Vehicle Information

This is used for basic engine and car information.

Engine Configuration

Number of cylinders

This is the physical number of cylinders (as in holes in the block) instead of logical cylinders (injector pairing etc.)

Displacement(L)

This is the displacement of the engine in liters. Example: 3.0

Firing order

This is the firing order of the engine. Please pay attention to choose the correct firing order and the correct number of cylinders. Firing order is handled by the firmware, so injector and ignition outputs are wired by number (INJ1 to Injector 1, INJ2 to Injector 2 etc.)

Use custom firing order

Enables a custom firing order.

See Custom Firing Order.

Engine metadata

This is the metadata about the engine and the vehicle itself. It is used by the msq viewer and the epicEFI AI agent.

Engine make and year

For example GM, Chevrolet, BMW.

Manufacturer engine code

For example 2JZ, BAM, LS1 etc.

Vehicle name

This is the name of the vehicle. For example Honda Civic.

VIN

This is the vehicle VIN number. Used by the OBD2 broadcast and also accessible via Lua.

Compression ration

The engine compression ratio. This is not used for any calculations of the fuel/ignition and is just there for reference.

Forced induction?

Does the engine have a turbo or supercharger. This is not used for any calculations and is there just for reference.

Fuel

Fuel strategy

Determines the method used for calculating fuel delivery.

Speed Density - Uses intake manifold pressure (MAP) and intake air temperature (IAT) to calculate air density and fuel requirements. This is a common strategy, especially for naturally aspirated or turbocharged engines.
Alpha-N - Uses throttle position as the primary load input for fuel calculation. This strategy is generally used in engines with individual throttle bodies or those that lack a reliable MAP signal.
MAF Air Charge - Relies on a Mass Air Flow (MAF) sensor to measure the amount of air entering the engine directly, making it effective for engines equipped with a MAF sensor.
Lua - Allows for custom fuel calculations using Lua scripting, enabling highly specific tuning applications where the other strategies don't apply.
MAF/MAP - The same as MAF Air Charge but a secondary blend table is used to blend the fuel load with the MAP sensor. Used for advanced setups where both MAF and MAP are used, and user decides how much of each calculation of AIRMASS to use for fueling calculations.
Throttle Model Flow - Uses "flow through an orifice" set of Bernouli's equations to attempt to calculate air mass. This is experimental/for educational purposes only.

Limits and Protection

This is a set of engine protection features and basic limiters such as the RPM limit and boost cut.

Limits and Fallbacks

Cut fuel on RPM limit

When enabled, this option cuts the fuel supply when the RPM limit is reached. Cutting fuel provides a smoother limiting action; however, it may lead to slightly higher combustion chamber temperatures since unburned fuel is not present to cool the combustion process.

Cut spark on RPM limit

When selected, this option cuts the spark to limit RPM. Cutting spark can produce flames from the exhaust due to unburned fuel igniting in the exhaust system. Additionally, this unburned fuel can help cool the combustion chamber, which may be beneficial in high-performance applications. Be careful enabling this: some engines are known to self-disassemble their valvetrain with a spark cut. Fuel cut is much safer.

Rotational REV limit

Rotational Idle as rev limit.

Rotational REV LIMIT window(RPM)

Rotational REV LIMIT window. Cut starts at HARD LIMIT - this window

Rotational REV LIMIT max multiplier(#)

Rotational REV LIMIT max multiplier for accumulator max, higher number - more distinct patterns

Rotational cut spark

@ggurov?

Rotational cut fuel

@ggurov?

Rotational Rev Limit absolute ignition

Rotational Rev Limit absolute ignition (-20 = atdc 20 degrees)

Use CLT RPM limit curve

If enabled, use a curve for RPM limit (based on coolant temperature) instead of a constant value.

RPM hard limit(RPM)

@ggurov?

RPM limit hystheresis(RPM)

Sets a buffer below the RPM hard limit, helping avoid rapid cycling of cut actions by defining a range within which RPM must drop before cut actions are re-enabled. Hysterisis: if the hard limit is 7200rpm and value is 200rpm, then when the ECU sees 7200rpm, fuel/ign will cut, and stay cut until 7000rpm (7200-200) is reached.

Low oil pressure protection

Oil pressure protection prevents engine damage by reducing engine speed. Requires a oil pressure sensor to be fitted.

Enable low oil pressure protection

This is the master switch for the oil pressure protection.

No fuel until oil pressure (CRANKING)

Prevent fuel injection until minimum oil pressure is reached.

Minimum oil pressure for fuel injection (CRANKING)(kPa)

Minimum oil pressure required to allow fuel injection at cranking.

Minimum oil pressure after start withing timeout (RUNNING)(kPa)

Expected oil pressure after starting the engine. If oil pressure does not reach this level within 5 seconds of engine start, fuel will be cut. Set to 0 to disable and always allow starting.

Low oil pressure protection timeout (RUNNING)(sec)

Delay before cutting fuel due to low oil pressure. Use this to ignore short pressure blips and sensor noise.

Minimum oil pressure (RUNNING)

2D map of the minimum oil pressure while running. kPa vs RPM.

High oil pressure protection

This is a feature that prevents the engine from reaching too high oil pressures to prevent gallery plugs and VVT components.

High oil pressure protection timeout (sec)

Delay before cutting fuel due to extra high oil pressure. Use this to ignore short pressure blips and sensor noise.

Lambda Protection

This enables the usage of a Wideband Oxygen Sensor to protect against lean conditions.

Enable lambda protection

This enables the lambda protection. Requires a Wideband Oxygen Sensor.

Check above load(%)

This is the load trigger point for Lambda Protection. This dictates when the protection feature is armed.

and above TPS(%)

This is the TPS arm point for the lambda protection. Used to prevent lambda protection during deceleration fuel cut and cruising transients.

and above RPM

This is the RPM arm point for the lambda protection.

and after delay(s)

This is used to delay the lambda protection feature by a set time to prevent oscillation and transient activation of the lambda protection.

Then cut fuel until:

Load less than (%)

The lambda protection feature is disabled after the load drops below this percentage.

and TPS less than(%)

The lambda protection feature is disabled if the TPS drops below this point.

and RPM less than(%)

The lambda protection feature is disabled if the TPS drops below this point.

Lambda Difference Table

This table dictates the difference between the target lambda and the measured lambda value from the Wideband Oxygen Sensor.

Trigger

The trigger dialog is used to configure the main primary and secondary triggers. Triggers can be cam or crank driven and numerous OEM trigger mechanisms are supported.

For a list of supported OEM triggers, see Triggers

For info about the universal crank decoder, see Triggers → Universal Crank

Note: Whenever possible, we recommend the usage of the OEM trigger system except on low resolution triggers like Distributors or Suzuki G13B.

Primary Trigger

This is the primary trigger configuration. Can be cam or crank driven.

Strokes

This settings determines if the trigger is tracked over 360 or 720 degrees of crankshaft rotation.

Trigger type

This configures the primary trigger type.

For a list of supported OEM triggers, see Triggers.

For info about the universal crank decoder, see Triggers → Universal Crank.

Total tooth count (number)

This is the total number of teeth on the primary missing teeth wheel, including the missing teeth. For the common Bosch 60-2 trigger, this would be 60.

Only valid for the Missing tooth trigger.

Missing/skipped tooth count (number)

The number of missing teeth on the primary missing teeth trigger wheel.

Only valid for the Missing tooth trigger.

Skipped wheel location

This determines where the trigger wheel is located. This enables the mounting of missing tooth trigger wheels in the distributor or on the camshaft.

Crankshaft - The primary wheel is located on the crankshaft
Camshaft - The primary trigger wheel is located on the camshaft. This enables tracking over the 720 degree cycle.

Trigger angle(deg btdc)

Angle between Top Dead Center (TDC) and the first trigger event. Positive value in case of synchronization point before TDC and negative in case of synchronization point after TDC.

Also see Trigger Angle.

Crank Sensor (Primary Channel)

This is the hardware specific input pin of the primary trigger channel.

To find the actual value for your hardware, see Hardware.

Primary Edge

This determines if the first tooth should be handled on the rising, or the falling edge of the input signal.

For more info, see Edge Detection.

Secondary channel

This is the secondary crankshaft hardware specific input pin. Used on some setups where there are two trigger wheels on the crankshaft such as Audi 135 or Magneti Marelli Microplex (sensor reads the ring gear and a single, secondary tooth provides phase location).

This does not provide tracking over the 720 degree cycle.

To find the actual value for your hardware, see Hardware.

Secondary Edge

See Primary Edge.

Enable noise filtering

This setting enables mild noise rejection. Use this setting if you have any trigger issues generated by EMI or electrical noise (trigger wiring close to spark plug wires).

Cam Inputs

This configuration is used to set up the type of camshaft trigger. Many camshaft triggers are supported (such as the common Single Tooth) as well as common triggers found on common European engines such as Bosch Quick Start (as used on the Audi 1.8T and 2.7T engines).

Cam mode (intake)

The trigger pattern on the intake cam.

See Cam Triggers.

Cam mode (exhaust)

The trigger pattern on the exhaust cam.

See Cam Triggers.