ECU MS 5.0
ManualF 02U 002 547-01 4/4/2017

Table of Contents

Table of contents
1 Getting started ..................................................................................................................................................... 3
2 MS 5: FPGA plus PowerPC .................................................................................................................................. 43 Technical Data ...................................................................................................................................................... 5
3.1 Input Channels ................................................................................................................................................................................. 7
3.2 Output Channels .............................................................................................................................................................................. 8
3.3 Power Supply .................................................................................................................................................................................... 8
3.4 Ignition Trigger Wheel ................................................................................................................................................................ 10
3.5 Sensor Recommendation Clubsport ...................................................................................................................................... 12
3.6 Sensor Recommendation High-End ...................................................................................................................................... 13
4 Starting up the ECU ........................................................................................................................................... 14
4.1 Initial Data Application ................................................................................................................................................................ 14
4.2 Peripherals ....................................................................................................................................................................................... 20
4.3 Vehicle Test ...................................................................................................................................................................................... 22
5 Extensibility ........................................................................................................................................................ 24

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Getting started | 1

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

Before starting
Before starting your engine for the first time, install the complete software. Bosch
Motorsport software is developed for Windows operation systems. Read themanual carefully and follow the application hints step by step. Don’t hesitate tocontact us. Contact data can be found on the backside of this document.

CautionRisk of injury if using the MS 5.0 inappropriately.
Use the MS 5.0 only a intended in this manual. Any maintenance or repair mustbe performed by authorized and qualified personnel approved by Bosch Motorsport.

CautionRisk of injury if using the MS 5.0 with uncertified combinations
and accessories.
Operation of the MS 5.0 is only certified with the combinations and accessories
that are specified in this manual. The use of variant combinations, accessories
and other devices outside the scope of this manual are only permitted when they
have been determined to be compliant from a performance and safety standpoint by a representative from Bosch Motorsport.

NoticeThe Bosch Motorsport MS 5.0 was developed for use by professionals and requires in depth knowledge of automobile technology and experience in motorsport. 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 system on public roads. In the event that the system is used on public roads, weshall not be held responsible or liable for damages.

NoticeDrive-by-wire systems
For systems with drive-by-wire additional safety provisions apply. For details
please refer to the document „Safety Instructions for Drive-by-Wire Systems in
Motorsport Applications“.

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2 | MS 5: FPGA plus PowerPC

2 MS 5: FPGA plus PowerPCA field-programmable gate array (FPGA) is a semiconductor device containing
components called "logic blocks", and programmable interconnects. Logic blocks
can be programmed to perform the function of basic logic gates such as AND
and XOR, or more complex combinational functions such as decoders or mathematical functions. In most FPGAs, the logic blocks also include memory elements,
which may be simple or more complete blocks of memory.
A hierarchy of programmable interconnects allows logic blocks to be interconnected as needed by the system designer, somewhat like a one-chip programmable breadboard. Logic blocks and interconnects can be programmed by thecustomer or designer, after the FPGA is manufactured, to implement any logical
function - hence the name "field-programmable".
With our first FPGA-based ECU family Motronic MS 5 we offer you the possibility
to integrate individual designed functions. The systems flexibility allows the support of any unusual engine configuration or chassis functionality.
In combination with a very powerful PowerPC Freescale MPC 5200B that allows
synchronized calculator operations, the MS 5 family typifies the state of the art in
ECU design.

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Bosch MotorsportTechnical Data | 3

3 Technical Data

The ECU MS 5.0 engine control unit manages gasoline engines up to 8 cylinders.
As a member of our MS 5 family, it features a powerful digital processing corewith floating point arithmetic and a high-end FPGA for ultimate performance andflexibility. The MS 5 family utilizes a new software development process based on
MATLAB® & Simulink®. It significantly speeds algorithm development by using
automatic code and documentation generation. Custom functions can be quickly
and easily generated. The flexible hardware design allows the ECU MS 5.0 to support complex or unusual engine or chassis configurations.

Application
Engine layout

Max. 8 cyl., 2 bankControl strategy

Torque structure based

Lambda control

With adaptation function

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

Optional

Asymmetric ignition timing

Optional

Calibration interface

CCP via CAN or XCP via Ethernet

Interface to Bosch Data Logging System

Bosch Motorsport

Internal data logger/

Max. Vibration

Vibration Profile 1
see www.bosch-motorsport.com

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3 | Technical Data

Technical Specifications
Mechanical Data
Aluminum housing
2 high pin density motorsport connectors
132 pins, each pin individually filteredVibration suppression via multipoint fixed circuit boards
Size

140 x 109 x 40.5 mm

Weight

650 g

Protection Classification

IP67 to DIN 40050, Section 9, Issue 2008

Temp. range (at internal sensors)-20 to 85°C

Electrical Data
Power consumption. (w/o loads)

Approx. 9 W at 14 V

Power supply
Operating range

6.5 to 18 V

Recommended

11 to 14 V

Absolute maximum

6 to 24 V

Inputs2 thermocouple exhaust gas temperature sensors
2 lambda interfaces (LSU 4.9)
1 crankshaft sensor (2-wire, inductive or Hall-effect)
1 camshaft sensor (2-wire, inductive or Hall-effect)
2 turbo speed sensors (2-wire, inductive or Hall-effect)
4 wheel speed sensors (inductive or Hall-effect)
38 universal analog inputs 0 to 5 V, 12 Bit
4 analog inputs (angle synchronous or time synchronous triggering up to 250
ksps, 12 Bit)
4 inputs for vibration knock sensors
1 lap trigger input
Outputs
8 injection power stages (peak & hold)8 ignition power stages (up to 20 A)
20 power stages (2 A; low side; PWM)
4 power stages (4 A; low side; PWM)
2 H-bridges (5 A)
3 sensor supplies 5 V/400 mA
1 sensor supply 10 V/100 mA
1 protected Ubat output 1 A
6 diagnostic outputs with selectable internal signals
1 time base reference synch-in/out
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Bosch MotorsportTechnical Data | 3

Communication
2 x 100 Mbps Ethernet interfaces
1 x RS232 serial interface
3 x 1 Mbps CAN interfaces
1 x LIN interface

Installation Notes
Internal battery for data preservation included.
Required service interval 12 months (internal battery is replaced).
Depending on your experiences with calibration of ECUs we recommend calibration support from Bosch Motorsport.
Please remember that the mating connectors and the programming interface
MSA-Box II are not included and must be ordered separately.

Ordering Information
ECU MS 5.0

F 02U V00 326-03

SoftwareModas Sport Calibration Software

Inclusive

Environment (not included)
Programming interface MSA-Box II

F 02U V00 327-02

Data logger C 60

F 02U V00 875-02

Display DDU 8

F 02U V00 873-05

Connectors (not included)
AS 6-18-35 SB (blue)

F 02U 000 474-01

AS 6-18-35 SN (red)F 02U 000 472-01

3.1 Input Channels
There are several inputs for temperature measurements e.g. engine temperaturetmot or intake air temperature tair. Temperature inputs have an internal “pull up”
resistor for use with a NTC sensor (negative temp. coefficient). These pull ups canbe switched software specifically. Depending on the used sensor (e.g. 15 KOhm
or 2.5 KOhm NTC) the corresponding linearization curve has to fit. For measuringof accelerator pedal position or pressures, e.g. fuel pressure pfuel or oil pressure
poil, which deliver a voltage (active sensors), pull up resistors are not allowed.
These sensors must be calibrated with the sensors offset and sensitivity values(printed on the sensor, if it is from Bosch).
In the default configuration the ECU MS 5.0 needs an inductive speed sensor on
the ignition trigger wheel. 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 configurations are available on request.

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3 | Technical Data

For wide range Lambda measurement and control the Lambda sensor Bosch LSU
4.9 is used.

3.2 Output Channels
The ECU MS 5.0 has 8 independent injection power stages. These output drivers
can deliver a maximum current of 2.2 Ampere. Therefore the injection valvesmust have at least 6 Ohm internal resistance.
The 8 internal ignition power stages are able to drive high current ignition coils.

3.3 Power Supply
Please ensure that you have a good ground installation. That means:▪ A ground that has a solid, low resistance connection to the battery minus terminal.
▪ Connection should be free from dirt, grease, paint, anodizing, etc.
▪ Use large diameter wire.
▪ More metal-to-metal contact is better

Connection of the power supply
The following notations for power signals are used:▪ Term 15 is a switched battery rail controlled by the IGN-switch.
▪ Term 30 is an unswitched battery positive rail (same as battery positive terminal).
▪ Term 31 is an unswitched ground rail (same as battery negative terminal) .

CautionWrong polarity / high currents
Wrong polarity of the terminals and high currents damage the MS 5.0. Be careful
to observe current limits of wires and connector pins!

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Onboard network concept
MS 5.xIGNswitch
UBAT
star point(term30)

switched pos. terminal

positive terminal
MainswitchDYNPWR

term15
UBAT

MS 5.xECU_GND
GND_star pointchassisVSENS_Ubat (not MS 5.2)
VSENS_10V

ECU_GND
star point
dig. sensors

minimallengthDYN_GNDVSENS_5V
ANA_IN(xy)
ANA_IN(xx)Engine_GND

Bosch Motorsport

M

H-Bridge

µC

G

loads

ECU MS 5.0

NTC
SensorActiv
Sensor

SENS_GND

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3 | Technical Data

3.4 Ignition Trigger Wheel
The software assumes a toothed trigger wheel for proper operation. The numberof teeth is hard coded by Bosch Motorsport and can not be changed by the customer. We recommend 60 (-2) teeth as shown in the following picture. The
crankwheel trigger sensor must be an inductive type for the default configuration. The camshaft trigger sensor is a Hall-effect type with a single tooth trigger
wheel. The picture below shows the correct installation position.

Recommended values:▪ D=min. 160 mm▪ h1=3.5 mm▪ h2=h1/2▪ LSKW=0.8 mm±0,3 mm▪ t=min. 5 mm
▪ LSNW=1 mm±0.5 mm
The procedure for correct adjustment of the trigger wheel is described on the
picture on the next page.

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3 | Technical Data

3.5 Sensor Recommendation Clubsport
The sensors listed 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. The volume of applied sensors may differ depending on individual software extents.
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 4.9

Lambda value

D 261 205 356-01

0 258 017 025

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 5.0

0 265 005 838

Bosch MotorsportTechnical Data | 3

3.6 Sensor Recommendation High-End
A lot of the sensors listed on this page are developed for high-end applications.
The volume of applied sensors may differ depending on individual software extents. You can find more motorsport sensors on www.bosch-motorsport.com

Bosch Motorsport

Model

Range of application

Connector LoomPart No.

NTC M6HS

Ambient air temperature

ASL 0-06-05SN-HE F 02U V00 486-01

NTC M6HS

Fluid temperature (oil, water, ASL 0-06-05SN-HE F 02U V00 486-01
fuel)

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

PSC-10

Fluid pressure (oil, water, fuel) ASL 0-06-05SC-HE F 02U V01 268-01

PSB-4

Air pressure (manifold, boost) ASL-0-06-05SC-HE B 261 209 348-01

LSU 4.9

Lambda value

AS 0-07-35SN

IS

Crankshaft revolutions

ASL 0-06-05PN-HE B 261 209 517-01

HA-M

Camshaft revolutions

ASL 0-06-05SC-HE F 02U V00 627-01

HA-M

Wheel speed

ASL 0-06-05SC-HE F 02U V00 627-01

RP 100Throttle angle

ASL 0-06-05SA-HE B 261 209 127-01

RP 100twin

Acceleration pedal angle

AS 0-07-35SN

B 261 209 591-02

KS-R

Knock

D 261 205 289

0 261 231 047

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

B 261 209 356-05

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 5.0

0 265 005 838

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4 | Starting up the ECU

4 Starting up the ECU
4.1 Initial Data Application
The following chapter deals only with the main parameters which should bechecked before a first engine startup. Several functions are recommended to be
switched off, many software labels will not be explained in detail. To work onthese functions and labels after the first startup, please refer the full-scope function description (FDEF).
The offline data application guide shall help to get the engine started the firsttime without problems.

CautionWrong engine setup data may lead to serious engine damages.

4.1.1 Basic Engine Data
The ECU MS 5.0 system can be used for engines up to 8 cylinders. Please ensurethat the correct software variant is loaded in your ECU.

4.1.2 Crankshaft Wheel
The system initially supports wheels with 60-2 teeth. On customer demand otherconfigurations are available. Please refer to the chapter Ignition Trigger Wheel[} 10].

4.1.3 Injection
4.1.3.1 Basic Path of Injection Calculation
The ECU MS 5.0 is a so called physically based system. This means in particular,that corrections are made according to their origin influence (e.g. air temperature, fuel pressure etc.). For it, the initial engine load signal (throttle angle ath orintake manifold pressure p22, depending on the system variant) is converted into
the engine charge signal rl (relative load). rl is defined as 100 %, if the cylinder isfilled with air of 20 Centigrades and 1,013 mbar ("standard condition"). Corrections related to the air path (air temperature, ambient pressure) are therefore
performed to this value rl.
Based on this central value most of the relevant ECU signals are calculated, firstand foremost injection and ignition. Due to this constellation changes in the airpath are centrally considered for all following functions, independently, whether
they are caused by ambient influences, mechanical changes of the intake systemor even a change from alpha/n-system to p/n-system.
Using this rl value, a relative fuel mass rfm is constructed. For an operating pointof rl = 100 %, a fuel amount of 100 % is needed, if the desired Lambda = 1. All
corrections to the desired fuel quantity like start enrichment, warmup factor,
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Starting up the ECU | 4transient compensation, but also the desired Lambda value and the correction
factor of the Lambda control are considered as an adjustment of this relative fuelmass. I.e. all corrections are still made independently of the size and other specifications of the injectors.
Next step is the conversion of the relative fuel mass to a desired injection time te.
Here the engine´s displacement, the fuel flow through the injector and influencesof the fuel pressure are considered.
Finally the actual duration of the control pulse ti is calculated, considering pickup delays of the injectors, fuel cutoff (e.g. overrun cutoff, speed limiter, gear cut)and cylinder individual correction factors.
Please refer also to the system overview in the Function Description ECOV.

4.1.3.2 Initial Steps
The following data must be initially set to start injection calibration for the firsttime:

DISPLACEMENT
Displacement of the engine

CYLBANK
This label assigns cylinders to the respective bank (1 or 2). Lambda control isdone bankwise, therefore this adjustment must be done for proper Lambda control. For each cylinder, the appropriate bank is defined as follows (shown for atypical V8 engine):

Noticecylinder

1

2

3

4

5

6

7

8

9

10

CYLBANK

1

1

1

1

2

2

2

2

0

0

Engines with one Lambda sensor (e.g. 4-in-a-row) run as 1Bank-Systems.
Set CYLBANK to 1.

QSTAT
Static valve quantity for n-heptane in g/min (injectors are typically measured withn-heptane).

TDTEUB
Battery voltage correction. Characteristics can be requested from the injector
valve manufacturer.

NoticeFor high pressure injection the characteristic TECORPRAIL applies instead of TDTEUB
MP_MIXCORR(2)Mixture correction, set to 1.0 for startup.

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4 | Starting up the ECUMIXCORR_APP
Global factor for mixture correction, set to 1.0 for startup.

FINJ_CYL1 … 8
Cylinder individual corrections. Set to 1.0 for startup. Numbering refers to mechanical cylinders as used at CYLBANK.

CWPRAILCOR
If a correction by fuel pressure is intended, set = 1. In this case please set PRAILREF according to the referenced fuel pressure. Also refer to MP_P22MOD. Usually
the predefined values are suiteable. If unsure, set CWPRAILCOR to 0 for firststartup.

FRLPAMB
Correction via ambient pressure. Usually the predefined values are suiteable. If
unsure, set FRLPAMB to 1.0 for first startup. For p/n-systems PALTCOR applies as
an offset correction. Neutralize by setting to 0.0.

FRLTINT
Correction via ambient temperature. Usually the predefined values are suiteable.
If unsure, set FRLTINT to 1.0 for first startup. For p/n-systems FRLPTINT applies
accordingly.

FINJ_WARMUP
Correction via engine coolant temperature. Usually the predefined values are
suiteable. Ensure, that for coolant temperatures driven on your dyno during calibration, no warmup factor applies (i.e. FINJ_WARMUP is 0.0 for this temperature).

MP_LAM_MP1
Desired Lambda value, valid for map position 1. According to your expectations,e.g. 0.9. For alternative positions of your map switch the maps MP_LAM_MP2 (3)or (_PACE) apply, therefore ensure correct switch position.

4.1.3.3 Injection Angle
MP_EOINJ
End of injection pulse, refers to combustion TDC (degrees before TDC). Makesure, the injection is finished before the inlet valve closes.
Try 200° to 300° for first startup. Direct injection may differ.
Before calibration starts, turn off Lambda closed loop control:

CWLC
Codeword for enabling of the Lambda closed loop control. Set to 0 during initial
calibration, afterwards = 1.

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Starting up the ECU | 4

Finally the throttle angle potentiometer has to be calibrated (see chapter Throttle
Angle [} 20]), maximum engine speed should be defined for engine protection(see chapter Revlimit [} 18]), all sensors should be checked (see chapter Pe‐
ripherals [} 20]) and the ignition parameters should be preset and observed(see chapter Ignition [} 17]).
Basic setup may now be started by setting the appropriate values in the map
MP_RL:

4.1.3.4 Load Map
MP_RL
Relative load depending on throttle angle and engine speed. Set value until yourdesired Lambda is matched.

NoticeIf you operate a p/n-system, the maps MP_RLP1 … 4 are usedaccordingly. For details please refer to the Function Description
LOADCALC.

4.1.3.5 Injection Start
After initial calibration the start factors for injection may be optimized.

FINJSTART_TMOT
Basic start enrichment factor depending on the engine temperature.

MP_INJSTART
Decay of the start enrichment factor over the number of engine revolutions

NoticeFor details please refer to the Function Description INJPRECTRL.

4.1.4 Ignition
NoticePositive values stand for ignition angles before TDC, negativevalues after TDC. Begin with moderate values to protect yourengine from damages.
MP_IGN_START
Base spark advance during engine start. Set to 5 to 10 deg, according to engine´srequirements.

MP_TDWELL
Coil dwell time. Consult the coil manufacturer for details. Most coils need dwell
times about 1.5 to 2.5 milliseconds at 12 to 14 V.

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4 | Starting up the ECU

For further background information please refer to the Function Description IGNITION.

DIGN_CYL1 … 8
Cylinder individual corrections. Set to 0.0. Numbering refers to mechanical cylinders.

4.1.4.1 Ignition Map
MP_IGN
Base ignition timing in deg crankshaft before TDC. Use modest values at the firsttime. Atmospheric engines may run safe at 20 to 25 deg in part load, turbo engines at high boosts may demand even less spark advance. These values arestrongly dependend on compression ratio, fuel quality, temperature and engine
specifics. If you know you’re using “poor” fuel, run at high temperatures or yourengine is very sensitive on spark advance, go to the safe side.

DIGN_MAP2 (3) / DIGN_PACE
Delta value for spark advance depending on the map switch position. Ensure correct switch position. If unsure, set to 0.0 for first startup.

IGN_IDLE_STAT
Ignition timing during idle. 10 deg are suitable for most applications.

NIDLE_NOM / DIGN_IDLECTRL
Desired engine idle speed for idle stabilization. Set value to desired speed or deactivate stabilization by setting DIGN_IDLECTRL to 0.0.

4.1.5 Revlimit
The rev limiter works in two steps:▪ Soft limitation by ignition retardation or cylinder individual cutoff of injection
and/or igni-tion▪ Hard limitation by injection cut off and/or ignition cutoff of all cylinders
To achieve a good dynamic behaviour by advanced intervention, the engine
speed is predicted by means of the speed gradient.

NMAX_GEAR
Maximum engine speed for soft limiter. Set value according to engine´s requirements.

DNMAXH
Offset between soft limiter and hard limiter. 500 rpm should be suitable for mostof the projects.

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Starting up the ECU | 4

DNMAX_MAP2 (3)Delta value for rev limiter, depending on the map switch position. Ensure correct
switch position. If unsure, set to 0 for first startup.

TC_NMAXPR
Prediction time for rev limiter, depends on the inertia torque of the engine. If oscillations occur, reduce value or turn off by setting = 0.0.

CWNMAX_CUTOFF
Codeword for type of intervention during soft limiter.
0 = only ignition retard,
1 = injection cutoff,
2 = ignition cutoff,
3 = injection and ignition cutoff.

CWNMAXH_CUTOFF
Codeword for type of intervention during hard limiter. Set:
1 = for injection cutoff,
2 = ignition cutoff,
3 = injection and ignition cutoff.

NMAX_P
Determines the slope of the soft limiter between soft limit and hard limit. Predefined. Vary according to your engine´s dynamic behavior.

4.1.6 Cutoff Pattern
MP_COPATTERN
Defines the appropriate cylinders for torque reduction by cylinder cutoff. At the
beginning of an intervention the next possible cylinder for starting the cutoff
pattern is determined. Based on this info the actual pattern is taken out of themap. Pattern should be defined in view of minimized oscillations of the crankshaft. Usually a regular distribution of firing and non-firing cylinders leads to thebest result. However, investigations of the individual engine are recommendable.
For it, cutoff pattern can be also turned on manually via CUTOFF_APP and
CWCUTOFF_APP.
Example: 4-cylinder engine

Bosch Motorsport

Start Cyl./Cutoff stage

1

2

3

1

1 (=0001b)2 (=0010b)

4 (=0100b) 8 (=1000b)2

9 (=1001b)6 (=0110b)

6 (=0110b) 9 (=1001b)3

11 (=1011b)

14 (=1110b)

7 (=0111b) 13 (=1101b)4

15 (=1111b)

15 (=1111b)

15 (=1111b) 15 (=1111b)

ECU MS 5.0

4

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4 | Starting up the ECU

The cylinders are assigned bitwise, the lowest bit represents cylinder 1. Numbering refers to mechanical cylinders.
e.g. pattern = 9: Mechanical cylinders 1 and 4 are fade out.

CUTOFF_APP
Cutoff pattern for test purposes. Bit representation as described at MP_COPATTERN.

CWCUTOFF_APP
Codeword for type of intervention during test cutoff. Set:
1 = injection cutoff,
2 = ignition cutoff,
3 = injection and ignition cutoff.

NoticeThis option is also useful for searching a misfiring cylinder.
Select one cylinder after the other during test cutoff and watch your engine.

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

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

4.2.1 Throttle
4.2.1.1 Throttle Angle
UDTHR_MIN, UDTHR_MAX
Minimum and maximum accepted sensor voltage. When violated, an error is set(E_thr = 1). Set to approx. 100 mV/4900 mV.
Check if the sensor output value uthrottle is changing when throttle is
moved.

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Starting up the ECU | 4

4.2.1.2 Calibration
THRADJPOS1
Lower calibration point, set to 0.0 %.

THRADJPOS2
Full load point, set to 100.0 %.

CWTHRADJ
Procedure:
1. Close throttle and set CWTHRADJ to 1.
2. Open throttle fully and set CWTHRADJ to 2.
3. Adjust the throttle to idle point.
Do not forget to set CWTHRADJ back to 0. Check calibration by moving
throttle.

NoticeIt is also possible to recalibrate the idle point afterwards.
For it, proceed as follows.
THRADJIDLE: set value according to your idle position, e.g. 2.0 %.
CWTHRADJ: set to 3.
For further details and project specific variants please refer to the Function Description ISTHROTTLE.

4.2.2 Pressures
All pressures are calculated in the same way. The system usually offers oil pressure (poil), ambient pressure (pamb), crank pressure (pcrank), water pressure(pwat) and fuel pressure (pfuel). The extent may vary according to software variants.
Example: Ambient pressure

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

UPAMB_MIN, UPAMB_MAX
Minimum and maximum accepted sensor voltage. When violated, an error is set(E_pamb = 1). Set to approx. 100 mV / 4900 mV.

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

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4 | Starting up the ECUFCPAMB
Filter constant. For ambient pressure use 1 second, for other pressures choose
appropriate values, ~ 100 to 200 milliseconds.
All other variables are named by the same rule, replace “pamb” by e.g. “poil” toapply data for the oil pressure sensor.
For further details and project specific variants please refer to the Function Description ISPRESS.

4.2.3 Temperatures
All temperatures except the exhaust gas temperature are calculated in the sameway. The system usually offers oil temperature (toil), intake air temperature (tint),
engine temperature (tmot), fuel temperature (tfuel), …
Example: Intake air temperature

UTINT_MIN, UTINT_MAX
Minimum and maximum accepted sensor voltage. When violated, an error is set(E_tint = 1). Set to approx. 100 mV / 4900 mV.

TINT_CONV
Sensor characteristic. Consult the sensor manufacturer.

PULLUP_TINT
Value of the used pull-up resistor. If only the ECU´s pull-up is used (standardcase) take the predefined value of 3000 Ω.
The exhaust gas temperature is measured via NiCrNi elements using a special
evaluation circuit. Predefined values should be suitable.
For further details and project specific variants please refer to the Function Description ISTEMP.

4.3 Vehicle Test
Before starting with your vehicle test, some initial data should be set:

INC_FRONT
Number of pulses per revolution of the front speed signal

INC_REAR
Number of pulses per revolution of the rear speed signal

CIRCWHEEL_F
For wheel circumference of the front wheels; Consider dynamic increase of yourtyre.

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ECU MS 5.0

Bosch Motorsport

Starting up the ECU | 4

CIRCWHEEL_R
For wheel circumference of the rear wheels; Consider dynamic increase of yourtyre.
If a lap trigger is used, the lap length must be entered for plausibility:

LLAP
Set value to the length of your track.
For detailed information please refer to the Function Descriptions CARSPEED and
LAPFUNC.

Bosch Motorsport

ECU MS 5.0

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5 | Extensibility

5 Extensibility
We developed a lot of extras for the ECUs. That is e.g. Displays and Telemetry
units. The communication via Ethernet instead of CAN makes the system work
very much quicker.
Find more information on our website on www.bosch-motorsport.com

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ECU MS 5.0

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