Practical Reflash Tuning: Step 3: Configure Base Tune File

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Step 3: Configure Base Tune File

17.21

00:00	The next step of our process is to configure our base file before we can load it into the ECU for the first time.
00:06	And we've obviously chosen a base file that is going to be suitable for our application, our 91 octane tuned file, so this is going to basically do a lot of the heavy lifting for us and a lot of the background work, but there are still some changes we may want to make.
00:21	So, let's just jump into our Flash Pro Manager software and we'll just get a bit of a tour so, we can see what's going on.
00:27	We've already looked at how we can make a new calibration using the new calibration button, obviously we can then open an existing calibration or save or we can close the current calibration.
00:38	When we're connected to the vehicle we can use this little lightning bolt icon here which is interestingly labelled as start or stop data logging, I would probably refer to this more as connect or disconnect to the vehicle.
00:51	So, I've clicked that now and now we can actually see we've got live data coming through on our sensors as well as our display down here at the bottom.
00:59	I'll come back to this in a moment and show you how you can make some changes if required.
01:03	So, the little red record button beside this is actually how we start proper data logging, we're obviously going to see that as we go through this.
01:11	We've also got our select live tuning table.
01:14	So, this is a nice feature with the Hondata platform and this Bosch ECU is that we can tune a lot of these tables live which isn't always possible using a reflashing platform.
01:25	So, if we click on that we can see at the moment we've got the list of tables down here which is pretty extensive.
01:31	Nice way of speeding this process up is to click on low speed cam and ignition tables, high speed cam and fuel and ignition tables and we can see that this will tell us how much of the available live tuning memory we have used here.
01:43	We can also choose a particular map and make that live tunable while we're connected to the ECU without needing to reflash, so let's have a quick look and see how that works.
01:53	So, we go to calibration here, we'll come back and look at this in a bit more detail shortly.
01:58	But let's say if we go to sensors and our airflow meter, we can click the little live button here and when that goes green, that means that now I can make live tuning changes to this mass airflow sensor calibration table.
02:10	So, we can make tables live tunable and turn them back to non tunable while we are still connected with the ECU.
02:19	OK, we'll close that down now and let's go through and have a quick look at our sensors here on the left hand side.
02:24	So, these are all of the available sensors that are being displayed, there's a fairly extensive list here, really helpful for dialling in our tune which we'll see as we get going.
02:34	Now, we may want to make some changes to some of these, for example let's say we want to change the scaling of a parameter, let's say our air charge here.
02:44	So, if we right click on this and go to properties, we can see here the way this is going to be displayed with the minimum value and the maximum value.
02:52	So, we want to make sure that these make sense because these scaling values will be used when we start data logging.
02:58	And if you've got your air charge set to a maximum of let's say 1000 for example, then we're only going to be sitting down between about zero and maybe 240% so it doesn't give you as much resolution.
03:12	So, we can close that down there.
03:14	While we're at it here, if we go to options and settings, we can choose our units for a range of the different sensors that we're going to be looking at as well.
03:24	So, personal preference there, I have for this worked example left the lambda or air fuel ratio units in AFR units instead of lambda, but personal preference there, obviously everything you're going to see I'm going to cover off here will be 100% applicable regardless whether you choose to work in units of AFR or lambda, but that is how you can make those changes.
03:46	One aspect that's just worth noting here is down here in the display which I'm using and relying on, we can see that IAT there has C beside it.
03:55	Now, that actually will throw you if you're not careful because if we double click on this and we click on properties, we can see that that is just the caption that is written.
04:05	So, I could go in here and change this to F, we can close that down and it will show F but it actually hasn't changed from Celsius to Fahrenheit, so just a little trap there that did catch me out, so I'll just explain that, so that other people will not make the same mistake, so let's just change that back to degrees C and close that down.
04:26	Now, if you do want to add other parameters in here, other PIDs or sensors, we can right click here and let's click in new value and we can drag this around to suit where we want to have it, right and then if we right click on this and we choose sensor, let's go to closed loop here and let's look at our long term trim and there we go, that has populated that, so now we've got our short term and our long term trims being shown here and also we have our total trim being displayed as well which is simply the sum of our short term and our long term fuel trim.
04:59	Moving on, we'll just go a little bit out of order here and I'm just going to click on the graph button here in our toolbar and this brings up our graphs for our datalogger.
05:07	We'll just start recording some data here and I'll just give the engine a bit of a rev so, we can see all of the data being displayed here.
05:14	So, we do have different preset definitions here, so we've got one set of graphs here for closed loop tuning, we've got one here for knock control, obviously we're going to see this in more detail as we go and then over here we've got our boost.
05:29	So, basically we can choose a pre populated template there or if we right click here, we can define our template and we can make adjustments.
05:37	So, let's say we don't want manifold absolute pressure here, we can choose any of these sensors from our drop down menu, you can also choose the colour that that particular graph will be in.
05:50	Again remembering the scaling comes from what we looked at earlier.
05:53	OK, so we'll just close that down and again we're looking at this in a bit more detail as we go further through.
06:00	Let's just quickly have a look at our modifications pop up window.
06:04	As I mentioned, this is going to pop up when we first create a new calibration.
06:08	The modifications window essentially lets us choose from a range of modifications that Hondata have made to the mapping that sort of speeds up the tuning process, sometimes unlocking aspects that wouldn't be possible otherwise.
06:22	I'm just going to go through some of the key ones here.
06:24	So, to start with we've got our boost modification which we've got the box ticked for.
06:28	So, this raises the factory boost limits, allowing for more air charge.
06:33	Next we've got our cam, increase maximum camshaft overlap.
06:37	So, this will allow additional overlap to help turbo spool, but it does come at the cost of higher exhaust gas temperature.
06:46	Next we've got two options here, depending on whether our local fuel pump gas is genuinely 0% ethanol, these days around most parts of the world, even pure pump gas has still got some ethanol content, so this just changes the fuel trims to suit.
07:01	Next we've got our fuel system itself, already mentioned this, obviously we can't just go and mix and match parts here, so this case we're completely stock, but we can also choose from these tick boxes for other Hondata approved and supported fuel system upgrades.
07:18	Extreme DI fuel pump is also supported here outside of the Hondata options.
07:23	Moving down we've got essentially the same options for our fuel injectors.
07:27	Obviously, we are stock here, but we've got Hondata 1530 2000cc injectors as well to choose from.
07:34	Next up we've got options if you want to add a pops and bangs tune.
07:39	We've got three options here, we've got the stock Integra Type S, so Honda actually provided this on the Integra Type S from stock.
07:46	Then we've got stage one and stage two pops and bangs.
07:49	We will enable this, personal preference here, does need to be treated with care.
07:54	This course, this worked example isn't going to go into detail on how to set up your pops and bangs tune, but if you are retaining a caloric converter, go easy on this, it's both the amount of ignition retard being used as well as the duration because obviously, this can have negative consequences on the lifespan of your caloric converter.
08:13	Next we have an option here to reduce or eliminate our rev hang.
08:17	We've got rev hang and rev hang race.
08:20	So, this eliminates or shuts the throttle body faster, it's definitely an aspect of late model drive by wire throttle bodies that a lot of people don't like.
08:29	This is done from factory, not for a performance benefit, but of course for emissions which drives, so many of the options.
08:36	There is just a warning here about the minimum map pressure may need to be decreased if you end up with a P0106 error popping up.
08:45	So, we'll leave that on the rev hang race option and then interestingly here, if we want to adjust our rev limit, there is no separate table for our rev limit to be adjusted, it actually needs to be selected from one of these options here.
08:58	And generally Hondata don't recommend revving the engine above 7200 RPM in stock form.
09:05	Obviously, if it's a built engine, all bets are off and you can choose accordingly.
09:09	We've also got options here for anti lag, for launch and for rolling anti lag.
09:14	I'm not going to enable this, it's personal preference, again need to be very careful with this if you are going to use it, again not great for your catalytic converter.
09:23	We do have the option for full throttle shifting however at this point, this seems to be a work in progress and Hondata admit there is a little bit of trouble around the functionality of this, so I guess this is a case of watch this space but the option does exist.
09:38	We've also got a couple of options for traction control which I won't be exploring inside of this worked example.
09:43	We've also got the option here to disable our EGT air charge reduction.
09:48	So, this will have the effect of increasing our boost pressure as well, so it needs to be treated carefully.
09:53	The last one I'll cover off here is we can click this little box here which will increase our torque limit from 655 Nm, raise our torque limit, this will also increase the default air charge percent limit.
10:05	In stock form that is 250 I believe, we'll see it in a moment and that takes it up to I think it's 350, so not necessary with a stock turbocharger, but we will be skirting the edges of that 240% air charge maximum value anyway.
10:21	In our case though, with the closed loop control of fuel and ignition timing, it's not really a concern if we're just off the edge of that map.
10:30	Alright, so we'll click OK which will commit those changes to our calibration.
10:34	Alright, next let's open up our calibration table which basically gives us a bit of a look, into the entirety of the calibration, all of the options available in a nice sort of menu structure here and what we're going to do, it can be a little bit daunting looking at all of this, there's a lot of information to take in, particularly when we start opening up some of these sub menus in the tree structure and you see how many tables are available.
10:59	Obviously, we're not going to need to necessarily change all of them and we're always focusing on just doing the bare minimum that we need to to get the result that we want.
11:07	We don't want to be going and changing every single table needlessly.
11:11	So, I'm going to focus on the tables that we actually will be adjusting for this tune.
11:16	Let's start with our mass airflow sensor calibration which we've already briefly looked at, we've actually got three options under sensors here, but the main one that we're going to be adjusting here is our airflow meter frequency to airflow table.
11:29	And we can click and open that up graphically.
11:32	Somewhat unusual shape for the frequency based mass airflow sensor, but this is the calibration curve, we should be seeing a relatively consistent and smooth shape to this table after we've made any adjustments to it.
11:44	If you've got big peaks and troughs in here, that is definitely not normal.
11:49	We also have two correction tables, we've got our airflow meter correction here which is based on our air charge percentage and if we close that one down, we've got another one here which is our airflow meter correction wide open throttle.
12:02	Typically, these tables should not need to be adjusted, it gives us two additional fudge factors that we can use if we've got our main calibration dialed in, but we're seeing an error or a problem in one specific area.
12:16	But again these tables should not need to be adjusted, we should be able to do most of our work purely from our airflow meter calibration option.
12:24	Next we're going to close that down and we're going to come to our closed loop lambda.
12:29	So, a couple of options here, we've got our secondary oxygen sensor enabled.
12:33	If you've removed the catalytic converter, you may want to or will want to disable that and also split injection is enabled at the moment, particularly for larger injectors, it's recommended to disable that.
12:43	Then we have our catalyst protection temperature.
12:47	You'll notice that this is set very low.
12:49	The exhaust gas temperature pre cat is something that is modelled by Honda or by Bosch and this is constantly calculated based on the current operating conditions and this allows us to select between the lambda target tables that we are using.
13:04	So, we've got two here, we've got cat protect which we can see is air charge versus engine RPM and those are just our air fuel ratio targets.
13:15	So, for under full throttle operation we're going to be operating out here.
13:18	Generally, sort of 11.2 to 11.5 to one on pump gas is probably about where you're going to want to be operating.
13:25	So, that is target lambda VTEC cat protect and then we've got our target lambda non VTEC.
13:32	So, we've got these tables essentially I believe, let's just change them around.
13:37	We can look at our little drop down menu and straight away this gets really daunting for a lot of people seeing all of the options that we have available, but again we don't need to be dealing with every single one of them.
13:48	Let's just look at our graphical view out here on the right hand side and as I adjust from our cat protect to our non VTEC cat protect, yeah we can see that those tables are exactly the same.
14:00	And this is quite common here, we do in a lot of times see a number of tables inside of the software and not a lot of the time we know exactly which table's going to be used.
14:12	So, common strategy is one of two things, I'm going to repeat this shortly as well with our ignition timing, is either to make all of the tables the same, so we've got consistency or alternatively if we're going to add let's say two degrees of timing, we're going to make the same proportional change to all of the tables.
14:26	That way we're still keeping the factory control strategy.
14:29	It's a personal preference, sometimes I find it easier just to make the tables the same which is exactly what Hondata have done in this instance.
14:37	So, this is our main table for tuning our fuel targets and this works in conjunction with our mass air flow sensor calibration.
14:43	So, if we're not hitting our targets, we've got significant short term and long term fuel trims active, then we're going to come to our MAF calibration and adjust it there.
14:51	Worth pointing out here that as with most late model vehicles now, the FL5 Civic Type R does run continuously in closed loop fuel control, so wide open throttle, cruise, idle, it doesn't matter, it's always trimming to meet our targets.
15:07	Now, that we've dealt with our fuelling, let's also deal with our ignition timing which of course is the other part of our tuning.
15:14	So, if we look at our ignition, we've got 8 different maps here.
15:18	So, this basically varies based on VTEC high or low cam as well as the cam angle itself.
15:24	And if I just click through these, you can see again if you're just watching to the right hand side here, as I click through these, again these have just been all set to be exactly the same.
15:36	So, simplicity here from Hondata, I don't hate it, again personal preference how you want to deal with that, but we'll just save this calibration as our 91 octane base.
15:47	Let's just open a factory calibration here, so we can see how different things look.
15:52	So, again just looking out to the right hand side as I scroll through these here, we can see that each time I select a different map, the numbers are different.
16:02	We can also do exactly the same here for our target lambda and I can probably take an educated guess that those are the same, not going to be the same, but in this case they actually are the same.
16:14	So, there you go, that's how the stock file looks versus this tuned file which we'll now, go back to.
16:21	I'm going to swap backwards and forwards a little bit during this module because there are some other aspects that I also want to show you as well.
16:29	We'll close that down now and the next part that we're going to have a look at here is our knock control.
16:35	So, our knock control here is pretty powerful, we can rely on it.
16:39	We do have our knock retard step, so how much timing is pulled out, how aggressively and sometimes if you're tuning this to suit your fuel, we shouldn't need, so much authority or aggressiveness from the knock retard step, so you might want to double that down a little bit.
16:55	In this case for example out at 80°C, above 5000 RPM, it will pull 4.5° in response to knock.
17:03	Interestingly, Honda work in steps of 0.75°, don't quite know why, but that can be a little bit confusing, that's why you see some weird numbers in this table.
17:13	I won't cover off anything more on our knock control because again we're trying to keep this particular worked example reasonably high level and we won't dive into the weeds too much during this particular worked example.
17:26	Next up we're going to look at the torque model that the MED17 is using and this is definitely a lot more advanced than earlier K series engines on K Pro.
17:37	There's a bit more going on, so first of all let's quickly have a look at our throttle maps and we've got I think 18 tables here.
17:44	We've got a table for each gear, so six gears and each of the drive modes, comfort, sport and R mode, so yeah 18 tables there.
17:52	And essentially these define how the relationship I guess between driver's foot pedal and throttle position drives a lot more than this though because it's really just asking for a torque value from the ECU and then the ECU can decide what combination of throttle opening, boost pressure and even ignition timing to use in order to achieve that.
18:11	So, what we can see here though is the key takeaway is that at 100% throttle, all of the values here are set to the maximum of 600 newton metres.
18:22	And chances are we're probably not going to be quite making that much torque.
18:25	So, if we again jump through a few of these, we can see in the R mode it's actually set to 655 interestingly enough, but we can make adjustments to the part throttle areas of these tables which will affect the feel of the throttle.
18:39	Personal preference here of course as usual, I would suggest going slowly with this, make changes of maybe 2% or 3% at a time, drive the car and get a sense of how that actually, feels for you.
18:52	Now, let's just jump back though to our stock calibration because this is quite different how the stock calibration works.
18:59	So, now we can see that the numbers here aren't maxed out at 100% throttle, in this case sixth gear in R mode, we're asking for 480 newton metres before dropping it away to 351.
19:10	So, the way this works is that this is a look up table, the ECU says I'm at 100% throttle and I'm at 6500 RPM.
19:19	So, the output of this table is 434 newton metres, that's the torque that the ECU will try and achieve.
19:27	But there is a little bit more riding on this, there's a lot more going on in the background as well.
19:31	So, these tables essentially, these can be adjusted to affect our feel of the throttle response and we also need to make sure that when we're modifying the vehicle, that the values at 100% throttle are at least at or slightly above what we're actually trying to achieve.
19:47	OK, so that's our throttle or driver's wish, driver's torque request tables.
19:52	These also work with our torque limits here.
19:56	So, to start with we've got here our reference torque or MD norm which is 600 newton metres.
20:03	And then this works in conjunction with that value, we've got a torque limit, we've got a two dimensional table.
20:08	So, we can see here that this gives a percentage target versus RPM.
20:12	So, how that works is pretty simple here, let's just bring up our calculator.
20:17	And we can just enter 600 times 0.72 which is 71 .2 I should say, 0.0712.
20:27	And it gives us 427.2 newton metres, so that will be the torque limit.
20:31	So, this table is essentially how Honda have gone about shaping the maximum torque value.
20:38	So, there's a few tables that interact and it's really important here to explain that there is multiple ways of addressing the tuning process here, there isn't necessarily one black and white way that you must go down.
20:51	Because I believe this is going to be the most common approach most tuners will take, I'm going to use Hondada's approach here.
20:57	Before we move on, we will just quickly now have a look at that tune file again.
21:02	Again I'm just flicking backwards and forwards between these just, so you can see how this is addressed.
21:07	And what Hondada have done is maxed out this table to 100% or 99.9%, basically rendering this one irrelevant and they're going to do their torque control somewhere else, we'll come to that in a moment, but before we do, let's just go back to, nope we can leave it on our base calibration for the moment.
21:25	Let's have a quick look at these two tables here.
21:28	So, we've got two tables, these are classic Bosch for their torque based ECUs.
21:33	So, we've got our first one, KFM IRL, I know that just rolls off the tongue, so nicely.
21:39	German acronym here, but essentially what this does is it takes our torque request, interestingly, here the axis, it's converted it back to a percentage of that MD norm torque and then it converts this into an air charge.
21:54	So, for example at 100% torque request here and 2500 RPM, we would be requesting 283% air charge.
22:03	This table works in conjunction with our optimum torque table or KFM IOP.
22:09	This is simply the inverse of the previous table.
22:13	These tables need to be tuned very carefully together because if you change one and not the other, the inverse will be broken and this can bring in problems with DTCs and limp home mode.
22:25	So, obviously as I mentioned, the inverse here, the axis at this point is our air charge in percent and the numbers now in this table are our percentage of maximum torque.
22:37	Fortunately, in the instance of the Civic Type R, we probably are not likely to need to actually, make changes to those maps.
22:47	So, our life is a little bit easier there, we can mostly ignore those, but I just wanted to explain that they exist and what they actually are used for in the Bosch MED17 ECU.
22:57	OK, let's move on, actually before I do that I should mention here that with any of the torque limits, the ECU is looking at any torque limits that are available and it is applying the lowest of any current torque limits.
23:09	So, that is how that model works.
23:11	Let's move onto our boost control and we can see here that we've got this air charge limit table, we don't need to worry too much about all of these tables, but air charge limit.
23:23	So, this is how Hondata are now controlling the torque output in this tuned file.
23:30	So, we can see that this is requesting or limiting the maximum air charge percentage to 235, tapering away to 210 kPa at the rev limit there.
23:41	So, if we again just revert to a stock calibration, we'll see how this table is set up.
23:48	In stock form, the Honda table, this is just maxed out, so it's essentially doing nothing.
23:53	So, Hondata have just chosen to go about getting their torque request in a slightly different way.
23:59	Let's head back to our tuned file now.
24:03	In this case there's not really any need to talk about anything else here.
24:07	I actually know there is one, this is our maximum boost pressure, so you could think of this as an overall limit.
24:12	We're going to be targeting probably 260, 265 kPa here, so we just want to make sure that that is set a little bit above the maximum value that we're going to be wanting to run.
24:24	Also got some tables here that basically optimise, or sorry, replicate, model the pressure drop that we're going to see through the intake system.
24:33	So, this actually allows the ECU to be calculating turbo pressure ratio.
24:37	Important if we're working that turbocharger really hard, particularly at higher altitude because we can find that we overspeed the turbocharger as the atmospheric pressure gets lower and the turbo is working harder and harder to maintain a set manifold pressure.
24:51	Now, we've got all of our boost tables and there are a few of these here.
24:56	So, let's start with our boost by gear.
24:58	So, as with the torque limits, the boost control strategy will look at any limits and it will use the lowest one.
25:05	So, here at the moment we can see that this is all set to four bar, it's moved out of the way, essentially this table is doing nothing right now.
25:14	We've got our turbo max ratio relative to our atmospheric pressure.
25:19	So, this axis here is our atmospheric pressure and we can see that for example at 3500 RPM, at atmospheric pressure, 100 kPa, 3.14 bar, as we drop lower in atmospheric pressure, it drops down to 3.11, not much of a change and then 2.99.
25:36	Difficult to tune this unless you can actually test at altitude.
25:40	I would probably recommend here that you maintain the shape of Honda's mapping here and make suitable changes to your entire map.
25:51	We'll just go through these.
25:52	I've got obviously three of these pressure ratio maps here and then if we jump into our turbo max ratio temp, if we look at these values, these are all lower and say we're running at about 40° intake air temperature, we can see that we would be, these are absolute numbers just to be clear, so we'd be running 1.9, 1.95 bar peak and then dropping away.
26:16	So, just trying to figure out exactly which of these tables is being used based on what is the lowest value, we can see the values used in our temp two table actually end up being higher.
26:29	So, by manipulating the values in these tables, we can basically adjust the boost pressure.
26:35	This works in conjunction with our air charge percent as well and that limit table that I just showed you, just remember what we're doing is turning a driver's torque request into an air charge that can deliver that torque.
26:46	So, by manipulating that torque, then the ECU can decide on what combination of boost pressure, throttle position at the throttle plate and timing et cetera that is required in order to achieve that particular torque request.
26:58	Alright, let's close down our boost control and there's a couple of other elements that I will just touch on briefly.
27:05	We've got ethanol or flex fuel available as a supportive modification for this particular vehicle.
27:11	Now, I'm not going to be covering flex fuel tuning inside of this worked example, again just to keep this manageable, but essentially here we've got a couple of parameters that I'll just cover off at a high level.
27:21	We've got our ethanol fuel multiplier, so essentially how much more fuel will be added proportionally relative to our ethanol content.
27:28	So, you can see at 100% ethanol, we're adding 35% which should be pretty much there or thereabouts.
27:33	Now, we've got an ignition multiplier, so this defines essentially how we move between the stock ignition tables and our ethanol ignition table as our ethanol content increases.
27:44	Our ethanol ignition compensation table, so that's the table we would be making changes, adding timing based on ethanol content.
27:51	Boost, again we can adjust our boost limits based on ethanol content.
27:54	We've got our ethanol fuel adjustment relative to engine coolant temperature.
27:59	And we've got relative to number of injections as well.
28:04	Alright, so we'll close that down, again not dwelling on our ethanol or flex fuel inside of this worked example.
28:09	We've got another couple of aspects that we do need to deal with though, we've got our VTEC changeover point.
28:14	So, this may benefit from some adjustment here.
28:18	How this works is we've got a three dimensional table, we've got throttle position, interestingly, versus RPM here.
28:24	Values of zero are low cam, values of one are high cam and then the values that are labelled 100 there are basically some hysteresis just to prevent the VTEC from shuttling on and off if we have to be sitting right at that point.
28:38	So, pretty easy to make adjustments to this table and test, we'll look at that once we get into our full power ramp run tuning.
28:45	We'll close that down and the last aspect that I wanted to talk about here is our variable cam control.
28:52	So, a bunch of maps here.
28:54	Again with this in stock form, you're unlikely to be seeing massive improvements by adjusting the cam timing.
29:03	I'm not quite sure if this one has, no they are all different, so we can cycle through them, there's a lot to deal with here.
29:09	What I would suggest, again we're not going to be diving into the variable cam timing tuning, but if you do want to deal with this then we've got our variable cam control tuning course which will teach you all about how to go about this process.
29:24	Make small changes of about 5° at a time, add 5° everywhere, do a run, see how that compares to your previous run, if it's gone worse then take 5° out and try again.
29:34	So, it is an iterative process, normally I would leave this as well to the very last thing that I actually tune.
29:40	Now, before we finish up this module, I actually am going to make a tuning change here.
29:44	So, we're going to come into our ignition tables and I'm going to just make this a little bit safer while we go through the process of calibrating our mass airflow sensor.
29:53	So, what I'm going to do here is from 110 kPa, sorry not kPa, 110% air charge and above, basically, the areas we're going to be operating in under boost, what I'm going to do is remove 2° from all of these tables.
30:07	So, in order to do that, I've highlighted the table using the shift key and the arrow keys, Control J will bring up this adjust selected values box and we can either make a percentage adjustment, add or subtract or set the cells to a specific value.
30:21	What I want to do is just tab down and we'll enter minus two and click OK.
30:26	So, that'll just take 2° out of that area of the map.
30:28	And if we click out, you can see that these cells, because we haven't actually saved this tune yet, they are all highlighted as well.
30:36	So, I'm just going to go through and make that same change to the rest of these tables.
30:53	Alright, so we've made the change to all eight of our ignition tables.
30:56	Probably unnecessary, but at least it'll give us a little bit of work to do once we come into optimising our tune.
31:02	At this point we can click the little save button to save that calibration, the changes we've made and now we can move on with the next step of our process.