This guide is provided free of charge in the spirit of open sharing knowledge.

This guide is not comprehensive and assumes you know a few things. The tables are based on complicated reverse engineerin
I won't update the example tables anymore since you can compare modern bins in TunerPro anyway.

This can help whether you're on MHD or JB4, some of the newer things here don't apply to older flashing utilities.
*I don't have a JB4 anymore so some of this might be outdated*

LOGGING IS YOUR FRIEND!!! CHANGE SOMETHING, LOG, LOG, LOG!!!

In general, make sure you are using the correct XDF/BIN combination for your DME. You must use the right XDF/BIN combina
Act like they are married, any BIN with 3D scalar should not be modified by XDF without scalar defined etc. Knowing your E

Basics to getting started

File: "Open Bin…" and XDF: "Select XDF…"

On the "Parameter Tree" make sure you are in "Parameter Category" view

Always remember to save your BIN when you are finished, clicking SAVE on the maps does save the actual BIN.

Basics for stacking: (skip if you're running flash only)

Minor update to text here for 2015, for JB4 users this has changes slightly over the years
JB4 settings for backend flashes/custom map 6 (similar for map 3) ignore if you don't have a JB4

Fuel Open Loop is the amount the JB4 biases the fuel pressur
Set AFR & CPS columns to 0 If this value is over 70 it may be indicative that your fuel scala

**Always flash in MAP 0**

Procede settings for backend flashes/custom maps

Set global AFR to 50 and set Open loop to 0 or half of what it's set at default, disable any CPS timing offset. I don't have one n
 last/final update 3/2016

omplicated reverse engineering done by shade tree mechanics who don't necessarily know what they are doing.

r flashing utilities.

OG, LOG, LOG!!!!

use the right XDF/BIN combination
defined etc. Knowing your ECU type is usually sufficient unless there are expanded tables/logic changes.

the actual BIN.

 he JB4 biases the fuel pressure sensor to give you headroom on trims, it will autolearn so I usually leave this around 20 or 40
indicative that your fuel scalar needs to be increased, but a datalog is superior to guessing based on this number

ming offset. I don't have one nor am I experienced but I believe that's all you need to do.
around 20 or 40
Nannies last updated March 2016
not all are listed just main ones

Boost Control:
Boost Ceiling - set to 1.4 or 1.5 if you have MHD

MAP max voltage - set to 4.8 volts to avoid limp modes if you hit the sensor limit, leave stock to retain limp mode

Limits: Torque limiting maps:

Requested torque limit (Driver)
737.6 737.6 737.6 737.6 737.6 737.6 737.6 737.6

Torque Limit Offset A

250.01 250.01 250.01 250.01
250.01 250.01 250.01 250.01
250.01 250.01 250.01 250.01
250.01 250.01 250.01 250.01

Torque Monitor Ceiling

1492 1492 1492 1492 1492 1492 1492

Torque Monitor Max Difference

376 376 376 376
376 376 376 376
376 376 376 376
376 376 376 376

Load Limit Factor:

0.13 0.13 0.13 0.13 0.13 0.13 0.13 0.13 0.13

MAF (Nanny):
2047.94 2047.94 2047.97 2047.97 2047.97 2047.97 2047.97 2047.97

Throttle:
Threshold (Major Throttle Closure) change to: (makes DTC and traction control a little less invasive)
0.960

Toggles:
Functions Disable:

Disable all of these (unless you are a DCT, you need reduction
 lean spool is nice, careful if you use it on pump with high boos
Diagnostics codes disable:

For CATLESS cars- readiness will NOT set with code

If code is disabled and you need emissions (assum

Mostly for piggyback users, disable

Disable

Mostly for piggyback users, allows you to run less b

There are other nannies that this, helps to just start with a BIN that already has them disabled.
ve stock to retain limp mode

737.6 737.6 737.6

0.13 0.13 0.13

less invasive)

are a DCT, you need reduction by Ign to shift)

use it on pump with high boost

adiness will NOT set with code disabled.

and you need emissions (assuming you have cats, naturally) you will still likely pass as most regions allow one monitor to be NOT READY

users, disable

users, allows you to run less boost than DME wants (high load targets) without getting codes
e monitor to be NOT READY
Updated March 2016
Boost/load goodies:
JB4- load targets are more of a maximum the DME will see. You can target 20psi with 120 load, but just realize that your maxi
Flash- Boost is determined by many tables. Load being a major one, and boost limit multiplier being another major one.

Automatics- Too much load can cause flatline.

DCT- Too much load can cause faults and poor shifts.
Automatics and DCT with JB4- Too little load with too much JB4 boost can cause trans slip.
6MT- No concerns.

Flash tuning suggestion- increase load to increase boost. If you hit flatline or shift problems, you need to dig into load to torqu

Calculate PSI from LOAD:

Load: 135 <----- MODIFY THIS VALUE
PSI: 8.123

Calculate LOAD from PSI:

PSI: 22 <----- MODIFY THIS VALUE
Load: 214.2971

This is more like a limit, and load target will not be reached at higher RPM unless you have MHD or Cobb.

I don't really taper boost in anymore since boost by gear is av

Flash tuning notes on load- you can taper load by RPM if you have traction issues. MHD has tables for this, 6mt can use load b

For stacking- try and have a piggyback boost curve (if you have one) that targets similar numbers, although it's not required.
For standalone- bbflash/OFT can only have a maximum of 200 load, and they will not target this at higher RPM due to logic
On my flash I have re-scaled the LOAD table at one RPM point
1775 1900 2250 2500 2750 3000 3250 3700 3900 4200

Stock load RPM breakpoints

1775 1900 2250 2500 2750 3000 3250 3700 3900 4200

I did this because with inlets and all the current mods I don't need to taper boost as soon. Just realize you can adju
but just realize that your maximum load cell the car will ever "see" is 120 load (in timing, afr tables etc).
eing another major one.

u need to dig into load to torque tables, typically decreasing them.

more since boost by gear is available for flash tuning and JB4.

es for this, 6mt can use load by gear in the XDF, 6AT should use boost limit by gear at flash time.

ers, although it's not required. If you are targeting low load to combat flatline, adjust other tables in the flash to reflect this.
is at higher RPM due to logic of the load targeting system. MHD and Cobb can target a maximum of 220 load.
 4300 5000 5500 6000 6400 6950 ** I set breakpoints differently**

4300 5000 5500 6000 6750 6950

oon. Just realize you can adjust these in the flash.

h to reflect this.
differently**
updated March 2016
Flash Only Boost Control
I'd rather chew nails than teach somebody how to do this. It's intricate and not always easy. But here's a guide to get you sta

First, get your logging parameters right. You need the following at least:
Boost setpoint factor This is the WGDC Y Axis, you will likely not always need this logged, but until you're comfor
WGDC P-Factor This is the part of your PID that is most important to adjust, and this is the Y Axis. You will
MAF actual Either one works fine, X Axis on many WGDC tables are MAF based
WGDC Base This is the portion of your total WGDC that is based on the base table
WGDC after PID This is the adjustment, you MUST look at it as a difference over time from WGDC base. If t
WGDC bank 1 Both banks are physically connected, only log one of them. This is your FINAL WGDC after
Boost Target duh
Boost duh

WGDC
Start with a base table, maybe stock. Yeah, that's a great base to start with. It's not overly aggressive.

335is WGDC Base table- it's pretty great, even for hybrid turbo's. Red is the area you may need to increase some b
3.9 3.7 3.65 3.25 2.85 2.86 2.55 2.2
16 5 4.3 4.23 3.91 3.7 3.8 4.09
39.32 24 6 4.6 4.33 4.25 4.33 4.54
40 32 9.5 6 4.73 4.5 4.44 4.52
44 44 14 7 5.29 4.96 4.9 4.98
47 47 19 9.12 5.79 5.22 5.18 5.34
50 47 30 13 6.6 5.52 5.38 5.66
52 52 30 17 8.44 6.83 5.58 5.84
53 52 30 17 12 7.43 5.98 6.09
55 52 30 22 13 8.5 5.98 6.78
56 52 40 30 14 9.5 6.5 6.99
57 57 57 30 15 10.5 7.5 7
58 58 58 58 25 13 8.4 7.98
58 58 58 58 56.08 16 10 9.09
58 58 58 58 58 17 11.5 9.29
58 58 58 58 58 20 15 13
58 58 58 58 58 58 50 30
58 58 58 58 58 58 50 34.86
58 58 58 58 58 58 50 36.45
58 58 58 58 58 58 50 36.45
Something you should consider doing is re-scaling the WGDC base table for higher MAF (X)

WGDC Adder (Airflow)- This table is great for adding WGDC on top of the base table. You don't want to add only to
The sister table to this is WGDC Ceiling (Adder), this is the limit table for the adder table. You need to increase this t

Tip- re-scale this table to better fit the boost you are running.
 Stock airflow adder breakpoints (MAF) - 111 139 181
Modified breakpoints I use (MAF)- 140 190 240
*This lets you add more WGDC based on airflow, in case you're under target, without using

Example of re-scaled adder table wit

These are very high from some high

*Adders, much like WGDC Base, con

By re-scaling this table you can bette

*If you have 30 adder like this with s

The thing about this table is it allows you to adjust boost up top, without the WGDC base o

PID
WGDC P-Factor The most important, this is instantaneous error. X axis is deviation from setpoint at any giv
NEGATIVE boost error (left side of table) is underboost
POSITIVE boost error (right side of table) is overboost
I modify this table more than any other, but generally based on logs. I often increase value

WGDC I-Factor Basically historical error (and by historical I mean about 0.5 seconds of history). It can lead
I leave this table 100% stock because there's no reason to adjust it, it keeps your P factor h

WGDC D-Factor This is basically anticipated future error. It slows down, or speeds up P factor. Lowering it
I cut this table in half overall, then I cut the top left in half again, because the anticipation i
Logging tips:
ere's a guide to get you started.

ed, but until you're comfortable log it

this is the Y Axis. You will likely not always need this logged, same as above.

time from WGDC base. If this line is below, PID is removing WGDC. If it's above, it's adding. You want this log to be fairly close to base.
is your FINAL WGDC after PID and airflow adders have been applied.

y need to increase some based on logs.

2.1 3.14 2.88 3 3 3 3 3
3.82 3.35 3.1 3.48 3.59 3.59 3.59 3.59
4.68 4.97 4.7 5.07 5.2 5.2 5.2 5.2
5.02 5.42 5.42 5.3 5.3 5.3 5.3 5.3
5.29 5.91 5.75 6.03 5.49 5.49 5.49 5.49
5.43 6.07 6.11 6.3 5.95 5.95 5.95 5.95
5.75 6.32 6.6 6.52 6.2 6.49 6.49 6.49
6.16 6.77 6.95 6.95 6.98 7.36 7.36 7.36
6.9 7.13 7.28 7 6.92 7.67 7.77 7.77
7.1 7.39 7.52 7.8 7.59 7.85 8.26 7.76
7.15 8.01 8.1 8.18 8.05 7.89 8.37 7.81
7.21 8.4 8.58 8.2 8.47 8.2 8.47 7.97
8.2 8.7 8.8 8.78 9.21 8.53 8.7 8.23
9.06 9.6 8.9 9.2 9.5 9.5 9.3 8.5
9.59 9.7 9.2 9.2 10 10 10 9.58
12 10.19 9.25 9.55 10.2 10.2 10.88 10.78
19 11 9.27 10.05 10.58 10.46 11.33 11.17
23 12 9.5 9.75 10.26 10.62 11.8 11.8
30.13 19.19 11.05 9.85 10.36 10.82 11.95 12.29
32.1 22.3 12.75 10.15 10.57 11.03 13.1 15

u don't want to add only to the base table.

You need to increase this table with your adder, and keep breakpoints the same.
 222 250 278
300 350 380
under target, without using PID or WGDC*

of re-scaled adder table with greatly increased adders.

very high from some high altitude tuning, I prefer to cap my adder at around 20.
much like WGDC Base, contribute to a minimum WGDC and can lead to overshoot*

ing this table you can better hold boost up top. Oftentimes I scale to around 420 on the MAF request.
ve 30 adder like this with stock breakpoint of 278 MAF, you'd overboost like crazy around 4000 RPM, 380 is around 5500 rpm*

, without the WGDC base or PID and multiplier tables which can lead to overcorrection.

tion from setpoint at any given instance, the actual values are the degree of intervention.

logs. I often increase values around spool to catch overshoot faster (positive error, top right of table).

This car was happier with a little lower values than stock overall

onds of history). It can lead to oscillations if things aren't dialed in well to begin with.
t it, it keeps your P factor happy at different boost levels as long as you're close.

ds up P factor. Lowering it makes things smoother but allows more deviation.

, because the anticipation is based on time to spool to stock boost targets.
 Pretty good boost control right? Fast spool, minimal overshoot, how do we make it better?
A- Logs.

Same log, but notice the WGDC traces.

WGDC % is at the top in this log, which is good.
WGDC after PID trends below WDGC Base, which means the car is trying to overboost. Need to remove some airflow adder or
It's safer to have PID adding a little WGDC than removing it.
WGDC base should always be at the BOTTOM, it's in the middle here. I like it at the bottom, since it's the base, right?
og to be fairly close to base.
around 5500 rpm*
e make it better?
remove some airflow adder or WGDC base

ce it's the base, right?

Updated 2013
Throttle maps (AKA torque request tables)

Notes on table- there are two, one for sport mode/DTC (low) one for normal driving (high). Just set them the same and forge

Shiv/OFT/many Cobb maps have non-linear throttle mappings identical to stock. Advantage is increased throttle response.
Stock torque request (high)
0 4.5 12 22.99 37.2 58.49 75.63 86.88 90.56 93.01
0 4.5 12 22.99 37.2 58.49 75.63 86.88 90.56 93.01
0 4.5 12 22.99 37.2 58.49 75.63 86.88 90.56 93.01
0 4.5 12 22.99 37.2 58.49 75.63 86.88 90.56 93.01
0 4.5 9.1 18.78 32.06 52.86 70.98 84.93 88.84 91.05
0 3 6.41 14.75 28.57 48.46 66.82 82.57 86.97 89.64
0 3.4 6.8 13.5 25.4 42.5 61.5 79 85 88.7
0 3.6 7.23 12.53 21.82 36.13 55.36 75.46 83.62 87.7
0 4 8 12.3 20 32 50 71 81 86.2
0 4.6 8.55 11.92 18.36 27.81 45.97 67.53 78.6 84.85
0 4.2 7.66 10.4 16.33 24.42 40.75 63 75.14 82.94
0 4.2 7.1 10.28 15.66 23.25 37.2 59.72 73.18 81.5

More linear throttle mapping used in JB4 backends and my own maps (high)
0 4.5 12 22.99 32.06 42.5 50 63 73 81
0 4.5 12 22.99 32.06 42.5 50 63 73 81
0 4.5 12 22.99 32.06 42.5 50 63 73 81
0 4.5 12 22.99 32.06 42.5 50 63 73 81
0 4.5 9.1 18.78 32.06 42.5 50 63 73 81
0 3 6.41 14.75 28.57 42.5 50 63 73 81
0 3.4 6.8 13.5 25.4 42.5 50 63 73 81
0 3.6 7.23 12.53 21.82 36.13 50 63 73 81
0 4 8 12.3 20 32 50 63 73 81
0 4.6 8.55 11.92 18.36 27.81 45.97 63 73 81
0 4.2 7.66 10.4 16.33 24.42 40.75 63 73 81
0 4.2 7.1 10.28 15.66 23.25 37.2 59.72 73 81
set them the same and forget

increased throttle response. Disadvantage is I hate them.

Stock torque request (low)
97.41 100 0 7.22 14.36 28.89 48.67 69.92 83.66
97.41 100 0 6.8 14.36 28.49 48.09 69.66 83.38
97.41 100 0 6 14.36 28.09 47.34 69.11 82.96
97.41 100 0 6 14.36 27.28 44.69 67.15 81.02
96.19 100 0 7 14.36 25.68 42.3 64.93 79.25
95 100 0 7 14.36 24.07 39.9 62.96 77.49
94 100 0 7 13.96 22.47 37.5 60.44 75.73
93.5 100 0 7 13.32 20.95 35.91 57.92 73.76
92.5 100 0 6.6 12.77 20.06 34.31 55.17 71.46
91 100 0 6.3 12.37 19.66 32.72 52.88 69.57
91 100 0 6 11.97 19.26 31.12 50.51 67.81
91 100 0 6 10.5 17.62 29.03 50.18 67.08

More linear (low)

90 100 0 7.22 14.36 28.89 32.06 42.5 50
90 100 0 6.8 14.36 28.49 32.06 42.5 50
90 100 0 6 14.36 28.09 32.06 42.5 50
90 100 0 6 14.36 27.28 32.06 42.5 50
90 100 0 7 14.36 25.68 32.06 42.5 50
90 100 0 7 14.36 24.07 32.06 42.5 50
90 100 0 7 13.96 22.47 32.06 42.5 50
90 100 0 7 13.32 20.95 32.06 42.5 50
90 100 0 6.6 12.77 20.06 32.06 42.5 50
90 100 0 6.3 12.37 19.66 32.06 42.5 50
90 100 0 6 11.97 19.26 31.12 42.5 50
90 100 0 6 10.5 17.62 29.03 42.5 50
93.05 97 98 100 100
92.86 97 98 100 100
92.78 97 98 100 100
91.64 97 98 100 100
90.23 96.03 98 100 100
89.29 95.06 98 100 100
88.35 94.38 98 100 100
87.41 93.7 98 100 100
86.48 93.12 98 100 100
85.53 92.15 97.02 100 100
83.65 91.18 96.04 100 100
82.97 90.68 95.11 100 100

63 73 81 90 100
63 73 81 90 100
63 73 81 90 100
63 73 81 90 100
63 73 81 90 100
63 73 81 90 100
63 73 81 90 100
63 73 81 90 100
63 73 81 90 100
63 73 81 90 100
63 73 81 90 100
63 73 81 90 100
3D Scalar enabling updated 2013
To enable the extended scalar in your BIN (assuming you're not using a BIN with it already enabled) you first need and XDF tha
1. copy these values into "fuel scalar breakpoints" for bank 1 and two. There are multiple tables (1 and 2) for the scalar (and
2. Click the save icon for that table. This does not make perminant changes to the open BIN, just for your current session, yo
3. Modify "Fuel Scalar" tables (example tables below), emphasis on midrange where trims are highest
** I8A0S fuel scalar verified. IJE0S scalar from WedgePerformance, unverified but looks right (my car is MSD80)**

RPM Load **load breakpoints**

650 12 20 30 40 50 55 60 65
1000
1100
1200
1350
1500
1760
2000
2250
2500
2750
3000
3300
4000
5000
6000

**RPM breakpoints**

Generic extended scalars (use these in tables, make sure to set RPM/Load breakpoints first as described above, and to keep ba
Notes on extended scalar- Try to get trims (from a datalog) zero to slightly positive for cruise, and near zero at full boost. Adju
You'll find trims will vary more (increase) if boost is outside of the DME target (based on load), in this situation, increase th
Generic 3D scalars you can use to begin with:
Generic E20-30
1.12 1.12 1.12 1.12 1.12 1.12 1.13 1.14 1.14 1.14
1.12 1.12 1.13 1.12 1.13 1.14 1.16 1.18 1.18 1.18
1.12 1.12 1.13 1.12 1.13 1.15 1.17 1.18 1.18 1.18
1.13 1.14 1.13 1.13 1.14 1.15 1.17 1.17 1.18 1.17
1.13 1.14 1.13 1.13 1.15 1.17 1.17 1.17 1.17 1.17
1.13 1.13 1.12 1.13 1.16 1.18 1.18 1.18 1.17 1.17
1.13 1.12 1.12 1.14 1.16 1.17 1.17 1.16 1.16 1.16
1.12 1.12 1.12 1.13 1.15 1.15 1.14 1.14 1.14 1.16
1.13 1.12 1.12 1.13 1.15 1.15 1.15 1.15 1.15 1.15
1.13 1.13 1.12 1.14 1.15 1.15 1.15 1.15 1.15 1.15
1.13 1.12 1.13 1.15 1.15 1.15 1.15 1.15 1.15 1.15
1.12 1.12 1.13 1.15 1.15 1.15 1.15 1.15 1.15 1.14
1.12 1.12 1.13 1.15 1.15 1.15 1.15 1.15 1.15 1.14
1.13 1.13 1.13 1.13 1.13 1.13 1.13 1.13 1.13 1.13
1.12 1.12 1.12 1.12 1.12 1.12 1.12 1.12 1.12 1.12
1.12 1.12 1.12 1.12 1.12 1.12 1.12 1.12 1.12 1.12

Generic E30-40
1.22 1.22 1.22 1.22 1.22 1.22 1.23 1.24 1.24 1.24
1.22 1.22 1.23 1.22 1.23 1.24 1.26 1.29 1.29 1.29
1.22 1.22 1.23 1.22 1.23 1.25 1.28 1.29 1.29 1.29
1.23 1.24 1.23 1.23 1.24 1.25 1.28 1.28 1.29 1.28
1.23 1.24 1.23 1.23 1.25 1.28 1.28 1.28 1.28 1.28
 1.23 1.23 1.22 1.23 1.26 1.29 1.29 1.29 1.28 1.28
1.23 1.22 1.22 1.24 1.26 1.28 1.28 1.26 1.26 1.26
1.22 1.22 1.22 1.23 1.25 1.25 1.24 1.24 1.24 1.26
1.23 1.22 1.22 1.23 1.25 1.25 1.25 1.25 1.25 1.25
1.23 1.23 1.22 1.24 1.25 1.25 1.25 1.25 1.25 1.25
1.23 1.22 1.23 1.25 1.25 1.25 1.25 1.25 1.25 1.25
1.22 1.22 1.23 1.25 1.25 1.25 1.25 1.25 1.25 1.24
1.22 1.22 1.23 1.25 1.25 1.25 1.25 1.25 1.25 1.24
1.23 1.23 1.23 1.23 1.23 1.23 1.23 1.23 1.23 1.23
1.22 1.22 1.22 1.22 1.22 1.22 1.22 1.22 1.22 1.22
1.22 1.22 1.22 1.22 1.22 1.22 1.22 1.22 1.22 1.22

Generic E50
1.38 1.38 1.38 1.38 1.38 1.38 1.39 1.40 1.40 1.40
1.38 1.38 1.39 1.38 1.39 1.40 1.42 1.46 1.46 1.46
1.38 1.38 1.39 1.38 1.39 1.41 1.45 1.46 1.46 1.46
1.39 1.40 1.39 1.39 1.40 1.41 1.45 1.45 1.46 1.45
1.39 1.40 1.39 1.39 1.41 1.45 1.45 1.45 1.45 1.45
1.39 1.39 1.38 1.39 1.42 1.46 1.46 1.46 1.45 1.45
1.39 1.38 1.38 1.40 1.42 1.45 1.45 1.42 1.42 1.42
1.38 1.38 1.38 1.39 1.41 1.41 1.40 1.40 1.40 1.42
1.39 1.38 1.38 1.39 1.41 1.41 1.41 1.41 1.41 1.41
1.39 1.39 1.38 1.40 1.41 1.41 1.41 1.41 1.41 1.41
1.39 1.38 1.39 1.41 1.41 1.41 1.41 1.41 1.41 1.41
1.38 1.38 1.39 1.41 1.41 1.41 1.41 1.41 1.41 1.40
1.38 1.38 1.39 1.41 1.41 1.41 1.41 1.41 1.41 1.40
1.39 1.39 1.39 1.39 1.39 1.39 1.39 1.39 1.39 1.39
1.38 1.38 1.38 1.38 1.38 1.38 1.38 1.38 1.38 1.38
1.38 1.38 1.38 1.38 1.38 1.38 1.38 1.38 1.38 1.38

My pump gas scalar for catless/FBO cars

1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.01 1.01 1.01
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.01 1.01 1.01
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.01 1.01 1.02
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.01 1.01 1.02
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.01 1.01 1.02
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.01 1.01 1.03
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.01 1.01 1.03
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.01 1.01 1.03
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.01 1.01 1.02
 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.01 1.01 1.02
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.01 1.01 1.02
1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.01 1.01 1.02

I increase the scalar at higher loads/rpm even with pump because downpipes increase the VE of the engine, so the c
for low load JB4/procede backends, increase the scalar dramatically at the load cell below the highest target load
**** With JB4 you should increase the scalar especially in the midrange (3,000 RPM to 4,500RPM) and up to redl
My scalar for 50/50 mix (~E40-50)
1.25 1.25 1.25 1.25 1.25 1.25 1.25 1.25 1.26 1.26
1.25 1.25 1.25 1.25 1.25 1.25 1.25 1.25 1.26 1.26
1.26 1.26 1.26 1.26 1.27 1.27 1.28 1.28 1.28 1.28
1.26 1.26 1.26 1.26 1.27 1.27 1.28 1.28 1.28 1.28
1.26 1.26 1.26 1.26 1.27 1.27 1.28 1.28 1.29 1.29
1.26 1.26 1.26 1.26 1.27 1.27 1.28 1.28 1.29 1.29
1.27 1.27 1.27 1.27 1.29 1.29 1.31 1.32 1.34 1.35
1.27 1.27 1.27 1.27 1.29 1.29 1.31 1.32 1.34 1.35
1.28 1.28 1.28 1.28 1.30 1.30 1.33 1.34 1.38 1.38
1.31 1.31 1.31 1.32 1.33 1.34 1.37 1.39 1.41 1.41
1.33 1.33 1.33 1.34 1.35 1.36 1.40 1.42 1.43 1.44
1.31 1.31 1.31 1.32 1.33 1.34 1.38 1.39 1.40 1.41
1.31 1.31 1.31 1.32 1.33 1.34 1.39 1.39 1.40 1.40
1.31 1.31 1.31 1.32 1.33 1.34 1.39 1.40 1.40 1.40
1.28 1.28 1.28 1.28 1.30 1.33 1.36 1.37 1.38 1.38
1.27 1.28 1.28 1.28 1.32 1.28 1.28 1.28 1.28 1.28

I've found every car is VERY variable to what they need for a scalar vs the next guy. DATALOGS are your friend
ed) you first need and XDF that defines the memory locations (like included in this .zip)
s (1 and 2) for the scalar (and generally for many things), always verify if there are band 1/2 tables and make they MATCH
st for your current session, you must click File: "Save" or "Save As" to commit them to current BIN

y car is MSD80)**

70 75 80 90 120 140 160 180

escribed above, and to keep bank 1 and 2 exactly the same)

nd near zero at full boost. Adjust as necessary, small adjustments. Positive is OK, but you want trims flat as you can get them.
), in this situation, increase the scalar in the load/rpm boxes that you are exceeding DME target boost
 Notice the breakpoints are all here :-)

If you have been using a normal BIN, th

From Cobb: in my experience

1.13 1.12 1.15 1.17 1.16 1.16

1.16 1.14 1.16 1.17 1.16 1.15
1.17 1.14 1.16 1.17 1.15 1.15
1.16 1.15 1.16 1.16 1.15 1.15
1.16 1.15 1.16 1.16 1.15 1.15
1.16 1.17 1.15 1.15 1.14 1.14
1.17 1.19 1.15 1.14 1.14 1.13
1.17 1.19 1.16 1.14 1.14 1.14
1.16 1.17 1.15 1.14 1.13 1.13
1.15 1.16 1.14 1.14 1.14 1.13
1.15 1.15 1.15 1.16 1.16 1.17
1.14 1.15 1.15 1.16 1.17 1.17
1.14 1.14 1.15 1.16 1.17 1.17
1.13 1.13 1.13 1.13 1.14 1.14
1.12 1.12 1.12 1.12 1.12 1.12
1.12 1.12 1.12 1.12 1.12 1.12

1.23 1.22 1.25 1.28 1.26 1.26

1.26 1.24 1.26 1.28 1.26 1.25
1.28 1.24 1.26 1.28 1.25 1.25
1.26 1.25 1.26 1.26 1.25 1.25
1.26 1.25 1.26 1.26 1.25 1.25
1.26 1.28 1.25 1.25 1.24 1.24
1.28 1.30 1.25 1.24 1.24 1.23
1.28 1.30 1.26 1.24 1.24 1.24
1.26 1.28 1.25 1.24 1.23 1.23 Useful table for mixes maybe
1.25 1.26 1.24 1.24 1.24 1.23
1.25 1.25 1.25 1.26 1.26 1.28
1.24 1.25 1.25 1.26 1.28 1.28
1.24 1.24 1.25 1.26 1.28 1.28
1.23 1.23 1.23 1.23 1.24 1.24
1.22 1.22 1.22 1.22 1.22 1.22
1.22 1.22 1.22 1.22 1.22 1.22

1.39 1.38 1.41 1.45 1.42 1.42

1.42 1.40 1.42 1.45 1.42 1.41
1.45 1.40 1.42 1.45 1.41 1.41
1.42 1.41 1.42 1.42 1.41 1.41
1.42 1.41 1.42 1.42 1.41 1.41
1.42 1.45 1.41 1.41 1.40 1.40
1.45 1.47 1.41 1.40 1.40 1.39
1.45 1.47 1.42 1.40 1.40 1.40
1.42 1.45 1.41 1.40 1.39 1.39
1.41 1.42 1.40 1.40 1.40 1.39
1.41 1.41 1.41 1.42 1.42 1.45
1.40 1.41 1.41 1.42 1.45 1.45
1.40 1.40 1.41 1.42 1.45 1.45
1.39 1.39 1.39 1.39 1.40 1.40
1.38 1.38 1.38 1.38 1.38 1.38
1.38 1.38 1.38 1.38 1.38 1.38

1.00 1.00 1.00 1.00 1.00 1.00

1.00 1.00 1.00 1.00 1.00 1.00
1.00 1.00 1.00 1.00 1.00 1.00
1.01 1.01 1.01 1.01 1.01 1.01
1.01 1.01 1.02 1.02 1.02 1.03
1.02 1.02 1.02 1.03 1.03 1.03
1.02 1.03 1.03 1.03 1.03 1.03
1.02 1.03 1.03 1.03 1.03 1.03
1.03 1.03 1.03 1.04 1.04 1.04
1.04 1.04 1.04 1.04 1.04 1.05
1.04 1.04 1.04 1.04 1.05 1.06
1.04 1.04 1.05 1.05 1.06 1.07
1.03 1.04 1.05 1.06 1.07 1.06
 1.03 1.04 1.06 1.07 1.07 1.07
1.02 1.03 1.05 1.04 1.05 1.06
1.02 1.03 1.03 1.03 1.04 1.05

e the VE of the engine, so the car will need more fuel than it calculates to keep trims dead accurate. Necessary? No. OCD? Yes.
below the highest target load in the flash, this will give you more room for boost before maxing out trims.
to 4,500RPM) and up to redline if exceeding load target**** examples are for FLASH ONLY, you really need to datalog

1.26 1.26 1.26 1.26 1.26 1.26

1.26 1.26 1.26 1.26 1.27 1.27
1.28 1.28 1.28 1.28 1.29 1.29
1.28 1.28 1.28 1.28 1.30 1.30
1.29 1.29 1.29 1.29 1.31 1.31
1.29 1.29 1.29 1.29 1.32 1.32
1.35 1.36 1.37 1.38 1.42 1.43
1.36 1.36 1.37 1.38 1.42 1.44
1.39 1.40 1.41 1.42 1.44 1.46 Notice fuel trim increase where VE is highest
1.42 1.42 1.43 1.44 1.46 1.48
1.44 1.45 1.45 1.46 1.48 1.48
1.41 1.41 1.43 1.43 1.46 1.46
1.41 1.41 1.43 1.44 1.44 1.46
1.40 1.40 1.39 1.42 1.44 1.44 And fuel trim decrease when VE decreases
1.38 1.36 1.36 1.36 1.36 1.33
1.28 1.28 1.28 1.28 1.30 1.30 Sadly, we aren't the M3

ATALOGS are your friend

ke they MATCH

you can get them.

e breakpoints are all here :-)

e been using a normal BIN, this is the only box that will have a value initially

From Cobb: in my experience these are too low

Useful table for mixes maybe:
ry? No. OCD? Yes.

d to datalog

VE is highest
Updated 2013
AFR goodies:
Useful tips on AFR

GASOLINE AFR TO LAMBDA CALCULATOR (for posterity, it's not necessary for anyting really)
Table AFR 14.7 <--- MODIFY THIS VALUE… value used in TunerPro, scaled for GASOLINE
Lambda 1 <--- Lambda! YOU LOVE THIS NUMBER (but you don't really have to understand it)
E10 AFR 14.2 <--- For posterity, your actual AFR for US gas, in case you want to know
E85 AFR 9.765 <--- E85 AFR for posterity

Reading this table and using the calculator:

1. Don't understand Lambda? Out of the scope of
2. Try to stay as close to "max power rich" lambda
3. Richer = cooler
4. Cooler = safer
5. The car doesn't ALWAYS hit the target, so if you
**REMEMBER** TunerPro XDF is scaled for GASOL

FOR A RACING MAPS- damn near every relevant A

FOR ECONOMY MAPS- As close to max power lean

IF YOU GO LEANER THAN STOICH (14.7:1 afr), your

Only do this for low load situations. Misfires ar

More notes on AFR tuning- much is subject to debate between petrolheads

E10 max power rich is around 12.3 in the tunerpro table, but this may be unsafe due to heat… meaning you might m
Most will want to run richer, around 11.2 to 11.5 at high Load/RPM for safety here, but it's not ideal. If y

E85 max power rich AFR in TunerPro table scaling: 10.5 <----- THIS WOULD BE EPIC FOR COOLING, HORRIBLE FOR F
E85 max power lean AFR in TunerPro scaling: 12.6 <--- THIS IS AS LEAN AS YOU WANT TO GO ON E85 FOR PEAK PO

E50 happy place I've found to be around 12.2:1 to 12.5:1 for our cars, but I haven't gone much richer due to fuel sy

Keep both tables identical

My AFR table for pumpgas and stock cars with moderate lean cruise for cat protection, in case you aren't catless (seriously??)
14.901 14.901 14.901 14.901 14.901 14.901 14.901 14.901 14.700 14.700
14.901 14.901 14.901 14.901 14.901 14.901 14.901 14.901 14.700 14.700
14.901 14.901 14.901 14.901 14.901 14.901 14.901 14.901 14.700 14.700
14.901 14.901 14.901 14.901 14.901 14.901 14.901 14.901 14.700 14.700
14.901 14.901 14.901 14.901 14.901 14.901 14.901 14.901 14.700 14.700
15.001 15.001 15.001 15.001 15.001 15.001 15.001 14.901 14.700 14.700
15.001 15.001 15.001 15.001 15.001 15.001 15.001 14.901 14.700 14.671
15.001 15.001 15.001 15.001 15.001 15.001 15.001 14.901 14.700 14.671
15.001 15.001 15.001 15.001 15.001 15.001 14.901 14.370 14.671 14.671
15.001 15.001 15.001 14.901 14.901 14.901 14.901 14.671 14.671 14.398
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.524 14.276
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.341 13.796
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.521 14.086 13.458
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.223 13.774 13.171
14.671 14.671 14.671 14.671 14.671 14.671 14.449 14.119 13.559 12.956
14.671 14.671 14.671 14.671 14.671 14.671 14.373 13.975 13.343 12.740
14.535 14.535 14.535 14.535 14.535 14.535 14.154 13.749 13.128 12.525
14.312 14.312 14.312 14.312 14.312 14.312 13.936 13.526 12.984 12.310

Stock AFR table:

14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.398
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.524 14.276
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.341 13.796
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.521 14.086 13.458
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.223 13.774 13.171
14.671 14.671 14.671 14.671 14.671 14.671 14.449 14.119 13.559 12.956
14.671 14.671 14.671 14.671 14.671 14.671 14.373 13.975 13.343 12.740
14.535 14.535 14.535 14.535 14.535 14.535 14.154 13.749 13.128 12.525
14.312 14.312 14.312 14.312 14.312 14.312 13.936 13.526 12.984 12.310

JB4 PUMP table

14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.398
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.524 14.276
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.341 13.796
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.521 14.086 13.458
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.223 13.774 13.171
14.671 14.671 14.671 14.671 14.671 14.671 14.449 14.119 13.559 12.956
14.671 14.671 14.671 14.671 14.671 14.671 14.373 13.975 13.343 12.740
14.535 14.535 14.535 14.535 14.535 14.535 14.154 13.749 13.128 12.525
14.312 14.312 14.312 14.312 14.312 14.312 13.936 13.526 12.984 12.310

Shiv stage 1 AFR table (93 octane FBO):

14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.398
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.524 14.276
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.341 13.796
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.521 14.086 13.458
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.223 13.774 13.171
 14.671 14.671 14.671 14.671 14.671 14.671 14.449 14.119 13.559 12.956
14.671 14.671 14.671 14.671 14.671 14.671 14.373 13.975 13.343 12.740
14.535 14.535 14.535 14.535 14.535 14.535 14.154 13.749 13.128 12.525
14.312 14.312 14.312 14.312 14.312 14.312 13.936 13.526 12.984 12.310

JB4 E85 AFR table (This is probably my favorite AFR table from Terry)
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.126 14.126
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.083 14.083
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.083 14.083
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.305 14.305
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.090 14.090
14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.671 14.086 14.086
14.671 14.671 14.671 14.671 14.671 14.671 14.671 13.501 13.124 13.124
14.671 14.671 14.671 14.671 14.671 14.671 14.151 12.751 12.751 12.550
14.671 14.671 14.671 14.671 14.671 14.671 14.000 12.751 12.661 12.550
14.671 14.671 14.671 14.671 14.671 14.671 13.961 12.751 12.661 12.550
14.671 14.671 14.671 14.671 14.671 14.671 13.921 12.751 12.661 12.550
14.671 14.671 14.671 14.671 14.671 14.671 13.849 12.751 12.661 12.550
14.671 14.671 14.671 14.671 14.671 14.671 13.770 12.751 12.661 12.550
14.535 14.535 14.535 14.535 14.535 14.535 13.641 12.751 12.661 12.550
14.312 14.312 14.312 14.312 14.312 14.312 13.458 12.751 12.661 12.550

Personal E50+FBO+255 inline AFR curve

14.901 14.901 14.901 14.901 14.901 14.901 14.901 14.901 14.671 14.671
14.901 14.901 14.901 14.901 14.901 14.901 14.901 14.901 14.671 14.671
14.901 14.901 14.901 14.901 14.901 14.901 14.901 14.901 14.671 14.671
14.901 14.901 14.901 14.901 14.901 14.901 14.901 14.901 14.671 14.671
14.901 14.901 14.901 14.901 14.901 14.901 14.901 14.901 14.7 14.7
15.199 15.199 15.199 15.199 15.199 15.001 15.001 14.901 14.7 14.7
15.802 15.802 15.802 15.5 15.199 15.001 15.001 14.901 14.599 14.201
15.802 15.802 15.802 15.5 15.199 15.001 15.001 14.901 14.398 14.09
15.802 15.802 15.802 15.199 15.199 14.901 14.901 14.671 14.101 14.086
15.199 15.199 15.199 14.901 14.901 14.671 14.671 14.302 13.9 13.799
14.671 14.671 14.671 14.671 14.671 14.671 14.201 14.201 13.799 13.699
14.671 14.671 14.671 14.671 14.671 14.671 14.201 14.201 13.9 13.2
14.671 14.671 14.671 14.671 14.671 14.671 14.201 14 13.401 13.099
14.671 14.671 14.671 14.671 14.671 14.671 14.201 14 13.401 12.898
14.671 14.671 14.671 14.671 14.671 14.671 14.201 13.9 13.401 12.898
14.671 14.671 14.671 14.671 14.671 14.671 14.201 13.799 13.401 12.898
14.535 14.535 14.535 14.535 14.535 14.535 14 13.799 13.2 12.6
14.312 14.312 14.312 14.312 14.312 14.312 14 13.602 13.2 12.5
nd using the calculator:
Lambda? Out of the scope of this spreadsheet. Ignore it if you don't get it.
e to "max power rich" lambda/AFR as you can for your choice fuel, never go leaner than "max power lean" except for economy

WAYS hit the target, so if you target max lean, you'll most likely not always hit it and leave power on the table
nerPro XDF is scaled for GASOLINE

S- damn near every relevant AFR should be between max power rich and max power lean
S- As close to max power lean as you can get away with, leaner where you aren't concerned with racing, richer where safety is a concern

HAN STOICH (14.7:1 afr), your EGT will go up. NOx emissions will go up. Primary cats will not be happy with you. Gas companies will not
ow load situations. Misfires are common around 17:1, so don't push too far as there is fluctuation in AFR naturally, and EGR will effect this

to heat… meaning you might make more power with richer AFR targets to around 11.8 or 12.0, due to timing.
ety here, but it's not ideal. If you're in Arizona maybe you should go even richer like 11:1

OR COOLING, HORRIBLE FOR FUEL ECONOMY, AND OUR FUEL SYSTEM WOULD PROBABLY SHIT BRICKS
T TO GO ON E85 FOR PEAK POWER

one much richer due to fuel system limitations.

ou aren't catless (seriously??)
14.700 14.700 14.700 14.700 14.700 14.700 14.700
14.700 14.700 14.700 14.700 14.700 14.700 14.700
14.700 14.700 14.700 14.700 14.700 14.700 14.700
14.671 14.671 14.126 14.126 14.111 14.083 14.000
14.671 14.671 14.083 14.083 14.004 14.004 14.004
14.671 14.671 14.083 14.083 14.004 14.004 14.004 ** honestly I don't really run pump but if you have
14.671 14.528 14.305 14.305 13.788 13.358 13.358
14.671 14.528 14.090 14.090 13.932 13.501 13.501
14.671 14.524 14.086 14.086 13.523 12.496 12.496
14.079 13.785 13.124 13.124 12.787 12.496 12.496
13.595 13.121 11.725 11.725 11.398 11.398 11.398 * If you have 93/FMIC/Catless lean it out to 11.8 d
13.193 12.748 11.301 11.301 11.301 11.301 11.301
12.848 12.389 11.201 11.201 11.201 11.201 11.201
12.561 12.102 11.201 11.201 11.201 11.201 11.201
12.346 11.886 11.201 11.201 11.201 11.201 11.201
12.130 11.391 11.201 11.201 11.201 11.201 11.201
11.915 11.201 11.201 11.201 11.201 11.201 11.201
11.700 11.201 11.201 11.201 11.201 11.201 11.201

14.671 14.671 14.671 14.671 14.377 14.083 14.083

14.671 14.671 14.671 14.671 14.377 14.083 14.083
14.671 14.671 14.671 14.671 14.377 14.083 14.083
14.671 14.671 14.377 14.126 14.111 14.083 14.083
14.671 14.671 14.377 14.083 14.004 14.004 14.004
14.671 14.671 14.377 14.083 14.004 14.004 14.004
14.671 14.528 14.456 14.305 13.788 13.358 13.358
14.671 14.528 14.456 14.090 13.932 13.501 13.501
14.671 14.524 14.406 14.086 13.523 12.496 12.496
14.079 13.785 13.519 13.124 12.787 12.496 12.496
13.595 13.121 12.701 11.725 11.273 11.273 11.273
13.193 12.748 12.407 11.186 11.050 11.021 11.021
12.848 12.389 11.438 10.878 10.878 10.878 10.878
12.561 12.102 10.996 10.878 10.878 10.878 10.878
12.346 11.886 10.878 10.878 10.878 10.878 10.878
12.130 11.391 10.878 10.878 10.878 10.878 10.878
11.915 10.953 10.878 10.878 10.878 10.878 10.878
11.700 10.878 10.878 10.878 10.878 10.878 10.878

14.671 14.671 14.671 14.671 14.377 14.083 14.083

14.671 14.671 14.671 14.671 14.377 14.083 14.083
14.671 14.671 14.671 14.671 14.377 14.083 14.083
14.671 14.671 14.377 14.126 14.111 14.083 14.083
14.671 14.671 14.377 14.083 14.004 14.004 14.004
14.671 14.671 14.377 14.083 14.004 14.004 14.004
14.671 14.528 14.456 14.305 13.788 13.358 13.358
14.671 14.528 14.456 14.090 13.932 13.501 13.501
14.671 14.524 14.406 14.086 13.523 12.496 12.496
14.079 13.785 13.519 13.124 12.787 12.496 12.496
13.595 13.121 12.701 11.725 11.273 11.273 11.273
13.193 12.748 12.407 11.186 11.050 11.021 11.021
12.848 12.389 11.438 10.878 10.878 10.878 10.878
12.561 12.102 10.996 10.878 10.878 10.878 10.878
12.346 11.886 10.878 10.878 10.878 10.878 10.878
12.130 11.391 10.878 10.878 10.878 10.878 10.878
11.915 10.953 10.878 10.878 10.878 10.878 10.878
11.700 10.878 10.878 10.878 10.878 10.878 10.878

14.671 14.671 14.671 14.671 14.377 14.083 14.083

14.671 14.671 14.671 14.671 14.377 14.083 14.083
14.671 14.671 14.671 14.671 14.377 14.083 14.083
14.671 14.671 14.126 14.126 14.111 14.083 14.083
14.671 14.671 14.083 14.083 14.004 14.004 14.004
14.671 14.671 14.083 14.083 14.004 14.004 14.004
14.671 14.528 14.305 14.305 13.788 13.358 13.358
14.671 14.528 14.090 14.090 13.932 13.501 13.501
14.671 14.524 14.086 14.086 13.523 12.496 12.496
14.079 13.785 13.124 13.124 12.787 12.496 12.496
13.595 13.121 11.725 11.725 11.398 11.398 11.398
13.193 12.748 11.301 11.301 11.301 11.301 11.301 **I kinda agree for 91/Stock at this part vs JB4 bac
12.848 12.389 11.201 11.201 11.201 11.201 11.201
12.561 12.102 11.201 11.201 11.201 11.201 11.201
12.346 11.886 11.201 11.201 11.201 11.201 11.201
12.130 11.391 11.201 11.201 11.201 11.201 11.201
11.915 11.201 11.201 11.201 11.201 11.201 11.201
11.700 11.201 11.201 11.201 11.201 11.201 11.201

14.671 14.671 14.671 14.671 14.671 14.671 14.671

14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.126 14.126 14.126 14.126 14.126 14.126 14.126
14.083 14.083 14.083 14.083 14.083 14.083 14.083
14.083 14.083 14.083 14.083 14.083 14.083 14.083
14.305 14.305 14.305 14.305 14.305 14.305 14.305
14.090 14.090 14.090 14.090 14.090 14.090 14.090
14.086 14.086 14.086 14.086 14.086 14.086 14.086
13.124 13.124 13.124 13.124 13.124 13.124 13.124
12.550 12.550 12.550 12.550 12.550 12.550 12.550 **Targets so lean because LPFP and HPFP**
12.550 12.550 12.550 12.550 12.550 12.550 12.550
12.550 12.550 12.550 12.550 12.550 12.550 12.550
12.550 12.550 12.550 12.550 12.550 12.550 12.550
12.550 12.550 12.550 12.550 12.550 12.550 12.550
12.550 12.550 12.550 12.550 12.550 12.550 12.550
12.550 12.550 12.550 12.550 12.550 12.550 12.550
12.550 12.550 12.550 12.550 12.550 12.550 12.550

14.671 14.671 14.671 14.671 14.671 14.671 14.671

14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.671 14.671 14.671 14.671 14.671
14.671 14.671 14.126 14.126 14 14 14
14.7 14.09 14.09 14.09 14.09 14.09 14.09
14.7 14.09 14.09 14.09 14.09 14.09 14.09
14.201 14.09 14.09 14.09 13.9 13.591 13.591
14.09 14.09 14.09 13.9 13.401 13.2 13.099
14 13.799 13.602 13.9 12.6 12.6 12.5 *YMMV* and I change this more than a stripper ch
13.699 13.2 12.801 12.801 12.6 12.5 12.199
13.602 12.898 12.5 12.5 12.4 12.4 12.199
12.999 12.801 12.5 12.4 12.299 12.299 12.001
12.801 12.5 12.5 12.4 12.299 12.199 12.001
12.55 12.5 12.4 12.299 12.199 12.199 12.001
12.55 12.5 12.4 12.299 12.199 12.199 12.001
12.4 12.199 12.199 12.102 12.102 12.001 11.8
12.4 12.199 12.199 12.001 12.001 12.001 11.8
12.4 12.199 12.199 12.001 12.001 12.001 11.8
xcept for economy

her where safety is a concern

you. Gas companies will not be happy with you.

urally, and EGR will effect this as well
eally run pump but if you have 91 in arizona this is probably what you want to run**

C/Catless lean it out to 11.8 down here*

1/Stock at this part vs JB4 backend**
cause LPFP and HPFP**

ge this more than a stripper changes her pasties

Updated March 2016
These tables can be dangerous and are hard to guess without a dyno and many logs. SO DO NOT GUESS VALUES AND NO HU
Things that can affect spark advance tables GLOBALLY are fuel type and compression generally
E85- Ethanol has a slower flame speed than gasoline. On our motors it's not a huge deal, though.
Below 100 load generally- Leave 0-700 RPM stock or 0.5 more advance, then add in timing as RPM increa
Above 100 load generally- you will run more advance than race gas tunes, I like 10-11 degrees at spool, M

Race gas- The only part of the table you need concern yourself with is after 100 load. 9-10 degrees at spool with 12

Notes- Flame speed decreases on BOTH sides of stoich, so if you have lean cruise AFR's over 14.6:1 you can incr
If you have very rich AFR's you can sometimes increase timing in those cells depending on mods and con
After peak torque, slowly increase timing with RPM
Too little timing creates excess heat (no biggie, leaves via exhaust)
Too much timing (especially through the midrange) creates cracked ringlands and blown motors
Just right timing takes a Dyno and a long session, or you can aim at rational values and clean logs on the

Timing shenanigans, why are they LOWER at vaccu

A few example tables

Stock
5 5 5 5 5.5 7 9 0.5 -1.5 -3.5
10 10 10 10 10 10.5 12.5 3.5 1.5 -1
 14 14 14 14 14 14 14 7.5 4 2.5
17.5 17.5 17.5 17.5 17.5 18 16 9 8 7.5
9.5 11 20 21 18.5 18.5 16.5 11 11 10
10 16 26 28 28.5 26.5 19.5 13.5 13 12
16 21 30 30.5 30.5 30 23.5 15.5 14.5 13.5
16 22.5 34 34.5 35 34.5 25 17 16 13.5
16 23 34 36 35.5 34.5 25 17 15 13.5
16 23.5 34 36 37 34.5 25.5 17.5 15 14.5
16 23 34 36 37.5 33.5 25 18.5 16.5 15.5
17 25 34 34.5 34.5 33 25 19.5 17.5 16
19 27 32 32 31.5 31.5 26 21 18.5 16.5
21 30 31 31 30 29.5 26 22.5 19 16.5
21.5 30.5 33.5 33.5 30.5 29.5 25.5 22.5 18.5 16
22 31 35 35 28 25.5 24 21 17.5 14
22.5 31.5 35 35 28 26 24 21 17.5 14.5
22.5 31.5 35 35 29 26 24 21 18.5 15
23.5 32.5 35 35 30 27.5 25 22 19 16
24 33 35 35 31.5 28 23.5 21.5 18.5 15.5

JB4 pump (newer)

5 5 5 5 5.5 7 9 0.5 -1.5 -3.5
10 10 10 10 10 10.5 12.5 3.5 1.5 -1
14 14 14 14 14 14 14 7.5 4 2.5
17.5 17.5 17.5 17.5 17.5 18 16 9 8 7.5
9.5 11 20 21 18.5 18.5 16.5 11 11 10
9.5 15 25 27 27.5 26 19 13.5 13 12
15.5 20 29 29.5 29.5 29 22.5 15.5 14.5 13.5
16 21.5 32 32 33 33 24 17 16 13.5
16 22 32 34.5 34.5 33 24 17 15 13.5
16 22.5 31 34.5 36 33.5 24.5 17.5 15 14.5
16 23 34 36 37.5 33.5 25 18.5 16.5 15.5
17 25 34 34.5 34.5 33 25 19.5 17.5 16
19 27 32 32 31.5 31.5 26 21 18.5 16.5
21 30 31 31 30 29.5 26 22.5 19 16.5
21.5 30.5 33.5 33.5 30.5 29.5 25.5 22.5 18.5 16
22 31 35 35 28 25.5 24 21 17.5 14
22.5 31.5 35 35 28 26 24 21 17.5 14.5
22.5 31.5 35 35 29 26 24 21 18.5 15
23.5 32.5 35 35 30 27.5 25 22 19 16
24 33 35 35 31.5 28 23.5 21.5 18.5 15.5

My E85 (E50-E60) timing map

0 0 2 5 5.5 7 9 0.5 -1.5 -1.5
5 5 7 10 10 10.5 12.5 3.5 1.5 1
9 9 11 14 14 14 14 7.5 4 5.5
 13 15 17.5 17.5 17.5 18 16 9 9 11
18 20 20 21 18.5 18.5 16.5 11.5 12 10.5
23 25 25.5 27.5 28 26.5 19.5 14 14.5 12
24.5 29 29.5 30 30 29.5 23 16 15 13.5
27.5 32 32.5 32.5 33.5 33.5 24.5 17.5 17 14.5
27.5 32 32.5 35 35 33.5 24.5 17.5 15.5 14.5
26.5 31 31.5 35 36.5 34 25 18 15.5 14.5
33 37.5 37.5 36 37.5 33.5 25 18.5 16.5 14.5
28 30 34.5 34.5 34.5 33 25 19.5 17.5 14.5
25 30 32 32 31.5 31.5 26 21 18.5 14.5
23 30 31 31 30 29.5 26 22.5 19 14.5
23.5 30.5 33.5 33.5 30.5 29.5 25.5 22.5 18.5 14.5
24 31 35 35 28 25.5 24 21 17.5 14
24.5 31.5 35 35 28 26 24 21 17.5 14.5
24.5 31.5 35 35 29 26 24 21 18.5 15
25.5 32.5 35 35 30 27.5 25 22 19 15.5
26 33 35 35 31.5 28 23.5 21.5 18.5 15.5

IAT tables

Notes on this table- you can modify it if you are using a strong mix of E85, or just make it weaker (numbers closer to zero)
Some example tables to see there's many different ways to do it.
Stock corection factor Stock total correction
0 0 0 0 0 0 0 -7.5 -6
 0 0 0 0 0.05 0.201 0 -7.5 -6.5
0 0 0 0.181 0.301 0.522 0 -4 -4
0 0.1 0.251 0.351 0.401 0.602 0 -5.5 -3.5
0 0.15 0.301 0.401 0.502 0.652 0 -8 -4
0 0.251 0.401 0.502 0.602 0.702 0 -7.5 -2
0 -6 -4
0 -5.5 -5

JB4 Pump correction factor JB4 Pump total correction

0 0 0.15 0.4 0.5 0.75 0 -7.5 -6
0 0 0.15 0.4 0.5 0.75 0 -7.5 -6.5
0 0 0.15 0.4 0.5 0.75 0 -4 -4
0 0 0.15 0.4 0.5 0.75 0 -5.5 -3.5
0 0 0.15 0.4 0.5 0.75 0 -8 -4
0 0 0.15 0.4 0.5 0.75 0 -7.5 -2
0 -6 -4
0 -5.5 -5

My E85 correction factor My E60 total correection (same as stock)

0 0 0 0 0 0 0 -7.5 -6
0 0 0 0 0 0 0 -7.5 -6.5
0 0 0 0 0.1 0.25 0 -4 -4
0 0 0 0.1 0.1 0.25 0 -5.5 -3.5
0 0 0 0.1 0.2 0.4 0 -8 -4
0 0 0 0.1 0.2 0.4 0 -7.5 -2
0 -6 -4
0 -5.5 -5
*in progress*
If you wire in a switched resistor to your IAT sensor, you can setup antilag. JB4 is doing this now as well.
You want to create an IAT timing table that removes all of your base timing (10-12 degrees usually) at very low reported temp
Best way to set this up is to creat a static total correction, and use the correction factor to dynamically vary timing. Necessary
MAKE SURE TO CHANGE THE BREAKPOINTS ON THE IAT CORRECTION FACTOR TABLE SO THE FIRST COLUMN IS MUCH COLDER

ANTILAG correction factor with some E85 mix ANTILAG total correction
1 0 0 0 0 0 -10 -10 -10
1 0 0 0 0 0 -10 -10 -10
1 0 0 0 0.1 0.25 -10 -10 -10
1 0 0 0 0.1 0.25 -10 -10 -10
1 0 0 0 0.2 0.4 -10 -10 -10
1 0 0 0 0.2 0.4 -10 -10 -10
-10 -10 -10
antilag cells in yellow, make sure IAT sensor reports lower than this -10 -10 -10
You may have difficulty in very cold climates, if it actually gets this cold
OT GUESS VALUES AND NO HUGE CHANGES!!! Small changes to advance tables based on logs is key.

eal, though.
en add in timing as RPM increases if you'd like up to around 2 degrees.
I like 10-11 degrees at spool, MBT on 100% E85 is around 14 degrees, 13.5 for E50-E60

9-10 degrees at spool with 12.5 degrees up top works well.

AFR's over 14.6:1 you can increase timing slightly in those cells (works well with E85)
s depending on mods and conditions. It's a balance as to what will give you the most power, AFR vs timing, decide on a dyno.

nds and blown motors

l values and clean logs on the road.

Most critical part of the timin

why are they LOWER at vaccuum? Because, BMW. No good reason IMO.

-5.5 -6.5 -7 -7.5 -7.5 -7.5

-3.5 -5.5 -6.5 -7.5 -7.5 -7.5
 0.5 -2.5 -3.5 -5 -5 -5
5.5 2.5 1.5 0 0 -3.5
8 4.5 3 1.5 1.5 -1.5
10 6 4.5 3 3 -0.5
12.5 8.5 6.5 4.5 3.5 0
13.5 10.5 7.5 6.5 5.5 1.5
13.5 10.5 7.5 6.5 5.5 2
14 13 8 8 6 4
15.5 14.5 10.5 8.5 7 4
14 12 10 8 7 4.5
12.5 10.5 9.5 8.5 7 4.5
13 11 10 8.5 7.5 5.5
14 11.5 10.5 10 9 6
12.5 11.5 11 10.5 9.5 7
13 12 11 10.5 9.5 7
13.5 12 11.5 11 10 7.5
14 12 11.5 11 10 7.5
14 12 11.5 11 10 7.5

-5.5 -6.5 -7 -8 -9 -7.5

-3.5 -5.5 -6.5 -8 -9 -7.5
0.5 -2.5 -3.5 -5.5 -6.5 -5
5.5 2.5 1.5 -0.5 -1.5 -3.5
8 4.5 3 1 0 -1.5
10 6 4.5 2.5 1.5 -0.5
12.5 8.5 6.5 4 2 0
13.5 10.5 7.5 4.5 2.5 1.5
13.5 10.5 7.5 4.5 2.5 2
14 13 7.5 4.5 3 3
15.5 14.5 7.5 5.5 3.5 3
14 12 8 6.5 4 4
12.5 10.5 9.5 7.5 5 4.5
13 11 10 8 6 5.5
14 11.5 10 9.5 7.5 6
12.5 11.5 10 9.5 8 7
12.5 11.5 10 9.5 8 7
12.5 11.5 10 9.5 8.5 7.5
12.5 11.5 10 9.5 8.5 7.5
12.5 11.5 10 9.5 8.5 7.5

-2 -2 -2 -3 -4 -4.5
0.5 0 0 -1 -2 -2.5
4 4 4 3 2 1.5
 9 9 9 8 5 3
10.5 10 10 9.5 6.5 4.5
12 12 10 9.5 9 6.5
13.5 13 10.5 10 8.5 7.5
14.5 13 10.5 10 9 9
14.5 13 11 11 10.5 9.5
14.5 13 11.5 11.5 11.5 10
14.5 13 12.5 12 11.5 11
14.5 13 12.5 12.5 12 12
14.5 14 13.5 13 12.5 12
14.5 14 13.5 13 12.5 12.5
14.5 14 13.5 13 12.5 12.5
14 14.5 14 13.5 12.5 12.5
14.5 15 14 13.5 13 12.5
15 15 14 13.5 13 12.5
15.5 15 14.5 13.5 13 12.5
15.5 15 14.5 13.5 13 13

r (numbers closer to zero)

-7 -7 -7
 -7 -6.5 -7
-5 -7.5 -8
-2.5 -3 -3
-2.5 -3.5 -4
-4.5 -5 -4.5
-4 -4.5 -4.5
-5.5 -7 -7.5

-7 -7 -7
-7 -6.5 -7
-5 -7.5 -8
-2.5 -3 -3
-4 -5 -5
-4 -5 -5
-5 -6 -6
-6 -7.5 -7.5

ction (same as stock)

-7 -7 -7
-7 -6.5 -7
-5 -7.5 -8
-2.5 -3 -3
-2.5 -3.5 -4
-4.5 -5 -4.5
-4 -4.5 -4.5
-5.5 -7 -7.5

lly) at very low reported temperatures

mically vary timing. Necessary since load will vary.
ST COLUMN IS MUCH COLDER (based upon the resistor you use for flash only)

-10 -10 -10

-10 -10 -10
-10 -10 -10
-10 -10 -10
-10 -10 -10
-10 -10 -10
-10 -10 -10
-10 -10 -10
decide on a dyno.

Most critical part of the timing table

Updated March 2016
Vanos
These settings control cam angle relative to TDC. It's like super German VTEC, 'yo. Some notes on how to adjust things:

Exhaust cam range of adjustment 80-135 degrees BTDC

Raise the exhaust cam value (advancing cam), opens the exhaust valve earlier(measured BTDC) and reduces
This move increases cylinder pressure and engine vaccuum in some cases, reduce EGR effect etc with less effect on
Lower the exhaust cam value (retarding cam), open the exhaust valve later, which increases overlap (since
This move can decrease cylinder pressure in some cases (known as dynamic compression), can increase EGR effect

Intake cam range of adjustment 70-125 ATDC

Raise the intake cam value (retards cam), opens the valve later and reduces overlap (measured ATDC, valu
Good for top end power (can increase cylinder fill due to speed of incomming air at high RPM)
Lower the intake cam number (advancing cam), opens the intake valve earlier (increase overlap, increase cy
Good for low end power (increases cylinder fill when piston/air speed is slower and back pressure is lower, helps th
TLDR- LOWER values in tables INCREASE overlap, HIGHER values in tables DECREASE overla

If you want to understand more read this part, if not just skip to the tables:

This image is for a Chevy, but it illustrat

DC
De
gre s BT I drew in a line for TDC, notice measurm
e
es
ATD gre
C De

Notes on overlap and EGR: Anywhere you see a low lobe separation value will have a strong EGR effect due to
If you would like to toy with removing it, adjust the values in the EC and IC tables however you'd like to get the

A note on dynamic compression- you can adjust the compression of the motor with cam timing. This means, you can prevent
Calculating Lobe Separation Angle to guestimate relative overlap-
Lobe separation angle (refer to above picture) tells you how far apart the two valve events are in crank degrees. Th
Lots of overlap (small LSA) leads to an EGR effect as exhaust gasses will escape into the intake manifold. This cont
Lots of overlap also decreases dynamic compression, meaning when you are off the gas or at low throttle, the eng
Fast naturally aspirated Chevy's with big cams have lots of overlap, since they can't adjust the LSA on a single cam

Stock table values provided but these cells are editable so feel free to copy/paste or modify to calculate alternate LSA values b
EDITABLE Exhaust warm (centerline) paste in your values or modify this stock table
16 18 24 30 40 60 75 100 115
500 132 130.4 127.2 122.4 115.2 95.2 95.2 109.6 109.6
800 130.4 128.8 124.8 117.6 107.2 92.8 95.2 104.8 109.6
1000 130.4 121.6 115.2 111.2 104 92.8 95.2 103.2 109.6
1250 130.4 119.2 113.6 108 100 92 95.2 103.2 109.6
1500 130.4 110.4 100 96.8 87.2 90.4 97.6 103.2 109.6
1750 120 104.8 96.8 93.6 86.4 91.2 99.2 103.2 109.6
2000 113.6 100.8 95.2 91.2 84.8 91.2 100.8 103.2 109.6
2500 110.4 100 92 85.6 84.8 91.2 103.2 103.2 109.6
2750 110.4 100 92 85.6 84.8 95.2 103.2 103.2 105.6
3000 110.4 100 92 85.6 84.8 95.2 109.6 103.2 100
3500 110.4 98.4 92 84.8 84.8 97.6 113.6 112 110.4
4000 110.4 95.2 89.6 84.8 84.8 99.2 116 115.2 115.2
4500 110.4 95.2 89.6 84.8 84.8 99.2 116 115.2 115.2
5000 110.4 95.2 89.6 84.8 84.8 99.2 115.2 115.2 112
5500 110.4 95.2 89.6 84.8 84.8 99.2 115.2 115.2 109.6
6000 110.4 95.2 89.6 84.8 84.8 99.2 115.2 115.2 109.6
 Output Lobe separation an
16 18
500 128.8 128
800 128 127.2
1000 128 123.6
1250 128 122.4
1500 128 114.4
1750 120 108
2000 115.6 104.4
2500 113.2 103.2
2750 112.8 103.2
3000 112.8 103.2
3500 112.8 101.2
4000 110.4 96.8
4500 112.8 102.8
5000 112.8 101.6
5500 108.8 100
6000 108.8 94

Cobb VANOS settings. For those running exceptionally high WGDC/backpressure, add in more LSA up top by increasing numbe
Exhaust warm
132 130.4 127.2 122.4 115.2 85.6 85.6 95.2 100
130.4 128.8 124.8 117.6 107.2 84 85.6 95.2 100
130.4 121.6 115.2 111.2 104 84 85.6 95.2 100
130.4 119.2 113.6 108 100 83.2 88.8 95.2 100
130.4 110.4 100 96.8 87.2 82.4 90.4 96 100
120 104.8 96.8 93.6 86.4 82.4 92 96.8 100
113.6 100.8 95.2 91.2 84.8 91.2 95.2 98.4 100
110.4 100 92 85.6 84.8 91.2 96 98.4 100
110.4 100 92 85.6 84.8 95.2 96.8 103.2 100
110.4 100 92 85.6 84.8 95.2 98.4 106.4 106.4
110.4 98.4 92 84.8 84.8 97.6 100.8 106.4 109.6
110.4 95.2 89.6 84.8 84.8 99.2 101.6 106.4 109.6
110.4 95.2 89.6 84.8 84.8 99.2 101.6 106.4 109.6
110.4 95.2 89.6 84.8 84.8 99.2 101.6 106.4 109.6
110.4 95.2 89.6 84.8 84.8 99.2 101.6 106.4 109.6
110.4 95.2 89.6 84.8 84.8 99.2 101.6 106.4 109.6

EGR reduced example:

Cobb VANOS with decreased EGR and increased engine braking
Exhaust warm (centerline)
16 18 24 30 40 60 75 100 115
132 130.4 127.2 122.4 115.2 98.4 85.6 95.2 100
130.4 128.8 124.8 117.6 107.2 98.4 85.6 95.2 100
 130.4 121.6 115.2 111.2 104 98.4 85.6 95.2 100
130.4 119.2 113.6 108 100 98.4 88.8 95.2 100
130.4 110.4 100 98.4 98.4 98.4 90.4 96 100
130.4 104.8 98.4 98.4 98.4 98.4 92 96.8 100
130.4 100.8 98.4 98.4 98.4 98.4 95.2 98.4 100
130.4 100 98.4 98.4 98.4 98.4 96 98.4 100
130.4 100 98.4 98.4 98.4 98.4 96.8 103.2 100
130.4 100 98.4 98.4 98.4 98.4 98.4 106.4 106.4
130.4 100 92 95.2 98.4 98.4 100.8 106.4 109.6
130.4 100 89.6 95.2 98.4 98.4 101.6 106.4 109.6
130.4 100 89.6 95.2 98.4 98.4 101.6 106.4 109.6
130.4 100 89.6 95.2 98.4 98.4 101.6 106.4 109.6
130.4 100 89.6 95.2 98.4 98.4 101.6 106.4 109.6
130.4 100 89.6 95.2 98.4 98.4 101.6 106.4 109.6

Some VANOS I like for stock turbo's with E85, all the bolt-ons and high boost. Side note- Please leave spool mode on.
Exhaust
132 130.4 127.2 122.4 115.2 85.6 85.6 93.6 93.6
130.4 128.8 124.8 117.6 107.2 84 85.6 93.6 93.6
130.4 121.6 115.2 111.2 104 84 85.6 93.6 93.6
130.4 119.2 113.6 108 100 83.2 85.6 87.2 87.2
130.4 110.4 100 96.8 87.2 82.4 88 87.2 87.2
120 104.8 96.8 93.6 86.4 82.4 89.6 87.2 87.2
113.6 100.8 95.2 91.2 84.8 91.2 93.6 87.2 87.2
110.4 100 92 85.6 84.8 91.2 96 90.4 90.4
110.4 100 92 85.6 84.8 95.2 96.8 103.2 100
110.4 100 92 85.6 84.8 95.2 98.4 106.4 106.4
110.4 98.4 92 84.8 84.8 97.6 100.8 106.4 109.6
110.4 95.2 89.6 84.8 84.8 99.2 101.6 106.4 109.6
110.4 95.2 89.6 84.8 84.8 99.2 101.6 106.4 109.6
110.4 95.2 89.6 84.8 84.8 99.2 101.6 106.4 109.6
110.4 95.2 89.6 84.8 84.8 99.2 101.6 106.4 109.6
110.4 95.2 89.6 84.8 84.8 99.2 101.6 106.4 109.6
on how to adjust things:

sured BTDC) and reduces overlap.

R effect etc with less effect on power than changes to the intake cam.
ncreases overlap (since it will close later too, when the intake valve is likely to be opening)
sion), can increase EGR effect

ap (measured ATDC, value is gap from centerline value which for exhuast is AFTER top dead center)

ease overlap, increase cylinder pressure at low RPM)

ack pressure is lower, helps the engine gobble more air down low)
ables DECREASE overlap. Overlap = good for spool/low back pressure, bad for lots of back pressure.

e is for a Chevy, but it illustrates the concept well. We simply separate intake/exhaust onto separate camshafts.

a line for TDC, notice measurments are in relation to this line (in a nut shell), either Before Top Dead Center (BTDC, exhaust) or After Top D

a strong EGR effect due to lots of overlap. This is expected at partial loads, which proves true (highlighted in RED).
wever you'd like to get the calculated LSA value higher, definitely over 90, higher still if you'd like to reduce it even more.

This means, you can prevent knock (to an extent) by adding in overlap in some situations. This gets tricky, however, due to thermal mana
vents are in crank degrees. The smaller the LSA value, the closer the events are to each other. Get them close enough and you have lots
the intake manifold. This contributes to carbon buildup, but also fills the cylinder with inert gas and improves fuel economy by decreasing
gas or at low throttle, the engine will not engine brake as hard, allowing you to coast in gear farther.
adjust the LSA on a single cam, this leads to a "lopey" idle. BMW's have silky smooth idle due to high LSA values at idle

alculate alternate LSA values below

EDITABLE Intake warm (centerline) paste in your values or modify this stock table
125 150 170 16 18 24 30 40 60
109.6 109.6 109.6 125.6 125.6 124 120 111.2 85.6
109.6 109.6 109.6 125.6 125.6 124 118.4 111.2 85.6
109.6 109.6 109.6 125.6 125.6 121.6 115.2 100 78.4
109.6 109.6 109.6 125.6 125.6 120 114.4 99.2 77.6
109.6 109.6 109.6 125.6 118.4 107.2 100.8 92.8 76.8
109.6 109.6 109.6 120 111.2 105.6 99.2 88.8 76.8
109.6 109.6 109.6 117.6 108 103.2 97.6 80.8 72
109.6 109.6 109.6 116 106.4 102.4 92.8 77.6 72.8
105.6 104.8 104.8 115.2 106.4 99.2 92.8 76 74.4
100 98.4 98.4 115.2 106.4 99.2 92.8 75.2 76
104.8 103.2 103.2 115.2 104 92.8 83.2 74.4 76
115.2 112 112.8 110.4 98.4 90.4 79.2 72 74.4
112 112 112.8 115.2 110.4 97.6 86.4 72 74.4
112 112 112 115.2 108 97.6 86.4 72 74.4
109.6 110.4 112 107.2 104.8 89.6 80.8 72 74.4
109.6 110.4 112 107.2 92.8 82.4 77.6 72.8 76.8
 Output Lobe separation angle (EC + IC) / 2
24 30 40 60 75 100 115 125 150 170
125.6 121.2 113.2 90.4 90 100 102 102 102 102
124.4 118 109.2 89.2 90 97.6 102 102 102 102
118.4 113.2 102 85.6 86.4 95.2 102 102 102 102
116.8 111.2 99.6 84.8 84 95.2 102 102 102 102
103.6 98.8 90 83.6 85.2 95.2 103.2 103.2 103.2 103.2
101.2 96.4 87.6 84 86 95.2 104.4 104.4 104.4 104.4
99.2 94.4 82.8 81.6 86.8 95.2 104.4 104.4 104.4 104.4
97.2 89.2 81.2 82 91.6 94 102 102 102 102
95.6 89.2 80.4 84.8 94 94 97.6 97.6 97.2 97.2
95.6 89.2 80 85.6 97.2 94 92.4 92.4 91.6 91.6
92.4 84 79.6 86.8 99.2 98.4 97.6 96 95.2 95.2
90 82 78.4 86.8 100.4 101.2 101.2 101.2 101.2 101.6
93.6 85.6 78.4 86.8 100 102.8 102.8 103.6 105.2 105.6
93.6 85.6 78.4 86.8 99.6 102.8 102 105.2 108.8 110.4
89.6 82.8 78.4 86.8 102 106.8 104.8 108.4 108.8 110.4
86 81.2 78.8 88 102 106.8 106.4 110 110.4 112

SA up top by increasing numbers at high load/max RPM.

Intake warm
100 100 100 124.8 124.8 124 120 111.2 85.6
100 100 100 124.8 124.8 124 117.6 111.2 85.6
100 100 100 124.8 124.8 122.4 115.2 100 79.2
100 100 100 124.8 124.8 120 114.4 99.2 77.6
100 100 100 124.8 117.6 107.2 109.6 92.8 76.8
100 100 100 120 111.2 104 99.2 88 76.8
100 100 100 117.6 108 101.6 98.4 80 72
100 100 100 116 106.4 99.2 92.8 77.6 74.4
100 100 100 115.2 106.4 99.2 92.8 76 75.2
106.4 106.4 106.4 115.2 106.4 92.8 92.8 75.2 75.2
109.6 109.6 109.6 115.2 104 90.4 84 74.4 75.2
109.6 109.6 109.6 109.6 98.4 98.4 79.2 72 75.2
109.6 109.6 109.6 115.2 109.6 98.4 85.6 72 75.2
109.6 109.6 109.6 115.2 108 98.4 85.6 72 75.2
109.6 109.6 109.6 107.2 104.8 88.8 80 72 75.2
109.6 109.6 109.6 107.2 92 82.4 77.6 72.8 76

Intake warm (centerline)

125 150 170 16 18 24 30 40 60
100 100 100 124.8 124.8 124 120 111.2 85.6
100 100 100 124.8 124.8 124 117.6 111.2 85.6
 100 100 100 124.8 124.8 122.4 115.2 100 80
100 100 100 124.8 124.8 120 114.4 99.2 80
100 100 100 124.8 117.6 107.2 109.6 92.8 80
100 100 100 124.8 111.2 104 99.2 92.8 80
100 100 100 124.8 108 101.6 98.4 92.8 80
100 100 100 124.8 106.4 99.2 92.8 92.8 80
100 100 100 124.8 106.4 99.2 92.8 92.8 80
106.4 106.4 106.4 124.8 106.4 92.8 92.8 92.8 79.2
109.6 109.6 109.6 124.8 109.6 90.4 84 74.4 75.2
109.6 109.6 109.6 124.8 109.6 98.4 79.2 72 75.2
109.6 109.6 109.6 124.8 109.6 98.4 85.6 72 75.2
109.6 109.6 109.6 124.8 109.6 98.4 85.6 72 75.2
109.6 109.6 109.6 124.8 109.6 88.8 80 72 75.2
109.6 109.6 109.6 124.8 109.6 82.4 77.6 72.8 76

leave spool mode on.

Intake
93.6 96 99.2 124.8 124.8 124 120 111.2 85.6
93.6 96 99.2 124.8 124.8 124 117.6 111.2 85.6
93.6 96 99.2 124.8 124.8 122.4 115.2 100 79.2
87.2 90.4 99.2 124.8 124.8 120 114.4 99.2 77.6
87.2 90.4 99.2 124.8 117.6 107.2 109.6 92.8 76.8
87.2 90.4 99.2 120 111.2 104 99.2 88 69.6
87.2 90.4 99.2 117.6 108 101.6 97.6 80 69.6
90.4 100 100 116 106.4 99.2 92.8 77.6 69.6
100 100 100 115.2 106.4 99.2 92.8 76 69.6
106.4 106.4 106.4 115.2 106.4 92.8 92.8 75.2 72
109.6 109.6 108 115.2 104 90.4 84 74.4 74.4
109.6 109.6 108 109.6 101.6 98.4 79.2 72 74.4
109.6 109.6 109.6 115.2 109.6 98.4 85.6 72 74.4
109.6 112 112 115.2 108 98.4 85.6 72 75.2
109.6 112 112 107.2 104.8 88.8 80 72 75.2
109.6 112 112 107.2 92 82.4 77.6 72.8 76
dead center)

ots of back pressure.

(BTDC, exhaust) or After Top Dead Center (ATDC, intake)

highlighted in RED).
ke to reduce it even more.

however, due to thermal management of the exhaust gases.

ose enough and you have lots of overlap.
es fuel economy by decreasing engine displacement.

alues or modify this stock table

75 100 115 125 150 170
84.8 90.4 94.4 94.4 94.4 94.4
84.8 90.4 94.4 94.4 94.4 94.4
77.6 87.2 94.4 94.4 94.4 94.4
72.8 87.2 94.4 94.4 94.4 94.4
72.8 87.2 96.8 96.8 96.8 96.8
72.8 87.2 99.2 99.2 99.2 99.2
72.8 87.2 99.2 99.2 99.2 99.2
80 84.8 94.4 94.4 94.4 94.4
84.8 84.8 89.6 89.6 89.6 89.6
84.8 84.8 84.8 84.8 84.8 84.8
84.8 84.8 84.8 87.2 87.2 87.2
84.8 87.2 87.2 87.2 90.4 90.4
84 90.4 90.4 95.2 98.4 98.4
84 90.4 92 98.4 105.6 108.8
88.8 98.4 100 107.2 107.2 108.8
88.8 98.4 103.2 110.4 110.4 112
RED denotes area's with most EGR
Green denotes area's of high LSA to preserve smooth idle

84.8 90.4 87.2 87.2 87.2 87.2

84.8 90.4 87.2 87.2 87.2 87.2
77.6 87.2 87.2 87.2 87.2 87.2
72.8 87.2 87.2 87.2 87.2 87.2
72.8 87.2 87.2 87.2 87.2 87.2
72.8 87.2 87.2 87.2 87.2 87.2
72.8 87.2 87.2 87.2 87.2 87.2
80 84.8 87.2 87.2 87.2 87.2
84.8 84.8 88 90.4 93.6 95.2
84.8 84.8 88.8 92.8 101.6 103.2
84.8 84.8 90.4 98.4 107.2 108.8
84.8 87.2 90.4 99.2 108 109.6
84 90.4 90.4 103.2 109.6 112
84 90.4 92 103.2 111.2 112.8
88 98.4 100 112.8 112 115.2
88 98.4 103.2 115.2 115.2 116.8

75 100 115 125 150 170

84.8 90.4 87.2 87.2 87.2 87.2
84.8 90.4 87.2 87.2 87.2 87.2
77.6 87.2 87.2 87.2 87.2 87.2
72.8 87.2 87.2 87.2 87.2 87.2
72.8 87.2 87.2 87.2 87.2 87.2
72.8 87.2 87.2 87.2 87.2 87.2
72.8 87.2 87.2 87.2 87.2 87.2
80 84.8 87.2 87.2 87.2 87.2
84.8 84.8 88 90.4 93.6 95.2
84.8 84.8 88.8 92.8 101.6 103.2
84.8 84.8 90.4 98.4 107.2 108.8
84.8 87.2 90.4 99.2 108 109.6
84 90.4 90.4 103.2 109.6 112
84 90.4 92 103.2 111.2 112.8
88 98.4 100 112.8 112 115.2
88 98.4 103.2 115.2 115.2 116.8

84.8 90.4 87.2 87.2 87.2 87.2

84.8 90.4 87.2 87.2 87.2 87.2
77.6 77.6 77.6 77.6 77.6 87.2
72.8 75.2 75.2 75.2 77.6 87.2
69.6 75.2 75.2 75.2 77.6 87.2
68 75.2 75.2 75.2 77.6 87.2
68 72 75.2 75.2 77.6 87.2
68 72 80 80 80 89.6
69.6 84 84.8 84.8 88 89.6
72 84.8 84.8 88 88 98.4
75.2 84.8 84.8 87.2 98.4 104.8
77.6 87.2 87.2 95.2 104.8 108
80 90.4 90.4 98.4 109.6 112
84 90.4 92 103.2 112 114.4
88 98.4 100 112.8 115.2 117.6
88 98.4 103.2 115.2 117.6 119.2