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In this example I'm going to setup a calibration for a stroker 5.7L Holden using a 5.0L Factory calibration from a VP Holden Clubsport 200 Calibration Code BDJH
The reason I've chosen this to begin with is the new engine will have the same EFI Inlet manifold type so many of the characteristics of this manifold will already be programmed in this existing calibration, whereas if I was using the Group A twin throttle body manifold I would use code BAYA from the VN Group A.
Choose a calibration that suits your application and of course of the same cylinder number.
It is assumed that you have followed Getting Started and Opening and Saving a Calibration.
Open your Calibration in Buffer 1, then select Buffer 1, then select Edit. The Cal Variables List will now appear.
There are 413 Variables in Street Pro 3 and you may notice that they are grouped in order of
RAM ( Random Access Memory)
GEN ( General)
VAR ( Various)
SPK ( Spark)
FUL (Fuel)
IAC ( Idle Air Control)
OUT ( Outputs)
DGN ( Diagnostics)
At this stage there are a few things to consider. These are variables and need to be set before you start tuning.
Injector Size
Distributor Reference Angle
Knock Sensor
Vehicle Speed Sensor
Injector Size Scroll down your variable list with either your up and down arrow or use mouse on the scroll bar to No. 111. This is the FUL:OUT:INJRAT and 112 FUL:OUT:CYLSIZ.
See Injector Chart
Note. If you are using injectors that the Base Pulse Constant is unknown, it makes it a bit difficult to find a starting point to set the base constant to. By this I mean you can max a big injector out if you have this BPC set too small, and yet the injector will and can flow heaps more.
There's almost nothing worse than doing a cal and finding out at the end that your big injectors are maxing out. If this happens you have to change the BPC and redo all of the VE's again.
Distributor Reference Angle Scroll down to SPK:OUT:REFANG No. 64 in the Variables list. Double click on this and it will show 60 degrees.
Different engines have different Distributor Referent Angles and this figure must be changed to suit.
Some of the common Ref Angles are
V8 Holden =60 degrees
V6 Holden =70 degrees
TPI Chev =10 degrees
V8 Ford =70 degrees
Knock Sensor There are 2 parts to the knock sensor system. First there is the knock sensor itself which screws into the engine block and then there is the knock filter which is attached inside the Memcal. You can see this by looking in the window of the blue memcal cover. It's the little black & white circuit board with a light blue label on it.
The wire that connects the knock sensor to the ECM connects at terminal B 11 on the ECM
Either turn the knock sensor facility on or off by scrolling down to both SPK:ESC:LOCLT No. 71 in the Variables List and set to 152 degrees if not , 50 degrees if so, and then go to DTC:MSK:EOPT3 No. 262 and clear button m43 if not, or set button m43 if so.
Note here that Kalmaker does not come standard with a knock filter attached to the RT Board. This is an option but generally we recommend that a knock filter be used at all times.
If you leave knock sensor switched on and you aren't running one, the main advance will be retarded 6 to 12 degrees as soon as engine temp. reaches 50 degrees resulting in a very gutless engine.
The same thing happens if you install a memcal with a knock filter in it but you don't have a knock sensor fitted.
This is common when guys install a HSV 185 kw chip. You must fit the sensor in the block and wire it to B 11 too.
Vehicle Speed Sensor It is important to run a VSS but not essential. There are several reasons why to run a VSS. The main function of this sensor is to control all Transient Fuel and Transient Steps. The term transient loosely means whats happening in between stages when decelerating etc. With this we can control extra or less Fuel, Spark and Idle Control Steps, which is what gives the Delco the quality of drivability that is has, and also the Idle Control. Without this sensor many engines stall when slowing to a stop.
This is where the Delco runs rings around the aftermarket systems.
Learn how to control this part and you have it made.
The VSS also is necessary to control the Lockup Converter speeds.
If you aren't running a VSS scroll down to No. 260 DTC:MSK:EOPT1 and clear m24. These masks prevent the trouble code from coming on the engine warning light.
Aftermarket Speed Sensors are available that screw into Transmission where the speedo cable or VSS usually go and then the speedo cable piggy backs onto the VSS unit allowing the use of older type speedo's.
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