After receiving your BCS based PNPECU kit you will have to prepare before being able to commence any tuning. All ECUs will require some level of tuning despite being a plug and play setup.
Our plug and play solutions aim to simplify the whole process a user would normally find themselves in by providing a base map that incorporates sensor and input trigger configurations as well as base engine setup. The plug and play setup allow the user to connect the ECU directly to the factory engine loom and thus saving the user having to figure out what each and every wire does or having to produce a new wiring loom for the engine.
All screenshots are using Calibrator build version 2022-09-11
Please follow these items.
- Software download link - BG calibrator (https://controls.is/calibrator/)
- PNP kit installation instruction
- Connecting to the ECU - The USB cable is connected to the USB-B port on the ECU and should be plugged into your laptop
- Software documentation - https://controls.is/manuals/calibrator.pdf
- TPS Calibration
- Fuel system calibration
- Initial fire up pre-check - check sensors are showing reasonable numbers (airtemp, coolanttemp and throttle etc)
- Initital fire up things to look for - normal smooth high idle speed, rich lambda while warming up, sensible sensor readings.
- PNPECU Online technical support resources for BCS ECUs
- Most kits will come with a LSU4.9 wideband lambda sensor that will need to be installed, most cars already have a lambda sensor port/s in the exhaust and so the sensor should be installed there. There will be an extension or direct wiring from the ECU to accomplish this.
If there is no port in the exhaust then it needs to be added and the sensor should be installed such that it´s at least 15° above parallel so that no moisture is collected in the sensor which will diminish it´s life span. The distance from the engine or turbo should not allow the sensor to reach over 950°C for prolonged time. Most turbocharging systems will not have post turbocharger temps above 950°C and so close to the turbocharger is fine.
- If the kit comes with a new intake air temp sensor, then it will either be connected to the AFM plug via it´s adapter or original air temp sensor plug via an extension or a long extension from the ECU if that is the only way.
- The ECU has a pressure port which should be T'd to the fuel pressure regulator vacuum line. This will allow the ECU to monitor the manifold pressure which is preferable for all installations. If you have an engine that never had a vacuum line to the fuel pressure regulator (E46 and newer) then the ECU port must be connected to a port on the engine after the throttle body.
- If the kit has an adapter it will need to be connected to the original ECU connector on the loom and to the ECU and all connectors of the ECU should be connected to connectors of the adapter if they exist. For all single box solution, the loom connects straight to the ECU.
TPS calibration is required for all new installations as not all series sensors show exactly the same voltages.
Cable throttle calibration
A cable throttle system is when the throttle pedal is connected to the throttle body via a Bowden cable. And so, any actuation of the throttle pedal is transferred to the throttle body. The TPS or throttle position sensor must be calibrated to detect the angular movement of the throttle body properly for acceleration enrichment, idle control, overrun control as well as many other strategies.
To properly setup the TPS go into
- Pedal / Throttle positions inputs
- Select the Throttle positions voltage sensing range
- Pedal / Throttle positions inputs
In the view the left-hand column represents the closed voltage and the right-hand column the fully open voltage. You can use the "Put value of analogX" button on the right-hand side to quickly capture the voltages for each position and conclude the calibration.
- While the throttle is closed select the left-hand column and press the button
- While the throttle is fully open select the right-hand column and press the button.
After completing the calibration and exiting the view with the back arrow button, you need to select the Tools - Burn to flash from the menus to make the change permanent.
Fuel system calibration
For easy and accurate tuning experience it´s important that the ECU knows how much fuel it´s injecting and that´s where the fuel system setup and injector setup is crucial.
Things that will at minimum need setting up (Bold items are compatible with FORD ECU terminology, bigger injector suppliers supply this data)
Use CTRL+F in Calibrator to search for these variables if you are unable to locate them in the tree structure
- Primary fuel specific gravity (kg/liter - Gasoline 0.745 - E85 0.773 - Methanol 0.791 )
- Primary injector flow rate (AHISL)
- Primary injector offset (FNPW_OFFSET, deadtime/latency)
- Stoichometric air/fuel ratio of primary fuel system (Gasoline 14.7, E85 9.85, E100 9.1, Methanol 6.45)
Additional things that might be needed depending on the injector size or model (if your injector can be had with Ford ECU specific information it can be entered below) as well as fuel pressure compensation if wanted or required.
- Primary injector low pulse width flow rate (ALOSL)
- Primary injector linear flow threshold (FUEL_BKPT)
- Primary injector fuel pressure modifier enable
- fuel pressure modifier breakpoint count (FNPW_BKCOMP row count)
- Fuel pressure breakpoints (FNPW_BKCOMP values)
- Fuel pressure flow modifier (FNPW_HSCOMP)
- Fuel pressure injector latency modifier (FNPW_OFFCOMP)
You may use our contact page to get further help.
If you get stuck with any of these items, please contact us for support.