Bosch MS 3 Sport GT3 Cup User manual

Engine Control Unit MS 3 Sport GT3 Cup
Manual
Version 1.2 17/04/2019

Content
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Content
1 Getting started ................................................................................................................................................................ 3
2 Sport Systems - Overview.............................................................................................................................................. 4
3 Technical Data................................................................................................................................................................. 5
3.1 Input channels ....................................................................................................................................................................................................... 5
3.2 Output channels.................................................................................................................................................................................................... 5
3.3 Power supply.......................................................................................................................................................................................................... 7
3.4 Ignition trigger wheel ......................................................................................................................................................................................... 8
3.5 Sensor recommendation ................................................................................................................................................................................... 11
4 Starting up the ECU ........................................................................................................................................................ 12
4.1 Offline Data Application .................................................................................................................................................................................... 12
4.2 Online Data Application..................................................................................................................................................................................... 18
4.3 Activation of Software Options....................................................................................................................................................................... 21
5 Extensibility ..................................................................................................................................................................... 22

Getting started | 1
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1 Getting started
Disclaimer
Due to continuous enhancements we reserve the rights to change any illustrations, photos
and technical data within this manual. Please retain this manual for your records.
Before starting
Before starting your engine for the first time, install the complete software from the in-
stallation CD. Bosch Motorsport software is developed for Windows 2000/XP. Connect the
PC Link Adapter (MSA Box II) or the Ethernet line (depending on calibration equipment) to
your computer and install the driver. Read the manual carefully and follow the application
hints step by step. Don’t hesitate to contact us, contact data can be found on the back
side of this document.
NOTICE
The Bosch Motorsport MS 3 Sport GT3 Cup was developed for use by professionals and
requires in depth knowledge of automobile technology and experience in motorsport. Us-
ing the system does not come without its risks.
It is the duty of the customer to use the system for motor racing purposes only and not
on public roads. We accept no responsibility for the reliability of the system on public
roads. In the event that the system is used on public roads, we shall not be held respons-
ible or liable for damages.
Any maintenance or repair must be performed by authorized and qualified personnel ap-
proved by Bosch Motorsport.

2 | Sport Systems - Overview
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2 Sport Systems - Overview
The Sport Systems support an easy to understand user concept. The MS 3 Sport GT3 Cup
is configured as an alpha/n version. This means that the engine characteristic map is
based on engine speed, throttle position and engine temperature. The injected amount of
fuel and the ignition point are derived from these values.
The drawing gives you an overview over the essential input and output channels of a MS 3
Sport GT3 Cup that are necessary to run the engine.
Engine Control Unit
Camshaft teeth sensor
Crankshaft teeth sensor
Lambda sensor
Throttle valve position potentiometer
Fuel temperature sensor
Engine oil temperature sensor
Ambient pressure sensor
Intake air temperature sensor
Knock sensor
Accelerator pedal sensor
(only with Egas)
. . .
Input signals Output signals
Power supply
Fuel injectors A-F
Ignition coils A-F
Electronic throttle
body (only with Egas)
. . .
Illustration1: Input and output channels

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3 Technical Data
3.1 Input channels
Input channels for temperature sensors
Temperature inputs have an internal “pull up” resistor for use with a NTC sensor (negative
temperatur coefficient). These pull ups can be switched software specifically. Depending
on the used sensor (e.g. 15 kOhm or 2.5 kOhm NTC) the corresponding linearization curve
has to fit.
For example
– tmot (engine temperature)
– tair (intake air temperature)
Input channels for voltage sensors
For measuring of throttle positions or pressures which deliver a voltage (active sensors),
pull up resistors are not necessary. These sensors must be calibrated with the sensors off-
set and sensitivity values (printed on the sensor, if it is from Bosch).
For example
– ath (throttle position)
– pfuel (fuel pressure)
– poil (oil pressure)
Input channels for inductive speed sensors
In the default configuration the MS 3 Sport GT3 Cup needs an inductive speed sensor on
the ignition trigger wheel.
Input channels for Hall-effect-speed sensors
For the camshaft signal a Hall-effect sensor is necessary. Also for wheel speed measure-
ment Hall-effect sensors are recommended. Four Hall-effect wheel speed sensors can be
connected directly to the ECU. Different hardware configurations are available on request.
Input channels for Lambda measurement and control
For wide range Lambda measurement and control we recommend a Lambda sensor of the
Bosch LSU series.
3.2 Output channels
There are 6 independent injection output stages for the injection. These injection output
stages can take a maximal current of 2.2 Ampere. Therefore the injection valves must have
a resistance of at least 6 Ohm.
NOTICE
Don’t use Bosch injection valves with 1.2 Ohm.
A few Bosch injection valves have an internal resistance of just 1.2 Ohm. These types can
not be used here.

3 | Technical Data
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The MS 3 Sport GT3 Cup has integrated ignition power stages. The wiring is shown in the
following picture.
Illustration2: Integrated ignition power stage
NOTICE
In case of ignition-caused malfunctions, please use screened sensor wires.
A typical 6 cylinder engine with firing order 1-5-3-6-2-4 is connected as follows:
Firing 1 5 3 6 2 4
IGN A B C D E F
INJ A B C D E F
There are max. 6 independent injection output stages for the injection. These injection
output stages can take a maximal current of 2.2 Ampere. Therefore the injection valves
must have a resistance of at least 6 Ohm.
NOTICE
Don’t use Bosch injection valves with 1.2 Ohm.
A few Bosch injection valves have an internal resistance of just 1.2 Ohm. These types can
not be used here.
The MS 3 Sport GT3 Cup has integrated ignition drivers. The wiring is shown in the follow-
ing picture.
Illustration3: Integrated ignition drivers

Technical Data | 3
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NOTICE
In case of ignition-caused malfunctions, please use screened sensor wires.
A typical 6 cylinder engine with firing order 1-5-3-6-2-4 is connected as follows:
Firing 1 5 3 6 2 4
IGN A B C D E F
INJ A B C D E F
3.3 Power supply
The MS 3 Sport GT3 Cup requires an external main relay to be wired to the harness. This
relay is controlled by the MS 3 Sport GT3 Cup to realize that important information can be
stored after switching off the ignition.
Please ensure that you have a good ground installation. That means:
– A ground that has a solid, low resistance connection to the battery minus terminal
– Connection should be free from dirt, grease, paint, anodizing, etc.
– Cylinder heads make a good grounding point
– Use large diameter wire.
– More metal-to-metal contact is better
Connection of the power supply
The following notations for power signals are used:
– KL15 is a switched battery rail controlled by the ECU driver.
– KL30 is an unswitched battery positive rail (same as battery positive terminal).
– KL31 is an unswitched ground rail (same as battery negative terminal).

3 | Technical Data
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85
30
87a
87
86
Bosch Automotive relay
Fuse / Circuit breaker
KL30
KL15
To battery plus (+)
Master kill switch
Ignition switch
Notes:
- ECU requires a dedicated relay to be installed in the car
- KL30 is HAAT (Hot At All Times)
- KL15 is hot only when ECU engages relay
- ECU will engage relay after 12V is detected on pin ‘J’ by pulling pin ‘B’ to ground
- ECU will disengage the relay after 12V is removed from pin ‘J’,
but may be delayed for up to 2 seconds after engine speed signal is zero.
- It is recommended to fuse the KL30 circuit
- Wire gauge recommendations based on Raychem Spec 44 wire
KL30
KL15
KL15 IN
Main relay
KL31
KL31
To battery minus (-)
14ga
20ga
20ga
14ga
20ga
20ga
20ga
16ga
16ga
16ga
16ga
14ga
14ga
F
H
B
C
G
L
M
J
Spec
harness
connector
ECU
Illustration4: Power supply connection plan
CAUTION
Wrong polarity / high currents
Wrong polarity of the terminals and high currents damage the MS 3 Sport GT3 Cup. Be
careful to observe current limits of wires and connector pins!
3.4 Ignition trigger wheel
To start the engine, the ECU requires information about the position of the camshaft and
crankshaft. These are determined by using sensors on the cam and crankshaft generator
gear.
In this chapter you’ll find the sensors you need to detect the camshaft and crankshaft pos-
ition and how to tune the components to each other.
3.4.1 Camshaft and Crankshaft Sensors
Camshaft trigger sensor
The camshaft trigger sensor is a Hall-effect type with a single tooth trigger wheel. Bosch
Motorsport recommends the use of Hall-effect sensor HA-P.
Illustration5: Camshaft wheel

Technical Data | 3
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Crankshaft trigger sensor
The software assumes a 36-2 teeth or a 60-2 teeth trigger wheel for proper operation. The
type can be choosen in the software Modas Sport. The crankwheel trigger sensor must be
an inductive type for default configuration. Bosch Motorsport recommends the use of in-
ductive speed sensor IA-C. The picture below shows the correct installation position.
tooth count 60 (-2)
diameter > 100 mm
diameter 3.5 mm
gap depth h1/2
air gap 0.8 ± 0.3 mm
wheel thickness > 5.0 mm
TDC to REF free adjustable
gap width 3.30°
tooth width 2.70°
Description Nominal Dimension
tooth count 36 (-2)
diameter > 95.3 mm [3.750 in]
diameter 5.0 mm [0.197 in]
gap depth h1/2
air gap 0.8 ± 0.3 mm
wheel thickness > 5.0 mm [0.197 in]
TDC to REF free adjustable
gap width 5.55°
tooth width 4.45°
Description Nominal Dimension
Illustration6: Crankshaft wheel
Further requirements
– The Trigger sensor must be made of a ferromagnetic material.
– The Sensor wheel teeth must be sharp.
– The Reference mark is the second tooth after the gap.
3.4.2 Mounting of the Sensors
Procedure to find the right position for the crank and cam triggers:
1. Rotate the engine to the precise position of TDC compression for cylinder#1.
2. Rotate the engine (*) crankshaft degrees backwards.
3. Adjust the position of the crank trigger wheel in reference to its inductive speed
sensor: the longitudinal axis of the sensor must point exactly towards the reference
mark (2nd falling edge after the gap).
4. Adjust the position of the cam trigger in reference to its Hall Effect speed sensor: the
sensor must be about at the centre of the tooth.
5. Turn the engine by 360 crankshaft degrees to reach the position of (*)° before TDC
exhaust for cylinder#1.
6. Verify that the crank trigger reference mark is in alignment with the longitudinal axis
of the sensor (same as Step 3) and that the cam trigger tooth is at the opposite side
of its speed sensor.

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(*)
360°360°
(*)
720°
TDC compression
for cylinder #1
TDC exhaust
for cylinder #1
TDC compression
for cylinder #1
60-2 tooth crank
trigger wheel
cam trigger wheel,
cylinder #1 position
Reference mark
gap
2nd falling edge
after the gap
Direction of
wheel travels
Position of the
speed sensors
(*)° before TDC compression for cyl. #1 , the tooth on the
cam trigger must overlap the reference mark of the crank
trigger (= 2nd falling edge).
(*)° before TDC exhaust for cyl. #1 , the tooth at the cam
trigger must NOT overlap the reference mark of the crank
trigger.
gap gap
2nd falling edge
after the gap
(*)
(*): OT1ANGLE_SYS
Illustration7: Position of the sensors
– All angles are shown and indicated in crankshaft degrees.
– The width of the cam trigger tooth is not important; however it must be wide enough
to ensure a safe overlap of the crank trigger reference mark at any time.
– The Hall-effect signal is the inversion of the shape of its cam trigger: the tooth effects
a 'low' signal at the sensor and vice versa.
– With 4 and 6 cylinder engines, the value of 66 degrees must be replaced by 78 de-
grees.

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3.5 Sensor recommendation
The sensors shown on this page are partly based on production type parts and proofed
hundreds of times in races all over the world. They offer good value for money.
NOTICE
The volume of applied sensors may differ depending on individual software extents.
Detailed information about each sensor (technical specifications, characteristic curves, di-
mension drawings, installation notes) can be found on our website www.bosch-
motorsport.com.
Model Range of application Connector Loom Part No.
NTC M12-L Ambient air temperature D 261 205 288 0 280 130 039
NTC M12-H Fluid temperature (oil, water,
fuel)
D 261 205 337 0 281 002 170
TCP-K Exhaust gas temperature ASL 0-06-05SD-HE B 261 209 385-01
PSA-C Ambient air pressure D 261 205 289 0 261 230 037
PSA-C Crankcase pressure D 261 205 289 0 261 230 037
PSS-10 Fluid pressure (oil, water, fuel) 1 928 403 968 B 261 209 341-01
PSA-C Air pressure (manifold, boost) D 261 205 289 0 281 002 389
LSU 4.9 Lambda value D 261 205 138 0 258 006 065
IA-C Crankshaft revolutions D 261 205 334 0 261 210 136
HA-P Camshaft revolutions D 261 205 335 0 232 103 037
HA-P Wheel speed D 261 205 335 0 232 103 037
RP 86 Throttle angle D 261 205 334 0 280 122 016
RP 100 twin Acceleration pedal angle AS 0-07-35SN B 261 209 591-02
KS-P Knock D 261 205 337 0 261 231 120
RP 308 Gear detection ASL 0-06-05SA-HE B 261 209 570-01
GSS-2 Gear shift ASL 0-06-05SC-HE B 261 209 227-01
AM 600-3 Acceleration ASL 0-06-05SA-HE B 261 209 313-02
YRS 3 Yawrate F 02U 002 235-01 0 265 005 838
RP 308 Steering angle ASL 0-06-05SA-HE B 261 209 570-01

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4 Starting up the ECU
4.1 Offline Data Application
This chapter deals only with the main parameters which should be checked before a first
engine start-up. The car’s ignition has to be switched on. The offline data application
guide helps you to get the engine started the first time without problems. This chapter
does not explain the parameters in detail and does not mention all available parameters.
To work on these parameters after the first start-up, please refer the full-scope function
sheet which is available in the “documentation” section of www.bosch-motorsport.com.
CAUTION
Serious engine damages using wrong setup data.
If the TDC angles do not match the expected configuration of a symmetrical or V engine
the setup won’t be accepted and for safety reasons the engine will not start (eng-
setupOK_b = FALSE).
4.1.1 Basic Engine Setup
How many cylinders does the engine have?
The Sports System can be used for engines with different number of cylinders using the
same program.
How many teeth does the crankshaft wheel have?
The System supports wheels with 60-2 or 36-2 teeth. The TDC angles are defined starting
from the second tooth after the gap in the rotating direction. The first cylinder in the firing
order should have its TDC after the gap.
Is the ignition symmetrical? If not, how are the angles defined?
Engines with 6 cylinders can have a V configuration which in some cases requires unsym-
metrical ignition angles. The software Modas Sport supports any variation but you must
define the TDC angle for each cylinder accordingly.
Is the harness wired according to the firing order?
The Sports System is defined to have the first cylinder in the firing order connected to the
output A, the second to output B and so on. This is the recommended wiring configura-
tion. In this case, your TDC angles must be input in ascending order.
First make sure you have installed the calibration software Modas Sport following the in-
structions provided. Then follow these steps:
1. Look for the characteristic value CYLNUMBER and enter the cylinder number of your
engine.
2. If the crankshaft wheel has 36-2 teeth set CRANKWHEEL36 to 1. It if has 60-2 set it to
0 (default value).
3. Enter the TDC angles for each cylinder according to the convention defined above in
TDCCYL1 to TDCCYLN where N is the number of cylinders of the engine.

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Example 1
To better understand this process a symmetrical 6 cylinder engine with a standard crank-
shaft wheel will be described. The first TDC is 78° from the second tooth after the gap. In
this case the following parameters must be input:
Parameter Ignition power stage identification
CYLNUMBER = 6 -
CRANKWHEEL36 = 0 -
TDCCYL1 = 78 A
TDCCYL2 = 198 B
TDCCYL3 = 318 C
TDCCYL4 = 438 D
TDCCYL5 = 558 E
TDCCYL6 = 678 F
Notice that the angle between each TDC is 120° because the engine has symmetrical igni-
tion.
Example 2
Now suppose the same engine has a V configuration 90°-150°. In this case the TDC angles
are:
Parameter Ignition power stage identification
CYLNUMBER = 6 -
CRANKWHEEL36 = 0 -
TDCCYL1 = 78 A
TDCCYL2 = 168 B
TDCCYL3 = 318 C
TDCCYL4 = 408 D
TDCCYL5 = 558 E
TDCCYL6 = 648 F
4.1.2 Injection
The label INJCALC contains parameters to calibrate the fuel injection time.
The base injection time parameter TI_DEF is influenced by many correction parameters
mentioned below to optimize combustion.
TI_DEF
Base injection timing in milliseconds
The injection time depends mainly on throttle position, engine speed, fuel pressure and
injection valve type. To get a first estimation, the following characteristics must be known:
– displacement per cylinder VC (m3)
– expected intake manifold pressure (after throttle) pi [Pa]
– desired lambda value λ
– operating fuel pressure pf [bar]

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– injection valve flow rate Qstat [g/min] at reference fuel pressure pfRef [bar]
– intake air temperature Ti [K]
The fuel mass mf is calculated by:
The energizing time of the injection valves is calculated by:
TI_FAK
Global factor, set to 1.0 for startup.
TIBAT_OFF
Battery voltage correction. Predefined value for Bosch Type valves EV6, characteristics can
be requested by the valve manufacturer.
TITAIR_FAK
Correction by intake air temperature. This value is predefined. If unsure, set it to 1.0 con-
stantly for first start up.
TITMOT_FAK
Correction by engine coolant temperature. This value is predefined. If unsure, set it to 1.0
constantly for first start up.
TIPFUEL_FAK
Correction by fuel pressure. This value is predefined. If unsure, set it to 1.0 constantly for
first start up.
TIREVPCORR_FAK
Correction by ambient pressure / air box pressure. This value is predefined. If unsure, set it
to 1.0 constantly for first start up.
PCORR_CW
Select correction mode. Ambient (0) or air box (1) pressure.
Cylinder Individual
These parameters allow calibrating each cylinder individually.
CYLBANK_CW
Assigns which cylinders are on which bank for proper lambda control, bank 1 or bank 2.
Open the label and allocate the cylinders to the right bank via dropdown menu. Please
note that the cylinders are displayed in firing order!

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Illustration8: Lambda control via label CYLBANK_CW
NOTICE
Engines with one lambda sensor (e.g. 4-in-a-row) run as 1-Bank-Systems. Set CYL-
BANK_CW to 0.
TIREVATH_FAK_x
Cylinder individual corrections. Set to 1.0 for first startup. Numbering refers to firing order!
INJOFFPATTERN
Torque reduction by injection fade out. Different, repeating fade out patterns can be
defined for several full power strokes of the engine (720° crank or 2 full rotations). This
prevents single cylinders from cooling down too much and makes it possible to find op-
timal patterns.
Example 4 cylinder engine:
The cylinders are assigned bitwise, the lowest bit represents cylinder 1 in firing order
(FO1), e.g. injoff = 1:
– First power stroke 0°‑720°: Cylinder 1 (FO1) is faded out.
– Second power stroke 720°‑1440°: Cylinder 2 (FO2) is faded out.
– Third Power stroke 1440°‑2160°: Cylinder 3 (FO3) is faded out.
– Fourth Power stroke 2160°‑2880°: Cylinder 4 (FO4) is faded out.
– Fifth Power stroke 2880°‑3600°: Cylinder 1 (FO1) is faded out.
– …
Injection Start
TISTARTBASE
Base injection time for engine start. Can be set to a value near full load from the maps
TI_MIN/DEF/MAX in atmospheric engines. Scale down proportional to boost pressure for
turbo engines.
Further corrections: Predefined. If unsure, set to 1.0 for first start up.

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Injection Angle
INJANGREVATH
End angle of injection. The angle (in degrees crankshaft) is in relation to top dead center.
Make sure, the injection is ended before the inlet valve closes. Try 200°‑300° for first star-
tup.
INJANGSTREV
End angle of injection pulse in engine start. Refer to INJANGREVATH.
4.1.3 Injection Controls
LAMCTRL
These parameters adjust the Lambda-controller.
The following conditions must be met in order to enable lambda control:
– Lambda sensor installed and operational
– Lambda control enabled (LAMCTRL_CW = 1)
– No manual override of injected fuel amount, e.g. for application purposes (tifak_b = 0)
– Engine speed higher than LAMCTRLREV_MIN
– Boost pressure higher than LAMCTRLP22_MIN
LAMCTRL_CW
Activate Lambda-controller by setting = 1.
Deactivate by setting = 0.
LAM_MIN; LAM_DEF; LAM_MAX
Set values in the engine speed / boost pressure dependent lambda maps. For each map
position, there is a separate lambda map (minimum/default/maximum) that can be
chosen by the map switch.
INJCUT
This parameter adjusts injection cut-off and cut-in.
Fuel cut-off is enabled above the engine speed INJCUTREV_MX if the throttle is closed
and it is allowed by the selected gear INJCUTGEAR. Fuel will turn back on if the driver
opens the throttle or if the engine speed falls below INJCUTREV_MIN.
INJCUTGEAR
Activate injection cut-off depending on gear.
Deactivate by setting = 0.0.
INJENRICH
This parameter adjusts injection enrichment upon acceleration.
This function corrects the injected fuel amount during changes of throttle position. It al-
lows for additional fuel to be added immediately after the change in throttle position and
then taper off over a number of engine cycles.

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INJENRICHREV_MIN
Injection enrichment is activated when the engine speed is higher than the entered value.
Deactivate by setting = 32768.
4.1.4 Ignition
NOTICE
Positive values stand for ignition angles before TDC, negative values after TDC.
Begin with moderate values to protect your engine from damages.
The label IGNCALC contains parameters to calibrate the ignition timing.
IGNSTARTREV
Base spark advance in engine start. Set to 5 to 10 deg.
IGNSTARTTMOT_OFF
Correction by engine coolant temperature. Set to 0.0 for first startup.
TDWELLBATTREV
Coil dwell time. Consult the coil manufacturer for details. Most coils need dwell times
about 1.5 to 2.5 milliseconds at 12 to14V.
TDWELLMAX_OFF
Dwell time limitation. Stay with predefined value for first startup.
IGNREV_OFF_x
Cylinder individual corrections. Set to 0.0. Numbering refers to firing order!
Ignition Maps
IGN_MIN, IGN_DEF, IGN_MAX
Base Injection timing in deg crankshaft before TDC The values (minimum/default/max-
imum) can be chosen by the map switch. Use modest values at the first time. Atmospheric
engines may run safe at 20 – 25 deg in part load, Turbo engines at high boosts may de-
mand even less spark advance. These values are strongly dependant on compression ratio,
fuel quality, temperature and engine specifics. If you know you’re using “bad” fuel, run at
high temperatures or your engine is very sensitive on spark advance, go to the safe side.
Further corrections: Predefined. If unsure, set to 0.0 for first startup.
4.1.5 Injection and Ignition Controls
GEARCUT
GCREV_THR
Adjusts the engine torque reduction / blipper while shifting.
Deactivate by setting = 32768.

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REVLIMIT
These parameters adjust the engine speed limiter.
The engine speed limiter works in 3 steps:
– Soft limitation by ignition retardation
– Hard limitation by Injection cut off
– Absolute limitation by full injection and ignition cut off
REVLIMITSOFTGEAR
Soft limiter, gear dependant: Apply the revs at which the limiter shall become active (same
value to all gear break points on dyno).
IGNREVLIMITSOFT
Apply the ignition angle (absolute) dependant on the engine overspeed (rev – REVLIMIT-
SOFTGEAR).
REVLIMITHARDGEAR
Exceeding this value, the injection will be cut off.
REVLIMITIGNOFF_OFF
Maximum overspeed relative to REVLIMITHARDGEAR. Injection and ignition fade out
when exceeded.
SPEEDLIMIT
SPEEDLIMITREV_MAX; SPEEDLIMITREV_MIN
Set the maximum or minimum engine speed.
Activate or deactivate by setting = 32768.
TRACTIONCTRL
Deactivate by setting = 0.
4.2 Online Data Application
1. Before switching the system on, check the following steps …
… Make sure the battery is connected properly,
… all sensors are connected,
… ground wiring is fixed before powering up the system.
2. Check all sensors for errors (bits …_e) before starting the engine.
Sensors and peripherals can be checked when the system is powered up electrically.
NOTICE
Do not start the engine before all steps in this chapter are carried out.

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4.2.1 Pressure Sensors
The label PRESSURES contains parameters to calibrate oil pressure POIL, ambient pressure
PAMB, crank pressure PCRANK and fuel pressure PFUEL. All pressures are calculated in the
same way. Example: Ambient pressure PAMB
PAMB_OFF; PAMB_GRD
Sensor offset and gradient. Consult the sensor manufacturer for details.
PAMB_UMX; PAMB_UMN
Maximum and minimum accepted sensor voltage. Set to approx. 250 mV / 4750 mV. If vi-
olated, an error is set (pamb_e = 1).
PAMB_DEF
Default value. If a sensor error is set, the output is switched to this default value.
PAMB_FIL
Filter constant. Use modest values, ~ 10 - 40 milliseconds.
All other parameters are named by the same rule. Replace PAMB by e.g. POIL to apply
data for the oil pressure sensor.
4.2.2 Temperature Sensors
All temperatures are calculated in the same way. The label “Temperature” contains para-
meters to calibrate oil pressure TOIL, intake air temperature TAIR, engine temperature
TMOT, fuel temperature TFUEL, etc. Example: Intake air temperature TAIR.
TAIR_UMX; TAIR_UMN
Maximum and minimum accepted sensor voltage. Set to approx. 200 mV / 4800 mV. If vi-
olated, an error is set (tair_e = 1).
TAIR_LIN
Sensor characteristic. Consult the sensor manufacturer.
TMOT_LIN
Ask the manufacturer for the linearization curve of the motor temperature sensor or
measure the electrical resistance by the temperature and calculate the characteristic.
TMOT_DEF
Replacement value in case of error, should be in the normal temperature range of the en-
gine (for example between 75 °C and 90 °C).
TFUEL_x ; TOIL_x ; TEX_x ; TEX2_x ; TAIR_x
If used: name as described in TMOT.

4 | Starting up the ECU
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4.2.3 Lambda Value Detection
The label LAMDET contains parameters to calibrate lambda value detection.
LAMTYPE_CW
Select the sensor type. Set to ’0’ for LSU 4.9, set ’1’ for LSU 4.9.
Keep the predefined values for other parameters.
4.2.4 Throttle-Plate Angle Detection
The label ATHDET contains parameters to calibrate throttle-plate angle detection.
ATH_UMX, ATH_UMN
Maximum and minimum accepted sensor voltage. Set to approx. 250 mV / 4750 mV. If vi-
olated, an error is set (ath_e = 1).
Check if the sensor output value ‘ath_u’ is changing when throttle is moved.
CALIBRATION
These parameters calibrate the throttle-plate angle.
ATHPOS1
Lower calibration point. Set to 0.0 %.
ATHPOS2
Full load point. Set to 100.0 %.
ATHIDLECAL
Set to desired idle ATH value.
ATH_CW
Close throttle and set ATH_CW to 1.
Open throttle fully and set ATH_CW to 2.
Set throttle to idle point and set ATH_CW to 3.
Check calibration by moving throttle.