oil level disable.

V1.1.0.8 (25 August 2009) Added reliability test to FlashPro flash memory. Added speed adjustment parameters. Added purge valve disable for race vehicles. Added calibrations for Skunk2 header & camshafts. Added calibrations for Weapon R SRI intake. Added calibration for GO Power V1 camshafts. V1.1.0.7 (27 July 2009) Added Wideband lambda interface. Added Knock Count. Enabled locking to RRB-3050 calibrations. V1.1.0.6 (16 July 2009) Fixed problem exporting datalogs. Fixed problem downloading and re-uploading calibrations from the FlashPro. Added send support information function. V1.1.0.5 (8 July 2009) Added Reflash Rebate information. Changed race calibrations to prevent long term fuel trim changing. Fixed cruise control for Euro CTR AFM calibrations. Added VTEC crossover tuning V1.1.0.4 (3 July 2009) Added starter relay disable to RRC calibrations. Lowered default WOT MAP pressure for race calibrations. Added knock sensitivity tables for race, Euro and Asia calibrations. Added rpm & load index insert & delete for race calibrations. Changed lambda overlay for AFM calibrations so that lambda values and fuel changes are shown on the WOT lambda tables. Added Civic Si Lambda Correction. Fixed VTEC status not datalogging correctly. V1.1.0.3 (29 June 2009) FlashPro firmware updated to version 6. Added non-supported operating system warning. Added OBDII voltage logging during upload. Recognize JRSC & CT reflashes for locking. Annotated K&N SRI calibrations to 'K&N V2 SRI'

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FlashPro Help

Added recording time, date and filename to the Graph window. Fixed overlay lambda not saving. Fixed upload password not working. V1.1.0.2 (24 June 2009) Added AFM removal. Added Maintenance Minder. Added low battery voltage warning when uploading. Allow speed limiter speed to be altered in race calibrations. Corrected CT stage 2 calibration injector size from 650cc to 520cc. Fixed 4 bar MAP settings not saving. V1.1.0.0 (22 June 2009) Retail release.

1.2

Features
FlashPro features Programmable ECU interface. Connects via OBDII diagnostic port. No ECU modification necessary. 90 second ECU programming time. 20 hours on board datalogging memory. Fast datalogging - 4x faster than OBDII protocols. FlashProManager Windows software. Check and clear diagnostic codes. Custom laptop gauges. Readiness codes and smog check status. Cam angle aware table editing. Dual calibration support.

Feature Matrix
US Civic Euro CTR Asia CTR Si Model support 2006+ US/Canada Civic Si 2006+ Euro Civic Type R 2006+ Asia Civic Type R 2006+ US/Canada S2000 2006+ US Civic 1.8 General Tuning basis Forced induction support Expanded tables Live tuning Fuel Fuel tables Full load compensation tables NA NA NA Civic Race 1 2 AFM AFM MAP MAP MAP AFM S2000 US Civic R18

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Introduction

Larger injector support Overall fuel trim Cranking fuel trim Cranking fuel table Injector voltage compensation Cylinder fuel trim Air temperature fuel trim Coolant temperature fuel trim Ignition Ignition tables Cylinder ignition trim Air temperature ignition trim Coolant temperature ignition trim VTEC VTEC rpm window VTEC pressure window Secondary intake runner rpm VTC Cam angle tables Closed loop Primary oxygen sensor enable Secondary oxygen sensor enable Closed loop determination Short term fuel trim min/max Wideband lambda input Knock control Knock sensor enable Knock tables Sensors AFM calibration MAP sensor selection Speed adjustment (ECU) Speed adjustment (dash) Rev limiter Overall rev limiter Launch rev limiter Speed limiter Idle Idle table After start idle table Throttle
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NA

NA

NA

NA

NA

NA NA

NA

NA

NA

NA NA

NA

Disabled

FlashPro Help

Target throttle plate table Boost Control Boost control output Mis c VSA enable Cruise control enable Starter relay enable EPS enable Purge enable ELD enable Radiator fan on/off temperature Radiator fan sensor select Engine oil level enable

NA

NA

NA

NA NA

NA -

Key: = supported - = not supported NA = not applicable for this model Notes: 1. Engine oil life not functional with the race calibration. 2. Trip meter not functional with the race calibration. FlashPro is for off road use only. Not legal for sale or use on any pollution controlled motor vehicles. Legal in California only for racing vehicles which may never be used upon a highway. Hondata, Inc. 2840 Columbia St Torrance, CA 90503 Tel: 310-782-8278 World Wide Web Site: http://www.hondata.com Hondata, Inc., 2005-2010
Hondata is not affiliated with Honda Motor Co. Windows is a trademark of Microsoft Corp.

1.3

Specifications
Physical Weight 210g / 7.4oz Storage temperature range: -20 - 85 C / 0 - 185 F Operational temperature range: 0 - 70 C / 30 - 160 F OBDII cable length 2m / 6' Electrical Supply voltage 9-16V Current consumption (active) < 100 mA Current consumption (standby) < 10 mA OBDII Protocols ISO 9141-2 K-Line
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Introduction

ISO 15765 CAN

1.4

Requirements
FlashPro requirements Laptop or Desktop Windows XP/Vista/7 (32 or 64 bit) USB Port (1.1 or 2.0) Internet connection Laptop Power Options It is recommended to set the Power Options so that the laptop will not automatically standby.

It is not recommended to allow hibernation.

1.5

Software License Agreement

IMPORTANT: This License Agreement is a legal agreement between You and Hondata. PLEASE READ THE TERMS AND CONDITIONS OF THIS LICENSE AGREEMENT CAREFULLY BEFORE USING THE SOFTWARE. BY INSTALLING, COPYING OR OTHERWISE USING THE SOFTWARE, YOU ARE CONFIRMING YOUR ACCEPTANCE OF THE SOFTWARE AND AGREEING TO
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FlashPro Help

BECOME BOUND BY THE TERMS OF THIS AGREEMENT. IF YOU DO NOT AGREE, DO NOT INSTALL OR USE THE PRODUCT. Definitions. "Hondata" means Hondata, Inc. "You"/"Your" means you and/or your company. "Software" means the product provided to You, which includes computer software and may include associated media, printed materials, and "online" or electronic documentation. Ownership. The Software is owned and copyrighted by Hondata and/or its licensors and is protected by copyright laws and international copyright treaties, as well as other intellectual property laws and treaties. THE SOFTWARE IS LICENSED, NOT SOLD. Your license confers no title or ownership in the Software and is not a sale of any rights in the Software. You agree that aspects of the licensed materials, including the specific design and structure of individual programs, constitute trade secrets and/or copyrighted material of Hondata. You agree not to disclose, provide, or otherwise make available such trade secrets or copyrighted material in any form to any third party without the prior written consent of Hondata. You agree to implement reasonable security measures to protect such trade secrets and copyrighted material. Title to Software and documentation shall remain solely with Hondata. Disclaimer of Warranty. The Software is provided on an "AS IS" basis, without warranty of any kind, including, without limitation, the warranties of merchantability, fitness for a particular purpose and noninfringement. The entire risk as to the quality and performance of the Software is borne by You. Should the Software prove defective, You, not Hondata or its licensors, assume the entire cost of any service and repair. If the Software is intended to link to, extract content from or otherwise integrate with a third party service, Hondata makes no representation or warranty that Your particular use of the Software is or will continue to be authorized by law in Your jurisdiction or that the third party service will continue to be available to You. In no event shall Hondata's or its suppliers' liability to You, whether in contract, tort (including negligence), or otherwise, exceed the price paid by You. The foregoing limitations shall apply even if the above-stated warranty fails of its essential purpose. This disclaimer of warranty constitutes an essential part of the agreement. SOME STATES DO NOT ALLOW LIMITATION OR EXCLUSION OF LIABILITY FOR CONSEQUENTIAL OR INCIDENTAL DAMAGES. Limitation of liability. UNDER NO CIRCUMSTANCES AND UNDER NO LEGAL THEORY, TORT, CONTRACT, OR OTHERWISE, SHALL HONDATA OR ITS LICENSORS BE LIABLE TO YOU OR ANY OTHER PERSON FOR ANY INDIRECT, SPECIAL, PUNITIVE, INCIDENTAL, OR CONSEQUENTIAL DAMAGES OF ANY CHARACTER INCLUDING, WITHOUT LIMITATION, DAMAGES FOR WORK STOPPAGE, COMPUTER FAILURE OR LOSS OF REVENUES, PROFITS, GOODWILL, USE, DATA OR OTHER INTANGIBLE OR ECONOMIC LOSSES. IN NO EVENT WILL HONDATA OR ITS LICENSORS BE LIABLE FOR ANY DAMAGES IN EXCESS OF THE AMOUNT PAID TO LICENSE THE SOFTWARE, EVEN IF YOU OR ANY OTHER PARTY SHALL HAVE INFORMED HONDATA OR ITS LICENSORS OF THE POSSIBILITY OF SUCH DAMAGES, OR FOR ANY CLAIM. NO CLAIM, REGARDLESS OF FORM, MAY BE MADE OR ACTION BROUGHT BY YOU MORE THAN ONE YEAR AFTER THE BASIS FOR THE CLAIM BECOMES KNOWN TO THE PARTY ASSERTING IT. EXCEPT AS SPECIFIED IN THIS WARRANTY, ALL EXPRESS OR IMPLIED CONDITIONS, REPRESENTATIONS, AND WARRANTIES INCLUDING, WITHOUT LIMITATION, ANY IMPLIED WARRANTY OF MERCHANTABILITY, FITNESS FOR A PARTICULAR PURPOSE, NONINFRINGEMENT OR ARISING FROM A COURSE OF DEALING, USAGE, OR TRADE PRACTICE, ARE HEREBY EXCLUDED TO THE EXTENT ALLOWED BY APPLICABLE LAW. IN NO EVENT WILL HONDATA OR ITS SUPPLIERS BE LIABLE FOR ANY LOST REVENUE, PROFIT, OR DATA, OR FOR SPECIAL, INDIRECT, CONSEQUENTIAL, INCIDENTAL, OR PUNITIVE DAMAGES HOWEVER CAUSED AND REGARDLESS OF THE THEORY OF LIABILITY ARISING OUT OF THE USE OF OR INABILITY TO USE THE SOFTWARE EVEN IF HONDATA OR ITS SUPPLIERS HAVE BEEN ADVISED OF THE POSSIBILITY OF SUCH DAMAGES. Grant of License. Hondata grants You a non-exclusive and non-transferable license to use the Software in object code form on a single central processing unit owned or leased by You. You may make one (1) archival copy of the Software provided You affix to such copy all copyright, confidentiality, and proprietary notices that appear on the original.

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Restricted use. You agree to use reasonable efforts to prevent unauthorized copying of the Software. You may not disable any licensing or control features of the Software or allow the Software to be used with such features disabled. You may not share, rent, or lease Your right to use the Software. You may not modify, sublicense, copy, rent, sell, distribute or transfer any part of the Software except as provided in this Agreement. You may not reverse engineer, decompile, translate, create derivative works, decipher, decrypt, disassemble, or otherwise convert the Software to a more human-readable form for any reason. You will return or destroy all copies of the Software and generated content (if applicable) if and when Your right to use it ends. You may not use the Software for any purpose that is unlawful. You may not copy, distribute, sell, rent, distribute or transfer calibrations supplied by Hondata, and any derivatives of such calibrations without the written permission of Hondata. Reverse Engineering. EXCEPT AS EXPRESSLY AUTHORIZED ABOVE, YOU SHALL NOT: COPY, IN WHOLE OR IN PART, SOFTWARE OR DOCUMENTATION; MODIFY THE SOFTWARE; REVERSE COMPILE OR REVERSE ASSEMBLE ALL OR ANY PORTION OF THE SOFTWARE; OR RENT, LEASE, DISTRIBUTE, SELL, OR CREATE DERIVATIVE WORKS OF THE SOFTWARE. YOU SHALL NOT CREATE, SELL OR DISTRIBUTE SOFTWARE, PROCESSES OR INSTRUCTIONS TO DISABLE ANY COPY PROTECTION FEATURES OR LICENSING OF THE SOFTWARE OR ADDITIONAL SOFTWARE. Applicable Software. The above warranty DOES NOT apply to any beta software, any software made available for testing or demonstration purposes, any temporary software modules or any software for which Hondata does not receive a license fee. All such software products are provided AS IS without any warranty whatsoever. Termination. This License is effective until terminated. You may terminate this License at any time by destroying all copies of Software including any documentation. This License will terminate immediately without notice from Hondata if You fails to comply with any provision of this License. Upon termination, You must destroy all copies of Software. Export Regulation. Software, including technical data, is subject to U.S. export control laws, including the U.S. Export Administration Act and its associated regulations, and may be subject to export or import regulations in other countries. You agrees to comply strictly with all such regulations and acknowledges that it has the responsibility to obtain licenses to export, re-export, or import Software. Applicable Law. This License shall be governed by and construed in accordance with the laws of the State of California, United States of America, as if performed wholly within the state and without giving effect to the principles of conflict of law. If any portion hereof is found to be void or unenforceable, the remaining provisions of this License shall remain in full force and effect. This License constitutes the entire License between the parties with respect to the use of the Software. Governing Language. Any translation of this License is done for local requirements and in the event of a dispute between the English and any non-English versions, the English version of this License shall govern. Entire Agreement. This license constitutes the entire agreement between the parties relating to the Software and supersedes any proposal or prior agreement, oral or written, and any other communication relating to the subject matter of this license. Any conflict between the terms of this License Agreement and any Purchase Order, invoice, or representation shall be resolved in favour of the terms of this License Agreement. In the event that any clause or portion of any such clause is declared invalid for any reason, such finding shall not affect the enforceability of the remaining portions of this License and the unenforceable clause shall be severed from this license. Any amendment to this agreement must be in writing and signed by both parties. Additional Software. This license applies to updates, upgrades, plug-ins and any other additions to the original Software provided by Hondata, unless Hondata provides other terms along with the additional software.
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FlashPro Help

The FlashPro
The FlashPro

Indicator Lights
Power light
The power light indicates that the FlashPro has power, either from USB or from the diagnostic connector. On - the FlashPro is either connected to the diagnostic connector or to a PC via USB. Off - the FlashPro is disconnected or in power saving mode.

Program light
The program light indicates that the FlashPro is re-programming the vehicle ECU. On / steady flashing - The FlashPro is re-flashing the ECU. Do not unplug the FlashPro or switch off the vehicle ignition.

Datalog light
The datalog light either indicates the FlashPro is datalogging or indicates USB activity. Steady flashing - the FlashPro is datalogging from the ECU to onboard memory.

USB light
The USB light indicates a valid USB connection. On - the FlashPro is connected and USB drivers are installed and working correctly. Off - USB is not connected or the USB drivers are not installed correctly. See Installing USB Drivers

Buttons

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The FlashPro

12

Program button
The program button initiates the re-programming of the vehicle ECU. See Uploading a Calibration

Datalog button
The datalog button starts and stops datalogging from the vehicle. See On board datalogging

3
3.1

Installation
Installion Warnings
Hondata's warranty will not cover damage to the ECU and/or FlashPro from the use of low impedance injectors, non-resistor spark plugs and/or incorrect engine ground location. Injector Impedance The Honda ECU is designed to use high impedance (or 'saturated') injectors. The use of low impedance (or 'peak and hold') injectors will damage the ECU and/or vehicle wiring. Low impedance injectors can be used with the addition of a resistor box, but it is recommended to use high impedance injectors if at all possible. Non-Resistor Spark Plugs Do not use non-resistor spark plugs. Non-resistor spark plugs cause a large amount of electrical interference which may affect vehicle electronics, including the ECU. Engine Ground It is very important that the ground from the wiring harness to the engine (G101) makes good electrical contact with the cylinder head. Otherwise the return path for the sensors, ignition and VTEC may be through the OBDII connector, FlashPro, laptop, laptop charger and inverter to the vehicle body, which may damage the ECU/FlashPro. The recommended position for the engine ground is on the stud attached to the cylinder head. While the stock location on the intake manifold will usually work without problems, the stud on the cylinder head provides a better electrical connection. The top bolt holding the radiator water output to the cylinder head is also a good alternative for the ground wire.

Software Versions Do not 'roll back' or 'backdate' software versions. The reason for this is that the FlashPro firmware will be updated by the newer version of software, and an earlier version of software accessing a FlashPro with a more recent firmware version may cause the FlashPro to not function correctly.

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FlashPro Help

3.2

Installing FlashProManager Software

To install the FlashPro software insert the CD into the CD drive. Installation should start automatically; if it does not, use Window Explorer to open the CD drive and double-click on the installation executable. Once FlashPro is installed it is recommended that you check the Hondata website for updates using the Check for Updates command. It is only recommended to have one copy of FlashPro on a PC at a time (i.e. do not keep multiple versions of FlashPro on a PC).

3.3

Installing USB Drivers (Windows XP)

Important: Please install the FlashProManager software before plugging in the FlashPro 1. Plug the USB cable into the FlashPro and laptop. The FlashPro does not need to be connected to the vehicle. When you plug in the USB cable the following message should be displayed on the Windows Taskbar.

2. When Windows displays the Found New Hardware Wizard, choose the 'No, not the time' option.

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Installation

14

3. Choose Install from a list or specific location.

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FlashPro Help

4. Select the FlashPro installation directory. Normally this will be C:\Program Files\FlashPro (Windows XP).

5. Once Windows has finished driver installation the following message should be displayed.

3.4

Installing USB Drivers (Windows Vista / 7)

Sometimes Windows will not automatically install the USB drivers, or if the FlashPro has been plugged into the PC before the software is installed, the FlashPro will be disabled by Windows. In this case you need to manually install the USB drivers. 1. Open the control panel using Windows key and Pause-Break. 2. Open the 'Device Manager'.

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3. Right click on 'FlashPro' (FlashPro may be listed under "ECU Hardware (Hondata) or 'Other Devices') and select 'Update Driver Software...'.

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4.Select 'Browse my computer'.

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5. Tell Windows to look in the FlashPro installation directory. Normally this will be 'C:\Program Files\FlashPro\Drivers' (Windows 7 32-bit) or 'C:\Program Files (x86)\FlashPro\Drivers' (Windows 7 64-bit).

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6. Confirm that you want to install the drivers.

7. Windows will install the drivers.

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3.5

Connecting FlashPro to your vehicle

The FlashPro connects to the vehicle via the diagnostics connector or OBDII port. Usually this is location near the center console.

Civic Si
For the Civic Si the diagnostics connector is located on the drivers side of the center console.

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S2000
For the S2000 the diagnostics connector is located on the drivers side of the center console, a line with 'OBDII' molded into the plastic under the steering wheel.

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3.6

Reflash Rebate
A rebate is available for Hondata Reflash owners. Currently the rebate value is $150, payable to the FlashPro owner.

To request a rebate
Make sure your FlashPro is locked to the reflashed ECU Make sure your owner information is correctly entered - including your street address, city, state and zip. Make sure your FlashPro has been registered with Hondata. Connect your FlashPro to your computer. Make sure you have an internet connection. Open the Registered Owner tab of the FlashPro window. Click on Request Rebate. A message will confirm that the rebate request has been sent to Hondata.

Terms & Conditions

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Only one rebate per ECU. Only one rebate per FlashPro. Processing time approximately 1-2 weeks. Payment is in US funds made out to the name of the owner. If your ECU has already been reflashed with a FlashPro calibration you can still request a rebate - as long as the ECU is the original ECU that was reflashed by Hondata. If your reflashed ECU was returned to stock by Hondata you are still eligible for a rebate.

3.7

Wideband lambda interface

It is possible to use an aftermarket wideband lambda meter to provide an accurate lambda reading to the ECU. Note that a wideband lambda meter consists of a oxygen sensor and controller - both components need to be used in order to get a wideband lambda reading.

Installation
You will need a wideband meter which has an analog output, preferably 0-5V with a linear relationship between voltage and lambda. The wideband meter analog output is then wired into an used ECU input. Available ECU inputs are: SO2 (secondary o2 sensor). Secondary oxygen sensor must be disabled and disconnected. Note that it is not recommended to use this pin for wideband input as the ECU internally limits the voltage so that an accurate wideband reading cannot be made. EGRL (EGR lift). Requires the use of an ECU pin and wire. ECT2 (Second water temperature sensor). The Second ECT sensor must be disabled and the factory pin must be removed from the ECU connector. ELD (Electrical Load). ELD must be disabled and the factory pin must be removed from the ECU connector. See ECU Connectors for information about locating the correct ECU pin.

Grounding
In order to prevent ground loops, it is critical that the lambda meter uses the same ground as the ECU, for both the power and analog output sections of the lambda meter. For the K-Series engine, the correct ground point to use is G101, located on the intake manifold. Do not ground the ECU or lambda meter to any other points, or share the lambda meter ground wire with any other devices.

Settings
Wideband input settings are found under Closed loop parameters

Select the analog input pin.

It is possible to compensate for a voltage difference between the ECU and lambda meter. Note that in most cases this means that you have a ground offset problem, and will not get accurate readings unless the grounds are changed. If you need to enter an offset value, this means you have a ground problem which should be fixed.

The voltage from the wideband is translated to the lambda reading. Normally your lambda meter documentation will have an output graph which shows you which values to use. If you meter has more
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than two voltage/lambda pairs, it may not have a linear output, and cannot be used.

PLX Lambda Meters

PLX lambda meters all provide a 0V=10:1, 5V=20:1 analog output.

ARM Lambda Meters

Later AEM lambda meters output 0V=10:1, 5V=20:1. Earlier lambda meters had different voltage outputs - check your manual.

Innovative Lambda Meters

Innovative lambda meters should be programmed to produce the 'standard' analog output of 0V =10:1, 5V = 20:1. To do this you will need the programming software and cable for the lambda meter contact Innovative for more information above this.

Setting the analog output voltage

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Setting the output voltage under warm-up and error conditions.

Vehicle Locking
A FlashPro may only be used on one vehicle at a time, where it is locked to the vehicle's ECU. If the FlashPro is swapped to another vehicle or sold, then the FlashPro must be unlocked from the old vehicle before being transferred to the new vehicle. If the vehicle is replaced then the FlashPro should be unlocked from the old ECU before the ECU is removed from the vehicle. If the ECU is damaged then the old ECU and FlashPro must be sent to Hondata for unlocking.

4.1

Locking to a Vehicle
To lock the FlashPro to the current vehicle select Lock to Vehicle from the Online menu.

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The FlashPro must be locked to a vehicle before calibrations are uploaded from the FlashPro to the ECU.

4.2

Unlocking from a vehicle

To unlock the FlashPro from the current vehicle select Unlock from Vehicle from the Online menu.

The following is required before the FlashPro can be unlocked from the current vehicle: The ECU must be the same ECU as the FlashPro was locked to. The ECU must be returned to stock using the Online menu option. An internet connection must be available so that it can be verified that the FlashPro is not stolen or subject to fraud before unlocking. Unlocking the FlashPro from the vehicle will also clear the security password.

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Calibrations
About calibrations
A calibration contains all the information (settings and table values) which can be changed in the ECU. The normal calibration file extension is .fpcal. For a new vehicle it is possible to either load an existing calibration as a starting point (if a calibration exists) or create a new calibration. Here we'll cover creating a new calibration.

New Calibration
1. Open the New Calibration window from the File menu.

2. Make sure the correct vehicle type selected.

3. Determine if an AFM or MAP calibration will work best for you. Generally the AFM calibrations are suitable for a stock vehicle with simple bolts ons, and the MAP calibrations are suitable for everything else. If you're using larger injectors, forced induction or large cams then use a MAP based calibration.

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Note that MAP based calibrations will disable the oil life indicator (it will stay at 100%), and when switching from a MAP to AFM calibration the Maintenance Minder will need to be reset. 4. Optionally, click on Show Filters to reduce the number of calibrations which are shown.

5. Double click on the calibration name to close the New Calibration window and create the calibration.

There are tens of thousands of combinations of bolt on parts, so there may not be an exact match for your engine modifications then select the closest match. The modifications which make the most difference for tuning are intake type and the presence of race headers, so select based on the closest match.

Programming Your ECU

The programming process takes approximately 90 seconds. During this time, it is important not to interrupt the programming process by unplugging a cable or cancelling the upload. If the programming process is interrupted or fails, the ECU will be left in recovery mode. In this case the ECU will not run the engine, but it is still possible to re-program the ECU with FlashPro.

6.1

Uploading a Calibration
Uploading a calibration is the process where a calibration is transferred to the ECU.

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Uploading from a PC to the ECU

1. Load your calibration into FlashProManager. 2. Plug the FlashPro into the PC using USB. 3. Plug the FlashPro into the diagnostic connector and switch on the vehicle ignition. 4. Select Upload from the Online menu.

Uploading from the FlashPro to the ECU

To upload a calibration which has been previously stored on the FlashPro: 1. Plug the FlashPro into the diagnostic connector and switch on the vehicle ignition. Primary calibration - press the Program button for at least one second. Secondary calibration - holding the Datalog button down, press the Program button for at least one second, releasing the Program button before the Datalog button.

Storing a calibration on the FlashPro

It is possible to upload a calibration to the FlashPro, which can then later be uploaded to the ECU. You can have two calibrations on the FlashPro - termed primary and secondary calibrations. 1. Load your calibration into FlashProManager. 2. Plug the FlashPro in the PC using USB. 3. Open the FlashPro window, select the Calibrations tab, and select Upload.

Notes
Before a calibration is uploaded to the FlashPro: You must lock your FlashPro to your vehicle. You must register your FlashPro with Hondata.

6.2

Downloading a Calibration
The last uploaded calibration is stored on the FlashPro. To download, use Download from the Online menu.

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Once downloaded the calibration may be edited, saved or uploaded to the FlashPro or ECU.

6.3

ECU Recovery Mode

If there is a problem uploading to the ECU, such as interrupt of vehicle power, then the ECU will be left in 'recovery mode'. In this mode the ECU will not run the engine, but can still be re-programmed or reflashed.

Identifying when the ECU is in recovery mode

When the ECU is in recovery mode the status bar will display an exclamation icon:

Recovering the ECU

1. Upload a calibration to the ECU. It can be the same calibration as previously uploaded. 2. Important: Switch the ignition off and then back on. 3. Check that the ECU icon changes to indicate the ECU is not in recovery mode.

6.4

Maintenance Minder
When switching between an AFM and MAP calibration the service maintenance reminder will sometimes trigger. This illuminates the wrench light on the dash and the dash displays 'service A' or 'service B' along with a negative number of miles.

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To clear the maintenance minder light: Switch the ignition on, but do not start the engine. Hold down the 'SEL/RESET' button for 10 seconds, until the display starts to flash. Release the 'SEL/RESET' button, and then hold it down for an additional 6 seconds. The display will clear.

6.5

Live Tuning
Live tuning allows the real-time update of some tables in the ECU. This greatly speeds up the tuning process as minor changes take effect immediately, without waiting for a 90 second upload.

How Live Tuning works

Live tuning works by altering the ECU so that the ECU copies table information from flash memory (which cannot be changed without re-writing the whole ECU) to RAM (which can be changed quickly while the ECU is running). This copying process occurs every time the ECU RAM is cleared, which is every time the ECU is reset or the ignition is switched off and on. When tables are editing in FlashProManager, the changes are sent to the ECU where the RAM tables are updated, so that the ECU tables are updated in a fraction of a second. Due to the method used, there are several limitations of live tuning: The FlashPro and laptop must be connected to the vehicle for changes to occur in realtime. Hopefully this is obvious to most people. Not all calibration tables can be live tuned. This is due to the way the ECU internally accesses tables so that they cannot be read from ECU RAM. Only some of the calibration tables can be live tuned at the same time. This is because there is much more flash memory in the ECU than RAM. With non-VTC engines (eg S2000), all of the tables available for live tuning can be used. With VTC engines there generally is room for 2-3 'major' tables (fuel low cam, fuel high cam, ignition low cam etc) plus many of the 'supporting' tables (injector latency etc). If the ignition is switched off and then on, the live tuning tables will reset to default values. This does not mean the tables are reset to stock values; they are reset to the values from the last calibration upload. eg if an ignition table value is 20 when the calibration is uploaded, and via live tuning you edit the calibration to 24, then the ECU will reset the ignition to 20 if the vehicle ignition is cycled. However, if you have the FlashPro connected to the vehicle, then FlashProManager will recognize a 'key-off key-on' event, and will upload all the changes to RAM. There also is a menu command to
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force the update of the ECU RAM.

Using live tuning

Live tuning is fairly simple: 1. Select the tables you wish to live tune. 2. Upload the calibration to the ECU. 3. Edit / tune the tables. 4. When finished editing, de-select live tuning tables and upload the calibration to the ECU again.

Table Selection
There are two ways to select tables - either on a table by table basis from the Calibration and Table windows, or from the Select Live Tuning Tables menu..

Calibration Table Selection

Tables which allow Live Tuning show a Live Tuning icon next to them:

The Live Tuning icon shows the status of Live Tuning for that table:

Live Tuning not enabled for this table.

Live Tuning enabled, but pending a calibration upload.

Live Tuning active.

Menu Table Selection

Alternately, tables may be selected from a list available from the Online menu.

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Buttons allow the quick selection of popular tuning options.

Resuming a Live Tuning session

When a calibration is saved it stores the status of Live Tuning tables. If the calibration is re-loaded, and the ECU matches the calibration, then Live Tuning may resume without the need to upload the calibration to the ECU again.

Tuning Your Vehicle

Dyno tuning
The best way to tune a vehicle is using a dyno. When using a dyno for tuning, the primary concern is to maintain consistency between runs by limiting the environmental factors which affect power. For this reason try to start each run with the same coolant temperature and air intake temperature. Try to maintain the same time interval between dyno runs.

The Hondata tuning method

Because of VTC, tuning the K-Series engine is a little different from tuning any other engine. The best process is outlined below. 1. Start by tuning the low cam. To make the ECU use the low cam, change the VTEC parameters so

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that the VTEC point is high. You only need to perform dyno runs to a point above the expected VTEC point - normally 6500 rpm is sufficient to tune the low cam tables. Do not run the engine to high rpm (over 7000 rpm) on the low speed cam otherwise the lost motion assemblies can float, damaging the spring retainers.

2. Lock the cam a single angle. First find what cam angles your calibration uses - normally it will be 0, 10, 20, 30, 40 or 0, 15, 30, 40, 50 degrees.

Cam angles Starting at the first cam angle, lock the cam angle to this setting by setting the low speed cam angle table to this value.

Cam locked to 15 degrees 3. Tune the fuel for this cam angle until the measured AF ratios are acceptable. 4. Tune the ignition for this cam angle. Generally the default ignition settings are close to optimum. 5. Copy the fuel and ignition tables from this cam angle table to the next cam angle table so that the
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next cam angle has a tuned starting point. 6. Repeat for the next cam angle by locking the cam angle to the next value, and return to step 2. 7. When finished tuning fuel & ignition for all cam angles, tune the VTC to generate a composite cam angle table. 8. Now tune the high cam by setting the VTEC point low.

You should start the dyno run just past the VTEC point, and continue to redline. Repeat steps 2 - 7 for the high speed cam. 9. Tune the VTEC point, then the VTEC crossover VTC. 10. (MAP calibrations) tune part throttle fuel.

Advanced
It is more productive to first tune the cam angle when the engine will make the most power - usually 30 degrees. Once the 30 degree fuel & ignition tables are tuned, copy the 30 degree values to both the tables above and below, then tune the remaining tables. The VTEC can be smoothed by advancing the VTC cam angle just before VTEC so that the jump to the high cam requires less time for the VTC to advance the cam. See VTEC point tuning For fuel tables make changes by selecting rows. This will ensure that the part throttle fuel will be adjusted based on the full load lambda readings, and so will require less part throttle tuning. For forced induction start by tuning on the minimum boost level. A turbocharger wastegate or supercharger bypass can be held open to allow tuning of the atmospheric pressure columns before tuning the boost columns. Never disconnect intercooler pipes as this will overspeed a turbo.

7.1

Fuel Tuning
Mass Flow (AFM / MAF) vs Speed/Density (MAP)
The ECU can calculate the engine fuel requirements by two methods - mass flow (using the air flow meter) and speed/density (using the manifold pressure sensor). Each requires a different tuning method. It it necessary to use a lambda meter (air/fuel gauge) to tune to fuel tables. Some engines utilize a wide-band oxygen sensor which is useful for tuning, otherwise most dynos are equipped with a lambda meter. It is best to tune so that the air/fuel plot is fairly flat. For the Civic Si / Type R the internal oxygen sensor is of a semi-wideband type. While its range is good (10.7:1 - 20:1) we have found that it progressively reads richer as the exhaust gas temperatures increases. Therefore the wideband is useful for partial throttle and naturally aspirated engine tuning, but for forced induction we recommend the use of an after market wideband if you are tuning without a dyno.

7.1.1

Tuning mass flow fuel Warning

A lean air/fuel condition will damage the engine. Make sure that you monitor the air/fuel ratio at all times, and abort any dyno run if the air/fuel ratio becomes too lean.

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Mass flow (AFM)

Mass flow uses the air flow meter (AFM or MAF) to measure the mass of air flowing into the engine. The fuel requirements are calculated as a ratio of fuel to air using a simple mass calculation, with no volumetric efficiency tables. Since the fuel is determined by the measurement of air into the engine, it is critical that the AFM reads the air flowing into the engine correctly. Most after-market intakes will alter the reading from the AFM to some degree, and thus alter the amount of fuel. The AFM will automatically compensate for increase airflow from headers, exhausts and even camshafts, but tuning becomes much more difficult if the engine modifications (typically race headers and large camshafts) result in a standing wave or reversion pulse reaching the AFM, which will causes it to read incorrectly.

Low load fuel

At part throttle / low load / closed loop the ECU uses the AFM reading to calculate the fuel. There are no volumetric efficiency adjustment tables for this calculation - if the closed loop fuel is not close to stoichiometry, then the AFM is not reading the airflow correctly - usually because of an after market intake. The AFM can be re-calibrated to measure the airflow more accurately.

AFM Calibration

This table contains the calibration from AFM voltage to air flow (in g/s). The AFM can either be calibrated using a flow bench, or by observing the fuel trim at different load levels while in closed loop. See Tuning AFM Flow Some after market air intakes do not provide a consistent air flow over the AFM - if you remove and replace the intake, the airflow as measured by the ECU will change. In this case it is best to switch to using a MAP calibration.

High load fuel

At full throttle / high load / open loop, the ECU uses an additional table is used to enrichen the mixture from the stoichiometric calculation used from the AFM.

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WOT compensation table

Note that the values in the WOT compensation tables should only be changed within certain limits. The ECU will not switch into open loop correctly if the WOT compensation table values are raised so that less fuel would be required in open loop than closed loop. Generally values should not be increased over the stock values to prevent this from occurring. As a guide, do not set the WOT air/fuel ratio above 12.50:1. If the air/fuel ratio is not the same as that in the table then the cause is that the stoichiometry calculation using the AFM is incorrect - again the reason is usually that an after market intake is being used. 7.1.1.1 Tuning AFM Flow To calibration the AFM, you need to start with stock injectors, stock AFM flow values and stock WOT compensation values.

1. Warm the car to normal operating temperature, and make a datalog of 5-10 minutes of varied driving. 2. In FlashProManager, open the XY Graph (from Advanced Graphs), and select 'AFM.v' for the X-Axis and 'S.TRIM' for the Y-Axis. Check 'Show mean', check 'Closed loop' and uncheck 'Open loop'. What you now have is a graph of the AFM reading vs how much the ECU has to trim to fuel.
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3. Edit the AFM Flow table to apply the differences from the above graph. This is part when some tuning judgment comes in. What you need to do is identify trends in the graph, and alter the AFM voltage to flow calibration. eg if the ECU needs to trim 2-3% fuel from 1.7V to 2.8V, then increase the flow numbers on the AFM Flow tables by 2.5% from 1.72 to 2.81V. Make only 2-3 changes to the AFM Flow table at a time. 4. Save, upload and re-test until the fuel trims are within 1%.

AFM Flow vs fuel trim. In this case the AFM is reading approx 15% low, and the first tuning change would be to increase the AFM flow numbers by 15%, across the whole table, and then re-test.

7.1.2

Tuning speed/density fuel Warning

A lean air/fuel condition will damage the engine. Make sure that you monitor the air/fuel ratio at all times, and abort any dyno run if the air/fuel ratio becomes too lean.

Speed/density (MAP)
Speed density uses the manifold pressure sensor (MAP) to measure the intake manifold pressure, then uses volumetric efficiency lookup tables indexed by engine speed to find the mass of air entering the engine. Other parameters such as coolant temperature, battery voltage and intake air temperature are used to compensate the table lookup values for the engine. To tune the engine we alter the main volumetric efficiency tables to suit the particular configuration of the engine.

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Typical volumetric efficiency / fuel table.

A typical fuel table is shown above. The indices used are rpm (along the bottom) and intake manifold pressure (along the side). The ECU uses interpolation to calculate values from the table which do not fall exactly on a row or column index. The fuel tables are used for both part throttle / low load / closed loop and full throttle / high load / open loop operation.

Low load fuel

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Part throttle / low load fuel region.

This region of the fuel table should be tuned to stoichiometry (approx 14.7:1 air/fuel ratio). For information about tuning this area, see Tuning Part Throttle Fuel (MAP)

High load fuel

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Full throttle / high load fuel region.

This region of the fuel table is used at high load and should be tuned to a safe air/fuel ratio for maximum power.

7.1.3

Part throttle fuel tuning (MAP)

This explains how to tune your part throttle fuel for speed/density (MAP) calibrations. AFM calibrations do not use volumetric efficiency tables and so cannot be tuned this way. You will need a quiet, flat, straight road where you can accelerate a number of times from 10 mph to 30-40 mph without causing nuisance or danger to other people. The acceleration required is fairly low, so the main concern is being able to accelerate very slowly from slow starting speeds, and then slow down to repeat the process.

Preparation
Open your calibration, and display the low speed cam fuel tables (F5). Find what cam angles your calibration uses - normally it will be 0, 10, 20, 30, 40 or 0, 15, 30, 40, 50 degrees.

Cam angles Starting with the first cam angle, lock the cam to the setting by setting the low speed cam angle table to this value.

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Cam locked to 15 degrees Save the calibration using a different filename - we will want to load the old calibration when we are finished in order to restore the cam angles. You do not need to switch the oxygen sensor off (open loop). The software will read the fuel trims and actual lambda in order to calculate the fuel change.

Datalogging
Start datalogging & recording (F9), then accelerate in first gear with a light throttle to 5000 rpm. The aim is to keep the throttle steady so that the engine load stays consistent as the rpm increases. You should be able to see the table tracing running straight down columns 3 & 4. After reaching your target rpm, shift into second gear and slow down to approximately 1000 rpm. Repeat in second gear with very light throttle. Repeat in second gear a number of additional times, increasing the throttle each time slightly to run in a higher column. It does not matter if you go over the same column again. Your final datalog should look something like this:

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Notice the straight lines of load, increasing with subsequent pulls. The exact rpm range you use depends on your VTEC point. The first and last rpm row tend to have incorrect lambda readings, from throttle tip in and release, so try to datalog from 1000 rpm or so to your VTEC point plus 1000 rpm. Generally 1000 rpm - 6000 is ok. In this example, VTEC is at 3200 rpm, so an upper limit of 5000 rpm is plenty.

Display the Lambda Overlay

Load the datalog, if it is not already visible. Select the low speed cam fuel table (F5). Select 'Fuel Change' (Shift-F3) to show the suggested fuel change.

The fuel changes should look something like this:

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This shows that the engine is running lean in most recorded areas, and than fuel should be added.

Edit Fuel Tables

The aim is to analyze the recorded lambda and change the fuel table so that the suggest fuel change is close to zero. In practice it is not possible to achieve a zero fuel change everywhere - changing temperatures etc will result in the engine running differently from time to time. A Hondata Heatshield intake manifold gasket will help by keeping intake manifold temperatures lower and more consistent.

Before editing make sure the correct cam angle is selected and that changes are not applied to all tables (unselect 'All'). When making changes we are more looking for patterns of changes to apply than changing each cell value. The table needs to be smooth after applying the changes.

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Here we have selected the whole of column 6 and will add 5% fuel.

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5% fuel is also added to the whole of column 7. 2% fuel is added 2750 rpm to 8500 rpm, columns 1-5 (inclusive). 3% fuel is added 3500 rpm to 8500 rpm, columns 1-5 (inclusive). This will be added to the previous change to give 5% fuel increase from 3500 rpm down. 2% fuel is added 4500 rpm to 8500 rpm, columns 1-5 (inclusive). That is probably enough change for one datalog - we need to apply the changes to the ECU and retest.

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It is important to make sure that the changes keep the fuel table smooth. Show the 2d view of the fuel table and make sure the load lines are smooth and equally spaced. If they are not, undo your fuel changes above and apply fewer fuel changes to larger areas to correct the lambda without making the fuel table inconsistent.

Repeat
Once you have made fuel changes, save the calibration and upload to the ECU. Repeat for the same cam angle until the fuel changes get close to zero - it may take 3-4 cycles of tuning. Each time you edit the tables it is important to check the fuel tables are not getting distorted or bumpy. After you have finished one cam angle, lack the cam to the next angle (eg 30 degrees) and repeat.

Finished
Restore your cam angles by loading the original calibration, copying the low speed cam angles, loading the tuned calibration, then pasting the cam angles. You can also change lambda overlay options under Settings.

7.1.4

Tuning Starting Fuel Understanding the starting process

This datalog illustrates the events which occur when you start the engine.

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When the engine is cranked (note 1), initially the ECU will use a large injector pulse, since much of the fuel will stick to the cold walls of the intake manifold and cylinder head. The injector pulse is calculated from the cranking fuel table, overall fuel trim, cranking fuel trim, air temperature and water temperature compensation tables. Fixed ignition timing is used (note 2), typically 5 or 7 degrees BTDC. As the engine cranks, the amount of fuel is reduced as the fuel wall deposits reaches equilibrium (note 3). When the engine speed reaches 600 rpm the ECU determines that the engine has started (note 4). At this point the last closed loop start term fuel trim (from when the engine was shut off) is applied to the main table fuel. For the first 10-30 seconds of engine running the injector pulse is determined from both the cranking fuel and main fuel tables. At first only the cranking fuel is used, and is progressively replaced by the fuel value from the main fuel tables (note 6).

Troubleshooting Starting Problems

1. Check the minimum battery voltage when cranking the engine, according to a datalog. The battery voltage should be around 10.5V, and should not drop below 9.2V 2. Check the engine rpm when cranking. The cranking rpm should be over 150 rpm when cold, and around 200 rpm when hot. 3. If you have altered the overall fuel trim, cranking fuel trim, injector voltage compensation, cranking air temperature fuel compensation or cranking water temperature fuel compensation, then test again with a new base calibration. 4. If the engine does not fire easily when cold, then it needs more cranking fuel. 5. If the engine does not always start when hot, then it either has too much cranking fuel or has a fuel

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vapor lock. 6. If the engine fires, but idles very low and roughly for several seconds or more, then it needs more cranking fuel. If you have determined that the engine needs more cranking fuel, or if the engine is hard to start and you don't know if it is too rich or too lean, then start by adding fuel. Increase the cranking fuel in 10% increments, up to 30%. Datalog each start, and determine which has the lowest cranking time and the quickest time to reach a fast idle. If adding fuel makes the cranking time worse, then try subtracting fuel, in -10% decrements, to a minimum of -30%. Note that for testing you cannot start the engine from cold, switch it off, change the cranking fuel, then re-start the engine. If the engine is started, even for a few seconds, two things change which affects future starting - the intake valve warm up, which helps the fuel atomize, and fuel deposits on the intake manifold / cylinder head. Therefore it is best to leave the engine several hours, or preferably, overnight. Once you establish the cranking fuel trim which works best for you engine & injectors, then you can either leave the change in the overall cranking fuel trim, or change the cranking water temperature fuel compensation. If the engine is hard to start for everything except a hot start, then change cranking fuel trim.

If the engine is only hard to start at one temperature, then you should change the cranking water temperature fuel compensation.

This compensation table specifies a reduction in fuel for all coolant temperatures. If you need to add fuel for one temperature range, then you need to increase the trim. Because these trims will all be negative, the numeric value will decrease. The exact equation to use is: new trim = old trim + ((100 + old trim) x (change% / 100)) Eg to add 10% more cranking fuel at 50 degrees, change the trim from -70.0% to -67.0%

7.2

Tuning ignition tables

Warning
Excessive ignition advance will damage the engine. The combustion pressure and load on the engine (especially bearing stress) increase dramatically if the engine is over-advanced. Do not believe the fallacy that 'more is better' for ignition advance. Too little ignition advance can also damage the engine by increasing the exhaust gas temperature, especially with turbo-charged engines. Do not rely on the knock sensor to retard the ignition timing if the engine detonates.

Tuning Ignition Advance at full load

The best way to determine the correct ignition advance at full load is by using a dyno. Generally for naturally aspirated engines it is safe to set the advance near to maximum power, with the aim being to run the least amount of timing possible. A good procedure is to tune for maximum power then retard the timing until you just start to lose power (around 1 hp). At all times monitor engine knock to make sure there is no detonation (even for a naturally aspirated engine). If pinging it audible or the ECU
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shows that the engine is knocking then it is advisable to abort the dyno run, retard timing/add fuel, and restart the run. With forced induction engines it is important not to over-advance the ignition, otherwise the engine will be damaged in only a few seconds. Use conservative ignition settings, monitor the knock sensor and abort any dyno run if the engine shows signs of knock, pinging or detonation.

Tuning Ignition Advance at part throttle

Tuning ignition advance at part throttle is more difficult than full throttle because it is difficult to accurately determine the correct settings. In general the default calibrations are suitable for part throttle, otherwise an EGT gauge can be used to determine the best ignition advance.

Ignition controlled idle

When idling the ECU used ignition to control the idle speed. It is normal to see the ignition timing range from -10 to +15 degrees while idling.

Honda Knock Control

Honda knock control tables only offer a long term adjustment of estimated fuel octane, and do not use dynamic ignition timing control. For this reason the knock sensitivity has been reduced in the starting calibrations so that the knock control does not affect tuning.

7.3

VTC tuning
Introduction
iVTEC ('intelligent' VTEC) is a combination of VTEC and VTC. VTC (variable timing control) is another mechanism used by Honda to increase engine output which decreasing emissions and fuel consumption. VTC controls the intake camshaft advance. Unlike VTEC VTC is not a simple on/off control, rather the ECU controls the intake camshaft advance over a range of 50 crank degrees. The effect on tuning of VTC is that there are 5 copies of each major table - for cam advance 0, 15, 30, 40 and 50 degrees. In effect this makes the major tables three dimensional.

VTC
The cam angle is the intake cam advance measured in crank degrees. The allowable cam angle range is from 0 to 45 or 0 to 50 degrees, depending on the calibration type. Note that there is a mechanical limitation in the VTC mechanism. If you increase the values in the VTC tables but do not see further cam advance you may have reached the mechanical limitation. The intake cam is positioned by an electro-hydraulic mechanism, which uses feedback from the intake

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cam position to alter the position of a solenoid which in turn rotates the intake cam inside the cam sprocket. Because of the design of the mechanism there is a delay between setting the cam position in the ECU, and the cam physically rotating to this position. This delay is around 0.1 seconds per 10 degrees of rotation.

Warning
With Honda cams there is a physical stop limiting cam advance to prevent valve to valve contact and valve to piston contact. With after market cams it is up to the manufacturer to ensure that the cam lobes are positioned so that valve to valve and valve to piston contact is not possible. Because the cam control mechanism uses a closed-loop feedback system, limiting the cam position in the ECU will not guarantee that the cam position will not exceed what is set in the ECU. Because of this all cams must have a physical stop to prevent valve contact.

Tuning Guidelines
In short, the better the breathing of the engine; intake, cams and exhaust, the greater the cam advance needed. There is no situation in which best overall performance is achieved by fixing the cam angle to just one setting or using manual cam adjustment wheels for the intake cam. There may be benefits to fitting and adjusting the exhaust camshaft angle, which is not under computer control. With a naturally aspirated engine the cam advance should be set to maximum just after VTEC engagement until about 6500-7000 rpm. From 7000 rpm (where the cam advance should be near 50 degrees) to redline the cam is retarded back around 25 degrees. This procedure is correct for all commercially available after market cams at the date of release of this software, but camshafts which are substantially different from a Honda camshaft may require different settings. With a supercharged engine the cam advance needs to be set to maximum (50 degrees) throughout the rev range, with only a 10 degrees or so retard above 7000 rpm. With a turbocharged engine the cam advance generally needs to be less than stock. This is because a turbocharger generates much more exhaust back pressure than a naturally aspirated or supercharged configuration. The higher the back pressure the more cam retard is needed. With small turbos and stock catalytic converters you may need to retard the cam fully to 0 degrees at 8000 rpm. A log style turbo manifold results in a high VTEC point and low VTC angles - a manifold with longer, equal length, runners requires a lower VTEC point and higher VTC angles - closer to that which a naturally aspirate engine would require.

Procedure
Set the VTEC point high (6500 or 7000) rpm. Only dyno the low speed cam. Tune the fuel and ignition for each cam angle. Perform dyno runs at each cam angle. This will give you with 6 dyno curves with different cam angles. Set the cam angles in the cam angle map to those which give you maximum power then re-dyno. The power curve you get should be a maximum of all the 6 individual dyno runs you have just done. Now we need to "bracket" the composite cam angle map we have just created. Add 5 degrees to the cam angle map and re-dyno. Subtract 5 degrees and re-dyno. This will verify you have an optimum cam angle map. You will probably find a few RPM points, particularly where the cam is changing angle, that need a little modification to make more power. If you wish you can then bracket the resultant power curve by dynoing with plus or minus 2 degrees cam angle change. The power change at this degree of cam angle change is likely to be about 1 1.5 hp on a naturally aspirated engine. Now set the VTEC point low (3000 rpm) and repeat the above procedure for the high speed cam.

Cam Angle at VTEC

If the cam position tables require the camshaft to rotate a large amount at VTEC (e.g. from 20 degrees on the low speed cam angle table to 45 degrees on the high speed cam angle table) you may lose power for 500-700 rpm after VTEC activates, as the cam rotates into the correct position. The best method is to start advancing the intake cam in the low speed cam angle table before the VTEC point, so the cam has to rotate less once VTEC activates. This usually means sacrificing a few hp just before VTEC point to gain hp after the cams switch. When this is done right the characteristic VTEC change
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in sound is greatly reduced. For more information see VTEC crossover tuning

Part Throttle Cam Angle

This applies to the portions of the cam angle table below full naturally aspirates load (column 7 and less). At idle and low rpm (below 1000 rpm) set the cam angle to 0 or 5 degrees. At cruising rpm and load (columns 2 - 7 and 1500 - 4500 rpm) set the cam angle between 15 and 30 degrees. Above normal cruise rpm set the cam angle to the same value as under full load. This will smooth out gearshifts as the cam shaft will not start to rotate back to zero during the gearshift.

Hints
Remember that the cam cannot rotate instantaneously. It takes about 0.1 seconds to rotate 10 degrees. Cam angle changes should not be great over a small rpm interval. The intake cam is locked at 0 degrees for 10 seconds after a hot start. Let the engine run for at least 10 seconds after starting the engine before performing a dyno run.

VTC cleaning
It is normal for the ECU to briefly fully advance the cam on overrun in order to clean the VTC mechanism. It will do this a few times from a cold start approximately 5 seconds after the throttle is released when the engine speed is 2000-3000 rpm. These cleaning actions show in in datalog as small spikes to 45 or 50 degrees.

7.4

VTEC point tuning

VTEC
VTEC is one mechanism Honda uses to achieve good emissions, fuel economy and engine power from a small displacement engine. The function of VTEC (variable valve timing and lift electronic control) is to provide two distinct camshaft profiles which are switched electro-hydraulically. The smaller camshaft profile is called the low-speed cam; the larger the high speed cam. The camshaft profiles are switched depending on engine rpm and load, usually from 2500 rpm to 6500 rpm. The main effect on tuning of VTEC is that there are usually two copies of every major table - one for the low speed camshaft, one for the high speed camshaft.

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Warning
Do not set the VTEC point too low as the engine will lose oil pressure and possibly damage the engine. It is not recommended to set the VTEC point below 2000 rpm. Do not set the VTEC point too high as the high speed cam rocker arm may float on the lost motion assembly, damaging the valve spring retainers. It is not recommended to set the VTEC point over 6500 rpm.

VTEC Point
The determine the best VTEC point perform two dyno runs, one with VTEC set low (e.g. 3000 rpm) and the other run with VTEC set high (e.g. 6500 rpm). Set the VTEC point to the intersection of the high speed cam and the low speed cam. Generally if there is a sudden increase in engine output immediately after the cams switch then lower VTEC. Conversely if there is a sudden dip in engine output then raise the VTEC point. Since the VTEC point will be at the intersection of the low speed and high speed cam torque curves, it is normal for the torque to dip slightly around the VTEC point. Generally the VTEC point will be 5500-5700 rpm on a stock engine, 4500-4800 rpm with intake & exhaust, 3000-3200 rpm for supercharged applications. Aftermarket cams generally require a high VTEC point.

VTEC Window
The VTEC window uses a combination of rpm and manifold pressure to determine when to switch cams. This is so that the cams will not switch at light or medium throttle - which is undesirable for fuel economy or driveability reasons. See VTEC parameters for more information on the settings.

Setting the VTEC window

1. Determine the optimum VTEC point by performing a dyno run on the low speed cam and then the high speed cam. 2. Set the VTEC rpm window lower rpm to the VTEC point value. 3. Set the VTEC rpm window higher rpm to 6000 - 6500 rpm. 4. Set the VTEC window pressure to 80 kPa up to the lower rpm value. For forced induction set the pressure to 110-120 kPa. 5. Set the VTEC window pressure to 40 kPa at the higher rpm value. 6. Smooth the pressure transition between the high and low point. The pressure values are interpolated between rpm points, so it is not necessary to have multiple rpm points between the high and low rpm window values.

Forced Induction
1. As above, but set the lower pressure values to 120-150 kPa at the lower rpm value, decreasing to

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70-80 kPa at the higher rpm value. Normally there will be a small dip (less than 5 lbs torque) at VTEC. If there is a greater dip, try changing the VTEC point up, in 100 rpm increments, to see if the dip is reduced. As see VTEC crossover tuning

7.5

VTEC crossover tuning

This outlines the optimal method of tuning the low to high cam switch point for K series engines. The assumption is that the low and high cam angle maps composite maps are already tuned. This technique is not used in any Honda maps and was developed over a period of time by Hondata. It has finally been perfected for use in the 06-09 K20 powered Civic.

Theory
The VTEC crossover point is determined by overlaying the low and high cam torque curves. The optimum cam angle for maximum power on the low cam at the VTEC point is often 20 to 35 degrees less than the cam angle for optimum power on the high cam. In the example below the VTEC point is 4350 RPM. The optimum low cam angle at the VTEC point is about 12 degrees. The optimum high cam angle at the VTEC point is 37 degrees. The problem is that the cam angle does not rotate instantly into the position at the VTEC point. The cam angle rotates at about 10 degrees every 10th of a second. Thus in this example the cam takes about 3/10ths of a second to rotate from 12 to 37 degrees. While the cam is rotating into position the engine is not making optimal power, often resulting in a power dip after VTEC. The technique Hondata has developed is three-fold: Advance the cam into to match the high cam VTC angle before the VTEC switch point. Alter the RPM indices to make this happen as quickly as possible. Keep the cam angle constant across the high cam RPM rows. This results in a small power dip on the low cam as it is rotated into position but more power on the high cam after the VTEC point.

VTC tables
These are tuned composite cam angle maps for the low and high cam VTC on a stock engine.

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Low cam VTC table

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High cam VTC table

Low cam VTC optimization

With the VTEC point at 4350 RPM we do not need the RPM resolution in the 5000-7000 area. Right click the RPM row to edit the RPM indices. Make one RPM index 150 RPM less than the VTEC point Make one RPM index 50 RPM less than the VTEC point Make one RPM index 50 RPM more than the VTEC point

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Increasing table resolution around VTEC point

In this example for a VTEC point of 4350 RPM the RPM indices are set to: 4200 rpm 4300 rpm 4400 rpm The highest RPM break point is reduced from 8100 RPM to 7000 RPM.

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Re-indexed low cam VTC table

Set the cam angle at the higher of the two RPM rows to the high cam angle at the same RPM value in this case 37 degrees.

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Optimized low cam VTC table

This has the effect of keeping the low cam at its optimum cam angle until 4200 rpm - 150 RPM before the VTEC switch point. The intake cam is then rotated rapidly over a small time/RPM interval to the correct angle for the high cam (in this case 37 degrees)

High Cam VTC optimization

With a VTEC point set to 4350 RPM there is no need to have VTC RPM tuning rows under 4000 RPM. You should never be on the high cam at these points. These RPM rows can be deleted and more resolution can be added in the area where the camshaft is rotating rapidly which is typically in the 6500-10,000 rpm range. In addition we keep the cam angle advanced across the RPM rows. This stops the cam angle from retarding to zero through the gearshifts and keeps the car on power longer. Compare a stock high cam VTC map to a Hondata optimized one.

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Stock high cam VTC table

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Hondata optimized high cam VTC table

VTEC crossover datalog

This datalog shows a VTC transition from 26 degrees low cam to 50 degrees high cam in about 0.3 seconds. CAM CMD is the cam angle target value from VTC tables. CAM is the measured cam angle.

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7.6

AFM removal
When using a MAP based calibration the AFM is no longer used to measure air flow, but the air temperature part of the AFM is required by the ECU. It is possible to replace the AFM with an IAT sensor to remove the AFM restriction from the air flow, or to relocate the IAT sensor when it can sense the air temperature more effectively.

IAT Sensor
You will need an electrically compatible IAT sensor and connector with wire. Compatible sensors are from OBDI vehicles (1992-2001 Civic/Integra) or the RSX IAT sensor. The OBDI IAT sensor has a two bolt flange, which is suitable for forced induction, while the RSX sensor is a barbed press-in fitment. A connector can be found in the harness of the same vehicle - there are multiple plugs which will fit the sensor. Make sure you obtain a plug with two wires, not just a single wire.

OBDI air temperature sensor

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Wiring the sensor

We are going to splice the IAT sensor wiring into the AFM wiring. The advantage of splicing the wiring in this way is that it is possible to return the car to AFM use by unplugging the IAT and plugging the AFM back in. You should only have either the IAT or the AFM plugged in, otherwise the ECU will not read the air temperature correctly. You may wish to cover the AFM plug to prevent dirt or water from entering the connector. On the AFM connector remove the tape and identify the IAT wires. They are both at one end of the connector and are red/yellow and green/black. Strip the insulation back and solder the IAT wiring on. The polarity of the wires is not important - each IAT wire can go either to the red/yellow or green/black wire.

IAT sensor spliced into harness

Insulate the connections and replace the plastic wire shield.

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Splicing completed

Sensor Placement
Place the IAT sensor where it will effectively read the temperature of the air entering the engine. For NA vehicles this is virtually anywhere in the intake tube. For turbo-charged vehicles the sensor should be after the intercooler - near the throttle or in the intake manifold works. Supercharged vehicles should position the sensor so that it reads the air temperature after the supercharger.

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IAT sensor in manifold

Before starting the vehicle switch the ignition on and verify by datalogging that the sensor is reading the correct temperature. There are no calibration changes necessary for the new sensor - just make sure you are using a MAP based calibration.

7.7

Table indexes
For more effective tuning, it is possible to re-index some tables. This is useful in order to get more resolution around VTEC point, or to expand the rpm range of a table. AFM calibrations VTC load and rpm points may be altered. MAP calibrations Ignition / fuel load and rpm points may be altered. VTC load and rpm points may be altered. For information on how to change the index values see Table indexes.

7.8

Knock sensitivity tables

Knock sensitivity tables are used by the ECU to determine when knock occurs.

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Lower values make the ECU less sensitive to knock.

7.9

Individual cylinder ignition

In some situations it is necessary to alter the ignition advance for each individual cylinder. In this example for a Jackson Racing supercharged vehicle, the intake manifold does not flow as well for cylinders #1 and #4, resulting in lower cylinder pressures and decreased knock for those cylinders.

Initial Test
For our initial test the ignition timing tables we as set from a dyno session, with no cylinder ignition trim.

By placing the engine under full load on a test track we observed a single knock on #2 cylinder.

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A single knock under high load over several minutes is acceptable - the car was dyno tuned so that it would knock. However, for this example we wanted to test a vehicle with knock, so the ignition timning was advanced.

Advanced Test
Since we wanted to determine the difference between cylinders and the knock count from our initial test was very low, we advanced the ignition timing by 3 degrees for all cylinders by setting the individual cylinder ignition trim. Note that we are doing this for the purpose of illustrating how to tune the cylinder ignition timing - we don't recommend you just add several degrees ignition timing and see what happens.

Performing the same test procedure with the advanced ignition showed knock for cylinders #2 and #3, but none for #1 and #4.

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Cylinders #2 & #3 have significant knock - this is because the manifold gives the most cylinder filling for these cylinders.

Adjusted Ignition
From the test setting the ignition was adjusted for each cylinder to give an even knock count.

Final Setting
Once the cylinder ignition timing was set, the timing was reduced by 1 degree for all cylinders to ensure that no knock would occur under normal driving conditions.

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The final values on average were the same as the initial setting, but #2 & #3 were much less likely to knock, while #1 and #4 cylinders were advanced. This will give better detonation resistance as well as increased power from a better balanced engine. There are other ways to determine individual cylinder trim - exhaust gas temperatures is the accepted normal method. Note also that if the end cylinder was not filling as well as the middle cylinders, then it is likely that the fuel mixture is not optimum for each cylinder as well.

7.10

Lambda Correction
Civic Si Lambda Correction
The Civic Si stock oxygen sensor is of a wideband type, however it does not read accurately once the mixture is richer than lambda 0.88 (13:1). Dyno testing shows that the stock oxygen sensor reads over 1 AF point different with rich mixtures.

A dyno run showing the difference between the stock o2 sensor and a wideband

However, our testing has showed that the difference between the stock oxygen sensor and the actual lambda is constant - there is no effect from exhaust gas temperature or time.

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Effect of time and temperature on oxygen sensor and wideband readings on supercharged K20 at full load

On the dyno we measured the difference between the stock o2 sensor and the actual lambda.

Stock o2 sensor vs actual lambda

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From there measurements we created a corrected AF sensor, using the correction as below. Mixtures leaner than lambda 0.95 (14:1 AF) were not corrected, even though the stock o2 reads richer than actual, in order not to alter the closed loop operation.

Lambda correction table

The corrected lambda sensor is available for datalogging and graphing as 'AF.Corr'.

Stock o2 lambda reading and corrected lambda

The corrected lambda reads very close to an aftermarket wideband.

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Dyno run showing stock o2 reading, corrected lambda and actual lambda.

Disclaimer: We made every effort to accurately record the differences between the stock o2 sensor and actual lambda - on the test vehicle the stock o2 was replaced, the exhaust system was checked for leaks, a brand new, freshly calibrated wideband lambda was used with the o2 sensor being placed next to the stock o2 sensor. Testing was conducted on a load dyno with long settling times to obtain an accurate reading. However, it is possible to your results may vary from ours. We recommend the use of a dyno when tuning, especially for forced induction. In any case the corrected AF as reported in our software will always be leaner than that reported by the stock o2 sensor, so you will be safer using the corrected AF than relying on the stock readings.

Datalogging
Datalogging
FlashProManager can datalog in two ways: To a laptop via USB. On board datalogging to internal memory.

Datalog Files
Datalog files have the extension .fpdl, and normally are associated with FlashProManager so that double-clicking on a datalog file will open the datalog in FlashProManager. If the file extension association does not work then open the Settings dialog and check 'Associate calibration and datalog files with FlashProManager'.

About Datalogs
FlashProManager uses frames to datalog. A frame is like a snapshot of all sensor values taken at one point in time. The number of datalog frames and datalog length is shown below the menu bar in the main window. In each frame, all sensors are datalogged.

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Note that some sensor values are not datalogged if the engine is not running.

Automatically Saving Datalogs

Datalogs may be automatically saved when recording finishes. See datalog autosave.

8.1

Laptop datalogging
Datalogging
Connect the FlashPro to the vehicle diagnostic port. Connect the laptop to the FlashPro using USB. Switch on the ignition / start the engine. Press F10, select 'Datalog' from the datalog menu or click on the Datalog icon:

When datalogging FlashProManager will display sensor values, error codes and will update table tracing if a calibration is loaded, however the sensor values are not recorded. If you wish to save the sensor values you need to record the datalog.

Recording
Press F9, select 'Record' from the datalog menu or click on the Record icon. A recording can be saved to disk for later analysis.

8.2

On board datalogging
On board datalogging
The FlashPro can datalog to internal memory without the use of a laptop. The datalog can then be downloaded into FlashProManager at a later date. To datalog: Connect the FlashPro to the vehicle diagnostic port. Switch on the ignition / start the engine. Press the FlashPro Datalog button. The Datalog light will indicate the FlashPro is datalogging.

Downloading Datalogs from FlashPro

Connect the FlashPro to the computer. Open the FlashPro window (Window menu or toolbar) Select the datalog you wish to download, and then either right click or click on the download button.

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Once datalogs are downloaded into FlashPro it is recommended that they are saved onto the computer.

Datalogging Rate
The datalogging rate can be varied to give a longer recording capability.

The approximate maximum recording time is 7.5 hours (Fast) and 21 hours (Slow).

8.3

Sensor Setup
This window allows you to customize sensor settings.

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Abbreviation
This is the name shown in the sensors window.

Display Name
This name is shown in print-outs.

Description
Further explains the function of the sensor.

Type
Shows the sensor data type.

Unit
Allows you to specify the unit for the sensor.

Display Min & Display Max

The minimum and maximum values for graphing, and the default range for sensors in the display window.

Warning Min & Warning Max

Sets a warning range for the display window. Sensor values will turn from green to red when the value goes outside the warning range.

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8.4

Graphing
Datalog files can be graphed for analysis. To do this either load a datalog, or select the datalog you wish to view from the Datalog menu. Open the Graph window by clicking on the Graph button in the toolbar.

The graph window graphs sensors based and graph templates. See Graph Templates for more information about selecting and changing sensors using graph templates.

If you click in the Graph Window then the Sensor Window, Display Window and Error Codes Window are updated with values from the datalog. See Graph Window for more information about graphs.

Security
FlashPro Security
Your FlashPro has two levels of security to help identify and prevent theft of the FlashPro. Owner Information can be password protected. This prevents the owner information and registration details from being altered without the security password. An option may be set requiring the security password before uploading calibrations to the FlashPro. This prevents the FlashPro from being used without the security password, and also prevents the FlashPro from being unlocked from the current vehicle.
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Vehicle Security
Additional vehicle security features The vehicle immobilizer cannot be disabled using FlashPro. This prevents the use of the FlashPro to help start stolen vehicles. A FlashPro may only be locked to a vehicle which does not have a FlashPro locked to it already. This prevents the use of a FlashPro on a stolen vehicle which had a FlashPro previously. If your FlashPro is stolen please contact Hondata with details about the theft, including the FlashPro serial number.

9.1

Owner Information
Owner information may entered in order to identify your FlashPro and for product registration with Hondata. Owner Information is entered from the Registered Owner tab of the FlashPro window. If you set a security password then the owner information may only be altered with the correct password.

Make sure that your email address is entered correctly as this is required to retrieve a lost security password. Owner information is stored in the FlashPro - no details are stored in FlashProManager.

9.2

Registration
FlashPro Owner Information may be registered with Hondata from the Registered Owner tab of the FlashPro window. An internet connection is required.

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This information is used for product recall and update notices, and any other circumstances which would require Hondata to contact the FlashPro owner. If your contact details have changes you may update Privacy and security notes: Information sent to Hondata is encrypted before transmission. Only owner information and FlashPro information (such as serial number) is sent. Hondata will not use the owner's information for marketing. Hondata will not provide third parties with owner's information.

9.3

Security Password
A Security Password may be set from the Online -> Set Security Password menu.

The FlashPro must be connected to the computer, but does not need to be connected to the vehicle.

Entering a Security Password

Entering a password
Leave Current Password empty, as by default the security password is empty. Enter your new password twice to ensure that the new password has been entered correctly.

Changing Your Password

Enter your current security password, or leave blank if no password has been entered, and enter your new password twice to ensure that the new password has been entered correctly.
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Removing Your Password

To remove a password enter your current password and leave the new password fields empty. Unlocking the FlashPro from the vehicle will also clear the security password.

Upload Security
Check Require security password when uploading to ask for the security password each time a calibration is uploaded to the FlashPro. Note that setting this option will effectively prevent the FlashPro from being used on a different vehicle as the FlashPro will not be able to be unlocked from the current vehicle without the security password.

Forgotten Password
If you have forgotten or lost your security password, it may be sent to the registered owner's email address.

9.4

Lost Security Password

A lost or forgotten security password can be retrieved from the Registered Owner tab of the FlashPro window, by clicking on Retrieve Lost Password. An internet connection is required. The Security Password will be sent to the Registered Owner's email address. If the email address is in-accessible or invalid, then the FlashPro will need to be sent to Hondata to remove the security password. In this case additional information will be required by Hondata to prevent fraud.

9.5

Purchasing a Used FlashPro

If you are purchasing a used FlashPro then follow these steps to ensure that you will be able use the FlashPro: 1. Install the FlashProManager software, available for download from the Hondata website. 2. Plug the FlashPro into the computer. 3. Open the 'FlashPro' window, and select the 'FlashPro' tab.. 4. Click in 'License' and 'Security' to expand the tree. 5. Make sure that the VIN is unlocked and the Security Password has not been set. If the License VIN is not 'unlocked' or the Security Password is set, then you will need to get the current owner to unlock the FlashPro / reset the password before you can use the FlashPro.

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10
10.1

Reference
Shortcut keys
Table Editing
Shift + arrow keys Ctrl + A Ctrl + C Ctrl + V Ctrl + I Ctrl + D Ctrl + J Ctrl + P Ctrl + M Ctrl + Z Shift + Ctrl + Z Select table cells Select whole table Copy table selection Paste table selection Increase selection Decrease selection Open adjust window Interpolate selection Smooth selection Undo last change Redo last change

Graph Viewing
Shift + Left arrow Shift + Right arrow Left arrow Right arrow Ctrl + Left arrow Ctrl + Right arrow Shift + Ctrl + Left arrow Shift + Ctrl + Right arrow Move cursor back 10 seconds Move cursor forward 10 seconds Move cursor back 1 second Move cursor forward 1 second Move cursor back 0.1 second Move cursor forward 0.1 second Move cursor back 0.01 second Move cursor forward 0.01 second

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10.2

Windows
The Settings window contains application settings for FlashProManager.

10.2.1 Settings

General Settings Unit Settings Sensor Overlay Settings 10.2.1.1 General Settings The tab contains general FlashProManager settings.

Windows Themes

This enables / disables the use of Windows Themes.

File Association

Check this to associate calibration and datalog files with FlashProManager so that Windows explorer opens FlashProManager when a calibration or datalog is double-clicked to open it.

Automatic Updates

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Automatic check for for new software version will check for software updates when FlashProManager is first run, up to once per day. If an update is available then it may be downloaded from the Help menu. Include beta software versions will additionally check for new beta software versions as well. Note that even if 'Include beta software versions' is not checked, existing beta versions will be prompted to upgrade if a later production or beta software version exists.

Table Tracing
Both main tables and parameter tables can show which values are being used, in real time while datalogging or playing back a datalog. The tracing can be enabled or disabled for each table type, and the color of the trace cells set.

Also see Proportional Tracing

Changed Value Highlight

Values in the Table Window may be highlighted to show editing changes.

Also see Changed Value Highlight

Miscellaneous

Display message - after each upload will show a message with the result of the upload. Play Sound - plays either a success (two tone drum) or failure (chime) sound at the end of an upload. Disable screen saver - prevents the screen saver from operating while datalogging.

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10.2.1.2 Unit Settings This tab contains settings for the unit display in the tables window.

10.2.1.3 Lambda Overlay Settings The Lambda Overlay is used to show datalogged lambda (air/fuel) values on the fuel tables.

Target Lambda

The target lambda is used when calculating the fuel change from the lambda overlay. Note that the target lambda is not an ECU table, and changing these settings does not change the ECU fuel behaviour.

Overlay Lambda Input

This allows an external wideband input to be used for lambda overlay, or either the corrected or uncorrected stock oxygen sensor values to be used for the lambda overlay. It is recommended to use the uncorrected stock sensor for closed loop, and either the corrected stock sensor or external wideband for open loop.

Options

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In closed loop apply fuel trims - will adjust the measured lambda in closed loop by any fuel trim (both short and long term) that the ECU is applying. This gives a more accurate fuel adjustment value in closed loop. Calculate for each cam angle - will calculate and show the lambda overlay for each cam angle fuel table. Has no effect for vehicles without VTC. Minimum throttle - the minimum throttle value for lambda overlay values to be shown. Typically the lambda will go very lean during once the injectors shut off due to overrun, so setting a minimum throttle opening will prevent these lean lambda values from showing on the overlay. Transition delay - specifies the time delay between the throttle reaching the minimum value and lambda values being shown on the overlay. This is because it takes a small time delay for the oxygen sensor to start reading the lambda again after overrun. Maximum interpolation - specifies the maximum distance between table cells where a lambda or sensor overlay value will be used. eg if cells are at 3000 and 4000 rpm and the engine speed is 3850 rpm, then the datalogged lambda value will be applied to both the 3000 and 4000 rpm cells, using a weighting based on the distance from each cell. For this example the 3000 rpm cell lambda value has less weight than the 4000 rpm cell lambda value. If the maximum interpolation is set to 80%, then the cells will only be updated if the engine speed is without 80% of the distance between the cells. For the example, the 3000 rpm cell will not be updated because 3850 rpm is more than 80% of the distance between 3000 and 4000 rpm, while the 4000 rpm cell will. This has the effect of filtering out overlay values which are too far from the actual engine speed and load. In practice this interpolation is weighted over two dimensions, so the maximum interpolation value applies to each dimension. 10.2.1.4 Sensor Overlay Settings Sensor overlay allows a sensor value to be shown over the main tables. A lambda overlay is built in to the software, and another sensor can be selected for display.

Overlay Sensor

This selects the sensor value to overlay.

Overlay Conditions

In order to only show valid valid, overlay conditions can be used to eliminate sensor values when
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certain conditions are not met. The transition delay is the time delay between the datalogged value meeting the overlay conditions and the sensor values being recorded. This is to allow some time for the sensor value to settle. 10.2.1.5 Datalog Settings

Datalog AutoSave
Datalogs may be automatically saved when recording. The datalog is saved when datalogging or recording is stopped, or the ignition is switched off.

When saving datalogs the datalog filename is generated from a directory, filename prefix and filename suffix.

10.2.2 Main Window

The main window contains a number of child windows which allow you to edit the current ECU calibration, record and play back datalogs.

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FlashPro Status
The FlashPro status is shown on the bottom left of the application window.

FlashPro - ticked if the FlashPro is plugged into the USB port. OBDII - ticked if the FlashPro is plugged into the vehicle OBDII port. ECU - ticked if the vehicle ignition is on, and the FlashPro can communicate with the ECU. Live - ticked if live tuning is enabled. Datalog - shows when datalogging from the ECU. Record - shows when recording from the ECU. Modified - indicates that the current calibration has been editing in some way.

10.2.2.1 Options Main Window options are available from the Options menu.

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Show Advanced Parameters

Controls the display of advanced parameters and tables. Advanced parameters and tables are those which normally do not need to edit altered when tuning a vehicle.

Show Columns
Controls how many pressure columns are shown in the Table Window. NA (naturally aspirated) shows columns up to and including atmospheric pressure. Boost columns shows columns up to 1.8 bar (12 psi). All columns will show all pressure columns.

Tables Follow VTEC

Checking this option will change the table shown in the Table Window in real time to match the VTEC status (low or high cam) from either live datalogging or a datalog.

Tables Follow Cam Angle

Checking this option will change the table shown in the Table Window in real time to match the nearest cam angle from either live datalogging or a datalog. Settings Sensors Graph Templates

10.2.3 Table Window

The table window contains the main tables from the ECU - ignition, fuel and cam angle, plus other ECU tables such as cranking fuel.

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High and Low Speed Cam Tables

Many tables, such as fuel, ignition and cam angle, have a part used for the low speed camshaft and a different part used for the high speed camshaft. Normally these tables are referred to as the 'low speed cam' and 'high speed cam' tables, or just with a 'low' or 'high' suffix. The table window title will normally indication which table is being shown.

Major Table Selection

The main tables may be quickly selected using the toolbar.

The tables are: low speed ignition, high speed ignition, low speed fuel, high speed fuel, low speed cam angle, high speed cam angle.

Cam Angle Selection

For some tables, such as ignition, the ECU has multiple copies for various intake cam angles. In this case, a row of cam angle buttons is shown below the toolbar.

The degree buttons allow the selection of a single cam angle table copy for editing. If 'All' is selected, then the table editing behaviour changes. Percentage changes repeat the same percentage change for all cam angle copies of the current table. Relative changes apply the same relative change to all cam angle table copies. Absolute changed copy the same value into all cam angle table copies.

Selecting Cells
The mouse may be used to select multiple cells by clicking and dragging.

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The arrow keys may be used to select a single cell, or with conjunction with the space bar, select a number of cells. The menu item 'Select All' (Ctrl+A) selects all the cells in the table. Clicking on the topmost row will select all the cells in the column. By clicking and dragging on the topmost column, a number of columns may be selected. Similarly, clicking on the leftmost column will select all the cells in the row. By clicking and dragging on the leftmost column, a number of rows may be selected. 2D Graph: The left mouse button may be used to select a range of cells. 2D & 3D Graph: Shift + left mouse button will select a row. 2D & 3D Graph: Control + left mouse button will select a column.

Editing Cells
Individual cell values may be altered by selecting a single cell, and typing a new value. Multiple cell valves may be altered by selecting a range of cells, then using the Adjust Selected Values window (Ctrl+J) to alter the selected cells. In a similar fashion, Ctrl+I and Ctrl+D will increase and decrease the selected cells. To change the default increase and decrease amount see the Settings Window. 2D Graph: The left mouse button may be used to drag the cell value higher or lower.

Adjusting Values
It is possible to quickly adjust a selection of cells using two methods: Using the adjust function (Ctrl+J) Using the quick adjust buttons on the toolbar.

The quick adjust buttons contain: Adjustment value - either absolute or in percent (see below). Add button - adds the adjustment value to all selected cells. Subtract button - subtracts the adjustment value from all selected cells. Set button - sets the selected cells to the adjustment value. For fuel tables the adjustment value is used as a percentage change for add and subtract operations. For other tables it is used as a relative change value.

Special Operations
The selected cells may alter using the special operation buttons:

Interpolate - interpolates between the highest and lowest values. Smooth - smooths any inconsistent values.

Right Click Editing

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Right clicking on the table allows the current selection to be edited. Increase Selection, Decrease Selection, Adjust, Interpolate and Smooth change the currently selected values. Revert to last save resets the table values to the last time the calibration was saved, or to values from when the calibration was loaded, if the calibration was not saved in the current session. Import from Calibration allows the table to be imported from another calibration.

Live Tuning
Live tuning may be enabled on a table by table basis.

For more information see Live Tuning

Graph View
The right side of the table window contains a 2D or 3D representation of the current table. Mapping points on the 2D graph may be altered by clicking on the rectangles and dragging up or down. On the 3D graph clicking will select an area on the Grid View.

The graph type changed by clicking on the graph type buttons. 10.2.3.1 Changing table indexes The Load and Rpm indexes may be changed in the Table Window by right clicking on the load/rpm value.

Edit Index
This alters the current index. Note that the new index value must be between the values before and after it, so that the index values always ascend.

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Insert Index
This inserts a new index at the current row or column. All other indexes and table values are moved downwards (rpm) or to the right (load). The last index is removed.

Delete Index
This deletes the current index. All other indexes and table values are moved upwards (rpm) or leftwards (load). A new index is added at the end of the table.

Notes:
It is recommended to set the index values before any tuning is performed. See below for a more detailed explanation. Index values must always increase from the origin, but do not necessarily need to start at 0. Load and rpm indexes may be shared between tables. Typically the fuel, ignition and knock tables share the same indexes, and the cam angle tables use their own indexes. Load indexes are shared between low and high speed cam tables of the same type, whereas rpm indexes are not shared between high and low speed cams. When an index is changed the underlying tables are not automatically compensated for the index change. This will mean that all affected tables will not function that same as before the index change. This is why it is not recommended to alter the table indices once tuning has started. e.g. changing the 1000 rpm index value for a fuel table The 1000 rpm value is changed to 1100 rpm

The fuel value is now lower at 1100 rpm than before the change was made.

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10.2.3.2 Proportional Tracing The main table can highlight table values are being used either in real time while datalogging or when playing back a datalog.

Normally when reading a table the ECU interpolates between four values. Proportional tracing will color each cell in the table based on the weighting used in the interpolation, with the highest weighted cells appearing in darker colors and lower weighted cells appearing white. Additionally a trace indicator may be shown on the table axis to show what values the ECU is reading. The axis trace indicator will be in center of each row or column when the datalog trace value is the same as the axis index value. eg the axis trace indicator will appear in the middle of the '1250' rpm cell when the datalog rpm is 1250 rpm. Proportional Tracing may be switched on or off, and the trace color changed under General Settings.

10.2.3.3 Changed Value Highlight Values in the Table Window may be highlighted to show editing changes, with different colors used for values which have decreased and increased. By default, values which have been decreased are shown in green; values which have increased are shown in red. This makes it easy to identify what values have been changed when editing a table.

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The comparison values used for highlighting are set when a calibration is loaded or saved. Thus saving a calibration will reset the highlighting. Changed Value Highlight may be switched on or off, and the highlight color changed under General Settings.

10.2.4 Calibration Window

The calibration window allows calibration parameters to be edited.

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Note that different vehicles and calibration types will have different calibration parameters which may be edited.

Calibration Parameter Groups

Calibration parameters Fuel parameters Ignition parameters VTEC parameters VTC parameters Closed loop parameters Knock control parameters Rev limit parameters Idle parameters Sensor parameters Misc parameters

Parameter Default / Changed Indicator

Each parameter in the Calibration window has an indicator to show if the parameter has been changed from the factory setting, or has been changed during the current editing session. A parameter which is unchanged from the factory default is shown without an indication marks.

A parameter which has been edited is shown with a red dot on the left of the parameter.

A yellow dot indicates that the parameter has been changed from the default setting during a previous editing session.

Table Right Click Editing

Editing function for tables shown in the calibration window may be shown by right clicking on the table.
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Increase Selection, Decrease Selection and Adjust change the currently selected values. Revert to last save resets the table values to the last time the calibration was saved, or to values from when the calibration was loaded, if the calibration was not saved in the current session. Reset to default resets the table values to the default values for the vehicle type. Import from Calibration allows the table to be imported from another calibration.

10.2.4.1 Calibration parameters

Revision
You can enter the revision or version for a calibration.

Notes
The allows text notes to be saved with the calibration.

Gear Ratios
The transmission gear ratios can be set here. This is necessary for the correct operation of cruise control if the ratios have been altered from stock.

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10.2.4.2 Fuel parameters

Fuel tables (MAP based systems)

Fuel tables are volumetric efficiency tables when using a speed-density system. AFM based systems do not use these tables.

WOT lambda adjustment tables

WOT (wide open throttle) tables are used by the ECU to add fuel under high load conditions. The tables are used when the ECU determines the engine is at WOT. See Closed loop parameters on how to adjust the WOT determination parameters. When using the tables it is assumed that the basic fuel injection quantity is set to give a stoichiometric air/fuel ratio, for both MAP and AFM based systems. The WOT tables specify the target lambda.

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Important note: Do not use values above 12.50 (AF) or 0.85 (lambda), otherwise the ECU will always run closed loop.

Injector Size

Changing the current injector size will automatically compensate main fuel tables, cranking fuel and closed loop operation for the new injectors. Note that the injector flow is nominally at 3 bar (43.5 psi).

Fuel Pressure

This compensates for fuel pressure if different from stock. The injector test pressure values are the flow test pressures for both the stock fuel injectors and current fuel injectors. Normally injectors are flowed at 3 bar, but different brands of injector may be flowed at different pressures. In combination with the stock and current fuel pressure settings this compensates the main fuel tables, cranking fuel
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tables and closed loop operated for changes in fuel pressure and injector flow test pressure.

Fuel Trim

This allows compensation of both the main fuel tables (MAP based systems), AFM and cranking fuel tables. Note that changing the injector size automatically performs the injector size compensation, and these settings normally do not need to be changed.

Injector Opening Time

The allows the injector opening time (or injector dead time) to be altered. Normally the injector manufacturer will supply injector opening time figures.

AFM Fuel

With AFM vehicles the ECU calculates the injector duration from the mass of air per cylinder. This table converts from air mass to injector duration.

Individual cylinder fuel trim

Individual cylinder fuel trim allows different fuel to be delivered for each injector. This table should only be adjusted if individual lambda probes are used to measure the air/fuel ratio for each cylinder.

Air temperature compensation

These tables adjust fuel by intake air temperature. Three tables are used, based on the air flow rate
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into the intake manifold. Positive values add fuel; negative values reduce fuel.

This table adjusts the cranking (starting) fuel by intake air temperature. Positive values add fuel; negative values reduce fuel.

Coolant temperature compensation

These tables adjust fuel by coolant temperature. Two tables are used - one for low load (below approx 40 kPa manifold pressure), and one for high load. Positive values add fuel; negative values reduce fuel.

This table adjusts the cranking (starting) fuel by coolant temperature. Positive values add fuel; negative values reduce fuel.

10.2.4.3 Ignition parameters

Ignition Tables
Ignition tables contain the base ignition timing for low and high speed cams. Note that additional compensations are applied to the base ignition timing and the final ignition timing may be different from the base table values.

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Individual cylinder ignition trim

Individual cylinder ignition trim adjusts the ignition timing for each cylinder. This table should only be adjusted if an exhaust gas temperature gauge is used to determine the correct ignition timing for each cylinder.

Air temperature compensation

This compensates the ignition timing by air temperature. Two tables are used - for low and medium to high load. The cross-over point between the tables is approximately 40 kPa manifold pressure. Positive values in the tables retard ignition; negative values advance ignition.

Coolant temperature compensation

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This table retards the ignition when the coolant temperature is below normal operating temperatures. Two tables are used - one for low load (below approx 40 kPa manifold pressure), and one for high load. Positive values in the tables retard ignition; negative values advance ignition.

This table retards the ignition when the coolant temperature is higher than normal (overheating). Two tables are used - one for low load (below approx 40 kPa manifold pressure), and one for high load. Positive values in the tables retard ignition; negative values advance ignition.

Ignition Parameters

When cold the ECU retards the ignition to increase the catalytic converter temperature. For race vehicles without a catalytic converter this may be disabled.

Gear compensation

This table allows the ignition timing to be altered by gear. Positive values will advance, negative values will retard. Note that the ignition timing is change for all load and rpm values in each gear. 10.2.4.4 VTEC parameters

VTEC window
The VTEC window is a variable VTEC switch point based on engine speed and engine load. The VTEC window allows the VTEC point to move higher with lighter engine load.

VTEC rpm window

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The VTEC rpm window specifies the minimum and maximum rpm for VTEC activation. Do not set the VTEC switch point too low as there will be insufficient oil pressure for the rest of the engine. As a guide do not go below 2500 rpm on twin cam engines and 1800 rpm on single cam engines. Do not set the VTEC switch point too high as the high speed rocker arm will float on the lost motion spring and damage the valve train. As a guide do not set the VTEC point higher than 6500 rpm.

VTEC window pressure

The VTEC pressure window specifies the minimum MAP for VTEC activation vs rpm. See tuning VTEC

VTEC conditions

VTEC minimum coolant temperature is the minimum water temperature before VTEC will activate. VTEC engage and disengage minimum speed is the minimum vehicle speed before VTEC will activate. The disengage speed should always be lower than the engage speed. 10.2.4.5 VTC parameters

Cam angle tables

The cam angle tables contain the target cam angle for both the low and high speed cams.

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The target cam angle should be zero around the idle area. 10.2.4.6 Closed loop parameters

Oxygen Sensors
Normally there are two oxygen sensors present in the vehicle. The primary oxygen sensor is used by the ECU to control closed loop operation. The secondary oxygen sensor is used to check the performance of the catalytic converter, and also alters the closed loop target lambda in order to provide the optimum mixture for the catalytic converter.

Primary oxygen sensor

For tuning it is recommended to keep the primary oxygen sensor enabled, in order to prevent any tuning differences once switching back to open loop.

Secondary oxygen sensor

The secondary oxygen sensor should be enabled unless running on a race vehicle with no catalytic converter.

MAP WOT determination

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This table contains the manifold pressure used to determine WOT (wide open throttle = high load). At WOT the ECU will switch to open loop and use the WOT lambda adjustment tables. Also see Wideband lambda interface 10.2.4.7 Knock control parameters

Knock sensor
The knock sensor may be disabled if not present.

Note that the knock sensor normally does not need to be disabled while tuning. If the knock sensor is disabled, the ECU will use default advance tables resulting in considerable ignition retard. 10.2.4.8 Rev limit parameters

Activation and recovery

Most rev limits have two parameters - an activation rpm, which is the engine speed when the rev limiter operates, and a recovery rpm, which is where normal engine operation resumes. Normally the recovery rpm should be set 100-300 rpm lower than the activation rpm. A larger different will result in a slower, rougher rev limit.s

Rev limiter type

The ECU uses a fuel cut type of rev limit. The ignition cannot be cut without a fuel cut as this allows the cylinder walls to be washed down by the unburnt fuel. Note that if using a wet type nitrous system with a fuel type rev limit it is important to set the nitrous to be switched off before the rev limiter, otherwise a lean condition will exist when the ECU activates the rev limiter.

Overall limiter

The overall rev limiter is the maximum engine speed the ECU will allow under any conditions. Note than a lower rev limiter may operate when the engine is cold or when the low speed camshaft is in use. The overall rev limiter will not protect the engine against a 'mis-shift' overrev as the engine is mechanically coupled to the wheels, so rev limiting the engine will not affect the engine speed.

Overrev rpm
The overrev rpm is the engine speed where the ECU will generate a fault condition. This should be set about 200 rpm higher than the overall rev limiter.

Launch limiter

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The launch limiter is active when the vehicle is not moving for drive-train protection. The launch limiter acts the fastest when the cut and recover rpm are the same.

Speed limiter

The speed limiter activates at the indicated speed. To disable the speed limiter enter a value larger than the top speed of the vehicle.

Boost Cut

The boost cut will rev limit the engine if the manifold pressure rises above the specified pressure. This helps to protect the engine from over-boost. The boost cut is only active over 2000 rpm, to ensure the engine can always be started. Boost Cut with a stock MAP sensor Care must be taken when setting a boost cut near the limit of a MAP sensor. The stock MAP sensor can read to around 1.78 bar (approx 11.5 lbs boost pressure), but to ensure the MAP sensor will generate a voltage high enough to trigger a boost cut it is not recommended to set the boost cut over 1.75 bar (11 lbs) with a stock MAP sensor. 10.2.4.9 Sensor parameters

AFM flow

This table contains the definition from AFM voltage to air flow. Warning: This is an advanced table. Normally a flow bench is used to determine the correct conversion values for this table. You can also tune this table by observing the fuel trims are different air mass flows. The tune the AFM flow table you will need to analyze a datalog performed when the vehicle is warm and running in closed loop, changing the air flow for each table cell by the average fuel trim at that AFM voltage.

MAP Sensor
The stock MAP sensor can read approximately 1.7bar absolute pressure (about 10 lbs boost). It is
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possible to use a Hondata 4 bar MAP sensor, which will read to approximately 40 lbs boost. If you switch MAP sensors you do not need to re-tune any of the tables.

Speed Adjustment
The ECU receives a signal from a sensor in the transmission which senses the teeth of the countershaft 3rd gear. The ECU then calculates a vehicle speed both for internal use and for transmission to the speedometer. It is possible to adjust the speed for both the internal speed and dash speed. Positive values will increase the calculated/displayed speed; negative numbers will decrease it.

10.2.4.10 Idle parameters

Idle Speed
The target idle speed is determined from two tables indexed by coolant temperature. Immediately after starting the engine, an increased idle speed is used ('Idle speed (after start)'). Approximately 2060 seconds after engine start, the idle speed is reduced to the normal idle speed.

With larger injectors a higher quality idle may be obtained by increasing the idle speed slightly. To do this change the tables so that no values are less than your desired idle speed. 10.2.4.11 Throttle parameters Warning: These are advanced tables. Do not change the values unless you are sure you know the effects of your changes. Incorrect settings could result in the throttle not responding normally, with sudden vehicle acceleration.

Target Throttle Plate

This table maps the relationship between the throttle pedal (column index) and throttle plate by rpm (row index). The throttle plate is opened less at low rpm for smoothness.

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Note that the throttle plate first column values are restricted in order to ensure the throttle plate closes when the throttle pedal is released.

Throttle Parameters
Throttle dampening

The standard ECU will slow the throttle opening when in first gear with the vehicle moving, which may result in a jerk once the throttle opens fully. This may be disabled. 10.2.4.12 Boost Control Parameters With turbo charged engines a pulse width modulated (PWM) output from the ECU can be used to drive a solenoid to control boost via the wastegate. The advantages of using a boost controller over a fixed spring or bleed system are a more consistent boost pressure, and the ability to run different boost pressures under different conditions (by gear for example, or with different octane fuel). With the Civic Si the boost control output pin uses pin B2, which is a duty cycle controlled current source (this requires different wiring than the S300 or KPro).

How A Boost Controller Works

There are multiple configurations of how a boost controller can act on a wastegate to control boost, but basically they reduce the pressure differential on the wastegate diaphragm to hold the wastegate closed. The wastegate diaphragm normally has boost pressure acting to open the wastegate valve against a spring, and most external wastegates also have a chamber on the other side of the diaphragm which acts to hold the wastegate valve shut. Factors acting to open the wastegate (decrease boost): Air pressure on the valve side ('bottom') of the wastegate diaphragm.

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Exhaust back pressure on the wastegate valve. Factors acting to close the wastegate (increase boost): The wastegate spring. Air pressure on the non valve side ('top') of the wastegate diaphragm. Notes: The minimum boost is determined by the wastegate spring. The boost controller will not be able to reduce boost, but can only raise boost above the minimum level. The maximum boost is limited by the exhaust back pressure opening the valve against the wastegate spring, even with no pressure differential on the wastegate diaphragm. The exhaust back pressure increases with engine speed, so it is common to see a drop in boost at high rpm. Boost creep is when the boost rises at high rpm despite the wastegate being fully open. Boost creep is caused by using a wastegate valve which is too small, or (more commonly) placing the wastegate off center in the exhaust manifold so that it does not effectively reduce exhaust back pressure from all cylinders. A drop in boost at high rpm occurs without a boost controller because the progressively increasing exhaust back pressure open the wastegate earlier as the rpm rises. Changing the position of the wastegate pressure source often eliminates this problem.

Using the ECU to control boost

1. 2. 3. Install the boost control solenoid. Boost Control Installation shows some information about installing and wiring the boost control solenoid. Set the Boost Control Parameters for boost control. Dyno or otherwise tune the vehicle to set the desired level of boost. Boost Control Example Graphs contain dyno graphs showing the effect on boost and engine output from varying solenoid duty cycles.

Important notes: Use a boost limiter to prevent engine damage if there is a wiring or component failure. Do not exceed the stock MAP sensor's pressure range (approx 11 lbs). With the boost control disabled, the solenoid will not be energized. With a normally open solenoid configurations this will result in maximum boost. For this reason do not disable the boost control output nor disconnect the solenoid without changing the wastegate so that pressurized air is not supplied to the top of the wastegate diaphragm.
10.2.4.12.1 Boost Control Installation

This covers the selection, connection and wiring of the boost control solenoid.

Boost Control Solenoid

While almost any solenoid can be used for boost control, it is recommended to use a 3 way solenoid designed for boost control. Solenoids can either be normally open or normally closed. A normally open solenoid has the advantage of not running until boost needs to be increased, but has the disadvantage of not controlling boost at all if the solenoid or hoses fail. An ECU boost cut is recommended to prevent damage if this occurs. A normally closed solenoid will run more often but will limit boost to the spring pressure if a component fails. Notes: It is normal for the solenoid to make a ticking or buzzing sound when active. Rubber mount the solenoid if this is intrusive, but the solenoid should not be active when not in boost. Stepper motor type controllers will not work.
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Connecting the Solenoid

See ECU Connectors for information on inserting the boost control output pin into the ECU connector.

It is recommended to use an external wastegate with two ports (on both sides of the diaphragm). This is by far the most common type of wastegate. For other configurations typically the boost control solenoid operates as a bleed valve, venting pressurized air from the wastegate to the atmosphere. There are several different pressure sources which can used to control the wastegate: Air pressure from the turbo charger outlet. Air pressure from the intake manifold. Air pressure which is taken from a line running from the intake manifold to the turbo charger outlet. Each pressure source has advantages and disadvantages - try using a pressure source from the intake manifold first, and then experiment with other sources if the boost is not stable. Installation: Connect the pressure source to the 'bottom' of the wastegate (were the pressure will act to open the wastegate). Tee the pressure source and connect via the solenoid to the 'top' of the wastegate. Try to place the solenoid close to the wastegate and keep the tubing reasonable short (but do not place the solenoid where it will get hot). Tubes which are around 6-18 inches long will work fine.

Wiring the Solenoid

The solenoid has two wires, with no polarity (it does not mater which wire is used for each connection): One wire should be connected to the ECU pin B2 using a 10A fuse. One wire should be connected to ground. Notes:

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Do not use a relay between the ECU and solenoid. High current solenoids could damage the ECU. It is recommended to confirm that the solenoid draws less than 1A at 14V.

Solenoid Suppression Diode

Most boost control solenoids will need a suppression diode to block the voltage spike when the solenoid is de-energized. The suppression diode should be installed close to the boost control solenoid with the diode anode (stripe end) wired to the +12V supply from the ECU, and the cathode wired to the wire to ground. See the boost control installation diagram above.
10.2.4.12.2 Boost Control Parameters

These boost control parameters determine how the ECU controls the boost control solenoid.

Duty Cycle
To control the solenoid a square wave is sent to the solenoid. Due to the impedance of the solenoid and frequency of the output this square wave results in a progressive opening (or closing) of the solenoid The solenoid will have an effective range, outside which changing the duty cycle will not affect the solenoid opening. For most solenoids this is 15% to 85% duty cycle, so it not recommended to operate the solenoid outside these limits. When the settings are configured for a normally open solenoid the actual duty cycle is inverted so that a higher duty cycle will increase boost.

Enabling Boost Control

The enables the boost control output on ECU pin B2.

Solenoid Configuration

There are two types of solenoid - normally open and normally closed. A normally open solenoid (like a GM solenoid) will give maximum boost at 0% duty. Note that in this case FlashProManager inverts the duty cycle so that in FlashProManager 0% duty cycle is minimum boost, and 100% duty cycle is maximum boost. It is important to set a boost limit as a solenoid or wiring failure will result in maximum boost. A normally closed solenoid will give maximum boost at 100% duty.

Activation Pressure

Since you do not need the boost control solenoid running all the time, the solenoid will activate above a certain manifold pressure. It is best to set this pressure slightly over atmospheric pressure.

Frequency
The frequency of the solenoid control output waveform can be set from 10 - 100 Hz. This will affect the boost level and the maximum amount of boost which the boost controller can generate.

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Most solenoids operate best from 10-60 Hz.

Control Method
There are two methods for determining the boost control solenoid duty cycle - fixed duty cycle and duty cycle by rpm and gear.

Fixed duty cycle

This setting will output a fixed duty cycle to the solenoid once the solenoid activation pressure is reached, and should give a fairly flat boost curve which is the same in each gear.

Duty cycle by Rpm & Gear

These tables set the duty cycle for each gear and rpm. This allows you to increase boost in higher gears as traction permits. Note that these tables can also be used to set boost by speed and gear since speed is related to rpm and gear.

Air Temperature Compensation

The boost pressure for a given duty cycle will vary with ambient air temperature, with increased pressure with cooler air and less pressure with hotter air. This table allows you to adjust the duty cycle based on intake air temperature. The compensation is applied to both a fixed duty cycle and duty cycle by rpm & gear.
10.2.4.12.3 Boost Control Example Graphs

These dyno graphs show the difference in boost levels from running the boost control valve at 0%, 32%, 45%, 50%, 55% and 60% duty cycle.
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Torque and power:

Manifold pressure:

10.2.4.13 Misc parameters These are miscellaneous parameters which do not fit into any other category.

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Immobilizer
For security reasons the immobilizer cannot be disabled.

VSA
The enables/disables VSA (vehicle stability assistance). VSA should be enabled for all vehicles which support VSA.

EPS (Electric Power Steering)

This enables engine idle up when the steering wheel is turned. It does not enable or disable the EPS unit.

Cruise Control
This enables/disables cruise control.

Starter relay
This enables/disables the starter motor relay controlled by the ECU. Note that this only needs to be enabled for vehicles with push button starters.

Radiator Fan

This sets the temperature when the radiator fan switches on and back off. The 'on' temperature should be approximately 3C/5F higher than the 'off' temperature. Normally temperature reading from the second coolant temperature sensor is used to switch on the radiator fan. This sensor is located in the bottom of the radiator and senses the return coolant temperature - which will be less than the cylinder head coolant temperature. If you wish to use the cylinder head coolant temperature sensor to activate the radiator fan, uncheck this box. Note that the stock thermostat starts to open at 85C/185F, and is open fully at 90C/195F. If you set the radiator fan on or off temperature below the thermostat fully open temperature then it is likely the radiator fans will always be on during normal engine operation.

10.2.5 Graph Window

The graph window displays sensor values either while recording, or while reviewing a previous recording ('datalog').

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The graph may be scrolled using the scroll bar at the bottom of the window. A cursor may be positioned on the screen by left-clicking on the graph window. This will change the sensor values displayed in the Sensors Window.

Graph Templates
The graph window displays sensors based on pre-defined graph templates. These templates specify the number of sub-graphs on the graph window, and the sensors in each sub-graph. For more information see the Graph Templates Window

Graph Menu
Additional graph functions may be accessed either from the Graph menu, or by right clicking on the graph window.

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Zoom In - zooms the graph in centered on the cursor. Zoom Out - zooms the graph out centered on the cursor. Zoom Full - shows the full datalog on the graph window. Next Template - selects the next graph template. Previous Template - selects the previous graph template. Define Templates - opens the Graph Templates Window Add, Edit, Delete Comment - see Datalog Comments

Keyboard Navigation
The keyboard can be used to alter the cursor position. Home - places the cursor at the start of the datalog. End - places the cursor at the end of the datalog. Page Up - moves the cursor left by the viewable width of the datalog. Page Down - moves the cursor right by the viewable width of the datalog. Left Arrow - moves the cursor left (backwards in time) by one second. Right Arrow - moves the cursor right (forwards in time) by one second. Shift - changes the left and right arrow step from 1 second to 10 seconds. Ctrl - changes the left and right arrow step from 1 second to 0.1 seconds. Shift + Ctrl - changes the left and right arrow step from 1 second to 0.01 seconds.

Datalog Playback
Datalogs may be re-played by using the playback controls in the Graph window, or from the Datalog menu.

10.2.5.1 Datalog Comments Comments or notes may be added to a datalog at a certain time position.

Add a comment by right clicking on the datalog at the position where you wish to place the comment. Comments can also be positioned by editing the commend and altering the time.

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Editing a comment.

10.2.5.2 Advanced Graphs Additional graphs are available from the 'Windows' menu under 'Advanced Graphs'. These are useful for analyzing datalogs and exploring the relationships between sensors.

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A XY graph showing the relationship between AFM airflow and closed loop fuel trim.

Filters
Closed Loop - only displays values recorded when the engine was running in closed loop. Open Loop - only displays values recorded when the engine was not running in closed loop. WOT (wide open throttle) - only displays values when the throttle was more than 80%.

Histogram
The histogram displays bars based on the relative frequency of the sensor data.

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XY Graph
The XY graph displays datalog indexed by a sensor for both the X and Y axis.

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10.2.6 Graph Templates

This window allows you to define and edit graph templates, which are used in the Graph Window This allows you to switch between many different display configurations for the graph window quickly.

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The graph window is broken down into 1 to 4 sub-graphs. Each sub-graph can contain 1 - 4 sensors.

10.2.7 Sensor Window

The sensors window displays a list of sensors, which are updating when datalogging or while displaying a datalog.

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Sensor units can be changed from the Sensor Setup window. Doubling clicking on a sensor will also bring up the Sensor Setup window, as will selecting 'Sensors...' from the 'Options' menu.

10.2.8 Display Window

The display window shows some sensor values in a large font. It is useful while dynoing to monitor the engine parameters.

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Controls Controls may be added to the window by right clicking on the window and selecting the control to add. Control properties may be edited by double-clicking on the control or by right clicking on the control and selecting properties. Controls may be re sized and moved by clicking and then dragging the control outline. Sensor Selection The sensor associated with a control may be selected by right clicking on the control and selecting the sensor. Note that this will reset the display caption, value minimum/maximum to the sensor default. Transparency Controls may be made transparent by settings the 'BackgroundTransparent' property to 'true', so that the background may be viewed or so that controls can be overlaid. Display Order If controls are overlaid then the draw order may be set by right clicking on the control and using the 'Send to Front' and 'Send to Back' commands. Locking Controls All controls can be locked Loading and Saving Screens The current display window layout can be loaded/saved from the 'Display' menu. Note that images are embedded rather than being linked in the .display file.

Value Control

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A value control displays a numerical value from a sensor.

Text Control

A text control displays a fixed text message.

Image Control

The image control displays an image. Note that only bitmap images may be loaded.

Gauge Control

Clock Control
The clock control shows a digital clock with date and time.

Bar Control

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The bar control shows a bar style readout, either vertically or horizontally.

Indicator Control
The indicator control can show either boolean (on/off) value, or a warning once the sensor value is higher or lower than the warning max and min values.

VTEC (VTS) shown as an indicator.

Over rev situation shown as an indicator.

Button Control

The button control is used to show buttons which can be used to start/stop datalogging and recording. Note that the display window must be locked before these buttons respond to mouse clicks.

10.2.9 Error Codes Window

The Error Codes window display error codes (or DTCs), either from live datalogging or from a previously recorded datalog.

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If you have any error codes, then these should be fixed before proceeding with any vehicle tuning. For information on diagnosing and fixing error codes, see you vehicle service manual. Normally there is a trouble shooting and fault diagnostic procedure for each error code.

10.2.10 FlashPro Window

The FlashPro window displays information about the FlashPro when connected to the laptop.

FlashPro
The FlashPro tab shows information about the FlashPro and ECU.

Registered Owner
The registered owner tab allows user details to be entered into the FlashPro, and the registration of the FlashPro with Hondata. See Owner Information and Registration.

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Datalogging
The datalogging tab shows datalogs stored on the FlashPro. See On board datalogging.

History
Displays a list of FlashPro serial numbers which have been connected to the computer. This list is saved so that if a FlashPro is lost or stolen there is a record of the serial number and VIN it was locked to. This list is only saved on the local computer and may be cleared.

10.2.11 OBDII Diagnostics

The OBDII Diagnostics window displays information obtained from the vehicle OBDII interface.

DTCs
DTCs (diagnostic trouble codes) or error codes are set by the ECU to indicate a problem with a system or component. DTCs are expressed as a four digit code, usually starting with a 'P' (for power train) related problems.

If you have any DTCs, then these should be fixed before proceeding with any vehicle tuning. For information on diagnosing and fixing DTCs, see you vehicle service manual. Normally there is a trouble shooting and fault diagnostic procedure for each DTC.

Readiness Codes
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Readiness codes are part of the vehicle OBDII system, which indicate if the various emissions components have been tested by the ECU.

Readiness codes are either continuously monitored or monitored once per trip. Continuously monitored codes are checked by the ECU all the time. Current continuously monitored codes are: Misfire monitoring Fuel system monitoring Comprehensive component monitoring Non-continuously (or trip) monitored codes are checked by the ECU under specific conditions, which may be over several trips. See the vehicle service manual for information on how to set the vehicle readiness codes. Current non-continuous monitored codes are: Catalyst monitoring Heated catalyst monitoring Evaporative system monitoring Secondary air system monitoring A/C system refrigerant monitoring Oxygen sensor monitoring Oxygen sensor heater monitoring EGR system monitoring Not all readiness codes are supported by all vehicles. If a test is marked as not supported then this does not mean there is a problem with that system. If the ECU is re-programmed, DTCs are cleared, the ECU removed, or the battery is disconnected, then the readiness codes are all reset to 'incomplete'.

Parameters
This displays OBDII datalogging parameters.

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Information
This shows other information obtained via the OBDII interface.

Emissions Check
This simulates the emissions test used by most emission testing stations. Note that each State or County may have different requirements to pass an emissions test.

State emissions tests usually check three items at a minimum: If the MIL is on or off. How many DTCs are set. Readiness monitor status. Each State will have different requirements, by generally in order to pass the State emission test: The MIL must not be commanded on. No DTCs must be set.
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The readiness codes must be all complete or almost all complete. If readiness codes are marked as incomplete then see your vehicle service manual for information on how to perform the readiness monitor driving cycles to complete testing.

10.3

Commands
This command creates an email with the current calibration and any datalogs as attachments to the email. Note that both calibrations and datalogs must be saved to disk before they can be emailed. Hotmail email users need to install Windows Live in order to email attachments.

10.3.1 Email Files

10.3.2 Check For Updates

This command checks the Hondata web server for application updates. Note that an internet connection is required.

10.3.3 Check Internet Connection

This command checks for a valid internet connection and communication with Hondata.

10.3.4 Send support information

This command sends FlashPro information to Hondata support in order to aid problem solving. Please only use this function if directed to do so by Hondata support.

10.4

Sensors
Sensors are datalogged values from the ECU. Note that not all sensors can be datalogged from every ECU.

10.4.1 RPM
RPM is a measure of the engine speed in revolutions per minute calculated from the crank position sensor. Note that the RPM as displayed in FlashPro may be different from that shown on the tachometer. The rpm calculated from the ECU is extremely accurate whereas most tachometers read 0-5 % over.

10.4.2 VSS
Vehicle Speed Sensor VSS is a measure of the vehicle ground speed, calculated from the VSS sensor, which is located on the transmission. Because the speed of the driven wheels is measured, wheel slip and wheel spin are not compensated for.

10.4.3 Gear
The current gear as calculated by the ECU from speed and rpm.

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10.4.4 MAP
Manifold Absolute Pressure The MAP sensor measures the air pressure inside the intake manifold, after the throttle plate. On supercharged vehicles it is important for the MAP sensor to read manifold pressure after the supercharger.

10.4.5 TPedal
Throttle pedal position, measured as percentage of full throttle (0-100%).

10.4.6 TPlate
Throttle plate position, measured as percentage of fully open (0-100%).

10.4.7 AFM.v
Air flow meter voltage The air flow measures the airflow into the engine, and produces a voltage output to the ECU. The ECU converts the AFM voltage into mass flow units, usually grams per second of air.

10.4.8 AFM
Air flow meter mass flow The air flow measures the airflow into the engine, and produces a voltage output to the ECU. The ECU converts the AFM voltage into mass flow units, usually grams per second of air.

10.4.9 INJ
Injector Duration This is the injector duration for an injector, usually measured in milliseconds. The injector duration is for #1 injector.

10.4.10 Duty
Injector duty cycle.

10.4.11 IGN
Ignition timing, measured in degrees before top dead center.

10.4.12 IAT
Intake Air Temperature This is the temperature of the air measured in the intake pipe by the AFM.

10.4.13 ECT
Engine Coolant Temperature This is the engine coolant temperature as measured in the cylinder head.

10.4.14 CAM
Intake Camshaft Position

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This is the intake camshaft position, measured in degrees of crankshaft rotation from a base position. For the first 10 seconds after startup the intake will be locked in the zero (fully retarded) position.

10.4.15 CAMCMD
Intake camshaft command This is the desired position for the intake camshaft, based on the cam advance table and engine running conditions. Because the VTC mechanism is a closed loop feedback system, the actual intake camshaft advance make lag the CAMCMD by 0.1 - 0.5 seconds.

10.4.16 AF
Air/Fuel Ratio The air/fuel ratio is calculated from the stock lambda sensor.

10.4.17 S.TRIM
Short term fuel trim The short term fuel trim is used only in closed loop in modify the fuel delivery to the engine in order to keep the air/fuel ratio close to stoichiometric, which is the optimum air/fuel ratio for catalytic converter operation. Normally short term fuel trim should be within the range of -10% to +10%, otherwise the fuel maps need to be tuned at part throttle. Note that the short term fuel trim will often go very high during fuel overrun conditions while shifting.

10.4.18 L.TRIM
Long term fuel trim The long term fuel trim is the fuel adjustment based on the trend of the short term fuel trim. Normally the long term fuel trim should range from -5% to +5%.

10.4.19 TRIM
This is a combination of long term and short term fuel trim.

10.4.20 Fuel Status

Fuel system status - shows if the ECU is running in open loop or closed loop. 2 = closed loop 1 = open loop (sensor warming up) 4 = open loop (driving conditions) 8 = open loop (error)

10.4.21 K.Level
Knock level, measured in percentage.

10.4.22 K.Retard
Knock retard, measured in degrees.

10.4.23 K.Count
Knock count for each cylinder.

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The knock count is increased each time the ECU determines that the knock sensor records a knock type event from the engine. The knock count is recorded for each individual cylinder. The knock recording of the ECU is not affected by altering the knock sensitivity tables. Note that other mechanical noise may be interpreted as knock by the ECU. Supercharger noise and exhaust headers are the two most common causes of 'false knock'.

10.4.24 PA
Atmospheric air pressure, measured by the ECU internally.

10.4.25 BAT
Battery Voltage This shows the battery voltage as measured by the ECU.

10.4.26 VTS
VTEC spool valve Shows when VTEC has engaged the high speed cam.

10.4.27 Eco
Fuel economy as calculated by the ECU. See Fuel parameters for more information about setting the injector size for fuel economy calculations.

10.4.28 Fuel Used

Fuel used by the engine for this trip, as calculated by the ECU. See Fuel parameters for more information about setting the injector size for fuel economy calculations.

10.4.29 Frame
Datalog frame count.

10.4.30 BC Duty
Boost control duty cycle.

10.5

ECU Connectors
ECU connector wires are normally referred by the connector and pin. eg C27 refers to pin 27 of connector 'C'.

Important ECU Pins

Model PinDescription Use Civic Si / A2 ELD - Electrical Wideband Civic Type 3 load input input R A3 ECT2 - Coolant Wideband 3 temperature input sensor #2 B2 EGR - EGR output Boost Control output B2 EGRL - EGR lift Wideband 9 input input
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Notes ELD must be disabled & factory pin must be removed from the ECU connector. ECT2 must be disabled & factory pin must be removed from the ECU connector. Normally unused. Normally unused.

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C2 SO2 - Secondary 7 O2 sensor input S2000 E1 ECT2 - Coolant temperature sensor #2 E1 ELD - Electrical 5 load input

Secondary O2 sensor must be disabled & factory pin must be removed from the ECU connector.

Wideband ECT2 must be disabled & factory pin must be removed input from the ECU connector. Wideband ELD must be disabled & factory pin must be removed input from the ECU connector.

Civic Connectors
The ECU connectors are color coded:

A Connector - White B Connector - Grey C Connector - Green

Pins
Each connector has pins numbered from 1 to 40 organized into five rows. The pin number is visible on the wire side of the connector once the plastic cover is removed.

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For each connector large pins are used on the top and bottom rows; small pins are used in the middle three rows.

Accessing Connector Pins

To either insert or remove connector pins you first must slide the white plastic surround upwards slightly to unlock the pins.i

Inserting Pins

Crimp the pin onto the wire using a crimp tool. We recommend a Molex tool with a 1.6mm diameter crimp.

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First ensure you have the correct cavity - it is very difficult to remove a pin once in place. To insert the pin push it in with the open side of the crimp upwards, until the pin clicks in place. Once finished move the connector white plastic surround back into position to lock the pins in place.

Removing Pins
Removing pins is very difficult without the correct tool. A very fine screwdriver can usually be used as a removal tool. The tool is inserted from the ECU side of the connector to lift a sprung plastic catch while pulling on the wire from behind. Do not use much force on the wire, otherwise to pin will dig into the plastic catch and the pin will be very difficult to remove.

11

Frequently asked questions

FlashPro
Do I need to leave the FlashPro plugged in? No, once you have reflashed you vehicle you may remove the FlashPro. Can I leave the FlashPro plugged in? Yes, if the ignition is switched off the FlashPro will go into power saving mode. In this state it will use approx 10mA current, which will discharge the battery faster than normal, but should still give several weeks of battery life for a normal sized battery. Can I use the FlashPro on more than one vehicle? Yes, but the FlashPro can only be used on one vehicle at a time. To transfer the FlashPro to another vehicle, first return the vehicle to stock and unlock the FlashPro.

Calibrations
When should I use a AFM based calibration and when should I used a MAP based calibration? The AFM calibrations are suitable for a stock vehicle with bolts ons. The AFM compensates to a large degree for different exhaust systems and minor engine changes, but does not work as well for forced induction or cams which are large enough to send a reversion pulse as far as the AFM. The MAP
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calibrations require more tuning but are more flexible. As a guide: AFM for a stock vehicle with none, some or any of intake, header & exhaust bolt ons (mild cams work too). MAP calibration for forced induction & large cams. What starting calibration should I use? For a AFM calibration select based on the intake, since this affects the air/fuel the most. For MAP calibrations select based on the injector size, or specialty calibration (eg supercharged). How do I tune the fuel for a AFM calibration? There are no fuel tables. The AFM measures the air flow. The ECU injectors enough fuel to give a stoichiometric air/fuel ratio. It is a mathematical calculation with no tables. If the air/fuel is incorrect at part throttle, then the cause is usually because an after-market intake causes the AFM to read differently from stock. You can correct this by editing the 'AFM Flow' table, which gives the air mass flow for the AFM voltage. This is what we have done for the AFM starting calibrations. At high load (determined by the ECU either by TPS or MAP), the ECU switches to 'WOT' mode. Here it still uses the AFM to measure the air mass flow and calculates the fuel for a stoichiometric air/fuel ratio, but applies a compensation table to the fuel - 'WOT lambda adjustment'. This tables tells the ECU how much additional fuel to add at WOT. If the AFM is not reading correctly at part throttle, then it will not get the WOT fuel exactly the same as the compensation value in the table, but normally it is close. I see knock retard - how is the knock sensor used? Basically the knock sensor over time tells the ECU what octane fuel it has. The ECU can retard the ignition timing even if it has seen no knock because the highest octane ignition timing limit table will limit the ignition timing (simplified greatly). You should not normally see much knock retard for more than a short period of time. Does 'Use MAP to determine WOT' only work on MAP based calibrations? No, the AFM calibrations still use the MAP sensor. Actually, they use the MAP sensor for everything apart from fuel, where they use the AFM. How accurate is the stock lambda sensor? It seems fairly sensitive and responsive, but we have noticed that it seems to read richer as it heats up. A dyno run can show it gaining 1.0 - 1.5 air/fuel points as the sensor heats up - check with your own wideband if possible. The idle is not quite right after the reflash. It takes 3-4 driving cycles from cold for the ECU to 'learn' the idle.

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Index
-AAdvanced 86, 116 AFM 35, 62, 130

-HHistogram 116

-IIdle 106 IGN 129 Ignition 49, 66, 99 ignition retard by gear compensation Index 90 Installing Software 13 iVTEC 102 1

-BBoost Control 107

-CCalibration 27, 95 Changed Value 92 Check for updates 129 Closed Loop 103

-KKnock 65, 104

-DDatalogging 72 Display 1, 121 Download 29

-LL.TRIM 129 Lambda 69 Laptop 73 License 8 Live Tuning 31 Lock 25 Lost Security Password

-EECU recovery 30 Email 129 Error Codes 124

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-MMAF 35 Maintenance reminder MAP 38 Mass flow 35 30

-FFeatures 5 Fuel 35, 96 Fuel Pressure 1

-OOBDII 126 Owner Information 77 Oxygen sensor 23

-GGraph 76, 113, 116 Graph Templates 119 Ground 12

-PProportional 92
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-RReflash 22 Registration 77 Requirements 8 Rev limits 104

-XXY Graph 116

-SSecurity 76 Security Password 78 Sensor 74 Sensors 84 Service light 30 Settings 81 Shortcuts 80 Specifications 7 Speed density 38 Stock 135

-TTables 87 Throttle 106 Tuning fuel 41

-UUnlock 26 Upload 28 USB Drivers 13, 15

-VVTC 54, 102 VTEC 54, 101

-WWhat's new 1 Wideband 23 Windows 7 15

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