ME221 Software Tuning Manual

ME221 Software Features & Tuning Guide
INTRODUCTION
It must be said first and foremost that tuning an engine can be an exciting experience, as well as a risky one. If
you really don't know what youre doing, or even where to start, read all the manuals until you do, and if
youre still lost - seek professional advice. Failure to do so may damage your engine, and even yourself!
This guide covers the software features and settings of the ME221 Engine Management System. The ME221 is
the core control system as used by many of our PlugnPlay ECUs - so this guide applies to some of them also. It
doesn't go into the details of tuning for performance as such (i.e which cams work best, or why 4-2-1 headers
can improve torque etc), only the way you would be able to use the ME221 to get the best from your engine,
putting its feature set to use to realise your tuning goals. Visiting a rolling road and an experienced mapper will
sometimes be the best option for most users (the ones who just want their car to perform how they want,
without much interest in as to how to get it to) - for others, the experience of doing it themselves is what
matters, and with the ME221 being so flexible, and so many rolling roads and tuners supporting the ME221, as
well as a user friendly tuning system, plus a growing support network, both styles of approach are equally
accessible.
This guide does not cover the basics of using the MEITE tuning software (i.e the menus, keys etc) - that is
covered in the MEITE guide here.
For specific settings and hardware guides on ME221 Wire-In and ME221 based PnP systems, please download
their respective installation guide from our website. Note that some default setting examples are including in
Appendix C.
Further manuals can be obtained from our website at w

ww.motorsport-electronics.co.uk.
ME221 Software Guide V0.9
TABLE OF CONTENTS
Introduction
TABLE OF CONTENTS
1. Software & Tuning
1.1 The ME221 Fuel Model
1.1.1 Fuelling Modes: Speed Density or Alpha-N
1.1.2 Initial Calibration
1.2 The Engine & Injection Driver (V2 Firmwares)
1.2.1 The Engine Driver (V2+ FW)
1.2.2 The Injection Driver (V2+ FW)
1.2.3 The Ignition Driver (V2+ FW)
1.3 Input/Output Settings
1.3.1 Coil Rest State
1.3.2 Testing Outputs
1.4 Configuring Sensors
1.4.1 RAW Values Explained
1.4.2 Calibrating IAT/CLT Sensors
1.4.3 Calibrating the MAP Sensor
1.4.4 Calibrating the Throttle Position Sensor
1.4.5 Calibrating the Lambda Sensor
1.5 First Crank & Triggering Setup
1.5.1 Cam and Crank IRQs
1.5.2 Lost Sync Count & Getting an RPM Reading
1.5.3 Setting Ignition Offset (Base-Timing)
1.5.3.1 Finding & Marking Top-Dead-Centre
1.5.3.2 Setting the ME221 to Fixed Fire Mode
1.5.3.3 Adjusting the Offset Angle
1.6 Initial Test Run
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ME221 ECU | For further support, please visit us online at www.motorsport-electronics.co.uk.
1.6.1 Non-Start Diagnosis
1.7 Initial Tuning
1.7.1 Setting Load Modes & Table Axis
1.7.2 Tuning of VE
1.7.3 Ignition Advance Tuning
1.8 Engine Startup and Warmup Tuning
1.8.1 Priming Pulse
1.8.2 Cranking Fuel
1.8.3 After Start Enrichment
1.8.4 Warmup Enrichment
1.9 Idle Control
1.9.1 PWM Based Idle
1.9.1.1 PWM Manual Duty
1.9.1.2 PWM Open Loop
1.9.1.3 PWM Closed Loop
1.9.1.4 PWM Closed Loop Tuning Guide
2.0 Acceleration Enrichment Tuning
3.0 Lambda Control
3.1 Closed Loop Narrow-Band (NB) Lambda (emissions targeting)
3.3 Wideband Lambda - Long Term Trim (Auto-tune)
3.3.1 What is AFR and the Long Term Trim system?
3.3.2 How does LTT work on the ME221?
LTT v2 (FW 2.0 Onwards)
3.3.3 How to use the LTT on the ME221 - Practical Approach
4.0 Electronic Boost Control
4.1 Overboost Protection
4.2 Manual Fixed Boost Control
4.3 Open Loop Boost Control
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4.4 Closed Loop Boost Control
4.5 Boost by Gear
5.0 VVT / VTEC / Variable Valve Timing
5.1 VVT Output Settings
5.2 VTEC Simple Mode
5.3 Closed Loop VVT
5.3.1 Setting Rest Advance
5.2.2 ST170 VVT Setup Example
5.3 VVT Troubleshooting
6.0 Switchable Maps
7.0 Launch Control
Appendix A : Troubleshooting
Trigger Troubleshooting
High Load Misfire Issues
Appendix B : Technical Notes
PID Tuning Guide
Further Reading
Appendix C : PnP Default Settings
Mazda
MX-5/MIATA NA 1.8 (1995) | Closed Loop Idle
The following are the ideal idle settings for accurate closed loop idle on the Mk1 MX-5 1.8.
MX-5/MIATA NA 1.6 | Closed Loop Idle
MX-5/MIATA NA 1.6 | Acceleration Enrichment Settings
Appendix D: Change Log
Appendix E: Legacy FW Settings
LEGACY Engine Driver (LEGACY, V1.8.4 and OLDER)
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1. SOFTWARE & TUNING

Please note that the ME221 uses the MEITE interface for tuning. For standard MEITE related features such as
how to connect, save/load calibrations, or how to create layouts etc, please refer to the MEITE User Manual.
1.1 The ME221 Fuel Model
The ME221 uses an advanced Volumetric Efficiency (VE) model of the engine's airflow to determine the
fuelling requirements. This has immense benefits over traditional systems that use a simple pulsewidth table,
in that any changes to fuel pressure, injector size, or even minor engine changes do not need a complete
remap, only adjustments to the engine configuration.
VE simply means how much air is in the cylinder in comparison with how much room there is. So a 2.0 Litre
engine with a certain throttle angle might only draw 50% of the total air that it can (i.e. only fill the cylinders to
1.0L of air), hence at this point, the engine would have a VE of 50%. In order to determine the mass of air that
is available, its pressure must also be taken into account. This goes to say that the VE table of an engine that
has a Manifold Absolute Pressure (MAP) sensor will be significantly different than the one of an engine that
only has a Throttle Position Sensor (TPS), as the first dynamically calculates the air quantity, while the latter
relies on a static model relating to the position of the throttle plate. Any more fuel would simply go out the
exhaust, and any less fuel and we would have air left over - this moves to stoichiometries, whereby with
gasoline, we need 14.7 times the amount of air (by MASS) as we do fuel to have a complete burn. (The
stoichiometric ratio). Note however that engines may require richer or leaner mixtures to get the best from the
engine reliably - no fuel map would ever target 14.7 across all driving conditions!
Essentially, when you map the engine, to a predetermined set of Air-Fuel Ratios (AFRs) you will be reverse
engineering the engine's airflow potential - its VE.
The engines VE is set mechanically by the hardware of the engine - more VE = more air = more fuel can be
added = more power, so a correctly tuned VE table will have a curve similar to the torque curve of the engine.
There are countless books and guides on understanding a VE model available online, so instead of going into
too much detail on this, here are some suggested reading links:
Greg banish Book gives a good general understanding of VE and tuning:

https://www.amazon.co.uk/Engine-Management-Performance-How-S/dp/1932494421
Boschs technical book, while meaty, gives some advanced information regarding EMS
https://www.amazon.co.uk/d/Books/Gasoline-Management-Professional-Automotive-Information/36
58039639/
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1.1.1 Fuelling Modes: Speed Density or Alpha-N
A note on Pressure readings
When working with the ME221 (or most aftermarket ECUs) the manifold pressure (and if used in Speed
Density mode, the resultant engines Primary Load) is shown in Kilopascals, or kPA.
This is an ABSOLUTE reading, meaning 0 kPa means a perfect vacuum, e.g. in space, and approx 100 kPa means
the pressure of the air at sea level (imperially 1 Bar Absolute, or, approx 15 psi absolute).
So, for example, if we were to say we were running 1 Bar (15psi) of BOOST (which is a GAUGE pressure), then
we would be running 1 Bar (of atmospheric pressure) plus 1 Bar of turbo-generated pressure - so our readout
in kPA would then show 200kPA.
Another example would be to say we were running half a bar of boost (0.5 Bar / ~7.5psi) then our manifold
pressure reading would be 150 kPa.
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1.1.2 Initial Calibration
In almost all cases, it is best to start with one of our base maps available from the website that mirrors your
engine as closely as possible, as that way, the majority of the hard work has been done for you. See the
MEITE manual for details on how to load a basemap.
Below is an overview on the steps to go through to get your engine running. Details on each section, are
further below, and should be referred to during this process.
The most important thing to remember, is there is NO POINT progressing to a step if youre not happy with the
settings/operations of the previous step. Trying to configure wideband (step 9) on an engine that doesn't even
read the coolant sensor properly (step 3) would be a waste of time!
1. First, check the Engine, Injection and Ignition Driver. (here)

2. Configure the IO Settings and Perform Tests on the various outputs you are using. (h ere)
3. Setup your sensor inputs, and check their operation. (h ere)
4. Attempt to crank the engine, and monitor for sync issues. (here)
5. Check & set Ignition timing offset. (here)
6. Jack the throttle slightly to maintain a steady, basic idle, and tune the VE and Ignition tables.
7. Tune the Idle Control, Start and Warm-up Enrichment.
8. Setup Auxiliaries, such as cooling fan control, etc.
9. Configure Wideband/Lambda Control.
10. Configure Motorsport Features.
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1.2 The Engine & Injection Driver (V2 Firmwares)
The first steps in setting up the ME221 for your engine are found under the START tab in MEITE. These allow
you to define the physical engine you plan to run. These include the Injection and Engine Driver.
1.2.1 The Engine Driver (V2+ FW)
The Engine Driver (System>Engine Driver) widget houses the main configuration parameters of the engine. An
image of it as per FW 2.0RC28+ is shown below. It is used to describe the triggering, load sources and firing
order.
Tigger Pattern:
This is the main trigger pattern, usually what is found on the crank - here it is set to use the 36-1 (36 teeth with
1 gap) type, as used by engines such as the Ford Zetec, or ST170.
Crank Trig. Edge:

This defines what the ECU considers a pulse - the rising or falling edge (or sometimes both) of the trigger
wheel. See the troubleshooting section on Getting Sync for more details of its use.
Cam Pattern
This is the camshafts trigger pattern, here it is set to use the 5-tooth ST170 pattern. Other typical patterns such
as single lobe and various OEM are listed. If you plan to use the ECU for semi-sequential fuelling only, you can
set this to None to ignore it.
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Cam Trig. Edge:
This defines what the ECU considers a pulse - the rising or falling edge (or sometimes both) of the camshafts
trigger pattern. See the troubleshooting section on Getting Sync for more details of its use.
Trigger offset:
This is the offset in degrees that the triggering decoder software calls TDC and the engine's ACTUAL TDC. See
the Ignition Base Timing Setup Section for information on how this is used.
Trigger Filtering:
Use to reduce noise affecting triggering, the filter will help to get sync quicker and maintain it. See the
troubleshooting section on Getting Sync for more details of its use.
Sync Start/Loss Multipliers:

These are for advanced use only, and typically should be left at 1.3. They relate to the size of the big gap
tooth in relation to a normal tooth - with control for acceptance of these at both starting of sync, as well as the
multiplier error that failed sync should be flagged.
Primary/Secondary Load:
These allow you to choose the source for load determination for the primary and secondary VE/Ignition tables.
For an NA engine, you would normally use TPS for primary, and fit a throttle sensor. For a forced induction
engine, you would normally use MAP, though this is more related to the fuelling model.
Displacement (cc):
The size of the engine, in CC - used as part of the VE fuelling equation.
Number of Cylinders:
Set this to your number of cylinders. Note it may be greyed out in some versions.
Inj Size (cc/min):

Set this to your injectors cc/min flow rate at their test/reference pressure.
Type:
Here you can select the engine's firing type, such as 4-Stroke, 2-Stroke, Rotary, etc.
Firing Order:
These drop-downs allow you to determine the injector firing order of the engine. Note #1 will always fire first.
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1.2.2 The Injection Driver (V2+ FW)
Shown below is the Injection Driver (Under System on the tree view). If you do not have this driver, youre
running older FW, and should update your ECU to the latest V2 Firmware.
Fuelling Mode:
This determines how the injectors will be timed and fired. Fully Sequential will require a cam sensor, and
working settings for it. You can also run batch (where all injectors fire together, once every 720*), grouped,
where the odd numbered injector channel in the firing order (defined above in the engine driver) will fire
alternately to the even numbered injection channels every 360*, or, you can set it to Off, whereby no fuel
injection events will take place - which is useful for setting base timing without then flooding the engine.
Use IAT in Algorithm:

If you would like the ME221s fuelling algorithm to compute the air density for you, and apply fuel corrections
based on the inlet air temperature automatically, you should leave this set to YES. However, if you would
instead like to use the Environmental> Fuel IAT Trim Table to instead manually apply fuelling trims, you
should calibrate this table and set the chosen default or mapped IAT value in the box below.
In other words, 'Yes' - uses the ideal gas law to determine the mass of air according to the measured
temperature, while 'No' - assumes the IAT sensor to always read a constant temperature and relies on the IAT
Trim Table to generate the temperature-related corrections.
The latter is normally used on bays that suffer from severe heat-soak and where the IAT readings are not very
precise as the bay temperature increases.
Inj Max Duty:

This allows you to set a maximum duty at which point the ECU will failsafe and enable the fuel cut limiter.
Typically you should avoid running injection duties over 85%. If you need more than 90% duty to stay at the
right AFRs, then you need bigger injectors! You can set this field here as a safety limiter in these events.
Inj Size (cc/min):

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Fuel Pressure (kPA):
Enter the actual fuel pressure you are running here. This will then calculate the TRUE flow rate of your
injectors. In most cases this number can be the same as your reference pressure (above), and in later versions
of the FW you will be able to set this to an HRT Fuel Pressure Sensor for real-time flow rate corrections.
Inj Ref. Pressure (kPa):

Enter the pressure at which your injectors have the above stated cc/min flow rate.
Fuel Pump Prime Time:
This is how many seconds the selected fuel pump output should run for once ignition is turned on to prime the
system - two to five seconds is fairly typical.
Priming Pulse Settings

The two drop down boxes here allow you to set if priming should take place once you turn the key on, or, if the
priming pulse should happen once the engine starts to crank - the varying schools of thought on this meant we
would give the tuner the option of either.
The priming pulse (the time all of the injectors are fired for to wet the inlet) can we set from the
Startup>Priming Pulse table, which is coolant temperature dependant.
1.2.3 The Ignition Driver (V2+ FW)
The ignition driver (System>Ignition Driver) is a simple driver that allows you to set the ignition type -
currently either distributor mode (that will only use the COIL A output, fired every 180* of crank rotation), or
Wasted Spark, that will use COIL A/COIL B and fire them alternately, evenly spaced at 180* over the engine's
720* cycle.
You can also set the system to Fixed Fire mode, which will ignore all timing tables and trims and simply fire at
10* BTDC - used to check ignition offset settings when confirming base timing, discussed in later sections.
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1.3 Input/Output Settings
The IO Setup tab in MEITE allows your to configure the various outputs of the ECU, as well as perform test
functions on the ECUs outputs, and to test wiring and systems on the engine.
For the plug-and-play range of ECUs, the IO is very much defined by the circuit board itself, so you should
normally just load a basemap for the PnP system, and leave the IO settings alone. For wire-in ECUs, you can
use the IO settings to assign different functions to the spare inputs and outputs, as well as repurpose things
such as unused injector channels.
Below you can see a typical IO Setup for the ME221 Wire-In ECU. We can see that the user has decided to
control a VVT solenoid on LS 3 output, and the Fuel Pump on LS 1. LS 2 is currently not used. Note on the
ME221 WIRE IN, the Ext Out and MAC LS lines are not available - they are used however on many of the PnP
Variants.
You should wire your engine as per the IO settings, or change the IO settings to suit your wiring - more
information on physical connectivity is given in the hardware install guides for the PnP Range, as well as the
ME221 Wire-In install guide - all available from the ME website.
You can also see how the Analogue sensor inputs have been chosen and routed, under the ADC settings. These
should typically be left as such, but, for example, if you wanted to swap the Inlet Air temp and coolant temp
wiring, you could swap the settings in this dialogue to reflect that change.
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1.3.1 Coil Rest State
A critical thing to notice is the Coils Rest State at the top of the Output Settings. If you are driving a wasted
spark or normal coil pack DIRECTLY (i.e it does not contain an ignition amplifier, such as a Ford coil pack) then
this should be set to NORMAL - that is, the output will be pulled to ground to dwell the coil. If however you
are using a PnP that drives a coil module amplifier, such as an MX5, then it would be set to Inverted - the
output will then go to 5v (or 12v depending on the PnPs circuit board) to drive the coil.
DAMAGED COIL DRIVERS DUE TO INCORRECT REST STATE SETTINGS ARE NOT COVERED UNDER WARRANTY.
IF IN DOUBT, CONTACT US FIRST!
1.3.2 Testing Outputs
You can also test outputs from this screen. Ensure youre connected to the ECU, everything is powered etc,
then select from the drop down box next to the output you want to test, the type of test you want to perform.
Remember to set it BACK to the correct option after carrying out a test, and you can only test one output at
a time!
Lets test the fuel pump in the following example:
We know we wired the fuel pump relay to LS 1 on the ME221 Wire-In. The other side of the really is powered
to 12V, so when we toggle LS 1 (Low Side 1, e.g it switches to ground) the fuel pump should turn off and on as
such.
We choose TEST: SLOW TOGGLES from the drop down box next to LS 1, as shown below. We will then hear
the fuel pump relay/fuel pump, turn OFF and ON every couple of seconds. If it does not, we have a wiring
issue!
The next thing we may wish to test could be a coil or an injector output. It is important to note we shouldn't
turn the coils on for long periods of time (over several milliSeconds) as it may damage the coil or the ECUs
drivers, so for that, we should use TEST: INJ/COIL (5ms - 3s). This will drive the output for 5 milliseconds, every
3 seconds. Enough for the injectors to click, or the coils to fire off a spark.
The other test functions are ON, OFF and Fast Toggles - which are self explanatory.
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1.4 Configuring Sensors
After you have confirmed your outputs are working, the next step is to configure the inputs. These include the
basic sensors such as throttle position, manifold pressure, inlet temperature, coolant temperature and lambda
feedback.
All of this is viewable from one tab within MEITE, the Sensor Cals screen, as pictured below:
When checking sensors, start at the most basic and work your way from there. For example, the first reading
to check is the battery voltage. In the image above we have our test ECU imply powered on the bench, and
yes, with the ignition on, we are seeing 12.3 Volts - perfectly normal. We may see this reading drop to around
8 or 9 volts during cranking, again, normal. And running, with the alternator working as it should, we would
hope for 13-14 volts.
1.4.1 RAW Values Explained
The Analog (varying level) sensors work via a reading taken from the chosen IO pin in the Inputs>ADC Settings
driver. The input to these pins typically range from 0-5 volts. This 0-5 volts is then scaled to what is called a
RAW value, that is where 0 volts = 0 RAW and 5V = 65,533 RAW.
Tip: If you wanted to work out what the RAW number would be for say 1.3 volts, then it would be 1.3 x (65535 5),
which equates to approx. 17,000.
You can see the RAW readings which are arriving directly from the processor in the top right of the Sensor
Cals screen.
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The next process that happens, is that these RAW readings are converted into a normal units reading, such as
degrees, percent or pressure, via the HRT tables, which are shown as the four graphs.
1.4.2 Calibrating IAT/CLT Sensors
It is worth noting that the IAT and CLT (Intake Air temp and Coolant) RAWs are showing very close to 65535
(5V) in the above image, because on the test rig, we dont have these sensors connected, and as a result, the
internal Pull up resistors are flowing 5 Volts into these pins.
Tip: If you see very high RAW numbers on one of the IAT or CLT lines, then you likely have that circuit open - ie the
ground or signal line are not properly connected to that sensor. Try unplugging one of the sensors to see how the value
reads in what would be a fault condition.
The sensor HRT tables for the coolant and IAT sensors will depend on the sensors youre using - if using bosch
style sensors, then the tables shown above will be very close, and you can always recalibrate the sensors
yourself by adjusting what the RAW value equates to as a temperature output in the HRT tables themselves.
Basemaps for PnP systems will have these tables calibrated correctly for you already.
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1.4.3 Calibrating the MAP Sensor
If you plan to run a turbo/supercharger, or if you are using a stock plenum, then it would be wise to use MAP
(Manifold Absolute Pressure) for primary load (in the Injection Driver settings before), and as a result, it is
important to install and calibrate a MAP sensor. For naturally aspirated setups, such as throttle bodies, you
may wish to use TPS for load (a system called Alpha-N fuelling) and as a result you may not want to even
install a MAP sensor. In this case, it is important to set the MAP HRT to always read 100KPa - as shown in the
above image, by setting the entire tables MAP column to 100. This means the fuelling algorithm will not be
affected by MAP readings.
If youre using a MAP sensor, then it should be calibrated. Most MAP sensors include a data sheet, that
illustrate their voltage output based on the pressure they are exposed to. Below is an excerpt from a MAP
sensors datasheet from the web - note these numbers will vary dependant on the sensor, and that they usually
specify the pressures in ABSOLUTE terms, that is, 0 being a perfect vacuum, approx 100KPa being atmospheric
air pressure at seal level (or 1 Bar), 200Kpa representing 1 Bar of Boost (i.e 1 Bar above atmospheric), and so
on.
We can see from the table that the the low pressure (40 kPa) Vout Average is 0.631v, and the highest
pressure (304 kPa) Vout is 4.914v. We could also work out the other rows, but as most sensors are linear,
there really is not much need to.
First we must turn the Vouts into RAW numbers as we we did in the above section, for example:
65535 5 = 13,107 (Find what 1 volt in RAW is, as we said how 5 volts means 65,535)
0.631 x 13,107 = 8,207
So if we see 8,207 as the MAP sensors RAW reading, we know we are at 40 kPa pressure.
Doing the same for the high pressure reading:
4.914 x 13,107 = 64,407
We know if we see 64.407 as the MAP sensors RAW reading, we know the sensor is reading 304 kPa pressure.
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The next step is to enter this data into the table via the following process:
1. In the Top Left box of the MAP HRT table, double click it, and type 8207, press enter.
2. In the Top RIGHT box of the MAP HRT table, enter 40, press enter.
3. In the second row, on the left, enter 64407, press enter.
4. In the second row, on the right, enter 304, press enter
5. We dont want the rest of the table to be used, so in all other boxes on the left, enter 65535, and in all
other boxes on the right, enter the highest number the map sensor can read, which is 304. That
means even if the sensors voltage somehow goes over its maximum, it will still read 304 kPa.
6. Click the red Save icon in the top right of the MAP HRT window. The window will have a green
border to signify the data has been sent to the ECU and stored.
The MAP HRT table will now look like this:
You should see approximately 100 kPa with the sensor reading atmospheric pressure at sea level, decreasing
as you go up in altitude (most of the UK for example shows approx 98 kPa), Colorado in the US shows 90 kPa,
and so on. You can also test by blowing into the MAP sensor, and watching the yellow cross-hairs moving,
showing you the RAW input, and the resultant pressure output.
Note that plug-n-play variants of our ECUs will typically use an on-board 250 kPa sensor, and the base-maps
already have this configured correctly.
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1.4.4 Calibrating the Throttle Position Sensor
Once you have fitted a Throttle Position Sensor, or TPS, you will need to calibrate it from within the MEITE.
Here are the steps to do so.
Note If you are using a PnP ME221, be sure (if applicable) that any jumper settings for TPS have been made
correctly. (Refer to that model's hardware guide available on the ME website.)
1. Again, go to the Sensor Cals tab in MEITE.

2. Sweep the throttle from open to closed. The TPS Raw reading should go from low to high. If it is
inverted, swap the 5v and Ground wires connecting to the sensor.
3. Note the TPS Raw reading at both CLOSED and WIDE-OPEN throttle. In the TPS HRT image below,
you can see the CLOSED reading was 6450, and the WIDE-OPEN reading 51200.
4. Enter these as shown into the TPS HRT table, using the top two rows. The remaining rows should read
65535, 100, as shown.
5. Sweep the throttle again, and you should see the yellow cross hair walk up and down, as well as the
TPS(%) readout will now go from 0-100%.
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1.4.5 Calibrating the Lambda Sensor
Although not a requirement, a Lambda sensor allows feedback to the ECU about the fuelling - the ECU can
then adjust its fuelling in real-time based on this data - known as closed loop lambda control.
For more information about Lambda sensors, as well as advanced configuration details for enabling closed
loop control, please see section ###COMING SOON###
If you are planning to not use a lambda sensor, or a Narrowband sensor, that is, one which outputs 0-1V
dependant on mixture, then no HRT calibration is required, however, if you plan to use a wideband sensor
(with its own controller) that outputs a0-5V signal, then you will need to configure it in the WBO2 HRT table,
which can be accessed from the tree view, HRTs>WBO2 HRT.
Much like the MAP sensor calibration, the wideband controller will come with a manual or data sheet that
specifies the Lambda/AFR for each given voltage output. Most on the market follow the rule of 0v=10:1 AFR
and 5v=20:1 AFR (Which would be a RAW of Zero meaning 10:1 AFR, and RAW of 65535 being 20:1 AFR). All of
our base maps have this table set as default, and if you wish to change them you can follow the same
procedure as when calibrating the MAP sensor.
Once you have set the WBO2 HRT table, and have it connected to the ECU, and the correct analog pin assigned
to O2 RAW, the WBO2 Current AFR readout (which can also be logged) should match the WBO2 reading your
controller is reporting - even if you dont enable wideband control.
Note: There is a known issue with certain AEM gauges whereby the AEM gauges reading will differ from the MEITEs
WBO2 Curr. AFR DRO - this has been noted with other ECUs also - you should use the MEITEs reading as opposed to the
gauges.
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1.5 First Crank & Triggering Setup
Before we crank the engine, refer to the section above (1.2) on setting the trigger types for both crank and
cam. Again, note that you do not need to run a cam sensor if you wish to run in batch/paired injection, but for
OEM triggers such as the MX5/Subaru etc, you must use the correct Cam settings.
When using a Plug-n-Play ME221, the basemaps for your model will have the crank, cam and timing offset
details already set, so ALWAYS load one of them first!
At this point, it is best to set Fuelling Mode to OFF (Remember to turn it back on later!) so that the injectors
are not commanded to fire - this will stop the bores from flooding during the following testing. You can find
this option under System>Injection Driver.
1.5.1 Cam and Crank IRQs
The IRQs DROs for Cam & Crank sensors can be found on the Diagnostics tab, as well as on the tree view
under Diagnostics.
We also recommend having a RAW DRO (Such as TPS RAW) open so you confirm the ECU is sending live data
all the time (as you may need to cycle the ignition during testing and may miss a loss of connection). A good
layout is shown in the image below:
IRQs show actual pulses from the cam and crank sensors being received by the ME221s processor. They will
always show a pulse count regardless of ANY settings on the ECU - even if you have the cam sensor turned off
in the System>Engine Driver, but still have it plugged in, it will record and show the pulses here.
This makes this a useful first test that the Cam/Crank sensors are outputting pulses that the ECU is detecting. If
you have a crank/cam sensor connected, and the corresponding IRQ box does not count up as the engine
cranks, then you likely have a wiring/sensor issue - refer to the hardware install guide for your model of ECU
for further help.
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1.5.2 Lost Sync Count & Getting an RPM Reading
If you are receiving crank (and cam if it is wired) IRQs, and you have set the Cam/Crank triggers correctly in the
System>Engine Driver, then you should now be reading an RPM when cranking, typically of 100-300rpm.
You should also note that the Lost Sync Count number should be stable at zero or a low number. (The system
will lose sync initially when the engine first starts turning, but once at a stable cranking speed, the number
should not continue to increase.)
If the Lost Sync continues to count up, or the RPM intermittently displays, then goes back to zero, then you
potentially have noise in the crank/cam sensor wiring - ensure it is shielded at the ECU end only on the wire-in
versions, and that the wiring is in good condition on PnP models of the ME221. You can also try enabling
filtering on the inputs (Suitable only for 36-1 or 60-2 triggers) in the Engine Driver to clean up electrical noise.
Another test is to make sure youre triggering on the right edge (the same as swapping the two wires leading
to a crank/cam sensor on older ECUs). Change the trigger edges in the Engine Driver as a test. Note again that
basemaps have these set correctly if using our PnP ECUs or Wiring Looms.
Once you have a stable RPM when cranking, and the Sync Status DRO reads FULL, you are now ready to carry
out the next step, timing the ignition.
Remember that changing edges or cam/crankshaft types and settings require a power reset for the changes
to take effect.
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1.5.3 Setting Ignition Offset (Base-Timing)
If you are using an OEM trigger and sensor, please, initially note that:
ST170/Zetec/Duratec (and Ford Engines with a stock sensor) will run a 36-1 crank trigger, and require either
75 or 255 as their offset depending how the coils are wired.
Vauxhall XE/VW/BMW/Peugeot, Fiat and other engines using a stock 60-2 trigger will require an offset of 98
or 278 depending how the coils are wired.
Base-maps for the ME221 PnP Range already have their settings correct for other engines such as Mazda
MX5s, Toyota, Clio etc. MX5s may need to have their CAS checked, follow the guide below.
If you are using an aftermarket trigger wheel, or an engine with a moveable sensor position (such as the MX5
Mk1 with its CAS sensor) then the following process should be adhered to.
1.5.3.1 FINDING & MARKING TOP-DEAD-CENTRE
Firstly, we turned Fuelling Mode to off as shown earlier (System>Injection Driver) - it is best to leave it off for
the timing of the engine so the plugs do not get wetted up, which may inhibit starting later.
With a stable, steady RPM when cranking, and the coil rest states set correctly, you will now be receiving
ignition sparks at the plugs - if you are not, recheck your IO settings, power to the coil, wiring etc, or try a test
mode on the COIL outputs to confirm (See Section 1.3 above on Output Settings and Testing).
Firstly, it is important to find the TDC (Top Dead Centre) of cylinder one on your engine, and make a suitable
mark on the front pulley and engine casing, ideally with tippex, such that you can see externally when the
engine is at TDC. Most engines have a marking already, as shown in the image below:
You can clearly see the indent in the pulley, and the 10 mark (meaning when the indent is aligned with this,
the engine is at 10 degrees before TDC) and the T mark, which when the indent is aligned with this, it is at 0
degrees - i.e, the piston in Cylinder One is at the top of the bore.
We will then also fit a timing light, such as the one shown below, to cylinder one HT lead - this will then flash
when the ECU tells that spark plug to fire, and by looking at the position of the mark on the front pulley in
relation to TDC marking, and comparing this to the Ignition Advance readout from the software, we can see if
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the spark plug is indeed being fired at the time the ECU is commanding it to, and if it is not, we can adjust the
Trigger Offset number in the Engine Driver to make it correct.
1.5.3.2 SETTING THE ME221 TO FIXED FIRE MODE
Because the ECU tries to alter the advance angle (the point at which the ignition spark happens in relation to
TDC) dependant on many factors in the map, we need to stop this from happening, and instead, have the ECU
fire at a fixed angle of 10* BTDC (Before Top Dead Centre), regardless of these map settings.
To do this, go to the Ignition Driver (System>Ignition Driver) and set Fixed Fire to Yes - REMEMBER you must
turn this back to NO after this setup process otherwise the ignition advance will be fixed to 10*!
Now, the ignition advance DRO will ALWAYS read 10* (and the engine is always fired at what the ME221
believes to be 10*) regardless of the settings in the map, engine speed, environmental corrections, and so on.
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1.5.3.3 ADJUSTING THE OFFSET ANGLE
Now, with the engine cranking, asses where the TDC indicator on the pulley is (when illuminated by the timing
light) in relation to the factory (or mark made by you) TDC marking on the engine casing. Remember to ensure
the timing light offset (if it has a dial etc) is set to ZERO - we should be seeing this spark event happening at
10* Advanced (BTDC).
We will assume, for the sake of argument, we find that the spark is fact happening at 22* BTDC. This means we
have an error of 12* over advanced - that is, the ECU is commanding the engine to fire at 10*, but it is in fact
firing at 22*, hence the error of 12*.
We will then go into the (System>Engine Driver) widget, and take 12* from the current Trigger Offset, so in
the below example where it is set to 255, we will change it to 243, and press enter (and the outer box will go
green to signify the change has been sent to the ECU).
It is them simply a case of checking once again with the timing light, eventually confirming the engine is indeed
firing at 10* BTDC on Number One cylinder.
We can then head back over to the Ignition Driver, and change the FIxed Fire mode back to No, to use the
ignition map and functions of the ECU to decide on the ignition angle to use.
Note that an error of a couple of degrees will not be a factor in allowing the engine to run safely at low load on
the basemap, and this can be refined later during the tuning process on the rolling road, or while monitoring
for knock.
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1.6 Initial Test Run
At its simplest, an engine requires fuel, air, compression and ignition to run.
As we now have the sensors and outputs working, as well as confirmed ignition events at the right times for
the cylinders, the next step is to add fuel and air to the mix, and hopefully establish a basic, running engine.
Compression of course is given by the engines physical design (and condition) - if you dont have compression,
you dont have an engine that will ever run!
In general the the only way to add air to the engine is via the throttle, or, if fitted, an idle air control valve. To
begin with, ignore idle air control, disconnect the electrical connection to the valve if possible, and instead,
allow a small amount of air by physically jacking the throttle open approx 3-5% (or open the idle bypass
screws if applicable). This allows enough air for the engine such that it should run and idle (albeit high). I
With the throttle jacked open, the air part of the engine's requirements to run are met - the next step is fuel.
Before, when testing for RPM Sync, we disabled fuel injection events - head back to the System>Injection
Driver widget and, instead, set the fuelling to Batch. THis will fire all four injectors at the same time, and
while we can look at paired and sequential injection later, this simple form of injection will be enough to get
running (and indeed most early 90s engines used batch injection full time.)
An in-depth explanation of how the final Fuel Pulse Width (the time in milliseconds the injector is fired for
each cycle) is derived can be found later in the manual, however for now, it is worth noting what we should
expect to see when cranking.
For this part, open the Mapping Tab in MEITE, as shown below:
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Here we can see the Injector Pulse Width DRO in the lower left (which is reading zero in this example due to
there being no RPM input).
If you have already loaded a suitable basemap, and configured your engine specifics, including injector size in
the System>Engine Driver and System>Injection driver, then carry out a quick sanity check of all of the sensor
readings, and if everything checks out, crank the engine.
Immediately you should see a stable RPM reading, as well as the Injector Pulse Width reading. This number will
vary dependant on engine size, injector size and temperature, however, typically 10-20mS is typical for a cold
engine, with 2-6mS typical for a warm engine.
If the engine springs to life, (it may be idling high/low etc) then you have won the most part of the battle, and
you can continue on with tuning, however, of not, there are some symptoms and possible fixes (as a get you
running fix) listed below:
1.6.1 Non-Start Diagnosis
When the engine is cranking/running, take note of the Injector Duty, as well as the position of the yellow
cross-hairs on the Base VE Table - this is the VE number the ECU is looking at to compute the final injection
pulsewidth. To add fuel, increase the number (Press W on the cell), to reduce fuel, reduce the number (Press Q
on the cell), and so forth.
Engine Coughs, Kicks back during cranking

This is an ignition timing issue. Most engines will start and run at around 10-20* of advance. Check the angle
you are seeing in the Ignition Adv Angle DRO, and adjust the Ignition Table Pri1 table as required. Also be sure
to check ignition lead order, as well as base timing (Section 1.5).
Engine Runs but Cuts out shortly After starting

This is usually down to fuel starvation - check the fuel rail is remaining pressurised during running (i.e the fuel
pump is staying active), or, force a richer mixture by increasing the VE numbers at the cells where the cross
hairs are during initial startup/running.
Engine Fails to Fire/Pop/Bang AT ALL

Check the spark plugs - if they are soaking wet with fuel (too much fuel), replace/clean, and reduce the VE
tables numbers by 30-40% (Select the entire table, press the = key and in the box that appears, type -30% ),
retest. If however, the plugs are bone dry (not enough fuel) check for fuel pressure, injector operation (clicking
under test mode), and try increasing the entire VE table by 30-40%.
If you still cannot get the engine to start, please record a log (see the MEITE manual on data logging) and
email it to us, along with your calibration, to [email protected].
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1.7 Initial Tuning
1.7.1 Setting Load Modes & Table Axis
Many of the 3D tables (in real terms they are 2D but can be represented as a 3D surface, so many ECUs refer to
it as 3D tuning) need to have their axis configured for your particular engine. Most relate to the measured
Load the engine is under, and the other axis relates to the engines RPM. Of course some engines have
different RPM ranges, as well as load ranges, so it is important to configure these tables axis. The base maps
will usually take care of this for you however, here is a guide and explanation as to the process.
Firstly, you would of chosen to run either Alpha-N (Throttle based load, ie if using throttle bodies) or
Speed-Density fuelling (using Manifold pressure as a load reading) via the System>Engine Driver.
If you are using throttle position to detect load (only used on naturally aspirated engines, where a manifold
pressure reading is not easily possible, such as throttle bodies) then your Algorithm Cfg should be set as below
in the System>Engine Driver:
This will (if you have successfully calibrated your throttle sensor) make the Primary Load DRO read 0-100% as
you move the throttle from closed to open.
If however your are using manifold pressure to measure load, such as on a turbocharged engine, or an engine
with a large post throttle plenum, then the algorithm config should be set as follows (again, in the Engine
Driver):
Now the primary load will be a direct copy of the manifold pressure reading, in kPa, so it will go from around
20 to perhaps 200 if you run 1 bar (100kPa) of boost.
As a result of these different possible ranges depending on algorithm/load reading, you will need to calibrate
the left hand axis (load) axis of various tables to make the best use of the entire table's size. The tables to focus
on are the Injection>Base VE Table 1, Ignition>Ignition Table (Pri 1), and the Lambda>Target AFR Table.
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The following table is the Target AFR table, and you can see how the left hand column (Primary Load) is set to
go from 20 to 205 - obviously intended for a manifold pressure (Speed Density) based primary load, running up
to around 1 Bar of boost (200kPa absolute pressure).
If we were to use this on a throttle based map, (which as we said, would use 0-100 as primary load, i.e throttle
percentage) then we can see that we would have no difference on target AFR below 20% of throttle, and
almost half the table (rows with load reading over 100) would never be used. Hence the following would be a
MUCH better use of the tables memory - also note we have more resolution at very small throttle openings,
allowing better control of fuel at these minor changes - 90% to WOT (100%) throttle needs less refinement as
the ECUs interpolation is usually accurate enough.
Tip: Change the axis numbers by double clicking them.
The RPM (top row) should be obvious, and evenly spaced from your idle speed to the maximum RPM of your
engine.
It makes it easier to tune your engine if the tables axis all match across things like Ignition, Fuel, Boost etc, so
as a setup process, it is a good idea to do this first.
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1.7.2 Tuning of VE
With the engine now running, allow it to reach normal operating temperature - typically 70-95*C. This is to
ensure no warmup corrections are taking place, which can be verified by looking at the DROs under the
Environmental section of the tree view - they should all typically say zero.
You will need a wideband lambda system to correctly tune the VE table - if you do not have one, then you may
cause damage to your engine if you cannot verify correct fuelling - it is best at this point to either purchase
one, or take the car to one of our agents to have the engine professionally tuned. With tuners all over the UK,
and more and more being added across Europe and worldwide, car transport will always be cheaper than a
new engine.
You should also check that lambda control is currently in-active, by disabling Lambda under the Lambda
Settings driver (Lambda Control>Lambda Settings) by changing Type to Disabled. Note that the WBO2 Curr
AFR will still display an AFR if you have correctly wired your wideband O2 controller to the ECU.
You then ensure your target AFR table is set correctly (Lambda Control>Target AFR Table). A typical table for a
turbocharged Mazda MX-5 engine is shown below:
We wont go into detail about the perfect AFRs to run in different areas of the map, as it varies from engine to
engine, however, typically:
As load increases, the engine mixture should be richened. Typically, around 13:1 AFR on naturally
aspirated engines at high load, and richer still (11-12:1 AFR) on forced induction engines as you enter
boost.
Idle should be around 14-14.7:1 AFR
High RPM, low load should aim for 15:1 AFR for a lean cruise to increase MPG.
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We wont go into the fine art of tuning here, as that is very much something that should be known to get the
best from the ECU, however, we will cover the basics. (Refer to the MEITE Manual on the keys/functions of the
3D table views.)
As per the fuelling model at the start of this guide, we know we need to get the right amount of fuel in there
for optimum power and also safety at any given load and engine speed. Load can be derived either from
throttle position (when running a naturally aspirated engine) or from manifold pressure when running a
charged engine.
It is worth noting that a VE table will often look like a torque curve - where the most VE is, is the same point
where the most fuel can go in, and the more fuel that is burnt CORRECTLY means the most torque is produced
at that point.
Here is a turbocharged MX-5 VE table, we can see that more power is produced as manifold pressure increases
(i.e the more open the throttle and the more boost we have), and also that peak power is around
5,500-6,000RPM, as shown by the red areas of the plot.
If you are used to older pulse-width based ECUs then you will be compensating in your main fuel table for the
fact that a turbo charged engine requires rich (11-12:1 AFR) mixtures under boost, and leaner mixtures around
cruise and idle.
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With our VE based model, we only need to map the engines REAL VE as we have another table that takes care
of what we would like the AFR to be (in terms of the maths behind converting a VE into fuelling, whilst taking
consideration the required mixture ratio at that point in the engine's operating range), and that, is rightly
named Target AFR Table under the lambda node:
So, we can see it is important to set the Target AFR Table FIRST, and then tune the VE table to reach these
AFRs at each point - ultimately, reverse engineering the engines ability to pump air - or - its Volumetric
Efficiency (VE).
If you were to change the cams, cylinder head design, exhaust etc, then you would effect the VE - correct for
those changes in the VE table, and the engine will still make the target AFR you have specified. The reverse is
true: If you map the VE of the engine correctly such that the AFRs match the target AFR table, then anytime
later you could change the AFR table, perhaps going from 12.6 to 12.1 at a certain point, and the VE algorithm
will modify the fuel pulse width accordingly to reach that AFR, accurately.
NOTE: If you are using closed loop wideband lambda control, it should be turned OFF when mapping, or else
the ECU will trim the fuelling to reach the AFR set in the Target AFR Table. This could be used as a cheat to
map the engine - simply turn on closed loop wideband, and adjust the VE table live such that the Fuel Lambda
Trim is as close to zero as possible - if the closed loop wideband algorithm is trying to richen the mixture, then
increase the VE number at that point, if trying to lean it, then reduce the VE at that point - a man in the middle
autotune algorithm.
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1.7.3 Ignition Advance Tuning
Much like VE/AFR tables, it is important to first scale your axis correctly. Ideall, just match the VE tables axis.
Ignition timing, again without going too far into the aspect of advanced tuning, works in a fashion like this:
As RPM increases, ignition ADVANCES (Increases, the spark comes EARLIER in the cycle)
As LOAD increases, ignition is RETARDED (reduces, sparks LATER in the cycle.)
As a result, you can see a typical turbocharged engines map here (Running to 1.45 Bar of Boost, 245kPa):
As a rough guide, most engines will idle at around 10-20* of timing, so if youre simply trying to get the engine
running, you could block change (select the cells and use the = key) the entire top left area to 15*. It wont be
anywhere near perfect, but for most engines, its close enough before full tuning on a rolling road. The
resultant map could look like this:
Tuning of ignition should always be carried out with caution, too much advance could cause serious knock and
result in engine damage. Always use knock detection equipment where possible - for best results, use a rolling
road or engine dyno to find the minimum required advance for the highest torque reading, typically discussed
in books and online resources as MBT or Minimum Best Torque/Timing.
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1.8 Engine Startup and Warmup Tuning
It is important that you have first, properly tuned the VE and ignition tables, at least around the top left areas
of the maps, that is the idle and cranking areas. You can note which areas of the map the ECU references
during cranking by watching the yellow cross hairs in the Base VE Table while cranking.
Without a correctly tuned VE table, you cannot expect startup, warmup or idle to operate correctly!
Various control strategies are included in the ME221 for the easy starting of the engine, these include control
over the priming pulse, cranking fuel, initial after-start enrichment, and further Warmup Enrichment. Although
usually considered the more time consuming areas to tune (the engine must be cold from each tuning
attempt), once correctly set, the engine will start and warm correctly in any environmental condition.
The default tab for this area is the Crank_ASE tab, as well as the Warmup tab, both pictured below:
1.8.1 Priming Pulse
The priming pulse is triggered whenever the ECU is powered on, and opens the injectors for a preset duration
(in combination with powering the fuel pump) to spray in some initial fuel to wet the walls of the intake. It can
be changed from the Startup->Priming Pulse table, to reflect different pulse lengths at different temperatures.
1.8.2 Cranking Fuel
When cranking, the engine may require more or less fuel to get started correctly. The cranking RPM window
can also be set such that this fuel modification is only carried out during a set RPM range. Typically 50-400
RPM. Once the the engine RPM goes above this upper cranking RPM, the After-Start Enrichment Algorithm
(see below) becomes active. The driver for these settings is S tartup>Startup Settings.
As a guide, if the engine requires throttle to start (i.e, youre letting more air in) then the cranking enrichment
multiplier is too high.
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1.8.3 After Start Enrichment
Under cranking, we need only be concerned with the Startup-Settings box, and the Cranking Fuel Trim table,
which takes the current PW (derived from the VE table and other corrections) and multiplies it by this tables
output which is looked up based on engine temperature. Similarly to warm up (later section) we see that once
the engine is warm (above 75*C) we no longer add extra fuel when cranking (the table is set to 1.00) as the
engine will usually start purely from the fuel requirement derived from the VE table.
Afterstart Enrichment, or ASE, is an initial, short lived duration of extra fuel enrichment to help the engine
stabilise after cranking.
ASE is triggered as soon as the engine RPM rises above the Cranking Max RPM (typically 400), (found in the
Startup>Startup Settings) and it then occurs for an amount of time, looked up in the ASE Decay Time table
based on the coolant temperature. Generally, the colder the engine, the longer the duration of ASE.
The ME221 will look at the required fuel calculated from all other factors, and then multiply it by the ASE Fuel
Trim as soon as ASE begins, then taper this addition off evenly over the ASE Decay Time.
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1.8.4 Warmup Enrichment
Much like a traditional carbureted engines choke, the ME221 allows a modifier to the fuelling to be carried out
in order to enrich the mixture when the engine is cold, or in a state of warmup. Note that this is different to
the cranking fuel, or the After Start Enrichment (ASE is a quick over-rich state that happens for the first few
seconds.)
The Fuel CLT Trim Table allows you to enrich the mixture based on the reported coolant temperature. Be sure
to have your coolant sensors HRT/Calibration correct. The final fuelling pulse width is multiplied by this tables
output (shown in the Environment>Fuel CLT Mod digital readout). Note that above 70*C in the table shown
above, the output is 1.0, or in other words, no longer modified. It would also explain why you should only
tune the VE of a warmed engine - otherwise you have corrections fighting you!
The ME221 also provides a coolant based ignition trim table, should you wish to add advance to a cold engine,
to increase engine speed without the use of any form of idle control. Normally however, this would be left at
1.00 across the whole table.
In terms of tuning, again, only attempt this after VE has been properly tuned, it is simply a case of tagerting
your prefered idle mixture (or slightly richer) through all stages of the engine warming up. Adjust this table in
real time as the yellow cross hairs walk along it as the engine warms.
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1.9 Idle Control
The ME221 allows several methods of idle control. Closed Loop, Open Loop and a fixed idle duty are all
achievable with the ME221. Spark Scatter can also be used for further fine tuning of idle.
If you are using a PnP ME221, the suitable OEM calibration file should contain tried and tested idle control
settings to deliver as close to (and in some cases exceeding) OEM performance and response.
Previously, we may have had the throttle jacked open mechanically to aid in startup and VE tuning, it is now a
case of mechanically reducing this idle such that when the engine is warm it indeed idles at your target warm
idle speed, even with Idle air control bypass unplugged/blocked.
Your engine should be set to mechanically idle well, and all sites around idle in the VE/Ignition table be tuned
accurately. Idle control can't stop a steady system from being unsteady. If your engine will not remain at a
steady idle speed on a throttle stop, then you have basic tuning issues which need to be remedied first. Yes, it
may not be able to compensate for sudden electrical/AC/Power Steering loads etc, but in a steady state
condition, it should stay steady state...
Note that the ME221 does not support stepper based idle motors, only the more common PWM bypass type.
The ME442 supports stepper based idle also, as well as Drive-by-Wire idle control.
The idle settings are exhaustive - OEM idle on a correctly tuned ME221 is more than achievable::
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1.9.1 PWM Based Idle
In order to use the PWM Idle valve, the ME221 needs to know the valves control frequency (PWM Base Freq),
min and max duties, and whether more duty equates to more or less air flow (These should all be available in
the valves datasheet, or from online knowledge bases). Enter these numbers into the relevant fields.
In all cases the PWM valve duty (the percentage of time for which it is on) will not be modified unless the TPS
and RPM settings fall into the desired ranges, which we call the idle zone. The Idle Status DRO indicates the
state of the idle algorithm.
There is also a PWM Fuel Modifier table which will add extra fuel based on the idle valve duty. For MAP based
maps, this can generally be left at 1.0 across the table, though in usual ME221 fashion, the option to use it as a
trim is there if required.
1.9.1.1 PWM Manual Duty
With the idle control mode set to Manual Duty, the only idle settings in the idle driver that is relevant are the
PWM Manual Duty. Entering a number here will force the idle-valve to run at that duty when idle state is
achieved. A good, shorthand test mode, or can be used as a software adjustable idle screw. In all other idle
modes, this value/setting is ignored.
1.9.1.2 PWM Open Loop
In open loop mode, the ECU will run the idle valve at the duty looked up from the Coolant based idle duty table
(Idle>Open Loop Table). This is sufficient for most race engines, but will lack some of the ability to handle
extra idle load such as headlights or AC being on - and as a result may need to have a higher than normal idle
speed set to compensate. It is typically VERY good however, and enough to get you to the tuners for fine
tuning. If you have problems with Close Loop tuning, Open loop can be a real help to make do until more time
can be invested, or knowledge gained, in idle tuning. In the below example, you can see the valve is driven at
25% until the engine starts to warm at which point it tapers down to around 20%.
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Its worth noting that the open loop table also forms part of the functionality of Close Loop idle control, so it
should be tuned correctly at all times.
1.9.1.3 PWM Closed Loop
In closed loop mode, the ECU will use a PID algorithm to attain the target RPM looked from the CL Target RPM
table (based on coolant temperature). It will also compensate for additional loads at idle (such as AC/lights) to
try and maintain the idle. PID settings P, I and D, as well as the update interval determine how this function
operates. For further information on PID tuning (which other areas of the ECU such as closed loop boost
control use) please see the relevant section in the appendix. DROs such as target RPM, target Error and the P,I
and D terms can be added to the current tab to aid its tuning.
The Closed Loop algorithm also features the ability to flair the engine speed on starting, as well as smooth the
engines return to idle after driving. To do this you must first calibrate your OPEN LOOP duty table such that a
steady, desired RPM is held for all coolant temperatures. Typically you would aim for 1,200rpm when cold and
around 950 RPM when warm, though this of course varies with engines. Do this by setting the idle control to
Open Loop mode and tune the OPEN LOOP DUTY table to achieve these results.
The starting strategy in closed loop mode will also reference the Open Loop Duty table, so it is important it is
set correct, as when in closed loop mode, and the engine is below cranking max RPM, the duty of the idle valve
will be set to the Open Loops table setting, plus an addition of duty % defined by the CL Start Inc(%). This
increase causes the engines rpm to be higher on initial start.
Once the engine catches, the duty (and thus the engines rpm) will be held at this higher level for a time in
seconds set by the CL Start Delay(s) field. The duty will then taper to closed loop mode - this stops the rpm
dipping low once the engine has started. Typically you would add around 10% duty, and hold it for 5-6
seconds.
The other additional settings for the closed loop idle are under the CL - RTI (Return-to-Idle). This dictates
what the idle duty should be (and then again, held at) once returning from a driving state (ie higher
RPM/higher TPS etc) such that the idle catches correctly. Typically a small addition of duty (3-5%) and a smaller
hold time (1-3 seconds) will usually suffice to have the engine return to a steady closed loop idle from any
running condition.
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1.9.1.4 PWM Closed Loop Tuning Guide
The following assumes a PWM valve such as used in this example on the 1990 MX-5 1.6.
Note that the following draws on further technical PID tuning information found in the Appendix.
To begin with, we need to know the base frequency at which the valve operates. It is best to either scope a
factory control valve, or to research this on the web. The OEMs take into consideration the mass of the valve,
the inductance and other factors to find the best control frequency. In the early MX-5s case, this is 160Hz. We
enter this into the PWM Base Freq box.
Next, we need to get the engine running, and of course we are assuming a correctly mapped VE table and
ignition table.
With the engine running, and warm (and extra electricals like headlights, blower heater, heated seats etc OFF),
its now time to set the fail safe, mechanical idle. All throttle bodies usually have an adjuster, or air bleed
screw. With the IAC valve unplugged, or physically blocked, set the air bleed/throttle stop screw such that the
engine idles at your ideal idle speed when warm, say 950rpm. This means that worst case you have a steady,
useable idle to take it elsewhere to be tuned if youre unable to.
Next, we need to find the limits of control of the IAC valve. To do this, we set the idle control mode to manual
duty.
Now, we can enter numbers in the PWM Manual Duty field, which is the percent the valve will be driven on
for.
What we are trying to do, is find the smallest number where any less doesn't SLOW the engine, and the
LARGEST number where RPM doesn't increase anymore. Start at 50%, and work up and down in 5% steps until
you find this limits. It is also worth noting that if you increase the number, and the engine SLOWs, (or if
decreasing the number the RPM goes up) then your valve operates in an INVERTED manner (which is true on
the MX-5) so set the PWM Valve Control drop down to INVERTED. The result of which is that a reported
higher Valve Duty (from the Idle Valve Duty % DRO) means MORE AIR is being allowed into the engine, and
hence a higher RPM. (In inverted the valve is actually driven LESS as this number goes up, but the end result is
the same - a bigger duty %, a faster RPM).
On the MX-5, moving up and down through manual duty %s, we find the minimum to be around 27%, and the
maximum to be around 55%, so we enter these into the respective PWM Min/Max Duty fields.
We have now allowed the valve to only work in the range where it can actually do something - running at say
10% would be useless, as the slowest engine speed is reached at 27% - no need to go any lower on the output
duty!
With the ranges set, its time to take a starting guess at the PID settings. Generally, we would set the update
interval (or how often the algorithm will check and adjust) to 50ms (20 times a second), so lets enter the PID
Upd Interval as 50.
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Also, we can preset the P term to 1 and the I and D terms to 0. Note that typically for idle control, the D
term will always be left at Zero.
We must also make sure our target RPM table makes sense - it should go from the fast idle RPM at cold
temperatures down to the normal RPM at warm temperatures.
With the engine running and warm, we should see the Target RPM readout showing approx 850-1000 (or
whatever your table has it set to.
Next ensure that all of the other settings enable idle to happen when it should, ie at certain RPMs, throttle
positions and so forth, all settable from within the idle driver.
Now turn on the PWM Closed Loop mode, and note that the idle status indeed turns to a Closed Loop, to
indicate it is TRYING to idle, and the algorithm is active, and note the RPM Error readout which shows how far
from the target RPM the engine currently is.
Now to tune the PID.
There is a very detailed guide in the appendix, but from a layman tuner perspective, here is a brief
step-by-step.
1. Increase the P number such that the idle oscillates around the target RPM by around +/-200rpm.
2. Set the P to about half of what it was when it started oscillating.
3. At this point start to steadily increase the I value which should smooth the operation of PID and
allow it to reach a steady idle. As a guideline, this number is normally very close to the oscillation
period measured above (in milliseconds).
4. You should see the duty readout moving around trying to find the sweet spot that gives a smooth
idle.
5. Load the engine/Rev the engine and allow it to fall back into idle etc. Increase the P to improve
response time (back it down a bit after youre getting oscillations) and decrease the I to make it
catch faster while in steady state.
6. As a rule of thumb, the P and the I work in opposite directions. Increasing the P improves
response time, but increases the chance of getting oscillations, while increasing the I makes the
system more stable and decreasing it makes it respond faster in steady state.
7. As a second rule of thumb, always reach a stable value for P before adjusting I or D (you shouldnt
ever need to use D unless you really know what youre doing)
The overall idea is that PID can be tricky to tune - but when it is correct, the engines idle will perform as if
OEM, fast to respond to load changes and stable. We have listed some default IAC/PID settings in the appendix
for various engine models, and as more are discovered by us or reported to us we will add to the list.
Remember some cars, such as the MX-5 feature an air bleed screw on the throttle body. With the Idle control
running in closed loop, and PID working properly, you should adjust this bleed screw such that the valve duty
(which will automatically change to account for changes to the air bleed) should sit in the lower quarter of the
PWM Duty range when the engine is at warm idle. i.e on the MX-5, which has a range from 28-50%, we would
adjust the bleed until the engine idles warm at the target RPM with a PID controlled valve duty of around 30%
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- this allows the valve to have more up RPM when it needs it, rather than being maxxed out in the fast or
slow valve duty.
Note: All initial settings should be done with the engine fully warmed up and with all extra electrics (i.e
headlights and wipers etc) off.
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2.0 Acceleration Enrichment Tuning
The ME221 uses two methods of AE. You can use either the Manifold Absolute Pressure (MAP) or the Throttle
Position Sensor (TPS) to calculate the rate-of-change, or Delta of the throttle plate. Note that MAP based AE
is ok but for the best driveability, TPS based AE is prefered, and in any cases vehicles not fitted with a TPS will
lose out on other ME221 features, so it is always recommended to fit a linear TPS sensor. Please read the
section on Throttle Sensor Calibration above.
The following tab layout is recommended to carry out AE tuning, and it assumes that the VE table under steady
state is mapped correctly, and the engine is warm.
You will need the following widgets open:
Acc. Enrich Driver

Acc. Enrich RPM Clamp Trim (table)
PW Table Acc Delta Enrich (Table)
RPM, TPS%, Acceleration Delta, ACc Enrich VE Add (%), Total VE (%), Injection Pulsewidth DROs
Before we cover tuning the AE, the theory needs to be covered:
Acceleration enrichment (AE) is used in a fashion like pump jets on carbs - it is designed to enrich the fuel as
the throttle is opened, to compensate in advance of the drying of the intake manifold, and the increase in
airflow, before the VE map takes over and provides steady state fuelling.
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Firstly, we must tell the ME221 which type of source we will use to calculate the Accelerator Delta (its rate of
change) either MAP, or TPS. We always advise using TPS when possible.
Now the ME221 needs to know when it should enter acceleration enrichment, and this is configured in the
Accel Driver via the deadband(%/s) setting. With the engine idling, or under general driving, take a note of
the Accelerator Delta DRO, (datalog may be easier for on road testing) and in steady state conditions, it may
still fluctuate slightly (especially if using MAP based AE). The number you should enter in the deadband box
should be slightly higher than this number, such that AE is not triggered by normal steady state (no throttle
movement) driving or idle conditions.
At higher engine speeds (RPM), AE is not really needed, and you can set at which point we start to ignore AE in
terms of RPM with the Acc. Enrich RPm Clamp Trim table. In the above screenshot you can see at 2500rpm we
only apply 12% (0.12) of the calculated AE enrichment value, and above 4000rpm we dont apply any extra fuel
at all. This will of course depends on your engine, and would be part of the tuning process.
The most crucial part of the AE tuning is the Hold Rotations, Decay Rotations and the main PW Table Acc. Delta
Enrich.
When we enter the AE algorithm (i.e when we detect a Delta of larger than the deadband) we take an initial VE
reading of the engine from the main fuel map (lets say 40 in this example). We then multiply this number by
the number calculated in the PW Table Acc Enrich. So in the above table we can see that as we have more
delta (or quicker change in the throttle) we have a larger number, but lets say for example this table yields
1.5 at the current delta, so the result would be 60. We then add 60 to our original VE, and we are given a
total calculated VE of 100.
Now we apply this enrichment consistently to the VE from the main map for the amount of hold rotations of
the engine (engine cycles) which may be 3 or 4 or 5 etc, and once the engine has performed this many
rotations we then decay the fuel off evenly over the Decay Rotations.
The end result is a burst of extra fuel with its size being related to how much we have opened the throttle,
which then tapers down, all the while taking into account the clamp modifier amount based on RPM, and by
the time the AE extra fuel has decayed off, the normal VE table should be applying the correct fuel to keep the
engine at the desired AFR.
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3.0 Lambda Control
Without closed loop, the ECU will only take into consideration the target AFR as a function of the VE formula -
it will not act upon any reported AFR data. Both narrowband and wideband O2 sensors are supported,
however, when using a narrowband sensor, only emissions targeting is recommended. Wideband however
allows full closed loop targeting of the AFR in correspondence with the target AFR table for real time fuelling
corrections.
3.1 Closed Loop Narrow-Band (NB) Lambda (emissions targeting)
The Closed Loop Lambda driver allows the use of a standard 0-1v oxygen sensor to help maintain
stoichiometry during areas where the AFR target table is set to 14.7.
This is particularly useful for conditions such as fast-idle for euro emissions compliance (as used by the UK
VOSA IVA and MOT scheme). With correctly functioning closed loop NB lambda control, when the ECU is
commanding a 14.7 AFR, the NB should allow the engine to reach it. That being said, for WOT and lean cruise,
a narrowband should not be used to ascertain the engines AFR, as it is accurate only around 14.7AFR (lambda
1.0). For continuous closed loop AFR correction, for any AFR, please refer to the Closed Loop WIDEBAND
Lambda control.
The driver can be found under Lambda Control->Narrowband Lambda Driver. When opened in MEITE, the
following widget is presented:
The settings shown are typical of a standard Narrowband sensor on a normal, 4 cylinder naturally aspirated
engine. Details of what each field represents are below.
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NB Stoich (V)
This is the voltage the control system should target for stoich fuelling - typically 0.5 volts - this can be checked
with your sensors datasheet.
NB Acceptable Stoich
This is the allowed error in Volts at which the algorithm will consider the mixture to not need adjusting.
NB Sensor Fault
This is the voltage at which a fault of the sensor will be considered, and the algorithm will not operate in this
case.
NB Engine Rotations
This is the amount of time (in engine rotations) that are allowed to pass before applying the next step.
NB Step Size
This is the step size in percent by which the algorithm will alter the fuelling (either increasing or decreasing)
every step until it hits the right NB Stoich voltage received from the sensor.
Authority (%)
This is the maximum the algorithm will be allowed to modify the maps fuelling by to try to reach stoich. If it
needs to move more than this than the map is most likely incorrect.
RPM Min
The minimum RPM before the algorithm will operate.
TPS max
The maximum throttle percent before the algorithm is turned off - i.e. to avoid trimming the map at (rich) wide
open throttle positions.
MAP Min/MAP Max

The zone in KPa reported from the MAP sensor where the algorithm will operate.
Coolant Min
The coolant temperature in degrees before the algorithm will operate. (i.e. until the engine is above 65*C)
Target AFR Trigger

One of the more powerful aspects of the ME221 - the algorithm will look at your Target AFR table and only try
to trim to stoich when your target is as specified, generally, 14.7 (that is the only value a NB sensor can
indicate cleanly).
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3.3 Wideband Lambda - Long Term Trim (Auto-tune)
The LTT module is Part of the 1.6.0 FW release (1.2.0 MEITE).
3.3.1 What is AFR and the Long Term Trim system?
LTT stands for Long Term Trim. Its used extensively in most modern OEM ECUs as a way to ensure proper
engine functioning when using the same map over tens of thousands of units, with the inherent manufacturing
differences between them and to cater for the wide range of conditions in which they are required to function.
Proper functioning of any engine rests on having the correct Air-Fuel Ratio (AFR). As the name suggests, its the
ratio between the airs mass and the fuels mass thats being burned in the cylinder. There are some key terms
here:
Stoichiometry = the ratio at which all the fuel is burned (14.7 for pump gasoline)
Lean mixture = more air than fuel (>14.7)
Rich mixture = more fuel than air (<14.7)
Lambda reading = Current AFR / Stoichiometric AFR
By defining the desired AFR for specific conditions (normally a 2D table against RPM and Load) and by using a
wideband sensor to measure the actual AFR, we can make real-time corrections as to how much fuel is being
injected in order to reach the desired AFR. In short, if the current AFR is smaller than the target AFR, then it
means the mixture is too rich and we need to make the injection pulses shorter. Similarly, if the current AFR is
bigger than the target AFR, this suggests we are running too lean and more fuel needs to be added.
The Long Term Trim uses those real-time corrections and compounds them over time. As more real-time
trim values are gathered and stored, the initial fueling values as the engine enters a set of conditions (RPM and
Load) become more precise and in need of less corrections from the wideband sensor.
Note however, that in the case of the ME221, the LTT is there to help actual VE tuning - an auto-tune if you
will, of the basemap. Because the ME221 uses its built-in flash memory to record these modifications,
indefinite use of the LTT system will eventually wear out the memory - however our estimates show it to last
over 20,000 miles - so once you are happy with the AFRs of the engine under all conditions, it is best to disable
the LTT system (applying the discovered trims to your VE table) and instead just use the WB Lambda as a
normal closed loop AFR targeting system.
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3.3.2 How does LTT work on the ME221?
In the previous section, the general functioning of the LTT was described, now its time to get an insight into
how it works on the ME221. First, the ME221 needs to be correctly set, as shown in the below
System>Lambda Settings dialog.
The following parameters are important for LTT:
Type - needs to be set to Wideband (Usually Proportional)
WB LTT Enabled - needs to be set to Yes
LTT Req. Conf - determines the required number of passes for each cell before that value is deemed
stable and is no longer modified by the algorithm
There are three tables are that are used by the LTT system:
WB LTT Table (RPM x Pri. Load -> LTT Trim)
WB LTT Conf. Table (RPM x Pri. Load -> LTT Confidence Level)
Target AFR Table (RPM x Pri. Load -> Target AFR)
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LTT V2 (FW 2.0 ONWARDS)
As valid AFR readings are taken from the wideband sensor, they are compared to the desired AFR (obtained
from the Target AFR Table) for that area of the map. The ratio between the Current AFR reading and the Target
AFR value determine the theoretical correction needed. This is then multiplied with the WB Algo P term to
determine how much of that correction is to be applied during this step. This value is then multiplied with the
previous trim applied to get the final value.
Example:
Step 1:
Target AFR: 14.7
Curr AFR: 16
Previous LTT Trim: 1.0
WB Algo P: 0.5
We first calculate the theoretical trim needed to reach the target AFR. This value will be the ratio between the
current AFR and what we set as target, so 1.088, or a 8.8% increase in fueling to reach the target AFR.
However, as the WB Algo P is set to 0.5, only half of this trim will be applied in this step. So:
Final LTT Trim: + (8.8% * 0.5) = +4.4%
Step 2:
Target AFR: 14.7
Curr AFR: 15
Previous LTT Trim: 1.044
WB Algo P: 0.5
We follow the same steps as before to get the current trim set as +1%. However, as the current values result
from the previously applied trim for these conditions (1.044), the final result is:
Final LTT Trim: 1.01 (+1%, current trim) * 1.044 (previous trim)
3.3.3 How to use the LTT on the ME221 - Practical Approach
This is the place to be if you already know what LTT is, how it works and just want to learn how to use it on the
ME221 for autotuning.
Ensure that all the sensors (MAP, IAT, CLT, RPM, O2 etc) are reading and functioning correctly and
acceleration enrichment is disabled (set the AE Threshold to a very high number). If any of them dont
display the correct values, please check the HRTs, wiring or the sensor itself.
Correctly populate your Target AFR table with the appropriate values for your engine. If youre not
sure what they are, please contact a tuner, as continuing the process without a proper understanding
of these notions will damage your engine.
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Re-check your Lambda Settings. Make sure that the conditions for using the sensor readings are
correct (minimum coolant temperature, RPM, TPS, MAP etc) and that the LTT-related configuration
parameters are correctly set.
Ensure that the input axes for tables WB LTT Table , WB LTT Confidence Table and Base VE Table
have the same values stored.
Reset the WB LTT Table cells to 1 and the WB LTT Confidence Table cells to 0. You can do this by
selecting all the cells in the table, pressing backspace and entering the desired value there.
Drive/dyno your car. Transients are bad for data collection, so try to keep RPM and load steady for a
few seconds until moving on to the next area of the map. The changes to the WB LTT tables are not
shown in real-time, so do not expect the table to be modified in the MEITE as you drive, also, note
that the last 2 minutes of engine running are never stored - so we advise at least 10-20 minutes of
driving under various loads and speed - the more the better, though once you have confidence
numbers of 50+ for the mainly used areas of the map, this is usually enough.
Cycle the ignition, and with the ignition on, but the engine off (not started), its time to check the
results! Re-Connect using the MEITE, and then when loading the WB LTT tables, the trims and
confidence values should be nicely distributed along the map, with high confidence values for all the
heavily driven cells.
You can either apply the long term trims to your VE Table to improve your map or leave them
untouched in the WB LTT table. Do bare in mind that firmware updates erase all tables though, so
always apply your trims, and save your calibration before doing a FW update.In order to apply your
long-term-trims, right-click on the Base VE Table and select Multiply from the Apply Trim to Entire
Table menu.
The wizard pops up with the following components (Fig. 3):
Trim Table - selects which table is to be used as the trim source. Set it to WB LTT for this.
Confidence Table - set to WB LTT Conf.
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Min Confidence. Level - This stipulates the minimum level of confidence required to tune
that cell - in other words, if the LTT module has only visited that cell a small number of times,
we may not want to use it to tune the VE table. Set this to a reasonable number, 5 is a good
starting point.
Reset table values - whether or not to reset the corresponding tables values after the
wizard has finished and all the changes were sent to the ECU.Generally this is the case as
once the changes have been applied, to stop repeat trimming it is best to do so.
Fig 3: Wizard loaded with correct settings for LTT Trimming.
Now press Apply Trims and the data grid will now show the VE table with the trims having been
applied to it. Check its correctness, then press the Send to ECU button to push all the changes to the
ECU. (Fig. 4).
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Fig 4: Trims applied to the VE table, but not yet stored in the ECU.
The VE table has now been modified by the fuel trims (Fig. 5, below), and the WB LTT Table (as well as
its confidence table) have been set back to their default values. You can now either turn 'LTT Enable'
off in the lambda driver, or do some more driving to fine tune even more.
Fig 5: Trims applied and sent to the ECU.
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4.0 Electronic Boost Control
The ME221 features several advanced boost control strategies. These strategies allow better control of the
engine's boost when using a turbo-charger by modulating the pressure seen at the actuator, therefor changing
the position of the wastegate - the more open the wastegate, the less exhaust gas passes through the turbos
turbines, and hence less boost is created.
You can also use electronic boost control to allow boost switching - i.e to have a high/low boost switch on the
dash. Note that even though you are changing the maximum boost, you can usually just use one VE/Ignition
table to cover all settings - i.e in low boost the engine may only use up to the 160 kPa load line, then in high
boost, it may reach the 250 kPa area of the map - no need to have separate maps, just map both high and low
boost areas on the same VE table. (Note that the ME221 does have switchable VE/IGN/Boost maps however if
needed for advanced applications, though as shown above, they are not really needed for 99% of applications.)
To use this feature you will need a 3-port boost control solenoid, and a spare Low-Side driver channel on the
ECU. The drive frequency and duty ranges are usually specified by the manufacturer, or though much like the
idle settings, the optimal values can be found by using the manual duty mode and experimenting. Most off the
shelf units, including the one we supply (Part# ACC_BCS_1) work best at 30-60Hz.
There are several control methods available on the ME221:
Manual Duty Mode

Closed Loop
Open Loop
Boost-by-Gear
The ME221 also allows overboost protection, as well as boost scramble, whereby an overboost pressure is
allowed for a short time, such as what occurs with larger turbos during initial spool.
HINT:
Boost is usually referred to as Gauge pressure, meaning it doesn't take into account the typical 1 Bar (100
kPa) of atmospheric pressure that already exists all around us (at sea level). To say we run 1 Bar of boost,
means the inlet manifold pressure with reference to a vacuum (or Absolute pressure) is actually 2 Bar, or,
in KPa, 200 kPa. Hence you can see that a MAP reading on the ECU of 150 kPa would mean we have 50 kPa
of boost, or 0.5Bar of boost. (There are 15 psi to every 1 Bar - so 50 kPa = 0.5 Bar = 7psi.)
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Below is a picture of the Boost Control setup driver, as seen in FW 1.8.4:
Boost control can be as simple or as complex as the user requires. As we detailed above, as long as the
VE/Ignition tables are mapped for the full boost range, then we can increase/decrease boost as required up to
the maximum mapped level, as well as change how the turbo spools.
We assume you have installed the hardware correctly, such that as we increase the duty to the
wastegate/boost control valve, we in effect decrease the amount of pressure placed against the wastegate,
and therefore allow the turbo use more of the available exhaust pressure to increase manifold pressure.
If the opposite is true, you can select Inverted in the PWM Solenoid Control option box.
The most basic of boost control - and indeed the first step to setting it up - is to operate the valve in Manual
Duty mode, as seen in the image above.
Now, be sure to set the valves drive frequency, which is usually specified by the manufacturer of the valve -
numbers from 10-60Hz are typical.
With this set, you can change the PWM Manual Duty field from 0-100%, to find the min/max duties (where
no change above or below these points changes the boost level) and also to find some various duties for
different boosts when running in Open Loop mode.
So, for the sake of example, lets say we find that duties of 33% and below show actuator pressure - that is -
the boost pressure when the system runs fully mechanically (and in this example we have the actuator boost
pressure set to 7 psi, or 150 kPa Absolute) - note that if the valve were to fail, this would be the boost that
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would be ran. We would note this down as our PWM Min Duty. Likewise, we may find that duties of 60%
gives us (our desired in this example) around 1 Bar of boost, or 200 kPa Absolute.
Now it may be thought that 60% would be the number to put in our PWM Max Duty, however - this is not
actually correct - the boost may reach the target at this duty, but the turbo may spool faster if we allow it run
to 100% duty (and therefore keeping the wastegate completely closed) when at low RPM. Again, the
manufacturer usually gives the Min/Max recommended duties for valve). Its not easy to discover this Max
number on your engine without risk of overboosting, and engine damage, but it can be found using the open
duty table, which we will cover shortly.
4.1 Overboost Protection
The ME221 will also safeguard your engine from an overboost condition. With the Overboost Protect option
Enabled, you will be able to set the Absolute Maximum manifold pressure that is allowed to occur before the
fuel or ignition is cut as per the Overboost Cut Mode option. This limiter is removed as soon as the manifold
pressure falls below the Abs. Max Boost setting minus the Overboost Hyst. setting. i.e, if Max Boost is set to
200 kPa, and the Overboost Hyst is set to 20, then once the engine hits 200 kPa (or above) manifold pressure,
the limiter will kick in, and will stay active until the manifold pressure falls below (200 minus 20 equals) 180
kPa.
4.2 Manual Fixed Boost Control
The simplest step here to take advantage of electronic boost control, would be to set the boost control mode
to Manual Duty and the PWM Manual Duty field to the duty required (e.g 60% in this engine/config example
for 1 Bar) to attain the boost you would like. You could go as far to install a switch inline to the boost control
solenoid - when this switch is closed, the valve runs at 60% duty, giving the 1 Bar boost, and when the switch is
open, the valve never receives a signal/opens, hence returning to actuator pressure only - a simple two mode
High/Low boost control.
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4.3 Open Loop Boost Control
Of course, we may want to go further and give maximum spool speed (i.e leave the wastegate closed, or 100%
bleed via the boost valve) when the engine is below say 3,000 RPM, but as engine RPM, and hence exhaust
flow increases, reduce the duty to our example of 60% to keep the engine at 1 Bar (and prevent overboosting
during spool up) once the exhaust flow can support it.
To enable this, first set the mode to Open Loop, and in this example we would fill the open loop table as
shown below. Note that this is for our imaginary example, 60% might give 1 Bar of boost in this example, but it
may give significantly more (or less) on your engine configuration. We also up the duty slightly towards the
end of the RPM band, to allow for more use of the exhaust gas as the turbo leaves its efficiency band.
The open loop table also references throttle position - maybe we want more boost at WOT, but less at 50%
throttle and below. We also may want less aggressive spooling when under 50% throttle. The new Open Loop
table may look like the below:
Of course you can tune this table to give perfect spool rate and boost holding without any overshoot, and this
open loop control mode will once again be suitable for 99% of applications. With a switch in-line, you get the
high/low boost switch effect as before, also.
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4.4 Closed Loop Boost Control
Of course the ME221 wouldnt be the great ECU it is unless it had the featureset demanded of it by the most
expert of users, and to that end, the ECU also offers closed loop control.
Closed Loop uses the target boost table to reference what the tuner would LIKE the manifold pressure to be at
a given RPM/Throttle Position. It then uses a PID algorithm (as set by the PID settings) to achieve this by
varying the valves duty between the Min/Max duties in real-time.
Tuning the closed loop boost control is very much like tuning the idle control - find a P value that is low
enough to not cause oscillations, but fast enough to give good response - we have found 0.5-0.9 to be good
settings for most aftermarket valves.
The settings below are excellent for the boost control kit we offer online when using a TD04 Turbo, and the
target boost table shown gives around 0.5 Bar of boost early on, raising to 0.70 Bar later in the revs at WOT,
slightly less at part throttle.
Note that the numbers in the table represent target absolute manifold pressure.
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4.5 Boost by Gear
It may be beneficial to set boost dependant on gear (to limit torque in lower gears). Of course you will require
a suitable vehicle speed sensor, as well as configuring it to give current gear dependant on the road
speed/engine speed ratio. Please refer to the relevant section on Vehicle Speed/Gear settings to first setup the
correct gear reporting. With this in place, you can then clamp the maximum target manifold pressure
dependant on gear. Note this only works in Closed Loop boost control mode. The following is an example table
showing 0.5 Bar of boost in lower gears (first and second), and 1 Bar maximum in higher gears:
With the above tables and settings, although our Closed Loop table asks for 210 kPa at higher RPMs, in 1st
and 2nd gear it will actually only target 150 kPa - and in 3rd upwards it will allow the target to be at maximum
200 kPa. This illustrates how the Gear Clamp table overrides the target table. Note it will not allow the target
boost to go higher - i.e if the gear clamp table had 300 kPa in all gears, and the Closed Loop Target Boost table
had 200 kPa, then the target boost would still only be 200 kPa - the clamp does exactly that, it CLAMPS, it
cannot increase the target tables values.
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5.0 VVT / VTEC / Variable Valve Timing
The ME221 supports both on/off VTEC style cam control, as well as sophisticated closed loop constantly
variable valve timing, such as the VVT system of the ST170 engine.
5.1 VVT Output Settings
The VVT Settings window, pictured below (VVT>VVT Settings) offers a host of settings for correctly defining
how VVT should operate. It is important however, than your crank and cam triggers are correctly defined in
the Engine Driver as per section 1.2.1, and also you have assigned VVT to the correct output in the Output
settings, as well as having tested it using the test mode (use fast toggles and check you can hear the VVT
solenoid buzzing with the engine off), per section 1.3.2.
Note that the min CLT option allows VVT to not become active until oil temperature has reached a certain
level, typically this should be set at around 30*C.
You can also drive the VVT solenoid inverted to make the on/off states reversed.
5.2 VTEC Simple Mode
To use an on/off type cam control output, set the top Mode box to Simple On/Off. You can then set the On
and Off RPM as required.
5.3 Closed Loop VVT
Closed Loop VVT is a more complex system to get working, however, our base-maps for various engines
already exist, and should be used as a starting point. Experienced tuners will recognise the other settings, but
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we will cover them in detail, as well cover the setup of a typical system, such as the Ford ST170 / Puma 1.7 VVT
System.
It is first CRITICAL that you have set a trigger pattern set for your cam in the Engine Driver, and it is working -
without it, closed VVT will simply not work.
5.3.1 Setting Rest Advance
Rest Advance is the angle of camshafts trigger pattern (that the ECU decodes to find the cams position) in
relation to the crankshafts TDC position. We need the Rest Advance to read ZERO when we are not actuating
the cams VVT control solenoid - that way when our VVT table commands, for example 35 degrees of cam
advance, we then advance the cam from its rest, or natural position, by 35 degrees in relation to the crank.
It is important to set the Rest Advance correctly. Follow the below steps to do so:
We assume you have followed the steps above in in Section 5.1 to confirm the VVT solenoid works
electronically.
1. Ensure first that you have full tracking of both crank and cam (i.e Sync Status is FULL and the correct
patterns are set in the engine driver).
2. Unplug the VVT solenoid wires, so the cam will be in its natural rest state when VVT is not running.
3. Rev the engine, and note the VVT>VVT Current Ang readout - note that it should stay relatively
consistent even with varying engine speed, as we unplugged the VVT control system in step two
above.
4. Add the resultant average number you read in VVT>VVT Current Ang to the VVT Settings>Rest
Advance. For example, if the VVT Current Ang reads approx 41, and your rest angle is set to 70,
change the Rest Advance to 111. You will note that the VVT Current Angle changes to approx ZERO.
Confirm it remains at approx ZERO as you vary the engines RPM.
5. The Rest Advance has now been found, and it has zeroed the current advance to ZERO when the VVT
is deactivated. Reconnect the VVT Solenoid, and the ECU will now vary the PWM signal to the chosen
LS line in the IO Settings, attempting to have the VVT Current Angle match the Required Angle.
5.2.2 ST170 VVT Setup Example
The Ford ST170 which has factory VVT can lose over 40 lb/ft of torque without the VVT working - and
traditionally before ECUs could offer correct, OEM like closed loop control, most would either lock the cams, or
replace them - neither of which give the same return per investment as simply using the stock control system
with a capable ECU such as the ME221/ME442.
If you have loaded an ST170 basemap, then you will have the following settings prefilled in the VVT Settings, as
well as the following basemap VVT table:
5.3 VVT Troubleshooting
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6.0 Switchable Maps
The ME221 features the ability to switch between two sets of ignition, fuel and boost maps on the fly, using a
toggle switch which can be mounted on the dash. Please refer to the Hardware manual for your specific model
if you have a PnP system, or the general ME221-Wire-In manual if you are using a self wired system for details
on the connectivity.
You can choose whether to switch all maps to second tables, or just specific maps, such as ignition only, if
running a different octane of fuel. The configuration driver is shown below, and it can be found under the
System node:
Ensure you enable it, as well as select the correct switch state, and set the maps you would like to switch, such
that with the switch armed, the Sel. Map indicators show the correct map that will be used in that state.
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7.0 Launch Control
Launch control is used to help maintain better traction and reduce wheel spin from standing starts.
It works by limiting the RPM to a user set amount by retarding the ignition timing as well as cutting ignition
events. This can sometimes be referred to as a 2-Step Limiter.
The ME221 can be trigger to utilize launch control via a clutch switch, and then either use an in-line manual
toggle switch to enable it, or, for more advanced applications, use a Vehicle Speed Sensor (VSS), (ideally on an
undriven wheel) to disable the launch limiting once the road speed reaches a certain speed.
On PnP applications, where the vehicle supports it, the clutch switch and VSS will already be connected and
configured via the default basemap. To add a manual override switch, simply place a toggle switch in series
with the clutch switch, such that the signal can be interrupted.
The below illustrates the Launch Control/ALS configuration driver 9Under the MOTORSPORT node:
Set the Switch Active State such that when you apply the clutch (ensure your in-line toggle switch is ON if you
have fitted one) the LC/ALS Switch Status reads On. Also, set LC Enabled to Yes.
Now you can set the RPM, (shown here set to 3,000), to be whatever you prefer the engine is limited to whilst
in Launch Control mode. Now, when you depress the clutch, the engine will be limited to this speed, so you
can apply wide-open-throttle and ensure any turbo-charging is sufficiently spooled - also it makes launching
more repeatable as the RPM is always fixed as opposed having to find it with the throttle. As soon as you
release the clutch, the RPM will be allowed to rise as normal, UNLESS you have a VSS Limit set, in which case,
the RPM will still be locked at the Launch RPM until your VSS passes the setting (in the picture, its set to
5mph). Setting the VSS Limit to zero will mean the system only uses the clutch switch to enter Launch
Control, and will ignore the vehicle's speed. VSS Limiting is useful to allow full RPM sweeps even with the
clutch depressed, i.e when downshifting at high speed. Otherwise, an inline switch to the clutch switch will be
needed to disable launch control, and hence stop the RPM being limited during gear changes.
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APPENDIX A : TROUBLESHOOTING
Trigger Troubleshooting
Getting the ECU to fire the coils from the crank sensor is the first step in getting the engine running, and
usually the easiest to diagnose and fix.
Firstly, with the ECU connected to the MIETE, we need to create a quick Diagnostics Tab. Add a new tab in the
usual way, and add to it the following widgets:
-Engine RPM
-Sync Status
-Lost Sync Count
-CAM IRQs
-CRANK IRQs
Check that the Trigger Types for the crank and cam are set correctly under the System>Engine Driver.
Disconnect the injectors and the coils, and then crank the engine.
Firstly, check that the ECU does not power off while cranking. This could be either low voltage (in which case
you need better grounding, power connections or a stronger battery), or incorrect wiring to the key barrel.
The first thing you should see are the Crank IRQs and, if being used CAM IRQs increase at a steady rate. This
means your sensor(s) are ok (it may be noisy) but it at least shows that the ECU is picking up engine motion.
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We will assume you still dont have an RPM yet, (if you did and all wiring for the coils and coil rest states are
correct then they should indeed be sparking!), so have a look at the Sync Status readout. A status of 0 means
that not even crank sync occurred, whereas a state of HALF means crank sync, but the EXPECTED cam sync was
not found (note the ECU does not check for CAM sync if not using a CAM sensor, and wil go straight to 2 if
crank sync is found). A state of FULL means that full sync occurred, and the coils SHOULD be firing, unless, the
LOST SYNC count is also steadily increasing, which means that it is getting Sync, then losing it.
This could be down to incorrect cam/crank trigger settings, OR noisy signal lines. Check you have shielded
cable for the cam/crank lines, and that the shields are earthed at the ECU end ONLY. Also check there is no
run-out or oscillation of any aftermarket trigger wheel, and that the gap is around 0.5-3mm from the sensor
to the teeth.
If the system gets a nice steady RPM while cranking with the coils unplugged, but loses it once you plug in the
coils, this is HT noise entering the crank triggering wiring - shield where appropriate.
Also, try swapping the cam +/- wires or crank +/- as if these are wired inverted it can cause issues also.
With all of the above correctly set, and the sensor correctly wired (refer to the hardware installation section)
then the RPM reading should go live and read 100-300rpm while cranking. If it does not, please get in touch via
a support ticket on our website.
High Load Misfire Issues
If you experience high load misfires (but revving fine to the limiter under no load conditions) be sure to check
the injector duty has not gone over 95% as the ECU auto protects and turns off injector outputs should this
happen. If you need 95% duty to get the right AFR, then it is time to install bigger injectors! Of course also
check you are not getting spark break down due to failed plugs or failing ignitors!
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APPENDIX B : TECHNICAL NOTES

PID Tuning Guide
The following is a short guide on basic PID tuning. Volumes are written on this subject, so along with further
reading detailed at the end, this should be a quick start to how PID works, and also how to get the best from
the ME221s PID based modules (such as closed loop boost, VVT and idle control). For this guide we will assume
to be working with closed loop idle control.
First, the base frequency of the PWM valve needs to be known. Usually, our PnP basemaps will have this set,
but, if not, its easy to measure it using an oscilloscope.
We assume you have discovered the min/max settings of your actuator/valve duties - it will have an effective
range of say 20-80% duty, and beyond those extremes it is no longer linear, so first these limits are set. To find
these limits override the valves control by placing it in manual mode by the respective driver control, and
slowly increase the number until no noticeable effects happen. i.e. with Idle, increase it until the engine revs
no longer rise, this would be the max duty, and the same goes for the minimising. Make sure that your Valve
Mode is set to either Normal or Inverted as such that when increasing the duty of the valve manually, the
RPM at idle rise.
With these set, the PID algorithm now has a window to work in. It wont try and change the duty beyond those
limits.
The next setting is the update interval, or how fast the PID algorithm should run. 10ms -100ms are usual
amounts. Choose a value that allows enough time for the system to react to control changes. For idle, weve
discovered this to be ~100ms.
For those interested in the maths behind, this is the formula of our PID algorithm. Its very rarely that youll
need to use the derivative as well, so just leave Td set to 0 for normal applications.
Our PID configuration parameters are:
P (Kc) - overall gain of the controller. A larger value will make the system adjust faster, but could
make it unstable.
I (Ti) - integral time. A bigger value will make the accumulated error have a smaller effect on the
output, whilst a smaller value will have the opposite effect.
D (Td) - derivative time constant. Not required normally.
First off, you should start by setting the I and D to 0. Starting value of P set to 1. Next, change the target of
the PID algorithm (Target Idle RPM for this example) and start adjusting the P until the RPM oscillates
constantly around the target RPM value. That means exceeding the target by ~200 RPM and then falling below
the target by the same amount. Note down this value as Ku. Also note down the period of these oscillations
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(time it takes to move from peak RPM to minimum RPM and then to peak RPM again). You can use our inbuilt
MEITE logger to obtain this. This value will be Pu and is measured in milliseconds.
With these values written down, a good starting point would be to set P to Ku / 2.2 and I to Ku / 1.2 . These
are normally good starting values, but better results can be achieved by experimenting. If youre having
oscillations while in steady-state, try increasing the I term, while if it oscillates heavily around the target when
that changes, try reducing the P component.
Further Reading
http://innovativecontrols.com/blog/basics-tuning-pid-loops
https://controls.engin.umich.edu/wiki/index.php/PIDIntro
https://controls.engin.umich.edu/wiki/index.php/PIDTuningClassical#Ziegler-Nichols_closed-loop_tuning_met
hod
65
APPENDIX C : PNP DEFAULT SETTINGS

Mazda
MX-5/MIATA NA 1.8 (1995) | Closed Loop Idle
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MX-5/MIATA NA 1.6 | Closed Loop Idle
67
MX-5/MIATA NA 1.6 | Acceleration Enrichment Settings
With a correctly tuned VE table, and a vTPS fitted, the following settings will give OEM like throttle response.
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APPENDIX D: CHANGE LOG

V0.9 (02/06/17) FW V2 Engine/Injection Driver Settings
V0.8 (15/01/16) FW 1.8.4+ Boost Control Guide
V0.7 (04/12/15) Closed Loop Idle Advanced settings added
V0.6 (06/08/15) Long Term Trimming using Wideband O2 (Auto Tuning)
V0.5 (22/06/15) Accel Enrich Settings for Miata Added to Appendix
V0.4 (12/06/15) Engine Driver, PID tuning and Idle Control Detailed
V0.3 (28/05/15) ToC+Other sections
V0.2 (26/05/15) Accel Enrich Guide + TPS Calibration
V0.1 (21/05/15) Started lambda Control Section
APPENDIX E: LEGACY FW SETTINGS

LEGACY Engine Driver (LEGACY, V1.8.4 and OLDER)
If you have this version, you should update your ECU to the latest V2.0 FW to make use of the newer settings
and maps. It combines some of the newer injection settings into the same tab, and lacks some features of the
newer FW.
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The Engine Driver widget houses the main configuration parameters of the engine.
Its main role is to configure the ME221 fuelling model, as well as setup the triggering system and offset.
Tigger Pattern:
This is the master trigger pattern, usually what is found on the crank - here it is set to use the MX5 NA CAS.
Trigger offset:
This is the offset in degrees that the triggering decoder software calls TDC and the engines ACTUAL TDC. See
the Ignition Base Timing Setup Section for information on how this is used.
Cam Pattern:
This is the phase decoder pattern, again, set to use the MX-5 NA CAS in this case.
Fixed Fire (0*):

This can either be set to Yes, or default No. When enabled, it tells the ignition coil on channel 1 (cylinder 1) to
fire at what the ECU believes the engine to be its TDC point, or ZERO degrees of advance. Normally, this should
be set to No, such that the ECU then uses the ignition map. See the Ignition Base Timing Setup Section for
information on how this is used.
Coils Rest State: (NO LONGER IN ENGINE DRIVER - NOW IN I/O SETTINGS)
This can be set to either Normal or Inverted. It depends on the hardware being used and what signal the coils
need to fire. If you are running a direct drive coil direct from the ME221s coil connections, then it would be set
to NORMAL. In some cases, such as the NA MX5 PnP model, it needs to be set to inverted, though this would
70
normally be set by your startup calibration. Note that incorrect settings can damage the ME221s coil drivers,
or the coils themselves - so if in doubt, please either load a suitable calibration (with your coils UNPLUGGED)
or contact us for further information.
Primary/Secondary Load:
These allow you to choose the source for load determination for the primary and secondary VE/Ignition tables.
For an NA engine, you would normally use TPS for primary. For a forced induction engine, you would normally
use MAP, though this is more related to the fuelling model. MAF is also an option in later firmwares.
Fuelling Mode:
This determines how the injectors will be timed and fired.
Injection Angle:
This allows you to set a fixed injection angle in relation to the degrees before TDC of the cylinder being fired. In
later FW versions, this option is not available as every cylinder has an independant injection angle table.
Number of Cylinders:
Set this to your number of cylinders.
Displacement:
Set this to your engine's total displacement in CCs.
Inj Size (cc/min):

Inj Ref. Pressure (kPa):

Enter the pressure at which your injectors have the above stated cc/min flow rate.
Num. of Injectors:
Enter the total number of injectors here.
Fuel Pressure (kPA):

Enter the actual fuel pressure you are running here. This will then calculate the TRUE flow rate of your
injectors. In most cases this number can be the same as your reference pressure (above), and in later versions
of the FW you will be able to set this to an HRT Fuel Pressure Sensor for real-time flow rate corrections.
Priming Pulse (mS):

Enter how much of a mS priming pulse you would like all of the injectors to fire for at Key On. Typically 2-5 is
fine. Newer Firmwares use the Priming Table to give different pulse lengths based on engine temperature.
71

ME221 Software Tuning Manual

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ME221 Software Features & Tuning Guide

Further manuals can be obtained from our website at w

1. Software & Tuning

1.1 The ME221 Fuel Model

1.1.1 Fuelling Modes: Speed Density or Alpha-N

1.1.2 Initial Calibration

1.2 The Engine & Injection Driver (V2 Firmwares)

1.2.1 The Engine Driver (V2+ FW)

1.2.2 The Injection Driver (V2+ FW)

1.2.3 The Ignition Driver (V2+ FW)

1.3 Input/Output Settings

1.3.1 Coil Rest State

1.3.2 Testing Outputs

1.4 Configuring Sensors

1.4.1 RAW Values Explained

1.4.2 Calibrating IAT/CLT Sensors

1.4.3 Calibrating the MAP Sensor

1.4.4 Calibrating the Throttle Position Sensor

1.4.5 Calibrating the Lambda Sensor

1.5 First Crank & Triggering Setup

1.5.1 Cam and Crank IRQs

1.5.2 Lost Sync Count & Getting an RPM Reading

1.5.3 Setting Ignition Offset (Base-Timing)

1.5.3.1 Finding & Marking Top-Dead-Centre

1.5.3.2 Setting the ME221 to Fixed Fire Mode

1.5.3.3 Adjusting the Offset Angle

1.6 Initial Test Run

1.7 Initial Tuning

1.7.1 Setting Load Modes & Table Axis

1.7.3 Ignition Advance Tuning

1.8 Engine Startup and Warmup Tuning

1.8.1 Priming Pulse

1.8.2 Cranking Fuel

1.8.3 After Start Enrichment

1.8.4 Warmup Enrichment

1.9 Idle Control

1.9.1 PWM Based Idle

1.9.1.1 PWM Manual Duty

1.9.1.2 PWM Open Loop

1.9.1.3 PWM Closed Loop

1.9.1.4 PWM Closed Loop Tuning Guide

2.0 Acceleration Enrichment Tuning

3.0 Lambda Control

3.1 Closed Loop Narrow-Band (NB) Lambda (emissions targeting)

3.3 Wideband Lambda - Long Term Trim (Auto-tune)

3.3.1 What is AFR and the Long Term Trim system?

3.3.2 How does LTT work on the ME221?

LTT v2 (FW 2.0 Onwards)

3.3.3 How to use the LTT on the ME221 - Practical Approach

4.0 Electronic Boost Control

4.1 Overboost Protection

4.2 Manual Fixed Boost Control

4.3 Open Loop Boost Control

4.5 Boost by Gear

5.0 VVT / VTEC / Variable Valve Timing