Engine Main

Engine Type

This setting defines the two engine cycle type supported by the ECU.

4-Stroke – The most common engine type. One complete engine cycle occurs over two crankshaft revolutions (720°).

2-Stroke – One complete engine cycle occurs over one crankshaft revolution (360°).

Rotary engines are regarded as 2 stroke engines

Engine Size

The total engine displacement, entered in cc.

This setting is critical and must be configured accurately, as the engine displacement is used by the ECU in various calculations to build the engine model.

Compression Ratio

This value is the static compression ratio of the engine. ie: Swept volume over clearance volume.

NOTE: This input effects the Torque Model as well as the Fuel Model: Expansion Ratio calculation.

Crank RPM Entry

Used to determine the Engine Speed which is considered as cranking. Various compensations also use this value to determine when to be enabled.

The value entered must be low enough at cranking speeds to ensure the cranking compensations can be enabled.

Crank RPM Exit

Defines the engine speed above which the engine is considered to be running. Various compensations also use this value to determine when they should be enabled.

NOTE: Should you have an engine that is difficult to initially cold start, that is it doesn’t start on first crank, rather on the second or third attempt, then increasing the Crank RPM Exit in some instances can help. This allows the engine to utilize the Crank Comp Table for a little longer allowing for a faster start and quicker handover to a run condition.

Engine Speed Valid

Engine Speed is considered valid when it exceeds this value, allowing the ECU to begin Fuel and Ignition control.

Engine Speed Invalid

Engine Speed is considered invalid when it falls below this value, causing the ECU to stop Fuel and Ignition control.

Firing Order Setup

Firing Order Setup

This table is used to define the engine firing order and the base angle for each cylinder.

Most engines are even-fire, meaning that each firing event occurs at an equal crankshaft angle from the previous firing event.

For example, a 4-cylinder, 4-stroke, even-fire engine commonly uses a firing order of 1-3-4-2.

The corresponding base angles are: 0° – 180° – 360° – 540°

For even-fire engines, the Generate Base Angles function can be used to automatically calculate the base angles once the firing order is entered.

For odd-fire engines, the base angles are not equally spaced and must be entered manually, as shown below for a Dodge Viper application.

Bank Cylinder Setup

Bank Cylinder Setup

Assigns each cylinder to Bank 1 or Bank 2. This allows the ECU to determine which cylinders the bank-specific fuel or ignition trims are applied to.

Used in the Bank controlled Fuel Models 5-7.

Air Mass Model Setup

Overview

The Air Mass Model defines how the ECU calculates the mass of air entering the engine.

Accurate air mass calculation is critical for two primary functions within the ECU:

1. The calculated air mass is used to determine the required fuel mass to achieve the commanded Lambda Target, before being converted into an injector pulse width using the injector configuration data.

2. The calculated air mass is used by the Engine Torque Model to estimate engine torque. Accurate air mass calculation is therefore essential to ensure Torque Control and Torque Reduction functions operate correctly.

Different engine combinations may benefit from different air mass calculation strategies. Emtron provides several Air Mass Models to suit a wide range of applications. The ECU can calculate engine air mass using the following Air Mass Models:

Setup Options

Air Mass Model Descriptions

Speed Density (MAP)

Calculates engine air mass using the Ideal Gas Law based on Manifold Absolute Pressure (MAP), Charge Temperature, Engine Displacement, and Volumetric Efficiency (VE).

See here for more information: MAP air mass

Speed Density (BAP)

Calculates engine air mass using Barometric Absolute Pressure (BAP) instead of manifold pressure. This mode is typically used on naturally aspirated engines operating with individual throttle bodies (ITBs), where manifold pressure is not a reliable indicator of engine load.

See here for more information: BAP air mass

Mass Air Flow (MAF)

Calculates engine air mass directly from the measured airflow provided by the configured Mass Air Flow sensor.

See here for more information: MAF air mass

Air Mass Modelled + Throttle Mass Flow (TMF) Blend

The final engine air mass is generated by blending the calculated Air Mass Modelled value and Throttle Mass Flow (TMF) calculation using the ratio defined by the Air Mass Blend Table.

When this mode is enabled the The Air Mass Blend Table becomes active:
Tuning -> Fuel -> Air Mass Model Blending Table

• 0% Blend = 100% Air Mass Modelled
• 100% Blend = 100% Throttle Mass Flow (TMF)

See here for more information: TMF air mass
See here for more information: Modelled air mass

Speed Density (MAP) + Throttle Mass Flow (TMF) Blend

The final engine air mass is generated by blending Speed Density (MAP) value and Throttle Mass Flow (TMF) calculation using the ratio defined by the Air Mass Blend Table.

When this mode is enabled the The Air Mass Blend Table becomes active:
Tuning -> Fuel -> Air Mass Model Blending Table

• 0% Blend = 100% Speed Density
• 100% Blend = 100% Throttle Mass Flow

See here for more information: TMF air mass
See here for more information: MAP air mass

Emtron Air Mass Model (Custom)

Uses the custom Emtron air mass model. See here for more information: Emtron air mass

Air Mass Blend Table

When Air Mass Model 3, 4 or 5 is selected, the Air Mass Blend table is enabled.

This table determines the contribution(ratio) of each air mass model used to calculate the final engine air mass.

Intermediate values proportionally blend between the selected air mass models.

See here for more information on Air Mass Blend Table : Air Mass Blend Table

Air Mass Bank Control

This option is only available using the Emtron Air Mass Model. See Emtron Air Mass Model

Air Mass Runtimes

All ECU air mass related runtimes can be viewed from: ECU Runtime -> Air Mass

Speed Density (BAP)

Speed Density (BAP Sensor)

Speed Density (BAP) mode is predominantly used in TPS only tuning methods.

This mode uses the same Fuel Model and equations as listed for mode 0 (Speed Density (MAP)), the only difference is the MAP sensor is replaced with the BAP sensor.

Speed Density (MAP)

Overview

The ECU’s primary Air Mass Model is Speed Density (MAP Sensor).. The basis of this calculation is derived using the Ideal Gas Law; PV = nRT

The ECU calculates the injection time for speed density using the following information:

• Displacement volume per cylinder (cc).
• Intake Manifold Air Pressure - MAP(kPa)
• Lambda Target (La)
• Stoichiometric Ratio of the Fuel (Stoich)
• Injector Flow rate (cc/min)
• Charge Temperature (DegC)
• Fuel Density (g/ml)
• Fuel Pressure (kPa)
• Engine VE (%)
• Gas Constant - R = 287J/Kg/K for Dry Air.

Using these inputs, the ECU calculates the mass of air trapped within each cylinder for every engine cycle. The calculated air mass is then used to determine the required fuel mass to achieve the commanded Lambda Target, before being converted into an injector pulse width.

ℹ️ Important

• Since the air mass is calculated rather than measured directly, the accuracy of the Speed Density model depends heavily on correct calibration of the Volumetric Efficiency (VE) table(s).

See here for more information: VE Tables

• In the predefined Speed Density (MAP) Air Mass Model, the pressure source is fixed to the Manifold Pressure input channel and cannot be changed.

• If an alternative pressure source is required, this is only available when using the Emtron Air Mass Model (Mode 5):

  • Set Air Mass Model = Emtron Air Mass Model
  • Configure Calculation 1 or Calculation 2 as Speed Density
  • Configure the desired pressure source from: Config → Air Mass → Speed Density Setup → Speed Density MAP Source

Speed Density Setup

The Speed Density setup parameters are configured from: Config → Air MAss → Speed Density (SD) Setup

The following settings are used to configure the Speed Density Air Mass Model.

VE Table Control

Selects the method used to generate the final Volumetric Efficiency (VE) value used by the Speed Density calculation (Non-Banked Mode).

This setting is only available when the selected Air Mass Model uses Speed Density.

Table 1: Uses VE Table 1 exclusively for all engine operating conditions.

Table 2: Uses VE Table 2 exclusively for all engine operating conditions.

Cal Slot: Allows the active VE table to be switched dynamically in real time using the Calibration (Cal) Slot Table function. See : Tuning → Cal Control

Z-Axis: Enables a user configurable third operating axis to blend or switch between VE Table 1 and VE Table 2. The Z-axis can use any available ECU runtime making it suitable for applications such as:

• Variable camshaft systems (VTEC/VVL)
• Alternate fuel calibrations

VE Blend: Uses the VE Blend Table to generate the final VE value by blending between VE Table 1 and VE Table 2.

• 0.0% = All VE Table 1
• 50.0% = Equal blend of VE Table 1 and VE Table 2
• 100.0% = All VE Table 2

Speed Density Charge Temperature Enable

When enabled, the ECU includes Charge Temperature in the Speed Density air mass calculation. The ECU automatically corrects the calculated air mass based on Charge Temperature Estimate using the Ideal Gas Law. For this reason, the Charge Temperature Compensation Tables should initially be configured to zero (not used).

When disabled, the Speed Density model assumes a fixed charge temperature of 20°C and the Charge Temperature Compensation Tables are therefore required to provide the necessary fuel compensation.

Recommended Setting: ON

VE Expansion Ratio

The VE Expansion Ratio feature uses the relationship between:

• Exhaust Manifold Pressure (EMAP)
• Manifold Absolute Pressure (MAP)
• Engine Static Compression Ratio

to correct the effective volumetric efficiency of the engine as exhaust backpressure changes.

This is particularly beneficial on turbocharged engines operating at high boost pressures where increasing exhaust backpressure can significantly influence cylinder filling efficiency.

Exhaust manifold pressure can be sourced from:

• EMAP Sensor 1 uses the measured Exhaust Manifold Pressure 1 input.
• EMAP Estimation Table generates an estimated exhaust pressure using the configured Exhaust Pressure Estimated (EMAP) Table.
• EMAP Sensor 1 / 2 Average uses the average of Exhaust Manifold Pressure Bank 1 and Bank 2 sensors.

Exahust Pressure Estimated Reference: Tuning view -> Air Mass -> Exhaust Pressure Estimation Table.

Speed Density MAP Source

Selects the pressure source used by the Speed Density calculation. This setting is ONLY available when the selected Air Mass Model is Emtron Air Mass Model.

For all predefined Air Mass Models this setting defaults to the Manifold Pressure input and cannot be modified.

The following pressure sources are available:

Speed Density MAP Bank 1 and Bank 2 Source.

Selects the pressure source used for each individual bank Speed Density calculation.

This setting is only available when:

• The selected Air Mass Model is Emtron Air Mass Model
• Air Mass Bank Control is enabled

The same pressure source options described in Speed Density MAP Source are available for both Bank 1 and Bank 2 calculations.

Example:

• MAP = 252kPa
• Charge Temperature = 30.7 DegC
• Volume Per Cylinder = 666.6
• Stoich Ratio = 9.9
• Lambda Target = 0.785
• Engine VE = 96.6 %

Fuel Mass (g) = 0.2395

In this basic example, if the cylinder achieves 96.6% volumetric efficiency, then 0.2395 grams of fuel is required to achieve a Lambda Target of 0.785.

The VE Table(s) define the volumetric efficiency of the engine at varying engine speeds and loads and represent the True VE of the engine. A typical table is shown in Figure 1 for a turbo charged engine.

Fuel VE Table Figure 1

Also, the Stoichiometric Ratio will vary with Fuel Type. A Single Zone if the fuel type is fixed (Figure 2) can be used or a Table allowing the ECU to constantly correct for varying alcohol content. See Figure 3.

Stoich Ratio Setup (single)

Figure 2

Stoich Ratio Setup (table)

Figure 3

Notes on Effective Pusle width

Once the required Fuel Mass has been determined from the calculated Air Mass, the ECU calculates the effective injector pulse width using:

• Injector Size
• Fuel Density. Fuel density is used to convert between fuel mass and fuel volume and can be a function of both Fuel Temperature and Alcohol Content. A typical Fuel Density table is shown below in Figure 4
• Fuel Pressure Correction. Fuel Pressure Correction is based on the injector flow relationship described by Bernoulli’s Equation and allows the effective injector flow rate to be adjusted as the differential pressure across the injector changes.

Note: Fuel Pressure Correction is only applied when enabled using the Config -> Fuel -> Fuel Main → Fuel Pressure Corr. setting.

Fuel Density Table

Figure 4

Mass Air Flow Sensor (MAF)

Overview

The Air Flow Sensor(s) provides a measured Air Mass Flow in g/s. The ECU then converts this into air mass per cylinder (g/cyl) giving actual Air Mass into the Engine.

The following MAF input channels can be used:

• Mass Air Flow Sensor(s) 1 and 2
• Mass Air Flow Bank Sensor(s) 1 and 2 can be used

The ECU will search which channel(s) are enabled and use those inputs. “Mass Air Flow Sensor” takes priority over “Mass Air Flow Bank Sensor”. For example if both

Mass Air Flow Sensor1 and Mass Air Flow Sensor2 input channels are configured the ECU will automatically use both inputs.

MAF systems are more flexible in their ability to compensate for engine changes(like altitude and IAT) since they actually measure airflow instead of calculating it like the Speed Density Fuel Model. It also greatly reduces the tune time as you no longer need to adjust the fueling based on the VE of the Engine… its automatically accounted for by the MAF sensor.

However they also have limitations around restriction and sensor range on high power engines.

Once the Mass Air has been measured, if the MAF requires further scaling this can be done using a 3D Table. In the real world “small” corrections will need to be applied. This can be done using the Secondary Load Table which will allow a +/- percentage correction to be applied.

A Typical example is shown in below. Table Control should be used to put the Secondary Load Table into this “special” mode shown below

Secondary Load Table used for MAF Sensor

Table Control for Secondary Load Table

Once the Air Mass has been determined, the Stoichiometric Ratio and Lambda Target are used to generate a Fuel Mass (g). The Stoichiometric Ratio will vary with Fuel Type. A Single Zone if the fuel type is fixed can be used or a Table allowing the ECU to constantly correct for varying alcohol content.

Once the Fuel Mass is determined, the Effective Injector Pulse Width can be calculated using:

• Injector Size
• Fuel Density. Fuel Density can be a function of both Fuel Temperate and Alcohol Content.
• Fuel Pressure Correction. The Fuel Pressure Correction is a Fluid Dynamics equation. It allows the injector flow rate to be adjusted as the differential pressure across the injector changes. NOTE: This correction MUST be enabled using the “Fuel Model : Fuel Pressure” setting

Flow Chart Overview for Mass Air Flow Sensor Fuel Model:

Throttle Mass Flow

Overview

Throttle Mass Flow (TMF) as the name indicates, is the rate at which air mass is flowing through a throttle body in units of grams/second (g/s). Using the throttle body size, throttle area, temperature, pre and post throttle pressures,the ECU can very accurately calculate air flow through the throttle body and therefore into the engine; this is known as the TMF Calculation. Other sensors that also generate air mass flow (g/s) data are Manifold Pressure and MAF sensors. The TMF Calculation is just another method of determining air mass flow and has benefits over MAP and MAF as discussed further down.

The image below illustrates the basic elements required to calculate TMF.

Getting into more detail, the flow through a throttle body is governed by three physical elements, Conversation of mass, Newtons second law of motion for fluids and Conservation of energy. By combining these elements the ECU can model the flow of fluid through the throttle body accounting for throttle plate thickness and throttle shaft size. By then including real-time data such as the pressure ratio across the throttle plate and the instantaneous throttle area, the ECU can precisely calculate the mass flow rate through a throttle body.

Although these calculation are complex, the TMF setup process for the user is kept as simple as possible with the following inputs and setup required:

Sensor Inputs required

1. Pressure Before the throttle Plate
2. Pressure After the throttle Plate
3. Temperature

Setting required

1. Throttle Body Size
2. Throttle Area to Servo Position Correlation Table (Throttle Body Area Table)

The TMF calculation can be summarised by the following equation:

Throttle Mass Flow (g/s) = ( Pafter /  Pbefore)  x Throttle Area x  Modelled throttle body fluid dynamics equation

Settings

Tuning -> Engine Functions -> Throttle Body Model -> Throttle Mass Flow Setup

Throttle Mass Flow Enable

Allows the TMF function to be enabled. At this point the ECU is only calculating air mass flow into the engine. Once setup other functions like the Fuel Model and Idle Speed Control can be configured to use the TMF calculated air mass data.

Select which type of throttle system you have:

1x DBW Throttle

2x DBW Throttle

1x Cable Throttle

Throttle Mass Idle Valve Enable

Enables the Idle Valve Area to be accounted for in the TMF calculation; the Throttle Body Area AND Idle Valve Area are used to give a Total Area.

Normally only required on a Cable Throttle when an external Idle Air Bleed is used.

Throttle Before Plate Pressure

Pressure source before throttle plate

• Commonly Boost Pressure
• Also referred to as Charge Pressure

Normally aspirated vehicles can use Barometric Pressure as Pre Throttle pressure source

Throttle After Plate Pressure

Pressure source after throttle plate

• Commonly Manifold Pressure

Throttle Temperature Source

The Air temperature input used in the TMF Calculation

Throttle Body Size

The Throttle Body inside diameter in millimeters.

See Tuning -> Engine Functions -> Throttle Body Model -> Throttle Body Setup.

Throttle Body Area

Gives the direct relationship between Throttle Area and Servo Position. See Tuning -> Engine Functions -> Throttle Body Model -> Throttle Body Area Table

Throttle Mass Flow Runtimes

The following TMF calculated runtimes are generated. See the Runtime menu (F3) Engine Data Calculated tab.

• Throttle Air Mass calculations report in units of g/s or g/cyl
• Throttle Pressure Ratio is the ratio of Pre Throttle Pressure sensing vs Post Throttle pressure sensing (Boost Pressure vs MAP Pressure most commonly)
• Throttle Eff Area is the calculated Throttle Area using the Servo Position and the Throttle Body Area lookup table.

All these runtimes can be utilized within other functions.

Functions that can utilize the TMF Calculation

The following functions can use the air mass data generated from the TMF calculation:

Fuel Model

Option 3: Blend - MAP Modelled + Throttle Mass Flow. TMF Fuel Model calculations can offer advantages when the throttle pressure ratio is low (partial throttle) and respond much faster in transient conditions.

For more information see the Fuel Model section.

Idle Speed Control

Option 6: DBW 1 TMF

Option 7: DBW 1+2 TMF

This allows the Idle Speed control to target Mass Flow Rate of g/s. The Throttle Mass Flow (TMF) idle speed control function delivers extremely accurate and rapid idle calculation based on actual engine’s airflow requirements. See TMF Idle Speed Control section for more information

Launch Control

Option 2: Torque Limiting.

The TMF is used to control throttle plate position to achieve a target torque and target launch engine speed.

Tuning TMF

Once TMF is appropriate set up, it can make mapping the engine when it is in use very fast. Using TMF wherever possible is strongly advised by Emtron, especially depending on what kind of dynamometer being used, test conditions, and more – often part throttle and proper transient setup is often forgiven due to time constraints.

Version 1.0

Due to strictly calculating airflow via pressure ratio, the calculation will become invalid at a near equal pressure ratio through the throttle.

Gradually accelerate the engine under load and increase to increase the throttle area demand/effective area.

** Final air mass calculation which can be affected by engine speed (and more) can affect the optimal blend point. This is why most default configurations for the Fuel Model Blend Table include Air Mass Final runtimes.

In this particular case the TMF signal at around 0.830 throttle pressure ratio is being unusable.

At this same moment, the Air Mass Modelled/blended calculation is stable and can be blended in.

And/or TMF Out-flowing can generate correct TMF values.

TMF Outflowing calculates TMF airflow when pressure ratio cannot.

Improper “Outflow Scaler” setting. Adjust Throttle Mass Flow Outflow Scaler to correct

Throttle Mass Flow Air Flow values can only be compared to validated/tuned air flow values (tuned) such as MAP Air Mass or MAF Air Mass.

TMF Correction Table

This correction table essentially exists to help remove an error remaining in the system across a wide variety of load & rpm conditions.

Demonstrating error in TMF Calculation that needs to be corrected in TMF Correction Table

Tuning the Throttle Body Area Table

The Throttle Body Area table tells the ECU how much actual throttle area is effective at different throttle positions. This is key to the ECUs further Torque Managing functions, as accurate air mass measurement and actual engine torque go hand in hand.

For torque management, Throttle Area Demand can be manipulated which will be directly proportional to air mass when this is configured correctly

Tuning -> Engine Functions -> Throttle Body Model -> Throttle Body Area Table

This 2D table is all that is needed to appropriately map the given throttle area vs throttle position. As mentioned previously, this allows for extremely fast and accurate mapping of the engine when TMF is active.

It is important to understand that the Pedal Demand and other targeting of throttle area will target the "unit location" in this table, which will then correspond to the DBW Servo Position.  

This means, there could be little relationship between Throttle Area Demand and actual DBW Servo Position on fully tuned setups.

Blend tables must be configured completely before tuning

There are multiple ways to calibrate the appropriate throttle area.

Method 1 – Torque verification

With calculated torque channels configured and functional, tuning the Engine Torque (TMF) channels to match the standard Engine Torque channels will allow full mapping of the Throttle Area table. See Torque Management Tuning

Method 2 – Matching other forms of Air Mass measurement

If the application is using a calibrated MAF sensor. Then the throttle area % can be adjusted and matched to TMF air mass VS MAF air mass at different throttle/DBW servo positions.

The same can be done matching TMF air mass VS MAP air mass

MAF/MAP air mass must be validly running the engine - running the commanded lambda target, etc

Method 3 – Matching Lambda

If no MAF sensor is available, setting fuel trims to 0 (or near 0), you can adjust the throttle area to match the target mixture very quickly.

Some extreme applications where live Lambda is unstable may be more difficult to map with Method 3

💡️ Tuning Tip Per the Matching Lambda validation method, the Throttle Area Table is used to quickly tune the engine operating in TMF by simply manipulating the table at the various throttle areas to match the Lambda Target Table values for that given load. When the correct air fuel ratio is achieved, the Throttle Area Table is essentially validated for the purpose of running the engine. To do this the wideband lambda control should be turned off and the blend bias toward TMF be set to 100%.

Air Mass Modelled

Overview

Air Mass Modelling allows the ECU to generate a custom Air Mass Modelled (g/cyl) runtime by blending two independent air mass calculations together. The “Blend Table” determines the blend ratio between both parameters.

The resulting Air Mass Modelled runtime can be used throughout the ECU, including as the primary air mass source for the Fuel Mass Calculation and Engine Torque Model.

This provides a flexible method of constructing advanced air mass calculation strategies that are not possible using the predefined Air Mass Models alone.

The configuration takes place in: Config -> Air Mass -> Air Mass Modelled Setup. See Air Mass Modelled Setup

The Air Mass Modelled Blend Table is configured from: Tuning → Fuel → Air Mass Model Blend Table

Air Mass Modeling allows the ECU to blend different methods of air mass calculation to generate the Air Mass Modeled runtime

Air Mass Modelled Setup

The Air Mass Modelled Setup determines the two air mass calculations used to generate the final Air Mass Modelled runtime.

Two independent inputs are available:

• Air Mass Modelled Blend Parameter 1
• Air Mass Modelled Blend Parameter 2

Air Mass Modelled Blend Parameters have the following options. Select the two air mass calculations that will be blended together to generate the final Air Mass Modelled runtime:

Air Mass Modelled Blend Parameter 1

Select the method of air mass calculation for Parameter 1

Air Mass Modelled Blend Parameter 2

Select the method of air mass calculation for Parameter 2

A common application is blending between Manifold Pressure Sensor and Manifold Pressure Estimate (see further help on MAP Estimate).

If blending is not required, configure both parameters to use the same air mass source or configure the blend table to fully favour the desired calculation method.

Air Mass Modelled Blend Table

The example below shows Speed Density configured as Parameter 1 and Throttle Mass Flow (TMF) configured as Parameter 2.

The Air Mass Modelled Blend Table is a three-dimensional table with configurable axes that determines the blend ratio between the two selected Air Mass Modelled parameters.

• 0.0% = All Parameter 1
• 100.0% = All Parameter 2

Air Mass Model Blend Table

Overview

The Air Mass Blend Table defines the contribution of two air mass calculations used to generate the final engine air mass value.

The table output is expressed as a percentage and determines the weighting applied to each air mass calculation based on the selected Air Mass Model configuration.

A value of:

• 0.0% uses 100% of the primary air mass calculation.
• 100.0% uses 100% of the secondary air mass calculation.
• 50.0% uses an equal contribution from both calculations.

This allows the ECU to transition smoothly between two air mass calculation methods as engine operating conditions change, combining the advantages of each model over different areas of the engines operating range.

The Air Mass Blend Table is configured from:

Tuning → Fuel → Air Mass Model Blend Table

Air Mass Model 3: Air Mass Modelled + Throttle Mass Flow (TMF) Blend**

• 0.0% → 100% Air Mass Modelled
• 100.0% → 100% Throttle Mass Flow (TMF)

Air Mass Model 4: Speed Density (MAP) + Throttle Mass Flow (TMF) Blend**

• 0.0% → 100% Speed Density (MAP)
• 100.0% → 100% Throttle Mass Flow (TMF)

Air Mass Model 5: Emtron Air Mass Model

• 0.0% → 100% Air Mass Model Calculation 1
• 100.0% → 100% Air Mass Model Calculation 2

The calculation methods used by Calculation 1 and Calculation 2 are configured from the Emtron Air Mass Model setup page.

ℹ️ Important Note: Air Mass Validation*

When an Air Mass Blend mode is enabled, both air mass calculations continue to operate simultaneously regardless of the blend ratio currently being applied.

This allows the individual air mass calculations to be logged and compared directly against one another.

If both air mass models have been calibrated correctly, the calculated air mass values should closely overlay one another when operating under the same engine conditions.

For example, when using Speed Density + TMF Blend, the calculated Speed Density Air Mass and TMF Air Mass should produce similar air mass values for a given engine speed and load condition.

Significant differences between the two calculations typically indicate calibration errors within one of the air mass models, such as:

• Volumetric Efficiency (VE) calibration errors
• TMF model calibration errors
• Throttle Body Area table errors
• Charge Temperature model errors
• Sensor scaling or sensor placement issues

Comparing multiple air mass models in this manner provides a powerful method for validating the engine air mass calibration and improving overall model accuracy.

Below is an example datalog illustrating the correlation between the calculated Speed Density and TMF air mass values under the same operating conditions.

Emtron Air Mass Model

Overview

The Emtron Air Mass Model allows the ECU air mass calculation to be customised using one or two independent air mass calculation methods.

Most applications can be accurately modelled using the predefined Air Mass Models (0 to 4) and no further customisation is required. The Emtron Air Mass Model is intended for advanced applications requiring custom air mass calculations or blending between multiple air mass calculation methods.

Two independent air mass calculations are available:

• Air Mass Model Calculation 1
• Air Mass Model Calculation 2

Each calculation can be configured to use one of the following air mass calculation methods:

Single Calculation Mode

If only a single air mass model is required, configure Calculation 1 as required and set Calculation 2 to Off.

In this configuration, the ECU uses the output of Calculation 1 as the final engine air mass value.

Dual Calculation Blend Mode

For applications requiring the advantages of multiple air mass calculation methods, both Calculation 1 and Calculation 2 may be enabled simultaneously.

When both calculations are enabled, the ECU uses the Air Mass Model Blend Table to determine the contribution of each calculation to the final air mass value.

• 0.0% Blend = 100% Calculation 1
• 100.0% Blend = 100% Calculation 2
• 50.0% Blend = Equal contribution from Calculation 1 and Calculation 2

This allows the ECU to transition smoothly between two air mass calculation methods as engine operating conditions change, combining the advantages of each model over different areas of the operating range.

Application Examnple: Speed Density + Throttle Mass Flow (TMF)

A common application of the Emtron Air Mass Model is blending Speed Density and Throttle Mass Flow (TMF) calculations to take advantage of the strengths of each method.

At low Pressure Ratios (PR) across the throttle body, such as idle, cruise and part-throttle operation, Throttle Mass Flow (TMF) provides superior airflow estimation due to the strong relationship between throttle pressure drop and mass flow.

As the throttle opens and the pressure ratio across the throttle approaches 1.0, the pressure drop across the throttle body becomes very small and the accuracy and sensitivity of TMF reduces. Under these conditions, Speed Density generally provides a more accurate estimation of cylinder air mass.

The Air Mass Model Blend Table can therefore be configured to:

• Use predominantly TMF at low pressure ratios.
• Progressively transition towards Speed Density as the pressure ratio approaches 1.0.
• Operate using predominantly Speed Density during high load and wide open throttle operation.

This approach combines the excellent transient response characteristics of TMF with the steady-state accuracy of Speed Density.

See here for more informationAir Mass Blend Table

ℹ️ Important Notes on TMF Blending

• At throttle pressure ratios above approximately 0.9 (Post-Throttle Pressure / Pre-Throttle Pressure), the pressure differential across the throttle body becomes very small, reducing the resolution of the Throttle Mass Flow (TMF) calculation. This is why TMF must always be blended with an alternative air mass calculation method and cannot be used as the sole air mass model for engine operation.

• The Air Mass Blend Table should therefore progressively transition from TMF to an alternative air mass calculation method as the throttle pressure ratio approaches 1.0.

• The Air Mass Blend Table forms part of the engine air mass model and must be finalised before tuning starts.

• TMF tuning is accomplished by validating the Throttle Body Area Table

• The TMF Correction Table can be used to make small adjustments to the TMF calculation if required. In most applications, little or no correction should be necessary.

Air Mass Bank Control

Air Mass Bank Control allows the ECU to independently calculate the engine air mass for each cylinder bank. This option is only available using the Emtron Air Mass Model.

When enabled, each bank operates as an independent air mass model and requires the appropriate sensors and inputs to support bank-specific airflow calculations.

Typical examples include:

• Independent inlet manifolds.
• Dual throttle body systems.
• Dual plenum engines.
• Engines equipped with bank specific pressure, temperature or airflow sensors.

ℹ️ Important Note: Bank Control Notes

1) Engines with inlet manifolds connected by a balance tube or crossover passage may not exhibit true banked airflow behaviour. Any pressure differential between the manifolds will result in airflow transfer through the balance passage, reducing the effectiveness and accuracy of independent bank air mass calculations.

2) Air Mass Bank Control is available for all Air Mass Model types.

2) Ensure the Bank Cylinder Setup table is configured correctly before enabling Bank Mode.

3) Air Mass Bank Control is not compatible with Staged Injection operation.

For more information refer to Bank Cylinder Setup

Air Mass Modifier Table

The Air Mass Modifier Table is enabled via Tuning -> Fuel Table Control -> Fuel Modifier Tables

Values in this table modify the ECUs Final Air Mass directly as a percentage

Bank Mass Air Flow Sensor

The ECU Independently controls the Fueling for the Engines Banks 1 and 2 using either two MAF Sensors . Required when there

is no common plenum between the cylinders banks.

Make sure the “Bank Cylinder Setup” Table is correctly initialised.

• The Input “Mass Air Flow Meter 1” is used to control the Fueling on Bank 1.
• The Input “Mass Air Flow Meter 2” is used to control the Fueling on Bank 2

Banked Speed Density

The ECU Independently controls the Fueling for the Engines Banks 1 and 2 using two MAP Sensors . Required when there is no common plenum between the cylinders banks.

Make sure the “Bank Cylinder Setup” Table is correctly initialised.

• The Input channel “Manifold Pressure - Bank 1” is used to control the Fueling on Bank 1.
• The Input channe; “Manifold Pressure - Bank 2” is used to control the Fueling on Bank 2.

Exhaust Pressure Estimate

For use when no Exhaust Pressure sensor is available.

Exhaust Pressure Estimate Setup

• 0: OFF
• 1: ON

Exhaust Pressure Estimate Table

3D table that with configurable axis to tune the Exhaust Pressure Estimate.

Units = kPa

Manifold Pressure Estimate

Generates a Manifold Pressure Estimate using a % Scaling table on the selected parameter.

Manifold Pressure Estimate Setup

0: OFF

Function is off

1: Table Value

Manifold Pressure Estimate Table = Raw Value

Table value = 50.8%

Manifold Pressure Estimate = 50.8 kPa (1:1)

2: % Barometric Pressure

Table value = 50.8%

Barometric Pressure = 96.8kPa

Manifold Pressure Estimate = 96.8kPa x 50.8% = 49.1kPa

3: % Manifold Pressure

Table value = 50.8%

Manifold Pressure = 96.8kPa

Manifold Pressure Estimate = 96.8kPa x 50.8% = 49.1kPa

4: % Manifold Pressure Bank 1/2 Average

Table value = 50.8%

Manifold Pressure Bank 1/2 Average = 96.8kPa

Manifold Pressure Estimate = 96.8kPa x 50.8% = 49.1kPa

5: % Boost Pressure

Table value = 50.8%

Boost Pressure = 253.6kPa

Manifold Pressure Estimate = 253.6kPa x 50.8% = 128.8kPa

6: % Boost Pressure Bank 1/2 Average

Table value = 50.8%

Boost Pressure Bank 1/2 Average = 253.6kPa

Manifold Pressure Estimate = 253.6kPa x 50.8% = 128.8kPa

Manifold Pressure Estimate Table

3D table that with configurable axis to tune the Manifold Pressure Estimate

Units = % and correspond to Manifold Pressure Estimate Setup parameter

Mass Air Flow Sensor (MAF) + AirMass Modelled (Blend)

A Blend Table generates a Final Air Mass using a ratio from the MAF Sensor and Air Mass Modelled.

The following MAF input channels can be used:

• Mass Air Flow Sensor(s) 1 and 2
• Mass Air Flow Bank Sensor(s) 1 and 2 can be used

The ECU will search which channel(s) are enabled and use those inputs. “Mass Air Flow Sensor” takes priority over “Mass Air Flow Bank Sensor”. For example if both

Mass Air Flow Sensor1 and Mass Air Flow Sensor2 input channels are configured the ECU will automatically use both inputs.

The fuel model blending control table is accessed from : Tuning -> Fuel -> Fuel Model Blending Control

0% = Air Mass Modelled ONLY

100% = Mass Air Flow Sensor ONLY

Air Mass Modelled setup must be configured - Air Mass Modelled Setup

Mass Air Flow setup must be configured - Mass Air Flow Meter 1 Input

** Blend tables must be configured completely before tuning

Mass Air Flow tuning/re-scaling is accomplished by generating and validating a Secondary Load Table. This allows

the MAF sensor scaling to adjusted under different user conditions:

Example. MAF value of 10.0 g/s and scaling of 25% will yield a scaled MAF value of 12.5 g/s.

The secondary load table becomes a primary tuning table when linked to the MAF scaling

To tune the secondary load table the fuel model blend table is set to 100%

Engine Decoding Mode

The Engine Decoding Mode selects the trigger pattern and decoding used by the ECU to determine engine position and synchronisation.

The selected mode determines how the ECU interprets the crankshaft and camshaft trigger signals, establishing the engine position used by the ECU for ignition timing, fuel injection timing and other engine position-dependent functions including Variable Valve Timing (VVT), knock control and torque control etc.

For predefined decoding modes (Option 3 and above), the ECU will initialize both the Crank Index and Sync Sensor channels to the correct settings. This includes:

• Sensor Type
• Sensor Edge
• Sensor Pull-up
• Arming Threshold Tables

This is considered Pre-Defined Decoding. All settings for Tooth Count, Index Tooth and Crank Index Offset are controlled by the ECU firmware and cannot be customized. However, the Edge Type, Pull-up, and Arming thresholds can all be adjusted after the new decoding mode has been selected.

The most common adjustment is configuring the Arming Threshold Tables when using magnetic (VR) sensors. As a general guideline, the arming thresholds should initially be set to approximately 60% of the peak sensor voltage.

Use the Emtron Scope function to measure the peak crankshaft and camshaft sensor signal voltages to configure the Arming Threshold Tables correctly. See here for more information: Setting Arming Threshols

– Engine Speed Calculation

This setting defines the number of crankshaft degrees over which engine speed is calculated. A wider measurement window provides greater averaging and a more stable engine speed calculation.

Typical values range from 1 TDC event (90° for an 8-cylinder engine, 180° for a 4-cylinder engine) up to 1/2 of an engine cycle (360°).

The maximum value is 2 engine cycles (1440°)

Sync Lockout RPM

The Sync Sensor input is ignored when engine speed is above this value.

This setting is primarily used to help diagnose engine decoding errors occurring at high engine speeds. For example, if an engine decoding error occurs at 6500 RPM, setting Sync Lockout RPM to 6000 RPM will cause the ECU to ignore the Sync Sensor above 6000 RPM.

If the decoding error no longer occurs, this indicates that the Sync Sensor or its associated signal may be the cause of the issue.

Setting this value to 20,000 RPM disables the Sync Lockout feature.

Arming Thresholds

Overview

The Arming Threshold defines the voltage level that the input signal must cross before the input circuit considers the signal valid. This applies regardless of signal type, including magnetic (VR) and digital inputs.

Magnetic (VR) Sensors

The Arming Threshold defines the voltage level that the input signal must exceed before the input circuit is armed and ready to detect a trigger event. Once armed, the input circuit waits for the signal to transition through the zero-crossing point from a positive voltage to a negative voltage.

NOTE: The Arming Threshold does not define the actual trigger point in this mode. It only determines when the input circuit is armed and ready to detect the subsequent zero-crossing event.

Hall Effect/ Digital Sensors

The Arming Threshold defines the voltage level that the input signal must cross before the trigger circuit is armed and ready to detect the selected trigger edge. Once the arming condition has been met, the trigger event occurs when the signal transitions through the configured Sensor Edge (rising or falling edge).

The correct Arming Threshold configuration ensures reliable trigger detection across the full engine operating range and helps prevent trigger errors, excessive error counts, misfires, or no-start conditions.

Arming Threshold Setup

The Emtron Scope function should be used to setup the Arming Threshold Tables by measuring the peak sensor voltage across the engine operating range.

Magnetic (VR) Sensor Arming Threshold Setup

Configure the Arming Threshold to approximately 50% of the measured peak sensor voltage at each engine speed. This positions the threshold above ground noise while allowing sufficient margin for normal signal amplitude variation, improving trigger reliability.

In most applications, the maximum Arming Threshold required for reliable operation is approximately 8 V. If the peak sensor voltage exceeds 16 V, an Arming Threshold of 8 V is generally suitable.

Digital Sensor Arming Threshold Setup

For digital 0–5 V square-wave signals, configure the Arming Threshold to a fixed value of approximately 2.0 V across the entire engine operating range. This provides a stable switching point while maintaining adequate noise margin between the low and high signal levels.

Example:

The following example uses the Emtron Scope function to view the crankshaft sensor signal and identify a trigger signal integrity issue. The measured signal amplitude is then used to re-configure the Arming Threshold, resulting in reliable trigger detection.

The above example shows a crankshaft trigger signal with the Crank Sensor Arming Threshold set too low (0.5 V), represented by the green line.

With the above example zoomed in, the trigger signal can be seen crossing the Arming Threshold (green line) twice, indicated by the red arrows. Each time the signal subsequently transitions through the zero-crossing point, the ECU detects a trigger event (purple markers). The first trigger event is the valid tooth, while the second is a false trigger caused by the Arming Threshold being set too low.

Increasing the Arming Threshold above the secondary signal oscillation prevents the input circuit from re-arming, eliminating the false trigger. In this example, increasing the Arming Threshold to approximately 3.0 V resolves the issue.

Crank Index Offset Setup

Overview

The Crank Index Offset Setup is one of the most critical configuration steps within the ECU.

The ECU determines engine position by detecting a known trigger event, commonly referred to as the Index Tooth. Since the Index Tooth position does not normally coincide with Top Dead Centre (TDC) Cylinder #1 Compression, the Crank Index Offset defines the angular relationship between these two events. This allows the ECU to accurately determine crankshaft position and maintain synchronisation with the engine.

Ignition Timing Synchronisation

Before calibrating the ignition system, the ECU ignition timing must be synchronised with the actual engine crankshaft position.

Crank Index Offset Calibration

1. Enable Ignition Lock and configure a fixed ignition timing value using the Ignition Lock Angle.
   NOTE: When Ignition Lock Enable is ON, Ignition Lock Angle value overrides all other timing values in ECU.
2. Start the engine and use a timing light to measure the actual ignition timing.
3. Compare the measured ignition timing with the configured Ignition Lock Angle.
4. Adjust the Crank Index Offset until the timing light reading matches the configured Ignition Lock Angle.

This procedure should be performed with the engine operating at idle speed.

Ignition Delay Time Calibration

Once the Crank Index Offset has been calibrated at idle, ignition timing should be verified over the engine operating range.

As engine speed increases, ignition coil turn-on delays, ignition module propagation delays and ECU output delays can introduce small timing errors.

The Ignition Delay Time parameter compensates for these delays to ensure the commanded ignition timing accurately matches the actual crankshaft position across the complete engine speed range.

Adjustment guidelines:

• If the measured ignition timing retards as engine speed increases, increase the Ignition Delay Time value.
• If the measured ignition timing advances as engine speed increases, decrease the Ignition Delay Time value.

Once correctly calibrated, the timing light should indicate a constant ignition timing value regardless of engine speed when Ignition Lock is enabled.

Crank Index and Sync Sensor

Overview

The Crank Index Sensor establishes the crankshaft position, while the Sync Sensor identifies the engine phase within the complete engine cycle. This allows the ECU to determine the exact engine position and correctly identify the individual cylinder events.

For example, a conventional four-stroke engine has a 720° engine cycle, while a rotary engine has a 360° engine cycle.

The sensor type, signal edge, and pull-up configurations can be set from this menu.

Sensor Type

The Sensor Type setting defines the type of sensor connected to the selected Crank Index Sensor or Sync Sensor input.

Magnetic

Magnetic sensors are voltage-generating sensors that produce a sinusoidal signal. The signal swings both positive and negative around 0V, with the signal amplitude generally increasing as engine speed increases. Magnetic sensors can typically be identified by having two signal wires.

Hall Effect / Optical

Hall Effect and optical sensors produce a digital square-wave signal and require a power supply to operate. They can typically be identified by having three wires: supply, signal, and ground.

Emtron ECUs provide a dedicated 8V sensor supply to provide a regulated and clean power supply for these sensors.

Sensor Edge

This setting defines which edge of the Crank Index or Sync Position sensor signal is used by the ECU for engine position and synchronisation.

Sync Sensor Rising and Falling

Engines with multi-tooth sync sensors will typically have a “long” tooth at the crank index point.

In this configuration, the Sync Sensor provides a different signal level for each half of the engine cycle:

For example in the above image:

• 0–360°: Sync signal is Low (Purple trace)
• 360–720°: Sync signal is High (Purple trace)

The ECU uses the Crank Index gap to establish the crankshaft position and the Sync signal level to immediately determine which 360° half of the engine cycle the crankshaft is in.

This means the ECU does not need to wait for an additional Sync edge to determine the engine position. As soon as the first crank index gap is detected, the ECU can determine the 720° engine position from the combination of the crank index position and the current Sync signal level.

For these trigger types, set the Sync Sensor Edge configuration to Rising and Falling.

Custom Engine Decoding Modes

When using a custom decoding mode, such as 1 Tooth per TDC or Multi-Tooth Custom, Falling Edge should be used unless otherwise instructed by Emtron Support.

The example above illustrates the fast Falling Edge of a magnetic sensor signal

The example above illustrates the fast Falling Edge of a Hall Effect sensor signal.

Triggering from the Rising Edge in either of the two examples above will cause the engine timing to wander as RPM changes.

Sensor Pullup

This setting controls the internal 5V pull-up used with Hall Effect, Optical, and Proximity Crank Sensors.

The pull-up is not available when using a Magnetic sensor.

Sensor Arming Threshold

Arming thresholds for digital signals (including crank and sync sensors) describe the level in which the voltage level must go above before the signal can be valid. Regardless of signal (magnetic, or digital), the threshold voltage level must be reached before the signal can be considered valid.

** The threshold value does not mean this is the value in which the ECU “triggers”.

See Arming Threshold section for more information.

Typical Arming Threshold values for a Magnetic Sensor are shown in the image above. Note how the Arming Threshold increases as engine speed increases.

Typical Arming Threshold values for a Hall Effect Sensor are shown in the image above. For a standard 0–5V square-wave signal, it is recommended to set the Arming Threshold to a constant 2.0V across the entire table. This is approximately 40% of the sensor pull-up supply voltage.

Pre-Defined Engine Decoding Modes

When using a Pre-Defined Engine Decoding Mode (3 or higher), the Crank/Sync Sensor Type, Edge Configuration, and Pull-Up Configuration are pre-configured for the selected decoding mode. These settings should not normally be changed.

Multi Tooth Setup

Multi Tooth Setup

This allows the user to define a Custom decoding mode for the ECU to use. In order for the ECU to synchronize timing of the engine, an “index tooth” position must be identified. :

The following settings are configured in this menu item :

Crank Tooth Count. See Crank Tooth Count for more information.

Missing Tooth Count. See Missing Tooth Count for more information.

Crank Index Position. See Crank Index Position for more information.

Sync Position Sensor. See Sync Sensor Position for more information.

Gap Detection Method. SeeGap Detection Method for more information.

When using a Custom Decoding mode, it is important to understand how and where the “index tooth” is identified, especially if the engine has adjustable triggers (mechanically).

On Non-Missing tooth Crank Triggers, there must be a sync sensor so the ECU can identify the “Index Tooth”

The Sync Sensor must be Camshaft driven if sequential fuel injection/direct fire ignition modes are being used

Missing Tooth Triggers do not require a sync sensor to identify the “Index Tooth”

An example of a 4 Tooth Crank Wheel with a single tooth (50/50) Sync Sensor driven off a Camshaft (both Hall sensors)

Also known as 1-Tooth per TDC

** Note - This trigger could also be an example of a Crank Trigger being driven off of a Distributor (8 teeth), and therefore Camshaft driven

In this case, Edge configuration being set to both Falling Edge (see Crank Index/Sync Sensor Setup), the “Index Tooth” is identified as above

With a Missing Tooth crank trigger, the “Index Tooth” is recognized by the next Falling Edge after the gap position.

** Note - no Sync Sensor is even shown

** When using Magnetic Triggers, with incorrect polarity the ECU will not be able to recognize the gap and/or the “Index Tooth” position correctly. See Scope - Uses of Scope - Improper Crank/Sync Sensor Polarity

Sync Position %

Sync position refers to the point in which the ECU is identifying the Sync Edge location. This reference point can be critical as if there is any discrepancy to this position mechanically (wandering between the crank and cam trigger due to slack in cam belt/chain), it can cause crank/sync errors, engine cycle change, or even the firing order to change (especially in the case of non-missing crank trigger setup).

Emtron calculates the following channel for monitoring, diagnosis, and logging purposes - Sync Position %

The Sync Position % is calculated by factoring the position of the Sync Edge between consecutive Crank Teeth.

Looking at falling edges, the distance between crank teeth can be identified by the green lines, and the sync edge is identified by the yellow arrow. The value would be Sync Position % - 33% approximately in this case.

Best practice is to aim for a Sync Position % - 50%.

** Note - The higher the crank tooth count, the less resolution this runtime generally will have. IE a 60-2 trigger will have a much more unstable Sync Position % value vs a 1-Tooth Per TDC

Sync Position %

Sync Position %

Sync Position refers to the point at which the ECU identifies the Sync Edge location. This reference point is critical, as any mechanical variation between the crank and cam trigger positions, such as timing belt or chain slack, can cause the Sync Position to move.

Variations in the Sync Position can result in crank/sync errors, changes in the detected engine cycle, or even an incorrect firing order, particularly when using a non-missing crank trigger setup.

Emtron calculates the following channel for monitoring, diagnosis, and logging purposes - Sync Position %

The Sync Position % is calculated by factoring the position of the Sync Edge between consecutive Crank Teeth.

Looking at falling edges, the distance between crank teeth can be identified by the green lines, and the sync edge is identified by the yellow arrow. The value would be Sync Position % - 33% approximately in this case.

NOTE: The higher the crank tooth count, the less resolution this runtime generally will have. IE a 60-2 trigger will have a much more unstable Sync Position % value vs a 1-Tooth Per TDC

Trouble Shooting

Improper Crank/Sync Sensor Polarity

During most start up support, we often encounter reversed polarity of crank/sync sensors. The Scope can be used to easily identify the issues. These polarity situations are especially sensitive when using missing tooth triggers due to the gap position affecting the index tooth position (see Crank Index Position), or not being able to be recognized at all.

When the trigger tooth passes the sensor, the magnetic sensor should produce a positive voltage before dropping voltage negative.

This is easier to identify on a trigger wheel with a lower tooth count as you can see above.

On a trigger wheel with multi tooth, it is more difficult to identify polarity.

For multi-tooth wheels with a missing tooth –

Use the gap to identify the polarity of this crank sensor is correct. Do this by ensuring that the next tooth after the gap rises before it falls.

On a non-missing tooth multi-tooth trigger, the polarity can be validated generally by observing the “fast edge” being the falling edge. The above example shows this where the rising slope of the trace is much slower than the falling slope of the trace. The rising slope also will change based on the speed of the trigger wheel.

** Note – this is also why the falling edge provides most stable timing on magnetic triggers (with correct polarity).

** See Crank Index/Sync Sensor Setup

Crank trigger wired with incorrect polarity. Observe the voltage drops as the tooth after the gap approaches instead of rises.

In the case of missing tooth trigger wired with backwards polarity, the index tooth would either be recognized in the wrong position (earlier/before the index tooth has passed), or the “gap” not recognized properly due to not being able to differentiate a clear space. Subsequently this does not allow the ECU to identify the index tooth for timing the engine. Additionally, the uneven spacing (besides the expected “gap tooth number”) will cause the ECU to count crank tooth errors. The gap between the “false” index tooth position/gap and evenly spaced teeth will change with RPM as well.

Crank trigger wired with correct polarity. Observe the voltage rises as the tooth after the gap approaches.

With the polarity correct, it is clear the gap can be recognized, and the index tooth is being appropriately recognized at the true position (tooth after the gap).

Improper Edge Configuration for Crank/Sync Sensor

Falling Edge

With correct sensor polarity, both magnetic and hall sensors should have falling edge polarity in most cases. This is because these sensors have consistent “fast” performance when the tone ring teeth pass the sensors.

An example of a magnetic sensors fast edge being the falling.

An example of a hall senor fast edge being the falling. Most hall sensors produce a very good “square” wave, so the point can be argued that rising edge can be used, however at higher revs some will produce this “saw tooth” pattern which means triggering that way will cause timing to wander.

Rising and Falling Edge Sync Mode

Engines with multi-tooth sync sensors usually will have a “long” tooth during the “crank index point”. Normally, a custom decoding mode is needed to run the engine with multiple sync teeth, but in this case because there is a clear difference in signal on the sync input on each stroke (low vs high), the ECU can determine the stroke immediately (this is the fastest way to decode starting/720 sync). Set Sync Sensor Edge configuration to Rising and Falling for these trigger types.

** See Sync Sensor Setup – Sync Sensor

Clutch Slip Calculation

Clutch Slip Calculation uses 2 Inputs:

1. Engine Speed (RPM)

2. Input Shaft Speed (RPM)

Example.

Engine Speed = 6000

Input Shaft Speed = 5756 RPM

Clutch Slip(%) = Input Shaft Speed - Engine Speed

            Engine Speed

Clutch Slip(%) = -4.06 %

This means the Input Shaft is rotating 4.06% slower than the Engine Speed… i.e 4.06% Clutch Slip.

Drive Slip Calculation

Drive Slip

Given as a percentage of the difference between the speed of the driven wheel compared to the speed of an undriven wheel. The Drive Slip can be both positive and negative.

Drive Slip = (Speed Channel 1 - Speed Channel 2) / Speed Channel 2

which is normally expressed as:

Drive Slip = (Driven wheel speed - undriven wheel speed) / undriven wheel speed

0.0% = The driven and undriven wheels are at the same speed.

+10.0% = The driven wheels are turning 10% faster than the non driven wheels.

-10.0% = The driven wheels are turning 10% slower than the non driven wheels .

Example 1 - Drive Slip settings. Front wheel drive, 4 wheel speed inputs connected.

Drive Speed Front L = DI 1

Drive Speed Front R = DI 2

Undriven Speed Rear L = DI 3

Undriven Speed Rear R = DI 4

The ECU will average the front wheel speed and load this value into the runtime " Front Axle Speed"

The ECU will average the rear wheel speed and load this value into the runtime " Rear Axle Speed"

Driven Speed Channel = Front Axle Speed

Undriven Speed Channel = Rear Axle Speed

Example 2 - Drive Slip Settings. Rear wheel drive, 4 wheel speed inputs connected.

Undriven Speed Front L = DI 1

Undriven Speed Front R = DI 2

Drive Speed Rear L = DI 3

Drive Speed Rear R = DI 4

The ECU will average the front wheel speed and load this value into the runtime " Front Axle Speed"

The ECU will average the rear wheel speed and load this value into the runtime " Rear Axle Speed"

Driven Speed Channel = Rear Axle Speed

Undriven Speed Channel = Front Axle Speed

Turning Slip

The difference between the wheel speeds on the left side of the vehicle and the wheel speeds on the right side of the vehicle. The ECU uses “Front Axle Speed” and “Rear Axle Speed” to calculate this.

ECU calculated values: If sufficient Input Speed channels are selected the ECU can calculate the following addition data.

Front Axle Speed.

The average of either:

1. 1. The Drive Speed Front L and R or
      

   2. The Undriven Speed Front L and R
      

Rear Axle Speed.

The average of either:

1. 1. The Drive Speed Rear L and R or
      

   2. The Undriven Speed Rear L and R
      

Cornering Speed L.

The average of the Speed Front L (driven or undriven) and Speed Rear L (driven or undriven)

Cornering Speed R.

The average of the Speed Front R (driven or undriven) and Speed Rear R (driven or undriven)

NOTE: The ECU will check which speed channels are assigned and use this information to calculate the data. For this to work correctly for example the Speed Front L Driven and Undriven channels can never both be selected.

Gear Management

Gear Management

The first step to proper gear management/detection is a properly scaled and validated speed signal.

Gear Management in Emtron can be detected in various ways.

Fundamentally, gear control and detection are a part of the ECU functions.

Several channels are linked to the gear functions that can be viewed, logged, and used as active channels :

Gear Position (RPM/Speed) Setup

Speed Lockout

Gear Detection Ratio Calculation stops when the speed fall below this value.

0 = OFF

Typical: 2-5.

Default Gear

Default gear for Gear Detection Ratio Calculation.

Gear Valid Time

Typical: 10ms

Tolerance

Typical: 10%

Fault Time

Fault Time for Gear Detection Ratio Calculation.

Typical: 1000ms

Clutch Switch Lockout

Gear Ratio Detection Calculation temporary stops when the Clutch Switch is ON i.e. during a gear change.

Gear Position (RPM/Speed) Table

Define the multiplier here to get speed for the ratio calculation to work. IE:

100kph *34 in 5th gear = 3400rpm.

RPM/Speed ratio is also actively calculated in Runtimes

3rd gear engaged shown

Gear Position (Input/Outputshaft)

Gear Ratio (Input/Outputshaft Speed) = Inputshaft Speed Source/ Outputshaft Speed Source

Outputshaft Speed Lockout

Gear Detection Ratio Calculation stops when the Outputshaft speed fall below this value.

0 = OFF

Typical: 2-5.

Default Gear

Default gear for Gear Detection Ratio Calculation.

Gear Valid Time

Typical: 6ms

Tolerance

Typical: 7%

Fault Time

Typical: 10ms

Gear Position (Input/Outputshaft Speed) Table

Define the transmission ratios the ECU should expect for calculating gears via Input/Outputshaft speed correlation

Actual Gear Ratio (Input/Outputshaft) can be validated actively calculated in Runtimes

3rd gear engaged shown

Fuel Model Overview

In both Speed Density and MAF modes the ECU performs the following steps to calculate the final Injector OpeningTime.

1. Calculate the Air Mass per cylinder.

   In Speed Density Mode PV = nRT is used to Calculate Air Mass.

   In MAF mode, Air Mass is measured directly from the MAF Sensor.

   In Throttle Mass Flow (TMF) mode the Air Mass is calculated by looking at the pressure ratio across the throttle body, calculating the

   throttle area and applying these to a 2nd order thermodynamics equation.

2. Calculate Fuel Mass using Air Mass, Stoichiometric ratio, Lambda Target, Engine VE and other parameters outlined below.

3. Calculate Effective Pulse Width using Fuel Mass, Injector Mass Flow, Fuel Density and Bernoulli’s equation for Fuel Pressure correction.

Fuel Model: Charge Temp

This setting ONLY applies when the Fuel Model is selected to Speed Density. There are 2 separate methods that control how the fueling is adjusted based on Charge Temperature.

1. With this setting set to ON (and this is the recommended setting) the Charge Temp will be used to adjust the Air Mass as part of the Ideal Gas Law equation. The ECU is then able to automatically adjust the Air Mass (g) based on this temperature.
2. When this setting is OFF the Air Mass is not modified base on Charge Temp. Instead the Tuning View -> Compensations -> Charge Temp Comp Table 1 can be used to manually correct the fueling based on Charge Temperature.

NOTE: It is NOT recommended to have both systems ON at the same time.

Fuel Model: Fuel Pressure

This setting applies to ALL Fuel Models. A Fuel Pressure Sensor MUST be fitted. The ECU will correct/adjust the Injector Flow as the differential pressure across the injector changes. This means any fuel surge causing an sudden drop in fuel pressure the ECU can correct the fueling and maintain the correct mixture.

NOTE: Fuel Pressure Units MUST be in kPa to match both the MAP and BAP units.

Sensor Requirements

Additional to MAP and MAF the following sensors should be used to take full advantage of ECUs Fuel Model(s):

Fuel Temperature.

Used to help accurately calculate Fuel Density (g/ml) by spanning the x-axis on the Fuel Density Table (see Config View -> Fuel -> Fuel Density Table). See Figure 1 below.

If the Fuel Temp channel is not selected it defaults to 20 DegC which will then be used to span the Fuel Density Table. Note: If an Ethanol Sensor is selected the Fuel Temp information from the sensor is automatically copied into the Fuel Temp Runtime.

Figure 1: Fuel Density Table

Fuel Pressure Sensor.

Required if Fuel Pressure Correction is to be used.

Ethanol Sensor

Strongly recommended to use this sensor when running Ethanol based fuels. It allows the ECU to automatically correct fueling based on Ethanol Content. i.e Petrol (0% Ethanol) up to 100% Ethanol. It does this by adjusting the Fuel Density and Stoichiometric Ratio . See Figure 1.

The Final Air and Fuel Mass used by the ECU can be viewed from the Runtime menu -> Fuel Tab (F3). You can also view data from the Speed Density (SD) and MAF Sensor Calculations. See Figure 2.

Figure 2. Final Mass values (Fuel and Air) shown in red box.

Fuel Model Modes

To configure the Fuel Model select the appropriate method from the Config View -> Fuel -> Fuel Main -> Fuel Model Setup

Air and Fuel Mass Modifier Tables

There are additional Tables available to modify the Air Mass and Fuel Mass if required. These can be switching ON from Tuning View -> Fuel Table Control -> Mass Modifier Tables. See Figure 3.

Figure 3: Mass Modifier Tables

Fuel Model: Fuel Pressure

Fuel Model : Fuel Pressure

Fuel Model: Fuel Pressure Corr.

Fuel Pressure Correction - Primary Injectors

** Secondary Injectors configured separately

Includes the Fuel Pressure in the Fuel Model Calculation. The ECU is able to automatically adjust the Mass Injector Flow based on the differential pressure across the Injector.

** NOTE: ONLY uses Fuel Pressure 1 Input Channel **

0: OFF

1: ON (Fuel Press Corr - Sensor Fitted)

2: ON (Static Fuel Pressure - No Sensor)

0 = ECU will not correct fuel mass at all. This means the Fuel Mass Calculation is functioning solely off the Ref Injector Size (Primary) and Ref Static Fuel Pressure (Prim).

** Using a Vacuum Referenced (rising/falling rate regulator) should provide stable differential pressure.

1 = ECU will calculate new fuel mass requirements based on deviation from Ref Static Fuel Pressure (Prim) value.

2 = ECU will calculate differential pressure loss (without a sensor) assuming the Ref Static Fuel Pressure (Prim) cannot be maintained due to having a non-vacuum referenced/rising rate fuel pressure regulation system installed (static pressure all the time).

Channels to reference :

• Fuel Pressure 1 - Pressure value generated by calculated channel - as calibrated by input setup
• Fuel Pressure 1 Diff - Effective/Relative/Differential pressure across injector - uses Injector Nozzel Ref Pressure to calculate
• Fuel Pressure 1 Diff Offset - +/- pressure deviation from Ref Static Fuel Pressure (Prim)
• Fuel Model - Fuel Pressure Correction (Prim) % - Percentage of Fuel Mass correction applied due to Fuel Pressure 1 Diff Offset

**** Recommended Setting - “1” due to Vacuum Referenced regulators not always providing 1:1 pressure change vs Injector Nozzle Ref Pressure and other inadequacies of most fuel systems (starvation, voltage supply, out-flowing, etc)**

Example demonstrating loss of fuel pressure and ECU compensating fuel mass until specified “cut off - Fuel Pressure Engine Protection

** Observe Lambda staying on target with negative Fuel 1 Diff Offset, and Positive Fuel Model - Fuel Pressure Correction (Prim)

Fuel Density Table

Fuel Density Table

The Fuel Density Table is utilized by the Fuel Model to determine the fuel mass.

Fuel Temperature has a major influence on the fuel density and hence the mass of the fuel.

This 3D table can also account for fuel density changes based on any parameter in the ECU.

This setting is particularly useful when using multiple fuel compositions such as ethanol which also influence the fuel mass.

The Emtune software has pre determined Fuel Density Tables available in it that are only a right click of the mouse away

By selecting “Load Table” you can quickly arrive at the correct density table to suit commonly used fuels.

The Ethanol Fuel Density Table.etf is as shown in the example above & spans the increase in ethanol against gasoline.

Methanol & Gasoline specific Fuel density tables are also included.

Fuel Main

Fuel Model Blending control

Fuel Model Blending Control

The Fuel Model Blending Control Table is available when “Blend” modes are being used.

Common uses for Fuel Model Blending would be when switching between MAF and Speed Density (when MAF resolution may become ineffective for the application), or Throttle Mass Flow and Speed Density (when Throttle Pressure Ratio doesn’t support TMF measurement).

** Note the Blend Function actually connects to MAP Modeling which allows for further blending of fuel model modes additionally. See - MAP Modeling

Select “blending” - Modes 3 or 4 in :

Config -> Fuel -> Fuel Model Setup

This table is available for the user to control the ratio of which model is used.

MODE 3:

0.0% : Air Mass = All MAP Modelled

100.0% : Air Mass = All Throttle Mass Flow

MODE 4:

0.0% : Air Mass = All MAP Modelled

100.0% : Air Mass = All Mass Air Flow Sensor

Fuel Secondary Setup

Fuel Secondary Setup

Fuel Table Control

Fuel Table Control

Tuning -> Fuel -> Fuel Table Control

The fuel table control allows you to tailor the number of fuel tables used and how they are utilized.

There are 3 Main VE tables available, they can be used individually, on a user selectable cal slot

(Example: The position of the Si Drive selector in a Subaru Sti over the CAN BUS)

On a user defined Z-Axis (Example: Spanned across ethanol content)

Or a user defined blend across tables based on specified parameters.

This allows a user defined level of complexity

Main VE Fuel Table Control Tab shown as an example.

This level of complexity flexibility is common to all fuel control tables.

Compensation Tables:

The compensation tables offer the tuner the ability to compensate for a wide range of variable conditions

All compensation tables are user definable 3D tables that can be utilized against any runtime

More commonly used compensations are already named & linked to their specific purpose

With 2 additional User Comp tables where all parameters are defined by the user.

Injection Mode

Injection Mode

0: OFF

1: Sequential

2: Sequential/Staged Sequential

3: Sequential/Staged Group

4: Non Sequential

5: GDI Sequential

6: GDI Sequential/Staged - Prim(GDI) / Sec (Port)

See Injector Channel Setup for channel setup help.

** Note In Non Sequential Mode. Injector PW Per Cyl channels will NOT Calculate

Injection Timing Sec

Injection Timing Sec

Injection Timing event is referenced at the start or end injection. End of Injection is commonly used.

0: Start of Injection

1: End of Injection

Injector Channel Setup

Injector Channel Setup

This tables assigns an Injection Channel to a Cylinder Number.

A 0 value indicates this channel is not used for Fueling and is therefore available for other functions.

Injection Mode = Sequential

Example 1: KV12 ECU, 10 Cylinder application, 10 Sequential Injectors allocated on Injection Channels 1- 10

Injection Mode = Sequential/Staged Sequential

WARNING:

DO NOT use Fuel Engine Limiting when Staged Injection is enabled.

If there is an Injection Phasing difference between Primary and Secondary Injectors,

Cut synchronization is not always possible and may result in engine damage.

Ignition Liming is recommended.

Cylinder (Prim) = Enter the cylinder number for each channel connected to a primary injector

Cylinder (Sec) = Enter the cylinder number for each channel connected to a Secondary injector

Example 2: KV16 ECU, 8 Cylinder application, 8 Sequential Primary Injectors, 8 Sequential Secondary Injectors

Sequential Primary Injectors: Allocated on Injection Channels 1-8.

Sequential Secondary Injectors: Allocated on Injection Channels 9-16.

**** Staging mode must have primary cylinders start with Cylinder 1**

Injection Mode = Non Sequential

In this mode the odd injector channels are fired on one cycle, and even injector channels on the next. The ECU will calculate fuel mass required and divide it by the number of cylinders NOT the number of injector channels.

**** Cylinder numbering, bank assignment, firing order is disregarded in this injection mode**

Example 1:

6 injectors connected individually on a 6 cylinder engine

ECU will activate 1+3+5 on one TDC, 2+4+6 on the next (odd and even)

Example 2:

6 injectors connected individually on a 6 cylinder engine but ordered so the cylinders fire per bank

If the engine has dual banks (123 / 456), and the firing order is 1536242, the installer can re-order the cylinders vs injector outputs to synchronize firing per bank

ECU will activate 1+3+5 on one TDC, 2+4+6 on the next (odd and even)

Injection Channels 123456

Cylinder Numbers 142536

This will fire 1+2+3 cylinders on one cycle, 4+5+6 on the next

8 injectors connected individually on a 8 cylinder engine but ordered so the cylinders fire per bank

If the engine has dual banks (1357 / 2468), and the firing order is 18436572, the installer can re-order the cylinders vs injector outputs to synchronize firing per bank

ECU will activate 1+3+5+7 on one TDC, 2+4+6+8 on the next (odd and even)

Injection Channels 12345678

Cylinder Numbers 12345678

If the engine has dual banks (1234 / 5678), and the firing order is 15486372, the installer can re-order the cylinders vs injector outputs to synchronize firing per bank

ECU will activate 1+3+5+7 on one TDC, 2+4+6+8 on the next (odd and even)

Injection Channels 12345678

Cylinder Numbers 15263748

ECU will activate 1+2+3+4 on one TDC, 5+6+7+8 on the next (odd and even)

Example 3:

2 injectors connected with 3 injectors paired to each output on a 6 cylinder engine

Engine will fire output 1 on one TDC, 2 on the next

The installer can group the cylinders they want to fire on each cycle

** This method will NOT provide the best injector deadtime and linearization control.

Injection Mode = Sequential/Staged Group

WARNING:

DO NOT use Fuel Engine Limiting when Staged Injection is enabled.

If there is an Injection Phasing difference between Primary and Secondary Injectors,

Cut synchronization is not always possible and may result in engine damage.

Ignition Liming is recommended.

In this mode the Primary Injectors are sequential and the Secondary Injectors are Group/Non sequential. The Secondary Injectors are opened once per engine cycle. The Secondary Odd and Even Injection channels are run anti-phase. The Injectors on Even Channels are started at 0.0 Degrees BTDC. The Injectors on Odd Channels are started at 360.0 Degrees BTDC

Cylinder (Prim) = Enter the cylinder number for each Injection Channel connected to a primary injector

Inj Count (Sec) = Enter the number of secondary injectors connected to an Injection Channel. This is group staged and is NOT referenced to cylinders.

Example 3:

Sequential Primary Injectors: Allocated on Injection Channels 1-4.

Grouped Secondary Injectors: One injector on each Injection Channel 5,6,7,8

Example 4:

Sequential Primary Injectors: Allocated on Injection Channels 1-8.

Grouped Secondary Injectors: Two injectors on each Injection Channel 9,10.

Injector Deadtime Table

Injector Dead Time Table

The Injector Dead Time Table is utilized by the ECU to compensate for the latency (or Deadtime) of the Primary injectors

The injector deadtime is the time factor in milliseconds when no fuel is injected accounting for the reaction time of the injector.

Setting the correct deadtime of an injector is critical for ECU fuel mass calculations.

All injectors have a deadtime which may be affected by a number of factors.

The voltage at the injector generally has the highest influence on the injector deadtime.

Other factors such as fuel pressure also have a major affect on the injector deadtime.

Saturated injectors tend to have longer deadtimes when compared to peak & hold injectors

The Emtune software has commonly used Injector Deadtime Tables available in it that are only a right click of the mouse away.

Tuning Tip:

Injector Dead times can be validated using the Emtune Software by using the Wideband Lambda control. If you add 10% to your VE table (@ 3000rpm / 80kpa load for example), you should see a corresponding negative 10% trim applied via the Wideband lambda control. If you don’t, then you know your dead times need some attention.

By utilizing a dead time table available in your Emtune software that is close. The correct dead time for your injector can be quickly arrived at by simply globally moving the table up & down. The voltage slop of the dead times can be further validated by removing the alternator charge and allowing the supply voltage to drop away. Correct dead times allow the engine to operate correctly over a wide range of variable conditions

Injector Driver Setup

Injector Driver Setup

The Injector Driver Setup is where the injector driver output is configured.

For High Impedance or Saturated injectors the Saturated setting should be used

KV based ECU’s also have the ability for user defined Peak and Hold setting.

Peak & Hold refers to low impedance injectors that require significantly more current to run correctly

Peak and Hold Examples:

Peak Current = 4A

Peak/Hold Ratio = 4. This gives 4A/4 = 1A Hold Current

Peak Current = 6A

Peak/Hold Ratio = 6. This gives 6A/6 = 1A Hold Current

Peak Current = 6A

Peak/Hold Ratio = 1.5. This gives 6A/1.5 = 4A Hold Current

The Custom setting allows for individual injector channel setup

Injector Linearisation Table

Injector Linearisation Table

The Injector Linearisation table is a low pulse adder table which uses offset values that vary with pulsewidth, correcting the lower non linear operating range of the injector. Its only used a small pulsewidths and this data is available from most injector manufactures.

The Emtune software has commonly used Injector Linearisation Tables available in it that are only a right click of the mouse away

Injector Max Duty Clamp

Injector Max Duty Clamp

Clamps the Injector Duty Cycle.

NOTE:

The runtime Injector Duty will show past this value as it represents the duty cycle required to achieve the current pulse width.

This maximum duty clamp value applies to both primary & secondary injectors when using staged injection mode

Injector Nozzle Ref Pressure

Injector Nozzle Ref Pressure

0: Manifold Pressure

1: Manifold Pressure - Bank 1

2: Manifold Pressure - Bank 2

3: Manifold Pressure Bank 1/2 Avg

4: Boost Pressure - Bank 1

5: Boost Pressure - Bank 2

6: Boost Pressure Bank 1/2 Avg

7: Barometric Pressure (Inj Before Plate)

Sets the reference against which injector differential pressure is measured

Injector P/H Advanced

Injector P/H Advanced

Injector Peak and Hold Advanced

This feature allows for user definable hold current & transition timing control of low impedance injector drivers

Ref Injector Size (Primary)

Ref Injector Size (Primary)

Flow rating of the primary injectors in cc per minute at the primary reference static fuel pressure

Ref Injector Size (Sec)

Ref Injector Size (Sec)

Flow Rating of the Secondary injectors

at the reference static fuel pressure

Ref Static Fuel Pressure (Prim)

Ref Static Fuel Pressure (Prim)

Reference static fuel pressure is set without the engine running at the current barometric pressure.

It is important that this setting is correct especially when the fuel pressure is enabled as part of the “fuel model”.

The ECU will correct the fueling if the fuel pressure goes above or below the differential fuel pressure.

The “Differential Fuel Pressure Offset” should be 0 or close to under normal operating conditions.

1. When “Fuel Model: Fuel Pressure” setting is ON

2. Provides a Diff Fuel Pressure Offset runtime.

Ref Static Fuel Pressure (Sec)

Ref Static Fuel Pressure (Sec)

Static reference pressure of secondary injectors

Secondary Injector Deadtime Table

The Injector Dead Time Table (Sec) is utilized by the ECU to compensate for the latency (or Deadtime) of the Secondary injectors

The injector deadtime is the time factor in milliseconds when no fuel is injected accounting for the reaction time of the injector.

Setting the correct deadtime of an injector is critical for ECU fuel mass calculations.

All injectors have a deadtime which may be affected by a number of factors.

The voltage at the injector generally has the highest influence on the injector deadtime.

Other factors such as fuel pressure also have a major affect on the injector deadtime.

Saturated injectors tend to have longer deadtimes when compared to peak & hold injectors

The Emtune software has commonly used Injector Deadtime Tables available in it that are only a right click of the mouse away.

Tuning Tip:

Secondary Injector Dead times can be validated using the Emtune Software by using the Wideband Lambda control. Once the secondary blend is biased 100% towards the secondary injectors. If you add 10% to your VE table (@ 3000rpm / 80kpa load for example), you should see a corresponding negative 10% trim applied via the Wideband lambda control. If you don’t, then you know your dead times need some attention.

By utilizing a dead time table available in your Emtune software that is close. The correct dead time for your injector can be quickly arrived at by simply globally moving the table up & down. The voltage slop of the dead times can be further validated by removing the alternator charge and allowing the supply voltage to drop away. Correct dead times allow the engine to operate correctly over a wide range of variable conditions

Starting Tables

Emtune has multiple tables for many engine functions. The table behavior is based on comprehensive selections in Tuning under the respective function (IE, Fuel, Ignition, DBW, Cam control). Some functions have many tables that can be enabled such as Fuel and Ignition tabs. These main functions allow you to enable a variety of compensations, modifiers, individual trims, and more.

For main table controls, the selections are mostly universal.

(Fuel example shown)

Not all of the above example will be available for every function, but generally most functions are the same.

**ON – Table *** enable those respective tables always.

Cal Slot enables which table is currently being commanded by the Cal Slot Control (see Cal Slot Control)

Z-Axis uses a separate X axis lookup that can allow the blending of all the available tables.

Any runtime can be used, and the units equal which table to run in this case. You can see in the above example the ECU will switch (and interpolate in between) the three different tables available based on TP1 position.

*** Blend** tables allow switching between two tables only.

Stoich Ratio Setup

Stoich Ratio Setup

Used as part of the Fuel Model in conjunction with the Lambda Target to determine the required Fuel Mass.

Units: AFR

0: Default: 14.70 AFR

1: Custom - Table

2: Gasoline

3: E85 Alcohol

4: E100 Alcohol

5: Methanol

6: Propane

7: Diesel

A custom table allow the user to adjust the Stoich in real-time as the Fuel-type changes. An Ethanol example is shown below.

Stoichiometric Custom Table

Stoichiometric Custom Table

Gasoline to Ethanol Stoichiometric Custom Table example shown - available to load in Emtune software

This table is used by the ECU to determine the stoichiometric fuel ratio.

This is critical when multiple fuel compositions are used.

The most common application of this table is in a multi fuel system which uses a flex meter to determine the alcohol content.

Ignition Mode

Overview

Selects the ignition output strategy used by the engine. The selected ignition mode determines how ignition events are distributed across the available ignition output channels.

⚠️ Warning

The ECU Ignition Output provides a TTL-level trigger signal intended to control an external ignitor or a coil with an integrated ignitor module.

Do not connect the ECU Ignition Output directly to a coil negative terminal. Incorrect connection will result in damage to the ECU and/or ignition system.

Options

Mode Descriptions

Off

Disables all ignition outputs.

Direct Fire

Each cylinder is assigned its own dedicated ignition output channel.

Wasted Spark

Each ignition output fires two cylinders simultaneously, with one spark occurring on the compression stroke and the other on the exhaust stroke.

Distributor

Uses a single ignition output to drive a conventional distributor ignition system.

Twin Distributor

Uses two ignition outputs to drive a twin distributor ignition system.

Direct Fire + Direct Trailing Spark

Provides individual ignition outputs for both leading and trailing spark plugs. Commonly used on rotary engines requiring independent control of leading and trailing ignition events.

Wasted Spark + Direct Trailing Spark

Uses wasted spark ignition for the leading plugs while maintaining individual control of the trailing spark plugs.

CDI 8

Configures the ECU for operation with an external 8-channel Capacitive Discharge Ignition (CDI) system.

ℹ️ Note

• Ignition Channel 1 is the only ignition output available in Distributor mode.
• Ignition Channels 1 and 2 are the only ignition outputs available in Twin Distributor mode.
• For Direct Fire + Direct Trailing Spark and Wasted Spark + Direct Trailing Spark modes, a maximum of 6 trailing ignition channels are available.
• All other ignition modes provide fully configurable ignition channel assignments.

See Ignition Channel Setup for channel setup help.

Ignition Firing Edge

Overview

Selects the ignition output edge used by the ECU to trigger the ignition firing event.

The selected edge defines the polarity of the ignition control signal. One edge initiates coil charging (Dwell Edge) while the opposite edge commands the ignition coil to discharge and generate the spark (Firing Edge)

Options

ℹ️ Typical Configuration

Most modern ignition coils and ignition modules incorporate an internal ignitor and require a Falling Edge spark output.

Ignition MBT Reference

Overview

Selects the ignition table that represents MBT (Minimum Spark Advance for Best Torque).

MBT is defined as the ignition timing that produces the maximum engine torque for a given engine speed and load operating point. Additional ignition advance beyond MBT will typically provide little or no increase in torque, while ignition timing retarded from MBT will result in a reduction in engine torque output.

ℹ️ Why is MBT Required?

The ECU Engine Torque Model requires a reference for the ignition timing that produces maximum engine torque at each engine speed and load operating point. The selected MBT reference table provides this reference and defines the maximum available engine torque for the Engine Torque Model.

By comparing the active ignition timing against the MBT reference table, the ECU can determine when the engine is operating below its maximum torque potential due to ignition retard and apply the appropriate correction to the calculated engine torque.

The ECU continuously calculates the difference between the active ignition timing and the configured MBT reference table:

Ignition MBT Offset = Active Ignition Timing - MBT Reference Timing

Where:

• 0° Offset = Engine operating at MBT torque.
• Negative Offset = Ignition timing is retarded relative to MBT, resulting in a reduction in the ECU calculated engine torque.
• Positive Offset = Ignition timing is advanced beyond MBT and will typically result in little or no increase in engine torque.

Options

Off

Disables MBT referencing. The Engine Torque Model assumes no torque reduction due to ignition retard.

Table 1

Uses Ignition Table 1 as the MBT reference table.

Table 2

Uses Ignition Table 2 as the MBT reference table.

ℹ️ Recap

When the MBT Offset becomes negative, the active ignition timing is retarded relative to the MBT reference timing. As a result, the ECU determines that the engine is operating below its maximum torque potential and applies a corresponding reduction to the calculated engine torque used by the Engine Torque Model.

The MBT reference table should represent the ignition timing required to achieve maximum engine torque.

If dual ignition tables are used for different fuel types, such as Petrol and E85, the ignition table representing the highest achievable engine torque should generally be selected as the MBT reference table.

Since E85 typically requires greater ignition advance to achieve MBT than an equivalent Petrol calibration, the E85 ignition table will often be the preferred MBT reference.

Dwell Setup

Dwell Setup

Overview

There are two Dwell Tables available. This setting determines which Dwell Table is assigned to each cylinder.

In most applications all cylinders will use the same Dwell Table. However, multiple dwell tables can be useful when different ignition coil types are used, or when leading and trailing ignition systems require different dwell characteristics.

Dwell Tables

Overview

The Dwell Table defines the ignition coil charge time (dwell) as a function typically of ECU Supply Voltage and Engine Speed.

Dwell time is the amount of time the ignition coil primary winding is energised prior to the spark event and is expressed in units of milliseconds (ms).

During the dwell period, energy is stored within the ignition coil magnetic field and is subsequently released when the ignition event occurs. Insufficient dwell time may result in a weak spark and ignition misfire, while excessive dwell time can overheat the ignition coil and ignition driver circuitry.

Two independent Dwell Tables are available and can be assigned to individual cylinders using the Dwell Setup configuration page. See Dwell Setup for more infomration.

ℹ️ Note

Excessive dwell time does not generally increase spark energy once the ignition coil has reached magnetic saturation and may result in unnecessary heating and/or failure of the ignition coil and ignition drivers.

Dwell Offset Table 1

The Dwell Offset Table 1 is a user-defined offset table that allows ignition coil charge time (dwell) to be adjusted based on operating conditions or factors not directly accounted for by Dwell Table 1.

Final Dwell = Dwell Table 1 + Dwell Offset Table 1

ℹ️ Note

Dwell Table 1 supports a user-defined Dwell Offset Table. Dwell Table 2 does not have an associated offset table and uses the base dwell values defined within the table only.

Ignition Test

Overview

The Ignition Test function allows each ignition output channel to be manually fired for installation, diagnostics and troubleshooting purposes.

This function can be used to:

• Verify ignition coil wiring.
• Confirm cylinder numbering and firing order.
• Check ignition output operation.
• Verify spark plug and ignition coil functionality.
• Diagnose ignition system faults.

The Ignition Test Dwell setting specifies the coil charge time used during the test event and is expressed in units of milliseconds (ms). A test dwell value of 3.0 to 4.0 ms is suitable for most modern inductive ignition coils.

When an ignition channel test is activated, the ECU charges the selected ignition coil for the configured test dwell period before firing a spark event. The test rate runs at 10Hz

The ignition test function operates at a fixed test rate of 10 Hz (10 ignition events per second).

⚠️ Warning

The Ignition Channel Output must have a cylinder assigned for this function to operate. See See Ignition Channel Setup for help.

Ensure the ignition system is configured correctly before performing an ignition test.

High voltages are generated during ignition testing which may cause injury or damage to ignition components if used incorrectly.

Do not perform ignition tests in the presence of fuel vapour or near flammable materials.

Ignition Channel Setup

Overview

The Ignition Channel Setup table assigns each ECU ignition output channel to an engine cylinder number.

This configuration determines which ignition output is used to fire each cylinder.

A value of 0 indicates that the ignition output is not assigned to a cylinder and is therefore available for use by other ECU functions.

ℹ️ Note

The ignition channel assignments are independent of the engine firing order, which is configured separately using the Engine Firing Order settings. See Firing Order Setup

In most applications the ignition outputs are wired sequentially to simplify installation and diagnostics:

• Ignition Output 1 → Cylinder 1
• Ignition Output 2 → Cylinder 2
• Ignition Output 3 → Cylinder 3
• etc.

However, the ignition outputs may be assigned in any order to suit the wiring requirements of the installation.

Wasted Spark Configuration

For Wasted Spark applications, assign only the first cylinder in each firing pair to the ignition channel.

The ECU automatically determines the corresponding paired cylinder from the configured Engine Firing Order and generates the required wasted spark pairing and fills in the assignment table accordingly

The ignition channels should be assigned in engine firing order sequence.

Assign Ignition Channels as shown below (regarding above firing order). Enter cylinder 1 into Ignition Channel 1 and the ECU will automatically also assign its pair, cylinder 6. Likewise enter cylinder 5 into Ignition Channel 2 and the ECU will automatically assign its pair, cylinder 2 etc.

Ignition Main

Overview

Ignition Main allows for configuring the ECU to suit the engine’s ignition system.

The following settings are configured in this menu item :

• Ignition Mode
• Ignition Firing Edge
• Ignition Current Source
• Ignition Advance Clamp
• Ignition Retard Clamp
• Ignition Spark Duration

⚠️ Warning

The ECU Ignition Output provides a TTL-level trigger signal intended to control an external ignitor or a coil with an integrated ignitor module.

Do not connect the ECU Ignition Output directly to a coil negative terminal. Incorrect connection will result in damage to the ECU and/or ignition system.

Ignition Mode

See Ignition Mode for help.

Ignition Firing Edge

See Ignition Firing Edge for help.

Ignition MBT Reference

See Ignition MBT Reference for help.

Ignition Current Source

Controls the available current drive capability for all Ignition Channels

The ECU provides two selectable ignition output current modes:

• Standard Current Mode 35mA at 5V
• High Current Mode 70mA at 8.2V

High Current mode provides increased drive capability for ignition systems that require a higher input current (for example one ignition output driving two ignitors).

Ignition Advance Clamp

Limits the maximum ignition advance that the ECU is permitted to command.

If the final ignition timing calculation exceeds this value, the ignition timing will be clamped to the configured advance limit.

This function can be used to protect the engine from excessive ignition advance due to calibration errors, sensor failures or unexpected operating conditions.

Example:

• Calculated Ignition Timing = 49°
• Ignition Advance Clamp = 45°

Final Ignition Timing = 45°

Ignition Retard Clamp

Limits the maximum ignition retard that the ECU is permitted to command.

If the final ignition timing calculation is retarded beyond this value, the ignition timing will be clamped to the configured retard limit.

This limit is applied to the final ignition timing calculation after all ignition corrections, compensations and modifiers have been applied.

Allowing sufficient ignition retard range is important for functions that intentionally reduce engine torque using ignition timing retard, for example traction control, launch control and anti-lag etc.

A typical value for this setting is -45° BTDC.

Ignition Spark Duration

Specifies the minimum off-time after an ignition firing event before the ignition coil is permitted to begin charging again.

This ensures the coil remains de-energised long enough for the energy from the previous spark event to fully dissipate before the next dwell period begins.

This setting only applies when the ignition mode is configured as Distributor or Twin Distributor.

Default: 1.0 ms

Ignition Retard Clamp

Ignition Retard Clamp

The minimum ignition timing allowed even if the the calculated output is lower .

Typical : -20 deg

The ECU also provides a Status flag to indication this condition. Open the ECU Runtimes menu (F3) and select the Ignition Tab.

Ignition Spark Duration

Ignition Spark Duration

The user definable time factor after a firing event before the coil can be switched back on.

This function keeps the ignition coil switched off for a fixed time, allowing the energy from the previous firing event to fully discharged.

Default: 1.0ms

0.5ms to 5.0ms time window available

Note: Distributor systems only

Input Setup

Input Setup

There are two main groups of Input Setup Type - Analog Inputs and Digital Inputs. They are grouped into to standard form types, that are mostly the same for all inputs.

Analog Inputs

Above example shows Manifold Pressure Sensor channel.

Input Source

Choose your input source.

** See ECU Hardware Specifications for assigning the best source for your input channel

Filter

Each input can have its own moving average filter applied.

Pull Up

If the channel has pull up capability, the pull up flag will be available.

Sensor V. Reference

Select number of Analog Inputs have Ratio Metric input functions. Select the 5V V Reference Pin if applicable.

** See Ratio Metric Reference Manual available online

Calibration Type

Customize - via Multii-point table on the right

Pre-defined - Via dropdown list (Predefined Calibration)

Clamp Lo/H

Clamp the Low/High value of the input

Fault Lo/Hi

Set Low/High fault voltages

Detect Time Lo/Hi

Set Low/High detect time for fault values to be effective

Fault Value

Set the substitute value for each individual input when Fault is active

DTC Control

Set DTC (diagnostic trouble code) behavior

Auto Clear

Manual Clear (ECU must be connected to clear fault codes)

DTC Engine Limit

Set the Limp Home Limit Table to be used if DTC is active

Limp Home Table 1

Limp Home Table 2

Off

Fault Table

Some major sensor inputs (MAP, TPS, etc) have the ability to enable “Fault Table”, where in fault mode, substitute values can be more than one value.

When enabling Fault Table, Fault Value becomes inactive. Clicking Edit Fault Table gives the user a larger table to add more than one value for substitute values

Axis for table is open, and as an example you can see for MAP substitute values, the axis is selected to look at TPS vs RPM

Digital Inputs

Above examples show a Brake Switch Input and wheel speed input

Input Source

Choose your input source.

** See ECU Hardware Specifications for assigning the best source for your input channel

Sensor Type

Select the Sensor Type

Magnetic

Hall

Momentary

Status will "latch" whenever the thresholds are satisfied

Switch

Will be active when the thresholds are satisfied 

Active Edge

Rising

Falling

Both

Off

Pull Up

If the channel has pull up capability, the pull up flag will be available.

Filter

Filter value

Threshold Mode

2 Point

** Only to be used for switch inputs

Table

Table value dictates voltage crossover where signal is valid (voltage level must be **higher** than this arming voltage)

Used for frequency inputs

Active Edge must be configured correctly 

See ECU Hardware Specifications for inputs with configurable table arming thresholds 

2 Point On/Off

Voltages in which 2 Point mode thresholds are active

Hardware Specifications

Analog Inputs 1- 14

• Input Analog Voltage Range: 0 - 5.0V
• 12 Bit ADC (4096 points)
• 1st order 100Hz Low pass filter.
• 1.22 mV (0.0122V) resolution.

DI 1- 8

• Input Analog Voltage Range: 0 - 20.0V
• 4.88mV resolution (10 bit effective resolution using 20V Range - 1024 points)
• Maximum usable analog input voltage: 20.0V

.

DI 9- 14

• Input Analog Voltage Range: 0 - 20.0V
• 19.5 mV resolution (10 bit effective resolution using 20V Range) - 256 points
• Maximum usable Analog Input Voltage: 20.0V

Example A. Take MAP sensor 0 - 5V input into the ECU with range of 0.0 kPa to 400.0 kPa (3 bar of boost)

a) Using AN 1- 14 (12 Bit resolution)

MAP Resolution = 400 kPa / 4096 = 0.097 kPa. This means the ECU can measure the pressure actuate to within 0.097 kPa using a 4Bar Map sensor.

b) Using DI 1- 8 (10 Bit resolution)

MAP Resolution = 400 kPa / 1024 = 0.488 kPa. This means the ECU can measure the pressure actuate to within 0.488 kPa using a 4Bar Map sensor.

c) Using DI 9- 14 (8 Bit resolution)

MAP Resolution = 400 kPa / 256 = 1.56 kPa. This means the ECU can measure the pressure actuate to within 1.56 kPa using a 4Bar Map sensor.

Example B. Take EGT 0- 5V input into the ECU with range of 0.0 DegC to 1000.0 DegC

a) Using AN 1- 14 (12 Bit resolution)

EGT Temperature Resolution = 1000 degC / 4096 = 0.24 degrees. This means the ECU can measure the EGT temperature actuate to within 0.24 degrees

b) Using DI 1- 8 (10 Bit resolution)

EGT Temperature Resolution = 1000 degC / 1024 = 0.98 degrees. This means the ECU can measure the EGT temperature actuate to within 0.98 degrees or 1.0 degrees rounded up.

c) Using DI 9- 14 (8 Bit resolution)

EGT Temperature Resolution = 1000 degC / 256 = 3.90 degrees. This means the ECU can measure the EGT temperature actuate to within 3.90 degrees or 4.0 degrees rounded up.

NOTE: The Digital Input voltage channels are normally used to read switch inputs and for ECU self testing procedures. However, DI1-8 channels still has very good resolution at 10 Bit with a 0 - 20V range so pressure and temperature sensors can still use connected to these channels.

Quick Calibrations

Quick Calibrations

Config -> Engine Setup

Calibrate Pedal (for DBW applications), and Throttle Position quickly from these menu choices

** To calibrate DBW plate position (with fully configured inputs/outputs), this is done in the Tuning Section, as generally the PID and other functions must be “tuned” as well - Tuning -> Engine Functions -> Drive By Wire -> DBW 1/2 Configuration

Changing DBW Calibration modes will calibrate the plate. See DBW specific help sections for more information.

Validation of the programmed voltages can be observed under the input setup Config -> Channels -> Input Setup. Find the PP/DBW sensors under the DBW tab, or the TPS sensor under the Engine tab (depending which was calibrated), and you can validate if the programmed voltages are correct if there are any issues.

Make sure the fault settings are correct for swept voltages, and the raw voltages can even be viewed in the default view under the Config tab.

Voltages can also be viewed under F3 Runtimes under Raw Inputs, but also the calculated values can then be validated (Pedal Position %, DBW Servo, Throttle Position %).

TPS Open Calibrate

This function is used to calibrate the Open position of the Throttle Position Sensor (TPS) for cable throttle systems

For DBW systems, the DBW servo position (main & sub) are calibrated in the DBW Setup

To utilise, Left mouse button click on tab (see above example)

When completed, an acknowledgment tab will appear

TPS Closed Calibrate

This function is used to calibrate the closed position of the Throttle Position Sensor (TPS) for cable throttle systems.

For DBW systems, the DBW servo position (main & sub) are calibrated in the DBW Setup

To utilise, Left mouse button click on tab (see above example)

When completed, an acknowledgment tab will appear

PPS Open Calibrate

This function is used to calibrate the Open position of the Pedal Position Sensor (DBW)

To utilise, Left mouse button click on tab (see above example)

When completed, an acknowledgment tab will appear

PPS Closed Calibrate

This function is used to calibrate the closed position of the Pedal Position Sensor (DBW)

To utilise, Left mouse button click on tab (see above example)

When completed, an acknowledgment tab will appear

Barometric Pressure

Filter Settings

FIlter Setting Minimum = 0 (OFF)

FIlter Setting Maximum = 50

Recommended Filter Range = 45

Calculated Runtimes

Main

The Calculated runtimes Main is where the Efficiency Calculation and Load Calculation runtimes are defined.

The runtime is defined by nominating the air mass calculation and or blend to used to arrive at the runtime result

This permits the user to quickly utilize more complex forms of efficiency & load calculation

Both the efficiency & load calculation runtimes are labeled with a specific task in mind and also available as a selectable runtime for any table

Example:

In the KV sample file; note the main VE table load axis (Y axis) is configured as “Efficiency Calculation”, and the main ignition map is configured as “Load Calculation”

Efficiency Calculation

** Efficiency Calculation is used for Fuel Tables

Select how the runtime calculates Efficiency Calculation

0: MAP

Manifold Pressure converted to Efficiency Calculation %

MAP = 55.7kpa

Efficiency Calculation = 55.7%

1: TPS

Throttle Position converted to Efficiency Calculation %

TPS = 98.5%

Efficiency Calculation = 98.5%

2: BAP

Barometric Pressure converted to Efficiency Calculation %

BAP = 93.4kpa

Efficiency Calculation = 93.4%

3: MAP/BAP %

Manifold Pressure divided by Barometric Pressure converted to Efficiency Calculation %

MAP = 85kpa

BAP = 87kpa

Efficiency Calculation = (85/87)*100 = 97.70%

4: MAP/EMAP %

Manifold Pressure divided by Barometric Pressure converted to Efficiency Calculation %

MAP = 220kpa

EMAP = 240kpa

Efficiency Calculation = (220/240)*100 = 91.66%

5: TPS/BAP %

Throttle Position divided by Barometric pressure converted to Efficiency Calculation  %

TPS = 98%

BAP = 85kpa

Efficiency Calculation = (98/85)*100 = 115.29%

6: Air Mas Final (mg/cyl)

Air Mass milligrams per cycle converted to Efficiency Calculation %



Air Mass = 0.121g/cyl

Efficiency Calculation = 0.121*1000 = 121%



Air Mass = 1.373g/cyl

Efficiency Calculation = 1.373*1000 = 1373%

7: MAP Bank 1 & 2 Avg

Manifold Pressure Bank 1 and 2 averaged together converted to Efficiency Calculation %

MAP Bank 1 = 224kpa

MAP Bank 2 = 236kpa

Efficiency Calculation = 224+236/2 = 230%

8: MAP Modelled

Manifold Pressure Modelled converted to Efficiency Calculation %

Manifold Pressure Modelled = 155kpa

Efficiency Calculation = 155%

9: MAP Modelled Bank 1 & 2 Avg

Manifold Pressure Modelled Bank 1 and 2 averaged together converted to Efficiency Calculation %

MAP Modelled Bank 1 = 224kpa

MAP Modelled Bank 2 = 236kpa

Efficiency Calculation = 224+236/2 = 230%

10 : MAP Modelled/BAP %

Manifold Pressure Modelled divided by Barometric Pressure converted to Efficiency Calculation %

MAP Modelled = 85kpa

BAP = 98kpa

Efficiency Calculation = (85/98)*100 = 86.73%

11: MAP Modelled Bank 1 & 2 Avg/BAP %

Manifold Pressure Modelled Bank 1 and 2 averaged together, divided by Barometric Pressure, and converted to Efficiency Calculation %

MAP Modelled Bank 1 = 75kpa

MAP Modelled Bank 2 = 78kpa

BAP = 90kpa

Efficiency Calculation = ((75+78/2)/90)*100 = 85%

Load Calculation

** Load Calculation is used for Ignition Tables

Select how the runtime calculates Load Calculation

0: MAP

Manifold Pressure converted to Load Calculation %

MAP = 55.7kpa

Load Calculation = 55.7%

1: TPS

Throttle Position converted to Load Calculation %

TPS = 98.5%

Load Calculation = 98.5%

2: BAP

Barometric Pressure converted to Load Calculation %

BAP = 93.4kpa

Load Calculation = 93.4%

3: MAP/BAP %

Manifold Pressure divided by Barometric Pressure converted to Load Calculation %

MAP = 85kpa

BAP = 87kpa

Load Calculation = (85/87)*100 = 97.70%

4: MAP/EMAP %

Manifold Pressure divided by Barometric Pressure converted to Load Calculation %

MAP = 220kpa

EMAP = 240kpa

Load Calculation = (220/240)*100 = 91.66%

5: TPS/BAP %

Throttle Position divided by Barometric pressure converted to Load Calculation %

TPS = 98%

BAP = 85kpa

Load Calculation = (98/85)*100 = 115.29%

6: Air Mas Final (mg/cyl)

Air Mass milligrams per cycle converted to Load Calculation %



Air Mass = 0.121g/cyl

Load Calculation = 0.121*1000 = 121%



Air Mass = 1.373g/cyl

Load Calculation = 1.373*1000 = 1373%

7: MAP Bank 1 & 2 Avg

Load Pressure Bank 1 and 2 averaged together converted to Load Calculation %

MAP Bank 1 = 224kpa

MAP Bank 2 = 236kpa

Load Calculation = 224+236/2 = 230%

8: MAP Modelled

Manifold Pressure Modelled converted to Load Calculation %

Manifold Pressure Modelled = 155kpa

Load Calculation = 155%

9: MAP Modelled Bank 1 & 2 Avg

Manifold Pressure Modelled Bank 1 and 2 averaged together converted to Load Calculation %

MAP Modelled Bank 1 = 224kpa

MAP Modelled Bank 2 = 236kpa

Load Calculation = 224+236/2 = 230%

10 : MAP Modelled/BAP %

Manifold Pressure Modelled divided by Barometric Pressure converted to Load Calculation %

MAP Modelled = 85kpa

BAP = 98kpa

Load Calculation = (85/98)*100 = 86.73%

11: MAP Modelled Bank 1 & 2 Avg/BAP %

Manifold Pressure Modelled Bank 1 and 2 averaged together, divided by Barometric Pressure, and converted to Load Calculation %

MAP Modelled Bank 1 = 75kpa

MAP Modelled Bank 2 = 78kpa

BAP = 90kpa

Load Calculation = ((75+78/2)/90)*100 = 85%

Cooling System Pressure

Filter Settings

FIlter Setting Minimum = 0 (OFF)

FIlter Setting Maximum = 50

Recommended Filter Range = 35 - 40

Crankcase Pressure

Filter Settings

FIlter Setting Minimum = 0 (OFF)

FIlter Setting Maximum = 50

Recommended Filter Range = 35 - 40

Cruise Command Switch

Notes on “Cruise Control Switch Type = Custom “

When the Voltage setting = 0.0V the corresponding setting is disabled within the Cruise Command Switch channel. In the below example the “Enable Sw” setting is disabled.

As the Enable Sw is disabled within the “Cruise Command Switch” channel in the above example, it allows the dedicated “Cruise Enable Switch” channel to be used.

Engine Oil Pressure

Filter Settings

FIlter Setting Minimum = 0 (OFF)

FIlter Setting Maximum = 50

Recommended Filter Range = 35 - 40

Engine Oil Temperature

This sensor should use Analog Input Channels 7 -12 as these have configurable pull-up resistors.

Filter Settings

FIlter Setting Minimum = 0 (OFF)

FIlter Setting Maximum = 50

Recommended Filter Range = 35 - 40

Engine Temperature

This sensor should use Analog Input Channels 7 -12 as these have configurable pull-up resistors. Recommended channel for Engine Temperature is Analog Input Channel 7.

Filter Settings

FIlter Setting Minimum = 0 (OFF)

FIlter Setting Maximum = 50

Recommended Filter Range = 40 - 45

Specs

Minimum Value = -50.0 DegC

Maximum Value = 250.0 DegC

Resolution = 0.1 DegC

Accuracy = +/-0.5 DegC

The ECU measures the 5V pull-up supply, then applies a ratio-metric correction to give very accurate measurements.

Ethanol Content Sensor - Continental

Exhaust Manifold Pressure

![IMPORTANT] Only absolute pressure sensors can be used. Gauge type sensors will NOT work as an EMAP sensor.

Filter Settings

FIlter Setting Minimum = 0 (OFF)

FIlter Setting Maximum = 50

Recommended Filter Range = 35 - 40

Fuel Pressure 1

Filter Settings

FIlter Setting Minimum = 0 (OFF)

FIlter Setting Maximum = 50

Recommended Filter Range = 20 - 25

Fuel Temperature

This sensor should use Analog Input Channels 7 -12 as these have configurable pull-up resistors.

Filter Settings

FIlter Setting Minimum = 0 (OFF)

FIlter Setting Maximum = 50

Recommended Filter Range = 35 - 40

Inlet Air Temperature

This sensor should use Analog Input Channels 7 -12 as these have configurable pull-up resistors. Recommended channel for Inlet Temperature is Analog Input Channel 8.

Filter Settings

FIlter Setting Minimum = 0 (OFF)

FIlter Setting Maximum = 50

Recommended Filter Range = 10 - 15

Input Shaft Speed

Input Shaft Speed is available on Channels DI 1- 8 on the KV Series and DI1-4 on the SL Series. The units are RPM.

See Speed Settings for information on sensor setup.

Input Shaft Speed Calculation

With 0% Clutch Slip, for the Input Shaft RPM to match the Engine Speed the Scaler should be calculated as follows:

Scaler = 60

         Number teeth on Input Shaft

Example1: 4 teeth on the Input Shaft

Scaler = 60 / 4 = 15.00

Example1: 7 teeth on the Input Shaft

Scaler = 60 / 7 = 8.57

Intake MAF Air Temperature

This sensor should use Analog Input Channels 7 -12 as these have configurable pull-up resistors.

Filter Settings

FIlter Setting Minimum = 0 (OFF)

FIlter Setting Maximum = 50

Recommended Filter Range = 35 - 40

Internal LSU Sensor Control

Internal LSU Sensor Control

The KV series ECU has the ability to interface directly to a Bosch Lambda Sensor(s), model LSU4.9.

To achieve the optimal control of this sensor, the ECU uses a genuine Bosch Integrated Circuit technology. It provides very accurate data on pump current which equates to Lambda

and also Nernst Cell Temperature which is used for precise heater control.

The ECU assigns the correct the Heater Output Channel based on ECU Type and Serial Number. The only setup required to enable the Internal Lambda 1 or 2 control is from the Config View -> Inputs-> Engine tab.

• If “Lambda 1” Input Channel has the Input Source selected to “Internal Lambda 1” the function becomes enabled.
• If “Lambda 2” Input Channel has the Input Source selected to “Internal Lambda 2” the function becomes enabled

Adjustments to the operation of On-board Lambda Sensor Control can be made from the Tuning view -> Engine Functions -> Internal LSU Sensor Control

The ECU uses all 6 sensor wires per sensor.

Sensor Shock

In some situations during normal operation, the sensor will temporally shutdown for between 0.5 sec to 2.5 secs. This is usually caused by a combination of sensor incorrect placement and Fuel type resulting in the sensor being “shocked” ; either thermally or by a pressure wave inside the exhaust system. For the correct sensor placement please read the Sensor Installation and Wiring topic.

Although the sensor shutdown is outside the ECU’s control, the status is constantly monitored. In the event of a shutdown the heater control is put into a Hold mode as it the Closed Loop Lambda.

Lambda Inputs

Filter Settings

FIlter Setting Minimum = 0 (OFF)

FIlter Setting Maximum = 50

Recommended Filter Range = 15 - 20

Lambda Sensor Installation and Wiring

Sensor Installation

Installation angle must be inclined at least 10° towards horizontal, (electrical connection upwards) up to a maximum of 75°. This prevents the collection of liquids between sensor housing and sensor element during the cold start phase.

The angle against the exhaust gas stream should be aimed as 90°. Maximum inclination should be 90°+15° (protection tube towards gas stream) or 90°-30°.

NOTE: NEVER mount the sensor directly on the horizontal or within 10 degrees of the horizontal. Doing so will result in intermittent sensor shutdown.

Also route the sensor cable to avoid high moisture locations – just a small amount of moisture is enough to provide a conductive path within the connector that will upset measurement from the sensor.

Winter and salted roads compound this issue. Always check for a cracked or broken connector when strange results occur.

Noise Immunity

To minimize signal contamination and maximize noise immunity, the wire pairs shown in the below Table must be twisted. It is recommended to twist the wire pairs at a minimum one twist per 40mm of cable. This is very important and should always be implemented on the LSU sensor wiring.

Wire pairing for twisting

NOTE: To avoid signal errors and loss of accuracy, a cable of a maximum length of 1.5 m between sensor and ECU is recommended.

LSU 4.9 ADV / LSU 4.9 Comparison

Difference between LSU4.9 ADV and LSU 4.9

Heater Power and Light-Off Times: The LSU4.9 Adv has a bigger heater element allowing the sensor to start operating sooner when compared to a LSU4.9:

LSU4.9 ADV has a 8.7W heater - 5sec lite-off time from cold to start operating

LSU4.9 has a 7.5W heater - 12sec lite-off time from cold to start operating

Temperature Range: The LSU4.9 ADV has a wider working temperature range (930DegC). A version of this sensor called the ”LSU 4.9 Adv pre-Turbo” is also available and has a protection tube of Inconel for pre-turbo applications.

Sensor Element: LSU4.9 ADV has a new generation sensor element which is ideal for motorsport as it improves stability under thermal shock conditions.

Service Life - 200Hrs Example

LSU4.9 response time will slow over time.

LSU4.9 ADV response time will show no significant change over this time.

Connector: The LSU 4.9 Adv has no trimming resistor inside the connector (pin 5) and is therefore only a 5-wire plug. This also means any connector system can be used if required (cut off the connector and re-terminate).

Manifold Pressure

Manifold Pressure Input

Filter Settings

FIlter Setting Minimum = 0 (OFF)

FIlter Setting Maximum = 50

Recommended Filter Range = 15 - 25. This setting is heavily dependent on engine setup and the stability of the MAP signal at idle. Engines with large overlapping camshafts for example, will most likely need a larger filter value to achieve a more stable MAP signal.

Specs

Minimum Value = 0.0 kPa

Maximum Value = 1000.0 kPa

Resolution = 0.1 kPa

Accuracy = +/-0.1 kPa

The ECU measures the MAP Sensor Supply, then applies a ratio-metric correction to give a very accurate measuremens. What this means is the MAP sensor output is not affected but its supply voltage.

Speed Inputs

Normally these are frequency based inputs and should be connected between Digital Input 1 - 8. The ECU can can read a frequency range on these input from 0Hz - 25kHz (25000Hz).

The following Speed Options are available:

• Left Drive Speed.
• Right Drive Speed
• Left Drive Speed 2
• Left Drive Speed 2
• Left Ground Speed
• Right Ground Speed
• Drive Speed
• Ground Speed
• Turbo Speed 1
• Turbo Speed 2
• Input Shaft Speed
• Tail Shaft Speed

Sources

The following channel assigns are recommended.

Four Wheel Drive

If the speed data is collected by the ECU on all 4 wheels, then assign the front wheels to the Left and Right Drive Speed Channels and the rear wheels to the Left an Right Speed 2 Channels

Gearbox Output

Assign this to the Drive Speed Channel.

CAN

CAN Data: Input Source = CAN Bus OEM

This allows speed data that is available on a factory CAN bus to be displayed. The following channels can be used for different CAN bus systems.

NOTE: When the Input Source is selected as “CAN Bus OEM” only the Filter setting is used. All other settings are not required as the data is already calibrated.

See Build Packages for application specific information.

Configuration

Each Speed Input has a range of settings that must to be configured to match the input type.

Sensor Type

• Magnetic.
• Hall Effect
• Logic
• Switch.

Active Edge

• Rising
• Falling
• Both
• Off

Pull Up

Can be used to switch on a 9V pull up resistor.

Scaler

Scales the frequency based input into kph or into the units that have been selected. The raw frequency value can be viewed from the Runtime Menu -> Raw Inputs Tab.

Arming Thresholds

Each channel when assigned between DI 1-8 can have two options for arming threshold control; 2 point or Table.

NOTE: It is recommended on ALL frequency based Magnetic inputs that the Table option is used. This allows better signal integrity control due to the improved functionality offered by the table.

Scaler Calculation

Scaler = Number of Sensor Teeth / Wheel Diameter(cm) * 3180

Scaler = 360 when using CAN Speed Inputs

Throttle Position

Used primarily by the ECU for Transient Accel and Decel fueling. It can be used in 4D/5D mapping and also controls the lockout conditions for many ECU functions.

Clamp Settings

The available range is from -100.0 % to 100.0%, however after calibration the range should show 0.0%(closed throttle) to 100.0%(open throttle).

NOTE: The ECU does not clamp the minimum TP to 0.0% nor the maximum to 100.0%. These settings are adjustable from the Input Setup Form.

Clamp Lo

Recommended value = -10.0%.

Clamp Hi

Recommended value = 105.0%.

Filter Settings

FIlter Setting Minimum = 0 (OFF)

FIlter Setting Maximum = 50

Recommended Filter Range = 2 - 5

Specs

Minimum Value = -100.0 %

Maximum Value = 100.0 %

Resolution = 0.1 %

Accuracy = +/-0.1 %

In DBW Applications also refer to DBW Input Setup

Turbo Speed

Turbo Speed is available on Channels DI 1- 8 on KV Series and DI1-4 on SL Series. The units are RPM

Tip: See Speed Inputs for information on sensor setup.

Turbo Speed Calculation

Turbo Speed(RPM) = Frequency x Scaler x 10

Example: 2351 Hz, Scaler = 2.56 Turbo Speed = (2351 Hz x 2.56) x 10 = 60180 RPM

Example: 4436 Hz, Scaler = 2.56 Turbo Speed = (4436 Hz x 2.56) x 10 = 113560 RPM

Note: Turbo speed sensor electronics divide the raw frequency by 8

Scaler

Turbo Fin Count: 14 Electronics Divider : 8 Turbo Speed : 100,000 Convert Pulse to Frequency : /60

(100000 / 8) x 14 / 60 = 2916.67 Hz

Resolution Modifier : 10

2916.67 x 10 = 29166.7

Scaler = 10000 / 29166.7 = 3.43

VVT

VVT Input Channel Selection

For closed loop position control, each camshaft must be assigned a position sensor. \

Config View -> Inputs -> Input Pin Setup -> VVT

Example Config (quad cam VVT control):

Configure sensor inputs as required. Magnetic, Hall, DI threshold table, etc.

******* Since one Cam position sensor is being used for sync, select which camshaft should reference the Sync Sensor for position – IE Intake (LH). ***

CAN Bus

Introduction

The ECU has 2 independent CAN Nodes.; CAN 1 and CAN 2. The Baud rate can be independently set for each node.

The ECU has 128 message boxes. This means the ECU can Receive or Transmits on 128 different Addresses. This is a very large number and offers great flexibility. In order the simply setup procedure the CAN 1 and CAN 2 will be separated into Channels, with each Channel having a fixed number of available messages boxes/addresses.

CAN Termination

The ECU does not include an internal 120ohm CAN terminating resistor. This allows the ECU to be placed at any location within the CAN bus system.

If the ECU is located at the end of the CAN bus, an external 120 ohm terminating resistor will need to be used.

CAN Nodes

CAN 1

CAN 1 node is divided up into 6 Channels, 64 message objects in total

MO = Message Object

CAN 2

CAN 2 node is divided up into 6 Channels, 64 message objects in total

Addressing

• 0: Single (11-BIT)
• 1: Sequential (11-BIT)
• 2: Single (29-BIT)
• 3: Sequential 29-BIT)

Base Address

Starting CAN Address / PID (Parameter ID). The CAN Base Address tells the ECU where to start transmitting data from.

Single

Only the single “CAN Address” is active. This means data can only be TX/RX on that single CAN Base Address

Sequential

The CAN address starts at the “CAN Address” defined then sequentially increments that address until all the data has been transmitted

Once the data (TX/RX) on the CAN Base Address is full, the ECU will poll the next address sequentially for additional data

IE 1250, 1251, 1252, …

Bandwidth Considerations

Bus bandwidth needs to be considered when data is transmitted over CAN. The ECU has Transmit rates from 10Hz up to 1000Hz.

Example 1:

The following uses the Predefined 1 Tx DATA set. This uses 10 sequential addresses and it total transmits the value of 40 parameters. CAN Baud rate at 1Mbps

Example 2:

The following uses the Custom 1 Tx DATA set. This uses 5 sequential addresses and it total transmits the value of 20 parameters. CAN Baud rate at 1Mbps

OBD II J1979

Onboard Diagnostics 2 or OBD2 is supported by the ECU using the SAE J1979 standard. The ECU supports the following service requests:

• Show current data
• Mil Status
• Show stored Diagnostic Trouble Codes (DTCs)
• Clear Diagnostic Trouble Codes (DTC) and stored values
• Request vehicle information

OBD II Service Mode 01 - Show Current Data

The ECU supports the following PIDs when the “Show Current Data” serviced is requested.

Supplementary Information

PID 0x03 - Fuel System Closed Loop Status

PID 0x04 - Calculated Engine Load

There are 2 types of load defined by the SAE J1979, one is Calculated engine load the other Absolute engine load. The Calculated Load is referenced to engine speed, so its the %Engine Load at that RPM.

As defined by ODB II regulations Calculated load = (Current airflow / peak airflow @sea level) x (Baro @sea level / Baro) x 100%

PID 0x1C - OBD standards this vehicle conforms to

A request for this PID returns a single byte of data which describes which OBD standards this ECU was designed to comply with. Emtron replies with a value of 6

| 3 | OBD and OBD-II | | 4 | OBD-I | | 5 | Not OBD compliant | | 6 | EOBD (Europe) | | 7 | EOBD and OBD-II | | 8 | EOBD and OBD | | 9 | EOBD, OBD and OBD II | | 10 | JOBD (Japan) | | 11 | JOBD and OBD II | | 12 | JOBD and EOBD | | 13 | JOBD, EOBD, and OBD II | | 14 | Reserved | | 15 | Reserved | | 16 | Reserved |

CAN Bus Errors

CAN Diagnostics information can be found under the Communications Tab in the Runtime (F3) menu.

Last Error Code Status

• Ack Error. This normally indicates the ECU cannot communicate with other devices on the BUS. Check all devices are running the same BUS Baud rate.
• BIT 0 Error. If this error is constant, it normally indicates a direct short between CAN Lo and CAN Hi.
• BIT 1 Error. If this error is constant, it normally indicates a direct short between CAN Lo and CAN Hi.
• BIT 0 & Ack Error. If the error is toggling between these two messages, this normally indicates the CAN Lo and CAN Hi are reversed.

Command Bus Errors

• Emtron Transmitting data , but receiving device is missing from the CAN Bus.

• Emtron Transmitting data , but receiving device is missing from the CAN Bus and 120 Ohm terminating resistor missing.

CAN Bus Termination

CAN Bus High and Low are differential signals, so twisted pair MUST be used. Failing to do so will compromise the entire CAN Bus System.

Shielded twisted pair may be required to help with reliability and data integrity.

The less connectors in any transmission system the better. Unnecessary connectors are almost guaranteed to present an impedance discontinuity and hence may cause reflections and data loss.

CAN Bus termination must be done correctly by using a 120 ohm 0.25W resistor at each END of the bus system.

Maximum Stub length to a device from the main Bus is recommended at 0.3m, in accordance with High-Speed ISO 11898 Standard specification. See Figure 3.3.

The ELC devices do not include an on-board CAN termination resistor, allowing the device to be wired at any position on the Bus. CAN Bus termination must be done correctly by using a 120 ohm 0.25W resistor at each end of the bus system as mentioned above. Figures 3.1 and 3.2 show possible CAN Bus Implementation examples

Figure 3.1. CAN Bus Wiring Example. ECU and Dash at each end with 120 Ohm Termination

CAN Bus Wiring Example

• ECU and ELC2 at each end with 120 Ohm Termination.
• Stub Length less than 0.3m

CAN Bus Torque Modifier

CAN Bus Torque Modifier

This table is used to modify the torque calculation to be delivered as an output for use on an OEM Can Bus or other CAN bus applications. The Torque value can be “bent” allowing the user to change the behavior of a vehicle system e.g Traction or Gearshift . This gets applied as an offset to both the Engine Torque and Driver Demand Torque. Table range is +/- 500Nm.

The default table is a single cell without axis. However, both the X & Y axis are available and can be enabled at any time in the axis setup form.

CAN Custom RX Data Sets

Emtron can be configured to receive Custom Messages over CAN bus channels.

To Receive the Custom RX Data sets, select them under

Config -> Communications -> CAN Bus 1/2 -> DATA Set

** Scaling per data set will be fixed. IE - CAN Speed for Data Set 1 must all be the same

** Channels received are raw CAN runtimes. These channels must be assigned to “real” runtimes to be used in different sections of the ECU.

CAN Parameter Scaling

CAN Torque Limit

The ECU can receive Torque Limit Request(s) over the CAN Bus.

The torque limit frame can be received from 3 different data sets. If more than one are received they are used with the following priority:

1. Emtron CAN Torque Limit (ID 1428).
2. Advanced Rx Data Set 1
3. Pre-defined Rx Set 1 v0.1 - Message 5 (ID 1428).

The frame contains 2 torque limits, the lowest one will be applied (assuming it’s the lowest of all other active torque limits).

CAN Rx ID: 1428 (0x594)

Note: All data is Unsigned, Little Endian (LSB First) format.

Example

Example CAN Channel Setup:

Received raw data can be viewed in the F3 window on the CAN Tab.

Final CAN Torque limit result is shown here:

The CAN Torque Limit User Mode 1 & 2 values are available to be used anywhere in the ECU as table axis’ or inputs to user functions.

To use the incoming torque limit, you must setup a User Torque Limit. This allows the tuner to decide how they want the ECU to act on the incoming torque limit request.

To use the CAN Torque Limit Strat Select value, set the Strat Mode to CAN Tq Request, otherwise you can force a Strat of your choosing.

Setup the Torque Limit’s Main Table to utilize the CAN Rx Torque Limit value. You can also use the CAN Torque Limit User Modes like in the example below.

Here you can see the incoming request for is being modified for User Modes above 0:

EML-4 CAN Setup

EML-4 Setup.

Up the 3x EML-4 may be connected to the Emtron CAN bus. This allows the lambda data for up to 12 cylinders to be connected to the ECU. With the addition of every EML-4 module the CAN address for each data packet MUST use sequential addressing. The preferred addresses are listed below.

• EML-4

  • CAN Data Address = 65
  • CAN Status Address = 66

• EML-4

  • CAN Data Address = 67
  • CAN Status Address = 68

• EML-4

  • CAN Data Address = 69
  • CAN Status Address = 70

ECU Setup.

ECU CAN Setup

• Select an available CAN node, CAN1 or CAN 2
• Select Baud Rate to 1Mbps
• Turn the selected CAN channel ON
• Select DATA Set = EML-4 (option 14)
• Select CAN Address = 65 (On a single installation this address MUST match the EML-4 CAN Data address. With multiply EML-4 modules connected to the BUS use the lowest address. The ECU CAN protocol in the mode uses sequential addressing and expects the received CAN address to get larger.

NOTE: All other CAN settings are not used.

ECU Input Setup

The Software allows each EML-4 sensor channel to be assigned to a cylinder. 

• Select Input -> Input Pins Setup. Select the Lambda Cyls Tab

• Select the Lambda Cyl you want to config.

• Select the correct CAN Lambda Channel .In this example Cylinder 1 has been allocated to the LA 1 channel on the first EML-4 module.

  The 1st EML-4 assigns LA1-4, the 2nd EML-4 assigns LA 5-8, the 3rd EML-4 LA 9-12.

• Select Predefined Calibration to Lambda NTK EML-4. Don’t select Custom. Select Clamp Lo and Clamp Hi if required.

• The Fault Settings are not used from this form, as this operation if performed internally by the EML-4 are transferred to the ECU over CAN.
• The Engine Limit Table is still used.

Emtron 8 Way Keypad

Configure Emtron CAN as follows to use Emtron 8 Way Keypad

Set CAN Baud Rate to 1Mbps

Config -> Communications -> CAN Bus 1/2 -> CAN Bus 1/2 Setup

Set CAN Channel Settings as follows :

Config -> Communications -> CAN Bus 1/2 - Channel 1-6 -     40 : Emtron 8 - way Keypad

Configure the Keypad behavior as follows :

Config -> Communications -> Emtron CAN Devices -> Emtron Keypad 

Keypad button behavior has multiple modes of configuration

0: Toggle (2 Position)

1: Sequential (3 Position)

2: Sequential (4 Position)

3: Binary (8 Position)

4: Momentary

Keypad Button1 Mode

Toggle: x2 Position

OFF - No LED

ON - Green LED

Sequential: x3 Positions

OFF - No LED

Position 1 - Green LED

Position 2 - Orange LED

Sequential: x4 Positions

OFF - No LED

Position 1 - Green LED

Position 2 - Orange LED

Position 3 - Red LED

Binary: x8 Positions

OFF - No LED

Position 1 - Green LED

Position 2 - Orange LED

Position 3 - Green & Orange LED

Position 4 - Red LED

Position 5 - Red & Green LED

Position 6 - Red & OrangeLED

Position 7 - Red & Green & Orange LED

Momentary: Green light ON while button is pressed

Assign Keypad inputs as follows :

Config -> Channels -> Input Setup -> 

** When using Keypad input in multiple positions (sequential or binary), the keypad position runtime can be used in tables as in above example

Emtron EIC10 Setup

EIC10 ANV1-10 Tx Rate

0: 200 Hz (default)

1: 50 Hz

2: 100 Hz

3: 500 Hz

Controls the rate the Analog Channels 1 -10 are transmitted from the EIC10 device.

Applied to ALL connected EIC10 devices

EIC10 Frequency Tx Rate

0: 200 Hz (default)

1: 50 Hz

2: 100 Hz

3: 500 Hz

Controls the rate the Frequency data are transmitted from the EIC10 device.

Applied to ALL connected EIC10 devices

EIC10 #1 ANV7-10/Freq1-4 Pullup

0: OFF

1: ON

Enables 1k Pullup to 8.0V

EIC10 #1 Frequency 1-4 Edge

0: OFF

1: Falling

2: Rising

EIC10 #2 ANV7-10/Freq1-4 Pullup

0: OFF

1: ON

Enables 1k Pullup to 8.0V

EIC10 #2 Frequency 1-4 Edge

0: OFF

1: Falling

2: Rising

Emtron EIC16M Setup

EIC16M #1 ANV1-12 Tx Rate

0: 200 Hz (default)

1: 50 Hz

2: 100 Hz

3: 500 Hz

Controls the rate the Analog Channels 1 -12 are transmitted from the EIC16 device.

Applied to ALL connected EIC16 devices

EIC16M #1 ANV13-16 Tx Rate

0: 200 Hz (default)

1: 50 Hz

2: 100 Hz

3: 500 Hz

Controls the rate the Analog Channels 13 -16 are transmitted from the EIC16 device.

Applied to ALL connected EIC16 devices

EIC16M #1 Frequency Tx Rate

0: 200 Hz (default)

1: 50 Hz

2: 100 Hz

3: 500 Hz

Controls the rate the Frequency data are transmitted from the EIC16 device.

Applied to ALL connected EIC16 devices

EIC16M #1 ANV9-12 Pullup

0: OFF

1: ON

Enables 1k Pullup to 5.0V

EIC16M #1 Freq 1-4 Pullup

0: OFF

1: ON

Enables 1k Pullup to 8.0V

EIC16M #1 Frequency 1-4 Edge

0: OFF

1: Falling

2: Rising

Emtron ETC4 Setup

ETC4 CAN Data Tx Rate

0: 200 Hz (default)

1: 50 Hz

2: 100 Hz

3: 500 Hz

Controls the rate the EGT Channels are transmitted from the ETC device.

Applied to ALL connected ETC devices

ETC4 Fault Value

Controls the EGT value when the Input is in Fault or Open Circuit

Applied to ALL connected ETC devices

Emtron ETC8M Setup

ETC8M CAN Data Tx Rate

0: 200 Hz (default)

1: 50 Hz

2: 100 Hz

3: 500 Hz

Controls the rate the EGT Channels are transmitted from the ETC device.

Applied to ALL connected ETC devices

ETC8M Fault Value

Controls the EGT value when the Input is in Fault or Open Circuit

Applied to ALL connected ETC devices

Emtron Lambda to CAN (ELC/ELCM) Setup

For details :

Emtron Lambda CAN Manual

Click the link below to download or visit Emtron www Downloads

ELC

Reset CAN IDs to Default

0: OFF

1: ON

This will reset the ELC CAN IDs back to their default values

Channel 1 = 671, Channel 2 = 672

Set back to zero when finished.

Enable Heater Override

0: OFF

1: ON

When enabled, the ECU controls when the Lambda heater is ON or OFF. This is done through the “ELC HEater RPM Lockout” and “ELC Heater Post Start Lockout: settings.

When disable the ELC controls the heater(s) which will turn On 15 secs after the device power up.

Enable EMAP

0: OFF

1: ON

When enabled, the ECU will send EMAP data to the ELC. This units should be in kPa

** When enabled please make sure the EMAP is configured correctly inside the ECU.

ELC Heater RPM Lockout

RPM Below which heater will be locked out

ELC Heater Post Start Lockout

Timer before which heater will turned on Post Start up

ELC Lambda 1 Test Enable

Forces the ELC to send this Test Value over the CAN bus.

Allows the user to confirm the ECU calibration is setup correctly.

0 = OFF

ELC Lambda 2 Test Enable

Forces the ELC to send this Test Value over the CAN bus.

Allows the user to confirm the ECU calibration is setup correctly.

0 = OFF

Generic Dash Configuration

Configure Emtron CAN as follows to send Pre-Defined Data set for most Dash Systems

*** Emtron has provided Pre-Defined Data set to most dash manufacturers to match these settings

Set CAN Baud Rate to 1Mbps

Config -> Communications -> CAN Bus 1/2 -> CAN Bus 1/2 Setup

Set a CAN Channel Setting as follows :

Config -> Communications -> CAN Bus 1/2 - Channel 1-6

Parameter Scaling

ALL data/parameters transmitted from the ECU over CAN have units defined by the corresponding parameter calibration table(s). This can be setup and adjusted through the PC tuning software Emtune.

1. All Data is unsigned
2. All Data is 16 bits
3. Low byte of each word (16bit) is transmitted first.

Examples:

• Temperature in degrees Celsius or Fahrenheit

• Pressure in kPa, PSI, InHg

• Speed in Kph, mph, m/s

• • Speed in Kph, mph, m/s

Pre-defined Rx Set 1

Pre-defined Rx Set 1

This data set allows a huge range of parameters to be read from the CAN bus and used by the ECU.

The DBC file is available at [emnet.emtronaustralia.com.au](https://emnet.emtronaustralia.com.au/ “target="_blank”")

The data is received sequentially from ID 1424 to 1433.

Message 5 (ID 1428) includes the Emtron CAN Torque Limit Rx frame. It is received as part of this data set with the lowest priority.

Raw data received is displayed in the F3 window on the CAN Tab.

To use the data you must set the relevant input channel’s source to “CAN Predef Rx 1/Custom Rx1”.

Example: Wheel Speed Channels:

Example: Gear Detection:

Pre-defined Transmit Set 1

All 16 bit values have low byte transmitted first by the ECU. Sequential addressing is used. All parameters are transferred in the units defined inside the ECU. These can be rescaled if required by the receiving device.

Custom Packet 1 contains 10 Message Objects each with a different sequential address. This can be selected on CAN1 or CAN2 and on any of the 6 channels within that CAN node. In total the Custom Packet 1 transmits 40 parameters on one CAN Channel.

NOTE: If all 6 channels were used within one CAN node a total of 240 parameter could be transmitted

Message 1

Address: 1250 (Emtron preferred. User Adjustable)

Transmits: 8 bytes/4 parameters.

Addressing Mode: Sequential.

Message 2

Address: 1251 (Sequential based on address in Message 1)

Transmits: 8 bytes/4 parameters.

Addressing Mode: Sequential.

Message 3

Address: 1252 (Sequential based on address in Message 2)

Transmits: 8 bytes/4 parameters.

Addressing Mode: Sequential.

Message 4

Address: 1253 (Sequential based on address in Message 3)

Transmits: 8 bytes/4 parameters.

Addressing Mode: Sequential.

Message 5

Address: 1254 (Sequential based on address in Message 4)

Transmits: 8 bytes/4 parameters.

Addressing Mode: Sequential.

Message 6

Address: 1255 (Sequential based on address in Message 5)

Transmits: 8 bytes/4 parameters.

Addressing Mode: Sequential.

Message 7

Address: 1256 (Sequential based on address in Message 6)

Transmits: 8 bytes/4 parameters.

Addressing Mode: Sequential.

Message 8

Address: 1257 (Sequential based on address in Message 7)

Transmits: 8 bytes/4 parameters.

Addressing Mode: Sequential.

Message 9

Address: 1258 (Sequential based on address in Message 8)

Transmits: 8 bytes/4 parameters.

Addressing Mode: Sequential.

Message 10

Address: 1259 (Sequential based on address in Message 9)

Transmits: 8 bytes/4 parameters.

Addressing Mode: Sequential.

Racepak Dash CAN Setup

This section describes how to connect an Racepak IQ3 dash to the Emtron CAN bus.

Racepak Device Compatibility

250-ds-Iq3s - Street display

250-ds-iq3d - Drag logger

250-ds-iq3ld - Logger dash

250-ds-iq3sl - Street logger

250-ds-iq3 – Display only

These devices require an interfacing module to talk to additional ECU systems/components

** Requires Universal EFI Module 230-vm-efiucan

Racepak CAN Wiring colors

• Green = ground
• Black = CAN Lo
• White = CAN Hi

ECU Setup

• Select either CAN1 or CAN2
• Select a Channel with CAN1 or CAN2
• Set Enable to ON
• Set CAN Address = 1250
• Select required DATA Set; Predefined or custom
• Set Direction to transmit
• Set Addressing to sequential
• Set required Transmit Rate. CAUTION. Do NOT set to high as this will limit the available bandwidth to other devices on the bus

Racepak Setup

A default RacePak Config file has be created to match the Emtron ECU Predefined1 DATA set. This is called Emtron_Predefined1_IQ3_Config.rcg. This should be programmed into the ECU.

Sequential Addressing

Many CAN data sets in the ECU use a sequential addressing approach. This simply means that each message is on an ID that is some offset from the “Base Address”.

In the above example, Pre-defined Tx Set 1 send it’s first frame on ID 1250. The whole data set contains 10 frames. They’re sent out incrementally from 1250.

eg: 1250, 1251, 1252, 1253 … 1259.

Custom Rx Data Sets

All parameters are received as 16 bit unsigned integers.

A CAN frame holds up to 8 bytes of data which means each frame can hold up to 4 parameters.

Each parameter must occupy 2 bytes.

When the receiving CAN Channel is set to Sequential, the ID must be increased by 1 every 4 channels so

that the whole data set can be processed.

Example:

Custom Rx Data 1 set contains 5 or more parameters.

CAN Channel 1 is set to Receive Custom Tx Data Set 1, Sequentially, on ID 1000.

Parameters 1-4 will be read from ID 1000,

Bytes 0+1, 2+3, 4+5, 6+7.

Paramerers 5-8 will be read from ID 1001,

Bytes 0+1, 2+3, 4+5, 6+7.

Paramerers 9-12 will be read from ID 1002,

Bytes 0+1, 2+3, 4+5, 6+7.

And so on….