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Note: The above example uses ‘smart’ coils with built in igniters. Do NOT attach high current
(dumb) coils without adding an igniter

Coil on Plug

As an alternative to a dual pole wasted spark coil, individual coil on plug units can be used in a wasted
spark configuration.

Figure 22: ign_4Cyl_COP_wasted-spark.png

Note: The above examples use ‘smart’ coils with built in igniters. Do NOT attach dumb COPs (2
pins) without adding an igniter

Sequential (COPs)

Sequential ignition control using Coil-on=Plugs coils dramtically simplifies the ignition wiring. With
this configuration, each coil (and subsequently each cylinder) connects to a single ignition outpt,
wired in the firing order.

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Figure 23: ign_4Cyl_COP_seq.png

Note: The above example uses ‘smart’ coils with built in igniters. Do NOT attach dumb COPs (2
pins) without adding an igniter

Distributor

If a distributor remains in use, only a single output is required from the ECU. This should be fed into
a single channel ignition module (Such as the common Bosch 124) which can then drive the coil.

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Application Specific

Some application specific ignition setups exist that do no fit any of the above configurations. See
below for more details: * GM 7/8 Pin Modules

Analog Sensor Wiring

Analog sensors provide data such as temperatures, throttle position and O2 readings to the ECU. The
diagram below shows the typical wiring for these sensors.

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Figure 24: analog_sensors.png

Notes

• Use of 2 wire temperature sensors is highly recommended. Whilst 1 wire sensors will work, they
are almost always considerably less accurate. Running a dedicated ground wire back to the ECU
from the sensor is also recomended.
• The external MAP sensor in the above diagram is optional and may be omitted if the onboard
MAP is used. Alternatively an external Baro sensor may be added in the same was as an external
MAP
• A 3 wire variable TPS is required. On/Off type throttle switches are not suitable

Engine Constants

Overview

From the Settings menu, select Constants

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Figure 25: Engine constants menu

Here you need to setup the engine constants. Fill out the fields in the bottom section before calculat-
ing the Required Fuel.

Configuration

Figure 26: Engine constants dialog

Required Fuel Calculator

The required fuel calculator determines the theoretical fuel injection time that would be required at
100% VE. This is determined by knowing the engine capacity, the size and number of the fuel injectors

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and the number of squirts that will be performed in each cycle. Increasing this figure will lead to an
overall increase in the amount of fuel that is injected at all points of the VE map (And vice versa).

You should set all the values in the Settings section below before performing the Required
Fuel calculation

Settings

• Control Algorithm: The load source that will be used for the fuel table
• Squirts per Engine Cycle: How many squirts will be performed over the duration of the en-
gine cycle (Eg 720 degrees for a 4 stroke). most engines will not require values greater than
4. For sequential installations, this should be set to 2 with the injector staging set to ‘Alternat-
ing’(Internally Speeduino will adjust the squirts to 1)

– Note that for 3 and 5 squirts, you must have a cam signal in addition to the crank.

• Injector Staging: This configures the timing strategy used for the injectors

– Alternating (Recommended for most installs) - Injectors are timed around each cylinders
TDC. The exact closing angle can be specific in the Injector Characteristics dialog.
– Simultaneous - All injectors are fired together, based on the TDC of cylinder 1.

• Engine stroke: Whether the engine is 2 stroke or 4 stroke

• Number of cylinders: Number of cylinders in the engine. For rotary engines, select 4.
• Injector Port Type: Option isn’t used by firmware. Selection currently does not matter
• Number of injectors: Usually the same as number of cylinders (For port injection)
• Engine Type: Whether the crank angle between firings is the same for all cylinders. If using an
Odd fire engine (Eg Some V-Twins and Buick V6s), the angle for each output channel must be
specific.
• Stoichiometric ratio: The stoichiometric ration of the fuel being used. For flex fuel, choose the
primary fuel.
• Injector Layout: Specifies how the injectors are wired in

– Paired: 2 injectors are wired to each channel. The number of channels used is therefore
equal to half the number of cylinders.
– Semi-Sequential: Semi-sequential: Same as paired except that injector channels are mir-
rored (1&4, 2&3) meaning the number of outputs used are equal to the number of cylinders.
Only valid for 4 cylinders or less.
– Sequential: 1 injector per output and outputs used equals the number of cylinders. Injec-
tion is timed over full cycle. Only available for engines with 4 or fewer cylinders.

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• Board Layout: Specifies the input/output pin layout based on which Speeduino board you’re
using. For specific details of these pin mappings, see the utils.ino file
• MAP Sample Method: How the MAP sensor readings will be processed:

– Instantaneous: Every reading is used as it is taken. Makes for a highly fluctuating signal,
but can be useful for testing
– Cycle Average: The average sensor reading across 720 crank degrees is used. This is of
Event average are the recommended options for 4 of more cylinders
– Cycle Minimum: The lowest value detected across 720 degrees is used. This is the recom-
mended method for less than 4 cylinders or ITBs
– Event Average: Similar to Cycle Average, however performs the averaging once per igni-
tion event rather than once per cycle. Generally offers faster response with a similar level
of accuracy.

• MAP Sample switch point: Instantaneous MAP sampling method is used below this RPM and
the selected method is used above this RPM. Default value: 0 RPM. This can be used to improve
low RPM thorttle response, by using instantaneous MAP sample method around idle RPM for
fastest MAP response and then switch to other methods at higher RPM to get rid of the MAP
noise that instantaneous mode can have.

The Oddfire angles should only be used on oddfire engines (Primarily some specifica V6s)

Injector Characteristics

Overview

Fuel injectors have unique hardware properties that must be accounted for within your tune. Ideally
these will be provided as part of the specifications for your injectors, however in some cases the data
may not be avaialble or be difficult to find. Typical values are given below as starting points for these
cases.

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Settings

Figure 27: Injector Characteristics

Typical
Variable value Comment

Injector Open 0.9 - 1.5 The time the injector takes to open completely once triggered, plus
Time the time necessary to close. This is specific to each injector type and
version.
Injector Close 355 This represents the angle (ATDC 0-720), relative to each cylinders TDC,
Angles that the injector squirt will end. This can be varied per channel
(Including for semi-sequential wiring), but the default value of 355 is
suitable for most applications.

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Typical
Variable value Comment

Injector Duty 85% The injector opens and closes once per crank revolution so, taking
Limit into account the open time of the injector, the duty cycle is limited to
avoid this exceeding the revolution time. A value of 85% is
recommended, but a higher value can be used for faster opening
injectors. Note that once this duty cycle limit is reached, it will not be
exceeded as the fuel injector cannot close and reopen fast enough to
supply more fuel. This may potentially cause lean conditions at high
RPM. If hitting this limit, strongly consider whether larger injectors are
required.
Injector 100% The percentage the the injector pulse width is varied with changes in
Voltage supply voltage. A value of 100% means no change to the pulse width.
Correction
Voltage Open Whether the voltage correction applies to just the opening time or the
Correction time only whole pulse width.
Mode

Trigger Setup

Overview

One of the most critical components of an EFI setup is the Crank Angle Sensor (CAS) and how it is used
by the ECU. The Trigger settings dialog is where the trigger configuration is defined and it is vitally
important to have this correct before trying to start your engine.

With incorrect settings, you may have issues getting sync or see erratic RPM readings.

Note that many of the settings on this dialog are dependant on your configuration and it is therefore
normal that some options maybe greyed out.

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Trigger Settings

Figure 28: Trigger settings dialog

• Trigger Pattern - The pattern used by the crank/cam sensor setup on your engine. For a full list
of the supported patterns, see the Decoders page

• Primary Base teeth - For patterns where the number of teeth are variable (missing tooth, dual
wheel etc), this number represents the number of teeth on the primary wheel. For missing tooth
type wheels, this number should be the count as if there were no teeth missing.

• Primary trigger speed - The speed at which the primary input spins. It is closely related to the
Primary Base teeth setting and indicates whether that number of teeth passes the sensor once
every crank revolution or every cam revolution.

• Missing teeth - If using the missing tooth pattern, this is the size of the gap, given in ‘missing

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teeth’. Eg 36-1 has 1 missing tooth. 60-2 has 2 missing teeth etc. The missing teeth MUST be all
located in a single block, there cannot be multiple missing tooth gaps around the wheel.

• Trigger angle multiplier - This option is used only on the Non-360 pattern.

• Trigger angle - The angle of the crank, After Top Dead Centre (ATDC), when tooth #1 passes
the sensor on the primary (crank) input. This setting is critical for Speeduino to accurately know
the current crank angle. See section below (‘Finding tooth #1 and trigger angle’) for further in-
formation on how to determine this value. You should be using a timing light to confirm angle
is correct once calculated. Without doing this your angle may be incorrect.

• Skip revolutions - The number of revolutions the engine should perform before the Sync flag
is set. This can help prevent false sync events when cranking. Typical values are from 0 to 2

• Trigger edge - Whether the primary signal triggers on the Rising or Falling edge.

– VR Conditioners require specific setting depending on model used:

* VR conditioners based on MAX9926 or LM ICs should use RISING. This includes Drop-
bear units
* DSC conditioners should use FALLING
• Secondary trigger edge - Whether the secondary signal triggers on the Rising or Falling edge

• Missing Tooth Secondary type - Cam mode/type also known as Secondary Trigger Pattern.

• Level for 1st phase - Only active with “Poll level” cam decoder. The level of the cam trigger
input will be checked at crank tooth #1 and this defines if the level is supposed to be High or
Low at 1st phase of the engine.

• Trigger filter - A time based software filter that will ignore crank/cam inputs if they arrive sooner
than expected based on the current RPM. The more aggressive the filter, the closer to the ex-
pected time the filter will operate. Higher levels of filtering may cause true pulses to be filtered
out however, so it is recommended to use the lowest setting possible

• Re-sync every cycle - If set to yes, the system will look for the sync conditions every cycle rather
than just counting the expected number of teeth. It is recommended that this option should be
turned on, however if you have a noisy crank/cam signal you may need to turn it off as it can
cause sync to drop out occassionally. Once Speeduino has full sync it will continue to run in full
sequential mode unless sync loss on crack trigger occurs.

Finding tooth #1 and trigger angle

Please refer to the Trigger Patterns and Decoders for the trigger that you are using

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IAT Density

Overview

The IAT density curve represents the change in oxygen density of the inlet charge as temperature
rises.

Example Curve

Figure 29: iatDensity.png

This default curve approximately follows the ideal gas law and is suitable for most installations, how-
ever if you are seeing very high inlet temperatures (Either due to heat soak in the engine bay or from
turbocharging) the you may need to adjust the hot end of this curve.

Fuel (VE) table

The fuel or VE table is the primary method of controlling the amount of fuel that will be injected at
each speed/load point.

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Figure 30: VE Table 1

Configuration

The fuel map is a 3D, interpolated table that uses RPM and fuel load to lookup the desired VE value.
The fuel load axis is determined by whether you are using Speed Density (MAP kPa) or Alpha-N (TPS)
for your fuel load (See Engine_Constants)

The values in this table represent a percentage of the Required Fuel amount that will be injected
when the engine is at a given speed/load point.

Options

• Multiply VE value by MAP ratio: Enabling this option ‘flattens’ the fuel table by multiplying the
value in the current speed/load point by the MAP value divided by either the Baro value (in kPa)
or a fixed 100%. Using the Baro option adjusts fueling based on barometric reading, but for
better results it’s recommended to use the Barometric Correction curve instead.

– You can tune with or without this option enabled, but it is generally recommended to be
turned on as it will allow for simpler and more predictable tuning results.
– For new tunes it is recommended to use the Fixed option

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Warning: Changing this value will require retuning of the fuel map!

• Multiply by ratio of AFR to Target AFR: This option is normally set to No for most setups. It
allows basic closed loop feedback by adjusting the base fuel amount according to how far away
from the target AFR the engine is currently running (in %). If the AFR/O2 Sensor type is set to
Disabled then this setting will have no impact on the fuel calculation.
• Multiply by ratio of stoich AFR to target AFR (‘Incorporate AFR’): By enabling this setting AFR
target is incorporated to pulsewidth calculation. This makes VE table a better representation
of actual VE, without AFR targets greatly affecting numbers. After VE table has been tuned, one
can adjust an area richer or leaner just from AFR target table, basically without need to touch
VE table.

Warning: Changing this value will require retuning of the fuel map!

Secondary Fuel table

Figure 31: Secondary Fuel table

Speeduino also has the ability to use a secondary fuel table which allows for blended and switched
mode fueling. There are 2 blended modes and 2 switched modes available.

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Blended fuel modes work in conjunction with the primary fuel table to come up with a single, com-
bined VE. Switched fuel modes are where either the primary or secondary fuel table is used, but not
both at the same time. Which table is being used at any given time can be configured based on either
an external input (Eg dash switch) or set via certain conditions.

Multiplied %

This is a blended fuel mode (ie it uses both the primary and secondary fuel tables together) that al-
lows for different load and RPM axis to be combined. Commonly this is used for having primary and
secondary fuel tables with different load sources (Eg: Primary map using TPS and secondary map
using manifold pressure).
This mode is often used on engines with Individual Throttle Bodies (ITBs) to allow TPS and MAP based
tables to be combined.
The final fuel value is derived from treating both values (Primary and Secondary) as percentages and
multiplying them together.

Example 1
• Primary Fuel table value: 75
• Secondary fuel table value: 100
• Final value: 75

Example 2
• Primary Fuel table value: 80
• Secondary fuel table value: 150
• Final value: 120

Example 3
• Primary Fuel table value: 90
• Secondary fuel table value: 80
• Final value: 72

Added

This is a blended fuel mode that is very similar to the above Multipled % mode. The only difference
between the two is that instead of multiplying the values from the primary and secondary tables, the

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2 are added together.

This is a less commonly used mode, but is an alternative in the same setups that you would use
Multiplied %

Switched - Conditional

Conditional switched mode will allow use of the 2nd fuel table when a certain value goes above a
defined level. The available switching values are:

• RPM
• Ethanol content
• MAP
• TPS

Dpending on the desired outcome, this can be used to expand the resolution of the main fuel table,
automatically handle alternate fuels or as an alternative ITB mode (Particularly if running boosted
ITBs).

Switched - Input based

Input based switch mode let’s you change the fuel table that is in use via an external input to the ECU.
The options required are:

• The (Arduino) pin that the input is connected to

• The polarity of this input (IE Is the secondary fuel table used with the signal is high or low). For
a standard ground switching input, this should be LOW
• Whether to use the internal pullup on this input. For a standard ground switching input, this
should be Yes

Acceleration Enrichment (AE)

Acceleration Enrichment (AE) is used to add extra fuel during the short transient period following a
rapid increase in throttle. It performs much the same function as an accelerator pump on a carbureted
engine, increasing the amount of fuel delivered until the manifold pressure reading adjusts based on
the new load.
To operate TPS based AE correctly, you must have a variable TPS installed and calibrated.

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