ECU MS 3 Sport
Manual1.4 9/16/2016

Table of Contents

Table of contents
1 Getting started ..................................................................................................................................................... 3
2 Sport Systems - Overview ................................................................................................................................... 43 Technical Data ...................................................................................................................................................... 5
3.1 Input channels .................................................................................................................................................................................. 7
3.2 Output channels .............................................................................................................................................................................. 8
3.3 Power supply ..................................................................................................................................................................................... 8
3.4 Ignition trigger wheel .................................................................................................................................................................... 9
3.5 Sensor recommendation ............................................................................................................................................................ 12
4 Starting up the ECU ........................................................................................................................................... 13
4.1 Offline Data Application ............................................................................................................................................................. 13
4.2 Online Data Application ............................................................................................................................................................. 20
4.3 Activation of Software Options ................................................................................................................................................ 22
5 Extensibility ........................................................................................................................................................ 24

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Bosch Motorsport

Getting started | 1

1 Getting started
Disclaimer
Due to continuous enhancements we reserve the rights to change any illustra‐tions, photos and technical data within this manual. Please retain this manual foryour records.

Before starting
Before starting your engine for the first time, install the complete software fromthe installation CD. Bosch Motorsport software is developed for Windows
2000/XP. Connect the PC Link Adapter (MSA Box II) or the Ethernet line (depend‐ing on calibration equipment) to your computer and install the driver. Read themanual carefully and follow the application hints step by step. Don’t hesitate tocontact us, contact data can be found on the back side of this document.

NoticeThe Bosch Motorsport MS 3 Sport was developed for use by professionals andrequires in depth knowledge of automobile technology and experience in motor‐
sport. Using the system does not come without its risks.
It is the duty of the customer to use the system for motor racing purposes only
and not on public roads. We accept no responsibility for the reliability of the sys‐
tem on public roads. In the event that the system is used on public roads, weshall not be held responsible or liable for damages.
Any maintenance or repair must be performed by authorized and qualified per‐sonnel approved by Bosch Motorsport.

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2 | Sport Systems ‐ Overview

2 Sport Systems ‐ Overview
The Sport Systems support an easy to understand user concept. The MS 3 Sportis configured as an alpha/n version. This means that the engine characteristic
map is based on engine speed, throttle position and engine temperature. The in‐jected amount of fuel and the ignition point are derived from these values.
The drawing gives you an overview over the essential input and output channels
of a MS 3 Sport that are necessary to run the engine.
Input signals

Output signals

Camshaft teeth sensor
Crankshaft teeth sensor
Lambda sensor
Throttle valve position potentiometer
Fuel injectors A-F
Fuel temperature sensor
Ignition coils A-F
Engine oil temperature sensor

Engine Control Unit

Ambient pressure sensor

Electronic throttle
body (only with Egas)

Intake air temperature sensor...

Knock sensor
Accelerator pedal sensor(only with Egas)...

Power supply

Fig. 1: Input and output channels

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Bosch MotorsportTechnical Data | 3

3 Technical Data

The MS 3 Sport Sport is the first Bosch engine management system to be manu‐
factured with full hybrid technology. Therefore it is very small, lightly and robust
against vibrations. The MS 3 Sport is suitable for engines with up to 6 cylinders
and has internal ignition output stages. Two sensor inputs are available for vibra‐tion knock detection and knock control. Various engine parameters can be meas‐
ured with different input channels and transferred via CAN interface to an op‐
tional data logger or dash display.

Application
Engine layout

Max. 6 cylinders, 2 bankControl strategy

Alpha/nLambda control

Dual

Speed limiter
Gear cut for sequential gear box
Map switch corresponds to 3 different target lambda and spark maps.
Fuel cut off
Sequential fuel injection
Asymmetric injection timing
Asymmetric ignition timing
Knock control

Optional

E‐Gas

Optional

Traction control

Optional

Variable valve timing

Optional

Near Bank/Far Bank

Optional

Interface to Bosch Motorsport ABS M4 kit
Support of 60‐2 and 36‐2 ignition trigger wheels
Max. vibration

Bosch Motorsport

ECU MS 3 Sport Manual

Vibration Profile 3
see www.bosch‐motorsport.com

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3 | Technical Data

Technical Specifications
Mechanical Data
Extremely small and flat aluminum pressure casting housing
4 mounting points on housing
2 connectors with high pin density
Extremely shock and vibration proof hybrid technology
Size

120 x 90 x 40 mm

Weight

250 g

Temperature range‐ 40 to 125°C

Electrical Data
Max. power consumption

10 W at 14 V

Power supply
Full operation

9 to 16 V

Recommended

11 to 14 V

Inputs2 lambda interfaces LSU
4 inputs for Hall‐effect wheel speed sensors
1 input for inductive crankshaft sensor
1 input for Hall‐effect camshaft sensor
22 universal inputs 0 to 5 V
2 knock sensor inputs
Outputs
6 injection power stages
6 ignition power stages (7.5 to 8.0 A)
8 power stages (1 A/2 A; low side; PWM)
2 power stages for lambda heater
1 H‐bridge (5 A)
2 sensor supplies 5 V/100 mA

Communication Interfaces
1 K‐line serial interface
1 CAN interface

Ordering Information
MS 3 SportF 01T A20 067‐01

SoftwareModas Sport Calibration Software

Inclusive

WinDarab Analysis Software

On request

Mating Connectors (not included)

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Bosch MotorsportTechnical Data | 3

Mating connector I

D 261 205 139‐01

Mating connector II

D 261 205 140‐01

Environment (not included)
Programming interface MSA‐Box II

F 02U V00 327‐02

Data logger C 50

F 02U V01 164‐01

Display DDU 7

F 02U V01 130‐01

12 Steps Switch for Traction Control

B 261 209 641‐01

Software Options
SW upgrade Variable Valve Timing

F 02U V00 395‐01

SW upgrade Knock control

F 01T A20 053‐01

SW upgrade E‐Gas

F 01T A20 051‐01

SW upgrade Traction control

F 01T A20 052‐01

SW upgrade Near Bank/Far BankF 01T A20 054‐01

3.1 Input channels
Input channels for temperature sensors
Temperature inputs have an internal “pull up” resistor for use with a NTC sensor(negative temperatur coefficient). These pull ups can be switched software spe‐cifically. Depending on the used sensor (e.g. 15 kOhm or 2.5 kOhm NTC) the cor‐
responding linearization curve has to fit.
For example▪ tmot (engine temperature)▪ tair (intake air temperature)

Input channels for voltage sensors
For measuring of throttle positions or pressures which deliver a voltage (active
sensors), pull up resistors are not necessary. These sensors must be calibrated
with the sensors offset and sensitivity values (printed on the sensor, if it is from
Bosch).
For example▪ ath (throttle position)▪ pfuel (fuel pressure)▪ poil (oil pressure)

Input channels for inductive speed sensors
In the default configuration the MS 3 Sport needs an inductive speed sensor on
the ignition trigger wheel.

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3 | Technical Data

Input channels for Hall‐effect‐speed sensors
For the camshaft signal a Hall‐effect sensor is necessary. Also for wheel speed
measurement Hall‐effect sensors are recommended. Four Hall‐effect wheel
speed sensors can be connected directly to the ECU. Different hardware configu‐
rations are available on request.

Input channels for Lambda measurement and control
For wide range Lambda measurement and control we recommend a Lambda
sensor of the Bosch LSU series.

3.2 Output channels
There are 6 independent injection output stages for the injection. These injection
output stages can take a maximal current of 2.2 Ampere. Therefore the injection
valves must have a resistance of at least 6 Ohm.

NoticeDon’t use Bosch injection valves with 1.2 Ohm.
A few Bosch injection valves have an internal resistance of just 1.2 Ohm. Thesetypes can not be used here.
The MS 3 Sport has integrated ignition power stages. The wiring is shown in thefollowing picture.

Fig. 2: Integrated ignition power stage

NoticeIn case of ignition‐caused malfunctions, please use screened sensor wires.

A typical 6 cylinder engine with firing order 1‐5‐3‐6‐2‐4 is connected as follows:
Firing

1

5

3

6

2

4

IGN

A

B

C

D

E

F

INJ

A

B

C

D

E

F

3.3 Power supply
The MS 3 Sport requires an external main relay to be wired to the harness. This
relay is controlled by the MS 3 Sport to realize that important information can be
stored after switching off the ignition.
Please ensure that you have a good ground installation. That means:
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Bosch MotorsportTechnical Data | 3▪ A ground that has a solid, low resistance connection to the battery minus ter‐minal
▪ Connection should be free from dirt, grease, paint, anodizing, etc.
▪ Cylinder heads make a good grounding point▪ Use large diameter wire.
▪ More metal‐to‐metal contact is better

Connection of the power supply
The following notations for power signals are used:▪ KL15 is a switched battery rail controlled by the ECU driver.
▪ KL30 is an unswitched battery positive rail (same as battery positive terminal).
▪ KL31 is an unswitched ground rail (same as battery negative terminal).
Notes:- ECU requires a dedicated relay to be installed in the car- KL30 is HAAT (Hot At All Times)- KL15 is hot only when ECU engages relay

Fuse / Circuit breaker

Master kill switch- ECU will engage relay after 12V is detected on pin ‘J’ by pulling pin ‘B’ to groundTo battery plus (+)- ECU will disengage the relay after 12V is removed from pin ‘J’,but may be delayed for up to 2 seconds after engine speed signal is zero.
- It is recommended to fuse the KL30 circuit
14ga- Wire gauge recommendations based on Raychem Spec 44 wire

87a
F

KL30

20ga

H

KL30

20ga

J
Spec
harnessconnector

14ga

30

20ga

85

87

86

20ga

KL15 IN
Ignition switch

ECU

Bosch Automotive relay
20ga

B

Main relay

C

KL15

16ga

G

KL15

16ga

L

KL31

16ga

M

KL31

16ga

14ga

14ga

To battery minus (-)

Fig. 3: Power supply connection plan

CautionWrong polarity / high currents
Wrong polarity of the terminals and high currents damage the MS 3 Sport. Be
careful to observe current limits of wires and connector pins!

3.4 Ignition trigger wheel
To start the engine, the ECU requires information about the position of the cam‐shaft and crankshaft. These are determined by using sensors on the cam andcrankshaft generator gear.
In this chapter you’ll find the sensors you need to detect the camshaft and crank‐
shaft position and how to tune the components to each other.

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3 | Technical Data

3.4.1 Camshaft and Crankshaft Sensors
Camshaft trigger sensor
The camshaft trigger sensor is a Hall‐effect type with a single tooth trigger
wheel. Bosch Motorsport recommends the use of Hall‐effect sensor HA‐P.

Fig. 4: Camshaft wheel

Crankshaft trigger sensor
The software assumes a 36‐2 teeth or a 60‐2 teeth trigger wheel for proper oper‐
ation. The type can be choosen in the software Modas Sport. The crankwheel
trigger sensor must be an inductive type for default configuration. Bosch Motor‐
sport recommends the use of inductive speed sensor IA‐C. The picture below
shows the correct installation position.

Description

Nominal Dimension

tooth count60 (-2)
diameter> 100 mmdiameter
3.5 mmgap depth
h1/2
air gap
0.8 ± 0.3 mm
wheel thickness > 5.0 mm
TDC to REF
free adjustablegap width
3.30°
tooth width
2.70°

Description

Nominal Dimension

tooth count36 (-2)
diameter> 95.3 mm [3.750 in]
diameter
5.0 mm [0.197 in]gap depth
h1/2
air gap
0.8 ± 0.3 mm
wheel thickness > 5.0 mm [0.197 in]
TDC to REF
free adjustablegap width
5.55°
tooth width
4.45°

Fig. 5: Crankshaft wheel

Further requirements▪ The Trigger sensor must be made of a ferromagnetic material.
▪ The Sensor wheel teeth must be sharp.
▪ The Reference mark is the second tooth after the gap.

3.4.2 Mounting of the Sensors
Procedure to find the right position for the crank and cam triggers:
1. Rotate the engine to the precise position of TDC compression for cylinder #1.
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Bosch MotorsportTechnical Data | 3

2. Rotate the engine (*) crankshaft degrees backwards.
3. Adjust the position of the crank trigger wheel in reference to its inductive
speed sensor: the longitudinal axis of the sensor must point exactly towards
the reference mark (2nd falling edge after the gap).
4. Adjust the position of the cam trigger in reference to its Hall Effect speed
sensor: the sensor must be about at the centre of the tooth.
5. Turn the engine by 360 crankshaft degrees to reach the position of (*)° be‐fore TDC exhaust for cylinder #1.
6. Verify that the crank trigger reference mark is in alignment with the longitu‐
dinal axis of the sensor (same as Step 3) and that the cam trigger tooth is at
the opposite side of its speed sensor.
Position of the
speed sensors
720°

Reference mark
(*)

gap

TDC compression
for cylinder #1

Direction ofwheel travels

(*)

(*)

(*): OT1ANGLE_SYS

gap
60-2 tooth crank
trigger wheel

360°

360°

gap

TDC exhaustfor cylinder #1

TDC compression
for cylinder #1

cam trigger wheel,
cylinder #1 position
2nd falling edge
after the gap

2nd falling edge
after the gap(*)° before TDC compression for cyl. #1 , the tooth on the
cam trigger must overlap the reference mark of the crank
trigger (= 2nd falling edge).

(*)° before TDC exhaust for cyl. #1 , the tooth at the cam
trigger must NOT overlap the reference mark of the crank
trigger.

Fig. 6: Position of the sensors▪ All angles are shown and indicated in crankshaft degrees.
▪ The width of the cam trigger tooth is not important; however it must be wide
enough to ensure a safe overlap of the crank trigger reference mark at any
time.
▪ The Hall‐effect signal is the inversion of the shape of its cam trigger: thetooth effects a 'low' signal at the sensor and vice versa.
▪ With 4 and 6 cylinder engines, the value of 66 degrees must be replaced by
78 degrees.

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3 | Technical Data

3.5 Sensor recommendation
The sensors shown on this page are partly based on production type parts andproofed hundreds of times in races all over the world. They offer good value formoney.

NoticeThe volume of applied sensors may differ depending on individual software ex‐tents.
Detailed information about each sensor (technical specifications, characteristic
curves, dimension drawings, installation notes) can be found on our website
www.bosch‐motorsport.com.
Model

Range of application

Connector LoomPart No.

D 261 205 288

0 280 130 039

NTC M12‐ Fluid temperature (oil, water, D 261 205 337
Hfuel)

0 281 002 170

NTC M12‐ Ambient air temperatureL12 / 26

TCP‐K

Exhaust gas temperature

ASL 0‐06‐05SD‐HE B 261 209 385‐01

PSA‐C

Ambient air pressure

D 261 205 289

0 261 230 037

PSA‐C

Crankcase pressure

D 261 205 289

0 261 230 037

PSS‐10

Fluid pressure (oil, water, fuel) 1 928 403 968

B 261 209 341‐01

PSA‐C

Air pressure (manifold, boost) D 261 205 289

0 281 002 389

LSU 4.2

Lambda value

D 261 205 138

0 258 006 065

IA‐C

Crankshaft revolutions

D 261 205 334

0 261 210 136

HA‐P

Camshaft revolutions

D 261 205 335

0 232 103 037

HA‐P

Wheel speed

D 261 205 335

0 232 103 037

RP 86

Throttle angle

D 261 205 334

0 280 122 016

RP 100twin

Acceleration pedal angle

AS 0‐07‐35SN

B 261 209 591‐02

KS‐P

Knock

D 261 205 337

0 261 231 120

RP 308

Gear detection

ASL 0‐06‐05SA‐HE B 261 209 570‐01

GSS‐2

Gear shift

ASL 0‐06‐05SC‐HE B 261 209 227‐01

AM 600‐3 Acceleration

ASL 0‐06‐05SA‐HE B 261 209 313‐02

YRS 3

YawrateF 02U 002 235‐01

RP 308

Steering angle

ASL 0‐06‐05SA‐HE B 261 209 570‐01

ECU MS 3 Sport Manual

0 265 005 838

Bosch Motorsport

Starting up the ECU | 44 Starting up the ECU
4.1 Offline Data Application
This chapter deals only with the main parameters which should be checked be‐fore a first engine start‐up. The car’s ignition has to be switched on. The offline
data application guide helps you to get the engine started the first time without
problems. This chapter does not explain the parameters in detail and does not
mention all available parameters. To work on these parameters after the firststart‐up, please refer the full‐scope function sheet which is available in the “doc‐umentation” section of www.bosch‐motorsport.com.

Caution

Serious engine damages using wrong setup data.
If the TDC angles do not match the expected configuration of a symmetrical or V
engine the setup won’t be accepted and for safety reasons the engine will notstart (engsetupOK_b = FALSE).

4.1.1 Basic Engine Setup
How many cylinders does the engine have?
The Sports System can be used for engines with different number of cylinders us‐
ing the same program.

How many teeth does the crankshaft wheel have?
The System supports wheels with 60‐2 or 36‐2 teeth. The TDC angles are defined
starting from the second tooth after the gap in the rotating direction. The firstcylinder in the firing order should have its TDC after the gap.

Is the ignition symmetrical? If not, how are the angles defined?
Engines with 6 cylinders can have a V configuration which in some cases requires
unsymmetrical ignition angles. The software Modas Sport supports any variation
but you must define the TDC angle for each cylinder accordingly.

Is the harness wired according to the firing order?
The Sports System is defined to have the first cylinder in the firing order connec‐
ted to the output A, the second to output B and so on. This is the recommended
wiring configuration. In this case, your TDC angles must be input in ascendingorder.
First make sure you have installed the calibration software Modas Sport following
the instructions provided. Then follow these steps:
1. Look for the characteristic value CYLNUMBER and enter the cylinder numberof your engine.
2. If the crankshaft wheel has 36‐2 teeth set CRANKWHEEL36 to 1. It if has 60‐2
set it to 0 (default value).

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4 | Starting up the ECU

3. Enter the TDC angles for each cylinder according to the convention defined
above in TDCCYL1 to TDCCYLN where N is the number of cylinders of the en‐gine.

Example 1
To better understand this process a symmetrical 6 cylinder engine with a stand‐ard crankshaft wheel will be described. The first TDC is 78° from the second tooth
after the gap. In this case the following parameters must be input:
Parameter

Ignition power stage identificationCYLNUMBER = 6‐

CRANKWHEEL36 = 0‐

TDCCYL1 = 78

A

TDCCYL2 = 198

B

TDCCYL3 = 318

C

TDCCYL4 = 438

D

TDCCYL5 = 558

E

TDCCYL6 = 678

F

Notice that the angle between each TDC is 120° because the engine has sym‐
metrical ignition.

Example 2
Now suppose the same engine has a V configuration 90°‐150°. In this case the
TDC angles are:Parameter

Ignition power stage identificationCYLNUMBER = 6‐

CRANKWHEEL36 = 0‐

TDCCYL1 = 78

A

TDCCYL2 = 168

B

TDCCYL3 = 318

C

TDCCYL4 = 408

D

TDCCYL5 = 558

E

TDCCYL6 = 648

F

4.1.2 Injection
The label INJCALC contains parameters to calibrate the fuel injection time.
The base injection time parameter TI_DEF is influenced by many correction pa‐
rameters mentioned below to optimize combustion.

TI_DEF
Base injection timing in milliseconds

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Starting up the ECU | 4

The injection time depends mainly on throttle position, engine speed, fuel pres‐sure and injection valve type. To get a first estimation, the following characteris‐tics must be known:▪ displacement per cylinder VC (m3)▪ expected intake manifold pressure (after throttle) pi [Pa]▪ desired lambda value λ▪ operating fuel pressure pf [bar]▪ injection valve flow rate Qstat [g/min] at reference fuel pressure pfRef [bar]▪ intake air temperature Ti [K]The fuel mass mf is calculated by:

The energizing time of the injection valves is calculated by:

TI_FAK
Global factor, set to 1.0 for startup.

TIBAT_OFF
Battery voltage correction. Predefined value for Bosch Type valves EV6, charac‐
teristics can be requested by the valve manufacturer.

TITAIR_FAK
Correction by intake air temperature. This value is predefined. If unsure, set it to
1.0 constantly for first start up.

TITMOT_FAK
Correction by engine coolant temperature. This value is predefined. If unsure, set
it to 1.0 constantly for first start up.

TIPFUEL_FAK
Correction by fuel pressure. This value is predefined. If unsure, set it to 1.0 con‐stantly for first start up.

TIREVPCORR_FAK
Correction by ambient pressure / air box pressure. This value is predefined. If un‐
sure, set it to 1.0 constantly for first start up.

PCORR_CW
Select correction mode. Ambient (0) or air box (1) pressure.

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4 | Starting up the ECU

Cylinder Individual
These parameters allow calibrating each cylinder individually.

CYLBANK_CW
Assigns which cylinders are on which bank for proper lambda control, bank 1 orbank 2. Open the label and allocate the cylinders to the right bank via dropdown
menu. Please note that the cylinders are displayed in firing order!

Fig. 7: Lambda control via label CYLBANK_CW

NoticeEngines with one lambda sensor (e.g. 4‐in‐a‐row) run as 1‐Bank‐Systems. Set CY‐
LBANK_CW to 0.

TIREVATH_FAK_x
Cylinder individual corrections. Set to 1.0 for first startup. Numbering refers tofiring order!

INJOFFPATTERNTorque reduction by injection fade out. Different, repeating fade out patterns canbe defined for several full power strokes of the engine (720° crank or 2 full rota‐
tions). This prevents single cylinders from cooling down too much and makes it
possible to find optimal patterns.

Example 4 cylinder engine:

The cylinders are assigned bitwise, the lowest bit represents cylinder 1 in firing
order (FO1), e.g. injoff = 1:
▪ First power stroke 0°‑720°: Cylinder 1 (FO1) is faded out.
▪ Second power stroke 720°‑1440°: Cylinder 2 (FO2) is faded out.
▪ Third Power stroke 1440°‑2160°: Cylinder 3 (FO3) is faded out.
▪ Fourth Power stroke 2160°‑2880°: Cylinder 4 (FO4) is faded out.
▪ Fifth Power stroke 2880°‑3600°: Cylinder 1 (FO1) is faded out.
▪ …
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Starting up the ECU | 4

Injection Start
TISTARTBASEBase injection time for engine start. Can be set to a value near full load from themaps TI_MIN/DEF/MAX in atmospheric engines. Scale down proportional toboost pressure for turbo engines.
Further corrections: Predefined. If unsure, set to 1.0 for first start up.

Injection Angle
INJANGREVATH
End angle of injection. The angle (in degrees crankshaft) is in relation to top deadcenter. Make sure, the injection is ended before the inlet valve closes. Try
200°‑300° for first startup.

INJANGSTREVEnd angle of injection pulse in engine start. Refer to INJANGREVATH.

4.1.3 Injection Controls
LAMCTRL
These parameters adjust the Lambda‐controller.
The following conditions must be met in order to enable lambda control:▪ Lambda sensor installed and operational▪ Lambda control enabled (LAMCTRL_CW = 1)
▪ No manual override of injected fuel amount, e.g. for application purposes (ti‐fak_b = 0)
▪ Engine speed higher than LAMCTRLREV_MIN▪ Boost pressure higher than LAMCTRLP22_MIN

LAMCTRL_CW
Activate Lambda‐controller by setting = 1.
Deactivate by setting = 0.

LAM_MIN; LAM_DEF; LAM_MAX
Set values in the engine speed / boost pressure dependent lambda maps. For
each map position, there is a separate lambda map (minimum/default/maximum)that can be chosen by the map switch.

INJCUT
This parameter adjusts injection cut‐off and cut‐in.

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4 | Starting up the ECU

Fuel cut‐off is enabled above the engine speed INJCUTREV_MX if the throttle isclosed and it is allowed by the selected gear INJCUTGEAR. Fuel will turn back on
if the driver opens the throttle or if the engine speed falls below INJCU‐
TREV_MIN.

INJCUTGEAR
Activate injection cut‐off depending on gear.
Deactivate by setting = 0.0.

INJENRICH
This parameter adjusts injection enrichment upon acceleration.
This function corrects the injected fuel amount during changes of throttle posi‐tion. It allows for additional fuel to be added immediately after the change inthrottle position and then taper off over a number of engine cycles.

INJENRICHREV_MIN
Injection enrichment is activated when the engine speed is higher than the en‐tered value.
Deactivate by setting = 32768.

4.1.4 Ignition
NoticePositive values stand for ignition angles before TDC, negative values after TDC.
Begin with moderate values to protect your engine from damages.
The label IGNCALC contains parameters to calibrate the ignition timing.

IGNSTARTREV
Base spark advance in engine start. Set to 5 to 10 deg.

IGNSTARTTMOT_OFF
Correction by engine coolant temperature. Set to 0.0 for first startup.

TDWELLBATTREV
Coil dwell time. Consult the coil manufacturer for details. Most coils need dwell
times about 1.5 to 2.5 milliseconds at 12 to14 V.

TDWELLMAX_OFF
Dwell time limitation. Stay with predefined value for first startup.

IGNREV_OFF_x
Cylinder individual corrections. Set to 0.0. Numbering refers to firing order!

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Starting up the ECU | 4

Ignition Maps
IGN_MIN, IGN_DEF, IGN_MAX
Base Injection timing in deg crankshaft before TDC The values (minimum/
default/maximum) can be chosen by the map switch. Use modest values at thefirst time. Atmospheric engines may run safe at 20 – 25 deg in part load, Turboengines at high boosts may demand even less spark advance. These values arestrongly dependant on compression ratio, fuel quality, temperature and engine
specifics. If you know you’re using “bad” fuel, run at high temperatures or yourengine is very sensitive on spark advance, go to the safe side.
Further corrections: Predefined. If unsure, set to 0.0 for first startup.

4.1.5 Injection and Ignition Controls
GEARCUTGCREV_THR
Adjusts the engine torque reduction / blipper while shifting.
Deactivate by setting = 32768.

REVLIMIT
These parameters adjust the engine speed limiter.
The engine speed limiter works in 3 steps:▪ Soft limitation by ignition retardation▪ Hard limitation by Injection cut off▪ Absolute limitation by full injection and ignition cut off

REVLIMITSOFTGEAR
Soft limiter, gear dependant: Apply the revs at which the limiter shall become ac‐tive (same value to all gear break points on dyno).

IGNREVLIMITSOFT
Apply the ignition angle (absolute) dependant on the engine overspeed (rev –REVLIMITSOFTGEAR).

REVLIMITHARDGEAR
Exceeding this value, the injection will be cut off.

REVLIMITIGNOFF_OFF
Maximum overspeed relative to REVLIMITHARDGEAR. Injection and ignition fadeout when exceeded.

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4 | Starting up the ECUSPEEDLIMITSPEEDLIMITREV_MAX; SPEEDLIMITREV_MIN
Set the maximum or minimum engine speed.
Activate or deactivate by setting = 32768.

TRACTIONCTRL
Deactivate by setting = 0.

4.2 Online Data Application
1. Before switching the system on, check the following steps …
… Make sure the battery is connected properly,… all sensors are connected,… ground wiring is fixed before powering up the system.
2. Check all sensors for errors (bits …_e) before starting the engine.
Sensors and peripherals can be checked when the system is powered up electri‐
cally.

NoticeDo not start the engine before all steps in this chapter are carried out.

4.2.1 Pressure Sensors
The label PRESSURES contains parameters to calibrate oil pressure POIL, ambientpressure PAMB, crank pressure PCRANK and fuel pressure PFUEL. All pressures
are calculated in the same way. Example: Ambient pressure PAMB

PAMB_OFF; PAMB_GRD
Sensor offset and gradient. Consult the sensor manufacturer for details.

PAMB_UMX; PAMB_UMN
Maximum and minimum accepted sensor voltage. Set to approx. 250 mV / 4750
mV. If violated, an error is set (pamb_e = 1).

PAMB_DEF
Default value. If a sensor error is set, the output is switched to this default value.

PAMB_FIL
Filter constant. Use modest values, ~ 10 ‐ 40 milliseconds.
All other parameters are named by the same rule. Replace PAMB by e.g. POIL to
apply data for the oil pressure sensor.

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Starting up the ECU | 4

4.2.2 Temperature Sensors
All temperatures are calculated in the same way. The label “Temperature” con‐tains parameters to calibrate oil pressure TOIL, intake air temperature TAIR, en‐gine temperature TMOT, fuel temperature TFUEL, etc. Example: Intake air tem‐
perature TAIR.

TAIR_UMX; TAIR_UMN
Maximum and minimum accepted sensor voltage. Set to approx. 200 mV / 4800
mV. If violated, an error is set (tair_e = 1).

TAIR_LIN
Sensor characteristic. Consult the sensor manufacturer.

TMOT_LIN
Ask the manufacturer for the linearization curve of the motor temperature sensor
or measure the electrical resistance by the temperature and calculate the charac‐
teristic.

TMOT_DEF
Replacement value in case of error, should be in the normal temperature rangeof the engine (for example between 75 °C and 90 °C).

TFUEL_x ; TOIL_x ; TEX_x ; TEX2_x ; TAIR_x
If used: name as described in TMOT.

4.2.3 Lambda Value Detection
The label LAMDET contains parameters to calibrate lambda value detection.

LAMTYPE_CW
Select the sensor type. Set to ’0’ for LSU 4.2, set ’1’ for LSU 4.2.
Keep the predefined values for other parameters.

4.2.4 Throttle‐Plate Angle Detection
The label ATHDET contains parameters to calibrate throttle‐plate angle detec‐tion.

ATH_UMX, ATH_UMN
Maximum and minimum accepted sensor voltage. Set to approx. 250 mV / 4750
mV. If violated, an error is set (ath_e = 1).
Check if the sensor output value ‘ath_u’ is changing when throttle is moved.

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4 | Starting up the ECUCALIBRATION
These parameters calibrate the throttle‐plate angle.

ATHPOS1
Lower calibration point. Set to 0.0 %.

ATHPOS2
Full load point. Set to 100.0 %.

ATHIDLECAL
Set to desired idle ATH value.

ATH_CW
Close throttle and set ATH_CW to 1.
Open throttle fully and set ATH_CW to 2.
Set throttle to idle point and set ATH_CW to 3.
Check calibration by moving throttle.

4.3 Activation of Software Options
If you buy optional software, you will get a code number with eight ciphers from
Bosch Motorsport. We enable this code number exclusively for one defined ECU
serial number. It will work with this ECU only.
In this example, the traction control function will be activated by entering thecode number: 974C 5395. To enter the code number in Modas Sport, follow the
instructions below.
1. Start the application tool Modas Sport. You will find a predefined worksheet
called ‘Licence’ there, see picture below.

123

2. Fill in the first four ciphers of your licence code (here 974C) into the input
box LICMANKEYHIGH (1).

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Starting up the ECU | 4

3. Fill in the last four ciphers of your licence code (here 5395) into the input box
LICMANKEYLOW (2).
4. If you have filled in the right code number, the according software option‘tclicense_b’ will be set on TRUE (3).

NoticeBosch Motorsport

Exception: Near Bank/Far Bank and variable valve timing. These functions require
an ECU software update. Please contact us for more information.

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5 | Extensibility

5 Extensibility
Bosch Motorsport developed a lot of extras for the ECUs. That is e.g.:▪ Displays▪ Data loggers▪ Telemetry units
Find more information on: www.bosch‐motorsport.com
Moreover, you can expand some additional functions of your ECU by sending us
the serial number. Than we will send you the licence for:▪ E‐Gas▪ Knock control▪ Traction control▪ Variable valve Timing▪ Near Bank/Far Bank

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ECU MS 3 Sport Manual

Bosch MotorsportBosch Engineering GmbH
Motorsport
Robert-Bosch-Allee 174232 AbstattGermany
www.bosch-motorsport.com