SM4 Manual by MRM-Racing V3.0
TABLE OF CONTENTS
INSTALLATION AND WIRING GUIDE.................................................................................................................................. 8!
INTRODUCTION ............................................................................................................................................................................8!
BEFORE YOU BEGIN..................................................................................................................................................................... 8!
TOOLS AND MATERIAL THAT YOU WILL NEED ............................................................................................................................9!
INSTALLATION GUIDE ..........................................................................................................................................................10!
FLYING LEAD LOOM INSTALLATION ON ENGINE .......................................................................................................................10!
SENSOR AND DEVICE PIN OUTS ......................................................................................................................................... 13!
MANIFOLD ABSOLUTE PRESSURE SENSOR ................................................................................................................................13!
COOLANT TEMPERATURE SENSOR ............................................................................................................................................13!
INLET AIR TEMPERATURE SENSOR ............................................................................................................................................14!
THROTTLE POSITION SENSOR ....................................................................................................................................................15!
THROTTLE RANGE LEARNING ................................................................................................................................................... 16!
IGNITION MODULES................................................................................................................................................................... 16!
EXHAUST GAS SENSOR (OPTIONAL) ..........................................................................................................................................17!
CRANK AND CYLINDER REFERENCE WIRING ............................................................................................................................17!
FLYING LEADS .......................................................................................................................................................................... 19!
SM4 CONNECTOR PIN OUT ....................................................................................................................................................... 20!
OUTPUT CHANNEL ELECTRICAL CHARACTERISTICS .................................................................................................................21!
INPUT CHANNEL ELECTRICAL CHARACTERISTICS.....................................................................................................................21!
SET UP GUIDE ........................................................................................................................................................................... 22!
COMPUTER REQUIREMENTS ...................................................................................................................................................... 22!
INSTALLING AUTRONIC SOFTWARE ...........................................................................................................................................22!
STARTING AUTRONIC SOFTWARE ..............................................................................................................................................22!
BASIC WINDOWS CONVENTIONS ...............................................................................................................................................23!
SOFTWARE BASIC SETUP GUIDE ....................................................................................................................................... 24!
BASE SETTINGS ......................................................................................................................................................................... 24!
IGNITION SETUP.........................................................................................................................................................................25!
INJECTOR SELECTION ................................................................................................................................................................26!
I/P CYLINDER & SYNC ............................................................................................................................................................... 26!
STARTING THE ENGINE FOR THE FIRST TIME............................................................................................................. 27!
ITEMS REQUIRED. ...................................................................................................................................................................... 27!
SOFTWARE.................................................................................................................................................................................27!
STARTING THE ENGINE. .............................................................................................................................................................27!
DIRECT FIRE IGNITION SEQUENCE TESTING................................................................................................................................ 28!
TUNING GUIDE ......................................................................................................................................................................... 29!
SETTING UP THE A/F TABLE ......................................................................................................................................................29!
MANUAL TUNING ...................................................................................................................................................................... 31!
MANUAL TUNING WITH THE M (MATHS) KEY ON THE KEYBOARD ............................................................................................ 31!
TUNING WITH DATALOGS AND MIXTURE TABLE ...................................................................................................................... 32!
AUTOTUNING ............................................................................................................................................................................33!
THROTTLE/MANIFOLD MAPPING. ..............................................................................................................................................34!
SETTING UP A SUPERIOR LAUNCH-CONTROL WITH SM4 CHIP 1.09 ............................................................................................34!
BOOST CONTROL .......................................................................................................................................................................38!
Theory on boost control .......................................................................................................................................................38!
Installation ...........................................................................................................................................................................38!
Calibrating boost control .....................................................................................................................................................39!
Boost control O/P setup .......................................................................................................................................................39!
Boost configuration menus ..................................................................................................................................................40!
Boost setup menu................................................................................................................................................................. 40!
Example log of boost pressure ............................................................................................................................................. 41!
SM4 Manual by MRM-Racing V3.0
Boost setpoint table..............................................................................................................................................................43!
Boost dynamic compensation table ..................................................................................................................................... 45!
Boost offset table .................................................................................................................................................................45!
Modified Boost offset table .................................................................................................................................................46!
Boost modifier table.............................................................................................................................................................48!
Boost modifier table with protection at high intake air temperatures..................................................................................49!
Selecting boost table based on used gear............................................................................................................................. 50!
Selecting boost table by external switches .......................................................................................................................... 51!
Boost setpoint table switches ............................................................................................................................................... 51!
AUTRONIC SOFTWARE USER GUIDE................................................................................................................................ 52!
FILECAL MENU ......................................................................................................................................................................... 52!
Open cal file .........................................................................................................................................................................................52!
Save cal as ............................................................................................................................................................................................ 52!
Quick save cal ...................................................................................................................................................................................... 52!
Compare ............................................................................................................................................................................................... 52!
Change ECU type ................................................................................................................................................................................ 52!
File comment ....................................................................................................................................................................................... 52!
COPY files to ....................................................................................................................................................................................... 53!
Communication.................................................................................................................................................................................... 53!
Communication config......................................................................................................................................................................... 53!
Exit ....................................................................................................................................................................................................... 53!
EDIT-WINDOW MENU ................................................................................................................................................................53!
Inc small ............................................................................................................................................................................................... 54!
Dec small ............................................................................................................................................................................................. 54!
Inc large ............................................................................................................................................................................................... 54!
Dec large .............................................................................................................................................................................................. 54!
Enter ..................................................................................................................................................................................................... 54!
Insert axis ............................................................................................................................................................................................. 54!
Delete axis............................................................................................................................................................................................ 55!
Edit main axis ...................................................................................................................................................................................... 55!
Keys ..................................................................................................................................................................................................... 55!
Maths.................................................................................................................................................................................................... 55!
Export/Import/Print.............................................................................................................................................................................. 55!
Attribute ............................................................................................................................................................................................... 56!
View table ............................................................................................................................................................................................ 57!
Find site................................................................................................................................................................................................ 57!
Table running value ............................................................................................................................................................................. 57!
Manual A/F Tune................................................................................................................................................................................. 57!
Setup Auto tune.................................................................................................................................................................................... 57!
Table properties ................................................................................................................................................................................... 58!
Tag item ............................................................................................................................................................................................... 58!
Edit-Window - Tagged Mode .............................................................................................................................................58!
Linear left to right ................................................................................................................................................................................58!
Linear top to bottom............................................................................................................................................................................. 58!
EXP left to right ................................................................................................................................................................................... 58!
EXP top to bottom ............................................................................................................................................................................... 58!
Edit-Window - Strip chart................................................................................................................................................... 58!
Select X axis ........................................................................................................................................................................................ 58!
Zoom in/out.......................................................................................................................................................................................... 59!
Lines 1..4 on 1 plot .............................................................................................................................................................................. 59!
Lines 1..2.............................................................................................................................................................................................. 59!
Lines 1..3.............................................................................................................................................................................................. 59!
Lines 1..42............................................................................................................................................................................................ 59!
Graph color/spans ................................................................................................................................................................................ 59!
Print page ............................................................................................................................................................................................. 60!
Edit-Window - Display log................................................................................................................................................. 60!
Move .................................................................................................................................................................................................... 60!
Move 20% ............................................................................................................................................................................................ 60!
Zoom in/out.......................................................................................................................................................................................... 60!
Start/End of page.................................................................................................................................................................................. 60!
Start/End of record ............................................................................................................................................................................... 60!
Center graph ......................................................................................................................................................................................... 60!
Page forwards/backwards .................................................................................................................................................................... 60!
View complete record .......................................................................................................................................................................... 60!
Graph colors/spans............................................................................................................................................................................... 60!
Single line plot ..................................................................................................................................................................................... 61!
Lines 1..2.............................................................................................................................................................................................. 61!
Lines 1..3.............................................................................................................................................................................................. 61!
SM4 Manual by MRM-Racing V3.0
Lines 1..4.............................................................................................................................................................................................. 61!
Insert overlay ....................................................................................................................................................................................... 61!
Statistics ............................................................................................................................................................................................... 61!
Mark block ........................................................................................................................................................................................... 62!
Next/ Prev tab ...................................................................................................................................................................................... 62!
Print page ............................................................................................................................................................................................. 62!
Print all ................................................................................................................................................................................................. 62!
Edit-Window Monitor – Virtual dash.................................................................................................................................. 62!
Insert instrument .................................................................................................................................................................................. 62!
Delete instrument ................................................................................................................................................................................. 62!
Edit instrument..................................................................................................................................................................................... 62!
Open screen layouts ............................................................................................................................................................................. 62!
Save screen layouts .............................................................................................................................................................................. 62!
Graph colors/spans............................................................................................................................................................................... 62!
Edit-Window - Virtual drive............................................................................................................................................... 63!
Insert instrument .................................................................................................................................................................................. 63!
Delete instrument ................................................................................................................................................................................. 63!
Edit instrument..................................................................................................................................................................................... 63!
Play ...................................................................................................................................................................................................... 63!
Forward/Backward............................................................................................................................................................................... 63!
Start/End of record ............................................................................................................................................................................... 63!
Open screen layouts ............................................................................................................................................................................. 63!
Graph colors/spans............................................................................................................................................................................... 63!
MENU M0..................................................................................................................................................................................64!
User ID String ...................................................................................................................................................................................... 64!
Store cal in ECU .................................................................................................................................................................................. 64!
Undo Store ........................................................................................................................................................................................... 64!
ECU Error history ................................................................................................................................................................................ 65!
ECU telltales ........................................................................................................................................................................................ 65!
Stepper power reset.............................................................................................................................................................................. 65!
Monitor – Normal ................................................................................................................................................................................ 65!
Monitor – Engine ................................................................................................................................................................................. 65!
Monitor – Sensors ................................................................................................................................................................................ 65!
Monitor – I/O ....................................................................................................................................................................................... 65!
Monitor GPC ........................................................................................................................................................................................ 66!
Monitor – Virtual dash......................................................................................................................................................................... 66!
MENU M1..................................................................................................................................................................................66!
Base Settings ........................................................................................................................................................................................66!
Ignition Setup ....................................................................................................................................................................................... 67!
Ignition Dwell Table ............................................................................................................................................................................ 69!
Injectors................................................................................................................................................................................................ 69!
I/P Cylinder & sync ............................................................................................................................................................................. 70!
I/P Switches ......................................................................................................................................................................................... 73!
O/P Setup ............................................................................................................................................................................................. 75!
I/P Analogs........................................................................................................................................................................................... 76!
I/P HSI ................................................................................................................................................................................................. 80!
CLC A/F Ratio ..................................................................................................................................................................................... 81!
Variable Cam Setup ............................................................................................................................................................................. 82!
Gearing Ratios ..................................................................................................................................................................................... 82!
Air flow Sensor .................................................................................................................................................................................... 82!
Limp Home Tables .............................................................................................................................................................................. 82!
Advanced Setup ................................................................................................................................................................................... 83!
M1 tables axis setup............................................................................................................................................................................. 83!
MENU M2..................................................................................................................................................................................83!
Base Fuel Delivery............................................................................................................................................................................... 83!
Main Ignition Timing........................................................................................................................................................................... 84!
Overrun ign Timing ............................................................................................................................................................................. 84!
Injection angle ...................................................................................................................................................................................... 84!
Target A/F ............................................................................................................................................................................................ 85!
Fuel trims ............................................................................................................................................................................................. 85!
Ignition trims ........................................................................................................................................................................................ 86!
Knock Tune.......................................................................................................................................................................................... 87!
Charge Temp Estimate......................................................................................................................................................................... 87!
M2 Tables axis setup ........................................................................................................................................................................... 88!
MENU M3..................................................................................................................................................................................89!
Accel pumps setup ...............................................................................................................................................................................89!
Accel part TPS limit............................................................................................................................................................................. 89!
Accel closed TPS X ............................................................................................................................................................................. 89!
Accel open TPS X................................................................................................................................................................................ 89!
Accel decay time.................................................................................................................................................................................. 89!
SM4 Manual by MRM-Racing V3.0
Accel recovery time ............................................................................................................................................................................. 89!
Decel enlenment mult .......................................................................................................................................................................... 90!
Ign adv attack rate ................................................................................................................................................................................ 90!
Ign adv decay rate ................................................................................................................................................................................90!
Decel TPS dashpot ............................................................................................................................................................................... 90!
Ign time const ....................................................................................................................................................................................... 90!
Ign mod 4 comp ................................................................................................................................................................................... 90!
Ign mod 4 min clamp ........................................................................................................................................................................... 90!
Ign mod 4 max clamp .......................................................................................................................................................................... 90!
Fuel time const..................................................................................................................................................................................... 90!
Fuel accel mult..................................................................................................................................................................................... 90!
Fuel decal clamp .................................................................................................................................................................................. 90!
Fuel accel clamp .................................................................................................................................................................................. 90!
M3 tables axis setup............................................................................................................................................................................. 91!
MENU M4..................................................................................................................................................................................91!
W-U Enrichment mul........................................................................................................................................................................... 91!
P-S Enrichment mul ............................................................................................................................................................................. 91!
P-S Enrich timeout ............................................................................................................................................................................... 91!
W-U Fast Idle inc................................................................................................................................................................................. 91!
P-S Fast idle inc ................................................................................................................................................................................... 92!
P-S FastIdle timeout............................................................................................................................................................................. 92!
W-U accel enrich mul .......................................................................................................................................................................... 92!
W-U decal enleanment......................................................................................................................................................................... 92!
IAC-proportion range........................................................................................................................................................................... 92!
IAC-closed rpm value .......................................................................................................................................................................... 92!
IAC-minimum opening ........................................................................................................................................................................ 93!
Cranking ignition ................................................................................................................................................................................. 93!
Idle ignition .......................................................................................................................................................................................... 93!
Idle speed table .................................................................................................................................................................................... 94!
Idle ignition setup ................................................................................................................................................................................ 94!
IAC Tuning .......................................................................................................................................................................................... 95!
IAC limits............................................................................................................................................................................................. 96!
IAC TPS follower ................................................................................................................................................................................ 96!
IAC Actuator Cal ................................................................................................................................................................................. 97!
M4 tables axis setup............................................................................................................................................................................. 97!
MENU M5..................................................................................................................................................................................97!
Boost Tune ........................................................................................................................................................................................... 97!
Boost setpoint 1 – 3.............................................................................................................................................................................. 98!
Boost dynamic comp............................................................................................................................................................................ 98!
Boost offset .......................................................................................................................................................................................... 99!
Boost modifier ..................................................................................................................................................................................... 99!
ECU limits setup .................................................................................................................................................................................. 99!
OverRun shutdown com .................................................................................................................................................................... 100!
OverRun shutdown recovery ............................................................................................................................................................. 100!
Rev limiter 1 ...................................................................................................................................................................................... 100!
Rev limiter 2 ...................................................................................................................................................................................... 100!
Cut fuel/ign pattern ............................................................................................................................................................................ 101!
Anti-lag setup ..................................................................................................................................................................................... 101!
Anti-lag ignition................................................................................................................................................................................. 102!
Anti-lag cut data................................................................................................................................................................................. 103!
Anti-lag cool down ............................................................................................................................................................................ 104!
Traction ctrl setup .............................................................................................................................................................................. 104!
Traction ctrl tune................................................................................................................................................................................ 104!
TC Power cut limit............................................................................................................................................................................. 105!
Launch control ................................................................................................................................................................................... 105!
WOT shift .......................................................................................................................................................................................... 105!
M5 tables axis setup........................................................................................................................................................................... 106!
MENU M6................................................................................................................................................................................107!
GPC 1-4 ............................................................................................................................................................................................. 107!
GPC 5-13 ........................................................................................................................................................................................... 107!
O/P Air con ........................................................................................................................................................................................ 107!
O/P fan 1 ............................................................................................................................................................................................ 107!
O/P fan 2 ............................................................................................................................................................................................ 107!
O/P Nos .............................................................................................................................................................................................. 108!
O/P Fuel used ..................................................................................................................................................................................... 108!
MENU LOGGER ........................................................................................................................................................................108!
PC Warning & Select......................................................................................................................................................................... 109!
PC Warnings options ......................................................................................................................................................................... 109!
PC Min/Max/Freeze........................................................................................................................................................................... 109!
PC Logger setup................................................................................................................................................................................. 110!
SM4 Manual by MRM-Racing V3.0
PC logger Control .............................................................................................................................................................................. 110!
PC Error history ................................................................................................................................................................................. 110!
PC Logger setup................................................................................................................................................................................. 110!
PC Logger control.............................................................................................................................................................................. 110!
PC logger reset................................................................................................................................................................................... 111!
PC logger graph ................................................................................................................................................................................. 111!
PC Strip chart ..................................................................................................................................................................................... 111!
PC data stream 1 ................................................................................................................................................................................ 112!
Open logged file................................................................................................................................................................................. 112!
Virtual drive ....................................................................................................................................................................................... 112!
ECU Logger setup.............................................................................................................................................................................. 112!
Retrieve log data ................................................................................................................................................................................ 113!
Manual logger ctrl.............................................................................................................................................................................. 113!
Clear ECU logger............................................................................................................................................................................... 113!
KEYSTROKES REFERENCE ................................................................................................................................................114!
GENERAL KEYS........................................................................................................................................................................114!
EDIT KEYS ............................................................................................................................................................................... 114!
AUTOTUNE™ KEYS .................................................................................................................................................................114!
DATA LOGGING KEYS..............................................................................................................................................................114!
FUEL SYSTEM .........................................................................................................................................................................115!
FLOW ESTIMATION .................................................................................................................................................................. 115!
INJECTOR FLOW CAPACITY ..................................................................................................................................................... 115!
FUEL PUMP CAPACITY............................................................................................................................................................. 116!
FUEL RAIL & PRESSURE REGULATOR .....................................................................................................................................116!
IGNITION SYSTEM ................................................................................................................................................................ 117!
DUMB IGNITION MODULES...................................................................................................................................................... 117!
SMART IGNITION MODULES .................................................................................................................................................... 118!
FALLING EGDE & RISING EDGE ON IGNITION MODULES.........................................................................................................118!
THE COIL NEGATIVE SIGNAL ..................................................................................................................................................118!
DIRECT FIRE CDI AUTRONIC 500R .........................................................................................................................................119!
TRIGGER INTERFACE.......................................................................................................................................................... 121!
THE INPUT TRIGGER ................................................................................................................................................................ 121!
TRIGGER DEVICES ...................................................................................................................................................................122!
ONE PULSE PER TDC............................................................................................................................................................... 123!
MULTI TOOTH TRIGGER ..........................................................................................................................................................124!
MOTRONIC TRIGGER ............................................................................................................................................................... 124!
OTHER TRIGGERS ....................................................................................................................................................................124!
AUTRONIC ANALYZER ........................................................................................................................................................ 127!
CHANGING SETTINGS...............................................................................................................................................................127!
MOST USED FUNCTIONS...........................................................................................................................................................128!
FAULT FINDING .....................................................................................................................................................................129!
NO COMMUNICATION..............................................................................................................................................................129!
NO RPM SIGNAL .....................................................................................................................................................................129!
NO SPARK OR INJECTION PULSES ............................................................................................................................................129!
ECU SELF DIAGNOSTIC ....................................................................................................................................................... 130!
ERROR INDICATOR LIGHT........................................................................................................................................................130!
DIAGNOSTIC LIGHT FAULT CODES ..........................................................................................................................................131!
ECU SPECIFICATIONS.......................................................................................................................................................... 132!
PC AND ECU LOGGER DIAGRAMS ................................................................................................................................... 133!
WIRING DIAGRAMS..................................................................................................................................................................133!
PC DATA CABLE DIAGRAM ................................................................................................................................................ 133!
WIRING DIAGRAM. .................................................................................................................................................................. 133!
SM4 Manual by MRM-Racing V3.0
BOOST CONTROL DIAGRAMS ........................................................................................................................................... 134!
INTERNAL WASTEGATE ........................................................................................................................................................... 134!
EXTERNAL WASTEGATE ..........................................................................................................................................................135!
MAIN WIRING DIAGRAM – ALTERNATIVE................................................................................................................... 136!
MAIN WIRING DIAGRAM ................................................................................................................................................... 137!
SM4 Manual by MRM-Racing V3.0
Installation and Wiring Guide
Introduction
Congratulations on your decision to install an Autronic engine management system to your
vehicle. Autronic systems have been successfully installed on many vehicles such as rally cars,
off road vehicles, street cars, powerboats, offshore powerboats, and in other forms of racing.
Autronic is designed to enable users to precisely control ignition timing and fuel-air mixture.
Precise ignition and mixture control also leads to excellent drivability and fuel economy something that is often lacking in high-performance carburettor engines.
This Installation and Wiring Guide Will guide you trough installation of you Autronic SM4 onto
you vehicle. This section accompanies the Setup Guide and Tuning Guide that you or your
tuner will need to refer to before completing you installation and configuration.
Before you Begin
1) READ THIS ENTIRE MANUAL BEFORE STARTING.
The greater your knowledge of the operation of the Autronic ECU, the easier you will find it to
understand what you are doing, and why.
2) Read any additional material accompanying this manual that updates the document since it
was written.
3) You may need special parts or additional tools or test equipment in order to complete
installation. Make sure you have these items on hand before you begin to avoid frustration.
Contact your Autronic dealer if you have difficulty.
4) Do not take any shortcuts. Mistakes in the early stages of installation can cause you major
headaches later on, be it in a few days or a few months time. Mistakes or shortcuts will cost you
money and frustration in finding and fixing unnecessary problems. You have the opportunity to
make your Autronic´s ECU operation extremely dependable and easy to use by doing it right the
first time.
5) Electromagnetic interference (EMI) from unsuppressed spark plugs and leads can cause the
ECU to fail.
6) In hot climates, or with turbocharged engines, you may need to employ heat shielding to
prevent soak and damage to electrical and fuel parts. Use the coolest surface of chassie as a
heat sink for components and use thermally conductive brackets where appropriate.
7) We recommend having your system tuned by professionals. An Autronic exhaust gas
analyser and fuel pressure meter make tuning vastly easier and help avoid potentially
disastrous lean out conditions that could destroy your engine.
Should you wish to tune this unit yourself, make sure you have some reliable means of
determining if your engine is running to lean. The only true way of determining this is using an
true Autronic analyser. Connecting a regular lambda sensor direct to the unit will not help the
tuning, it can only be used when running CLC on a fully tuned engine.
SM4 Manual by MRM-Racing V3.0
Tools and Material that you will need
Installation of this SM4 system can be easily carried out by professional mechanics and most
experienced home mechanics if the following tools and components are available:
• Voltmeter or test light.
• Soldering iron and solder, it is recommended that all connections be soldered except
where crimped terminations are used. Soldering a crimped terminations can cause the
wire at the crimp to become weak. Most crimped terminations have sufficient strength
alone as the appropriate crimping tool has been used.
• A selection of screwdrivers and spanners
• Wire cutters and pliers
• Crimping tool and assorted terminals
• Drill with assorted drill bits
• 1/8 NTP tap for Autronic air temp sensor
• 14 mm x 1.5 Tap for water temp sensor
• Electrical tape or even better silicone tape from Ray Hall
• Teflon pipe sealing tape
• Nylon cable ties
• Mounting hardware for relay and ECU (mounts/bolts/screws)
• A good quality timing light
• A personal computer preferably a portable laptop, running Windows 95/98/2000/XP with
a serial RS232 port, USB adapter can be used.
WARNING
Avoid open sparks, flames, or operation of electrical devices near flammable
substances.
Always disconnect the Battery cables when doing electrical work on your vehicle.
All fuel system components and wiring should be mounted away from heat sources,
shielded if necessary, and well vented.
Do not charge your battery with the engine running as this cold expose the ECU to an
unregulated power supply that could destroy the ECU and other electrical equipment.
Make sure there are no leaks in the fuel system and that all connections are secure.
Disconnect the Autronic ECU from the electrical system whenever doing any arc
welding on the vehicle by unplugging the wiring harness connector from the ECU.
SM4 Manual by MRM-Racing V3.0
Installation Guide
The installation guide will guide you through a typical installation. For details on the sensors and
devices mentioned here see section Sensor and device pin outs.
Flying Lead Loom Installation on engine
The following list outlines the procedure for installing the SM4 ECU with the flying lead harness:
1. Unpack your ECU and identify the following components, some components may vary if
ordered a specific kit.
a. SM4 ECU
b. Main Flying Lead Harness
c. Coolant Temperature Sensor, Bosch type 0 280 130 023 or similar
d. Air Temperature Sensor
e. SM4 Instruction Manual
f. Programming Cable
g. Programming Software
h. Main Relay for Injectors and Fuel Pump, Bosch type 0 332 014 150 or similar
i. Throttle Position Sensor (optional)
j. Idle Speed Motor (optional)
k. Lambda Sensor for CLC (optional)
2. Mounting Devices:
a. Locate a suitable location for the ECU, Ensure that the loom will reach the
necessary part of the engine and mount the ECU.
b. Locate a suitable place for the main relay.
3. Run the loom into the engine bay, but leave the ECU connector disconnected.
Note:
Installation of engine management system is a complex exercise to be undertaken
only after careful planning and research into the application for which the product is
to be used. Damage to engine components is a distinct possibility if care is not taken
during installation and setup of the Autronic SM4 system. If you are unsure about how
to wire any components of your engine, please consult an experienced installer for
advice.
SM4 Manual by MRM-Racing V3.0
4. Inputs:
a. Connect the throttle position sensor (TPS) See Manual Throttle Position Sensor
for detailed wiring.
b. Connect the Autronic Air Temperature Sensor, other sensor may be used see
software setup Analog inputs.
c. Connect the Coolant Sensor, other type may be used see software setup Analog
inputs.
d. Run a good quality hose to the internal MAP sensor on the ECU (if used), Make
sure the hose not will come off under pressure (on turbocharged engines). Secure
the hose with cable clamps or nylon ties. Select a vacuum connection that has no
other accessories which will share the vacuum like boost valves, dump valves. If
there is no empty connector it can share with fuel regulator or boost gauge. Make
sure the point of connection will not cause fuel to get into the hose and run down
into the map sensor.
e. Connect O2 sensor if needed,
f. Connect the crank angle sensor; The crank sensor can be a hall sensor type or a
inductive type. See in this manual "crank and cam sensor set up" for detailed
wiring and setup. Make sure only shielded wires are used if using inductive
sensor. The crank sensor signal can come from a distributor or the camshaft, and
still give crank position.
g. Connect the cam sync sensor; The cam sync sensor can be a hall sensor type or
a inductive type. See in this manual "crank and cam sensor set up" for detailed
wiring and setup. Make sure only shielded wires are used if using inductive
sensor. If using distributor, a No1 spark plug pickup can be used instead of the
cam sensor to give the synchronisation pulse to the ECU.
h. Connect vehicle speed sensor and other inputs if used, like anti-lag, input and
more.
5. Outputs:
When running the wiring for outputs, run any power and ground wiring to the locations
where they will be connected, but do not connect power or ground the connections yet.
a. Run the injector wires to the fuel injectors; Remember to wire them in ignition
order, injector 1 to cylinder 1, injector 2 to next cylinder in firing order. See wiring
diagram fore more information.
b. Connect your fuel pump to the big brown fuel pump wire.
c. Run the loom from all ignition outputs to the ignition module/modules or CDI. The
ignition modules are often called ignition amplifiers. They can be of a dumb type
which uses dwell control from SM4 or smart types which use a pulse output, like
the CDI. The output sequence is different from SMC/SM2 when used on multi coil
setup. The SM4 always start with output number 1 and then output 2. Always wire
them in firing order. See wiring diagram fore more information.
SM4 Manual by MRM-Racing V3.0
d. Connect idle speed engine if used; See wiring at end of manual.
e. Connect any other auxiliary outputs like thermo fans, error light, shift light,
anti-lag , boost control valves and more.
6. Power and Ground:
a. Connect all ground connections to a central location, but do not ground the CDI (if
used) to same location as the ECU.
b. Connect the big red power cable direct to the battery through a 30 amp fuse,
make sure the wire has the fuse near the battery or is well protected from damage
to its insulation. Short circuits on this wire can lead to fires.
7. Ensure the ignition modules or CDI and fuel injectors are disconnected at this
stage.
8. Connect the ECU to the loom and connect a laptop computer to the serial DB9 connector
(RS232). If using a USB to serial adapter make sure the comport are set up correctly in
the Autronic software. Proceed to the Software Basic Setup Guide.
WARNING:
To avoid damage to ignition components never connect the ignition modules
or CDI to the ECU until the ECU is fully configured. Never connect fuel
injectors until the ECU is configured, otherwise the engine may flood with fuel.
SM4 Manual by MRM-Racing V3.0
Sensor and Device Pin Outs
Manifold Absolute Pressure Sensor
Autronic use a built in high quality map sensor with a maximum rating of 3.4 bar gauge or
4.4 bar Absolute pressure.
The MAP sensor is used to convert the manifold pressure to a electrical signal for the
ECU to use. The ECU displays the value in absolute pressure, thus its calibration is not
affected by change in barometric pressure. The vacuum/pressure, is proportional to the
load under which the engine is operating, and the ECU uses this as a load reference.
This is only the case when using Baro&Map, and not setup as Baro&TPS. See manual
under Software basic setup.
a. Secure the hose with cable clamps or nylon ties. Use a vacuum connector where
there are no other accessories which will use up the vacuum like boost valves,
dump valves. If there is no empty connector it can share with the fuel regulator or
boost gauge. Make sure the point of connection will not cause fuel to get into the
hose and run down into the map sensor.
The SM4 can use a separate MAP sensor connected to analog 2-3 input (pin 38).
Coolant Temperature Sensor
The coolant temperature is used by the Autronic to determine warm up corrections and
adjust fuel mixtures. The coolant temperature sensor is a Bosch standard type of sensor
and some engines may already have provision for this type of sensor.
The coolant temperature sensor is designed to screw into a threaded hole and protrude
into the engine coolant stream. For air-cooled engines, the sensor can be embedded
directly into the engine block or used to sense oil temperature.
Locate a suitable position on the engine which will allow the hole and thread to be
machined, and which gives access to the coolant stream. The sensor should be mounted
after the engine and before the thermostat in the coolant circuit. Since most engines have
existing temperature sensor holes, it is often possible to mount the Bosch sensor in one
of these holes.
A thread adaptor is sometimes necessary. In some engines only one temperature sensor
hole exists and is used for the dashboard gauge sender. It is usually possible to install a
tee-piece to allow both the dashboard sender and the Bosch sensor to share access to
the same threaded hole.
If it is necessary to drain the coolant from the vehicle to fit the temperature sensor then
the factory manual for the engine should be consulted for the correct procedure to restore
the coolant and purge the cooling system of air.
Note
If setup as BARO&TPS, the internal map sensor should be unconnected.
This type of mapping is only for naturally aspirated engines and not recommended in
most cases. Use Baro&Map and set fuel table axis to TPS.
SM4 Manual by MRM-Racing V3.0
Air cooled engines this should be mounted so that it is reading the engine oil
temperature. As the temperature of the oil is higher then the water in a water cooled
engine, the “Limp home temperature” in the software must be set to 200 degrees.
The coolant temperature sensor have M12 x 1.5 mm thread.
Other type of coolant sensor can be setup in the software under I/P Analogs.
Inlet Air Temperature Sensor
The air temperature sensor is used to compensate for changes in air density due to air
temperature. Cold air is denser than warm air and therefore requires a greater volume of
fuel to maintain the same air/fuel ratio. This effect is most noticeable in forced induction
engines. The Autronic ECU will automatically compensate using the signal received from
the air temperature sensor.
The sensor is made by Autronic. NTC sensor can be used and should be setup in the
software under I/P Analogs.
The sensor should be mounted to provide the best representation of the actual
temperature of the air entering the combustion chamber, i.e. after any turbo or
supercharger, and intercooler, and as close to the head as possible. The sensor needs to
be in the moving air stream to give fast response times and reduce heat-soak effects.
Once a suitable position has been located for the air temperature sensor a hole should
be drilled and tapped to accept the sensor.
Remove the manifold or inlet tract from the engine before machining the sensor mount.
Do not allow any metal particles to enter the inlet manifold of the engine as these will be
drawn into the engine and damage it. Wash all components before reassemble.
The Inlet Air Temperature sensor have 1/8 NPT thread.
SM4 pin Name Colour
Pin 23 I/P Air temp White
Pin 22 Sensor GND, shared with other sensors Black
SM4 pin Name Colour
Pin 9 I/P Coolant Pink
Pin 22 Sensor GND, shared with other sensors Black
SM4 Manual by MRM-Racing V3.0
Throttle Position Sensor
The throttle position sensor (TPS) should be mounted directly on the main throttle, shaft or
alternately connected to this shaft a rigid lash free linkage. Either a linear or rotary type
potentiometer sensor may be used. Its electrical resistance should be in the range 2000 to
20,000 OHMS. Movement of the throttle over its full travel must not stroke the sensor to its
limits of mechanical travel; otherwise damage to the sensor may result. Mounting and/or
linkage construction must be such that the travel is always less that the total available
electrical travel.
Before connecting to the sensor, you need to find the TPS supply, TPS ground and TPS
signal on the sensor.
Some TPS have more than three wires, these sensor are normally suitable, you will only
need to use three of the wires.
To find TPS supply, TPS ground and TPS signal terminals on the sensor use a multimeter
to test the Ohms resistance across the terminals.
The TPS supply, TPS ground terminals will give a ohms resistance that will not change as
the throttle is opened and closed.
When you have found these, test from each one of these to another terminal until you find
the two terminals that the resistance decreases as the throttle is opened.
Example:- Throttle closed resistance 4.2 K ohms.
Throttle open resistance 1.2 K ohms.
When you have found these you are testing across the TPS supply and TPS signal. The
other terminal is the TPS ground.
The electrical connections to the two ends of the potentiometer (fixed terminals) must be
chosen so that the output voltage increases with increasing throttle opening. If the reverse
occurs then the two end terminal connections should be interchanged. A voltmeter should
be used to check the output voltages at the extremes of travel. Ideally the sensor should be
mounted so that the throttle closed output voltage should be between 0.5 and 0.6 volts.
The following conditions MUST be met:- .
1. Throttle is fully closed the output voltage MUST be in the range 0.4 volts to 1.8 Volts.
2. Throttle fully open the output voltage MUST be in the range 3.2 to 4.7 volts.
3. The difference between the voltages at the extremes of travel should be greater than
2.5 volts.
4. The voltage should increase smoothly with increasing throttle opening; there should
be no dead spots in the total throttle travel.
SM4 Manual by MRM-Racing V3.0
Throttle Range Learning
With 1.09 chip TPS learning can be set to automatically or manually check software under
menu I/P analogs / Throttle.
The ECU is equipped with an automatic adaptive learning function that simplifies the procedure
of throttle position sensing. Setup is much simplified, not requiring any diagnostic aid, calibrator
or laptop computer. The procedure is as follows:
1. Ignition switch on, engine stopped.
2. Disconnect throttle position electrical connector for at least 20 seconds.
3. Reconnect throttle position electrical connector.
4. Ensure that throttle is closed for at least 5 seconds.
5. Fully open the throttle for at least 5 seconds.
New limits of throttle travel will have been learnt and stored in the ECU during the above
procedure. Additional ECU functions ensure that throttle stops and sensor wear are
compensated for over the life of the engine. The above procedure need only be repeated if the
butterfly / sensor assembly is serviced or replaced.
You also can configure the TPS input under I/P Analogs in the software.
Ignition Modules
The ignition modules should be mounted on a flat surface to ensure proper heat dissipation and
avoid stress on the wiring connections. It is also important to prevent the modules overheating
by mounting it away from hot components such as exhaust manifolds and turbochargers.
Follow the wiring for your modules at the end of this manual and note that smart modules and
dumb could have different pin outs. Locate the ignition wires in your harness, using pins, crimp
the pins onto the appropriate wires and insert them into appropriate locations in the igniters
plug. But do not connect it to the igniters until the ignition settings in the ECU are verified by
connecting the ECU to a computer with Autronic software.
The SM4 do not use same output sequence as SMC/SM2, the SM4 always start with output
number 1, after that in number order if more than one ignition output is used.
SM4 pin Name Colour
Pin 21 I/P TPS Orange
Pin 22 Sensor GND, shared with other sensors Black
Pin 36 O/P +5v TPS Supply Red/white
SM4 Manual by MRM-Racing V3.0
Exhaust Gas Sensor (optional)
The Optional exhaust gas oxygen sensor must be mounted in the exhaust pipe near the
exhaust header or extractors, usually after the collector. The sensor uses exhaust gas to detect
if the engine is lean or rich. Many late model engines already have provision for an exhaust gas
oxygen sensor and the sensor provided should fit any standard exhaust mount. If the exhaust
system does not have an existing sensor mount then a new mount will have to be welded to the
exhaust system. When routing the electrical system and connectors to the exhaust gas oxygen
sensor do not allow the harness to touch the exhaust pipe, as heat will damage them.
Best oxygen sensor is the 4-wire type. Normally the two white are heating (power and ground)
and the black is signal and grey sensor ground. You can also weld an extra mount for tuning
with an Autronic analyser. The sensors signal should be wired to any Analog input on the SM4,
and be configured under A/F Ratio menu I/P Analogs.
Crank and Cylinder Reference Wiring
The SM4 is capable of being triggered by magnetic (uses internal reluctor) and digital trigger
like Hall Effect and optical. The Hall Effect or Optical trigger requires power (5-12 Volts), signal
and ground. If using magnetic triggers you must use shielded wires, se wiring diagram at the
end of this manual for wiring, the software is set under menu I/P Crank & Cyl.
Autronic Hall effect trigger, the wire with colour strip is the power lead.
Gap between sensor and teeth should be 1 mm ( .049”)
Warning:
Igniters such as Bosch 124, 200, 211, 230 which do not provide dwell (Most standard igniters
are dumb) you must select -ve edge (Dwell) in Ignition Setup menu M1. Also check you
Ignition Dwell Table for proper coil charge time. Coils on top normally will have less charge
time than stand alone coils.
Consult your dealer for proper values.
Do not connect the modules to the loom until you have configured the ECU by connecting to
a computer with Autronic software.
SM4 pin Name Colour
Pin 37 I/P O2 Blue
Pin 8 Analog 1 I/P
Pin 38 Analog 2 I/P
Pin 22 Sensor GND (for O2 sensor or/and Autronic analyzer)
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Pin out when using Hall or Optical trigger
Pin out when using inductive trigger
SM4 pin Name Colour
Pin 11 O/P 8v Trigger Supply (for Hall Effect trigger) Red/Black
Pin 25 I/P Cylinder + ve (signal Hall or Optical trigger) Red
Pin 26 I/P Sync + ve (signal Hall or Optical trigger) Red
Ground Hall trigger using sheild ground
SM4 pin Name Colour
Pin 25 I/P Cylinder +ve (positive, +ve for magnetic trigger) Red
Pin 40 I/P Cylinder –ve (negative, -ve for magnetic trigger) Black
Pin 26 I/P Sync +ve (positive, +ve for magnetic trigger) Red
Pin 41 I/P Sync –ve (negative, -ve for magnetic trigger) Black
SM4 Manual by MRM-Racing V3.0
Flying Leads
Locate and connect the following flying leads.
See also main wiring diagram at the end of this manual.
Black (ground)
Locate a good chassis ground and connect the black wires.
Red (12 volt battery)
Locate a source of continuos +12 Volts and connect the red wire. Connecting direct to
positive battery terminal is suggested. Use a 30 A Fuse close to battery.
Purple
The purple wire is the 12Volt Ignition lead to the ECU. It needs to be connected so that
sees 12 Volt only when ignition switch is on and during cranking. This wire does not draw
a lot of current (<0,5A).
Brown
The Brown wire is used to operate the fuel pump, and will deliver +12Volt, ground the
other pin on the fuel pump.
Other wires
They are clamped together for easy finding to each function. Always “ring” the wire to the
SM4 connector to make sure you use correct wire.
Wiring Injectors
The injector wires are clamped together (10 wires), the two brown wires are 12 volt
power and should be split to all injectors. The injectors should be wired in ignition firing
order. Write down your firing order on the main wiring diagram, this makes it easy to wire
the injector output to the injectors.
The injector output sequence can be adjusted in the software under menu Advanced
setup. Consult your dealer.
Example:- 4 Cyl engine firing order 1, 3, 4, 2
Injector output 1 to cylinder 1
Injector output 2 to cylinder 3
Injector output 3 to cylinder 4
Injector output 4 to cylinder 2
Wiring Ignition
Distributor engines
Distributor engine always use Ignition output 1.
1 coil should be selected in the software
Direct Fire Ignition engines
In direct fire setup the SM4 always start with ignition output 1 (not like the
SMC/SM2), and then Ignition output 2 is fired then 3 & 4 (if used).
The ignition output sequence can be adjusted in the software under menu
Advanced setup. Consult your dealer.
SM4 Manual by MRM-Racing V3.0
SM4 Connector Pin Out
SM4
PIN
FUNCTION
WIRE
COLOUR
SM4
PIN
FUNCTION
WIRE
COLOUR
1
IGN SW I/P
PUR
22
SENSOR GROUND
BLK
2
INJ 8 O/P (SW3)
BLUE/RED
23
AIR TEMP I/P
WHT
3
INJ 7 O/P (SW2)
GRY/BLUE
24
HIGH SPEED 2 I/P
BLU
4
INJ 5 O/P
GRN/YEL
25
CYLINDER +VE I/P
WHT
5
IGN 1 O/P
PNK/WHT
26
SYNC +VE I/P
WHT
6
IGN 2 O/P
PNK/BLK
27
OUTPUT 5
PNK/YEL
7
OUTPUT 1 / STEPPER
RED/GRN
28
PWM 1 O/P
RED/YEL
8
ANALOG 1 I/P
GRY/BLU
29
GROUND
BLK
9
COOLANT I/P
PNK
30
+12V RAM I/P
RED
10
HIGH SPEED 1 I/P
BLU
31
INJ 3 O/P
BLU/WHT
11
TRIGGER SUPPLY
RED/BLK
32
INJ 2 O/P
ORG/BLK
12
OUTPUT 8 / TACHO
GRY/BLK
33
IGN 4 O/P
RED/WHT
13
OUTPUT 6
BLU
34
OUTPUT 2 / STEPPER
BLK/WHT
14
PWM 2 O/P
BRN/WHT
35
OUTPUT 4 / STEPPER
BRN/BLK
15
+12V SUPPLY I/P
RED
36
+5V TPS SUPPLY O/P
RED/WHT
16
INJ 4 O/P
GRN/WHT
37
O2 I/P
BLU
17
NJ 1 O/P I
PNK/BLK
38
ANALOG 2 - 3 I/P
GRN/BLK
18
INJ 6 O/P (SW1)
BLU/BLK
39
HIGH SPEED 3 I/P
GRY
19
IGN 3 O/P
YEL/BLK
40
CYLINDER -VE I/P
BLK
20
OUTPUT 3 / STEPPER
ORG/WHT
41
SYNC -VE I/P
BLK
21
TPS I/P
ORG 42
OUTPUT 7
GRN/ORG
LOOM WIRE COLOUR
DESCRIPTION
BLACK
MAIN GROUND
BIG RED
BATTERY 12 VOLT
SMALL RED
+12 VOLT RAM
BIG BROWN
+12 VOLT FUEL PUMP
SM4 connector
Connector view from wire side.
SM4 Manual by MRM-Racing V3.0
Output Channel Electrical Characteristics
The following table describes the electrical characteristics of the output channels when used for
Auxiliary devices such as small solenoids, automotive relays or constant loads.
Output Description
OUTPUT TYPE
IGNITION 1 O/P
PUSH-PULL DRIVER 12 VOLT TO GROUND, +/- 1 AMP
IGNITION 2 O/P
PUSH-PULL DRIVER 12 VOLT TO GROUND, +/- 1 AMP
IGNITION 3 O/P
PUSH-PULL DRIVER 12 VOLT TO GROUND, +/- 1 AMP
IGNITION 4 O/P
PUSH-PULL DRIVER 12 VOLT TO GROUND, +/- 1 AMP
OUTPUT 1 /STEPPER
PUSH-PULL DRIVER 12 VOLT TO GROUND, +/- 1 AMP
OUTPUT 2 /STEPPER
PUSH-PULL DRIVER 12 VOLT TO GROUND, +/- 1 AMP
OUTPUT 3 /STEPPER
PUSH-PULL DRIVER 12 VOLT TO GROUND, +/- 1 AMP
OUTPUT 4 /STEPPER
PUSH-PULL DRIVER 12 VOLT TO GROUND, +/- 1 AMP
INJECTOR 1 O/P
ON IS SHORTED TO GROUND, 4 AMP
INJECTOR 2 O/P
ON IS SHORTED TO GROUND, 4 AMP
INJECTOR 3 O/P
ON IS SHORTED TO GROUND, 4 AMP
INJECTOR 4 O/P
ON IS SHORTED TO GROUND, 4 AMP
INJECTOR 5 O/P
ON IS SHORTED TO GROUND, 4 AMP
INJECTOR 6 O/P
ON IS SHORTED TO GROUND, 4 AMP
INJECTOR 7 O/P
ON IS SHORTED TO GROUND, 4 AMP
INJECTOR 8 O/P
ON IS SHORTED TO GROUND, 4 AMP
PWM 1 O/P
ON IS SHORTED TO GROUND, 3.5 AMP 9.5 –1200HZ
PWM 2 O/P
ON IS SHORTED TO GROUND, 3.5 AMP 9.5 –1200HZ
OUTPUT 5
ON IS SHORTED TO GROUND, 2.5 AMP
OUTPUT 6
ON IS SHORTED TO GROUND, 2.5 AMP
OUTPUT 7
ON IS SHORTED TO GROUND, 3.5 AMP
OUTPUT 8
ON IS SHORTED TO GROUND, 2 AMP
Input Channel Electrical Characteristics
INPUT
DESKRIPTION
ANALOG 1 I/P
0 – 5 VOLT, WHEN USED AS SWITCHED INPUT ADD 1K PULL-UP RESISTOR
ANALOG 2 I/P
0 – 5 VOLT, WHEN USED AS SWITCHED INPUT ADD 1K PULL-UP RESISTOR
O2 I/P
0 – 5 VOLT, WHEN USED AS SWITCHED INPUT ADD 1K PULL-UP RESISTOR
SW1 (INJ6, IF NOT USED)
SWITCHED INPUT, SHORT TO GROUND FOR TO ACTIVATE
SW2 (INJ7, IF NOT USED)
SWITCHED INPUT, SHORT TO GROUND FOR TO ACTIVATE
SW3 (INJ8, IF NOT USED)
SWITCHED INPUT, SHORT TO GROUND FOR TO ACTIVATE
HSI1 (IF NOT USED)
SWITCHED INPUT, SHORT TO GROUND FOR TO ACTIVATE
HSI2 (IF NOT USED)
SWITCHED INPUT, SHORT TO GROUND FOR TO ACTIVATE
HSI3 (IF NOT USED)
SWITCHED INPUT, SHORT TO GROUND FOR TO ACTIVATE
See wiring diagram SM4 Input Switches at end of manual for pull-up resistors.
SM4 Manual by MRM-Racing V3.0
Set Up Guide
Autronic Programming Software
Computer Requirements
The calibration and data logging software supplied with Autronic SM4 ECU may be used with
computers operating under Windows 95/98/ME/XP or 2000.
Computer Required Hardware
The computer must have the following hardware
• VGA graphics adaptor (or compatible adaptors).
• Minimum of 2MB random accesses memory.
• One serial communication port, or USB port and serial to USB adaptor (Windows
software only).
One 3.5" floppy disk drive.
Installing Autronic Software
Step 1. Start Windows
Step 2. Place floppy disk in A: drive.
Step 3 Click on the “Start” button and then click on “Browse”.
Step 4 Select the A: drive and double click the file on the A drive.
Step 5. Click the OK button.
Step 6. Read the options displayed and click the “Next” buttons to complete the installation.
Step 7. Double click on the icon on the desktop to run the software.
Starting Autronic software
After installing the software, an icon should appear on the desktop. Double click the icon to start
the Autronic software
Double click icon to start Autronic Software
SM4 Manual by MRM-Racing V3.0
Basic Windows Conventions
Example:- The setup options for Autotune are only visible in the Edit-Window menu when the
Base Fuel Delivery table is displayed.
The drop down menus can be selected by pressing the ESC key or by pressing Alt + the
underscored letter of the menu item. e.g:- Alt + 1 will open the M1 menu.
Real time display of engine parameters are displayed below open tables. The items displayed
can be selected from the “PC Limits/Log setup” under the “Logger” menu.
The User ID/Error bar will turn red and display any error or engine parameters outside the limits
set in the “PC Limits/Log setup” under the “Logger” menu. These limits can be set so you do not
have to monitor engine parameters while tuning for example, as the Software will do this for
you.
SM4 Manual by MRM-Racing V3.0
Software Basic Setup Guide
Base Settings
When setting up your Autronic software for the first time to control your engine, there are
a few simple rules of thumb that will greatly reduce you time to tune the engine.
There are a few setup parameters in the software to be concerned with first, and then we
will go through a general description of how the software functions in an attempt to help
you understand the correct tuning procedures.
First, under the M1 menu you will want to open the Base Settings table.
In this table you will set:
Primary Fuelling Method
Your choices here are: Baro & MAP or Baro & TPS
Baro & MAP:-
When tuning a forced induction engine, you will want to use this method so that the ECU
can have the ability to read the manifold pressure when in vacuum or boost and correctly
fuel the engine. When using this method you can select the Y axis for the base fuel table
as either Manifold Pressure, or Load. In the case of Load, the actual value of Load is
equal to Manifold Pressure/Barometric Pressure
This setting can be used for tuning turbocharged engines with multiple throttle bodies by
setting the Y Axis in the Base Fuel table to Throttle Position under the M2 Table Axis
setup menu under the M2 table at the top of the screen. You can also use this setting for
engines with adjustable camshafts like VVT, VTEC or Vanos. Also on turbocharged
engines with wild camshafts and all other engines where you want to map the fuel
delivery against throttle position and ignition against manifold pressure. Engines with
adjustable camshaft can get at smother fuel map with this method, since it almost
automatically will adjust the fuel delivery when the camshaft control is activated.
When using this mode, the values on the Load scale in the Base Fuel Table will
represent the actual Throttle angle, even though the ECU will be referencing the Manifold
Pressure values at all times and adjusting the injection times accordingly to achieve the
desired Target A/F ratios set in the Target A/F table under menu M2. When using Baro &
MAP the map sensor must be connected.
Baro & TPS:-
This method should only be used on naturally aspirated multi throttle engines. It does not
have the ability to read the manifold pressure for correcting the fuel. Do not use it on
forced induction engines.
Select the Y Axis in the Base Fuel table and Y Axis in the Ignition table to Throttle
Position under the M2 Table Axis. When using Baro & TPS leave the map sensor
unconnected.
SM4 Manual by MRM-Racing V3.0
Engine Cycles
Select either 4 Stroke or 2 Stroke or Rotary
Overall Fuel Calibration Multiplier
This value can be anything from 0 to 39.987
This is a value that is used by the ECU to determine the scaling to use on the values in
the Base Fuel Table.
For example: If the base fuel table has a value of 50 in any particular cell, the actual
amount of fuel injected into the engine will be a function of the injector size. A 50 Lb/Hr
injector would spray less fuel than a 160 Lb/Hr injector for the same value of 50 in the
table, so the Overall Fuel Cal Multiplier sets the scale for the table based on the
relationship between the size of your engine and the flow capacity of your injectors.
A good starting point for this value is to use the following formula:
8.112 * D/I
Where:
D = Cylinder Volume in CC’s
I = Injector Flow Rate in CC/min
After you have the engine tuned completely, the value in this table can be changed to
suit a new size of injector without re-mapping the engine by using the same formula.
Compression Ratio
It is important that you set the correct Compression Ratio for the engine.
The engine’s compression ratio affects the mathematical model of the engine created
behind the scenes in the Autronic software. An engine’s compression ratio has a direct
effect on its Volumetric Efficiency and if the wrong ratio is selected it is difficult to get the
proper correction factors needed for the software to make automated changes in fuel
accurately.
Clear Flood TPS
The default value of 90% TPS is normally okay for startup. This value represents the
percentage of throttle opening during cranking where the ECU will no longer provide an
injector pulse. This allows a flooded engine to be cranked over without adding any
additional fuel until it starts.
Ignition Setup
Next you will want to move to Ignition Setup menu under the M1 tab at the top of your
screen.
Under this menu you will select:
Ignition O/Ps
Press F1 in the software to see all the options.
Select the number of ignition outputs and the type of coil system that will be used.
Example:-
Four cylinder engine with four coils = 4cyl-MC
Four cylinder engine with two coils = 4cyl-WS
Six cylinder with three coils = 6cyl=WS
Six cylinder with six coils and using Multiplexer = 6cyl-Mux
SM4 Manual by MRM-Racing V3.0
Ignition Trigger Edge
This setting is to determine what edge of the signal output from the ECU will
remain fixed. One edge of the square wave must always occur at a pre-set time,
and the other edge will be flexible and begin or end at various times. If you select
the wrong edge the ignition timing will be incorrect as RPM’s increase. These
setting also let you select between pulse or dwell.
Options are,
-ve edge (DWELL)
+ve edge (DWELL)
-ve edge (PULSE)
+ve edge (PULSE)
For coils with internal igniter modules or If using external modules
select -ve edge (DWELL)
Ignition systems like Honda, that use inverted dwell, select +ve edge (DWELL)
Autronic R500 CDI select -ve edge (PULSE)
MSD or Crane HI-6 select +ve edge (PULSE)
Injector Selection
Next you will want to open the tables called Injectors under the M1 Tab at the top of your
screen.
In this menu you will select the type of injectors you will be using from a very large list.
Each injector in this list has been carefully mapped for the correct control strategy based
on its electronic characteristics as battery voltages change. It is important to choose the
correct injector for optimum system performance.
If the injector you have in not in the list, consult you dealer for a recommendation of a
similar injector to use.
Injector events
Select number of injector events per engine cycle. For most engines this is the same as
the number of cylinders.
I/P Cylinder & sync
This menu consists of parameters for setting up the crank and cam trigger patterns so
that the ECU can properly calculate ignition and injection requirements.
It is important that these settings are selected properly, so be sure to consult your dealer
for proper settings based on your engine configuration.
SM4 Manual by MRM-Racing V3.0
Starting the engine for the first time.
If you are using coil packs or direct coils see the Direct Fire Ignition section below before
starting the engine.
Items required.
You will require the following items before attempting to start the engine.
Ignition timing light.
Exhaust gas analyser.
Have these connected before attempting to start the engine.
Software.
1. With the PC connected to the SM4 and the calibration software running, turn on the
ignition (you should hear the fuel pump start and then turn off) and select “Go online”
from the File menu or press F3.
2. Press Alt+4 to open menu M4 and select the Idle ignition table. Set all RPM
values to 10 degrees.
3. Press Alt+1 to open menu M1 and select Base settings. You will need this window
visible when starting the engine so you can increase or decrease the Overall fuel mult to
change the overall fuel trim to get the engine running smoothly.
4. Calibrate the throttle. See Throttle Limit Learning in this manual.
5. Before starting the engine check the on screen real time engine data to see if everything
makes sense
e.g:- air and water temperatures are correct, throttle position is linear from 0 to 100%.
Starting the engine.
1. Start the engine.
Check the analyser to see the air fuel ratio is between 12.7 and 11.0, change the
Overall fuel mult to achieve a suitable air fuel ratio the will resalt in smooth running.
As the engine warms up the air fuel ratio will get leaner. When the engine is up to
operating temperature the engine should be idling on 13.0 to 14.7 air fuel ratio. Use the
Overall fuel mult to make corrections.
Press F4 to lock the changes into the SMC.
2. Use the timing light to check the ignition timing matches the “Ign. Angle-MEAN-“
displayed in the real time engine data. If they do not agree do the following.
Distributor:- Turn the distributor body or change Crank IP Lead
Crank trigger:- Move the sensor or turn the trigger disk or change Crank IP Lead
SM4 Manual by MRM-Racing V3.0
Direct fire ignition sequence testing.
This type of installation is more difficult to setup and the following should be used to check
you have the correct ignition sequence for your engine.
In this example we are using a six cylinder engine with three double ended coils using
wasted spark. The firing order is 1,5,3,5,6,2,4
Coil pack 1 fires 1 & 6 cylinders.
Coil pack 2 fires 2 & 5 cylinders.
Coil pack 3 fires 3 & 4 cylinders.
Turn the engine until the piston is on compression TDC No1 cylinder, using a white marker
place a single mark on the harmonic balancer that will be visible with a timing light with the
engine cranking.
Turn the engine until it is on TDC of one of the cylinders that are on coil pack No2, and
place two marks on the harmonic balancer. Do the same for third coil pack, placing three
marks.
With the injector connectors disconnected or the fuel pump disconnected, use a timing light
connected to No1 spark plug, and crank the engine, you should see only one mark on the
harmonic balancer. If you see two or three marks you have the ignition output sequence
wrong. Swap the ignition output connectors in the SM4 harness connector or use the
software under Menu M1/Advanced Setup/Base angels (Ign) until you see one mark on the
balancer.
When this is correct put the timing light on the spark plug lead of the second cylinder to fire
and check for two marks on the balancer. If incorrect do the same as above. Repeat this
on cylinder three in the firing order, looking for three marks.
Example of using Advanced setup for correcting a wrong sequence wiring:-
Direct fire 4-cyl engine without wasted spark, under menu Base angles (Ign) it should read
0, 180, 360, 540, if output 2 & 3 are swapped you should have; 0, 360, 180, 540.
SM4 Manual by MRM-Racing V3.0
Tuning Guide
Setting up the A/F table
Here is the AF table with some colored fields to show how it works. Below is how the
different zones work with the engines fuelling. In this example we use a modern turbo
engine.
Startup fuelling zone:
This zone determines how rich the engine is fuelled when trying to start.
Idle zone:
This is where the engine idles. Should be fuelled so the engine idles nice and calm, and
that it does not heat up to much, and to avoid sot buildup.
Idle rpm's acceleration zone:
This zone determines the fuelling if we where on idle, but start to accelerate from idle.
Spool up transient power zone:
This zone is a bit tricky. The engine will in this zone spool up the turbo very quickly. That
leads to fuel starvation. Some of the starvation can be handles by TPS acceleration
enrichment. On the SM4, there is much more sophisticated methods to counter the
starvation, with rpm rate and boost rate enrichment tables, and with chip version 1.09 we
also have the transient enrichment system, wich completely solve the problems with
spool up starvation.
We set the fuelling in this zone to assure that the engine will not come out of the spoolup
with a debt in fuel that cause starvation all the way up in the full power zone.
Since the engine will not be in this area for so very long, it does not matter much if we
are a bit on the rich here. It only helps the engine when it comes into the full power zone.
SM4 Manual by MRM-Racing V3.0
Full power zone:
This is where the engine produce top power, and the fuelling is set very rich to avoid heat
buildup and irregular combustion. Setting it to rich may give the same problems as when
setting it to lean.
This is where we put the big effort on the dyno to get the last of the lazy horsies to pull.
Power transient zone:
Here we will end up when gear shifting after being in the full power zone. We can also
end up here when the throttle is temporarily lifted. Fuelling here is leaner than on top
boost, but there is no use in getting to lean here, since the engine and tubo internals
have lots of heat built up. This zone managed the heat buildup when we lower the
exhaust flow suddenly by letting go of the throttle.
Care must also be taken for the case that we temporarily lift the throttle, and then go
bank on full bost again. If to lean here, the engine will at first get way lean and hot when
it gets back to the full power zone.
Overrun deceleration zone:
This zone is where the engine is transient in and out of overrun. Using overrun fuel shut
off on a high power turbo engine is nearly a must, since high rpm overrun is the place
where EGT can rise dramatically. Either the engine must have fuel cut off, or being rather
rich fuelled. Care must also be taken for large injectors not being able to fuel properly
with small injector openings on the vaccum line.
Coasting zone:
This zone manages fuelling when we are coasting. On a street engine we want to keep
this lean because of emissions and fuel economy. But on a race engine we want this to
be fuelled for best driveability without heat buildup, and without filling the engine up with
sot.
The forbidden zone:
This is where we never should be able to end up. We are well below the turbo spoolup
rpm's.
But still, we can end up here after selecting the wrong gear in a power shifting with boost
pressure.
Of different reasons, the turbulence in combustion and flow through the engine is low in
this area, and here is where most modern petrol engines are most prone to knock. So
this cell must be properly fuelled so the engine does not get damaged if we happen to
end up here.
(The ignition table at these load sites should be set rather low).
SM4 Manual by MRM-Racing V3.0
Best practice in calibrating fuel for the different zones:
The startup zone and the forbidden zone must be estimated.
The overrun deceleration zone can be part autotuned, but most often the lowest KPA
cells must be estimated from the neighbour row with higher KPA.
The full power zone must be manual tuned from the log.
The rest of the zones can be partially autotuned.
The spool up transient power zone and the power transient zone partially need to be
estimated.
Sometimes the static load condition is the worst case, and sometimes it is the dynamic,
(transient), load case. The dangerous zones must be well taken care of that they are
tuned for the worst case.
Manual Tuning
This method is done by operating the engine in each Load/RPM cell and experimenting
until the value in the cell produces the correct A/F ratio according to the target values set
in the Target A/F ratio table.
Manual Tuning with the M (maths) Key on the keyboard
This method is done by using the PC data logger to record the air fuel ratios. Then with
the both the data log and fuel table open the "M" key on the keyboard is pressed. A menu
will pop up and ask what the recorded A/F ratio was When you type in the recorded A/F
ratio and press Enter, the software will compare this value to those set in your Target
table and then calculate the correct value for your Base fuel table and automatically set
(tune) that number in the cell on the table.
To use the PC logger press F8 to start recording and F8 to stop. To display the data log
then press F10. To switch between the data log and fuel table press the Tab key. The
"Q" key closes the data log window.
Step1: With the data log displayed move the curser bar (use Left and Right arrow keys)
to any point in the data log where the ghost box on the fuel table matches a RPM and
Load axis.
Step2: Press the Tab key to switch to the fuel table, move the curser so it is also on the
same RPM and Load site as the ghost box.
Step3: Press the M key, a box will appear, type in the recorded air fuel ratio (and Load if
TPS/Manifold mapping), press Ok. The site in the fuel table will now be tuned. Press the
Tab key to switch back to the data log.
Step4: Go to step1 and select another rpm site.
After you have corrected all sites that match go to the Logger menu and Reset the PC
logger. Then record a new data log and repeat the above process. If you thr/manifold
pressure map the engine at WOT (wide open throttle) and use this method only two WOT
runs using the data logger and math key will tune the engine at full power.
SM4 Manual by MRM-Racing V3.0
Tuning with Datalogs and Mixture Table
This method is done by using the PC data logger to record the air fuel ratios. Then with
the both the data log and fuel table open, the software will search the data log for any
RPM and Load sites that do not match the target A/F ratio table values and display them.
You can then just select the sites you wish to be automatically tuned.
Press F8 to start the PC logger.
Now that the logger is running you can operate the engine through various RPM and
Load sites and allow the ECU to record the A/F ratios coming in from a Wide Band A/F
meter such as the Autronic A or B model analyser.
When you are finished with your run, you can stop the logging process by pressing F8
again. To display the logged data you press the F10 key on the keyboard and the data
will display on your screen.
Select the Mixture Table tab on the top of the data log screen. The "L" and "K" keys
switch between each tab.
Once you select Mixture Table press the F5 key and a pop-up box will appear and ask a
few questions about how you would like to interpret the data. This can be used to filter
out spikes in RPM and select what mode of mapping you have used in the cal file. Once
you have finished answering the questions just press Ok and then press Enter.
The software will extract the data concerning the A/F mixtures recorded and compare
them to the Target A/F ratios for each cell in the base fuel table you encountered during
the run and will display the values for each cell as a comparison.
If a cell is coloured RED it means the A/F values were very inaccurate and it will show
the actual A/F ratio VS. Target and how many times it sampled this reading.
If a cell is coloured YELLOW it means the A/F values were slightly inaccurate and it will
show the actual A/F ratio VS. Target and how many times it sampled this reading.
If a cell is coloured Green it means the A/F values were accurate and it will show the
actual A/F ratio VS. Target and how many times it sampled this reading.
You can use the mouse or the Arrow keys on the keyboard to highlight any of the
coloured cells and then press Enter. The software will then show a pop-up box and ask
you if you would like the ECU to fix the cells in the base fuel table that correspond to the
highlighted cell in the mixture table. Press Yes and then Enter and the ECU will calculate
the correct values and place them in the base fuel table.
Once you have fixed all the coloured cells in the mixture table, you close the data log by
pressing key Q, reset the datalog under menu Logger and PC logger reset. Store the
new settings in the ECU by pressing F4 and on the disk by pressing F2. Then do another
run similar to the first and then re-open a new data log and extract the new data in the
mixture table to see how much improvement was made.
If using this procedure on a dyno, you will only need to do two or three runs to completely
tune all the full throttle sites in the Base Fuel Table.
SM4 Manual by MRM-Racing V3.0
AutoTuning
The Autronic Software has the ability to self tune the Base Fuel Tables in real time when
using an input signal from a wide band A/F meter such as the Autronic A or B model
meters.
When in the Base Fuel Table, select the Edit Window tab at the top of the software, and
then scroll down until you can select Setup AutoTune.
This will bring up an Auto-Tune setup window where you can set the parameters for
Auto-Tuning the engine.
The parameters are:
Accuracy: This should be set to 5% for the first rough tuning and can be set lower after
the initial tuning is complete.
Colour Protection: This can be enabled to protect the sites that the software has AutoTuned from being changed later or un-protected to allow changes after Auto Tuning has
been completed.
Initial Map State: This is used to tell the software whether the engine has been tuned
before or if it is a brand new calibration.
Sensor Position: This is used to help the ECU create a time offset for making tuning
decisions. You can select Header, Collector, or Tail Pipe of Car.
Once you have set up the auto tune parameters you can simply run the engine and press
the F5 key to start or stop the Auto Tuning process.
Then simply hold then engine in one load/RPM cell at a time, and the ECU will
automatically sample the A/F ratios and compare them to the Target A/F ratio and then
make changes to the values in the cells until the correct A/F values are found.
Once a cell is tuned close to its accuracy point it will turn Yellow. When it is tuned to be
within the accuracy set point you have selected the cell with turn Green and you can then
move on to the next cell and continue tuning.
When all of the cells you wish to Auto Tune have been completed you can then go back
to the Edit Window and select Set Up Auto Tune to change the accuracy settings to be
finer and then begin the Auto Tune process again for higher accuracy.
When used properly the Auto Tune procedure is by far the fastest way to tune the
engine’s fuel sites.
Once all of your fuel tuning is completed you can begin working on any necessary
adjustments for cold starting, warm-up and acceleration enrichment and deceleration
enleanment. Most times the default values will be very close and will not need much
adjustment.
The best method of Autotuning is to tune one site at 3000 RPM and 100% Load. Then
stop the Autotune and copy this value to all sites in the fuel table other then your idle and
start sites. Then start the Autotune again and always tune a site next to one already
tuned.
SM4 Manual by MRM-Racing V3.0
Throttle/Manifold mapping.
Engines with one throttle butterfly per intake port and turbocharged must use this method
of mapping. This type of mapping has advantages on naturally aspirated engines with big
camshafts. The Base Fuel Delivery table is throttle mapped and the Base Ignition Timing
table is pressure mapped.
In the fuel table the Load values relate to throttle position. e.g:- Load site 10 = 10%
throttle position. On the SM4 you setup this under menu M2 Table Axis setup. Set Base
Fuel Axis Y to Throttle position. Do not use Baro & TPS under Menu Base Settings since
this is only for naturally aspirated cars. After selecting Throttle as y axis you may delete
the ***** market load axis in fuel table, they are not used.
RPM
Load
0
1000
2000
3000
4000
5000
0
* * * * *
*
1
* * * * *
*
3
* * * * *
*
5
* * * * *
*
10
* * * * *
*
30
* * * * *
*
70
* * * * *
*
100
* * * * *
*
Base Fuel Delivery table.
The Base Ignition Timing table should use load sites for pressure mapped engines.
Setting up a superior launch-control with SM4 chip 1.09
This is a guide to setup a very nice launch with the launch rpm set by a potentiometer that use
functionality present in the Autronic SM4 with chip version 1.09.
1) First off to setup launch is to define a vehicle speed input:
In menu M1 / I/P HSI / I/P HSI3 setup as follows:
SM4 Manual by MRM-Racing V3.0
Assign I/P HSI 3 to Speed
Setup HSI Slow Scale to get the correct reading like the following example:
Enter the wheel diameter in meters, and then multiply with PI which is about 3.1415 .
Enter 0.611
Then enter *3.1415
Then divide by the number of pulses from the speed sender per rotation of the wheel.
Enter /4
Your HSI Slow Scale value is now calculated to be 0.4799, which is correct for a wheel that is
0.611 meters in diameter with four pulses per wheel rotation.
Now go to menu M1 / Gear/Speed Cal / Speed Setup and enter the following:
L driven channel = HSI3
R driven channel = HSI3
L vehicle channel = HSI3
R vehicle channel = HSI3
Driven speed detect = Maximum
Vehicle speed detect = Maximum
Note: For vehicles with traction control the above settings will be different, but this is a good
default to get speed input working properly.
Now you have an accurate speed input for your logging, launch control, selecting boost table on
basis of speed, and others.
2) Connect a user potentiometer to Analog input 1 and set it up:
Connect a potentiometer with the resistance 4.7 kiloohms to I/P Analog 1, Sensor ground and
+5 Volts.
Note: I/P Analog 3 may also be used for this.
Be sure that the potentiometer is connected so that it gives the value ~0 when turned fully
anticlockwise, and ~100 when turned fully clockwise.
Now you have a potentiometer that can be turned from 0 to 100 percent.
3) Enable Launch and set up the basics:
In the menu M1 / I/P Switches enter the following:
I/P Launch = I/P Analog 1
Make sure to press the I key in the input switch selection menu to invert the switch function so
that launch will be active below a set threshold on the analog input.
SM4 Manual by MRM-Racing V3.0
Then, straight under I/P Launch the paremeter Switch Treshold 1 will appear. Set it:
Switch Treshold = 97.3
Now we can enable Launch when turning the pot below 97.3%, and disable it by turning the pot
fully clockwise.
Set up launch in menu M5 / Launch Control like the following:
Launch cut mode = Ign & Fuel cut
Launch rpm trig = 2900
Launch TPS = 101
Launch kph = 5
Launch rpm Source = Launch RPM
Launch RPM = 4500
Retard rpm offset = 50
Launch rate = 10000
Launch ends = 40
Ign retard source = Launch retard
Launch Retard = 10
Now we have a basic Launch Control that activates by turning the pot down.
Note: If your car is non turbo, or you simply do not want to build boost pressure on launch, you
can select Launch cut mode to be fuel cut instead of Ign & Fuel cut.
Whenever the pot on I/P Analog 1 is turned to less than 97.3%, and the car is standing still, and
we floor the accelerator, we will now have a Launch control that holds at 4500 rpm and builds
some boost pressure.
4) Enable GPC12 for use by our Launch Control:
In menu O/P Setup, enable GPC12 by setting:
GPC12 = ON-No O/P
In menu M6 / GPC12 / GPC12 Setup enter the following:
GPC Setpoint = User table J
In menu M6 / GPC12 / GPC12 inhibit enter the following:
Inhibit variable 1 = Disabled
Inhibit variable 2 = Disabled
Inhibit value = 0
Inhibit duration = 0
In menu M6 / GPC12 / GPC12 Table Setup enter the following:
User Table Axis X = I/P Analog 1
User Table Axis Y = Throttle Position
In menu M6 / GPC12 / GPC12 Table, do the following:
Make the table two columns by one row. (By using the INS and DEL keys).
Using the E key, Set the axis for I/P Analog 1 to start at 3 and end at 97.
By using the pot from 3% to 97% we get some margin for for the pot mechanical endpoints, and
we did set the Launch enable to be below 97.3%.
Using the E key, Set the only row of axis for Throttle Position to 100.
Set cell at 3% pot to be 18.8, which will set the lowest available lauch rpm to about 3000 rpm.
Set cell at 97% pot to be 43.1, which will set the highest available lauch rpm to about 7000 rpm.
SM4 Manual by MRM-Racing V3.0
Then go back to menu M5 / Launch Control and set:
Launch rpm Source = GPC 12 duty
This enables the GPC12 table to set the Launch RPM to between 3000 and 7000 rpm
depending on how the pot is set. If pot is turned fully clockwise then launch is completely
disabled, and when turning the pot down, Launch will be available. Turning the pot further
anticlockwise will lower the launch rpm.
And that's it!
We have now built ourselves a variable launch control with a potentiometer that both
enables/disables launch, and also sets the launch rpm to between 3000 rpm and 7000 rpm.
The exact settings of the launch control parameters must be adapted to the car it is
implemented in.
SM4 Manual by MRM-Racing V3.0
Boost control
Theory on boost control
Basic strategies for regulating boost;
• Control pressure: The pressure that affects the wastegate actuator. (Either over, or under
the membrane).
• Over the membrane: The chamber in a WG that add boost with added pressure.
• Under the membrane: The chamber in a WG that subtract boost with added pressure.
(Normally the only chamber available on a built in wastegate).
• Two way boost valve: Pneumatic valve with two ports, that open when energized.
• Three way boost valve: Pneumatic valve with three ports, where one connects to one of
the other two depending on if it is energized or not.
• Restrictor: A small orifice that limits flow.
• NO: Normally open.
• NC: Normally closed.
• EBP: Exhaust Back Pressure.
The strategies for a built in wastegate are:
• Regulating under the membrane with a restrictor and a two way boost valve that bleed off
control pressure to add bost.
• Regulating under the membrane with a three way boost valve that proportionally mix
between compressed air and atmospheric air to produce a control pressure that is lower
than the actual boost pressure, to add boost.
To add to the above strategies, an external wastegate offers the following strategy:
• Regulating over the membrane with a three way boost valve that proportionally mix
between compressed air and atmospheric air to produce a control pressure to add boost
pressure to the base pressure that is managed by direct connection from compressor
housing to under the membrane. This "cussion/pillow"-pressure can be maintained
through the standard boost control function, or with a PWM from a GPC.
The control pressure for boost regulating must be taken before the throttle. If the control
pressure is taken from after the throttle, there will be excessive, uncontrolled
backpressure at mid throttle affecting both power output and also the mapping accuracy.
Installation
See wiring later in this manual.
SM4 Manual by MRM-Racing V3.0
Calibrating boost control
First we need to enable boost control by assigning an output for it in menu M1 / O/P setup and
configure the output for the boost valve we are using.
In this example we select O/P PWM 2 as output for boost control, with its output on pin 14. This
is one of the dedicated PWM output pins, and it provides a reliable PWM signal with selectable
frequency ranging from 9.5 to 1220 Hz. When we have selected the output pin, we can go into
the properties cell of the output and select 19 Hz PWM frequency, which is a good starting point
for most of the available boost control valves.
Boost control O/P setup
When the boost control is assinged to an output, the boost control can be configured in the
menus under M5.
SM4 Manual by MRM-Racing V3.0
Boost configuration menus
Next step is to look into the menu M5 / Boost setup.
Boost setup menu
The Autronic SM4 has three different Boost setpoint tables, that can be selected by external
switches, or let the Autronic select them depending on which gear is currently engaged.
For more information on selecting Boost setpoint table depending on which gear is engaged,
please read chapter 0 nedan. Otherwise disable it by setting both Boost setpoint 1-2 and
Boost setpoint 2-3 to 300.
For more information on selecting Boost setpoint table by external switches, please read
chapter 0 nedan, on how to select input switches to select Boost setpoint table.
If neither gear ratio, nor input switches is used to select between the three Boost setpoint
tables, the SM4 defaults to use the Boost setpoint 1 table.
Next two parameters in the menu is Over boost margin and Over boost time. These
parameters determine when the SM4 will use boost cut to limit the boost pressure and avoid
damaging the engine, by shutting off the fuel injectors. If the actual boost pressure is higher
than the wanted boost pressure plus the Over boost margin, for Over boost time seconds,
the SM4 will cut fuel to the engine until the boost pressure is down to safe values. At the same
time an Overboost error condition will be logged in the ECU error history.
If the actual boost pressure is over the wanted boost pressure, and is getting near the level of
wanted boost pressure plus Over boost margin, the SM4 will begin to control the boost control
valve more aggressively, to try to avoid the overboost error.
SM4 Manual by MRM-Racing V3.0
In Fel!Hittar inte referenskälla. below is an example of boost pressure on a high gear is
shown. The boost control has been tuned so the turbo will at most give a boost pressure around
the wanted Boost setpoint, and well within the Over boost margin that otherwise would cause
a boost cut to avoid damaging the engine.
Example log of boost pressure
Next step is to configure the Boost setpoint table. The procedure is the same for all of the
three available Boost setpoint tables. Even if you don’t use more than one table, it is good
practice to setup the other two tables with some safe values.
SM4 Manual by MRM-Racing V3.0
nedan show an example Boost setpoint 1 table. The X-axis of the table show Engine speed
(rpm) and the Y-axis show Coolant temp. The values in the table represent wanted boost
pressure in units of absolute KPA. If we want a boost pressure of 1.5 Bar, (which is 150 KPA
relative), we add 100 KPA for the atmospheric pressure to convert the number into absolute
pressure in KPA, and so enter the value 250.
SM4 Manual by MRM-Racing V3.0
Boost setpoint table
It is good practice to have at least two rows in the table, so we can set a boost curve that is
used under normal conditions, and another boost curve that is used if the engine is overheated.
In the example Boost setpoint table in
SM4 Manual by MRM-Racing V3.0
we regard coolant temperatures below 100 degrees Celsius to be normal conditions, and
coolant temperatures above 105 degrees Celsius to be an overheat condition. When the coolant
temperature climbs above 100 degrees, the SM4 will start lowering the boost pressure to the
values in the lower row, (105 degrees), to save the engine.
In our example Boost setpoint table we have entered 250 KPA in each cell for rpm’s up to
6000 rpm.
Then, with higher rpm’s, the boost pressure will be lowered to 240 KPA at 7000 rpm. The
reasons for this can be that there is not enough fuel for a higher boost pressure at that engine
speed, or that the engine simply cannot handle a higher boost pressure at that engine speed.
At 8000 rpm we lower the boost pressure all the way down to 190 KPA, which is just above the
lowest possible boost pressure that the boost valve can control.
This is a good setup for an engine that has an active rpm range of up to about 7000 rpm, and
with a rev limit at about 8000 rpm.
If the engine does not pull any torque above 7000 rpm, it is not useful to continue with the high
boost pressure. By lowering the boost pressure all the way down to 190 KPA before going into
the rev limiter at 8000 rpm, the engine gets a safe transition into the rev limiter, thus protecting it
from potential damage.
The next step is to go into menu M5 / Boost tune and set the parameter Boost range.
Boost range is the amount of boost pressure in addition to the basic boost pressure that the
wastegate will regulate to without the boost control valve being engaged – Basic boost
pressure.
Lets say that the basic boost pressure of our wastegate is 0.85 Bar, or 85 KPA relative.
If we want the boost control valve to be able to control boost pressure to be maximum 1,5 Bar,
(150 KPA relative pressure), then we need to specify a Boost range of at least 150 – 85 = 65
KPA. In fact, Boost range is more determined by how much the boost control valve can raise
the boost from the basic boost pressure. If our boost valve is theoretically capable of raising the
basic boost by 120 KPA, that is the number we need to set Boost range to.
But things are a bit more complicated than that. One can tweak the boost control valve by
setting a higher or lower Boost range than what the boost control valve actually can regulate.
Setting Boost range lower than what the valve can regulate will make the boost control more
responsive, but at the same time the regulated boost pressure will be a bit rough.
Setting Boost range higher than what the valve actually can regulate will make the boost
control smoother, but at the same time the it will be slower in reaching the wanted Boost
setpoint. A higher value on Boost range may also make it more difficult for the boost control to
achieve the same boost pressure on all gears.
Next step is to setup the table in the menu M5 / Boost dynamic comp. Start with setting all the
cells to zero, as done in Fel!Hittar inte referenskälla. Fel!Hittar inte referenskälla.. This table
can be adjusted to make the boost regulation smoother, with the penalty of a bit less accuracy.
SM4 Manual by MRM-Racing V3.0
When we have configured the boost control, but the regulated boost pressure is very rough, we
can come back to this table and increase the values until we get a smooth pressure curve. But
for now we set it to all zeros.
Boost dynamic compensation table
Now we continue to set the table in the menu M5 / Boost offset. Set it up with the same Engine
speed values on X-axis as the previous tables, and with the Y-axis showing both the lowest and
the highest Boost setpoint pressures that we want to regulate. (In our example is is 190 and 250
KPA absolute pressure). Then set all the cells in the table to zero. This is a good starting point.
This table is the equalizer. If we have set the correct Boost range earlier, then this is the only
table we need to change values in to get exactly the boost pressure we want.
If we must go back and change the Boost range then we must redo this table after that.
Boost offset table
Correct procedure for testing that the boost control regulates to the wanted Boost setpoint is to
first check what boost pressure is achieved in first gear.
If the boost control overshoot the wanted pressure in first gear, the engine and the transmission
will not take the same beating as it would do if we where on, for example third gear.
There are two main reasons for this:
• The engine will feel less load in a lower gear
• The time spent on boost is significantly less in a low ger than in a higher gear
SM4 Manual by MRM-Racing V3.0
That is why we start testing the boost control in a low gear.
Don’t go full throttle right away. Start with feeling on the throttle that the boost pressure stops on
a reasonable level. If it overshoots on part throttle, it will overboost massively on full throttle.
If everything is good on first gear, then try second gear. And so on.
As a rule of thumb, it is said that the highest boost pressure will be found on third gear.
When we have come this far, we can log the boost pressure, and fine tune Boost range and
the Boost offset table to achieve the target boost.
Lets say we have made a test run, and logged engine speed, Boost setpoint and actual Boost
pressure. Then we can make adjustments in this table. And lets say the turbo spooled up just
before 4000 rpm, and that we did not pull higher than 7000 rpm to be safe.
First we check at the maximum boost pressure. Lets say that at 4000 rpm we got 235 KPA
boost instead of the wanted 250 KPA. And that we got the wanted 250 KPA at 6000 rpm. And
that we got 250 KPA at 7000 rpm, instead of the wanted 240 KPA. Then we add, 250 - 235 =
15, to the cell at 4000 rpm and 250 KPA, and then subtract, 250 – 240 = 10, from the cell at
7000 rpm and 250 KPA. (250 KPA is near to 240 KPA).
Then we extrapolate the values down to 2000 rpm and up to 8000 rpm. We leave the value at
6000 rpm since we got the boost pressure that we wanted at that engine speed.
Lastly, we copy all the values we got at the 250 KPA row to the 190 KPA row.
Then we get a table that looks like in Fel!Hittar inte referenskälla. nedan.
Modified Boost offset table
We log new test runs, and add or subtract values to the Boost offset table cells until we are
satisfied with the regulated boost pressure around 250 KPA.
We then make a temporary change to the Boost setpoint table to select 190 KPA boost over
all rpm’s. Then we log a test run at this lower boost, and modify the cells in the Boost offset
table for 190 KPA until we get exactly that boost pressure. This time we run a safe, low boost
pressure, so we can carefully pull all the way up to rev limit.
SM4 Manual by MRM-Racing V3.0
Don’t forget to change back the cells in the Boost setpoint table to the original values, like it
was in
SM4 Manual by MRM-Racing V3.0
ovan, when done with calibrating the Boost offset table.
Now we have calibrated the Boost range and the Boost offset table so that the boost control
valve gives us the boost pressure we want.
Next step is to set up the M5 / Boost modifier table.
This table can be set to all zeros. But then the boost control will always try to achieve the set
boost pressure. Even if the throttle is only half open. This will make the pressure rise before the
throttle, and in turn that the exhaust back pressure before the turbo will rise. The effect of that is
that the on/off throttle response may be a bit jerky. It also implies that the fuel consumption will
go up slightly, due to the extra work for the pistons to push the exhausts out of the cylinders.
It is beneficial to set up the Boost modifier table similar to the example in Fel!Hittar inte
referenskälla. below.
Boost modifier table
Looking at the example Boost modifier table in Fel!Hittar inte referenskälla., we can see that
if the throttle is only 80% open, the Boost setpoint will be lowered by 8 KPA, and if the throttle
is 40% open or less, the Boost setpoint will be lowered by 50 KPA.
The Boost modifier table can also be used for protection of the engine when the intake air
temperature rise to a dangerous level.
SM4 Manual by MRM-Racing V3.0
Boost modifier table with protection at high intake air temperatures
The Boost modifier table in
will protect the engine against increasing intake air temperatures by taking away from the
Boost setpoint to prevent detonation damages to the engine. The example shows that if the
intake temperature rise above 65 degrees, the Boost setpoint will start to be lowered. At 76
degrees, boost is reduced by 20 KPA. At 95 degrees it is reduced by 40 KPA. And at 100
degrees the boost pressure is reduced by 60 KPA to protect the engine.
Now we have configured the boost control.
SM4 Manual by MRM-Racing V3.0
Selecting boost table based on used gear
The first two parameters in the Boost setup menu determine which of the three available
Boost setpoint tables the SM4 will select, based on which gear we are on.
The Boost setpoint tables are where one selects the wanted boost pressure.
Parameter Boost setpoint 1-2 determines which gear ratio, (Kph/Krpm) that will select the
Boost setpoint 2 table instead of the Boost setpoint 1 table.
The gear ratio is in units of kilometers per hour times 1000 divided by the engine speed in rpm.
If the gear ratio is above the value set in parameter Boost setpoint 1-2, then Boost setpoint 2
table will be used.
For this to work, it is essential that there is a Vehicle speed signal connected to the SM4, and
that Speed setup is properly configured. See chapter about Speed setup for more information.
If we want to use the Boost setpoint 1 table on first gear, and the Boost setpoint 2 table on
gears 2 and up, then set parameter Boost setpoint 1-2 to a value in between the gear ratios of
first and second gear.
Example:
Lets say that the gear ratio on first gear is 8.78 Kph/Krpm, and the gear ratio on second
gear is 14.79 Kph/Krpm. (8.78 + 14.79) / 2 = 11.785 Kph/Krpm. Setting parameter Boost
setpoint 1-2 to the value 11.79 will make it so that the Boost setpoint 1 table is used on
first gear, and that the Boost setpoint 2 table will be used on second gear and higher.
Parameter Boost setpoint 2-3 determines which gear ratio that will select the Boost setpoint
3 table instead of any of the tables Boost setpoint 1 and Boost setpoint 2 in the same way
that the parameter Boost setpoint 1-2 works.
Selecting the Boost setpoint 3 table has priority over the other two tables. So when the Boost
setpoint 3 table is selected, the parameter Boost setpoint 1-2 is overridden. This is true for
both the ways to select Boost setpoint table. Either with the Boost setpoint parameters or
with external switches.
Lets say we don’t want the boost table to be selected based on choosen gear. Then we simply
disable it by setting both the parameters Boost setpoint 1-2 and Boost setpoint 2-3 to a very
high value that will never be reached. For example 300 Kph/Krpm.
SM4 Manual by MRM-Racing V3.0
Selecting boost table by external switches
In menu M1 / I/P Switches, up to two input switches can be assigned for selecting one of the
three Boost setpoint tables, using the parameters I/P Boost SW1 and I/P Boost SW2.
Boost setpoint table switches
If both switches are off, the Boost setpoint 1 table is selected.
If I/P Boost SW1 is on, the Boost setpoint 2 table is selected.
But if I/P Boost SW2 is on, the Boost setpoint 3 table is selected regardless of how I/P Boost
SW1 is set.
The Boost setpoint tables may be selected by any combination of gear ratio as described in
chapter 0 ovan, or external switches, and even based on internal switches.
SM4 Manual by MRM-Racing V3.0
Autronic Software User Guide
All menus may not covered here, due to software upgrades . Use F1 to bring up the on
screen help.
FileCal Menu
Open cal file
Open a previously saved calibration.
If online to an ECU at the time of opening you will overwrite the existing program in the
PC memory and temporarily in the ECU. You will be prompted with "overwrite existing
calibration" when doing this. When the program is loaded press F4 to permanently store
the program in the ECU.
• With the file window open press "CTRL" key for possible options.
Save cal as
Save calibration file as.
Save ECU program to a new file on PC hard disk.
• With the file window open press "CTRL" key for possible options.
Quick save cal
“F2” key
Quick save calibration file.
Allows the F2 key to save calibration to current selected file.
This feature only becomes active when
• You have selected a file to save
• You then select that file as "Quick save cal".
Compare
Open another file to shown the values that are different from the current calibration.
Values that are different with have a x before them. As curser is positioned over each cell
the difference is displayed at the top of the window. Example: Comp = -7.1
Once a compare file is open, you can copy compare data into calibration from table.
Change ECU type
Change ECU type.
Select between different chip versions or models. If your ECU model is not shown, ask
an Autronic dealer for the version to use.
File comment
File comments which are stored with in the file you are going to save. This stays with the
ECU and file once saved.
SM4 Manual by MRM-Racing V3.0
COPY files to
BACKUP/RESTORE files.
Copy calibration OR data log files to other drives.
Communication
“F3” key
Go on line.
PC data cable must be connected and ignition switched on. ECU calibration/program
will be loaded into PC memory.
Go off line.
Will go off line & prompt you save changes if any have been made.
Communication config
Can set up the communications and disconnect the FIFO on windows 98 ONLY from this
dialog. Click on "Advanced" and turn the FIFO tick box. Make sure the FIFO is disabled
on the windows serial port settings as this makes communication speed faster.
Windows 98.
Do this via the "FileCal"," Communications config" & click on the advanced
button & turn off FIFO.
Windows 2000,XP
This is done via "My computer" properties
1. Device manager
2. Click on Ports(COM & LPT)
3. Click on port using (ie COM1)
4. Go to properties of COM1
5. Click on Port settings
6. Click on advanced
7. Turn FIFO off and Click on OK
Exit
“Alt” + “X” key
Exits the program. Will prompt if want to save changes & store calibration in ECU if any
have changed.
Edit-window Menu
This menu has different looks depending from witch menu you came from. Some
functions are only available from some menus.
SM4 Manual by MRM-Racing V3.0
Edit-Window - Table mode
Inc small
“ =” key
Small increment. Uses the "=" key which is labelled with the '+' key.
Dec small
“-“ key
Small decrement. Uses the "-" key
Inc large
“Shift” + “=” key
Large increment. Uses the Shift + "=" key which is labelled with the '+' key.
Dec large
“Shift” + “-“ key
Large decrement. Uses the Shift + "-" key
Enter
“Enter” key
Options for Enter box.
*1.2
Multiply the cell by 1.2
*1.2/1.3
Multiply the cell by 1.2/1.3
/1.2
Divides the cell 1.2
1.2/1.3
Place constant 1.2/1.3 result in cell
XYX+
Adds to cell XYZ
XYZ Subtracts XYZ from cell
• If results are outside the cell will be shown as an error. Error can be
syntax which means cannot understand what want to do or range which
means new data will fall out of range.
Insert axis
“Insert” key
Select axis that you want to insert a line & then will prompt you for the value.
Enter value will enter the value on the axis.
SM4 Manual by MRM-Racing V3.0
Delete axis
“Delete” key
Deletes a line from a selected axis.
Edit main axis
“E” key
Edits the axis value only.
Keys
Common Keys used for particular window.
Move Right/Left/Up/Down
“Right/Left” key
Moves cursor right.
• If hold cursor down will accelerate.
Start/End table
“Home/End” key
Move to start/end of table.
Next/Prew table
“Page DN/Page UP” key
Jumps to next/prev table in the windows main menu.
Copy value Right/Left/Up/Down
“Shift” + “Right/Left/Up/Down”
Copy current focused table value to the right/left/up/down.
Maths
Copy current focused table value to the right.
Table multiplier
Multiply cells by factor.
• When in tagged mode, only modifies data from tagged cells.
Table offset
Offset cells by offset.
• When in tagged mode, only modifies data from tagged cells.
Export/Import/Print
Allows data to be exported (ie to printer or clipboard) or imported (From another file or a
compare file or the original data).
Read from external file
Reads table only from a file you select.
• When in tagged mode, only loads data into tagged cells.
• If importing into table with no sub tables, you can decide to use current
or imported axis.
SM4 Manual by MRM-Racing V3.0
Read from DIFF
Reads table only from the difference seen in calibration.
• When in tagged mode, only loads data into tagged cells.
Read from COMPARE
Reads table only from the compare file calibration.
• When in tagged mode, only loads data into tagged cells.
Import from clipboard (CSV) format
Reads data in from "Export to Clipboard (CSV) format".
This allows you to copy between tables from different screens.
• When in tagged mode, only loads data into tagged cells.
• Can import files from other ECU software programs if they have an
export function to CSV format. Copy the CSV file into the clipboard
then can import (See format). If not then manually edit the file until it
fits the format.
Format
------
Expects import data to be the following format.
Line
----
1. (Header)
2. (X items)(Comma)
3. (Y items)(Comma)
4. (0)(Comma)(X axis X item)(Comma)
5. (Y axis data)(Comma)(Data)(Comma)
6. Rest of table rows
Print
Prints page.
Export to clipboard
Sends page data to the clipboard. In a format that’s easy to past into emails etc.
Export to clipboard (CSV) format
Sends page data to the clipboard in CSV format.
Makes it easy to import into a spread sheet program.
Used also when want to copy tables between windows. Export it into
clipboard and then "Import from clipboard (CSV) format" into the table.
Attribute
Attributes are used in AUTOTUNE but can be used to show sites you have edited or do
not want changed.
SM4 Manual by MRM-Racing V3.0
Fine tune
“F” key
Sets to fine accuracy. This is shown as a green cell.
Course tune
“C” key
Sets to course accuracy. This is shown as a yellow cell.
Set user attr
“A” key
Sets the user attribute which will not allow AUTOTUNE to modify it.
Shown as a blue cell.
Clear attribute
“R” key
Clears the site attribute.
Edit attr
“CTRL” + “A” key
Edits the attribute to what accuracy you want.
Copy attr
“CTRL” + “Right/Left/Up/Down” key
Copy site attribute right./left/up/down.
View table
Can view the table in different views.
• Can zoom the table to see more detail.
• Can view as table or graph
Zoom Table
“V” key
Zooms table to full screen with out live data detail.
View table
“G” key
Converts table to 3D graph or graph 3D to table.
Find site
Finds the site that engine is running at.
Table running value
Input the axis values and software will return the table running values. Can be used to
find the value between table sites.
Manual A/F Tune
Allows manual editing of the fuel table by entering the measured A/F ratio at the site.
NOTE: If attribute set then cannot enter menu.
Setup Auto tune
Sets up the Auto tune parameters.
They are:
SM4 Manual by MRM-Racing V3.0
Accuracy, Color protection, Initial map state & sensor position (Base fuel only).
Table properties
Shows the table properties.
Sites Used.
How many sites used by table
Maximum sites
How many are possible
Also shows if any axis is common to other tables.
Tag item
You can tag cells so that only those cells are edited via tagging functions.
You may want to multiply only selected cells or load selected cells from another
calibration.
Edit-Window - Tagged Mode
Linear left to right
Linear interpolates from left to right.
• When in tagged mode, only modifies data from tagged cells.
• When in tagged mode uses the last tagged cell as basis for interpolating.
Linear top to bottom
Linear interpolates from top to bottom.
• When in tagged mode, only modifies data from tagged cells.
• When in tagged mode uses the last tagged cell as basis for interpolating.
EXP left to right
Exponential function left to right.
You can select the gradient for this.
• When in tagged mode, only modifies data from tagged cells.
• When in tagged mode uses the last tagged cell as basis for exponential function.
EXP top to bottom
Exponential function top to bottom
You can select the gradient for this.
• When in tagged mode, only modifies data from tagged cells.
• When in tagged mode uses the last tagged cell as basis for exponential function.
Edit-Window - Strip chart
Select X axis
“X” key
Selects the X axis for displaying the strip chart.
When select SEC as X axis, its a standard time strip chart but when select Engine speed
then its a XY strip chart.
SM4 Manual by MRM-Racing V3.0
Up/Down arrow keys then adjust time in an XY strip chart which is how long it goes back
through the logged data.
Zoom in/out
“Up/Down” key
Zooms graph in/out. Works in default time steps
Lines 1..4 on 1 plot
“1” key
Can select a single item to plot. If want to zoom all items plotted on line 3 to a single line
then can do it here.
Lines 1..2
“2” key
Plots data points that are specified in the Colors/ranges menu that are on line 2 or
displays line 1 and line 2 on the graph. You toggle between the two modes by pressing 2.
Makes it easy to zoom line you want to full screen quickly.
Lines 1..3
“3” key
Plots data points that are specified in the Colors/ranges menu that are on line 3 or
displays line 1,line 2 and line 3 on the graph. You toggle between the two modes by
pressing 3. Makes it easy to zoom line you want to full screen quickly.
Lines 1..42
“4” key
Plots data points that are specified in the Colors/ranges menu that are on line 4 or
displays line 1,line 2,line 3 and line 4 on the graph. You toggle between the two modes
by pressing 4. Makes it easy to zoom line you want to full screen quickly.
Graph color/spans
Options.
1. Select items to display on the graph (Space bar).
2. Set minimum and maximum graph or instrument ranges for graphing or virtual drive
(Press enter on selected item).
3. Set the line you want to graph to when graphing (Press enter on selected item).
4. Sets the color for graphing (Press enter on selected item).
Keys: Enter = Set edit limits.
Space = Select item to graph.
5. To save changes press enter & select "Save new settings" item.
• In virtual drive, "Space bar" graph select does not work. To graph an item you
create a strip chart.
• Limits adjusted here has no effect on the "PC warnings & selection" menu.
SM4 Manual by MRM-Racing V3.0
Print page
Prints the current page to printer.
Edit-Window - Display log
Move
“Right” or “Left” key
Moves cursor right or left.
• If hold cursor down will accelerate.
Move 20%
“CTRL” + “Right” or “Left” key
Moves time buy 20% to the right. Useful when want to scroll quickly but still see what
data is doing.
Zoom in/out
“Up” or “Down” key
Zooms graph in or out. Works in default time steps.
Start/End of page
“Home/END” key
Jumps cursor to start or end of current page only.
Start/End of record
“ CTRL” + “Home/END” key
Jumps to start or end of page 1
Center graph
“Space” key
Center cursor to centre of page.
Page forwards/backwards
“Page DN/Page Up” key
Jumps cursor 1 full page forwards or backwards.
View complete record
“V” key
View complete graph record so can see all the data over the logged time span.
Useful when want to see the whole data quickly. When pressing the "V" again will drop
back to the last time span.
So press "V" to view the whole graph then move cursor to where you want to examine
data then press "V" again and have it zoomed to normal again.
Graph colors/spans
Options.
1. Select items to display on the graph (Space bar).
SM4 Manual by MRM-Racing V3.0
2. Set minimum and maximum graph or instrument ranges for graphing or virtual drive
(Press enter on selected item).
3. Set the line you want to graph to when graphing (Press enter on selected item).
4. Sets the color for graphing (Press enter on selected item).
Keys: Enter = Set edit limits.
Space = Select item to graph.
5. To save changes press enter & select "Save new settings" item.
• In virtual drive, "Space bar" graph select does not work. To graph an item you
create a strip chart.
• Limits adjusted here has no effect on the "PC warnings & selection" menu.
Single line plot
“1” key
Can select a single item to plot. If want to zoom all items plotted on line 3 to a single line
then can do it here.
Lines 1..2
“2” key
Plots data points that are specified in the Colors/ranges menu that are on line 2 or
displays line 1 and line 2 on the graph. You toggle between the two modes by pressing 2.
Makes it easy to zoom line you want to full screen quickly.
Lines 1..3
“3” key
Plots data points that are specified in the Colors/ranges menu that are on line 3 or
displays line 1,line 2 and line 3 on the graph. You toggle between the two modes by
pressing 3. Makes it easy to zoom line you want to full screen quickly.
Lines 1..4
“4” key
Plots data points that are specified in the Colors/ranges menu that are on line 4 or
displays line 1,line 2,line 3 and line 4 on the graph. You toggle between the two modes
by pressing 4. Makes it easy to zoom line you want to full screen quickly.
Insert overlay
“Insert” key
Inserts overlay files.
When found matching logged items will show the running cursor value on the status line.
This is only shown to the 1st overlay file. Overlay files can be offset in time.
When more then two overlay files opened will show lines with different symbols.
Statistics
“S” key
When no data marked will show statistics on complete data record.
When marked only shows statistics on marked data. Statistics are the following with in
the time range. Minimum & maximum, Mean, Rate(Units/sec from last time range to first
time range only, not the average) & standard deviation.
Press ENTER for options to export. Can export to clipboard or printer.
SM4 Manual by MRM-Racing V3.0
Mark block
“T” key
Starts or stops a marked block.
Press "T" then move cursor or click with mouse to position want to mark then press "S"
for statistics on this data. "T" again to clear.
Next/ Prev tab
“L” or “K” key
Jumps to the next or previous tabbed item in the current window.
• This is common to all tabbed items in this window so do not have to uses mouse
to jump between tabs.
Print page
Prints the current page to printer.
Print all
Prints all the pages at the current time span. Larger time span means less pages to print.
Edit-Window Monitor – Virtual dash
Insert instrument
“Insert” key
Insert an instrument.
They can be a Normal, Bar graph, Dial or stripchart.
Delete instrument
“Delete” key
Deletes a focused instrument
Edit instrument
“E” key
Edits a the focused instrument. Can change it from a dial to a stripchart.
Open screen layouts
Opens exiting screen layouts.
The preview screen shows how the screen layout looks. Crosses across the instrument
means, that item will not be loaded into the screen. Reason is, the live variables in that
item, does not exist in the current log file.
Save screen layouts
Saves current screen layout.
Crosses across the instrument means, that the item will not be seen in the current screen
if loaded.
Graph colors/spans
Options.
1. Select items to display on the graph (Space bar).
SM4 Manual by MRM-Racing V3.0
2. Set minimum and maximum graph or instrument ranges for graphing or virtual
drive (Press enter on selected item).
3. Set the line you want to graph to when graphing (Press enter on selected
item).
4. Sets the color for graphing (Press enter on selected item).
Keys: Enter = Set edit limits.
Space = Select item to graph.
5. To save changes press enter & select "Save new settings" item.
• In virtual drive, "Space bar" graph select does not work. To graph an item
you create a strip chart.
• Limits adjusted here has no effect on the "PC warnings & selection" menu.
Edit-Window - Virtual drive
Insert instrument
“Insert” key
Insert an instrument.
They can be a Normal, Bar graph, Dial or stripchart.
Delete instrument
“Delete” key
Deletes a focused instrument
Edit instrument
“E” key
Edits a the focused instrument. Can change it from a dial to a stripchart.
Play
“Space” key
Plays or stops the virtual drive.
Forward/Backward
“Right/Left” key
Move forward or backward in time.
Start/End of record
“Home/END” key
Jumps to start or end of page (start/end of logged data)
Open screen layouts
Opens exiting screen layouts.
The preview screen shows how the screen layout looks. Crosses across the instrument
means, that item will not be loaded into the screen. Reason is, the live variables in that
item, does not exist in the current log file.
Graph colors/spans
Options.
SM4 Manual by MRM-Racing V3.0
6. Select items to display on the graph (Space bar).
7. Set minimum and maximum graph or instrument ranges for graphing or virtual
drive (Press enter on selected item).
8. Set the line you want to graph to when graphing (Press enter on selected
item).
9. Sets the color for graphing (Press enter on selected item).
Keys: Enter = Set edit limits.
Space = Select item to graph.
10. To save changes press enter & select "Save new settings" item.
• In virtual drive, "Space bar" graph select does not work. To graph an item
you create a strip chart.
• Limits adjusted here has no effect on the "PC warnings & selection" menu.
Menu M0
User ID String
User ID string is shown on top of screen. This is saved inside ECU calibration program.
Store cal in ECU
Make changes permanent inside ECU. The F4 key is the shortcut to this feature.
• If you have saved the calibration to disk before this, then can always load the
calibration back again.
Undo Store
Undo stores that have been performed.
When doing comparisons on different maps settings, tune then store, then tune new
values then store. You then can quickly jump between two settings by selecting each
store.
Undo Store shows which table was opened when store and the time stamp.
SM4 Manual by MRM-Racing V3.0
ECU Error history
Must be on-line. Shows errors recorded in ECU.
Status
Now
Error is now present.
Recent
Error was recent.
ECU telltales
Telltales (Maximum or minimums) recorded inside the ECU.
Only valid when on-line.
"Knock record at" records the boost pressure, engine speed and coolant temperature that
the "Knock retard threshold" was reached.
Reset ECU telltales by pressing enter once dialog open.
Stepper power reset
Resets the stepper.
• Setup stepper in "M1,O/P setup" menu.
See Monitor-I/O for stepper position
Monitor – Normal
Monitors the selected variable only.
This give a faster Packets/sec rate on the PC data logging as compared to Monitor all.
Parameters selected in the Logger "PC warnings select" menu are shown here.
Useful when ECU is password protected or do not want a table opened to display live
data.
• When ECU is password protected, some live data parameters will read zero.
• This is the default window when ECU goes on-line. Press "ALT" or escape key to
access menus.
Monitor – Engine
Monitors ECU ENGINE variables.
This gives a slower Packets/sec rate as all request variables must come from ECU.
Useful when ECU is password protected or want to monitor a variable quickly.
Want to check what the throttle volts is in volts as compared to percent.
• When ECU is password protected, some live data parameters will read zero.
Monitor – Sensors
Monitors ECU SENSOR variables.
This give a slower Packets/sec rate as request all variable from ECU.
Useful when ECU is password protected or want to monitor a variable quickly.
Want to check what the throttle volts is in volts as compared to percent.
• When ECU is password protected, some live data parameters will read zero.
Monitor – I/O
Monitors ECU I/O variables.
This give a slower Packets/sec rate as all request variables must come from ECU.
Useful when ECU is password protected or want to monitor a variable quickly.
Want to check what the throttle volts is in volts as compared to percent.
• When ECU is password protected, some live data parameters will read zero.
SM4 Manual by MRM-Racing V3.0
Monitor GPC
Monitors ECU GPC(General purpose control) variables.
This give a slower Packets/sec rate as all request variables must come from ECU.
Useful when ECU is password protected or want to monitor a variable quickly.
Want to check what the throttle volts is in volts as compared to percent.
• When ECU is password protected, some live data parameters will read zero.
Monitor – Virtual dash
Monitors via a custom screen that can be made up of instruments and strip charts, that
can be imported from virtual drive screen layouts.
To get data in stripcharts, PC logger has to be running. See "Logger" menu for more
information. When exiting screen, the current screen layout will be saved as
PCDASH.SCR.
• When ECU is password protected, some live data parameters will read zero.
WARNING:
Range of instruments is changed under
"Graph colors/spans" but the warning limits it under the "PC warnings & select". "Graph
colors/spans" will not give ANY warning if data goes out of that range.
Menu M1
Base Settings
Primary fuel method:
BARO & MAP
Engines with less then one throttle butterfly per cylinder, with or without
turbocharger. Set "Base Fuel delivery" y axis as LOAD.
Multi-throttle turbo engines OR Multi-throttle non turbo engines.
(Note pressure readings needs to be after butterfly)
Set "Base fuel delivery" y axis as Throttle.
BARO & TPS
Non turbo multi-throttle engines. (These can also be BARO & MAP)
Set "Base fuel delivery" y axis as Throttle.
SM4 Manual by MRM-Racing V3.0
Engine Cycles:
Options - 4 Stroke or 2 stroke engine.
Overall fuel calibration Multiplier:
OVERALL FUEL MULT = 8.112 * D / I
D = Cylinder volume (in c.c)
I = Injector flow rate(in c.c/minute) @ operating pressure.
This value is used to get the numbers in the main fuel table within the 0 to
200 range. e.g:- If this value is too small you may need numbers bigger
then 200 in the fuel table. This value is only for this purpose and can be
changed from the calculated value on startup to get the engine running,
rather than changing the main fuel table numbers.
Comp Ratio:
Compression ratio of the engine.
Clear Flood TPS:
Clear flooding throttle limit.
Amount of throttle opening required beyond which no fuel is injected during
cranking. Default=90.0
Stoic A/F Ratio:
Stoichiometric air fuel ratio.
The exact air-fuel ratio to completely combust a fuel. Used by CLC (Closed Loop
Control) Default=Petrol engines 14.7.
Ignition Setup
Ignition Ouputs:
When creating custom firing order/angles, start with the closest type from list
and then modify in advanced. For firing order changes, modify "Start at
Event" in advanced mode only.
NOTE: See "I/P Analogs, I/P Baro". When manifold sensor not connected
to the manifold OR you have a seperate baro sensor, set "Baro update" to
"Sensor" else use the "Baro press estimate".
NOTE: If changed the fuel pressure then can compensate this number by
multiplying by Square_Root(Last_fuel_press/New_fuel_press)
SM4 Manual by MRM-Racing V3.0
TS=Twin spark (engine with twin spark plug per cylinder)
WS=Wasted spark with (Multi-coil)
SC=Single coil
MC=Multi-coil (one coil per cylinder)
Mux=External multiplexer required to create extra spark events.
4C/6C-Tacho=Spare ignition O/P used as tacho signal
NOTE
TS(Twin spark) split can be setup in Advanced, "Ignition Base angles" or "M2,
Ignition trims, Ign cylinder trims".
Major trigger/injection events per cycle.
Some of the common options are,
O/P 1..1 4cyl-SC. (Four cylinder engine with a distrubtor and single coil)
O/P 1..4 4cyl-MC. (Four cylinder engine with four coils)
O/P 1..2 4cyl-WS. (Four cylinder engine with two double ended coils)
O/P 1..1 6cyl-SC. (Six cylinder engine with a distrubtor and single coil)
O/P 1..3 6cyl-WS. (Six cylinder engine with three double ended coils)
O/P 1..4 6cyl-Mux. (Six cylinder engine with six coils and Multiplexer)
O/P 1..1 8cyl-SC. (Eight cylinder engine with a distrubtor and single coil)
O/P 1..4 8cyl-WS. (Eight cylinder engine with four double ended c
Ignition Trigger Edge:
Options are,
-ve edge (DWELL)
+ve edge (DWELL)
-ve edge (PULSE)
+ve edge (PULSE)
For coils with internal igniter modules or If using external dumb modules
select -ve edge (DWELL)
Bosch 124, 200, 211, 300 or other dumb ignition modules. Select -ve edge
(DWELL)
Ignition systems like Honda , that use inverted dwell, select +ve edge (DWELL)
Autronic R500 CDI select -ve edge (PULSE)
MSD or Crane HI-6 select +ve edge (PULSE)
!!COILS WITH DWELL CONTROL!!
WARNING: MAKE SURE POWER IS REMOVED FROM THE COILS WHEN
SETTING THIS UP. MAKE SURE THAT DWELL, IGNITION TRIGGER EDGE AND
NUMBER OF COILS IS SETUP AND CHECKED BEFORE APPLYING POWER
NOTE
"Ignition dwell table" is used both in dwell or pulse mode.
SM4 Manual by MRM-Racing V3.0
Ignition Delay Time:
Ignition delay time.
Delay Time between ECU ignition command and commencement of spark.
Default=10.
Ignition Retard Clamp:
Minimum ignition timing allowed.
Can be used set limits for distributor cap ignition systems, so spark will not jump
to another spark plug lead tower when using antilag.
For Distributors the default setting is -40
Ign Advance Clamp:
Maximum ignition timing allowed.
Can be used set limits for distributor cap ignition systems, so spark will not
jump to another spark plug lead tower at maximum advance.
For Distributors the default setting is 50
Ignition Dwell Table
This table is only effective if using Dwell in menu Dwell Control Mod.
If you do not have the correct dwell setting for this table then, see the "How to find
the correct dwell time" under Dwell in this manual.
COIL TYPE
TYPICAL CHARGE
TIME
COIL ON PLUG
1.8 MS
DUAL POST COIL
3.5 MS
SINGLE STANDARD COIL
2.5 MS
SINGLE FAST CHARGE COIL
2.0 MS
Ignition coil dwell time table. Dwell can be setup based on engine rpm and up to 14
other Y axis parameters. See "M1-Table Axis Setup".
The default for the Y axis is Battery Voltage.
Injectors
Injectors
Injector selection. Select your injectors or similar, If you not find yours contact your
dealer for correct settings. If paralleled up two low current injectors, select [Pair]
option. High current injectors do not have this option.
Inj group 5..8
Injector groups 5..8 currents. Can be set different to main group 1..4
NOTE: DWELL TIME IS CRITICAL ON SOME COILS.
MAKE SURE THAT DWELL TABLE TIME DOES NOT EXCEED
MANUFACTURE SPECIFICATION. IF DWELL CONTROL ENABLED, THIS
MENU SHOULD ONLY BE EDITED BY AN EXPERIENCED OPERATOR.
SM4 Manual by MRM-Racing V3.0
• When main group low current injectors but using [pair] which is hi-current, then set
this group 5..8 to High.
I/P Cylinder & sync
Cylinder and sync patterns, sensors type, edges to trigger, cylinder I/P lead angle (So
ignition timing reads same as timing light).
Cyl & Sync pattern
Options:
• Pulse per cycle
• Ford TFI
• Mitsubishi special
• Mitsubishi EVO 1..9
• Subaru 1994-00
• Subaru 2001-05
• Pre-scalar
Pre-Scalar
EFP divider factor:
Number of teeth per engine cycle divided by "Trigger events/cycle".
Example
60 minus 2 trigger(4 stroke)
4 cyl=(60*2/4)=30
60 minus 2 trigger(2 stroke)
6 cyl=(60*1/6)=10
Typical
60 tooth 4 stroke
4 cyl=30
5 cyl=24
6 cyl=20
8 cyl=15
10 cyl=12
12 cyl=10
36 tooth 4 stroke
4 cyl=18
6 cyl=12
8 cyl=9
12 tooth 4 stroke
4 cyl=6
6 cyl=4
8 cyl=3
NOTE: Set TDC spacing for odd fire under "Engine setup".
NOTE: Sync/Cyl range 20%..80%. Optimum=50%
SM4 Manual by MRM-Racing V3.0
Divider offset:
Adjust until "Sync/Cyl" is between 20%..80%
Typical
Subaru WRX 01..05=16
NOTE
Cannot be larger then "EFP divider factor"-1.
Number of missing teeth:
Typical
0=Pre-scalar only.
1=36-1 Ford type.
2=60-2 Motronic type and 36-2 Toyota type.
Sync on missing pulse:
Enabled for single sensor triggering.
Typical=Disabled
Enabled
4 stroke with missing teeth on the camshaft once per engine cycle.
2 stroke with missing teeth once per engine cycle.
Cylinder Sensor
Cylinder sensor type
1. Reluctor
Sensor polarity must be as follows. On plus input pin, wave should rise first
then fall through trigger point.
2
.
2. Hall
Connect sensor to +ve input pin only. No connection to -ve input pin allowed.
Either shorten -ve input lead back to shield or cut wire near connector pin.
All two wire sensors are magnetic. Some three wire sensors are also magnetic.
Three wire sensors with power supply are Hall Effect.
Cylinder trig edge
Cylinder trigger edge.
Which edge to trigger on.
1. Rising
2. Falling
NOTE: TRIGGER EDGE MUST BE FALLING EDGE ONLY FOR RELUCTOR
SENSORS.
SM4 Manual by MRM-Racing V3.0
3. Rising and falling (select this for Ford TFI trigger)
.
Cylinder I/P filter
Cylinder I/P filter.
Subaru WRX 01..04=Fast
One pulse per TDC=Slow
Sync pulses
Default=0
Sync sensor
Sync sensor type
1. Reluctor
Sensor polarity must be as follows. On plus input pin, wave should rise first then
fall through trigger point.
2
.
2. Hall
Connect sensor to +ve input pin only. No connection to -ve input pin allowed.
Either shorten -ve input lead back to shield or cut wire near connector pin.
All two wire sensors are magnetic. Some three wire sensors are also magnetic.
Three wire sensors with power supply are Hall Effect.
Sync trigger edge
Sync trigger edge.
1. Rising
2. Falling
Sync I/P signal
Enabled: If no sync I/P signal, ignition is inhibited. Multi-coil engines needs a sync
I/P.
Disabled: Single coil engines will run with no sync I/P. However, the injection
angle will be wrong.
NOTE:
Slow = Crank pulses < 10 per 360 degrees
Fast = Crank pulses 10+ per 360 degrees
NOTE: TRIGGER EDGE MUST BE FALLING EDGE ONLY FOR RELUCTOR
SENSORS
NOTE: TRIGGER EDGE MUST BE FALLING EDGE ONLY FOR RELUCTOR
SENSORS.
NOTE1:TRIGGER EDGE MUST BE FALLING EDGE ONLY FOR
RELUCTOR SENSORS.
SM4 Manual by MRM-Racing V3.0
Cyl I/P lead
Cylinder Input lead angle.
The number of degrees BTDC the cylinder pulse trigger edge occurs.
Default=60.0 degress
When "Cyl & sync pattern"="SUBARU 01..04"=70.0
Trim up ignition timing so screen and timing light read same.
Digital angle filter:
Fast = Use with precision crank mounted triggers only.
Slow = Cylinder trigger sensor is on the distributor or crank trigger teeth spacing
are of poor quality.
I/P Switches
The I/P Switch menu is used to enable and configure auxiliary input functions. Inj 6,7 & 8
can be used as switched inputs if not used for fuel. Also HIS 1, 2 & 3 can be used. The
analog inputs but can be used as input switches if a pull-up resistor is used, see wiring at
the end of this manual. Two different I/P channels can use same analog input pin, some
I/P channels can have different thresholds for turning on/off functions at a specific
voltage.
When selecting an input channel some functions will be available through other menus
like I/P Traction control, launch control, WOT and more. Some auxiliary functions may
also need to be configured under O/P Setup to be available like Anti-Lag and others
before the menu will be available.
Chose a function and press “Enter” and you will be directed to a list of selectable inputs,
variables or just enabling a function without any input pin (Continuous) .
Example below:-
Select I/P Launch press “Enter” then select continuous press “Enter”, the function
will now always be on. If using a speed sensor and configure Launch under menu
M5 Launch Control you will have a fully automated Launch control. Anti-lag select
channel 3, Boost SW1 select channel 7 Inverted (press key “i” before enter).
SM4 Manual by MRM-Racing V3.0
The Boost SW1 that is inverted means function is normally on and off when channel 7 is
grounded. A function that is inverted will be on (even if the wire is not connected at all)
and when grounded off.
Some channels have selectable thresholds; if set to 50% the channel switch at 2.5 Volt
(I/P analogs are 0 - 5 volt, 0% =ground and 100% = 5 volt).
If set to 20% it will switch at 1.0 Volt. If you want a I/P function that is off at 0 to 1.0 volt
and on at 1.1 to 5.0 you select threshold 20% and Inverts the I/P (if not inverted it will be
on 0 to 1.0 volt and off at 1.1 to 5.0).
The I/P GP functions can be used to store variables and using it in other functions like
GPC.
SM4 Manual by MRM-Racing V3.0
O/P Setup
The O/P Setup menu is used to enable and configure auxiliary functions.
Some functions need an output to be enabled. Some functions that have no physical
output can select "ON-No O/P" which enables the function, but to no pin.
Stepper motors need to select the O/P pins then the stepper sequence(Properties).
H-Bridge types, need both sides of the bridge for this to function. You will need to select
push/pull type drivers.
When problem with O/Ps, this menu is shown red with the status "Conflict".
Some outputs can be paralleled for increased output current rate.
Chose a function and press “Enter” and you will be directed to a list of selectable outputs,
variables or just enabling a function without any output pin.
Some outputs have more submenus like PWM, Stepper and if selecting Multi select O/P
for increased output current. Move to the right with “Arrow” key and press “Enter” for
editing the submenus.
Most outputs pull to ground when enabled, but the Ignition outputs (if available) and
stepper outputs are push-pull type and switch between +12 Volt and ground, when
inhibited or not used they are potential free.
See Output Channel Electrical Characteristics in this manual for further information.
Example Anti-Lag and no output pin are used:-
Select O/P Anti lag press “Enter” chose On-No O/P press “Enter”. Anti Lag can
now be configured under menu M5 – Anti Lag.
Example Boost control to PWM 5 O/P:-
Select O/P Boost press “Enter” chose PWM 5 O/P press “Enter”. Move to the right
with “Arrow” key to “Properties”, press “Enter” and select frequency for the boost
solenoid to operate at, 20Hz (select 19 in menu) is normal for Autronic small boost
solenoid.
Example GPC 1 O/P to the four Stepper outputs for increased output current:-
SM4 Manual by MRM-Racing V3.0
Select O/P GPC 1 press “Enter” chose one mR type (Multi Re-direct), press
“Enter”. Move to the right with “Right Arrow” key to “Invert & Select”, press “Enter”
and select the desired outputs (you chose more than one here) with “Space Bar”,
press “Enter”. You can also select the fervency like the example above.
Inverting an output;
When inverting an output it actually inverts the function, if using an output table as below;
If output is inverted (press “i” when selecting output) and table look like above the output
result would be like this;
Tip:-
If using a Push-Pull output (Stepper & Ignition O/P) and invert you can use it for
supplying power (instead of ground, as most outputs) to a Shift-light, Error light,
Fan relay or others that needs power (+12 volt) instead of ground.
As said earlier the Push-Pull type switch between +12 volt and ground, when
inhibited or not enabled the output are potential free.
When you invert a Push-Pull output it is actually like shifting output polarity, If you
connect one Push-Pull output to a stock fan relay and fan stops instead of starting
you just needs to invert the output.
I/P Analogs
Setup and liniearizes analog I/Ps
SM4 Manual by MRM-Racing V3.0
• Manifold pressure (External or internal)
• Throttle position (Self learn or fixed)
• Air temperature (Autronic, NTC etc..)
• Water temperature (Limp home also)
• Battery voltage
• Air fuel ratio
• Baro (Setup also)
• EBP (Setup also)
Other general purpose analog I/Ps
• Oil pressure
• Oil temperature
• Fuel pressure
• Fuel temperature
• Exhaust temperature
Diagram displaying Offset & Span when using function Linear
Note that each A/D channel only can have one setting, like threshold, span & offset or
Linearization table. If you adjust the A/D channels input, see below.
It will affect all other Analogs that use same A/D Channel.
SM4 Manual by MRM-Racing V3.0
I/P Manifold
Manifold pressure input select. Enter for more pre-defined sensors.
Default=Internal
USER DEFINED=Define internal or external (On some models only), span and
offsets.
I/P TPS
Input Throttle position sensor
Span & offset can be configured manually, but calibration should normally be done
as follow;
1. Ignition switch on, engine stopped.
2. Disconnect throttle position electrical connector for at least 20 seconds.
3. Reconnect throttle position electrical connector.
4. Ensure that throttle is closed for at least 5 seconds.
5. Fully open the throttle for at least 5 seconds.
New limits of throttle travel will have been learnt and stored in the ECU during the
above procedure. Additional ECU functions ensure that throttle stops and sensor
wear are compensated for over the life of the engine. The above procedure need
only be repeated if the butterfly / sensor assembly is serviced or replaced.
I/P Air Temp
Input air temperature sensor.
Options;
• Autronic standard(Pre defined lookup)
• NTC(Pre defined lookup)
• Linearization 1..4(Uses linearization tables 1..4).
• Linear(Custom span and offset for linear sensor).
I/P Coolant
Input air temperature sensor.
Options;
• Autronic standard(Pre defined lookup)
• NTC(Pre defined lookup)
• Linearization 1..4(Uses linearization tables 1..4).
• Linear(Custom span and offset for linear sensor).
I/P Batt
Battery voltage.
Linear is only option.
NOTE, May be trimmed to read correct volts.
I/P A/F Ratio
Input air fuel ratio sensor.
Select the analog channel that’s A/F sensor is connected too.
• For A/F control, must be in air fuel ratio units only.
• This is a general purpose input so can be linearized to any scale.
I/P Spare A/F
Spare input air fuel ratio sensor.
Select the analog channel that the A/F sensor is connected too.
SM4 Manual by MRM-Racing V3.0
• For A/F control, must be in air fuel ratio units only.
• This is a general purpose input so can be linearized to any scale.
I/P EBP
EBP input channel.
Analog channel for exhaust back pressure.
If EBP error detection enabled, make sure that the EBP limp home table is
mapped.
I/P Baro
Barometer input.
Selects the analog channel for barometric sensing.
Default=Manifold pressure
When manifold sensor not connected to the manifold OR you have a separate
baro sensor, set "Baro update" to "Sensor".
If manifold sensor connected to manifold, and do not have a separate baro
sensor, set "Baro update" to "Table" and tune the "Baro press estimate" table.
Baro press estimate
If ECU has no extra baro sensor, then ECU can estimate the baro pressure
by specifying the pressure drop across the butterfly.
Recommended when throttle/pressure mapping a non turbo engine.
NOTE: -Ve number disables correction.
I/P Analog 1 – 4
Setup an analog channel to be linearization and then written to the destination
channel.
• Some sensors need pull up resisters.
• Make sure reading is correct for the whole span of the analog input range
(0..100%).
• Make sure that extra sensor do cause interference with engine sensors.
• Make sure that analog channels do not write to same variable.
Linearization 1 – 4
Linearization table.
Analog channels can use these tables.
• If use the same type of sensor more then once, you can linearize this
sensor and use the same linearization table for each sensor. That is why
the linearization table has no units.
• To see which analog inputs use this table, look at menu.
• Tables axis is in ECU ROM. This is fixed.
SM4 Manual by MRM-Racing V3.0
I/P HSI
High speed inputs.
Setup
• Vehicle speed.
• Digital air flow meter
• Variable camshaft input
I/P HSI 1&2
Input HSI 1
Select functions
Disable=None
Cam 1=(Camshaft position 1). For camshaft control, need to setup
"Variable cam setup" and "GPC"
Trigger edge
Pulse trigger edge.
"SUBARU 01..04 pnp"=-ve edge ONLY.
"SM4"
Reluctor sensor type.
Must fit external reluctor interface & MUST select +ve edge.
Hall.
Can be +ve or -ve edge or divide by 8.
NOTE1
External reluctor sensor setup. Sensor polarity must be as follows. On plus
input pin, wave should rise first then fall through trigger point.
NOTE2
Vehicle speed I/Ps, recommended 6 teeth per rev.
HSI scale factor
I scaling factor.
Scales I pulse inputs.
I/P I as
Disabled=(Scale not used)
Cam position=(Set to 1.0000)
Road speed=(Meter/Pulse or Wheel circumference(meters) divided by
number of pulse per rev)
I/P HSI 3
Input slow HSI 3
Select functions
Disable
Vehicle speed (Recommended for vehicle speed I/Ps with <10 pulses/rev)
HIS slow scale
HSI scaling factor.
Scales HSI pulse inputs.
Recommended for vehicle speed I/Ps with <10 pulses/rev
I/P HSI as
SM4 Manual by MRM-Racing V3.0
Disabled=(Scale not used)
Road speed=(Meter/Pulse or Wheel circumference(meters) divided by
number of pulse per rev)
CLC A/F Ratio
Closed loop control air fuel ratio.
For adaptive correction of air fuel ratio.
Here you enable and configure the CLC (closed loop control). CLC is used to correct air
fuel ratios to maintain Stoichiometric air fuel ratio of 14.7:1 to unsure correct operation of
catalytic converter.
For the CLC to operate correctly the engine must be first tuned within 1 or 2% of
required CLC air fuel ratios.
The CLC has two modes, ECU internal C/L and open loop lean hwy (highway), see
below.
For ECU internal C/L to work you need to have a O2 sensor connected to the SM4 and
configured under I/P ANALOGS – I/P A/F Ratio.
CLC only operates when the engine is no longer in warm up enrichment. The highway
mode is optional, and can be selected in the software set up. Highway mode is achieved
when the ECU logic determines the engine is in highway mode.
The Open Loop air fuel table is used to setup ECU internal C/L and open loop lean hwy
AF ratios.
The CLC will only operate on air fuel ratios Stoichiometric (14.7) or leaner. In internal C/L
it will ignore air fuel ratios leaner than stoichiometric and maintain stoichiometric air fuel
ratio.
Typhical stoichiometric volts for normal 4-wire Bosch O2 sensors are 0,640 Volt.
SM4 Manual by MRM-Racing V3.0
Variable Cam Setup
Variable camshaft setup.
Sets the error tolerance and camshaft offsets.
NOTE: Need to setup the "I/P HSI" channel and GPC(General purpose control) for
camshaft feedback.
Gearing Ratios
Gearing Ratios are set for each gear so the SM4 can determine which gear is in use.
Used for different boost maps on different gears, Traction control and displaying selected
gears in the log.
The value corresponds to vehicle Kph at 1000 rpm in each gear.
Example:-
Diff ratio = 4.10
Gear ratio = 3.874
Tyre rolling = 2.1 meter each turn
(1000 / 4.10 / 3.874) x 2.1 = 132.2 meter/min
(132.2 x 60 / 1000) 7.93 Kph/1000 RPM
Air flow Sensor
Air flow sensor are set up here, consult your dealer.
Limp Home Tables
Limp Home tables are used as a backup in case of sensor failure.
Setup limp home tables
1. Manifold pressure
2. Throttle position (TPS)
3. Exhaust back pressure(EBP)
• Coolant temperature limp home is setup under "I/P Analogs", "I/P Coolant".
Limp home Manifold
Calibration table that allows the throttle position sensor to act as a back-up in the
event of a pressure sensor failure, thus ensuring almost normal engine operation.
This is used for limp home in applications where pressure is the primary engine
load input.
Limp home TPS
Calibration table that provides a limp-home function if the throttle position sensor
is faulty. This table uses the same engine speed calibration sites as the manifold
pressure failure table limp-home table. Calibration range is 0 to 100% in 0.1 %
increments.
Limp Home EBP
Calibration table that allows the manifold absolute pressure sensor to act as a
back up in the event of this pressure sensor failure, thus ensuring almost normal
SM4 Manual by MRM-Racing V3.0
engine operation. This is used for limp home in applications where pressure is the
primary engine load input.
Calibration range is in KPa(Gauge).
Advanced Setup
Setup the engine TDCs for ignition and fuel odd fire/dual injector engines.
THIS IS AN ADVANCED FUNCTION.
Base angles (IGN)
Base angles (Ignition).
First make sure that you coils, number of cylinders, ignition edges and dwell
control mode is set as changing any of these later on, will remove your custom
TDC setup.
Also make sure that "Engine setup","TDC spacing" is set to a known setup.
Now edit the angles at each TDCs to suit your engine.
N
O
T
E
Rotary, set base splits and tune "M1,Ignition trims,Ignition cylinder trims"
Base angles (Fuel)
Base angles injection.
First make sure that you coils, number of cylinders, ignition edges and dwell
control mode is set as changing any of these later on, will remove your custom
TDC setup.
Also make sure that "Engine setup","TDC spacing" is set to a known setup.
Now edit the angles at each TDCs to suit your engine.
N
O
T
NOTE:
FOR STAGED INJECTION, TURN INJECTORS ON/OFF BY SETTING
INDIVIDUAL CYLINDER TRIMS TO 61.7% FOR OFF STATE.
M1 tables axis setup
Any table that can have the x or y axis changed are setup here.
NOTE, Some of these axis may be in sub menus.
Menu M2
Base Fuel Delivery
Basic fuel delivery calibration table providing fine (0.1%) adjustment of fuel. This table,
the engine "load", barometric pressure and corrections dependent upon intake and
coolant temperature, acceleration and deceleration and external trims determine the
actual rate of fuel delivery for all engine operating conditions. The table data values being
a representation of the engines "Volumetric efficiency" allows considerable simplification
of the calibration procedure. Up to 32 engine speed and 16 engine load dependent
calibration sites may be chosen at random calibration intervals giving up to 512
adjustment points.
WARNING
BASE ANGLES (IGN) NEEDS TO BE IN INCREASING ANGLES ONLY.
ROLL OVER FROM 720 TO 0 IS OKAY, AS THE ANGLES ARE STILL
COUNTING UP.
WARNING
BASE ANGLES (FUEL) DOES NOT HAVE TO BE IN INCREASING ANGLES
LIKE "BASE ANGLES (IGN)".
SM4 Manual by MRM-Racing V3.0
The engine load variable used in this table and others that follow below is a function of
throttle position if throttle position is chosen as the primary input and a function of
manifold absolute pressure if pressure is the primary input.
Values in the table are just numbers and do not relate to anything. Increase values to
richen and decrease to lean.
You can modify directly from taken A/F ratio readings by using Manual Tune or by
correcting via a data logged file under mixture tables.
Also see Cylinder fuel trims,AUX fuel comps,Charge temp estimate, Baro press estimate,
accelerator pumps warm up/cold start compensations.
See "M1,Base settings" for Fueling overall multiplier and primary fuelling method.
Main Ignition Timing
Base ignition timing table can be setup as throttle position or manifold pressure mapping
on the Y axis. Set this up under "M2 tables axis setup".
When pressure mapping, the LOAD values relate to absolute manifold pressure in Kpa.
e.g:- LOAD 50% = -50 kpa
LOAD 100% = 0 kpa
LOAD 200% = 100 kpa
Values in the table are actual degrees of ignition timing. Ignition modifiers can be setup
under "Ignition trims".
Make sure ignition advance, retard limits are not exceeded. (See "M1,Engine settings")
Overrun ign Timing
Engine speed dependent ignition timing calibration for stable combustion under closed
throttle conditions. The adjustment range is the same as the base ignition timing calibration
table above. The table comprises a single row using the same engine speed calibration
sites as the base fuel delivery table above.
Overrun ignition timing can be used to set the engine ignition timing on deceleration.
Adding values similar to the light load values in the main ignition table can soften the
transition from normal running and deceleration. This also can help engine breaking if all
values are set to 0. Overrun ignition timing can have modifiers under "M2, Ignition trims".
Overrun limits can be set under "ECU limits setup" menu.
Injection angle
Injection angle in crankshaft degrees. Value can be from 0 to 717.Default value = 360
degrees .Change this value to find the optimum injection angle.
Calibration of the actual positioning of the fuel injection pulse within the engine cycle,
dependent upon engine speed and engine load. Calibration may be selected at up to 20
engine speed sites and 5 engine load sites with a resolution of 2.8 crankshaft degrees.
Tune example: With the engine idling, hold down the + or - key to increase or decrease the
end angle value at the idle rpm site in the table. Keep sweeping back and forwards from 0
to 720 deg until you find the point where the engine runs the roughest.
There will be two rough points, pick the roughest and make the value in the table 50 less
then this value. The high rpm settings will need a dyno to find the correct value, but as a
guide make them about 40 less then the idle value.
NOTE
If A/F ratio is changing with different air temperatures, see "Change temp estimate"
SM4 Manual by MRM-Racing V3.0
Example:- Roughest point at idle = 370
370 - 50 = 320
RPM
1000 6000
320 280
NOTE: Y axis also used by Injection cylinder trims.
Target A/F
Target A/F ratio table.
Used by CLC (Closed Loop Control) and Autotune as the target air fuel ratio.
Set air fuel ratio values you require CLC or/and Autotune to tune the engine too.
Below is an example table for a turbocharged engine. There are many engine variables
that affect the required air fuel ratio, plus fuel octane and the application the engine will
be used. A engine used for drag racing can use leaner mixtures than an endurance
engine.
RPM
Load
1000
1500
2000
3000
4000
6000
30
13.5
13.5
14.7
14.7
14.7
14.7
50
13.5
13.5
14.7
14.7
14.7
14.7
70
13.5
13.5
14.7
14.7
14.7
14.7
90
13.5
13.5
13.5
14.7
14.7
14.7
100
12.7
12.7
12.7
12.7
12.7
12.7
150
11.8
11.8
11.8
11.8
11.8
11.8
200
11.2
11.2
11.2
11.2
11.2
11.2
220
10.8
10.8
10.8
10.8
10.8
10.8
A/F ratio table.
Fuel trims
Sub menus contain
• Individual cylinder trims 1..8
• Auxiliary fuel compensations 1..3
• Charge temperature estimation table
• Baro pressure estimation table
X & Y axis setup in "M2 tables axis setup".
NOTE, If any trims set, will be shown as "ON".
WARNING THESE SETTINGS IS ENGINE DEPENDENT.
WARNING
Using different values at high rpm from low rpm can make the engine to stumble at
some rpms. Try to one value only.
SM4 Manual by MRM-Racing V3.0
Inj Cylinder Trims 1-8
Injection cylinder trims
Individual calibration trim tables for each injection group (ie:-cylinder) to correct for
injector calibration differences or individual cylinder efficiency differences due to
non-ideal manifold.
If you want an extra AUX fuel compensation table, you can uses these tables as
long as you use the same compensation value for each cylinder
Y axis is setup under "Tables axis setup"
Aux Fuel Comp 1
This table can be used as and external mixture correction (ie idle mixture control).
You select the analog channel under "M2 tables axis setup" and the analog
channel percentage is percentage of correction applied.
ie AUX Fuel comp 1=1.2 which is 20% correction.
Analog channel=100%
Formular for gain is (Analog channel-50%)
+ve = multiply
-ve = divide.
Maths is 0.2*(1.0-0.5)=0.1
This will give an AUX Fuel comp 1.1
The X & Y axis is setup under "Tables axis setup".
Make sure that engine is already mapped before applying this auxiliary
compensation. These tables can become a band-aid fix if "Base fuel delivery"
table is not mapped properly which creates there own problems.
Aux Fuel Comp 2
The X & Y axis is setup under "Tables axis setup".
Make sure that engine is already mapped before applying this auxiliary
compensation. These tables can become a band-aid fix if "Base fuel delivery"
table is not mapped properly which creates there own problems.
Aux Fuel Comp 3
The X & Y axis is setup under "Tables axis setup".
Make sure that engine is already mapped before applying this auxiliary
compensation. These tables can become a band-aid fix if "Base fuel delivery"
table is not mapped properly which creates there own problems.
Ignition trims
Sub menus contains;
• Individual ignition cylinder trims 1..16
• Ignition modifier setup
• Ignition modifier 1
• Ignition modifier 2
• Ignition modifier 3
SM4 Manual by MRM-Racing V3.0
X & Y axis setup in "M2 tables axis setup".
NOTE1, Ignition modifier 1,2,3 can be applied to the following tables;
• Main ignition table.
• Overrun ignition table.
• Idle ignition table.
• Crank ignition table.
NOTE2, Ignition modifier 4 is under "M3" menu.
NOTE3, If any trims set, will be shown as "ON".
Ign cylinder trims 1-16
Individual ignition trims can be applied.
Before applying an ignition trim on a cylinder for knock, make sure that cylinder is
not running leaner.
Y axis setup under "M2 tables axis setup".
Ign mod setup
Ignition Modifier 1-4 configures here, if they would affect main, crank, idle and
overrun ignitions.
Ign modifier 1-3
Ignition modifier 1-3 can be applied to the following tables:
• Main ignition table.
• Overrun ignition table.
• Idle ignition table.
• Crank ignition table.
This is done via the "Ign mod setup" menu
X & Y axis is setup under "Table axis setup"
NOTE, There are also ignition modifier 4 available under "M3" menu.
Knock Tune
You need to enable this function by assigning it an I/P before you can use it.
You assign I/Ps under "M1","I/P switches". Knock input sets how the knock detector
records errors.
NOTE:, Knock detector expects the Tacho O/P to be enabled and correct polarity. Knock
board software must be setup.
Charge Temp Estimate
This is the actual temperature of the air that goes into the engine after it has passed by
the manifold and entered the combustion table.
Lower engine speeds means that the air will be effected by the water temperature in the
manifold. Higher engine speeds means the air temperature is less effected by the water
temperature.
Depending on where the air temperature sensor is position can effect the actual charge
temperature of the engine.
This is difficult to map, as to do it properly you need to record the air, water and A/F at
two different air and water temperatures with no choke or other compensations making
an affect.
SM4 Manual by MRM-Racing V3.0
Calibration represents % contribution that coolant temperature has in determining the
charge temperature, its range is 0 to 100% in 0.5% increments. This calibration is
particularly useful for 2 stroke engines where the charge temperature is almost totally
determined by crankcase temperature.
!! WARNING WARNING WARNING !!
Always re-check mixtures after changes.
Make sure NO warm up trims are active.
Engine should be already mapped.
Recommended to edit this table via "Edit-Window","Charge edit assist" as this will trim
the "Base fuel delivery" table for minimal effect on the already mapped engine. If you do
this manually, you will have to re-map the "Base fuel delivery" on every change to this
table!!.
"Charge temp estimate" is the contribution of coolant & air temperature to make up
"Charge temp". If this table is correct, air and coolant temperature changes (With in
normal warmed up engine running conditions), will not effect the A/F ratio.
Contribution example.
Charge temp estimat=0%(Charge temp=Air temp)
Charge temp estimat=100%(Charge temp=Coolant)
Higher percentage makes "Charge temp" more bias to coolant temp. The higher the load
& rpm, the smaller the "Charge estimate" value should be. This is because the air has
less time to be warmed by the coolant.
NOTE1: Water cooled engines, vary the air temp & trim the "Charge est" so that the
mixture does not change.
Air cooled engines, vary the engine temp (After a little cool down).
NOTE2: "Water cooled engines (Constant water temp)".
Higher air temp=Leaner mixture then INCREASE "Charge est".
"Air cooled engines (Constant air temperature)".
Higher engine temp=Leaner mixture then DECREASE "Charge est"
NOTE3
SM4-Default
LOAD(%)\Engine speed(Rpm)=Charge temp estimate(%)
0 850 7000
0.0 99.6 13.7 7.8
100.0 99.6 13.7 7.8
200.0 99.6 10.2 3.1
M2 Tables axis setup
Any table that can have the x or y axis changed are setup here.
NOTE, Some of these axis may be in sub menus.
SM4 Manual by MRM-Racing V3.0
Menu M3
Accel pumps setup
Setups the following
• Acceleration fuel maximum limit.
• Acceleration Throttle Rate Threshold
Accel part TPS limit
Acceleration enrichment part throttle position.
Throttle position that corresponds to 80% engine torque.
Sets the throttle position above which the closed throttle acceleration multiplier no longer
has an effect on acceleration fuel delivery. This calibration is dependent upon the relative
size of the throttle butterflies to the engine capacity. Calibration range is 0 to 100% of
throttle opening.
Do not change these values until the fuel and ignition tables are fully mapped.
Making changes before all fuel sites are tuned can cause confusing tuning problems.
Accel closed TPS X
Acceleration closed throttle multiplier.
Sets the amount of additional fuel delivered for increasing throttle openings starting from
a closed throttle condition. Controls the delivery of fuel for acceleration from small throttle
openings
Do not change these values until the fuel and ignition tables have been fully mapped.
Making changes before all fuel sites are fully tuned can cause confusing tuning
problems.
Accel open TPS X
Acceleration open throttle multiplier.
Sets the amount of additional fuel delivered for increasing throttle openings starting from
a part throttle condition. Controls the delivery of fuel for acceleration from large throttle
openings.
Do not change these values until the fuel and ignition tables are fully mapped.
Making changes before all fuel sites are tuned can cause confusing tuning problems.
Accel decay time
Acceleration decay time. The period after the throttle stops moving that enrichment
continues.
Do not change these values until the fuel and ignition tables are fully mapped.
Making changes before all fuel sites are tuned can cause confusing tuning problems.
Accel recovery time
Acceleration recovery time. The period of time before enrichment recommences after
throttle is again depressed.
Do not change these values until the fuel and ignition tables are fully mapped.
Making changes before all fuel sites are tuned can cause confusing tuning problems.
SM4 Manual by MRM-Racing V3.0
Decel enlenment mult
Deceleration enleanment multiplier.
Do not change these values until the fuel and ignition tables are fully mapped.
Making changes before all fuel sites are tuned can cause confusing tuning problems.
Ign adv attack rate
Ignition advance attack rate (Degrees/second)
Sets the maximum rate at which the ignition timing is allowed to advance. Can be used to
improve driveability and/or reduce exhaust emissions. Calibration range 6.2 to 1593.8
deg/sec.
Ign adv decay rate
Ignition advance decay rate (Degrees/second).
Set the maximum rate at which the ignition timing is allowed to
retard. Can be used in conjunction with above to improve driveability and/or reduce
exhaust emissions. Calibration range 6.2 to 1593.8.
Decel TPS dashpot
Deceleration throttle dashpot calibration. The amount of delay before idle control valve
returns the engine speed back to idle speed.
Ign time const
Ignition acceleration and deceleration time constant.
Ign mod 4 comp
Ignition acceleration and deceleration compensation.
Ign mod 4 min clamp
Ignition acceleration and deceleration retard clamp.
Ign mod 4 max clamp
Ignition acceleration and deceleration advance clamp.
Fuel time const
Fuel acceleration and deceleration time constant.
Fuel accel mult
Fuel acceleration and deceleration multiplier.
Fuel decal clamp
Fuel deceleration clamp.
Fuel accel clamp
Fuel acceleration clamp.
SM4 Manual by MRM-Racing V3.0
M3 tables axis setup
Any table that can have the x or y axis changed are setup here.
NOTE, Some of these axis may be in sub menus.
Menu M4
W-U Enrichment mul
Warm up enrichment multiplier.
Controls overall warm up enrichment. Values of 1.000 = no enrichment.
This calibration table allows engine coolant temperature and engine "load" dependent
control of additional fuel delivery. It controls additional fuel delivery after the initial post
start enrichment period has finished, and its main function is to ensure stable engine
operation during engine warm-up. It can also be used to enrich the air/fuel mixture at
high engine loads if an engine overheated condition is detected in order to minimise the
risk of engine damage. Calibration may be selected at up to 13 engine coolant
temperature sites and 10 engine "load" sites and the adjustment range is 1.00 to 1.99
times the base fuel delivery.
Do not change values until base fuel table is fully mapped.
NOTE, When engine's at running temperature, should have enrichment multiplier of
1.000
Y axis setup in "Table axis setup".
P-S Enrichment mul
Post start enrichment multiplier.
Additional fuel delivery immediately after start-up is controlled by this table, this additional
delivery decays away with time to the warm-up enrichment value from the table above.
Calibration range is 1.00 to 3.99 times the base fuel delivery. This calibration function is
only engine coolant temperature dependent and it uses the same engine coolant
temperature 'calibration sites as chosen for the warm-up enrichment calibration table
above.
Do not change values until base fuel table is fully mapped.
P-S Enrich timeout
Post start enrichment time out.
The period after the engine starts that post start enrichment operates. This table controls
the decay time for the additional fuel delivery immediately after start-up. Calibration
range is 0 to 51 SEC. This calibration function is only engine coolant temperature
dependent and it uses the same engine coolant temperature calibration sites as chosen
for the warm up enrichment calibration table above.
Do not change values until base fuel table is fully mapped.
W-U Fast Idle inc
Warm up fast idle increase.
Extra engine RPM increase above idle RPM during engine warm up period.
Uses idle control to provide the higher idle speed.Calibration for idle speed increase
required of automatic idle speed control function during low temperature engine
operation. This calibration table may also be used to increase the idle speed if engine
overheating occurs so that engine driven cooling fan efficiency is improved helping to
elevate the condition. Calibration range is 0 to 1020 RPM. This calibration uses the same
SM4 Manual by MRM-Racing V3.0
engine coolant temperature calibration sites as chosen for the warm-up enrichment
calibration table above.
P-S Fast idle inc
Post start fast idle increase.
Extra engine RPM above normal idle speed immediately after engine start.
Uses idle control valve to provide the higher idle speed.Calibration for idle speed
increases immediately following start-up. Decays away with time to warm-up fast idle
RPM calibration. Calibration range is O to 1020 RPM. This calibration uses the same
engine coolant temperature calibration sites as chosen for the warm up enrichment
calibration table above.
P-S FastIdle timeout
Post start fast idle time out.
Period of time after engine is started "Post start fast idle increase" operates for.
Uses idle control valve to provide the extra RPM. Decay time for post start fast idle
increase. Calibration range is 0 to 51 SEC. This calibration uses the same engine coolant
temperature calibration sites as chosen for the warm-up enrichment calibration table
above.
W-U accel enrich mul
Warm up acceleration enrichment multiplier.
Calibration multiplier for additional engine coolant temperature dependent acceleration
enrichment. Calibration range is 1.0 to 8.0 times the "warm" engine value. This
calibration uses the same engine coolant temperature calibration sites as chosen for the
warm-up enrichment calibration table above.
Do not change values until base fuel table is fully mapped.
W-U decal enleanment
Warm up deceleration enleanment multiplier.
IAC-proportion range
Idle air control proportion range.
To find range of valve select idle speed of 6000 RPM in "Idle speed table".
Record the engine RPM.
Example:- engine RPM = 3400
Next set idle speed to 100 RPM in "idle speed table".
Record the engine RPM. Example:- engine RPM = 600
To find the Range,
3400 - 600 = 2800 Range
Add 50 RPM to the Range to get the final value, 2800 + 50 = 2850 Range.
IAC-closed rpm value
The rpm that corresponds to the IAC valve at the closed position.
SM4 Manual by MRM-Racing V3.0
IAC-minimum opening
IAC minimum opening. Minimum IAC valve position allowed. Helps stop engine stalling.
Cranking ignition
Cranking ignition timing.
Ignition timing during initial RPM when starting.
Crank ignition timing can have modifiers under "M2,Ignition trims".
Idle ignition
Idle ignition timing while throttle position is less than 1%.
Can be setup on engines without idle control valves to maintain idle speed when A/C or
transmission is engaged.
Example:-
Required idle RPM = 800
Engine speed(Rpm)
750 800 2000 3000
IGN Deg 30 10 10 30
If while the engine is idling at 800 RPM the A/C was switched on, the engine RPM would
drop only slightly as the additional timing at 750 RPM would stop RPM dropping.
The additional timing at 3000 RPM will help the engine to smoothly return to idle.
When setup as Idle ign delta RPM, the x axis is the idle error. -ve means idle is too fast,
+ve means idle speed is too slow.
SM4 Manual by MRM-Racing V3.0
Manifold pressure(Kpa)\Idle speed error(Rpm)=Idle ignition(Degrees)
-400 -200 0 200 400 500
40.0 5.0 0.0 10.0 15.0 20.0 20.0
50.0 5.0 0.0 10.0 15.0 20.0 20.0
60.0 5.0 0.0 10.0 15.0 20.0 17.0
• Y axis can be selected in "Table axis setup"
Idle ignition can drop back to main map with manifold pressure. See "Idle ignition
setup" menu. Idle ignition timing can have modifiers under "M2,Ignition trims".
Idle speed table
Idle speed control.
Sets engine idle speed based on battery voltage.
Example: Required idle speed 800 RPM
Battery voltage(Volts)
12.00 13.50
RPM 1000 800
The engine would idle at 800 RPM when battery voltage is 13.5 volts or higher.
If battery voltage drops to 12.0 volts the idle speed will increase to 1000 RPM.
Idle ignition setup
Idle table select
Select idle ignition timing table.
Options:
Disable: Does not use the idle ignition table.
Idle ignition table
Uses the idle ignition table.
Idle ign delta RPM X axis of idle ignition tables is the error in idle speed..
Idle ign threshold
The manifold pressure that changes back to the main ignition table.
Typical=65.0
This only applies if "Idle table select" is set to the idle ignition table.
SM4 Manual by MRM-Racing V3.0
IAC Tuning
Tunes the IAC parameters.
Some of the tunning parameters are also tables, they are
• IAC-proportion range
• IAC-closed rpm value
• IAC-minimum opening
Check the "IAC limits" for parameters that will drop out IAC control.
IAC Actuator type
IAC actuator calibration.
Linear:
1. Ford 2 wire (O/P PWMs)
2. Stepper (O/P stepper)
Bosch 2 wire:
Standard Bosch 2 wire (O/P is PWMs)
USER DEFINED:
Define your own calibration for IAC valve. The "IAC Actuator
cal" will appear in the main menu. This is an advanced
calibration.
IAC Dead band
IAC dead band +/Typical=40
Slow adapt rate
Slow adaption rate, Higher value faster to target rpm, to high it will oscillate.
Typical=1200
Slow adapt rate (no F/B)
Slow adaption rate, no feed back.
Typical=800
IAC Dynamic com
Idle air control valve dynamic compensation.
Controls the idle valve over compensation rate.
SM4 Manual by MRM-Racing V3.0
Used to stop engine RPM hunting during idle control.
Larger value = more compensation.
Typical=30
IAC Stall saver
Stall saver percent
Typical=2.0
See "IAC-Limits" for engine speed "Stall save threshold".
IAC Extra fuel
IAC extra fuel.
How much extra fuel in percent is given when the IAC valve moves.
Typical=0.2
IAC Position , 0 rpm
IAC position when engine speed is at zero rpm.
Typical=20.0
NOTE: 100% is special case that gives no power to valve when engine
speed is zero.
IAC dither
Special function. Helps give higher resolution.
NOTE: This may increase the wear rate of some stepper motors.
IAC limits
Sets the IAC limits. This disables IAC control on particular situations.
IAC TPS follower
This uses the IAC valve to try and give the vehicle smoother driving.
Set "Follower gain" to 0 to disable IAC TPS follower.
Follower Gain:
Set to 0 to disable this function.
Large value causes quick decay.
Typical setting = 50
Vehicle Moving Limit:
Throttle position that enables the IAC TPS follower logic. Sets the vehicle speed
to switch from Stopped and the Moving RPM limits and decay.
Typical setting = 5
Enable TPS Limit:
Trigger throttle position for the follower. Operates any time TPS excides this
value.
Typical setting = 5
SM4 Manual by MRM-Racing V3.0
Moving RPM Limit:
This value is added to the base idle speed and "Stopped RPM Limit" and stays
active for the Moving decay period.
Typical setting = 500
Stopped RPM Limit:
This value is added to the base idle speed and stays active until the vehicle is
under the moving speed and stays active for the Stopped decay period.
Typical setting = 200
Moving RPM decay:
Rpm/sec that IAC valve tries to follow when the vehicle is moving. Large value
causes quick return the base idle speed plus the "Stopped RPM Limit". Smaller
values can make for less drive line noise on deceleration.
Typical setting = 120
Stopped RPM decay:
Rpm/sec that IAC valve tries to follow when the vehicle is stopped. Large value
Causes quick return to the base idle speed.
Typical setting = 20
IAC Actuator Cal
Only available if selected “User defined” in IAC Tuning Actuator type.
You have to work out the actual idle valve percentage with regard to the IAC valve
position(%). If its a stepper, you do not need to compensate with battery voltage.
M4 tables axis setup
Any table that can have the x or y axis changed are setup here.
• Some of these axis may be in sub menus.
Menu M5
Boost Tune
Tunes the boost controller.
Sets the Boost control range and the boost setpoint gear selection.
SM4 Manual by MRM-Racing V3.0
Boost Range
50 kpa + (maximum boost – preset boost at waste gate) Ex, wastegate
manually set to 40 kpa (0,4 Bar) and max boost is 120 kpa (1,2 Bar),
50+(120-40)=130 Boost range should be set to130 kpa.
• A bigger value has the effect of damping spiking.
Boost setpoint 1-2
Vehicle Kph at 1000 engine RPM in each gear.
Example:-
Diff ratio = 4.10
Gear ratio = 3.874
Tyre rolling = 2.1 meter distance
(1000/3.874/4.10)*2.1=132.2 meters/min.
(132.2*60/1000)=7.93 Kph/1000 RPM
"M1 Gearing ratios" uses the same logic
Boost setpoint 2-3
Vehicle Kph at 1000 engine RPM in each gear.
Example:-
Diff ratio = 4.10
Gear ratio = 3.874
Tyre rolling = 2.1 meter distance
(1000/3.874/4.10)*2.1=132.2 meters/min.
(132.2*60/1000)=7.93 Kph/1000 RPM
"M1 Gearing ratios" uses the same logic
Boost setpoint 1 – 3
Boost control set point
Set maximum boost in relation to engine RPM and a selected y axis "Setup under Table
axis setup". Three turbocharger wastegate control calibration tables are available. The
tables allow engine speed and engine coolant temperature dependent settings of the
boost level controlled by the boost control function. The coolant temperature
dependency of the table (if used) allows boost to be, reduced at elevated engine coolant
temperatures in order to minimise the possibility of engine damage. The tables can have
up to 10 engine speed calibration sites and 5 engine coolant temperature calibration
sites. Calibration range is 104 to 510 KPa.
Tables 1, 2, 3 can be used so the engine runs different boost for every gear "Boost tune"
sets this up or to switch between two boost levels (+1 or +2 levels setup under "M1, I/P
Switches").
NOTE1:"Over boost margin", set under "ECU limits setup" is added to the "Boost setpoint
X" you are using.
NOTE2: External boost controllers are not synced with the ECU, so they may cause an
over boost limit error when you have a programmed "Boost setpoint X".
Boost dynamic comp
Boost control dynamic compensation.
SM4 Manual by MRM-Racing V3.0
Used to control how aggressively the boost valve is controlled to try and achieve the set
point value. Lower value will give slower response but more stable boost with less
spiking.
• Do not worry if the boost is above or below the set point. Use this setting to get a
smooth boost line with minimum spiking, then use the boost offset tables to correct
the pressure and get a flat boost line.
Boost offset
Used to correct actual decreases or increases in boost that occur above or below the
desired boost levels set in boost set point tables. Setup this table after the boost
controller is tuned and stable using the control range and dynamic comp settings.
Correction values of –128 Kpa to 127 Kpa can be used.
Y axis for table can be setup under "Table axis setup".
Default Y axis=Boost setpoint
• Tune this parameter last.
Boost modifier
Boost modification.
Used to reduce boost pressure in relation to other variables.
Example:-
Boost can be reduced on high inlet air temperatures or made throttle position
dependent.
X and Y axis can be setup under M5 Table axis setup
ECU limits setup
ECU limits setup
• Rev limiter
Hard cut(H)=all injector or all ignition outputs are cut.
Softcut(S)=one injector or one ignition output are cut at a time. Increasing the
number of injectors or ignition outputs that are cut until the engine RPM is
controlled.
You can select between combinations of soft and hard. Turbocharged engines
should use injector soft or hard cut or ignition hard cut. Soft ignition cut can cause
backfiring in the exhaust which can damage a
turbocharger.
Tip: When using a internal wastegate the size of the restrictor has a big effect on
all the settings. Adjust restrictor size, control range and dynamic comp to
achieve a smooth (10kpa or less movement) boost line. If you find you cannot
stop the spiking or over boost, try a bigger hole in the restrictor. Also if the boost
is too low a smaller hole should be used.
When adjusting these settings do not worry if the boost is too high or low or not
flat. The boost offset table are used to correct this.
SM4 Manual by MRM-Racing V3.0
• Overrun limits
The percentage of throttle opening below which over-run shutdown will operate.
Over-run is deceleration with closed or very small throttle openings.
• Over boost limits
Over boost margin. Used to set the amount of boost above the set point is
acceptable before the ECU cuts injectors.
Over boost time. The amount of time the boost can excide the over boost
margin before the injectors are cut.
Typical values are, Over boost margin 50kpa, Over boost time 1 to 2 seconds.
OverRun shutdown com
Over-run shutdown commence.
The engine RPM above which over-run shutdown starts. Typical value would be 2400
RPM. Over-run is deceleration with small or no throttle opening. This will turn injectors off
on over-run if engine RPM has exceeded the specified RPM. Can help engine breaking
or popping in the exhaust on over-run. See ECU Limits setup for over-run throttle and
load limit setting.
OverRun shutdown recovery
Over run shutdown recovery.
The engine RPM below which over run shut down disabled.
Typical value would be 1400 RPM. The engine RPM below which the injectors restart.
Rev limiter 1
Engine rev limiter.
Set engine RPM limits against engine temperature.
Example: Coolant temp (Deg C)
0.0 70 115 120
RPM 4000 6500 6500 2000
In this example the engine rev limiter will not allow the engine to achieve maximum RPM
until the engine temp is at or above 70 Deg. If the engine temperature exceeds 115 Deg
the rev limiter will dramatically reduce the engines maximum RPM making it impossible
to damage the engine due to overheating.
Rev limiter 2
You enable this function by assigning it an I/P before you can use it.
You assign I/Ps under "M1","I/P switches".
Engine rev limiter. Set engine RPM limits against engine temperature.
Example: Coolant temp (Deg C)
0.0 70 115 120
RPM 4000 6500 6500 2000
In this example the engine rev limiter will not allow the engine to achieve maximum RPM
until the engine temp is at or above 70 Deg.
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