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If you need to get to gauge2 from any parameter you can do the following. Push GAUGE, then
the > button to get to gauge2, then the < button back to gauge1, then push GAUGE button to
return to the previous parameter.
Gauge 3 Mode
Gauge 3 mode is accessed by pressing the right button (>) once, when in Gauge 2 mode.
The top line displays battery voltage and throttle position (TP). Second line displays the A/F ratio and
barometric pressure.
Gauge 3 mode
Gauge 4 mode
Gauge 4 mode is accessed by pressing the right button (>) once, when in Gauge 3 mode.
This gauge mode displays the most popular engine information on one screen. Manifold pressure,
RPM, AFR (O2)and ignition timing
Gauge 4 mode
END OF GAUGE MODE SECTION
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Basic SDS Fuel Tuning
Important programming and tuning tips:
CLOSED LOOP MUST be turned OFF, and it is normally off when shipped from the
factory. We highly recommend using a mixture meter to aid in tuning.
Let the engine reach full operating temperature before fine tuning any MAP or RPM values. If you try
reprogramming while the ECU is still adding extra fuel for warmup, you are wasting your time and
getting off track.
You must vary only one parameter at a time and observe the AFR meter. If you change both rpm and
MAP, you don't know which parameter is affecting the air/fuel ratio. Hold MAP constant and vary rpm
or vice versa, never both.
It’s vitally important that you understand- injector open time (the amount of fuel injected) is a
result of the RPM FUEL value TIMES the MAP FUEL value. RPM values address fueling
changes related to volumetric efficiency (engine breathing). MAP values address load. These
are two separate parameters which come together in the ECU to determine how much fuel is
injected.
Make absolutely sure that fuel pressure is staying where it should, that all injectors flow the same
volume, have good patterns and that injectors, filters and pumps have sufficient flow rates to feed
your engine at full power. No amount of programming will fix inadequate fuel flow caused by a
mechanical fuel system problem.
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