Hacking Your ECM Using Calterm

Turn Off ' Delete E+R3 C_C$_E3$_O22_Override_*alue

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C_EPD_EMT_*irtual_Se nsor_En

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<- {T9:' &U'T 'TA0 "1 "r ;T Turbo /ill become Eratic 2uring Turbo leaning ycle.%

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Dealing with Error %odes after a Delete... The #M>?9 ha' 7 ta+le' that will ee( error' and$or engine fault' fro& +eing re(orted% The ta+le  #A1T"loc0ault#ode'  i' to 'u((re'' fault' acro'' the datalin, and ta+le  #0TR"loc.a&(0ault#ode'  i' for ee(ing your da'h error light' at +ay% Mo't all engine' ha*e an error code or 7 already in the'e ta+le' +y default, 'o +ecau'e of thi', not e*ery cali+ration will ha*e the 'a&e e:act 'et of error' 'u((re''ed% While the E#M i' running, +efore 'etting a fault, it will 'can each of the'e ta+le' 'tarting fro& the to( to 'ee if that (articular fault i' li'ted% f it encounter' a ero or +lan field in the ta+le while 'canning downward, it will a''u&e it ha' reached the +otto& of the ta+le and ignore any *alue' further down the li't% "ecau'e of thi' +eha*ior, any fault' you add to the li't, need to +e done 'o that there are no ero' in +etween the&% f your goal i' to 'u((re''$delete the E1R, you will need to add 'e*eral code' to the'e ta+le' 'o that you can un(lug the co&(onent' without the engine co&(laining a+out it% The &ain co&(onent' the E#M i' going to co&(lain a+out are going to +e the E1R *al*e, the E1R differential (re''ure 'en'or Delta

6@ control circuit a+nor&al rateB will do the tric% n total, for ;u't the E1R, you will need to add code' 7@?3, 77?, and 9>6@ a' a 'tart% 0or the DP0,  ha*e only e*er 'een code 955? co&e u( after un(lugging all of it, with the other delete (ara&eter' already in (lace%  al'o highly reco&&end in'talling an engine fan on$off 'witch to hel( (rotect the engine$tur+o during long hill cli&+'% 0or truc' that do not ha*e thi' 'witch,  found that 'i&(ly in'talling an on$off 'witch in 'erie' with the +lac wire of the fan 'olenoid i' a great 'olution% Thi' eli&inate' the need for adding fu'e', etc% +ecau'e it i' after all it i' 'i&(ly ;u't a ground wire% The E#M will co&(lain a+out it *ia code 7@?? fan *oltage a+o*e nor&alB, 'o  threw that code into the li't a' well% .ooing +ac, 'u&&ing it all u(, you will need to add code' 7@?3, 77?, 9>6@, 955?, and 7@?? to "OTH ta+le'% My engine already had code' 7@5?, 7@5>, and 999 for the #A1T"loc0ault#ode' ta+le, and code @@>3 in the other ta+le%  left the& a' i', and 'i&(ly added the new code' to the li't in each ta+le a' 'hown +elow% Dealing with other error' you &ight 'ee will reCuire 'o&e e:tra con'ideration +efore ;u't 'i&(ly adding the& to the ta+le'% One good and co&&on e:a&(le of thi', i' error code 8@5 #ali+ration Me&ory Software < "ad ntelligent De*iceB% Thi' error i' not nearly a' har&ful a' it i' de'cri+ed in the 0S 'oftware, +ut frea' &o't (eo(le out nonethele''% Thi' error code will +e generated i f there i' any /conflict of intere't/ a&ong engine feature'% A good e:a&(le of thi' i' the PTO engine feature% There are (ara&eter' for the PTO that

rendered u'ele'' *ia the DP0 delete , then thi' create' a conflict% A PTO &anual regen cannot tae (lace if the 'witch ha' +een di'a+led, 'o the E#M throw' code 8@5 a' a re'ult% Re'ol*ing error code 8@5 i' 'i&(ly a &atter of figuring out what need' to +e turned off in the engine feature' to acco&&odate the E1R delete, and nothing &ore% -e', you can 'i&(ly add it to the +loced fault ta+le', +ut it i' +etter to fir't try and re'ol*e what &ight +e in conflict, 'o that engine feature', 'uch a' PTO will continue to wor correctly%  ha*e al'o 'een where the (ara&eter  T_Mux_SRegen_Switch_Source_Address   'et incorrectly can cau'e thi' , or where  TSRegenSwitchEna+le  i' not 'et to 8 after a delete%  Another co&&on error that co&e' u( when dealing with an engine that ha' had the /Other<1uy'/ delete' in the& (re*iou'ly, i' error 75@5 )1T Actuator Dri*er #ircuitB% Thi' code i' an actual fault, and not a gho't of the delete% The (ro+le& that i' created, if the delete ha' +een done correctly, i' that the )1T and it' Actuator are now run in a &uch wider +and of o(eration, where (re*iou'ly, they were not% J"..,PD, "D, and all the other +rain +utcher' out there 'u((re'' thi' error for rea'on' +eyond &e, and  'u((o'e you could too, +ut (er'onally,  thin correcting the actual (ro+le& i' the correct 'olution to thi' one% What ty(ically cau'e' thi' error i' either too &uch +acla'h in the gear for the Actuator +ecau'e it i' worn out, The )1 ring it'elf i' not tra*eling it' full range of &otion, or the actuator i' out of cali+ration% f you are getting thi' error, then  reco&&end you re&o*e the actuator fro& the tur+o and chec e*erything% There i' a hole in the control ar& the ar& with the gear teethB of the tur+o it'elf that will align with a hole under it, in the tur+o hou'ing, when the ar& i' al&o't all the way to the right% Thi' i' called the /P! Po'ition/% t i' thi' (o'ition that the control ar& MUST "E ! when the (er
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Soot ' $lac0 Smo0e %ontrol 5oer4fueling6...

There i' a &anager in (lace that li&i t' fueling during 'udden change' of the a ccelerator (edal% t' (ur(o'e i' to li&it fuel while the tur+o i' '(ooling u( 'o that the a&ount of +lac '&oe$'oot i' reduced when 'o&eone 'to&(' the fuel (edal% Thi' hel(' to ee( the DP0 fro& clogging u( in city traffic and$or +ecau'e of an a+u'i*e dri*er% Without the DP0, Thi' &anager now +eco&e' o(tional% The +enefit of lea*ing thi' &anager acti*e i' le'' +lac '&oe and reduced 'oot, a' well a' i&(ro*ed fuel econo&y in city traffic% The down'ide i' that the engine feel' lie it he'itate' a +it during hard acceleration% f your looing for fa'ter (ower re'(on'e, and don/t care a+out that (ro*er+ial /(uff of +lac '&oe/, then 'etting (ara&eter  TO0#0uel.i&itU'erO*erride  to a 9 will DSA".E the &anager% f your looing for &a:i&u& fuel econo&y, en'ue it i' 'et to 8%

Twea0ing the Engine $ra0e... The S= u'e' charge (re''ure to increa'e the 'trength of the engine +rae'% The condition i' nown a )1T O# or O*er<#lo'ed condition% n an O*er
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Engine Timing... The Engine Ti&ing can +e &onitored *ia Para&eter  0inalTi&ing % When watching thi' (ara&eter, you will Cuicly notice that it will 'wing +oth Po'iti*e A!D !egati*e% t i' not the a+'olute ti&ing of the engine, +ut rather an Off'et to the &echanical ti&ing 'et when the engine i' +uilt% The actual ti&ing i' ?%89 Degree' forward of thi' (ara&eter% Thia &ean' that when the ti&ing i' ero, the &echanical Ti&ing i' at ?%89 Degree', and when thi' (ara&eter read' 9%8, the &echanical ti&ing i' actually >%89 TD#% The E#M ha' the a+ility to alter the engine ti&ing greatly, and i' &a((ed *ia 'e*eral ti&ing and fuel ta+le'% The engine i' &a((ed correctly, and i' 'et for *ery good fuel efficiency *' (ower already, 'o if you are not (lanning on doing 'oðing radical with the engine, the'e ta+le' are +e't left alone% There i' howe*er the i''ue o f E1R, or lac thereof, once it ha ' +een deleted% The Ti&ing i' generally retarded a +it +y default due to E1R% Thi' &ean' that without E1R, there i' a 'light (ower increa'e due to ti&ing, +ut al'o an increa'e in actual E1T/'% Without E1R, the ti&ing can +e ad*anced e a'ily *ia a /Ti&ing Shift/ to further i&(ro*e engine fuel efficiency, .owering E1T/' a' well, wich hel( (rotect the tur+o and i&(ro*e fuel &ileage at the 'a&e ti&e% Studying the &echanical (roce'' hea*ily,  al'o noticed that when it co&e' to ti&ing, there i' little or no li*e /lead co&(en'ation/ for &echanical la'h in the engine concerning ti&ing% Ha*ing lead co&(en'ation in the engine ti&ing on the fly will allow the engine to run 'lightly '&oother, a' well a' &ae the fueling rate &ore 'ta+le, witch 'a*e' fuel% Studying how the in;ector' are actually (ri&&ed during a fueling$ti&ing cycle actually re*ealed that the ti&ing actuator' actually fini'h their cycle *ery clo'e to when the o*erhead ca& 'tart' to co&(re'' the in;ector for co&+u'tion% "ecau'e of thi', a 'light 'hift forward in Hydraulic delay during the ti&ing actuator (roce'', would re'ult in the ca& actually ending the ti&ing cycle &echanically ;u't ahead of the 'olenoid% Too &uch 'hift and the ti&ing cycle +eco&e' erratic, and too little cau'e' the ti&ing to +eco&e *ery un'ta+le% The default hydraulic delay 'et in  #TStiT&ActDelayc  of 9%@ en'ure' the ti&ing cycle end' +efore the &echanic' tae' o*er% Shifting thi' delay forward a +it will cau'e interference fro& the ca& and al'o increa'e' ti&ing 'l ightlyB% The la'h in the ca& it'elf will alter the ti&ing, and the re'ult i' a &echanically co&(en'ated ti&ing off'et, witch now include' the engine la'h% A *alue of 7% 'ee&' to wor Cuite well for thi' on engine' that do not ha*e other ti &ing or actuator (ro+le&'% Shifting the ti&ing forward to i&(ro*e fuel econo&y wor' well, +ut the further the 'hift, the higher ri' of cylinder fla'hing% With le'' forward co&(re''ion and a lower angle on the (i'ton ar&, there i' le'' re'i'tance for engine ca& to +e (u'hed forward, re'ulting in a fa'ter, hotter +urn% Since the +urn i' fa'ter, le'' re'idual heat i' (roduced, +ut &uch higher co&+u'tion te&(' will occur% Thi' can re'ult in +urning the to(' of the (i'ton' and $ or 'coring the&, the in;ector, or the *al*e' if it i' not e(t in chec% Mo't docu&ent' on

than N97<9 degree'% Thi' &u't +e e(t in &ind if you (lan on (erfor&ing any ti&ing 'hift' to i&(ro*e fuel &ileage% The further the 'hift in ti&ing, the +etter fuel &ileage will +eco&e on the S=, +ut al'o, to( end torCue will 'uffer re'ulting in 'lightly le'' (ower% Thi' i' !OT the 'a&e a' lowering the (ower, or 'lowing acceleration rate' on the engine to 'a*e fuel, +ut rather an actual trade
or #ighest Power and Performance 5)ower uel Economy and #igher E+T/s63 CTS_ti_T)ActDela5_c 1<# T_C&_SOI_Incre)ent_Enable 1 C_C&_SOI_Incre)ent :(<0 Stoc0 Setting3 CTS_ti_T)ActDela5_c T_C&_SOI_Incre)ent_Enable C_C&_SOI_Incre)ent

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Reading Incal iles... At 'o&e (oint, it i' ine*ita+le% -ou are going to need to reference, or co&(are your edit' to a factory cali+ration for a (articular engine% ncal i' a 'et of 'oftware di'' that ha*e A.. of the l ate't factory cali+ration' for A.. engine'% The'e file' are 'tored on the di'' in their *ariou' folder' and can +e ea'ily 'earched for, +ut #alter& will not read the& in their current for&at% The file' on the di'' are co&(re''ed and (a''word (rotected, 'o they will ha*e to +e unco&(re''ed +efore #alter& will read the&% To Unco&(re'' a (articular cali+ration file, ;u't co(y it fro& the #D, then re
Repairing the /Other4+uys/ $ad Deletes... f you ha((en to +e one of tho'e unfortunate 'oul' that got 'ucered into '(ending 'e*eral thou'and dollar' for one of the /"ig "oy/ delete', then  feel 'orry for you, a' your engine i' now totally and royally 'crewed u(% Ho(efully, you weren/t du&+ enough to re&o*e your )1T, wa'ting e*en &ore &oney, or ;u't a' +ad, got 'ucered into u 'ing their e:hau't re'tricti*e &uffler, the& clai&ing that you need e:hau't +ac<(re''ure for your )1T to wor correctly% The'e are +oth atte&(t' to co*er u( the fact that they did a horri+le ;o+ re<(rogra&&ing your engine, and a re a+'olutely not nece''ary% To 'tart with, you will need the factory cal file for your engine, 'o you can u'e it a' a reference% f your E#M i' 'till original, then you will need the A)9QQQQ%QQ nu&+er off it for thi'% A' an e:a&(le, My engine E#M had the nu&+er A)9898%8> on it% USE THE 0.E THAT "E.O!1S TO -OUR SPE#0# E!1!E222, !OT M!E% -ou can find thi' file on the cu&&in' /ncal/ cd
ti&ing 'hift% Al'o, &o't of the /Other guy'/ delete' 'et the cran angle too low under hea*y torCue load, ri'ing a crac in the engine +loc, or da&age to +earing ca(', e*entually weaening the retaining +olt', witch can cau'e a +earing to '(in, a crac in the +loc, etc%% f you *alue your engine, and want it to li*e a long healthy life, you will need to fi: A.. the +utchery tho'e guy' ha*e done% "efore we +egin,  would lie to clear u( an ur+an legend that a cou(le of the'e /"ig "oy/ co&(anie' lie Pue Delete' nc, Jun<"all, "ully
acro'' the +oard for a *alue of 983 for all field'% Al'o, the (ara&eter  ##H.Tur+oDrt"acu(.i&it  need' to +e fi:ed a' well% Thi', at lea't will hel( ee( the tur+o within it' actual u((er li&it'% !e:t, you will liely find that the Engine +rae ta+le' are &e''ed u( too% They are 'et t( 664 clo'ing and can cau'e the engine to /Dro( A )al*e/ Read the 'ection Tweaing The Engine "rae for &ore info on thi'B% -ou will ha*e to correct ta+le'  #T1#E"raeO#U.i&Ta+le  and  #T1#E:hE"raeO#U.i&Ta+le  either +ac to factory, or to the 'ugge'ted 'etting' in thi' docu&ent to hel( (rotect your engine% 0inally, you will need to correct all the ta+le' and 'ingle (ara&eter grou(' that are incorrect and$or inco&(lete% Start +y going through  A.. of the (ara&eter' and ta+le' li'ted in thi' docu&ent, 'etting the& to their correct *alue' for each grou(% After you ha*e done thi', there are 'till &ore (ara&eter' that the /Other 1uy'/ ha*e 'crewed with that were either not nece''ary, or har&ful to the engine% Here i' a li't of the (ara&eter'  ha*e found to +e 'et incorrectly on tho'e +ad, +utchered cal'%%% The /Other 1uy'/ ty(ically 'et the u((er te&(% li&it of the tur+o inlet to 6888 degree'% Thi' 'en'or will l et you now if your tur+o i' o*erheating, a' well a' i&(ro*e co&+u'tion efficiency +a'ed on air inlet te&(, 'o it 'hould +e corrected%%% #AP#o&(nT&(tr..i& G 7@ fro& 8B #AP#o&(nT&(trU.i& G 9893 fro& 6888B #AP#o&(nT&(tr#ountncrt G  fro& 8B TAP#o&(nT&(trO*rdEn G 8

The e:hau't +ac<(re''ure 'en'or i' needed for o(ti&ied co&+u'tion and to hel( (re*ent E:ce'' +ac(re''ure% The (ara&eter' for it need to +e 'et +ac correctly, and of cor'e, you need to hoo it +ac u( if it ha' +een re&o*ed%%% #APE:hau'tPre''..i& G 39 fro& 8B #APE:hau'tPre''U.i& G 6?7 fro& 6888B 0uel control error correction need' to +e fi:ed,%%% #O0#..i&ErrorSetThd G @8%8 fro& 589B #O0#..i&Ra&(DelayTi&e G 9>%8 fro& 8%9B Tur+o PD arith&etic need' to +e corrected if it wa' 'crewed u( a' well 'o&e +utchered cal' are lie thi', +ut not allB%%% #T1#1ain G @%8 #T1#P1ain G 9%3

#EPDE1RRPMDrtErrSe* #EPDE1RTrCDrtErrSe* The'e (ara&ater' 'hould +e 'et to a 9%%% #A0Al(haAltDerateO*rEn The'e (ara&ater' 'hould +e 'et to a 8%%% #A0Al(ha0uelRateEna+le Once you ha*e &ade all the'e change' to you new cal file,  'ugge't doing a co&(are once again% #o&(are your new file with the +utchered one you u(loaded and dou+le chec that e*erything i' right% Don/t forget a+out 'etting the tur+o &in$&a: clo'ing ta+le' and other 'etting' fro& thi' docu&ent% When ha((y with it, Download it into your engine and try it out% f you ha*e trou+le then chec again to 'ee if 'oðing got &i''ed and try to wor through it% Do not +e du&+ a' a roc with thi'% Dou+le and tri((le chec your 'etting'% -ou need to +e 'o&ewhat co&(uter 'a**y% f your getting E1R$DP0 alar&'% O+*iou'ly you did 'oðing wrong and$or forgot to un(lug 'oðing% Thi' wor' *ery, *ery well% U'e 'o&e co&&on 'en'e%

Rougher Idle1 and the Downside of Efficient %om2ustion...  A +ad cali+ration ty(ically ha*e 'o&e 'e*ere control i''ue' for the )1T Actuator% The re'ult i' that the )1T (o'ition, when &onitored during idle, will +e u(ward' of ?7 V >8N4, and 'o&eti&e' 634% Thi' create' 'o&e un'ta+le idle condition' for the engine, e'(ecially if it e:ceed' ?74 clo'ing% t i' a tell88 RPM range' +elow the 00<38 &ar% -ou can certianly edit thi' +ac in if you lie, it/' your engine, +ut

lie thi' if you wanted to ee( thi' e:ce'' +ac<(re''ure to en'ure '&oother idle when the engine wa' cold, at the co't of higher idle fuel con'u&(tion%%%  #T1#Ma:#lo'ingTa+le  V .ower li&it ta+le Partial *iewB %%% (

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Editiing Tips and Screen Oerlay iles... f your going to ;u't change a (ara&eter or two, or te't a few, then +y all &ean', the +e't way i' to connect to the &odule E#MB directly and &ae change' on the fl y in the E#M to te't the&, +ut if your going to do a delete, or (erha(' &ae a change to 'e*eral (ara&eter' on a &ore (er&anent +a'i', then  highly reco&&end that you u(load your cali+ration fro& your engine fir't, then &ae the change' off
your ti&e with the edit% To 'tart, MAKE A #OP- O0 -OUR #A. 0.E 'o that you can alway' fall +ac to it a' a reference, or u'e it to get your truc going again if you &ae a &i'tae% -ou do not need any ind of connection acti*e to edit cal file', 'o go ahead and o(en your co(ied cal file in calter& *ia 0ile  O(en #ali+ration% #hoo'e the right E#01 file, and then choo'e a 'creen file if you lie *ia /Editor I O(en Screen 0ile/% Mae all your change' carefully and then 'a*e your edited cal file *ia 0ile  Sa*e or 0ile  Sa*e A'% Once you are done, then choo'e #o&(are fro& the tool' &enu and do a co&(are fro& your u(loaded cal file to your edited cal file%  alway' u'e the HTM. 'etting in the co&(are tool, then go through it ca refully, checing the edit for error'% f all loo' good, then clo'e out your cal file' in calter&, and re:!;g:!D@!l6#)Jc0>OT)&$Screen66>%rar 

%ER&' )*R C+,&-R+&)/ -E')RE RE(O*I!+ A!, #ARD-ARE $$$$$$$$$ %ER&' )*R C+,&-R+&)/ -E')RE RE(O*I!+ A!, #ARD-ARE $$$$$$$$$ %ER&' )*R C+,&-R+&)/ -E')RE RE(O*I!+ A!, #ARD-ARE $$$$$$$$$ %ER&' )*R C+,&-R+&)/ -E')RE RE(O*I!+ A!, #ARD-ARE $$$$$$$$$

Ju't Don/t do it% U'e the one you u(loaded fro& your engine% f you want &ore HP or fueling, then c o(y the fueling$ti&ing t'+le' fro& the higher HP cal file' onl y% Thi' hel(' (re*ent 'o&e +ad re'ult' for your engine% Thi' al'o hel(' ee( your feature' and (ara&eter' fro& getting &e''ed u(%

)7tional Rea8ing... Harness your %G$ (Customizing it to your nee8s"... Re<&a((ing your )1T and cu'to&iing it to how your truc i' dri*en can +e a +ig +enefit% !ot only can you i&(ro*e hor'e(ower$torCue with it, +ut fine tune it for &a:i&u& fuel 'a*ing'% When re'earching thi',  read an article or 7 that 'tated without a +unch of e&ulation 'oftware, that it i' hu&anly i&(o''i+le to re<&a( an E#M to get the correct torCue cur*e', +oo't (re''ure, fueling rate', ti&ing angle', *gt (o'ition', hydraulic delay', yada, yada the li't goe' on%%% Well  got offended +y thi' and too it a' a (er'onal challenge% There ha' to +e an ea'y way to 'ort of /1et what you want/ without ha*ing to re
dri*ing 33<58 &(h% Thi' &ean' that &o't of the ti&e, &y engine i' turning 9788<9@88 RPM/' according to how it i' geared% Al'o at thi' '(eed, &o't of the ti&e, &y foot i' not *ery far down on the throttle% t i' u'ually le'' than @84% After 'e*eral day' of &onitoring &y )1T actuator (o'ition *' fueling rate,  noticed that &uch of the ti&e, &y actuator would 'it at 34, and only go u( when  'tarted cli&+ing a hill%  got curiou' a' to where it 'hould +e for &a: fuel econo&y, 'o  '(ent the ne:t cou(le of day' u'ing the o*erride co&&and for the )1T, &anually 'etting it while watching &y fueling rate%  0ound that &o't of the ti&e,  actually got +etter fuel econo&y with the actuator at 97<934 rather than at 34 where the E#M wanted it% The only e:ce(tion to thi' wa' when  needed al&o't no throttle *ery 'light downgrade'B where 34 wa' +etter, and of cour'e, when  needed 'o&e (ower to cli&+ a hill% The fueling rate on &y truc ha' a range fro& 8<@38, 'o ero i' no fuel, and @38 i' the (edal to the floor% With all thi' in &ind, it wa' clear what  wanted%  wanted the )1T to +e at 34 when the fueling rate wa' +elow 38, the )1T at 97<934 at a fueling rate of 38<938, and for the )1T to go fro& 934 to 584 +etween 938 and 7?3 thi' ga*e &e &a: +oo't and torCue during hill cli&+ingB% And to +ac off the )1T to 34 fro& @88<@38 to (re*ent o*er
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Well, thi' ga*e &e what  wanted, +ut now, the re't of the ta+le'B *alue' are out of (lace co&(ared to what  entered% Thi' &ean'  had to correct the re't of the 7 ta+le' and +lend the *alue' the +e't  could% !ow,  had to en'ure the'e ta+le' were acti*e in he E#M, 'o  found the (ara&eter' to acti*ate the&% They are 'et a' follow'%%%  9GC9%ariable9,,im9Mo8e  G 9  9GC9%ariable9*,im9Mo8e  G 9 Thi' acti*ate' the ta+le' and force' the )1T to +eha*e the way  wanted it to% Te't dri*ing the truc re'ulted in 'o&e decent (ower gain' and +etter fuel &ileage to +oot%  didn/t now &y engine wa' ca(a+le of 'uch (ower%  would i&agine that if thi' (ower were a+u'ed hea*ily, then 'o&e engine co&(onent da&age would (ro+a+ly re'ult,  don/t now%  lie it &uch +etter now, +ut  ha*e to re&ind &y'elf not to get &y foot too carried away when going u( a hill% n'tead,  en;oy &uch +etter fuel &ileage% 0or tho'e who are curiou', the )1T can +e &anually controlled *ia 7 (ara&eter'% They are 'et a' follow'%%%  T7*+A7D)7%md7User7Oerride  G 9

X Thi' ena+le' the o*erride to all other )1T (o'ition logic%

 %7*+A7D)7%md7Oerride7*alue  G YPOSTO! 8<9884Z X The *alue you want it to +e (o'itioned at%