For detailed CAN bus information refer to the Communications documentation.
Start files or Base Maps
Some base cal files are included with Emtune and can be found in: C:\Emtron\Cal Files\.
For application specific examples please contact Support.
Injector Data
Many common injector deadtime and linearisation tables are included with Emtrun and can be found in: C:\Emtron\Table Files\Injector Data Tables.
Subsections of FAQ
Emtron ECU Features
There’s no shortage of engine management platforms on the market today. It’s not much of a leap to say that most of them can achieve similar results when operated by someone familiar with them. So, what makes Emtron different? Extreme flexibility coupled with advanced engine modelling not typically found in aftermarket engine management. This includes the Emtron mathematical torque model, which is a true paradigm shift in the way we approach torque management, motorsport functions, and engine management in general. This is made possible by the Emtron’s advanced air mass modelling.
Air Mass Modelling
Emtron ECU’s feature a sophisticated air mass model not usually found outside the OE market. The air mass entering the engine is accurately calculated from a variety of sources to allow maximum flexibility of engine tuning. Numerous air mass calculations can be blended in almost any way, giving the tuner maximum flexibility to account for any situation or edge case. Tuning in terms of air mass instead of raw manifold pressure gives a far greater insight into the dynamic operational conditions of an engine. Tuning in terms of Air Mass Flow can greatly simplify many engine systems, reducing complexity and reducing guess work.
Bank or Engine MAP Air Mass
Bank or Engine MAF Air Mass
Bank or Engine Throttle Air Mass
Driver Demand Air Mass
2x Volumetric Efficiency tables, freely configurable, switchable and Z-axis blendable
Secondary Load Table
Charge Temperature Estimation and offset tables
Air Mass Modifier table
Throttle Mass Flow
By measuring the pressure before and after a throttle body, Emtron’s TMF model essentially converts a throttle body into a mass air flow meter, providing a very dynamic and fast air mass calculation that’s perfect for accurately adhering to torque targets without the need for estimate tables or open loop guess work. Throttle Mass Flow modelling also opens up a huge variety of approaches to engine tuning and the ability to easily account for dynamics such as changes in cam timing without compensation tables.
Expansion Ratio
Emtron’s air mass model can account for changes in engine efficiency based on the engine’s expansion ratio. This means the difference between the inlet manifold pressure and the exhaust manifold pressure. This can be achieved by Installing an Exhaust Manifold Absolute Pressure sensor or using the EMAP Estimation table.
Fuel Mass Modelling
The primary job of the Air Mass Model is to inform the Emtron Fuel Mass Model. The air mass model, coupled with accurate fuel system and injector data allows the ECU to accurately calculate exactly how to operate the fuel injectors to achieve the desired lambda target, even in the most dynamic environments.
Primary and Secondary Injector characterisation with freely customisable 3D Deadtime and Linearisation tables
Fuel density modelling, preset based on selected fuel type or custom table
Differential fuel pressure correction – Dynamically recalculates the injector flow based on changes in real-time fuel pressure
2x Lambda Target tables
2x Lambda Target Offset tables
Fuel Mass Modifier Table
Individual Cylinder Trim tables
Bank Trim tables
Seamless staged injection blending
Custom stoichiometric ratio table
Z Axis blending on most tables
Torque Management
Having an accurate picture of air and fuel mass allows the Emtron ECU to accurately calculate real-time engine torque data. There’s no need for lookup tables, torque is mathematically modelled.
Using Throttle Mass Flow, the Emtron ECU can calculate the required air mass for a given torque target, allowing for the kind of advanced torque management required by modern transmissions, as well as a highly refined approach to motorsport functions that are usually achieved with crude cuts and ignition retards.
Emtron torque management uses a priority-based combination of throttle control, ignition retard and cutting to achieve and hold a torque target, all parameters of which can be configured. There’s no need to fill in big tables of cut levels or ignition offsets, the torque model will work out what’s required on the fly.
The result is real torque management that is smoother, faster, and better for engine reliability.
Torque based gearshift control for modern transmissions such as the Nissan GR6.
G-Speed (Accelerometer based speed channel for AWD traction control)
Torque Management
3x Driver Demand Translation tables
Driver Demand Translation Clamp table
Frictional Loss compensation
5x Independent Torque Control Strategies (used by all torque control functions)
Retard Gain
Cut Gain
Boost Target Margin Offset
5x User Torque Limits
Selectable Control Strategy
User Channel Enable
Main Limit table
Limit Offset table
Communications
2x CAN 2.0B bus nodes
6x Channels per node
4x User Rx data sets
4x User Tx data sets
70x Preset data sets
Logging
1500+ channels available
Up to 500 Hz
32Mb memory, circular or single shot
Configurable start/stop conditions
Tune and review data in one place. All logging managed and reviewed inside Emtune, no exporting to other software required.
Trigger Requests
While Emtron supports a high number of trigger types, there is occasionally the need to add new engine types.
The fastest way to get support for a new engine type is to provide Emtron directly with scope file directly from the Emtune software (exported from the Scope Utility as a *.esf file).
If the vehicle has VVT (variable valve timing), please contact support for any special instructions.
A cranking scope trace with cylinder 1 spark plug removed (or only cylinder 1 spark plug installed) can be helpful in identifying an approximation of crank index offset position. The cranking speed will speed up/slow down at the point of compression.
