EFI Systems, Inc.

335 Mayors Drive

Walhalla, SC 29691

USER’S GUIDE
FOR

FORD
 Table of Contents
Welcome to the Programmable Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Electronic Fuel Injection Basics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
The PMS Data Terminal - Layout and Key Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Monitoring Your Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

Using the PMS Data Terminal - An Overview

Editing, Switching, and Saving Data Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Getting Started . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Programming the PMS - A Tutorial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Making Fuel and Timing Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
List of Menu Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Idle Table Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Part Throttle Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Testing and Saving Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Selecting the Performance Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
The Boost Option - Menu Item 600 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
The Nitrous Oxide Option - Menu Item 500 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
The Accessory Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
The Rev Limiter Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
The Two-Step Rev Limiter Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
The Temperature Compensation Option - Menu Item 800 . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Appendices
Appendix A - System Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Appendix B - Using the Passcode Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Appendix C - Self-Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Appendix D - Frequently Asked Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
Appendix E - Your Own Data Table Worksheets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40

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Welcome to the Programmable Management System!
The Programmable Management System (PMS) from EFI Systems is a state-of-the-art engine
control computer. The PMS reads the stock fuel injection and spark timing signals from the
engine’s ECU and changes them by an amount you specify, allowing different fuel and timing
adjustments to be made for Idle, Part Throttle, and Wide Open Throttle (WOT) conditions.
In addition, the PMS includes specialized functions for maximizing the performance of
turbocharged, supercharged, and nitrous-oxide injected vehicles, including turbo boost control
on vehicles equipped for it. It’s massive non-volatile storage capacity allows you to save three
complete performance programs which can be instantly activated - even while driving!

Two Systems in One

The PMS is really two systems in one - it
monitors your stock engine control computer’s
fuel and timing commands and sensor signals in
real time, letting you know exactly what your
engine is doing. More importantly, it allows you
to reprogram the fuel and timing curves of your
engine for maximum performance. Fuel adjust-
ments are made in two percent (2%) steps, and
timing adjustments in one degree (1°)
increments.

A Complete Tuning System

The PMS makes aftermarket performance “chips” obsolete. All aftermarket chips are a com-
promise between performance and coverage - the chip maker can’t afford to burn a custom
program for each vehicle. Even if this were possible, a chip is a static device - it can’t react to
changing conditions or vehicle modifications. The PMS can! It is a complete tuning system;
one that allows you to maximize the performance of your vehicle both now and in the future.
And, with the optional InterAQ PC software, you can even capture and log performance data.

Electronic Fuel Injection Basics

In the past performance tuning could be performed with a few hand tools and a basic knowl-
edge of carburetors and mechanical distributors. Those times are gone. With the advent of
electronic fuel injection and ignition control, the principles of performance tuning remain the
same, but the tools required have changed. The EFI System’s Programmable Management
System is one of the tools you need. With it and some basic knowledge you can still tune
your engine for maximum performance. But before you start, let's take a look at the basics of
electronic fuel injection systems. NOTE: The following description is generic; a general
overview of how electronic fuel injection works. All items discussed here do not necessarily
apply to your specific vehicle.

Page 1 5/01
Electronic Control Unit (ECU)
All electronic fuel injection (EFI) systems operate basically
the same. Sensors measure engine operating conditions
(RPM, load or air flow, throttle position, temperature, and
exhaust gas oxygen content) and feed signals to the
electronic control unit (ECU). The ECU is factory pre-pro-
grammed to analyze these inputs and produce appropriate
command signals for the fuel injectors, ignition, idle speed,
and emissions controls of your engine.. Thus the ECU
determines the engine’s power output, fuel consumption,
and emissions production.
Since production variations SENSORS ECU OUTPUTS ENGINE
cause fuel delivery to vary RPM Data Fuel Injectors Power
Load/Airflow Ignition Output
slightly from engine to engine, Throttle Position
Control
Program Emissions Devices Fuel
Coolant Temp. Transmission*
and it can change over time as Baro. Press. Diagnostics Idle Speed
Consumption

Emissions
components wear, most ECUs Air Temp.
Knock Sensor*
Warning Lamps
Production

have the ability to learn to Battery Voltage Exhaust Gas Oxygen Sensor Signal

compensate. In essence, the

ECU tries to achieve a perfect air/fuel ratio by making the mixture richer or leaner based on
the signal from the exhaust gas oxygen (EGO) sensor. Once the chemically correct, or
stoichimetric, air/fuel ratio has been achieved the ECU “remembers” how much fuel to add or
subtract from the ECU baseline programming to achieve it. This value is used from then on to
adjust the stock programming. Learned values are generally erased when the ECU is discon-
nected from the car's battery for any significant period of time.

Exhaust Gas Oxygen Sensor Signal

To minimize engine emissions a special sensor is used to measure the oxygen content of the
exhaust gas; this value is “fed back” to the ECU and under specific conditions is used to pro-
duce a desired air/fuel ratio. This is known as closed-loop operation. Since closed-loop oper-
ation is important for drivability, fuel economy, and emissions control, the EGO signal is one of
the most important signals to watch on the PMS monitor screens.
The typical EGO sensor produces a
1.0
voltage which changes with air/fuel
ratio. The signal is close to 0 volts for
very lean mixtures, rises sharply near
0.46 the “ideal” air/fuel ratio, and continues
to rise to almost 1.0 volt for very rich
mixtures. The PMS interprets signals
from 0-0.46 volts as lean (“L”) and
0 signals above 0.46 volts as rich (“R”)
and displays “L” or “R” on the Main
Stoichimetric A/F Ratio
14.7:1 Monitor screen (see page 8). The
Air/Fuel Monitor screen adds a two-
digit voltage display to give some indication of how rich or how lean the mixture is. For
example “87R” means the EGO sensor is reading 0.87 volts, indicating a rich condition.
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The EGO signal is a valuable tool for tuning your engine but it has some important limitations.
First, EGO sensors operate correctly only when they are hot, about 600°F or above. Thus
when an engine is first started the EGO sensor(s) will show lean ("L') until reaching operating
temperature. Under most conditions this takes a minute or two; perhaps longer in very cold
weather. If for some reason the EGO sensors must be moved to a different (non-stock) posi-
tion in the exhaust system, keep them as close to the engine as possible. This will help main-
tain them at operating temperature.
The graph also illustrates another problem with EGO sensors; note that the sensor output is
not a straight line. Once the air/fuel ratio gets outside of a narrow band around the stoichimet-
ric, or perfect, value, sensor voltage barely changes at all for very rich or very lean mixtures.
This is one reason why the ECU does not try to achieve a single, perfect voltage during closed
loop operation. Instead, it varies the fuel commands to switch the EGO voltage back and forth
around the desired value.
Finally, EGO sensor output must be interpreted in light of sensor quality and service life.
Although laboratory-grade sensors can be manufactured and individually calibrated to read
out air/fuel ratio directly, the realities of the assembly line and economies of production make
them impractical and too expensive (at present) for everyday use. Thus mass-produced EGO
sensors should not be used to assign a precise air/fuel ratio other than that at the
switch point (stoichimetric mixture). Also, the response of EGO sensors degrades with
time and mileage. Sensors often require replacement after 50,000 miles, and shock (impact),
overheating, or lead fouling (such as from using racing fuel) may also damage EGO sensors
and render them inoperative.

Fuel Injectors
In older vehicles the sensing, control, and fuel metering functions were all performed by the
carburetor. In EFI-equipped engines fuel delivery is done with injectors, which are small on/off
valves controlled by an electric signal. When voltage is applied, they open and allow fuel to
flow from a pressurized source (usually a fuel rail) into the manifold. When the voltage
removed, they close, stopping the fuel flow. Since the injector is either fully open (“On”) or
completely shut (“Off”), changing the rate of fuel flow can only be accomplished by changing
the pulse width, or “on-time” of the injector, or by changing the fuel supply pressure.
As the accompanying graph shows, injec-
tor pulse width cannot be increased indefi- Total Time Available
nitely. For every RPM there is a fixed max-
imum time for each injection pulse. Injector
“On” time cannot exceed this value or the On
end of one pulse will overlap the start of Time
the next, at which point the injectors are on
all of the time. This is condition is known
as “static” or “DC.” Thus one way to mea-
sure the rate of fuel delivery is to measure
the pulse width in milliseconds (1 millisecond = 1/1000 sec). Another method is to divide the
pulse width by the total available pulse width. This fraction is known as the duty cycle of the
injector and is usually expressed as a percentage. Both of these measurements of injector
performance appear on the PMS Air/Fuel Monitor. Generally speaking, injectors operate best

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with a duty cycle between 5% and 85%. When injectors are on for very short periods (such as
is the case at idle), their fuel delivery can become erratic. The same is true for duty cycles
above 85%-90%. Duty cycle values above 90% indicates that larger injectors may be
required. One of the most vital uses of the Monitor Modes of the PMS is to confirm that your
injectors are operating within their limits.
Note that total fuel delivery depends not only on the injectors, but also on the ability of the fuel
pump to provide adequate flow at the desired pressure. The stock pump is sized to deliver the
fuel needed to sustain your engine’s fuel requirements at it’s stock horsepower, with some
some additional margin. Where the power output has been increased a larger pump may be
needed.

The PMS as a Tuning Tool

The PMS allows you to customize your engine’s tuning for your vehicle and driving style. You
do this by altering the fuel and timing values to improve drivability, throttle response, and wide-
open throttle (WOT) power. Here are some tips to help you get the most from your PMS and
your vehicle.

Stock Calibration - Safe But Slow

In trying to find the optimum set of adjustments for your vehicle, it is helpful to know the short-
comings of the stock fuel and timing calibration to give you some direction for your initial
adjustments. Stock fuel and timing values are generally very conservative (safe). This means
fewer warranty claims for the manufacturer but in some cases they limit vehicle performance.
Spark advance is almost always less than optimum for several reasons.
First, manufacturers have to allow for a wide range of fuel quality, from high-octane racing gas
to the cheapest unleaded regular. Second, not all engines are equipped with a knock sen-
sor(s) to adjust the factory calibration for the effects of engine wear, chamber deposits, and
the occasional batch of bad fuel etc.
Every engine has a unique spark advance curve, or “Wmap,” which produces peak torque at a
given RPM. This is sometimes referred to as Maximum Brake Torque (MBT) timing. MBT
spark timing for any given load and RPM generally occurs very near the onset of spark knock
or “ping.” The problem lies in that this magic point (called incipient knock) begins to change
the moment the car leaves the showroom. To begin with the owner can choose from a wide
variety of fuels which can dramatically affect the engine's spark knock behavior. Then as the
engine accumulates mileage mechanical wear and the formation of deposits can also change
the optimum timing curve. Faced with this situation engineers choose a conservative spark
advance map.

These same uncertainties also make it impossible for EFI Systems to provide an optimum
spark timing map for the PMS. You will need to determine this map yourself. The best
method to determine part throttle timing is to work on one Load/RPM point at a time, increas-
ing the timing in 1 or 2 degree steps until knock is detected, then backing off 2 degrees or so.
For WOT, be even more careful, increasing the advance in 1 degree steps. The PMS Monitor
Mode shows the total spark advance and is an invaluable tool in finding MBT timing.

Page 4 5/01
Fuel Delivery
Many owners of fuel-injected vehicles think the way to increase power is to raise their fuel
pressure or install larger injectors. This is misleading since MORE fuel is not necessarily the
goal - getting the RIGHT amount of fuel for the air pumped by the engine is the key. This is
why the PMS allows you to both add and subtract fuel.
Fuel mixture control is separated into two modes: closed-loop and open-loop. During closed-
loop engine operation (Idle and Low and Medium Load, 2000 RPM and below) the ECU uses
the oxygen sensor(s) to trim the fuel/air ratio to the chemically perfect value of 14.7:1 for best
emissions performance. Thus, any fuel adjustments you make in these areas should be can-
celed out by the ECU. For Mass Airflow equipped vehicles, a slight increase in fuel in these
areas may help throttle response because of the way tip-in enrichment is applied. For Speed
Density equipped vehicles the same advice applies for stock engines. For modified Speed
Density engines, fuel often needs to be subtracted at these points because of decreased of
pumping efficiency. For example cams with more duration and overlap than stock sacrifice
low-RPM torque for mid and upper RPM power.
Open-loop fuel adjustments are not canceled out by the ECU. Open-loop operation is gener-
ally considered to be at Medium and High Load, 4000 RPM and above and of course, wide-
open throttle (WOT). Since emissions at these loads and speeds are essentially unregulated,
engineers generally choose a very rich fuel curve to protect the engine from knock and
thermal stress and to insure that fuel pump and injector wear will not result in dangerously
lean conditions over the life of the vehicle. In doing so they compromise peak power and
harm fuel efficiency. Stock vehicles generally respond to fuel subtraction in these open-loop
areas. For modified engines, the guidelines above apply once again. Mass Airflow vehicles
may still respond to fuel subtraction while Speed Density vehicles may need substantial fuel
addition if the modifications have increased mid and upper RPM power. The Monitor Mode
displays the reading of the oxygen sensor(s), Rich or Lean. Once the engine has reached
normal operating temperature this should display “R” during heavy acceleration. If the Fuel
Injector Duty Cycle (F.XX% on the Air/Fuel Monitor Mode Screen) exceeds 95% the engine
probably needs larger injectors or more fuel pressure.
These guidelines should help you find the right combination of fuel and timing adjustments far
your vehicle. We recommend you keep one of the three Data Sets as a pass-through, or
stock, program (no adjustments) for comparison's sake. One of the other two Data Sets might
be used for a mild performance gain and the third for a no-holds-barred, maximum perfor-
mance program for use with premium fuel (93+ octane). Make the mild performance (stock)
Data Set the default, and switch to the other Data Sets when you need them.

Page 5 5/01
 The PMS Data Terminal
Layout and Key Functions
Display Screen Arrow Key - Backspace or delete.
Used to correct erroneous entries, etc.

SAV/TOG Key - In the Monitor mode,

toggles between Data Sets. In the Edit
mode, toggles between Run and Saved
data, or Saves data

Enter Key - Used to enter keyed values.

(like the “Enter” key on a computer)

Quick Key I - In the Monitor mode, used

to select the Main Monitor screen. In the
Edit mode, used to switch between Fuel
and Timing Table cells, by Load
1 2 3 ENTER

4 5 6 SAVE
I Quick Key II - In the Monitor Mode,
TOG
used to select the Air/Fuel Monitor screen.
7 8 9 EXIT II In the Edit mode, used to switch between
Fuel and Timing Table cells, by RPM
. 0 SUB ADD III
EXIT Key - Use to abort the Edit mode and
EFI SYSTEMS, INC. return to the Monitor Mode.

Quick Key III - In the Monitor Mode,

used to select the Accessory Monitor
screen. In the Edit mode, used to switch
back and forth between Fuel and Timing
Tables

Add Key - Used for adding values. Each

keystroke adds 2% in the Fuel Table, 1° in
Minus Key - Used for the Timing Table
entering negative numeric
values. Sub Key - Used for subtracting values.
Each keystroke subtracts 2% in the Fuel
Numeric Keypad - Used
Table, 1° in the Timing Table
for direct entry of numeric
values.

Page 6 5/01
Monitoring Your Engine
One of the most unique features of the PMS is its ability to monitor critical engine control
parameters. In the Monitor mode the PMS Data Terminal reports engine data in "real time,"
like a sophisticated set of electronic gauges, so you know exactly how your engine is
operating. You can actually see how performance modifications affect engine operation.

When you start your engine, or just turn the key ”On,” the PMS automatically enters the Main
Monitor Mode. Since the PMS can display so many pieces of data, there are three separate
Monitor screens, each displaying a different set of measurements.
Main Monitor Mode Air/Fuel Monitor Mode Accessory Mode
To activate, To activate, To activate,
press Quick Key I press Quick Key II press Quick Key III

RPM: 850 L: Idle ✽ Air: 2 PW: 0 MP : 10.3 N20 : Off

02 : R T:28° 1r 02 : 65 F : 0% Acc. E : 0000

RPM: Actual engine speed as Air: Mass air, 0 - 5V MP: Manifold Pressure. Indicates
measured using the distributor PW: Fuel Injector Pulse Width. This manifold vacuum or boost
trigger signal. Accurate to is time (in milliseconds) that pressure. (0-30 in Hg vac,
+/-10 RPM. the injectors are “On” for each 0- 31 psig boost).
L: Load Value - indicates the load pulse of fuel. N 0: Nitrous Oxide Input. Indicates
2
(power) level at which the O : Oxygen sensor voltage. These the state (ON or OFF) of the
2
engine is operating and which values indicate not only optional N2O input. When
table is active: Idle, Part whether the left and right N20 is on and + 12V is
Throttle or Wide Open throttle HEGO sensors are reading rich applied to this input, the N2O
(WOT). or lean, but also how rich or
Fuel and Timing tables are
✽ Trouble Indicator - warns that how lean. Zero (0V) indicates
activated.
the PMS's internal diagnostics very lean and 99 (1.0V)
Acc: Accessory Port Status -
have detected an error. Switch indicates very rich. The “R” or
Indicates whether the
to the Accessory Monitor Mode “L” are additional indicators of
accessory port is ON or OFF.
to view the associated Error Rich or Lean.
(--=”Off,” 0=”On”) The port is
Code. Caution: Stock O2 sensors
controlled by throttle position
O : Fuel/Air Mixture as indicated by are not laboratory grade and RPM and can operate a
2
the Heated Exhaust Gas instruments, so a precise variety of accessories.
Oxygen (HEGO) sensor. fuel/air ratio cannot be derived E: Error Code - A4-digit value
R=Rich and L= Lean from this value. which indicates what error
T: Total spark advance in degrees F: Fuel Injector Duty Cycle. This conditions have been
BTDC. This value includes value (0-99%, MAX) indicates detected by the PMS’s
the stock advance plus any the total fuel delivery to the internal diagnostics. (See
programmed adjustment. engine as a percentage of the Appendix C, Self-Diagnostics,
“1” Active Data Set Number. This maximum fuel the injectors can page 38, for a list of the
number (1, 2, or 3) shows deliver. Injectors should not be possible error codes.)
which of the three Data Sets is operated above 85 - 90% for
in use. extended periods.
“r” Edit Mode Indicator. During
editing (programming) this
value shows whether the
Saved (“s”) or Run (“r”)
versions of the Data Set being
edited is currently active.
When not editing, or running on
a saved Data Set, no letter is
displayed.
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Using the PMS Data Terminal -
Editing, Switching, and Saving Data Sets - An Overview

The PMS Data Terminal is the tool for accessing the advanced features of the PMS. This
section describes the basics of using the Data Terminal, and is followed by a tutorial to give
you “hands on” experience with using it.

The PMS allows you to make and save modifications to your car’s fuel and timing tables.
These changes may be stored in any of three separate Data Sets. Each Data Set is made up
of seven tables, each containing fuel and timing data which can be edited (modified) at will.
Different calibrations can be stored in each Data Set, so three complete “Performance
Programs” can be on hand at any time. Any Data Set may be reedited, or discarded and
replaced, should the modifications not give the desired results.

Switching between Data Sets, to verify the effect of any changes you have made or to tailor
your vehicle’s performance to a specific situation, is easy to do. The PMS Data Terminal can
“call up” or switch between any of the Data Sets as conditions demand, even while driving.
Or, if you want to limit your car’s performance, such as for younger drivers or parking lot
attendants, you can program a Data Set for that purpose and leave it “In Control.” A built-in
passcode feature ensures that unauthorized persons cannot switch Data Sets or edit your
performance tables.

Before starting, a note about the format of the instructions to follow. The text in the center
column describes the operation being performed. The PMS display is shown on the left side
of the page, with the right are the keystrokes required to take you to the next screen shown
in the left hand column. By following the key stroke sequence you can practice using your
own PMS.

Editing a Data Set -

Start the engine, or just turn the ignition key “On.” The PMS will enter the Main Monitoring
mode, with Data Set number 1, the default Data Set , appearing in the lower right corner of the
display.

Turn to the next page, and let’s begin.

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 Editing starts by pressing “ENTER.” To Exit the Monitor
RPM : 0 L : Idle This will bring up the screen “Edit Data Mode and select a
Set:” ENTER
02 : R T: 10° 1 Data Set to Edit,
Press:

Select a Data Set to edit by pressing 1,

To select a Data Set to Edit, press:
2, or 3 followed by “ENTER.” The
Edit Data Set: selected Data Set is copied into RAM
(0= Setup 1 2 3) and becomes active, “Select from
menu:" appears, and editing may
1 , 2 , or 3
begin. Select Data Set 1 to edit by
pressing “1,” followed by “ENTER.”
followed by: ENTER
The use of “0 = Setup” is covered sep-
arately. (See Appendix A, page 35)

To exit the Edit mode and return to the To abort the Edit mode
Monitor mode at any time, press and return to the EXIT
“EXIT.” (Don’t do this as this time.) Monitor mode, press:

After a Data Set is selected, “Select To select a Table for editing press:
Select from from menu” appears. Each editable
item has a 3-digit code. Enter the code
menu: number of the menu item you wish to
edit, in this case “100 - Idle,” by
1 0 0
pressing keys “1-0-0”, followed by
“ENTER.” (Alist of editable menu
items is found on page 14, and also on followed by: ENTER
the back of the data terminal.)

The Idle Fuel screen is now displayed.

Idle Fuel Press five times
Edit the Idle Fuel Table by adding 10%. ADD
Sv + 0% → Rn + 0% There are two ways to do this. You
can either press the “ADD” key five OR
times (remember, fuel moves in 2%
increments) OR you can enter “10,”
followed by “ENTER.” In either case then
the new data automatically becomes 1 0 ENTER

the Run (Rn) setting, indicated by the

“→” pointing towards “Rn.”

If the engine is running you can

Idle Fuel compare the performance of the edited To switch between the
data set with the original, unedited edited (“Rn”) and
Sv + 0% → Rn + 10% version by pressing the “SAV/TOG” original (“Sv”) tables to SAV
key. This will switch back to running on TOG
compare the results of
the original, or Saved (Sv) version of changes, press:
the Idle Fuel Table, indicated by the
“→” now pointing to Saved (Sv).

This allows you make back-to-back

Idle Fuel comparison tests of your changes as
Sv + 0% ← Rn + 10% you drive, to determine the
effectiveness of any changes.

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 Saving the Changes -
When you are finished editing and are
ready to SAVE (or discard} your To begin Saving your
Idle Fuel changes, press “ENTER.” This will changes, press:
ENTER

Sv + 0% ← Rn + 10% bring up “Select from menu:”

Pressing “SAV/TOG” will display the

screen “Save Data Set:” Then press: SAV
Select from TOG
menu:

At this point the edited data may be

Save Data Set saved into any of the three available

(0 = abort 1 2 3)
Data Sets or it may be discarded. To
save an edited Data Set, press “1”, "2” ,
1 , 2 , or 3
or “3” as desired, followed by
“ENTER.” In this example, save to
Data Set 2 by pressing “2” followed by followed by: ENTER
“ENTER”. To discard any changes and
exit the Edit Mode, press “0”, followed
by “ENTER”.

After changes are saved the PMS

returns to the Monitor Mode and the
Data Set into which you saved your
changes becomes active.

At this point if you turned the ignition off the changes would be retained, as they are stored in
permanent memory.

Briefly, those are the basic operations used to program the PMS. In the next section “Getting
Started,” and the tutorial that follow it, we will talk you through the programming operations
step-by-step so that you can really get to know the capabilities of the PMS and how to use
them.

Page 10 5/01
Switching to a Different Data Set
When not in the Edit mode, the SAVE/TOG key has a different function; it allows you to
change to a new active Data Set. Switching to a new active Data Set can only be done
outside of the Edit Mode. You may make this switch with the key on and engine off, or while
driving. NOTE: This does not change the Default Data Set (the one which is active when you
first turn your key on); it is always #1.

To change to a new Data Set, press

RPM : 0 L : Idle the “SAV/TOG” key. This will bring up Press: SAV
TOG
the screen “Toggle to Data Set
02 : R T: 0° 2 (1 2 3).”

Toggle to Data
Press the key for the Data Set you
wish to switch to (1, 2, 0r 3), followed
1 , 2 , or 3
by “ENTER.”
Set (1 2 3)
followed by: ENTER

For this example we switched from

RPM : 0 L : Idle Data Set 2 to Data Set 1, which is now
active and running the engine.
02 : R T: 0° 1 Switching to a new Data Set changes
not only all the fuel and spark adjust-
ments, but also any Option selections,
such as Boost and Nitrous Oxide.
(These will be discussed later.)

Now, if you wish to make back-to-back Press: SAV

comparisons between Data Sets 1 and TOG
2, you can do so by pressing
“SAV/TOG.”

Pressing it again will take you back to Press: SAV

TOG
Data Set 1, etc.
RPM : 0 L : Idle
02 : R T: 34° 2

RPM: 0 L : Idle
02 : R T: 34° 1

Briefly, those are the basic operations used to program the PMS. In the next section “Getting
Started,” and the tutorial that follow it, we will talk you through the programming operations
step-by-step so that you can really get to know the capabilities of the PMS and how to use
them.
Page 11 5/01
Getting Started -
To familiarize you with operating the PMS this manual will take you step-by-step through a
practice exercise where you will make a set of basic adjustments for Idle Fuel and Part
Throttle Fuel and Ignition timing.

Before starting, take some time to become familiar with the tables and data that you will be
working with. (For your information the Wide Open Throttle - WOT - Tables are also shown,
even though you won’t be editing them in this exercise.)

Idle Fuel (Menu Item 100) III Idle Timing

Idle Fuel Idle Timing

III
Idle RPM (Menu Item 100) Idle Air Valve (Menu Item 100)

Idle RPM III Idle Air

Note: Idle RPM and Idle Air Valve settings effective only if Idle Control selected under Menu
Item 900, “Performance Options.”

Part Throttle Fuel (Menu Item 200) III Part Throttle Timing

Low Load Low Load Low Load Low Load Low Load Low Load Low Load Low Load
2000 RPM 4000 RPM 6000 RPM 7800 RPM 2000 RPM 4000 RPM 6000 RPM 7800 RPM
Fuel Fuel Fuel Fuel Timing Timing Timing Timing
I
Med Load Med Load Med Load Med Load Med Load Med Load Med Load Med Load
2000 RPM 4000 RPM 6000 RPM 7800 RPM I 2000 RPM 4000 RPM 6000 RPM 7800 RPM
Fuel Fuel Fuel Fuel Timing Timing Timing Timing
I
High Load High Load High Load High Load High Load High Load High Load High Load
2000 RPM 4000 RPM 6000 RPM 7800 RPM 2000 RPM 4000 RPM 6000 RPM 7800 RPM
Fuel Fuel Fuel Fuel Timing Timing Timing Timing

WOT Fuel (Menu Item 300) III WOT Timing

Full Load Full Load Full Load Full Load Full Load Full Load Full Load High Load
2000 RPM 4000 RPM 6000 RPM 7800 RPM 2000 RPM 4000 RPM 6000 RPM 7800 RPM
Fuel Fuel Fuel Fuel Timing Timing Timing Timing

II II II

II
Page 12 5/01
Note that the Part Throttle and WOT tables are made up of a number of "cells," each cell
containing the settings related to a particular condition of engine load and RPM. The Part
Throttle Fuel and Timing tables have nine cells each, and the WOT tables have three. Within
each table cell is a value that you can change, or edit, with the PMS.

The shaded boxes in the tables are the starting points for editing each Menu Item. For
example, Menu Item 200 (Part Throttle Fuel) modifications begin at the cell for Fuel at Low
Load and 2000 RPM. When this cell has been edited, Quick Key I is used to move to the next
cell, “Med Load, 2000 RPM,” in the Fuel table. Or, if you wish, Quick Key III can be used to
move to the “Low Load, 2000 RPM,” cell in the Part Throttle Timing tables.

Assume that you have edited the Low Load, 2000 RPM cell of the Fuel table. Pressing Quick
Key I moves you to the “Medium Load, 2000 RPM" cell, and pressing it again moves you to
the "High Load, 2000 RPM” cell. Pressing it a third time cycles you back to the "Low Load"
cell, all at the same RPM. Quick Key II operates similar to Quick Key I, but cycles through the
cells according to RPM. Pressing Quick Key III at any time moves you to the corresponding
load/RPM cell in the other table, i.e. from Fuel to Timing, or Timing to Fuel.

Programming the PMS - A Tutorial

The Fuel and Timing Table changes you will make in this section are intended only to
familiarize you with programming the PMS; they will not benefit your car’s performance. When
you have finished the tutorial discard the changes; doing that is part of the exercises.

Tuning for optimum performance is engine-specific. Modified engines will require substantially
different programming than stock ones, and programming for modified engines will vary widely
depending on the type and extent of the modifications. Once you become comfortable with
the PMS, you'll be able to make specific adjustments of your own to optimize the performance
of your particular vehicle.

As stated earlier it is very important verify that initial ignition timing is set to factory specifica-
tions, before changing any stock fuel or timing calibrations. Should spark knock become
apparent at any time, timing must be retarded until NO spark knock remains, or serious
engine damage may result. Initial timing is mechanically determined by the position of the
vehicle’s distributor/spark trigger relative to the crankshaft; it is not controlled by the engine’s
ECU or the PMS.

If at any time you wish to abort any editing sequence, or you want to go back and "take
it from the top,” simply turn the ignition key “Off,” wait about 15 seconds, and turn it
back on again. At that point you will be back at the beginning of the programming sequence
(none of the adjustments you just made will have been saved) so the original calibrations will
be unchanged. You can also abort an editing sequence by saving it to Data Set 0.

Editing can be done with the engine running, or with the ignition key "On" and the engine not
running. Because the changes you will make in this tutorial are for educational purposes only
and not useful for your Ford product, it would be better to perform them with the engine not
running.
Page 13 5/01
Making Fuel and Timing Adjustments
The sample Fuel and Timing Tables below show the changes you will make while familiarizing
yourself with the PMS. As this is only a tutorial to familiarize you with the PMS, you won’t be
altering the 6000 and 7800 RPM cells or the WOT Tables; the procedures for switching to and
editing them are the same as for the tables and cells you will be practicing.

Idle Fuel Adjustment: Idle Timing Adjustment:

- 4% Fuel +4° Timing

Idle RPM Adjustment: Idle Air Valve Adjustment:

850 66%

Part Throttle Fuel Adjustments: Part Throttle Timing Adjustments:

RPM 2000 4000 6000 7800 RPM 2000 4000 6000 7800

Low Low
None None None None None None None None
Load Load
Med Med
-4% -6% -8% None +4° +5° +6° None
Load Load
High High
-6% -8% None None +4° +5° None None
Load Load

WOT Fuel Adjustments: WOT Timing Adjustments:

RPM 2000 4000 6000 7800 RPM 2000 4000 6000 7800
Full Full
None None None None None None None None
Load Load

To access specific menu items in the Edit mode, enter the appropriate 3-digit code for the item
you wish to edit from the table below. For quick reference the Menu Item numbers are on the
back of the PMS Data Terminal.

100 Idle
200 Part Throttle (PT)
300 Wide Open Throttle (WOT)
400 Not used
500 N2O
600 Boost
700 Accessory Ports
800 Temperature compensation
900 Performance Options

Page 14 5/01
Idle Table Adjustments
Start by editing Data Set 1 to lean the idle fuel mixture by 4%. To do so turn the ignition key
“On” and follow the key strokes shown.

Note: In this practice exercise the engine is not running, but in the future you may be using
the PMS when it is. When working with the PMS or doing anything else that requires
running the engine, ALWAYS have the vehicle either outdoors or in a well-ventilated
area; preferably outdoors. Prolonged breathing of exhaust fumes can result in
unconsciousness or death.

The Monitor Mode is automatically To Exit the Monitor

RPM : 0 L : Idle selected when the ignition key is Mode and select a
switched “ON”. Data Set 1 is active as ENTER
02 : L T: 0° 1 Data Set to Edit,
indicated by the number 1 at the lower
Press:
right of the display screen.

Any of the three Data Sets may be

Edit Data Set: selected for editing, but for practice we Select Data Set 1, press
are going to edit Data Set 1.
(0= Setup 1 2 3)
1 followed by ENTER

This will bring up “Select from menu:” Select the Idle Table for editing by
Select from Enter the appropriate three-digit code pressing:
for the table to be edited. In this case
menu: select the Idle table by entering “100”.
(Press "1"-”0"-"0" followed by “Enter”) 1 0 0
followed by: ENTER

The Idle Fuel screen, the first of three

Idle Fuel Idle screens (Idle Fuel, Idle Timing,
SUB Press two times
Idle RPM, and Idle Air Valve), is now
Sv + 0% → Rn + 0% displayed. Because no previous edit-
ing has been done, both the Saved
(Sv) and Run (Rn) values are zero.
Begin the Fuel adjustment by pressing
the "SUB" key twice; remember that in
the Fuel Tables, a 2% adjustment is
made each time the key is pressed.
Watch the “Rn” value change as you
press the key.

Notice that the Run value ("Rn")

Idle Fuel changes to -4% while the Saved value
Sv + 0% → Rn - 4% ("Sv") is unchanged. Note also that the
arrow (“→") is pointing towards the run
value, indicating that it is the one being
used by the engine. Later you will
learn to switch or “Toggle" between the
Sv and Rn values to instantly compare
(Go to next page) the effect of the changes.
Page 15 5/01
 Press Quick Key III to go to the Idle
RPM menu. Press Quick Key III III
The Idle RPM screen sets the desired
hot engine idle speed. Keep in mind
Idle RPM
that the idle speed will increase about
Sv 750 → Rn 750 200 RPM as the water temperature
increases. Note that the Idle RPM
table comes up with a preset value
saved.

Adjust the idle RPM to 850 by entering Press:

“8-5-0” followed by “Enter.”
Idle RPM
Sv 800 → Rn 850 As soon as “Enter” is pressed, if the
8 5 0
engine was running and “Idle Control”
is selected under Menu Item 900, the followed by: ENTER
idle speed would increase to 850 RPM.

Press Quick Key III to move to the Idle

Idle Air Valve Air Valve screen.
Press Quick Key III III
Sv 69% → Rn 69%
This number sets up a response value Press:
that controls how quickly the idle motor
reacts to a change in RPM. If set too
high the idle will “hang up” about 200
RPM above the set point. If too low the
6 6
engine will stall or dip too low. Avalue
between 45 and 80 usually works best.
followed by: ENTER
Like Idle RPM, the Idle Air Valve table
also has a preset saved value.

Change the value to 66% by pressing

Idle Air Valve: “6-6,” followed by “Enter.” The Rn
value changes to 66%, and if the
Sv 69% → Rn 66% engine was running and “Idle Control”
is selected under Menu Item 900, it
would begin using this value.

As always, you can use the “ADD” or

“SUB” keys to add or subtract in 2%
increments.

Press Quick Key III again and the

screen cycles back to the Idle Fuel
Idle Fuel
Screen. If “Idle Control” is turned on
Press Quick Key III III
Sv + 0% → Rn - 4% under Menu Item 900, “Performance
Options,” Quick Key III will cycle
through the Idle Fuel, Idle RPM, and
Idle Air Valve screens in that order. If
“Idle Control” was not selected under
Menu Item 900, Quick Key III will cycle
back and forth between the Idle Fuel
and Idle Timing screens.

Pressing Quick Key II at any point (Idle

Fuel, Idle Timing, Idle RPM, or Idle Air
Valve) in this menu will bring up the
Press Quick Key III II
Start Fuel screen.

(Display on next page)

Page 16 5/01
 This screen is used to lean the engine
Start Fuel during starting when larger than stock
injectors are used; it’s input is active
Sv + 0% → Rn +0% ONLY when the engine is cranking.

When you are through with the Start

Fuel screen, pressing Quick Key II
again will return you to the Idle Fuel
Press Quick Key III II
screen. (Note: Regardless of what
screen you were on when you went to
the Start Fuel screen, you will always
be returned to the Idle Fuel screen.)

With the Idle Menu exception noted

Idle Fuel above (with or without “Idle Control” Press: ENTER
selected) Quick Key III switches back
Sv + 0% → Rn - 4% and forth between the Fuel and Timing
tables within a particular set of tables
(Idle, Part Throttle, WOT, etc.) but does
not alter any information in them.
When switching tables Quick Key III
takes you from the cell you were in to
the corresponding cell in the other
table. That is, if you are in the Part
Throttle, Medium Load, 6000 RPM cell
for Fuel, Quick Key III will move you to
the Part Throttle, Medium Load, 6000
RPM cell for Timing, and vice-versa.

Press “ENTER" to terminate editing the

Select from Idle table and bring up the “Select
From Menu:" screen.
menu:
NOTE: The Idle RPM and Idle Air
tables will always appear when
editing Menu Item 100, Idle, and you
can place values in them, BUT the
changes will not be effective unless
“Idle Control” has been selected
under Menu Item 900, “Performance
Options.”

(Go to next section)

Page 17 5/01
Part Throttle Adjustments
Editing the Idle Fuel Table introduced you to the basics of using the PMS; now you are ready
to make Part Throttle Fuel and Timing adjustments. There are twelve Load/RPM points in
each of the Part Throttle tables, but in this tutorial you will edit only four of them; the Medium
Load and High Load cells at 2,000 and 4,000 RPM. Identical procedures are used to edit the
6000 and 7800 RPM cells and the WOT tables.

Begin at the “Select from menu:” Select the Idle Table for editing by
Select from screen where you left off under Idle pressing:
Adjustments. Select the Part Throttle
menu: Fuel Table by entering the appropriate
three-digit code—in this case 200 ("2"- 2 0 0
"0"-"0"), followed by “ENTER.”

followed by ENTER

Part Throttle Fuel Table adjustments

Prt LL 2000RPM F begin at the Low Load and 2000 RPM
Sv + 0% → Rn 0% cell. However, you aren’t making any
Press Quick Key I I
adjustments to the Low Load settings,
so press Quick Key I to move to the
Medium Load, 2000 RPM cell.

Adjust the fuel 4% leaner by pressing Press two times

Prt ML 2000RPM F the "SUB" key twice, or use the SUB OR
Sv + 0% → Rn 0% alternate method of pressing "-" and
"4", followed by “ENTER”. Either
press:
method produces the same result.
+ 4 + ENTER

If the engine is running, the new value

Prt ML 2000RPM F is used by it as soon as it is entered.
Now move to the corresponding
Press Quick Key III III
Sv + 0% → Rn - 4% Load/RPM point in the Part Throttle
Timing Table by pressing Quick Key III.

With the Timing table displayed, add 4° Press four times

Prt ML 2000RPM T of timing by pressing the “ADD" button ADD OR
four times or by pressing "4" and
Sv + 0° → Rn 0° “ENTER." Note that since we have
press:
already modified the Fuel table the “→“
already points to the “Rn” value.
Press: 4 + ENTER

(Display on following page)

Page 18 5/01
 After the Fuel and Timing adjustments
Prt ML 2000RPM T are completed, if the engine was
Press: SAV
Sv + 0° → Rn + 4° running you could compare the results TOG
of the edited Data Set ("Rn") to the
original Data Set ("Sv") by pressing the
"SAVE/ TOG" Key. Note that the “→“
always points to the active value, i.e.
the one the engine is using.

When the arrow (“←“) points to the

SAV
Prt ML 2000RPM T saved value ("Sv"), the PMS is using Press: TOG
Sv + 0° ← Rn + 4° the original Data Set before any
changes. In this case, the saved data
is Data Set 1 without the Idle and Part
Throttle modifications that you just
made. Pressing the "SAVE/TOG" key
again switches back to the changed
(Rn) data.

The adjustments for Medium Load/

Prt ML 2000RPM T 2000 RPM are now completed, but
Sv + 0° → Rn + 4°
before moving to the next point, switch Press Quick Key III III
back to the Fuel table by pressing
Quick Key III again.

Move from Medium Load/2000 RPM to

Medium Load/4000 RPM by pressing Press Quick Key II
Prt ML 2000RPM F
Quick Key II. II
Sv + 0% → Rn - 4%

Once there make a fuel adjustment of

Prt ML 4000RPM F -6% by pressing the “SUB" key three SUB Press three times
Sv + 0% → Rn 0% times (remember, fuel adjustments are
in 2% increments).

Press Quick Key III to switch to the

Prt ML 4000RPM F Timing Table at this Load/RPM point.
Sv + 0% → Rn -6% Press Quick Key III III

Here we want to add 5° of timing. Do

Press five times
this by either pressing the “ADD" key ADD
Prt ML 4000RPM T five times, or by pressing “5" and
OR
Sv + 0° → Rn 0° “ENTER." press:

5 + ENTER

(Display on following page)

Page 19 5/01
 Press Quick Key III again to switch
Prt ML 4000RPM T back to the Part Throttle Fuel Table Press Quick Key III III
Sv + 0° → Rn +5°

Use Quick Key II once to switch to the

Prt ML 4000RPM F Medium Load/ 6000 RPM point. Press Quick Key II II
Sv + 0% → Rn -6%

Here we want to make a fuel

adjustment of -8%. Press the "SUB"
Prt ML 6000RPM F
key four times; -8% will be displayed
Sv + 0% → Rn 0% on the screen.
SUB Press four times

Now press Quick Key III to switch to

Prt ML 6000RPM F the 6000 RPM Timing Table. Press Quick Key III III
Sv + 0% → Rn -8%

We want to add 6 degrees (+6°) here,

Prt ML 6000RPM T so press press the “ADD” key six ADD Press six times
Sv + 0° → Rn 0° times.

Return to the Fuel Table be pressing

Quick Key III.
Prt ML 6000RPM T Press Quick Key III III
Sv + 0° → Rn +6°

Prt ML 6000RPM F
Sv + 0% → Rn -8%

Page 20 5/01
This completes editing the Medium Load points at 2000, 4000, and 6000 RPM, and if we
wished we are ready to make adjustments for Part Throttle, High Load, and move on to the
Wide Open Throttle (WOT) Tables. However, we won’t be doing them at this time.

To access the Part Throttle, High Load Tables, you would press Quick Key I and edit as you
did above. When finished with those you would press “ENTER,” bringing up the “Select from
menu screen:”. Then enter menu number 300 for the Wide Open Throttle (WOT) table and
proceed from there, moving between the tables and cells exactly as you did with the Idle and
Part Throttle Tables.

Before leaving this section, press Quick Key II once to return to Medium Load, 2000 RPM.
Then use Quick Key II to cycle through the 4000, 6000, and 7800 RPM points, then back to
the 2000 RPM point.

You can see that the Quick Keys I and II move you to the next highest load or RPM point, but if
you're already at High Load or 7800 RPM, these keys "wrap around" to the lowest values (Low
Load or 2000 RPM).

Please go on to the next page; do not turn off the ignition yet.

Page 21 5/01
Testing and Saving Changes
If you were editing the Fuel and Timing Tables “for real,” you would want to compare the
performance difference between the old and new data before saving it, and if the engine was
running you could just go for a test drive at this point. However, if you wanted to make the test
drive later, you would need to save the changes before you shut the engine off, or they would
be lost. If you saved the changes but don’t want them after the test drive, you could still reedit
or get rid of them entirely.

To practice saving changes, we will go through the steps for saving your data. However, we
will make the actual save to Data Set 0. Saving to Data Set 0 always discards any changes
and return the data set being edited to it’s unedited state, with no changes to any tables.

This section begins at the screen where you left off in the previous section, in the Fuel Table at
the Part Throttle, Medium Load, 6000 RPM cell.

Pressing “ENTER" after making

adjustments to any table, (Idle, PT, Press: ENTER
Prt ML 6000RPM F
WOT, etc.) brings up the 'Select from
Sv + 0% → Rn -8% menu:" screen.

Pressing 'ENTER" again at this point

Select from switches you out of the Edit mode and Press: ENTER
into the Monitor Mode. The Monitor
menu: Mode allows you to watch the fuel and
timing commands as you drive, mak-
ing road testing is more meaningful.

Note that when you leave the Edit

mode that the active data set num-
ber on the Monitor mode screen is
the number of the data set you were
editing.

Before new data is saved the Monitor

RPM : 0 L : Idle screen displays not only the Data Set
which is active or being edited (in this SAV
Press:
02 : L T: 0° 1r case, #1, at the lower right), but also TOG
whether the original ("Sv") data or the
new ("Rn") data is being used. The
edited, or run (“Rn”), data is in use
now, so the screen shows “r" next to
the Data Set number. To compare the
changes with the original Saved (“Sv”)
data press “SAVE/TOG".

When you do this, the “r” at the lower

right changes to “s", indicating the
engine is running on the Saved ver-
sion of Data Set 1. (before changes
(Display on following page) were made). Pressing 'SAVE/TOG"

Page 22 5/01
 again switches back to the run (“Rn")
data. If the engine were running now, Press: SAV
RPM : 0 L : Idle TOG
you would feel the change in perfor-
02 : L T: 0° 1s mance.

When you pressed 'SAVE/TOG", “r”

replaced the 's" at the lower right,
indicating the engine is running on the
“Run” version of Data Set 1, the data
with changes. After you evaluate the
RPM : 0 L : Idle performance of the adjusted data, you
can make further adjustments, save the Press: ENTER
02 : L T: 0° 1r new data, or discard the changes. All
of these options are accessed from the
'Select from menu:" screen, which can
be accessed from any Monitor mode
screen. Press “ENTER” to bring up
“Select from menu:”.

You can save the changes to any Data

Set. If this wasn’t a strictly practice
exercise the most logical place to save
the changes you just made would be to
save them to Data Set 1. However,
Select from since we want to discard the practice SAV
data, save the changes to Data Set 0, Press:
TOG
menu: which always discards any edited data.

Pressing the “Sav/Tog” key while at the

“Select from menu:” screen will bring
up the prompt “Select data set:”

Since we want to discard the edited

data, Press “0,” followed by “ENTER.”
This saves the data to Data Set 0,
discarding it.

Save data set: Had you wanted to save the changes

(0 = abort 1 2 3)
to Data Set 1, 2, or 3 you would have
pressed the appropriate number key,
Press: 0 + ENTER

followed by “ENTER".

After a Save operation, the PMS enters

the Monitor Mode and makes the newly
saved Data Set active. If you had
saved the changes to Data Set 1,
instead of Data Set 0,the PMS would
RPM : 0 L : Idle have made data set No. 1 active.
Notice that there is no longer any ”r" or
02 : L T: 0° 1 “s” at the lower right of the screen.
This is because the Saved and Run
data for Data Set 1 are now the same.

Page 23 5/01
When saving data keep in mind that new data overwrites any existing information in the
selected Data Set. Be sure to save any changes to the right one or you may lose data
you wanted to keep.

If the engine is running and you have made no changes to Vent Learn, the adaptive boost
feature, you can proceed with a test drive at this point and all changes you did make will be in
effect. If you made changes to Vent Learn you must turn the ignition Off, WAIT 20 SECONDS,
then start your vehicle and make your test drive.

Page 24 5/01
Selecting the Performance Options
The PMS provides a high degree of tuning latitude, allowing the user to "dial in" the fuel
calibration and ignition timing of engines equipped with superchargers, nitrous oxide, modified
cylinder heads and high-performance camshafts. Keep in mind that calibrations are made in
and for EACH Data Set, so you can have different settings for each one. However, this also
means that if you want a set of calibrations to be active in more than one Data Set you must
enter and save those calibrations separately in each Data Set you want them active in.

When a Performance Option screen is displayed the current value for each selection appears
in the upper right corner. If that setting is not to be changed, press “ENTER” to cycle to the
next available display.

To begin editing the Performance Options, enter it’s 3-digit code when “ Select from menu:” is
displayed. In this case you want Menu Item 900, “Performance Options.”
Starting at the “Select from menu:”
Select from screen, press “900” (Performance

menu:
Options), followed by “ENTER”.
Press:
9 0 0
Followed by: ENTER

The first screen displayed is “Idle

Control.” You can turn the feature “On”
Idle Control N
(0 = no 1 = yes)
by pressing “1” and “ENTER,” or of you Press: 0 or: 1
wish to leave it turned off, just press
“ENTER.” Turning this option ON will
activate the Idle RPM and Idle Air Followed by: ENTER
Valve screens that appear when editing
Menu Item 100 - Idle. If Idle control is
not turned on those screens still
appear under Menu Item 100, but
changes made in them will have no
effect.

The next screen displayed is “Boost.”

Boost: N This option turns on all Boost features.
To turn Boost “On” press “1,” followed
Press: 0 or: 1
(0 = no 1 = yes) by “ENTER.”
Followed by: ENTER
With Boost On (“Yes”) the Boost Fuel
and Timing tables are used any time
the boost exceeds 1 psi. (Boost Fuel
and TIming Tables are Menu Item 600,
page 28; they are not active unless
Boost is turned on.)

If the Boost Control option is On the

Max boost: 19 “Boost Table Limit” screen appears
next. (If Boost is Off neither this will
Press: 0 to 3 1
(1 - 31 psi) appear.) Select the Boost Table Limit
to be used, from 1 to 31 psi, and press
Followed by: ENTER
“ENTER.”

(Display on following page)

Page 25 5/01
 The next screen is the “N2O” (Nitrous
N2O N Oxide) screen. If the engine is
equipped with nitrous oxide injection
Press: 0 or: 1
(0=No 1=Yes this option should be “On” so that the
fuel and timing adjustments incorporat- Followed by: ENTER
ed in the N20 tables (Menu Item 500)
will be active when the nitrous system
is activated. For further information on
the N20 feature see page 29.

NOTE: Even though “N2O” is turned

on, nothing will happen unless the
Nitrous Oxide Fuel and Timing Tables,
Menu Item 500, are edited.

The next screen is for Accessory Port

No. 1. If an Accessory Port is turned
Acc. Port 1 N
(0 = no 1 = yes)
“On” (by pressing “1” followed by
“ENTER”) an optional ground signal is
Press: 0 or: 1
activated when the RPM and throttle
position position values set under Followed by: ENTER
Menu Item 700 are met. To leave this
signal off, press “ENTER” For detailed
information on using the Accessory
Ports, see page 30.

Accessory Port 2 functions the same

as Accessory Port 1, but allows a
Acc. Port 2 N
(0 = no 1 = yes)
second set of values to be entered. It
is turned on or off in the same way as
Press: 0 or: 1
Accessory Port 1.
Followed by: ENTER

The next screen, “Stand Alone” feature

Stand Alone N is used to bypass the factory rev

(0 = no 1 = yes)
limiter. To bypass the factory rev lim-
iter turn Stand Alone “On.” Stand
Press: 0 or: 1
Alone should also be on when using
the optional InterAQ for Windows data Followed by: ENTER
acquisition and capturing program with
the PMS.

The Max RPM screen is used to set a

Max RPM: 8000 new maximum RPM limit. Enter the 4 0 0 0
desired RPM between 4000 and 9200
(4000 - 9200) RPM.

NOTE: If Stand Alone is not enabled

9 2 0 0
this value cannot be in excess of the
factory ECU’s RPM limit as the factory Followed by: ENTER
RPM limit will occur first. With Stand
Alone enabled the PMS can control the
rev limit, provided the optional InterAQ
for Windows program is used to load
the PMS with the proper fuel and tim-
ing tables for the extended RPM
range.

(Display on following page)

Page 26 5/01
 The next screen displayed is for the
2S Max RPM: XXXX Two-Step rev limiter. Enter what RPM
(2200 - 9900)
you want it to hold at and press 2 0 0 0
“ENTER.”

NOTE: To use the Two-Step Rev

Limiter you must first add a wire to the
9 9 0 0
N2O input that provides a switched
12V to the input to trigger the second
Followed by: ENTER
Rev Limiter. In addition you must also
have turned the option ON in System
Setup, Appendix A, page 35. See also
the Two-Step Rev Limiter Option,
page 32.

The Accelerator Sensitivity screen con-

trols the sensitivity of the triggering to
Accel Sens: 12 bring a specific set of fuel and timing
Press: 1 2 0
(01-20%) tables into play when the throttle is
opened. Like the accelerator pump on
a carbureted car, this is to compensate Followed by: ENTER
for quick throttle openings. The num-
ber entered here is merely a value; the
lower the number the more sensitive
the trigger point is.

The fuel and timing tables for this fea-

ture are found in Menu Item 800,
Temperature and Acceleration
Compensation, page 33.

The final screen displayed in Menu

Accel Recvr: 12 Item 900 is Acceleration Recover
(01-99)
(Accel Recvr). This features gradually Press: 1 9 9
backs out and removes the accelera-
tion compensation initiated in Accel
Sens. The number here sets the num- Followed by: ENTER
ber of ignition events to count the
Menu Item 800 values back to zero.
The higher the number, the longer the
Item 800 adjustments will remain in
effect.

Be sure to save your changes when you have completed setting up the Performance Options;
the procedure is the same as for saving any Data Set. And don’t forget to edit any related
Fuel and Timing tables, such as the Boost (Menu Item 600, page 28) and Nitrous Oxide (Menu
Item 500, page 29) tables.

Finally, keep in mind that the “Performance Options” selections apply only to the Data Set
being edited; not across the board. If you want them in one or both of the other Data Sets,
they must be entered in those Data Sets separately.

Page 27 5/01
The Boost Option - Menu Item 600

When you selected the Boost feature in "Performance Options” you were asked to enter a
Boost Table Limit in psi. This customizes the PMS Boost tables to your specific
application. The Boost Fuel and Timing tables, shown below, allow you to specify fuel and
timing adjustments at 1 psi boost and at the boost table limit for each RPM range. The ranges
shown in the boxes indicate the range of adjustment available.
Boost Fuel Adjustments (± 2% Steps)

RPM 2000 4000 6000 7800

-100% to -100% to -100% to -100% to

1 psi
+250% +250% +250% +250%
Boost Table -100% to -100% to -100% to -100% to
Limit +250% +250% +250% +250%

Boost Timing Adjustments (± 1° Steps)

RPM 2000 4000 6000 7800

1 psi -25° to +25° -25° to +25°° -25° to +25° -25° to +25°

Boost Table
-25° to +25° -25° to +25° -25° to +25° -25° to +25°
Limit

Boost Pressure (psi)

RPM 2000 4000 6000 7800

Pressure
0 - 15* 0 -15* 0 - 15* 0 - 15*
psi
* - Note: 0 - 15 applies to the Pressure psi cells if you purchased the
PMS with the 2-bar programming and MAP sensor. If the 3-bar MAP
sensor and programming were specified, the Pressure psi cells will
permit settings of 0 - 30 psi.
When Menu Item 600 is selected the Boost Fuel, 2000 RPM screen will appear. Edit it as in
any other table, then move through the other RPM ranges and the Timing and Pressure tables
by using Quick Key II (RPM) and Quick Key III (Table) as appropriate.

For boost levels between 1 psi and the maximum the PMS "interpolates", or splits the
difference between the adjustments. For example, if maximum boost is 9 psi and you entered
+10% fuel at 1 psi and +30% at maximum boost, then at 5 psi (halfway between 1 psi and
maximum) the fuel adjustment would be +20%. If the boost goes beyond the max value you
set, the PMS will continue to use the fuel and timing adjustments in the Boost Table Limit row
of the tables. (Note: Boost pressures above 30 psi may permanently damage the boost
sensor.)

Typical practice in boosted applications is to richen the fuel mixture and reduce the total spark
advance to guard against detonation; you will need to experiment to find the proper balance of
boost pressure, fuel, and timing to maximize performance without damaging your engine.

Page 28 5/01
Some important points to remember are:
✔ The Boost Fuel and Timing tables are only activated when:
• The Boost feature is selected (turned ON) in the active Data Set,
AND
• The boost pressure in the manifold exceeds 1 psi
✔ The Boost fuel and timing adjustments are added to any Part Throttle, WOT,
and N20 adjustments which may apply
✔ Any fuel adjustment beyond the capability of your injectors {F: MAX on the
Air/Fuel Monitor Mode) will have no effect.

The Nitrous Oxide Option - Menu Item 500

Terminal number B3 in the plug connecting the PMS wiring harness to the PMS CPU (see
drawing page 31) is used to activate the N2O Fuel and Timing tables. The N2O tables become
active when 12 volts is applied to this terminal and the N2O feature is selected in the active
Data Set.
Wire the +12V side of the nitrous oxide solenoid to terminal B3 of the PMS wiring harness.
That way every time you "hit the bottle" the N2O adjustments are applied.

Nitrous Oxide Fuel Adjustments (± 2% Steps)

RPM 2000 4000 6000 7800

-100% to -100% to -100% to -100% to

N2O On
+250% +250% +250% +250%

Nitrous Oxide Timing Adjustments (± 1° Steps)

RPM 2000 4000 6000 7800

N2O On -25° to +25° -25° to +25° -25° to +25° -25° to +25°

When Menu Item 500 is selected the Nitrous Oxide Fuel, 2000 RPM screen will appear. Edit it
as in any other table, then move through the other RPM ranges and the Timing table by using
Quick Key II (RPM) and Quick Key III (Table) as appropriate.

Like the Boost Fuel and Timing Tables, the values in the cells above indicate the range of
adjustment available. And also like the Boost Fuel and Timing tables, N2O adjustments are
made on top of any other adjustments which might be active (such as WOT). For
instance, if you had programmed a WOT, 4000 RPM timing adjustment of +6° and a N2O,
4000 RPM timing adjustment of -8°, activating the nitrous system at wide-open throttle and
4000 RPM will result in a net timing adjustment of -2°. (+6° -8° = -2°.)

The N2O connector can be used for things other than nitrous oxide. Any event requiring a
change in fuel and timing can be accommodated by applying 12V to this connector. For
example, in turbocharged applications an over-boost switch could be used to add fuel and
reduce spark advance at a specified manifold pressure.

Page 29 5/01
The Accessory Ports - Menu Item 700
The PMS Accessory Ports offer programmable, automatic control of accessory devices such
as water injection or 2-stage nitrous oxide injection. The Accessory Ports are independent
and are user-programmable to activate at the RPM and throttle position (TP) of your choosing.
These control values are part of each Data Set, so you can have three different control strate-
gies. Activating the accessory ports is similar to using the other performance options like the
N20 and Boost features. The accessory Ports will turn on and off if:

✔ The device to be controlled is wired to terminal A1 or A2 of the PMS wiring harness

(see drawing on page 31 for pin location)
✔ The RPM and throttle position control values have been set correctly in the active
Data Set
✔ The Port has been armed in the active Data Set

The adjustment limits for the accessory port control values are 2000 to 9900 RPM and 0% to
99% throttle position. These values are part of each Data Set,and they are active only when
they are part of the active Data Set; as such they can different in each Data Set.
For proper operation, the control values for the OFF and ON points must follow two rules:

• RPM and TP values must be within the ranges shown in the tables below

Port #1 Control Values (Menu Item 700) Port #2 Control Values (Menu Item 700)

Turns ON at: Turns OFF at: Turns ON at: Turns OFF at:

RPM 2000 - 9000 2000 - 9000 RPM 2000 - 9000 2000 - 9000

Throttle Throttle
0% - 99% 0% - 99% 0% - 99% 0% - 99%
Position Position
The accessory ports complete a path to ground when ON, and are designed to operate
solenoid-type relays (or injectors, which are really solenoid-operated valves). The maximum
current capacity of the ports, which are protected by kickback diodes, is 1.0 amp each, so
some devices may need to be controlled indirectly by a power relay.
See Important Note Following Page

Page 30 5/01
NOTE: It is very important that the accessory circuit include “Manual Enable Switch,” as
shown in the wiring diagram on the previous page. This is crucial for two reasons. First, in the
event a relay sticks in the ON position, this switch provides a manual override to turn off the
controlled device.

Second, the PMS activates the accessory ports for about 1/20 of a second as part of the nor-
mal power-up/reset process. Leaving the Manual Enable switch OFF until the engine is run-
ning prevents inadvertent activation of a nitrous system or other device during power up.

Once one or both of the accessory ports have been wired, programmed, and armed, their
operation may be viewed on the Accessory Monitor Mode screen (activated by Quick Key lll).
The item "Acc: - -" shows both ports to be OFF. When port #1 is activated, the first digit will
change from “-" to "0;” when port #2 is turned on, the second digit will change to a"0".

The accessory ports may be "teamed up" by using both a normally-open and normally-closed
power relay so that your controlled device will turn ON at one RPM/TP setting and then OFF
at some higher RPM/TP value. For example, on a turbocharged vehicle where nitrous oxide is
used to compensate for turbo lag, this would allow you to activate the nitrous system only
between 3500 and 5500 RPM and between 70% and 90% throttle. The variety of devices and
strategies for activating them is nearly endless.

Blue Lock Notes:

1. The terminal that fits the harness plug is
NAPA P/N 725159.
2. Terminal A2 is for accessory port No. 1, and
terminal A1 is for accessory port No. 2
3. Terminal B3 is for using the N20 option; the
Push back with a
screwdriver to remove +12V wire from the N20 solenoid is
Figure 1 connected to the PMS through terminal B3.
(see page 29)

Wire Side

A12 A1

B12 B1

B3
Figure 3
Figure 2

Page 31 5/01
The Rev Limiter Options - in Menu Item 900
The PMS Rev Limiter works by cutting off the pulses to the fuel injectors at the specified RPM.
The Rev Limiter may be set as low as 2200 RPM and as high as 9900 RPM. The primary rea-
son for using the Rev Limiter feature on the Ford is to lower the RPM limit, as you might want
to do to decrease the performance available to inexperienced drivers or to keep unsupervised
drivers such as parking lot attendants from having too much fun.

All that is required to bypass the factory rev limiter is to enable the Stand Alone feature; the
appropriate fuel and timing tables to accomodate operation in excess of the factory rev limit
are preprogrammed into the PMS. (12:1 air/fuel ratio and 25° of timing starting at 4,000 RPM
and 20% TPS) If the RPM limit is set in excess of the factory limit without Stand Alone
enabled, the factory rev limit will occur first.

The fuel cut-off type rev limiting used by the PMS is preferable to spark-only rev limiters for
general street use. Spark-only limiters allow unburned fuel to wash the oil film from the
cylinder walls. Over time this can spell trouble for a street-driven vehicle.

The fuel cut-off type rev limiter does have some limitations. It is ineffective on vehicles
equipped with an additional, independent fuel source such as a nitrous fogger nozzle or
auxiliary injectors. Rev limiting will not be effective where additional fuel sources are present.

The PMS Two-Step Rev Limiter -

The Two-Step Rev Limiter allows you to set two RPM limits; a lower one to “spool the car up”
against and the normal high rev limit. This allows you to have maximum power right away,
“out of the hole,” as needed in drag racing applications.

To use the Two-Step Rev Limiter you must first provide a switched 12V to terminal B3 of the
PMS CPU as noted in the N2O option above. The switch may be in the form of a push button,
a clutch-activated switch, or whatever you choose. When 12V is applied (i.e. switch closed) to
the terminal the first step of the rev limiter is activated. When the 12V is removed (switch
open) the second step of the rev limiter becomes active. In addition you must also enable
the Two-Step Rev Limiter option in System Setup. See System Setup, Appendix A, page
35.

Page 32 5/01
Temperature and Acceleration Compensation -
Menu Item 800
Temperature compensation allows you to make an adjustment in fuel mixture for increased
driveability while the engine is warming up. It allows you to enter a percentage of fuel, plus or
minus, for when the engine is “cold”, and a second percentage for when the engine is “warm.”
“Cold” is defined as less than 30°F, and “Warm” is approximately 130°F.
When fuel compensation is activated by entering values in the tables, and the engine
temperature is under 30°F., the fuel tables will be modified by the Temperature Compensation
value. The PMS interpolates between the cold compensation and warm compensation values
until the warm value is reached. Warm compensation then tapers off until there is no
compensation remaining after approximately 180°F.
Acceleration Compensation provides fuel and timing adjustments when the throttle is rapidly
opened - rather like a carburetor’s accelerator pump. This compensation is then automatically
“backed out.” The sensitivity of the tip in and speed of backout are set on the Acceleration
Sensitivity and Acceleration Recover screens in Menu Item 900.
To use Temperature and Acceleration Compensation enter “800” at the “Select from Menu:”
screen.
At the “Select from Menu:” screen
Select from press “8-0-0, ” followed by “Enter.” Press:
8 0 0
menu:
Followed by: ENTER

The first screen to be displayed will be

Fuel Comp. Cold the “Fuel Comp. Cold” screen. Enter
Sv + 0% → Rn 0% the percentage change you desire, as
Press: 2 0
in editing any Fuel Table. For example,
in this case lets add 20% fuel. Press
“2-0,” followed by Enter. Followed by: ENTER

To change to the “Fuel Comp. Warm”

Fuel Comp. Cold screen press Quick Key I Press Quick Key I I
Sv + 0% → Rn 20%

Enter the value for warm compensa-

tion; for example enter 10%
Fuel Comp. Warm Press: 1 0
Sv + 0% → Rn 0%
Followed by: ENTER

Go to next page
Page 33 5/01
That completes Temperature Compensation set-up. To set up the tables for Acceleration
Compensation :
Press Quick Key II; this will bring up
Fuel Comp. Warm the first Acceleration Compensation Press Quick Key I II
screen.
Sv + 0% → Rn 10%

Enter the desired value for fuel com-

pensation at 2200 RPM, then press
Accel 2200RPM F
“ENTER.”
Sv + 0% → Rn 0%

Note that the Acceleration Compensation tables work exactly like the other Fuel
and Timing tables (Idle, Part Throttle, WOT, etc.) introduced earlier and are edit-
ed in the same way. Use Quick Key II to continue cycle through and edit, if nec-
essary, the 4000, 6000, and 7800 RPM data points. Then use Quick Key III to
switch to the Acceleration Compensation Timing Tables and do the same thing.

When you have finished, save your changes and exit the Edit mode as in editing operation.
And, as with the other tables, these changes are specific to a given Data Set. They must be
made and saved in each Data Set you want them active in.

Page 34 5/01
Appendix A -
System Setup
System Setup is used when the PMS is first installed to set which Data Set will be the default
data set, i.e. the one that will come up when the unit is first powered up. It is also used to tell
the PMS how many cylinders the engine has and whether the fuel injection system is the
Speed Density (SD) or Mass Air (MA) type. There is also a fourth screen which will appear,
one for the number of injector lines, but this is not used at this time.
Editing starts by pressing “ENTER.” Exit the Monitor
RPM : 0 L : Idle This will bring up the screen “Edit Data
Mode and select a
Set:” ENTER
02 : R T: 10° 1 Data Set to Edit,
Press:

Since we want to change the system Select “Setup” by entering:

Edit Data Set: setup, press “0”, followed by “ENTER.”
(0= Setup 1 2 3)
0 followed by: ENTER

This will bring up the screen at left.

Passcode (7) or Since we want to set up the System,

System (9)
enter “9,” followed by “Enter.” 9 followed by: ENTER

This will bring up the screen “Def data

Def. data set: 1 set:” The PMS has three data sets,
(1 2 3) any of which may be defined as the 2 followed by: ENTER

Default Data Set; the one which comes

up active when the key is first turned
on. To define the default data set,
enter a data set number - 1, 2, or 3 -
followed by enter. In this case, choose
data set No. 2 by pressing “2,” followed
by “Enter.”

The next screen is “# cylinders:,” Select number of cylinders by

where the number of cylinders of the pressing:
# Cylinders 8 engine is defined. Press “4,” “6,” or “8”
(4 6 8) and press “Enter”
4 , 6 , or
8

followed by: ENTER

The next screen up is “Load Type:”

Load Type: 1 Here enter either Speed Density (sd)
(0=sd 1=ma)
or Mass Air (ma), depending on what Press: 0 or: 1
type load sensing your system uses.

Followed by: ENTER

(Display on following page)
Page 35 5/01
 The next screen up is “# Inj. LInes:” Press:
# Inj Lines: 0 This screen is for future use and is not ENTER
(0=cyl 12) used at this time. Bypass it with no
changes by pressing “Enter.”

2 Stg Rev Lmt: 0 This will bring up the “2 Step Rev

(0= no 1 - yes)
Limit” screen. To activate the 2-Step Press: 0 or: 1
Rev Limiter enter “1.” (Yes)

Followed by: ENTER

If you are ready to save your Setup

Ready to save? changes press”1” for “Yes,” followed by
(0 = no 1 = yes) “Enter.” If you need to repeat Setup
press “0,” followed by “Enter,” to be
1 followed by: ENTER

returned to the first screen in the Setup

menu.

If you pressed “1,” for “Yes,” followed

Edit Data Set: by “Enter,” you will be returned to the
Edit Menu and you are ready to begin
(0= Setup 1 2 3) using the PMS.

If you entered “No” the PMS will restart

and you will be retuned to the main
monitor screen.

Page 36 5/01
Appendix B -
Using the Passcode Feature
The PMS incorporates a Passcode feature, for those who wish to use it, so that the data sets
cannot be edited until after a four-digit Passcode, of your choosing, is entered.

An example of why you might want to use this feature would be where you are in a
competition situation where some of the other competitors are also familiar with the PMS.
Without passcode protection they could use your data terminal (or theirs!) to alter your Fuel
and Timing tables to make you less competitive, or even damage your engine.

To activate and use the Passcode feature, start the engine and begin like you are going to
edit a data set. The engine must be running to activate or modify the passcode. When
the engine is started the PMS automatically enters the Main Monitoring mode. Then:
Editing starts by pressing “Enter.” This Exit the Monitor
RPM : 0 L : Idle will bring up the screen “Edit Data Set:” Mode and select a
02 : R T: 10° 1 ENTER
Data Set to Edit,
Press:

Since we want to set a password,

press “0”, followed by “Enter.” Select Setup by entering:
Edit Data Set:
(0= Setup 1 2 3)
0 followed by: ENTER

This will bring up the screen “Passcode

= 7.” Press “7”, followed by “Enter.”
Passcode (7)
System (9) 7 followed by: ENTER

At this screen, enter the four-digit code

number of your choice and press Enter a four-digit code number,
Enter new four “Enter.” The passcode is now set and followed by:
you are returned to the Main Monitor
digit code: screen. ENTER

With the passcode set, whenever anyone tries to select from the “Edit Data Set” menu a
screen will appear asking them to enter the four-digit passcode. If the correct passcode is
entered, the PMS will allow the selected data set to be edited. But if the correct passcode is
not entered, the PMS returns to the “Edit Data Set” screen and will not allow editing.

To cancel a previously-set password and disable the feature, enter passcode “0000.”

Page 37 5/01
Appendix C -
Self Diagnostics
The PMS includes onboard diagnostics, not only for itself but for many of your vehicle's most
important sensors and outputs. When the PMS detects a problem, it generates a Trouble
Code which can be displayed on the terminal screen. Trouble Codes are accessed through
the Accessory Monitor screen. Note: Trouble Codes are not stored, so they are erased when
the ignition key is turned "OFF".
An asterisk (✽) in the upper right corner
RPM : 0 L : Idle✽ of the Main Monitor screen indicates a
Press Quick Key III:
02 : L T: 0° 1
Trouble Code is present. To view the III
code, press Quick Key lIl to bring up
the Accessory Monitor Mode screen.

The Trouble Code value, denoted here

MP : -21.3 N2O: Off by “XXXX'' will appear in the lower right Press Quick Key I: I
of this screen. Write the code down,
ACC: 00 E: XXXX since it will be erased when the key is
turned OFF. The Trouble Code may To return to the Main
also be viewed on the "Select from Monitor Mode
menu" screen during editing.

Each of the four Trouble Code digits covers four possible problems, or faults, for a total of 16.
However, each of the four problems for a given digit may or may not be present, or occur in
any combination. Thus, each of the digits in the Trouble Code must allow for the 16 ways that
the four faults may occur.

For Each Digit: First Digit Problems: Second Digit Problems:

1 = Problem #1 #1 = Missing MAP Signal #1 = Spark input fault

2 = Problem #2 #2 = Missing Mass Air Signal #2 = Spark output fault
3 = Problems #1 & #2 #3 = Missing Water Temp Signal #3 = Fuel injector input fault
4 = Problem #3 #4 = Missing TPS Signal #4 = Fuel injector output fault
5 = Problems #1 & #3
6 = Problem #2 & #3
7 = Problems #1,#2, &#3
8 = Problem #4 Third Digit Problems: Fourth Digit Problems:
9 = Problems #1 & #4
A = Problems #2 & #4
B = Problems #1, #2, & #4 #1 = False interrupt #1 = Stack overflow
C = Problems #3 & #4 #2 = False reset (or low voltage) #2 = Invalid EPROM checksum
D = Problems #1, #3, & #4 #3 = High speed input problem #3 = Invalid EEPROM checksum
E = Problems #2, #3, & #4 #4 = High speed output problem #4 = RAM (memory) problem
F = Problems #1, #2, #3, & #4

For example, consider Trouble Code "0300". Since the first, third and fourth digits are zero,
none of the problems associated with those digits is present (see table). Looking at the table,
a "3" in the second position means that Problems # 1 and # 2 are present.

These problems are spark input fault and spark output fault. The most likely cause of this
combination of faults is a loose or disconnected distributor harness connector. Remember,
Trouble Codes are erased when the key in turned to “OFF".
Page 38 5/01
Appendix D -
Frequently Asked Questions About the PMS
Q. How do I check the air/fuel ratio to see if it is rich or lean?
A. The O2 voltage displayed on Monitor Screen 2 gives a good general indication of
mixture. A value between .62 and .82 at WOT is about right. However, if the engine has
a misfire the O2 numbers will not be accurate because of the unburned fuel.

Q. At idle or part throttle the O2 voltage varies; why is this happening?

A. This is a result of the closed loop operation of the system. The stock computer is trying to
maintain a 14.7:1 air/fuel ratio. It adjusts the mixture 30 times a second, and what your
are seeing is the result of this mixture change as reflected in the O2 voltage readings.

Q. If I add fuel during idle or part throttle it just seems to relearn it why?
A. This again is closed loop in operation. The stock computer has a window of about ±20%
fuel that it can adjust in. Any adjustment you make that falls within this window will be
changed by the stock computer in an effort to maintain the 14.7:1 ratio. Any adjustments
made here should be in an attempt to cause the computer to go closed loop for optimum
fuel mileage and emissions.
Q. Will it relearn at WOT too?
A. No. Any adjustments made at high load or WOT will be added to the total. This is
what’s known as open loop. You will notice the O2 voltage fluctuates more slowly under
these conditions.
Q. Will the settings be lost if I disconnect the battery?
A. No, the PMS stores your program in a special chip that doesn't lose its memory when the
power is removed.

Q. I moved the battery from its original location. Now I get error code 0020 at startup.
A. When you moved your battery you changed the power and ground paths; sometimes this
causes a voltage drop. That’s what the 0020 code is indicating . You can help this by
adding a 12# wire from the positive battery terminal to the ECU relay’s 12V source. This
code doesn't cause any problems except during starting.
Q. Sometimes I get 0200 code but my car runs fine. What should I do?
A. In an effort to check all systems the PMS ECU counts incoming sparks versus outgoing
sparks and sometimes, either because of multi - spark ignition or leaky plug wires, it
counts an extra spark. This usually doesn't cause a problem.
Q. The PMS permits adjustments at 2000, 4000, and 6000 RPM. What happens in between
these points?
A. The PMS software averages the difference between adjacent set points . Example:
2000 RPM = 10%, 4000 RPM = 20%. At 3000 RPM it would be half way between 2000
and 4000, so the adjustment would be 15%. The same averaging is used between
LLoad, MLoad, HLoad.

Page 39 5/01
 Appendix E -
Your Own Data Table Worksheets
These worksheets are for your use in modifying the PMS data tables and keeping a record of
what you have done.
Data Set No. 1 -

Idle Fuel Idle RPM Idle Air Valve

Adjustment Adjustment Adjustment
(± 2% Steps) (± 1° Steps) (± 1° Steps)

Part Throttle Part Throttle

Fuel Adjustment (± 2% Steps) Timing Adjustment (± 1° Steps)

RPM 2000 4000 6000 7800 RPM 2000 4000 6000 7800

Light Load Light Load

Med. Load Med. Load

High Load High Load

Wide-Open Throttle (WOT) Wide-Open Throttle (WOT)

Fuel Adjustment (± 2% Steps) Timing Adjustment (± 1° Steps)

RPM 2000 4000 6000 7800 RPM 2000 4000 6000 7800

High Load High Load

Boost Boost
Fuel Adjustment (± 2% Steps) Timing Adjustment (± 1° Steps)

RPM 2000 4000 6000 7800 RPM 2000 4000 6000 7800
1 psi 1 psi
Boost Boost
Boost Boost
Table Table
Limit Limit

Nitrous Oxide Nitrous Oxide

Fuel Adjustment (± 2% Steps) Timing Adjustment (± 1° Steps)

RPM 2000 4000 6000 7800 RPM 2000 4000 6000 7800

N2O On N2O On

Boost Feature Rev Limiter Feature Acc.Switches

No. 1 No. 2
Maximum Maximum
ON Boost ON ON ON
RPM
OFF psig OFF RPM OFF OFF

Page 40 5/01
 Appendix E -
Your Own Data Table Worksheets
Data Set No. 2 -
Idle Fuel Idle RPM Idle Air Valve
Adjustment Adjustment Adjustment
(± 2% Steps) (± 1° Steps) (± 1° Steps)

Part Throttle Part Throttle

Fuel Adjustment (± 2% Steps) Timing Adjustment (± 1° Steps)

RPM 2000 4000 6000 7800 RPM 2000 4000 6000 7800

Light Load Light Load

Med. Load Med. Load

High Load High Load

Wide-Open Throttle (WOT) Wide-Open Throttle (WOT)

Fuel Adjustment (± 2% Steps) Timing Adjustment (± 1° Steps)

RPM 2000 4000 6000 7800 RPM 2000 4000 6000 7800

High Load High Load

Boost Boost
Fuel Adjustment (± 2% Steps) Timing Adjustment (± 1° Steps)

RPM 2000 4000 6000 7800 RPM 2000 4000 6000 7800
1 psi 1 psi
Boost Boost
Boost Boost
Table Table
Limit Limit

Nitrous Oxide Nitrous Oxide

Fuel Adjustment (± 2% Steps) Timing Adjustment (± 1° Steps)

RPM 2000 4000 6000 7800 RPM 2000 4000 6000 7800

N2O On N2O On

Boost Feature Rev Limiter Feature Acc.Switches

No. 1 No. 2
Maximum Maximum
ON Boost ON ON ON
RPM
OFF psig OFF RPM OFF OFF

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 Appendix E -
Your Own Data Table Worksheets
Data Set No. 3 -
Idle Fuel Idle RPM Idle Air Valve
Adjustment Adjustment Adjustment
(± 2% Steps) (± 1° Steps) (± 1° Steps)

Part Throttle Part Throttle

Fuel Adjustment (± 2% Steps) Timing Adjustment (± 1° Steps)

RPM 2000 4000 6000 7800 RPM 2000 4000 6000 7800

Light Load Light Load

Med. Load Med. Load

High Load High Load

Wide-Open Throttle (WOT) Wide-Open Throttle (WOT)

Fuel Adjustment (± 2% Steps) Timing Adjustment (± 1° Steps)

RPM 2000 4000 6000 7800 RPM 2000 4000 6000 7800

High Load High Load

Boost Boost
Fuel Adjustment (± 2% Steps) Timing Adjustment (± 1° Steps)

RPM 2000 4000 6000 7800 RPM 2000 4000 6000 7800
1 psi 1 psi
Boost Boost
Boost Boost
Table Table
Limit Limit

Nitrous Oxide Nitrous Oxide

Fuel Adjustment (± 2% Steps) Timing Adjustment (± 1° Steps)

RPM 2000 4000 6000 7800 RPM 2000 4000 6000 7800

N2O On N2O On

Boost Feature Rev Limiter Feature Acc.Switches

No. 1 No. 2
Maximum Maximum
ON Boost ON ON ON
RPM
OFF psig OFF RPM OFF OFF

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