ERM Performance Tuning Pricing and Order Form

See Tutorial Tab below for sample of accompaning Learning book and video's
Customer Name: Date:
Address: Doc No.:PROP
e-mailaddress and phone number:
Vehicle:
Misc:

Customer Approval

Customer is responsible to download TeamViewer11 software from the internet and have running 10 mins before each session and please email ID and Password to C5edstoy@aol.com. This program supports VoIP audio
and data so please make sure your microphone/speaker is working. A headset is recommended due to the excessive noise in many of the vehicles we tune. It is the customers responsibility to book their time slots via
https://ermperformancetuning.youcanbook.me/

Service Qty Unit Price Extended Description/Explanation

HP Tuners VCM Suite Pro MPVI with 8 Credits Includes complimentary 2 hour interactive setup/training ($90 value) , 8 credits (enough to tune 4 cars), interface connector for 4
external analog interfaces (Wideband, Fuel Preswsure sensor etc) and Stand alone logging (no lap top required)

GM $ 649.00 $ - Add $15 for shipping

Ford $ 649.00 $ - Add $15 for shipping
Dodge $ 649.00 $ - Add $15 for shipping

HP Tuners VCM Suite Standard MPVI with 8 Credits Same as Pro version except no Analog Interface connector or Stand Alone logging
GM $ 499.00 $ - Add $15 for shipping
Ford $ 499.00 $ - Add $15 for shipping
Dodge $ 499.00 $ - Add $15 for shipping

HP Tuners Credits License (Qty 1-99) Enter MPVI Serial Number ------ _________________________________
GM $ 44.99 $ -
Ford $ 44.99 $ - Retail Price $49.99
Dodge $ 44.99 $ -

HP Tuners Credits License (Qty 100-149) Enter MPVI Serial Number ------ _________________________________
GM $ 34.99 $ -
Ford $ 34.99 $ - Retail Price $38.99
Dodge $ 34.99 $ -

HP Tuners Credits License (Qty 150-199) Enter MPVI Serial Number ------ _________________________________
GM $ 31.99 $ -
Ford $ 31.99 $ - Retail Price $35.99
Dodge $ 31.99 $ -

HP Tuners Credits License (Qty 200+) Enter MPVI Serial Number ------ _________________________________
GM $ 26.99 $ -
Ford $ 26.99 $ - Retail Price $30.99
Dodge $ 26.99 $ -

HP Tuners/EFI Live one-on-one. interactive Training (pricing is per hour; insert number of hours desired) -- Download of Teamviewer11 application required
1-4 hrs $ 45.00 $ - The use and understanding of the 2 Tuning Software packages include a detailed walk through of the tables and operation. Strong content
5-9 hrs $ 40.00 $ - slated on HP Tuners Version 3.0 release. Special -- some limited in-car demo's to support Scanner setups. Not intended to produce a working
10+ hrs $ 37.50 $ - Tune, rather insight on how you can perform the tuning. Recommend purchasing Tutorial; great reference material for EFI, Tuning and HP
Tuners VCM Suite operation. Supports formal Training curriculum or can be used as a stand alone guide.
ERM Performance Tuning - Tutorial Learning Course $199.95 $ -

HP Tuners/EFI Live one-on-one. interactive collaborative Tune; includes technical discussions during tuning process and unlimited Q&A -- Download of Teamviewer11 application, Tuning cable and integrated Wideband required
First Hour $ 125.00 $ - Includes review of current tune/logs,detailed findings report and detailed tuning plan; incluse auto transmission tune if applicable
Additional hours $ 75.00 $ - Includes starter tune, Scanner setup and actual tuning/logging/update..typical tune is 3-4 hrs; transmission tune is added on after ECM tune
Licensing $ 60.00 $ - Supports expedited update of tune file via email without need of one on one sessions; includes detailed explanation to continue collaborative tuning process
Diagnostic $ 50.00 $ - If issues arise preventing the actual tuning of the vehilce, customer can exit session and work alone or we can work together at this diagnsotic rate
ERM Performance Tuning - Tutorial Learning Book $199.95 $ - On-line link provided upon payment, 1 year free upgrades, embedded video links, step by step tuning presentations and Tuner Accessory Pack

Custome Tune email/Teamviewer Quote Req'd Price quote required based on setup and complexity -- requires Tuning cable and integrated Wide Band

Custom Tune at your local or other facility (shop/dyno) $ 300.00 $ - Day Rate -- Travel/room/board not included...will be priced separetly. Access to Dyno recommended for these services for efficiency

Day Rate per person -- Access to Dyno recommended for these services to support demonstartions. Includes copies of Tutorial Learning Book and Power Point
Training at your local or other facility (shop/dyno) $ 400.00 $ -
presentation(s)

$ - Purchase HP Tuners VCM Suit Hardware

$ - Purchase HP Tuners Credits
$ - Training with HP Tuners Setup and elements defined above
$ - Interactive, collaborative tuning
$ - Custom Tune(s); separate quote process required
$ - On site Tuning/Training
$0.00 Shipping -- Add Manually per above

$ - Total Proposal

Discounts
$ -
$ - Balance due upon receipt of invoice

Revisions: Rev A -- Tutorial priced separately for all Training packages as of 2/20/2017
Module 4 -- ERM Performance Tuning -- Adaptive Idle Tutorial (rev D)

Idle control of today's modern day, computer controlled vehicles is perhaps the greatest invention since sliced bread. As most
us remember (if you are old enough), large cam setups in the 60's-80's had to idle at 1500 rpm and just wouldn't cooperate ve
well on the street. Today's Adaptive Idle control has taken all the worry out of picking that radical cam to give you that aweso
beasty lope. Simply put, the PCM monitors the actual Idle RPM, compares it against the Desired Idle RPM and manages both
flow and timing, in real time, to keep the idle just where you commanded it be....with a little margin of course to keep that
lope.....

·         The Adaptive Idle Air control utilizes a means by which Throttle Body air is increased or decreased based on a
complex idle rpm error correction algorithm.
·         The Adaptive Idle Spark control utilizes a means whereby the absolute idle rpm error selects a spark adjustmen
(add or subtract) value and adjusts the base idle advance parameter.
*** Idle tuning should only be performed after you have the MAF and/or VE dialed in ***

Set up course idle settings to get the car to start and run and increase Startup airflow if required. If you need to pedal the
throttle to keep it running, increase the rpm and/or minimum idle air to get the car to idle. Tune the MAF/VE from say 1500
rpm (or as low as you can set yet keep car idling) to redline/wot. Then slowly work yourself down to the lowest rpm possibl
using your dyno rpm control or if necessary just the pedal with no load. The Scanner VCM idle rpm controls can be used to s
idle rpm values. Continue whatever fueling trend you are seeing just before reaching closed throttle/idle in the idle cells (an
below) for your initial settings.

There are two different Throttle Body control methodologies yet the initial error value determination process is the
same.....what are the airflow error correction values.
The PCM utilizes a closed loop, feedback control system to monitor the status of the idle rpm's and develop error correction
for both idle timing and airflow needed to maintain the Desired Idle RPM. At this point, the processes will diverge based on
whether you are operating a Drive by Cable Wire/Idle Air Control (IAC) or Drive by Wire/Electronic Throttle Control (ETC) se
To accommodate auxiliary air control in the DBC Throttle Body during closed throttle operation, an IAC is employed to creat
programmable by-pass air path around the closed throttle blade. The DBW configuration is much easier whereas the PCM
merely has to use its control of the opening and closing of the throttle blade. We will discuss this divergence a bit later.

To further complicate the issue, there 2 different idle control methodologies employed in the GM vehicles, one for the LS1 t
setups (1997-2004) and another introduced starting 2005 in the transitional E40 PCM and tweaked in 2006+ for the E38/E67
PCM's. Details for each will be discussed below as well.

I highly recommend you read and understand the Gen III process, even if you are tuning a Gen IV. The details discussed will
further support some of the hidden functions/details associated with the newer Gen IV PCM Idle controls. So lets go.......

Adaptive Idle Spark Control

Adaptive Idle Timing is the easiest to define so we'll start here. Timing imparts the fastest change in engine torque so it provid
the fastest means to change idle rpm. If the idle rpm is too low, increase the torque/timing..If it is too high, reduce the
torque/timing. This ability to control the torque/idle speed is your best friend, but you have to make sure you don’t set your
base idle timing too high or too low as to lose the control this torque reserve provides! You want to leave enough room so th
adaptive idle timing control has enough swing, up and down, to impart its sections.
Idle Spark Advance/Base Timing setup
The tuning approach to setting your initial base timing is part “feel/sound” and part intake vacuum. Log the MAP PID and usin
the VCM controls provided in the VCM Scanner to manually increase/decrease the timing until you see the lowest kPa. This
best accomplished by disabling the Adaptive Idle Spark control (see below) to stabilize the advance PID. Make small changes a
give the idle sufficient time to stabilize in-between each change. Aftermarket cams, especially those with increased overlap (>
degrees) and lift (>.550) will require more timing than stock and you shouldn't be concerned if you require an additional 5-10
degrees over the stock values as you perform the above setting. Also to note, idle timing in the LS1 vintage could settle in at 25
30 degrees while the subsequent LS2/LS3/LS7 head setups (require less timing) will command only about 13-22 degrees.

A well honored starting table, as contributed by a fellow HP Tuner Forum member is:

Valve overlap

Less than or equal to 0 (zero)

0 (zero) to +15 (Fifteen)
Greater than +15 (Fifteen)

Once you locate the point where no additional timing makes an improvement, go back to the previous value, subtract 6 and th
should be a good starting base idle value. Automatic setups, do the same for Park Neutral (PN) as well as Drive and update bot
the base tables in and around the idle airmass g/cyl (.08-.24) and RPM (0-1200) cells. Some recommend to copy these timing
values over to you Hi/Lo Octane tables, but I have seen where the Hi Octane table will actually limit the adaptive timing con
so increase by 10 and smooth into the off-idle cells surrounding the above defined idle cells. This will help smooth the idle to
idle (and vice versa) transitions.

Figure 1 Depiction of VCM Scanner timing control page and VCM Editor tables for Idle Spark Advance/Base Idle Timing setup

Adaptive Timing control…..overspeed / underspeed control

The tables that provide the ability to manage the timing are located in the Spark Tab>Advance tab. The table is referenced to
the absolute (real time) error between the desired idle rpm and the actual idle rpm. Varying amounts of advance are added or
subtracted from the base idle timing to add or remove torque in an effort to maintain the desired idle rpm's. Figures 2 and 3
below depict these tables as presented in the VCM Editor

Figure 2 LS1 (1997-2004) Over/Underspeed VCM Editor table example

End of Sample
 Sample of ERM Performance video training
HP Tuners 2.24 to 3.0 Gen III Idle RAF tuning scann
Idle RPM </= 1200 RPM
Timing
750-850 + 2 degrees
850 - 900 +4 degrees
900-1050 +6 degrees
nce video training
e RAF tuning scanner setup