Frequently asked questions

Top  Previous  Next

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 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.