amp e MS3Pro ULTIMATE User Manual

Standalone engine management system

Table of Contents

Quick Links

Download this manual

MS3Pro ULTIMATE User Manual

05 | 23 | 17

Table of Contents

Troubleshooting

Need help?

Do you have a question about the MS3Pro ULTIMATE and is the answer not in the manual?

Questions and answers

Summary of Contents for amp e MS3Pro ULTIMATE

Page 1 MS3Pro ULTIMATE User Manual 05 | 23 | 17...
Page 2: Table Of Contents
1.2.1.4 MS3Pro Ultimate ........
Page 3 CONTENTS CONTENTS 3.4.1 RS232 ..........29 3.4.2 USB .
Page 4 CONTENTS CONTENTS 5 Setting up a basic conﬁguration 5.1 Connecting the MS3Pro to your laptop ........56 5.2 Basic engine constants .
Page 5 CONTENTS CONTENTS 5.3.21 Daihatsu 4cyl ..........97 5.3.22 VTR1000 .
Page 6 CONTENTS CONTENTS 6.3.5.1 Main accel enrich settings menu ......119 6.3.5.2 Accelerator pump AE ........119 6.3.5.3 Time Based AE .
Page 7 CONTENTS CONTENTS 7.1.11 ITB load settings ......... . . 147 7.1.11.1 ITB load VE table .
Page 8 CONTENTS CONTENTS 7.3.7.1 Knock sensor settings ........178 7.3.7.2 Detection .
Page 9 CONTENTS CONTENTS 7.6.1 Boost control basics ......... 206 7.6.1.1 Boost control strategies .
Page 10 CONTENTS CONTENTS 7.8.2 Shaft Speed Sensors ........237 7.8.3 EGT / Thermocouple settings .
Page 11 CONTENTS CONTENTS 7.9 3D Tuning Maps ..........266 7.10 CAN bus / Testmodes .
Page 12 CONTENTS CONTENTS 8.5.1.3 MacOS drivers ........306 8.5.2 Additional diagnostics .
Page 13: Introduction
Congratulations on your purchase of an MS3Pro! The MS3Pro is a standalone engine management system capable of running sequential fuel injection on up to 12 cylinder engines. This manual covers the MS3Pro Ultimate.. The MS3Pro is manufactured by AMP EFI, a branch of Hoffmann Innovations, LLC.
Page 14: Ms3Pro Module
1.2.1.4 MS3Pro Ultimate The MS3Pro Ultimate is picks up where the original desing left off with more features, including peak and hold injector drivers. It represents the top of the MS3Pro line.
Page 15: Wiring Harness
1.2.2 Wiring harness The MS3Pro Ultimate has three connectors for its wiring harness: white, gray, and black. They plug into the matching colored connectors on the ECU. These connectors are keyed so that they will not latch if you plug the wrong colored connectors in.
Page 16: High Side Driver Module
1.3.7 Peak and hold driver module The MS3Pro Ultimate features ten onboard peak and hold injector drivers. If you need more than ten peak and hold outputs channels, use our external peak and hold driver module. This module connects in between the injector outputs and the injectors, and uses current sensing to limit the injector current.
Page 17: Installing The Software
2 INSTALLING THE SOFTWARE 2 Installing the software The MS3Pro comes with a software installation USB memory stick that includes the following programs: • TunerStudio. This is the main program you’ll use to connect to the MS3Pro. It is used to conﬁgure the MS3Pro’s settings, tune the MS3Pro, record data logs on the laptop, and retrieve internal data logs.
Page 18: Creating A Project
2.2 TunerStudio 2 INSTALLING THE SOFTWARE The Help and Support button brings up links to documentation and support forums for the MS3Pro as well as other systems in the MegaSquirt line. Note that if you open a tune ﬁle from this screen, it will go into a temporary project and TunerStudio will not connect to the MS3Pro until you create or open a project for connecting to the MS3Pro.
Page 19 2.2 TunerStudio 2 INSTALLING THE SOFTWARE Clicking Next will bring up a communications test screen. This allows you to select what port is used and what driver type to use. Driver options include: 1. RS232 serial. Use this for connecting to the MS3Pro’s RS232 port without a USB adapter. This setting will also work with third party USB adapters that behave like a virtual COM port.
Page 20: Tunerstudio Main Screen
2.2 TunerStudio 2 INSTALLING THE SOFTWARE allows you to load custom dash ﬁles. You can edit any gauge cluster once the project is opened, or load an alternate gauge cluster. Click “Finish” to conﬁrm your gauge selection and launch the new project. 2.2.3 TunerStudio main screen Once you’ve made a project, TunerStudio will bring up its main screen.
Page 21: Loading And Saving Tunes
2.3 Tune Analyze Live 2 INSTALLING THE SOFTWARE 2.2.4 Loading and saving tunes The File -> Save Tune As command will fetch the tune from the ECU and save it to a ﬁle. If you have just connected to an MS3Pro and do not have a copy of the tune, we strongly recommend saving a copy as soon as you connect. This will allow you to revert to the original tune if you run into difﬁculties after tuning.
Page 22 2.3 Tune Analyze Live 2 INSTALLING THE SOFTWARE • Trim tables (requires wideband to be installed in individual header pipes • Warmup enrichment TunerStudio’s Help ﬁle has a detailed write up on how to use this feature. AMP EFI MS3ProUltimate manual version 1.203, ﬁrmware 1.5.0, 5/23/2017 Page 22...
Page 23: Ms3Pro Hardware
3.1 Overview The MS3Pro Ultimate is a full standalone ECU with everything you need to run sequential fuel injection on up to 12 cylinders. This ECU is based on the previous MegaSquirt-III design and runs similar code, but we’ve upgraded the feature set, and put it in a waterproof enclosure with high current, vibration resistant AMPSEAL connectors.
Page 24: Inputs
For fuel only installations, you will want to use a 12 volt square wave tach signal, like the one provided by most aftermarket ignition modules. The MS3Pro Ultimate also adds an opto-isolated input channel on separate pins to allow triggering off the negative terminal of an ignition coil. This works with inductive ignitions - breaker points, GM HEI, Ford Duraspark, factory Chrysler ignitions, the Pertronix Ignitor I or II, and most 1970s era Bosch distributors.
Page 25: Temperature Inputs
3.2.5 MAP sensor input The MS3Pro Ultimate has a built in 4 bar MAP sensor. Connect the MAP sensor hose barb to the intake manifold downstream of the throttle body using a 1/8” ID hose. If you need to calibrate this sensor, it uses MPXH6400 calibration.
Page 26: Knock Input
16 kHz. 3.2.9 Barometric pressure input The MS3Pro Ultimate has a built in MPX4115 barometric pressure sensor. The “vent” is designed to allow pressure in the case to match the outside air pressure while maintaining a leakproof seal. AMP EFI MS3ProUltimate manual version 1.203, ﬁrmware 1.5.0, 5/23/2017...
Page 27: Outputs
3.3.1 Injector outputs The MS3Pro Ultimate incorporates ten peak and hold injector drivers for use with low impedance injectors. You can switch these in TunerStudio to supply 4 peak amps and 1 hold amp, or 8 peak amps and 2 hold amps. Some new high performance injectors, such as many designs from Billet Atomizer, require using 8/2 mode;...
Page 28: High Current Outputs
3.3.5 Digital Output pins The MS3Pro Ultimate’s digital switched outputs function in the same way as the PWM outputs, but their maximum switching frequency is 78 Hz. They have the same maximum 3 amp current and are clamped to battery voltage.
Page 29: Tach Output
• AIMSport MXL, Racepak IQ3S, Race Technology Dash2Pro, and other display dashes • Third party CAN enabled wideband O sensor controllers The MS3Pro Ultimate incorporates an M12 connector that supplies CAN connectivity, 12V constant and switched power, and ground for use with future CAN expansion devices. 3.5 Maintenance inside the case The MS3Pro has several parts designed to be easy to repair in the unlikely event that the user needs to service the ECU.
Page 30: Diagnostic Lights
3.5.1 Diagnostic lights The MS3Pro Ultimate has several diagnostic lights on the outside of the box to help you determine if a problem is caused by a fuse failure or external wiring. From top to botton, the LEDs indicate the following: •...
Page 31: Water Seal Speciﬁcations
• BR1220 • BR1225 3.5.5 Water seal speciﬁcations The MS3Pro Ultimate case is IP65 rated for protection against water. 3.5.6 Mounting footprint Here is a dimensioned drawing, in millimeters, for planning an electrical panel. AMP EFI MS3ProUltimate manual version 1.203, ﬁrmware 1.5.0, 5/23/2017...
Page 32: Wiring
22 volts for any sustained length of time will blow the input voltage protection fuse. 4.1 ECU pinout The MS3Pro Ultimate uses three AMPSEAL connectors, where the pin numbers are molded into the connector housing. AMP EFI MS3ProUltimate manual version 1.203, ﬁrmware 1.5.0, 5/23/2017...
Page 33 4.1 ECU pinout 4 WIRING White connector pinout Function Wire color Stripe / shielding High current out 1 Light green None High current out 2 Light green Dark blue Injector out J White Yellow Injector out I White Gray High current out 3 Light green CKP+ White...
Page 34 4.1 ECU pinout 4 WIRING Gray connector pinout Function Wire color Stripe / shielding Injector out A White None Injector out B White Orange Ground Black None Injector out C White Light green Ground Black None Injector out D White Pink Ground Black...
Page 35: Wiring Diagram
5V+ VREF out 1 Gray No stripe Keep alive power White * Some early production MS3Pro Ultimate harnesses are missing the white stripe. RS232 serial cable The pin names are marked on the connector. M12 pin DB9 pin 9 (5 volt reference)
Page 36 4 WIRING The MS3Pro Ultimate also will need 12 volt constant power connected to pin 23 of the black connector. Use a 2 amp fuse. The keep alive power will allow the MS3Pro to save settings after the power feed on the white connector is switched off.
Page 37 4.2 Wiring diagram 4 WIRING 3 amp fuse Battery Additional sensor grounds AMP EFI MS3ProUltimate manual version 1.203, ﬁrmware 1.5.0, 5/23/2017 Page 37...
Page 38 4.2 Wiring diagram 4 WIRING AMP EFI MS3ProUltimate manual version 1.203, ﬁrmware 1.5.0, 5/23/2017 Page 38...
Page 39 4.2 Wiring diagram 4 WIRING AMP EFI MS3ProUltimate manual version 1.203, ﬁrmware 1.5.0, 5/23/2017 Page 39...
Page 40: Engine Position Sensors
4.3 Engine position sensors 4 WIRING 4.3 Engine position sensors The MS3’s CKP ((crankshaft position) and CMP (camshaft position) inputs use differential signal conditioners that can accept input from VR (variable reluctor, also called a inductive pick-up or magnetic pick-up, although the latter is somewhat confusing because Hall effect sensors are also magnetic), Hall effect, or optical sensors.
Page 41: Points Triggering And Points Replacement Devices
MS3Pro to control fuel. Do not use the CKP- wire or the CMP+ and CMP- wires. The MS3Pro Ultimate includes an optoisolated input that allows triggering off an ignition coil with an inductive ignition, such as breaker points, a GM HEI, Ford Duraspark, or Chrysler’s 1970s era electronic ignition. Do not use this with an MSD box or other capacitive discharge ignition.
Page 42: Map Sensors
Most MS3Pro installations use a MAP sensor for load measurement. The MS3Pro Ultimate has a built in 4 bar MAP sensor, but can use an external sensor if desired. If using the MS3Pro Ultimate’s built in MAP sensor, simply run a vacuum line to the sensor port. No wiring is necessary.
Page 43: Throttle Position Sensor
4.4 Other sensors 4 WIRING Function Connection Ground Sensor return Sensor output MAP in Reference voltage 5V+ VREF Out MAP sensors will have three pins unless they have some sort of additional sensor (usually a temperature sensor) in the same package. The reference voltage connects to the MS3Pro’s VREF pin, and the ground pin to the sensor ground wire.
Page 44: Ford 5.0 Mustang 4 Pin Oval Connector Maf
4.4 Other sensors 4 WIRING 4.4.4.1 Ford 5.0 Mustang 4 pin oval connector MAF Function Connection Switched 12 volts 12 volt fused supply from main relay Ground To engine block MAF signal ground MS3Pro sensor return MAF output signal MS3Pro analog input 4.4.4.2 Ford 5 pin rectangular connector MAF The rectangular connector MAF sensor has 5 pins denoted by A, C, D, and E, with the B pin missing: Function...
Page 45: Oxygen Sensors
4.4 Other sensors 4 WIRING Function OEM wire color Connection MAF output signal White MS3Pro analog input Ground Black MS3Pro sensor return Switched 12 volts Black / white 12 volt fused supply from main relay 4.4.5 Oxygen sensors The MS3Pro can accept input from a narrow band O sensor directly;...
Page 46: Knock Sensors
The MS3Pro Ultimate has two VR sensor inputs that connect to Digital Frequency In 1 and Digital Frequency In 3 for VR type speed sensors. In most cases, the sensors can wire either way when used for speed sensing.
Page 47: Generic On/Off Switches
4.5 Fuel injectors 4 WIRING 4.4.8 Generic on/off switches There are several inputs the MS3Pro can use as switch inputs for triggering launch control, nitrous, table switching, or other functions. Valid inputs include the Digital Switched In inputs, the Digital Frequency In inputs, the Digital I/O pins, and Digital Switched 12V In.
Page 48: Ign-1A Coil With Built In Ignition Module
4.6 Ignition outputs 4 WIRING Wire color Thickness Connection Yellow 20 gauge MS3Pro Spark Out A White 16 gauge Spark A to coil negative Orange 20 gauge MS3Pro Spark Out B Pink 16 gauge Spark B to coil negative Dark green 20 gauge MS3Pro Spark Out C Light green...
Page 49: Msd And Other Single Channel Capacitive Discharge Ignitions
4.6 Ignition outputs 4 WIRING Pin number Function 12 volt power Ground to cylinder head Spark out from MS3Pro Ground to cylinder head 4.6.5 MSD and other single channel capacitive discharge ignitions Capacitive discharge boxes are a popular choice to deliver a strong spark when running a distributorless ignition is not an option.
Page 50 4.6 Ignition outputs 4 WIRING AMP EFI MS3ProUltimate manual version 1.203, ﬁrmware 1.5.0, 5/23/2017 Page 50...
Page 51: Iac Valves
4.7 IAC valves 4 WIRING 4.7 IAC valves IAC stands for Idle Air Control. These valves work like a small throttle under ECU control to allow the MS3Pro to adjust idle speed. Sometimes you will see these called an ISC valve, for Idle Speed Control, or BAC, for Bypass Air Control.
Page 52 4.7 IAC valves 4 WIRING Typical bipolar steppers have 4 leads, connected to two isolated coils in the motor. These are the most common in automotive applications. Bipolar permanent magnet and hybrid motors are constructed with exactly the same mechanism as is used on unipolar motors, but the two windings are wired more simply, with no center taps. The leads to both coils are brought out to the harness with 4 wires.
Page 53: Pwm Iac Valves
4.7 IAC valves 4 WIRING There’s no such thing as a stepper motor with less than four wires. If your IAC valve has two or three wires, it is probably a PWM style valve, described below. 4.7.2 PWM IAC valves A PWM style valve uses a solenoid that opens or closes the valve, and the ECU controls its position by pulsing the solenoid coil off and on rapidly.
Page 54: On/Off Iac Valves
4.8 Fuel pump relay 4 WIRING 4.7.3 On/off IAC valves Rare but supported. The MS3Pro’s PWM / Idle Out 1 can drive an on/off idle solenoid directly if the solenoid draws 3 amps or less. 4.7.4 Thermal IAC valves These valves were used on some early Bosch L-Jetronic systems and are not controlled by the ECU. They use a thermal element that warms up and reduces idle speed as they heat up.
Page 55: Grounding Notes
4.12 Grounding notes 4 WIRING for a 2001 Jeep Grand Cherokee with a 4.0 inline six). The part number given above include a handy color-coded connector, and is fused for 40 amps in its factory application. Here is what the wires on this relay do: 1.
Page 56: Setting Up A Basic Conﬁguration
5 SETTING UP A BASIC CONFIGURATION 5 Setting up a basic conﬁguration 5.1 Connecting the MS3Pro to your laptop 1. Power up the MS3Pro and plug it in to your laptop with either the provided serial or USB cable. The MS3Pro is not powered through the serial cable;...
Page 57: Basic Engine Constants
5.2 Basic engine constants 5 SETTING UP A BASIC CONFIGURATION We recommend that you do not have the ignition coils hooked up while doing a basic setup on the MS3Pro. During the setup stage, you will deﬁne what type of ignition hardware that you are using, but if the ignition you have doesn’t work with the default settings, you may overheat your ignition module and damage it before you are done with your setup.
Page 58 5.2 Basic engine constants 5 SETTING UP A BASIC CONFIGURATION fuel used, such as 14.7 for gasoline or 9.85 for E85 ethanol blends. Note that you will want to run this after entering the injector size and displacement numbers, below. •...
Page 59: Ignition Settings
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION – Off - Use batch injection. The channels are divided into two groups, and all injectors in a group are squirted simultaneously. This mode would typically be used if your engine has an ignition input like a HEI distributor that provides for no cylinder identiﬁcation.
Page 60 5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION Here are what the settings under this menu do. We’ll go over setting these up, then the next subsection will cover the settings for speciﬁc engine modes. • Spark mode - this sets the type of tach input pattern decoder to be used. Four of these modes are generic, while the remainder of these are model speciﬁc ignitions.
Page 61 5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION Spark mode Sequential capability Common applications Basic trigger Only with Ford TFI Basic distributors - GM HEI, Ford TFI, MSD, some Bosch signature PIP Trigger return 1980s era VW distributors Fuel only Mechanical advance distributor Toothed wheel Yes, with appropriate...
Page 62 5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION • Trigger Angle/Offset - There are three different ways this setting is used: – In Basic Trigger and Trigger Return, it speciﬁes the engine angle BTDC that each trigger pulse is re- ceived.
Page 63 5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION The MS3Pro needs to be conﬁgured for rising edge in this instance as that matches the "sharp" well deﬁned zero crossing of the input signal. Triggering on the falling edge will result in a more unstable signal. •...
Page 64 5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION • Timing for Fixed Advance - only applies when "Fixed Timing" is set above. Timing is then locked to this speciﬁed value. • Cranking dwell - speciﬁes the base coil dwell time during cranking before battery correction is applied. •...
Page 65: Basic Trigger
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION 5.3.1 Basic Trigger The distributor is the traditional method of timing spark and distributing the high-tension spark voltage to individual spark plugs. Originally, this used a set of breaker points, a condenser and a single ignition coil. Most distributors feature mechanical and vacuum advance systems to match spark timing somewhere close to optimal for different operating conditions.
Page 66: Ford Tfi Distributors
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION Trigger angle range Notes Negative Not allowed. Will create error message on power up. 0 - 15 Allowed. Timing cannot be retarded to less than trigger angle. Best cranking timing. 15-49 Not allowed.
Page 67: Gm Hei
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION 5.3.1.3 GM HEI The original "High Energy Ignition" (HEI) distributors used the 4 pin module from the early 1970s. That module is ﬁne in the breakerless distributor as designed, but is not suitable for computer timing control.
Page 68: Fuel Only
When the MS3Pro is not controlling ignition, you will need to send it a tach signal on the CKP In white wire. The MS3Pro Ultimate adds an optoisolated input to trigger off the negative terminal of the coil - note that this is not available with the original MS3Pro or the MS3Pro EVO.
Page 69 5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION Trigger wheels Sequential level Settings Main wheel Secondary Distributor Semi Full Trigger wheel Main wheel only sequential sequential arrangement wheel trigger speed active on Missing None Single wheel Crank tooth on with missing crank tooth...
Page 70: Terminology Notes
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION • 24 tooth on cam - many Japanese originated vehicles use the Nippon Denso 24 tooth CAS with differing numbers of 2nd trigger teeth and sensors. 5.3.4.1 Terminology notes • Missing tooth - This is a regular wheel with a group of "missing" teeth e.g. 12-1, 36-1, 36-2, 60-2 •...
Page 71: Existing
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION • Missing Teeth - the number of missing teeth. Common are 1 for 36-1, or 2 for 60-2 or 36-2 • Tooth #1 angle - deﬁnition depends on whether main wheel is missing or non-missing type. See sections below.
Page 72 5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION We use the term "tooth #1" as it is consistent across wheels with one, two, three or four missing teeth in the group. Once the code knows the tooth #1 angle it automatically calculates other needed information internally. Clockwise rotation (normal) - method A Set your engine at TDC, then count the number of gaps to tooth #1 in the direction of rotation (clockwise here), and multiply by the angular size of the tooth: e.g.
Page 73: A Note About Vr Sensors And Missing Tooth Wheels
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION Critical settings include: • Spark Mode = Toothed Wheel • Trigger Angle / Offset = 0 • Trigger wheel arrangement = Single wheel with missing tooth • Trigger wheel teeth = number of teeth including missing teeth •...
Page 74: Missing Tooth Crank Wheel And Single Tooth Cam Wheel
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION • Trigger wheel arrangement = Single wheel with missing tooth • Trigger wheel teeth = number of teeth including missing teeth • Missing teeth = set according to your trigger wheel •...
Page 75 5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION Now rotate the engine backwards to tooth #1. The angle read off the damper is the tooth#1 angle. Now rotate the engine backwards some more, at least one or two teeth - this is the best place for the cam tooth to pass the sensor, if you are retroﬁtting a trigger setup.
Page 76: Missing Tooth Crank Wheel And Polled (50/50 Or Half Moon) Cam Wheel
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION Critical settings include: • Spark Mode = Toothed Wheel • Trigger Angle / Offset = 0 • Trigger wheel arrangement = Dual wheel with missing tooth • Trigger wheel teeth = number of teeth including missing teeth •...
Page 77 5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION The deﬁnition of tooth #1 is the same as the basic missing tooth crank wheel and should be phased in the same way. The cam input tells the code which engine cycle/phase it is on. From the crank wheel alone the code knows when cylinder one is at TDC, but it cannot distinguish TDC compression or TDC exhaust.
Page 78 5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION using the standard cam input, a voltage of ~0V here requires the HIGH setting and a voltage of ~5V here requires the LOW setting, as the MS3Pro input conditioner inverts the signal. Now rotate the engine backwards a full revolution.
Page 79 5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION Critical settings include: • Spark Mode = Toothed Wheel • Trigger Angle / Offset = 0 • Trigger wheel arrangement = Dual wheel with missing tooth • Trigger wheel teeth = number of teeth including missing teeth •...
Page 80: Missing Tooth Crank Wheel And Irregular Cam Wheel
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION • Check at tooth # = which tooth after the missing tooth to use to poll the cam sensor. Leave at 0 to check when the missing tooth is present. 5.3.4.10 Missing tooth crank wheel and irregular cam wheel Some engines use a basic missing tooth crank wheel with a complex cam wheel.
Page 81 5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION Next, we’ll zoom in on that arrow and count how many crank teeth after the missing tooth there are to the center of the tooth that we’re using for the cam sync. AMP EFI MS3ProUltimate manual version 1.203, ﬁrmware 1.5.0, 5/23/2017 Page 81...
Page 82: Nippon Denso Cas
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION Here, we see that the cam pulse is high on teeth 4 through 9. We’ll pick tooth 6, as it is closest to the center and will be least affected by any slop in the cam or distributor drive. So we would use the following settings: •...
Page 83: Non-Missing Tooth Cam Wheel With Single-Tooth Cam
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION CAS connection MS3Pro wire GND, NE-, or G- CKP- and CMP- CKP+ G1 or G2 CMP+ Other G sensor (not used) Note that you must connect both the CKP- and CMP- to the ground wire if there is only one ground. The MS3Pro’s input circuit uses a differential input, and both circuits must be at the same reference volts to use this mode.
Page 84 5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION then add 360 to your tooth#1 angle. Now rotate the engine forwards until the next "crank" tooth aligns with its sensor. The crank angle now is the tooth #1 angle. (Note that angles shown in diagram are examples only) Critical settings include: •...
Page 85: Non-Missing Tooth Cam Wheel With Two Opposite Teeth On The Cam
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION 5.3.4.13 Non-missing tooth cam wheel with two opposite teeth on the cam This arrangement is one of the variants used in Nippon Denso CAS. With the cam tooth every 360 degrees this setup gives enough engine information for semi-sequential fuel and wasted spark.
Page 86: Non-Missing Tooth Crank Wheel With One Cam Tooth
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION As there is one tooth per cylinder, there is only enough information to run a distributor and untimed injection. It is not strictly necessary to use both Ne and G wheels. Using both will give you the improved timing accuracy from the "every-tooth"...
Page 87 5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION Make sure you understand the deﬁnition we’re using of tooth #1. With the engine rotating in the normal direction, tooth #1 is the ﬁrst tooth to pass the main sensor after the cam tooth has passed the second sensor. Make sure these do not happen at the same time - in the diagrams below you can see that the main sensor is over a gap when the secondary sensor is aligned with its tooth.
Page 88 5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION Now rotate the engine forwards until the next crank tooth aligns with its sensor. The crank angle now is the tooth#1 angle. (Note that angles shown in diagram are examples only). Critical settings include: •...
Page 89: Example Wheel Decoder Settings
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION 5.3.4.16 Example wheel decoder settings Here are settings from engines that use the Toothed Wheel mode. You will want to conﬁrm these with a timing light, as trigger wheel tolerances will vary. Some of these are quite speciﬁc, while others are general starting points.
Page 90: Chrysler 318 / 360 Magnum V8
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION Chrysler 318 / 360 Magnum V8 These engines used an eight tooth ﬂywheel trigger and a one tooth trigger in the distributor. This can be used to trigger a distributorless ignition as well, as long as you keep the distributor body, sensor, and trigger wheel.
Page 91: Ford Coyote
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION Ford Coyote This motor also uses a 36-1 crank wheel, but you set up the cam trigger under the VVT settings instead of directly. As with other Ford 36-1 wheels, you may need to use the 10K resistor across CKP+ and CKP- to avoid loss of sync at high RPM.
Page 92 5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION The EDIS system is made up of: • EDIS module • crank wheel • crank variable reluctor sensor (VRS) • and one or more coil pack(s). Note that in North America, Ford stopped using the external EDIS module in 1996. Cars that do not have the internal EDIS module can use the Toothed Wheel mode.
Page 93: Checking The Timing
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION • Ignition input capture: Rising edge • Spark hardware in use: Spark • Dwell type: Fixed Duty 5.3.5.1 Checking the timing During install, it is important to conﬁrm the timing is correct. To test this it is best to ﬁrst run the EDIS in limp home mode.
Page 94: Subaru 6/7
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION 5.3.7 36-2+2 Known applications include: • 5.7 and 6.1 Hemi without VVT • Second generation Neon and SRT-4 • Most other Chryslers from 2003 and later This mode uses a crank trigger (which Chrysler calls a “tone ring”) with 36 base teeth and two separate gaps 180 degrees apart.
Page 95: 6G72
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION 5.3.11 6G72 Known applications include: • Mitsubishi 3000GT • Mitsubishi Galant V6 • Some other Mitsubishi and Chrysler V6 models This spark mode comes in two variations. One used an optical trigger with six slots for the CKP signal and four slots for the CMP signal.
Page 96: Twin Trigger
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION 5.3.15 Twin trigger Twin trigger is a speciﬁc ignition mode designed for use on a range of motorcycle engines that use a crank or cam mounted reluctor and two discrete pickup sensors. Each sensor triggers a separate ignition coil. Supported combinations include: •...
Page 97: Suzuki Vitara 2.0
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION 5.3.19 Suzuki Vitara 2.0 This mode is considered experimental. It works for a later modiﬁcation of Suzuki’s irregularly spaced teeth that has 11 teeth instead of 12. Supports sequential injection. Because of the nature of the VR sensor, it can trigger off either edge, depending on the wiring.
Page 98: Fiat 1.8 16V
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION This one uses a 12 tooth crank trigger and 3 tooth cam trigger, with VR sensors on both. Supports fully sequential injection. Note that current code only has the crank trigger angle for V-twins and V-4 motorcycle engines. This pattern was also used on some inline four motorcycles, but the current code (1.4.0) does not support this yet.
Page 99: Nissan Sr20
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION The low resolution signal runs to CKP. Because of the high frequency of the high resolution signal, it needs to be connected to the Digital Frequency In or Digital Frequency In 2 input instead of the CMP signal. You will need to specify which frequency input is used in the Ignition Options / Wheel Decoder menu.
Page 100: Honda Acura (V6)
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION 5.3.35 Honda Acura (V6) This mode uses a crank trigger with 24 base teeth and two separate missing teeth, along with a cam sensor. This is used on many Honda and Acura J series V6 motors. 5.3.36 VQ35DE Used on the Nissan 350Z and other VQ35DE applications.
Page 101: Flywheel Tri-Tach
5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION 5.3.40 Flywheel tri-tach Known applications include: • Early 1980s Porsche 911 • Porsche 944 Turbo (951) • 1986 and earlier BMW 325e • E30 chassis BMW M3 with S14 motor • Many 1980s and early 1990s Audis This application uses a VR sensor that counts ﬂywheel teeth, with a second ﬂywheel sensor that reads a single post and, in most implementations, a cam sensor.
Page 102: Hd32-2
5.4 Idle valves 5 SETTING UP A BASIC CONFIGURATION 5.3.45 HD32-2 Used for Harley-Davidson engines that use a 32-2 crank wheel and a MAP sensor instead of a cam sensor. Cam sensor needs to be set to MAP. The front cylinder is considered the #1 cylinder. 5.3.46 Miata 36-2 This mode is speciﬁcally written for ’99-’05 Mazda Miatas running the Flyin’...
Page 103: On / Off Settings
5.4 Idle valves 5 SETTING UP A BASIC CONFIGURATION • Closed loop - The ECU moves the valve as needed to target a speciﬁed idle speed. We recommend only selecting a closed loop idle mode after getting the engine running well in an open loop mode. Open loop commands how to open the valve as a function of temperature, while closed loop targets a speciﬁc idle speed.
Page 104: Pwm Idle Valve Settings
5.5 Sensor calibration 5 SETTING UP A BASIC CONFIGURATION • Power Between Steps - Determines what to do when the valve is not moving. – Moving only: Turns off current to the idle valve. This can reduce current consumption and make the valve run cooler, but can result in unreliable operation for some valves.
Page 105 5.5 Sensor calibration 5 SETTING UP A BASIC CONFIGURATION 5. Re-lock the calibrations and Burn. 6. Calibrate TPS. With the throttle closed, "Get Current" on the closed throttle. Then fully open the throttle and "Get Current" on the open throttle. Close. 7.
Page 106: Tuning The Ms3Pro
6 TUNING THE MS3PRO 6 Tuning the MS3Pro 6.1 Getting started OK, now that you have set up the basics of your tune ﬁle, it’s time to make sure everything works and try to start the motor. First, make sure the ignition coils or ignition module do not get hot with the key on, ignition powered up, and the engine not running.
Page 107: Coil Test Mode
6.1 Getting started 6 TUNING THE MS3PRO • For functional testing, set the total number of injections to 65535 (the maximum) or for ﬂow testing use your chosen number. (When performing repeated tests at the same number, you need to enter 0, TAB out, then enter the number you want and TAB out again.) The injector testing mode called Sequence runs the injector in sequence up to the chosen injector.
Page 108: Testing A Stepper Iac Valve
6.1 Getting started 6 TUNING THE MS3PRO • Idle Valve Homing Steps - This only applies to stepper idle valves. This setting determines how many steps the motor should move during homing to ensure it has reached the home position. The number needs to be large enough to close the valve from any unknown starting position.
Page 109: Testing A Pwm Iac Valve
6.1 Getting started 6 TUNING THE MS3PRO – Both coils are wired backwards for the way your tune is conﬁgured. With the current ﬁrmware, you can simply change the homing direction in the software. 1.2.4 and earlier code does not allow this. If you encounter this problem on older ﬁrmware, you can reverse the wiring.
Page 110: Starting The Engine
6.1 Getting started 6 TUNING THE MS3PRO the COP to the spark plug, and possibly ground the COP if it was bolted on. Connect your timing light over this temporary plug lead. If there are no timing marks on your engine, you will need to add some sort of marks. You can establish TDC with a piston stop and add timing marks with either paint or timing tape.
Page 111: Setting Running Timing
6.2 The basics of 3D tuning tables and load types 6 TUNING THE MS3PRO 6.1.5 Setting running timing Now that the engine is running, we can come back and make the ﬁnal timing adjustments. Hook up your timing light and start your engine. In TunerStudio, on the Ignition Options / Wheel Decoder menu, set Fixed timing to "Fixed Timing"...
Page 112 6.2 The basics of 3D tuning tables and load types 6 TUNING THE MS3PRO These tables are called 3D tables because they can be drawn as a shape in 3 dimensional space. The ﬁrst dimension, the X axis, is pretty much always RPM for the 3D tables in MS3Pro. The Y axis is a load variable, usually expressed as a percent.
Page 113 6.2 The basics of 3D tuning tables and load types 6 TUNING THE MS3PRO • The last item may look like a divide sign, but it interpolates between selected rows instead. The two blue arrows at the bottom of the cell stand for Undo and Redo. The Burn button writes (“burns”) the data to ﬂash memory, and the close button closes the table.
Page 114: Tuning Fuel
6.3.1.1 Injector settings As previously mentioned, the injector outputs directly support high-impedance injec- tors. The MS3Pro Ultimate can also run low impedance injectors. You can select from 8 amps peak and 2 amps hold current or 4 amps peak and 1 amp hold current at this screen. Typically, you would use the 8/2 setting to run two low impedance injectors from one output, or with certain Billet Atomizer injectors that require 8 amps peak to open.
Page 115: Small Pulse Widths
6.3 Tuning fuel 6 TUNING THE MS3PRO We’ll cover measuring injector dead time in more detail in the Advanced section. 6.3.2 Small pulse widths At most pulsewidths (say above 2ms), injectors behave in a linear manner, where 10% increase in effective pulsewidth gives a 10% increase in fuel ﬂow.
Page 116: Afr Table
6.3 Tuning fuel 6 TUNING THE MS3PRO Ensure that the start and end points match. In this example, the curve starts at 0.000, 0.000 and ends at 1.200, 1.200. However, the best approach is to avoid operating injectors in this non-linear region altogether. Size injectors appropriately and use a second set of staged injectors if a large dynamic range is needed.
Page 117: Ve Table
6.3 Tuning fuel 6 TUNING THE MS3PRO In this menu, you can enter information about the engine at left. The “X and Y Axis” option gives you the option of retaining the current load and RPM bins, or generating new ones based on the data entered. First, click Generate to create the table, then the Apply button to activate the new table or Cancel to close the generator and not use the generated table.
Page 118: Ve Table Generator
6.3 Tuning fuel 6 TUNING THE MS3PRO to high rpm, high kPa (i.e. WOT). You can adjust these values using the O sensor, data logs, VE Analyze Live in TunerStudio, and/or the seat of your pants. Low rpm and low kPa (say less than half of the max rpm and max kPa) might be able to use stoichiometric or leaner.
Page 119: Main Accel Enrich Settings Menu
6.3 Tuning fuel 6 TUNING THE MS3PRO throttle in 1/2 second. The MAPdot is measured in kPa per second. MS3Pro can use either one, or a combination of the two, to trigger acceleration enrichment. 6.3.5.1 Main accel enrich settings menu This menu allows for several changes that affect both AE modes. •...
Page 120: Time Based Ae
6.3 Tuning fuel 6 TUNING THE MS3PRO Underneath the curves, you have a line graph that appears when the engine is running. It tracks the air/fuel ratio, MAPdot, and TPSdot measurements to help you tune the acceleration enrichment. Besides the curves, you have the following settings. •...
Page 121 6.3 Tuning fuel 6 TUNING THE MS3PRO The two curves are the primary tuning tools. They set the percentage of pulse width to add as a function of the rate of change of MAP and TPS readings. The adder % is a percentage of the main Required Fuel number. Under these charts, you can set a percentage to blend MAP and TPS driven acceleration enrichment.
Page 122: Getting It Dialed In
6.3 Tuning fuel 6 TUNING THE MS3PRO Required Fuel. • Time or Ignition Events: Allows you to specify the pulse width in either time or the number of ignition events. • Accel duration (events): If using ignition events, the number of ignition events where you will receive full acceleration enrichment pulse width.
Page 123: Map Based Or Tps Based Ae
6.3 Tuning fuel 6 TUNING THE MS3PRO MAP based or TPS based AE? If you have a variable Throttle Position Sensor, we’d recommend 100% TPS based AE as a starting point. MAP based AE does the trick if you’re running an engine without a usable TPS, but TPS based AE is generally easy to tune to the proper sensitivity level such that it activates when you want it to, and not when you don’t.
Page 124: Startup / Warmup Fueling
6.3 Tuning fuel 6 TUNING THE MS3PRO A wideband O sensor is immensely helpful here, but don’t get too caught up in seeing perfect AFR numbers through the whole transient event. Adjust it until it feels right, snappy and responsive with no hesitation. The feel is more important than looking for perfect numbers.
Page 125: Priming Pulse
6.3 Tuning fuel 6 TUNING THE MS3PRO On the left side, you have a graphic representing the amount on the Y axis and the temperature on the X axis. The right side of the screen provides a handy temperature gauge and a table representation. (Click the “...” button in the upper right hand corner to hide or show the table.) You can either edit the numbers in the table or drag the nodes in the curve.
Page 126: Tuning Spark
6.4 Tuning spark 6 TUNING THE MS3PRO 6.4 Tuning spark Ignition is tuned on a 3D table like the AFR and VE tables. This table speciﬁes the spark advance in absolute numbers in degrees BTDC (before top dead center) as a function of RPM and load.
Page 127: Correct Fuel
6.5 Getting a good idle 6 TUNING THE MS3PRO 6.5.0.7 Correct Fuel Engines don’t like to idle lean; a lean air/fuel ratio is one of the biggest causes of a surging idle. On an engine with sequential injection, this is simple enough - get the engine idling at 14.7:1 for gasoline, and you’re good to go.
Page 128: Correct Airﬂow
6.5 Getting a good idle 6 TUNING THE MS3PRO output, you have nowhere to go but down. Over-advanced timing will hurt power as well - beyond a certain point, adding more timing will not bump up the idle, and taken to extremes, it can do the exact opposite. So you want to "hold back"...
Page 129: Additional Items: Beyond Basic Fuel And Ignition Control
7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7 Additional items: Beyond basic fuel and ignition control The MS3Pro will control a lot more than basic fuel and ignition. In this section, we’ll cover what else the MS3Pro can do, one menu screen at a time. We’ll skip the menu screens that were set up in sections 5 and 6, and cover the rest here.
Page 130: Map Sensor Settings
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Upper limit - the maximum barometric pressure allowed. • Lower limit - the minimum barometric pressure allowed. • Default baro - the typical baro pressure for your region. This is used as a the barometer value if you have not enabled a sensor.
Page 131: Rev Limiter
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Secondary Fuel - "multiplicative" or "additive" - whether the values in VE table 1 and VE table 2 should be multiplied or added together when the secondary fuel table is in use. Selecting “Blend Curve” allows blending between two tables based on a curve (selected under the Table Choices menu).
Page 132: Coolant Temp Limiter
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.1.2.2 Coolant temp limiter The curve deﬁnes an alternate hard rev limit based on coolant temperature. You can use this to limit RPM with the engine cold or to create a shut-off if the engine is overheating, or both. •...
Page 133: Shift Light
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.1.3 Shift light While a programmable on/off output can be set to work as a shift light, the MS3Pro has a dedicated function for this that allows separate shift settings for each gear. The shift light will need switched 12 volt power on one end and the MS3Pro will supply ground.
Page 134: How The Ms3Pro Uses Engine States
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL Here are what the individual settings do and what functions they affect. • Use VSS - Allows using the speed sensor to trigger closed loop idle and other idle related functions. •...
Page 135: Tuning Engine States
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • The TPS reading needs to be below the throttle closed TPS threshold. • The MAP sensor reading needs to be below the overrun MAP threshold. •...
Page 136: Fan Control
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Scaling - Scales the tach by a user selectable percentage instead of a ﬁxed ratio. Numbers greater than 100 speed up the tach output (for example, if using a four cylinder engine with an eight cylinder tach, start with 200% scaling) while numbers less than 100 slow down the output (for example, if using an eight cylinder engine and a four cylinder tach, start with 50% scaling).
Page 137: Torque Converter Lockup
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • TPS shutoff - if TPS shutoff is enabled, the fan is disabled above this TPS% • TPS hysteresis - the percent throttle opening that the TPS must drop below the TPS shutoff before the fan comes back on •...
Page 138: Alternator Control
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Minimum gear - minimum gear to enable lockup • Activation delay - wait this long after conditions are met before locking up. The MS3Pro can drive a 5A solenoid with a high current output, or up to 3A with a PWM output. If you need more current, you will need to use a relay.
Page 139 7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Control interval - How often, in milliseconds, the MS3Pro updates its calculations. Does not affect the speed at which the ﬁeld switches in high speed feedback ﬁeld control, but it does change other calculations such as target voltage.
Page 140: Ford Alternators
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Alternator control duty - When control mode is set to open loop duty, this lets you specify what duty cycle commands what charging voltage. • Duty linearisation - When using closed loop ﬁeld control, this curve translates what output percentage the ECU has calculated (calc% on the X axis) into output duty cycle (output% on the Y axis).
Page 141: Miata Alternators
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL era Chrysler alternators with the MS3Pro - or if you happen to be low on available pins, you can run a computer controlled Chrysler alternator with a 1970s era electronic voltage regulator. Chrysler alternators have two different wiring types.
Page 142: Simple Installation
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • S - Sense. Used in some applications to allow the alternator to monitor the voltage at a different point from its own output terminal. Not used with MS3Pro. There are several ways you can run these alternators.
Page 143: Honda Alternators
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL The easiest way to control this alternator is to wire a digital frequency input or digital I/O pin to the L terminal. If you wish to add load monitoring, connect the “F” terminal to another digital frequency input or digital I/O pin. Settings: •...
Page 144: Map Sample Settings
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL The number is a multiplier, so that 100% indicates to use normal fueling. The barometer reading is whatever the MS3Pro is currently using for correction. If you have enabled a barometric pressure sensor, the reading will change in real time.
Page 145: Event Average
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • MAP sample method - whether to use the Event Average or Timed Minimum method. When Event Average is selected, no other settings on this page are required. •...
Page 146 7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL Observe the large variation in MAP signal during the 720 degree cycle. It can be seen that one MAP window falls on the intake stroke (where the MAP reaches a minimum) and the next MAP window is on the power stroke (MAP is near atmospheric.) On this engine it was important to set the appropriate MAP sample angle and window width to capture the dip in MAP, and set the number of events to 2, since the intake happens every two revolutions.
Page 147: Itb Load Settings
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.1.11 ITB load settings ITB tuning mode builds on the capabilities of the dual table blended tuning approach but solves one of the more signiﬁcant drawbacks to that tuning mode: it provides the blended Speed-Density/Alpha-N behavior of the blended dual tables in just a single table.
Page 148: Itb Load Tps Switch Point Curve
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.1.11.2 ITB load TPS switch point curve This curve deﬁnes the TPS value where the MAP load reaches %Baro switchpoint. This curve will be different for each engine and should be set up using values obtained from log ﬁles from your engine.
Page 149: Itb Load Calculation In Alpha-N Mode
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.1.11.6 ITB Load Calculation in Alpha-N Mode When the throttle position is greater than or equal to the ITB load TPS switchpoint curve and the MAP value is greater than or equal to the %Baro switchpoint, the tuning algorithm will take the array of cells from the VE table above the ITB load at TPS switchpoint curve and interpret this array within the context of TPS position.
Page 150: Tuning For Idle Air Control
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.1.11.7 Tuning For Idle Air Control The Idle TPS Threshold % setting deﬁnes the minimum TPS value re- quired to allow the transition to Alpha-N tuning. This feature allows the fast idle MAP to exceed the %Baro switch- point without entering Alpha-N mode.
Page 151 7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL The MS3Pro will need all these numbers to be entered correctly, as it calculates the required pulse width to hit target air/fuel ratios, instead of using something along the lines of “send X pulse width at Y RPM and Z air ﬂow meter volts.”...
Page 152: More About Frequency Based Mafs
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • MAF sensor range - sets the range to match your MAF sensor. Set this before loading a MAF calibration curve. On gasoline, 650g/s ~800hp; 1300g/s ~1600hp; 1950g/s ~2400hp and 2600g/s ~3200hp. Use the lowest range suitable for better low-end precision.
Page 153: Tuning
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL MAF Load. This behaves similarly to MAP in a speed density system and should give a repeatable load value and allow tuning of those tables in the conventional manner. Make sure the axes on the table are set to cover all MAF load values and RPMs if the engine is turbocharged;...
Page 154: Maf / Mat Correction Table
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL The MAF ﬂow number is the number on the original calibration curve, and you apply a % correction to adjust the curve. 7.1.15 MAF / MAT correction table The MAF setup should automatically compensate for ambient air temperature as the mass ﬂow is measured.
Page 155: Feature List Showing I/O Pins
7.1 Basic / Load Sections 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.1.17 Feature List Showing I/O Pins This allows you to display all the pins in use. You can use this to check what wire does what function, or check if you have accidentally assigned one pin to multiple functions.
Page 156: Expansion I/O Pins List / Usage
7.2 Fuel Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL When TunerStudio is connected to the ECU, this presents the same information in a different grouping - it shows each pin and what function (if any) is assigned to it. 7.1.19 Expansion I/O Pins List / Usage This screen is similar to the I/O Pins Showing Usage screen, but does the same for devices connected to the MS3Pro via the CAN connection, such as a CAN-EGT or a MicroSquirt running IO Box or transmission control...
Page 157: Secondary Injector Timing Table
7.2 Fuel Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL Injector timing is speciﬁed as a function of RPM and fuel load. Most engines run best if the injection timing is completed before the valve opens, to allow the fuel to vaporize. So, if you have a cam card with an “Intake valve opens”...
Page 158 7.2 Fuel Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Staged Injection First Parameter - This setting enables staged injection and sets the primary staging pa- rameter, which is used to determine when to engage the secondary injectors. This setting includes the following options: –...
Page 159 7.2 Fuel Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL – Use Inj I/J - Use the I and J injector channels in batch ﬁre. This is your only option for engines with four to eight cylinders. • Secondary V3 Alternate - This setting controls whether the secondaries (when using the I/J outputs) alter- nate between injector channel 1 and injector channel 2, or inject simultaneously on injector channel 1 and injector channel 2.
Page 160: Tuning Staged Injection
7.2 Fuel Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Secondary staging logic - This setting is used to determine whether both the primary and secondary staging parameters must be met to engage staged injection, or if only one of the parameters must be met. This setting is not available in table-based staging mode.
Page 161: Fuel Sensor Settings (Flex)
7.2 Fuel Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.2.4 Fuel sensor settings (Flex) The ﬂex fuel system allows the use of E85 or other ethanol and petroleum blended fuel mixes to be used when a special fuel composition. sensor is ﬁtted. The support is speciﬁcally based around the use of a GM ﬂex fuel sensor which outputs a varying frequency signal depending on the fuel composition.
Page 162: Over Run Fuel Cut
7.2 Fuel Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.2.5 Over Run Fuel Cut The MS3Pro not only allows you to cut off fuel while coasting; it also allows retarding spark timing at this point, and gradually phasing the fuel cut in and out to make for a smoother transition. Overrun fuel cut relies partially on engine state settings to determine if the engine is in overrun mode.
Page 163: Afr / Ego Control
7.2 Fuel Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • RPMdot for upper RPM re-engagement - When revs are falling more quickly than this RPMdot value the initial RPM is used for fuel return. In-between upper and lower RPMdot values, the return RPM is interpolated.
Page 164: Ego Ports
7.2 Fuel Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Ignition Events per Step - While closed-loop EGO is active and the EGO delay table is off, how often the correction is run is determined by this setting. It is the number of ignition events per correction. •...
Page 165: Simple Algorithm With Narrowband Sensor
7.2 Fuel Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL Simple algorithm with narrowband sensor A narrowband sensor is only accurate at exactly stoichiometric mixtures for the fuel being used (14.7:1 for gasoline). At around 0.5 volts, the mixture is stoichiometric. For leaner mixtures (above 14.7:1 for gasoline, above 1.0 lambda) the voltage dips slightly below 0.5 volts.
Page 166: Ego Authority Table
7.2 Fuel Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.2.8 EGO Authority Table This table allows you to specify the maximum correction that the MS3Pro can apply as a result of O sensor feedback as a function of RPM and load, in percent. To enable using this table, set “Use Authority Table” in AFR / EGO Control to On.
Page 167: Cylinder Trim Tables
7.2 Fuel Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Kill spark for - Initially spark is cut for this time and then fuel as well. • TPS below, MAP below, RPM below - normal engine operation resumes when all three conditions are met. The table on the right is the "safety limit"...
Page 168: Sequenced Batch Fire
7.2 Fuel Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.2.12 Sequenced Batch Fire These settings allow batch ﬁring to be sequenced from a speciﬁc trigger number for repeatable phasing on each start if you are running batch ﬁre fuel with a sensor input mode that allows for wasted spark or coil on plug. As standard, batch ﬁre sequencing is "random"...
Page 169 7.2 Fuel Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL Here are what the settings do. • Fuel Pump Mode - Speciﬁes the following ways of controlling the fuel pump. – On/Off: The fuel pump is switched on and off. Pressure is regulated mechanically. The MS3Pro can monitor pressure and correct for it, but is not able to control the pressure directly.
Page 170: Fuel Pressure Safety
7.3 Ignition Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Off duty - The duty cycle to command when the fuel pump is deactivated. • Minimum duty - The lowest duty cycle that produces fuel ﬂow. 0% for most applications, but Ford FPDM modules often need this set to 5%.
Page 171: Dwell Table
7.3 Ignition Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.3.3 Dwell Table This table allows you to specify dwell (before battery voltage correction) as a function of RPM and ignition load. This allows increasing dwell under boost, then backing it off at low load to reduce the amount of heat put into the ignition system.
Page 172: Noise Filtering
7.3 Ignition Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL Ensure that the retard ﬁgure at normal temperatures is zero; this will allow the spark timing to follow the advance table during normal operation. 7.3.6 Noise ﬁltering The noise ﬁltering menu allows the MS3Pro to detect and ignore pulses on the crank and cam position inputs caused by electrical noise.
Page 173 7.3 Ignition Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL Setting to Falling Edge would result in an unstable signal - you’ll see this as timing scatter and the RPM bouncing around. And this is with a fairly clean signal, which the processor would see like this if triggering on the correct edge: If the wiring or sensor isn’t perfect, and the signal becomes noisy, the CPU will see a signal like this instead: There are several strategies the MS3Pro has to ﬁlter this out, which you enable from the Noise Filtering screen.
Page 174 7.3 Ignition Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL Any pulse shorter than this time is considered to be noise and thrown out. Primary Tach settings apply to the crankshaft position (CKP) input. • Nippon Denso Crosstalk ﬁlter - This setting is enabled if the spark mode is set to “Toothed wheel” and the trigger wheel arrangement set to “Dual wheel”.
Page 175 7.3 Ignition Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Tach interrupt masking - turns off input pin so pulses are not seen at all for time/percentage This setting is similar to tach period rejection. However, instead of sensing and rejecting pulses in the rejection time, this setting outright turns off the interrupt - it actively stops the ECU from listening during the rejection wheel.
Page 176: Examples
7.3 Ignition Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.3.6.1 Examples These should be taken as a starting point and will often need install speciﬁc tuning. • Coil negative triggering for a fuel-only install. This requires noise ﬁltering to eliminate the effects of coil ringing.
Page 177 7.3 Ignition Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL The GM resonant knock sensor pictured above is tuned to a specify frequency, like a tuning fork. When this frequency is applied to the sensor (through its connection to the engine), a piezoelectric crystal inside the sensor generates a small voltage (~1 volt), much like a microphone.
Page 178: Knock Sensor Settings
7.3 Ignition Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.3.7.1 Knock sensor settings • Knock control: Allows you to change the way the MS3Pro applies timing retard. – Disabled: do not use knock feedback for ignition advance control –...
Page 179: Detection
7.3 Ignition Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Monitor Per Cylinder Enables using different knock thresholds for each cylinder. This requires sequential fueling and/or coil on plug mode to be enabled. • Control Per Cylinder This allows knock retard to only be applied to the cylinder that is knocking. If turned off, knock control is applied to all cylinders.
Page 180: Knock Sensor Parameters
7.3 Ignition Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.3.8 Knock sensor parameters This screen is used with the internal knock processing. • Bandpass frequency - this should be adjusted to suit the resonant frequency of you engine. (Formulae exist on the web for estimating this frequency based on bore diameter.) •...
Page 181: Knock Coolant Scaling
7.3 Ignition Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL The upper chart sets the crank angle to start the knock window on the cylinder being monitored. Positive is before TDC, negative is after TDC. The lower chart sets how many crank degrees the knock window stays open for.
Page 182: Fc Mode
7.3 Ignition Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL The “Allow negative split” setting lets you ﬁre the trailing spark plugs before the leading (positive split numbers have the trailing spark plugs ﬁred after the leading). You can also set a separate dwell time for the trailing coils. Note that all rotary modes have you set the number of injectors to the number of primary injectors;...
Page 183: Rx8 Mode
7.3 Ignition Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.3.11.3 RX8 mode The RX8 mode is automatically enabled if you set the number of coils to “coil on plug” and the number of rotors to 2. Ignition wiring: •...
Page 184: Rotary Split Table
7.3 Ignition Settings 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Spark F Trailing coil B • Spark G Trailing coil C • Spark H Trailing coil D Fuel wiring: • Inj A Primary injector A • Inj B Primary injector B •...
Page 185: Startup / Idle
7.4 Startup / Idle 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL Each screen has four mini spark tables which are added to or subtracted from the main ignition table. 7.4 Startup / Idle Section 5.4 covers the preliminary idle control setup. Section 6.3.6 covers many of the basics of the MS3/Pro’s startup sequence, including the Cranking Pulse Width, Priming Pulse, Afterstart Enrichment, and Warmup Enrich- ment.
Page 186: Cranking / Startup Settings
7.4 Startup / Idle 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.4.1 Cranking / startup settings • Cranking RPM - On the initial start, the MS3Pro will run in batch ﬁre on the cranking pulse width settings until RPM rises above this threshold, or if the RPM falls below this threshold within 5 seconds of starting. Set this value higher than the engine can reach while being just driven by the starter.
Page 187: Cranking Taper Curve
7.4 Startup / Idle 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • ASE count units - You may set the afterstart enrichment to be based on either time or engine cycles. 7.4.2 Cranking Taper Curve This curve provides a multiplier for the pulse width during cranking, with 100% being to use the cranking pulse width curve unchanged.
Page 188: On/Off Valve
7.4 Startup / Idle 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL – Stepper valve: This uses a rotating motor to move a pintle. The motor takes a discrete step every time one of the wires is pulsed. • Algorithm –...
Page 189: Pwm Idle Valve Settings
7.4 Startup / Idle 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.4.4.3 PWM idle valve settings • Crank-to-Run Taper Time - This is the amount of time the IAC valve uses to transition after starting from its crank position to its running position. •...
Page 190: Idle Warmup Duty / Steps
7.4 Startup / Idle 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.4.6 Idle Warmup Duty / Steps This sets the position of the IAC valve as a function of temperature when the engine is running when using open loop mode. 7.4.7 Closed loop idle settings Closed loop idle lets the MS3Pro target a set idle speed instead of opening the IAC valve a set amount.
Page 191 7.4 Startup / Idle 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Idle Valve Minimum Duty or Minimum Steps - This speciﬁes the lowest duty or number of steps, below which changes in the opening position no longer affect RPM. The closed loop control will not set the IAC valve to a lower number.
Page 192: Tuning Closed Loop Idle
7.4 Startup / Idle 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • PID ramp to target time - Once PID engages, the MS3Pro will gradually move the target value from the current RPM to the target speed.This can be used to help larger P-values be used, making it easier to tune PID to catch sudden drops in idle speed.
Page 193 7.4 Startup / Idle 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 2. RPM settles - After throttle lift, eventually the clutch is pushed in and RPM drops to wherever it will settle given the learned value + the dashpot adder. Hopefully, the idle has settled to an RPM that is less than the commanded target + the Idle Activation RPM adder.
Page 194: Closed Loop Idle Target Curve
7.4 Startup / Idle 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL Some ﬁnal tips: • Idle Fuel Tuning - Before even attempting to tune Closed-loop Idle speed control, tune the area around idle so that if RPM goes up or down or load goes up or down, the AFR stays close to the same value. Changing AFR can affect idle speed, which can then cause the PID code to try to correct, getting into an unrecoverable oscillation.
Page 195: Pwm Idle Voltage Compensation
7.4 Startup / Idle 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL If you are using closed loop idle with the initial value table selected, the MS3Pro uses this to look up the initial duty cycle when closed loop idle control engages. The X-axis speciﬁes what target RPM, and the Y-axis is either coolant or air temperature, as determined by the closed loop settings screen.
Page 196: Air Conditioning Idle Up
7.4 Startup / Idle 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.4.11 Air conditioning idle up The MS3Pro can control the air conditioning and increase the idle speed when the air conditioning is active. • A/C idleup on - Allows the MS3Pro to control the A/C or increase idle speed when the A/C is on. •...
Page 197: Idle Advance Settings
7.4 Startup / Idle 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • TPS shutoff % - If using TPS shutoff, MS3Pro turns off the A/C output above this TPS opening value. • TPS hysteresis - Once the TPS based A/C shutoff has engaged, the TPS needs to fall this amount below the TPS shutoff value to turn the A/C back on.
Page 198: Idle Advance Tuning
7.4 Startup / Idle 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.4.12.1 Idle advance tuning There are two main types of settings to tune for the Idle advance feature: • Idle Advance engagement settings - These settings control the conditions under which Idle Advance will engage.
Page 199: Idle Ve Settings
7.4 Startup / Idle 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL advance, allowing you to add more timing if the RPM is below your target idle, or pull timing if the RPM goes over the target number. 7.4.14 Idle VE settings The idle VE table is similar to the idle advance table, letting you specify a 4 x 4 VE table speciﬁcally for idle.
Page 200: Accel Enrich
7.5 Accel Enrich 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.5 Accel Enrich Section 6.3.5 covers basic acceleration enrichment tuning. Here, we’ll go over more advanced ways to ﬁne tune your transient fueling. 7.5.1 TPS WOT curve If you have enabled “TPSdot enables %WOT” under Accel Enrich Settings, this curve deﬁnes what is considered wide open throttle for a given RPM.
Page 201: Adheres To Walls Coefﬁcient
7.5 Accel Enrich 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.5.2.1 Adheres to Walls Coefﬁcient The X axis is the engine load. The number on the Y axis is what percent of the fuel sticks to the walls at that load level, instead of going on into the cylinders.
Page 202: Eae Adhere-To-Walls Rpm Correction
7.5 Accel Enrich 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.5.2.3 EAE Adhere-to-walls RPM correction This curve modiﬁes the EAE Adhere-to-walls curve. It allows the amount of correction speciﬁed by the EAE Adhere-to-walls curve to be increased or decreased based on RPM. As you may expect, the higher ﬂow rates at higher RPM tend to carry more of the fuel into the cylinders and result in less on the walls.
Page 203: Eae Sucked-From-Walls Clt Correction
7.5 Accel Enrich 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL This curve modiﬁes the EAE Adhere-to-walls curve. It allows the amount of correction speciﬁed by the EAE Adhere-to-walls curve to be increased or decreased based on coolant temperature. The default curve is ﬂat. 7.5.2.6 EAE Sucked-from-walls CLT correction This curve modiﬁes the EAE Sucked-from-walls curve.
Page 204: X-Tau Acceleration Enrichment
7.5 Accel Enrich 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 12. Once small, slow throttle movements are tuned, larger ones can be veriﬁed, as well as normal driving with gear shifts. 13. Finally, try to quickly blip the throttle while free-revving. If response is slower than desired, a very small amount of TPSdot or MAPdot acceleration enrichment may be re-enabled.
Page 205: Puddling) Temp Correction Factors
7.5 Accel Enrich 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.5.3.3 X (Puddling) Temp Correction Factors The temperature correction factors are enabled if you enable X-Tau with CLT correction. This is a percent multiplier used to scale the accel and decel puddling factor curves as a function of coolant temperature. 7.5.3.4 Tau (Time) temp corrections This is a percent multiplier used to scale the time factor accel and decel curves as a function of temperature.
Page 206: X-Tau Tuning Tips
7.6 Boost / VVT 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.5.3.6 X-Tau tuning tips You should start with low X and low Tau, such as the default values. You should then see if the X-Tau helps. Start by adjusting the X factor. If that doesn’t help, try increasing the Tau time table entries in the areas where you are having troubles with lean spots (engine coughs on accel).
Page 207 7.6 Boost / VVT 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL The AMP EFI boost solenoid can be used with either a one or a two port wastegate. This diagram shows how to plumb it in single solenoid mode. As a rule of thumb, the single solenoid mode can reach boost pressures approximately double the pressure allowed by the wastegate spring on its own.
Page 208: Boost Control Settings
7.6 Boost / VVT 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.6.2 Boost control settings 7.6.2.1 Boost control common settings This section covers settings that are used by both the open-loop and closed-loop control algorithms. • Boost Control Enabled - This controls whether the boost control feature is enabled or disabled. •...
Page 209: Closed Loop Speciﬁc Settings
7.6 Boost / VVT 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Boost Control Lower CLT Threshold - To prevent running maximum boost before the engine is warmed up, the MS3Pro will run minimum boost until you reach this temperature, at which point the boost control turns •...
Page 210: Overboost Protection
7.6 Boost / VVT 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 2. Set Proportional gain to 100% and slowly lower - While tuning Proportional gain, higher numbers mean slower boost climb and lower ﬁnal boost. For safety, start with a very high gain (100% should be sufﬁcient). Find the RPM that typically spools quickly, and fully and quickly depress the accelerator.
Page 211: Other Boost Control Settings
7.6 Boost / VVT 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.6.2.4 Other Boost Control Settings The following settings remain: • Boost Table Switching - This option when enabled allows a switch input to be conﬁgured which switches between two different boost duty or target tables.
Page 212: Boost Control Bias Duty Table
7.6 Boost / VVT 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL The second table (boost control target table 2) can either be used for a second wastegate or for switched boost. If using open loop dome pressure control, this table is the target dome pressure. 7.6.5 Boost control bias duty table This is a feed-forward table.
Page 213: Boost Control Vs Speed
7.6 Boost / VVT 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL This speciﬁes how long to go from no boost (if the initial value is not used) or the speciﬁed initial value (if used) to full boost after you release the launch control switch. This is a percentage of the regular boost, so it should end at 100% boost.
Page 214: Wastegate Dome Pressure Control Settings
7.6 Boost / VVT 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL The closed duty, open duty, lower limit, algorithm, and PID settings work in the same way as the primary boost control settings. • MAP sensor to target - When running in closed loop, the second boost control solenoid will not target the main MAP sensor, as most setups that require different wastegate pressure from side to side also require different compressor outlet pressures.
Page 215: Dome Bias Table
7.6 Boost / VVT 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Dome empty output min duty and dome empty output max duty - If using PID control for the dome pressure, this sets upper and lower limits for what duty cycles to use when decreasing pressure. •...
Page 216 7.6 Boost / VVT 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL All anti-lag variations require an input switch to arm the system. When active, the anti-lag system will add fuel and retard timing to a number speciﬁed by the ALS tables. You can also allow the MS3Pro to use the following additional strategies when the anti-lag is active: •...
Page 217: Turbo Anti-Lag Tables
7.6 Boost / VVT 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Maximum RPM - Anti-lag is disabled above this RPM. • Maximum MAT - Anti-lag shuts down if the air temperature goes over this point. • Maximum ALS time - The longest allowable time, in seconds, for the anti-lag system to operate. •...
Page 218: Als Roving Idle Fuel Cut
7.6 Boost / VVT 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL Anti-lag functions operate on a TPS vs RPM basis. The TPS range is fairly low as anti-lag is only active at part throttle. The tables available will depend on what anti-lag options have been enabled, although the Added Fuel %age and ALS Timing will always be available if anti-lag is on.
Page 219 7.6 Boost / VVT 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL Most continuously variable VVT systems use a single solenoid where a duty near 50% holds the cam in position. More than 50% causes it to advance or retard. Less than 50% moves it in the opposite direction. Since the duty cycle controls the direction the cam moves and not the absolute position, continuously variable valve timing requires closed loop control.
Page 220 7.6 Boost / VVT 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Test duty - the PWM duty cycle to be applied to the chosen VVT output under test. • Control Interval - Synced to Cam adjusts the duty cycle each time the MS3Pro updates its data on the cam position, which usually gives the best response.
Page 221: Vvt Intake And Exhaust Tables
7.6 Boost / VVT 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Tooth 2 - same again, but for second crank revolution. • More duty means - whether more PWM duty on the solenoid causes the cam to advance or retard. Note that on dual solenoid applications, such as the BMW S54 mode, the Cam 1 solenoid is used to advance the main cam and the Cam 3 solenoid is used to retard the same cam.
Page 222: Example Scenarios
7.7 Table Choices 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.7 Table Choices For many installs a single fuel table is all that is required. New users are strongly advised to start with a single table. MS3Pro offers a number of methods of switching and blending between tables. These methods can be used to effectively extend the basic table size, for better tunability with different fuel algorithms (e.g.
Page 223: Fuel Blending And Switching Types
7.7 Table Choices 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.7.0.2 Fuel blending and switching types There are four VE tables, numbered 1 through 4. Here are some of the possible combinations of fuel table blending and switching. Electrical symbols for switches and variable resistors illustrate the switch or blend functions.
Page 224: Fuel Settings
7.7 Table Choices 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL Secondary algorithm blended table. Fuel is calculated from VE1 using the primary fuel algorithm and also from VE2 using the secondary fuel algorithm and then the result is blended. This could be used to have a blend between a Speed-Density in VE1 and MAF tune in VE2.
Page 225: Single Algorithm, Single Table
7.7 Table Choices 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL Single algorithm, single table By far the most common install is to use a single Speed-Density fuel table. This really should be your starting point before considering other load methods and certainly before multiple-table conﬁgurations are enabled. Multiply MAP controls whether MAP is included in the calculation for VE1 (and VE3).
Page 226: Dual Table
7.7 Table Choices 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL Dual table Fuel for injector bank 1 is calculated from VE1 and fuel for injector bank 2 is calculated from VE3. This can also be used in conjunction with VE1/2 (and VE3/4) combined tables and algorithm blending. It is not compatible with table switching or blending from VE1 to VE3.
Page 227: Single Table
7.7 Table Choices 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL Combined tables - secondary additive table. Ignition is calculated by adding the lookup from Spk1 and Spk2. Spk2 can be used a tweak to Spk1 to add a 4th dimension to the fuel table e.g.
Page 228: Single Algorithm With Table Blending
7.7 Table Choices 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL Single algorithm with table blending Blend curve (4) is used to deﬁne the blend between Spk1 and Spk3 which use the same algorithm. Here it is used for gear based spark table switching. Spk1 is used for gears 1,2,3. Spk3 is used for gears 4,5. It is very important to tune each table individually - trying to retune with a partial blend is likely to result in confusion or failure.
Page 229: Afr Blending And Switching Types
7.7 Table Choices 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL Blend curve (2) is used to deﬁne the blend between Spk1 and Spk2 which may use different algorithms. Here it is used to blend between the spark tables based on ﬂex fuel percentage. It is very important to tune each table individually - trying to retune with a partial blend is likely to result in confusion or failure.
Page 230: Boost Table Switching
7.7 Table Choices 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL loop is enabled. 7.7.0.6 Boost table switching Like with the AFR tables, there are two boost tables, and you can either use one table, switch tables, or blend them. These work the same way as AFR table switching, except that you have the option of setting the boost table switching to use a gear input instead of a hardware switch, so you can use a different boost map in lower gears if you are traction limited.
Page 231 7.7 Table Choices 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL Several of the settings have been covered in the previous section; here, we’ll explain the settings we have not yet covered. • Req Fuel Switching - Allows you to use a hardware input to change the base pulse width number. The MS3Pro will use the lower number when the switch is active and the higher number when the switch is off.
Page 232: Temperature Adjustment
7.7 Table Choices 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Secondary outputs - You can either use the injector I and J in batch ﬁre, or use the remaining outputs in the injector A through H series. •...
Page 233: Pressure Adjustment
7.7 Table Choices 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.7.3 Pressure Adjustment This screen is enabled for the secondary fuel in the dual fuel menu, and is intended for gaseous fuels, which often can have the tank pressure drop below regulator set pressure. It allows adjusting the fuel amount in percent as a function of fuel pressure.
Page 234: Advanced Engine
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL The % is the amount of the second (higher numbered) table to use, with the remaining percent being on the lower numbered table. The X axis can be set to several different types of inputs: •...
Page 235: Analogue Linear Input
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL You can use the Project Properties screen to set the units, both mph vs kph and meters vs inches, in the Settings tab under Project Properties, or you can change them with the settings in the lower corner of this table. There are four options for speed input.
Page 236: Speed Value From A Remote Can Device
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.8.1.3 Speed value from a remote CAN device In the case where you have, say, a CAN-connected transmis- sion controller that is already calculating vehicle speed, you can simply conﬁgure MS3Pro to collect this number. Analogue sensor should be set to Off and CANVSS speciﬁed as the Input.
Page 237: Shaft Speed Sensors
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.8.2 Shaft Speed Sensors These use digital pulsed inputs to determine speed of other components in the car for data logging. For exam- ple, you can log the converter output shaft speed in an automatic transmission. Currently, shaft speeds are just recorded and displayed, but not used for any other calculations.
Page 238: Generic Sensor Inputs
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • No. EGT inputs - specify the number of channels you have connected • Calibration - the calibration depends on the thermocouple ampliﬁer in use. Consult the documentation that came with it.
Page 239: Source
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Nitrous pressure • Exhaust backpressure • Pedal position • Suspension travel The MS3Pro has three built in 0-5 volt inputs. You can also bring analog sensors in over the CAN bus. If you’re using a potentiometer input, the exact resistance range of the potentiometer is not important as long as it does not draw too much current.
Page 240: 5V Value
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.8.4.4 0V, 5V value These are only used with the Linear transformation. • 0V value - speciﬁes the number you want to see when 0V is applied • 5V value - speciﬁes the number you want to see when 5V is applied Many sensors specify output at other voltages, e.g.
Page 241: Collecting Calibration Data
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL However, BEFORE enabling the accelerometer, your need to collect the calibration data. 7.8.5.1 Collecting calibration data In this example we will assume that the three axes are connected to Analog In 1 through 3.
Page 242: Traction Control Settings
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Repeat for the maximum reading on that gauge. Write it down. The minimum value will be for -9.81ms-2 (-1g) and the maximum will be for +9.81ms-2 (+1g). •...
Page 243: Traction Control Settings
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.8.6.1 Traction control settings • Traction control - Allows turning traction control off or on. • Method - Speciﬁes what method is used to determine when to apply traction control. •...
Page 244: Traction Control - Perfect Run Vss
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • The MS3Pro can use two wheels on one axle for either driven or non driven wheel speed. The MS3Pro allows you to either average the two sensor readings or to compare both sides and select the higher value. The maximum function can be particularly useful on applications where one wheel is likely to leave the ground, such as many front wheel drive VW vehicles in road race or autocross applications.
Page 245: Traction Control - Perfect Run Rpm
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.8.8 Traction control - perfect run RPM This works in the same manner as the perfect run VSS screen, except you specify the maximum engine RPM to allow as a function of time. This provides a slew control function instead of true traction control, to meet various sanctioning body rules.
Page 246: Traction Control Reactions
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.8.10 Traction control reactions This screen lets you specify what actions to take if traction control is active. The MS3Pro can be set to take more action the longer the traction control is active. The slip number is different based on the method used. •...
Page 247: Basic Launch Control / Flat Shift Settings
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.8.11.1 Basic launch control / ﬂat shift settings • Launch control option – Off - all of launch if turned off – Launch - launch only, no ﬂat shift –...
Page 248: Variable Launch Settings
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL – None - Launch control itself is not activated. However, this will allow you to use timed features that activate after a launch, such as timed boost control or perfect run traction control. –...
Page 249: Transbrake And Throttle Stop
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.8.11.3 Transbrake and throttle stop The MS3Pro can control many timed delay functions for bracket or drag racing. The trans brake control applies the trans brake when you press the trans brake input button. When you release the button, the trans brake will remain on for the delay time, then release.
Page 250: Step / Burnout Limiter
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.8.11.4 3 step / burnout limiter This is another switch operated limiter that works similarly to launch. It could be used as a burnout limiter and the input switched along with your line-lock. •...
Page 251: Line Lock Staging
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Hard limit - when the 3-step is on, above this rpm the hard limiter methods are used 7.8.11.5 Line lock staging When drag racing a car with a manual transmission, sometimes it seems like it would be easier if you had three feet and three hands.
Page 252: Sequential Shift Cut
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Timeout - Once you have been moving for this number of seconds, VSS based launch control is locked out until next stop. Set to zero to make it permanently active (no timeout.) •...
Page 253 7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Shifter Spark cut system - Toggles this feature off or on. • Mode – Button - The shift cut is activated by an external button. – Auto - The MS3Pro controls the shifting using preset RPM points. Pressing the button will force an upshift.
Page 254: Nitrous System
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.8.15 Nitrous system Nitrous oxide injection is primarily used in racing applications where nitrous oxide and additional fuel are injected into the intake to give a horsepower boost. This is particularly popular in drag racing. Used correctly, nitrous can give perhaps 100% additional power.
Page 255: Nitrous Settings
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Insufﬁcient timing retard • Too hot a spark plug • Faulty fuel solenoid or wiring • Blocked fuel lines or jets • System activated at too low an rpm 7.8.15.7 Nitrous settings •...
Page 256 7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Fuel adder percent calc - When using progressive nitrous in a time based or VSS based mode, the added fuel also needs to be scaled based on RPM. The MS3Pro will scale the “additional fuel PW” settings based on either the nitrous duty cycle table or a separate fuel percentage table.
Page 257: Nitrous - Time Based Progressive
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.8.16 Nitrous - time based progressive This requires the use of the MS3Pro launch control system and the time is measured from the release of launch. This is only really of use in drag racing. This allows you to specify the amount of nitrous duty cycle, fuel (in raw pulse width numbers), and timing retard (in degrees) for both stages of a progressive nitrous system.
Page 258: Nitrous - Rpm Based Progressive
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.8.17 Nitrous - RPM based progressive These curves work in the same manner as the time based progressive curves, but use RPM for the X axis instead of time. 7.8.18 Nitrous - VSS based progressive These curves work in the same way as the above two curves, but use speed instead of RPM or time.
Page 259: High Power Time Enrichment
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Enable water/meth injection - enables or disables the feature. • Pump Output - output pin to control pump relay. • Valve style - select – "Off" - no valve output (used ﬁxed nozzle) –...
Page 260: Oil Pressure
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Road race vehicles • Boats • Air cooled engines To use this feature, you will need to turn on Incorporate AFR Target under Basic / Load Settings -> General Settings.
Page 261: Pit Lane Limiter
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Oil pressure warning - Allows you to use an output pin to trigger a warning light if pressure is either too high or too low. • Oil pressure triggers limp mode - This is actually set on the limp mode settings under CAN bus / test modes, but displayed on this page as well.
Page 262: Programmable On/Off Outputs 1
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Enable spark cut limiting - Allows using a spark cut as pit speed rev limiter. • Enable fuel cut limiting - Allows using a fuel cut as pit speed rev limiter. •...
Page 263: Threshold
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL > = < This “logical operator” forms part of the equation. • > is greater than • = is equals. Usually, you don’t want to use the = sign here. This will turn on the output only when the variable is exactly equal to the threshold number, with zero difference.
Page 264: Loop Conditions
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.8.24.1 Loop conditions There are eight outputs called loops. These do not toggle physical outputs, but instead represent a virtual input switch that can be used to activate other features that normally use an on/off input, such as table switching or launch control.
Page 265: Generic Closed Loop Outputs
7.8 Advanced Engine 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Enable generic PWM - Turns this PWM channel on or off • Output port/pin - Selects the output pin to use • On-off or variable - On/off or variable PWM output •...
Page 266: Tuning Maps
7.9 3D Tuning Maps 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Enable - Turns the generic closed loop function on or off. • Closed loop PID type - This allows you to change which PID loop type is used. A Type B loop has the P term react to changes in error, while a Type C load has the P term respond to changes in the feedback input variable instead.
Page 267: Base Data
7.10 CAN bus / Testmodes 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.10.1.1 Base data • My CAN ID - the CAN ID of this MS3Pro, normally left at zero. Each device on the CAN network has its own unique ID, with the number zero reserved for the master device. You may connect up to 14 extra devices to the MS3Pro, so remote CAN ID numbers can be from 1 to 14.
Page 268: Pwm Outputs
7.10 CAN bus / Testmodes 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Table - the remote table number • Enable input port - enable remote input port • Offset - the offset number in the remote table •...
Page 269: Can Broadcast Testing
7.10 CAN bus / Testmodes 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL coolant temperature data, and supports a handful of European car dashes. Holset HE351VE VGT broadcasting allows you to send a commanded boost duty cycle to a Holset VGT turbo controller. Future ﬁrmware upgrades are likely to support additional devices.
Page 270: Can Receiving
7.10 CAN bus / Testmodes 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.10.5 CAN receiving Allows MS3Pro to receive certain types of CAN data. Consult the documentation for your CAN device as to how to conﬁgure this. 7.10.6 CAN VSS, gear These settings are for third party CAN enabled devices that provide the MS3Pro with speed, or gear information.
Page 271: Real Time Clock
7.10 CAN bus / Testmodes 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Innovate Motorsports serial data is not supported directly, but you can connect an Innovate Motorsports serial data chain to a CAN-EGT module or third party devices sold by JBPerf that translate this data into MS3Pro 29 bit CAN.
Page 272: Io Box Settings
7.10 CAN bus / Testmodes 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Enable real time clock - You may set this to “On-board” to use the MS3Pro’s internal clock, or “CAN” to use an external, CAN enabled device such as a GPS module. •...
Page 273: 11Check Engine Light
7.10 CAN bus / Testmodes 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.10.11 Check Engine Light The MS3Pro has a sensor validation system that can sanity check the sensor inputs. If the sensor appears to be malfunctioning, then it can switch on a Check Engine light. Additionally, limited operating strategies (limp modes) can be enabled.
Page 274 7.10 CAN bus / Testmodes 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Ignore ﬂuctuations for ﬁrst - The number of seconds that sensor ﬂuctuations are ignored after startup. This is to allow conditions to settle down and avoid false alarms. •...
Page 275: 1Check Engine Codes
7.10 CAN bus / Testmodes 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Maximum Fluctuation - maximum ﬂuctuation during operation The ﬂuctuation settings are key to detecting a failed O sensor. Many wideband controllers will get "stuck" if the sensor fails, although appearing to show a valid AFR reading.
Page 276: 12Limp Mode
7.10 CAN bus / Testmodes 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • 14: Oil pressure out of range • 15: Fuel pressure sensor out of range • 16: EGT safety shutdown triggered • 17: AFR safety shutdown triggered 7.10.12 Limp Mode After detecting a sensor fault, the MS3Pro can take action based on what it has detected - either substitute a replacement sensor reading, ignore the sensor, or use an alternate sensor.
Page 277: 13Fallback Map Table
7.10 CAN bus / Testmodes 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Use fallback MAP table - if this is enabled, the MS3Pro uses a table to approximate the likely engine MAP reading if the MAP sensor fails. •...
Page 278: 14Output Test Mode - Inj / Spark
7.10 CAN bus / Testmodes 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 7.10.14 Output test mode - Inj / spark The test mode allows direct control of the coils and injectors. Used by accident this could cause ﬂooding of the engine and potential damage.
Page 279: 3Injectors
7.10 CAN bus / Testmodes 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL 6. With valid settings entered, the Start button should be active - click it. 7. When ﬁnished, click Stop. If the coils get hot or your coil fuses pop, then you almost certainly have a basic settings mistake with output polarity.
Page 280 7.10 CAN bus / Testmodes 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL connected. It is, however, very useful for testing outputs with a multimeter if you are not able to ﬁre the coils and need to check your wiring. AMP EFI MS3ProUltimate manual version 1.203, ﬁrmware 1.5.0, 5/23/2017 Page 280...
Page 281: 16Output Test Mode - Idle Valve
7.10 CAN bus / Testmodes 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL First ensure that you are key-on, engine-off. In this condition, the “Enable Test Mode” button will be available. Click the button to enable the test mode. For each of the outputs you can select the following: •...
Page 282: 17Injector Sequence Testing
7.10 CAN bus / Testmodes 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Idle Valve Homing Steps - This only applies to stepper idle valves. This setting determines how many steps the motor should move during homing to ensure it has reached the home position. The number needs to be large enough to close the valve from any unknown starting position.
Page 283: 18Inj / Spk Disabling Test Mode
7.10 CAN bus / Testmodes 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL Note that Full Sequential and Semi Sequential modes only work if the engine is already conﬁgured to run in these modes. Clicking Stop Testing reverts to the existing settings. 7.10.18 Inj / Spk Disabling Test Mode Looking for a dead cylinder? Instead of unplugging the injectors or coils to check for a cylinder that’s not working, the MS3Pro lets you shut down individual cylinders through TunerStudio.
Page 284: 20Long Term Fuel Trim
7.10 CAN bus / Testmodes 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Pulsewidth Scaling - Setting the pulsewidth scaling reduces the pulse width resolution, but enables four times the normal maximum pulse width (normally, this is limited to 65 milliseconds). Usually, you would use this feature on very large, low RPM engines, where the injectors are sized exclusively for operation below 2000 RPM.
Page 285: 21Throttle Control (Dbw)
7.10 CAN bus / Testmodes 7 ADDITIONAL ITEMS: BEYOND BASIC FUEL AND IGNITION CONTROL • Burn interval - Minimum time, in minutes, before updating the long term trim to ﬂash. • LED output - Turns on an output when the amount of trim change exceeds the total change threshold, to let you know the ECU needs the trim to be burned to ﬂash.
Page 286: Troubleshooting And Data Logging
8 TROUBLESHOOTING AND DATA LOGGING 8 Troubleshooting and Data Logging 8.1 Resets A reset is when a disruption in power or a spike in voltage causes the processor to brieﬂy shut down. This will cause the engine to hiccup while running, and will display a couple other symptoms. The MS3Pro will reset when it is powered up, and this is the right time for it to reset.
Page 287: Gps Logging With A Laptop
8.2 Capturing data logs 8 TROUBLESHOOTING AND DATA LOGGING 8.2.1.1 GPS logging with a laptop TunerStudio can add GPS data from an external device such as the one sold by EFI Analytics. To enable this, go to Communications and select GPS Conﬁguration. Check “GPS Enabled” and select how your GPS device is connected to your laptop.
Page 288 8.2 Capturing data logs 8 TROUBLESHOOTING AND DATA LOGGING • Datalog button - selects the input pin used for the button if used. • Trigger - Specify whether the log is to be triggered by RPM, MAP, or throttle position. •...
Page 289: Downloading Sd Data Logs
8.2 Capturing data logs 8 TROUBLESHOOTING AND DATA LOGGING 8.2.3 Downloading SD data logs The Browse / Import SD Card option on the Data Logging menu brings up the following screen. The screen shot above shows the menu without a MS3Pro connected. If you have data logs on the SD card, they will appear in the list at the right hand side.
Page 290: Data Log Fields
8.3 Data log ﬁelds 8 TROUBLESHOOTING AND DATA LOGGING 8.3 Data log ﬁelds The data log ﬁelds represent not only the main sensor inputs but also a large number of the MS3Pro’s internal calculations. Here is a complete list of what data you can view. 8.3.1 Understanding data log bit ﬁelds Several of the data log ﬁelds are a bit code.
Page 291 8.3 Data log ﬁelds 8 TROUBLESHOOTING AND DATA LOGGING • Boost psi: Boost in psi, calculated by subtracting the Barometer ﬁeld from the MAP ﬁeld. • Boost Target 1,2: The target boost pressure on boost outputs 1 and 2 (in absolute kPa) for closed-loop mode.
Page 292 8.3 Data log ﬁelds 8 TROUBLESHOOTING AND DATA LOGGING • EGO cor 1-8: The percentage fuel correction from AFR1-8 when closed-loop EGO control is used (100% means no change.) • EgoV 1 Target: The current target value for EGO voltage (1,2), looked up from the active target table when using a narrow band O sensor.
Page 293 8.3 Data log ﬁelds 8 TROUBLESHOOTING AND DATA LOGGING • GPS Lat. deg: Latitude degrees component from external GPS. • GPS Lat. min: Latitude minutes component from external GPS. • GPS Lat. sec: Latitude seconds component from external GPS. • GPS Longitude: Longitude degrees from external GPS. (Combination of degrees, minutes, seconds as one decimal number.) •...
Page 294 8.3 Data log ﬁelds 8 TROUBLESHOOTING AND DATA LOGGING • MAFload: A calculated load value that works similarly to MAP in a speed-density system. MAFload is equal to the MAF sensor measurement divided by the theoretical air ﬂow at the current engine RPM if the engine had 100% volumetric efﬁciency.
Page 295 8.3 Data log ﬁelds 8 TROUBLESHOOTING AND DATA LOGGING The stepper enable output is on whenever either stepper output is active. Port P PWM / Idle PWM Out 3 High High High PWM OUt 2 Out 1 Current Out Current Out Current Out Port T Digital...
Page 296 8.3 Data log ﬁelds 8 TROUBLESHOOTING AND DATA LOGGING • SPK: Flex Advance: The advancement to the timing due to ﬂex fuel. • SPK: Fuel cut retard: The retardation to the timing due to over-run fuel cut. • SPK: Idle Correction Advance: The advancement to the timing due to idle correction. •...
Page 297: Tooth / Trigger Logger And Troubleshooting Rpm Issues
8.4 Tooth / trigger logger and troubleshooting RPM issues 8 TROUBLESHOOTING AND DATA LOGGING Reserved Reserved VSS based VSS launch PW 4X Water Spark Injector launch lockout mode injection low disable test disable test enabled mode mode • Stepper Idle position: The current stepper valve position (0 means fully closed.) •...
Page 298: Lost Sync Numbers
8.4 Tooth / trigger logger and troubleshooting RPM issues 8 TROUBLESHOOTING AND DATA LOGGING Taking and reviewing a datalog is a required step for troubleshooting this. This datalog extract below (viewed in Megalogviewer) shows the rpm (yellow trace) dropping to zero and at the same time the "Lost sync count" increases.
Page 299 8.4 Tooth / trigger logger and troubleshooting RPM issues 8 TROUBLESHOOTING AND DATA LOGGING 35 Pattern does not match Weber-Marelli 36 CAS 4/1 error 37, 38, and 39 Pattern does not match 4G63 40 and 41 Twin trigger error 42 Pattern does not match Chrysler 2.2/2.5 43 Pattern does not match Renix 44 Pattern does not match Suzuki Swift 45 and 46 Pattern does not match Vitara...
Page 300: Using The Diagnostic Logger
8.4 Tooth / trigger logger and troubleshooting RPM issues 8 TROUBLESHOOTING AND DATA LOGGING 8.4.2 Using the diagnostic logger The tooth / trigger logger, accessible under TunerStudio’s Diagnostic tab, lets you visualize crank and cam signals. It does not give you a voltage reading directly, but it will show you the state of the crank or cam signal, either on or off, as it reaches the MS3Pro’s processor.
Page 301: Trigger Logger
8.4 Tooth / trigger logger and troubleshooting RPM issues 8 TROUBLESHOOTING AND DATA LOGGING 8.4.4 Trigger logger This records the "decoded" and ﬁltered tach events and is one pulse per normal ignition event. Since trigger logging is after the wheel decoding, this information is not very useful for diagnosing most sensor faults. It is only useful in spark modes that use an external device for wheel decoding, such as EDIS.
Page 302: Example Logs
8.4 Tooth / trigger logger and troubleshooting RPM issues 8 TROUBLESHOOTING AND DATA LOGGING large composite logs. To use this logger, it is usually useful to capture to a log ﬁle. Tick the "Capture to log ﬁle" box and save the ﬁle name. Then start the sync error logger and drive or ride around. (You can datalog at the same time.) When you have ﬁnished, Stop the logger and un-tick the "Capture to log ﬁle".
Page 303 8.4 Tooth / trigger logger and troubleshooting RPM issues 8 TROUBLESHOOTING AND DATA LOGGING The above picture shows a 60-2 crank wheel during cranking. Note that the missing tooth is three times the height of the other tooth marks, instead of twice the height as on a 36-1. Tooth log of 60-2 showing incorrect VR sensor wiring.
Page 304: Engine Logger
8.5 Communication issues 8 TROUBLESHOOTING AND DATA LOGGING Noise issues on the same ignition type. More noise ﬁltering can reduce this problem. 8.4.8 Engine logger While the tooth, trigger, and composite logs deal primarily with engine inputs, the engine logger provides high speed information about engine outputs.
Page 305 8.5 Communication issues 8 TROUBLESHOOTING AND DATA LOGGING On Windows XP, right-click My Computer and select Manage. This will bring up the Computer Management screen. Select the Device Manager from the list at the left. For Vista or Windows 7, click the Start button and go to the Control Panel. From there, click System and Maintenance, then click on the Device Manager from there.
Page 306: Linux Drivers
8.5 Communication issues 8 TROUBLESHOOTING AND DATA LOGGING Ensure that the COM port number is 9 or less. If not, change it - TunerStudio can ﬁnd higher numbered ports, but it will take longer to detect an MS3Pro on a high numbered port. It is usually safe to ignore any Windows warning about ports being in use unless you really do have a physical serial port or built-in modem.
Page 307: Loading Firmware
8.6 Loading or upgrading ﬁrmware 8 TROUBLESHOOTING AND DATA LOGGING Note that to run Port Check, you will want any other programs that use the serial connection, like TunerStudio, closed. Sometimes it will report ’“S”ing “S”’ on a port at both speeds. This usually happens if it’s trying to check a mouse port or other port that sends back any character it receives instead of sending new information.
Page 308: Tunerstudio Firmware Loader
8.6 Loading or upgrading ﬁrmware 8 TROUBLESHOOTING AND DATA LOGGING is nothing in the holes). 8.6.1 TunerStudio ﬁrmware loader TunerStudio has a ﬁrmware loader built in, accessible under Tools -> Update / Install Firmware. Following the onscreen prompts will allow you to load ﬁrmware to your MS3Pro. Note that in some cases TunerStudio can load ﬁrmware even if it is otherwise unable to communicate with the MS3Pro by any other means.
Page 309 8.6 Loading or upgrading ﬁrmware 8 TROUBLESHOOTING AND DATA LOGGING The ﬁrmware loading program will launch. Follow the onscreen prompts. Note that when it prompts you for the ﬁle to load, you will want to use the ﬁle named ms3pro.s19. AMP EFI MS3ProUltimate manual version 1.203, ﬁrmware 1.5.0, 5/23/2017 Page 309...
Page 310 8.6 Loading or upgrading ﬁrmware 8 TROUBLESHOOTING AND DATA LOGGING A message level of 1 is ﬁne for most installs. The higher levels of detail are only needed for debugging problems. Scanning ports automatically is usually your easiest option, but it is slightly faster if you specify what COM port to use.
Page 311: Linux Firmware Loader
8.6 Loading or upgrading ﬁrmware 8 TROUBLESHOOTING AND DATA LOGGING Once you conﬁrm this, it will load the ﬁrmware. If this takes long than ~45 seconds then you likely need to adjust the port settings of your USB-serial adapter to reduce the latency setting. 8.6.3 Linux ﬁrmware loader It is assumed you’ll be using the command line here.

amp e MS3Pro ULTIMATE User Manual

1 Introduction

2 Installing the Software

3 Ms3Pro Hardware

4 Wiring

5 Setting up a Basic Conﬁguration

6 Tuning the Ms3Pro

7 Additional Items: Beyond Basic Fuel and Ignition Control

Quick Links

Troubleshooting

Need help?

Questions and answers

Summary of Contents for amp e MS3Pro ULTIMATE