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Autronic SM2 Manual ver 1.6
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TABLE OF CONTENTS
INTRODUCTION .........................................................................................................................4
BEFORE YOU BEGIN ....................................................................................................................4
SOFTWARE. ...............................................................................................................................5
PC HARDWARE REQUIREMENTS....................................................................................................5
SOFTWARE INSTALLATION WINDOWS SOFTWARE. ..........................................................................5
SOFTWARE INSTALLATION MS-DOS SOFTWARE............................................................................6
G
ENERAL KEYS ...........................................................................................................................7
E
DIT KEYS...................................................................................................................................7
AUTOTUNE™ KEYS (ECU’S WITH 1.90 OR HIGHER CHIP VERSIONS) ................................................7
DATA LOGGING KEYS...................................................................................................................7
SOFTWARE INTERFACE AND MENUS..............................................................................................8
MODE FLAGS. .............................................................................................................................9
SOFTWARE TABLES. ..................................................................................................................10
BASIC SOFTWARE SETUP. ....................................................................................................11
BASE SETTINGS. .......................................................................................................................11
ENGINE SETUP..........................................................................................................................12
INJECTOR SELECTION.................................................................................................................13
BASE FUEL DELIVERY................................................................................................................13
BASE IGNITION TIMING...............................................................................................................14
RELAY/ANALOG O/P..................................................................................................................16
HARDWARE SETUP.................................................................................................................17
WIRING NOTES..........................................................................................................................17
MAIN WIRING DIAGRAM...............................................................................................................18
RELUCTOR INTERFACE (REQUIRED FOR INDUCTIVE SENSORS) .......................................................19
CRANK TRIGGER WIRING WITH HALL EFFECT SENSORS..................................................................20
C
RANK TRIGGER WIRING WITH MAGNETIC SENSORS. .....................................................................21
N
O1 SPARK PLUG REFERENCE SENSOR WITH HALL EFFECT DISTRIBUTOR.......................................22
NO1 SPARK PLUG REFERENCE SENSOR WITH RELUCTOR INTERFACE .............................................23
IGNITION SETUP 4-CYL, 2 X DOUBLE ENDED COILS (BOSCH 008 MODULES).....................................24
IGNITION SETUP 6-CYL, 3 X DOUBLE ENDED COILS (BOSCH 008 MODULES).....................................25
I
GNITION SETUP 8-CYL, 4 X DOUBLE ENDED COILS (BOSCH 008 MODULES).....................................26
I
GNITION SETUP 4-CYL, 4 X SINGLE COILS (R500 CDI).................................................................27
IGNITION SETUP 6-CYL, 6 X SINGLE COILS (R500 CDI).................................................................28
IGNITION SETUP 8-CYL, 8 X SINGLE COILS (R500 CDI).................................................................29
IGNITION SETUP 4-CYL, 2 X DOUBLE ENDED COILS (R500 CDI). ....................................................30
IGNITION SETUP 6-CYL, 3 X DOUBLE ENDED COILS (R500 CDI). ....................................................31
IGNITION SETUP 8-CYL, 4 X DOUBLE ENDED COILS (R500 CDI). ....................................................32
DIRECT FIRE CDI......................................................................................................................33
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Autronic SM2 Manual ver 1.6
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THROTTLE POSITION SENSOR (TPS). ..........................................................................................34
WATER TEMPERATURE SENSOR..................................................................................................34
AIR TEMPERATURE SENSOR........................................................................................................34
TRIGGER SETUP FOR DISTRIBUTORS...........................................................................................35
CRANKSHAFT AND CAMSHAFT TRIGGER SETUP WITH HALL EFFECT SENSOR..................................36
CRANKSHAFT AND CAMSHAFT TRIGGER SETUP WITH MAGNETIC-RELUCTOR SENSOR.......................38
IGNITION SETUP OUTPUT SEQUENCE ..........................................................................................40
DATALOGGING SETUP, WIRING ....................................................................................................41
SENSORS .................................................................................................................................43
COOLANT TEMPERATURE SENSOR..............................................................................................43
AIR TEMPERATURE SENSOR.......................................................................................................43
THROTTLE POSITION SENSOR SETUP (TPS)................................................................................44
T
HROTTLE LIMIT LEARNING ........................................................................................................44
ADVANCED SOFTWARE SETUP ............................................................................................45
B
OOST CONTROL VALVE (INTERNAL WASTEGATE)........................................................................45
BOOST CONTROL VALVE (EXTERNAL WASTEGATE).......................................................................46
CLOSED LOOP CONTROL ...........................................................................................................47
IDLE VALVE SETUP SM2............................................................................................................48
TURBOCHARGER ANTI-LAG SYSTEM ...........................................................................................50
TRACTION CONTROL SETUP .......................................................................................................53
MISSING TEETH CRANK TRIGGER SETUP.....................................................................................55
THROTTLE/MANIFOLD MAPPING. .................................................................................................56
AUTOTUNE™ ...........................................................................................................................57
SOFTWARE SETUP.....................................................................................................................57
HARDWARE SETUP.....................................................................................................................58
RUNNING AUTOTUNE™..............................................................................................................60
STARTING THE ENGINE FOR THE FIRST TIME. ...................................................................61
I
TEMS REQUIRED. ......................................................................................................................61
S
OFTWARE. .............................................................................................................................. 61
S
TARTING THE ENGINE...............................................................................................................61
D
IRECT FIRE IGNITION SEQUENCE TESTING...................................................................................62
SOFTWARE TABLES DESCRIPTION......................................................................................63
BASE FUEL DELIVERY CALIBRATION............................................................................................63
BASE IGNITION TIMING CALIBRATION...........................................................................................63
O
VERRUN IGNITION TIMING CALIBRATION ....................................................................................63
C
RANKING IGNITION TIMING........................................................................................................63
IDLING IGNITION TIMING CALIBRATION .........................................................................................63
COOLANT IGNITION TIMING MODIFIER CALIBRATION......................................................................63
ALTITUDE IGNITION TIMING MODIFIER CALIBRATION ......................................................................63
F
UEL INJECTION DELIVERY TIMING..............................................................................................64
I
NDIVIDUAL CYLINDER FUEL DELIVERY TRIMMING.........................................................................64
MANIFOLD ABSOLUTE PRESSURE SENSOR FAILURE LIMP HOME CALIBRATION................................64
T
HROTTLE POSITION SENSOR FAILURE LIMP HOME CALIBRATION..................................................64
E
XHAUST BACK PRESSURE SENSOR FAILURE LIMP HOME CALIBRATION ........................................64
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TRANSIENT ENGINE OPERATION CALIBRATION.............................................................................64
CHARGE TEMPERATURE ESTIMATION CALIBRATION......................................................................65
WARM-UP ENRICHMENT ............................................................................................................65
POST START ENRICHMENT CALIBRATION.....................................................................................65
POST START ENRICHMENT TIMEOUT CALIBRATION.......................................................................65
WARM-UP ACCELERATION ENRICHMENT MULTIPLIER ...................................................................65
WARM-UP FAST IDLE RPM CALIBRATION .....................................................................................66
POST START FAST IDLE RPM CALIBRATION..................................................................................66
POST START FAST IDLE RPM TIMEOUT CALIBRATION....................................................................66
WASTEGATE CONTROL ..............................................................................................................66
ENGINE SPEED LIMIT .................................................................................................................67
OVERRUN FUEL DELIVERY CUT OFF ...........................................................................................67
BASE IDLE SPEED CONTROL CALIBRATION...................................................................................67
USER DEFINED DUTY RATIO OUTPUT CALIBRATION......................................................................67
USER DEFINED ON/OFF OUTPUT CALIBRATION............................................................................67
IDLE MIXTURE CONTROL RANGE CALIBRATION .............................................................................67
BAROMETRIC PRESSURE ESTIMATION OFFSET CALIBRATION ........................................................67
OPEN LOOP AIR-FUEL RATIO CALIBRATION..................................................................................68
MISCELLANEOUS CALIBRATION ...................................................................................................68
ECU DIAGNOSTIC....................................................................................................................70
ERROR INDICATOR LIGHT ...........................................................................................................70
ERROR WARNING / DIAGNOSTIC LIGHT FAULT CODES ..................................................................71
EXAMPLE OF ERROR INDICATION .................................................................................................72
MODE FLAGS...........................................................................................................................73
SM2 V1.07 MODE FLAGS..........................................................................................................73
SM2 V1.34-V1.35 MODE FLAGS ...............................................................................................76
SM2 V1.37 MODE FLAGS ..........................................................................................................81
SM2 V1.49 MODE FLAGS (ROTARY & SECOND REV.LIMIT CHIP)...................................................86
SM2 V 1.91 MODE FLAGS ( AUTOTUNE)......................................................................................92
SM2
V 1.92 MODE FLAGS ( FLAT SHIFT ).....................................................................................97
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Page 4
Autronic SM2 Manual ver 1.6
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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.
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.
Avoid open sparks, flames, or operation of electrical devices near flammable
substances.
Always disconnect the Battery cables whe n doi ng electri cal work on y
our vehicle.
All fuel system components and wiring s
hould be mounted away from heat
sources, shielded if necessary, and well vented.
Make sure there are no leaks in the fuel sy
stem and that all connections are
secure.
Disconnect the Autronic ECU from the electrical sy
stem whenever doing any arc
welding on the vehicle by unplugging the wiring harness connector from the ECU.
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Page 5
Autronic SM2 Manual ver 1.6
5
Software.
PC hardware requirements.
The calibration and data logging software supplied with Autronic SMC 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.
The following functions are available using this program:-
1. Real-time display of the current operating status of the ECU and engine.
2. Display of error/fault condition history information recorded in the ECU and the
cancellation of stored error history.
3. Display of the relative timing of the engine position reference signals for ease of
setup.
4. Setup of ECU data logging.
5. Data logging using PC memory.
6. Display of logged ECU or PC memory data.
Calibration Adjustment:-
• Non-interactive calibration of the ECU. (Off-line calibration editing).
• Interactive calibration of the ECU (online calibration editing).
• Disk file storage and retrieval of calibrations.
• Free transfer of calibrations between file, screen and ECU.
• Calibration process does not effect normal ECU operation ie:- No hiccups during online
adjustment.
• Calibration may be password secured in ECU to prevent unauthorised access.
• User ID may be included with calibration in ECU when required.
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Autronic SM2 Manual ver 1.6
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Software installation Windows 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.
Software Installation MS-DOS Software.
Step 1. Start Windows
Step 2. Place floppy disk in A: drive.
Step 3. Click “Start” and then “Run” Type A:\INSTALL.EXE and Click “Ok”.
Step 4 Select version to install and press Enter.
Step 5. Select “Complete Installation” and press Enter.
Step 6. Press Enter again to start the installation. After Installation is complete, select Exit and
press Enter.
Step 7. Double click on the icon on the desktop to run the software.
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Autronic SM2 Manual ver 1.6
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General keys
Esc ……………………….Opens or closes, menus.
Tab………………………..Next item.
Alt + menu letter…………Opens menu.
Q…………………………..Closes windows.
Space……………………..Find a site, places the curser at the current site.
Page Up…………………..Previous table.
Page Down……………….Next table.
Ctrl + F10…………………Base fuel table.
Shift + F10………………..Base ignition table.
G…………………………...Displays table in 3D graph.
Alt + X……………………..Exits the program.
F1………………………….Help
F2………………………….Saves the current file.
F3………………………….Go online to ECU.
F4………………………….Lock (store) changes into ECU.
Edit keys.
Enter………………………Type a new value into a table.
=……………………………Make small increases in table value.
-……………………………Make small decreases in table value.
Shift + +…………………...Make large increases in table value.
Shift + -……………………Make large decreases in table value.
Delete……………………..Delete a axis value (e.g:- RPM or Load axis value)
Insert………………………Insert a axis value (e.g:- RPM or Load axis value)
E…………………………...Edit axis value.
Shift + Right………………Copies a site value to the right of current site.
Shift + Left..………………Copies a site value to the left of current site.
Shift + UP...………………Copies a site value to the above site.
Shift + Down..……………Copies a site value to the site below.
Autotune™ keys (ECU’s with 1.90 or higher chip versions)
F5………………………….Run or stop Autotune.
C……………………………Course tune.
F……………………………Fine tune.
R…………………………...Remove attribute.
A……………………………Set user attribute.
Ctrl + K…………………….Copy row attribute.
Ctrl + M……………………Copy Column attribute.
Ctrl + K…………………….Show attribute.
Data Logging keys.
F8…………………………..Starts and stops PC logger.
F10…………………………Graph logged data.
Z or Arrow Up……………..Zoom in on graphed data.
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Page 8
Autronic SM2 Manual ver 1.6
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Software Interface and M
enus
The options available under menu “Edit-Window” will change depending on which table or
window is displayed. Always check this menu for possible options. Some of the hot keys on the
previous page will only be available when certain tables or windows are displayed.
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.
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Page 9
Autronic SM2 Manual ver 1.6
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Mode Flags.
Autronic ECU use mode flags to select functions not selectable from the software menus.
In this example we will set mode flag 1. Setting mode flag 1 can be done in the software by
selecting from items in the menus and it is not necessary to do the settings via the mode flags
but for this example we will do it this way.
The example engine has the following,
Number of ignition coils 1
Ignition amplifier MSD (CDI ignition)
Cylinder Reference signal -ve (falling signal)
Cylinder pulse signal +ve (rising signal)
Using mode flag 1 information below we can find the value required is 49.
Function Value Flag Value
Ignition Coils 1 1
Ignition Amplifier MSD 32
Cylinder Reference signal Falling signal 16
Cylinder Pulse signal Rising signal 0
Mode Flag 1 = 49
1 1 COIL IGNITION SYSTEM 1
2 COIL IGNITION SYSTEM 2
3 COIL IGNITION SYSTEM 3
4 COIL IGNITION SYSTEM 4
1 NEGATIVE TRIGGERED IGNITION ADD 0
AMPLIFIER (MODULE) eg:- Bosch HEI
1 POSITIVE TRIGGERED IGNITION ADD 32
AMPLIFIER (MODULE) eg:- MSD
1 CYLINDER REFERENCE PULSE INPUT ADD 0
POSITIVE (RISING SIGNAL) TRIGGERED
1 CYLINDER REFERENCE PULSE INPUT ADD 16
NEGATIVE (FALLING SI
GNAL) TRIGGERED.
1 CYLINDER PULSE INPUT ADD 0
POSITIVE (RISING SIGNAL) TRIGGERED.
1 CYLINDER PULSE INPUT ADD 64
NEGATIVE (FALLING SI
GNAL) TRIGGERED.
1 CYLINDER PULSE INPUT ADD 128
POSITIVE & NEGATIVE (RISING &
FALLING SIGNAL) TRIGGERED.
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Page 10
Autronic SM2 Manual ver 1.6
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Software Tables.
The base Fuel and Ignition tables and most other tables have user selectable X and Y axis
sites. See the “Edit” keys section for keys to insert, delete and edit an axis value.
Fuel and Ignition.
The fuel and ignition tables have RPM and Load axis. Any axis value inserted, deleted
or edited in either fuel or ignition table will be mirrored in the both tables.
The load axis when throttle mapping an engine relates to the throttle position. e.g:- Load axis
30 = 30% throttle position. When pressure mapping the Load sites relate to manifold pressure
in Kpa absolute.
Example:-
Load axis of 100 = 0 kpa gauge pressure.
Load axis of 50 = -50 kpa gauge pressure.
Load axis of 200 = 100 kpa gauge pressure.
To convert psi to Kpa absolute, Psi x 6.8 + 100 = KPA absolute.
Idle ignition table.
The idle ignition table can be very useful to maintain a stable idle rpm on engines without idle
control valves.
By setting up the table as below the engine idle rpm will drop only slightly when AC or auto
transmission is put into drive. In this example the idle speed of the engine is 850 RPM.
RPM
750 800 1500 2000 3000
30 10 10 25 35
When a load is placed on the engine and the RPM drops below 800 RPM the ignition timing
advances, this can help prevent the engine RPM dropping as the engine produces more
power with the extra advance. In some cases 0 deg is required at the 800 and 1500 rpm sites
on engines with AC and automatic transmissions.
Auxiliary output tables.
PWM table.
This table can be use to control any device requiring pulse width modulated signal. Values
anywhere from 0 to 100 can be selected, with 0 = Off and 100 = On.
The PWM frequency and Y axis can be defined in the “PWM & on/off setup” under menu
M4.
On/Off table.
This table can control any device requiring on or off operation. 0 = Off and 1 = On.
The on/off Y axis can be defined in the “PWM & on/off setup” under menu
M4.
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Page 11
Autronic SM2 Manual ver 1.6
11
Basic Software setup.
This will guide you setup the software for most applications. This is will setup the software to get
the engine running.
The Software has many options that can be set. For 95% of applications most of these will not
need changing from the defaults. The warmup/cold start setting and acceleration table values
should not need to be modified, if the main fuel and ignition tables have been completely tuned.
If the acceleration enrichment table is modified before the main fuel table is fully tuned this can
lead to confusing engine tune problems.
Information required before you start.
Engine size in cubic centimetres (CC) CC = CI * 16.378.
Number of cylinders.
Compression ratio.
Injector flow a 100% duty.
Injector ohms resistance.
Number of ignition coils.
Cylinder trigger pulse signal +ve or –ve (see below for more information on this).
Reference trigger pulse signal +ve or –ve (see below for more information on this).
Type of ignition trigger signal +ve or –ve (see below for more information on this).
Type of idle control valve (pulse width or proportional).
Starting the calibration program.
Connect the PC Data Cable to the PC and ECU. Turn on the ignition switch.
Select the windows “Start” button and then select “Run”, type ECUCAL and click the “OK”
button.
Base Settings.
Select from M1, Base settings.
1. Set the “Overall fuel cal mul” using the following formula.
OVERALL FUEL CAL MUL. = 8.112 * D / I
MULT (mSEC)
Where: D = CYLINDER DISPLACEMENT (in c.c.)
I = INJECTOR FLOW RATE (in c.c/minute) @ operating pressure.
Using Petrol (Gasoline) with a density of 0.765 g/c.c.
2. Set “Comp. Ratio” to compression ratio of the engine.
No other items in this menu need changing.
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Page 12
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Engine Setup.
Select from M1, Engine Setup.
1. Select method of mapping.
Options are,
Manifold pressure.
Throttle position.
Thr/Manifold (See Advanced software setup).
Engines with one throttle butterfly for every intake port and not turbocharged, select Throttle
position. When throttle mapping the map sensor hose is not connected and is vented to
atmosphere.
Engines with one throttle butterfly for every intake port and turbocharged, select
Thr/Manifold position. (See Advanced software setup for information on this).
All other engines select Manifold pressure. Map sensor hose is connected to the intake
manifold after the throttle body.
2. Select engine cycles.
4 Stroke.
2 Stroke or rotary
3. Set Cylinders.
The number of cylinders. On some V engines with odd fire, this value is set the virtual
number of cylinders. Eaxmple:- Harley Davidson motocycle is a V16 engine with 14
cylinders missing. See “Odd Fire Engines Setup”.
4. Set number of ignition coils. e.g:- A six cylinder engine with three double ended coil you
set the coils to 3.
5. Set Ignition trigger, to –ve or +ve.
+ve = MSD CDI
+ve = Internal dwell board in ECU.
-ve = Autronic CDI
-ve = Ignition modules e.g:- Bosch 008
6. Set Cylinder reference.
Options, -ve or +ve edge.
This is the sensor triggering edge for the number one cylinder reference signal.
Bosch or Siemens hall effect sensors, optical sensors or if using a reluctor interface
produce +ve (rising signal) as metal trigger the sensor and –ve (falling signal) as
metal leaves the sensor.
If using a No1 spark plug pickup select +ve edge
Honeywell gear tooth sensors produce a –ve (falling signal) as metal enters the
sensor and a +ve (rising signal) as metal leaves the sensor.
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Page 13
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7. Set Cylinder pulse, options are,
-ve
+ve edge
+ve AND –ve edge.
This is the sensor triggering edge for the cylinder pulse signal.
Bosch or Siemens hall effect sensors, optical sensors or if using a reluctor interface
produce +ve (rising signal) as metal trigger the sensor and –ve (falling signal) as
metal leaves the sensor.
Honeywell gear tooth sensors produce a –ve (falling signal) as metal enters the
sensor and a +ve (rising signal) as metal leaves the sensor.
For information on using +ve AND –ve edge ask a Autronic dealer about this feature.
No other items in this able need modifying.
Injector selection.
Select from M1, Engine Setup.
If the injector you are using is in the list then select this. Most injectors with around 16 ohms
resistance select “Bosch L late EG 901”
Injectors sent to Autronic for testing or those that have been tested previously can be
defined in the USER DEFINE Sel. Ask a Autronic dealer to see if these parameters are
available for your injectors.
Base Fuel Delivery.
Select from M2 Base Fuel Delivery, or press Ctrl + F10.
Setup the fuel tables using the information below. See Keyboard Keys for information on
inserting, deleting, editing Load and RPM sites.
Generally RPM sites every 500 RPM are all that is required in most cases.
i. Engine is to be setup using throttle position as the primary load input.
Engines using throttle position for mapping should have the load sites setup as per
the sample with a lot of small throttle position sites.
_______< Base Fuel Delivery (Vol. Eff) % (0 to 200) >_________
ENGINE SPEED RPM
LOAD 0 2000 PEAK TORQUE RPM PEAK POWER RPM
0.0 25.0 25.0 25.0 30.0
2.0 30.0 30.0 30.0 35.0
5.0 50.0 45.0 45.0 40.0
10.0 60.0 55.0 55.0 45.0
30.0 70.0 60.0 60.0 50.0
70.0 80.0 80.0 100.0 90.0
100.0 80.0 80.0 110.0 100.0
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ii. Engine is to be setup using manifold absolute pressure as the primary load input.
Engines using manifold pressure for mapping should have the load sites setup as
per the sample. Engines not turbocharged or supercharged will not require load
sites greater then 100.
_______< Base Fuel Delivery (Vol. Eff) % (0 to 200) >_________
ENGINE SPEED RPM
LOAD 0 2000 PEAK TORQUE RPM PEAK POWER RPM
30.0 60.0 70.0 80.0 70.0
50.0 65.0 75.0 90.0 85.0
70.0 70.0 80.0 100 .0 100.0
90.0 70.0 80.0 110.0 100.0
100.0 70.0 80.0 110.0 100.0
200.0 75.0 80.0 110.0 100.0
400.0 80.0 80.0 110.0 100.0
!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! CAUTION !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
This preliminary selection will generally result in a safe RICH fuel calibration, but extreme
caution should be exercised until the fuel delivery has been fully matched to the engines exact
requirements.
Base Ignition Timing.
Select from M2 Base Ignition Timing, or press Shift + F10.
The following is a guide to setting the ignition table.
Engine paramenter Less timing More Timing
Bore diameter Small Large
Combustion chamber size Small Large
Connection rod length Long Short
Compression ratio High Low
Fuel octane Low High
Combustion chamber design Multi valve Two valve, wedge or open chamber
Turbocharged Yes No
A turbocharged big block Chev with 7.5:1 compression ratio, 1bar boost and 100
octane fuel would be happy with 34 degrees timing at the engines maximum torque rpm.
While Mitsubishi EVO5 with 9.3:1 compression ratio, 1bar boost and 96 octane
fuel would require only 8 degrees timing at the engines maximum torque rpm.
These examples are based on air fuel ratios of 10.8 to 11.2 at 1bar boost.
See following sample tables for a guide to ignition table requirements.
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Autronic SM2 Manual ver 1.6
15
Turbocharged big block Chev 7.5:1 compression ratio, 100 octane fuel.
RPM
Load 0 1000 2000 3000 4000 5000 6000
30 30 35 38 40 45 45 45
50 28 32 36 40 45 45 45
70 24 30 35 40 40 40 40
90 20 28 32 38 38 38 38
100 20 28 32 37 38 38 38
150 18 26 31 36 34 36 36
200 16 20 30 34 33 34 34
220 14 18 28 33 32 33 33
Base Ignition Timing table.
Turbocharged Mitsubishi EVO5 9.3:1 compression ratio, 96 octane fuel.
RPM
Load 0 1000 2000 3000 4000 5000 6000
30 25 25 35 40 40 40 40
50 20 20 30 35 35 35 35
70 10 10 20 30 30 30 33
90 10 10 20 30 30 30 32
100 10 10 20 30 30 30 31
150 10 10 12 17 17 17 18
200 8 8 10 8 8 8 9
220 6 6 8 6 6 6 7
Base Ignition Timing table.
Naturally aspirated small bore multi valve engine 10.0:1 compression ratio, 96 octane fuel.
RPM
Load 0 1000 2000 3000 4000 5000 6000
30 30 36 40 45 45 45 45
50 24 26 34 38 40 40 40
70 18 22 28 32 36 36 36
80 12 20 24 30 34 34 34
100 10 18 22 28 30 32 32
Base Ignition Timing table.
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Autronic SM2 Manual ver 1.6
16
Relay/Analog O/P
Select from M1, Relay/Analog O/P
1. Idle control.
PWM1 = For pulse width type valves (e.g:- Bosch two wire valve).
Analog O/P = Propitional type valves (e.g:- Ford EECIV type valve).
See Advanced Software Setup for a detailed information on idle valve setup.
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Autronic SM2 Manual ver 1.6
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Hardware setup
Wiring Notes.
The wiring diagrams should be followed 100%. Do not make changes that you believe will not
effect the operation of the SM2. This is one of the major causes of the engine not starting,
misfiring or SM2 diagnostic errors.
The “System Ground” (earth) shown on the wiring diagram is on the engine block or cylinder
head. Do not use the body of the car as a ground.
The injector output sequence has to be matched to your engine firing order.
Example:- Four cylinder engine with a 1,3,4,2 firing order.
Injector 1 O/P = Cylinder 1
Injector 2 O/P = Cylinder 3
Injector 3 O/P = Cylinder 4
Injector 4 O/P = Cylinder 2
The ignition output sequence if using more than one ignition coil must also be wired in the
correct sequence. See the “Ignition Output Sequence” in the hardware section of this manual.
If using a reluctor interface to convert inductive signals to hall effect type signals, then the
reluctor interface should be mounted close to the distributor or trigger sensors. The shielded
wires should directly connect to the distributor or trigger sensors, Do not use unshielded wire to
lengthen these wires.
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Page 18
Autronic SM2 Manual ver 1.6
18
Main wiring diagram
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Reluctor interface (required for inductive sensors)
When using inductive sensors a reluctor interface is required. This is an option and is not
included with the ECU’s. This interface will make a square wave from the small spike generated
form the inductive sensor.
For proper function, the positive and negative wire from the sensor must be wired correctly to
the interface. If they are not marked use an oscilloscope or multi-meter to check the signal. The
+ne (red wire) connects to the wire/pin on the on the sensor that gives a positive voltage as
metal approaches the sensor.
One channel can be used if one engine sensor is inductive and the other hall-effect sensor is
wired direct to the ECU.
Input Trigger Signal
Output Trigger Signal
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Page 20
Autronic SM2 Manual ver 1.6
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Crank Trigger wiring with hall effect sensors.
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Crank Trigger wiring with magnetic sensors.
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Autronic SM2 Manual ver 1.6
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No1 Spark plug reference sensor with hall effect distributor.
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No1 Spark plug reference sensor with reluctor interface .
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Ignition setup 4-cyl, 2 x double ended coils (Bosch 008 modules)
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Page 25
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Ignition setup 6-cyl, 3 x double ended coils (Bosch 008 modules)
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Ignition setup 8-cyl, 4 x double ended coils (Bosch 008 modules)
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Autronic SM2 Manual ver 1.6
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Ignition setup 4-cyl, 4 x single coils (R500 CDI).
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Ignition setup 6-cyl, 6 x single coils (R500 CDI).
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Autronic SM2 Manual ver 1.6
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Ignition setup 8-cyl, 8 x single coils (R500 CDI).
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Ignition setup 4-cyl, 2 x double ended coils (R500 CDI).
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Ignition setup 6-cyl, 3 x double ended coils (R500 CDI).
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Ignition setup 8-cyl, 4 x double ended coils (R500 CDI).
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Direct Fire CDI
The Autronic CDI has four channels, these can be used in any order. To save any confusion
during wiring it is best to keep the CDI input and sequence 1, 2, 3, 4 and the output the engine
firing order.
A good way to do this is to write down the SM2 Ign O/P, CDI trigger I/P and engine firing order
on a piece of paper before wiring.
Example:- 4 cylinder engine four coils with a firing order 1, 3, 4, 2.
SM2 Ign O/P sequence 4, 1, 2, 3
CDI Trigger I/P sequence 1, 2, 3, 4
Ignition coil number 1, 3, 4, 2
Example:- 4 cylinder engine four coils (wasted spark) with a firing order 1, 3, 4, 2.
SM2 Ign O/P sequence 2 1
CDI Trigger I/P sequence 1 2
Ignition coil number 1 & 4 3 & 2
Example:- 6 cylinder engine six or three coils (wasted spark) with a firing order 1, 5, 3, 6, 2, 4.
SM2 Ign O/P sequence 3 1 2
CDI Trigger I/P sequence 1 2 3
Ignition coil number 1 & 6 5 & 2 3 & 4
CDI only has two –ve coil outputs and these are wired to the appropriate ignition coil matching
+ve Coil outputs.
The –ve and +ve coil wires should be twisted and keep away from any wires relating to the
Cylinder Pulse and Reference Pulse trigger wires.
CDI ground wires must be twisted and keep short (max 150mm – 6 inch) and grounded near the
CDI. Do not share CDI ground with SM2 ground.
Trigger ground on the SM2 and CDI is not used.
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Throttle position sensor (TPS).
Read the requirements for this sensor in the “Sensor” section of this manual.
Before connecting to the sensor, you need to find the OPEN, CLOSED and WIPER 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 the OPEN, CLOSED and WIPER terminals on the sensor use a multimeter to test the
Ohms resistance across the terminals.
The OPEN and CLOSED 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 OPEN and WIPER. The other terminal is
the CLOSED.
CLOSED = SM2 pin 27
WIPER = SM2 pin 26
OPEN = SM2 pin 28
Autronic TPS sensor are available in clockwise and anticlockwise versions (Gray and Black ).
Below are the pin outs for these.
Sensor terminal number
1 2 3
Black CLOSED WIPER OPEN
Grey OPEN WIPER CLOSED
Water temperature sensor.
Read the requirements for this sensor in the “Sensor” section of this manual (Page 42).
On 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.
Air temperature sensor.
Read the requirements for this sensor in the “Sensor” section of this manual (Page 42).
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Trigger Setup for Distributors.
Four Cylinder Engine Example.
The cylinder signal sensor can be mounted in any position in the distributor; one of the trigger
disk edges must pass through the sensor 60 degrees BTDC.
Some chip versions (1.90) will accept either 40, 60 or 75 degrees trigger angle. If using one of
these you can setup the distributor to suit the selected angle.
1. Place the engine at 60 degrees BTDC, one tooth of the disk must be about 1mm past the
centre of the sensor (cylinder signal).
2. Turn the engine to 22 degrees BTDC, the rotor button must be pointing directly at No.1
spark plug wire tower.
3. The single tooth sensor (Reference signal) must occur more then 10 degrees (crankshaft)
after the number one cylinder (60 degree tooth) and less then 10 degrees before the next
cylinder tooth signal.
If the distributor has magnetic/reluctor type sensors then the triggering point for the 60 degree
BTDC tooth is exactly in the centre of the sensor.
When installing the distributor into the engine, turn the engine to 22 degrees BTDC and install
the distributor with the rotor button pointing at No1 spark plug wire terminal. This will be close
enough for the engine to start.
After starting the engine use a timing light to check ignition timing matches the ignition angle
displayed on the screen of the PC. If not turn the distributor body to correct the timing.
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Crankshaft and Camshaft Trigger Setup with Hall Effect Sensor
Figure 1. (Engine 60 degrees before cyl 1 TDC)
1. Turn engine to 60 degrees BTDC No 1 cylinder.
2. Mount trigger disk so that one edge of one of the tooth is approximately 1mm (.040”) past
the centre of the sensor. You can use either edge of the tooth.
3. Next turn the engine so the crankshaft tooth is no longer aligned with the crank sensor, but
before the next tooth on the crank disk. See figure 2.
4. The nearest crankshaft tooth must be greater than 10 degrees away from the sensor.
5. Mount the cam shaft sensor so that one edge of one of the tooth is approximately 1mm
(.040”) past the centre of the sensor. You use either edge of the tooth.
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The number of tooth disk required in relation to engine cylinders is as follows:
8 cylinder engine = 4 tooth disk.
6 cylinder engine = 3 tooth disk.
4 cylinder engine = 2 tooth disk.
Some versions of the SMC will accept 40, 60 or 75 degree crankshaft trigger angle.
Figure 2 (Engine at cyl 1 TDC).
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Crankshaft and Camshaft Trigger Setup with magnetic-reluctor sensor
Figure 1. (Engine 60 degrees before cyl 1 TDC)
1. Turn engine to 60 degrees BTDC cylinder No 1.
2. Mount trigger disk so that the centre of one tooth is in the centre of the sensor.
3. Next turn the engine so the crankshaft tooth is no longer aligned with the crank sensor, but
before the next tooth on the crank disk. See figure 2.
4. The nearest crankshaft tooth must be greater than 10 degrees away from the sensor.
5. Mount the cam shaft sensor so that the centre of the tooth is in the centre of the sensor.
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The number of tooth disk required in relation to engine cylinders is as follows.
8 cylinder engine = 4 tooth disk.
6 cylinder engine = 3 tooth disk.
4 cylinder engine = 2 tooth disk.
Some versions of the SMC will accept 40, 60 or 75 degree crankshaft trigger angle.
Figure 2 (Engine at cyl 1 TDC.
When using inductive sensors a reluctor interface is required, see page 19.
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Page 40
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Ignition Setup Output Sequence
The ignition outputs are not 1, 2, 3, 4. They are as follows.
Ignition coils selected (number of ignition outputs) Sequence
1 1
2 2, 1
3 3, 1, 2
4 4, 1, 2, 3
The following are examples of different firing orders and ignition sequences
Cylinders
Number
of ignition
outputs
Number
of actual
coils
Engine Firing order Sequence
Ignition O/P to
cylinders
4 1 1 1, 3, 4, 2 1 1 = 1, 3, 4, 2
4 2 2 1, 3, 4, 2 2, 1
2 = 1 & 4
1 = 3 & 2
4 4 4 1, 3, 4, 2 4, 1, 2, 3
4 = 1
1 = 3
2 = 4
3 = 2
6 1 1 1, 5, 3, 6, 2, 4 1 1 = 1,5,3,6,2,4
6 3 6 1, 5, 3, 6, 2, 4 3, 1, 2
3 = 1 & 6
1 = 5 & 2
2 = 3 & 4
8 1 1 1, 8, 4, 3, 6, 5, 7, 2 1 1 = 1,8,4,3,6,5,7,2
8 4 4 1, 8, 4, 3, 6, 5, 7, 2 4, 1, 2, 3
4 = 1 & 6
1 = 8 & 5
2 = 4 & 7
3 = 3 & 2
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Page 41
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41
Datalogging setup, wiring
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Datalogging notes:
• 1000 ohm protection resistor prevents damage to wiring due to ground short circuit in
serial connector if it becomes partial disengaged from jack.
• Preferably use ¼ inch remote jack, these are more durable and easier to use than 1/8
inch switched jacks, especially if dash mounted. A 1/8” female to ¼ “ male stereo
adaptor can be installed on the PC data cable to adapt to the larger ¼ inch jack.
• Plugging laptop into remote jack inhibits logging activation by switch. Laptop can then
control logging. Setup logger and extract logged data from ECU (See Options 3 & 4).
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43
Sensors
Coolant Temperature Sensor
The coolant temperature is used by the Autronic to determine warm up corrections and adjust
fuel mixtures.
The coolant temperature sensor has 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.
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 will automatically compensate using the signal received from the air temperature
sensor.
This sensor is of Autronics make and should not be replaced by some other type of
sensor. Some models will support NTC air temp sensors.
The sensor should be mounted to provide the best representation of the actual temperature of
the air entering the combustion chamber, ie. 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.
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44
Throttle Position Sensor Setup (TPS)
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.
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 voltage 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.
Throttle Limit Learning
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:
5. Ignition switch on, engine stopped.
6. Disconnect throttle position electrical connector for at least 5 seconds.
7. Reconnect throttle position electrical connector.
8. Ensure that throttle is closed for at least 5 seconds.
9. 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 stop 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.
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Page 45
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45
Advanced Sof
tware Setup
Boost Control Valve (Internal wastegate)
Adjustable restrictor can be replaced with a fixed restrictor. The table below give a guide to
restrictor hole size for the small Autronic boost control valve on a turbocharger with and internal
wastegate.
Standard Wastegate
Boost Setting Kpa
Restrictor
Size in mm
Maximum Boost
at 100% valve duty
50
1.5
170
50
2.0
110
50
3.5
80
25
2.0
75
75
2.0
150
See “Wastegate Control” in the “Software Table Descriptions” for more wastegate settings.
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46
Boost Control Valve (External wastegate)
For correct operation of the boost controller, the following software settings will the best control
when using the small Autronic boost control valve with external wastegate.
PWM O/P frequency = 40Hz.
Control Range = 150
Dynamic Comp = 0 or 1
See “Wastegate Control” in the “Software Table Descriptions” for more wastegate settings.
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47
Closed Loop Control
The some SM2 models have Closed Loop control (CLC).
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.
The CLC has two modes, city and highway. City mode 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 city and highway AF ratios.
The CLC will only operate on air fuel ratios Stoichiometric (14.7) or leaner. In city mode it will
ignore air fuel ratios leaner than stoichiometric and maintain stoichiometric air fuel ratio.
In example 1 the CLC would operate from 30 to 90% load.
In example 2 the CLC would operate form 30 to 90% load and maintain 14.7 during city mode.
In high way mode it would maintain any air fuel ratio less than 14.7, in this case it would be from
30 to 60% load.
Example 1.
RPM
1000 2000 3000 4000 5000
Load
30 14.7 14.7 14.7 14.7 14.7
50 14.7 14.7 14.7 14.7 14.7
60 14.7 14.7 14.7 14.7 14.7
90 14.7 14.7 14.7 14.7 14.7
100 12.7 12.7 12.7 12.7 12.7
Example 2.
RPM
1000 2000 3000 4000 5000
Load
30 14.7 17.0 17.0 17.0 17.0
50 14.7 17.0 17.0 17.0 17.0
60 14.7 14.7 14.7 14.7 14.7
90 14.7 14.7 14.7 14.7 14.7
100 12.7 12.7 12.7 12.7 12.7
For the CLC to operate correctly the engine must be first tuned within 1 or 2% of required CLC
air fuel ratios.
Setup:
1. Enable Open Loop Table.
2. Enable ECU Internal CLC.
3. Enable Open Loop Lean Highway (If required).
4. Set Gain = 10. (Default value)
5. Set Adapt Rate = 30. (Default value)
The Stoichiometric air fuel ratio can be changed from the default of 14.7 to a new value in the
“Engine Setup” table.
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48
Idle Valve Setup SM2
1. Select under menu M1 “Relay/Analog O/P” table. For “Idle control” select either “Analog O/P”
or “PMW1 O/P”. If the valve is conroled by pulse width, then select “PMW1 O/P”. For
proportional type valves like the Ford EECIV Type Valve, select “Analog O/P”
2. From menu M6 select the “Idle Spd Ctrl” table. The engine idle speed is based on battery
voltage.
Example:- Battery voltage is 13.5 with no accessorys turned on (AC, cooling fans, lights)
Required idle speed 850 RPM.
a. Set the first voltage axis site to 12.00 volts. Put 1200 RPM as the idle speed
require when battery voltage is low.
b. Set all other axis values to 13.5 and put 800 rpm in these sites.
3. Select from menu M6 the “Idle setup” table. This is where you setup the idle valve range and
other parameters. IAC = Idle Air Control.
ISC adaptation rate:
The rate at which the idle valve becomes active below the throttle limit.
ISC range:
The RPM range the valve has control over. Set this 50 RPM more than the
valve range. See below how to determine the valve range.
ISC dynamic comp:
How fast the idle control attempts to correct changes in RPM. If the engine
RPM hunts up and down try increasing this value.
ISC reset engine spd:
The engine speed at which the idle control is deactivated. This can help
engine braking.
ISC fuel comp:
Fuel compensation can be used where extra enrichment is required during idle
control.
ISC throttle limit:
The throttle position range of idle control. In this case idle control will
be from 0 to 2%.
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49
Finding Control Range.
To determine the range of an idle valve set the idle speed in the “idle speed” table to a very
low value (100 rpm) so the valve is not operating. If the engine stalls, temporally set the
idle speed via the throttle stop to a rpm where the engine will idle. Note the idle speed of
the engine, as an example the engine is idling at 1000 rpm.
Now set the idle speed value in the table to 5000 rpm. Note the engine speed, in this
example we get 2800 rpm. Using this information do the following to determine the idle
control range,
2800 – 1000 = 1800 rpm range, we need to add about 50 rpm to this to get the final range,
1800 + 50 = 1850.
4. In menu M5 you will find other items to control idle,
“W-U fastIdle inc” Set the idle speed in relation to engine temperature.
Use to make the engine idle fast while warming up.
“P-S fastIdle inc” Set the extra rpm you require added to the idle speed
after staring the engine.
“P-S fastIdle timeout” The period of time after starting the engine you wish
to maintain the extra idle rpm selected in “P-S fastIdle inc”.
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Turbocharger Anti-Lag System
Autronic turbo-charger anti-lag system uses a coordinated fuel and ignition control strategy in
conjunction with a large effective throttle opening to produce a substantial reduction in turbocharger "lag". The system is effective from a standing start, throughout up & down shifts and
when accelerating out of corners. The system can be used with a large fixed throttle opening, or
in conjunction- with electro-mechanical throttle by-pass valve or a throttle "kicker" solenoid. The
system incorporates an optional turbo-charger cool-down function that ensures rapid cool-down
prior to engine shutdown.
This anti-lag system allows the engine's large throttle opening or bypass to produce a
considerable amount of hot high velocity exhaust gas that sustains high turbo-charger speed.
This is achieved with a higher than normal idle speed (2000 to 4000 RPM typ.). The cool-down
mode uses a different strategy to produce a large volume of cool exhaust gas for rapid turbo
cool-down and it simultaneously controls idle engine speed with the large throttle opening
required.
CAUTION
This anti-lag system, like all others, causes considerable heating of engine, exhaust valves,
exhaust manifold, turbo-charger and exhaust system. Consideration must be given to the
possibility of component damage or possible vehicle fire.
Set-up of the anti-lag system MUST NOT be attempted without monitoring EXHAUST GAS
TEMPERATURE (EGT) in the vicinity of the turbine wheel. Knowledge of the maximum safe
working temperature of the turbo-charger turbine is essential. A turbo tacho and a pressure
gauge to measure the turbo compressor outlet pressure are also useful tools to assist in the
setup of anti-lag.
Operating Modes
1. Throttle opening/bypass controlled anti-lag, using a mechanical or electro-mechanical throttle
opener or bypass. ECU activation of the anti-lag function with dash mounted inhibit switch.
2. ECU controlled throttle opening/bypass using an electro-mechanical throttle opener or
bypass valve. Dash mounted switch allows driver selection of and-lag function.
3. Fixed throttle opening with full automatic control by ECU with manual override or manual
control of and-lag and cool-down function
Notes:- Modes 1 & 2 do not effectively use the fast cool-down function.
Anti-lag action is terminated by excessive engine temperature(> 110 deg C)
Mode 3 is the simplest mode to use, since it requires no additional engine mounted hardware
(eg: throttle kickers or solenoid controlled by-pass valves). The cool-down mode is
also most effective in this mode.
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51
Mode 3 Fixed Throttle Opening
Mode 3 uses a fixed large throttle opening (typically 8 to 20%). This modes anti-lag function
uses this large opening, high idle speed (typically 2500 to 400O RPM) and ignition retard to
produce a considerable amount of hot high velocity exhaust gas that sustains high turbocharger speed. The cool-down mode uses a different strategy to produce a much cooler
exhaust gas temperature and simultaneously control idle engine speed with this large initial
throttle opening, when anti-lag is not active.
Activation.
1. Manual:- Ground anti-lag I/P pin to switch from cool-down to anti-lag mode.
2. Automatic:- Anti-lag activated by engine RPM exceeding 500O RPM and remains active
for 15 seconds after RPM falls below 5000RPM.
3. Auto/Manual:- As per automatic mode above but inhibited if Anti-lag I/P not grounded.
ANTI-LAG SETUP
Throttle opening, ignition retard and the resulting anti-lag no-load RPM must be chosen to
produce the best compromise between excessive exhaust temperature and good anti-lag
action. More throttle requires greater ignition retard to control no-load throttle closed RPM, and
results in higher EGT. Anti-lag ignition timing for small capacity 4 valve central spark plug
combustion chamber engines should be in range -20 to -30 deg. For large capacity 2 valve
engines -2 to -2O deg should suffice. Ignition timing retard should be maintained up to a MAP
value as high as possible but must be eliminated before 1 atmosphere is reached to ensure
adequate off-boost performance. Below anti-lag RPM normal ignition timing should be restored
so that engine torque increases with decreasing RPM in order to stabilise RPM. Additional fuel
during and-lag is often required to help control EGT. A value between 10 and 20% extra is
usually beneficial. The User defined PWM table functions as the anti-lag ignition offset table 1%
= 1 deg retard.
eg:- Anti-lag idle @ 2600 RPM approx. User Define PWM output %(0 to 100)
Load/RPM Example TPS/RPM Example
RPM RPM
LOAD 2400 2600 4000 TPS 2400 2600 4000
97.0 0.0 40.0 50.0 12.0 0.0 40.0 50.0
98.0 0.0 0.0 0.0 15.0 0.0 0.0 0.0
Engine idles @ 2600 RPM with 88 to 92 kPa MAP below butterfly with 30 – 40 = -10 deg
ignition. Gives 130 to 150 kPa MAP above butterfly.
!!!! IMPORTANT!!!!
1. Irrespective of the actual throttle opening used the ECU must be reset so
that the selected open is seen by the ECU as 0% open. Throttle limit
learning must be performed each time a new throttle stop setting is set.
2. Before attempting anti-lag set-up it is most important that correct fuel and
ignition calibration be achieved for "normal" engine operation.
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52
COOL-DOWN SETUP
The cooldown function produces a stable idle with an exhaust sound similar to that produced by
engines fitted with long duration camshafts. This disappears as soon as the engine is laboured
at low RPM or loaded at higher RPMs. Spark plugs normally remain clean even during extend
periods of cool-down idling. Cooldown MIN RPM and MAX RPM settings are set to values
above and below the Desired cool-down idle RPM. These values should be at least 800 RPM
apart to prevent idle instability. The cool-down mode MAX THROTTLE setting is usually set to
5% for best drivability.
eg:- Cool-down idle @ 1700 RPM
COOLDOWN MIN RPM - 1400 RPM
COOLDOWN MAX RPM - 2400 RPM
COOLDOWN MAX THROTTLE = 5%.
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53
Traction Control Setup
1. "Basic ECU Settings" screen.
"Vehicle Speed I/P cal." sets the non-driven wheel speed sensor calibration.
(Front wheels of rear wheel drive vehicle, rear wheels of front wheel drive car)
Ensure that wheel speed sensor connected to the ECU vehicle speed I/P
produces a "Vehicle speed" indication on the Laptop screen when the non
driven wheel is spun.
"Driven Speed I/P cal." sets the driven wheel speed
sensor calibration. (Front wheels of rear wheel drive vehicle, rear wheels of
front wheel drive vehicle) Ensure that wheel speed sensor connected to the
ECU spare speed I/P produces a "Driven wheel speed" indication on the
Laptop screen when the driven wheel is spun.
2. "Traction control SETUP" screen.
"Gear Drive Ratio"s must be loaded so that the ECU can determine the
selected gear. Each higher gear should be loaded with a higher value. All gears
should be loaded even if the vehicle is equipped pith a 3, 4 or 5 speed gear
box.
Gear Drive Ratio = 0.06 * Tire circumference (in millimeters)
----------------------------------------- gear ratio * diff ratio
eg:- 1st gear 2.51:1, diff 3.4:1, tire circumferemce 2200mm
1st gear ratio = (0.06 = 2200) / (2.51 * 3.4)
= 15.47 KPH / 1000 RPM
"Control Action Select": Set to a value of 0 to disable traction control.
Set to a value of 2 for engine power reduction by individual cylinder ignition
cut.
Set to a value of 1 for engine power reduction by individual cylinder fuel cut.
Add 4 to value to activate dashboard traction control ON/OFF switch.
Connect switch between ECU pin 40 (alternate function name is A/C
Request I/P) and ground. When switch is closed traction control is
enabled.
“Min. Traction control Speed":- Inhibits traction control at low
vehicle speed. Typical Val 15.0 KPH.
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54
"Max. Traction control Speed”:- Inhibits traction control at high
vehicle speed. Use to inhibit control at high speed. typical Val
300.0 KPH.
"Min. Traction control Engine Speed":- Inhibits traction control at
low engine speed. Use to prevent engine bog down during take-off
from standing start. Usually set to value corresponding to minimum
RPM that produces good torque. typical value 2500 to 4500 RPM
"Max. Traction control Throttle Limit":- Traction control effect
diminishes as throttle is opened beyond this limit. Allows drive to
overide the effect of traction control if desired. Set to 100.0% to
make traction control work for all throttle openings. typical value
78%
3. "Traction control TUNING" screen.
"x Gear Slip Threshold"s:- Sets the percentage driven wheel slip required
before traction control action commences. Too low a value will cause
erroneous early traction control action that will reduce vehicle acceleration.
Too high a value will result in excessive wheel spin. typical value 5%
"x Gear Control Range"s:- Sets the percentage driven wheel slip above
required before traction control action commences. Too low a value will cause
savage traction control operation, resulting in poor vehicle control especially
when exiting a corner. Too high a value will cause excessive wheel spin.
typical value 10%
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55
Missing Teeth Crank Trigger Setup
Chip version 1.37 and 1.49 can be used with crank triggers with missing teeth or multiple teeth
e.g:- Motronic 60-2 or simular combinations.
In the example below we will use a 60-2 as a example.
To setup the software to suit this type crank trigger requires setting mode flags, 13, 14 and 15.
Mode Flag 13 = Number of teeth on camshaft rpm trigger. This should always be one tooth.
You also have to add 128 in this case, to tell the ECU there are missing teeth
on the crank trigger.
With 60-2 you have missing teeth so mode flag 13 setting is
1 + 128 = 129
Mode Flag 14 = Number of teeth including the missing teeth on the crank trigger divided by the
number of teeth that the Autronic systems require on the crank trigger.
4 cylinder engine = 2 teeth on crank trigger.
6 cylinder engine = 3 teeth on crank trigger.
8 cylinder engine = 4 teeth on crank trigger.
Example:- An six cylinder engine should have three teeth, so In this case
we have 58 teeth plus 2 missing teeth divided by 3 = 20
Mode flag 14 would be 58 + 2 / 3 = 20.
Mode Flag 15 = This is the offset in number of teeth, from the closest tooth to the sensor
while the engine is at 60 degrees BTDC and the reference signal (camshaft
trigger).
In this case the number of teeth could be from 0 to 19. There is a unknown
area/numbers between 0 and 19 that cannot be used. Selecting above or
below this area will cause a change in ignition and injector output sequence.
To find this value, turn the engine to TDC number one cylinder and mark the
crank pulley with a mark that will be visible when the engine is running. Use a
timing light and crank the engine while looking for the mark. If the mark is not
visible, keep adjusting mode flag 15 until it is visible and close to your TDC
pointer.
This will be close enough to start the engine. When the engine is running you
can make the final adjustment to mode flag 15 so that the ignition timing
displayed on the PC screen matches the engine timing.
To use this method to find mode flag 15, requires the ignition output sequence
being wired correctly for the sequence of you engine. See “Ignition Output
Sequence” under the hardware section.
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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 Deliver 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. The sites marked * are the sites that require tuning in the Base Fuel Delivery table.
See below.
RPM
Load 0 1000 2000 3000 4000 5000 6000
0
* * * * * * *
1
* * * * * * *
3
* * * * * * *
5
* * * * * * *
10
* * * * * * *
30
* * * * * * *
70
* * * * * * *
100
* * * * * * *
150
200
220
Base Fuel Delivery table.
The Base Ignition Timing table is setup using load sites for pressure mapped engines.
RPM
Load 0 1000 2000 3000 4000 5000 6000
0
1
3
5
10
30
* * * * * * *
70
* * * * * * *
100
* * * * * * *
150
* * * * * * *
200
* * * * * * *
220
* * * * * * *
Base Ignition Timing table
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Autotune™
Software Setup
Step 1.
Select menu M1, Engine setup.
Set “A/F ratio sensor” = Linear I/P A/F meter.
Step 2.
Select menu M1, ECU A/F control.
Set “Open loop table” = Enabled.
Step 3.
Select menu M2, Target A/F ratio table (open loop table)
Setup this table with the “Target” air fuel ratios you wish the Autotune™ software to tune
the engine.
Below is an example table for a turbocharged engine. There are many engine variables
that effect 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
Open loop A/F ratio table.
Step 4.
Select menu M2, Base fuel delivery.
Only with the base fuel table displayed will the Edit menu will have the option “Setup
Autotune™”.
Select “Setup Autotune™” under the Edit menu.
Options.
Color.
Un-Protected = Sites tuned (colored) will have the color and attribute
cleared before a change is made to the site.
Protected = Tuned sites (colored) will not have the color and attribute
removed when a change is made to the site.
Fine accuracy.
For a quick rough tune set this to 5%. The default accuracy is 2%.
Sensor Position = Select the position of the 02 sensor in the exhaust system.
No further items require changes.
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Hardware setup.
Connect analyser to the 02 input and sensor ground on the SMC.
If your analyser was purchased with a “Pwr/Log” cable see Fig2 for setup. Analysers without the
“Pwr/Log” cable will require modification to provide the connection, see Fig1.
Other make analysers can be used providing they meet the linear output
requirements of 0 to 1 volt = 10.0:1 to 30.0:1 air fuel ratio.
Fig1 Setup without Pwr/Log cable.
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Fig2 Setup using “Pwr/Log” cable.
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Running Autotune™
To run Autotune™ press F5 while the base fuel table is displayed. You can also view the Autotuning in a 3D graph by pressing the key G before pressing F5.
The Edit menu has many Autotune™ options and functions available while the base fuel table is
displayed. When a RPM or Load site is tuned the site has it’s attribute set. To make manual
changes to a site after the attribute is set requires the attribute being removed. The key R will
remove the attribute. You can show the attribute of all the sites in the able by pressing Ctrl+P.
It is recommended you set the engine parameter limits in the “PC Limits/Log setup” under the
Logger menu to minimum or maximum values suitable for your engine before running
Autotune™. If any of these limits are exceeded Auto-tuning will stop tuning and the user ID bar
will turn red and display and limit that has been excide, also the PC speaker will sound a
waring.
During the tuning Load and RPM sites will be coloured Yellow (attribute set) if the site is tuned
within 2% of the accuracy you have set in the Autotune™ setup. When a site is tuned to the
accuracy you have specified then the site will be coloured Green.
To tune sites requires the engine RPM and Load to be held for 1 to 2 seconds for tuning to
occur. Most low engine RPM sites (under 3000 RPM in most cases) can be tuned by road
driving the car. The use of different gears a little brake pedal or a hill will help to tune most sites.
The high RPM sites will require in most cases the use of a dyno that will hold a fixed RPM or
vehicle speed.
The preferred method to tune the sites on a dyno is to fix the engine RPM and progressively
open the throttle stoping at each load site for a few seconds. When all sites are coloured set the
fixed RPM to the next RPM site and repeat the process.
After you have finished tuning, any sites not able to be reached can be manual adjusted to
values simular to near tuned sites and then there attribute set by pressing the key A.
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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 analyzer.
Have these connected before attempting to start the engine.
Software.
1. With the PC connected to the SM2 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+6 to open menu M6 and select the “Idle ignition timing” 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 cal mul”
to change the overall fuel trim to get the engine running smoothly.
4. Calibrate the throttle
See throttle limit learning under the Sensor section of 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 analyzer to see the air fuel ratio is between 12.7 and 11.0, change the
“Overall fuel cal mul” 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 cal mul” to make corrections.
Press F4 to lock the changes into the SM2.
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.
Crank trigger:- Move the sensor or turn the trigger disk.
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Direct fire ignition sequence testing.
This type of installation is very 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 No2 cylinder in the firing order, and place two marks on
the harmonic balancer. Do the same for third cylinder to fire, 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 SMC harness connector 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.
If the only ignition O/P that produces a occasional flash from the timing light is Ign O/P1
then the camshaft reference signal is missing or cylinder pulse errors.
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Software Tables Description
Base Fuel Delivery Calibration
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. 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.
Base Ignition Timing Calibration
Basic ignition timing calibration table for "normal" engine operation, excluding cranking, idling and
over-run conditions. The table uses the same site calibrations as the base fuel delivery table and
therefore is of equal size. Timing is selectable in 0.25 Degrees increments over a range from 0 to
50 Degrees crank angle. The calibration from this table is combined with temperature dependent
corrections and. an external trim to produce the actual engine "running" ignition timing.
Overrun Ignition Timing Calibration
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.
Cranking Ignition Timing
Ignition timing for engine cranking calibration allows the selection of an engine speed dependent
timing characteristic that minimises the possibility of starting gear damage due to engine kick-tack
yet aids in the rapid acceleration of the engine up to running speed. The range of calibration is as
for the bass ignition table and up to 5 engine speed calibration sites may be chosen.
Idling Ignition Timing Calibration
Idling ignition timing calibration allows optimal timing during this condition for good idle quality and
improved idle speed stability. The range of calibration is as for the base ignition table and up to 5
engine speed calibration sites may be chosen.
Coolant Ignition Timing Modifier Calibration
Base ignition timing modification dependent upon engine coolant temperature and engine load to
ensure efficient operation during warm-up and to minimise the possibility of engine damage if
over-heating occurs. Table size is 12 engine coolant temperature calibration sites by 6 engine
load calibration sites and the correction range is +/- 31.75 degrees.
Altitude Ignition timing Modifier Calibration
Base ignition timing modification, dependent upon barometric pressure and engine load to ensure
efficient operation at high altitude. Table size is 7 engine load calibration sites by 2 barometric
pressure calibration sites and the correction range is +/- 31.75 degrees.
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Fuel Injection Delivery Timing
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.
Individual Cylinder Fuel Delivery Trimming
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 manifolding.
These tables share common calibrations sites with the injection timing calibration data (20 X 5)
and allow +/- 61% adjustment range in 0.4% increments.
Manifold Absolute Pressure Sensor Failure limp Home Calibration
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. This table can have up to 8
engine speed calibration sites and 6 throttle position calibration sites. Calibration range is 20 to
420 KPa in 0.1 KPa increments.
Throttle Position Sensor Failure limp Home Calibration
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 limphome table. Calibration range is 0 to 100% in 0.1 % increments.
Exhaust Back Pressure Sensor Failure Limp Home Calibration
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 engine operation. This is
used for limp home in applications where pressure is the primary engine load input. This table
can have up to 8 engine speed calibration sites and 6 manifold absolute pressure sites.
Calibration range is 0 to 409 KPa (Gauge) in 1.6 KPa increments.
Transient Engine Operation Calibration
Calibrations to optimise the operation of the engine during- acceleration and deceleration.
These calibrations all have common engine speed calibration sites (up to 8 max).
• IGNITION ADVANCE ATTACK RATE. 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 to 1590 deg/sec.
• IGNITION ADVANCE RETARD RATE.
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 to 1590 deg/sec.
• CLOSED THROTTLE ACCELERATION 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
• OPEN THROTTLE ACCELERATION 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.
• PART THROTTLE ACCELERATION LIMIT. 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.
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• ACCELERATION ENRICHMENT DECAY TIME. Sets the duration of the acceleration
enrichment. Calibration range is 0.08 to 2 SEC.
• ACCELERATION ENRICHMENT RECOVERY TIME. / DECELERATION ENLEANMENT
DECAY TIME. Sets the time taken for the acceleration enrichment to recover in
readiness for the next acceleration enrichment. Also controls the duration of enleanment
when a throttle opening reduction occurs. Calibration range is 0.08 to 2 SEC.
• DECELERATION ENLEANMENT MULTIPLIER. Sets the amount of fuel delivery
reduction immediately following any throttle opening reduction.
Charge Temperature Estimation Calibration
Calibration that allows the estimation of the heat transferred to the incoming charge by the hot
manifold and intake port, so that an actual charge temperature may be estimated for the
calculation of correct fuel delivery. This table can have up to 16 engine speed calibration sites
and 10 engine "load" calibration sites. 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:
Warm-Up 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.
Post Start Enrichment Calibration
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.
Post Start Enrichment Timeout Calibration
This table controls the decay time for the additional fuel delivery immediately after start-up.
Calibration range is 0 to 20 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.
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.
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Warm-Up Fast Idle Rpm Calibration
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 engine coolant temperature calibration sites as chosen for the warm-up enrichment
calibration table above.
Post Start Fast Idle Rpm Calibration
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.
Post Start Fast Idle Rpm Timeout Calibration
Decay time for post start fast idle increase. Calibration range is 0 to 41 SEC. This calibration
uses the same engine coolant temperature calibration sites as chosen for the warm-up
enrichment calibration table above.
Wastegate Control
1. BOOST CONTROL CALIBRATION TABLES. One turbocharger wastegate control
calibration table is available. The table allows engine speed and engine coolant temperature
dependent setting 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
table can have up to 10 engine speed calibration sites and 5 engine coolant temperature
calibration sites. Calibration range is 110 to 500 KPa.
2. BOOST CONTROL THROTTLE MODIFIER CALIBRATION The boost level determined by
the above calibration table may be made throttle position dependent by setting this table to
effect a reduction in boost under conditions less than full throttle. The table may have up to 4
throttle position dependent calibration sites and the range for calibration is 0 to 300KPa.
3. BOOST CONTROL RANGE OFFSET. Use to correct actual decreces or increces in boost
that occour above or below the desired boost levels set in boost table at varing engine
RPM’s. Correction values of –250Kpa to 250Kpa can be used.
4. 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.
5 . OVERBOOST PROTECTION. (2 adjustments) Two stage overboost protection is adjustable
for detection level and detection tire so that damaging overboost causes engine shutdown but
pressure spikes are ignored.
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Engine Speed Limit
Engine rev limiting may be made coolant temperature dependent with this table. A maximum of
6 engine coolant temperature calibration sites may be selected. Calibrations may be selected in
the range 0 to 30000 RPM in 1 RPM increments. Additional control variables allow the
characteristics of the rev limiter function to be tailored for the application.
Overrun Fuel Delivery Cut Off
Two engine coolant temperature dependent engine speed calibrations may be defined, one
specifies the minimum engine speed that fuel delivery shutoff can commence under trailing
throttle conditions and the other the minimum engine speed down to which fuel shutoff will be
sustained. Higher engine speeds can be selected during engine warm-up to minimise the
drivability problems associated with fuel delivery shutoff. The engine coolant temperature
calibration sites chosen for the engine speed limit calibration function are also used by this
function. Calibrations may be selected in the range 0 to 30000 RPM in 1 RPM increments.
Base Idle Speed control Calibration
Base idle speed calibration adjustment to provide the idle speed steeping for the automatic idle
stabilisation function. This table allows battery voltage dependent idle speed selection if desired.
This function helps ensure battery charge is maintained under all conditions. A maximum of 3
battery voltage calibration sites may be selected. Calibrations may be selected in the range 300
to 5000 RPM in 1 RPM increments.
User Defined Duty Ratio Output Calibration
This user-defined table is a 16 by 10 table that allows the user to define the outputcharacteristics of a spare pulse width modulated output as a function of any 2 variables that the
ECU measures. A typical application would be the control of the actuation of an auxiliary
upstream butterfly depending upon throttle position and engine speed in a turbocharged
application in order to minimise turbocharger lag.
User Defined On/Off Output Calibration
This user defined table is a 6 by 4 table that allow the user to define the on /off characteristics of
a spare relay output as a function of any 2 variables that the ECU measures. A typical
application might be the control of camshaft timing adjustment actuator depending upon engine
speed and load.
Idle Mixture Control range Calibration
The idle mixture trim screwdriver adjustment can be configured to operate over any defined
engine speed and load range with up to +/- 25% of adjustment range. This allows the control to
suit road and race tuned engines and also allows the action of the control to be inhibited if
government authority regulations exclude any idle mixture adjustment. Calibration may be
selected at up to 2 engine speed sites and 2 engine load sites with an adjustment range of 0 to
+/- 25% in 0.1% increments.
Barometric Pressure Estimation Offset Calibration
Calibration table that allows the ECU to estimate barometric pressure at times other than before
engine start-up using the internal MAP sensor. The table may have a maximum of 3 engine
speed calibration sites and 6 throttle position sites. Calibration range is 0 to 50 KPa IN 0.2 KPa
increments.
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Open Loop Air-fuel Ratio Calibration
This 16 by 10 calibration table is for use in applications where closed loop air fuel ratio
operation is required. Details of this function are presently supplied to customers only on
request.
Miscellaneous Calibration
Many variables exist that work with the above calibration functions, some are selected
automatically by the laptop program depending upon the users response to questions asked by
the program, others may be adjusted directly from a special screen display. These calibrations
include:
• SELECT NUMBER OF ENGINE CYLINDERS.
• SELECT 4 CYCLE OR 2 CYCLE ENGINE.
• SELECT MANIFOLD ABSOLUTE PRESSURE/THROTTLE POSITION OR BOTH
AS ENGINE LOAD INPUT.
• SELECT ENGINE COMPRESSION RATIO.
Correct selection ensures precise correction for baro and exhaust backpressure
changes.
• OVERALL FUEL DELIVERY MULTIPLIER.
Provides correct scaling for, all fuel delivery tables and allows changes to injector
sizing and/or fuel pressure without having to re-calibrate the fuel delivery tables.
• SELECTION OF INJECTION RESPONSE COMPENSATION.
Selects the correct response characteristics for all commonly available injectors.
• OVERBOOST PROTECTION. (2 adjustments) Two stage overboost protection is
adjustable for detection level and detection tire so that damaging overboost
causes engine shutdown but pressure spikes are ignored.
• ACCELERATION ENRICHMENT. (2 adjustments) Throttle sensitivity and
maximum acceleration fuel delivery allow trimming of the minimum and maximum
limits of enrichment.
• AUXILIARY SPEED MEASUREMENT INPUT CALIBRATION CONSTANTS. The
2 auxiliary speed measurement inputs can both be configured for the
measurement of any pulse type input such as vehicle speed measurement or as a
turbo charger tachometer. If the automatic gear ratio selected boost curve function
is to be used then input 1 should be calibrated with the appropriate constant so
that true vehicle speed or drive shaft rpm is registered.
• OVERALL GEARING CONSTANTS. (3 off) These constants relate engine RPM to
either vehicle speed or drive shaft rpm so that the ECU can establish the gearbox
gear currently engaged and select the appropriate boost calibration curve.
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• COOLING FAN CONTROL ADJUSTMENTS. (off) Allows co-ordination of two
cooling fans according to vehicle speed, engine coolant temperature and air
conditioner operation.
• AUTOMATIC IDLE SPEED STABILISATION CONTROL ADJUSTMENTS (2 off).
Allows the trimming of the control characteristics of the idle stabilisation function
for optimal operation (supplied default values normally ok).
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ECU Diagnostic
Error Indicator Light
The ECU’s red LED indicator flashes error codes to indicate fault conditions. If online with the
ECU the errors will be displayed in the ECU Error History in a text format.
Error conditions include:-
• Faulty sensors.
• Out of range signals.
• Electrical interference.
• Operation endangering engine life.
• Internal ECU malfunction
This indicator is located near the main connector, and some models (eg:- SMC) allow
connection of a remote indicator light. Each time the ECU is activated (ignition on) previously
detected HISTORY or old error conditions are indicated. After the completion of the HISTORY
error codes, error codes are displayed as the errors are detected. An error code will remain
stored in ECU memory until the fault is repaired and the engine is warned-up (from cold to
normal operating temperature) 20 times. This error memory feature allows the engines' user
reasonable time to fault find difficult intermittent faults, or drive in limp-home mode to qualified
service for repair. When the repair is effected the old stored error codes may be erased by
using the laptop calibration program.
Error code format:-
• Error codes are all 2 digits, each digit comprising a number of 1/2 second on, 1/2
second off flashes.
• The 2 digits of each code are separated be 2.5 seconds.
• Error codes are separated by 5 second pause.
• As detected error codes can occur 10 seconds after the completion of the ignition on
HISTORY CODES.
Normal Engine and ECU operation should present only 2 flashes 2.5 seconds apart at ignition
on. Indicating that the ECU is without any stored error HISTORY and presently not detecting
any new errors.
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71
Error Warning / Diagnostic Light Fault Codes
CODE ERROR DESCRIPTION
------------------------------------------------------ ON INTERNAL ERROR 120
CONTINUOUSLY RETURN TO FACTORY FOR REPAIR.
FLASHING FAST INTERNAL ERROR 121 RETURN TO FACTORY FOR REPAIR.
11 NO ERROR.
13 THROTTLE I/P.
14 02 I/P.
21 AIR INTAKE TEMPERATURE I/P
22 COOLANT TEMPERATURE I/P.
23 BAROMETRIC PRESSURE.
25 VEHICLE (WHEEL) SPEED I/P.
26 OVER BOOST ERROR.
31 PRESSURE I/P.
33 CYLINDER PULSE I/P MISSING.
34 "SYNC" REFERENCE PULSE I/P MISSING.
41 EBP I/P.
43 "SYNC" ERROR DETECTED WHILE ENGINE RUNNING.
53 SUPPLY OVER VOLTAGE ERROR.
73 POWER FAIL DETECTOR ERROR CONTACT SUPPLIER.
82 CMOS RAM MEMORY LOSS.
99 EEROM ERROR CONTACT SUPPLIER.
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Example of error indication
Air Intake temperature error
User
action
System
Error
ECU
error
HISTORY
memory
ECU indication
No power nil nil
Ign on nil nil
1 flash, pause 2.5 sec, 1 flash = code 11, no error
HISTORY.
no flashes for 10 sec = pause.
no further flash = no existing/new
errors.
Disconnect
ait temp
sensor
21 nil
2 flashes, pause 2.5 sec, 1 flash = code 21
Air intake
temperature
sensor fault.
Ign off 21 21
Ign on 21 21
2 flashes, pause 2.5 sec, 1 flash = HISTORY code 21
Air temperature
sensor previously
faulty.
No flashes for 10 sec = pause after error
code.
Or
2 flashes, pause 2.5 sec, 1 flash = Air temperature
sensor still faulty
Reconnect
air temp
sensor
nil 21
Ign off nil 21
Ign on nil 21
2 flashes, pause 2.5 sec, 1 flash = HISTORY code 21
Air intake sensor
previously faulty.
No flashes for 10 sec = pause after history
code.
No more flashes = no existing/new
errors.
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73
Mode Flags
SM2 V1.07 Mode Flags
MODE
FLAG FUNCTION VALUE
NO.
0 SELECT MANIFOLD ABSOLUTE PRESSURE 0
MAPPED CALIBRATION
0
SELECT THROTTLE POSITION 1
MAPPED CALIBRATION
0
SELECT FOR 4 CYCLE ENGINE ADD 0
0 SELECT FOR 2 CYCLE ENGINE ADD 4
0 DE-SELECT EXHAUST BACK ADD 0
PRESSURE CORRECTION
0 SELECT EXHAUST BACK PRESSURE CORRECTION
ADD 2
(ABSOLUTE MANIFOLD PRESSURE MAPPED
APPLICATIONS ONLY)
1 1 COIL IGNITION SYSTEM 1
2 COIL IGNITION SYSTEM 2
3 COIL IGNITION SYSTEM 3
4 COIL IGNITION SYSTEM 4
1 NEGATIVE TRIGGERED IGNITION ADD 0
AMPLIFIER (MODULE) eg:- Bosch HEI
1 POSITIVE TRIGGERED IGNITION ADD 32
AMPLIFIER (MODULE) eg:- - MSD
1 CYLINDER REFERENCE PULSE INPUT ADD 0
POSITIVE TRIGGERED
1 CYLINDER REFERENCE PULSE INPUT ADD 16
NEGATIVE
TRIGGERED
1 CYLINDER PULSE INPUT POSITIVE TRIGGERED ADD 0
1 CYLINDER PULSE INPUT NEGATIVE TRIGGERED
ADD 64
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74
SM2 1.07
MODE
FLAG FUNCTION VALUE
NO.
3 ENABLE MAIN COOLING FAN ADD 32
CONTROL TO RELAY 3 O/P
3 DISABLE MAIN COOLING FAN ADD 0
CONTROL
3 ENABLE AUXILIARY COOLING FAN ADD 64
CONTROL TO RELAY 4 O/P
3 DISABLE AUXILIARY COOLING FAN ADD 0
CONTROL.
3 ENABLE CONDITIONER CLUTCH CONTROL ADD 128
TO RELAY 2 O/P.
3 DISABLE CONDITIONER CLUTCH CONTROL.
ADD 0
4
ENABLE FUEL USED O/P PULSE ADD 131
CONTROL TO RELAY 2 O/P
4 ENABLE FUEL USED O/P PULSE ADD 130
CONTROL TO RELAY 3 O/P
4 ENABLE FUEL USED O/P PULSE ADD 129
CONTROL TO RELAY 4 O/P
4 ENABLE FUEL USED O/P PULSE ADD 128
CONTROL TO SOLENOID 3 O/P
4 DISABLE FUEL USED O/P PULSE ADD 0
4 ENABLE USER DEFINED ON/OFF ADD 76
0/P TO RELAY 2 0/P
4 ENABLE USER DEFINED ON/OFF ADD 72
0/P TO RELAY 3 O/P
4 ENABLE USER DEFINED ON/OFF ADD 68
O/P TO RELAY 4 O/P
4 ENABLE USER DEFINED ON/OFF ADD 64
0/P TO SOLENOID 3 O/P
4 DISABLE USER DEFINED ADD 0
ON/OFF
O/P
4 SELECT "LOAD” AS CALIBRATION ADD 32
VARIABLE FOR USER DEFINED ON/OFF O/P
4
SELECT THROTTLE POSITION AS ADD 0
CALIBRATION VARIABLE FOR
USER DEFINED ON/OFF O/P
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75
SM2 1.07
MODE
FLAG
FUNCTION VALUE
NO.
5 ENABLE USER DEFINED PWM 0/P ADD 129
TO ANALOG O/P
5 ENABLE USER DEFINED PWM O/P ADD 130
TO PWM 1 O/P
5 ENABLE USER DEFINED PWM O/P ADD 128
TO PWM 2 O/P
5 DISABLE USER DEFINED O/P ADD 0
5 SELECT “LOAD” AS CALIBRATION ADD 8
VARIABLE FOR USER DEFINED PWM O/P
5 SELECT “THROTTLE POSITION” AS ADD 0
CALIBRATION VARIABLE FOR
USER DEFINED PWM O/P
6 ENABLE BOOST CONTROL TO
ADD 129
ANALOG O/P
6 ENABLE BOOST CONTROL TO
ADD 128
PWM2 O/P
6 DISABLE BO0ST CONTROL ADD 0
6 PWM2 0/P FREQUENCY = 10Hz ADD 0
6 PWM2 O/P FREQUENCY = 20Hz ADD 4
6 PWM2 O/P FREQUENCY = 30Hz ADD 8
6 PWM2 O/P FREQUENCY = 40Hz ADD 12
6 ENABLE BOOST CONTROL ADD 2
SET POINT CURVE SELECTION
BY SWITCH 2 I/P
6 DISABLE BOOST CONTROL SETPOINT ADD 0
CURVE SELECTION BY SWITCH 2 I/P
7 ENABLE IDLE SPEED CONTROL TO ANALOG O/P ADD 129
(FOR FORD EECIV TYPE VALVE)
7 ENABLE IDLE SPEED CONTROL ADD 128
TO PWM1 O/P (FOR BOSCH 2 WIRE
IDLE CONTROL ACTUATOR)
7 DISABLE IDLE SPEED CONTROL ADD 0
8 to 15 NO FUNCTIONS ASSIGNED
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76
SM2 V1.34-V1.35 Mode Flags
MODE
FLAG FUNCTION VALUE
NO.
0 SELECT MANIFOLD ABSOLUTE PRESSURE 0
MAPPED CALIBRATION
0
SELECT THROTTLE POSITION 1
MAPPED CALIBRATION
0
SELECT FOR 4 CYCLE ENGINE ADD 0
0 SELECT FOR 2 CYCLE ENGINE ADD 4
0 DE-SELECT EXHAUST BACK ADD 0
PRESSURE CORRECTION
0 SELECT EXHAUST BACK PRESSURE CORRECTION
ADD 2
(ABSOLUTE MANIFOLD PRESSURE MAPPED
APPLICATIONS ONLY)
1 1 COIL IGNITION SYSTEM 1
2 COIL IGNITION SYSTEM 2
3 COIL IGNITION SYSTEM 3
4 COIL IGNITION SYSTEM 4
1 NEGATIVE TRIGGERED IGNITION ADD 0
AMPLIFIER (MODULE) eg:- Bosch HEI
1 POSITIVE TRIGGERED IGNITION ADD 32
AMPLIFIER (MODULE) eg:- - MSD
1 CYLINDER REFERENCE PULSE INPUT ADD 0
POSITIVE TRIGGERED
1 CYLINDER REFERENCE PULSE INPUT ADD 16
NEGATIVE
TRIGGERED
1 CYLINDER PULSE INPUT POSITIVE TRIGGERED ADD 0
1 CYLINDER PULSE INPUT NEGATIVE TRIGGERED
ADD 64
1 CYLINDER PULSE INPUT ADD 128
POSITIVE & NEGATIVE TRIGGERED
2 NO AIR/FUEL RATIO SENSOR 0
2 PROPORTIONAL AIR/FUEL RATIO I /P 1
0 - 1.O Volt => 10:1 to 30:1 AIR/FUEL RATIO
2
BOSCH OR "AUTRONIC" 4 WIRE 02 SENSOR 2
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77
SM2 1.34 & 1.35
MODE
FLAG FUNCTION VALUE
NO.
3 ENABLE MAIN COOLING FAN ADD 32
CONTROL TO RELAY 3 O/P
3 DISABLE MAIN COOLING FAN ADD 0
CONTROL
3 ENABLE AUXILIARY COOLING FAN ADD 64
CONTROL TO RELAY 4 O/P
(For alternate function:- INTERCOOLE
R COOLING FAN
and / or WATER SPRAYER add 64 instead)
3 DISABLE AUXILIARY COOLING FAN ADD 0
CONTROL.
3 ENABLE CONDITIONER CLUTCH CONTROL ADD 128
TO RELAY 3 O/P.
3 DISABLE CONDITIONER CLUTCH CONTROL.
ADD 0
4
ENABLE FUEL USED O/P PULSE ADD 131
CONTROL TO RELAY 2 O/P
4 ENABLE FUEL USED O/P PULSE ADD 130
CONTROL TO RELAY 3 O/P
4 ENABLE FUEL USED O/P PULSE ADD 129
CONTROL TO RELAY 4 O/P
4 ENABLE FUEL USED O/P PULSE ADD 128
CONTROL TO SOLENOID 3 O/P
4 DISABLE FUEL USED O/P PULSE ADD 0
4 ENABLE USER DEFINED ON/OFF ADD 76
0/P TO RELAY 2 0/P
4 ENABLE USER DEFINED ON/OFF ADD 72
0/P TO RELAY 3 O/P
4 ENABLE USER DEFINED ON/OFF ADD 68
O/P TO RELAY 4 O/P
4 ENABLE USER DEFINED ON/OFF ADD 64
0/P TO SOLENOID 3 O/P
4 DISABLE USER DEFINED ADD 0
ON/OFF
O/P
4 SELECT "LOAD” AS CALIBRATION ADD 32
VARIABLE FOR USER DEFINED ON/OFF O/P
4
SELECT THROTTLE POSITION AS ADD 0
CALIBRATION VARIABLE FOR
USER DEFINED ON/OFF O/P
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78
SM2 1.34 & 1.35
MODE
FLAG
FUNCTION VALUE
NO.
5 ENABLE USER DEFINED PWM 0/P ADD 129
TO ANALOG O/P
5 ENABLE USER DEFINED PWM O/P ADD 130
TO PWM 1 O/P
5 ENABLE USER DEFINED PWM O/P ADD 128
TO PWM 2 O/P
5 DISABLE USER DEFINED O/P ADD 0
5 SELECT “LOAD” AS CALIBRATION ADD 8
VARIABLE FOR USER DEFINED PWM O/P
5 SELECT “THROTTLE POSITION” AS ADD 0
CALIBRATION VARIABLE FOR
USER DEFINED PWM O/P
6 ENABLE BOOST CONTROL TO
ADD 129
ANALOG O/P
6 ENABLE BOOST CONTROL TO
ADD 128
PWM2 O/P
6 DISABLE BO0ST CONTROL ADD 0
6 PWM2 0/P FREQUENCY = 10Hz ADD 0
6 PWM2 O/P FREQUENCY = 20Hz ADD 4
6 PWM2 O/P FREQUENCY = 30Hz ADD 8
6 PWM2 O/P FREQUENCY = 40Hz ADD 12
6 ENABLE BOOST CONTROL ADD 2
SET POINT CURVE SELECTION
BY SWITCH 2 I/P
6 DISABLE BOOST CONTROL SETPOINT ADD 0
CURVE SELECTION BY SWITCH 2 I/P
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79
SM2 1.34 & 1.35
MODE
FLAG
FUNCTION VALUE
NO.
7 ENABLE IDLE SPEED CONTROL TO ANALOG O/P ADD 129
(FOR FORD EECIV TYPE VALVE)
7 ENABLE IDLE SPEED CONTROL ADD 128
TO PWM1 O/P (FOR BOSCH 2 WIRE
IDLE CONTROL ACTUATOR)
7 DISABLE IDLE SPEED CONTROL ADD 0
8
IGNITION TRIGGERING OF ALL 0
CYLINDERS 1 TO 8 ALLOWED
8 INHIBIT CYLINDER 1 IGNITION ADD 1
8 INHIBIT CYLINDER 2 IGNITION ADD 2
8 INHIBIT CYLINDER 3 IGNITION ADD 4
8 INHIBIT CYLINDER 4 IGNITION ADD 8
8
INHIBIT CYLINDER 5 IGNITION ADD 16
8 INHIBIT CYLINDER 6 IGNITION ADD 32
8 INHIBIT CYLINDER 7 IGNITION ADD 64
8 INHIBIT CYLINDER 8 IGNITION ADD 128
9 IGNITION TRIGGERING OF ALL 0
CYLINDERS 9 TO 16 ALLOWED
9 INHIBIT CYLINDER 9 IGNITION ADD 1
9 INHIBIT CYLINDER 10 IGNITION ADD 2
9
INHIBIT CYLINDER 11 IGNITION ADD 4
9 INHIBIT CYLINDER 12 IGNITION ADD 8
9 INHIBIT CYLINDER 13 IGNITION ADD 16
9 INHIBIT CYLINDER 14 IGNITION ADD 32
9 INHIBIT CYLINDER 15 IGNITION ADD 64
9 INHIBIT CYLINDER 16 IGNITION ADD 128
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80
SM2 1.34 & 1.35
MODE
FLAG
FUNCTION VALUE
NO.
10 USE IDLE IGNITION TIMING TABLE @ IDLE. 0
10
USE MAIN IGNITION TIMING TABLE @ IDLE. 1
10 IGNITION TIMING MODIFIER 1 ADD 0
CHA
RGE TEMPERATURE DEPENDENT.
10 IGNITION TIMING MODIFIER 1 ADD 2
COOLANT TEMPERATURE DEPENDENT
11 NO FUNCTIONS ASSIGNED
12 DISABLE SOFT REV LIMIT FUEL CUT ADD 0
12 ENABLE SOFT REV LIMIT FUEL CUT ADD 1
12 DISABLE SOFT REV LIMIT SPARK CUT ADD 0
12 ENABLE SOFT REV LIMIT SPARK CUT ADD 2
13 TO 15 NO FUNCTIONS ASSIGNED.
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81
SM2 v1.37 Mode Flags
MODE
FLAG FUNCTION VALUE
NO.
0 SELECT MANIFOLD ABSOLUTE PRESSURE 0
MAPPED CALIBRATION
0
SELECT THROTTLE POSITION 1
MAPPED CALIBRATION
0
SELECT THROTTLE MAPPED FUEL 8
DELIVERY WITH PRESSURE OVERRIDE
(IGN PRESSURE MAPPED)
0
SELECT FOR 4 CYCLE ENGINE ADD 0
0 DE-SELECT EXHAUST BACK ADD 0
PRESSURE CORRECTION
0 SELECT EXHAUST BACK PRESSURE ADD 2
CORRECTION (ABSOLUTE MANIFOLD PRESSURE
MAPPED APPLICATIONS ONLY)
1 1 COIL IGNITION SYSTEM 1
2 COIL IGNITION SYSTEM 2
3 COIL IGNITION SYSTEM 3
4 COIL IGNITION SYSTEM 4
1 NEGATIVE TRIGGERED IGNITION ADD 0
AMPLIFIER (MODULE) eg:- Bosch HEI
1 POSITIVE TRIGGERED IGNITION ADD 32
AMPLIFIER (MODULE) eg:- - MSD
1 CYLINDER REFERENCE PULSE INPUT ADD 0
POSITIVE TRIGGERED
1 CYLINDER REFERENCE PULSE INPUT ADD 16
NEGATIVE
TRIGGERED
1 CYLINDER PULSE INPUT ADD 0
POSITIVE TRIGGERED
1 CYLINDER PULSE INPUT ADD 64
NEGATIVE TRIGGERED
1 CYLINDER PULSE INPUT ADD 128
POSITIVE & NEGATIVE TRIGGERED
1 SPECIAL IGN O/P INHIBIT ADD 8
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82
SM2 1.37
MODE
FLAG
FUNCTION VALUE
NO.
2 NO AIR/FUEL RATIO SENSOR ADD 0
2 PROPORTIONAL AIR/FUEL RATIO I /P ADD 1
0 - 1.O Volt => 10:1 to 30:1 AIR/FUEL RATIO
2
BOSCH OR "AUTRONIC" 4 WIRE 02 SENSOR ADD 2
2 AUTRONIC AIR INTAKE TEMP SENSOR ADD 0
2 NTC AIR INTAKE TEMP SENSOR ADD 16
3 ENABLE MAIN COOLING FAN ADD 32
CONTROL TO RELAY 3 O/P
3 DISABLE MAIN COOLING FAN ADD 0
CONTROL
3 ENABLE AUXILIARY COOLING FAN ADD 64
CONTROL TO RELAY 4 O/P
(For alternate function:- INTERCOOLE
R COOLING FAN
and / or WATER SPRAYER add 64 instead)
3 DISABLE AUXILIARY COOLING FAN ADD 0
CONTROL.
3 ENABLE CONDITIONER CLUTCH CONTROL ADD 128
TO RELAY 3 O/P.
3 DISABLE CONDITIONER CLUTCH CONTROL. ADD 0
4
ENABLE FUEL USED O/P PULSE 131
CONTROL TO RELAY 2 O/P
4 ENABLE FUEL USED O/P PULSE 130
CONTROL TO RELAY 3 O/P
4 ENABLE FUEL USED O/P PULSE 129
CONTROL TO RELAY 4 O/P
4 ENABLE FUEL USED O/P PULSE 128
CONTROL TO SOLENOID 3 O/P
4 DISABLE FUEL USED O/P PULSE ADD 0
4 ENABLE USER DEFINED ON/OFF ADD 76
0/P TO RELAY 2 0/P
4
ENABLE USER DEFINED ON/OFF ADD 72
0/P TO RELAY 3 O/P
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83
SM2 1.37
MODE
FLAG
FUNCTION VALUE
NO.
4 ENABLE USER DEFINED ON/OFF ADD 68
O/P TO RELAY 4 O/P
4 ENABLE USER DEFINED ON/OFF ADD 64
0/P TO SOLENOID 3 O/P
4 DISABLE USER DEFINED ADD 0
ON/OFF
O/P
4 SELECT "LOAD” AS CALIBRATION ADD 32
VARIABLE FOR USER DEFINED ON/OFF O/P
4 SELECT THROTTLE POSITION AS ADD 0
CALIBRATION VARIABLE FOR USER DEFINED ON/OFF O/P
5 ENABLE USER DEFINED PWM 0/P ADD 129
TO ANALOG O/P
5 ENABLE USER DEFINED PWM O/P ADD 130
TO PWM 1 O/P
5 ENABLE USER DEFINED PWM O/P ADD 128
TO PWM 2 O/P
5 DISABLE USER DEFINED O/P ADD 0
5 SELECT “LOAD” AS CALIBRATION ADD 8
VARIABLE FOR USER DEFINED PWM O/P
5 SELECT “THROTTLE POSITION” AS ADD 0
CALIBRATION VARIABLE FOR
USER DEFINED PWM O/P
6 ENABLE BOOST CONTROL TO
ADD 129
ANALOG O/P
6 ENABLE BOOST CONTROL TO
ADD 128
PWM2 O/P
6 DISABLE BO0ST CONTROL ADD 0
6 PWM2 0/P FREQUENCY = 10Hz ADD 0
6 PWM2 O/P FREQUENCY = 20Hz ADD 4
6 PWM2 O/P FREQUENCY = 30Hz ADD 8
6 PWM2 O/P FREQUENCY = 40Hz ADD 12
6 ENABLE BOOST CONTROL ADD 2
SET POINT CURVE SELECTION
BY SWITCH 2 I/P
6 DISABLE BOOST CONTROL SETPOINT ADD 0
CURVE SELECTION BY SWITCH 2 I/P
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84
SM2 1.37
MODE
FLAG FUNCTION VALUE
NO.
7 ENABLE IDLE SPEED CONTROL TO ANALOG O/P ADD 129
(FOR FORD EECIV TYPE VALVE)
7 ENABLE IDLE SPEED CONTROL ADD 128
TO PWM1 O/P (FOR BOSCH 2 WIRE
IDLE CONTROL ACTUATOR)
7 DISABLE IDLE SPEED CONTROL ADD 0
8
IGNITION TRIGGERING OF ALL ADD 0
CYLINDERS 1 TO 8 ALLOWED
8 INHIBIT CYLINDER 1 IGNITION ADD 1
8 INHIBIT CYLINDER 2 IGNITION ADD 2
8 INHIBIT CYLINDER 3 IGNITION ADD 4
8 INHIBIT CYLINDER 4 IGNITION ADD 8
8
INHIBIT CYLINDER 5 IGNITION ADD 16
8 INHIBIT CYLINDER 6 IGNITION ADD 32
8 INHIBIT CYLINDER 7 IGNITION ADD 64
8 INHIBIT CYLINDER 8 IGNITION ADD 128
9 IGNITION TRIGGERING OF ALL ADD 0
CYLINDERS 9 TO 16 ALLOWED
9 INHIBIT CYLINDER 9 IGNITION ADD 1
9 INHIBIT CYLINDER 10 IGNITION ADD 2
9
INHIBIT CYLINDER 11 IGNITION ADD 4
9 INHIBIT CYLINDER 12 IGNITION ADD 8
9 INHIBIT CYLINDER 13 IGNITION ADD 16
9 INHIBIT CYLINDER 14 IGNITION ADD 32
9 INHIBIT CYLINDER 15 IGNITION ADD 64
9 INHIBIT CYLINDER 16 IGNITION ADD 128
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85
SM2 1.37
MODE
FLAG
FUNCTION VALUE
NO.
11 USE IDLE IGNITION TIMING TABLE @ IDLE. ADD 0
10
USE MAIN IGNITION TIMING TABLE @ IDLE. ADD 1
10 IGNITION TIMING MODIFIER 1 ADD 0
CHA
RGE TEMPERATURE DEPENDENT.
10 IGNITION TIMING MODIFIER 1 ADD 2
COOLANT TEMPERATURE DEPENDENT
11 NO FUNCTIONS ASSIGNED
12 DISABLE SOFT REV LIMIT FUEL CUT ADD 0
12 ENABLE SOFT REV LIMIT FUEL CUT ADD 1
12 DISABLE SOFT REV LIMIT SPARK CUT ADD 0
12 ENABLE SOFT REV LIMIT SPARK CUT ADD 2
13 SYNC I/P PRE SCALE FACTOR 1 TO 20
13 MISSING PULSE MODE ADD 128
14
CYLINDER I/P PRE SCALE FACTOR ADD 1 TO 100
15 CYLINDER I/P PRE SCALE OFFSET ADD 0 TO CYLINDER
I/P PRE SCALE
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Page 86
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86
SM2 v1.49 Mode Flags (Rotary & Second Rev.Limit chip)
MODE
FLAG FUNCTION VALUE
NO.
0 SELECT MANIFOLD ABSOLUTE PRESSURE ADD 0
MAPPED CALIBRATION
0
SELECT THROTTLE POSITION ADD 1
MAPPED CALIBRATION
0
SELECT THROTTLE MAPPED FUEL ADD 8
DELIVERY WITH PRESSURE OVERRIDE
(IGN PRESSURE MAPPED)
0
SELECT FOR 4 CYCLE ENGINE ADD 0
0 SELECT FOR 2 CYCLE ENGINE ADD 4
(AND ROTARY ENGINES)
0 DE-SELECT EXHAUST BACK ADD 0
PRESSURE CORRECTION
0 SELECT EXHAUST BACK PRESSURE ADD 2
CORRECTION (ABSOLUTE MANIFOLD PRESSURE
MAPPED APPLICATIONS ONLY)
1 1 COIL IGNITION SYSTEM ADD 1
2 COIL IGNITION SYSTEM ADD 2
3 COIL IGNITION SYSTEM ADD 3
4 COIL IGNITION SYSTEM ADD 4
1 NEGATIVE TRIGGERED IGNITION ADD 0
AMPLIFIER (MODULE) eg:- Bosch HEI
1 POSITIVE TRIGGERED IGNITION ADD 32
AMPLIFIER (MODULE) eg:- - MSD
1 CYLINDER REFERENCE PULSE INPUT ADD 0
POSITIVE TRIGGERED
1 CYLINDER REFERENCE PULSE INPUT ADD 16
NEGATIVE
TRIGGERED
1 CYLINDER PULSE INPUT ADD 0
POSITIVE
TRIGGERED
1 CYLINDER PULSE INPUT ADD 64
NEGATIVE
TRIGGERED
1 CYLINDER PULSE INPUT
ADD 128
POSITIVE & NEGATIVE TRIGGERED
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Page 87
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87
SM2 1.49
MODE
FLAG
FUNCTION VALUE
NO.
2 NO AIR/FUEL RATIO SENSOR ADD 0
2 PROPORTIONAL AIR/FUEL RATIO I /P ADD 1
0 - 1.O Volt => 10:1 to 30:1 AIR/FUEL RATIO
2
BOSCH OR "AUTRONIC" 4 WIRE 02 SENSOR ADD 2
3 ENABLE MAIN COOLING FAN ADD 32
CONTROL TO RELAY 3 O/P
3 DISABLE MAIN COOLING FAN ADD 0
CONTROL
3 ENABLE AUXILIARY COOLING FAN ADD 64
CONTROL TO RELAY 4 O/P
(For alternate function:- INTERCOOLE
R COOLING FAN
and / or WATER SPRAYER add 64 instead)
3 DISABLE AUXILIARY COOLING FAN ADD 0
CONTROL
4 ENABLE FUEL USED O/P PULSE ADD 131
CONTROL TO RELAY 2 O/P
4 ENABLE FUEL USED O/P PULSE ADD 130
CONTROL TO RELAY 3 O/P
4 ENABLE FUEL USED O/P PULSE ADD 129
CONTROL TO RELAY 4 O/P
4 ENABLE FUEL USED O/P PULSE ADD 128
CONTROL TO SOLENOID 3 O/P
4 DISABLE FUEL USED O/P PULSE ADD 0
4 ENABLE USER DEFINED ON/OFF ADD 76
0/P TO RELAY 2 0/P
4 ENABLE USER DEFINED ON/OFF ADD 72
0/P TO RELAY 3 O/P
4 ENABLE USER DEFINED ON/OFF ADD 68
O/P TO RELAY 4 O/P
4 ENABLE USER DEFINED ON/OFF ADD 64
0/P TO SOLENOID 3 O/P
4 DISABLE USER DEFINED ADD 0
ON/OFF
O/P
4 SELECT "LOAD” AS CALIBRATION ADD 32
VARIABLE FOR USER DEFINED ON/OFF O/P
4 SELECT THROTTLE POSITION AS ADD 0
CALIBRATION VARIABLE FOR USER DEFINED ON/OFF O/P
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Page 88
Autronic SM2 Manual ver 1.6
88
SM2 1.49
MODE
FLAG
FUNCTION VALUE
NO.
5 ENABLE USER DEFINED PWM 0/P ADD 129
TO ANALOG O/P
5 ENABLE USER DEFINED PWM O/P ADD 130
TO PWM 1 O/P
5 ENABLE USER DEFINED PWM O/P ADD 128
TO PWM 2 O/P
5 DISABLE USER DEFINED O/P ADD 0
5 SELECT “LOAD” AS CALIBRATION ADD 8
VARIABLE FOR USER DEFINED PWM O/P
5 SELECT “THROTTLE POSITION” AS ADD 0
CALIBRATION VARIABLE FOR
USER DEFINED PWM O/P
6 ENABLE BOOST CONTROL TO
ADD 129
ANALOG O/P
6 ENABLE BOOST CONTROL TO
ADD 128
PWM2 O/P
6 DISABLE BO0ST CONTROL ADD 0
6 PWM2 0/P FREQUENCY = 10Hz ADD 0
6 PWM2 O/P FREQUENCY = 20Hz ADD 4
6 PWM2 O/P FREQUENCY = 30Hz ADD 8
6 PWM2 O/P FREQUENCY = 40Hz ADD 12
6 ENABLE BOOST CONTROL ADD 2
SET POINT CURVE SELECTION BY SWITCH 2 I/P
6 DISABLE BOOST CONTROL SETPOINT ADD 0
CURVE SELECTION BY SWITCH 2 I/P
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Page 89
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89
SM2 1.49
MODE
FLAG
FUNCTION VALUE
NO.
7 SUBARU IMPREZZA ADD 32
TRIGGER OPTION
7 MITSUBISHI LANCER EVO III ADD 64
TRIGGE
R OPTION
7 ENABLE IDLE SPEED CONTROL TO ANALOG O/P ADD 129
(FOR FORD EECIV TYPE VALVE)
7 ENABLE IDLE SPEED CONTROL ADD 128
TO PWM1 O/P (FOR BOSCH 2 WIRE IDLE
CONTROL ACTUATOR)
7 DISABLE IDLE SPEED CONTROL ADD 0
7 ENABLE ANTI-LAG COOLDOWN FUNC
TION ADD 16
7 SUBARU IMPREZZA TRIGGER
OPTION ADD 32
7 MITSUBISHI LANCER EVO III TRIG. OPTION ADD 64
8
IGNITION TRIGGERING OF ALL ADD 0
CYLINDERS 1 TO 8 ALLOWED
8 INHIBIT CYLINDER 1 IGNITION ADD 1
8 INHIBIT CYLINDER 2 IGNITION ADD 2
8 INHIBIT CYLINDER 3 IGNITION ADD 4
8 INHIBIT CYLINDER 4 IGNITION ADD 8
8
INHIBIT CYLINDER 5 IGNITION ADD 16
8 INHIBIT CYLINDER 6 IGNITION ADD 32
8 INHIBIT CYLINDER 7 IGNITION ADD 64
8 INHIBIT CYLINDER 8 IGNITION ADD 128
9 IGNITION TRIGGERING OF ALL ADD 0
CYLINDERS 9 TO 16 ALLOWED
9 INHIBIT CYLINDER 9 IGNITION ADD 1
9 INHIBIT CYLINDER 10 IGNITION ADD 2
9
INHIBIT CYLINDER 11 IGNITION ADD 4
9 INHIBIT CYLINDER 12 IGNITION ADD 8
9 INHIBIT CYLINDER 13 IGNITION ADD 16
9 INHIBIT CYLINDER 14 IGNITION ADD 32
9 INHIBIT CYLINDER 15 IGNITION ADD 64
9 INHIBIT CYLINDER 16 IGNITION ADD 128
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Page 90
Autronic SM2 Manual ver 1.6
90
SM2 1.49
MODE
FLAG
FUNCTION VALUE
NO.
12 USE IDLE IGNITION TIMING TABLE @ IDLE ADD 0
10
USE MAIN IGNITION TIMING TABLE @ IDLE. ADD 1
10 IGNITION TIMING MODIFIER 1 ADD 0
CHA
RGE TEMPERATURE DEPENDENT.
10 IGNITION TIMING MODIFIER 1 ADD 2
COOLANT TEMPERATURE DEPENDENT
10 ENABLE IGNITION SPLIT ADD 128
10 ENABLE 2 X INJ PULSE PER ENGINE CYCLE
ADD 64
11 NO FUNCTIONS ASSIGNED
12 DISABLE SOFT REV LIMIT FUEL CUT ADD 0
12 ENABLE SOFT REV LIMIT FUEL CUT ADD 1
12 DISABLE SOFT REV LIMIT SPARK CUT ADD 0
12 ENABLE SOFT REV LIMIT SPARK CUT ADD 2
12 ENABLE DUAL REV LIMIT ADD 4
13
SYNC I/P PRE SCALE FACTOR 1 TO 20
13 MISSING PULSE MODE ADD 128
14
CYLINDER I/P PRE SCALE FACTOR ADD 1 TO 100
15 CYLINDER I/P PRE SCALE OFFSET ADD 0 TO CYLINDER
I/P PRE SCALE
AIRCON RESTART
ENGINE RP
M
AIRCON CUTOUT
ENGINE RPM
AIRCON RESTART
DELAY TIME
IDLE SPEED CONTROL =CHARGE COOLING MINIMUM RPM
RESET ENGINE SPEED
E.B.P LIMP = ROTARY IGNITION
HOME TABLE
SPLIT (10Kpa = 1 degree retard to trailing ignition)
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Page 91
Autronic SM2 Manual ver 1.6
91
SM2 v1.49
Use v1.45, 1.46, 1.47 or 1.48 mode flags.
Additional Features:-
Dual Rev Limiting
If mode flag(12) = 4 and bi-directional I/P is connected to +12v (Pin 42) then limiting at High
RPM value.
If bi-directional I/P is low limiting is at Low RPM value.
Low RPM value = value from rev limit table.
High RPM value = value from rev limit table + (10x rev limit control range).
Note:- With this chip all rev limit control range values are applied with a x10 factor.
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Page 92
Autronic SM2 Manual ver 1.6
92
SM2 v 1.91 Mode Flags ( Autotune)
MODE
FLAG FUNCTION VALUE
NO.
0 SELECT MANIFOLD ABSOLUTE PRESSURE ADD 0
MAPPED CALIBRATION
0
SELECT THROTTLE POSITION ADD 1
MAPPED CALIBRATION
0
SELECT THROTTLE MAPPED FUEL ADD 8
DELIVERY WITH PRESSURE OVERRIDE
(IGN PRESSURE MAPPED)
0
SELECT FOR 4 CYCLE ENGINE ADD 0
0 SELECT FOR 2 CYCLE ENGINE ADD 4
(AND ROTARY ENGINES)
0 DE-SELECT EXHAUST BACK ADD 0
PRESSURE CORRECTION
0 SELECT EXHAUST BACK PRESSURE ADD 2
CORRECTION
(ABSOLUTE MANIFOLD PRESSURE
MAPPED APPLICATIONS ONLY)
1 1 COIL IGNITION SYSTEM ADD 1
2 COIL IGNITION SYSTEM ADD 2
3 COIL IGNITION SYSTEM ADD 3
4 COIL IGNITION SYSTEM ADD 4
1 NEGATIVE TRIGGERED IGNITION ADD 0
AMPLIFIER (MODULE) eg:- Bosch HEI
1 POSITIVE TRIGGERED IGNITION ADD 32
AMPLIFIER (MODULE) eg:- - MSD
1 CYLINDER REFERENCE PULSE INPUT ADD 0
POSITIVE TRIGGERED
1 CYLINDER REFERENCE PULSE INPUT ADD 16
NEGATIVE
TRIGGERED
1 CYLINDER PULSE INPUT ADD 0
POSITIVE TRIGGERED
1 CYLINDER PULSE INPUT ADD 64
NEGATIVE TRIGGERED
1 CYLINDER PULSE INPUT ADD 128
POSITIVE & NEGATIVE TRIGGERED
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Page 93
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93
SM2 1.91
MODE
FLAG
FUNCTION VALUE
NO.
2 NO AIR/FUEL RATIO SENSOR ADD 0
2 PROPORTIONAL AIR/FUEL RATIO I /P ADD 1
0 - 1.O Volt => 10:1 to 30:1 AIR/FUEL RATIO
2
BOSCH OR "AUTRONIC" 4 WIRE 02 SENSOR ADD 2
3 ENABLE MAIN COOLING FAN ADD 32
CONTROL TO RELAY 3 O/P
3 DISABLE MAIN COOLING FAN ADD 0
CONTROL
3 ENABLE AUXILIARY COOLING FAN ADD 64
CONTROL TO RELAY 4 O/P
(For alternate function:- INTERCOOLE
R COOLING FAN
and / or WATER SPRAYER add 64 instead)
3 DISABLE AUXILIARY COOLING FAN ADD 0
CONTROL
3 ENABLE CONDITIONER CLUTCH ADD 128
CONTROL TO RELAY 2 O/P
3 DISABLE CONDITIONER CLUTCH ADD 0
CO
NTROL
4 ENABLE FUEL USED O/P PULSE ADD 131
CONTROL TO RELAY 2 O/P
4 ENABLE FUEL USED O/P PULSE ADD 130
CONTROL TO RELAY 3 O/P
4 ENABLE FUEL USED O/P PULSE ADD 129
CONTROL TO RELAY 4 O/P
4 ENABLE FUEL USED O/P PULSE ADD 128
CONTROL TO SOLENOID 3 O/P
4 DISABLE FUEL USED O/P PULSE ADD 0
4 ENABLE USER DEFINED ON/OFF ADD 76
0/P TO RELAY 2 0/P
4 ENABLE USER DEFINED ON/OFF ADD 72
0/P TO RELAY 3 O/P
4 ENABLE USER DEFINED ON/OFF ADD 68
O/P TO RELAY 4 O/P
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Page 94
Autronic SM2 Manual ver 1.6
94
SM2 1.91
MODE
FLAG
FUNCTION VALUE
NO.
4 ENABLE USER DEFINED ON/OFF ADD 64
0/P TO SOLENOID 3 O/P
4 DISABLE USER DEFINED ADD 0
ON/OFF
O/P
4 SELECT "LOAD” AS CALIBRATION ADD 32
VARIABLE FOR USER DEFINED ON/OFF O/P
4 SELECT THROTTLE POSITION AS ADD 0
CALIBRATION VARIABLE FOR USER DEFINED ON/OFF O/P
5 ENABLE USER DEFINED PWM 0/P ADD 129
OR ANTI-LAG TO ANALOG O/P
5 ENABLE USER DEFINED PWM O/P ADD 130
OR ANTI-LAG TO PWM 1 O/P
5 ENABLE USER DEFINED PWM O/P ADD 128
OR ANTI-LAG TO PWM 2 O/P
5 DISABLE USER DEFINED O/P ADD 0
5 SELECT “LOAD” AS CALIBRATION ADD 8
VARIABLE FOR USER DEFINED PWM O/P
5 SELECT “THROTTLE POSITION” AS ADD 0
CALIBRATION VARIABLE FOR USER DEFINED PWM O/P
5 ENABLE ANTI-LAG FUNCTION ADD 4
5 ENABLE ANTI-LAG CONTROL SWITCH ADD 32
5 ANTI-LAG CONTROL FUNCTION:- INHIBIT ADD 16
BOOST ENHANCE IF RPM < 5000 FOR MORE THAN 15 SEC.
5 ANTI-LAG CONTROL FUNCTION:- ADD 64
INHIBIT BOOST ENHANCE IF TPS < 5%
6 ENABLE BOOST CONTROL TO
ADD 129
ANALOG O/P
6 ENABLE BOOST CONTROL TO
ADD 128
PWM2 O/P
6 DISABLE BO0ST CONTROL ADD 0
6 PWM2 0/P FREQUENCY = 10Hz ADD 0
6 PWM2 O/P FREQUENCY = 20Hz ADD 4
6 PWM2 O/P FREQUENCY = 30Hz ADD 8
6 PWM2 O/P FREQUENCY = 40Hz ADD 12
6
ENABLE BOOST CONTROL ADD 2
SET POINT CURVE SELECTION
BY SWITCH 2 I/P
6 DISABLE BOOST CONTROL SETPOINT ADD 0
CURVE SELECTION BY SWITCH 2 I/P
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Page 95
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95
SM2 1.91
MODE
FLAG
FUNCTION VALUE
NO.
7 ENABLE ANTI-LAG ADD 16
COOLDOWN FUNCTION
7
SUBARU IMPREZZA ADD 32
TRIGGER OPTION
7 MITSUBISHI LANCER EVO III ADD 64
TRIGGE
R OPTION
7 ENABLE IDLE SPEED CONTROL TO ANALOG O/P ADD 129
(FOR FORD EECIV TYPE VALVE)
7 ENABLE IDLE SPEED CONTROL ADD 128
TO PWM1 O/P (FOR BOSCH 2 WIRE IDLE
CONTROL ACTUATOR)
7 DISABLE IDLE SPEED CONTROL ADD 0
7 ENABLE ANTI-LAG COOLDOWN FUNCTION
ADD 16
7 SUBARU IMPREZZA TRIGGER
OPTION ADD 32
7 MITSUBISHI LANCER EVO III TRIG. OPTION ADD 64
NOTE:- USER DEFINE PWM TABLE SETS
IGNITION RETARD 11 - -1 deg FOR ANTI-LAG
GROUND PIN 42 TO ENABLE ANTI-LAG IF EXTERNAL
CONTROL SELECTED.
8
IGNITION TRIGGERING OF ALL ADD 0
CYLINDERS 1 TO 8 ALLOWED
8 INHIBIT CYLINDER 1 IGNITION ADD 1
8 INHIBIT CYLINDER 2 IGNITION ADD 2
8 INHIBIT CYLINDER 3 IGNITION ADD 4
8 INHIBIT CYLINDER 4 IGNITION ADD 8
8
INHIBIT CYLINDER 5 IGNITION ADD 16
8 INHIBIT CYLINDER 6 IGNITION ADD 32
8 INHIBIT CYLINDER 7 IGNITION ADD 64
8 INHIBIT CYLINDER 8 IGNITION ADD 128
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96
SM2 1.91
MODE
FLAG
FUNCTION VALUE
NO.
9 IGNITION TRIGGERING OF ALL ADD 0
CYLINDERS
9 TO 16 ALLOWED
9 INHIBIT CYLINDER 9 IGNITION ADD 1
9 INHIBIT CYLINDER 10 IGNITION ADD 2
9
INHIBIT CYLINDER 11 IGNITION ADD 4
9 INHIBIT CYLINDER 12 IGNITION ADD 8
9 INHIBIT CYLINDER 13 IGNITION ADD 16
9 INHIBIT CYLINDER 14 IGNITION ADD 32
9 INHIBIT CYLINDER 15 IGNITION ADD 64
9 INHIBIT CYLINDER 16 IGNITION ADD 128
13 USE IDLE IGNITION TIMING TABLE @ IDLE. ADD 0
10
USE MAIN IGNITION TIMING TABLE @ IDLE. ADD 1
10 IGNITION TIMING MODIFIER 1 ADD 0
CHARGE TEMPERATURE DEPENDENT
10 IGNITION TIMING MODIFIER 1 ADD 2
COOLANT TEMPERATURE DEPENDENT
11 NO FUNCTIONS ASSIGNED
12 DISABLE SOFT REV LIMIT FUEL CUT ADD 0
12 ENABLE SOFT REV LIMIT FUEL CUT ADD 1
12 DISABLE SOFT REV LIMIT SPARK CUT ADD 0
12 ENABLE SOFT REV LIMIT SPARK CUT ADD 2
13 NO FUNCTIONS ASSIGNED
14
ANTI-LAG EXTRA FUEL TO INJ 1 O/P ADD 1
14 ANTI-LAG EXTRA FUEL TO INJ 2 0/P ADD 2
14 ANTI-LAG EXTRA FUEL TO INJ 3 O/P ADD 4
14 ANTI-LAG EXTRA FUEL TO INJ 4 O/P ADD 8
14 ANTI-LAG EXTRA FUEL TO INJ 5 O/P ADD 16
14 ANTI-LAG EXTRA FUEL TO INJ 6 O/P ADD 32
14 ANTI-LAG EXTRA FUEL TO INJ 7 O/P ADD 64
14 ANTI-LAG EXTRA FUEL TO INJ 8 O/P ADD 128
15 ANTI-LAG EXTRA FUEL (0.391% PER COUNT)
AIRCON RESTART = ANTI-LAG COOLDOWN MODE MIN RPM
ENGINE RP
M
AIRCON CUTOUT = ANTI-LAG COOLDOWN MODE MAX RPM
ENGINE RPM
AIRCON RESTART = ANTILAG COOLDOWN MODE MAX THROTLE
DELAY TIME (20 SEC . 20% THROTTLE)
IDLE SPEED CONTROL =CHARGE COOLING MINIMUM RPM
RESET ENGINE SPEED
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97
SM2 v 1.92 Mode Flags ( Flat shift )
MODE
FLAG FUNCTION VALUE
NO.
0 SELECT MANIFOLD ABSOLUTE PRESSURE 0
MAPPED CALIBRATION
0
SELECT THROTTLE POSITION 1
MAPPED CALIBRATION
0
SELECT THROTTLE MAPPED FUEL 8
DELIVERY WITH PRESSURE OVERRIDE
(IGN PRESSURE MAPPED)
0
SELECT FOR 4 CYCLE ENGINE ADD 0
0 SELECT FOR 2 CYCLE ENGINE ADD 4
(AND ROTARY ENGINES)
0 DE-SELECT EXHAUST BACK ADD 0
PRESSURE CORRECTION
0 SELECT EXHAUST BACK PRESSURE ADD 2
CORRECTION
(ABSOLUTE MANIFOLD PRESSURE
MAPPED APPLICATIONS ONLY)
1 1 COIL IGNITION SYSTEM ADD 1
2 COIL IGNITION SYSTEM ADD 2
3 COIL IGNITION SYSTEM ADD 3
4 COIL IGNITION SYSTEM ADD 4
1 NEGATIVE TRIGGERED IGNITION ADD 0
AMPLIFIER (MODULE) eg:- Bosch HEI
1 POSITIVE TRIGGERED IGNITION ADD 32
AMPLIFIER (MODULE) eg:- - MSD
1 CYLINDER REFERENCE PULSE INPUT ADD 0
POSITIVE TRIGGERED
1 CYLINDER REFERENCE PULSE INPUT ADD 16
NEGATIVE
TRIGGERED
1 CYLINDER PULSE INPUT ADD 0
POSITIVE TRIGGERED
1 CYLINDER PULSE INPUT ADD 64
NEGATIVE TRIGGERED
1 CYLINDER PULSE INPUT ADD 128
POSITIVE & NEGATIVE TRIGGERED
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98
SM2 1.92
MODE
FLAG
FUNCTION VALUE
NO.
2 NO AIR/FUEL RATIO SENSOR 0
2 PROPORTIONAL AIR/FUEL RATIO I /P 1
0 - 1.O Volt => 10:1 to 30:1 AIR/FUEL RATIO
2
BOSCH OR "AUTRONIC" 4 WIRE 02 SENSOR 2
3 ENABLE MAIN COOLING FAN 32
CONTROL TO RELAY 3 O/P
3 DISABLE MAIN COOLING FAN 0
CONTROL
3 ENABLE AUXILIARY COOLING FAN ADD 64
CONTROL TO RELAY 4 O/P
(For alternate function:- INTERCOOLE
R COOLING FAN
and / or WATER SPRAYER add 64 instead)
3 DISABLE AUXILIARY COOLING FAN 0
CONTROL
3 ENABLE CONDITIONER CLUTCH ADD 128
CONTROL TO RELAY 2 O/P
3 DISABLE CONDITIONER CLUTCH ADD 0
CO
NTROL
4 ENABLE FUEL USED O/P PULSE ADD 131
CONTROL TO RELAY 2 O/P
4 ENABLE FUEL USED O/P PULSE ADD 130
CONTROL TO RELAY 3 O/P
4 ENABLE FUEL USED O/P PULSE ADD 129
CONTROL TO RELAY 4 O/P
4 ENABLE FUEL USED O/P PULSE ADD 128
CONTROL TO SOLENOID 3 O/P
4 DISABLE FUEL USED O/P PULSE 0
4 ENABLE USER DEFINED ON/OFF ADD 76
0/P TO RELAY 2 0/P
4 ENABLE USER DEFINED ON/OFF ADD 72
0/P TO RELAY 3 O/P
4 ENABLE USER DEFINED ON/OFF ADD 68
O/P TO RELAY 4 O/P
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Autronic SM2 Manual ver 1.6
99
SM2 1.92
MODE
FLAG
FUNCTION VALUE
NO.
4 ENABLE USER DEFINED ON/OFF ADD 64
0/P TO SOLENOID 3 O/P
4 DISABLE USER DEFINED 0
ON/OFF
O/P
4 SELECT "LOAD” AS CALIBRATION ADD 32
VARIABLE FOR USER DEFINED ON/OFF O/P
4 SELECT THROTTLE POSITION AS ADD 0
CALIBRATION VARIABLE FOR USER DEFINED ON/OFF O/P
5 ENABLE USER DEFINED PWM 0/P ADD 129
OR ANTI-LAG TO ANALOG O/P
5 ENABLE USER DEFINED PWM O/P ADD 130
OR ANTI-LAG TO PWM 1 O/P
5 ENABLE USER DEFINED PWM O/P ADD 128
OR ANTI-LAG TO PWM 2 O/P
5 DISABLE USER DEFINED O/P ADD 0
5 SELECT “LOAD” AS CALIBRATION ADD 8
VARIABLE FOR USER DEFINED PWM O/P
5 SELECT “THROTTLE POSITION” AS ADD 0
CALIBRATION VARIABLE FOR USER DEFINED PWM O/P
5 ENABLE ANTI-LAG FUNCTION ADD 4
5 ENABLE ANTI-LAG CONTROL SWITCH ADD 32
5 ANTI-LAG CONTROL FUNCTION:- INHIBIT ADD 16
BOOST ENHANCE IF RPM < 5000 FOR MORE THAN 15 SEC.
5 ANTI-LAG CONTROL FUNCTION:- ADD 64
INHIBIT BOOST ENHANCE IF TPS < 5%
6 ENABLE BOOST CONTROL TO
ADD 129
ANALOG O/P
6 ENABLE BOOST CONTROL TO
ADD 128
PWM2 O/P
6 DISABLE BO0ST CONTROL ADD 0
6 PWM2 0/P FREQUENCY = 10Hz ADD 0
6 PWM2 O/P FREQUENCY = 20Hz ADD 4
6 PWM2 O/P FREQUENCY = 30Hz ADD 8
6 PWM2 O/P FREQUENCY = 40Hz ADD 12
6
ENABLE BOOST CONTROL ADD 2
SET POINT CURVE SELECTION
BY SWITCH 2 I/P
6 DISABLE BOOST CONTROL SETPOINT ADD 0
CURVE SELECTION BY SWITCH 2 I/P
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Autronic SM2 Manual ver 1.6
100
SM2 1.92
MODE
FLAG
FUNCTION VALUE
NO.
7 ENABLE ANTI-LAG ADD 16
COOLDOWN FUNCTION
7
SUBARU IMPREZZA ADD 32
TRIGGER OPTION
7 MITSUBISHI LANCER EVO III ADD 64
TRIGGE
R OPTION
7 ENABLE IDLE SPEED CONTROL TO ANALOG O/P 129
(FOR FORD EECIV TYPE VALVE)
7 ENABLE IDLE SPEED CONTROL 128
TO PWM1 O/P (FOR BOSCH 2 WIRE IDLE
CONTROL ACTUATOR)
7 DISABLE IDLE SPEED CONTROL 0
7 SUBARU IMPREZZA TRIGGER
OPTION ADD 32
7 MITSUBISHI LANCER EVO III TRIG. OPTION ADD 64
NOTE:- USER DEFINE PWM TABLE SETS
IGNITION RETARD 11 - -1 deg FOR ANTI-LAG
GROUND PIN 42 TO ENABLE ANTI-LAG IF EXTERNAL
CONTROL SELECTED.
8
IGNITION TRIGGERING OF ALL 0
CYLINDERS 1 TO 8 ALLOWED
8 INHIBIT CYLINDER 1 IGNITION ADD 1
8 INHIBIT CYLINDER 2 IGNITION ADD 2
8 INHIBIT CYLINDER 3 IGNITION ADD 4
8 INHIBIT CYLINDER 4 IGNITION ADD 8
8
INHIBIT CYLINDER 5 IGNITION ADD 16
8 INHIBIT CYLINDER 6 IGNITION ADD 32
8 INHIBIT CYLINDER 7 IGNITION ADD 64
8 INHIBIT CYLINDER 8 IGNITION ADD 128
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