Pectel SQ6M: Tuning Documentation
SQ6M: Tuning Strategy... Document
SQ6M is communicated with and tuned with the PC CalTool 3.6 interface
an Ethernet cable. You on one end of cable and the SQ6M sitting
there waiting for your thousands of keystokes, all
intertwined in your strategy for utter domination. In that
are 8800 items in the various CalTool 3.6 drop down menus, your memory
and attention span can get a
bit taxed, stimulants or no stimulants and, if you are over 28 years
old, your mental capacity is shrinking day by day.
For a complete listing of the programmable parameters in CalTool 3.6 we
have prepared a 219 page PDF
It can be a bit taxing to remember where things are located in
the various categories of drop-down menus, and selecting an item in
parameters will jump to that particular section.
It's a good idea to
keep a permanent documentation record of where the data is located in
software and what
the data is. Unless
you are a Cosworth Engineer and work with the
software all the time, you won't remember where things are located,
much less what you have previously entered, so keeping separate
documents provides both a shortcut to and a record of your CalTool 3.6
Once we had an
negative Ignition Adder show up on our SQ6M simulator and we could
not locate it even after looking for several days off and on. We
Cosworth U.K. and a Pectel Engineer suggested we set up a trace for Trq_limit_src and
it would point us to where the fixed retard was coming from. Turns out
it was an artifact from an older "Dyno Only" SQ6M file and was buried
gear change category. We found and zeroed out this negative adder. When
we first noticed this our simulator
have a shift activation button so it "thought" it was locked in a shift
event. We subsequently added a
momentary "shift"button and a ground wire for the shift button and were
to program and see our gear cut programming. The simulator would
then only sense a gear change when we pressed the button.
in the process, and life in general, all intrude to screw up your
Dataset and make it easy to both overlook and forget entries.
When you finish
3.6 entries and tuning you're going to end up with two
(1) A CalTool
Dataset : That has all the data
(2) A CalTool
Workspace: What the computer screen looks like.
Break Down and Document
Unless you are a trained Cosworth
Engineer who works on calibrations all the time, the complexity of
professional engine control units like the SQ6M can be daunting and it
is hard to remember where the data is located within CalTool 3.6 as
well as what options are available to implement your strategy. At RB
create 16 separate documents for our data entries to manage our SQ6M
For our two-wheeled efforts we create Microsoft Word and
Apple Pages Documents and convert these into PDFs for the following
16 categories. We end up with more than one hundred pages of documents
Note: These are only samples, are specific to one application, and are
only for demonstration, not general use.
17 Categories of Data
1. Sensor Data: You must have
all the OEM data for all the sensors to
include sensor pinouts and connector data. This is mandatory. Within
3.6 there are certain canned entries for specific sensors, but, by in
it's up to you. Get and study the sensor datasheets and file this
documentation in a digital format.
2. Crank and Cam Sensor Trigger
Setup: For Example a Harley Twin Cam without a cam
3. Fuel Maps (4): For these we
create four separate Excel Spreadsheets
the initial calculations. As the Fuel maps can be 50 RPM sites x 25
Load Sites there can be up to 1250 individual entries. These entires
down into divisions of .01 Millisecond which means, including the
decimal place, there are potentially 1250 x 5 keystrokes for each fuel
map or 6250 per map, not counting the moves to each site.
Example of a 25 x 25 matrix 3 Bar Fuel Map generated in Excel.
Resolution 0.01 Millisecond.
For the four CalTool 3.6 fuel maps there is potentially an excess of
keystrokes if done in a 100% manual manner. It seems a good idea to
automate the initial entry if you are going from scratch. Keep these in
four separate Excel Spreadsheets so they can be copied and pasted into
4. Spark Maps (4): Keep these
in an Excel Spreadsheet so they can be
copied and pasted into CalTool 3.6. Note that the resolution is 0.01
Degrees through 20,000 RPM.
5. Fueling During Starting: Parameters and
sample data entries
6. Fuel Corrections: Parameters and sample
7. Closed Loop Lambda: Parameters and
sample data entries
8. Ignition Corrections: Parameters and
sample data entries
9. Idle Entries: Parameters and sample data
10. Engine Speed Limiter: Parameters and
sample data entries
11. Fly By Wire Settings: Parameters and
sample data entries
12. Wastegate Control: Parameters and sample
13. Traction Control: Parameters and sample
14. Cal Pot Strategy: Parameters and sample
15. Knock Sensing: Parameters and sample
16. Water Injection: Parameters and sample
17. Complete wiring harness
documentation: Keep complete documentation in programs like
Microsoft Excel and Microsoft Visio.
Fuel and Spark Mapping on a Dynamometer
You simply must do ECU calibrations
dyno. We're two wheeled types so we use a Superflow CycleDyn that can
be programmed for specific
steps in rpms and loads. Coupling this with the SQ6M's Data
Acquisition greatly simplifies the process. You can do timed sweeps and
even write your own road or track program simulations.
In the case of
the above fuel and spark maps with 25 divisions of 260 RPM you may do
step testing in increments of
or multiples of 260 RPM....Say every 520 degrees in eight steps from
2860 RPM to 6500 RPM holding at each step to stabilize the sensor
readings: 2860, 3380, 3900, 4420, 4940, 5460, 5980, and 6500 RPM.
$5,900.00 internal "High Pressure Blowers" provide cool airflow to
match road speed 1:1 up to 200 mph. The CycleDyn is calibrated at
Superflow at the time of manufacture to measure and account for this
Fuel Map Editing in
The dyno tuning
simple with the SQ6M: You first must turn Closed Loop Lambda off.
1. Set up a Trace
with the following, selected from Exploring Channels / Matching
Scroll down the list to:
The entries will show
the trace window and will be scrolling during the dyno run.
2. Do a Dyno pull and
press the "Pause" icon at the top of the screen.
3. Move the cursor
traces and go to the corresponding points on the fuel map where the
cursor is in the center of a cell.
4. Multiply the cell
by the Inj_m_lambda
value. For example if the cursor is in the
middle of the 4680 RPM and the 0.96 Bar cell, Inj_m_lambda reads 0.92,
i.e. richer than the target, then multiply the cell value by
5. If lnj_m_lambda values
are leaner than or equal to the target i.e. greater than or equal to
1.0 then you might want to add a bit more fuel than the multiplier.
Separate banks or cylinders need to be even, otherwise you may want to
use individual trims to even things out. Monitor LAM1 and LAM2.
Dynamometer time. There really is no better way.
SQ6M can be set up with a four position rotary Cal_Pot which allows you
to select 4 separate fuel maps on the fly or on the dyno. You don't
edit your timing in real time while running.
Optimizing horsepower and Torque v. your ignition timing has to be
evaluated on the
In addition you can datalog your knock sensor inputs to isolate areas
where fuel or ignition inputs should be edited.
Track or Real World the
all on a
dynamometer because you don't race, ride, or set records on
a dynamometer. The SQ6M has 4 Mb of logging memory at up to 2000
per second. You set the sample rates and setup traces to analyze your
data after your run at Bonneville or on your local driving loop.
The defacto standard for data analysis is Pi Toolbox. In conjunction
with Pectel ECU Offload Tool you can analyze your vehicle's operation
just like the formula1 data engineers do.
Above: Bryan Stock "Flyin Bryan" of Brother Speed has just completed a
200 MPH record run at Bonneville. Time for a beer. Maybe time to look
at the data.