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1 Thank you for the purchase of our product. The ultimate tuning power for your engine. This product is for offroad race use only. Monster-Products or affiliates are not responsible for misuse or damages of any kind. Be sure to fully read and understand this document, and all associated tuning documents. Version 1.1

2 Straight forward and simple. The main dash display of the tuning software gives exactly the information of whats going on. For once, you can actually see the stock injector inputs and what the stock ecm is doing. As well, the new outputs, the corrections added, AFR readings of cylinders, engine rpm and battery voltage. Install Install Device: Connect the one or two injector branches to your particular engine. If your engine is a twin cylinder, yellow wires go to front (#1) and orange goes to rear (#2). If your model connects inline elsewhere, follow the same connector colours. Optional Mapping switch wire is pin 6. (next installed wire from the red wire in corner) This can be installed to a toggle switch then to ground. Information is given under the Configuration section. Install AT sensors: If you purchased an Autotune kit, install in exhaust. (3-8 inches from head for dual or single in the collector atleast 3 inches from joint for single tuning on a twin) (Point upwards between 10-2 o'clock as to not collect moisture). White wire, pin 34 is the input for #1 and blue wire, pin 29 is the input for #2. For particular units with extra grey wire, this is the simulated narrowband signal for the stock ecu. AT notes: No calibration of any kind is ever needed. (free air or heater). NEVER UNPLUG SENSORS WHILE POWERED UP. Interrupting the continuous current draw can damage module circuits. Sensors do not like cold shocks, water or leaded fuel. (race fuel). Sensor life will be drastically shortened. (sometimes even 3-4 to max 10 hours of use). The modules or exhaust sensors are not designed or intended for under water use. They are tuning tools to be used when needed and then be removed for future use / tuning sessions. Install Software: Run the installer on your laptop. Plug in usb cable or Bluetooth kit. If AT kit has been purchased, to unlock the software features of data logging and Autotune etc, click on the Autotune Tab and link to payment to license software. Follow instructions. Once registration has been received, go to HELP/Enter registration and enter the information from . Note: For fastest communication, go to Communications/Data Rate and set for max reads. (slow down to a lower number if your computer or tuning software ever behaves erratically) Also, go to the laptop's device manager (from either the Control Panel or System/ Computer Properties) and double click on the usb adapter under Ports. Go to the Port Settings / Advanced and set the Latency Timer Setting from 16 to 1. Save.

3 Procedure Connection: Go to Communications, if you know the comm port #, enter it and hit TEST PORT. If it connects, hit ACCEPT and the comm port will be remembered. Change if you ever change usb connector location. Optionally, or if you do not know the port # windows has set, press the DETECT button. Press ACCEPT after connection is made. Once connection has been established, create a tune file. Go to Tuning/Configuration and set your tuning mode, number of cylinders and number of AFR sensors. (these settings are described in the next sections) Now go to File/Save Tune As and name a tune for your bike/atv/engine. Tuning: Press the Autotune tab to go to the AT pages. If selected, there is a separate page for each fuel table/cylinder. You must turn AT on/off separately. Turn on Autotune and drive: Autotune will automatically ignore most instances where tuning information is erratic. (sudden throttle movements, large input signal jumps, decel when the injectors shut off etc). There is no worry of throttle movement or driving behaviour. However, steady riding will tune in faster. To save any tuning, press the BURN button. The new tuning will then be written into the FM. To save a copy of your tune file on your laptop, go to File/Save tune. (if your tune is open) If your tune is not open (shown in the bottom right box of screen) go to File/Save Tune As and double click on your tune file name. It is recommended to Burn and Save Tune every minutes of riding to ensure you do not loose any tuning if the cable becomes unplugged, a connection is lost or an old sensor fails etc. Notes: Tuning time is minutes on a stock engine with bolt on parts to minutes for more wilder builds differing alot from the stock tuning. There is no harm in tuning for longer. You cannot over tune by any means. Tune for an hour if wanted. If it runs right and feels right, it is right. For advanced operators and uses, There is advanced AT operation/limiting functions under the Advanced tab. As well as under Tools/Advanced tuning. These are normally not required to be adjusted or learned. They are only for manipulating AT for special circumstances. To allow closing your laptop lid without going to sleep, go to Control Panel/Power Options and set Choose What Closing The Lid Does to Do Nothing. Save. Data logging can be used to check tuning or manually tune as well. AT can only tune where you have ridden/situations it sees. Use every gear. AT a cold engine warming up. Hit different loads. Sensors can only read between afr. With an engine miss, the sensors are outside of this. AT will stop operation/filter the data. Do not hold engine in this spot, no tuning will happen. Let off the throttle and come back up to the bad spot several times and the miss will tune out. Alternately, tune around the bad spot, going above and below the rpm area letting AT zone it on it. Read through the rest of the manual for information on settings and operation.

4 The FM doesn't just tune or correct fuel delivery, it completely adjusts the stock ecm's fuel decisions delivered to the fuel injector(s) for every situation. Very advanced, yet very simple for the user. There is just a fuel table (or 2). Adjustable preset afr targets and a button to turn on Autotune. = Simple. For many, that's all you need or want to know. The FM will add or subtract fuel based on the input from the stock ecm and the engine rpm. And with the most advanced and smart Autotune available, its all done for you. For these user's, you can just skip this section. You know what you need to. For the others, its whats behind the tables that creates the greatest tuning device available. And here, we will give you the detail. Operation The FM looks at the complete range of the stock ecm injector signals. And it divides the inputs into 16 ranges. Allowing individual adjustment of each of the ranges. The default input ranges are specially chosen and work very well for any engine. Although, each input range is also user adjustable allowing specific uses and narrowing control for any situation. The FM uses weighted cell technology which means it uses a combination of up to 4 tuning cells. From the input signal and engine rpm, it will use a combined percentage of each pertaining cell at all times and output a new injector signal based on the exact needs. There is 100 steps of linear tuning between every tuning cell allowing a different injector output from every stock input and rpm. This ingenious design has the power of a huge 1600x1600 cell table with merely a simple 16x16 cell table. There is not only 256 complete tuning zones for your engine, there is 2.56 million different correction outputs from a single table, all automatic, across the complete operating range of the stock injector signal. The FM is the first and ONLY device to have Environment Tuning. Environment tuning is the FM's capability to tune for any and all environments. It is all automatic just because of the ingenious table design. Your engine mapping can and will have different tuning under all situations. Temperature and altitude changes are problematic things of other devices and the past. The ability to tune differently for cold and warm idle, cold and warm cranking, acceleration rates, deceleration rpm's and even the warmup fuel cycle is a first. For the pinpoint fuel adjustment, the FM has a range of removing -100% to adding +500%. With precise control in 0.1% fuel steps. (Atleast 10 times the resolution of any other device) This gives a total of 6000 fuel steps of adjustment. In any range and every zone. The FM then doubles all this power adding in another completely independent table set for twin cylinder control. Its like two devices in one. The FM uses the brain of a full on ecm, with unmatched power and speed. It uses all its resources for an extremely fast in/out device. That is exactly just what we need for controlling advanced EFI signals without degradation, inaccuracy or delays. And for the basic needs, the FM removes some rpm tuning control to a basic tuning mode with 4 rpm ranges. (rpm ranges user adjustable as well, for advanced users) The Basic Mode: great for manual adjustments or small engine modifications like exhaust or intake air that don't greatly effect the engine at narrowed rpm ranges. It can also be used for on the fly switchable engine mapping for different exhaust tips or cores, fuel or nitrous. The Advanced Mode: better for engine changes that effect the engine's characteristics within narrowed rpm ranges. Modifications like camshafts, bored throttle bodies removing restrictors, head porting and different than stock length exhaust header pipes.

5 Configuration Tuning Mode: Selects number of tuning tables and the tuning mode. Basic Single Table: 4 rpm ranges to control fuel. Single cylinder engine or a twin using the same corrections to both cylinders. Basic Dual Tables: 4 rpm ranges for individual cylinder tuning of a twin cylinder. Advanced Single Table: 16 rpm ranges to control fuel. Single cylinder engine or a twin using the same corrections to both cylinders. Advanced Dual Tables: 16 rpm ranges for individual cylinder tuning of a twin cylinder. Note: For a twin cylinder: Single Mode is good for modifications like slip on exhaust or air filters that don't change the balance of the cylinders too much. They effect the airflow to the cylinders close to the same amount. Since the corrections are a % of each input, each cylinder still receives a different amount of fuel based on the actions of the stock ecm. Dual mode is best for accurate and pinpoint tuning so each cylinder is always running at its optimum. Table / Mapping Switching: By grounding the Mapping wire, (pin 6) the fuel controller will automatically switch to the opposite tuning mode. (using either a toggle switch or relay etc) It will keep the same selected number of tables and switch back and forth to basic and advanced mode. Number of Cylinders: Selects either 1 or 2 cylinders for the engine setup. Number of AFR Sensors: Selects the use of either 1 or 2 exhaust sensors.

6 Tuning Tables

7 The injector output signals from the stock ecm determine the specific areas under any given situation. But here is some examples of the table areas used in the different circumstances. (Advance Mode Table shown) Info Note: Autotune is NOT moment of time. It collects data as you drive. And knows every piece of information and data under all repeating circumstances and adjusts tuning for statistical averages. (in layman terms - it doesn't chase its tail!!!!)

8 Autotune Note: Not normally ever required is adjusting the Lambda Delay setting. This is for really wild builds with huge throttle bodies and cams that allow alot of air into the exhaust at low rpm. We can set the sensor timing so AT takes measurements at the proper time, ignoring the fresh oxygen. Monster Autotune really is vastly versatile, adjustable, accurate and unmatched.

9 Advanced Tuning This section is only for advanced uses and not normally required. Calibrate TPS menu option is not used in the Fuel Monster application. Acceleration Enrichment: The powerful tuning tables allow full control and tuning of the stock acceleration fuel. However, if the very rare need should ever arise for addition fuel during the initial acceleration or throttle movement, we have provided a means to do so here. Accel Threshold: Sets the amount the input pulsewidth has to change in order for the FM acceleration fuel to be triggered. Fuel to Add: Sets the % of extra fuel to add. Number of Injections to Add Fuel: Sets the number of fuel injections to add the additional % of fuel. Autotune Filter's: These settings are preset for the user. However, having a powerful and real Autotune is having the ability operate as required under any instance. One of the greatest powerful features is ignoring certain situations. And knowing when to ignore them. There is many instances where sudden input pulsewidth greatly changes or AFR reading spikes occur. This is useless information that we don't want to use for tuning. The blue icon question marks in the software give setting details and hints. If you have big cams and your OEM pulsewidth is very jumpy and trigger the accel filter, raise the Accel Threshold value. Try 50% - 100% to enable tuning and not filter out the erratic behaviour.

10 With these settings, we basically want to set them as to ignore the stock ecm acceleration fuel and the decel fuel cut or injector cut. We want to Autotune/adjust the pulsewidth as a decision from the ecm. And that is under a steady state or reading. Not transitional signals. However, there may be instances or builds that you want or need to adjust the stock acceleration fuel quite aggressively. And you can turn the acceleration filter time down or completely off (0 sec and/or high threshold of 1000%) to do so. Acceleration Trigger Threshold: Sets the point where accel filter is triggered. (based on the % the input pulsewidth changes / rises to add more fuel with quick throttle openings). The filter times taper from the low value to the high value between the rpm entries. Since OEM acceleration fuel is always very high at low rpm to very little or none at high rpm, we filter longer at low rpms and less at high rpms. The filter time tapers between entries. Low rpm: Sets the rpm where the low filter time is fully applied. Filter Time: Time to wait before Autotuning again at low rpm. High rpm: Sets the rpm where the high filter time is applied. Filter Time: Time to wait before Autotuning again at high rpm. Decel Trigger Threshold: Sets the point where decel mode filter is triggered. (based on the % the input pulsewidth changes when throttle is closing or closed. Stock pulsewidths drop to varying degrees or the injectors can shut right off in OEM decel mode) Since at high rpm, coast down (decel) is longer than at low rpm, we filter longer at higher rpm and less at lower rpm. Low rpm: Sets the rpm where the low filter time is fully applied. Filter Time: Time to wait before Autotuning again at low rpm. High rpm: Sets the rpm where the high filter time is applied. Filter Time: Time to wait before Autotuning again at high rpm.