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THE CONNECTIVITY OF THE SOFTWARE AND THE ECU

The PC software is communicating with the ECU via USB! As the communications cable is connected
and the ignition key is switched to the on position, the connection should establish automatically. The
connection (and the ECU) will stay alive (even after turning off ignition) until you exit the PC software
or switch to Off-line mode!

If the ECU is no longer in active connection with the PC software (or it wasn't connected to the PC at all)
it will shut down itself completely in one minute after turning off ignition. After this, connecting to the
ECU can be possible if you turn on ignition again!

SOFTWARE OVERVIEW
The setup software of Ignitron ECU can be installed on computers (notebooks or tablets) running
Windows XP (32bit) or Windows 7, 8.x, 10 (32/64 bit) operating system!

The windows software of Ignitron ECU

The screen is divided into three main parts: toolbar, side menu and settings. On the top of the window
(like with any other windows application) you can find the menu bar (File, Control Unit, ...), there is the
toolbar (green area) below, from where you can access the most often used functions (like
reading/writing the ECU, fault codes, logging, etc). You can choose the topic to set from the side menu
(red area), and the settings regarding to that topic will show up on the middle of the screen (blue area).
Pressing F1 key will show up the help for the currently selected topic (or the dialog opened)!

MENU BAR
File

Base file wizard...: Creating a new settings file from scratch or modifying the current one.

Fuel presets manager...: Erasing/copying/swapping between the two available fuels in the settings file
(all fueling related tables).

Fuel blending configurator...: Telling ECU which maps should have different versions for the two fuel

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presets.

File version for offline work: Lets you choose from the available firmware to work with when ECU is
not connected. Saved settings files will use the version number specified here, so they can be opened by
previous versions of the software.

Auto save file read: If enabled, the readed settings file will be saved in the AUTOSAVE folder under
the Ignitron ECU installation directory.

Auto save recorded log: If enabled, a save dialog appears automatically after stopping datalogging.

Open...: Opening an existing settings file.

Save: Saving the current settings into a file.

Save as...: Saving the current settings into a file (on a different file name).

Open log...: Opening a log file which has been saved earlier. If the log contains saved fault codes and
adaptation tables they can only be seen with disconnected ECU or in offline mode, otherwise the fault
codes and adaptation tables of the currently connected ECU will be visible!

Save log...: Saving the recorded log. If the ECU is connected to the PC, then the current fault codes and
adaptation tables (f.eg. long term fuel trim tables, knock adaptation, ...) will also be saved with the
recorded log. If no log has been recorded, only the fault codes and adaptation tables will be saved into a
file.

Export log...: Exporting the current log in memory into a (*.csv) text file, which can be loaded into other
software later (f.eg Microsoft Excel).

Control unit

Offline mode: By enabling this function, the PC software will disconnect from the ECU or doesn't even
try to connect to it, just like if the communications cable would be disconnected. This way the saved
fault codes and adaptation tables can be accessed in a loaded log file (in the case the PC is connected to
the ECU with the USB cable).

Auto read ECU: The software will automatically read the ECU contents upon connection.

Write disabled: Writing into the ECU is not permitted while this is enabled. It can be used to prevent
applying unintentional modifications to the ECU.

Access and log settings....: You can set the sampling rate and the size of the preallocated memory for
data logging. These two will determine the maximum length of the logs in the software.

Protection...: Shows the protection settings of the connected ECU. If the ECU was not protected
previously, you can restrict the reading from or writing into the ECU (along with other actions). Full
access will only be granted to the user who knows the password set here!

Fault codes...: Shows the stored fault codes in the ECU (these faults can be reset here, too).

Reset: Resets the ECU.

A/D calibration...: The calibration/fine tuning of the analog to digital converter in the ECU can be
carried out here (this is optional, as all ECUs come calibrated by default).

Clear EEPROM memory...: Clears the contents of all adaptation memory in the ECU, practically resets

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all learned data by the ECU.

Firmware manager...: Shows all the available and the current firmware running on the connected ECU.
If required, the firmware can be reflashed (upgraded/downgraded) here.

Unlock...: ECUs with restricted access (protected ECU) can be unlocked with the appropriate password,
so all functions will be available. Unlocking will only be effective until restarting the PC software!

View

Display units: Lets you to choose between metric and imperial units (only for displaying purposes).

Toolbar zoom level: Sets the size (zoom level) of the toolbar. May be handy to magnify toolbar on
higher resolution screens.

Log view type: Selects graphical display type in the log viewer.

Show log view at the bottom: Displays the actual recorded or loaded log on the bottom of the screen
permanently.

Show favorites on the right: Displays a second settings window (chosen favorite) on the right side of
the screen. You can place/select a view here by double-clicking with the mouse on the left side menu.

Show warnings: By enabling this feature, a warning message will pop up if the settings file (which is
about to be uploaded to the ECU) has possible faults.

Tablet view: Activates the tablet view (exit with ESC or by tapping on red X).

Edit tablet view...: Edits the screens on the tablet view.

Reset tablet view: Resets actual tablet view back to the default. Can be used if view corrupted.

Export log template: Exports your custom log templates into a file (to transfer to other computer).

Import log template: Imports/reads log custom templates from a file.

Close all windows: Closes all opened windows (dials, PID watches, log views, etc...).

Save screen layout: Saves, remembers the positions (layout) of all dials, PID watches, log watches and
other windows displayed on the screen. Maximum eight layout can be saved, these layouts can be
recalled any time in the future.

Delete screen layout: Deletes a previously saved screen layout.

Recall screen layout: Recalls (displays) a previously saved screen layout.

Help

Help: Shows the help (in a separate window) for the settings currently displayed.

Automatic help: By enabling this option, the help will be automatically displayed for every
topic/settings page.

Users manual...: Opens up the user's manual (this document) of Ignitron ECU.

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About Ignitron ECU...: Shows the version number of the Ignitron PC software.

TOOLBAR
There are different icons and buttons on the toolbar. The description of these items (from left to right) is
the following:

ECU status

V1.xx OFFLINE: there is no ECU connected to the computer (or the offline mode is enabled). Settings
file for an older host version can be created/edited and saved in this mode. Version number can be
selected in the File menu.

ECU V1.xx OK: an ECU is connected and the communication between the ECU and the computer is
OK. The version number shows the CPU firmware version running on the connected ECU.

RESTRICTED ACCESS: an ECU is connected, the communication is OK, but the available actions are
limited because one (or more) protection option is enabled on the ECU.

COMMUNICATION ERROR: the communication between ECU and computer has interrupted.

READING/WRITING/VERIFYING: the ECU is being read/written/verified.

READ/WRITE/VERIFY ERROR: an error occurred during reading/writing/verifying the ECU.

DSP/CPU/COM VERIFY ERROR: the contents of the ECU and the current settings file does not
match.

VERIFY OK: the contents of the ECU and the current settings file match.

CHECKSUM ERROR: the data read from the ECU has been corrupted during the reading process.

EEPROM OK: writing or reading the EEPROM in the ECU was successful.

EEPROM WRITE/VERIFY ERROR: an error occurred during the writing or verifying the EEPROM
in the ECU.

REFLASHING: the ECU firmware is being re-flashed.

REFLASH COMPLETE: the ECU firmware re-flash finished successfully.

CANNOT BOOT DSP/CPU/COM: a subsystem of the ECU (DSP, CPU or COM) could not switch
into boot mode for re-flashing.

DSP/CPU HARDWARE ERROR: a subsystem of the ECU (DSP or CPU) does not respond.

UNKNOWN FIRMWARE: the ECU connected to the computer is running an unknown firmware. No
operation can be done on such an ECU until the (possibly) newer windows software is installed to the
host computer!

The background color of the status bar is also important:

- Green background indicates that no error occurred.

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- Yellow background also indicated that no error occurred, but the connected ECU has at least one of the
protection options enabled.
- Red background indicates an error.

Actions

Reading and displaying the entire contents of the ECU.

Uploading (writing) the current settings into the ECU. If the contents of the ECU has been
read before at least once (or it is not the first write action), then it will upload the new,
changed contents only. At first, without reading the ECU, the entire contents will be uploaded!
Although writing into the ECU is possible while the engine is running, it is not advised! While
the ECU is being written, it suspends its operation (no injection and no ignition events will be
triggered).

Writing the ECU in a moving vehicle is not advised! According to

the size of the changed content, the writing process may take
several seconds whilst the ECU will freeze and the engine will
stall. No write allowed above 3000RPM!

Verifying, comparing the ECU contents to the settings file currently loaded into the PC
software. If the contents match VERIFY OK message will be displayed, if the contents
mismatch DSP/CPU/COM VERIFY ERROR will be displayed depending on the location of
the difference in the contents. Reading and verifying do not affect the operation of the ECU,
these actions are allowed in any state of the engine/vehicle without restrictions.

Miscellaneous

Shows the fault codes stored in the ECU. The codes can also be cleared from within the pop-up
window.

Resets the minimum and maximum markers of all the visible dials on screen.

Opens up a new "PID watch" window. PID watches can be used to monitor the PID controllers in
the ECU (live or during log playback). Several PID watches can be opened, watching/monitoring
different PID controllers at the same time.

Opens up a new "Log view" window. Log views can be used to analyze recorded (even live) data
from the ECU (in the function of time). Several Log views can be opened at the same time, each
one showing different topics (f.eg injection, ignition, or any other data).

Places a new gauge on the screen. Each gauge can be customized to show a different sensor or
variable. The gauges can be re-positioned and re-sized on the screen.

Opens up a window with parameters (like ignition advance, injection duration, etc...) that can be
altered, overridden in real time while the engine is running.

Opens up a window with a single map (selectable from ignition advance, target lambda, etc...) that
can be altered, overridden in real time while the engine is running. After finishing the modification
of that map, the changed content has to be uploaded to the ECU.

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Activate limp mode immediately!

Data logging

In the case no reading, writing or verifying is performed, the PC software will continuously read
(download) all the live data from the ECU. If the screen shows such a live data (in a window or in a
gauge) they will be automatically updated. You can record these live data into a log file, which can be
saved to the hard disk and replayed later (just like if it was a sound or video recording).

By default, the current live data are visible on the screen (and in all windows, gauges). By enabling
this option, the recorded data will be visible (at the position shown in the log position display)
instead.

Pressing this during recording will place numbered marker flags into the recorded log.

Decreases the current viewing position in the recorded log. Double click with jump to the start
point.

Increases the current viewing position in the recorded log. Double click with jump to the end point.

Stops the playback or recording of the log.

Starts the playback of the recorded (or loaded) log, if exists. All the values on the screen (in the
windows and dials, etc...) will show the previously recorded values (and not the current live data)
during playback!

Starts to record a new log. If there was a previously recorded log in the memory, it will be deleted
and replaced by the new log! The recording will continue until the STOP button is pressed. The
log recorded can be rewound (double click on << button) and replayed (PLAY button) and/or
saved to hard disk (File menu->Save log...) for later viewing, analyzing.

Shows the current position of the log during recording, viewing or playback.

Fuel preset selector

By clicking on this button, you can choose between the two fuel presets which can be stored
in the ECU. The settings displayed (for the ignition advance, target lambda, etc...) will
correspond to the fuel selected/shown here. By default the first fuel preset will be used by the
ECU, preset 2 is used in flex-fuel mode for example.

TABLES, MAPS
Setting up the ECU is carried out by filling in different kind of tables. The size/dimensions of the tables,
the unit and magnitude of the numbers in these tables depend on the function of the table. The ECU reads
and uses only a single number out of a table, the X and Y reading positions may be determined by
different parameters or variables in every table.

A table may be two dimensional (if only one X parameter determines the reading position), or three
dimensional (if two, X and Y parameters determine the reading position). The second and third
dimension is always the number which is about to be looked up. There may be cases, when the final

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value is an intermediate value between the outputs of two three dimensional tables, according to an
additional parameter. In this case we are talking about a four dimension table, even if we are just
working on two three dimensional tables (f.eg.: ignition advance for two different fuels).

For example, here is a simple table which is used to look up the specified boost pressure. Since this table
is three dimensional, two parameters will determine the reading position. These parameters can be found
in the title of the table (between brackets), in this case they are RPM and TPS. The first parameter
corresponds to the X axis, the second to the Y axis. There is no Y axis in two dimensional tables.
According to this, if the actual RPM is 5000 and the TPS (Throttle Position Sensor) is 50%, then the
specified boost pressure will be 204.2 kpa! While the engine is running, a yellow oval area will show the
actual reading position.
If the reading position is in between two cells on the Y axis (f.eg 5000 RPM, 45% TPS), then the output
value will be an intermediate value between the closest cells (f.eg 194.9 kPa in our example above).
Intermediate values will always be linearly interpolated on all axes!

The dimensions of a table

The dimensions of the tables are fixed in Ignitron ECU, they cannot be enlarged/reduced! Maps requiring
higher detail (for example: Volumetric efficiency, Ignition advance) are located in 20x20 tables, but
there are 16x16, 16x10, 12x8 and 8x6 tables, too.

Although the dimensions of the tables are fixed, the values on the X and Y axes can be modified, this
way the tables can be customized to fit the engine better. To modify a value on an axis, you have to
double click on the value. The new value has to be in between the two adjacent cells! Make sure that the
values on the axes are in ascending or descending order!!!

You can insert/delete a row or column by pressing the right mouse button over the axis. Selecting
"Insert" will add a new row/column into the table in between the current position (while keeping the
fixed dimensions of the table). Deleting will do the same (except with deleting), the last row/column will
be repeated to keep the fixed dimension of the table. Interpolation of the axis between the two outer
values (between first and last cells) is possible by selecting the "Interpolate" option after pressing the

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right mouse button over the axis.

Graphical representation of the tables

Three dimensional tables can be viewed in two ways; in 3D or in 2D. To change between modes, right
click on the table with the mouse and select 2D or 3D from pop-up menu. It goes without saying, that
tables with only two dimensions cannot be viewed in 3D.

3D

The 3D graphics can be rotated with the mouse (click, then hold left mouse button while dragging),
zooming in or out can be achieved with the mouse wheel (if the mouse pointer is over on the 3D
graphics).

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2D

At 2D view, the three dimensional table is displayed by line by line.

Selection

Cells in the table can be selected on the keyboard while holding down SHIFT key and moving with the
cursor. Using mouse, click and hold left mouse button while dragging a selection rectangle around the
cells. Different actions can be taken on the selection, like: cut, copy, paste, ...

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In 2D display mode, you can drag a selection rectangle on the upper graphical display area, too. Points
selected this way, can be dragged with the mouse. The values (corresponding to each point) will be
automatically updated in the table, according to the mouse movements. If the table already had a bigger
selection (with several lines selected) all the lines can be modified with the mouse.

Table menu

To open the table menu right click with the mouse over on a table.

Open.../Save...
You can save or open (load) previously saved map. Only maps which represent the same data can be
loaded into the table (f.eg. you cannot load an ignition advance table into a target lambda table).

Undo/Redo
The last modification on the table will be reverted, or re-applied (up to 16 level).

Cut/Copy/Paste
The selected area will be deleted, placed into the copy buffer or the copy buffer inserted into the table at
the current cursor position. You also can define a larger destination area (simply select a bigger area than
the source area). This way the source buffer will be repeated inside the destination area. The classic
CTRL+A, CTRL+X, CTRL+C, CTRL+V key combinations do also work.

Expression...
Simple, mathematical expressions can be applied to the selected area in the table. The expression (only
one at a time) has to be entered into the small pop-up window, which then will be applied to every
selected cell. Such expression can be: addition "+", subtraction "-", multiplication "*", division "/".

Examples:

+5 Five will be added to every selected cells.

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-10 Ten will be subtracted from every selected cells..

*1.1 Every selected cells will be multiplied by 1.1.
/2 Every selected cells will be divided by 2.

Percent symbol can be used for addition and subtraction, as follows:

+5.5% 5.5% of the original value of a selected cell will be added to itself.
-20% 20% of the original value of a selected cell will be subtracted from itself.

Horizontal/Vertical interpolation
The inner area of a selection will be automatically filled using linear interpolation. If you choose
horizontal, the interpolation will take place between the leftmost and rightmost cells. If you choose
vertical, the interpolation will take place between the upper and lower cells.

Before vertical interpolation (the upper and lower values area 200 and 100)

After vertical interpolation (transition between the two outer values)

Before horizontal interpolation (the leftmost values are all 100, rightmost are between
200 and 100)

After horizontal interpolation

Proportional visualization
By default, the table is displayed with equal sized cells (cells are the same distance from each other) in

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both 2D and 3D display modes. This would cause a distorted visualization in the case the difference
between adjacent axis values are not uniform. By enabling proportional visualization, the size (and
position) of each cell will be proportional to the rate of the axis values (on both axes).

Default (non proportional) visualization

Proportional visualization

2D / 3D
Selecting the mode of the graphical display.

Swap axes
Swaps the X and Y axes of a three dimensional table. This has a meaning only in 2D mode, this way the
3D table can be viewed by its "other side".

BASE FILE WIZARD

When creating a new settings file from scratch, the "base file wizard" may be helpful. It gathers some
basic information about the engine (and vehicle), then compiles an engine code specific base file, which
should be able to operate the engine. Of course this file will not be perfect and complete, it has to be
tuned to the engine in all cases!

The base file wizard can be used in two ways: to create a completely new file or to apply modifications
on the current file. If there is no settings file loaded, read or created by the wizard, only new file can be
created (apply changes button will be disabled). As long as we already have an existing file (opened, read
from the ECU or created by the wizard), you can modify certain parts of the settings file, for example:
upgrade the MAP sensor from 260kPa to 300kPa, update the calibration table of the MAP but leave all
other settings unchanged.

The checkboxes at the front of each line enables or disables modification on that parameter. If you do not
want to modify a parameter, then uncheck its checkbox. Creating a new settings file (from scratch) is
allowed only if all checkboxes (and parameters) are enabled! By pressing "Apply changes on the current
file" button, only the checked (enabled) parameters will be updated! Changes are always made to the first
fuel preset in the actual file!

Basic settings, inputs & outputs mapping for engine code:

Choose the original engine code (which was used to prepare the loom/harness). Different engine codes

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may have different inputs and outputs enabled!

Would you like to use the MAF sensor:

By using the mass airflow sensor, engine load (and airflow) calculation will be "measured" otherwise
"estimated".
Specify the part number of the sensor element:
Choose the part number which was indicated on the original housing of the sensor. The sensor
elements are not the same in MAF sensors with different part number!
Specify the inside diameter of the housing:
If using the original housing of the MAF sensor choose "OEM", if not then use a bigger diameter.
This will alter the calibration of the sensor (approximately only)!

Where is the MAP sensor located:

You have to specify the location of the MAP sensor. By default the MAP sensor is located in the
intercooler or in the charge piping, therefore it cannot measure the exact intake pressure (or vacuum).
The ECU will work in "Alpha-N" mode, the Y axis of the "Volumetric efficiency" map will be the
throttle position (TPS). As the MAP sensor is relocated into the intake manifold it will be able to
measure vacuum so the ECU can work in "Speed Density" mode, the Y axis of the "Volumetric
efficiency" map will be the true manifold absolute pressure (MAP).
Define the inside diameter of the throttle body:
In "Alpha-N" mode, we can take the diameter of the throttle body into account while preparing the
base file.

Specify the part number of the MAP sensor:

The part number of the MAP sensor will determine its measuring range. The OEM VW/AUDI MAP
sensors are capable of measuring vacuum (as long as they are mounted into the correct position)!

Specify the size of the injectors you want to use:

The size of the injectors has to be determined in cubic centimeters per minute!

Specify the part number of the injectors (if possible):

By specifying part number (if known) you can set the dead time of the injectors, although this parameter
is rather forgiving. Approximate (even unknown) dead times can be used to set up fueling perfectly by
fine tuning the lower RPM and load sections of the "Volumetric efficiency" map (and/or calibration of
the MAF if used). The additive long term fuel trim may also help in finding the correct injector dead
times.

What fuel would you like to use:

The type of the fuel (low or high octane gasoline, E85) will determine the density of the fuel, the target
lambda, cranking and warmup enrichments, base ignition advance, etc... It is not advised to use high
boost on low octane fuel, because the ignition advance will be low (to avoid knocking) therefore the
exhaust gas temperature will be high! This way the high exhaust gas temperature or excessive knocking
will damage the engine!

Knock sensors are going to be:

You have three choices:
- Sensitive setting will cause the knock detection to retard ignition before knocking would occur at the
expense of engine performance. Not suggested for engines with forged internals.
- Less sensitive setting will act only if light knocking (not necessarily detrimental to the engine) has
already occurred. Use this setting if performance has higher priority than engine life.
- Disabled setting will turn off knock detection and retard completely. Use only on track or during race
(with a proven knock free ignition advance map), when performance has the highest priority and noise
from the transmission, running gear, (etc..) could couple to the engine disturbing the knock detection.

Would you like to use VVT (if available)?

Later 1.8T engines are equipped with a variable cam timing mechanism. It can advance the inlet

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camshaft (make the inlet valves open sooner) by around 11 degrees (which is 22 degrees in crankshaft
rotation). This may have advantageous effects on the airflow in the lower RPM range (by around 6-8%),
but may hurt the volumetric efficiency of the engine in the higher RPM regions so make sure to reset the
inlet camshaft timing position for maximum power.

Turbocharger control is:

We have included three default settings for different size turbos (K03, K04, "big" turbo), though the
bigger the turbo these settings will less likely to work well. The ideal settings for the turbocharger
control/regulation depend on the size of the turbo, wastegate spring pressure which are different in every
setup, so the turbocharger regulation has to be set up for every car! With disabled turbocharger control,
any external electronic or manual boost controller can be used.

Launch control ant anti lag will be:

We recommend to start with disabled launch control and anti lag until all other settings (like fueling,
advance, boost, etc...) are finalized. Better avoid using launch control and anti lag at all! On cars
equipped with stock exhaust system use the soft (fuel cut) mode ONLY! This way unburnt fuel will not
enter the exhaust and ECU will not ignite it there. Explosions in the exhaust system can damage the
manifold, turbocharger, downpipe, catalyst, etc... Stock mufflers and catalyst act as choke which will
result in extreme pressures and heat in the exhaust system leading to premature failure of these parts! DO
NOT USE crackling and popping launch or ALS unless the exhaust system is completely free flowing
(without any restrictions). Using launch or ALS can bend stock 1.8T connecting rods (evern with K03
turbo)!

Would you like to use the turbocharger bypass solenoid (N249)?

The turbocharger bypass solenoid opens the diverter (or blow off) valve using a vacuum reservoir before
the throttle body could/would close. This solenoid is often removed from the engine as it acts a
restriction in the vacuum line controlling the diverter (or blow of valve).

Would you like to use the EVAP system?

The evaporative emission control system has no negative effect on engine performance, therefore it is
recommended to use it.

Type of oxygen sensor:

Specify the type (LSU4.2 or LSU4.9) of the installed oxygen sensor. Using wrong settings can damage
LSU 4.9 oxygen sensors in a short time! All 1.8 20VT engines use LSU4.2 oxygen sensors, only later
(PQ35 based) R32 engines use LSU4.9 by default.

Specify the gearbox fitted to this engine:

The ECU calculates the actual gear number using the RPM signal and vehicle speed signal. The actual
gear number may influence several things. The ratios of the engine RPM and vehicle speed signal (which
is determined by the gearing of the gearbox) for each gear have to be determined for the gear detection to
work correctly! This ratio is nearly constant for each gear (in the case the clutch is not slipping). If you
cannot find your gearbox in the list (or you are running a custom gearbox), then these ratios have to be
entered in Extras->Gear detection window.

Specify the throttle response:

Different throttle characteristics can be chosen: the comfortable setting will give finer, slower but less
sensitive reactions to noisy pedal potentiometers and/or to firm suspension. RPM drop between
gearshifts will also be slower (with less engine drag), which will ensure that the next gear will start
(approximately) from where the RPM falls to. If the comfortable setting would be too slow for you, we
recommend to use the "Sporty" setting, though this will result in more jerkiness. (Throttle response does
not affect engine performance.)

Specify camshaft profile (for idle regulation settings):

Selecting the closest camshaft type to yours will help in setting up the idle regulation function. Generally
speaking the more extreme camshaft is used, the higher the idle RPM will be and the less effective
(active) the idle regulation will be.

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FUEL PRESETS MANAGER

Ignitron ECU can be configured to use two completely different fuels (f.eg gasoline or ethanol). This
requires two instances for every map and parameter which are affected by the fuel (like for example:
target lambda, ignition advance, turbo boost, etc)...

These two fuel presets (including all maps mentioned above) can be copied, exchanged or reset in the
fuel presets manager window.

We also can use two different presets for the same fuel. In this case just copy the finished settings of the
first (default) preset to the second slot and the do the required modifications (different advance map for
example). A simple digital input can be used to select between the presets or you can interpolate between
the two presets in "Flex fuel" mode (using a fuel content sensor or even a simple potentiometer).

FUEL BLENDING CONFIGURATOR

This window is used to determine which maps can have different instances for the two available fuels. If
blending is enabled for a particular map it means that its contents can be different for fuel 1 and fuel 2. If
flex fueling is enabled the ECU uses interpolation in between the two instances of the same map to
calculate the final output value to use (4D mapping).

If you do not need different instances of a map for the two fuels, you can disable blending and save space
in the ECUs memory for other maps and functions. The allocated memory is displayed on the bottom of
the screen, if this value exceeds 100% you will not be able to upload the settings file into the ECU!

Not all maps/tables are blendable and only used maps are displayed! If you cannot find a map listed here,
it is probably because the function it uses is disabled (or the map is not blendable at all).

EXPORT LOG
Settings

Export from: the staring and ending positions of the recorded log to export.

Samples per sec: the number of samples per seconds to export. If the recording contains less samples,
only the available ones will be exported.

Export: the group of data to export (all data or customized templates created in the log view).

ACCESS & LOG SETTINGS

Settings

Samples per seconds: determines how many times in a second will the Ignitron software download the
live data from the ECU. All data (sensors, variables, etc.) are downloaded simultaneously!

Allocated log memory: the Ignitron software pre-allocates a chunk of the system memory for the log.
The more samples are taken in a second, the more memory is needed.

Maximum duration: the maximum possible duration of a log, calculated out of the size of the allocated
log memory and the number of samples per second. As log recording reaches this position, the recording

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will stop automatically!

Serial communications bitrate: the current bitrate (speed) of USB communication.

Request custom bitrate: If enabled, you can set the bitrate to use for USB communication. If you
experience connection problems, or intermittent USB connection (and you have already checked the
USB cable/laptop for loose connections, bad plugs, damaged USB lead, ...) you may try to set a lower
bitrate to see if it helps.

PROTECTION
Default password

Enter password/Repeat password: case sensitive password, which will be used to protect the ECUs
(this password has to be entered to unlock features).

Password status: „OK” if the two password match, error message otherwise.

Use this password automatically: if enabled, the password entered here will be used to unlock
protected ECUs without question. If the password does not work for the ECU it will ask for the correct
one.

Protect ECUs automatically: if enabled and there is a valid password set, the connected ECU will be
protected (using the protection options below) at the next write attempt.

Protection options

All enabled protection options (firmware upgrade, write, read, reading live data, reading fault codes,
clearing fault codes) will be applied on the ECU to protect.

Protection status

Displays the status for every protection options on the connected ECU.

Trial period

Use trial period: enables the trial period on the ECU to protect. The engine can be started for certain
amount of numbers in the trial period!

Number of starts allowed: define the number of allowed starts to set.

Set: pressing this button will store the allowed number of starts in the ECU connected.

** Trial mode has been removed. **

Trial status

Starts left: number of starts allowed left. If this number is less than 10, the ECU will store a fault code
about this. If this number is zero, the engine cannot be started until additional starts are allowed or the
trial period is deactivated!

FAULT CODES

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Displays the fault codes stored in the ECU connected. In the case there is no ECU connected (or offline
mode is enabled), then the fault codes in the loaded log will be shown.

Refresh: reads the fault codes from the ECU again.

Clear: clears the faults stored in the ECU. We suggest to refresh, read faults again in some seconds after
pressing clear, as current and pending faults may be re-stored. Most of the faults do not get issued when
the engine is off!

A/D CONVERTER CALIBRATION

The calibration of the analog/digital converter of the ECU can be done here by measuring the difference
of the actual voltage and the displayed voltage on the reference input channel (which is on ECU pin 29
mass airflow signal). A professional multimeter has to be used to carry out the calibration (with a
minimum accuracy of 0.05%)! The ratio of the measured (with a multimeter) and displayed (by the ECU)
voltage value has to be stored as "calibration coefficient". The ECU will correct all of its measurements
with this coefficient. The reference channel (ECU 29) is pulled up to 5V by a 10k ohms resistor inside
the ECU. To produce a valid (0-5V) measurable voltage here, you should connect a 10k-20k ohms
resistor between ECU 29 and ground. This way the 10k pull-up resistor in the ECU and your external
pull-down resistor will form a voltage divider, giving an intermediate voltage value which then can be
measured. Ground and the ECU 29 reference channel can be found in the connector of the MAF sensor!
Before attempting to do a new calibration store a default value of 1.000000 as calibration coefficient and
make sure that the ECU is powered up for at least 15 minutes!

All ECUs come pre-calibrated, therefore no A/D calibration is needed, only in the case you suspect that
the voltages measured by the ECU are inaccurate!

Calibration

Reference channel (ECU29): the measured voltage on the the reference channel.

Calibration coefficient: enter the ratio of the measured and displayed voltage on ECU pin 29.

Auxiliary 5V level: enter here the 5V voltage measured on ECU pin 29 (use only professional, high
precision multimeter).

Set: Stores the calibration data into the ECU.

If you are not sure in the current calibration, use the default value 1.000000 for calibration coefficient
and 5.0000V for auxiliary 5V level! The ECU should fulfill its defined specifications with these settings,
too.

FIRMWARE MANAGER
The firmware manager can be used to check the version number of the current firmware running on the
ECU, also to upgrade (or downgrade) it to a different version!

If you would like to upgrade the firmware (which is recommended), please follow these steps:

1. The firmware upgrade begins with reading out the actual settings/contents of your ECU! Use the old
version of the windows software for this! The original contents will be needed for the upgrade, also may
be needed to restore ECU to the old firmware!

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2. If the controller is write protected, you will need a settings file from your tuner, otherwise you will not
be able to upgrade the firmware! If you got a settings file sent by your tuner, proceed to step 5.

3. Connect your laptop to the ECU and turn on ignition, then read the contents of your ECU by clicking
on "READ" button.

4. Save the contents to your hard drive in the "File" menu, with "Save as..."!

5. Download the latest full version installer of the windows software from the downloads page, then
install it on your computer!

6. After successful installation, connect the laptop to the ECU and turn on ignition. Keep the ignition
turned on during firmware reflashing process!

7. Open the previously saved settings file (or the file sent by your tuner)! The upgraded software will
inspect and modify the file and make necessary modifications if needed (to make it run with the new
firmware).

8. Open "Firmware manager" in "Control unit" menu, then choose the new firmware you are about to
install! You also can choose older firmware to revert to!

9. Click on "Upload firmware" to initiate firmware reflash! Make sure that the USB lead will not get
disconnected and the battery of your laptop will not die while reflashing! If the reflash aborts for some
reason, do not start the car, try uploading firmware again without cycling the ignition switch!

10. The engine can be started after a successful reflash!

It is absolutely CRITICAL for the ignition not to get interrupted by an

aftermarket immobiliser/alarm system, or the USB cable to get
disconnected during the reflash process! In the case the reflashing aborts
for some reason, do not start the engine but try again to reflash without
cycling the ignition key!

PID WATCH
PID watch displays different PID controller's specified value (setpoint), measured actual value and
controller signal in function of time. You can select between the PID controllers in the dropdown list, +
and - buttons can be used to set the timebase. The number at the upper right corner of the window shows
the output of the controller (which is the actual control signal). More PID watch dialogs can be opened at
the same time, which lets you to analyze different PID controllers simultaneously.

LOG VIEW
The log view can be used to evaluate and analyze previously recorded logs.

Show: This dropdown list (at the top left corner of the window) contains the group of the data to view.
This list will also contain the custom templates you make.

Log preview: One data of the the complete log is visible at the top of the window (from its beginning to
its end). This data can be either RPM, MAP, TPS or Load, you can select the variable to preview by right
clicking on this area. This preview bar can be used to navigate within the log (left click on it).

Changing the height of the rows: The height of the displayed rows can be altered by dragging the
bottom line of each row. Move your cursor pointer to the bottom of a row, the icon of the pointer will
change to an up/down arrow, then press left mouse button and move your mouse. If you hold down

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CTRL key before pressing left mouse button, the height for all rows will change (except for the fixed
size status bits).

Zoom in time: Similarly to changing the height of the rows, the timeline of the displayed log can also be
changed. Move the mouse pointer over the line which displays the time, the icon of the pointer will
change to a left/right arrow, then press left mouse button and move your mouse sideways.

Drag a selection: You can select any part of the log while holding down the SHIFT key and clicking on
a part of the log while dragging the mouse. Properties (such as minimum & maximum values, highest
deviation, average and the duration) of the selection will be displayed. You can clear the selection by
dragging its end to its start (or vice versa). If you hold down the SHIFT and CTRL keys together when
making the selection, it will be used on all data lines.

Creating own templates: You can create your own sets/groups of data to view. Start with an empty log
view by selecting "Blank" in the dropdown list at the top left corner of the screen. Right click with the
mouse on the empty area of the screen and select a data from the menu popping up. The selected data
will be displayed on the screen. Repeat this step until you want to add further variable/data to view.

If there is no more empty space left on the screen you can right click on any of the visible data, a menu
with more options will pop up: you will be able to remove existing data, dock the current row on the top
of the screen (so it will always be visible) or search for the lowest or highest value in the actual row.

Saving the template: To save your custom set, right click on an existing row then select "Save template"
option. A template saved this way can be recalled from within the "Show:" dropdown list.

REALTIME OVERRIDE
This window can be used to override some of the parameters while the engine runs. These parameters
can be: ignition advance, injection duration, injection timing, specified throttle position. Check the box
for each parameter to enable override. Ignition advance can be overridden cylinder selectively.

Using excessive or unrealistic values may cause the engine to stall and/or
may cause damage to the engine! Overriding the position of the throttle
(without the knowledge of the driver) may cause accidents!

REALTIME MAPPING
One of the most important maps (regarding to the operation of the engine) can be modified on the fly
(while the engine is running). This map can be selected in the dropdown list at the top left corner of the
window. After all the necessary modifications are done, use the "Apply" button to apply the changes
(upload modifications to the ECU). This can be repeated any times. The "Revert" button will restore the
map to its un-modified state. Checking the "Graphics" box will enable the graphical view for the map.

As the modifications on the current map are finished and/or before you would like to switch to an other
map, the changes you made have to be permanently stored in the ECU. This means that the new data
have to be written into the ECU's non volatile flash memory, which causes the ECU to suspend its
operation during the process. The software will ask you if you would like to apply the changes to the
ECU now or at a later time (by pressing WRITE button manually).

TABLET VIEW
Tablet view is optimized for displaying different kind of dials (in different size, different placement) on

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the screen of a tablet. The tablet of course has to be a windows compatible one, connecting to the ECU
using the USB lead! Recording logs, accessing and clearing fault codes are also possible from within the
tablet view.

From firmware V1.25, it is also possible to interact with the ECU from within the tablet view. You can
switch the status of digital inputs ON/OFF, or advance/select actual turbo, anti-lag, launch control,
traction control and haldex presets by tapping on the displayed item.

A maximum of eight pages (screens) can be prepared, jog left or right to select between the pages.

Double tap on the screen will reset the dials learned minimum and maximum positions.

Single tap will show up different icons on the screen:

- „X”: Exit.
- „Check Engine”: Show fault codes.
- „Rec/Stop”: Start/stop log recording.
- „Floppy disk”: Saving log.
- „Windows”: Open a log watch window.

TABLET VIEW EDITOR

You can edit, customize the screen(s) of the tablet view in this window. A maximum of eight screens can
be prepared.

Settings

Page: Shows the current page and the maximum number of pages.

Top color / Bottom color: The color of the background at the top and at the bottom of the screen (there
will be a gradient between the top and bottom).

Dial color / Text color / Needle color: Colors for customizing the dials on the page.

Load BMP: Loads a custom bitmap file as the background for the dials.

Shut down device on exit: After tapping on the „X” (and exiting the application) the tablet will also be
shut down.

Options

Data: Displays the data shown by the selected gauge.

Size: The X and Y size of the selected dial (or other item). This can also be modified by clicking and
dragging the arrows at the bottom right corner of the selected item.

Face: The size of the face of the selected dial (in degrees). This can also be modified by clicking and
dragging the arrows horizontally at the top left corner of the selected item.

Rotate: The rotation of the selected dial (in degrees). This can also be modified by clicking and dragging
the arrows vertically at the top left corner of the selected item.

Frames: If enabled, it draws a frame around the items on the screen.

Snap: If enabled, the objects will snap to each other while moving them around on the screen.

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Delete: Deletes the selected item from the screen.

Go to top: Places the selected item above all other items on the screen (in the case they would cover
each other).

Add

Round gauge: Adds a new round gauge.

Rect. text: Adds a rectangular text/numeric display.

Logo: Adds „Ignitron ECU” logo.

A maximum of 32 items can be placed on a screen (with only one logo).

It is possible to interact with certain rectangular displays above firmware V1.25.

You can turn digital switch inputs ON/OFF (f.eg enable/disable race mode) or advance/select actual
turbo, anti-lag, launch control, traction control and haldex presets by tapping on the displayed item.

ECU SETUP
Identification

Vehicle/Owner/Tuner/Notes: The type/mark of the vehicle, the name of the owner and the tuner and
any notes you would like to include into the file.

ECU operating mode

Fuel injection and ignition mode:

Sequential: one injection and one ignition event during four complete stroke.
Sequential or batched: by default, sequential mode will active. If no hall signal is received while
cranking for more than 1.5 seconds, then batched mode gets activated. In batched mode two injection and
two ignition events will be triggered during the four strokes.

Fuel injection Y axis: Maps regarding to fuel injection will use the selected parameter as the Y axis.
Available options are: (engine) load, MAP (manifold absolute pressure), TPS (throttle position sensor).

Ignition Y axis: Maps regarding to ignition advance will use the selected parameter as the Y axis.
Available options are: (engine) load, MAP (manifold absolute pressure), TPS (throttle position sensor).

ECU timing settings

Timed output channels: The number of ECU output channels which will be actuated according to the
position of the crankshaft (with high precision and in high resolution). These are the control signals for
the fuel injectors and ignition output stages. The more timed output channels are enabled the higher the
load on the ECU will be! When using four cylinders, you can use 8 injection channels and realize dual
stage injection (with two different sized row of injectors).

Timing resolution The smallest possible step/difference in the pulse width of a single timed output
channel (injection or ignition). The smaller the time interval, the higher the resolution is, which will put
extra load on the ECU. Why is that a problem? The more loaded the ECU is, the less times (and the
slower) it can process the signals of the sensors, recalculate parameters like ignition advance, injection
pulse width, etc... Try to make the ECU to recalculate everything as many times during the four strokes

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(720 degrees crankshaft rotation) as many cylinders it has. This is 180 degrees for a four cylinder engine
(720/4 = 180). You can find the refresh rate of the ECU as "ECU timing refresh" live data.

Timing refresh interval: The minimum frequency of the refresh (mentioned above) in crankshaft
rotation. If zero is used here, the ECU will do its refresh cycle as frequently as it is possible, if using 90
for example, then recalculation will only take place four times for a crankshaft revolution (360/90 = 4).

Fuel injection type: Determines the allowed (starting and ending) positions for the injection events.
Direct injection: Injection is allowed only in restricted crankshaft positions.
Port injection: Injection is allowed in any (0-720 deg) positions of the crankshaft.

Valid injection positions: Allowed injection positions to use for direct injection (regarding to the TDC
of the expansion stroke).

Maximum injection delay: Allowed delay (discrepancy) of the injection event compared to the defined
injection timing (available for port injection only). This will be used when the (re)calculated injection
pulse width changes (gets longer) while the injection is already taking place. Using zero here, will not
allow any changes in the length of an injection which already has been initiated.

Ignition advance values during normal operation: Valid (allowed) ignition advance positions. ECU
will only go outside these limits for launch control and anti lag!

Engine data

Number of cylinders: The number of cylinders found in the engine.

Bore/Stroke: The bore and stroke of the cylinders in the engine. These parameters (along with the
number of cylinders) determine the displacement (volumetric capacity) of the engine, which is important
for the calculations of injection. The bore diameter also determines the fundamental frequency of the
knock events.

Displacement: Calculated by the bore, stroke and number of cylinders.

Firing order: The firing order calculated by the cylinder offsets.

Cylinder #1…6 offset: The offset of the strokes for each cylinder (compared to other cylinders). This
first cylinder which will fire has to use the 0.0 value! The ignition event will occur 360 degrees (of
crankshaft rotation) after the value set here.

Miscellaneous

RPM filter coefficient for cranking: Lowpass filter on the RPM signal which will be used during
cranking. The RPM is usually fluctuating while cranking, which would cause the estimated airflow (and
therefore injection pulse width) calculations to fluctuate, too. Using a lowpass filter on the RPMs during
cranking can make these values smoother.

For normal mode: Lowpass filter to use on the RPM signal(except for cranking).

Exhaust gas oxygen sensor: Type of the lambda probe used on the engine. Fuel trims will work using a
wideband lambda sensor only!

E-Gas (DBW throttle body): Enable electronic throttle here.

CAN support If enabled, ECU sends and receives CAN messages. Ignitron ECU has been designed to
be used on VW/AUDI/SEAT/SKODA engines, therefore it will use specific messages and protocols
which work primarily on these cars.

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VVT PID: By enabling this option, variable valve timing will use pulse width modulation (and a PID
controller if required) which can be used to realize intermediate cam positions. The default setting is
disabled, where VVT will be driven by simple on/off signals (two phase cam position).

Rear wheel drive: If enabled, the ECU will use the speed signal from the rear axle as the driven axle.
This is important for gear detection and the traction control system.

VBat filter: The coefficient of the lowpass filter used on the battery voltage variable.

Limiter pattern variation speed for spark cut: When spark cut is active, the ECU will kill the spark in
the defined number of cylinder(s). If only 1 or 2 cylinders have spark cut activated (partial cut), ECU
will change the cylinder in which the spark cut is used to prevent the same cylinder being cut all the time.
This number tells how many times may the same cylinder get a cut in succession.

for fuel cut: Same as "Limiter pattern variation speed for spark cut", except for fuel cut.

FUEL
Fuel temperature (degrees Celsius) vs density of fuel (kg/liter)

The density of the fuel (for the currently selected fuel preset) in function of its temperature. Usually there
is no fuel temperature sensor connected, so you can use the same value for the whole map. Without a fuel
temperature sensor, ECU will use 0deg as fuel temperature. If you are using gasoline 0.75kg/liter should
be used, in the case of E85 0.79kg/liter (approximate) values are suggested.

Settings

Name: The name of the current fuel preset (maximum 8 characters). You can choose from the fuel
presets on the toolbar!

Stoich. AFR: The stoichiometric air/fuel ratio of the current fuel. Use ~14.7 for gasoline, and ~9.765 for
E85.

Power const.: A constant to calculate the output torque and power of the engine. The ECU will calculate
the output power using this constant and the mass of the air flowing through the engine. If the calculated
or measured airflow are not accurate (or airflow is detuned to fix fueling issues) then the calculated
power will also be inaccurate!

The calculated torque and power should not be considered accurate, they are informative only! This
constant gives plausible results for gasoline fuel between 1.15-1.25, for E85 between 1.25-1.35. The
power constant should be fine tuned after measuring the power of the engine on a dynamometer.

INPUTS
The configuration of the connected sensors and switches can be done in this window. The measured
value of an input pin is shown next to the pin number (f.eg ECU85) and the function of that pin can be
selected in the dropdown list. When a sensor is assigned to an input (f.eg Manifold Absolute Pressure to
ECU101), a separate settings window will be available in the left side menu (in sensors folder) where the
calibration, filtering or other options appear for the given sensor. Do not assign the same sensor to more
than one input at the same time!!! The pinout of the ECU can be found in Appendix 1.

Analog (voltage)

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The ECU can accept voltages between 0V and 5V at its analog inputs. Usable sensors can be simple
potentiometers (f.eg throttle position or throttle pedal sensors), pressure transducers, etc... ECU29 is
prepared to be used to process the signal of the Mass AirFlow sensor in the 1.8T 20V, therefore this input
pin has a 10k ohms pull-up resistor connected to 5V internally!

Analog (resistance)

Analog resistance inputs can measure resistances between 5ohms and 60k ohms. Such sensors are
different kind of thermistors (like engine coolant temperature or intake air temperature sensors). The
resistance measuring channels are also listed as analog voltage inputs, because they can be used for
voltage inputs too, though care must be taken as these input pins are pulled to gnd and to 5V with
relatively low value resistors inside the ECU!

Digital (switch)

Different kind of pushbuttons or switches can be connected to the digital switch inputs. The state of these
switches can be inverted using the check box next to the function selector dropdown list.

Digital (frequency, duty cycle, pulse width)

The function to measure frequency, duty cycle and pulse width have to be enabled separately by
checking the box next to the input pin. If one option is enabled the others will be available, too (since
frequency, duty cycle and pulse width are computed/calculated by the same function). Do not enable
frequency/duty cycle/pulse width counter on a pin which is not in use, because that would allocate
processing resources of the ECU needlessly! The Inv. option will invert the signal before detecting duty
cycle and pulse width.

OUTPUTS
The mapping of ECUs outputs is done in this window. Any output can be used for any function, though
care must be taken if the given output has the required power rating to drive the connected/selected
actuator! The pinout of the ECU can be found in Appendix 1.

Fuel injector channels

The outputs for the injectors have to be selected here. Any channels which can provide 2.2A can be used
for injection, except for ECU115 and ECU120 as these output channels have lower inductive flyback
voltage cut! This would cause the injectors connected to these outputs to close slower!

When using dual stage injection Injectors #1-4 are used as the primary stage, Injectors #5-8 as the
secondary stage. (Injector #5 will be the second stage of the first cylinder, etc...)

Ignition channels

The channels for ignition have to be selected here. Since an ignition channel (which represents a single
physical ignition output stage and transformer) can be assigned to more cylinders (f.eg in wasted spark
configurations), the cylinders also have to be assigned to specific ignition channels (which cylinder
should fire on which channel) at the Ignition->Setup window! Use only push-pull channels for ignition,
otherwise external pull up (to 5V or to 12V) resistors have to be installed!

Indicators

Any output pin of the ECU can be used as an indicator light. Later VW/AUDI/SEAT/SKODA vehicles

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drive the indicator lights of the instrument cluster through the CAN bus.

Relays

Any output can be selected to drive relays, except for the ignition push/pull drivers as these could not
supply enough current to operate a relay! Functions with no output assigned to will be disabled, their
settings will not appear in the side menu!

Auxiliary devices / solenoids

Any output can be selected to drive auxiliary devices or solenoids, except for the ignition push/pull
drivers as these could not supply enough current to operate a solenoid! Solenoids (and functions) with no
output assigned to will be disabled, their settings will not appear in the side menu!

WEIGHT OF AIR
The weight (in kilograms) of a cubic meter of air in function of its temperature (measured at sea level,
approximately on 100kpa pressure). This map is the base of calculating the (estimated) mass of air
entering the engine.

VOLUMETRIC EFFICIENCY
Volumetric efficiency represents how efficient the engine is in pumping air through itself. The ECU will
calculate (estimate) the weight of the air in the engine using the actual volumetric efficiency, the pressure
of the air in the intake manifold and the temperature of the air entering the engine.

Since this calculated (estimated) airflow will be the base of the calculation for injection pulse widths,
they often call this map as "Fuel map", too. In Ignitron ECU, the (estimated) engine load is also
computed out of this map and since the engine load may affect other parameters we should not
exclusively call this as fuel map!

Volumetric efficiency (RPM vs TPS/MAP)

The actual volumetric efficiency of the engine in function of the throttle position or manifold absolute
pressure. This map is used by the ECU to calculate the estimated airflow and estimated load. The unit of
the Y axis can be selected in the "VE table Y axis" dropdown list.

The values entered in this map are in percentages and they should be valid for near constant, non
increasing or decreasing loads and airflow. 100% value will represent the situation when the engine is
pumping as many air through itself as many air would fill it completely (100%) with air at 0 celsius
degrees and 100kpa pressure.

The example below shows different areas of operating states of the engine (RPM vs TPS).

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VE table Y axis The unit of the Y axis for the volumetric efficiency map. If we select TPS (throttle
position sensor) as Y axis then the ECU will operate in the so called "Alpha-N" mode, if we select MAP
(manifold absolute pressure) then ECU will operate in "Speed Density" mode.

MAP correction: By enabling MAP correction, the ECU will multiply the data read off the VE map by
the actual manifold absolute pressure. For example, if the manifold absolute pressure is 100kpa, the
multiplier will be 1. If the manifold absolute pressure is 200kpa, the multiplier will be 2. If the manifold
absolute pressure is 341.2kpa, the multiplier will be 3.412, in the case the manifold absolute pressure is
50kpa, the multiplier will be 0.5.

Min. correction: Minimum value of the manifold absolute pressure which will be used to correct the VE
map data.

Estimated load (dial): Estimated load calculated by using the volumetric efficiency map.

Measured load (dial): Measured load calculated by using the signal of the mass airflow sensor (if
exists).

Current load (dial): The final engine load determined by the chosen load calculation strategy (after
mixing estimated and measured loads).

VOLUMETRIC EFFICIENCY FOR CRANKING

Volumetric efficiency used for cranking only (in function of the cranking RPM). The function of the
values here are identical to the function of the values in the main VE map. MAP correction (if enabled)
will also be applied on these numbers, too.

VOLUMETRIC EFFICIENCY ADAPTATION

Volumetric efficiency adaptation

*** This function has been removed after V1.23 firmware ***

In the case there is a mass airflow sensor on the engine, it is in use and its measured value is valid, then
the ECU will compare the measured and estimated airflows to each other (continuously). The difference
between the two values will be displayed as "VE error" and the ECU will learn (store) these error values
in the function of the RPM and TPS (or MAP) in a 3D adaptation table.

The value of a cell in the volumetric efficiency adaptation map consists of the weighted average of the
current value (previously learned error) and the actual error. The actual error will have less influence on
the cell than the stored data. The stored data is a result of averaging the errors for a longer period,
therefore faulty measurements or rare anomalies will not affect the adaptation that much.

The individual cells of the map will not only store the learned adaptation value, but also the number of

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averaging made on that particular cell (since the reset of the adaptation map). This way the value of a cell
can be considered plausible and usable only after at least the defined number of averagings have been
made on it. The number of averaging is represented by the background color of the cell, the darker the
background the less averaging have been made on that cell.

If the VE error is positive the measured airflow is greater than the estimated (the volumetric efficiency
needs positive correction), if the VE error has negative sign, then the estimated airflow is greater than the
measured. The learned adaptation values can be between -100% and +100%, counting the averages will
stop at 31.

Mode:
Learn only: ECU will learn the VE error values only, will not apply them on the estimated airflow.
Learn and adapt: ECU will learn and apply the adapted error values on the estimated airflow (VE map).

ECT threshold (learning): VE errors will be stored only above the specified engine coolant
temperature.

ECT threshold (adapt.): The adapted error values will only be used to correct the volumetric efficiency
map above the specified engine coolant temperature.

Learning period: Time interval which determines the time between soring (averaging) new error values.

Weight of new value: The weight of the new error value to store, compared to the already stored value.
Together with the learning period, practically a low-pass filter can be realized on the stored adaptation
values.
New value = old value*(100%-weight of new value%) + new value*weight of new value%
Example: if the cell (at the given RPM and TPS) has 20% as learned value, the new error value to store is
25%, the weight of new value is 10%, then the new value of that cell will be 20.5% because 20.5% =
(20%*0.9 + 25%*0.1). Setting the weight of new value to 100% will store the actual VE error without
averaging (disables averaging feature).

Min. number of averagings: Te minimum number of averagings before a cell could be used to correct
estimated airflow.

Verify lambda: If enabled, the difference between the specified and target lambda must be lower than
this value during the whole time interval before a new adaptation data would be stored! If the actual
lambda goes outside this limit, then the learning period starts over again (without storing anything).

Max. active pos. corr.: Maximum allowed positive correction which can be applied on the volumetric
efficiency during adaptation.

Max. active neg. corr.: Maximum allowed negative correction which can be applied on the volumetric
efficiency during adaptation.

Default adaptation: If enabled, this value will be used in cells which have no usable data available.

Cranking adaptation: If enabled, this value will be used during cranking.

Shade: The cells with at least the specified number of averagings will be displayed with white
background.

Reset: Clears the volumetric efficiency adaptation map.

Volumetric efficiency map corrections

Apply VE adaptation map: Opens up a window, where the stored VE adaptation map can be edited

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(also saved). You also can apply the adaptation map (after some editing) on the main volumetric
efficiency map if you wish!

Apply lambda adaptation map: Opens up a window, where the lambda adaptation (the long term fuel,
multiplicative) map can be edited (also saved). You also can apply the adaptation map (after some
editing) on the main volumetric efficiency map if you wish!

VE/Lambda adaptation map

Learned values: The learned adaptation map read from the ECU.

Counter: Only the cells with more than the specified counts/number of averagings will be read from the
ECU.

Read: Re-reads the adaptation map from the ECU.

Apply: Applies the edited adaptation map on the main volumetric efficiency map. If a cell of the
adaptation map has 10 in it, it will add 10% to the matching cell of the main volumetric efficiency map.
If a cell of the adaptation map has -5 in it, it will subtract 5% from the matching cell of the main
volumetric efficiency map.

Do not forget to reset the appropriate adaptation map (VE adaptation or lambda adaptation) after
applying the changes to the main VE map! The VE map will already contain the required changes of the
adaptation map(s).

Cancel: Closes the window without applying any changes on the VE map.

VOLUMETRIC EFFICIENCY (HALL CORRECTION)

The main volumetric efficiency map can be modified according to the position of the camshaft(s). If an
engine has no variable camshaft timing mechanism (or it is not used), then Hall correction should not be
used.

In the default position of the camshaft(s) the Hall correction is zero, at the maximum advanced (or
retarded) position it can be determined in the function of the RPM. The intermediate values (between the
two endpoints of the cam timing) will be linearly interpolated (between zero and the values set for
maximum correction).

Hall 1/2 correction

Correction:
Disabled: Hall correction will not be used.
Enabled: Hall correction will be used.

Position for no correction: The (Hall) position of the given camshaft where the Hall correction has to
be zero.

Position for maximum correction: The (Hall) position of the given camshaft where the Hall correction
has to be the value specified in the map below.

Do verify the detected Hall positions of the camshaft(s) on every engine! There
may be differences even when using the same type camshafts.

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Correction (%) of volumetric efficiency at maximum Hall 1/2 position: The correction of the main
volumetric efficiency map for the maximum camshaft adjustment (in the function of RPM).

MINIMUM MAP FOR LOAD TRANSIENT

You can define the minimum MAP (Manifold Absolute Pressure) used for load & fueling calculations
and/or minimum injection pulse width in function of the RPM and changes in time (transient) of the
manifold absolute pressure or the throttle position (or throttle pedal position).

Minimum manifold absolute pressure for load calculation (RPM vs transient)

The value of the minimum MAP in the function of RPM and the transient of a chosen parameter
(MAP/TPS/TPP). If the transient is positive we are talking about increasing loads (acceleration), if
transient is negative then load is decreasing (deceleration).

Minimum injection pulse width for primary stage (RPM vs transient)

The minimum injection pulse width of the primary injection stage (in milliseconds) in the function of
RPM and the transient of a chosen parameter (MAP/TPS/TPP). If the transient is positive we are talking
about increasing loads (acceleration), if transient is negative then load is decreasing (deceleration).

Transient detection

Base: The parameter to use to determine the transient; MAP (manifold absolute pressure), TPS (throttle
position sensor) or TPP (throttle position sensor).

Decay: The coefficient of the high-pass filter used to determine the transient. The smaller the value, the
more sensitive the transient detection will be, the greater the value, the less sensitive the detection will
be.

Gain: The gain of the high-pass filter used to determine the transient. The greater the value, the higher
the peak of the transient will be, but its decay will also get faster!

Threshold: The minimum usable value of the detected transient (after amplification). If the value of the
transient is less than this threshold (in negative and in positive directions) then its output value will be set
to zero (values less than this threshold will not be used). If the value of the transient is more than this
threshold (in negative and in positive directions) then this threshold value will be subtracted from the
transient (so the transient will not start from this threshold value, but from zero).

Minimum/maximum value: The minimum and maximum limits for the transient. The higher these
limits are, the bigger changes and/or more time is needed for the transient to flip/turn direction (f.eg to
full throttle from overrun).

After zero TPP: If enabled the throttle pedal needs to be released for the transient to get activated,
otherwise it will stay on zero value.

Duration: The maximum duration of the transient (in engine revolutions).

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TRANSIENT CORRECTION 1/2/3

Correction of the volumetric efficiency for increasing and decreasing airflow (acceleration and
deceleration). The magnitude of the correction depends on the RPM and changes in time (transient) of
the manifold absolute pressure or the throttle position (or throttle pedal position)!

You can use two transient corrections (with completely different settings) for estimated load and airflow
(Transient correction 1 & 2), and a single transient correction for the measured load and airflow
(Transient correction 3) as a good MAF sensor can handle the transient airflows quite reliably.

Transient correction of estimated/measured volumetric efficieny (RPM vs transient)

The correction of the volumetric efficiency (in percentage) in the function of RPM and the transient of a
chosen parameter (MAP/TPS/TPP). If the transient is positive we are talking about increasing airflow
(acceleration), if transient is negative then airflow is decreasing (deceleration).

Transient detection

Base: The parameter to use to determine the transient; MAP (manifold absolute pressure), TPS (throttle
position sensor) or TPP (throttle position sensor).

Decay: The coefficient of the high-pass filter used to determine the transient. The smaller the value, the
more sensitive the transient detection will be, the greater the value, the less sensitive the detection will
be.

Gain: The gain of the high-pass filter used to determine the transient. The greater the value, the higher
the peak of the transient will be, but its decay will also get faster!

Threshold: The minimum usable value of the detected transient (after amplification). If the value of the
transient is less than this threshold (in negative and in positive directions) then its output value will be set
to zero (values less than this threshold will not be used). If the value of the transient is more than this
threshold (in negative and in positive directions) then this threshold value will be subtracted from the
transient (so the transient will not start from this threshold value, but from zero).

Minimum/maximum value: The minimum and maximum limits for the transient. The higher these
limits are, the bigger changes and/or more time is needed for the transient to flip/turn direction (f.eg to
full throttle from overrun).

DFCO activated: The transient correction will work if the DFCO (deceleration fuel cut off) was active
before. Transient correction automatically deactivates after the first decay. This way additional
enrichment can be used when injection gets restored after a complete fuel cut off. Not available with all
transient corrections.

Manifold absolute pressure/throttle position/throttle pedal position correction

The output of the above transient correction map can be corrected more further according to the actual
value of the base of the transient (manifold absolute pressure, throttle position, throttle pedal position).

This should be needed, because the transient detection will not care about the starting point of the base
parameter (if the MAP/TPS/TPP went to maximum from zero of from halfway). In the case the manifold
absolute pressure was already high, a change into the positive direction will not have as much effect on
the volumetric efficiency, like if it would have started from complete vacuum.

The positive row of this map will be used to correct the positive values of the main correction table

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(above), the negative row will be used to correct the negative values of the main correction table!

LOAD CALCULATION
The method of calculation of the load and airflow has to be set in this window. This determines the
operating mode of the ECU, if we want to use the mass airflow sensor or not, if we want to use it always
or only in some circumstances...

Load (and airflow) calculation strategy

Default strategy:
Estimate load and airflow: MAF-less mode, the load (and airflow) will always be estimated using the
main volumetric efficiency map.
Measure load and airflow: as long as the measurement of the MAF sensor is valid the load (and airflow)
will be measured, otherwise estimated.
2D crossfade load and airflow between estimated and measured values according to measured airflow: as
long as the measurement of the MAF sensor is valid, the load will be crossfaded between the measured
and estimated values using a 2D map, otherwise load and airflow will be estimated. Example: At 20g/s
MAF the load will be measured, at 80g/s MAF the load will be 50%-50% measured and estimated, above
140 g/s MAF load will be estimated.
3D map load and airflow between estimated and measured values depending on RPM and TPS: the load
and airflow will be mapped between estimated and measured using a 3D table (RPM vs TPS), until the
measurement of the MAF sensor is valid, otherwise load and airflow will be estimated. Example: Below
4000RPM and 10% TPS the load will be measured, above 4000RPM and between 10%-50% TPS the
load will be 50%-50% measured and estimated, above 4000RPM and 50% TPS the load and airflow will
be estimated.

Cranking strategy: Load calculation strategy during cranking.

Active below (ECT): The defined cranking strategy will only be used below the specified coolant
temperature.
Deactivation timer: Delay before the cranking strategy would return to its default value (after a
successful engine start).

Launch and ALS strategy: Load calculation strategy to use for launch control and anti lag.
Deactivation timer: Delay before the cranking strategy would return to its default value after launch
control or anti lag.

Measured airflow (g/s) vs estimation amount (%)

2D map which determines the ratio of the measured and estimated loads and airflows in the final load
and final airflow used to calculate injection pulse width. 0% will make the load and airflow to be fully
measured, 100% will make the load and airflow to be fully estimated, intermediate values can be used to
blend measured/estimated in any ratio.

Estimation amount (RPM vs TPS)

3D map which determines the ratio of the measured and estimated loads and airflows in the final load
and final airflow used to calculate injection pulse width. 0% will make the load and airflow to be fully
measured, 100% will make the load and airflow to be fully estimated, intermediate values can be used to
blend measured/estimated in any ratio.

LOAD FILTER

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Engine load can be used as a base for several other parameters of the engine (f.eg to determine the target
lambda, ignition advance, etc...). In the case there are sudden fluctuations or unwanted oscillations in the
calculated load value, it may have negative effects on the behavior of the engine/car, too. If, for example
the value read from the ignition advance table is jumping back and forth (because the read position is
jumping due to the bumpy engine load parameter), that may even cause a self-excited jerking.

The load filter can be used to counter act such situations, which will not let the calculated engine load to
fall back too fast from its peak value, so reading from different tables and maps (using the load as Y
parameter) will be a lot smoother. Sadly as side effect, load filter may cause the engine to react a bit
slower.

The load filter is practically a simple low-pass filter which is applied on the engine load with a
supplement: if the engine load is increasing the higher value will be applied immediately (low-pass filter
will be skipped). This is needed for the load to be able to increase without any delay! At lower load
points ignition advance is usually paired with higher values, if the higher ignition advance would decay
with a delay that could cause damage to the engine!

Load filter coefficient

3D map which determines the coefficient for the low pass filter used on the calculated engine load (in
function of RPM and TPS or TPP). Using 1.000 as coefficient will yield an extremely weak filter
(calculated engine load follows the actual load immediately), 0.100 coefficient will make the filtering
strong (the calculated engine load will fall back slower to its real value).

Status:
Disabled: no filter will be applied on engine load.
RPM vs TPS: load filter will be the function of the RPM and throttle position.
RPM vs TPP: load filter will be the function of the RPM and throttle pedal position.

Filter coefficient (dial): The actual value of the load filter coefficient.

Load (dial): Shows the actual value of the calculated (and filtered) engine load.

OVERVIEW
Displays actual value of the mapped inputs of the ECU.

CRANKSHAFT (INDUCTIVE)
Settings for processing the signal of the inductive crankshaft position sensor. Top dead center is always
referred to the TDC of cylinder one!

Scope

If enabled, displays the output voltage of the crankshaft position sensor in function of time (in the range
of -2.5V to +2.5V).

Markers

TDC mark: The length/duration of the TDC mark in crankshaft revolution angle. The number before
TDC mark is the total number of TDC marks in one revolution (current firmware support only one TDC
mark per crankshaft revolution).

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Pos. markers: The length/duration of all other position markers. The number before it is the total
number of position markers in one revolution.

The sum of the length/duration of the TDC mark and all other markers has
to be 360 degrees in all cases!!! (f.eg: 1*18 + 57*6 = 360)

Trigger at:
Determines if the ECU will trigger when the voltage of the sensor rises or falls after crossing zero Volts.
Since the hardware filter in the ECU (Schmidt trigger) is optimized for detecting falling edge transitions,
using rising edge option is not recommended! If you would need a rising edge configuration, please swap
the polarity (leads) of the sensor and use falling edge instead! Timing will be a lot more precise this way!

Rising edge: detecting new tooth when signal is approaching zero volts from -2.5V
Falling edge: detecting new tooth when signal is approaching zero volts from +2.5V

TDC detection threshold: The minimum length of the TDC mark (tooth) compared to the other
markers. This is a ratio. If no zero crossing (new tooth) is detected for longer duration (compared to the
duration of the previous tooth), then the NEXT (!!!) tooth will be considered as the top dead center mark.

TDC offset: The difference between the position of the real TDC and the position of the detection (the
physical location of the sensor). Usually the sensor is not mounted vertically in the top dead center, but it
is "plugged" into the engine from the front, therefore the TDC mark in the trigger wheel will pass the
sensor well before the crankshaft would reach the top dead center of cylinder one. The value entered here
will specify the offset of the sensor regarding to the real TDC. Use values which are multiples of the
value used at position markers duration. The second value may be used for further fine tuning of the
detected position (in the case the trigger wheel is not precisely mounted).

Strobe

To verify the detected top dead center of cylinder one, you can temporarily override an output of the
ECU. A simple strobe (consisting of a high power LED) can be connected to the output chosen here (it is
practical to choose an output which can be found in the engine bay, controlling a less important device
(f.eg N75)). The ECU will strobe the LED when the crankshaft is at its detected top dead center, so the
timing mark on the flywheel can be verified. This feature is disabled above firmware version 1.26.

The strobe function has an accuracy of +/- 3 degrees only! Use real strobe
for precise fine tuning on the timing! The strobe will function properly only
on unused outputs, so if a function is already assigned to the chosen
strobe channel (f.eg: turbo wastegate regulator) disable it for the time
strobe is being used!

Trigger wheel

Displays the trigger wheel which is expected by the ECU (according to your settings). The arrow shows
the position of the inductive sensor (regarding to the TDC).

RPM vs filter threshold (microseconds)

Signals (practically detected teeth) coming more frequently than the specified time intervals will be
skipped, filtered out. When such a signal gets filtered out the ECU stores a fault ("Crankshaft position

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sensor circuit noise detected").

Induction peak to peak (dial): Induced alternating voltage by the crankshaft position sensor. It is
limited in between -2.5V and +2.5V inside the ECU, although the real voltage may be a lot higher than
this, the ECU will skip the peak values, it examines zero crossings only. There is no tooth detection
below ~1.2V of alternating voltage!

Calculated RPM (dial): Theoretical RPM signal calculated in the DSP by analyzing the waveform of
the crankshaft position sensor signal. Ideally this equals to the "Sensors RPM" value, which is uses a
different calculating method (uses the duration between detected teeth).

CAMSHAFT (HALL)
Settings for the Hall sensor(s). Ignitron ECU can process the signals for two Hall sensors. The settings
for the Hall sensors are identical, the second Hall sensor is diasbled by default.

Hall 1 & 2

Trigger wheel type: Type of the trigger wheel which rotates in front of the hall sensor. Can be a simple
"single signal" one, which has only one reference mark for a single revolution (detection at rising or at
falling edge), or can be so called "quick start" wheel which has four sections with two distinctive patterns
(so the position of the camshaft can be identified in quarter (max. half) of a turn).

Gaps/teeth: The duration of the marks (in camshaft revolution angle) which are milled or magnetically
encoded into the trigger wheel. The sum of the duration of the marks has to be 360!

IC/PE: IC stands for Intake/Compression stroke, PE stands for Power/Exhaust stroke. The selected
(intake or power) stroke will take begin as a signal (tooth) is detected from the Hall sensor.

Phase offset: Offset of the detected Hall position regarding to the position of the crankshaft (in
crankshaft revolution angles).

Filter: The minimum duration between two signals (edges) which can be considered valid by the ECU.
If signals come more frequently than this setting, then the ECU will skip those signals and will store a
fault ("Camshaft #1 or #2 position sensor circuit noise detected"), also suspends the detection of Hall
signals for a short period of time.

Validation 1 & 2: RPM ranges and valid/allowed Hall positions for those ranges. If the Hall position
goes outside its allowed range then the position gets invalid (if PID control is used then it stops) and the
ECU stores a fault code. When Hall position is outside of the Validation #1 range then "Crankshaft /
Camshaft #1 or 2 position sensors signal out of sequence" fault will be stored, when Hall position is
outside of the Validation #2 range then "Camshaft #1 or 2 incorrect position" fault will be stored! If the
current Hall position fails both validation, then both fault codes will be stored.

State: The current state of the Hall input.

RPM vs filter threshold (milliseconds)

Hall signals coming more frequently than the time interval specified here will be skipped, filtered out.
These signals will not generate a fault code.

KNOCK
Settings for processing the signals of piezoelectric microphones (knock sensors) which detect engine

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knocking.

Input amplifiers

Preamplifier gain: Amplification of the microphones (before signal processing). This setting is valid for
both microphones/sensors. No amplification for 0dB, doubling for +6dB, quadrupling for +12dB, ... The
stronger the amplification, the weaker signals can be processed, however as the engine gets louder (RPM
and load rise) the signal may get distorted on high default amplification and no knock detection will be
possible.

Digital amplifier #1 & #2: The amplification of the signals (separately for #1 and #2 sensors) after the
analog to digital conversion.

Automatic Gain Control: If enabled, the ECU will set the right preamplifier gain dynamically so weak
input signals will be amplified but stronger signals will not get distorted, still adequate dynamics reserve
will be left so the sudden peaks (possible knock events) will not get clipped! If AGC is in use, the
"Preamplifier Gain" setting will be the maximum gain which can be used by the ECU.

1 & 2 (dials): Display the current volume of the knock sensors (microphones).

Bandpass filters

Knock frequency: Suggested filter frequency for detecting fundamental frequency of the knock events
(calculated by the cylinder bore diameter).

Filter frequency: Actual filter frequency to use. Use the suggested knock frequency if the fundamental
frequency of the knock events are to be analyzed. Higher frequencies, overtones of the knock can also be
used.

Filter bandwidth: Bandwidth of the filter at the -3dB point. The narrower the bandwidth, the more the
frequencies farther from the filter frequency will be attenuated.

Filter gain: The amplification of the frequency range which is about to be analyzed.

Sensitivity

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The ECU seeks for sudden volume spikes in the engine noise (compared to a longer term averaged
engine noise). These spikes will be represented as deviation in the volume and will be displayed in these
graphs (two graphs for two knock sensors). If a spike in the volume exceeds the specified threshold, then
a knock event can be assumed.

Threshold: The volume of the spikes compared to average engine noise which should be considered as
knock. Increasing this threshold will make the knock detection less sensitive (as higher spikes will be
considered as knock), decreasing this threshold will make knock detection more sensitive.

Offset #1 & #2: Offset for average engine noise level for both sensors. Positive values will make
detection more sensitive, negative values less sensitive.

Engine noise detection

Settings for detection the average noise level of the engine. The ECU will average the noise level at each
expansion stroke in the detection window (specified crankshaft position range) using the closest knock
sensor to the cylinder (which is defined in Ignition->Knock retard screen) and then store these signal
levels for each cylinder as "Knock reference noise level #1-6". This so-called reference noise level will
be compared against the actual volume of the engine (cylinder selective of course). Knock will be
detected if spikes in the filtered signal exceed the threshold (above the reference noise level of each
cylinder). Since the reference (background) noise is detected and compared separately for each cylinder,
noise sources like water pump, timing gear, clutch, transmission, a louder cylinder, forged internals will
less likely to disturb the knock detection.

Detection window: Starting and ending positions of the crankshaft (relative to the TDC of the expansion
stroke for each cylinder), in between the engine noise level is monitored and stored as reference noise
level. The reference noise level detection window can be different from the knock detection window
itself!

Peak filter coefficient: Low pass filter which will be used within the detection window on the filtered
signal level. The higher its value (the weaker the filter), the more sensitive the noise detection will be,
therefore the detected noise level will also be higher! The higher the detected reference noise level, the
less sensitive the knock detection will get, because higher peaks in the volume will be considered as
knock!

Long term filter coefficient: Low pass filter which will be used on the detected reference noise of
successive expansion strokes. The lower its value (the stronger the filter), the slower the detected
reference noise level will follow the current noise level of the engine (because more expansion strokes
from the past will count). The higher its value (the weaker the filter), the more actual the reference noise
level will be. Using the value of 1.0000 will disable the filter, therefore the volume of the last expansion
stroke will make up the reference noise level.

Maximum deviation from average: The ECU calculates an average of the reference noise levels of all
cylinders and stores it as "Knock average reference noise level". If a cylinder has lower or higher
reference noise level compared to the average of all cylinders (by the level set here), then the ECU will
use a reference noise level corrected/limited to the average + or - this value instead.

Noise floor: Signals lower than the noise level specified here will be skipped.

AGC settings

Settings of automatic gain control (preamplification of the knock signals). If AGC is enabled, the analog
signals of the knock sensors will be amplified automatically, so they will have proper signal strength. If
the signals are too strong (loud, distorted or would not allow proper dynamics reserve to detect sudden
peaks) then the gain of preamplification decreases. Otherwise, when the knock sensor signals are too
weak (so processing them would not be possible) then the preamplification gain will increase. The

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minimum gain of the amplification will always be 0dB, the maximum gain will be "Input amplifiers-
>Preamplifier gain". The actual gain of the amplifier can be seen as "Knock automatic gain control" live
data.

Level detection filter: Low pass filter applied on the raw (un-filtered) input signals. Similarly to
"Engine noise detection->Peak filter coefficient", this filter helps to determine an average signal level to
be used as the base of AGC. The lower its value, the slower the AGC will follow the actual engine
volume. The input signal levels averaged by this filter can be found in live data as: "Knock sensor #1 &
#2 average input level".

Increase gain at: If the average input levels for both sensors go below this level then amplifier gain will
increase by 6dB.

Decrease gain at: If the average input levels for both sensors go above this level then amplifier gain will
decrease by 6dB.

Always allow adequate dynamics reserve for sudden, high power peaks,
otherwise signals induced by real knock events may get clipped on the
input of the ECU, rendering knock detection inefficient.

LAMBDA
Settings for wideband lambda (oxygen) sensor.

Nernst cell

Ri (dial): Internal resistance of the Nernst cell, which (also) represents the temperature of the measuring
cell.

Vs (dial): Nernst voltage, which can be measured between the two sides of the Nernst cell. This voltage
shows the oxygen level inside the measuring cell, 450mV represents a stoichiometric mixture, values less
than 450mV show excess of oxygen, more than 450mV show absence of oxygen in the measuring cell.

Heater

Heater is always on: Enabling this option will make the sensor heater work as ignition is turned on
(otherwise heater will work only if the engine revs).

Heating the sensor up to its operating temperature takes around 20-30 seconds.

If fuel pump relay is powering all loads and sensors (see Diagnostics -> Fault codes), then the fuel pump
relay will be also activated to supply required +12V for the heater's positive terminal. Using this constant
heating feature, the lambda probe can be heated up to its operating temperature before the engine would
be started, so fine tuning cold start, startup enrichment is easier. DO NOT USE this option permanently
enabled, since according to the manufacturer's specifications the heated probe can get damaged without
any airflow! Activated fuel pump with a non operating engine may trigger false faults, therefore
disregard faults which pop up while using this feature!

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Cold start above: The Nernst cell of the probe is considered cold above this value. If the Nernst
resistance exceeds this setting, then the probe will be heated up using the cold start procedure. The cold
start procedure will raise the pulse width (effectively the voltage) of the heater slowly, preventing the
cracking of the fragile measuring cell due to thermal shock.

Disable below: The Nernst cell of the probe is considered to be overheated below this value, the heater
of the probe will be disabled to prevent damage to the measuring cell.

Target Nernst Ri The target resistance of the Nernst cell for the PID controller used to control the
lambda heater. LSU 4.2 probes (used on 1.8T-s) will have around 80ohms of resistance at their optimal
operating temperature.

Initial voltage: Voltage used to start the coldstart warmup procedure from.

Warmup speed: Speed of increasing the voltage for the heater during the coldstart procedure (Volt /
second).

Maximum voltage: Maximum voltage which can be used for the heater.

Control frequency: Frequency of the pulse width modulation of the heater.

P, I, D: Gain parameters for the PID controller of the heater.

Status: Current status of the heater.

Pump cell

Ip (dial): Actual pump current.

Up (dial): Actual pump voltage.

Pump current (min, max): Maximum pumping current used in negative and positive directions. The
ECU will limit the voltage on the pump cell, so the maximum current will be less than the limits
specified here.

Pump voltage (min, max): The minimum and maximum control voltage of the oxygen pump (which
may be used by the PID controller).

P, I, D: Gain of the PID controller of the oxygen pump.

W: Maximum allowed deviation (window) in both directions from the 450mV (Lambda 1) Nernst
voltage for valid measurements.

Temperature correction (Nernst Ri vs pump current correction)

Correction for the current flowing through the pump cell in the function of the resistance of the Nernst
cell.

Lambda vs pump current (mA)

Lambda in function of the (temperature corrected) pump current.

LAMBDA #2

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Calibration (linearization) of the lambda #2 signal. Ignitron ECU has a signle wideband oxygen sensor
controller built-in. In the case you would like to control two separate cylinder banks (with different short
term fuel trims), then you need to add an external oxygen sensor controller and connect it to the ECU
either via an analog input or via CAN bus (preferred method). If an analog signal is used to input sensor
reading into the ECU, the voltage vs lambda value needs to be set here along with the valid voltage
ranges (for normal sensor operation). If the external oxygen sensor driver is connected via CAN bus, the
valid data range still need to be determined on this page.

When the Lambda #2 reading is outside the valid range (or validation via CAN marks the sensor data be
inappropriate), the ECU will reset the STFT2 to zero. If there is no valid lambda reading for more than 2
minutes after engine startup, the ECU will store "P0154 - Oxygen Sensor #2 No Activity" fault code. If
there is no lambda activity on any of the sensors (built-in or external), limp mode is immediately
activated!

Range for valid lambda values

If measurements of the sensor (or data incoming from the CAN bus) is outside this range the lambda #2
reading will be marked as invalid (and will not be used by the ECU).

Do NOT set voltage/data range during heating (or any fault condition) to
be a part of the valid measurement range!!!

Min.: Minimum (voltage or CAN data) value for the valid range of the sensor during normal operation
(probe already heated up to working temperature and reading is valid).

Max.: Maximum (voltage or CAN data) value for the valid range of the sensor during normal operation
(probe already heated up to working temperature and reading is valid).

Range for standby/heating

Optionally you can set a range for heater operation (but it is not a requirement). ECU will allow a
maximum of 2 minutes warmup time for the probe (whilst lambda reading may be invalid) after engine
startup.

Min.: Minimum (voltage or CAN data) value for the range of the sensor heating sequence.

Max.: Maximum (voltage or CAN data) value for the range of the sensor heating sequence.

Validation via CAN data

If the external oxygen sensor controller sends the actual status of the probe in the CAN message (whether
it is heating, is in normal operation mode or faulty), then you can import this "sensor status data field"
into a user defined variable and accept the sensor reading only if it matches the value representing valid
measurements of the oxygen sensor. See documentation of your external wideband oxygen sensor driver
for information about validation via CAN.

Variable: Determines which user defined variable contains the sensor status data (received via CAN).

=: Value of the sensor status data which represents normal operation (and valid measurement). If the
sensor status data does not match this number, then the Lambda #2 will be marked as invalid and will not
be used by the ECU.

Filter

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Coeff.: The coefficient of the low pass filter applied on the sensor value. Using a low pass filter will
make the signal smoother, less sensitive to noise, but will make reaction time slower! A value of 1.0000
(default value) disables signal filtering.

THROTTLE POSITION
Settings of throttle pedal and throttle body.

Throttle position sensor (TPS)

1, 2: Voltage measured by the potentiometers.

TPS: Calculated throttle position in percentage. If there are two potentiometers in use, the measurements
for both sensors will be used (TPS% = (TPS1% + TPS2%) / 2).

TPS 1 & 2 min, max: The voltage values of the potentiometers in their minimum and maximum
positions. Intermediate voltage values will represent intermediate throttle positions. It is not required for
the lowest voltage value to represent the lowest position, can be vice versa!

TPS 1 & 2 min, max (default): Default minimum and maximum values for the throttle position sensors,
which will be used until the basic settings are carried out.

If the detected minimum or maximum voltage values differ from these values by more than 0.5V (while
performing basic settings), then ECU will store "Throttle position controller adaptation malfunction"
fault and abort the basic settings procedure! Verify the throttle body if it moves freely!

Set min, Set max (buttons): Stores the current measured voltage value of the potentiometers as
minimum or maximum. If the engine is equipped with electronic throttle (E-GAS), then these values
cannot be set manually, they will be determined during basic settings.

Redundant: If enabled, the ECU will use two potentiometers for position detection. The values (in
percentage) of these potentiometers will be compared to each other and as the difference exceeds a
threshold (tolerance), ECU will issue a fault code and cut both ignition and injection so the engine will
not be able to rev uncontrollably!

DO NOT USE electronic (drive-by-wire) throttle body with only one position
sensor (potentiometer), because the ECU will not be able to detect any
faults in the position feedback circuit!

Tolerance: The maximum allowed difference (expressed in percentage) between the two potentiometers
in the throttle body (both in positive and negative directions).

Throttle pedal position (TPP)

1, 2: Voltage measured by the potentiometers.

TPP: Calculated throttle pedal position in percentage. If there are two potentiometers in use, the
measurements for both sensors will be used (TPP% = (TPP1% + TPP%) / 2).

TPP 1 & 2 min, max: The voltage values of the potentiometers in their minimum and maximum
positions. Intermediate voltage values will represent intermediate throttle pedal positions. It is not
required for the lowest voltage value to represent the lowest pedal position, can be vice versa!

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TPP 1 & 2 min, max (default): Default minimum and maximum values for the throttle pedal position
sensors, they will be used until these values are manually set.

Set min, Set max (buttons): Stores the current measured voltage value of the potentiometers as
minimum or maximum.

Redundant: If enabled, the ECU will use two potentiometers for position detection. The values (in
percentage) of these potentiometers will be compared to each other and as the difference exceeds a
threshold (tolerance), ECU will issue a fault code and limit the possible throttle position in 20%.

DO NOT USE electronic throttle pedal with only one position sensor
(potentiometer), because the ECU will not be able to detect any faults in
the position feedback circuit!

Tolerance: The maximum allowed difference (expressed in percentage) between the two potentiometers
in the throttle pedal (both in positive and negative directions).

Deadband (lower, upper): Lower and upper portions of the throttle pedal which will not affect the
throttle position (these ranges will be skipped).

Hysteresis (lower): Throttle pedal position which has to be applied (at least) to make the TPP value to
leave zero (once it reached zero).

Filter coeff. vs TPP: The coefficient of the low pass filter used on the throttle pedal position signal (in
function of the pedal position). Where coefficient is 1.0 the filter will be disabled, where the value of the
coefficient is low a strong filtering will be used on the throttle pedal position.

There are two filter coefficient sets available, giving high and low sensitivity modes. In low sensitivity
mode, a stronger filter can be used (with lower coefficients) which results in a calmer, more comfortable
throttle response. In high sensitivity mode, weaker filter can be used (with higher coefficient values) to
use for faster, more immediate throttle response.

The ECU will switch/choose between the two modes automatically. High sensitivity mode gets activated
immediately above a certain throttle position reached, ECU reverts back to low sensitivity mode after a
delay (while TPP stays below this threshold).

Current sensitivity: Displays the actual throttle pedal filter mode.

High sens. mode: High sensitivity mode will be activated above this throttle pedal position.

Low sens. act.: ECU will revert back to low sensitivity mode after this delay, though the throttle pedal
position has to stay below the "High sens. mode" threshold.

MASS AIR FLOW METER (MAF)

Mass air flow (kg/hour) vs voltage

Calibration of the mass air flow sensor in function of voltage. The map can have up to 32 values, but
only 16 is displayed on the screen. Use the cursor keys to navigate within the table.

Valid region

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The valid output range of the mass airflow sensor. If the output voltage goes outside the valid region, the
MAF will be invalidated! Some of the functions will not be available with invalidated sensor (f.eg
measured load and airflow calculation with invalid MAF value, turbo boost regulation with invalid MAP
value, etc...)!

Minimum, maximum: Minimum and maximum values of the valid voltage range. Using 5.000 Volts for
maximum will disable the verification of the maximum, no fault for high mass air flow signal will be
issued!

Cranking validation

When engine is not revving, the power supply for the mass airflow sensor is disabled, its output value
will be high (~4.8-4.9 V) due to a pull-up resistor in the ECU. Right before cranking this relatively high
value would disturb the ECU, therefore implausible, higher output voltage values should be ignored
while cranking.

Threshold: MAF will be invalidated above this value (during cranking).

Substitute with: Voltage values above the threshold will be substituted with this this voltage (during
cranking).

Interpolation

Determines the interpolation method for calculating intermediate air flow values in the 32 cell calibration
table. Linear interpolation will use a straight line between two adjacent cells, Catmull-Rom spline (third
order interpolation) will draw a curve in between two cells so that curve will also pass the points before
and after the cell (four points overall).

Diagram (button): Opens up a window, in which the interpolated mass air flow characteristics will be
displayed. Blue color will represent unmodified, red color will represent the modified characteristics
(modifications can be applied on the Mass air flow tuning screen).

MASS AIR FLOW TUNING

Mass air flow (g/s) vs MAF tuning (%)

Tuning (in percentage) of the measured air flow in the function of the unmodified mass air flow (which
is in g/s here).

Static offsets

Additive: Value added to the mass air flow sensor value (in g/s).

Multiplicative: Value the mass air flow sensor is multiplied by (in percentage).

MASS AIR FLOW CORRECTION

Mass air flow correction (RPM vs TPS)

Correction (in percentage) of the measured air flow in function of the RPM and the throttle position
sensor value.

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SENSOR CALIBRATION (MAP, ECT, IAT, EGT, ...)

Calibration (linearization) for different kind of sensors.

The unit (Volts, Ohms, Hz, %, ms) of the value for the sensor depends on the source of its input (if the
sensor is used on an analog voltage, analog resistance, digital frequency, digital duty cycle or digital
pulse width input).

Validation

Valid range for output of the sensor. If the output goes outside of this range, then the ECU will invalidate
the value of the sensor (and substitutes it with a predefined value if possible). Some of the functions will
not be available with invalidated sensor (f.eg measured load and airflow calculation with invalid MAF
value, turbo boost regulation with invalid MAP value, etc...)!

Minimum, maximum: Minimum and maximum (voltage/resistance/frequency/duty cycle/pulse width)

values for the valid range of the sensor.

Substitute: If substitution is enabled and the output of the sensor is outside of its valid range, then the
ECU will use this value instead of the invalid output of the sensor. If substitution is not enabled, the
output of the sensor will be limited between the minimum and maximum values! Substitution is not
available for all sensors (MAF and MAP sensor measurements cannot be substituted)!

Issue fault after: Delay (in seconds), before a fault code is issued when the sensor goes outside its valid
range.

Filter

Coeff.: The coefficient of the low pass filter applied on the sensor value. Using a low pass filter will
make the signal smoother, less sensitive to noise. Low pass filter is not available for all sensors (MAF
and MAP sensors have separate filtering)!

Example values are:

1.0000 - Disabless signal filtering (no filter).
0.2000 - Weak filtering (filters a bit of noise and has fast reaction time).
0.1000 - Medium filtering (filters generous amounts of noise while keeping a reasonable reaction time).
0.0100 - Strong filtering (filters nearly all high frequency noise, but with slow reaction time).
0.0000 - Infinitely strong filter (does not let any signal through at all).

Properties

When using a user defined sensor, additional properties can be set. User defined sensors are not essential
for the engine to operate, but can be added to monitor additional parameters (f.eg oil pressure, fuel
pressure, etc...). The values of the user sensors will be recorded and logged along with other engine
parameters. A maximum of five user defined sensors can be used.

Properties of the user defined sensors are: the placement of the decimal point in the value (f.eg 100kPa or
1.00kPa), label for the sensor (f.eg.: EMAP) and the unit of the sensor value (f.eg.: V, °C, %, kPa, ...).

Decimal point at: Placement of the decimal point in the value. Using 0 will hide the decimal point.

Label: The label of the displayed value of the sensor (f.eg the label on the gauge) and the unit of the
value separated with a comma. Example: EMAP,kPa will display a gauge with EMAP displayed on the
face and kPa as the unit of its value.

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SIGNAL FILTERING
Settings for processing the signals of the mass air flow (MAF) sensor and manifold absolute pressure
(MAP) sensor. In the case there is no MAF sensor used on the engine, only options for the MAP filtering
will be available.

Averaging filter response time (ms) for MAF/MAP (RPM vs TPS)

Duration of the averaging of the signal for the MAF or MAP sensor in the function of RPM and TPS
(throttle position). The averaging is carried out between the current and past values of the sensor. The
longer the averaging (response) time the slower the ECU will react to sudden changes, but the measured
value of the sensors will be smoother...

Turbo compressor surge filter

During compressor surge, the signal of the mass air flow sensor is fluctuating, therefore it cannot be used
to determine the actual load and airflow. When the voltage of the mass air flow sensor drops suddenly
and begins to oscillate, surge will be detected.

State:
Disabled: no compressor surge detection and filtering.
Apply on MAF: surge detection active, filtering only on MAF signal.
Apply on MAP: surge detection active, filtering only on MAP signal.
Apply on MAF & MAP: surge detection active, filtering on both MAF and MAP signals.

Action:
Use filtered value: If compressor surge has been detected, ECU will try of filter the high frequency
waves out of the mass air flow signal.
Estimate airflow: If compressor surge has been detected, ECU will skip the measurement of the mass air
flow sensor and use estimated load and airflow until the surging stops.

Initial filter response: When surge is detected, the ECU starts an averaging filter on the MAF/MAP
signals with this initial response time.

MAF/MAP filter: While surging, the response time of the (already started) averaging filters will
increase to these values. Practically, the MAF and MAP signals will be averaged for the amount of
duration specified here.

Reverse flow voltage: If the MAF signal falls below this voltage the surge filter activates immediately
(because air is flowing backwards the mass air flow sensor).

Detection time: Time interval within the ECU seeks for sudden voltage drops in the MAF signal.

Deactivation: Time interval after the ECU deactivates surge filtering if no more oscillation detected.

Recovery: Time interval while the ECU reverts back to the default load and air flow calculation strategy
from the strategy selected to use while surging (Use filtered value/Estimate airflow). During recovery the
output of the two different strategies will be crossfaded to prevent glitches in the calculated load and
airflow.

Voltage drop at zero TPP: Voltage drop of the MAF signal at 0% throttle pedal position (during
detection time) which will activate the compressor surge filter.

Voltage threshold: 3D MAP in function of RPM and TPS (throttle position sensor), which determines

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the minimum voltage drop of the MAF signal (during detection time) which will activate the compressor
surge filter. If the output voltage of the MAF sensor drops with more than the specified voltage here (f.eg
0.5V) during the detection time (f.eg 10ms) then the surge filter will be activated! Note, that the voltage
values are not constant here, because the moving pistons will also generate a fluctuating MAF signal and
it is not considered to be turbo compressor surge by any means!

Trigger blow off filter: If enabled, the "Blow off filter" will also be activated along with the compressor
surge filter.

Blow off detection and filtering

In the case the engine is equipped with a blow off valve (which releases excess air into the atmosphere)
then the measurement of the mass air flow sensor has to be discarded until blow off finishes or the driver
steps on the throttle pedal again.

Action:
Disabled: no blow off detection and filtering.
Fuel cut: during blow off, ECU will not inject fuel.
Estimate airflow: during blow off, the measurement of the MAF sensor will be discarded and the engine
will be operated using the estimated load and air flow values.

Reverse flow voltage: If the output voltage of the MAF sensor falls below this value the blow off
procedure initiates immediately (because air is flowing backwards the MAF sensor).

Activate below (TPS): Blow off will be detected below throttle positions specified here.

Activation TPS transient: If the throttle position decreases more (during a 100ms time interval) than the
value specified here (and TPS is below "Activate below (TPS)") then blow off procedure will be
activated.

Deactivation TPS transient: If the throttle position increases more (during a 100ms time interval) than
the value specified here then the blow off procedure will be deactivated.

Recovery time: Time interval while the ECU reverts back to the default load and air flow calculation
strategy from the strategy selected to use while blow off (Fuel cut/Estimate airflow). During recovery the
output of the two different strategies will be crossfaded to prevent glitches in the calculated load and
airflow.

Auto deactivation RPM and airflow: If the RPM or the airflow drops below the value specified here
then the blow of procedure will be automatically deactivated.

Fuel enrichment: If fuel cut is not selected for blow off, the injection will be corrected with this amount
(during blow off only).

Pulsating air filter

Settings for filtering out the pulsating of the air in the intake caused by the (up/down) movement of the
pistons. The ECU will filter out the pulsating in both MAF and MAP signals! The filter seeks for the
maximum and minimum points in the signals during the last intake cycle and then calculates a
(weighted) average of them.

State:
Disabled: pulsating air filter disabled.
Enabled: pulsating air filter enabled.

Threshold: RPM threshold, pulsating air filtering will work below this RPM.

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Seek period: Seek (back) time which is represented in percentage. It determines the window in which
the minimum and maximum points are checked (in the MAF and MAP signals). The seek (back) time
depends on the actual RPM and the number of cylinders of the engine. 100% represents the exact
duration between the intake strokes in the engine on the actual RPM (intake cycles of different cylinders
may overlap). It is advised to use values larger than 100%, because this way no low or high peak will be
missed for sure!

Hi/Lo value ratio: The ratio (for the output) of the lowest and highest measured value during the last
intake cycle. 0% represents the lowest measured value, 100% represents the highest measured value,
50% will result in the exact midpoint between the lowest and highest measured values.

Hi/Lo (cranking): Same as above (Hi/Lo value ratio), but used during cranking only.

Signal smoothing filters

Low pass filters, which will be applied on the processed MAF and MAP sensor values. The stronger
these filters are, the smoother the MAF and MAP signals will be, but they also will be less sensitive to
(sudden) changes which may cause problems (for example in fuel mixture preparation).

MAF coefficient: Filter coefficient to use on the processed MAF signal (1.0000 will disable filtering).

MAP coefficient: Filter coefficient to use on the processed MAP signal (1.0000 will disable filtering).

MATH FUNCTIONS
Math functions can be used to calculate the minimum, maximum or average value of several sensors and
store the result as a new sensor. This feature can be useful let's say if you have cylinder selective EGT
sensors installed (via CAN) and temperatures for each cylinder are stored as user defined sensors #1-4.
You can then "pick" the highest reading (of all cylinders) with the math function and store it as "Sensors
Exhaust gas temperature" which can be used in Diagnostics->Limp mode to activate limp mode.

The two math functions work identically.

Mode:
Disabled: math function is not used.
Use lowest value: math function will find the lowest value of the source sensors.
Use highest value: math function will find the highest value of the source sensors.
Use average of the values: math function will calculate the average of the source sensors.

Destination: Sets the destination sensor in which the result is stored.

Label: If destination is set to be a user defined sensor, you can set a custom label for the result (which is
displayed on the gauge or in log watch for the sensor).

Source #1-6: Sets the source variables (sensors) to do the math function on. A maximum of 6 sensors
can be monitored.

SETTINGS
Settings for electronic throttle (pedal and throttle body).

Status

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Always armed: If enabled, the throttle body will try to reach its specified position when the ignition is
turned on, even if the engine is not running. If this option is not enabled, the throttle body will only
activate if the engine is revving or the throttle pedal is applied.

Enable left foot braking: If enabled, full throttle can be applied during braking, otherwise the maximum
specified throttle position can only be 10% (with brake).

Throttle position override: If enabled, the slider below can be used to override the specified throttle
position.

Overriding and setting the position of the throttle (without the permission
and or intention of the driver) can lead to accidents!

Perform basic settings (button): Initiates the basic settings procedure which is needed for the proper
operation of the electronic throttle system. The output voltage of the potentiometers for fully closed and
fully opened positions are mapped, the force needed to move the throttle plate in both directions is
measured and the amount of free play of the throttle plate is determined. If the throttle body cannot open
or close completely while performing basic settings for some reason, the procedure aborts! Do not try to
start the engine while basic settings are performed! The status of the basic settings is displayed below the
button.

Basic settings on throttle body and throttle pedal have to be performed

before first use and after any changes or maintenance carried out on these
devices!

Throttle body position

Specified (dial): Shows the currently specified throttle position.

Actual (dial): Shows the actual position of the throttle plate.

Min: Minimum value of the specified throttle position. Do not use the value of zero (if possible),
because it puts a strain on the throttle motor!

Max: Maximum value of the specified throttle position.

Clutch: Maximum value of the specified throttle position, while the clutch is applied.

Scale: Scaling (limiting) of the movement range of the throttle plate. This value should not be 100% (so
the full span is never used), because the plate in the throttle body can open/rotate further than the right
angle (90 deg) fully opened position. That would decrease maximum airflow.

Throttle motor

Control freq.: Frequency for the pulse width modulation used to drive the throttle motor.

Direction: Reversing the direction of the throttle motor.

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Throttle motor operated in the wrong direction will get damaged!

EGAS (dial): Duty cycle of the pulse width modulation signal which drives the throttle motor. Negative
values represent reverse direction.

PID controller

PID parameters vs actual TPS: Parameters (gains) of the PID controller in function of the actual
throttle position.

Duty cycle and integrator limit vs actual TPS: The limits of the output (duty cycle) and the limits of
the integrator in the PID controller used to control the throttle body. Min/max rows correspond to the
duty cycle (minimum and maximum allowed duty cycle), Imin/Imax rows correspond to the integrator
(minimum and maximum integrator value).

Specified TPS movement speed maximum (%/10ms) vs TPS: The maximum allowed movement
speed for the throttle body in function of its actual position. Values are represented in percentage and
apply to 10 milliseconds, which means that 0.30 equals to a maximum of 30% TPS movement in 1000ms
(1 second). Practically these data represent the reaction (opening and closing) speed of the throttle.
Negative values can be used for closing, positive values for opening.
The row with the Close label is used to set the closing speed of the throttle.
Slow row also determines closing of the throttle, but it will be used when the vehicle is in motion (so
vehicle speed signal is not zero) and the clutch is not pressed (so a gear is probably engaged). A slower
throttle plate closing should be used in such circumstances, otherwise the car will feel jerky.
Open row will be used to determine the opening speed of the throttle plate. As the throttle opens up (its
position is getting bigger) use smaller, slower values, this way the throttle plate will be able to stop at its
end position more easily.

Do not set the movement speed and the duty cycle (especially near the end
positions) to maximum, because the throttle body can damage itself! While
closing, the force of the spring (in the throttle body) adds to the force of
the electronic motor! If the specified movement (closing) speed is not
limited, the throttle plate can slap to the zero position so violently, that it
may even break the plastic gears inside and cause the throttle body to get
stuck in that position!

If the difference between the specified and actual throttle positions is

larger than 20% for more than half a second (due to a mechanical failure
or faulty settings of the PID controller), the ECU will disable the fuel
injection and ignition to prevent unintended acceleration of the vehicle!

Throttle plate moving too fast can cause fuel mixture issues (introducing
too much fresh air into the engine in a short time), therefore always do
verify fueling after setting/increasing throttle plate movement speed!

High precision mode

Enable high precision mode: If enabled, high precision mode will take the control over on the throttle
motor from the PID controller (below a specified throttle position).

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TPS threshold: High precision mode will be active below this throttle position, in all other cases the
PID controller will operate the throttle motor. High precision mode is available when the engine revs or
when "Always armed" option is enabled!

Deadband: Maximum allowed difference between the specified and actual throttle positions in high
precision mode (in both negative and positive directions).

Low force threshold: The throttle motor will be driven with a lower force (less duty cycle) when the
difference between the specified and actual throttle positions are lower than this value.

Negative movement rate: Number of pulses sent to the throttle motor if the throttle position is about to
be decreased. The frequency of (distance in time between) the pulses will be equal to the "Control freq."
parameter. If the throttle has already reached its specified position (after the specified number of pulses
sent), then the ECU will only use a duty cycle which is enough to keep the actual position only.

Positive movement rate: Number of pulses sent to the throttle motor if the throttle position is about to
be increased. The frequency of (distance in time between) the pulses will be equal to the "Control freq."
parameter. If the throttle has already reached its specified position (after the specified number of pulses
sent), then the ECU will only use a duty cycle which is enough to keep the actual position only.

Negative low force: Reduced force to move the throttle body into the negative (closing) direction, which
will be a percentage of the full force (set here). Low (reduced) force will be used if the difference
between the specified and actual throttle position is already small (less than "Low force threshold").

Positive low force: Reduced force to move the throttle body into the positive (opening) direction, which
will be a percentage of the full force (set here). Low (reduced) force will be used if the difference
between the specified and actual throttle position is already small (less than "Low force threshold").

Default duty cycle for keeping position vs TPS: The duty cycle for the throttle motor to keep its actual
position (in function of its position). This force is required to counter act the spring in the throttle body
which tries to close it. The X axis represents the position of the throttle plate. The throttle plate is at
around 6-7% when the throttle motor is not energized, so that is its default position. Above this default
position positive, below negative values have to be used to prevent the spring to move the throttle plate.
These settings may be different for each throttle body (even with the same size), therefore the ECU will
test the throttle body and determine these values during the basic settings procedure! This map will only
be used until the basic settings are performed!

Negative adaptation: This parameter is used during the basic settings procedure. The ECU will test how
much force (duty cycle) is needed for the throttle motor to get the throttle plate to move in negative
(closing) direction from its default position. The determined duty cycle value will be modified with the
percentage specified here and used as the duty cycle for keeping position. For example: if -20% duty
cycle was needed to get the throttle plate to move from its default 6-7% into negative (more closed)
direction, then to keep position -13.2% (66% of the -20%) is adequate.

Positive adaptation: This parameter is used during the basic settings procedure. The ECU will test how
much force (duty cycle) is needed for the throttle motor to get the throttle plate to move in positive
(opening) direction from its default position. The determined duty cycle value will be modified with the
percentage specified here and used as the duty cycle for keeping position. For example: if 25% duty
cycle was needed to get the throttle plate to move from its default 6-7% into positive (more opened)
direction, then to keep position 16.5% (66% of the 25%) is adequate.

Duty cycle for movement vs TPS: Duty cycle used for the throttle motor to move the throttle plate.
Note, that the higher the throttle position the higher force (duty cycle) is needed to move the throttle plate
as the spring inside the throttle body pulls the throttle plate to its default (6-7%) position! Negative row
is used for negative (closing) direction, positive row is used for positive (opening) direction. These
values are not affected by the basic settings procedure, ECU will use these values to move the throttle

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plate!

THROTTLE CHARACTERISTICS
Specified throttle position

Specified throttle position depending on the throttle pedal position.

Type:
2D map: Plain 2D mapping of throttle position in function of the throttle pedal position.
3D map (RPM dependent): Specified throttle position will depend on the throttle pedal position and
actual RPM.
3D map (VSS dependent): Specified throttle position will depend on the throttle pedal position and
vehicle speed signal.
3D map (VSSR dependent): Specified throttle position will depend on the throttle pedal position and
vehicle speed signal measured at the rear axle.

Show:
Normal mode: shows and edits the throttle characteristics for normal mode.
Race mode: shows and edits the throttle characteristics for race mode.

Maximum specified throttle position for overrun (%) vs RPM

Maximum specified throttle position in function of the RPM for those cases when the throttle pedal is not
applied (TPP = 0%). The ECU will limit the throttle position to these values (even if there is a higher
value specified for idle or idle regulation wants a higher value). The lower the specified values are the
stronger the engine drag will be, also the jerkier the vehicle gets when letting of throttle. As the RPM
falls, the throttle position limit has to be increased, otherwise the engine will stall and/or the car will be
too weak around idle RPMs! Norm. row will be used during normal mode, A/C row while the
compressor for the air conditioner works and Race row is used for race mode.

Apply above (ECT): The specified throttle limits will only be applied above the engine coolant
temperature specified here.

Auto expo

Auto expo helps to fill in the specified throttle position map by generating exponential curves with
different slopes. The slope of the curve can be altered with the vertical slider. The generated curve will
be filled into a single row of the main map, to the row in the cursor is actually standing.

Enable: Enables the auto expo values to be written into the main map while dragging the vertical slider.

Offset: Minimum (TPS) value for the generated curve.

THROTTLE MODIFIERS
Specified throttle position limit (gear number vs RPM)

Limit for the specified throttle position (for each gear) in function of the RPM.

Throttle blip

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Increases throttle movement speed and specified throttle position to enhance the throttle response in
between gear changes. Throttle blip activates only when the clutch is pressed (or the vehicle speed signal
is zero) and the throttle pedal (TPP) transient reaches a certain threshold.

TPP transient threshold: TPP transient threshold to activate the throttle blip feature.

TPS movement speed gain: Magnitude of the movement speed of the throttle plate. 100% means the
original movement speed, 200% will double the movement speed.

Specified TPS gain: Magnitude of the specified throttle position. 100% means the original, unaltered
throttle position, 200% will double the specified throttle position.

Revert throttle sensitivity after: Duration after the throttle blip feature is automatically disabled and
throttle sensitivity/response is reverted to default.

Status: Displays whether the throttle blip function is active or not.

Specified throttle position limit [%] vs vehicle speed signal [km/h]

Limit for the specified throttle position in function of the vehicle speed signal (VSS). This map will not
be used if car is launched using launch control, or if the VSS signal is invalid!

Specified TPS movement speed limit

Limits the movement speed of the throttle plate depending on RPM and TPP transient. Practically this
will make the throttle plate to move slower when the throttle pedal is applied gently or faster when the
pedal is pushed hard.

Do not use if clutch pressed: The movement speed limit will not be used if the clutch is pressed (not in
gear or gear shift in progress).

Do not use if VSS is zero: The movement speed limit will not be used if vehicle does not move.

Use below TPS: The movement speed will be limited below the specified TPS only.

Overboost throttle limit

Limits the specified throttle position immediately when the manifold absolute pressure reaches the
activation threshold. The limit will be applied until the driver releases the throttle pedal. A fault code
regarding to the overboost will be stored.

Activate above (MAP): Manifold absolute pressure threshold.

Limit specified TPS to: Value of the maximum specified throttle until driver releases the throttle pedal.

Status: Displays whether overboost throttle limit is active or not.

TRANSIENT CORRECTION
This correction can be used to increase (or decrease) the currently specified throttle position depending
on how fast we apply throttle (if we slowly accelerate or suddenly floor the pedal).

Correction

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Status:
Disabled: no transient correction on specified throttle position.
Enabled: transient correction is enabled on specified throttle position.

Map:
Normal mode: shows and edits the transient correction for normal mode.
Race mode: shows and edits the transient correction for race mode.

Transient correction of specified throttle position (RPM vs transient)

Correction of the specified throttle position which depends on the engine RPM and the transient (change
rate) of the throttle pedal. The values are represented in percentage, 20% will make the specified throttle
position increased by 20%.

Throttle pedal position correction

The correction of the transient correction (read from the map above) in function of the throttle pedal
position. Since the detection of the transients are insensitive to the actual position of the variable in
subject (only the rate of the change is determined) a correction of the transient correction can be used
depending on the actual throttle pedal position. The positive row will be used on positive values of the
transient correction map, negative row will be used on negative values of the transient correction map.

Transient detection

To determine the transient, ECU is using the throttle pedal position as base variable.

Decay: The coefficient of the high-pass filter used to determine the transient. The smaller the value, the
more sensitive the transient detection will be, the greater the value, the less sensitive the detection will
be.

Gain: The gain of the high-pass filter used to determine the transient. The greater the value, the higher
the peak of the transient will be, but its decay will also get faster!

Threshold: The minimum usable value of the detected transient (after amplification). If the value of the
transient is less than this threshold (in negative and in positive directions) then its output value will be set
to zero (values less than this threshold will not be used). If the value of the transient is more than this
threshold (in negative and in positive directions) then this threshold value will be subtracted from the
transient (so the transient will not start from this threshold value, but from zero).

Minimum/maximum value: The minimum and maximum limits for the transient. The higher these
limits are, the bigger changes and/or more time is needed for the transient to flip/turn direction (f.eg to
full throttle from overrun).

OVERVIEW
Shows the final ignition advance timing and all of its correction factors.

SETUP
Ignition related basic settings of the ECU.

Outputs mapping

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Assigning ECU's ignition output channels (previously selected in Basic settings->Outputs) to particular
cylinders. An ignition channel may have several cylinders assigned to it, this way wasted spark
configurations can be realized. Check the appropriate box (output channel) for each cylinder to select
which output channel should be used for it.

Polarity: The polarity for the ignition output stages has to be set here. Using High charge/low fire
setting, the ECU will set its ignition output channel to high (max. +5V/20mA) to make the ignition
power stage to charge the coil, and set it low (0V/45mA) to fire. The High fire/low charge setting is the
opposite of this.

Corrections

Enabling different corrections for the final ignition advance timing. A map or function can be enabled by
checking the appropriate box in the "enable" column. Enabled correction maps and functions will be
displayed in and can be accessed from the side menu.

If the check box in the "validate" column is checked for a particular correction map/sensor, it will be
used only if the value of that sensor is valid.

The values in the column for "Min. load/MAP/TPS" (depends on what was chosen in Basic settings-
>ECU setup as ignition Y axis) will determine the minimum load/MAP/TPS threshold to activate the
correction map or function. The ECU uses a built-in hysteresis to deactivate a previously activated
correction here, the load has to fall off 10% (MAP 10kPa, TPS 10%) below the activation threshold to
get the correction deactivated!

If Aux #1 and/or Aux #2 options are enabled, the given correction will be active only if the
corresponding switch (Aux #1 and/or Aux #2) is active, too.

Static corrections

Cylinder selective ignition advance timing corrections, which will be applied in every state of the engine.

DWELL
Dwell time (ms) (RPM vs battery voltage)

Charging time of the ignition coils in the function of the RPM and battery voltage. The charging time is
represented in milliseconds. The lower the battery voltage, the longer it takes for the coils to charge.

It is suggested to use longer charge (dwell) times at lower RPMs, because the
crankshaft rotation is usually more uneven and irregular (due to less momentum of
the crank) at low RPM-s, therefore ECU has hard time to calculate (estimate) the
exact crankshaft position for the coil charge start. Since ignition events are rare at
low RPMs, ignition coils will not overheat due to longer charge times, but still the
coils will have full charge in them even with increased inaccuracy in coil charge
start timing.

Load compensation (%) for dwell time (RPM vs load/MAP/TPS)

Correction of the dwell time for the coils in the function of the RPM and load (or MAP or TPS). In the
case the engine load is increased (f.eg due to higher boost pressure) the coils can be charged for longer
time before a spark is fired.

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If the coils overheat due to high dwell time and/or high RPM (too much
ignition event per minute) then the spark will get weaker!

Map

Selects the shown and edited map (dwell time or load compensation).

Dwell angle

Maximum: Maximum duration (for charging) of a single ignition channel represented in crankshaft
rotation angle.

IGNITION ADVANCE
Base ignition advance timing in function of the RPM and load (or MAP or TPS). The values of this map
may be corrected by different factors (knock retard and/or adaptation, correction maps and functions
enabled on the ignition setup screen). Ignition advance for idle can be found on the "Startup & Idle->Idle
settings" screen!

KNOCK RETARD
Settings for using the already processed signals of the knock sensors.
Click here for more info about processing the signals of knock sensors.

Settings

Apply retard on ignition advance: If enabled, ignition advance timing will be reduced (retarded) in the
case of knocking is presumed.

Active above (ECT): Ignition advance timing will be retarded above the specified engine coolant
temperature.

Active above (RPM): Ignition advance timing will be retarded above the specified engine RPM.

Active above (transient): Ignition advance timing will be retarded above the specified ignition transient
value.

Active above (load/MAP/TPS): Ignition advance timing will be retarded above the specified
load/MAP/TPS value.

Knock window: The starting and ending positions of the crankshaft (related to the top dead center,
beginning of the expansion stroke) in between the high amplitude peaks in the filtered signal will be
considered as knock events.

Retard hold time: The hold (sustain) time of a new knock retard value, before the ECU would begin to
decay it.

Recovery rate: The decay time of the knock retard (per second).

Maximum retard: Maximum allowed knock retard value. If the knock retard reaches this value in any

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of the cylinders, the ECU will store a fault!

Counter threshold: The knock counters (which can be found in between the live data) will only count
the knock events louder than this amplitude value.

Detection delay: Knock detection will delay with this duration after releasing the clutch pedal (shifting
gears) or deactivating launch control/anti lag (there is no knock detection during launch control and anti
lag)! This way, false knock events can be filtered out which may be induced by the noise from the clutch
and/or transmission.

Knock adaptation: Enables knock adaptation (see: knock adaptation).

Cylinder selective settings and current retards

#1..6 Sensor: Sets which sensor is used for knock detection of the particular cylinder.

The value next to the sensor number sets the amplitude correction for the cylinder. By using negative
values a cylinder can be made less sensitive to knock detection (as this decreases the amplitude of the
detected knock event).

The horizontal bars next to the numbers display the current value of the knock retard (for each cylinder).

Knock retard (RPM vs knock amplitude)

3D map which determines the amount of the knock retard (ignition advance timing correction) in
function of the RPM and the amplitude of the detected knock event.

Knock amplitude

Displays the amplitude of the last knock event.

Knock counters

They display the number of detected knock events for each cylinder since the last fault code erase. These
counters will not reset when the engine is stopped or the battery is disconnected, you have to reset the
fault codes to clear the knock counters!

KNOCK ADAPTATION
Settings regarding to the long term usage of the data collected by the knock sensors. If there were
knocking detected on multiple cylinders at the same time (so engine was possibly knocking for real),
then the average retard of the knocking cylinders can be stored in a 3D map in memory of the the ECU
(in function of the RPM and load/MAP/TPS). When the engine will be operating at similar RPMs and
loads again, the ECU will be able to use the previously learned knock adaptation data and will use less
ignition advance to prevent knocking, until the "unfavorable" conditions cease (f.eg the low quality fuel
runs out, hot weather cools down, etc...).

Activation

Mode:
Learn only: ECU will store average knock retard values, without using them.
Learn and adapt: ECU will store and use average knock retard values.

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ECT threshold: Knock adaptation data will be stored only above the specified engine coolant
temperature. The learned data will be used when knock retard is active (it is not related to this setting)!

Minimum knocking cyls.: At least the specified number of cylinders need to have a knock retard for the
adaptation value (average of the retards) to get stored.

Minimum retard value: The value of the knock retards (in the knocking cylinders) need to be more than
this value for the adaptation value to get stored.

Attack: The attack of the knock adaptation (ignition advance timing correction) value which is read from
the 3D map in function of the RPM and load/MAP/TPS. The attack parameter is practically a coefficient
of a low pass filter which is used when the read knock adaptation data is increasing. If the value of the
attack is 1.0000 and the engine reaches a cell which has a nonzero value in it, then that value will be
immediately used (ECU will immediately retard advance timing by that value) which could result in
sudden, disturbingly noticeable performance decrease. If the value of the attack is lower (0.1000 for
example) then the knock adaptation will gain its value slower (it will not suddenly jump to its
stored/learned value), this will result in a smoother, less noticeable performance decrease.

Decay: The decay of the knock adaptation (ignition advance timing correction) value which is read from
the 3D map in function of the RPM and load/MAP/TPS. The decay parameter is practically a coefficient
of a low pass filter which is used when the read knock adaptation data is decreasing. If the value of the
decay is 1.0000 and the engine reaches a cell which has a zero value in it, then the knock retard
adaptation would immediately go to zero, too. This may not be ideal, 1: the engine may be in need of
additional knock retards in neighbouring cells, 2: could be felt in the engine performance. The decay
should always be slower/longer than the attack!

Adaptation map data

Maximum adaptation value: Maximum allowed knock adaptation. If the actual knock adaptation
reaches this value the ECU will issue a fault code!

The knock adaptation is applied on all cylinders and acts together with the
cylinder selective knock retards! If, for example the maximum value of the
individual knock retards is 12 degrees and the knock adaptation may also
reach 12 degrees, that means 24 degrees overall in the worst case
scenario!

Neighboring cells amount: If the engine reaches a cell with a zero value, but a neighboring cell already
has a higher value, then the ECU will use the value of that cell corrected with the value specified here.
Example: if the actual cell has 0.0 in it, but above (or below or next to it) there is 3.0, then instead of
using 0.0, the 33% of 3.0 will be used.

Recovery rate (per ECU start): The ECU will subtract this value from every cell of the adaptation map
at every "fresh" ECU start, to decay/forget the adapted knock retard values. Fresh ECU start happens
after the ECU is powered on for the first time after it has gone to "sleep". ECU goes to sleep by default
after one minute with ignition turned off (and no laptop/tablet connected)!

Minimum adaptation (after recovery): If a particular cell in the adaptation map had higher adaptation
value than zero and the ECU subtracted the recovery rate to decay its value, the value specified here has
to be the remainder! This way, it can be seen which cells were filled by a nonzero vale of the knock
adaptation, even after recovery.

Reset (button): Clears the knock adaptation map. The map will not clear after turning off ignition or by
disconnecting the battery.

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Gear settings

Learn: Learning knock adaptation will be available only in the checked (enabled) gears. We encountered
adaptation of false knock events in lower gears induced by spinning wheels (increased powertrain noise).

Adapt.: Applying knock adaptation will be available only in the checked (enabled) gears.

Current value

Displays the current value of knock adaptation. Knock adaptation is applied on all cylinders at the same
time!

Knock retard adaptation (RPM vs load/MAP/TPS)

Displays the learned knock adaptation values. These values are the average of the knock retards in the
specified number of cylinders. Learning will take place only if its conditions are met (engine coolant
temperature reached, at least the specified number of cylinders do knock, the amplitude of knocking is
high enough, ...). The contents of this map cannot be edited, though the values of its axes can be
customized.

TRANSIENT
Ignition correction to use for sudden changes (transients) of load.

Correction of advance (RPM vs transient)

Ignition advance timing correction in function of RPM and detected transient. Positive transient values
mean increasing load, negative transient values mean decreasing load.

Transient detection

Base: The base parameter to use for transient detection; Load, MAP (manifold absoulte pressure), TPS
(throttle position sensor) or TPP (throttle pedal position).

Decay: The coefficient of the high-pass filter used to determine the transient. The smaller the value, the
more sensitive the transient detection will be, the greater the value, the less sensitive the detection will
be.

Gain: The gain of the high-pass filter used to determine the transient. The greater the value, the higher
the peak of the transient will be, but its decay will also get faster!

Threshold: The minimum usable value of the detected transient (after amplification). If the value of the
transient is less than this threshold (in negative and in positive directions) then its output value will be set
to zero (values less than this threshold will not be used). If the value of the transient is more than this
threshold (in negative and in positive directions) then this threshold value will be subtracted from the
transient (so the transient will not start from this threshold value, but from zero).

Minimum/maximum value: The minimum and maximum limits for the transient. The higher these
limits are, the bigger changes and/or more time is needed for the transient to flip/turn direction (f.eg to
full throttle from overrun).

Correction

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Displays the current correction of ignition advance (for transients in load).

CORRECTION (RPM)
Hidden correction for ignition advance (RPM vs correction)

Ignition advance timing correction in function of the RPM (for use to fine tune ignition advance). This
correction is hidden, so it is not shown in any of the live data variables.

CORRECTION (CYLINDER SELECTIVE)

Cylinder selective advance correction (RPM vs Cylinder)

Cylinder selective advance timing correction in function of the RPM. The minimum value of load (or
MAP or TPS) which will activate this map can be set on the Ignition->Setup screen.

CORRECTION (IAT)
Correction of advance (RPM vs intake air temperature)

Correction of ignition advance timing in function of the RPM and intake air temperature. The minimum
value of load (or MAP or TPS) which will activate this map can be set on the Ignition->Setup screen.

CORRECTION (ECT)
Correction of advance (RPM vs engine coolant temperature)

Correction of ignition advance timing in function of the RPM and engine coolant temperature. The
minimum value of load (or MAP or TPS) which will activate this map can be set on the Ignition->Setup
screen.

CORRECTION (EGT)
Correction of advance (RPM vs exhaust gas temperature)

Correction of ignition advance timing in function of the RPM and exhaust gas temperature. The
minimum value of load (or MAP or TPS) which will activate this map can be set on the Ignition->Setup
screen.

CORRECTION (LAMBDA)
Correction of advance (RPM vs lambda)

Correction of ignition advance timing in function of the RPM and lambda. The minimum value of load
(or MAP or TPS) which will activate this map can be set on the Ignition->Setup screen.

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CORRECTION (HALL 1 / 2 phase)

Correction of advance (RPM vs Hall 1 / 2 phase)

Correction of ignition advance timing in function of the RPM and Hall (camshaft) 1 or 2 phase. The
minimum value of load (or MAP or TPS) which will activate this map can be set on the Ignition->Setup
screen.

Affected cylinders

Specify (enable) which cylinder should be affected by the correction. This depends on which camshaft
(hall signal) is responsible for timing a particular cylinder.

CORRECTION (GEAR)
Correction of advance (RPM vs gear)

Correction of ignition advance timing in function of the RPM and gear number. The minimum value of
load (or MAP or TPS) which will activate this map can be set on the Ignition->Setup screen.

CORRECTION (MAP)
Correction of advance (RPM vs Manifold absolute pressure)

Correction of ignition advance timing in function of the RPM and Manifold absolute pressure. The
minimum value of load (or MAP or TPS) which will activate this map can be set on the Ignition->Setup
screen.

OVERVIEW
Displays different sensors and variables regarding to fuel injection.

SETUP
Basic settings of the ECU regarding to fuel injection. Mapping output ports of the injectors can be done
on the Basic settings->Outputs screen.

Injector size (cc/min)

Primary stage: The size (flow capacity) of the primer injector stage in cubic centimeters per minute.

Secondary stage: The size (flow capacity) of the secondary injector stage in cubic centimeters per
minute. The secondary injector stage will only be used if 8 injection output channels are enabled on the
Basic settings->ECU setup screen and staged injection is enabled!

Injector compensations

Compensation factors for individual injection outputs. The pulse width of the injection times will be

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multiplied by this value, dead times will not be altered!

Corrections/modifiers/regulators

Enabling different corrections/modifiers for fuel injection. A map or function can be enabled by checking
the appropriate box in the "enable" column. Enabled correction maps and functions will be displayed in
and can be accessed from the side menu.

If the check box in the "validate" column is checked for a particular correction map/sensor, it will be
used only if the value of that sensor is valid.

The values in the column for "Min. load/MAP/TPS" (depends on what was chosen in Basic settings-
>ECU setup as fuel injection Y axis) will determine the minimum load/MAP/TPS threshold to activate
the correction map or function. The ECU uses a built-in hysteresis to deactivate a previously activated
correction here, the load has to fall off 10% (MAP 10kPa, TPS 10%) below the activation threshold to
make the correction deactivated!

If Aux #1 and/or Aux #2 options are enabled, the given correction/modifier will be active only if the
corresponding switch (Aux #1 and/or Aux #2) is active, too.

Minimum calculated injection duration

The minimum calculated injection duration for both stages. Calculated injection duration is not equal to
the final injection pulse width, as injection duration does not contain the compensation for dead times.
Specify a minimum injection duration, only if your injectors cannot cope with too low pulse widths.

Lambda #2 (bank #2) settings

If an additional and external wideband lambda driver or lambda signal is connected to the ECU (either
via analog input or CAN bus), you can define which cylinders will use the second lambda for short term
fuel trim #2.

Cylinders controlled: Set/check the cylinders which use the lambda #2 signal for fuel trim (evidently,
all other cylinders will use the lambda #1 signal). If you do not set any cylinders for lambda #2, then the
default built-in lambda will regulate all cylinders.

Long term fuel trim: Although there will be two individual short term fuel trims for the different
cylinder banks, still one long term fuel trim will be present for the engine. Select the operation of the
long term fuel trim here.

Low pulse width offset for primary stage (calculated injection duration [ms] vs offset [ms]) settings

Additive offset (in milliseconds) for injection pulse width of the primary stage (in function of the
calculated injection duration) to compensate for the non linearity of the injectors in the low injection
pulse width range. The very last position of this table has to contain zero value (zero offset).

Overboost protection

Fuel injection will be shut down to prevent damage to the engine if the boost would uncontrollably reach
dangerous levels.

Injection cut in all cylinders above (MAP): Fuel injection will be shut down in all cylinders as
manifold absolute pressure (MAP) reaches this threshold.

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Restore injection below (MAP): Fuel injection will be restored/resumed when manifold absolute
pressure (MAP) falls below this threshold.

STAGED INJECTION
If the amount of fuel (about to be injected into the engine) is so much, that it could not be injected
completely between two expansion strokes and higher flowing injectors are not an option, there is the
possibility to use two (different sized) injector banks (up to max 4 cylinders). In this case the calculated
overall fuel flow can be divided between the two injector banks (stages), the ECU will calculate the pulse
widths for the two injector stages separately.

Other use of the staged injection can be to inject additional fuels/fluids into the engine (for example a
mixture of water and methanol). The injection pulse widths of the secondary stage can be predefined in a
3D map in this case.

Settings

Staged injection:
Disabled: there is no staged injection, only the primary injector bank will inject fuel into the engine.
Automatic: staged injection is enabled, both the primary and secondary injector stages will be active. The
injector opening times (for both stages) will be automatically calculated according to the settings on this
screen.
Predefined: staged injection is enabled, both the primary and secondary injector stages will be active.
The injector opening times for the primary stage will be automatically calculated (as with no staged
injection), the injector opening times for the secondary stage have to be pre-defined in a 16x16 3D map
(Pulse width (secondary)).

Secondary stage starts: Threshold of minimuim fuel flow (in grams / sec) needed for the secondary
stage to start injecting fuel.

Secondary stage min. flow: Minimum fuel flow (in grams / sec) of the secondary stage to inject fuel.
This can be used to prevent too short injection pulses which may not be supported by the secondary
injectors.

Pri. & sec. equal duty point: Fuel flow (in grams / sec) where the two injector stages should reach equal
duty cycles.

Apply fuel trims on secondary stage: If enabled, short term and long term multiplicative fuel trims will
be applied on the secondary stage, too (LTFT ADD will not be used).

Apply injection corrections on secondary stage: If enabled, all injection correction maps will be used
on the secondary stage, too

Apply DFCO on sec. stage: If enabled, the deceleration fuel cut off will be used on the secondary stage,
too.

Total fuel flow (g/s) vs primary stage (blue) & secondary stage (red) fuel flow (g/s)

Graphical representation of the projected usage and fuel flow distribution between the primary and
secondary injection stages (taking injector sizes into consideration, too). Blue line shows the primary, red
line shows the fuel flow for the secondary stage.

The total injected amount of fuel (horizontal axis in grams / sec) will be equal to the sum of fuel flow of
the primary and secondary stages (vertical axis in grams / sec). Actual injection pusle widths (injector on
times) will be calcualted using the fuel flows and injector dead times for both stages.

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DEAD TIME
Injectors opening time (Vbat vs duration in milliseconds)

The duration needed for the injectors to open fully in function of the battery voltage.

This value (duration) is added to the automatically calculated (or predefined) injection pulse width to be
used as final pulse width for each injector.

TIMING
Injection timing compression BTDC (RPM vs load/MAP/TPS)

3D map which defines the endpoint (or center or startpoint) of the fuel injection in function of the RPM
and load/MAP/TPS. The values stored here are in crankshaft rotation degree and are referenced to
"Before Top Dead Center" of the compression stroke. For example 360 (degree) means that the injection
event will end 1 complete revolution (360 deg) before the top dead center of the compression stroke (if
we define the end of injection).

Define

Defines the reference point of the injection timing map.

Hall 1 / 2 modifiers

Enables the injection timing adjustment (with the Hall 1 or 2 sensor position) on the checked cylinders.
The injection timing on the enabled cylinders will be corrected according to the camshaft position, so if
the camshaft is advanced (using Variable Valve Timing) the injection timing will also be advanced with
the same amount.

Injection start (BTDC)

The startpoint of the injection events. If the reference point is defined as the injection endpoint, this value
will be calculated so the end of injections will happen at the projected endpoint.

PULSE WIDTH (SECONDARY)

Injection pulse width (secondary) (RPM vs load/MAP/TPS)

Used to determine the pulse widths for the seconrady injectors in the case staged injection is used and
predefined mode (for the secondary bank) is selected.

NOTE: the injector dead times will be added to these values! Application of fuel trims, additional
corrections and DFCO can also be used on the secondary injector bank, these can be enabled on the
Staged Injection screen.

TARGET LAMBDA
Target lambda (RPM vs load/MAP/TPS)

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The theoretically ideal lambda value to target for calculating the fuel flow and injection pulse widths, in
function of the RPM and load/MAP/TPS. The final value of the target lambda may change due to other
modifiers enabled on the Injection->Setup screen (f.eg target lambda modifier for Warmup, Engine
Coolant Temperature, or Exhaust Gas Temperature, etc...)

WARMUP LAMBDA
Warmup lambda (engine coolant temperature vs load/MAP/TPS)

Modifies the target lambda in function of the engine coolant temperature and load/MAP/TPS. If the
defined target lambda is higher than this value then it will be overridden by the Warmup lambda (the
lower value will be used)!

TRANSIENT LAMBDA
Modifier of the target lambda for transients in engine load (f.eg acceleration at increasing loads).

Modifier for target lambda (RPM vs transient)

Modifies the target lambda in function of the RPM and magnitude of transients. If the defined target
lambda is higher than this value then it will be overridden (the lower value will be used)!

Transient detection

Base: The base parameter to use for transient detection; Load, MAP (manifold absoulte pressure), TPS
(throttle position sensor) or TPP (throttle pedal position).

Decay: The coefficient of the high-pass filter used to determine the transient. The smaller the value, the
more sensitive the transient detection will be, the greater the value, the less sensitive the detection will
be.

Gain: The gain of the high-pass filter used to determine the transient. The greater the value, the higher
the peak of the transient will be, but its decay will also get faster!

Threshold: The minimum usable value of the detected transient (after amplification). If the value of the
transient is less than this threshold (in negative and in positive directions) then its output value will be set
to zero (values less than this threshold will not be used). If the value of the transient is more than this
threshold (in negative and in positive directions) then this threshold value will be subtracted from the
transient (so the transient will not start from this threshold value, but from zero).

Minimum/maximum value: The minimum and maximum limits for the transient. The higher these
limits are, the bigger changes and/or more time is needed for the transient to flip/turn direction (f.eg to
full throttle from overrun).

Modifier

Shows the actual value of the target lambda modifier for transients. If the defined target lambda is higher
than this value then it will be overridden (the lower value will be used)!

WALL WETTING

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The wall wetting function is used to enrich the fuel mixture until engine reaches operating temperature.
When atomized fuel reaches and touches cold parts of the engine (intake manifold, intake valves, ...) it
condensates into liquid droplets and can not mix with oxygen propely and will not do any worthwile
work. To compensate for this "lost" condensated fuel, additional enrichment is needed to keep the engine
working (mainly until warmed up completely). Values here are in percentages, positive values mean
enrichment, negative values will result in enleanment.

Wall wetting (RPM vs transient)

The amount of enrichment wetting the walls of the intake manifold and internal parts of the engine in
function of the RPM and transient.

Transient detection

Base: The base parameter to use for transient detection; Load, MAP (manifold absoulte pressure), TPS
(throttle position sensor) or TPP (throttle pedal position).

Decay: The coefficient of the high-pass filter used to determine the transient. The smaller the value, the
more sensitive the transient detection will be, the greater the value, the less sensitive the detection will
be.

Gain: The gain of the high-pass filter used to determine the transient. The greater the value, the higher
the peak of the transient will be, but its decay will also get faster!

Threshold: The minimum usable value of the detected transient (after amplification). If the value of the
transient is less than this threshold (in negative and in positive directions) then its output value will be set
to zero (values less than this threshold will not be used). If the value of the transient is more than this
threshold (in negative and in positive directions) then this threshold value will be subtracted from the
transient (so the transient will not start from this threshold value, but from zero).

Minimum/maximum value: The minimum and maximum limits for the transient. The higher these
limits are, the bigger changes and/or more time is needed for the transient to flip/turn direction (f.eg to
full throttle from overrun).

Engine coolant temperature correction

The correction factor of the actual wall wetting (stored in the above table). The first row "+", will be used
on positive values of the main table (enrichment), the second row "-" will be used on the negative values
of the main table (enleanment). Using this engine coolant temperature correction, you can use
stronger/higher enrichment values on colder engine and fade out wall wetting completely on warmed up
engine. The correction values here are in percentages! For example if the enrichment readed out of the
main wall wetting table is 20%, and the ECT correction "+" row has 100% at the given engine coolant
temperature value, then the final enrichment value will be 40%.

Correction

Actual correction of the injection duration (for wall wetting).

LAMBDA MODIFIER (IAT)

Modifier for target lambda (RPM vs intake air temperature)

Modifies the target lambda in function of the RPM and intake air temperature. If the defined target

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lambda is higher than this value then it will be overridden (the lower value will be used)! Activation of
this modifier can be enabled/configured on the Injection->Setup screen.

LAMBDA MODIFIER (ECT)

Modifier for target lambda (RPM vs engine coolant temperature)

Modifies the target lambda in function of the RPM and engine coolant temperature. If the defined target
lambda is higher than this value then it will be overridden (the lower value will be used)! Activation of
this modifier can be enabled/configured on the Injection->Setup screen.

LAMBDA MODIFIER (EGT)

Modifier for target lambda (RPM vs exhaust gas temperature)

Modifies the target lambda in function of the RPM and exhaust gas temperature. If the defined target
lambda is higher than this value then it will be overridden (the lower value will be used)! Activation of
this modifier can be enabled/configured on the Injection->Setup screen.

CYLINDER SELECTIVE EGT ENRICHMENT

This function can be used to add fuel individually to each cylinder depending on the exhaust gas
temperature of the cylinders. The value of the enrichment (Enrich #1-6) will get increased until the
desired temperature is reached OR until the enrichment limit is reached. If the temperature goes below
the setpoint the enrichment is taken away (works similarly to a PID controller, without P and D parts).
Obviously, you will need to measure the EGT for each cylinder (or at least cylinder banks) separately.

Exhaust gas temperature for each cylinder

You have to assign Exhaust Gas Temperature sensors to each cylinder. The same sensor can be assigned
to several cylinders at the same time if needed.

Enrichment for each cylinder

Enrich #1..6: Actual enrichment for each cylinder. Enrichment value can only go in positive direction!

Target EGT: Ideal highest exhaust gas temperature to try to maintain. If the acutal exhaust gas
temperature is higher than this value, the enrichment (for the cylinder) will increase.

Max. enrich.: Maximum allowed enrichment (values above 10% are not recommended).

Integral: The speed of the increase (or decrease if needed) of the enrichment. The enrichment value of
the cylinder selective EGT enrichment is basically the output of a PID controller (one for each cyl.), but
with the P and D gains set to zero. The this is the gain for the integral part.

CORRECTION (CYLINDER SELECTIVE)

Cylinder selective injection correction (RPM vs cylinder)

Correction (in percentage) of the calculated injection pulse widths for each cyinder in function of the

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RPM. Dead times are not affected by this map. Activation of this correction function can be
enabled/configured on the Injection->Setup screen.

CORRECTION (MAP)
Correction of injection pulse width (RPM vs mainfold absolute pressure)

Correction (in percentage) of the calculated injection pulse widths in function of the RPM and manifold
absolute pressure. Dead times are not affected by this map. Activation of this correction function can be
enabled/configured on the Injection->Setup screen.

CORRECTION (FUT)
Correction of injection pulse width (RPM vs fuel temperature)

Correction (in percentage) of the calculated injection pulse widths in function of the RPM and fuel
temperature. Dead times are not affected by this map. Activation of this correction function can be
enabled/configured on the Injection->Setup screen.

CORRECTION (FRP)
Correction of injection pulse width (fuel rail pressure vs correction)

Correction (in percentage) of the calculated injection pulse widths in function of the fuel rail pressure.
Dead times are not affected by this map. Activation of this correction function can be enabled/configured
on the Injection->Setup screen.

CORRECTION (AIR FLOW)

Correction of injection air flow (air flow vs correction)

Correction (in percentage) of the calculated injection pulse widths in function of the air flow. The air
flow (X axis) is represented in grams / sec. Dead times are not affected by this map. Activation of this
correction function can be enabled/configured on the Injection->Setup screen.

CORRECTION (MANIFOLD TEMP.)

Correction of injection amount at idle (intake air temperature vs correction)

Correction (in percentage) of the calculated injection pulse widths in function of the intake air
temperature, only at idle! This correction is not active on part or full throttle! Dead times are not affected
by this map. Activation of this correction function can be enabled/configured on the Injection->Setup
screen.

This funcion may be useful to compansate heat soaked intake manifold (when engine idles for prolonged
times). If the intake air temperature sensor is mounted in/into the manifold and when the manifold itself
is hot, the sensor may measure higher temperatures than the real intake air temperature (base of the
sensor also will get hot). This situation will result in less injected fuel (ECU will calculate less fuel
needed, due to hotter air having less oxygen content) making the STFT (short term fuel trim) going high.

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This map can be used to compensate for the false measurements of the intake air temperature sensor in
this case.

CORRECTION (USER DEFINED)

Correction of injection pulse width (... vs ...)

Correction (in percentage) of the calculated injection pulse widths in function of selectable variables for
each axis. Dead times are not affected by this map. Activation of this correction function can be
enabled/configured on the Injection->Setup screen.

X axis / Y axis: Define the variables to be used for X and Y axis.

FUEL RAIL PRESSURE REGULATION

Control / Regulation

Mode:
Control: open loop mode, the map will have fuel rail pressure regulator solenoid duty cycles stored.
Regulation: closed loop mode, the map will have the specified fuel rail pressure stored and the ECU will
try to maintain the target pressure using a PID controller.

Proportional (P), Integral (I), Derivative (D): Parameters (gains) of the PID controller.

Ctrl. bias: Bias (offset) of the PID controller's output signal (duty cycle).

Ctrl. minimum / maximum: Minimum and maximum values of the PID controller's output signal (duty
cycle).

Frequency: The frequency of the fuel rail pressure regulator solenoid.

Phase:
Normal: output signal of the PID controller (duty cycle of the solenoid) is not inverted.
Inverted: output signal of the PID controller (duty cycle of the solenoid) is inverted.

Fuel rail regulator duty cycle (RPM vs load/MAP/TPS)

In Control (open loop) mode, this map stores the duty cylces of the fuel rail regulator solenoid in
function of the RPM and load/MAP/TPS.

Specified fuel rail pressure (RPM vs load/MAP/TPS)

In Regulation (closed loop) mode, this map stores the specified fuel rail pressure in function of the RPM
and load/MAP/TPS.

LAMBDA REGULATION
The ECU can correct the amount of injection using a PID controller (basically the difference between the
actual and target lambda values), so the actual lambda will be closer (or even match) the specified, target
lambda value.
Above V1.25 firmware, there is a possibility to add an external lambda driver or input a second lambda

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signal into the ECU and enable a second short term fuel trim value to regulate two cylinder banks
separately.

Regulation (Short Term Fuel Trims)

Active above (injection): If enabled, lambda regulation will be active only above the specified injection
duration. When regulation goes inactive, the value for the short term fuel trim (STFT) will be 0% and the
PID controller is reset.

Active above (load/MAP/TPS): If enabled, lambda regulation will be active only above the specified
engine load/MAP/TPS value. When regulation goes inactive, the value for the short term fuel trim
(STFT) will be 0% and the PID controller is reset.

Wetting transient: If enabled, lambda regulation will be active only above the specified wall wetting
transient value. When regulation goes inactive, the value for the short term fuel trim (STFT) will be 0%
and the PID controller is reset.

Regulation limits: Lower and upper limits of the lambda regulation (PID control signal). The wider the
window the bigger errors can be corrected in the fueling, however the PID controller can make bigger
errors too at the same time!

Default value during sensor warmup: The default, starting value of the short term fuel trim (STFT)
until the probe is not heated up to its operating temperature.

Reset above TPP transient: If enabled, the short term fuel trim value (STFT) and the PID controller are
reset when the throttle pedal transient (see this value in the log) is bigger and the RPM is lower than the
specified values here.

Regulation soft start, part throttle: Attack time (time needed to increase from zero) of the short term
fuel trim (STFT) after activation on part throttle. Part throttle is below 80% TPS.

Regulation soft start, full throttle: Attack time (time needed to increase from zero) of the short term
fuel trim (STFT) after activation on full throttle. Full throttle is above 80% TPS.

Negative corr. lockout, part throttle: Negative value of regulation (leaning out mixture) is not allowed
right after activation for this duration on part throttle. Part throttle is below 80% TPS.
This can be used to prevent possible spikes generated in the STFT due to momentarily rich mixture
which fade away.

Negative corr. lockout. full throttle Negative value of regulation (leaning out mixture) is not allowed
right after activation for this duration on full throttle. Part throttle is above 80% TPS.
This can be used to prevent possible spikes generated in the STFT due to momentarily rich mixture
which fade away.

Full throttle: The parameters (Proportional-, Integral-, Derivative gains) of the PID controller doing the
lambda regulation in function of RPM on full throttle. Full throttle is above 80% TPS.

Part throttle: The parameters (Proportional-, Integral-, Derivative gains) of the PID controller doing the
lambda regulation in function of RPM on part throttle. Part throttle is below 80% TPS.

Fuel trims

The actual values of the short term fuel trims and long term fuel trims are displayed here.

Lambda sensor oxygen saturation detection

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On deceleration, when injection is disabled the exhaust will be filled with ambient air and the measuring
cell of the lambda probe will be saturated with oxygen. When injection resumes but the airflow is low
(because the driver is not accelerating and drives slowly) the ambient air and oxygen need more time to
leave the measuring cell (the airflow has an influence on the reaction time of the lambda sensor). This
results in a false lean reading of the probe, therefore the lambda value is invalidated and the lambda
regulation is disabled for this time!

Status:
Disabled: there is no oxygen saturation detection.
Enabled: oxygen saturation detection active.

Check saturation below (TPS): Lambda sensor oxygen saturation detection will only work below this
TPS. When TPS is high, the airflow in the exhaust should be high enough for adequate reaction time of
the lambda probe.

Consider saturated above (lambda): If the lambda sensor measures higher lambda than this (and the
TPS is low enough) the sensor will be considered saturated with oxygen and will not be used for fuel
trims.

Consider recovered if below sat. point after (time): If the lambda sensor measures lower lambda
values than the above saturation threshold for the duration specified here, then probably the oxygen has
already left the measuring cell and the measured lean value is probably valid!

Consider immediately recovered below (lambda): If the lambda sensor measures a richer mixture than
this value, then there are not much oxygen left in the measuring cell, so the lambda value is definitely
valid!

LAMBDA ADAPTATION
Ignitron ECU can "remember" to the short term fuel trim (STFT) values by storing them in adaptation
maps.
The ECU takes pre-defined area of these maps, calculates average of the cells in the given area and uses
it as Long Term Fuel Trim (lambda adaptation).

We distinguish two different types of long term fuel trim (LTFT):

- Additive: which collects (remembers) STFT values during idle. This is called LTFT ADD.
- Multiplicative: which collects (remembers) STFT valules during part throttle and full throttle. This is
called LTFT MUL.

A new value in the adaptation map (both for LTFT ADD and MUL) is composed of the weighted
average of the actual STFT value and the previously stored value. This way, the values gathered during a
longer period in the past will carry greather weight than the actual value which may contain
discrepancies.

The individual cells of the adaptation maps also store the number of iterations made (number of data
collected for the particular cell) since the last reset of the map. This is used to select/mark the cells to use
for LTFT calculation which have gone through at least a minimum number of iterations. The number of
iterations/averagings are represented by the background color of the cell; the brighter its background, the
more averagings have been made on that cell.

If the value of the fuel trim is positive, it means that the ECU is adding fuel, if the value of the fuel trim
is negative, then ECU is taking away fuel. Long term fuel trim values may range from -50% to +50%,
the counters for the number of iterations stop at 63.

The old and unused cells of the idle adaptation map (LTFT ADD) will fade out automatically, those parts
will not affect the fuel trim in the long run. This is done by decreasing the counter of iterations for all

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cells in the LTFT ADD map in every 20 seconds, which means if a cell doesnt get an update for around
21 minutes (63 * 20 seconds) of idling, it will go blank (and have a completely black background). There
is no such programmed fade away with the LTFT MUL (Multiplicative Long Term Fuel Trim)
adaptation map, a cell is either overwritten or the user resets the fuel trim adaptation map manually.

You can view the adaptation maps and choose between them using the dropdown list, the current status
of the adaptation is displayed next to it.
Inactive: Adaptation is not possible (f.eg no fuel injection, EVAP in progress, ...).
Standby: Waiting for the ideal moment to store a value (f.eg current lambda not close enough to
specified, learning period not elapsed, engine not up to temperature, ...)
Learning: Adaptation in progress.

The X-Axis for the Additive (idle adaptation) map is TPS (throttle position sensor) while idling, the X-
Axis for the Multiplicative (part and full throttle adaptation) map is RPM, Y-Axis is engine
load/MAP/TPS.

Lambda adaptation will not work while the secondary air injection or the EVAP system is active!

Regulation and fuel trims

Displays actual values of the lambda adaptation.

Target: Current value of the target lambda.

Lambda & Lambda #2: Actual measurements of the lambda (oxygen sensors).

STFT & STFT #2: Current values of the Short Term Fuel Trims.

LTFT add: Value of the Additive Long Term Fuel Trim (which is the average of the specified cells in
the additive adaptation map).

LTFT mul: Value of the Multiplicative Long Term Fuel Trim (which is the average of the specified
cells in the multiplicative adaptation map).

Ataptation (Long Term Fuel Trim)

Mode:
Learn only: ECU fills the adaptation maps, but will not use the values, LTFT ADD and MUL stay zero.
Only STFT will work. May be useful during initial mapping of the VE map.
LTFT add + LTFT mul: ECU fills the adaptation maps, and uses them to calculate both additive and
multiplicative Long Term Fuel Trims.
LTFT mul only: ECU fills the adaptation maps, but only the multiplicative map will be used, LTFT ADD
is kept zero.

Learn & adapt (ECT): Engine coolant temperature lower thresholds for learning and adaptation (using
the learned values). The first value is used for the learning the second one is for adaptation.

Lambda precision: A new STFT value will get stored (more precisely: averaged) only if the difference
between the target lambda and the actual lambda is not greater that this value (during the whole learning
period). If actual lambda goes outside the limits once during the learning period, the learning period
starts over. The first value is used for the additive the second one is for multiplicative adaptation.

Learning period: Duration of the learning period, until the difference between the target and actual
lambda must be within the lambda precision. If lambda goes outside the limits once during the learning
period, the learning period starts over. A new STFT value will only be learnt, if the lambda precision is
kept during the whole learning period. The first value is used for the additive the second one is for

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multiplicative adaptation.

Weight of new val.:

The weight of the new STFT value to store in regard to the already stored old value in the particular cell.
The first value is used for the additive the second one is for multiplicative adaptation.
New value of the cell = old value*(100-Weight of new value in %) + new value*Weight of new value in
%
Example: If the cell (at the given RPM and load position) has 10.0% in it, the current STFT value is 15%
and the weight of new value is 10%, then the new value of the cell will be 10.5% (10%*0.9 + 15%*0.1).
The averaging (weighting) can be disabled by setting the Weight of new val. to 100%.

Num. of averagings: Minimal number of averagings needed for a cell to be usable in the calculation
(averaging) of the long term fuel trim. The first value is used for the additive the second one is for
multiplicative adaptation.

Multiplicative RPM: Sets RPM (X-Axis) boundaries in the multiplicative map for averaging. Together
with Multiplicative TPS/MAP this defines a rectange area in which the cells will be averaged to make up
the LTFT MUL value.

Multiplicative TPS/MAP: Sets TPS/MAP load (Y-Axis) boundaries in the multiplicative map for
averaging. Together with Multiplicative RPM this defines a rectange area in which the cells will be
averaged to make up the LTFT MUL value.

Additive TPS: Sets TPS (X-Axis) boundaries in the additive map in between the cells will be averaged
to make up the LTFT ADD value.

Lean & rich code: If any value of the Long Term Fuel Trims (additive or multiplicative) reaches these
limits (in negative or positive direction), the ECU will store a fault code. The first value is used for the
additive the second one is for multiplicative adaptation.

Shade: The cells in the adaptation maps will be displayed using a white background if the number of
iterations in them reaches or exceeds this value.

Reset: Resets the learned Long Term Fuel Trim adaptation maps (both for additive and multiplicative).

DECELERATION FUEL CUT OFF

Settings for the fuel cut off on deceleration (while engine braking).

Deceleration Fuel Cut-off

Status:
Disabled: no fuel cut off on deceleration.
Enabled: fuel cut off on deceleration is enabled.

Active below (TPS): If enabled, fuel cut off is possible below the TPS (throttly body position) threshold
set here.

Active below (TPP): If enabled, fuel cut off is possible below the TPP (throttle pedal position) threshold
set here.

Active below (MAP): If enabled, fuel cut off is possible below the manifold absolue pressure specified
here.

Active above (idle RPM+): If enabled, fuel cut off is possible above the sum of the currently specified

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idle RPM and this number.

Active above (target lambda): If enabled, fuel cut off is possible only if the target lambda is above this
value.

Active above (ECT): If enabled, fuel cut off is possible only above the engine coolant pressure set here.

Active above (VSS): If enabled, fuel cut off is possible only above the vehicle speed signal set here.

Active for (seconds): If enabled, fuel cut off is active only for the specified duration.

Only with clutch applied: If enabled, fuel cut off will only work when the clutch pedal is pressed.

Activate below TCM torque req.: If enabled, the fuel cut off will be activated when the Transmission
Control Module has a torque request from the engine, and the request is below this value (in MDI %).

Active after idle activated below:: If enabled, the fuel cut off gets activated after the idle regulation has
already activated (and lowered the advance timing so a jerk by the fuel cut off will be less prominent).

Delay (RPM vs time in seconds)

Delay of activation of the deceleration fuel cut off in function of the RPM. Increase this value to make
the fuel cut off less jerky, decrease this value to prevent "rev hang" while shifting.
"No cl.": No clutch used. Delay used when driver is possibly not changing gear (clutch is not pressed).
"Clutch": Clutch pressed. Delay used when driver possibly changing gear (clutch is pressed).

Cut and restore profiles (time in seconds vs injection amount)

The profile of the fuel cut off and fuel re-activation in function of time. The values here are represented
in percentages of the total calculated fuel. For example: 100% = calculated/ideal amount of fuel, 0% = no
fuel to inject, 110% = 10% enrichment.

"Cut": This line will be used for immediate fuel cut.

"Soft cut": This line will be used for a softer (longer in duration) cut, when then vehicle speed is non zero
and the clutch is not pressed (so the car is probably moving, gearbox in gear).
"Restore": This line will be used for immediate resume of injection.
""Soft res.": This line will be used for a softer (longer in duration) injection resume (for example when
throttle is not pressed, but revs fall during deceleration).

DFCO: Displays the injection amount in percentage. If deceleration fuel cut off is active, this value has
to be zero.

Enrichment of the first injection event after cut off vs RPM

The very first injection event (in all cylinders) may have an additional enrichment when injection
resumes. Values here represent the enrichment only, so if you want 10% enrichment, use 10 here.

OVERVIEW
Displays various data regarding to Variable Valve Timing. Will be diplayed only when VVT PID option
is enabled on the Basic settings->ECU setup screen.

CAMSHAFT #1 & #2 (CONTROLLED/REGULATED)

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Control / regulation

ECT threshold: The control or regulation of the camshaft will be enabled above this engine coolant
temperature.

Mode:
Control: open loop mode, the variable valve timing solenoid will be controlled by direct duty cycle
values.
Regulation: closed loop mode, the variable valve timing solenoid will be regulated by a PID controller
working according to the difference between the specified and actual camshaft position.

Proportional (P), Integral (I), Derivative (D): Parameters for the PID controller.

Ctrl. bias: Offset added to the control (output) signal of the PID controller. Usually this should be
around the value for keeping actual camshaft position.

Min & max: Minimum and maximum limits of the control signal.

Frequency: The frequency of the regulator/control solenoid.

Phase:
Normal: output signal of the PID controller (duty cycle of the solenoid) is not inverted.
Inverted: output signal of the PID controller (duty cycle of the solenoid) is inverted.

Camshaft adjustment solenoid duty cycle (RPM vs TPS)

The actual duty cycle for the control solenoid in open loop mode in function of RPM and throttle
position sensor.

Specified camshaft position (RPM vs TPS)

The specified camshaft (Hall) position for closed loop mode in function of RPM and throttle position
sensor.

CAMSHAFT #1 & #2 (SIMPLE ON/OFF MODE)

The camshaft timing solenoid will be activated when all conditions (below) are met!

Solenoid

Active above (ECT): The control of the camshaft timing solenoid will be available above this engine
coolant temperature.

Active above (RPM): The camshaft timing solenoid will be activated above the RPM value set here.
Will get deactivated when the RPM falls back with the amount of hysteresis.

Active below (RPM): The camshaft timing solenoid will be deactivated above the RPM value set here.
Will get activated again when the RPM falls back with the amount of hysteresis.

Active above (TPS): The camshaft timing solenoid will be activated above the throttle position sensor
value set here. Will get deactivated when the TPS falls back with the amount of hysteresis.

Active below (TPS): The camshaft timing solenoid will be deactivated above the throttle position sensor

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value set here. Will get activated again when the TPS falls back with the amount of hysteresis.

Hall 1/2: Shows the actual position of the camshaft 1 or 2.

OVERVIEW
Displays different variables of turbocharger boost control/regulation.

SETUP
Boost control

Type:
Open loop (duty cycle): Simple control method, the exact wastegate regulator solenoid duty cycles are
given in function of the RPM and the throttle position sensor.
Closed loop (PID controller): The wastegate regulator duty cycle is calculated by a PID controller using
the difference between the specified boost and actual manifold absolute pressure.

Control frequency: The frequency used to control the wastegate regulator solenoid.

Minimum TPS: The turbo boost pressure control/regulation will be disabled below this TPS (throttle
position sensor), the solenoid duty cycle will be zero.

100% duty cycle below (MAP): If enabled, the control solenoid will set to 100% duty cycle below this
MAP (manifold absolute pressure) value! Not suggested to use, may cause high boost fluctuations!

Turbo bypass check below (TPS): If enabled, the turbo bypass valve (often called N249 on VW/Audis)
will be activated below the specified TPS vale, if the actual boost (MAP) is higher than the specified.
This can release boost even before the throttle plate would close.

Specd./actual difference for bypass: If the turbo bypass function is enabled, the actual boost has to be
greater by this value than the actual for the bypass to get activated.

Bypass status: The actual status of the turbo bypass solenoid/output.

Presets

Allow multiple presets: If enabled, a maximum of 4 turbo presets can be used. The driver can select the
actual preset to use with the presets selector function of the ECU.

Boost limiters

Maps/functions to be allowed for limiting the specified boost pressure. Placing a check mark in the
enable box will activate (and add settings screen for) the function. If you enable the validation option for
a limiter then the ECU will not use that limiter if its measured value gets invalid (f.eg engine coolant
temperature goes out of valid range, ...).

PID controller

The settings for the PID controller in closed loop regulation mode. You can use different settings for the
different turbo presets. These tables share the same (RPM) axis values!

Deadband: Allowed deadband between the specified and actual boost (manifold absolute pressure), this

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difference is disregarded by the PID controller.

Nonlinear P: The proportional part of the controller (P=specified-actual) will be squared and then
divided by 25.6. This way the controller will react slower to smaller differences in specified and actual
boost, but faster if the difference is big.

Part throttle is different If enabled, the P, I, D gain parameters will be different for part throttle and full
throttle. Full throttle is considered to be higher than 80% TPS (with 10% hysteresis to switch back to part
throttle)..

Full throttle (PID parameters): Parameter set for the PID controller (for full throttle only). The
integrator gain is divided into two parts, I+ will be used if the actual boost pressure has to be increased, I-
will be used if boost pressure needs to be decreased.

Part throttle and limited boost (PID parameters): Parameter set for the PID controller (for part
throttle or for limited boost, when one of the boost limiters is active). The integrator gain is divided into
two parts, I+ will be used if the actual boost pressure has to be increased, I- will be used if boost pressure
needs to be decreased.

Spike tolerance (in seconds): If there is a boost spike (MAP momentarily exceeds specified boost), then
the PID controller will not take any actions (will not decrease the integral part) until the time set here,
waiting for the spike to settle by itself.

Controller limits: Lower and upper limits of the wastegate regulator duty cycle.

Gear selective controller bias: Offset (correction value) of the wastegate regulator solenoid duty cycle
in function of the actual gear number.

Maximum control duty while upshifting: Maximum value of the wastegate regulator solenoid duty
cycle while upshifting (only when using automatic gearbox).

Intake air temperature correction: Offset (correction value) of the wastegate regulator solenoid duty
cycle in function of the intake air temperature.

Ambient air temperature correction: Offset (correction value) of the wastegate regulator solenoid duty
cycle in function of the ambient air temperature.

CONTROL
Selector

Preset: Number of turbo preset to display and edit.

Wastegate regulator duty cycle (RPM vs TPS)

If the turbocharger boost control is in open loop mode, the actual wastegate regulator solenoid duty
cycles have to be stored here (in function of RPM and throttle position sensor).

BOOST CONTROL
Selector

Preset: Number of turbo preset to display and edit.

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Map: Selects the MAP (Specified boost, Integrator minimum or Integrator maximum) to edit. These
maps share the same axis types and values!

Specified boost pressure (RPM vs throttle position sensor)

The specified boost pressure to use for the PID controller in function of the RPM and throttle position
sensor. The specified boost is in (absolute) kilopascals, containing the ambient air pressure!

PID integrator minimum (RPM vs throttle position sensor)

The minimum value of the integrator part of the PID controller in function of the RPM and TPS. These
values are represented in wastegate solenoid duty cycle percents.

NOTE: If any of the boost limiters are active (except for the transmission gear number limit), so the
specified boost got limited for any reason (ECT/IAT/EGT high or ...) then this integrator minimum map
will not be used and the control value of the wastegate regulator solenoid can go as low as zero, so the
limited value of the boost can get realized!

If we disable the P and D parts of the controller (by setting their gains to zero), then the actual wastegate
duty will be between the integrator minimum and maximum maps.

PID integrator maximum (RPM vs throttle position sensor)

The maximum value of the integrator part of the PID controller in function of the RPM and TPS. These
values are represented in wastegate solenoid duty cycle percents.

If we disable the P and D parts of the controller (by setting their gains to zero), then the actual wastegate
duty will be between the integrator minimum and maximum maps.

BOOST LIMIT (IAT)

Intake air temperature (degree Celsius) vs speficied boost pressure limit (kPa)

Specified boost pressure limit in function of the intake air temperature.

BOOST LIMIT (ECT)

Engine coolant temperature (degree Celsius) vs speficied boost pressure limit (kPa)

Specified boost pressure limit in function of the engine coolant temperature.

BOOST LIMIT (EGT)

Exhaust gas temperature (degree Celsius) vs speficied boost pressure limit (kPa)

Specified boost pressure limit in function of the exhaust gas temperature.

BOOST LIMIT (SPEED)

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Vehicle speed signal (degree Celsius) vs speficied boost pressure limit (kPa)

Specified boost pressure limit in function of the vehicle speed signal.

If the "Rear wheel drive" option is enabled on the Basic settings->ECU setup screen, the vehicle speed
will be determined by the "Rear axle speed signal" variable.

BOOST LIMIT (GEAR)

Specified boost pressure limit (RPM vs gear number)

Specified boost pressure limit for each gear in function of the RPM.

PRIMING
Battery voltage (V) vs fuel pump priming duration (sec)

Duration of the fuel pump operation to build up pressure in the fuel system (in function of the battery
voltage).

Fuel pump priming mode

Disabled: fuel pump is not primed to build up pressure in the fuel system.
On ignition, always: fuel pump will be primed for the specified duration every time when ignition key is
turned on.
On ignition, once: fuel pump will be primed for the specified duration only once for every ECU startup.
ECU startup is when ECU boots up from the completely unpowered state. ECU shuts itself off after 1
minutes with ignition turned off (and no active USB connection).

Engine coolant temperature (degree Celsius) vs fuel injectors priming pulse (ms)

After building up (priming) the fuel system pressure, the ECU can squirt a small amount of fuel into the
intake of the engine.
This way the cranking time can be drastically shortened, because the air/fuel mixture is sucked in and
compressed while/before the first TDC signal is detected on the crankshaft.

This priming injection event can be performed only once per successful engine startups and also it is
disabled while a computer is connected to the ECU (ECU is being configured/tuned). This will prevent
injecting too much fuel into the intake which could cause uncompressable fuel puddle in the cylinders.

It is not a good idea to start up an engine as soon as possible while being

cold, a few extra revolutions can help to build up oil pressure sooner!

Fuel injectors priming mode

Disabled: priming (pre) injection is disabled.

On ignition, always: priming (pre) injection will be performed every time (after pressure built up) when
ignition key is turned on (only once per successful engine startups).
On ignition, once: priming (pre) injection will be performed once (after pressure built up) for every ECU

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startup when ignition key is turned on (only once per successful engine startups).
On cranking, always: priming (pre) injection will be performed every time (after pressure built up) as the
starter motor is engaged and crankshaft begins to rotate (only once per successful engine startups).
On cranking, once: priming (pre) injection will be performed once (after pressure built up) for every
ECU startup as the starter motor is engaged and crankshaft begins to rotate (only once per successful
engine startups).

CRANKING
Cranking enrichment is used when the engine started from stand still (as the starter motor engages and
crankshaft begins to rotate).

Engine coolant temperature (degree Celsius) vs cranking enrichment (%)

Fuel enrichment during cranking (in percents) in function of the engine coolant temperature. The
calculated injection durations will be corrected by these values. In case you use 0% the ECU will use the
uncorrected injection durations, in case you use 100% injection durations will be doubled! This
enrichment value will be used until the actual RPM reaches the maximum value of the "Cranking RPM"
or until the hold time elapses.

Engine coolant temperature (degree Celsius) vs cranking enrichment hold & decay time (sec)

Hold: duration to hold/keep the fuel enrichment value for cranking (in seconds).
Decay: decay time to fade away the cranking enrichment after the hold time elapsed or engine started
(RPM reached "Cranking RPM maximum").

Engine coolant temperature (degree Celsius) vs specified cranking TPS (%) & decay time (sec)

TPS: Specified throttle position which will be used during cranking in function of the engine coolant
temperature.
Decay: decay time of the TPS from the higher cranking value to the lower value used to idle after the
engine started (RPM reached "Cranking RPM maximum").

Additional cranking enrichment

Amount: the default cranking enrichment will be corrected by this value for the first few rotations of the
engine. For example: if the value of the cranking enrichment is 100 and this value is 33, the used
enrichment will be 133%
Duration (in revolutions): duration of the additional enrichment in cranksaft revolutions. On a 4 stroke
engine, 2 crankshaft revolutions will make all cylinders to have this additional enrichment at the very
first injection event.

Cranking RPM

Min.: Minimum cranking RPM. ECU will not inject fuel and give spark until this RPM is reached!
Max.: Maximum cranking RPM. ECU will start to decay cranking enrichment and throttle position
(TPS) after this RPM has been reached.

Engine flush

Minimum TPS: The fuel injection and ignition (spark) will be disabled above this throttle position value
(f.eg the driver applies full throttle during cranking), therefore the engine will not be able to start up. This
can be used to "flush" the engine (remove excess fuel out of the cylinders).

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Override

Some parameters/variables may be overridden during cranking.

Load: If enabled, the calculated load (for injection too) will be overridden.
Ignition advance: If enabled, this value will be used for ignition advance timing during cranking.
Injection timing: If enabled, this value will be used for the specified injection timing reference point
during cranking.

Engine start delay (sec) vs engine coolant temperature (degrees Celsius)

ECU will not inject fuel and will disable ignition for this duration when cranking. Can be used to build
up oil pressure.

No delay if oil pressure is more than: If enabled, and the actual oil pressure reaches the value specified
there, then engine startup will not be delayed.

STARTUP
Startup enrichment is used right after the cranking enrichment has been deactivated and decayed.

Engine coolant temperature (degree Celsius) vs startup enrichment (%)

Fuel enrichment after successful cranking during startup (in percents) in function of the engine coolant
temperature. The calculated injection durations will be corrected by these values. This enrichment will be
used until its hold time elapses.

Engine coolant temperature (degree Celsius) vs startup enrichment hold & decay time (sec)

Hold: duration to hold/keep the startup enrichment value for startup (in seconds).
Decay: decay time to fade away the startup enrichment after the hold time elapsed.

Engine coolant temperature (degree Celsius) vs minimum enrichment (%)

Minimum fuel enrichment in function of the actual engine coolant temperature. If either the (sustained,
un-decayed) cranking or startup enrichment values are higher than this, those will be used implicitly.

IDLE ACTIVATION
Idle activation

RPM threshold (above specified idle RPM): Activation RPM threshold (which is added to the
specified idle RPM). When throttle pedal is not pressed (TPP = 0%) and RPM is low enough idle
regulation gets activated and the PID controller tries to set the RPM to the target RPM specified for idle.

RPM threshold for race mode: Same as above, but used when race mode is active.

TPS threshold: Maximum TPS position for the idle regulation to work, not used for Drive-by-Wire (E-
Gas) applications.

Delay after cranking: Delay of the activation of idle regulation after successful engine start.

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Fast cranking decay: If enabled, idle RPM is tried to be maintained as fast as possible.

Idle status Shows if idle is active or not.

Raised idle RPM

Raise specified idle RPM to: Value of the increased idle RPM (will be used only if the specified is
lower than this).

Specified TPS trim: This value will be added to the specified TPS for idle to help the PID controller to
maintain the (probably) higher increased idle RPM.

If throttle is applied: If enabled, specified idle RPM will be raised when the throttle pedal position is
not zero.

If clutch is pressed: If enabled, specified idle RPM will be raised when the clutch pedal is pressed.

If clutch is pressed and vehicle moves: If enabled, specified idle RPM will be raised when the clutch
pedal is pressed and the vehicle speed signal is not zero, but not greater than 10 km/h.

P/R/N/D/S/TIP: If enabled, specified idle RPM will be raised if the gear selector lever is in the
appropriate position.

Ignition advance

Advance: Shows the actual ignition advance timing.

Idle: There are two different advance timing modes in Ignitron ECU, one for idle (specified ignition
advance timing for idle in function of engine coolant temperature) and one for part/full throttle (the main
ignition table). This value (can be found as Ignition idle advance amount in the log) shows whether the
main ignition table is used or the idle regulation PID controller has taken over the ignition advance
timing.
Switchover from one to other can be fast or slow which depends on the TPP/TPS (throttle pedal or
throttle body) transient, changing rate.

100% idle advance amount means that the current advance timing is determined by the specified idle
advance timing for idle (and the idle regulation PID controller).
0% idle advance amount means that the current advance timing is defined by the main ignition timing
map.
Values in between 0% and 100% are interpolated values between the two maps.

Idle advance soft deactivation and activation in seconds (RPM vs TPP/TPS transient)

When engine is getting out of idling (the driver applies throttle), the actual advance timing will not
switch instantly from the regulated idle advance timing value to the value stored in the main advance
map, but can be crossfaded slowly to make the transition smoother.
This map will define the duration of the crossfade (switchover) from and to the (regulated) idle advance
mode in seconds. The faster the driver steps on the throttle (so the greater the TPP/TPS transient is), the
faster will be the switchover (main 3D advance timing map values will be utilized sooner). Positive
values on the Y-axis (positive TPP/TPS transients) represent deactivation of idle, switching from idle
advance to main advance. Nevative values on the Y-axis (negative TPP/TPS transients) represent
activation of idle, switching from main advance map to idle advance.

Y axis: Defines the variable used for the Y axis of this map. Switchover speed from and to the idle

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(regulated) advance timing can depend on the transients of the TPP (throttle pedal position) or TPS
(throttle position sensor).

TPP/TPS trans.: Shows the current value of the TPP or TPS transients (change rate).

Idle advance soft activation maximum duration in seconds vs RPM

If idle activation would happen while TPP/TPS transient is zero (f.eg driver has already let off his/her
foot off the pedal or was not even touching it, RPMs are falling because driver is braking), then the idle
(regulated) advance will be activated in this time interval.

Idle advance soft activation/deactivation overrides

If rolling launch or throttle blip functions are active, idle advance activation/deactivation time will be
overridden to these values.

Allowed idle advance amount

Maximum with throttle applied: Maximum value for the idle advance amount if the throttle pedal is
pressed (TPP not zero).

Minimum with no throttle: Minimum value for the idle advance amount if the throttle pedal not is
pressed (TPP is zero).

Immediate deactivation above: If current RPM is higher than this value (and throttle pedal is not zero)
the idle advance amount will get immediately deactivated.

Deactivation in race mode: Same as above, but valid for race mode.

Minimum ignition advance timing (RPM vs VSS)

When idle advance regulation is already active, but the actual RPM is still high (car is decelerating) the
idle regulation PID controller may use a very low advance timing (trying to lower RPMs). This low
(retarded) advance timing may cause the exhaust to backfire which also can increase EGTs (even though
deceleration fuel cut will disable injection, that also has a bit of delay to prevent jerking).
If the backfinig on throttle release (caused by idle regulation) is unwanted, you can specify a minimum
advance timing in function of the RPM and vehicle speed, so when the vehicle is still in motion no
retarded timing can be used.

No limit for minimum advance timing in race mode: If enabled, the advance timing will not be
limited in race mode, so occasional backfiring may happen.

This map is used even when the engine is not in idle mode!
The minimum values you specify here will be valid even on full throttle and
can override the values in your main ignition map!
Do not set too high lower limits of advance timing here!

IDLE SETTINGS
Engine coolant temperature (degree Celsius) vs specified TPS for idle

Specified (ideal) throttle position for idle in function of engine coolant temperature.

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AC off: to use with air conditioner off.

AC on: to use with air conditioner on.

Engine coolant temperature (degree Celsius) vs specified ignition advance timing for idle

Specified (ideal) ignition advance timing for idle in function of engine coolant temperature.
AC off: to use with air conditioner off.
AC on: to use with air conditioner on.

Engine coolant temperature (degree Celsius) vs specified idle RPM

Specified (ideal) RPM for idle in function of engine coolant temperature.

AC off: to use with air conditioner off.
AC on: to use with air conditioner on.

NOTE: In the case idle RPM regulation is enabled, these values are only target values! Finally realized
TPS, advance timing and RPM values are controlled by the idle regulation PID controller! If the
specified values you set are not realistic, for example too high TPS specified with too high advance
timing the PID controller will not be able to maintain target RPM!

IDLE REGULATION
A PID controller is used to regulate idle advance timing and throttle position to maintain the specified
RPM for ilde. The ideal values for advance timing and throttle position can be determined on the Idle
settings screen, however it is not guaranteed that your specified values will be used! ECU will always try
to maintain the target RPM and modify these specified values (within allowed range), but for example if
the specified throttle position is too high and the PID controller cannot use low enough advance timing,
the final idle RPM will be higher than the specified one!

Ideal TPS and advance timing values have to be carefully chosen for the target RPM, so the PID
controller will have adequate reserves in both advance timing and TPS to maintain the specified RPM (if
a sudden load is introduced on the engine). The controller will adjust both advance timing and throttle
position to keep the target RPM. Ignition advance timing regulation is used as the primary "tool" to
increase/decrease engine power because it has a more direct effect on performance, while changes in
throttle position are more delayed (there is delay of an extra crankshaft revolution, as air/fuel mixture has
to be sucked and compressed first before it could be ignited).

Idle regulation

Regulation:
Disabled: no idle regulation.
Enabled: idle regulation will be activated (if RPM is low enough and throttle is not applied).

Soft start: Attack time for the idle PID correction value after the activation of idle.

RPM filter coeff.: Low pass filter coefficient for the actual RPM to use by the idle regulator PID
controller.

Deadband: RPM range which will be disregarded between the actual RPM and specified idle RPM..

P, I, D: Parameters (Proportional, Integral, Derivative) for the idle PID controller.

RPM: Shows the actual RPM.

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RPM fltd.: Shows the filtered RPM used by the PID controller.

Specified: Shows the specified idle RPM.

Error: Shows the difference between the actual and specified idle RPMs.

Correction: Output control value of the idle PID controller. Can be between -100% and +100%.

Ignition advance correction

Regulation range vs RPM: The usable minimum and maximum values of ignition advance timing (in
function of RPM) during idle. If the idle regulator PID correction value is -100% the minimum timing
value will be used, if the correction value is +100% the maximum timing value will be used. If the
correction value is 0%, the specified ignition advance timing value will be used. If the actual RPM is too
high (f.eg: engine is just decelerating or TPS is too high allowing too much air to enter the engine) ECU
will try to decrease advance timing to make RPM-s to fall. If the actual RPM is too low (f.eg: engine
load is increasing) ECU will try to increase advance timing to make RPM-s to rise.
NOTE: if your specified ignition advance timing is already too high the PID controller will not be able to
increase advance timing significantly (therefore it will not be able to increase power considerably) and
the engine will probably stall. It is best to use a higher TPS & lower advance timing combination (use
common sense here) so when a sudden load is introduced on the engine the PID controller will have
enough margin (torque reserve) in advance timing to add power.

Current correction: Actual correction of ignition advance timing (referenced to specified advance
timing).

Neg. corr below: Advance correction may only go negative below this vehicle speed signal threshold
(2kmh hysteresis used).

Spark cut

If enabled, the spark will be cut (in the number of cylinders specified in the amount field) if the actual
RPM is higher than the specified idle RPM + "Cut RPM" value. As the RPM falls below the specified
idle RPM, spark will be resumed.

Cut RPM: RPM threshold above the specified idle RPM to activate spark cut.

Amount: Number of cylinders to cut.

Fuel cut

If enabled, injection will be cut (in the number of cylinders specified in the amount field) if the actual
RPM is higher than the specified idle RPM + "Cut RPM" value. As the RPM falls below the specified
idle RPM, injection will be resumed.

Cut RPM: RPM threshold above the specified idle RPM to activate fuel cut.

Amount: Number of cylinders to cut.

Throttle position correction for ilde

The throttle position correction for idle can increse or decrease the actual TPS to help the PID controller
(which controls the advance timing correction) to maintain the target RPM. If the actual idle correction
(PID controller output) exceeds a given (high) threshold, the advance timing correction is probably not
enough in itself to realize the target RPM.

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There are two stages of throttle position correction (corrector 1 & 2), which can get activated separately
from each other at different idle correction thresholds. For example we can set up one TPS corrector to
do slight TPS changes at low idle correction values, and set up the other TPS corrector do to harsh TPS
movements at extreme (saturated) idle correction values.
Example: Correction threshold 25%, correction period 40ms, negative correction: 0.01%, positive
correction 0.02% will subtract 0.01% out of the specified TPS in every 40 milliseconds if the idle
correction is lower than -25% or add 0.02% to the specified TPS in every 40 milliseconds if idle
correction is higher than +25%.
The two TPS correctors work simultaneously at the same time!

Correction thresholds: Activation thresholds for TPS correctors 1 and 2. For example: 25% means, that
the corrector will be active below -25% or above +25% idle correction.

Correction periods: Activation periods for TPS correctors 1 and 2. 40 ms means, that the TPS position
will be adjusted (either in positive or negative direction) in every 40 milliseconds.

Negative corrections: Correction values for TPS correctors 1 and 2. Determines how much TPS % will
be subtracted out of the specified TPS (to lower throttle position and RPM).

Positive corrections: Correction values for TPS correctors 1 and 2. Determines how much TPS % will
be added to the specified TPS (to increase throttle position and RPM).

Initial corr.: Default value used for the idle TPS correction when the idle regulation activates.

1st gear: Default value used for the idle TPS correction when the idle regulation activates for the first
gear. You can use a slightly higher TPS correction (which will result in a higher overall starting TPS) in
first gear.

Min. correction with clutch: Minimum TPS correction value when the clutch pedal is pressed. Using
this feature, you can reset a negative TPS correction when pressing clutch, this way TPS will be higher
(and idle will be more powerful) to help to get the car in motion.

Overrun: Minimum TPS correction value during overrun above the specified vehicle speed. This will
not let the TPS to get closed too tightly while the car is moving fast.

Max. (- & +): The maximum values of the idle TPS correction in negative and positive directions.

Throttle kick: Throttle kick is an additional way to increase TPS when the idle RPM falls back (engine
load increases rapidly). For example 0.20% @ 50RPM means, that if the revs drop 50RPM below the
specified idle RPM, then the specified TPS% will get a +0.2% "kick" immediately. There are 3 indivitual
"kicks", all can get activated (and do a kick) only once until the RPM reaches the specified idle RPM.

Auto reset: If the vehicle is standing still (vehicle speed is zero) and the RPMs are above the specified
idle RPM by this value the TPS correction for idle will be reset to its default value (to prevent excessive
rev hanging).

Corr. TPS: Shows the actual TPS correction for idle.

Idle TPS adaptation

The ECU can remember/learn the long term average values of the idle TPS corrections (and use it as a
base offset to your specified throttle positions). This is needed to compensate for any leaks on the intake
(where air can enter into the engine bypassing throttle body) or compensate for fouled throttle body, etc...

ECT threshold: Minimum engine coolant temperature threshold for adaptation (learning).

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IMPORTANT: this is only for learning, the learned values are used even with cold engine!

Adaptation period: Time period (in milliseconds) to do a weighted averaging between the actual idle
TPS correction and its long term adapted value. For example if adaptation period is 500ms, ECU will do
2 adaptations in each second.

Adaptation filter coefficient: Weight of the actual TPS correction compared to the long term adapted
value. New learned value = old value * (1-filter coefficient) + new value * filter coefficient. For
example, if the coeff is 0.001, the actual TPS correction is +1% and the learned/adapted value is 0.5%,
then the new learned/adapted value will be 0.5%*(1-0.001) + 1%*0.001 = 0.5005%. This may seem to
be a very little change, but a constant TPS error will add up on the long term (and will be compensated,
zeroed out by the Idle TPS adaptation). The ECU will do this iteration in every adaptation period.

Max. (- & +): The maximum values of the idle TPS correction adaptation in negative and positive
directions.

Adapt. 1: Shows the actual TPS correction adaptation for use without air conditioner.

Adapt. 2: Shows the actual TPS correction adaptation for use with the air conditioner compressor
activated.

Reset: Clears the learned values for TPS adaptation 1 and 2. These values also get cleared when throttle
body basic settings are carried out.

ANTI STALL THROTTLE

Anti stall throttle is a function which will open the throttle plate when the RPMs drop below the
specified idle RPM significantly to prevent the engine from stalling. It works by a PI controller, using the
difference between the actual and specified idle RPMs. The peak signal of this PI controller (anti stall
throttle position) will decay slowly via a lowpass filter (this will keep the automatically applied throttle
for a bit of time).

Automatic throttle

Status:
Disabled: no automatic/anti stall throttle.
Enabled: automatic/anti stall throttle will be applied if RPMs drop below specified idle RPM.

RPM threshold (with clutch): RPM value for the anti stall throttle to get activated if the clutch is
pressed (gearbox probably in gear, driver wants to get the vehicle in motion).

RPM threshold (without clutch): RPM value for the anti stall throttle to get activated if the clutch is
not pressed (gearbox is probably in neutral).

RPMs are not relative: If enabled, the above the RPM thresholds define exact RPM values, otherwise
they are relative to the specified idle RPM.

Proportional is not linear: If enabled, the proportional part of the PI controller will get increased
exponentially, which will make the anti stall effect to be weaker with smaller RPM drops, but will be
stronger at larger rpm drops.

No activation if no clutch or no throttle applied: If enabled, you need to press either the clutch pedal
or the throttle pedal for the antil stall function to get activated. By using this function, you can prevent
the anti stall to activate and interfere with idle regulation in cases when possible RPM drops are not
caused by the driver. Regulated idle advance valid up to: The advance timing values for idle (including

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idle regulation) will be used up until the specified anti stall TPS amount, above this value the main 3D
advance table will be used to define actual ignition advance timing.

Minimum ignition advance: If enabled, ignition advance timing will be limited to minimum this value
while anti stall is active (anti stall throttle is non zero).

Anti stall decay after: Anti stall throttle TPS value will decay after holding its peak value for this
duration.

Target RPM: If anti stall is active the target idle RPM will be raised to these values (for no throttle
applied and throttle applied).

Deactivation RPM: Deactivation of the anti stall function, when the RPM reaches these values (for no
throttle applied and throttle applied).

Deactivation TPS: Deactivation of the anti stall function, when the value of the anti stall TPS drops
(decays) below this value.

Deactivation VSS: Deactivation of the anti stall function, when the vehicle speed signal (VSS) exceeds
these values (for no throttle applied and throttle applied).

Deactivation filter: Deactivation/fade out speed of the anti stall TPS %. The deactivation is not instant
(that would be jerky), but the anti stall TPS loses its value slowy. A coefficient of 1.0000 results in a very
fast (immediate) decay, 0.0010 gives a slow decay.

Decay filter: The decay filter of the peak value of the PI controller. A coefficient of 1.0000 results in a
very fast (immediate) decay, 0.0010 gives a slow decay.

Maximum integral: The maximum value of the integral part of the PI controller (in throttle position %).

Proportional: The proportional gain of the PI controller.

Integral: The integral gain of the PI controller.

Increase TPS (%/25ms): Additional increase of the throttle position correction for idle in percents for
every 25 milliseconds, if the actual RPM is below the specified RPM and the anti stall throttle is active.

Maximum anti stall TPS (%) vs fordulatszám Maximum alloed anti stall TPS % in function of the
RPM, both with no throttle applied and with throttle applied.

Anti Stall: Shows the actual value of the anti stall TPS.

Corr. TPS: Shows the current throttle position correction for idle (idle regulation).

RPM: Shows the current RPM.

EVAP SYSTEM
EVAP system will consume the fuel precipitated and stored in the activated charcoal canister (fuel tank
ventilation) by PWM-ing a solenoid connected to the intake manifold and letting the engine to aspirate
fumes.

Purge

Status:

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Disabled: no EVAP will be used (recommeded setting until the main VE map is dialed in, becuase there
is no long term fuel trim adaptation while EVAP in progress).
Enabled: EVAP system will be activated if conditions met.

Lambda regulated: If enabled, EVAP can get activated only when the lambda probe is working (up to
temp) and the lambda regulation (short term fuel trim) is working. This way the ECU will be able to keep
the target lambda even with the excess (and unknown amount of) fuel sucked out of the activated
charcoal canister.

Starts above (ECT): If enabled, EVAP can start above the specified engine coolant temperature.

Starts below (ECT): If enabled, EVAP can start below the specified engine coolant temperature.

Active below (MAP): If enabled, EVAP solenoid will not be opened above the manifold absolut
pressure specified here.

Duration (except idle): Duration of purging the charcoal canister (in seconds). During idle, the
countdown timer will not decrease.

Frequency: Frequency used for the EVAP solenoid.

ECT threshold for idle: Minimum engine coolant temperature threshold for the EVAP solenoid to get
activated during idle.

Duty cycle for idle: Duty cycle for the EVAP solenoid to use when engine is idling (and the ECT is high
enough).

Duty cycle for part throttle: Duty cycle in function of the RPM and throttle position for the EVAP
solenoid to use on part and full throttle.

EVAP: EVAP countdown timer in seconds. EVAP will be active until this counter goes down to zero.
On idle the countdown is paused.

Lambda adapation will not work until EVAP is active (to prevent storing of false
adaptation data due to unknown amounts of fuel used up from the activated
charcoal canister).
We suggest to disable EVAP system until the VE map is filled in propery for the
same reason.

SECONDARY AIR INJECTION

Secondary air injection is used to pump oxygen right before the catalytic converter. The catalytic
converter will use that oxygen to oxidize the unburnt fuel from the overly-enriched mixture during cold
starts. This will lower emissions and take the catalytic converter up to ideal working temperature sooner.

Secondary air injection

Status:
Disabled: secondary air injection will not be used.
Enabled: secondary air injection will be activated if conditions met (only once, right after engine startup).

Starts above (ECT): Start of secondary air injection if the engine coolant temperature is not lower than
this value.

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Starts below (ECT): Start of secondary air injection if the engine coolant temperature is not higher than
this value.

Target lambda: If enabled, target lambda can be specified to enrich the mixture and supply fuel to heat
up catalytic converter.

Air injection duration: Duration for the air injection pump to be active (in seconds).

Sec. Air.: Countdown timer for the secondary air system (in seconds). Air injection will be active until
this counter goes down to zero.

COOLANT CIRCULATION PUMP

Pump activation

Status:
Disabled: coolant circulation pump will not be used.
Enabled: coolant circulation pump will be activated if conditions met.

Runs on ignition: If enabled, pump will be active while ignition switch is on.

Runs if engine revs: If enabled, pump will be active while the engine is revving.

Runs above (ECT) if engine revs: If enabled, pump will be active above a certain engine coolant
temperature while the engine is revving.

Keep running for extra ... secs, if engine coolant temperature is higher than ... °C: If enabled, pump
gets activated for a certain duration after (!) shutting down the engine with the engine coolant
temperature being hotter than the specified value.

The ECU will not shut itself off until the coolant circulation pump after run time
elapses.

COOLANT FAN CONTROL

Settings

Status:
Disabled: no coolant fan control.
Enabled: coolant fan(s) will be activated if conditions met.

Low speed starts above (ECT): The output chosen/routed to the low speed of the fans will be activated
if the engine coolant temperature goes above this value.

Low speed stops above (ECT): The output chosen/routed to the low speed of the fans will be
deactivated if the engine coolant temperature goes below this value.

Full speed starts above (ECT): The output chosen/routed to the full speed of the fans will be activated
if the engine coolant temperature goes above this value.

Full speed stops above (ECT): The output chosen/routed to the full speed of the fans will be deactivated

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if the engine coolant temperature goes below this value.

Disable fans above (VSS): If enabled, fans will be shut down above the specified vehicle speed signal
(high speed air flow is enough for cooling). Fans will be re-activated if VSS decreases by 5km/h.

Disable with engine off below (Vbat): If enabled, fans will be shut down if the engine is not revving
and the battery voltage goes below this value.

Keep ECU alive above (ECT): If enabled, ECU will not shut itself off (after ignition switched off) until
the engine coolant temperature is above this value. This feature is used to make sure the cooling fans will
be able to start if the engine coolant temperature would rise meanwhile.

Fan only with ignition ON: If enabled, fans will only work with ignition switch on.

Fan only above 400 RPM: If enabled, fans will only work if engine RPM is above 400.

Activate low speed if ECT gets invalid: If enabled, and the measured engine coolant temperature value
is outside of its valid range (due to damaged sensor or wiring) the low speed will be activated.

Activate full speed if ECT gets invalid: If enabled, and the measured engine coolant temperature value
is outside of its valid range (due to damaged sensor or wiring) the full speed will be activated.

Activate low speed if AC is on: If enabled, and the AC compressor digital input is ON the low speed
will be activated.

PWM fan control Enables (and switches to) PWM based fan control. In this case the PWM signal will
be routed to the "Radiator fan (low)" output of the ECU, which will need to be decoded by a FAN
control unit at the other side.

Fan control frequency: Frequency for the control signal.

Duty cycle for no fan: Duty cylce needed for the cooling fans to be OFF/stand still.

Duty cycle for low speed: Duty cylce needed for the cooling fans to rotate with a low speed.

Duty cycle for full speed: Duty cylce needed for the cooling fans to rotate on full speed.

Stageless fan control: If enabled, FWM fan control will use more than just 2 (low and full) speeds.

Duty cycle for fan control vs engine coolant temperature: Minimum and maximum duty cylces to use
for the PWM signal in function of the engine coolant temperature.

Air conditioner using CAN protocol to drive the cooling fans can override the PWM
signal.

THERMOSTAT CONTROL
Settings

Status:
Disabled: no electronic coolant thermostat control.
Enabled: electronic coolant thermostat control active.

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Control frequency: Frequency for the control PWM signal.

Duty cycle for electronic thermostat (injection airflow vs ECT)

The duty cycle for the control PWM signal of the electronic coolant thermostat in function of the airflow
and engine coolant temperature. A value of 100% will open the thermostat sooner, 0% opens it later.
Injection airflow (in grams / second) has been chosen for the X axis, because that represents the amount
of the fuel entering the engine (generating heat) the best.

USER DEFINED
The user defined output can be used to control any external device which needs to be turned ON/OFF (or
controlled by a variable frequency or duty cycle pulse wave signal). The controlling parameter can
depend on specific parameters of the engine or measured values of a sensor.

Settings

Status:
Disabled: user defined output is disabled.
Enabled: user defined output will be enabled if the conditions of activation are met.

Type:
ON/OFF: the device will be switched ON or OFF depending on the conditions of activation.
2D frequency: if the conditions of activation are met, the ECU will output a variable frequency pulse
wave depending on a single parameter.
2D duty cycle: if the conditions of activation are met, the ECU will output a variable width pulse wave
depending on a single parameter.
3D frequency: if the conditions of activation are met, the ECU will output a variable frequency pulse
wave depending on two parameters.
3D duty cycle: if the conditions of activation are met, the ECU will output a variable width pulse wave
depending on two parameters.

Set Aux #1: If the conditions of activation are met (so the user defined output is active), the ECU will set
the status of the switch called "Aux #1" to 1 (turns it on). This way, the "Aux #1" switch can be used to
activate different correction or modifer maps at the injection and/or at ignition timing.

Set Aux #2: If the conditions of activation are met (so the user defined output is active), the ECU will set
the status of the switch called "Aux #2" to 1 (turns it on). This way, the "Aux #2" switch can be used to
activate different correction or modifer maps at the injection and/or at ignition timing.

Set fuel preset switch if active: If the conditions of activation are met (so the user defined output is
active), the ECU will set the status of the switch called "Fuel preset" to 1 (turns it on). This can be used
to switch to the second fuel preset (which can have different advance timing, turbocharger control, etc...
maps) while the user defined output is active. Watch out, the controlling maps of the user defined output
can also be different for the different fuel presets!!!

Conditions of activation

There are four lines for the conditions of activation. Each condition (line) has a checkbox at the left, this
can be used to enable/disable the actual condition check. All of the enabled conditions have to be true for
the user defined output to get activated!
The activation value next to the selected parameter shows when the condition should turn "true", the
deactivation value determines when to get "false".

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For example:
"Sensors RPM" > 2000 RPM < 1500 RPM
This condition will get true, as the RPM reaches 2000RPM and it will stay true, until the RPM falls
below 1500 (when the condition gets false).

The "State" column displays the actual state of each condition.

Using the "Inv." checkboxes, you can flip (invert) the state of each condition.

Output frequency/output duty cycle vs ...

If all the endabled conditions are met (all enabled lines are true) the output signal will be driven with the
frequency or duty cycle defined here. The map used here can either be 2D or 3D, depending on the map
type in the "Settings" field.

Frequency: The the user defined output type is duty cycle, you need to set the frequency here.

Duty cycle: The the user defined output type is frequency, you need to set the duty cycle here.

X axis / Y axis: Defines the parameters to use for X and Y axes of the controlling map.

VEHICLE SPEED SIGNAL OUTPUT

Calibration of the user definable vehicle speed signal output which can be used for old (non CAN bus
based) or aftermarket instrument clusters.

REVOLUTION LIMITER
Spark cut

The spark cut works using a 2D table. When the actual engine RPM reaches the value in the table, the
ECU will cut the spark in the specified number of cylinders defined for that RPM value. The highest cut
value reached will be used/applied until the RPMs fall below the "Resume at" value.

For example, if a cut of 1 is used, it means that the spark will be cut in 1 cylinder. The cylinder offset (in
which the cut is applied) will be changing (rotating) after two crankshaft revolutions (4 strokes). The
setting "Limiter pattern variation speed" on the "Basic Settings->ECU Setup" screen will determine how
many times should the same cylinder undergo the cut event (the higher the number, the more times will
the same cylinder be cut).

Soft limit: Lower RPM limit of the spark cut table (use the lowest number of cuts here).

Hard limit: Upper RPM limit of the spark cut table (use the highest number of cuts here, preferably the
number of cylinders in the engine).

Resume at: Resume of the ignition events (in all cylinders), if the RPM falls below this value.

Fuel cut

The fuel cut works using a 2D table. When the actual engine RPM reaches the value in the table, the
ECU will cut the fuel in the specified number of cylinders defined for that RPM value. The highest cut
value reached will be used/applied until the RPMs fall below the "Resume at" value.

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For example, if a cut of 1 is used, it means that the fuel will be cut in 1 cylinder. The cylinder offset (in
which the cut is applied) will be changing (rotating) after two crankshaft revolutions (4 strokes). The
setting "Limiter pattern variation speed" on the "Basic Settings->ECU Setup" screen will determine how
many times should the same cylinder undergo the cut event (the higher the number, the more times will
the same cylinder be cut).

Soft limit: Lower RPM limit of the fuel cut table (use the lowest number of cuts here).

Hard limit: Upper RPM limit of the fuel cut table (use the highest number of cuts here, preferably the
number of cylinders in the engine).

Resume at: Resume of the injection events (in all cylinders), if the RPM falls below this value.

Ignition trim

The ignition advance trim works using a 2D table. When the actual engine RPM reaches the value in the
table, the ECU will correct the ignition advance timing with the defined value. The highest correction
value reached will be used/applied until the RPMs fall below the "Resume at" value. Values stored in this
table can only be negative (since advance timing can only be retarded).

Soft limit: Lower RPM limit of the ignition advance trim table.

Hard limit: Upper RPM limit of the ignition advance trim table.

Resume at: Disable ignition advance trim, if the RPM falls below this value.

E-Gas limit

Limiting specified throttle position works using a 2D table. When the actual engine RPM reaches the
value in the table, the ECU will limit the specified throttle position to the defined value. The highest limit
(lowest allowed TPS value) will be used/applied until the RPMs fall below the "Resume at" value. Make
sure not to force the throttle plate to do fast/vigorous movements (by using too high restrictions too fast),
that can only introduce serious oscillation to the throttle plate!

Soft limit: Lower RPM limit of the throttle plate limit table.

Hard limit: Upper RPM limit of the throttle plate limit table.

Resume at: Disable throttle plate limit, if the RPM falls below this value.

RPM correction

Correction of all the soft/hard/resume RPM points for the spark cut, fuel cut, ignition trim and E-Gas
limit functions. You can dynamically modify the cut points using this map in function of the vehicle
speed signal or actual gear number. The correction value read from this 2D table will be added to all
above RPM points.

Correcting parameter: The X-axis of the correcting 2D table, which can be Vehicle Speed Signal
(VSS), Vehicle Speed Signal at rear axle (VSSR) and gear number.

For example: if the correcting parameter is "Gear number", and the 2D table has "-500" at the first
column designated as "1", means that the revolution limiter will work 500 RPM lower if the gearbox is in
the first gear.

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Pit lane / soft rev. limiter for each gear (fuel cut only)

Pit lane (or soft) revolution limiter can be activated with a digital input/switch (if you want to use a
custom lower acting revolution limiter) or can be set to be always active (to create softer feel overal rev.
limiter). This rev. limiter is using fuel cut only, therefore it can be used for prolonged time (if configured
and set properly, so that the engine and transmission do not shake while on the limiter). All of the the
parameters given here are defined for each gear number (from 1-7).

Mode: Sets if the limiter is activated by a digital input switch (Pit lane rev. limiter on the inputs page) or
is always active.

Soft cut RPM limit: Reaching this RPM limit will activate the fuel cut.

Default number of cylinders to cut: Fuel cut will start with the number of cylinders to cut set here.

RPM range to adjust number of cylinders to cut: If the revs fall below the defined soft cut RPM limit
by this value, the default number of cylinders to cut will be decreased by 1 (so one more working
cylinder will be added) to make the engine a bit more powerful so it can reach the "target" RPM. If the
revs still can rise above the defined soft cut RPM limit by this value, the default number of cylinders to
cut will be increased by 1 (so one more working cylinder will be shut down) to make the engine a bit
more weaker to maintain the "target" RPM.

Specified TPS limit for fuel cut: If the fuel cut is activated (revs reached soft cut RPM limit) the
specified throttle position will be limited to this value. Make sure you do not use too low TPS value for
fuel cut at high RPMs!

Hard cut activation (above soft cut limit): If revs manage to reach this limit (this number is added to
the "Soft Cut RPM limit" value), the ECU will cut the fuel in all cylinders.

Hard cut deactivation threshold: As revs fall back from the hard cut RPM point by this amount, the
default number of cylinders to cut will be used again.

Defaults TPS limit: Specified throttle position limit which will be applied until the "Pit lane rev. limiter"
digital switch is active. If the limiter is used in the always active mode, then this value is not used!

Auto deactivation (below soft cut): If revs fall below specified Soft Cut RPM minus this value, the pit
lane / soft rev. limiter function will be disabled and injection will be resumed in all cylinders and the
applied TPS limit will be removed.

RPM filter coefficient: Lowpass filter coefficient for the actual RPM value used by the pit lane / soft
rev. limiter. A value of 1.0000 will disable the RPM filter.

GEAR DETECTION
Settings

Read current gear out of transmission control module: If enabled the ECU gets the actual gear
number from the TCM on the CAN network. This needs to be used with automatic gearboxes, however
the RPM/VSS ratio still needs to be set up for the rolling launch feature to work!

Valid gear detection range: The upper and lower limits of the valid gear numbers, excluding neutral
and reverse.

Increase current gear when clutch applied: If enabled, the current gear number is increased when the
clutch is pressed.

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Reset to lowest gear below: If enabled, gear number will set to the lowest valid value below this vehicle
speed.

Determine current gear depending on RPM/Vehicle speed ratio: If enabled, actual gear number will
be determined by the RPM and actual vehicle speed ratio.

RPM / VSS ratio for each gear: The ratio of the RPM and vehicle speed signal for each gear. These
ratios are used by the ECU to determine the actual gear number and calculate target RPM for rolling
launch and rev matching (on manual gearboxes). RPM / VSS ratio is fairly constant when clutch is
engaged (not slipping) and depends on the gearing ratio of your gearbox. To set up this table you need to
drive the car in all gears with a constant speed (not accelerating, not decelerating) preferably between
2500 and 3000 RPM and note/fill the displayed RPM/SPEED ratio in this table for each gear.

Gear to learn: The host software will automatically fill in the table for the gear entered here (when you
press "Learn").

Learn: If you press this button, the ratio of the RPM and vehicle speed signal will be automatically
entered in the "Gear to learn" position.

AC DISABLE
Air conditioner compressor can be disabled on high engine loads. ECU will turn on the "AC compressor"
relay output (see Basic settings->Outputs screen) and send AC disable signal via CAN bus if the
compressor needs to be disabled.

Settings

Status:
Disabled: AC will not be disabled.
Enabled: AC compressor will be disabled (if conditions met).

Disable above (RPM): If enabled, the compressor will be disabled above the specified RPM (all other
enabled conditions have to be fulfilled, too).

Disable above (TPS): If enabled, the compressor will be disabled above the specified throttle position
(all other enabled conditions have to be fulfilled, too).

Disable above (MAP): If enabled, the compressor will be disabled above the specified manifold
absolute pressure (all other enabled conditions have to be fulfilled, too).

Re-enable after: Delay after the compressor may be re-enabled, when the disable conditions are not
present anymore.

Re-enable below: Engine RPM below the compressor may be re-enabled, when the disable conditions
are not present anymore (and the delay has been elapsed, too).

Disable after startup for: If enabled, the compressor will be disabled for this duration after a successful
engine startup (to wait until the idle regulation stabilizes engine idle RPM).

Air conditioner compressor re-enabled at high RPM-s may get damaged!

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RACE MODE
Race mode can be enabled to override some parameters, enable/disable features like for example launch
control or anti lag.

Status

Race mode:
Disabled: race mode is not enabled.
Enabled: race mode can be enabled via the selected activation method.

Activation:
Dedicated digital input: race mode can be enabled/disabled via the "Race mode enable" digital switch.
TCS/ASR/ESP button: race mode can be enabled/disabled via the OEM traction control button.
Gear selector lever: race mode can be enabled in a specific position of the gear selector lever.

Active above (ECT): If enabled, the race mode can only be activated above the specified engine coolant
temperature.

Overrides

The enabled functions or overrides will be applied when the race mode is active.

Disable throttle pedal filter: Filter for the throttle pedal (see Sensors->Throttle position screen) will be
disabled.

Disable TPS movement speed limiter: The movement speed of the specified throttle position will not
be limited.

Specified RPM for idle: Overrides the specified RPM for idle regulation.

Specified throttle position for idle: Overrides the specified throttle position for idle regulation.

Specified igniton advance for idle: Overrides the specified ignition advance timing for idle regulation.

Igniton advance regulation limits for idle: Overrides the regulation range for the ignition advance
timing in the idle regulation.

Maximum target lambda: Sets the maximum target lambda.

Specified turbo boost preset: The specified turbo preset will be used during race mode.

Turbocharger wastegate regulator is always active: The wastegate regulator solenoid will be active,
even if the throttle position is too low.

Launch control, anti lag and rolling anti lag only in race mode: Launch control, anti lag and rolling
anti lag will not be active (even if they are enabled), only when race mode is active.

Traction control only in race mode: The built in traction control will not be active (even if it is

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enabled), only when race mode is active.

Exhaust backfire only in race mode: Exhaust backfire can only be activated during race mode.

Use the second fuel preset or the ethanol content sensor to determine blend: The second fuel preset
will be used during race mode. If an ethanol content sensor is connected, its measurements will only be
used during race mode.

Disable air conditioner: Air conditioner will be disabled during race mode.

Disable rolling launch and map "SET" function to "Preset selector 1 (+)": Rolling launch function
will be disabled during race mode, and the "Rolling launch SET" function will be used as preset selector.

PUSH TO PASS
Push to pass function can be activated by a digital switch. It can override a few parameters whicn in turn
can increase the power of the engine momentarily.

Settings

Status: Shows whenter the function is active or not.

Switch to fuel preset #2: If enabled, and push to pass function is active, the currently used fuel preset
will be set to #2 (preset blend set to 100%). Most of the maps in the ECU which determine engine
performance can be different for the fuel preset #2.

Override turbo program to: If enabled, and push to pass function is active, the currently used turbo
program can be overridden.

Set Aux #1 switch status to ON: If enabled, and push to pass function is active, the status of the Aux #1
digital switch will be set to ON. Aux #1 switch can be used enable certain modifier and correction maps
for injection and ignition.

Set Aux #2 switch status to ON: If enabled, and push to pass function is active, the status of the Aux #2
digital switch will be set to ON. Aux #2 switch can be used enable certain modifier and correction maps
for injection and ignition.

Activate race mode: If enabled, and push to pass function is active, race mode will be activated. Race
mode also can override several functions.

REV MATCHING
Rev matching is used to synchronize engine RPM to a desired value without the need of applying
throttle. This is a convenient way to perform downshifting, because the gearbox will have less work
(synchronization to do mechanically) which results in faster and smoother shifts, also less wear.

The destination RPM for rev matching can be requested by the TCM (Transmission Control Module) or
can be calculated by Ignitron ECU.

If using a manual gearbox, the driver needs to press clutch to disengage gear (so the engine can rev
freely) and then apply a short blip of throttle. This will activate rev matching and rev the engine up to the
desired RPM calculated for the previous gear at the current vehicle speed (assuming you have valid
vehicle speed signal available and the gear detection is set up correctly). Auto activation is also possible,
when driver presses brake and clutch pedals at the same time.

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If using an automatic gearbox, rev matching is activated by the gearbox (mechatronics) before
performing downshifting. The destination RPM is also calculated and requested by the TCM itself.

IMPORTANT: Rev matching needs to be set up first to work correctly!

You need to pre-define the specified TPS values for the whole usable RPM range manually. Setting up
rev matching can be done while engine is running and the car is stationary (in neutral). You can manually
trigger (activate) the rev matching with any destination RPM you want (see Test) and verify if the engine
can actually reach that RPM. If not, you need to adjust the settings for rev matching. Make sure RPM
does not over- or undershoot too much, otherwise rev matching will feel jerky!

Rev matching set incorrectly can cause unwanted acceleration of the

vehicle!

Settings

Rev matching:
Disabled: no rev matching available.
Enabled (manual transmission): rev matching is enabled for manual transmission. Rev matching is
activated by throttle blip (or automatically on braking).
Enabled (automatic transmission): rev matching is enabled for automatic transmission. Rev matching is
activated by the Transmission Control Module.

Usable RPM range: Allowed RPM range to be used for rev matching.

RPM correction: Multiplicative correction of the calculated or TCM requested RPM.

RPM offset: Additive correction of the calculated or TCM requested RPM.

Maximum duration: Maximum duration for the rev matching (only with manual transmission).

Idle advance deact.: Deactivation time from idle advance timing (if engine would be in idle or
deceleration state when a rev matching request comes).

Min. DFCO delay: Minimum delay of DFCO (decel. fuel cut off) after rev matching finishes (keeps
fueling active even if no throttle is applied by the driver).

Decel. activation in: Enables automatic activation for rev matching on deceleration. Both the brake and
clutch pedals need to be pressed for the auto activation to initiate.

Min. gear: Minimum gear number for the auto activation to work. Rev matching will not auto activate if
the destination gear is below this value.

Min. VSS: Minimum vehicle speed signal for the auto activation to work. Rev matching will not auto
activate if the vehicle speed is below this value.

Auto activation after throttle blip or high load or above VSS:

Auto activation of rev matching will work for for a minute (60 seconds) after
- driver was using a throttle blip
- driver was applying full throttle
- car was going faster than the VSS specified

Auto deactivation at target RPM: Rev matching function will automatically deactivate (will not wait

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for the deactivation singal from TCM) if the actual RPM reaches target RPM.

Rev matching only in race mode: Rev matching function will work only in race mode.

Reduced engine torque calculation for overrun rev matching: Calculated (and therefore reported)
engine torque value can be decreased by a factor (Gain) when rev matching is active and no throttle is
applied (during overrun). The lower reported engine torque will make the TCM to re-engage clutch
slower and softer when the target RPM is reached.

Disable torque sustain: The "Sustain hi tq." feature on the Torque Mapping (engine torque) screen will
not be used when rev matching is used during overrun.

Test: Activates rev matching while the car is stationary for testing purposes (engine needs to be running
of course). This way you can set up and verify your TPS and ignition timing correction settings for any
given target RPM. Test procedure will stop automatically after duration specified in the "Maximum
duration" field.

Status: Shows the actual state of rev matching

Additional settings for automatic transmission

If an automatic transmission is used, there are some extra parameters available. These are not needed for
a manual transmission, because rev matching is activated by the throttle blip function (and that already
has these settings defined).

Throttle speed gain: Correction for the specified TPS ramp up speed. This will practically make the
throttle plate to move faster. 100% represents the original speed, 200% double speed.

Initial throttle blip amount: Correction of specified TPS. This will practically make the throttle plate to
open more for a short period of time (just like a throttle blip). 100% represents original value, 200%
double value.

Lambda: Minimum target lambda during throttle blipping.

for: Duration of throttle blipping. Throttle speed gain, Initial throttle blip amount, lambda are used for
this duration only.

Idle advance deact: Deactivation time from idle advance timing (if engine would be in idle or
deceleration state when a rev matching request comes).

Override for S/TIP: If enabled, the above parameters (Throttle speed gain, Initial throttle blip amount,
...) can be different for S or TIP gears.

Ignition advance correction for target RPM

If enabled, ignition advance timing will be regulated (retarded) by a PID controller to try to maintain the
destination RPM if it would overshoot. In practice a higher TPS is often used (especially in the first few
tenth of second "blip stage") than it is needed to maintain the target RPM. Retarding advance timing is an
effective and quick way to try to hold the RPM at the desired value, however retarded timing generates
extra heat (can also make some pops in the exhaust) so choose your TPS values wisely, do not use higher
TPS values than necessary!

Applying throttle while rev matching is active will work against this
function, which in turn can keep your advance timing retarded! If rev
matching is active, the ECU does not want the engine to rev higher than

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the destination RPM for rev matching, therefore the maximum throttle the
driver can apply is limited to 30%!

P / I / D: Proportional, Integral and Derivative gains for the PID controller.

Max. correction if throttle applied: Maximum advance timing correction when throttle is applied. This
can limit (or even completely disable) the effect of the PID controller when driver applies/blips throttle
again during an active rev matching. Still the max TPS will be limited to 30%!

Maximum ignition advance correction vs RPM: The maximum advance timing correction usable by
the PID controller to try to keep the target RPM when TPS would be too high. Try to set up specified
throttle position so the advance is not fully retarded all the time during rev matching!

Recovery rate: Recovery of the retarded advance timing after rev matching finishes (gets disabled).

Recovery (no TPP): A slower recovery rate of the retarded advance timing when the driver is not
applying throttle at all.

Specified throttle position (over on idle TPS) for target RPM (RPM vs load/MAP/TPS)

You need to determine the specified throttle position for each target RPM in this table. Make sure you do
not use too high TPS values here, otherwise you will not be able to maintain the target RPM (or you will
have overly retarded advance timing). You need to find the optimal TPS values to maintain the target
RPM without too much advance retard (f.eg more than -20deg correction). Use the "Test" button to test
and verify your settings. If the ramp up speed is low, then you need to alter the settings for the throttle
blip (initial moments of the rev matching). If using a manual gearbox these settings can be found in (E-
Gas->Throttle modifiers->Throttle blip). Adjust TPS movement speed gain, Specified TPS gain and the
throttle blip duration (Revert throttle sensitivity after). If using an automatic gearbox these settings can
be found in the "Additional settings for automatic transmission" field.

Static trim for aircon: If the A/C compressor is enabled this value is added to the contents of the table.

Correction of TPS: Correction value for the specified throttle position (to decrease it) before the RPM
would reach the target value.

At % of target RPM: Above correction will be applied on the specified TPS when the RPM reaches the
percentage of the target synchronization RPM.

LAUNCH CONTROL
Launch control can be activated by pressing the clutch pedal (or brake pedal with cars using automatic
gearbox) and pressing the throttle pedal at the same time while the vehicle is standing still. As the RPM-s
reach the pre-defined threshold the advance timing will be retarded and if needed ignition (spark) will be
cut to make unburnt fuel to enter the exhaust manifold where it explodes (either due to heat or the next
ignition event) which in turn can spool up turbocharger. Launch control will get deactivated as the driver
releases clutch (or brake) pedal!

Using launch control will most likely introduce unburnt air/fuel mixture
into the exhaust system. When this mixture is ignited in the exhaust
manifold it will make loud explosions and high temperature/high pressure
combustion gases even flames coming out of the exhaust! While posing a

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fire hazard, this can lead to premature damage to engine components

including, but not limited to: cylinder head, exhaust valves, exhaust
manifold, turbocharger and to the exhaust system itself!

Activation

Launch control:
Disabled: no launch control in use.
Enabled: launch control can be activated (if all conditions met).
Enabled (Aux #1): launch control can be activated (if Aux #1 switch is active and all conditions met).
Enabled (Aux #2): launch control can be activated (if Aux #2 switch is active and all conditions met).

Allow multiple presets: If enabled, up to 4 different launch control presets can be used.

Adjustable RPM: If enabled, the driver can adjust the launch RPM between the allowed limits.

Adjusting launch RPM can be done when the engine is off (not revving). After turning on ignition (but
not starting the engine), press and keep the clutch pedal down for at least ca. 7 seconds, then using the
throttle pedal adjust the launch RPM (keep the clutch pedal in, too). The RPM will be displayed on the
tacho dial on the instruments cluster (oil pressure warning will probably light up, due to zero oil pressure,
but that is fine, because the engine is not revving). As you have set the correct launch RPM turn off
ignition.

To check user defined launch RPM, press clutch for at least 7 seconds, the tach dial will show the launch
RPM. If the tacho dial does not move after 7 seconds that means there is no user defined launch RPM
set.

Arm below (VSS): If enabled, the launch control can only be used below the specified vehicle speed
signal.

Active above (ECT): If enabled, the launch control can only be used above the specified engine coolant
temperature.

Active below (ECT): If enabled, the launch control can only be used below the specified engine coolant
temperature.

Active below (EGT): If enabled, the launch control can only be used below the specified exhaust gas
temperature.

P, I, D: P, I, D gains for the ignition advance timing controller if using a regulated advance timing.

RPM: Displays the actual RPM.

Advance: Displays the actual advance ignition timing value.

Settings

Preset: Currently selected preset to edit.

RPM threshold: Launch control (ignition advance timing retard) will be active above this RPM (if the
clutch/brake pedal is pressed). This RPM is not necessarily the same as the final launch RPM, because
spart cut RPM is usually higher!

Limit specified throttle position: If enabled, the specified throttle position will be limited to this value.

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This limit will be applied even when the launch control is not active yet (but the clutch pedal is already
pushed).

Override target lambda: If enabled, the target lambda will be overridden during launch control.

Regulate ignition advance: If enabled, the ECU will regualte ignition advance timing (between the
lower and upper limits specified here) so that the RPM is kept at the "RPM threshold" value. You have to
carefully select the limits for the advance timing regulation range (make sure ECU can use retarded
advance timing)!

Override ignition advance: If enabled, and the actual RPM is higher than the "RPM threshold"
parameter, the ignition advance timing will be overridden to this value. If the actual RPM falls below the
"RPM threshold" the advance timing will be restored to normal operation values.

Spark cut/restore: If enabled, the ECU will cut spark above the first (cut) RPM point and restore spark
below the second (restore) RPM point. The number of cylinders to cut are set below at the "Cylinders to
cut" parameter.

Fuel cut/restore: If enabled, the ECU will cut fuel above the first (cut) RPM point and restore fuel
below the second (restore) RPM point. The number of cylinders to cut are set below at the "Cylinders to
cut" parameter.

Cylinders to cut (by default / to limit): Defines how many cylinders to cut when the launch control is
active.
By default: will be used if the actual RPM is above the RPM threshold.
To limit: will be used if the actual RPM is above the spark cut/fuel cut RPM threshold.

Override specified boost: If enabled, the specified boost will be overridden during launch control.

Override wastegate duty cycle: If enabled, the turbocharger wastegate regulator solenoid duty cycle
will be overridden during launch control.

Gear selective TPS limiter: If enabled, the specified throttle position can be limited (pre-programmed)
for each gear after the car has launched from standstill.

X-axis:
Defines the X-axis of the gear selective TPS limiter map.
Time (in seconds): time measured in gear (timer resets at the gear change/releasing the clutch pedal).
Vehicle speed signal: vehicle speed signal.
Vehicle speed signal (rear axle): vehicle speed signal measured at the rear axle.

ANTI LAG
Anti lag is used to keep the turbocharger spinning when throttle is decreased or completely removed (f.eg
between gear shifts or deceleration). Anti lag is armed above a pre defined RPM and throttle position.
After the anti lag is armed and the throttle is decreased or removed (throttle position would fall below a
certain threshold), anti lag activates and keeps the throttle plate open while retarding the ignition timing
(even cut spark to introduce unburnt air/fuel mixture into the exhaust manifold) to keep the turbocharger
spinning. Anti lag will get deactivated as the driver applies throttle again or the maximum duration of the
anti lag elapses.

Elephants are the largest land mammals on earth and have distinctly massive bodies, large ears, and long
trunks. They use their trunks to pick up objects, trumpet warnings, greet other elephants, or suck up
water for drinking or bathing, among other uses. They do struggle to use these trunks to enable anti lag
however.

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Anti lag will introduce unburnt air/fuel mixture into the exhaust system.
When this mixture is ignited in the exhaust manifold it will make loud
explosions and high temperature/high pressure combustion gases even
flames coming out of the exhaust! While posing a fire hazard, this can lead
to premature damage to engine components including, but not limited to:
cylinder head, exhaust valves, exhaust manifold, turbocharger and to the
exhaust system itself!

Anti lag will keep the throttle plate open, therefore the engine will not be
able to generate vacuum for the brake booster! If the brake booster runs
out of vacuum, braking force will be significantly reduced!

Activation

„Anti lag system”:

Disabled: no anti lag in use.
Enabled: anti lag can be activated (if all conditions met).
Enabled (Aux #1): anti lag can be activated (if Aux #1 switch is active and all conditions met).
Enabled (Aux #2): anti lag can be activated (if Aux #2 switch is active and all conditions met).

Allow multiple presets: If enabled, up to 4 different anti lag presets can be used.

Gear dependent: If enabled, different anti lag presets can be used for each gear.

Brake disables ALS: If enabled, the ALS deactivates immediately as the brake is applied.

Maximum gear: If enabled, the ALS will operate up to the gear number specified here.

Active above (ECT): If enabled, the ALS will operate above the engine coolant temperature specified
here.

Active below (ECT): If enabled, the ALS will operate below the engine coolant temperature specified
here.

Active below (EGT): If enabled, the ALS will operate below the exhaust gas temperature specified here.

RPM: Displays the actual RPM.

ECT: Displays the actual engine coolant temperature.

EGT: Displays the actual exhaust gas temperature.

Settings

Preset: Currently selected preset to edit.

Arm above (RPM): RPM threshold to arm anti lag above this value. After anti lag has been armed, it
can get active when throttle is decreased or released next time.

Arm above (TPS): Throttle position threshold to arm anti lag above this value. After anti lag has been
armed, it can get active when throttle is decreased or released next time.

Specified throttle position for ALS: If anti lag is already armed and the throttle position would fall
below this value the anti lag gets activated and the throttle position will be kept at this value.

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Fuel cut on cylinders (RPM vs specified TPS): Contains the number of cylinders to cut fuel in during
ALS (in function of RPM and unmodified throttle position, which refers to the throttle position which
would be used without the ALS being active).

Spark cut on cylinders (RPM vs specified TPS): Contains the number of cylinders to cut spark in
during ALS (in function of RPM and unmodified throttle position, which refers to the throttle position
which would be used without the ALS being active).

Ignition advance trim (RPM vs specified TPS): Contains the advance trim value added to the ignition
advance timing during ALS (in function of RPM and unmodified throttle position, which refers to the
throttle position which would be used without the ALS being active).

Override fuel cut: If enabled, right after activating the ALS the "Fuel cut on cylinders" parameter will
be overridden with the second value (0-6cyl) for the number of crankshaft rotations *2 (4 strokes).

Override spark cut: If enabled, right after activating the ALS the "Spark cut on cylinders" parameter
will be overridden with the second value (0-6cyl) for the number of crankshaft rotations *2 (4 strokes).

Override ignition advance: If enabled, ignition advance timing will be overridden during anti lag.

Override target lambda: If enabled, target lambda will be overridden during anti lag.

Override specified boost: If enabled, specified boost will be overridden during anti lag.

Override wastegate duty cycle: If enabled, the turbocharger wastegate regulator solenoid duty cycle
will be overridden during anti lag.

Maximum duration: The maximum duration for the anti lag. ALS will be automatically deactivated
after this time interval (if the driver does not apply throttle in the meantime).

ROLLING ANTI LAG

Rolling anti lag can be used to build boost while the car is already in motion. When rolling anti lag is
active the ignition timing is retarded, along with some spark cut events this can cause explosions in the
exhaust manifold spooling the turbo instead of producing engine power to accelerate the vehicle.

If using an automatic gearbox, rolling anti lag can only be used in tiptronic/manual mode!

Rolling anti lag will introduce unburnt air/fuel mixture into the exhaust
system. When this mixture is ignited in the exhaust manifold it will make
loud explosions and high temperature/high pressure combustion gases
even flames coming out of the exhaust! While posing a fire hazard, this can
lead to premature damage to engine components including, but not limited
to: cylinder head, exhaust valves, exhaust manifold, turbocharger and to
the exhaust system itself!

Rolling anti lag will rapidly increase exhaust gas temperatures therefore it
is not suggested to be used for prolonged periods!

Activation

Rolling anti lag:

Disabled: no rolling anti lag in use.
Enabled: rolling anti lag can be activated (if all conditions met).

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Enabled (Aux #1): rolling anti lag can be activated (if Aux #1 switch is active and all conditions met).
Enabled (Aux #2): rolling anti lag can be activated (if Aux #2 switch is active and all conditions met).

Active above (TPP): Rolling anti lag can be active above this throttle pedal position value.

Active RPM range: Rolling anti lag can be active in this RPM range.

Active MAP range: Rolling anti lag can be active in this manifold absolute pressure range.

Maximum duration: Maximum duration of the rolling anti lag. Do not use rolling anti lag for too long
as it increases exhaust gas temperature rapidly!

Re-activation delay: Delay needed for the rolling anti lag to get activated again after it has been used
previously.

Active above (ECT): If enabled, rolling anti lag can get activated only above the specified engine
coolant temperature.

Active below (ECT): If enabled, rolling anti lag can get activated only below the specified engine
coolant temperature.

Active below (EGT): If enabled, rolling anti lag can get activated only below the specified exhaust gas
temperature.

Active above (gear #): If enabled, rolling anti lag can get activated only above the specified gear
number.

Active below (gear #): If enabled, rolling anti lag can get activated only below the specified gear
number.

Settings

Override ignition advance: If enabled, ignition advance timing will be overridden during rolling anti
lag.

Spark cut: If enabled, spark will be cut in the specified number of cylinders during rolling anti lag.

Override target lambda: If enabled, target lambda will be overridden during rolling anti lag.

Override specified boost: If enabled, specified boost will be overridden during rolling anti lag.

Override wastegate duty cycle: If enabled, wastegate regulator solenoid duty cycle will be overridden
during rolling anti lag.

ROLLING LAUNCH
Rolling launch can be used to drive the car with a constant speed (f.eg in pit lanes or in warm up/cool
down laps). This function regulates the throttle position (with the help of a PID controller) so the car can
reach and maintain the predefined speed. It is not required to use the throttle pedal while the rolling
launch is active, but if faster speeds are required then the throttle pedal can be used to accelerate.

Before the rolling launch could activate, the ECU does some tests to make sure the driver can cancel
rolling launch to prevent any unwanted acceleration;
- the clutch or brake pedal has to be operated at least once before activating rolling launch.
- gear detection has to be working and valid for at least one second, so ECU can detect the slipping of the

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clutch.

To make rolling launch usable, at least the "Rolling launch (SET)" button has to be defined on the "Basic
settings->Inputs" screen! The rolling launch will immediately deactivate if the clutch or brake pedal is
pressed, or the RPM is outside the allowed range, or the enable signal of the rolling launch is switched
off. If no enable signal ("Rolling launch (ON 1 and/or 2)" switch) is defined, then rolling launch can only
be deactivated by pressing clutch or brake pedal! The target speed can be set by the "Rolling launch
(SET)" input signal. By pressing "Rolling launch (RES)", rolling launch can be re-activated with the
previously selected target speed. If there are no separate accelerator inputs defined (Rolling launch + & -
), then "SET" can be used to decrease the target speed (once rolling launch is active) and "RES" to
increase.

Faulty settings of the rolling launch can lead to unwanted acceleration of

the vehicle and may cause accident!

Settings

Rolling launch:
Disabled: rolling launch is disabled.
Enabled: rolling launch may be activated (if all other conditions are met).

Status: Shows the actual status of the rolling launch.

RPM range: RPM range of the engine in which the rolling launch may work.

Speed inc/dec amount: If enabled, the target speed can be increased or decreased by the amount set
here.

RPM filter: The coefficient of the low pass filter for the RPM signal used by the PID controller. Do not
use high value here as throttle will be constantly moving!

Deadband: The precision of the PID controller to maintain the target speed. Do not use low value here
as throttle will be constantly moving!

Override turbo preset: If enabled, the actual turbo preset can be overridden for rolling launch.

Disable haldex: If enabled, the haldex control will be disabled while rolling launch is active.

PID settings for each gear and RPM

Proportional, Integral, Derivative: The parameters (gains) of the PID controller regulating the throttle
position (for each gear from 1 to 6).

Maximum TPS: The maximum throttle position which can be used by the PID controller (for each gear
from 1 to 6).

Imin / Imax: Minimum and maximum limits of the integrator part for the PID controller in function of
RPM.

Maximum TPS increase speed: The maximum throttle opening speed which can be used by the PID
controller (given in percents for each 50 millisecond).

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Faulty settings of the rolling launch can lead to unwanted acceleration of

the vehicle and may cause accident!

SHIFT CUT
Shift cut can be used to decrease engine performance while shifting gear. Engine power can be
completely cut, or just partially decreased. Shift cut will be activated if the trigger signal is ON and the
feature is already armed. Shift cut function will be active until its trigger signal is ON, unless you specify
a custom minimum or maximum duration.

Activation

Status:
Disabled: shift cut feature disabled.
Enabled: shift cut enabled.

Trigger:
Clutch pedal switch: shift cut will be triggered by the clutch pedal switch.
Dedicated digital input: shift cut will be triggered by its own input ("Shift cut signal") defined on the
Basic settings->Inputs screen.

Arm above (RPM): If enabled, shift cut function will be armed only if engine RPM reaches this
threshold.

Arm above (TPP): If enabled, shift cut function will be armed only if TPP (throttle pedal position)
reaches this threshold.

Settings

Each setting can be enabled/disabled individually. If a feature is not requested, leave it disabled.

Minimum duration: The minimum duration of the shift cut.

Maximum duration: The maximum duration of the shift cut.

Limit specified TPS to: Limit for the specified throttle position while shift cut is active.

Set minimum specified TPS to: Sets the minimum specified TPS while shift cut is active.

Fuel cut: Number of cylinders to cut injection while shift cut is active.

Spark cut: Number of cylinders to cut spark while shift cut is active.

Override ignition advance: Override ignition advance while shift cut is active.

Override target lambda: Override target lambda while shift cut is active.

Override specified boost: Override specified boost while shift cut is active.

Override wastegate duty cycle: Override wastegate duty cycle while shift cut is active.

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SHIFT LIGHT
Shift light can signal the ideal shifing points to the driver. On front wheel driven cars it is practical to use
the vehicle speed signal measured at the rear axle to determine the shifting points!

Status

Shift light:
Disabled: no shift light in use.
Enabled: shift light will be enabled.

Output:
Dedicated shift light output: the shift light will use the dedicated output set on the "Basic settings-
>Outputs" screen.
Check Engine Light: the shift light will use the output designated for the check engine light.
Electronic Pedal/Power Control Light: the shift light will use the output designated for the EPC light.
CEL + EPC together: the shift light will use the check engine light or the EPC light together.

The ECU can drive the CEL and EPC lights via CAN bus (according to the Audi/VW CAN protocol).

Signal type:
Continuous: the shift light will be continuously on until active.
Blinking: the shift light will be blinking until active.
Single pulse: the shift light will be giving a single pulse only.

Pulse duration: If the signal type of the shift light is "Signle pulse" this number will determine the pulse
duration.

Gear shifts

Check gear number: If enabled, you can use different settings for each gear number (there are no
settings available for the last, sixth gear).

Check engine revolutions: If enabled, the shift light can only be active within the specified RPM range.

Check Vehicle Speed Signal/Vehicle Speed Signal (rear axle): If enabled, the shift light can only be
active within the specified vehicle speed range.

The calculated "ideal" RPM range for the given gear is displayed next to change points. These will be
valid only if the driver uses the suggested shift points. The calculated RPM ranges are computed using
the RPM/VSS ratios set on the "Gear detection" screen.

Launch control

Signal ready to launch condition above (MAP): If enabled, the shift light will get activated during
launch control, if the manifold absolute pressure reaches the specified value.

TRACTION CONTROL
The traction control in Ignitrion ECU works upon the difference of the speed signals between the driven
and non-driven wheels. On four wheel drive cars (where all wheels are ideally spinning at the same
speed) this kind of traction control cannot be used! On two wheel drive cars, if the driven wheels are
spinning faster than the non-driven wheels, the the traction has probably been decreased or completely

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lost.

To decrease the engine performance for such cases, you can either:
- limit maximum engine RPM
- limit throttle position
- retard ignition advance timing

Settings

Status:
Disabled: no traction control in use.
Enabled: traction control can be activated.
Enabled (Aux #1): traction control can be activated (if Aux #1 switch is active).
Enabled (Aux #2): traction control can be activated (if Aux #2 switch is active).

Disabled if TCS light is on: If enabled and the traction control/ESP has been deactivated by the driver
via the OEM button, the traction control of Ignitron ECU will be disabled, too.

Allow multiple presets: If enabled, up to 4 different traction control presets can be used.

Preset: Currently selected preset to edit.

Slip rate detection

Gear: Actual gear number.

RPM: Actual engine RPM.

VSS: Vehicle Speed Signal (measured at front axle).

VSSR: Vehicle Speed Signal (measured at rear axle).

Slip rate: Slip rate of the driven axle (compared to the non-driven axle). The slip rate is practically the
ratio of the speed signals measured at the driven and non-driven axles, minus one, represented in
percents. For example: if the vehicle speed measured at the driven axle is 75 km/h, the vehicle speed at
the non-driven axle is 60km/h, then the slip rate will be 25% (((75kmh/60km)-1)*100%)

Revolution limit

Revolution limiting works by calculating the RPM value of the engine for the vehicle speed measured at
the non-driven axle (computed using the RPM/VSS ratios set on the "Gear detection" screen). This
calculated RPM would be (roughly) equal to the engine RPM if there was no wheel spin. The ECU will
increase this "ideal" RPM by the amount of the allowed slip rate (let's say add +15%) and set this as an
RPM limiter for the engine, which will prevent the front wheels (driven axle) from overspinning. This
RPM limit of course increases along with the actual speed of the vehicle (measured at the non driven
axle).

Status:
Disabled: no revolution limiter in use.
Enabled: revolution lmiter will be used in order to keep the projected slip rate.

Type:
Fuel cut: fuel will be cut to limit engine RPM.
Spark cut: spark cut will be used to limit engine RPM.

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Maximum gear.: Maximum gear number to use the revolution limiter up to.

Delay after shifting: Delay of the activation of the revolution limiter after gear change.

Slip threshold: Allowed (projected) slip rate threshold of the driven axles. Most of the times the realized
slip rates can not be requal to this value (due to the RPM limiter settings and engine RPM fluctuations).

Minimum RPM: Revolution limiting will work only above this RPM (for each gear).

Cylinders to cut: Number of cylinders to cut, when the actual engine RPM is higher than the
projected/calculated maximum engine RPM (for each gear).

Restore RPM drop: RPM drop (relative to the projected/calculated maximum RPM) to restore
fuel/spark in all cylinders (for each gear).

Ignition retard

If the driven axle is spinning faster than the non-driven axle by at least the amount of allowed slip
threshold, the advance timing can be retarded (to decrease engine power) until the actual slip rate goes
below the slip threshold. If the actual slip is low enough, the advance timing slowly recovers to its
unmodified (un-retarded) value.

Using retarded ignition advance timing can increase exhaust gas

temperature and increase manifold absolute pressure!

Status:
Disabled: no ignition retard in use.
Enabled: ignition advance timing will be retarded in order to keep the projected slip rate.

Maximum gear.: Maximum gear number to use the timing retard up to.

Delay after shifting: Delay of the activation of the timing retard after gear change.

Recover below slip: If the actual slip rate is below this value, the advance timing is slowly recovered to
its original value.

Maximum EGT: Advance timing retard will be used only below this exhaust gas temperature.

Slip threshold: Allowed (projected) slip rate threshold of the driven axles (for each gear). Advance
timing retard will get increased above this value.

Minimum RPM: Ignition advance retard will work only above this RPM (for each gear).

Retard / 50ms: Value of ignition advance retard for every 50 milliseconds if the slip rate is above the
threshold (for each gear).

Maximum retard: Maximum value of ignition advance retard (for each gear).

Recover / 50ms: Value of the decay for the ignition advance retard for every 50 milliseconds if the slip
rate is below the recovery threshold value (for each gear).

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Throttle limit

If the driven axle is spinning faster than the non-driven axle by at least the amount of allowed slip
threshold, throttle position can be limited (to decrease engine power) until the actual slip rate goes below
the slip threshold. If the actual slip is low enough, throttle plate can be opened back to its un-restricted
position.

Status:
Disabled: no throttle limit in use.
Enabled: throttle limit will be used in order to keep the projected slip rate.

Maximum gear.: Maximum gear number to use the throttle limit up to.

Delay after shifting: Delay of the activation of the throttle llmit after gear change.

Recover below slip: If the actual slip rate is below this value, the throttle limit is slowly removed.

Slip threshold: Allowed (projected) slip rate threshold of the driven axles (for each gear). Throttle
position will be decreased (throttle limit increased) above this value.

Decrease / 50ms: Value of throtlle position decrease for every 50 milliseconds if the slip rate is above
the threshold (for each gear).

Maximum lower limit: Maximum lower limit of the throttle position (for each gear).

Recover / 50ms: Value of the throttle limit decay for every 50 milliseconds if the slip rate is below the
recovery threshold value (for each gear).

Drag launch RPM limit

This function can be used on four wheel drive cars, where slip rate cannot be determined (because all
axles are driven). Drag launch RPM limit is similar to the "Revolution limit" function, but you can pre-
program the maximum engine RPM-s in function of the time elapsed from the launch (car getting in
motion from stantstill).

Status:
Disabled: no drag launch rev. limiter in use.
Enabled: drag launch rev. limiter enabled.

Type:
Fuel cut: fuel will be cut to limit engine RPM.
Spark cut: spark cut will be used to limit engine RPM.

Maximum gear.: Maximum gear number to use the drag launch rev. limiter up to.

Delay after shifting: Delay of the activation of the drag launch rev. limiter after gear change.

Cylinders to cut: Number of cylinders to cut to limit engine RPM, and the RPM drop to restore
fuel/spark.

RPM limit vs time from launch (seconds): RPM limit in function of the time from launch in seconds.

FUEL BLENDING (FLEX FUEL)

Settings for fuel blending. Ignitron ECU has two different fuel presets. Several maps can have a different

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version for each of the fuels (for example: volumetric efficiency, ignition advance timing, cranking and
startup enrichment settings, turbocharger control maps, etc...). The fuel blending configurator dialog can
be used to determine which maps should have different versions for the two fuels.

If there is a fuel ethanol content sensor connected (or if a user defined sensor is selected for fuel
blending), the ECU can interpolate between these "blended" maps according to the actual sensor
measurement. The current blending percentage can be logged as the "ECU fuel blend" variable, 0%
means that the fuel preset 1 will be used, 100% means that fuel preset 2 will be used. Values in between
mean crossfaded (interpolated) values between the fuel presets.

Fuel ethanol content (%) (or user defined sensor) vs fuel presets blending (%)

Map which defines the ratio of the usage of the two fuel presets in function of the measured fuel ethanol
content (or user defined sensor). The X-axis of the map represents the measurements of the fuel ethanol
content sensor (or user defined sensor), and the data in the table is the ratio between the fuel presets. 0%
means that fuel preset 1 will be used, 100% means that fuel preset 2 will be used. Values in between
mean crossfaded (interpolated) values between the fuel presets.

Fuel blending

Disabled: no fuel blending will be used.

Enabled: fuel blending is enabled (according to the measurements of the selected sensor).

Source data

Determines the source data value to be used for fuel blending.

If you are going to set up the ECU for "flex fuel" operation, then you need to set up (and choose) the fuel
ethanol content sensor.
If you want to choose between two different ECU configurations (two fuel maps with the same type of
fuel but with different advance timing, boost level and VE maps) then you can use a user defined input to
serve as a base for fuel blending. This technique can also be used to compensate for high elevation
differences (f.eg at hill climb) by adding a barometric pressure sensor as user input and then mapping the
car for the lowest and highest elevations. ECU then will be able to blend these fuel presets according to
the current elevation (barometric pressure).

Blending update region

If the fuel ethanol content sensor is installed into the fuel return line (where it does not restrict fuel flow
into the engine), its signal may get unstable/errorous when the return fuel flow is low (or there is no
return fuel at all, due to bad fuel system/inadequate fuel system sizing). The reading of the fuel ethanol
content sensor can be ignored in this case, allowing the "ECU fuel blend" parameter to be updated only
in lower engine load situations.

RPM: RPM range to update the fuel blending parameter.

MAP: Range of the manifold absolute pressure sensor to update the fuel blending parameter.

If engine operates outside these ranges, the last valid measurement of the selected source sensor will be
used.

EXHAUST BACKFIRE
Exhaust backfire creates softer or louder backfires in the exhaust system on deceleration. Due to the the
retarded (or completely skipped) ignition events fuel can enter and burn in the exhaust manifold and/or
exhaust system.

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The over run backfires can have a varying intensity depending on how wide the throttle was open before
lifting off. Backfires after wide open throttle can be more aggressive than backfires activated after part
throttle. Intensity is a value between 0% and 100% which can correct the value of the specified throttle
position and ignition advance timing for backfiring. If intensity is applied on the throttle position and the
intensity is 100% then the throttle position specified for backfire will be equal to the values you enter
into the minimum specified throttle map. If intensity is only 50%, then the throttle position will be only
the half of the values in the map. The same applies to ignition timing.

Exhaust backfire can drastically increase the exhaust gas temperature,

thus damaging the engine even in short time!
It is not recommended to use this feature, especially on cars equipped
with a catalytic converter and stock exhaust systems!

Activation

Backfire:
Disabled: exhaust backfire feature disabled.
Enabled: exhaust backfire feature enabled.
Enabled (Aux #1): exhaust backfire feature enabled if Aux #1 switch is active.
Enabled (Aux #2): exhaust backfire feature enabled if Aux #2 switch is active.

Active above (ECT): Exhaust backfire will be active above the specified engine coolant temperature.

Active above (RPM): Exhaust backfire will be active above the specified RPM.

Active below (EGT): If enabled, exhaust backfire will be active below the specified exhaust gas
temperature.

Arm above (RPM): Arms the exhaust backfire function above the specified RPM.

Arm above (TPS): Arms the exhaust backfire function above the specified throttle position.

Arm below (VSS): Arms the exhaust backfire function only if the vehicle speed signal is lower than the
specified value.

Status: Displays the current status of the exhaust backfire function.

Delay: Delay in the activation of the exhaust backfire (after deceleration).

Maximum duration: Maximum duration of the exhaust backfire (if driver does not deactivate it sooner
by using throttle).

No delay if clutch applied: If enabled and if clutch is applied, delay will not be used in the activation of
the exhaust backfire.

Keep DFCO off: If enabled, DFCO (Deceleration fuel cut off) will not be enabled after the deactivation
of exhaust backfire. This can cause continued rumble on deceleration.

Minimum intensity: Minimum intensity of the exhaust backfire (throttle or advance timing).

Intensity gain: The intensity of the exhaust backfire will be equal to minimum intensity + the throttle
position (prior lifting off throttle) + the gain specified here. For example, if the minimum intensity is 0%,
the throttle position was 40%, the intensity gain is 100%, then the final intensity will be 80% (0% + 40%
+ 40%*100%) The maximum value of the intensity is 100%!

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Apply intensity on throttle: If enabled, the minimum specified throttle position for backfire will be
corrected with the actual intensity. For example, if the intensity is only 50%, the specified throttle for
backfire will only be the half of the values given in the map.

Apply intensity on advance: If enabled, the ignition advance timing for backfire will be corrected with
the actual intensity. For example, if the intensity is only 50%, the ignition advance timing for backfire
will only be the half of the values given in the map.

Settings

Minimum specified TPS (%) vs RPM: Specified throttle position for exhaust backfire in function of
the RPM. The values here may be corrected with intensity.
Attack/Decay: Duration for the throttle position to reach then lose its specified value (while exhaust
backfire active).

Ignition advance (BTDC) vs RPM: Specified ignition advance timing for exhaust backfire in function
of the RPM. The values here may be corrected with intensity.
Attack/Decay: Duration for the ignition advance timing to reach then lose its specified value (while
exhaust backfire active).

Target lambda vs RPM: Specified target lambda to use (in function of the RPM) while the exhaust
backfire function is active.

Spark cut (number of cylinders) vs RPM:

Default: number of cylinders to cut ignition (by default).
Periodic: number of cylinders to cut ignition (periodically, period determined in the map below).

Periodic spark cut frequency (Hz) vs RPM: Number of periodic spark cut events in each seconds in
function of the RPM.

Torque mapping

Torque gain: Correction of the calculated engine torque while exhaust backfire is active. 100% = no
correction.

PRESETS SELECTOR
Several functions can have different presets in Ignitron ECU. For example you can define and use more
presets for turbocharger boost regulation, traction control, haldex control, etc... There are two presets
selectors which let you to organize and pair up your different turbo, launch, ... settings into maximum 8
presets (in each preset selector). The currently selected preset number is displayed, blinked out on the
CEL (check engine light) and the EPC (electronic power control) light.

For example, in the first preset selector (which is blinked out on the CEL);
- preset 1 can use boost preset 1 and traction control preset 1 without race mode
- preset 2 can use boost preset 2 and traction control preset 1 without race mode
- preset 3 can use boost preset 2 and traction control preset 2 with race mode
...

The two presets selectors (for CEL and EPC) work independently from each other, they can have
different number of presets in it. If enabled, the actual preset is blinked out for both selectors when the
ignition switch is turned on, or when the chosen preset is changed. Presets can be changed any time, on
the fly. To be able to increase/decrease the actual preset, you have to define "Preset selector 1 (+) and/or
(-)" switch for the selector displayed on the CEL and "Preset selector 2 (+) and/or (-)" switch for the

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selector displayed on the EPC light. Input switch definitions are done on the "Basic settings->Inputs"
screen.

Paddle shifter inputs mapping (in P or N gear and zero vehicle speed)

It is possible to use the paddle shifter inputs to increase/decrease preset numbers when the gear selector
is in P or N gears and the vehicle is not moving (standing still).

Map paddle shifter + to: If enabled, paddle shifter + can be mapped to a specific preset selector input.

Map paddle shifter - to: If enabled, paddle shifter - can be mapped to a specific preset selector input.

Presets selector 1 & 2

Enable presets selector 1/2: If enabled, the presets selector will be in use. Actual preset will be blinked
out on the appropriate warning light (CEL or EPC).

Number of presets: Number of maximum presets used by the selector.

Current preset: Displays the currently selected preset number.

Use preset number from: If enabled, the value of a user defined sensor can be used as a preset number.
In this case, the used defined sensor has to be calibrated so its value will be 1 to the maximum number of
presets (f.eg 1-4 if 4 different presets are used).

To be able to map different presets to functions like;

-turbocharger (regulation)
-launch control
-anti lag system
-traction control
-haldex
the function needs to have the usage of multiple presets allowed on its own settings screen, otherwise the
function will be disabled (grayed) in the presets selector!

The state of some switches can also be overridden by the presets selector, such as;
-race mode enable switch
-fuel preset switch
-Aux #1 switch
-Aux #2 switch
however, if a switch is already defined as an input elsewhere, it will not be available for the presets
selector to use!

Also, the actual preset of a function or the state of a switch can only be overridden by only one presets
selector, the same function or switch cannot be used in the other presets selector!

SETUP
Settings for the CAN network in which the Ignitron ECU is about to be used.

Settings

Baud rate: Sets the transmit speed (baud rate) of the CAN network.

Identifiers: Type of identifiers which can be sent and received on the CAN network.

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Enable Audi/VW protocol emulation: If enabled, Ignitron ECU will try to emulate the CAN protocol
(V4.x) used in Audi/VW cars (up to around 2014).

Send custom CAN messages: If enabled, Ignitron ECU will send custom CAN messages which you can
define on the "Send custom messages" screen.

Receive custom CAN messages: If enabled, Ignitron ECU will receive CAN messages and import data
from any external device connected to the ECU via CAN.

OBD-II support: If enabled, Ignitron ECU will communicate via OBD II protocol (ISO 15765-4) on the
CAN network.

UDS data logging: If enabled, Ignitron ECU will try to connect to the target UDS compatible device and
retrieve live data from it.

AUDI/VW PROTOCOL EMULATION

Ignitron ECU is a plug and play solution for the Motronic ME7.x platform used in Audi/VW/Seat/Skoda
cars. These cars use several modules which communicate with the engine ECU via CAN bus (in both
directions) so it is absolutely critical to emulate and support the original communications protocol.
Ignitron ECU is fundamentally different from the original engine control module used in these cars, we
put great efforts into making all modules to work together.

We can choose from three different emulations: A, B, and C type. These differ from each other more or
less, depending on the version and complexity of the CAN network used in the original car. If using an
emulation type gives a fault in one of the controllers (f. eg in ABS/ESP) then choose a different type
and/or increase the CAN version (in Version information and coding field) until the fault can be cleared.

Torque control

The OEM engine control unit (and other connected modules) are torque controlled! It is important for us
to understand that all modules are "talking" in actual and requested torques between each other. All
torque values on the CAN network are represented in percents and not in exact values! The torque which
is represented as maximum (100% MDI) is declared/defined by the engine ECU. Engine ECU distributes
this maximum torque value throughout the CAN network for all other connected modules, those will
reference their possible torque requests to this value in percents. Lets say if the ABS/ESP wants to limit
the engine torque due to spinning wheels, it will request a percentage of the maximum torque from the
engine ECU.

Ignitron ECU is not torque controlled (for the sake of simplicity). You aren't specifying torque figures
when you map your boost or throttle, but exact wastegate duty cycles and throttle percentages instead.
The engine torque used and sent to the CAN network by Ignitron ECU is calculated using the airflow
(VE map), RPM, Manifold Absolute pressure, Intake Air Temperature (even advance timing). This
torque figure is distributed as the actual engine torque, but the drivers torque wish can also be determined
in function of the throttle pedal position and RPM.

Incoming torque requests (from other modules) are simplified while keeping the system effective: the
different torque percentages are assigned to different TPS positions (different TPS positions to different
boost levels), the transmission control unit can also retard ignition advance timing or even cut injection
to help upshifting.

Settings

Emulation type:

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No emulation: Ignitron ECU is not sending or receiving any CAN messages related to modules which
can be found in Audi/VW cars.
Type A: Communication protocol up to ca. 2000/2001 model year (cars equipped with narrowband O2
sensor).
Type B: Communication protocol up to ca. 2002/2003 model year.
Type C: Communication protocol from to ca. 2004 model year.

Torque control:
Disabled: No torque control available, Ignitron ECU does not send or receive torque data.
Enabled: Torque control active, ECU sends and receives torque data.

Torque mapping:
Disabled: No custom torque mapping available, simplified mode: always the actual (calculated) engine
torque is sent to the CAN network.
Enabled: Torque mapping active, minimum and maximum requested torque can be specified in function
of the RPM and throttle pedal position (or manifold absolute pressure).

Send kickdown signal:

Kickdown singal is activated above 90% throttle pedal position.

Send diagnostic message:

If the actual odometer value is available, it is sent out to other modules for use in their fault codes and
freeze-frames.

Emulate ABS/ESP:
Emulates ABS/ESP signals on the CAN network to use for DSG gearboxes.

Emulate steering wheel electronics:

Emulates the complete steering wheel electronics on the CAN network (pl: sends paddle shifter signals to
TCM)

Connect to

The list of supported controllers. Check the box to allow communication with a particular module.
The settings view for the enabled controller can be accessed from the menu on the left.

Version information and coding

CAN version: The version number of supported CAN protocol.

Suggested version numbers for Type A emulation: Version 1.x -> Version 2.2
Suggested version numbers for Type B emulation: Version 2.2 -> Version 4.0.3
Suggested version numbers for Type C emulation: Version 4.0.1 -> Version 4.1.3
If a controller has a fault code regarding to software version number try a different one!

Engine coding: Factory declared code (undocumented). Usable value for 4 cyl. transverse engine: 34, 4
cyl. longitudinal: 38.

Gearbox coding: Coding for gearbox.

Torque range: Torque range for the highest interpretable torque on the CAN network.
1X = 0-630NM.
2X = 0-1260NM.
Always use 1X range if possible, it allows more precise/higher resolution torque requests to be
transmitted and processed.

Maximum (100%) torque: Maximum (100%) torque used by torque control.

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Engine properties

These data are transmitted through the CAN network, mainly to identify the engine in the car (f.eg used
by the instruments cluster).
Use the OEM, unmodified data of an engine!

RPM for max torque: Lowest RPM value where the engine produces the highest torque.

Max torque: Maximum torque produced by the engine.

Max power: Maximum power produced by the engine.

Number of valves / cyl: Number of valves (including both intake and exhaust) per cylinder.

Number of cylinders: Number of cylinders of the engine.

Displacement: Displacement of the engine (in liter).

Oil level threshold: Level for low oil level warning (in millimeters).

Slope for filling: Displacement of oil (in the oilpan) for each millimeter.

Estimation factor (turbo): No detailed information available.

Normalized consumption: No detailed information available.

Induction type: Forced induction/Naturally aspirated.

Throttle pedal (TPP) limit for CAN

TPP limit: Maximum throttle pedal position transmitted on the CAN network if RPM is above the
specified value.

Above (RPM): Minimum RPM value to limit the throttle pedal position transmitted on the CAN.

Starter motor control

Automatic start: Signals that the engine ECU will control starter motor.

Starter enable signal: If enabled, Ignitron ECU will enable and disable starter motor via CAN.

Start / Stop coordinator: If enabled, Ignitron ECU will emulate the start/stop system on the CAN bus
(but will not shut down engine when coming to a stop).

TORQUE MAPPING (ENGINE TORQUE)

The actual engine torque is calculated by Ignition ECU using the actual RPM, Volumetric Efficiency,
Manifold Absolute Pressure, Intake Air Temperature and Ignition advance timing. You can manipulate
this calculated engine torque value before it is sent out to the CAN network (as engine torque) on this
view. All the numbers you see here are percentages of the declared maximum 100% torque.

In most of the cases, the calculated theoretical engine torque figure is good as is to be used on the CAN
network, but you may need to manipulate it in certain situations. There are three 3D maps on this screen
which affect the reported engine torque: engine torque minimum, engine torque maximum and engine

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torque correction.

For example: while using an automatic gearbox the reported actual engine torque and specified engine
torque values will affect shifting points, shifting speed, clutch crossfade speed (softness/roughness). If
the calcualted and reported engine torque values are off or implausible (f. eg due to VE map being far
from reality to iron out fueling issues), the gearbox may not work as expected! When the actual engine
torque is reported too high (higher than reality) the gearbox will shift at too high RPMs and/or shift too
rough. When the actual engine torque is reported too low the gearbox may shift at too low RPMs and/or
shift too soft/slow (take note: shifting too slow can also be caused by improper torque control settings).
The correct reported engine torque is key for the automatic transmission to work properly! Also note,
that the transmission control unit needs to be re-programmed in order to accept/allow increased engine
torque values to be used without entering into component protection mode!

Engine torque (minimum/maximum) [in percents of MDI] (RPM vs TPP or MAP)

The minimum/maximum value of the engine torque in function of RPM and throttle pedal position or
manifold absolute pressure. Obviously, if the minimum and maximum values are the same, they will
determine the actual engine torque sent out to the CAN network.

Engine torque correction in percents (RPM vs TPP or MAP)

Correction (in percents) of the calculated engine torque for use as engine torque on the CAN network.

Settings

Y-Axis: Determines which variable to use as Y-axis for the maps on screen.

Map: Selects between minimum and maximum maps to view and edit.

Race mode is different: If enabled, you can use separate minimum, maximum and correction maps for
normal and race modes.

Mode: Selects between normal and race mode maps to view and edit.

100% torque: Torque value in Newtonmeters for 100% torque (same setting as on the Audi/VW
protocol emulation page).

Correction: A flat correction rate on the calculated engine torque for use as engine torque on the CAN
network.

Minimum: Minimum value of the engine torque on CAN.

Maximum: Maximum value of the engine torque on CAN.

Attack coeff.: Coefficient of the highpass filter for increasing torque (curve). This limits the increase
rate of the engine torque value. Using a low value (0.05) will result in slowly increasing torque, using a
high value (0.33) will result in rapidly increasing torque.

Decay coeff.: Coefficient of the lowpass filter for decreasing torque (curve). This limits the decrease rate
of the engine torque. Using a low value (0.05) will result in slowly decreasing torque, using a high value
(0.33) will result in rapidly decreasing torque.

Specify higher: ECU will set the specified engine torque higher than the calculated engine torque by this
percentage (on part throttle).

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On full throttle: ECU will set the specified engine torque higher than the calculated engine torque by
this percentage (on full throttle).

Not more than: Specified engine torque can not be higher than the calculated engine torque plus this
amount (in Newton meters).

No throttle gain: Correction of calculated engine torque if throttle pedal is not pressed. This value has to
be less than 100%, which means calculated torque can only be decreased. F.eg: 80% will decrease
calculated engine torque by 20%.

Upshift: If enabled, engine torque cannot be lower than this value while the automatic gearbox is
performing an upshift.

Downshift: If enabled, engine torque cannot be lower than this value while the automatic gearbox is
performing a downshift.

Launch tq.: If enabled, engine torque is overridden during launch control.

Aux #2 tq.: If enabled, engine torque is overridden while Aux #2 digital input is active.

Sustain hi tq: If enabled, the highest engine torque value is sustained for the given duration.

Sustain amount: Sustain hi tq function will use the amount specified here. If 100% it will sustain the
last highest torque value, if 50% it will sustain only the half of the last highest torque value.

Overrun thr.: Overrun threshold. If enabled, the throttle pedal is zero (so overrun active) and the engine
torque falls below the value specified here slowly (due to a slow decay filer) it will immediately reset
requested torque to zero.

Above (RPM): Overrun threshold function works above the RPM specified here.

Overrun in: Activates overrun (zero engine torque) if throttle pedal is zero for longer than the duration
specified here.

Above (RPM): Overrun (zero engine torque) for zero throttle works above the RPM specified here.

Engine torque correction [%] vs gear number

Gear selective correction for the calculated engine torque (in percents).

Engine torque maximum [% of MDI] vs gear number

Gear selective maximum value of the calculated engine torque (in percentage of the 100% torque value).

Engine torque maximum [% of MDI] vs vehicle speed signal

Maximum value of the calculated engine torque (in percentage of the 100% torque value) in function of
the vehicle speed signal. This map will not be used if car is launched using launch control, or if the VSS
signal is invalid!

TORQUE MAPPING (DRIVER'S WISH)

Driver's torque request [% of MDI] (RPM vs throttle pedal position)

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The driver's torque wish/request distributed on the CAN network for other connected control units (f.eg:
Transmission Control Unit). The numbers you see here are percentages of the declared maximum 100%
torque.

Settings

Request:
Engine torque: Driver's torque request will be equal to the actual calculated engine torque. Can be used
to make a "fool-proof" driver's wish torque request.
User defined: Driver's torque request can be defined in function of RPM and throttle pedal position. Can
be used to refine transmission operation/smoothness, but needs more attention and tuning.

Race mode is different: If enabled, driver's torque request can be different in race mode.

Attack coeff.: Coefficient of the highpass filter for increasing torque (curve). This limits the increase
rate of the driver's torque request value. Using a low value (0.05) will result in slowly increasing torque,
using a high value (0.33) will result in rapidly increasing torque.

Decay coeff.: Coefficient of the lowpass filter for decreasing torque (curve). This limits the decrease rate
of the driver's torque request value. Using a low value (0.05) will result in slowly decreasing torque,
using a high value (0.33) will result in rapidly decreasing torque.

Use to limit specified torque: If enabled, the specified engine torque will be limited to the driver's
torque request. Note: if the specified engine torque is less than the actual engine torque, the clutches may
slip!

Below (TPP): Specified engine torque will be limited to the driver's torque request only below the
specified throttle pedal position (to prevent clutch slip).

Below (engine tq.): Specified engine torque will be limited to the driver's torque request only below the
actual engine torque set here (to prevent clutch slip).

Correction (part thr.): Correction factor (of the driver's request) on part throttle to limit the specified
torque.

Correction (full thr.): Correction factor (of the driver's request) on full throttle to limit the specified
torque.

Driver's torque request

Displays the actual torque request of the driver (in percentages of the declared maximum 100% torque or
in Newton meters).

Driver's torque request limit [% of MDI] vs vehicle speed signal [km/h]

Limit for the driver's torque request in function of the vehicle speed signal (VSS). This map will not be
used if car is launched using launch control, or if the VSS signal is invalid!

TORQUE MAPPING (MECHANICAL LOSSES)

Engine mechanical losses [Newton meters] vs RPM

This map determines how many Newton meters (!) of the actual engine torque produced are lost due to
mechanical losses (for example by: alternator, power assisted steering, air conditioner compressor, ...).

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Other control units will deduct the actual mechanical losses from the actual reported engine torque value.
AC off/AC on lines refer to air conditioner compressor being OFF or ON.

Add mechanical losses to engine torque: If enabled, the losses specified here will be added to the
actual engine torque on the CAN network. Transmission control unit will subtract the torque losses from
the actual engine torque to calculate the specified clutch clamping torque. For the sake of simplicity you
can even specify zero losses throughout the complete RPM range (so TCM will not subtract anything
from the calculated engine torque).

TORQUE CONTROL
Whenever the Ignitron ECU receives an incoming torque limit request (from ABS/ESP or from the
gearbox) it will limit the throttle position to the values set here.

Settings

MAP:
ABS/ESP: Shows and edits the maximum allowed throttle positions to use for the request of ABS/ESP
unit.
TCM: Shows and edits the maximum allowed throttle positions to use for the request of the Transmission
Control Unit.

Maximum throttle position (RPM vs requested engine torque by TCM or ABS/ESP(%))

Maximum specified throttle position for a given torque request in function of the RPM. Y-axis represents
the requested torque (in percents).
Example: if the ABS or transmission requests 50% (of the maximum) torque, the ECU will read and use
the data in the line with 50 in its Y axis (at the current RPM).

Torque control for launch

Torque control can be further customized for the first two gears after a successful launch (f.eg at drag
racing). Minimum and maximum torque request can be set (in function of time), also the throttle plate
and wastegate regulator duty cycle can be manipulated to help the launch.

Status:
Disabled: torque control for launch is disabled.
Enabled: torque control for launch is enabled.

Disregard TCM torque request for launch on full throttle:

If enabled, the ECU will not care about the torque requests coming from the transmission until driver
applies full throttle (and this function is active).

Preset:
Selects between the 4 available set of settings. These presets are enabled and chosen together with the
presets of the launch control itself (launch control can have up to 4 different presets, too).

Throttle position limit (%) vs time in gear (seconds):

Limit of the specified throttle position in function of the time elapsed in the gear.

Turbocharger wastegate regulator duty cycle limit (%) vs time in gear (seconds):
Limit of the turbocharger wastegate regulator solenoid duty cycle in function of the time elapsed in the
gear.

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Engine torque maximum (%) vs time in gear (seconds):

Maximum of the actual engine torque sent to the CAN network in function of the time elapsed in the
gear.

Engine torque minimum (%) vs time in gear (seconds):

Minimum of the actual engine torque sent to the CAN network in function of the time elapsed in the
gear.

TORQUE CONTROL (FOR UPSHIFTING)

Torque requests coming from the transmission control module during upshifting are handled differently
than "normal" torque requests. When the double-clutch, direct shift gearbox is performing an upshift it
"slowly" crossfades the clamping force from one clutch to the other. The drive train is never disengaged
completely during shifting, this way the vehicle can accelerate while shifting in progress. This is a key
feature and advantage of the DSG, but requires precise torque management from the engine ECU. When
the gearbox performs an upshift, it sends a torque request signal to the engine ECU.

The engine has to produce the exact amount of torque for the shifting to be perfect, otherwise:
- If engine produces too much torque during shifting it will act against the gearbox trying lowering the
RPM (next gear will make a drop in the RPM). Shifting will be prolonged (may take up to seconds),
putting lot of strain on the clutch, overheating or even damaging it!
- If engine produces less torque than optimal during shifting the cross fading of the clutches can be too
fast and rough, vehicle will jerk, will not accelerate as it should.

Prevent clutches from slipping for prolonged time during shifting,

otherwise they can get damaged!

Torque control for upshifting (compared to "plain" torque control) can retard ignition advance timing
and/or cut fuel in certain number of cylinders, too. This way you can set up the engine ECU to decrease
engine torque for upshifting either using a lower TPS but non retarded advance timing, or higher TPS but
with retarded advance timing. Fuel cut may be used for immediate torque reduction if needed.

Using retarded advance timing (even with limited TPS) can make the
turbocharger RPM to increase during shifting!
Manifold absolute pressure can reach dangerous levels!

Duty cycle for turbocharger wastegate regulator solenoid can also be limited for upshifting (on
Turbocharger->Setup screen).

Maximum throttle position for upshifting (RPM vs requested engine torque (% of MDI))

Maximum specified throttle position for a given torque request in function of the RPM. Y-axis represents
the requested torque (in percents).
Example: if the transmission requests 50% (of the maximum) torque, the ECU will read and use the data
in the line with 50 in its axis (at the current RPM).

Ignition advance correction for upshifting (RPM vs requested engine torque (% of MDI))

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Ignition advance timing correction for a given torque request in function of the RPM. Y-axis represents
the requested torque (in percents).
Example: if the transmission requests 20% (of the maximum) torque, the ECU will read and use the data
in the line with 20 in its axis (at the current RPM).

Fuel cut [number of cyls] (RPM vs requested engine torque (% of MDI))

Number of cylinders to cut fuel in for the given torque request in function of the RPM. Y-axis represents
the requested torque (in percents).
Example: if the transmission requests 20% (of the maximum) torque, the ECU will read and use the data
in the line with 20 in its axis (at the current RPM).

Amount of ignition advance correction (%) vs manifold absolute pressure (kPa)

Correction (magnitude) of ignition advance correction in function of manifold absolute pressure. If the
MAP (boost) is high you can use more advance correction (retard), if MAP is low (engine is on part
throttle) you can use less advance correction (retard). 100% uses the original (uncorrected value).

Amount of ignition advance correction (%) vs requested torque intervention (%)

Correction (magnitude) of ignition advance correction in function of requested torque intervention. This
is a bit more tricky to understand. The level of torque intervention is the ratio of the actual TPS and the
requested TPS limit.
If the actual TPS is equal to the requested TPS limit (set by you in the maximum throttle position for
upshifting map) then the torque intervention will be 100%.
If the actual TPS value is the double of the requested TPS limit, lets say because the throttle plate not
reached its specified position yet, the torque intervention will be 200%.
If the actual TPS is below the requested TPS limit, because you are not applying throttle enough and the
engine is producing less torque than the torque request from the transmission, the torque intervention will
be less than 100%.

Overboost protection during shifting

When the DSG upshifts on full throttle, full boost (even with limited TPS) the turbocharger is spinning
fast. Retarded ignition can make it spin even more faster (just like with launch control or anti lag).
During (up)shifting the engine revolutions decrease, resulting in less air demand from the engine. This
sudden loss of air demand is proportional to the gearing (RPM fall). The turbocharger is still spinning at
high RPM (can even be at max RPM), therefore it will result in a spike in the manifold absolute pressure.
This spike can be so high, that it can actually damage your engine! Overboost protection can take care of
this, do not rely on a working wastegate - that can go wrong any time - set up the overboost protection to
prevent any catastrophic scenario!!!

Limit throttle position to: X% above (MAP):

Immediately limits the throttle position if manifold absolute pressure reaches the threshold.

Restore throttle position below (MAP):

Restores specified throttle position as long as the manifold absolute pressure has fallen below the
threshold.

Activate turbocharger bypass valve above (MAP):

Activates (so called N249) to release boost above the specified threshold.

Disable turbocharger bypass valve below (MAP):

Deactivates (N249) so boost is not released anymore as the manifold absolute pressure has fallen below
the threshold.

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Injection cut in all cylinders above (MAP):

Fuel injection is immediately cut if MAP reaches dangerous levels.

Restore injection below (MAP):

Fuel injection is restored as the manifold absolute pressure has fallen below the threshold..

Do always set up the overboost protection!

This can save your engine from damaging overboost situations!

STEERING WHEEL ELECTRONICS EMULATION

Most of the DSG/S-tronic gearboxes (at least which worth to upgrade to) receive paddle shifter signals
via the CAN network. In their OEM application there is a separate steering wheel electronics installed
which processes all the switches on the steering wheel (and cruise control stalk). Either you install such a
steering wheel electronics or use the Ignitron ECU to substitute this module. Actually the steering wheel
electronics emulation in Ignitron ECU has some extra features over on the OEM module. You can pre-
program automatic shifting points which will simulate paddle shifter keypresses. These are useful for
drag racing (in tiptronic/manual mode) or in situations where the gearbox will not shift automatically at
all (not in D or S gears) due to compatibility problems with the ABS module used in the car. If the
installed gearbox is shifting on its own (as it should in D and S gears) preprogrammed automatic shifting
points cannot be used only in tiptronic/manual mode!

Settings

Coding (source):
Source of the simulated CAN signal. To mimic it is coming from a real steeering wheel electronics, this
has to be set to "Steering wheel electronics".

Paddle shifter emulation enabled:

If this feature is enabled, Ignitron ECU will "mirror" the status of the "Paddle shifter +" and "Paddle
shifter -" digital switches on the CAN network. These digital input switches have to be defined/mapped
on the Basic settings->Inputs screen.

Pressing paddles together overrides requested torque:

If both paddle shifters are pressed and held at the same time the requested torque sent to the CAN
network can be overridden.

Detection delay:
ECU will wait this duration before sending any emulated paddle shifter keypress, waiting if the other
paddle shifter will be pressed (or not).

Requested tq.:
Torque percentage used when both paddles pressed together.

Pressing both paddles (or DSG launch hold) activates launch control and allows staging:
If the launch control is enabled and armed/active you can hold both paddles (or the DSG launch hold
input) which will also override requested torque and enable slow creeping with the DSG while building
boost.
To be able to slowly creep ahead with the car, you need to keep both paddle shifters pressed (or the DSG
launch hold input) while very slowly and gently releasing brake!
To launch with the car, first release paddle shifters and then release brake!

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Requested torque for staging:

Requested torque percentage while staging (creeping). This should not be a high number otherwise
creeping will not be possible.

Apply throttle for launch control and staging automatically:

If enabled, pressing both paddles together (or the DSG launch hold input) while holding down brake
pedal will make the engine to build boost on its own (like if you would apply throttle with your foot)!
Pressing both paddles again (or the DSG launch hold input) will disable automatic throttle!
If you release the brake pedal (to launch) you have 1 second to apply full throttle otherwise the car will
not accelerate!
If you press the brake pedal again (after releasing it) automatic throttle gets immediately disabled!

Automatic throttle will make the engine rev up without the need of
pressing the throttle pedal!
Automatic throttle may cause accidents or serious injuries to persons
standing in front of the car!
Automatic throttle is strictly for drag racing use on closed circuits/race
tracks only!
Automatic shifting for drag racing

Enable for S / TIP:

Enable automatic paddle shifter key press emulation for S or TIP gears.

If Aux #1 set:
If enabled, automatic shifting for drag racing will work only if Aux #1 digital input state is ON.

Full throttle TPP:

TPP value which is considered to be full throttle.

Upshift points for full throttle and part throttle:

RPM values where Ignitron ECU will send a Paddle Shifter + (upshift) message on the CAN network.
If 0000 RPM is used, no shifting message will be sent.

Downshift points for full throttle and part throttle:

RPM values where Ignitron ECU will send a Paddle Shifter - (downshift) message on the CAN network.
If 0000 RPM is used, no shifting message will be sent.

Min. dur.:
Minimum duration which needs to elapse in the gear before an upshift message is sent.

Min. VSSR
Minimum vehicle speed signal (at the rear axle) needed for an upshift message to be sent.

3D mapped automatic shifting

Enable for D / TIP:

Enable 3D mapped automatic shifting for D or TIP gears.

Upshift RPM (TPP vs gear):

RPM values where Ignitron ECU will send a Paddle Shifter + (upshift) message on the CAN network.
If 0 RPM is used, no shifting message will be sent.

Downshift RPM (TPP vs gear):

RPM values where Ignitron ECU will send a Paddle Shifter - (downshift) message on the CAN network.
If 0 RPM is used, no shifting message will be sent.

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Automatic shifting properties

These settings are valid for both "Automatic shifting for drag racing" and "3D mapped automatic
shifting".

Enable for D / TIP:

Enable 3D mapped automatic shifting for D or TIP gears.

Min. time between shifts on full throttle / part throttle:

Minimum time which needs to elapse between two shifting signals on full throttle and part throttle

No shifting on decel. for:

ECU will not send a shifting signal on deceleration for the specified time (if vehicle speed is able the
speed threshold).

TPP transient for deceleration:

Negative TPP transient value which is considered to be deceleration.

No shifting on part throttle if driver shifts for:

Automatic shifting on part throttle will be suspended for the time specified if the driver shifts on the
paddle shifters or on the gear selector manually.

ABS/ESP EMULATION
Ignitron ECU can emulate some basic functions of an ABS/ESP module on the CAN network. This may
be useful if you install/retrofit a Direct-Shift Gearbox into a car which has no ABS/ESP module present
and some of the gearbox functions (f.eg: Launch control) are not available without the ABS/ESP. Please
take note, that fully realistic systems cannot be simulated without the real, valid and measured wheel
speed signals!

Settings

Emulate basic ABS functions:

If the car has no ABS/ESP at all use this to emulate basic ABS functions (f.eg transmitting wheel speed,
traction control, ... signals).

Simulate steering wheel position signal:

Simulates the steering wheel position signal (as part of the ESP system) on the CAN network. Will
emulate a straight steering wheel position.

Simulate brake hydraulics pressure signal:

Simulates how soft or hard the brake pedal is pressed. In cars with ESP the actual pressure is measured
and distributed on the CAN network, the TCM needs this to enable launch control.

Simulate advanced ABS signals:

Simulates additional signals supported by later ABS/ESP modules.
This feature is not available in all firmwares.

Simulate wheel impulse ring signals:

Simulates wheel impulse ring signals supported by later ABS/ESP modules.
This feature is not available in all firmwares.

Message types displayed next to functions:

Missing: Message/function is completely missing, can be simulated.

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Incomplete: Message/function is partially missing, some of its functions can be simulated.

Present: Message/function is present, cannot be simulated at all.

Simulated brake hydraulics pressure signal

Pressure for no brake:

Pressure for brake pedal not pressed.

Pressure for braking (launch ctrl.):

Pressure for brake pedal pressed while launch control is active.

Pressure increase rate (launch ctrl.):

Increase rate of the simulated pressure signal when then driver applies brake.

Pressure decrease rate (launch ctrl.):

Decrease rate of the simulated pressure signal when then driver releases brake.

Pressure for braking (Bar) vs VSS (km/h):

Pressure for brake pedal pressed in function of the vehicle speed signal.

Pressure for braking (Bar) vs VSS (km/h):

Pressure increase/decrease rate in function of the vehicle speed signal.

Simulated advanced ABS signals

This feature is not available in all firmwares.

Correction for longitudinal acceleration:

Correction for the longitudinal acceleration which is calculated by the vehicle speed signal (in absence of
the hardware acceleration sensor).

Longitudinal acceleration minimum:

Minimum value of the simulated longitudinal acceleration (practically it is the maximum deceleration).

Longitudinal acceleration maximum:

Maximum value of the simulated longitudinal acceleration.

Rear wheel size tolerance:

Maximum tolerance in wheel/tyre size difference between front and rear axles.

Permanent quattro drive (not for haldex):

Check this if the car has a permanent quattro drive. Do not use for Haldex systems.

Simulated wheel impulse ring signals

This feature is not available in all firmwares.

Invalid for Front left/Front right/Rear left/Rear right:

Specify the wheel position for which there will be no impulse ring signal simulated.

ABS/ESP
ABS wheel speeds

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Displays the measured wheel speeds by the ABS unit (in kilometers per hour).

FL: Speed of front left wheel.

FR: Speed of front right wheel.

RL: Speed of rear reft wheel.

RR: Speed of rear right wheel.

Speed signal detection

Calculate VSS by front wheel speeds: If enabled, the ECU will determine the Vehicle Speed Signal
(VSS) using the data read from the ABS unit (instead of a square wave signal coming from the gearbox
speed sensor).

Correction: Correction of the calculated Vehicle Speed Signal.

Calculate VSSR by rear wheel speeds: If enabled, the ECU will determine the Vehicle Speed Signal
(rear axle) (VSSR) using the data read from the ABS unit.

Correction: Correction of the calculated Vehicle Speed Signal (rear axle).

ESP

Steering: Displays the position if the steering wheel.

Brake: Displays the brake pressure.

Status

Displays the actual status of the ABS/ESP unit. Red means OFF, green means ON.

ABS active: ABS braking in progress.

EDL active: Electornic "differential lock" active.

ESP active: Electronic stability program active.

ABS light: ABS indicator light is on.

TCS/ESP light: Az TCS/ASR/ESP deactivation light is on.

Torque ctrl (traction ctrl): Traction control is active.

Torque ctrl (engine drag): Engine drag is being reduced.

Diagnostics mode: ABS unit is in diagnostics mode.

Torque control

Click here for more info about torque control.

Enable Traction Control System: If enabled, the ECU will apply the torque control requests of the
ABS/ESP unit to decrease engine performance (to prevent wheelspin or slipping of the car). To set

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throttle position limits for specified torque requests see the torque control screen!

Correction of TCS: Correction of the requested torque limit in percents. Negative values will decrease
the effect of the torque control.

Max TCS: Maximum allowed value of the torque control (engine performance decrese).

Enable Engine Drag Torque Control: If enabled, the ECU will apply the torque control requests of the
ABS/ESP unit to increase engine performance (therefore decrease engine drag). To set throttle positions
for specified torque requests see the torque control screen!

Correction of EDTC: Correction of the requested torque in percents. Negative values will decrease the
effect of the torque control.

Max EDTC: Maximum allowed value of the torque control (engine performance increase).

ABS TCS: Current value of the torque control for traction control.

ABS EDTC: Current value of the torque control for engine drag control.

Incorrect settings of the torque control may lead to accident!

Brake switch signal

Read brake switch status out of ABS module: If enabled, the ECU will retrieve the brake pedal switch
status from the ABS unit via CAN (and not use the digital input for this).

STEERING WHEEL ELECTRONICS

Vehicles after around 2004 may use a dedicated steering wheel electronics to send the positions/state of
the switches on the steering wheel to the engine ECU and other modules via CAN. These switches
include controls for the OEM cruise control, shifting paddles for automatic transmission, phone controls,
station selector/volume slider for radio, etc... There are different versions of steering wheel electronics
available, therefore their configuration and settings may be different.

Map switches to CAN message bits

You can map (import) up to 8 switches/buttons from the steering wheel electronics into Ignitron ECU.
You need to enable and select the destination function for a switch and then select a message bit (0-15) to
read it from the steering wheel electronics. The "Inv" checkbox can be used to invert/flip the state of the
readed bit.

AIR CONDITIONER
Settings for cars with their air conditioner system communicating via the CAN network.

Status

AC request: Air conditioner in use.

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Aux. heater: Auxiliary heater in use.

Heated rear window: Rear window heater in use.

Heated windscreen: Windscreen heater in use.

Compressor enabled: AC compressor enabled.

No heating reqd.: Requested temperature is set to low.

AC pressure: Pressure of the AC refrigerant.

AC load: Load AC compressor puts on the engine.

Blower: Blower performance in the passenger cabin.

Fan drive: Cooling fan performance request from air conditioner.

Settings

Raise idle RPM on AC request: The engine ECU will raise the idle speed if the air conditioner is in
use.

Raise idle RPM if compressor is enabled: The engine ECU will raise the idle speed if the AC
compressor is enabled.

Let air conditioner to drive fan (PWM mode only): If the engine control unit is driving the cooling
fans directly (with a PWM signal via a fan control unit/output stage) and the air conditioner requests
higher fan speeds (due to high refrigerant pressure), the engine control unit will adjust the fan speeds
according to the request of the air conditioner. 0% fan drive will be equal to the duty cycle set for "no
fan" operation, 100% fan drive will be equal to the duty cycle set for "full speed" operation, intermediate
fan drive requests will be interpolated. If the engine coolant temperature would require higher fan speeds
than the AC request, the higher fan request of the engine will be used of course.

HALDEX
Status

System failure: Error in haldex control.

Overtemperature: Haldex has been disabled due to overheating.

Clutch tension failure: Failed to realize target clutch tension.

Clutch open: Haldex clutch is completely open.

Limp mode: Haldex controller in limp mode (redundant input signals do not match).

Warning light: Haldex controller turns on warning light on dash.

Speed limiter: Vehicle speed limiter active.

Haldex: Actual haldex clutch tension.

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Haldex spec.: If haldex control in use, the specified haldex clutch tension.

Haldex control

The haldex control in Ignitron ECU makes it possible to use a predefined amount of haldex clutch
tension. The OEM haldex controller bolted to the side of the haldex unit calculates the required clutch
tension using the data supplied by other control units in the car connected to the powertrain CAN
network. In general, Ignitron ECU needs to send out false information (f.eg false vehicle speed, false
torque signal, false throttle signal) on the CAN network in order to fool the OEM haldex controller to
make it use our custom defined clutch tension.
Since the OEM ABS/ESP unit is an active part of this system (the haldex unit uses data sent by the
ABS/ESP), it prevents Ignitron ECU from supplying false signals to the haldex unit, therefore the haldex
control of Ignitron ECU cannot be used on cars equipped with an ABS/ESP unit!
If the haldex control function is enabled, but the ABS/ESP unit is present, Ignitron ECU will suspend its
own haldex control!
Also the haldex control needs the "Torque control" feature disabled on the "CAN communication-
>Audi/VW protocol emulation" screen to work properly!

The haldex control function of Ignitron ECU is intended to be used solely

on race cars not equipped with an ABS/ESP unit!
Disabling the OEM ABS/ESP unit can lead to accident even death!

Incorrect settings of the haldex control can lead to accident!

Status:
Disabled: haldex control is disabled.
ABS emulation 1 (CAN cluster): haldex control is enabled, use for cars with CAN bus compatible
instrument cluster (cars after 2001).
ABS emulation 2 (non CAN cluster): haldex control is enabled, use for cars with non CAN bus based
instrument cluster (cars before 2001).
Passive mode: haldex control will only calcualte specified haldex % which then can be sent out on CAN
or via PWM signal to be used with external controllers.

Allow multiple presets to be used: If enabled, more presets can be used. Set the number of maximum
presets here.

Preset: Selects the preset to edit.

Override specified % for launch: If enabled, the specified clutch tension can be overridden for launch
control.

Override specified % for ALS: If enabled, the specified clutch tension can be overridden for anti lag.

Override specified % for brake: If enabled, the specified clutch tension can be overridden for braking.

Override specified % for clutch: If enabled, the specified clutch tension can be overridden for clutch.

Disable brake signal: If enabled, the brake pedal signal will not be transmitted to the haldex unit via
CAN.
IMPORTANT: The brake signal also goes into the haldex unit via a wire (not just via CAN)! To make
this feature to work, you need to interrupt that wire, too!

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Disable haldex unit: If enabled, the haldex unit will be shut down.

Specified haldex clutch tension (%) vs load/MAP/TPS: Specified haldex clutch tension in function of
engine load/manifold absolute pressure or throttle position.

Haldex limit (%) vs Throttle Pedal Position: The limit for specified haldex clutch tension in function
of the throttle pedal position.

Haldex limit (%) vs RPM for each gear: The limit for specified haldex clutch tension in function of
RPM for each gear.

Incorrect settings of haldex clutch tension will cause increased wear of the
clutch plates!

Incorrect settings of the haldex control can lead to accident!

Do not use "Disable haldex unit" option on dyno rollers!

INSTRUMENT CLUSTER
If the vehicle has a CAN bus compatible instrument cluster, a few sensor data can be read out of it, for
example: if the engine has an oil level/temperature sensor installed (and connected to the cluster), oil
temperature can be retrieved via the CAN bus.

Sensors

Oil temperature: If enabled, the oil temperature will be retrieved from the instrument cluster.

Ambient air temperature: If enabled, the ambient air temperature will be retrieved from the instrument
cluster.

Engine coolant temperature #2: If enabled, the second engine coolant temperature sensor value will be
retrieved from the instrument cluster.

Fuel level: If enabled, the fuel level will be retrieved from the instrument cluster.

Oil temp.: Displays the actual engine oil temperature.

AAT: Displays the actual ambient air temperature.

ECT2: Displays the engine coolant temperature sensor #2 value.

Fuel level: Displays the actual fuel tank level.

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Indicators

Driver's door open: Shows that driver's door is still open.

Fuel level warning: Warning for low fuel level is active.

Coolant level warning: Warning for low coolant level is active.

Oil pressure switch: Status of the OEM oil pressure switch (usually located in the oil filter housing).

Oil pressure warning: Warning for low oil pressure is active.

Odometer

Displays the current value of the odometer in kilometers.

Fuel consumption signal

Correction: Correction for the calculated fuel consumption signal sent to the instrument cluster.

TRANSMISSION
Status

Shows various status bits of the transmission.

Flash CEL/EPC if component protection active:

If enabled, the selected warning light flashes on the dash if the component protection of the transmission
is active.

Currrent gear

Displays the selected gear.

Gear selector lever

Displays the position of the gear selector lever.

Torque request

Shows if the transmission is sending a torque request.

Apply torque request: If enabled, ECU will limit engine torque on request of the transmission.

Limit if actual tq. is higher: If enabled, engine torque limit will be applied only if the actual engine
torque is higher than the request of the transmission.

Actual tq. corr: Correction of the actual engine correction in the comparison with the incoming torque
request.

Deny torque request: If enabled, Ignitron ECU will deny the torque request coming from the
transmission control unit (and inform the transmission about the denial of its request).

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Denying torque request of the transmission can cause damage to the

transmission!
This feature is experimental and needs further testing on different
platforms!
Do NOT use this feature to defeat the protection mechanism of the
transmission!

During shifting: If enabled, torque requests during shifting will be denied.

During comp. protection: If enabled, torque requests during component protection will be denied.

If engine tq. is higher than:

and if RPM is higher than:
and if TPP is higher than:
Torque requests will be denied if the calculated engine torque and RPM and the TPP (Throttle Pedal
Position) are all higher than these values.

RPM synchronization

Shows if the transmission is requesting a specific RPM for downshifting.

Apply RPM request: If enabled, rev matching will be activated to fulfill the RPM request of the
transmission.

Flat shift

Flat shift feature is practically a simplified engine torque reduction (for upshifting) on full throttle.
Reduced engine torque is required for the gearbox to be able to crossfade load from one clutch to the
other.
If engine torque is not reduced during upshifting, clutches will slip for prolonged time causing them to
overheat!

Prevent clutches from slipping for prolonged time during shifting,

otherwise they can get damaged!

Active above (TPP): If selected, flat shift will be active above the specified TPP.

Active above (RPM): If selected, flat shift will be active above the specified RPM.

Active above (MAP): If selected, flat shift will be active above the specified manifold absolute pressure.

Active below (EGT): If selected, flat shift will be active below the specified exhaust gas temperature.

Active in D / S / TIP: If selected, flat shift will be active in the specified gear selector lever positions.

Max. TPS: Maximum specified throttle position during upshifting.

Max. WG: Maximum wastegate regulator duty cycle during upshifting.

Advance: Ignition advance timing during upshifting.

Min. lambda: Minimum target lambda during upshifting.

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Spark cut: Number of cylinders to cut ignition (spark) in during upshifting.

Fuel cut: Number of cylinders to cut injection (fuel) in during upshifting.

Restore advance in: Duration of restoring the ignition advance timing from the retarded value used for
shifting to its original (un-retarded) value.

AIRBAG
Current firmware do not use any of the signals coming from the airbag controller! The fuel pump relay is
connected to the airbag controller directly.

Crash signal

Front crash: Front crash detected.

Rear crash: Rear crash detected.

Driver's side crash: Driver's side crash detected.

Passenger's side crash: Passenger's side crash detected.

Rollover: Rollover of the vehicle has been detected.

Shut down engine if crash detected: ECU will turn off fuel pump and injection if crash signal is
coming from the Airbag controller. The engine can be restarted after shutdown (if possible).

Crash intensity

Level 1: seat belts: No info available.

Level 2: US: No info available.

Level 3: RDW: No info available.

Indicators

Airbag light: Airbag light active.

Airbag deactivated: Airbag deactivated.

Child seat detected: Child seat detected.

Seat belt driver's side: Seat belt driver's side.

Seat belt warning driver's side: Seat belt warning driver's side.

Seat belt passenger's side: Seat belt passenger's side.

Seat belt warning passenger's side: Seat belt warning passenger's side.

SEND CUSTOM MESSAGES

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Ignitron ECU can send custom CAN messages/identifiers with customizable data field to the CAN
network. These messages can be processed by external devices connected, for example: external data
loggers or displays, dashboards. Setting up CAN communication requires knowledge and expertise on
digital communication, binary and hexadecimal numbers!

At first, you need to list (add) all the identifiers you would like to send to the network (see "Identifiers to
send" field). You can send up to 8 different ID-s with a repeat rate between 20ms to 2000ms and with a
data length between 1 to 8 bytes. The identifiers (and the initial contents of their data field) have to be
entered in a hexadecimal format.

After you have specified which CAN ID-s you want to send, their data fields have to be filled with
contents. You need to take any data from Ignitron ECU (f.eg sensor data, bit status, ...) and tell which
bits of a particular ID should by used by the chosen data (see "Data to send" field).

Identifiers to send

Lists the custom CAN dentifiers to send. To add a CAN ID to transmit, fill out the fields (ID, Length,
Repeat, Data field) and then press "Add/Update" button. Whenever you want to make a change on the
settings for an ID press "Add/Update" button to store it in the list. If you want to remove an ID, select it
from the list and then press "Remove" button.

ID type: Selects whether the CAN ID to add is a standard or extended identifier.

ID (hex): Shows the CAN ID to send in hexadecimal format.

Length: Shows the length of the selected CAN ID.

Repeat: Shows the repeat rate of the selected CAN ID.

Data field init (hex): Shows the default data field of the selected CAN ID. You should leave all these
numbers on zero by default.

Data to send

Lists all the data from Ignitron ECU to be sent out to the CAN network. To add a new data to transmit,
select the data itself from the dropdown list, fill out the fields (Multiply, Add, Min., Max., Inv., ID, Start
bit, length, byte order) and then press "Add/Update" button. Whenever you want to make a change on the
settings for a data press "Add/Update" button to store it in the list. If you want to remove a data, select it
from the list and then press "Remove" button.

Data: Selects the data from Ignitron ECU to send on the CAN network.

Multiply: Multiplies the data with this number before sending it to the CAN network. This multiplier
can be used to perform a division since it can be a decimal fraction (from 64.0 to 0.001).

Add: Adds an offset to the data before sending it to the CAN network. It can be used to offset negative
values (f.eg various temperature readings) so they will have a positive digital value during transmission
on the network. They can be offseted in the negative direction at the receive side to retrieve original
value.

Min.: Minimum value of the data to send on the CAN network.

Max.: Maximum value of the data to send on the CAN network.

Inv.: Inverts / flips the value of a status bit before sending it on the CAN network.

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ID: Selects the CAN ID to use to send the selected data on the CAN network. The ID-s need to be added
first (see "Identifiers to send" field).

Start bit: Sets the starting bit of your data in the message data field of the chosen ID. (1byte = 8bits)

Length: Length of the data in bits in the message data field. For example if you want to use up to 2 bytes
in the message data field, you need to use 16 here.

Byte order: If the length of the data is 16bit (this is called a word) you can define the byte order which is
used to send the data on the CAN network.
Little endian: the least significant byte of the word is sent first.
Big endian: the most significant byte of the word is sent first.

Output test

You can override transmintted values of your selected data for testing purposes on the CAN.
First select the data you want to override, set a custom value and turn test ON or OFF with the buttons.
The transmitted data will be overridden until you press the "Test OFF" button!

Settings

Export: Lets you to save (export) your settings to a file (Ignitron CAN Descriptor *.ICD).

Import: Lets you to open (import) previously exported CAN settings from an Ignitron CAN Descriptor
file.

EXAMPLE

If you would like to send the actual RPM value on the first two bytes of the CAN ID 0x600 (or 600h),
then;
- Go to the "Itentifiers to send" section and type 600 into the "ID (hex)" field, then press "Add/Update"
button.
- Now as the 0x600 ID has been added, Go to the "Data to send" section, select "Sensors RPM" for data,
select 0x600 for ID, set start bit to 00, length to 16 and then press "Add/Update" button.

Ready, let's continue...

If you would like to send the actual lambda value starting from the third byte of the CAN ID 0x600 (or
600h), then;
- Since the 0x600 ID has been already added, Go to the "Data to send" section, select "Sensors lambda"
for data, select 0x600 for ID, set start bit to 16, length to 16 and then press "Add/Update" button.

Ready, let's continue...

If you would like to send the actual throttle position value starting from the fifth byte of the CAN ID
0x600 (or 600h), then;
- Since the 0x600 ID has been already added, Go to the "Data to send" section, select "Sensors throttle
position sensor" for data, set multiply to 0.010 (instead of 1.000), select 0x600 for ID, set start bit to 32,
length to 16 and then press "Add/Update" button. Setting the multiply value to 0.01 will practically result
in a division by 100 of the TPS value. This is needed to get the TPS value transmitted on the CAN from
0-100, because Ignitron ECU stores the TPS value ranging from 0-10000 with two decimals in 100.00%
format.

That is all!

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RECEIVE CUSTOM MESSAGES

Ignitron ECU can process incoming CAN messages from external devices and import data as user
defined sensors or digital switches. If data is imported into a user defined sensor (or lambda sensor #2)
you will have additional settings in the Sensors section of the ECU (to set up validation, decimal points,
label, low pass filter, ...). Setting up CAN communication requires knowledge and expertise on digital
communication, binary and hexadecimal numbers!

Identifiers to process

Lists all the data imported from the CAN network into Ignitron ECU. To import a new data, first select
the destination of the data from the dropdown list, fill out the fields (ID type, ID, Start bit, Length, Filter,
Byte order, Multiply, Add, Min., Max., Inv., Calibrate, Timeout, Substitute, ...) and then press
"Add/Update" button. Whenever you want to make a change on the settings for a data press
"Add/Update" button to store it in the list. If you want to remove a data, select it from the list and then
press "Remove" button.

Import data from CAN into (destination data): Selects the destination variable in Ignitron ECU of the
data imported from the CAN network.

ID type: Selects the type of the ID to extract data from.

ID (hex): Selects the CAN identifier (in hexadecimal) to extract data from.

Start bit: Location (start bit) of the data to extract from the data field. (1byte = 8bits)

Length: Length of the data (in bits) to extract from the data field. (1byte = 8bits)

Filter: If enabled, a filter will be used before extracting data from the CAN message. The filter works by
comparing a value ("Filter value (hex)") at a specified byte location ("Location (byte)") in the data field.
If the byte matches the filter at the given position, the data is imported otherwise skipped.

Filter value (hex): A byte value (in hexadecimal) to be checked in the data field (if the filter is enabled).

Location (byte): The location for the byte to check in the data field (if the filter is enabled). Byte
location ranges from 0 to 7, byte 0 being the first byte in the message field.

Byte order: Byte order of the imported data (if the length is set to 16 bits).
Little endian: the least significant byte of the word is read first.
Big endian: the most significant byte of the word is read first.

Multiply: Multiplies the extracted data with this number before storing it in the destination variable.
This multiplier can be used to perform a division since it can be a decimal fraction (from 64.0 to 0.001).

Add: Adds an offset to the extracted data before storing it in the destination variable.

Min.: Minimum value of the data to store in the destination variable.

Max.: Maximum value of the data to store in the destination variable.

Inv.: Inverts / flips the value of a bit before storing it at the destination.

Calibrate: If the calibrate function is enabled, the extracted data is not copied directly into the
destination variable, but will be used as a basis for sensor calibration. For example, a voltage reading (0-
5000mV) is readed via CAN which can be translated into/calibrated as a pressure signal. The calibration

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itself is done in the Sensors section (where settings and calibration of all other sensors can be found).

Timeout: If there is no incoming CAN message with the given ID for longer duration than the timeout
value, the destination variable will get invalidated.

Substitute: If substitute is enabled and the timeout has elapsed (there was no incoming CAN message
with the given ID) the value of the destination variable can be substituted with a pre-defined value. If
substitution is not enabled, the last incoming valid value will be used for the destination variable (or zero
if there were no incoming messages at all).

Substitute value: If substitute is enabled and the message timeout elapsed this value will be used as the
default value for the destination variable.

Settings

Export: Lets you to save (export) your settings to a file (Ignitron CAN Descriptor *.ICD).

Import: Lets you to open (import) previously exported CAN settings from an Ignitron CAN Descriptor
file.

OBD-II
Ignitron ECU (above V1.21 firmware version) supports the OBD communication according to the ISO
15765 (CAN 500kbit/s 11bit) standard via CAN bus. If you would like to connect to the Ignitron ECU
via OBD, then you will need to install the powertrain CAN wires into a standardized OBD connector (if
your vehicle has no such connector already installed). Most of the 1.8T 20V models do not have the
CAN network wired into the factory OBD connector (only the older and obsolete K-line which is not
supported by Ignitron ECU)!

The OBD compatibily has been implemented into Ignitron ECU to ensure communication with
aftermarket race dashes and displays which read and display vital information about the vehicle (f.eg
actual RPM, vehicle speed, coolant temperature, intake air temperature, manifold pressure, ...) via OBD.
By default all OBD functions are disabled and the vehicle is marked as "Not OBD compliant"! Please
keep these settings!

Settings

OBD-II support: Disabled/Enabled.

ECU identifier: Sets the identifier of the ECU on the CAN network.

Status: Displays if the OBD communication is active or not.

Vehicle identification

Fuel type: Fuel type used by the engine.

OBD standard this vehicle conforms to: Selects the type of OBD standard.

Vehicle Identification Number (VIN): If enabled, the VIN number will be sent to the network.

Calibration ID: If enabled, a definable calibration ID string will be sent to the network.

ECU name: If enabled, the ECU name ("IGNITRON ECU") will be sent to the network.

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List of supported PID-s

PID #0x01 - Monitor status since DTCs cleared

PID #0x03 - Fuel system status
PID #0x04 - Calculated engine load
PID #0x05 - Engine coolant temperature
PID #0x06 - Short term fuel trim (bank 1)
PID #0x07 - Long term fuel trim (bank 1)
PID #0x0A - Fuel pressure
PID #0x0B - Intake manifold absolute pressure
PID #0x0C - Engine RPM
PID #0x0D - Vehicle speed
PID #0x0E - Timing advance
PID #0x0F - Intake air temperature
PID #0x10 - MAF air flow rate
PID #0x11 - Throttle position
PID #0x12 - Secondary air status
PID #0x15 - Bank 1 sensor 2 status
PID #0x1C - OBD standarts this vehicle conforms to
PID #0x1D - Oxygen sensors present (in 4 banks)
PID #0x21 - Distance traveled with MIL on
PID #0x24 - O2S1 Fuel-air equivalence ratio (with voltage)
PID #0x34 - O2S1 Fuel-air equivalence ratio (with current)
PID #0x42 - Control module voltage
PID #0x44 - Fuel-air commanded equivalence ratio
PID #0x51 - Fuel type coding
PID #0x5C - Engine oil temperature

UDS DATA LOGGING

Ignitron ECU (above V1.27 firmware version) can do UDS (Unified Diagnostic Services) data logging
according to the ISO 14229 and ISO 11898 standards via CAN. This means, that the ECU can connect to
any UDS compatible device (on the powertrain CAN network) and attempt to open extended diagnostic
session on it (like if any other diagnostic equipment, f.eg: VCDS would do). If the target device accepts
the diagnostic request, Ignitron ECU will continuously request data from the target device and store the
retrieved data in its own log memory. A maximum of 10 data identifiers (DID-s) can be requested at the
same time, the more data you request, the lower the sample rate will be, so choose your (number of)
DID-s wisely! Ignitron will process 8 bits and 16 bits long data responses only, longer messages (f.eg
strings like VIN number, part numbers, etc...) will not be displayed.

Connection to the target device will fail (and Ignitron ECU will not be able to start
its own diagnostic session) if any other diagnostic equipment is connected to the
target device!
This is also true for your diagnostic equipment; if Ignitron ECU is connected to the
target device, you will not be able to connect to it until Ignitron finishes/closes its
session!
UDS data logging is advised for diagnostic runs only, not for constant use.

Settings

UDS data logging:

Disabled - UDS data logging disabled.
Enabled (on ignition) - ECU will try to connect to the target device if ignition switch is on.
Enabled (if engine runs) - ECU will try to connect to the target device when engine runs. When engine
stops, UDS diagnostic session will be closed which makes the target device available for any other

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diagnostic equipment.

ECU ID to connect: Sets the identifier of the target ECU on the CAN network. If you want to connect to
the gearbox, it is usually located at ID# 0x7E9 which is the default value.

Comm. speed: Selects the speed (frequency) of the data requests. Ignitron ECU will always wait for the
response of the target device before requesting the next data identifier, so the overall speed of the
communication will heavily depend on the response time of the target device! If you request values
which changle slowly (f.eg: transmission oil temperature), please use a slower communication speed to
decrease load on the control units and on the network!

Status:
No communication - UDS communication is disabled or not available on the target device.
UDS blocked - Target device is allocated by a different diagnostic equipment, Ignitron ECU cannot
connect to it.
Communication active - UDS communication active.

Live data

Displays the retrieved live data from the target device. These data are also available in the log view,
under the UDS section.

Read data by identifier

Ignitron ECU uses the UDS service called: "Read data by identifier" to retrieve data from the target
device. You can request a maximum of 10 data identifiers, their value will be stored in Ignitron log under
"UDS channel #1-10" name. The more data you request, the lower the sample rate will be.

Data is requested by entering a DID (Data IDentifier) which is a 16bits hexadecimal number (0000-
FFFF). Some of the UDS DID-s (data identifiers) are standardized, but the most "interesting" ones are
vehicle manufacturer specific and are not documented! If you do not use any DID-s (any UDS channels),
please disable UDS data logging as it will allocate resources needlessly.

To activate a UDS channel, enable the checkbox at the beginning of the selected row and enter the
desired DID to request from the target device. If the device supports the DID, Ignitron ECU will store the
retrieved data into the corresponding UDS channel. To process the incoming data further (to make it
readable/understandable) you can multiply it by a number, add/subtract a value to/from it, set a minimum
and maximum for it.

Chn #: Enables the UDS channel for data logging.

DID (hex): Shows the data identifier (in hexadecimal format) to request from the target device.

Multiply: Number which will be used to multiply the response of the device.

Add: Number which will be added to the response of the device.

Min./Max.: Upper and lower limits of the requested data (for displaying purposes).

Dec. pt.: Location of the decimal point in the value of the requested data (for displaying purposes).

Label: Short label (max. 18 chars) for the requested data (for displaying purposes). You also can add the
unit of the requested data at the end of the label, separated by a comma (f.eg: Pressure,Bar).

Load templare for: We have added a few known DID-s for you to choose from. Here you can select the
target device type and the data to load (into each UDS channel) from the built-in database.

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POWER STAGE
This screen lists all the output power stages of Ignitron ECU. If a function has been assigned to a certain
output, the function will be displayed next to the output.

By enabling/disabling the checkboxes next to the outputs, you can enable/disable the diagnostics for that
output. Diagnostics include open circuit, short to ground or short to battery positive detection. ECU will
store a fault code if a fault condition is detected on any of the enabled outputs.

OUTPUT TEST
This screen lists the output power stages of Ignitron ECU and makes it possible to activate selected
outputs for troubleshooting.

Placing a check mark in the column below the "1" will enable/turn that particular output on.
If you place a check mark in the column below the "1010", it will continuously turn the output on/off at a
frequency of 2Hz.

The "Indicators" section will use the Audi/VW CAN protocol to output test the CEL/EPC/Cruise control
lights on the dashboard.
If you have the PWM control enabled for the cooling fans, you also can test them here, too.

IMPORTANT:
- Output tests will only work if the engine is NOT running!
- The battery positive power supply of solenoids/injectors on the engine are switched by the fuel pump
relay. Ignitron ECU switches the low side (ground) only! To be able to test these devices, you also have
to enable the fuel pump relay, too.

Enabling (testing) fuel injectors when the engine is not revving can flood
the cylinders making it impossible to crank over and start the engine!

Enabling (testing) ignition coils for longer duration can make them
overheat and may cause damage to them while posing a fire hazard!

TACHO SIGNAL
Ignitron ECU can output a square wave signal on PIN 37 in function of the engine RPM (if this function
is enabled). Some older cars need this signal for the tachometer and air conditioner to work.

Square wave (RPM vs frequency): Defines the frequency of the output signal in function of the actual
engine RPM.

FAULT CODES
Ignitron ECU has a fault code memory and will store faults which have been issued;
- Due to any faulty sensor or if the sensor measurement value is outside the allowed/acceptable limits.

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- Due to any output power stage having an open circuit, short to ground and battery positive due to
damaged wiring or faulty device.
- Because of incorrect operation of the engine which may or may not be caused by/related to incorrect
settings.

The ECU will store the frequency of the fault (how many times did the fault occur since the last fault
memory reset) along with the RPM and engine load the fault has been issued at. Some faults have
additional information stored with (for example; reason of limp mode activation, sensor measurement
value which is outside the allowed limits, etc...).

The fault code memory can be accessed using the Windows host software. The faults will not get erased
until somebody clears them manually, not even when the battery power is removed! Each fault code can
be enabled/disabled separately and a fault indicator light (CEL or EPC light) can be assigned to each
fault code individually.

See the full list of the fault codes in Appendix 3: Fault codes.

Fault codes

Lists all the fault codes which are supported by the ECU. The checkbox at the beginning of every line
enables or disables the fault code. If a fault code is not enabled, it will never be issued! Next to the faults
(at the right) you can determine which fault indicator light should be illuminated when the fault occurs
(CEL = Check Engine Light, EPC = Electronic Power Control).

Options

P-code for power stage faults: If enabled, the ECU will use a generic OBD-II standard "P" fault code
for power stage faults (like open or short). If not enabled, ECU will use its own fault code beginning
from X1000 for power stage faults.

Fuel pump relay powers all loads and sensors: If enabled, the ECU will do diagnostics on the power
stages only after the fuel pump has been activated.

Warning lights for fresh faults: If enabled, ECU will illuminate the fault indicator lights (CEL and
EPC) only for faults which have been recently issued (since the last ECU power up). If not enabled, the
fault indicator lights will be illuminated even for the old, previously stored faults, too.

Power stage faults above: If enabled, the ECU will do diagnostics on the power stages only above the
specified RPM.

Warning lights active when engine is not running: If enabled, both the CEL and EPC lights will be
illuminated until the engine is started.

LIMP MODE
Limp mode can be used to prevent severe damage to the engine in the case of a malfunction, failure of a
component or even due to incorrect settings of the ECU.

When the limp mode is activated, the performance of the engine is drastically decreased becuase the
maximum throttle plate opening is limited and the turbocharger is disabled (along with all motorsport
functions). To reset limp mode, you either need to turn the engine off, clear fault codes or use the
dedicated "Clear limp mode" digital input. However, limp mode will be re-activated again if the
conditions caused the limp mode still persist!

ECU stores a fault code whenever the limp mode gets activated, the fault will also store the reason why

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the limp mode has been triggered (f.eg: lambda too high, MAP too high, EGT too high ...)

Use the checkboxes to enable checking of the parameters (f.eg lambda, MAP, ECT, EGT, ...)!

Status

Limp mode:
Disabled: limp mode will not be used.
Enabled: limp mode will be activated if any enabled check fails.

No turbo: If enabled, the turbocharger wastegate regulator solenoid will be disabled during limp mode.

Max. specified TPS: If enabled, the specified throttle position will be limited to the value specified here.

Knock check

Max. knocking cyls: Number of cylinders to have at least Max. retard value of ignition advance retard
to activate limp mode.

Max. retard: Maximum allowed ignition advance retard. If retard gets higher in at least the specified
number cylinders, the limp mode will be activated.

Lambda check

Verify above (TPS): Lambda check will be performed above the specified TPS value.

Verify above (MAP): Lambda check will be performed above the specified MAP value.

Maximum fault duration: Allowed duration for the lambda value to be above the limit.

RPM vs maximum allowed lambda: Maximum allowed value for the lambda in function of the RPM.
If the lambda is higher than this value for more than Maximum fault duration, the limp mode will be
activated.

If the Lambda #2 sensor is used to control fuel trim for the second cylinder bank, then these settings will
be valid for both oxygen sensors!

Lambda check #2

Verify above (TPS): Lambda check will be performed above the specified TPS value.

Maximum fault duration: Allowed duration for the lambda value to be outside the limit.

RPM vs maximum allowed difference between target lambda and actual lambda: As the title says:
maximum allowed difference between target lambda and actual lambda in function of RPM.

Lean check only: If enabled, the limp mode will not get triggered if the lambda is richer than the limit!

If the Lambda #2 sensor is used to control fuel trim for the second cylinder bank, then these settings will
be valid for both oxygen sensors!

MAP check

Verify above (TPS): Manifold absolute pressure check will be performed above the specified TPS

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value.

Maximum fault duration: Allowed duration for the MAP value to be above the limit.

RPM vs maximum allowed MAP (kPa): Maximum allowed value for the manifold absolute pressure in
function of the RPM.

ECT check

Verify above (TPS): Engine coolant temperature check will be performed above the specified TPS
value.

Maximum fault duration: Allowed duration for the ECT value to be above the limit.

Max. allowed ECT: Maximum allowed value for the engine coolant temperature.

EGT check

Verify above (TPS): Exhaust gas temperature check will be performed above the specified TPS value.

Maximum fault duration: Allowed duration for the EGT value to be above the limit.

Max. allowed EGT: Maximum allowed value for the exhaust gas temperature.

Oil temperature

Verify above (TPS): Oil temperature check will be performed above the specified TPS value.

Maximum fault duration: Allowed duration for the oil temperature to be above the limit.

Max. allowed EGT: Maximum allowed value for the oil temperature.

Oil pressure check

Minimum allowed oil pressure (Bar) (RPM vs ECT): Minimum oil pressure in function of RPM and
engine coolant temperature.

Maximum fault duration: Allowed duration for the oil pressure to be below the limit.

Air leak check

Verifies the airtightness of the cooler piping between the turbo and engine. This function can be used
only if the MAF sensor is installed. It compares measured airflow to the estimated airflow and activates
limp mode if the difference is too big.

Verify above (TPS): Air leak check will be performed above the specified TPS value.

Maximum fault duration: Allowed duration for high difference between measured and estimated air
flow.

Max. measd. / estd. diff.: Maximum allowed difference between measured and estimated air flow.

Fuel pressure check

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Verify above (MAP): Fuel pressure check will be performed above the specified manifold absolute
pressure value.

Base pressure: Base fuel pressure regulator setting (fuel pressure which is held by the FPR at 100kpa
ambient air pressure).

Maximum fault duration: Allowed duration for the fuel pressure to be lower than the ideal/calculated
fuel pressure.

Max. diff. between calcd. & actual fuel pressure: Maximum allowed difference between the actual
(measured) fuel pressure and ideal/calculated fuel pressure. The ideal/calculated fuel pressure is
computed by adding the Base pressure (in kPa) and actual MAP value together, then subtracting
100kPa. For example: if the base fuel pressure is 3.00Bars (300kPa) and the manifold absolute pressure
is 250kPa, the ideal/calculated fuel pressure will be 450kPa (300+250-100), 4.5Bars.

User defined

Limp mode can be triggered by verifying the value of a user defined sensor or status of a user defined
switch. You can select the sensor/switch to check in the dropdown list.

Verify above (TPS): User defined sensor/switch check will be performed above the specified TPS value.

Maximum fault duration: Allowed duration for user defined sensor/switch to be above or below the
limit.

Minimum/Maximum: If a user defined sensor is used (and not a switch) you can select if you want to
check for a minimum or maximum allowed value.

Allowed value: The value which is compared to the selected user defined sensor (or switch).

Only in race mode: If enabled, user defined check will only be performed in race mode.

AUTOLOG
Each Ignitron ECU contains a 4/8/16 MegaBytes internal data logging memory, which can be used to
record 32 pre-selected variable at sampling rates up to 36Hz (the data logging memory size may vary
depending on ECU manufacture date). According to the memory size and selected sampling rate, the
duration of the recorded data can take up to several hours. When the data logging memory is full, the
oldest data is overwitten and will get lost, recent data is always kept in the memory. Contents of the data
loggig memory will not get lost when battery power is removed!

IMPORTANT: Settings regarding to autolog are NOT stored/saved in the (*.isf) settings file, but in the
ECU's data logging memory instead.
To retrieve and store these settings you need to press "Show" and "Apply" buttons on this screen to
interact with the data logging memory of the ECU.

Settings

Show: Press this button to read and view current settings of the data logging memory in the connected
ECU. If no ECU is connected you cannot view settings!

Apply: Use this button to store current settings into the ECU. You need to use the Apply button after any
changes made on this screen. If you dont use the Apply button all changes you made will be lost!

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Status

Autolog:
Disabled: autolog will not be used (previously recorded data is retained).
Enabled: autolog will record selected data into the data logging memory (when engine RPM is not zero).

Memory: Shows the total data logging memory size of the connected ECU.

Used: Shows the usage of the data logging memory in percents. When the data logging memory is full,
oldest data will be overwitten.

Recorded data

Read: Reads the recorded log from the data logging memory. Reading process can take up to several
minutes (depending on memory size and amount of recorded data). Reading can only be performed while
recording is not in progress (disabled or engine not revving)!

Erase: Clears recorded data from memory. Erasing can only be performed while recording is not in
progress (disabled or engine not revving)!

Recording

Data logging frequency: Number of samples taken in every second.

Max. length: Shows the maximum possible duration of the log to be recorded (using selected logging
frequency).

Template

You can store your "favourite set" of sensors/variables/data for later use (on other ECUs for example).

Load:
Do not load any template: data set to record will not be modified.
Empty: clears the data set to record.
Default: sets a default set of data to record.

Save: Saves the current set of data into the Load list. You will be able to load the saved set from the
dropdown list later.

Delete: Deletes the current template from the Load list.

Data to record

List of 32 sensor/variable/data to be recorded by the auto log.

The very first data is required to be set to "Sensors RPM"!

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