EMU Black Training Manual PDF

ECUMaster EMU Black Training Course
06/17/17-06/18/17
Tuning spark ignition engines
With the Ecumaster EMU
Tuning spark ignition engines

using the ECUMaster EMU Black
WHP 06/16/2017
Introduction
Topics
1. Electrical theory and physics

2. Inputs / Outputs
3. Sensors used in an engine with spark ignition
4. Actuators used in a spark-ignition engine
5. PID Control
6. Calculation of fuel delivery and ignition timing
7. Engine Knock
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ADMISSION
Topics
8. Configuration of ignition
9. Wiring Principles
10. Common mistakes
11. EMU configuration
12. Tuning the engine with the EMU
13. Advanced Features
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A little bit of physics:
ELECTRICAL VOLTAGE
The difference in voltage between two points in an electrical
system.
Denoted U, the unit of voltage is the volt (V)
ELECTRICAL CURRENT
The movement of charge carriers (electrons) under the
influence of an electric field (voltage).
CURRENT
The ratio of the electric charge Δq passing through any cross
section of the guide, the time Dt, in which the cargo crossed.
Current denoted I, and its unit is the ampere (A)
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HYDRAULIC MODEL
Switch
S1
Main Valve
Battery Pump
+ gear Orifice
R
-
Wiring diagram hydraulic model
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PHYSICS CONTINUED
amperage
The work done by the current per time unit.
Power is denoted P. a unit of power is Watt (IN)
P=I*U
Ohm's law
Electric current flowing through a conductor is directly
proportional to the value of the voltage at its ends and
inversely proportional to the resistance of the guide).
I=U/R
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PHYSICS CONTINUED
ELECTRICAL RESISTANCE
Characterized by size, prevents passage of electric current

from the conducting element.
It is the ratio between the voltage U between the ends of the
element to the intensity of the current I flowing through.
The electrical resistance is defined letter R.
and its unit is ohm (Ω)
R=U/I
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PHYSICS Continued
I= I= I=
0,6A 1.2A 2.4A
U + U + U +
=6V - =12V - =24V -
R = 10Ω R = 10Ω R = 10Ω
Current to voltage at a constant resistance
I= I= I = 0.12
12A 1.2A
U + U + U +
=12V - =12V - =12V -
R = 1Ω R = 10Ω R=
100Ω
The dependence of resistance at a constant voltage
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RESISTANCE REPLACEMENT
R1
R1 R2 R3 R2
R3
R = R1 + R2 + R3 1 / R = 1 / R1 + 1 / R2 + 1 / R3
Serial connection Parallel connection
R1
ATin
ATyou = Uin * (R2 / (R1 +
R2 ATyo R2))
u
voltage divider
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Voltage and current measurement
A
N+ -
+ D
Battery + Battery A
- R A V +
- N R
T
- D
voltage current
measurement measuremen
t
voltmeter - High internal resistance
Ammeter - Low internal resistance
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Curent ratings
Specifications for typical devices
PLOW resistance [Ω] CURRENT [A] POWER [W]
INJECTOR Hi-Z 10-16 1,35-0,84 18-11
INJECTOR Low-Z 1-6 13,5-2,25 180-30
THE IGNITION COIL 0.5-3 25-4,5 360-60
Solenoid (boost, EVAP, etc) 15-50 0,9-0,27 12 3.6
TRANSMITTER 100-150 0,14-0,1 1,8-1,22
Wire gauge selection

CROSS CABLE Resistance CURRENT [A]
[mΩ / m]
2.5 mm2 10 Gauge 7.5 25A
1,5mm2 14 Gauge 12 15A
1.0 mm2 18 Gauge 18 10A
0,75 mm2 20 Gauge 23 7.5A
0.5 mm2 24 Gauge 35 5A
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OSCILLOSCOPE
OSCILLOSCOPE
Electronic instrument used to observe, imaging and testing of
electrical waveforms.
An example of the opening of the injector needle
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TYPES OF SIGNALS
signal unipolar signal bipolar
There are two slopes, rising edge (rising) and

falling (falling)
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MEASUREMENT
1. Injector
closed
2. Injector
open
3. Closing
injector
4. Injector
closed
An example of the opening of the injector needle
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Crankshaft position signal
Example showing an inductive (VR) position sensor, 60-2 wheel
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Crankshaft Position Signal
Example showing an inductive (VR) crankshaft position sensor

60-2, missing teeth
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Crankshaft and Camshaft Position
Example of inductive position sensors of the shaft and the

camshaft in a Nissan Maxima
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Tachometer Signal
Example showing the electronic tachometer signal
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BLOCK DIAGRAM EMU
DataFlash EXTENSION
HARBOR 6 x injectors
OUTPUTS
WBO (5A)
CONTROLLER
6x
2 x EGT
CONTROLLER IGNITION
OUTPUS
16 ADC
Channels
CPU
2 x KNOCK 6x
SENSOR AUX
CONTROLLER OUTPUTS
(5A)
ANALOG 4x
SENSORS STEPPER
` MOTOR
AUX
FREQUENCY OUTPUTS
INPUTS
(1A)
- CKP USB
- CAM1
- CAM2
- VSS
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ANALOG INPUTS
1. Will measure a range of voltages 0-5V
2. A resolution of 10 bits (0-1023)
3. 1000Hz Sampling
3. Protection against voltages to 20V
4. Protected against static electricity ESD
5. The CLT sensor and IAT have built-in pullup, 2.2k
6. Other analog inputs have pulldown 1M
in
+
5V
in
pullup pulldown
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FREQUENCY INPUTS
1. Primary Trigger, Sync Cam 1, Cam Sync 2, VSS Input

2. Software selectable input sensitivity (inductive sensor, Hall
sensor)
3. Software selectable pullup 1K (+ 5V)
4. Digital filters on Primary and Secondary Triggers
5. RPM dependent voltage curve for Secondary Trigger
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Power Outputs
1. The outputs on the injectors and AUX outputs are short-circuit

protected, protected against overheating. 5A, Low Side
2. Exception! AUX4 (tacho) Has a pullup 10K + 12V
3. Ignition outputs, 15A, no circuit protection! The EMU housing is
the heatsink
4. Stepper Motor Outputs push-pull type (half brige) 1A (12V)
+
12V
Low Side Output Example Push Pull (H bridge) Example
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PWM
PWM - (Pulsewidth modulation) - Fixed frequency

- Changes only the pulse width
PWM, 50%, 30Hz PWM, 75%, 30Hz
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PWM APPLICATIONS
1. Control of solenoid valves for boost, idle, nitrous

2. Control of solenoid valves for variable valve timing
3. Heater control of wideband lambda sensor
4. A typical frequency is 10-200 Hz
5. In the case of loads and frequencies above 60Hz or low-
resistance receivers (eg. 2-3Ohms) an external flyback diode should
be used
+
12V Solenoid
AUX OUTPUT
Connecting the flyback
diode
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SENSORS - IAT, CLT
RTD
IAT - Intake air temperature sensor
CLT - coolant temperature sensor
These sensors are usually thermistors having a negative
temperature coefficient (NTC)
IAT sensor sensor CLT

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SENSORS - IAT, CLT
RESISTANCE TO CHANGE VOLTAGE SENSOR

If the resistances of the temperature sensors apply a voltage divider.
+ 5V
2K2
(EMU)
ADC
CLT / IAT
Voltage Divider Schematic Map according to the voltage and

temperature
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SENSORS - IAT, CLT
ROLE OF CLT SENSOR

CLT sensor measures the temperature of the coolant so that we can
apply enrichments based on coolant temps, and trigger devices such
as cooling fans and overtemp protection.
ROLE OF IAT SENSOR

IAT sensor measures the temperature of the intake air for use in the
fuel dose calculation (air density depends heavily on temperature),
and enables for other corrections based on air temp.
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SENSORS - IAT, CLT
GUIDELINES
IAT Sensor should be mounted close to the intake manifold, as the
goal is to measure the air temperature in the inlet manifold. It is not
recommended to mount the sensor in the intake manifold due to
heat soak, i.e. the sensor being warmed by ambient heat from the
engine itself.
CLT sensor should be mounted so as to measure the temperature of

the fluid in the engine. The OEM sensor location is typically best.
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SENSORS - IAT, CLT
CONNECTION
CLT
EMU B18
B4
IAT
B21
Sensor Wiring Diagram CLT and IAT to a computer EMU
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SENSORS - TPS
TPS (throttle position sensor) - Throttle position sensor
1.The TPS is a potentiometer operating as a voltage divider. It

outputs a voltage proportional to the angle of the throttle.
2. Simple on/off throttle switches that only determine whether the

throttle blade is open or closed are not suitable for use with the
EMU.
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SENSORS - TPS
EMU
+ 5V
B23
out
B12 TPS
B18
GND
Wiring diagram TPS
THE ROLE OF THE THROTTLE POSITION SENSOR

- Switching idle control speed,
- Acceleration / deceleration enrichment,
- Overrun fuel cut
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SENSORS - MAP
MAP (Manifold absolute pressure)

The pressure sensor in the intake manifold. The sensor uses a
piezoelectric element to change the pressure in the connection.
Requires power, and the output voltage is proportional to the
pressure
BARO (Barometric pressure sensor) - Barometric pressure sensor.
+
5V
MAP
MAP Out
sensor
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SENSORS - MAP
ROLE OF THE PRESSURE SENSOR

1. When using Speed Density, MAP determines the load on the
engine and is a basic parameter for calculating fuel delivery and
ignition timing.
2. In the case of boost control in a feedback loop the pressure in the
intake manifold is critical information for the algorithm.
3. Cutting fuel (fuel cut) When the pressure is very low or exceeds a
set limit (overboost fuel cut)
4. BARO sensor is used for correcting the amount of fuel when using
Alpha-N strategies.
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SENSORS - MAP
GUIDELINES
- Pressure connection for the MAP sensor should be connected to
the intake plenum at a position near the throttle
- Pressure hoses should be as short as possible, using a thick-wall
hose to avoid a transient delay
-In the case of individual throttle bodies, a hose should be connected
to each intake tract on one end and a vacuum manifold on the other,
then one hose should be connected to the MAP sensor
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SENSORS - MAP
CONNECTION
The EMU has a built-in MAP sensor (400kPa) and BARO sensor. An
external MAP sensor can be wired as follows:
EMU MAP
+ 5V
B23
out
B3, B11, B20, B19
B18
GND
Diagram of connecting an external sensor MAP
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SENSORS - EGT
EGT (exhaust temperature sensor) - EGT sensor in most cases is a
K-type thermocouple which is made of two different materials, it uses
the Seebeck effect occurring at their interface. The dissimilar metals
create a potential difference called a thermoelectric force. This
voltage is proportional to the temperature difference between the
thermocouple connector and measuring point.
NiC
r
NiA
l
Type K
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SENSORS - EGT
ROLE OF EGT SENSOR
- Monitoring the temperature of the exhaust gas,
- Correct boost when temperature is too high
EGT SENSOR ASSEMBLY

- Sensor / sensors should be located as close as possible to the
exhaust valves
- Extensions to thermocouple wiring can only be made with
thermocouple wire and bespoke connectors, or else the signal will
be skewed
- Europe has a standard thermocouple wire marking: green (+),
white (-). U.S. standard is yellow (+), red (-)
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SENSORS - EGT
CONNECTION
EMU
NiCr
B1
NiAl
B18
NiAl
NiCr
B9
Exhaust gas temperature sensor connection
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SENSORS - KNOCK SENSOR
Pinging - incorrect combustion of the air/fuel mixture, where the

flame fronts collide, generating shock waves repeatedly reflected
from the walls of the combustion chamber. These frequencies are
transmitted through the block and cylinder heads in the vibration
frequency 3-20kHz - these vibrations can often be heard as a
metallic thud.
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KNOCK SENSOR – Knock sensors are piezoelectric vibration

transducers that generate a voltage proportional to the vibration. We
distinguish between broadband type sensors, which have a flat
frequency response, and sensors tuned to a given frequency
(commonly found in older vehicles).
Knock sensor
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ROLE of knock sensor

- Detection of abnormal combustion of the mixture
-In proportion to the level of vibration, action can be taken
involving an reduction in total ignition timing and increasing the
amount of fuel
Even a small amount of knock at high load can cause damage

to engine internals, especially stock parts!
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GUIDELINES
- Stock mounting points are best for knock sensors
- In the absence of such a point, sensor should be
mounted on the intake side of the block, in the middle, possibly at
the upper edge of the block (as the closest place mixture
combustion)
- In the case of two sensors should be equally spaced from
-Installation torque is extremely important! For Bosch sensors, the
torque spec is 20Nm (+/- 5nm), 15 Ft-lbs
- always use shielded cable!
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CONNECTION
EMU
out
B2
KS1
GND
B18
B10 KS2
Connecting knock sensors
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SENSORS - VR SENSOR
VR SENSOR (Variable reluctance) - electromagnetic speed sensor.

VR sensors are used to measure the position and velocity of moving
metal parts. VR sensors function on the principle of inducing
electromotive force in the sensor’s coil on a permanent magnet
caused by the movement of a ferrous trigger wheel. The induced
voltage is proportional to the distance from the trigger wheel and the
speed at which the tooth passes the sensor. This means that the
sensor output voltage increases with RPM.
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SENSORS - VR SENSOR
VR Sensor
The use of an inductive sensor

The waveform of the inductive position sensor for 60-2 trigger
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SENSORS - VR SENSOR
ROLE of VR speed sensor

- Determine the speed and the position of the crankshaft and / or
camshaft,
- Determination of the wheel speed of the vehicle
CRANKSHAFT POSITION AND SPEED IS THE MOST

IMPORTANT SIGNAL THAT THE EMU RECEIVES!
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SENSORS - VR SENSOR
GUIDELINES
- Distance between the sensor and the trigger wheel should be
0.5 - 2mm
- Radial and axial runout for the trigger wheel should be
kept to a minimum, because it affects the signal
- In the case of a trigger wheel with a missing tooth or teeth,
particular attention should be paid to the shape of the gap
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SENSORS - VR SENSOR
GUIDELINES
- VR sensor polarity has to be considered in
configuration menus (trigger edge)
- VR signal from the sensor is very sensitive to
interference, therefore shielded cable must always be used
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SENSORS - VR SENSOR
CONNECTION
EMU
+
B7
VSS
B18
-
Connection of a position sensor. VR Sensor
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SENSORS - VR SENSOR
Toothed ring 60-2 VR Sensor
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SENSORS - HALL
HALL SENSOR - Hall sensor.

Hall effect sensors are used to measure the position and speed of
the moving ferrous trigger teeth. Power is required for a Hall effect
sensor.
In most cases, Hall sensors have "open collector“ output signals and
require the use of a pullup resistor (internal to the EMU and software
+
selectable). 5V
Hall
sensor
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SENSORS - HALL SENSOR
Hall sensor
The waveform of a Hall effect shaft position sensor for 60-2 trigger
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ROLE OF HALL EFFECT speed sensor

- Determine the speed and the position of the crankshaft and / or
camshaft,
- Determination of the wheel speed of the vehicle
CRANKSHAFT POSITION SENSOR IS THE MOST IMPORTANT

SIGNAL THAT THE EMU RECEIVES!
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CONFIGURATION OF HALL EFFECT SENSOR

- Distance between the sensor and the ring gear should be between
1 to 2 mm
- Radial and axial trigger wheel runout should be kept to an absolute
minimum
- Hall sensor requires a power supply. Most sensors work
correctly in the voltage range of 5-12V
- The signal from the Hall sensor is much more resistant to
interference, although many car manufacturers use shielded cables.
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CONNECTION
EMU
+
B23 5V
out
B7 Hall
B18
GND
Connection of a Hall effect sensor. Sensor Type Hall / Optical
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SENSORS - LAMBDA PROBE
LAMBDA PROBE - a sensor for measuring the oxygen content in

gas mixtures.
In the internal combustion engine, it is used to measure the air-fuel
ratio in the combusted mixture.
PROBE narrowband (narrow

band oxygen sensor) - sensor
measuring stoichiometric λ = 1
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Characteristic:
- 1 - 4 wires,
- the output voltage of 0.2-0.8V
- for λ= 1 voltage 0.45V
- Operating temperature (300C-
930C)
Scheme of narrowband
lambda probe (source Wikipedia)
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BROADBAND LAMBDA PROBE

A sensor capable of accurately measuring the oxygen content of
exhaust gases.
Characteristics
- 6 wires
- Requires a controller (built into EMU)
- Working temperature of 750C,
- Maximum temperature of 980C (max 10 minutes)
- Leaded fuel significantly reduces the life of the probe (20.000km)
- Minimum response time of 100 ms (for 4.2, 4.9 sensor responds
more quickly), increases throughout the life of the probe
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OXYGEN SENSOR ASSEMBLY

- Probe must be mounted where the
exhaust gas temperature
does not exceed 750 degrees.
- Install the sensor after the turbo in
turbocharged applications
- The sensor should be installed in a position close to horizontal
- Always use the original plug on the sensor, as it contains a calibrated
resistor!
- The plug must be clean and dry. Do not use
contact cleaner spray or any corrosive cleaner
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CONNECTION
EMU
B5 1
2
G19 4
B22 5 LSU 4.2
B13 6
3
3A + 12V (after ignition)
Wiring diagram broadband lambda probe LSU 4.2
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CONNECTION
EMU
Narrow
B5 1 1 - signal output
Band
B22 2 2 - signal gnd
Oxygen
3 - heater +
sensor
3 4 - heater -
3A
+ 12V (after ignition)
Wiring diagram of the probe 4 wire
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INSTALLATION
TRANSMITTER (relay)
The basic actuator used for switching loads with high power consumption.
It can be controlled from any EMU output (current consumption <200 mA).
Depending on the type of relay, can switch loads in excess of 100A.
Used to switch loads as fans, fuel pump, lights, electric windows, wiper
motor, etc.
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INSTALLATION
CONNECTION
+ 12V + 12V
EMU
thirty
86
87 85
G21
15A
G17
M
G24
B24
An example of connecting the fuel pump
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INSTALLATION
INJECTOR (fuel injector)

The injector is a solenoid for precise dosage of
fuel spray. Fuel supply is regulated by the
width of the electrical pulse to the coil winding
of the injector.
The construction of the

injector.
(source
www.picoauto.com)
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INSTALLATION
INJECTOR
The injectors are characterized by:
- Type of housing,
- Type of electrical connector,
- The shape of the fuel spray,
- Targeted performance in cm3/ Min, at a specified pressure,
- Resistance of the coil (Hi-Z 10-16Ohm, Lo-Z, 1-4 Ohm)
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INSTALLATION
Injector selection
- The same types of housing.
- Performance sufficient for the
planned capacity
- Changing the performance of the
injector is possible by means of the
fuel pressure regulator. The
relationship between the fuel
pressure and the performance is
not linear !!! The relationship between the fuel
pressure,
and productivity growth injector
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INSTALLATION
INJECTOR SELECTION
- To determine the required performance of the injector we must know the
engine BSFC.
- BSFC (brake specific fuel consumption) - The amount of fuel needed to
generate one horsepower by hour.
- For naturally aspirated engines, this value is about 5,25cm3/ M for engines
turbocharged about 6cm3/ m
- We choose the injector in order to achieve the expected power at 80% DC
- DC (duty cycle) the injector is the ratio of the opening time of the injector to
full engine cycle and is expressed in%
(Power * BSFC) / (number of injectors * max
DC)
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INSTALLATION
Injector Selection
The naturally aspirated 4-cylinder engine 150hp
(150 * 5.25) / (4 * 0.8) = 246 cm3/ min
Turbocharged 4 cylinder engine power 205km

(205 * 6) / (4 * 0.8) = 384 cm3/ min
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INSTALLATION
Injector Selection
- High impedance injectors (Hi-Z) can be connected
directly to the EMU (2 injectors for 1 channel)
- in the case of injectors low impedance (Lo-Z) should be used
current limiting resistor (4-6 ohms 50W), or a special controller Peak and
Hold,
3R3 +
50W 12V
Injector
Connecting injector Low-Z using resistor 50W

current limiting resistor
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INSTALLATION
INJECTOR MODEL
- Injector opens and closes
specific time,
- Injector opening time depends on the
voltage wiring
the car,
- The opening time of the needle Map for calibration of the injector
Siemens DEKA 578cc
depends on the pressure
fuels,
- During the opening of the needle takes
place
injection of a small amount of fuel,
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INSTALLATION
INJECTION SYSTEM
TBI (throttle body injection) - injection point, one or two injectors placed in
the blade,
MPI (mulit-point injection) - multipoint injection, the injectors
They are arranged in the intake manifold, one for each cylinder.
- Batch injection (all injectors are working at the same time)
- Bank injection (Injectors work in pairs)
- Sequential injection (injectors work separately, injection angle)
The difference between sequential injection and the group is 5% less fuel
consumption and increased economy. DI (direct injection) - injected directly
into the combustion chamber (not supported by EMU)
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INSTALLATION
CONNECTION
+
12V
10
A
EMU
G7
G15
G23
G6
G17
G24
B24
Example of wiring of 4 high impedance injectors

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INSTALLATION
CONNECTION
+
12V
15
A
EMU
3R3 50W
G7
3R3 50W
G15
3R3 50W
G23
3R3 50W
G6
G17
G24
B24
Example of wiring 4 injectors of low impedance
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INSTALLATION
THE IGNITION COIL (Ignition coil)

Ignition coils are a transformer that converts the energy of the primary
winding of the high voltage allow the generation of a spark at the spark plug.
This energy is proportional to the voltage and charging time of the coil (dwell
time).
AVOID ELECTRICAL SHOCK FROM HANDLING HIGH VOLTAGE
LEADS!
Diagram of internal connections of the

coil
www.ecumaster.com Bosch 6 cylinder wasted spark
INSTALLATION
CHARGING TIME (dwell time)

- To obtain a strong spark, the coil charge time should be optimized
- The values of the charging time are characteristic to a particular coil
-Overcharging can lead to overheating
and damage to the coil
6A
current
windings
primary
The signal from the

ECU
3 ms
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INSTALLATION
MAP "DWELL TIME"
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INSTALLATION
ACTIVE COILS
In contrast to passive coils, active coils have a built-in actuator (IGBT). They
require a signal of inverted phase with respect to a passive coil. Usually it
has 4 pins (power, ground, logic control ground, signal).
Some cars are equipped with an external ignition modules and passive
coils. The use of external modules greatly lowers the temperature of the
ECU, and reduces the current transmitted.
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INSTALLATION
IGNITION SYSTEMS
DISTRIBUTED IGNITION - A mechanical ignition distributor uses one
ignition coil splitting electrical energy between the posts. Accordingly, the
mechanical separation of the high voltage system is relatively unreliable,
requires ignition cables, and sets very high demands on the ignition coil, as
the charging time of the coil has to be considered.
Example of an ignition distributor
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INSTALLATION
IGNITION SYSTEMS
WASTED SPARK - name derives from the fact that the spark to each
cylinder appears twice during the engine cycle (720 degrees)
wherein once the exhaust stroke (therefore is "wasted"). For every two
cylinders one coil is used, with 70% of the energy used by the spark plug in
the cylinder which is in the compression stroke.
The system has no mechanical parts,
allows longer charging times than
system with a distributor, and
generates less heat at the ignition coil.
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INSTALLATION
IGNITION SYSTEMS
DIRECT IGNITION - Direct ignition. Each cylinder has its own ignition coil,
as a rule. This is achieved by the use of single coils (COP Coil On Plug)
which eliminate plug wires. This is the best ignition system, as each coil is
triggered only once during the combustion cycle. It requires information
about the current state engine cycle (the signal from the camshaft position
sensor)
An example of the type of coil

COP
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INSTALLATION
IMPORTANT INFORMATION
- Passive coils should not be combined in parallel
- Always use a fuse on the ignition coil power supply,
- Some passive coils have built-in LEDs. In the case of incorrect connection
they will give a very weak spark
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INSTALLATION
CONNECTING THE COIL

+
12V
15
EMU A
G8 CYL.
1
G16 CYL.
2
G9 CYL.
3
B16 CYL.
4
G17
G24
B24
Connection example for 4 passive coils

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INSTALLATION
CONNECTING THE COIL

Firing order: 1-3-4-2 +
12V
15
EMU A
G8 CYL.
1
G16 CYL.
4
G9 CYL.
3
B16 CYL.
2
G17
G24
B24
Connection example, 4 passive coils in wasted spark

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Oscilloscope Feature
EMU has a built-in oscilloscope, which can examine the waveforms of

signals at the inputs primary trigger, cam cam # 1 and #2
To activate the oscilloscope, select “enable scope” in the Primary Trigger
menu.
To read signals for cam sync

# 1 and # 2 there must be a
Primary trigger signal present!!!
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Advanced functions
EMU SCOPE
IGNITION CONFIGURATION
Configuration 60-2 ignition engine 4

cyl.
0 5
7
TDC
9
Trigge 60A
r 60A
BOU BOU
angle T T
TDC 1 3
9 9
toothed ring Configuration EMU
- The trigger angle It should be between 45-60 degrees.

- First trigger tooth can not occur at the site of a missing tooth
- Always verify timing with a timing light!
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Advanced functions
EMU SCOPE
Proper signal from a 60-2 trigger wheel
Invalid waveform from the sensor ring gear 60-2. Poorly set trigger edge
Trigger type - The type of trigger wheel

➔ Toothed wheel with 2 missing teeth - toothed ring with two missing teeth
(eg. a popular Bosch 60-2)
➔ Toothed wheel with one tooth missing - toothed ring with a missing tooth
(eg. a popular system Ford 36-1)
➔ Multitooth - Gear rim without missing teeth.
➔ Nissan trigger - Ignition system occurring in the engine family Nissan and
Nissan SR RB.
➔ Toothed wheel with additional tooth- Toothed ring with symmetrical teeth
and an additional tooth. An example of such a ring is the 12 + 1 (Honda K20
series) or GM 6 + 1.
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sensor type - Selection of the shaft position sensor

Enable pullup - Activates the internal pullup 1K needed for the Hall sensor
or optical sensor
Num teeth- Number of teeth with teeth missing. In the case of the rim with
an additional tooth specify the number of teeth without additional tooth
First trigger tooth - tooth number which will set the first ignition event,
Next edge rejection - angle range between the two signal edges of the ring
gear, wherein the incoming edge is ignored.
For example, for a 60-2 trigger, angular distance between the two teeth is 6
degrees (360/60). The suggested value is 4 degrees.
This increases resistance to interference.
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Nissan trigger
- 360 notches (180 per revolution of the shaft)
- 4 or 6 recesses serving for synchronization
- The width of notches may be 4,8,12,16
notches from the outer rim
(Nissan sync window width)
Sample configuration for SR20DET

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Toyota 1JZ-GTE / 2JZ-GTE

- 12 teeth on the toothed wheel shaft
- 1 tooth on the rim of the camshaft (2 sensors!)
- VR sensors
A sample configuration for the engine 1JZ-GTE / 2JZ-

GTE
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Toyota 1JZ-GTE / 2JZ-GTE
The course of the signals from the sensor shaft and motor
shaft 1JZ-GTE
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Toyota 2JZ-GTE VVTi

- 36-2 on the crankshaft
- 3 teeth on the camshaft
- VR sensors
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Toyota 2JZ-GTE VVTi
The course of the signals from the sensor shaft and motor
shaft 2JZ-GTE VVTi
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Synchronization camshaft.
- Synchronization with the camshaft is necessary to keep the engine running

at full sequence of ignition / injection
- Where the motor shaft is a toothed ring with a missing tooth / teeth signal
from the camshaft sensor is defined after the break will be a tooth number 0
- Where the shaft is a multitooth signal, after the synchronization of the

camshaft the first tooth is tooth number 0
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Cam sync configuration
Configure sensor type and slope accordingly
Sensitivity switch – For use with VR sensors,

the switch RPM changes input sensitivity
(reduction), which increases noise immunity
Enable spike filter -experimental noise rejection

filter. Only for use with Hall effect sensors.
Enable advanced filter - Advanced synchronization filter rejects all that fall outside the
defined scope of the teeth of the shaft.
In the case of multitooth wheels, tooth deviation should be 0.
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1 tooth cam sync
The signal from shaft:

Multitooth 12 teeth
The signal on the camshaft: One tooth
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1 tooth cam sync
The signal from shaft:

60-2
The signal on the camshaft: One
tooth
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N+1
The signal from shaft: DT = 19,6ms Condition prevDT> DT * 2

12 + 1 Prev DT = 58 ms
The signal on the camshaft: N +
1
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Types of Timing synchronization
TYPE CONDITION
1 tooth Synchronization of the tooth
Nissan trigger Specific for nissan trigger
N+1 PrevDT> DT * 2
2JZ VVTi 3 teeth Specific 2JZ VVTi
VW R32 4 teeth PrevDT> DT * 2
Honda J35A8 Specific engine J35A8
Missing tooth PrevDT <DT * 0.66
Subaru 7 teeth Specific Subaru WRX
MX-5 teeth MX-5 and Lancer EVO
VW 1.8T PrevDT <DT * 0.6
N 1 + 60% PrevDT> DT * 1.66
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The number of events during ignition engine cycle (720 degrees) is equal to
the number of cylinders.
Configuration of a 4 cylinder engine, sequentially, using passive coils and
the built-in ignitor
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Configuration of outputs ignition engine 4 cylinder wasted spark, 4 passive

coil cylinder 1 connected to the output 1, cylinder 4 to output 2, cylinder 2 to
the 3 cylinder 3 to 4 outputs
The firing order is 1-3-4-2
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Configuration of outputs 4 cylinder engine ignition distributor ignition coil

connected to the passive output 1
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Synchronizing the first cylinder (cam sync)

- Necessary for the complete sequence of ignition and injection,
- Currently support a single tooth on the camshaft,
- The signal from the camshaft position sensor defines a cylinder 1
- If the signal from the sensor does not fall before the first cylinder must
change the order of output plugs (Output offset)
The first Ignition Ignition Ignition Ignition
cylinder Event 1 Event 2 Event 3 Event 4
1 1 3 4 2
2 3 4 2 1
3 4 2 1 3
4 2 1 3 4
Sample configuration output plugs
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Injector events are tied to ignition events

The configuration options of the injection phase assign injector which is
linked to the ignition event.
Configuration of the Configuration injectors

injectors batch fire
full sequential
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Errors ignition (trigger errors)

VR Sensor
- Check if the wire shielding is connected,
- May be caused by damage to trigger wheel,
- Sensor may be spaced away from the ring gear,
- A resistor connected between the ground and the signal from the sensor
shaft (2K or less)
- Connect a resistor in series between the input signal and the EMU (10K or
more)
- set Next rejection edge angle and Sensitivity switch the camshaft.
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HOW TO PROPERLY SET THE IGNITION
1) After connecting the sensors, verify by using the built-in software

oscilloscope waveforms
2) Determine which type of trigger wheel
3) Verify the trigger edge
4) Adjust the options in the engine start Cranking ignition angle to 0
5) Set the correct type of ignition coils and output
6) Connect the timing light to the coil on the first cylinder
7) Crank the engine to verify the actual firing angle
8) If there is no spark must verify configurations (specific trigger edge and
the type of decoder camshaft) and the electrical connections
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9) If there is a spark, but in the wrong place:

- If the error is a few degrees modify the trigger angle,
- If the error is several tens of degrees modify the parameter trigger tooth.
Changing the trigger tooth by 1 to change the ignition angle of the angle
determined by the angular distance between the teeth.
60-2 For example, changing the angle of 6 degrees, 36-1 changes the angle
roughly 10 degrees.
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10) If the current ignition angle is greater than 90-100 degrees modify
parameter ignition output offset.
In the case of 4-cylinder engine change by 1 changes the ignition angle of

180 degrees.
In the case of a 6 cylinder motor, 120 degrees.
11) If the ignition timing is 0 means that our settings are correct.
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Well, maybe almost correct:)

If the engine does not want to fire this may mean that there is a spark in the
wrong phase of the cycle. In this case, change the ignition output offset.
4-cylinder engine should add value 2. If the result is greater 3 must be
subtracted from the number 4.
For 6 cylinder engine should add value 3. If the result is greater than 5, it
must be subtracted from the number 6.
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Types of trigger errors
Unexpected missing tooth- Missing tooth showed up at the wrong time.

This may indicate a damaged trigger wheel,
Tooth out of range - too many teeth per revolution of the shaft, interference
causes false signal edge
When operating in full sequential, to determine whether the problem is with

the the crank or cam sensor, the engine can be configured to run in wasted
spark for testing.
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COMPONENT SELECTION
SPARK PLUGS
- In the case of electronic ignition systems without
mechanical distributors, you must use resistor type
spark plugs!
- With an increase in the thermal load of the engine
(power increase), use colder heat range spark plugs
- Inspection of spark plugs is an important piece of
information about the processes of combustion mixture
in the engine,
- Spark plug gap for highly supercharged engines can
be as low as 0.6 mm correct looking
Spark plug
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IDLE CONTROL
Idle valves
Idle valves are responsible for regulating the idle speed (idle) when you
close the throttle. Thanks to the electronic control can control idle speed
(target idle rpm) As a function of engine temperature (the colder the higher
the engine idle).
On / Off valve - the simplest type of valve idling, unusual in newer

applications. The valve is activated only in case of a cold engine to provide
additional quantities of air and raises idle
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IDLE CONTROL
Solenoid-controlled PWM
One of the most popular solutions is characterized by simplicity of operation
and high reliability. The amount of air entering through this type of valve is
proportional to the duty cycle of the control valve. The reaction of the valve
change is very fast which allows stepless adjustment of the idle speed.
+ 12V
ECU
valve
Valve idle Bosch Wiring diagram of the valve PWM

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IDLE CONTROL
Wiring diagram solenoid PWM EMU
EMU
G12
+
12
V
G17
G24
B24
An example of connecting the solenoid valve PWM
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IDLE CONTROL
Stepper motor (stepper motor)

Popular solution based on a bipolar stepping motor. The movement of the
motor (single step) extends or retracts the pintle, and thus changes the
amount of airflow. It requires a park cycle before first use (done at key on,
the stepper motor moves through the full range of positions and returns to a
preset position).
bipolar stepper motor
ECU
Wiring diagram of a bipolar

Stepper motor idle stepper motor
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IDLE CONTROL
Wiring diagram stepper motor idle
EMU
G3
G2
G10
G11
G17
G24
B24
Examples of connecting stepper motor
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IDLE CONTROL
The main thing is to set the main maps VE and
angle of ignition to control enabled without
idling the engine kept constant speed.
Idle target rpm- Table assumed idle. The

controller will try to user-defined rotation
Idle ref table - Table reference valve settings

idle.
Before starting the PID controller is essential

to correctly set the table. Change the value,
so that turnover were similar to those set out
in the tableIdle target rpm. The smaller the
difference the better the performance.
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IDLE CONTROL
Device Settings (stepper motor, solenoid, DBW)
Afterstart RPM Increase- Raise rotation after starting the

engine. The value is added to theIdle target rpm
Afterstart duration - Time boost rotation after starting the

engine in seconds.
Idle ON, Off tps below, over - Inclusion, exclusion control

idle depending on throttle position.
After setting the main controller, you can run additional

flow-operation.
Idle ignition Control- Controller idle modifying the firing

angle. The ignition is accelerated or delayed so as to
maintain the desired idle speed from the table anddle
target table
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IDLE CONTROL
EMU lets take some control strategies free
rounds, depending on the installed control
devices idle. It also allows you to do without
them altogether.
Strategy Idle ign. cutcontrols idle by cutting

rates ignition. If turnover have missed the
set value on the map Idle target rpm 250 r /
min ignition is completely cut off.
This method is used especially in motorsport when used partially open valves
needed to sustain the operation of the turbo, or at the very sharp shafts when
setting the PID controller is not possible due to too disturbed air flow at low speed.
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BOOST CONTROL
The control valve of the turbocharger actuator

Turbocharger boost control is carried out by means of a mechanical actuator
to control the internal operation of the wastegate (exhaust gas bypassing
the turbine). The wastegate operates proportionally to the pressure in the
intake and maintain a constant pressure determined by the stiffness of the
spring.
Using a solenoid, it is possible to limit the pressure of the actuator, and thus
an increase in boost pressure.
With an electronically controlled solenoid valve, there is the opportunity to
shape the boost curve as a function of the throttle opening angle, RPM,
gear, exhaust gas temperature, etc.
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BOOST CONTROL
+
ECU
12V
ECU Elektorzawór
3-way valve
3 Way Vale
2
3 Boost
Bleed
1 Connecting solenoid valve to the

ECU
+
12
V
Connecting to the solenoid actuator
Configuration
parameters
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PID Control
PID ( Proportional, Integral, and Derivative)

A PID controller working in a feedback loop monitors system error (the
difference between the target and actual value)
and provides for the adjustment on the basis of three members: the
proportional (P), integral (I) and a differentiator (D)
Functional diagram of the PID

controller
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PID Controller
PID CONTROL DETAILS
where:
SP (set point) - the target value,
PV (process value) - The actual value,
P, I, D - proportional members (proportional) Integral (andntegral) and derivative (derivative)
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PID Controller
The proportional term compensates for current error (deviation)
where:
SP (set point) - the value of the task,
kP - Proportional gain,
e (t) - error (Error) resulting from the difference between the actual value (PV) and the
setpoint (SP)
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PID Controller
Effect of Kp to the actual value (PV)
PV
Source:
Wikipedia
Time
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PID Controller
Integral - compensates for the past error
kI * ∫e (t) *
dt
where:
kI - Strengthening of the integrator,
e (t) - Error (error) resulting from the difference between the actual value (PV) and the
setpoint (SP)
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PID Controller
The impact factor kI the actual value (PV)
PV
Source:
Wikipedia
Time
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PID Controller
Derivative - compensates for the error in the future
kD * de (t) /
dt
where:
kD - Strengthening of the integrator,
e (t) - Error resulting from the difference between the actual value (PV) and the setpoint (SP)
de (t) - The difference between the current and the previous error e (t) - e (t-1)
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PID Controller
Kd impact the actual value (PV)
PV
Source:
Wikipedia
Time
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PID Controller
PID controller - Comments

- too large gain value proportional causes a large change in output which leads to
instability of the controller,
- Too small of a gain value proportional causes an insensitivity to error
- The integral component accelerates the achievement of the set value (the
accumulation of past mistakes). Too much gain from the integral leads to "overshoot"
setpoint and oscillation
- To reduce the possibility of excessive accumulation of error by the integral component,
a term is used to limit it (integral windup, integral limit)
- Slows down the differentiator output to change the controller and reduces the scale of
"overshoot" resulting from the integrator
- Differential term is very sensitive to noise ratio of the input signal, which can affect the
stability of the entire controller
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Fuel Calculation- SPEED DENSITY
PW = INJ_CONST * VE (maps, rpm) * MAP * * Corrections AirDensity AccEnrich + +
InjOpeningTime
PW (pulse width) - End opening time of the injector,

INJ_CONST - Constant that specifies the size of the injectors, engine, pressure 100 kPa, air
temperature 21C, VE 100% injector opening time to get a stoichiometric (Lambda = 1)
VE(Maps, rpm) - the value of the volumetric efficiency of the map VE,
MAP (manifold absolute pressure) - The pressure in the intake manifold,
AirDensity - The percentage difference in air density relative to the density of air at a
temperature of 21C.
Corrections - Correction of fuel delivery (to be discussed later)
AccEnrich (acceleration enrichment) - The enrichment of the acceleration
InjOpeningTime - injector opening time until the fuel supply (the value of the calibration map)
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Fuel Calculation- ALPHA-N
PW = INJ_CONST * VE (tps, rpm) * * Corrections AirDensity AccEnrich + +
InjOpeningTime
PW (pulse width) - End opening time of the injector,

INJ_CONST - Constant that specifies the size of the injectors, engine, pressure 100 kPa, air
temperature 21C, VE 100% injector opening time to get a stoichiometric (Lambda = 1)
VE(Tps, rpm) - the value of the volumetric efficiency of the map VE,
AirDensity - The percentage difference in air density relative to the density of air at a
temperature of 21C.
Corrections - Correction of fuel delivery (to be discussed later)
AccEnrich (acceleration enrichment) - The enrichment of the acceleration
InjOpeningTime - injector opening time until the fuel supply (the value of the calibration map)
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Fuel Calculation- CORRECTION
Corrections = Baro * Warmup ASE * * EGO * KS * NITROUS
Baro (barometric correction) -barometric correction. Mainly used in Alpha-N,

Warmup (inarmup enrichment) - The value of enrichment of the mixture as a
function of the coolant temperature expressed as a percentage.
ASE(Afterstart enrichment) - the value of enrichment when the engine starts,
EGO(Exhaust gas sensor correction oxgen) - Correction by. Lambda probe
readings,
KS (Knock Sensor Correction) - enrichment at the time of the knock,
NITROUS - to enrich the mixture with the activation of the system of nitrous oxide
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Ignition timing
Ign. Angle IGN = (maps, rpm) + CYLCorr (cyl) IATCorr + + +
CLTCorr KSCorr IDLECorr + + LCCorr
IGN (maps, rpm) - the value of ignition timing of the ignition map,
CYLCorr (cyl) - correction ignition timing as a function of the cylinder,
IATCorr -correction ignition timing relative to the temperature of the intake air,
CLTCorr -correction of ignition timing with respect to the coolant temperature,
KSCorr - correction ignition timing due to the knock occurring,
IDLECorr - correction ignition timing controller idle,
LCCorr - correction of ignition timing with activation of the Launch Control
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Knock
normal combustion
In normal combustion of fuel-air mixture ignition takes place in the
spark plug, a flame front propagates in an orderly way in all
directions, and the fuel in the chamber is completely or almost
completely burnt. Peak cylinder pressure should occur around 12
degrees after TDC.
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Knock
“Pinging”
In the case of the knock, a mixture does not burn uniformly, created
local points of ignition, causing sudden pressure in the cylinder,
transmitting noise through the block and head (through the
combustion chamber). Because of these vibrations, we hear a
distinctive metallic sound (hence the English name pinging)
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Knock
Symptoms of Knock
- Metallic sound,
- Damaged rings,
- Damaged porcelain on spark plug or electrode,
- Aluminum balls on the electrodes of spark plugs,
- The characteristic "craters" on the circumference of the piston,
- Damage to the main bearings,
- Erosion of pistons (high pressure detonation rips the protective sheath
insulating the fuel molecules pistons and combustion chamber from the heat
of the burnt mixture)
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Knock
Causes of knock
- Too much ignition timing,
- Too high temperature in the combustion chamber,
- Too low octane fuel
- Too high compression ratio,
- Poor shape of the combustion chamber,
- Poorly chosen temperature for spark plugs,
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Knock
Prevention of Knock
- Reducing the ignition timing,
- Increasing intercooling,
- Enrichment of the mixture,
- Lowering the temperature of coolant,
- The use of fuel with a higher octane,
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KNOCK DETECTION
Detection methods for knock

- Measurement of cylinder pressure in real time (spark plugs with pressure
sensors)
- ION Sensing (passed through a spark voltage of several hundred volts
immediately after the ignition mix and measure the resistance of the ionized
gas in the combustion chamber)
- Measurement of vibration of the engine block (using a vibration sensor
Knock Sensor)
The course of the amplitude of the signal from the knock

sensor
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KNOCK DETECTION
Characteristic features of Knock

- the resonant frequency - it results from the diameter of the cylinder
F = 900 / (PI * R)
where:
F - Resonant frequency in kHz,
R - The cylinder radius in mm
- time and duration of the knock - About 10 degrees after TDC
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KNOCK
Knock window Characteristics bandpass filter
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KNOCK
Spectral analysis of knock
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KNOCK
Wiring diagram: knock sensor to sound card
Programs useful for recording sound and spectral analysis

- GoldWave (Www.goldwave.com)
- Sound Forge (www.sonycreativesoftware.com)
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WIRING
CORRECT GROUNDING IS CRITICAL TO THE PERFORMANCE

OF YOUR EMU!
POWER GROUND - used by the output power of the computer for

grounding high current loads
SENSOR GROUND - ground used to connect sensors
ECU GROUND - ground designed for the digital part of the computer
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Det Can DIY
Det Can - This simple device allows you to listen to the engine is running. With
characteristic sound knock can be easily distinguished from the mechanical
sounds of the engine.
Copper pipe you need to connect with

headphones, preferably with
stethoscope or medical diagnostics.
Copper pipe and drilled clinched, that

it can be screwed to the block. The
best place is the knock sensor
location.
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WIRING
POWER CONNECTION
+ 12V
EMU
3A
G18
B18
Sensor Ground
B17
G17 Device Ground

G24
B24
Power grounds
Ground point on the

engine block
Connecting the power to the unit EMU

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WIRING
IDEAL CONNECTION- Each wire is run separately and away from

the alternator lead, which is a common source of noise. Not
applicable in practice
CLT
ALTERNATOR ENGINE
BLOCK
Battery
TPS BODY
EC
MAP SENSOR
U
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WIRING
PRACTICAL CONNECTION
- The battery ground is connected to the body and the engine block.
The engine is a ground point for the computer and sensors.
BODY Battery BLOCK
SENSOR
S
EC
U
- Ground loops are unacceptable!

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WIRING
GOOD PRACTICES
- Most of the ground points provided by the manufacturer are good
- All the ground points must be clean (no rust)
- The ground for the EMU can be supplied with one cable (2.5mm),
and 15 cm in front of EMU divide the grounds for ECU and power
- All wire shields should be connected to ground only at one point,
- Ground loops are unacceptable!
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WIRING
Most common mistakes

- No fuse
- Connecting the stepper motor outputs to solenoid valves with high
power consumption
- Voltage to coils, injectors, etc. should disappear when you turn the
ignition switch to the off position,
- Not connecting shields for VR sensors
- Failure to sync ignition timing using a timing light,
- No flyback diode for high frequency/current solenoids
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WIRING
Most common mistakes

- If you use stepper motor outputs to control relays or solenoids, make
sure that the relay power (+ 12V) disappears when you turn the ignition
switch in the off position. Otherwise the stepper output will be powering
the device when the EMU is no longer powered.
The equipment needed to set up the EMU
- Timing Light
To set ignition timing
- Digital oscilloscope
For diagnosing digital signals
- digital Multimeter
For diagnosing analog signals
- Det Cans
Configuring the knock sensor
- Second person
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Selecting a timing light
- Error advance ignition angle with the ignition of
"Wasted spark"
Modern lamp with digital read the firing angle for a four stroke
engine, or a spark occurs every 720 degrees, while under
wasted spark a spark occurs every 360 degrees. This
doubles the angle of the ignition advance and erroneous
readings. The solution is to read the angle of the two-stroke
mode (if one is available), or set the flash to signal coincide
exactly with the spark (rotary switch to 0°)And reading made
on the factory marks.
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Configuration of Emu
Preparation of individual desktops improves comfort and analysis of
engine parameters
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Configuration of Emu
Preparation of individual desktop improves comfort and analysis of
engine parameters
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Configuration Emu
.1 Context Menu .2 Bookmarks desktops

(Configuration of sensors, fuel ignition (Tailored to individual tastes)
maps. Correction tables, logs, etc.).
.3 Status Bar .4 Workspace
(Communication with the device, (Main screen work)
synchronization of sensors)
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Configuration Emu
All changes in the EMU are made in real time, but they are not saved.
Turning off the unit will lose the settings and after restart will use the last
saved configuration. To avoid this it is recommended that frequent saving
changes to the device, with the "CPU". The configuration is stored, and the
data in the event of a reset EMU will not be lost.
Preparing satisfactory desktop takes a lot of time, you might want to save it.
Emu allows not only to save and open the entire disk configurations, but
also individual maps, eg. The ignition map. Just open the map window and
ignition load / save map on disk. Sometimes there is a need to "borrow" the
map from another project, no change in the configuration of the entire
project.
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Configuration Emu
Keyboard shortcuts
CTRL + F Full screen

F9 Closes / opens the configuration menu
F2 Save map to memory
CTRL + O Open project
CTRL + S Save project
CTRL + Z Undo
CTRL + U Repeat
CTRL + SHIFT + C Close the windows on your desktop
CTRL + 1 to CTRL + 7 Switch between desktops (desktop)
CTRL + TAB The next window on the desktop to the front
CTRL + SHIFT + TAB The next window on the desktop back
CTRL + H Interpolate marked horizontally
CTRL + L Interpolate marked vertically
CTRL + D Interpolate marked diagonally
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Configuration TPS, MAP, fail safe
MAP (Manifold air pressure)
The pressure sensor in the intake
manifold
TPS (Throttle position sensor)

Throttle position sensor
IAT (Intake air temperature)

Air temperature sensor
CLT (Coolant temperature)

Coolant temperature sensor
EGT (Exhaust gas temperature)

Flue gas temperature sensor
WBO (Wideband oxygen sensor)

Broadband probe mixture composition
Failsafe - When one of the key sensors fails, the EMU set the parameters so that the
engine still worked in security mode and enabled drive to the workshop.
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Configuration TPS, MAP, CLT, IAT
Digital filter - Digital signal filter
MAP range - Sensor range
TPS min, max voltage - The minimum and

maximum voltage on the throttle position sensor
CLT, IAT Wizard - Setup Wizard temperature

sensors.
It allows you to select a predefined sensor or

configure simply own sensor.
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Configuring temperature sensors
With the wizard you can easily configure the sensor
water temperature and air temperature. Just
measure the resistance at three different
temperatures, eg. In boiling water, refrigerator and
air
Temperature resistance
99 186 Ohm
13 2607Ohm
-18 9857 Ohm
CLT calibration - Table

dependence of the voltage (v) of
the sensor temperature of the
cooling liquid (C).
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Main Configuration
Engine displacement - Engine capacity
fueling Type - Algorithm calculates the fuel

quantity based on the MAP sensor, TPS sensor,
MAF sensor
injectors size - Size injectors
RPM Limit - Maximum engine speed
Fuel cut above, under pressure - Cut-off

amount of fuel above and below the pressure.
Fuel cut (resume) above, under - Cutting off

fuel delivery above and below the rotary engine
Fuel Cut TPS limt - Cutting off fuel delivery per

cent below the throttle opening
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Configuring Axis major
Main plates:
VE (Volumetric efficiency) - Controls the fuel quantity
Ignition angle - Controls the angle of ignition
The X axis → boost pressure in kPa

The Y axis → Pnd the speed of rotation in rev / min
It is worth to think before tuning

what extent parameters will
achieve the engine, and at the
outset to set up a rock revolutions
and the pressure in the intake
manifold.
linearUsing the wizard

nonlinearTailored to individual
needs.
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Configuring Axis major
By clicking the left mouse button on
the axle (speed or load) calls the
menu for editing the X and Y
RPM scale is common to all maps 16x16 eg .:

- Map point
- AFR map
- Fuel map
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Checking the ignition timing
Configuring the ignition timing and a thorough check, it is the

basic and crucial thing you need to do before starting the
engine.
During engine start-up is the easiest way to
check whether the ignition is well configured. In
menu "Engine start"→"parameters"Should be
set ignition timing on 0
Flash strobe check to see if the signs TDC (top

dead center) agree.
When the characters agree, change parameter

ignition timing during engine start-up at 5
degrees and re-check lamp or strobe value
shifted by the desired number of degrees.
Action should check for a number of positive

and negative values
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Configuration of outputs AUX
The last of the basic things before starting the configuration of the pump fuel, fans. With
the menu, you can also check whether the function by checking the "invert Output". If the
device is well connected, you should run.
It set the fuel pump so to run as a few

seconds before starting the engine to
build pressure in the fuel system
85 - 90 degrees and hysteresis 5 - 8

degrees is sufficient parameters to
maintain optimum engine temperature.
Tacho output - signal for the

tachometer
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Working with Logger
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Working with Logger
Operating parameters in
the form of logos are
stored in real-time,
whether the graphs are
stopped or not.
Engine parameters stored in the form of logos, is

the basic tool for setting all operating parameters of
the engine. Each parameter affecting the operation
of the motor is stored and you can open it.
Safety engine and the convenience of work

depends on the ability to analyze and interpret the
collected data.
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Working with Logger
Logger window allows
you to display from 1 to
8 parameters at once.
For clarity, the
parameters are grouped
in two in the window.
The parameters can be
changed, zoom in and
out. After starting the
Emu, the log is recorded
to the memory
automatically for the
entire period of
operation.
The toolbar includes icons that allow you to save or
open the log. Magnifying glass icons to increase or
decrease the timeline. Icon Eraser deletes saved
log. The penultimate icon stops and starts the
charts. The last icon opens a window for selecting
the parameters shown in the chart window.
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Working with Logger
log presets- A defined set of parameters.
Divided into several groups such as:
- Fueling
- Ignition
- VVT
The selected set of switches in the login

window, the most important values for a
given group
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Working with Logger
RPM (r / min) 6706

MAP (kPa) 99
Firing angle (degrees) 41
VE (%) 76,80
The graphs you can see that the logged

parameters of the engine had during our time.
Opening additional curves, for example ..

AFR, EGT, Knock provided by information or
parameters they are safe and optimal for the
power unit.
If the sensor at any given time will be too high

and EGT exceeds a safe temperature, the
dose should be increased by increasing the
fuel VE.
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Working with Logger - Example
An example of solving the problem of struggling car for small loads with logs.
The engine with electronic throttle tugging at small presses the accelerator pedal.
Suspicions fall on the faulty module DBW (electronic throttle), or faulty potentiometer.The
tuner says that you can not do anything about it !!
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Quickview Throttle from the same place. You can see that it is defined by our throttle
position (pos% ) And the target (DBW target%) To which has set up the throttle, not
przestrzeliwują to, and are dependent on the signal from the accelerator pedal position
sensor (TPS%)
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Knowing that the controller is not damaged and the throttle does exactly what we want, we
are looking for further solving the problem. Oscillations in acceleration causes a sudden
change in the composition of the mixture (lambda ), Which is a result of shortening the
opening time of the injector ( injectors PWM ) Of 8 ms to zero.
This type of behavior suggests cutting off the mixture.
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Enabling login Fuel cut, only reinforces our belief that the
reason for interrupting misconfigured option to cut off the
fuel when releasing the feet of gas to save fuel.
The solution to this problem lay in the correct parameter

setting: Fuel cut above RPM and Fuel cut TPS limit
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Working with Logger - Tracking
New feature, an easy job to track the cells on the maps depending on the rpm and load.
With this feature, you know exactly which spot on the map of interest.With it, you can
precisely and quickly adjust the mixture. At 22% throttle and speed 6479 rev / min, the
mixture was 10.50 AFR (rich). We know exactly which cells reduce the VE to lean the
mixture.
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Starting the engine
After initial setup EMU comes time to start the engine. If everything is connected properly,
the motor should run without any problems.
The two most important maps, Map of ignition and Map fuels (VE) It depends on them
how the engine.
At the beginning of the ignition map At idle the engine is usually operated from
proposes a whole set at 10 degrees BTDC volumetric efficiency between 30% and
50%.
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Starting the engine
Prime pulse - Injectors open for a short time before starting the
engine
Batch all injectors - During start-up all injectors work together.

This makes it easier to start the engine.
cranking threshold - Turnover which EMU considers that the

engine works independently and begin to use the map and
ignition VE
Engine Stall rev limit - Below this value, the EMU determines
that the engine shutdown
Cranking ign. angle - The angle of ignition timing during engine

start-up
Curve Prime pulse You
can set later in the tuning.
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Starting the engine
Fuel TPS scale -

Correction in injection
opening of the throttle
position. Correction
applies the table Opening
injection during engine
start-up
Fuel during cranking -

Dependency injection
opening time of the
coolant temperature in the
engine starting ms
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Building a fuel map from scratch
Warmup table It is important that none of the
additional factors had no effect on the
initial phase of mapping. All
ASE table corrections should be excluded. If the
map index is set optimally, then go to
the correction settings.
IAT correction
WBO correction
Acc. enrichment
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Interpolation It is a very useful tool allows you to

combine portions of the map which could not
exactly dress. In internal combustion engines maps
usually are smooth, with no abrupt changes in the
efficiency of filling the combustion chamber. For
this you can help with this function.
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Preferably the first map to interpolate four points. at 1000 20 kPa 40% VE
Based on the theory and personal experience, it can rpm
be assumed that at a pressure of 100 kPa the
engine reaches volumetric efficiency (VE) in the at 1000 100 kPa 90% VE
vicinity of 100%. At idle the efficiency is typically 35 - rpm
50% of VE. The efficiency of greater than 100% VE 8000 rpm 20 kPa 60% of
receive only supercharged engines. VE
www.ecumaster.com 8000 rpm 100 kPa 100% VE
In the first stage, warm up
the engine to operating
After starting the engine, only the portion of the temperature, without
map should be modified so as to obtain interfering with the
constant speed. correction map, only
modifying VE main map
until the operating
temperature
Temperature control is very

important. Check that the
fans come on
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Quick Rant: Why Lambda is superior to AFR
The mixture of the stoichiometric - It's a mixture which complete combustion of the
fuel in the air.
Different mixtures of different stoichiometric fuel:
Petrol 14.7: 1
Diesel 14.6: 1
methanol 6.4: 1
Ethanol 9: 1
LPG 15.5: 1
E85 9.7:1
Lambda 1 is stoichiometric for ANY fuel. Many people still abide by 14.7:1 as
being stoichiometric, but virtually all pump fuel is 10% ethanol, so 14.7:1 is not
stoichiometric. Lambda is an absolute reference, whereas AFR is dependent on
the exact chemical composition of the fuel currently in the vehicle.
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The mixture of the stoichiometric - It's a mixture which complete combustion of the
fuel in the air.
Different mixtures of different stoichiometric fuel:
Petrol 14.7: 1
Diesel 14.6: 1
methanol 6.4: 1
Ethanol 9: 1
LPG 15.5: 1
E85 9: 7
TYPES OF
COMPOUND
RICH stoichiometric LEAN
excess fuel stoichiometric excess air
Excess air ratio λ (Lambda) - This is the ratio of the mass of air in which the fuel is
burned, the amount of air required for complete combustion of the fuel.
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AFR or λ - Most controllers use
broadband AFR (air-fuel ratio) Emu
allows you to use both methods of
Λ> 1 Mixture rich determining the composition of the
mixture without a calculator. Logging and
AFR less than 14.7
gauges can be viewed using eith λ or
AFR.
Λ=1 The mixture of the Gasoline AFR = λ * 14.7

stoichiometric AFR
14.7 eg. 0.95 * 14.7 = 13.95 AFR
Λ <1 lean
AFR greater than
14.7
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The most powerful engine generates around λ ≈ 0.95
Power
0 2 4 6 8 10 12 14 16 18 20
AFR
Experiments have shown that the engine produces maximum power

when the AFR is between 13.2 - 13.5: 1. In doprzężonych or
supercharged engines, it is impossible to maintain this dose because
of the phenomenon of knock.
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The lowest fuel consumption λ≈1.05
0 2 4 6 8 10 12 14 16 18 20
AFR
The most economical dosage oscillates around 15.5 AFR mixture

burns completely, but the high temperature of the flame generates a lot
of nitric oxide and thermal demands on the engine.
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Often a big change in the mixture does not have a large
effect on output
measurement red and blue They are

almost identical.
AFR for red = 12.1

AFR for blue = 13.1
measurement green AFR = 12.1 ignite

accelerated by 3 degrees
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4 5
1 6
The VE table can be divided into several specific areas. Each of them needs a different
approach to set the amount of fuel. Each of them requires time and precision. Skipping
steps will cost more time later.
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The first area is the place where the engine is
idling. This is the easiest to set the part of the
map. The motor is always equally loaded and the
vehicle is not moving.
Due to the low engine speed and low load,

amount of fuel should oscillate around the
1 λ= 1. This will ensure low fuel consumption.
In a “street” car, the expected range of vacuum ranges around 20 - 40 kPa. The cells
have similar values differ by several percent. The engine should be able to idle without
oscillation to adjacent cells.
Idle stability depends heavily on a good VE table.
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The second area is where many cars spend most
of their life. These represent normal driving
condition at low speeds, and pressure in the
manifold of up to 90 kPa. To set the dose you
need a dyno or road.
Knowing how much time the engine spends in

2 this area, lambda should oscillate around λ= 1, as
in the case of idling. Exhaust gas temperature
(EGT) usually do not exceed 800 degrees C. This
ensures low fuel consumption.
Paradoxically, this is one of the most difficult places to set correctly with smooth operation
of the engine and low fuel consumption. The difficulty lies in the constant changes in
engine speed and the pressure in the intake manifold due to driving in traffic. It is
recommended to build a road map for controlling parameters in real time. Setting
unfortunately requires a second person and a considerable amount of time. Logged data
can be used to make changes later. The effectiveness of the correction depends mainly on
the accuracy of the map area.
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The third area flows into the other. The engine
usually spends less time in this area.
Thermal load can be a concern at low RPM with

high load. To prevent damage to the engine, a
richer mixture should be targeted. mixλ= 13.5
As with the previous area, it requires a considerable amount of time and extra attention
due to the increasing temperature of the exhaust gas (EGT). High temperatures and lean
mixtures may lead to knock and ultimately damage the engine. This is an important area to
consider, as the engine will be in these regions after a gear change. Incorrect fueling will
cause "choking" of the engine when the throttle opens after shifting.
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The fourth area is the place where the engine
usually operates during decel, or after a large
throttle reduction after acceleration
4
After closing the throttle, pressure in the manifold
falls sharply. Typically, injections are fully closed
(fuel cut). Sensor as in regions 1 and 2 should
beλ= 1
In this case, there is not much to do, sinc most of the cells are covered by Fuel cut
conditions. It is worth disabling fuel cut in order to tune these areas thoroughly, as the
transition in and out of these regions is important to drivability.
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The fifth area is the high load area. For aspirated
power unit manifold pressure reaches up to
roughly 100 kPa (atmospheric pressure at sea
level. Will be lower at high elevation, higher at
5 low elevation). Pressures above atmospheric are
only possible with forced induction.
Accuracy is most important in these regions due
to the high load and elevated temperatures. Peak
torque represents the highest cylinder pressure,
and the greatest mechanical stress on most
components.
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Naturally aspirated engine at 100% throttle opening (TPS)

ensures repeatability of covering cell maps for each test.
The pressure usually never exceeds 100 kPa.
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With a supercharged engine (turbo compressor) the pressure in the intake manifold is not
always linked to the percentage of throttle opening. At 50% throttle manifold pressure can
be: 130kPa, 150kPa, 110kPa.
This is due to several factors: Altitude, atmospheric pressure, air temperature, and
correction of boost pressure (TPS VSS).
Tuning area after area, gradually increasing boost pressure MAP

pressure at 100% throttle (TPS) will facilitate setting fuel
1 100 - 130 kPa
delivery and is definitely safer.
2 130 - 160 kPa
3 160 - 190 kPa
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Follow cursor
The "Follow cursor“ tracks the cell with the cursor. Modification is only made to the part of
the map corresponding to the current load and engine speed.
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Correction dose of fuel after CLT
When the engine is cold,
fuel does not vaporize
easily. In order for the
engine to run well in cold
conditions, it is necessary to
increase the fuel dose using
the CLT correction table.
The value is not linear but can assume about 10% of the
fuel correction for each 10 ° C temperature of the engine.
This assumption is purely theoretical, and depends on the

engine. Corrections should be improved as conditions
change weather
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Closed-loop Fuel Correction
Rich, lean limit - The maximum percentage of
correct dose of fuel.
TPS limit - The maximum percentage of throttle

opening at which compensation is allowed.
min CLT - The minimum coolant temperature at

the start correction.
Min, max RPM - Nominal and maximum speed

within which compensation is allowed.
Min max MAP - Minimum and maximum

pressure in the intake manifold for which
compensation is allowed.
Closed-loop fueling should be enabled only after sorting out the VE table. The more
accurate the VE table, the better the closed-loop correction will work.
Smaller correction limits are safer than large ones.
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Closed-loop fuel correction
Example map correction amount of

fuel based on the indication of the
broadband probe AFR target the
supercharged engine.
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AcceI enrichment
Acceleration Enrichment - Enriching the amount of
fuel used to sudden changes in throttle opening.
DTPS Threshold – Lower limit for which throttle

movement is recognized (this value will need to be
larger if any noise is present in the TPS circuit. The
value should be lowered with larger throttles).
Sustain rate -% Dose reduction as a function of

rotation
Enrichment limit - Limit% enrichment
Acc. DTPS Rate - Table enrichment fuel delivery after the

throttle acceleration
Acc. TPS Factor- Table correction enrichment fuel dose-

dependent% throttle opening
Acc. RPM Factor - Table correction enrichment fuel dose

dependent on engine speed
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Building an ignition table from scratch
Your ignition table is as critical as the VE table. Its setting has a direct effect on the torque
that the motor generates. Poor ignition timing dramatically reduces the engine’s
performance and can lead to serious damage.
There is no simple way to create ignition tables, especially in modified engines. Often, it is
worthwhile to start with a map from a similar project, which will require modification.
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Cisnienie w cylindrze
rozruch
10 BTDC
-40 -20 0 20 40 60 15 ATDC
30 BTDC
Kąt wyprzedzenia zapłonu
Delayed (retarded) ignition timing results in less pressure in the combustion chamber after
ignition of the mixture, directly resulting in lower torque. The yellow line shows a pressure
trace of cylinder pressure with ignition 15 degrees after TDC. Note the delayed pressure
peak.
In this example, peak torque (cylinder pressure) was achieved with ignition at 30 degrees
before TDC. In the given conditions, the motor generates maximum torque (MBT)
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Cisnienie w cylindrze
rozruch
stukowe
-40 -20 0 20 40 60
30 BTDC
Kąt wyprzedzenia zapłonu
The angle of the maximum torque (MBT) Generated in the given conditions (speed,
manifold pressure, temperature) is close to (2° - 4° ) the engine’s knock limit.
Knock is a phenomenon of rapid and uneven explosive mixture combustion. The mixture
burns out of control at a high speed by increasing the pressure and temperature in the
combustion chamber, a burden on the piston rod.
Knock is extremely destructive and should be avoided at

all cost
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As engine speed increases, the need for ignition timing increases.
Theoretically, the flame speed after ignition for constant mixture and
inlet pressure does not change.
Assuming an average flame speed 22m / s

time required to reach the sides of the
800 rpm 11.5° cylinder having a diameter of 86 mm is
about 2.5 ms.
3000 rpm 43°
The crankshaft performs a rotation of
11.5°at constant speed 800obr / min. At
3000 r / min over 2.5 ms a turn shaft 43°.
In order to reach MBT, ignition advance must be increased as RPM

increases.
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Flame speed and ignition advance needs are - pressure
influenced by several factors. Two of the most
important are the pressure and temperature. With an
increase in temperature and pressure, the mixture - Temperature
responds more rapidly to ignition. This reduces the
need for ignition advance.
- Number of octane
With more octane flame

propagation rate during
combustion is more stable and
reduces the risk of knock. This
can speed up the ignition timing
- The composition of the mixture
Rich dose of fuel λ= 0.8 burns more slowly, generating

less stable temperature. Lean burns faster, rapidly at
higher temperatures.
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Sample map for a turbocharged engine. At a pressure of 30 - 100 kPa

ignition is greatly advanced. The motor is relaxed, the pressure in the
combustion chamber less than the above case of the naturally aspirated
engine.
With an increase in boost pressure 110 - 290 kPa ignition is delayed.
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Building an ignition map should be based on the knock sensor. Its indications will help set
the optimum ignition angle, and help protect the engine from damage.
The procedure is long and

complicated, but it gives
tangible results. The need
for the additional device
such as DetCan to control
the correct configuration.
The first step is recording logs of engine noise, but without knocking. Best done free
acceleration of the car, without the boost pressure (70 - 80 kPa) with delayed ignition. On
the basis of logs, check the maximum voltage on the sensor knock.
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The value in the table Engine Noise is compared with the voltage indicated by the knock
sensor. All values exceeding the noise curve your engine will be considered are knock.
Correct operation of the sensor depends on the configuration of its characteristics. It is

important to control the initial indications, although the device would DetCan
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Knock Frequency - The frequency

of the resonant knock
Gain - Signal gain
Knowing the resonant frequency of the knock, Integrator - Time constant of the
we select the signal amplification so that the integral signal from the sensor.
value of the sensor does not exceed 3V with
normal combustion mixture.
All values above this curve will be treated as a

knock.
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Min, max RPM - Minimum, maximum speed at
which the function of which is active
Fuel enrich rate - Enrichment of residents for

each V curve over the engine noise
Max enrich fuel - The maximum value of the

enrichment of the mixture
Ignition retard rate - The number of degrees of

ignition delay at each powżej V curve of the engine
noise
Max ignition retard - Maximum angle of ignition

delay
Restore rate - Number of revolutions at which

ignition will return to the nominal value.
Knock sensors Sampling - Table setting range

"knock window" and the assignment of sensors in
the event of ignition
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Ignition vs CLT - The ignition angle

correction table as a function of
engine temperature.
Correction useful immediately after

start-up when the coolant is cold, as
well as when the engine starts to
overheat
Ignition vs. IAT - Table correction

ignition angle as a function of air
temperature at the inlet.
With the increase in air temperature

in the intake manifold, the mixture
becomes less stable, flame front
moves more quickly and increases
the risk of knock.
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Additional features
The computer allows you to control multiple external devices such as a

fuel pump, cooling fan. The devices can be activated using AUX outputs,
stepper or injector.
Devices such as:
- Fuel pump
- Coolant fan
- Tacho output
- Main relay
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Additional features
Output parameters let you configure the activation

of the output depending on three variables.
Output - Activated output
Variable # 1, # 2, # 3 type - The type of a variable
Logical operator 1, 2 - Logic operation
In this case, the output of the injector 6, activates

the electromagnetic clutch of the compressor
beyond 1500 rev / min and throttle open more than
10%
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Additional features
The PWM is used to control an external solenoid

valve using a PWM signal with a defined degree of
filling pulse 3D map
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Boost controler - additional features
In the case of supercharged engines, a very

useful tool for the control of boost pressure.
It allows you to have two different sets of
maps of recharging, as well as a number of
corrections to improve the safety of the
engine.
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The first step should be setting maps

the reference signal boost pressure.
For security reasons, the map should
be set after wystrojeniu car to the
1 2 3 minimum recharge.
Directory supercharged reference signal should be very close to the

desired pressure. The smaller the discrepancy between the map and the
map reference of the expected boost (Boost target) the better and
smoother operation of the PID controller
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If the map of reference is ready, fill in

the map of the desired boost pressure
(kPa), and run the PID algorithm.
Since then, EMU will be the same
sought to pressure the table
regardless of the weather conditions
and terrain.
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Computer Emu has two sets of maps, which

can be switched on during motor operation.
They are independent and have their own map
DC and Boost target.
The setting options recharge enough to define

which of the analog inputs to activate the
change map. When you are 5V to the input
selected, EMU will read the desired
values boost the other maps.
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VSS scale - Table correction boost
pressure as a function of vehicle speed
With this table, you can lower boost

based on gear position in order to
manage traction.
IAT scale - Table boost pressure

compensation function of the
temperature in the intake manifold.
Excessive boost at high temperatures,

will lead to knock.
EGT scale - Table correction boost

pressure as a function of exhaust gas
temperature.
With too high a temperature in the

combustion chamber may lead to
serious engine damage.
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Additional features
EMU It has a number of additional advanced features.
Using them because of a complex series of options is
recommended experienced people because of
possible damage to the engine .
Functions that have emerged recently are:
DBW - Electronic throttle.
VVT - Variable valve timing.
Traction control - traction control.
Flex fuel - Automatic detection of the type of fuel (BP /

E85) and modification of the composition of the mixture
and ignition angle /
And a number of functions used in motorsport ( ALS, pit

limit, gear cut, flat shift)
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Advanced functions
Variable Valve Timing
- Type On / Off (eg. Vtec)

- Liquid (VVTi, VANOS, iVTEC, etc)
Hydraulic setups use signals from cam position sensors to set the
desired angle relative to the shaft.
Control of the position is performed by one or two solenoid valves.
Advanced functions
Variable Valve Timing

Advanced functions
ELECTRONIC THROTTLE (DBW)
Electronic throttle control is possible with DBW Control Module.
For safety reasons, this is an option for experienced users
EMU Black features DBW control built-in for devices using up to 6.5
amps
Advanced functions
ELECTRONIC THROTTLE (DBW)
7.5A + 12V
DBW DRIVER
EMU THROTTLE
G12
M+ M+
INPUT M- M-
PGND
+ 5V
B19 GND + 5V SGND
B20
EMU GND PGN SWEAT
D POT INV
SENSOR GND
Wiring diagram module and DBW electronic throttle

Advanced functions
CAN BUS
CAN Bus describes a bus for transferring data used in the automotive
industry. Most often they are connected modules such as the
dashboard, ABS, control computer, relay modules.
The EMU Black has native support for CAN Bus and features user-
definable send AND receive messages.
Advanced functions
TRACTION CONTROL
Traction control in the EMU is achieved by limiting the torque depending

on the slew rate of rotation.
Traction control strategy requires information about the current run, and
you can optionally use a multi switch to adjust the sensitivity of the
algorithm from inside the car.
The EMU Black will soon have a secondary means of traction control
comparing front and rear wheel speeds to calculate wheel slip and
reduce power.

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ECUMaster EMU Black Training Course

Tuning spark ignition engines

1. Electrical theory and physics

Wiring diagram hydraulic model

Characterized by size, prevents passage of electric current

Current to voltage at a constant resistance

The dependence of resistance at a constant voltage

Serial connection Parallel connection

Ammeter - Low internal resistance

Wire gauge selection

An example of the opening of the injector needle

signal unipolar signal bipolar

There are two slopes, rising edge (rising) and

An example of the opening of the injector needle

Example showing an inductive (VR) position sensor, 60-2 wheel

Example showing an inductive (VR) crankshaft position sensor

Example of inductive position sensors of the shaft and the

Example showing the electronic tachometer signal

1. Primary Trigger, Sync Cam 1, Cam Sync 2, VSS Input

1. The outputs on the injectors and AUX outputs are short-circuit

Low Side Output Example Push Pull (H bridge) Example

PWM - (Pulsewidth modulation) - Fixed frequency

PWM, 50%, 30Hz PWM, 75%, 30Hz

1. Control of solenoid valves for boost, idle, nitrous

IAT sensor sensor CLT

RESISTANCE TO CHANGE VOLTAGE SENSOR

Voltage Divider Schematic Map according to the voltage and

ROLE OF CLT SENSOR

ROLE OF IAT SENSOR

CLT sensor should be mounted so as to measure the temperature of

Sensor Wiring Diagram CLT and IAT to a computer EMU

TPS (throttle position sensor) - Throttle position sensor

1.The TPS is a potentiometer operating as a voltage divider. It

2. Simple on/off throttle switches that only determine whether the

Wiring diagram TPS

THE ROLE OF THE THROTTLE POSITION SENSOR

MAP (Manifold absolute pressure)

ROLE OF THE PRESSURE SENSOR

Diagram of connecting an external sensor MAP

EGT SENSOR ASSEMBLY

Exhaust gas temperature sensor connection

Pinging - incorrect combustion of the air/fuel mixture, where the

KNOCK SENSOR – Knock sensors are piezoelectric vibration

ROLE of knock sensor

Even a small amount of knock at high load can cause damage

Connecting knock sensors

VR SENSOR (Variable reluctance) - electromagnetic speed sensor.

The use of an inductive sensor

ROLE of VR speed sensor

CRANKSHAFT POSITION AND SPEED IS THE MOST

Connection of a position sensor. VR Sensor

Toothed ring 60-2 VR Sensor

HALL SENSOR - Hall sensor.

ROLE OF HALL EFFECT speed sensor

CRANKSHAFT POSITION SENSOR IS THE MOST IMPORTANT

CONFIGURATION OF HALL EFFECT SENSOR

Connection of a Hall effect sensor. Sensor Type Hall / Optical

LAMBDA PROBE - a sensor for measuring the oxygen content in

PROBE narrowband (narrow

BROADBAND LAMBDA PROBE

OXYGEN SENSOR ASSEMBLY

3A + 12V (after ignition)

Wiring diagram broadband lambda probe LSU 4.2