KMS MD35 User manual

MD35 Manual V4.16

KMS MD35 manual
Version 4.16 2
Contents page.
1KMS (Kronenburg Management Systems)................................................................ 4
2Software installation ........................................................................................ 6
3KMS software .................................................................................................. 8
3.1 The main screen ........................................................................................ 8
3.1.1 The injection characteristic diagram..............................................................9
3.1.2 The ignition characteristic diagram ...............................................................9
3.2 The function bar.......................................................................................10
3.2.1 Function key F1...................................................................................... 10
3.2.2 Function key F2...................................................................................... 10
3.2.3 Function key F3...................................................................................... 10
3.2.4 Function key F4...................................................................................... 10
3.2.4.1 Options ......................................................................................... 11
3.2.4.1.1 RPM pickup ................................................................................ 12
3.2.4.1.2 RPM limiters and Power Shift .......................................................... 18
3.2.4.1.3 Engine load sensor ....................................................................... 21
3.2.4.1.4 Injection settings ........................................................................ 26
3.2.4.1.5 Start-up .................................................................................... 27
3.2.4.1.6 Throttle pump effect.................................................................... 28
3.2.4.1.7 Hardware configuration................................................................. 29
3.2.4.1.8 Lambda-control .......................................................................... 31
3.2.4.1.9 Boost control.............................................................................. 38
3.2.4.1.10 A.L.S. ..................................................................................... 43
3.2.4.1.11 AUX 1 ..................................................................................... 44
3.2.4.1.12 AUX 2 ..................................................................................... 46
3.2.4.1.13 AUX 3 ..................................................................................... 46
3.2.4.1.14 External Dashboard .................................................................... 47
3.2.4.1.15 Remarks .................................................................................. 47
3.2.4.1.16 Speed settings........................................................................... 48
3.2.4.1.17 Traction control settings .............................................................. 49
3.2.4.1.18 Communication port ................................................................... 51
3.2.4.2 Output test .................................................................................... 52
3.2.4.3 Crankshaft sensor test....................................................................... 52
3.2.4.4 Motor + system diagnostics ................................................................. 53
3.2.4.4.1 Runtime.................................................................................... 53
3.2.4.4.2 Over-revving of the RPM limiters...................................................... 53
3.2.4.4.3 Crank sensor .............................................................................. 54
3.2.4.4.4 Oil pressure ............................................................................... 54
3.2.4.4.5 Water temperature sensor ............................................................. 54
3.2.4.4.6 Air temperature sensor ................................................................. 55
3.2.4.4.7 Throttle Position Sensor ................................................................ 55
3.2.4.4.8 MAP sensor ................................................................................ 55
3.2.4.4.9 Battery voltage ........................................................................... 55
3.2.4.4.10 Air pressure sensor ..................................................................... 56
3.2.4.4.11 Overflow injection time ............................................................... 56
3.2.4.4.12 Lambda control ......................................................................... 56
3.2.4.4.13 5V sensor supply ........................................................................ 56
3.2.4.4.14 ECU........................................................................................ 56
3.2.4.5 Change user access level.................................................................... 57
3.2.4.6 CAN settings ................................................................................... 57
3.2.5 Function key F5...................................................................................... 58
3.2.6 Function key F6...................................................................................... 60
3.2.6.1 Idle-control options .......................................................................... 60
3.2.7 Function key F7...................................................................................... 61
3.2.8 Function key F8...................................................................................... 61
3.2.9 Function key F9...................................................................................... 61
3.2.10 Function key F10................................................................................. 62

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3.2.11 Function key F11................................................................................. 62
3.2.12 Remaining shortcuts Alt + H ................................................................... 62
3.3 The communication bar..............................................................................63
4Programming..................................................................................................65
4.1 Manual changing .......................................................................................65
4.2 Bar charts ...............................................................................................65
4.3 3D graph changing.....................................................................................67
5Hardware installation ......................................................................................68
5.1 Fitting the ECU .........................................................................................68
5.2 Connecting the communication cable ............................................................68
6Fault tracing ..................................................................................................69
7Specifications.................................................................................................70
8Wiring diagram MD35.......................................................................................71
Appendix 1: Trigger wheel drawings ..........................................................................72

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1KMS (Kronenburg Management Systems)
Kronenburg Management Systems (KMS) is a complete line of programmable engine control units
(ECU), that offers you an extremely reliable and user-friendly system at a very competitive price. It
gives you the possibility to manage all turbo and naturally aspirated Otto engines (engines in which
the fuel mix is ignited via a spark plug) up to 12 cylinders.
An engine control unit is a type of electronic control unit that determines the amount of fuel,
ignition timing and their parameters which are needed to keep an internal combustion engine
running. It does this by reading values from multidimensional maps which contain values calculated
by sensor devices monitoring the engine.
The programmable KMS ECU doesn‟t not have a fixed behaviour, but can be (re)programmed by the
user. Programmable ECU‟s are required when a significant modification has been made to a vehicle's
engine. For example adding a turbocharger, changing the camshaft profile or a conversion to an
alternative fuel. In these situations, a programmable KMS ECU can be wired in. The KMS ECU‟s can
be programmed/mapped with a computer connected using a serial or USB cable, while the engine is
running.
The programmable ECU controls the amount of fuel to be injected and the ignition moment for each
cylinder. This varies depending on the engine's RPM and the position of the throttle valve and/or the
Manifold Absolute Pressure (MAP). This can be adjusted by bringing up a spreadsheet page on the
screen where each cell represents an intersection between a specific RPM value and a throttle
position. In this cell a value corresponding to the amount of fuel injected can be entered. This
spreadsheet is referred to as a fuel table or fuel map. The same way the ignition spreadsheet can
be setup.
By modifying these values while monitoring the exhaust gas composition (best way is using a wide
band lambda sensor) you can see if the engine runs rich or lean. This way you can find the optimal
amount of fuel and optimal ignition moment needed for all possible combinations of RPM and
throttle position/manifold absolute pressure. This process can be best carried out at a
dynamometer, giving a controlled environment (without influence from outside) to work in. An
engine or chassis dynamometer gives a more precise calibration for your (racing) applications.
The KMS MD35 ECU offers a complete self learning air fuel ratio control (lambda control) for most
common types of oxygen sensors (broadband/narrow band).
In addition to lambda control, this management system also provides the following functions: load-
dependent boost pressure control, water injection control, (variable) launch control, power-
shifting, (variable) A.L.S., staged/banked injection, mapselector, odd fire, idle control, rpm
limiters, engine diagnostics, 4mb datalogging, etc.
This management system can be used as an independent injection/ignition system for virtually all
types of Otto engine, but can also be used in combination with a standard engine management
system. It can take over the standard injection/ignition at any desired engine speed, boost pressure
or throttle valve position. Precise ignition and air/fuel mixture control leads to excellent drive-
ability and low fuel consumption.
We advice to read the manual complete before starting. The set-up of the system software is kept
as clear and simple as possible, so that even people with little computer experience will be able to
use this system. Working with the software is simple, but if the settings are incorrectly configured,
there is a serious risk of engine damage. In this manual there are warning signs and notes that
need your extra attention to bring this setup to a good end. We recommend you leave the
programming to specialists.

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WARNING:
Disconnect the battery cables when you’re doing electrical work.
Disconnect the KMS ECU from the wiring harness connector when
welding on the vehicle.
Make sure there are no fluid leaks and all connections are secured
and/or tightened.
Wiring and fuel system components must be mounted away from
heat sources or shielded if necessary.
Do not use a batterybooster or a 24V charger. Do not reverse the
polarity of the battery or the charging unit. Do not change the
battery with the engine running. The peak power supply could
severely damage the KMS ECU and other electrical devices.
Avoid open sparks and flames near flammable substances.
Do not use unsuppressed spark plugs and leads. They cause
electromagnetic interference.

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2Software installation
The software is supplied together with the system, on a CD-ROM. Installing the software is very
easy. The CD-ROM carries the KMS installation program, which launches automatically when the CD
is inserted.
The program KMS FIRMWARE DOWNLOADER can be used to update the ECU. When there are new
options available, they can be downloaded as a zip file from the Van Kronenburg website. The zip
file consists of 3 files and a „readme‟ text file, see figure below.
Unpack the zip file on your computer in the KMS Firmware downloader folder. This is the location
where you installed the Firmware downloader, see example below.

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With the firmware downloader this update file can be sent to the ECU (only 1 of the 3 files is visible
with the firmware downloader, (see figure below).
The MD35 update file starts with the number 4 and also has extension *.FM1.
Once installed, the program is set to work via communication port COM1. If this port is already
being used or not available, another communication port can be used. For the procedure to change
the communication port, see 3.2.4.1.17 Communication port.
(USB connections have the most various numbers of communication ports, so make sure you‟ve got
the communication port right. For settings and finding the right communication port check
paragraph 3.2.4.1.17 Communication port)

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3KMS software
When the program is started, the main screen will appear, which is composed of three parts:
The main screen
The function bar
The communication bar
The following sections describe the possibilities and functions of the system.
3.1 The main screen
The main screen consists of two spreadsheets (ignition and injection) of which only one is visible at
a time. To toggle between the diagrams use function key F11.
The spreadsheets are two-dimensional diagrams showing engine speed against engine load.
The engine speed range can stretch from 500 rpm to 20.000 rpm. Standard the screen stretches
from 500 rpm to 12.500 rpm. This however can be changed (see 3.2.4.1.1 RPM pickup). The RPM
range is divided over 25 boxes.
The engine load range is sub-divided into 16 boxes dividing the range that has been set for the
engine load sensor.
The rows and columns are shown in graphs (in the form of bar charts), when the left mouse button
is clicked on an engine speed or a load value. For further information, see section 4. Programming.

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3.1.1 The injection characteristic diagram
In the injection characteristic diagram, figures can be entered that indicate the injector opening
time per injection in ms. This means that at any engine speed and any engine load, the desired
quantity of fuel can be injected.
You can switch between injector groups (when activated, see section 3.2.4.1.4 Injection settings)
by clicking on the buttons that are marked in the drawing below. These groups can be set for
different kind of injector banks. For more settings look at the hardware configuration and the
injection settings (see 3.2.4.1.7 Hardware configuration and 3.2.4.1.4 Injection settings).
3.1.2 The ignition characteristic diagram
In the ignition spreadsheet, figures can be entered that indicate the ignition advance (in crankshaft
degrees before TDC). This means that for any engine speed and any engine load, the desired
ignition moment can be entered.

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3.2 The function bar
The vertical bar on the right-hand side of the screen shows several function keys, which can be
activated using the mouse arrow or the relevant function keys on the keyboard. An explanation on
the different function keys is given in the following sections.
3.2.1 Function key F1
This function key gives access to the manual in Acrobat reader. Acrobat reader 3.0 or higher is
required. Acrobat reader 4.0 can be found on the installation CD-ROM.
3.2.2 Function key F2
This function key enables a previously saved file to be opened from the hard disk, CD-ROM, USB
memory key, etc. The files can be recognised by a floppy icon
MD35 files have the extension *.M04
3.2.3 Function key F3
This function key is used to save modified files.
The names of these files automatically receive the extension.
MD35 files have the extension *.M04
3.2.4 Function key F4
When this function key is activated, a menu will appear
on the screen, which gives the option of several settings
and tests.
The options will be explained in the following sections.

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3.2.4.1 Options
If 'Options' is selected, a menu appears which lists several possible settings. These settings are
described below.

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3.2.4.1.1 RPM pickup
In this menu, the settings for the RPM pickup signal, the type of ignition and the number of
cylinders can be entered.
RPM Range:
By clicking on the function you can set the rpm range for the main parameter maps (minimum rpm
is 500 and maximum is 20.000).
Standard the 25 rows are divided over a rpm range 12.500 rpm (example see left figure below). If
your engine doesn‟t make more than 6.500 rpm, you can devide the 25 rows over this 6.500 rpm
(example see right figure below). So the mapping will be more fine tuned for this engine rpm range.
3.2.4.1.1.1 Crank pickup
Users can enable the crank pickup and set the references.
Sensor type:
Here you can select if your connected sensor is hall or inductive.
Hall sensor: a current runs through a thin Hall-plate. When this plate is undergoing a magnetic field
a voltage arises between the two sides of the plate. When a tooth passes the plate the magnetic
field changes.

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Inductive sensor: consists of coil around constantly magnet. The change in magnetic field generates
a current in the coil. When a tooth passes the coil with magnetic core the magnetic field changes.
When a tooth is approaching the signal gets stronger. When a tooth is passed the signal gets weaker.
Difference is the Hall sensor generates a Voltage and the inductive sensor generates a current.
TIP: Measure the resistance between two pins by using a multimeter. When sensor is inductive the
resistance should be between 0.5kΩ and 2 kΩ. When the sensor uses a 3 pole connecter there should
also be the resistance of 0.5kΩ – 2 kΩ between two pins. The remaining pin is the shield of the
sensor cable. If resistance is not measurable the sensor will be likely a Hall effect sensor.
Warning:
Do not use unsuppressed spark plugs and leads. They can cause
electromagnetic interference.
Crank-type:
The rpm signal has to be delivered by an hall/inductive sensor using a rotating trigger pattern. The
individual pattern types are listed under the pulldown menu, possible combinations are listed in this
table. Some trigger patterns are shown in Appendix 1: Trigger pattern drawings.
It‟s also possible to configure your own trigger
pattern when choosing the „User defined trigger
wheel‟. You can specify the number of tooth of
the triggerwheel. This number must be an equal
number and must lie between 24 and 72 tooth.
You can also choose to mount the trigger wheel
on the crank- or camshaft and choose to make
the reference point 1 or 2 missing tooth.
Note: It‟s still only possible to use one
reference point.
When using the „User defined trigger wheel‟, the number of coils (ignition outputs used on the
MD35) and odd fire TDC‟s (see chapter 3.2.4.1.1.3) must be defined.
Note: When using a 60-2 trigger pattern the maximum engine speed is limited to 12.500 rpm.
When using a Hall-sensor, it is nescessary to use a convertor that will change the Hall-signal into an
inductive signal (exception below). The convertor has KMS partnummer 01-01-07-0333.
A Hall-sensor crank pickup can be used directly without convertor on the cam pickup signal input
pin 34 (see section cam pickup below). „Direct fire‟ is disabled because a cam signal is needed and
there is only cam signal input which is used by the hall sensor. To keep direct fire enabled together
with a Hall-sensor crank pickup, it is nescessary to use a convertor that will change the Hall-signal
into an inductive signal. The convertor has KMS partnummer 01-01-07-0333.
Reference point:
The reference point (the position of the piston at the moment the first tooth after the missing
tooth/teeth passes the sensor) of the crank pickup sensor can be set between 0 and 180 degrees
before TDC (for most engines recommended between 70 - 120degrees). The position of the
reference point in the software must be checked. Mark the TDC on the crankshaft pulley or
flywheel. Check with a timing light the degrees when igniting on cylinder 1 in TDC with a static
engine speed. If the ignition advance set in the software deviates from the measurement with the
timing light, than you have to correct the reference point in the software.

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TIP: set for the complete rpm-range the ignition advance map to 10 degrees. The ignition advance
read out on the software screen will be stable and doesn‟t change when your engine speed varies a
bit.
For example your reference point set in the software is 90 degrees. The ignition advance 10 degrees
at 1000 rpm. Checking with the timing light on cylinder 1 gives you 5 degrees ignition advance.
That‟s a deviation of 5 degrees which must be corrected on the reference point. The correct
reference point is 90 –5 = 85 degrees.
Warning:
When using wasted spark, the read out on the timing light must be divided
by 2. A timing light displaying 20 degrees advance with wasted spark is in
reality 10 degrees ignition advance.
3.2.4.1.1.2 Cam pickup
You can enable cam pickup for recognizing the compression stroke for direct fire.
Active:
The cam reference can be set between -180 and +180 degrees TDC of the compression stroke.
Select the kind of pickup signal, high or low. There is a easy way to find out whether the signal is
high or low. Just apply power to the KMS system (engine not running) with the cam sensor
connected. Right below in the main screen in the communication bar of the KMS software you can
find „Cam valid‟. When the cam sensor signal is „high‟ at the degrees after TDC (set at the cam
reference point) of the compression stroke the cam valid control light in the communication bar
lights (see figure below). 360 crank degrees later the signal must be low. If the sensor signal is „low‟
in TDC of the compression stroke the cam valid control light doesn‟t light up. 360 crank degrees
later the signal must be high.
The cam reference must be set in a way that the cam signal in the compression stroke is always the
opposite signal of the exhaust stroke. In the figure below an example of 2 cam patterns is shown.

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Important is that the cam reference point is not set on the edge of the (missing) tooth, but as far as
possible in the centre of the (missing) tooth. With the pattern on the right in the figure above, it‟s
impossible to set the cam reference point in the middle of the tooth. When the sensor is positioned
in the middle, 360 crank degrees later, the signal will be the same. The top tooth is wider than the
bottom tooth. The cam reference should be set in the middle of this extra width.
3.2.4.1.1.3 Coil on time
A coil should be charged before every discharge (plug spark). The coil charging time is indicated in
ms. It should normally be 1.4 to 3.5 ms depending on the type of coil. Longer coil charging leads to
unnecessarily high power consumption and heat development, shortening the service life of the coil.
Warning:
The coils can only be operated via a driver circuit. If the computer is
connected to the coil directly, the ECU can get damaged beyond repair.
Many modern coils feature a built-in driver stage. However, if a coil without
an integrated driver stage is used, the separate KMS ignition driver module
with partnumber 01-01-04-0001 will be needed.
Dis-coil:
The choice is between dis-coil (wasted spark) and single coil control (rotor and distributor cap). If
you have a dis-coil (and also when using coil per plug wasted spark) the box has to be ticked.
Direct-firing:
This option detects the compression stroke which enables you to ignite directly on one cylinder at a
time (you have to connect the cam sensor to make this work). With dis-coil it is a wasted spark.
Separate coils per cylinder is requiered for this sequential ignition. Make sure that the connections
of the KMS ECU to the single coils are in the right igniting order. For example a 4 cylinder inline
engine with firing order 1-3-4-2. The coil outputs get activated in the order 1-2-3-4. For direct-firing
coil output 1 fires cylinder 1, coil output 2 fires cylinder 3, coil output 3 fires cylinder 4 and coil
output 4 cylinder 2.
Odd fire TDCs:
You can advance/retard the ignition time for every
cylinder. This can be useful at assymetrical engines.
You have to fill in the angles of different cyliders. The
degrees must be ascending with a maximum of 360
degrees. How to determine the odd fire TDC‟s for a V6:
First check what the engine firing order is. The cylinder
that is in TDC and where the reference point is set to is 0
degrees. Devide the number of cylinders in the right firing
order evenly over 720 degrees (= 2 rotations for 4 stroke).
The cylinders on the same crankpin but later in the firing
order and different bank have to be corrected for the angle
of the block. So the degree for these cylinders isn‟t on the degree calculated before when deviding
720 dregrees through all cylinders but the angle of the block. The degree for the second cylinder on
the same crankpin is the sum of the degrees from the first cylinder on the same crankpin and the
angle of the block.
In the software you can fill in a maximum of 360 degrees after TDC so you have to subtract 360
degrees from the cylinders which have higher degrees than 360 (this is needed in case of a
camsensor failure to keep the engine running on all cylinders but as a wasted spark).

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In the KMS software the degrees must be ascending. Set the degrees in the software and connect
the right coil signal to each cylinder. You can find an example of the determination of odd-firing
degrees on the following page.
Example:
6 cylinder 90 degree 4-stroke V-engine with firing order 1-4-3-6-2-5 and reference point on cylinder
1. Bank 1 is cylinder 1, 2, 3. Bank 2 cylinder 4, 5, 6.
When the 6 cylinders are evenly devided over 2 rotations (720 degrees) you get 120 degrees
between the cylinders.
Cyl. 1
Cyl. 4
Cyl. 3
Cyl. 6
Cyl. 2
Cyl. 5
0
120
120
120
120
120
0
120
240
360
480
600
There are only 3 crankpins. Each crankpin connects 2 connecting rods. With the 90 degree V-shape
lay-out and only 3 crankpins, the cylinders aren‟t evenly devided. With cylinder 1 at 0 degree the
next cylinder is 4 not at 120 degrees but on 90 degrees (same crankpin but on other bank). The
following cylinder after cylinder 4 is cylinder 3. Cylinder 3 is at 240 degrees (difference cylinder 3
to 4 is 240 –90 = 150 degrees). Cylinder 6 is on the same crankpin so only 90 degrees devided from
cylinder 3 what gives 240 + 90 = 330 degrees. Cylinder 2 is at 480 degrees (difference cylinder 2 to 6
is 480 –330 = 150 degrees). Cylinder 5 is again on the same crankpin and 90 degrees further which
gives 480 + 90 = 570 degrees.
Cyl. 1
Cyl. 4
Cyl. 3
Cyl. 6
Cyl. 2
Cyl. 5
0
90
150
90
150
90
0
90
240
330
480
570
In the software you can fill in a maximum of 360 degrees after TDC cylinder1. So this would mean
that cylinder 2 and 5 can‟t be set up. Every value above 360 you need to subtract 360 degrees.
Which result for cylinder 2 in 480 –360 = 120 degrees and cylinder 5 in 570 –360 = 210 degrees
Cyl. 1
Cyl. 4
Cyl. 3
Cyl. 6
Cyl. 2
Cyl. 5
0
90
240
330
480
570
0
90
240
330
120
210
In the KMS software the degrees must be ascending. This would result in:
Coil 1
Coil 2
Coil 3
Coil 4
Coil 5
Coil 6
Cyl. 1
Cyl. 4
Cyl. 2
Cyl. 5
Cyl. 3
Cyl. 6
0
90
120
210
240
330
Tacho output:
The tachometer output normally sends out an output signal adapted to the engine's no. of cylinders.
In case you want to use the tachometer of another engine type, you can adjust the tachometer
output correspondingly.
No. of cyl.:
Select the amount of cylinders of the vehicle. You can choose between 4, 5, 6, 8 and 10 cylinders.
For a 1, 2 choose 4 cylinders. For a 3 cylinder choose 6 cylinder. For equal firing V12 engine choose
6cylinder and set odd firing to 0-60-120-180-240-300 degree
Warning:
For adaption to a 6 cylinder with direct fire or a 12 cylinder configuration,
ensure that the "No. of cylinders" has been specified correctly before
connecting the coils. If the coils are connected with the numbers of
cylinders incorrectly set, the coil via output 6 will be seriously damaged.

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Firing tooth under 500 rpm:
This is for setting the number of teeth before TDC at which an ignition impulse is given (under 500
rpm). Keep this number as low as possible to prevent backfiring when the engine is started. For
engines with a high compression ratio it is recommended not to set this to a number higher than 1.

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3.2.4.1.2 RPM limiters and Power Shift
This menu can be used to set various RPM limiters, powershift and gearposition parameters.
3.2.4.1.2.1 Standard Limiters
The standard limiters include a soft and a hard limiter.
The soft limiter stops ignition partially so that power is
lost. The hard limiter switches off ignition completely.
For the KMS MD35 management system the maximum rpm
limiter is 20.000 rpm *.
*: with a 60-2 crank trigger pattern the maximum engine
speed is limited to 12.500 rpm.
3.2.4.1.2.2 Launch Limit RPM on button
At launch limit an extra limiter („start line‟) can be set which is activated, for instance, by a button
that connects pin 21 to the ground. Depending on the type of button, NC (normally closed) or NO
(normally open), 'Input NC' will have to be ticked or not. If the NO type is used (recommended) do
not tick the box. There is also the possibility to set an extra launch limiter which makes it possible
to make the launch limiter variable between these two rpm‟s by connecting a potentiometer signal
to the analog aux2 input or analog aux3 input for the MD35, which can be configured for this
function, see 3.2.4.1.7 Hardware configuration. The potentiometer must have a range between 1kΩ
and 47kΩ. The 5V and ground for the potentiometer can be branched from the 5V and ground sensor
supply. The signal (wiper) of the potentiometer must be connected to one of the analog inputs.
Advanced settings:
'Advanced settings' gives the possibility of setting a fixed
ignition moment (between 54 degrees before and 54 degrees
after TDC. After TDC is indicated by a negative number), fixed
fuel enrichment and fixed PWM boost for several ascending
engine speeds. This enables a high boost pressure to be built up
in turbocharged engines without further increasing the engine
speed. Additional fuel enrichment can be set when launch
control is activated, this is needed to cool the engine. During
activation lambda-control is switched off. Should the engine
speed increase in spite of „ignition retard‟, the startline
limiter will intervene by stopping ignition. The boost pressure
can also be limited during launch by setting the duty-cycle
(PWM-value) of the boost control-solenoid.
The „Delay Box‟ is a special timing parameter for the launch control. The timer is activated when
the launch control button is released. During the countdown of the timer, the launch control
settings are still active meaning that the engine will continue the launch control limit for the entire
duration of the timer. Setting the delay to 0 seconds means that the launch control limit is ended at
the exact moment that the launch control button is released.
„After launch delay‟ will start after the launch control button has been released and the delay box
timer has expired. The after launch delay enables users to set the ignition advance and boost
pressure (duty-cycle/PWM value of the boost control-solenoid) for a certain time period. This means
that engine power is reduced for the entire duration of the delay timer and thus better traction can
be achieved in high power vehicles after launching.

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Warning:
When ignition retard is applied, the temperature of the exhaust gasses may
rise so high that the exhaust valves, exhaust manifold and turbocharger will
be damaged. We recommend you to activate this function for no longer than
a few seconds!
3.2.4.1.2.3 Powershift
Powershift is a function that can be used for changing gear in sequential gearboxes.
A switch on the gearbox shifter enables the engine output to be briefly interrupted, so that a gear
change can be made with the throttle valve fully open. This minimises the duration of gear-change.
Powershift is only possible when the engine RPM is higher than 3000. The duration of the
interruption can be set to a maximum of 200 ms. Depending on the type of switch, NO
(recommended) or NC, the 'NC' box should be ticked. If the "use advance settings" control box is
selected, the "advanced settings" menu must be set. The maximum current on the powershift input
(pin 22) must not exceed 60mA. When for example the voltage is 12V, a resistor of ±1.0kΩ must be
used between the signal wire to limit the current.
Advanced settings:
In the „advanced settings‟ different parameters can be
set for the powershift gear changes. The columns
represent the transitions between the available gears.
Note that a gearposition sensor must be present on the
transmission housing for the use of these features. When
0 is entered in one of the cells it will not be taken into
effect.
Cut time ignition: Here you can set the desired ignition
cut time for each gear(change) position. The ignition will
be interrupted for the time set here.
Cut time injection: You can set the desired injection cut
time for each gear(change) position. The injection will be
interrupted for the time set here.
Delay time: At the moment the Power-shift switch is
activated, it is often desirable to have a short delay
before the switch takes effect. This is because some
resistance is required to build sufficient power for
sequential shifting (charasteristic of sequential gearbox).
Recovery time ignition: The time set in this row is the
time used to graduately increase the ignition advance to
the original value in the ignition table after shifting. This
will build up the engine power smoothely after
powershifting putting less stress on the gearbox and
driveline. (In the graph on the right, the recovery time is
set to 25 ms)
Recovery ignition advance: The recovery ignition advance
and recovery time are linked together. After shifting, the
recovery ignition advance is the value from where the
ignition advance is increased to the original value in the
ignition table. (In the graph on the right, the recovery
ignition advance is set to 10 deg)

KMS MD35 manual
Version 4.16 20
3.2.4.1.2.4 Calibration gearposition Analog aux
In this menu, you can then specify the output voltages corresponding to the various gears. The input
channel for the gearposition must be set in the hardware configuration, you can choose between
analog aux input 1 to 3. A gearposition sensor must be present with a voltage range between 0 and
5V. In the top row, the various gears (from reverse to 8th gear) can be selected. The second row
contains the corresponding sensor output voltages to the various gears.
The gearposition sensor output voltages can be set manually or automatically. For automatic
calibration of the voltages, please select „Automatic calibration gearposition‟. The software will tell
the user which gear to select and to press „ok‟ to calibrate the output voltage for that gear. Before
using the automatic calibration, the gears (reverse to 8th gear) must be selected in the top row
using the drop down menu‟s.