Speeduino Manual

Speeduino Manual
12/17/21
Speeduino Manual 12/17/21
Contents
Introduction 6
Loading the Speeduino firmware 7

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Installation - SpeedyLoader . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Installation - Manually Compiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Connecting to Tuner Studio 12

Downloading Tuner Studio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Setting up your project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Configuring TunerStudio Project Properties 16

Settings Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
CAN Devices Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
High level wiring guide 21
Injector wiring 21
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Supported Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Ignition Wiring 26
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Wasted Spark . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Sequential (COPs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Application Specific . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Analog Sensor Wiring 30
Engine Constants 31
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Injector Characteristics 34
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
2
Trigger Setup 36
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Trigger Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Finding tooth #1 and trigger angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
IAT Density 39
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Example Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Fuel (VE) table 39

Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Secondary Fuel table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Acceleration Enrichment (AE) 43

Theory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
AFR/O2 (Closed loop fuel) 46

Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Limiters 48
Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Flex Fuel 49
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Hardware . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Staged Injection 52
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Spark Settings 54
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Dwell Control 58
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Voltage correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Dwell map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
3
Temperature based timing changes 62

Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Priming pulsewidth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Warmup curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Idle Control 69
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Compatible Idle Valve Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Closed Loop Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Idle advance control 78

Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Thermo fan 80
Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Launch Control & Flat Shift 81

Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Fuel pump 83
Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Boost Control 84
Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Target table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Nitrous Control 86
Activation Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Stage Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Variable Valve Timing (VVT) 88

VVT modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
VVT duty cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
VSS and Gear Detection 92

Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
4
Sensor Calibration 94
MAP Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Coolant and Intake Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
Oxygen Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Throttle Position Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Auxillary IO Configuration 101

How to Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Supported trigger patterns 103

Missing Tooth Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Missing tooth (Cam speed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Dual Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Basic Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Trigger Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
GM 7X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
4G63 Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
Trigger Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Trigger Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Harley Evo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Miata 99-05 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
Non-360 Decoder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Tuner Studio Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Timing adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Trigger Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Subaru 36-2-2-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
V0.4 Board 120

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Board Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Physical Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Board Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Board Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Board revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
5
V0.3 Board 128

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
Board Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
Physical Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Proto area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Board Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
Board Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Board revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
Introduction
This manual covers the hardware (sensors, wiring etc), software configuration and tuning elements
related to running a Speeduino unit. When beginning with Speeduino, particularly if it is your first
time installing and configuring an engine management system, this manual will assist in understand-
ing Speeduino’s capabilities and how it should be installed, both in terms of hardware and software/-
firmware.
Whilst this document will assist in providing information related to Speeduino’s configuration, it does
not cover advanced engine tuning, fuel / ignition strategies etc. As with any changes to engine manage-
ment, the possibility of damage to hardware is very real should a system be configured incorrectly.
Getting Started
In terms of starting out with Speeduino, it can help to understand the various components that make
up the system:
1. A Speeduino board - This is the muscle of the Speeduino ECU and contains all the drivers and
IO circuits. This maybe one of the generic boards (Such as the v0.4) or a PNP board for a specific
model car
2. An Arduino - This is the brains of Speeduino and contains the processor, memory and storage.
It plugs into the Speeduino board in order to interface with the vehicle wiring. Usually a Arduino
Mega 2560.
3. Firmware - This is the system software that runs on the Arduino board and powers its operation.
New firmware is released regularly with updates, performance improvements and bug fixes.
As a starting point, it is generally recommended to first upload the firmware to your Arduino and get it
connecting to the tuning software (Tuner Studio) before moving on to hardware assembly or wiring etc.
Software setup and configuration on Speeduino can be completed without the need for any additional
6
hardware to be present (Beyond the arduino itself) and this allows exploration of the software and
options available before either an outlay of significant funds or a significant investment of time.
More details on hardware requirments and verson specific features can be found on the Getting
Started page
About this manual
As an open source project, this documentation is growing continually and this means that you may
come across gaps in the documentation where little information is currently provided. Please do not
hesitate to post on the forum if there is something missing that you need critically (or even not so
critically).
Additionally, if you would like to contribute to the Speeduino documentation, we would love to hear
from you! The preferred method to request wiki access is via Slack
Loading the Speeduino firmware
Overview
The Speeduino firmware is the code that powers the hardware and must be installed onto your board
prior to using the ECU. New firmware releases are made regularly (Approximately every 2 months) that
bring new features, bug fixes and performance improvements so staying up to date is highly recom-
mended.
With the goal of maximum simplicity in mind, the process of compiling and installing the firmware
is reasonably straightforward. Most users will use the SpeedyLoader method for installing the
firmware
Installation - SpeedyLoader
The simplest (and recommended) method of installing the Speeduino firmware onto a standard
Arduino Mega 2560 is with the SpeedyLoader utility. SpeedyLoader takes care of downloading the
firmware and installing it onto an Arduino without the need to manually compile any of the code
yourself. You can choose the newest firmware that has been released, or select from one of the older
ones if preferred. SpeedyLoader will also download the INI file and optionally a base tune for the
firmware you choose so it can be loaded into your TunerStudio project.
• Windows: 32-bit / 64-bit
7
• Mac: SpeedyLoader.dmg
• Linux: SpeedyLoader.AppImage (Will need to be made executable after downloading)
– Linux requires libusb libraries to be installed. EG if on Debian/Ubuntu: sudo apt-get

install libusb-1.0-0 libusb-0.1-4:i386
• Raspberry Pi SpeedyLoader.AppImage
– Raspberry Pi / Raspbian users can install the required libraries with: sudo apt-get
install libusb-1.0-0 libusb-0.1-4
Once the firmware is installed on the board, see Connecting to TunerStudio for more details on how
to configure TunerStudio
Installation - Manually Compiling
Note that manually compiling the firmware is NOT required to install Speeduino, the easiest (and
recommended for most users) method is using SpeedyLoader as described above. {.is-warning}
If you want to compile the firmware yourself, or make any code changes, then the source of both the
releases and the current development version is freely available.
Requirements
• A Windows, Mac or linux PC

• One of the following:
– The Arduino IDE. Current minimum version required is 1.6.7, although a newer version is
recommended.
– PlatformIO. Can be downloaded from here
• A copy of the latest Speeduino codebase. See below.

• A copy of TunerStudio to test that the firmware has uploaded successfully
Downloading the firmware
There are two methods for obtaining the Speeduino firmware:
1. Regular, stable code drops are produced and made as releases on Github. These can be found
at: Releases
2. If you want the latest and greatest (And occasionally flakiest) code, the git repository can be
cloned and updated. See here
8
Compiling the firmware
• Start the IDE, select File > Open, navigate to the location you downloaded Speeduino to and
open the speeduino.ino file.
• Set the board type: Tools > Board > Arduino Mega 2560 or Mega ADK (This is the only board cur-
rently supported)
• Click the Verify icon in the top left corner (Looks like a tick)
At this point you should have a compiled firmware! If you experienced a problem during the compile,
see the Troubleshooting section below.
This video walks through the whole process of installing the firmware on your Arduino from scratch:
Optional (But recommended) There is an option available for changing the compiler optimization
level, which can improve . By default, the IDE uses the -Os compile option, which focuses on producing
small binaries. As the size of the Speeduino code is not an issue but speed is a consideration, changing
this to -O3 produces better results (Approximately 20% faster, with a 40% larger sketch size) To do this,
you need to edit the platform.txt file:
• Make sure the Arduino IDE isn’t running

• Open the platform.txt file which is in the following locations:
– On Windows: c:\Program Files\Arduino\hardware\arduino\avr

– On Mac: /Applications/Arduino/Contents/Resources/Java/hardware/arduino/avr/
– On Linux:
• On the following 3 entries, change the Os to be O3:
– compiler.c.flags
– compiler.c.elf.flags
– compiler.cpp.flags
• Save the file and restart the Arduino IDE
Note: This is NOT required if using PlatformIO, the above optimisation is applied automatically
there
Installing
Once you’ve successfully compiled the firmware, installation on the board is trivial.
• Plug in your Mega 2560 to a free USB port
9
• If you’re running an older version of Windows and this is the first time you’ve used an Arduino,
you may need to install drivers for the Arduino serial chip (USB-UART or “USB adapter chip”).
Most official boards and many non-official versions use the ATMega16U2 or 8U2, whereas many of the
Mega2560 clone boards utilize the CH340G IC. Both types work well. The serial chips can generally be
identified by appearance:
• ATMega16U - This has a square IC near the USB connector - drivers are included in Windows 7+,
MacOS and Linux.
• WCH CH340G - This has a rectangular IC near the USB connector- uses “CH341” drivers from
WCH for Windows
– WCH-original CH340/CH341 drivers for other systems (Mac, Linux, Android, etc) may be
found here.
• In Arduino IDE; select the Mega2560: Tools > Board

• Select your system’s serial port to upload: Tools > Serial Port
• Hit the Upload button from the top left corner
Older firmware releases
If required, older firmware releases and details can be found at Firmware_History
Verifying Firmware
The firmware is now loaded onto your board and you are now able to move onto Connecting to Tuner-
Studio.
Optionally, you may perform a manual verification of the firmware by using the Arduino IDE’s Serial
Monitor. This can be started by selecting ‘Serial Monitor’ from the Tools menu.
In the window that appears, enter a capital “S” (no quotes) and press Enter. The Mega should respond
with the year and month of the code version installed (xxxx.xx):
1 Speeduino 2017.03
NOTE: Ensure the baud rate is set to 115200
You can also enter “?” for a list of queries from your Mega.
10
Troubleshooting
Incorrect Arduino board selected If you see the following (or similar) errors when trying to compile
the firmware and the solutions:
1 scheduler.ino:317:7: error: ‘’OCR4A was not declared in this scope

2 scheduler.ino:323:8: error: ‘’TIMSK5 was not declared in this scope
3 scheduler.ino:323:25: error: ‘’OCIE4A was not declared in this scope
You may have the wrong kind of Arduino board selected. Set the board type by selecting Tools > Board
> Arduino Mega 2560 or Mega ADK
Entire Speeduino project is not opened The following can occur if you have only opened the
speeduino.ino file rather than the whole project.
speeduino.ino:27:21: fatal error: globals.h: No such file or directory
Make sure all the files are contained within the same directory, then select File->Open and find the
speeduino.ino file. If you have opened the project correctly, you should have multiple tabs along the
top:
Figure 1: speeduinoIDE.png
If you see only a single file or a small number of files then you haven’t opened the entire project.
11
Connecting to Tuner Studio
Tuner Studio is the tuning interface software used by Speeduino. It runs on Windows, Mac and linux
and provides configuration, tuning and logging capabilities.
Once you have the firmware compiled and uploaded to your Arduino, you’re ready to setup Tuner
Studio in order to configure and monitor it. If you haven’t yet compiled and uploaded the firmware,
refer to the Installing Firmware page.
Downloading Tuner Studio
If you haven’t already, grab a copy of Tuner Studio from EFI Analytics Tuner Studio is available for
Windows, Mac and linux and will run on most PCs as it’s system requirements are fairly low.
The current minimum version of TunerStudio required is 3.0.7, but the latest version is usually recom-
mended.
If you find Tuner Studio to be useful, please consider paying for a license. This is a fantastic program
from a single developer that rivals the best tuning software in the world, it’s worth the money.
Setting up your project
Create new project
When you first start TunerStudio, you’ll need to setup a new project which contains the settings, tune,
logs etc. On the start up screen, select ‘Create new project’
12
Figure 2: TS_1.png
Give you project a name and select the directory you want the project to be stored in. Tuner Studio
then requires a firmware definition file in order to communicate with the arduino. Tick the ‘Other /
Browse’ button.
Figure 3: TS_2.png
Then browse to the Speeduino source directory, enter the reference subfolder and select
13
speeduino.ini file
Figure 4: TS_3.png
Configuration options
Refer to the Configuring TunerStudio project options page for this
Comms settings
Select your comms options. The exact port name will depend on which operating system you are
running and this will be the same as in the Arduino IDE. Baud rate should be 115200.
14
Figure 5: Comms Settings
Note: The Detect and Test port options require Tuner Studio version 3.0.60 or above to work
correctly {.is-info}
Load base tune
Once the project is created, you’ll need to load in a base tune to ensure that all values are at least
somewhat sane. Failure to do this can lead to very strange issues and values in your tune.
Figure 6: TS_6.png
In the Speeduino reference directory, you will find the base tune file to be opened:
15
Figure 7: TS_7.png
And that’s it! Tuner Studio should now attempt to connect to the Arduino and show a realtime display
of the ECU.
Configuring TunerStudio Project Properties
The menu option for the project properties page can be found here
16
Figure 8: TS_9.png
Once opened this page will be seen.
17
Figure 9: TS_4.png
Settings Tab
The Settings tab does not affect the tune directly, but does change the way some things are displayed
within Tuner Studio. Some menus are hidden by default, either for safety reasons or because they are
still under development, and they can be enabled here.
Lambda Display
This changes whether the oxygen sensor reasons are shown in AFR (default) or Lambda.
Temperature Display
The temperature selection changes all degrees values within TunerStudio.
• Fahrenheit(Default)
18
• Celsius
Changing this value does not alter the values in tune at all, only which scale the values are dis-
played in {.is-info}
Enable Hardware Test
The hardware testing dialog allows you to manually turn the ignition and injection outputs on and off
in order to test that the circuits are working. This can be dangerous if the outputs are connected to
hardware however and so this dialog must be explicitely enabled.
Please ONLY turn this on when the ECU is not connected to a vehicle {.is-danger}
If Enabled, an additional Tab will appear on the tuning page
Figure 10: Project Settings
19
Reset control features
An optional Speeduino specific boot loader is available that has different methods of controlling the
automatic reset. The vast majority of users should leave this on the default ‘Basic options only’
CAN Devices Tab
CAN options are currently under development, but settings are available on this tab for testing if you
have supported hardware.
Figure 11: CAN Devices
Configuration of CAN devices is currently unsupported
20
High level wiring guide
Speeduino can be configured in many ways depending on the engine, sensors, ignition and fuel hard-
ware being used. For this reason it is impossible to provide 1 single diagram that will cover all scenar-
ios, however the below is provided as a high level guide that can be used as a starting point.
See the Hardware Requirements page for specific requirments and exceptions to the image below.
Figure 12: wiring_overview.png
Injector wiring
Overview
Speeduino contains 4 injector control circuits and is capable of supporting up to 8 injectors (and cylin-
ders) with these.
21
Supported Injectors
Speeduino supports High-Z (aka ‘high-impedance’ or ‘saturated’) injectors natively. Low-Z injectors
are supported with the addition of resistors wired in series with the signal wires. High-Z injectors are
typically those with a resistance greater than 8 Ohms.
If “Low-Z” (“peak and hold” or PWM-controlled) injectors that are lower impedance are used, the
wiring will require series resistors on each injector to avoid damaging the board with excessive cur-
rent. The resistor ohms and watt rating can be calculated by Ohm’s Law, or use an Internet calculator
page such as the Speeduino Injector Resistor Calculator.
Layouts
There are a number of ways that the injectors can be wired depending on your configuration and pref-
erence.
1, 2 and 3 injectors
For these configurations, each injector is wired into it’s own output from the Speeduino board.
4 injectors
For 4 cylinders/injectors, there are 2 ways that these can be connected to Speeduino:
Method 1 (Paired) The standard method is the same as that used for 6 or 8 cylinder setups, where
2 injectors are connected to each injector channel. In this configuration, only 2 injector channels will
be used. The injectors paired together must have their Top Dead Centres (TDC) 360 crank degrees
apart.
22
Figure 13: inj_4Cyl_semi-seq.png
Method 2 (Full sequential) This method is only available on 4 cylinder / 4 injector applications and
allows you to wire 1 injector per channel. The injector channels always fire in numerical order (ie 1, 2,
3, 4) so your injectors should be wired to take your firing order into account. Within Tuner Studio, this
option can be enabled by selecting:
Settings -> Engine Constants -> Injector Timing -> Sequential
23
Figure 14: inj_4Cyl_seq.png
Note: Using sequential fueling requires a compatible Cam signal to be used in addition to the
Crank. If no cam signal is provided when the sequential option is selected, the system will not
sync {.is-warning}
5 injectors
5 cylinder setups should be wired to use all 4 injector outputs with 2 injectors sharing output #3. For
the typical inline 5 cylinder firing order (1-2-4-5-3), injectors 4 and 3 would be joined together on in-
jector 3 output.
More than 5 injectors
For setups with more than 4 injectors, the number of outputs used will be equal to half the number of
injectors.
24
6 Cylinder For a V6 with a firing order of (1,4,2,5,3,6) the injectors will be wired in 3 groups of (1,5)
and (4,3), and (2,6) as these cylenders are 360 crank degrees apart.
25
8 Cylinder Inline with the above, this configuration requires each injector output to be connected
to 2 injectors. The injectors should be grouped in opposing pairs, that is, cylinders whose Top Dead
Centres are 360 degrees apart.
Ignition Wiring
Overview
Ignition output configuration can be one of the most difficult areas of ECU wiring and one that often
causes the most confusion. A large part of this complexity comes from the huge number of different
ignition types that are available, with there being significant changes in the hardware used in the late
80s and throughout the 90s compared to newer designs.
Whilst this guide does not cover all ignition styles and hardware, it does cover the most common sce-
narios. Generally, it is recommended (Where possible) to use newer styles of ignition hardware (Typi-
cally ‘smart’ Coil-on-Plug or Coil-Near-Plug) rather than utilising separate igntion modules.
26
Wasted Spark
Wasted spark is a common means of controlling spark that requires only half the number of ignition
outputs as there are cylinders, with 2 cylinder being attached to each output. EG: * 4 cylinder engine
requires 2 ignition outputs * 6 cylinder engine requires 3 ignition outputs * 8 cylinder engine requires
4 ignition outputs
Wasted Spark has the advantage of not requiring any cam signal or input as it does not need to know
the engine phase. This is possible by firing the ignition outputs once per revolution and pairing that
output to 2 cylinders that are both at TDC (With one cylinder on compression stroke and the other on
exhaust)
When using wasted spark, it is critical the correct pairs coils and/or spark plugs are joined together.
There are many dual pole, wasted spark coil packs available both with and without built in igniters.
Either are suitable for use with Speeduino, but use of coils with built-in igniters is recommended
Figure 17: ign_4Cyl_COP_wasted-spark.png
27
Note: The above example uses ‘smart’ coils with built in igniters. Do NOT attach high current
(dumb) coils without adding an igniter {.is-warning}
Coil on Plug
As an alternative to a dual pole wasted spark coil, individual coil on plug units can be used in a wasted
spark configuration.
Figure 18: ign_4Cyl_COP_wasted-spark.png
Note: The above examples use ‘smart’ coils with built in igniters. Do NOT attach dumb COPs (2
pins) without adding an igniter {.is-warning}
Sequential (COPs)
Sequential ignition control using Coil-on=Plugs coils dramtically simplifies the ignition wiring. With
this configuration, each coil (and subsequently each cylinder) connects to a single ignition outpt,
wired in the firing order.
28
Figure 19: ign_4Cyl_COP_seq.png
Note: The above example uses ‘smart’ coils with built in igniters. Do NOT attach dumb COPs (2
pins) without adding an igniter {.is-warning}
Distributor
If a distributor remains in use, only a single output is required from the ECU. This should be fed into
a single channel ignition module (Such as the common Bosch 124) which can then drive the coil.
29
Application Specific
Some application specific ignition setups exist that do no fit any of the above configurations. See
below for more details: * GM 7/8 Pin Modules
Analog Sensor Wiring
Analog sensors provide data such as temperatures, throttle position and O2 readings to the ECU. The
diagram below shows the typical wiring for these sensors.
30
Figure 20: analog_sensors.png
Notes
• Use of 2 wire temperature sensors is highly recommended. Whilst 1 wire sensors will work, they
are almost always considerably less accurate. Running a dedicated ground wire back to the ECU
from the sensor is also recomended.
• The external MAP sensor in the above diagram is optional and may be omitted if the onboard
MAP is used. Alternatively an external Baro sensor may be added in the same was as an external
MAP
• A 3 wire variable TPS is required. On/Off type throttle switches are not suitable
Engine Constants
Overview
From the Settings menu, select Constants
31
Figure 21: Engine constants menu
Here you need to setup the engine constants. Fill out the fields in the bottom section before calculat-
ing the Required Fuel.
Configuration
Figure 22: Engine constants dialog
Required Fuel Calculator
The required fuel calculator determines the theoretical fuel injection time that would be required at
100% VE. This is determined by knowing the engine capacity, the size and number of the fuel injectors
32
and the number of squirts that will be performed in each cycle. Increasing this figure will lead to an
overall increase in the amount of fuel that is injected at all points of the VE map (And vice versa).
You should set all the values in the Settings section below before performing the Required
Fuel calculation {.is-info}
Settings
• Control Algorithm: The load source that will be used for the fuel table
• Squirts per Engine Cycle: How many squirts will be performed over the duration of the en-
gine cycle (Eg 720 degrees for a 4 stroke). most engines will not require values greater than
4. For sequential installations, this should be set to 2 with the injector staging set to ‘Alternat-
ing’(Internally Speeduino will adjust the squirts to 1)
– Note that for 3 and 5 squirts, you must have a cam signal in addition to the crank.
• Injector Staging: This configures the timing strategy used for the injectors
– Alternating (Recommended for most installs) - Injectors are timed around each cylinders
TDC. The exact closing angle can be specific in the Injector Characteristics dialog.
– Simultaneous - All injectors are fired together, based on the TDC of cylinder 1.
• Engine stroke: Whether the engine is 2 stroke or 4 stroke

• Number of cylinders: Number of cylinders in the engine. For rotary engines, select 4.
• Injector Port Type: Option isn’t used by firmware. Selection currently does not matter
• Number of injectors: Usually the same as number of cylinders (For port injection)
• Engine Type: Whether the crank angle between firings is the same for all cylinders. If using an
Odd fire engine (Eg Some V-Twins and Buick V6s), the angle for each output channel must be
specific.
• Stoichiometric ratio: The stoichiometric ration of the fuel being used. For flex fuel, choose the
primary fuel.
• Injector Layout: Specifies how the injectors are wired in
– Paired: 2 injectors are wired to each channel. The number of channels used is therefore
equal to half the number of cylinders.
– Semi-Sequential: Semi-sequential: Same as paired except that injector channels are mir-
rored (1&4, 2&3) meaning the number of outputs used are equal to the number of cylinders.
Only valid for 4 cylinders or less.
– Sequential: 1 injector per output and outputs used equals the number of cylinders. Injec-
tion is timed over full cycle. Only available for engines with 4 or fewer cylinders.
33
• Board Layout: Specifies the input/output pin layout based on which Speeduino board you’re
using. For specific details of these pin mappings, see the utils.ino file
• MAP Sample Method: How the MAP sensor readings will be processed:
– Instantaneous: Every reading is used as it is taken. Makes for a highly fluctuating signal,
but can be useful for testing
– Cycle Average: The average sensor reading across 720 crank degrees is used. This is of
Event average are the recommended options for 4 of more cylinders
– Cycle Minimum: The lowest value detected across 720 degrees is used. This is the recom-
mended method for less than 4 cylinders or ITBs
– Event Average: Similar to Cycle Average, however performs the averaging once per igni-
tion event rather than once per cycle. Generally offers faster response with a similar level
of accuracy.
• MAP Sample switch point: Instantaneous MAP sampling method is used below this RPM and
the selected method is used above this RPM. Default value: 0 RPM. This can be used to improve
low RPM thorttle response, by using instantaneous MAP sample method around idle RPM for
fastest MAP response and then switch to other methods at higher RPM to get rid of the MAP
noise that instantaneous mode can have.
The Oddfire angles should only be used on oddfire engines (Primarily some specifica V6s)
Injector Characteristics
Overview
Fuel injectors have unique hardware properties that must be accounted for within your tune. Ideally
these will be provided as part of the specifications for your injectors, however in some cases the data
may not be avaialble or be difficult to find. Typical values are given below as starting points for these
cases.
34
Settings
Figure 23: Injector Characteristics
Typical
Variable
valueComment
Injector0.9 The time the injector takes to open completely once triggered, plus the time
Open - necessary to close. This is specific to each injector type and version.
Time 1.5
Injector355 This represents the angle, relative to each cylinders TDC, that the injector squirt will
Close end. This can be varied per channel (Including for semi-sequential wiring), but the
Angles default value of 355 is suitable for most applications.
Injector85%The injector opens and closes once per crank revolution so, taking into account the
Duty open time of the injector, the duty cycle is limited to avoid this exceeding the
Limit revolution time. A value of 85% is recommended, but a higher value can be used for
faster opening injectors. Note that once this duty cycle limit is reached, it will not be
exceeded as the fuel injector cannot close and reopen fast enough to supply more
fuel. This may potentially cause lean conditions at high RPM. If hitting this limit,
strongly consider whether larger injectors are required.
35
Typical
Variable
valueComment
Injector100%The percentage the the injector pulse width is varied with changes in supply voltage.
Volt- A value of 100% means no change to the pulse width.
age
Correction
VoltageOpenWhether the voltage correction applies to just the opening time or the whole pulse
Cor- timewidth.
rec- only
tion
Mode
Trigger Setup
Overview
One of the most critical components of an EFI setup is the Crank Angle Sensor (CAS) and how it is used
by the ECU. The Trigger settings dialog is where the trigger configuration is defined and it is vitally
important to have this correct before trying to start your engine.
With incorrect settings, you may have issues getting sync or see erratic RPM readings.
Note that many of the settings on this dialog are dependant on your configuration and it is therefore
normal that some options maybe greyed out.
36
Trigger Settings
Figure 24: Trigger settings dialog
• Trigger Pattern - The pattern used by the crank/cam sensor setup on your engine. For a full list
of the supported patterns, see the Decoders page
• Primary Base teeth - For patterns where the number of teeth are variable (missing tooth, dual
wheel etc), this number represents the number of teeth on the primary wheel. For missing tooth
type wheels, this number should be the count as if there were no teeth missing.
37
• Primary trigger speed - The speed at which the primary input spins. It is closely related to the
Primary Base teeth setting and indicates whether that number of teeth passes the sensor once
every crank revolution or every cam revolution.
• Missing teeth - If using the missing tooth pattern, this is the size of the gap, given in ‘missing
teeth’. Eg 36-1 has 1 missing tooth. 60-2 has 2 missing teeth etc. The missing teeth MUST be all
located in a single block, there cannot be multiple missing tooth gaps around the wheel.
• Trigger angle multiplier - This option is used only on the Non-360 pattern.
• Trigger angle - The angle of the crank, After Top Dead Centre (ATDC), when tooth #1 passes
the sensor on the primary (crank) input. This setting is critical for Speeduino to accurately know
the current crank angle. See section below (‘Finding tooth #1 and trigger angle’) for further in-
formation on how to determine this value. You should be using a timing light to confirm angle
is correct once calculated. Without doing this your angle may be incorrect.
• Skip revolutions - The number of revolutions the engine should perform before the Sync flag
is set. This can help prevent false sync events when cranking. Typical values are from 0 to 2
• Trigger edge - Whether the primary signal triggers on the Rising or Falling edge. VR Conditioners
require specific setting depending on model used. See hardware requirements
• Secondary trigger edge - Whether the secondary signal triggers on the Rising or Falling edge
• Missing Tooth Secondary type - Cam mode/type also known as Secondary Trigger Pattern.
• Level for 1st phase - Only active with “Poll level” cam decoder. The level of the cam trigger
input will be checked at crank tooth #1 and this defines if the level is supposed to be High or
Low at 1st phase of the engine.
• Trigger filter - A time based software filter that will ignore crank/cam inputs if they arrive sooner
than expected based on the current RPM. The more aggressive the filter, the closer to the ex-
pected time the filter will operate. Higher levels of filtering may cause true pulses to be filtered
out however, so it is recommended to use the lowest setting possible
• Re-sync every cycle - If set to yes, the system will look for the sync conditions every cycle rather
than just counting the expected number of teeth. It is recommended that this option should be
turned on, however if you have a noisy crank/cam signal you may need to turn it off as it can
cause sync to drop out occassionally. Once Speeduino has full sync it will continue to run in full
sequential mode unless sync loss on crack trigger occurs.
Finding tooth #1 and trigger angle
Please refer to the Trigger Patterns and Decoders for the trigger that you are using
38
IAT Density
Overview
The IAT density curve represents the change in oxygen density of the inlet charge as temperature
rises.
Example Curve
Figure 25: iatDensity.png
This default curve approximately follows the ideal gas law and is suitable for most installations, how-
ever if you are seeing very high inlet temperatures (Either due to heat soak in the engine bay or from
turbocharging) the you may need to adjust the hot end of this curve.
Fuel (VE) table
The fuel or VE table is the primary method of controlling the amount of fuel that will be injected at
each speed/load point.
39
Figure 26: VE Table 1
Configuration
The fuel map is a 3D, interpolated table that uses RPM and fuel load to lookup the desired VE value.
The fuel load axis is determined by whether you are using Speed Density (MAP kPa) or Alpha-N (TPS)
for your fuel load (See Engine_Constants)
The values in this table represent a percentage of the Required Fuel amount that will be injected
when the engine is at a given speed/load point.
Options
• Multiply VE value by MAP ratio: Enabling this option ‘flattens’ the fuel table by multiplying the
value in the current speed/load point by the MAP value divided by either the Baro value (in kPa)
or a fixed 100%. Using the Baro option adjusts fueling based on barometric reading, but for
better results it’s recommended to use the Barometric Correction curve instead.
– You can tune with or without this option enabled, but it is generally recommended to be
turned on as it will allow for simpler and more predictable tuning results.
– For new tunes it is recommended to use the Fixed option
40
Warning: Changing this value will require retuning of the fuel map!{.is-warning}
• Multiply by ration of AFR to Target AFR: This option is normally set to No for most setups. It
allows basic close loop feedback by adjust the base fuel amount according to how far away from
the target AFR the engine is currently running.
• Multiply by ratio of stoich AFR to target AFR (‘Incorporate AFR’): By enabling this setting AFR
target is incorporated to pulsewidth calculation. This makes VE table a better representation
of actual VE, without AFR targets greatly affecting numbers. After VE table has been tuned, one
can adjust an area richer or leaner just from AFR target table, basically without need to touch
VE table.
Warning: Changing this value will require retuning of the fuel map!{.is-warning}
Secondary Fuel table
Figure 27: Secondary Fuel table
Speeduino also has the ability to use a secondary fuel table which allows for blended and switched
mode fueling. There are 2 blended modes and 2 switched modes available.
Blended fuel modes work in conjunction with the primary fuel table to come up with a single, com-
bined VE. Switched fuel modes are where either the primary or secondary fuel table is used, but not
41
both at the same time. Which table is being used at any given time can be configured based on either
an external input (Eg dash switch) or set via certain conditions.
Multiplied %
This is a blended fuel mode (ie it uses both the primary and secondary fuel tables together) that al-
lows for different load and RPM axis to be combined. Commonly this is used for having primary and
secondary fuel tables with different load sources (Eg: Primary map using TPS and secondary map
using manifold pressure).
This mode is often used on engines with Individual Throttle Bodies (ITBs) to allow TPS and MAP based
tables to be combined.
The final fuel value is derived from treating both values (Primary and Secondary) as percentages and
multiplying them together.
Example 1
• Primary Fuel table value: 75

• Secondary fuel table value: 100
• Final value: 75
Example 2

• Final value: 120
Example 3

• Final value: 72
Added
This is a blended fuel mode that is very similar to the above Multipled % mode. The only difference
between the two is that instead of multiplying the values from the primary and secondary tables, the
2 are added together.
42
This is a less commonly used mode, but is an alternative in the same setups that you would use
Multiplied %
Switched - Conditional
Conditional switched mode will allow use of the 2nd fuel table when a certain value goes above a
defined level. The available switching values are:
• RPM
• Ethanol content
• MAP
• TPS
Dpending on the desired outcome, this can be used to expand the resolution of the main fuel table,
automatically handle alternate fuels or as an alternative ITB mode (Particularly if running boosted
ITBs).
Switched - Input based
Input based switch mode let’s you change the fuel table that is in use via an external input to the ECU.
The options required are:
• The (Arduino) pin that the input is connected to

• The polarity of this input (IE Is the secondary fuel table used with the signal is high or low). For
a standard ground switching input, this should be LOW
• Whether to use the internal pullup on this input. For a standard ground switching input, this
should be Yes
Acceleration Enrichment (AE)
Acceleration Enrichment (AE) is used to add extra fuel during the short transient period following a
rapid increase in throttle. It performs much the same function as an accelerator pump on a carbureted
engine, increasing the amount of fuel delivered until the manifold pressure reading adjusts based on
the new load.
To operate TPS based AE correctly, you must have a variable TPS installed and calibrated. {.is-
info}
43
Theory
Tuning of acceleration enrichment is based on the rate of change of the throttle position, a variable
known as TPSdot (TPS delta over time). This is measured in %/second, with higher values represent-
ing faster presses of the throttle and values in the range 50%/s to 1000%/s are normal. Eg:
• 100%/s = pressing the throttle from 0% to 100% in 1 second

• 1000%/s = pressing the throttle from 0% to 100% in 0.1s
TPSdot forms the X axis of the acceleration curve, with the Y axis value representing the % increase in
fuel.
Figure 28: Acceleration Enrichment curves
Tuning
The enrichment curve included with the base Speeduino tune is a good starting point for most engines,
but some adjustment is normal depending on injector size, throttle diameter etc.
In most cases, tuning of the AE curve can be performed in a stationary environment, though dyno or
44
road tuning is also possible. Fast and slow blips of the throttle should be performed and the affect
on the AFRs monitored using the live line graph on the AE dialog. This graph shows both TPSdot and
AFR values in sync with each other, making adjustments to the correct part of the AE curve simpler to
identify.
If you find that the AFR is initially good, but then goes briefly lean, you should increase the ‘Accel Time’
setting, with increments of 10-20ms recommended.
False triggering
In cases where the TPS signal is noisy, spikes in its reading may incorrectly trigger the acceleration
enrichment. This can be seen in a log file or on a live dash in TunerStudio by the activation of the ‘TPS
Accel’ indicator when there is no (or little) throttle movement occurring.
Should this occur (and assuming that the TPS wiring cannot be corrected to reduce noise) then the
false triggers can be prevented from triggering AE by increasing the “TPSdot Threshold” value. This
should be increased in increments of ~5%/s, pausing between each increase to observe whether AE
is still being incorrectly activated.
Fields
• Enrichment Mode Chose whether to use Throttle Position Sensor or Manifold Absolute Pressure
for acceleration enrichment.
• TPSdot Threshold Percentage of throttle position change per second required to trigger accel-
eration enrichment. For example, if set to 70, the throttle position must change at a rate of 70%
per second for acceleration enrichment to become active.
• MAPdot Threshold Same as TPSdot Threshold, but applies when using MAP enrichment mode.
• Accel Time Duration of acceleration enrichment. Once enrichment is triggered, it will last this
many milliseconds.
• Taper Start RPM, Taper End RPM Scales the enrichment taper at different RPMs. If RPM is less
than or equal to Start RPM, enrichment will be 100% of the calculated enrichment value, based
on the TPSdot(or MAPdot) value seen. If RPM is greater than or equal to End RPM, enrichment
will be 0%. As RPM increases, the total amount of required enrichment decreases. Enrichment
is scaled linearly in between these values.
• Cold Adjustment Scales the acceleration enrichment percentage linearly based on coolant tem-
perature. At Start Temperature, adjustment will be equal to the Cold Adjustment field (%). At
End Temperature, adjustment will be 0%.
• Deceleration Fuel Cutoff Stops injecting fuel when: RPM is above Cutoff RPM TPS is below TPS
Threshhold Engine temperature is above Minimum engine temperature The above conditions
45
are met for Cutoff delay seconds ** RPM Hysteresis can be adjusted to account for fluctuating
RPM conditions to prevent accidental DFCO.
AFR/O2 (Closed loop fuel)
AFR/O2 (for Air:Fuel Ratio), dialog controls the closed loop fuel control, used for adjusting injector
load based on input from an exhaust oxygen sensor (O2 sensor). In conjunction with the AFR Table,
the closed loop AFR system will compare the actual O2 reading with the current target fuel ratio and
make adjustments accordingly.
Use of a wideband sensor and controller is strongly recommended, however basic functionality is
possible with a narrowband sensor if this is not available.
Note that closed loop fuel control is not a replacement for a poor tune. Many good configurations do
not used closed loop control at all or only allow it very small adjustment authority.
Settings
Speeduino supports 2 closed loop algorithms, each intended for different configurations:
1. Simple - A time based ‘target chasing’ algorithm where the amount of fuel adjustment is de-
pendant on how long the reading has been lean or rich compared to the current target. This
algorithm is best suited to narrowband sensors where only basic rich/lean information is avail-
able. In particular, this algorithm performs poorly if you have a fuel map that is not close to
complete. If you have this enabled and are seeing oscillations in the pulse width and/or AFRs,
even when cruising, then you should disabled closed loop control until the base fuel MAP is
better tuned.
2. PID - This is the preferred closed loop algorithm and will provide better results when combined
with a wideband sensor and tuned correctly.
46
Common variables
Figure 29: o2_simple.png
• Sensor type - Narrowband or wideband, depending on hardware configuration. Narrowband

sensor should be of the 0-1v type, wideband sensors should have a 0-5v signal. Wideband sen-
sors need to be calibrated in the Tools->Calibrate AFR Table dialog
• Algorithm - See above for description of each algorithm available
• Ignition events per step - The AFR adjustment calculation will be performed every this many
ignition cycles. Changes to closed loop adjustment typically have some lag before their impact
is registered by the O2 sensor and increasing this value can take this lag into account. Typical
values are 2-5.
• Controller step size -
• Controller Auth - The maximum % that the pulse width can be changed through this closed
loop adjustment. Recommended value is no more than 20%.
• Correct above/below AFR - The AFR range that closed loop adjustments will be applied within.
This range is typically limited by the sensor and controller in use.
• Active above Coolant - Closed loop should only operate once engine is up to operating temper-
ature. This value should be set to match the engines standard operating temp.
• Active above RPM - Closed loop adjustments should genrally not be made at idle. Use this value
to specify when adjustment should begin being made.
• Active below TPS - Above this TPS value, closed loops adjustments will be disabled
47
• EGO delay after start - All O2 sensors require a warmup period before their readings are valid.
This varies based on the sensor in use, but 15s is a safe value in most cases.
PID only variables
Figure 30: o2_pid.png
• P/I/D - PID Proportional Gain, Integral and Derivative percentages.
These options are in addition to the Simple conditions and specify the parameters of the closed loop
operation
Limiters
Speeduino includes a spark based rev limited with both hard and soft cuts.
The soft cut limiter will lock timing at an absolute value to slow further acceleration. If RPMs con-
tinue to climb and reach the hard cut limit, ignition events will cease until the RPM drop below this
threshold.
48
Note As this is spark based limiting, fuel only installs cannot use the rev limiter functionality {.is-
info}
Settings
Figure 31: Rev limiter settings
• Soft rev limit: The RPM at which the soft cut ignition timing will be applied over.
• Soft limit absolute timing: Whilst the engine is over the soft limit RPM, the ignition advance
will be held at this value. Lower values here will have a greater soft cut affect.
• Soft limit max time: The maximum number of seconds that the soft limiter will operate for. If
the engine remains in the soft cut RPM region longer than this, the hard cut will be applied.
• Hard rev limiter: Above this RPM, all ignition events will cease.
Flex Fuel
Overview
Speeduino has the ability to modify fuel and ignition settings based on the ethanol content of the
fuel being used, a practice typically known as flex fuelling. A flex fuel sensor is installed in the feed or
return fuel lines and a signal wire is used as an input on the Speeduino board.
49
As ethanol is less energy dense, but also has a higher equivalent octane rating, adjustments to the fuel
load and ignition timing are required.
Hardware
Speeduino uses any of the standard GM/Continental Flex fuel sensors that are widely available and
were used across a wide range of vehicles. These were available in 3 different units, all of which are
functionally identical, with the main difference being only the physical size and connector. The part
numbers for these are:
• Small - #13577429
• Mid-size - #13577379
• Wide - #13577394 (Same as the mid-size one, but with longer pipes)
All 3 use a variant of the Delphi GT150 series connector. You can use a generic GT150 connector, but
you will have to clip off 2 tabs from the side of the sensor.
Part numbers :
• Housing (#13519047)
• Pins (#15326427)
• Seal (#15366021)
Alternatively, there is a GM part for a harness connector, part number 13352241: http://www.gmpart
sdirect.com/oe-gm/13352241
Wiring
All units are wired identically and have markings on the housing indicating what each pin is for (12v,
ground and signal) Speeduino boards v0.3.5+ and v0.4.3+ have an input location on their proto areas
that the signal wire can be directly connected to.
On boards earlier to these, you will need to add a pullup resistor of between 2k and 3.5k Ohm. Recom-
mended value is 3.3k, however any resistor in this range will work. Note that this is a relatively strict
range, more generic values such as 1k or 10k DO NOT WORK with these sensors.
50
Tuning
Figure 32: flex_settings.png
• Sensor frequency - The minimum and maximum frequency of the sensor that represent 0%
and 100% ethanol respectively. For standard GM/Continental flex sensors, these values are 50
and 150
• Fuel multiplier% - This is the additional fuel that should be added as ethanol content increases.
The Low value on the left represents the adjustment to the fuel map at 0% ethanol and will typi-
cally be 100% if the base tune was performed with E0 fuel. If the base tune was made with E10 or
E15 however, this value can be adjusted below 100%. The high value represents the fuel multi-
plier at 100% ethanol (E100) and the default value of 163% is based on the theoretical difference
in energy density between E0 and E100. Tuning of this value may be required
• Additional advance - The additional degrees of advance that will be applied as ethanol content
increases. This amount increases linearly between the low and high values and is added after
all other ignition modifiers have been applied.
51
Staged Injection
Overview
Speeduino has the ability to control a secondary fuel stage for engines that have 2 sets of injectors,
typically of different capacities. Whilst there are few stock engines that come with secondary injectors
(the notable exception being many Mazda rotaries) secondary staged injection is a common modifica-
tion, in particular used whenever large injectors are required, but where it is desirable to keep smaller
injectors for smoother low RPM performance.
Configuration
No matter which control strategy is chosen, you must enter the sizing of the primary and secondary
injectors in order to allow Speeduino to know the split in the overall fuelling.
CRITICAL - The req-Fuel value in the Engine Constants MUST be updated when staged injection
is turned on. When staging is in use, the value entered in the req_fuel calculator MUST be
equal to the sum of both the primary and secondary injector sizes Failure to set these values
correctly will result in excessive rich or lean conditions. {.is-danger}
Eg:
• Primary Injectors : 300cc

• Secondary Injectors : 700cc
• Value entered into the req_fuel calculator : 1000cc
52
Control methods
Speeduino provides 2 staging control modes, each with their own strengths and weaknesses. In most
cases it is recommended to start with the Automatic mode, which only requires tuning of the standard
VE table, and reviewing to see if you get the desired outcome. Only if this can’t be tuned to give a
satisfactory fuel split would changing to the manual table tuning be recommended.
Automatic staging When using the automatic staging method Speeduino takes into account the
full capacity of the injectors (ie the sum of the 2 injector stages) and will perform a split of these itself.
With this method, the user can simply tune the VE table in the same manner as if only a single set of
injectors were used and the system takes care of the rest.
In this mode, Speeduino will attempt to use the primary injectors up to their ‘Injector Duty Limit’ (As
configured in the Injector Characteristics dialog. When staging is being used, it is recommend that
this limit should be no higher than 85%. Once the primary injectors reach this duty limit, Speeduino
53
will begin to perform any further fueling from the secondary injectors. In this way, the VE table is all
that is required for tuning as the system will take care of allocating the current fuel load to the best
injectors.
Table control Table control allows the use of a manual 8x8 map that indicates what percentage of
the fuel load will be performed by the secondary injectors - 0% = Secondary injectors disabled - 100%
= Primary injectors disabled
It is important to note that the values in this table do NOT correspond directly to the split of the duty
cycle or pulse width. They represent the percentage of the total fuel load that the secondaries will be
asked to perform. The affect this value has on the pulse width depends on the ratio of the primary
and secondary injector capacities.
One disadvantage of the table tuning method is that it does not allow for the full fuel load of the pri-
mary and secondary injectors to be used simultaneously. As the table is a split of the total fuel load,
as one set of injectors performs more, the other will perform less.
Wiring Assuming a 4 cylinder even fire engine, the injectors are to be wired in pairs.
Primary injectors on outputs 1 and 2. The secondary on outputs 3 and 4.
For other setups hit up the forum for clarification.
Note
The dead time of the 2 sets of injectors is currently assumed to be the same. This may be altered in
future firmwares if required (Post a feature request if needed).
Spark Settings
Overview
The Spark settings dialog contains the options for how the ignition outputs will function, including
which of the 4 IGN outputs are used and how. They are critical and incorrect values will result in an
engine not starting and in some cases damage to hardware is possible. This dialog also contains a
number of options for fixing the ignition timing for testing and diagnosis.
Please ensure you have reviewed these settings prior to attempting to start your engine.
54
To generate a base timing map that will give you better numbers than the default map from speedy
loader there are several tools online like: http://www.useasydocs.com/theory/spktable.htm use them
at your own risk and always listen for pre-detonation / knocking. It is best to tune the spark tables on
a rolling road or dyno.
Settings
Figure 33: spark_settings.png
• Spark Output mode - Determines how the ignition pulses will be outputted and is very specific
to your ignition wiring. Note that no matter which option is selected here, ignition signals
ALWAYS fire in numerical order (ie 1->2->3->4) up to the maximum number of outputs. The
firing order of the engine is accounted for in the wiring order.
– Wasted Spark - Number of ignition outputs is equal to half the number of cylinders and
each output will fire once every crank revolution. One spark will therefore take place dur-
ing the compression stroke and the other on the exhaust stroke (aka the ‘wasted’ spark).
This method is common on many 80s and 90s vehicles that came with specific wasted
spark coils, but can also be used with individual coils that are wired in pairs. Wasted spark
will function with only a crank angle reference (Eg a missing tooth crank wheel with no
cam signal)
– Single Channel - This mode sends all ignition pulses to IGN1 output and is used when the
engine contains a distributor (Typically with a single coil). The number of output pulses
55
per (crank) revolution is equal to half the number of cylinders.

– Wasted COP - This is a convenience mode that uses the same timing as the ‘Wasted Spark’
option, however each pulse is sent to 2 ignition outputs rather than one. These are paired
IGN1/IGN3 and IGN2/IGN4 (ie When IGN1 is high, IGN3 will also be high). As this is still a
wasted spark timing mode, only crank position is required and there will be 1 pulse per
pair, per crank revolution. This mode can be useful in cases where there are 4 individual
coils, but running full sequential is either not desired or not possible (Eg when no cam
reference is available).
– Sequential - This mode is only functional on engines with 4 or fewer cylinders.
– Rotary - See below for full detail
• Cranking advance - The number of absolute degrees (BTDC) that the timing will be set to when
cranking. This overrides all other timing advance modifiers during cranking.
• Spark output triggers - THIS IS A CRITICAL SETTING! Selecting the incorrect option here can
cause damage to your igniters or coils. Specifies whether the coil will fire when the ignition
output from Speeduino goes HIGH or goes LOW. The VAST majority of ignition setups will require
this to be set GOING LOW (ie the coil charges/dwells when the signal is high and will fire when
that signal goes low). Whilst GOING LOW is required for most ignition setups, there are some
configurations that perform the dwell timing on the ignition module and fire the coil only when
they receive a HIGH signal from the ECU.
• Fixed Angle - This is used to lock the ignition timing to a specific angle for testing. Setting this
to any value other than 0 will result in that exact angle being used (ie overriding any other set-
tings) at all RPMs/load points, except during cranking (Cranking always uses the above Cranking
Advance setting). This setting should be set to 0 for normal operation.
56
Rotary modes
Figure 34: rotary_settings.png
Speeduino supports the ignition configurations found on FC/FD RX7 and RX8 engines and this option
becomes avaialble when the Rotary ignition mode is selected above. The leading / trailing split angle
can be set as a function of the current engine load.
• FC - Outputs are configured for the Leading/Trailing setup that was used on FC RX7s. Wiring is:
– IGN1 - Leading (wasted) sparks

– IGN2 - Trailing spark
– IGN3 - Trailing select
– IGN4 - Not used
• FD - Uses the same wasted spark signal for both leading sparks as FC, but individual signals for
the trailing sparks. Wiring is:
– IGN1 - Leading (wasted) sparks

– IGN2 - Front rotor trailing
– IGN3 - Rear rotor trailing
57
– IGN4 - Not used
• RX8 - Individual outputs are used for each spark signal. Wiring is:
– IGN1 - Front rotor leading

– IGN2 - Rear rotor leading
– IGN3 - Front rotor trailing
– IGN4 - Rear rotor trailing
Dwell Control
Overview
The dwell control dialog alters the coil charging time (dwell) for Speeduino’s ignition outputs. Care
should be taken with these settings as igniters and coils can be permanently damaged if dwelled for
excessive periods of time.
From the April 2017 firmware onwards, dwell will automatically reduce when the configured duration
is longer than the available time at the current RPM. This is common in single channel ignition config-
urations (Eg 1 coil with a distributor) and in particular on higher cylinder count engines.
58
Settings
Figure 35: dwell_202108.png
Note: Both the running and cranking dwell times are nominal values, assumed to be at a constant
voltage (Usually 12v). Actual dwell time used will depend on the current system voltage with higher
voltages having lower dwell times and vice versa. See section below on voltage correction
• Cranking dwell - The nominal dwell time that will be used during cranking. Cranking is defined
as being whenever the RPM is above 0, but below the ‘Cranking RPM’ values in the Cranking
dialog
• Use dwell map - By default this is set to “No” and speeduino will use fixed running dwell value.
But if different dwell values are required across engine RPM/load range, this can be set to Yes
and separate Dwell table defines running dwell value..
• Running dwell - The nominal dwell that will be used when the engine is running normally.
59
• Spark duration - The approximate time the coil takes to fully discharge. This time is used in cal-
culating a reduced dwell when in time limited conditions, such as mentioned above on single
coil, high cylinder count engines. The limited dwell time is calculated by taking the maximum
revolution time at the given RPM, dividing by the number of spark outputs required per revolu-
tion and subtracting the spark duration. Outside of those conditions, this setting is not used.
• Over dwell protection - The over dwell protection system runs independently of the standard
ignition schedules and monitors the time that each ignition output has been active. If the ac-
tive time exceeds this amount, the output will be ended to prevent damage to coils. This value
should typically be at least 3ms higher than the nominal dwell times configured above in order
to allow overhead for voltage correction.
Voltage correction
As the system voltage rises and falls, the dwell time needs to reduce and increase respectively. This
allows for a consistent spark strength without damaging the coil/s during high system voltage condi-
tions. It is recommended that 12v be used as the ‘nominal’ voltage, meaning that the Dwell % figure
at 12v should be 100%.
The correction curve in the base tune file should be suitable for most coils / igniters, but can be altered
if required.
60
Figure 36: dwell_correction.png
Dwell map
If “Use dwell map” is set to “Yes” at dwell settings, this map will be available to define Running dwell
in different load and RPM values. The voltage correction will be still added to map values.
61
Figure 37: dwell_map.png
Temperature based timing changes
Changes in Inlet Air Temperature (IAT), in particular significant increases whilst under boost, can re-
quire ignition timing to be pulled. The IAT retard settings allow for this timing adjustment
62
Example
Exact settings will be engine dependant, but pulling of ignition timing beyond 100*C is a common
scenario.
Overview
Cranking conditions during starting typically require multiple adjustments to both fuel and ignition
control in order to provide smooth and fast starts. The settings on this dialog dictate when Speeduino
will consider the engine to be in a cranking/starting condition and what adjustments should be ap-
plied during this time.
63
Settings
Figure 38: Cranking Settings
• Cranking RPM (Max) - This sets the threshold for whether Speeduino will set its status to be
cranking or running. Any RPM above 0 and below this value will be considered cranking and all
cranking related adjustments will be applied. It’s generally best to set this to be around 100rpm
higher than your typical cranking speed to account for spikes and to provide a smoother transi-
64
tion to normal idle

• Flood Clear level - Flood clear is used to assist in removing excess fuel that has entered the
cylinder/s. Whilst flood clear is active, all fuel and ignition events will be stopped and the engine
can be cranked for a few seconds without risk of starting or further flooding. To trigger flood
clear, the RPM must be below the above Cranking RPM setting and the TPS must be above the
threshold of this setting.
• Fuel pump prime duration - When Speeduino is first powered on, the fuel pump output will
be engaged for this many seconds in oder to pressurise the fuel system. If the engine is started
in this time, the pump will simply keep running, otherwise it will be turned off after this period
of time. Note that fuel pump priming only occurs at system power on time. If you have USB
connected, Speeduino remains powered on even without a 12v signal.
• Injectors priming delay - Upon power up, Speeduino will fire all injectors for short period of
time. (See Priming Pulsewidth) This setting sets the delay to priming after fuel pump is on and
is used to wait for fuel line to get pressurized correctly.
• Cranking enrichment taper time - Taper time from cranking enrichment to ASE or run (after
engine has started).
• Cranking enrichment - Whilst cranking is active (See Cranking RPM above), the fuel load will be
increased by this amount. Note that as a standard correction value, this cranking enrichment
is in addition to any other adjustments that are currently active. This includes the warmup
enrichment etc.
• Cranking advance Angle - Whilst cranking the ignition advance from the spark table is ignored
and engine uses this ignition advance value instead.
• Cranking Bypass - This option is specifically for ignition systems that have a hardware cranking
ignition option. These systems were used throughout the 80s and early 90s and allowed ignition
timing to be fixed and controlled by the ignition system itself when active (Via an input wire).
With this option you can specify an output pin that will be set HIGH when the system is cranking.
The pin number specified is the ARDUINO pin number.
• Fix cranking timing with trigger - Some (usually low resolution) trigger patterns are designed
to align one of their pulses with the desired cranking advance. This is typically 5 or 10 degrees
BTDC. When enabled, Speeduino will wait for this timed input pulse before firing the relevant
ignition output (A dwell safety factor is still applied incase this pulse is not detected). This option
is only made available when a trigger pattern that supports this function is selected (See Trigger
Setup)
Priming pulsewidth
Priming Pulsewidth - Upon power up, Speeduino will fire all injectors for this period of time. This
pulse can be used to clear out air that may have entered the fuel lines or help the engine start easier
65
by providing engine with fuel before it’s cranked over.
Usually priming pulsewidth is kept short but especially with low vaporization fuels (e85 etc.) longer
priming pulsewidths are required for easy starting of the engine. Regardless of what fuel is used, keep
this value as low as possible to avoid flooding the engine. Start tuning from low priming pulsewidths
and try longer pulsewidths untill the engine starts easiest. Usually lower engine temps require longer
priming pulsewidths.
Figure 39: Example priming pulse
Warmup curve
The Warm Up Enrichment (WUE) curve represents the additional fuel amount to be added whilst the
engine is coming up to temperature (Based on the coolant sensor). The final value in this curve should
represent the normal running temperature of the engine and have a value of 100% (Representing no
modification of the fuel from that point onwards).
66
Figure 40: Example Warmup Enrichment Curve
Overview
Afterstart Enrichment (ASE) is a separate fuel modifier that operates over and above the WUE for a
fixed period of time after the engine first starts. Typically this is a few seconds long period where a
small enrichment can help the engine transition smoothly from cranking to idling.
67
Settings
Figure 41: After Start Enrichment dialog
• ASE - Enrichment % - This curve sets the amount of enrichment during ASE period in percent-
age based on coolant temp. Typically 50% enrichment is required with cold engine and 5% with
warm engine.
• Transition time to disable - After the ASE duration has passed, the enrichment amount will
taper to zero smoothly to avoid sudden changes to AFR. This sets the time for how long the
taper to zero will be. Typically few seconds.
68
• ASE - Duration - This curve sets the how long the ASE is applied in seconds. Typically 1-2 seconds
is enough when engine is hot and 20 seconds when engine is cold.
Idle Control
Overview
The idle control outputs are used to alter the state of an idle control valve to increase the amount of
air entering the engine at idle. These come in multiple types (Described below) and each is configured
and tuned differently.
Open and closed loop idle control is available for both PWM and Stepper based idle valves.
Compatible Idle Valve Types
There are currently 3 modes of idle control available, using on/off, PWM duty cycle, or a stepper step
count, enabled below a set coolant temperature. These modes cover the most common types of idle
mechanisms in use.
On/Off (aka Fast Idle)
This is a simple digital on/off “switch” output by Speeduino that triggers at a selected temperature. It
is intended to control an on/off fast idle valve as found in many older OEM setups, or an open/closed
solenoid-type valve that is chosen for the purpose. In addition to OEM idle valves, examples of valves
popular for re-purposing as on/off idle valves are larger vacuum, breather, or purge valves, and even
fuel valves. Idle speed adjustment is generally set only once, with an in-line adjustable or fixed restric-
tor, pinch clamp, or other simple flow-control method.
Note: On/Off valves can be used in many ways to increase or decrease air flow for various idle purposes
in-addition to warm-up. Examples are use as dashpot valves to reduce deceleration stalling, idle speed
recovery for maintaining engine speed with accessory loads such as air conditioning, or air addition for
specific purposes such as turbo anti-lag air control. See Generic Outputs for control information.
PWM
While similar in construction to many solenoid on/off valves; PWM idle valves are designed to vary the
opening, and therefore flow through the valve, by PWM valve positioning.
These valves are opened and closed by varying the duty cycle of signal sent to them.
69
Note: As a fail-safe, some PWM idle valves default to a partially-open state when they are discon-
nected or are receiving 0% duty cycle. They will close then re-open with increasing PWM DC%,
so be sure to research or test your valve type for proper operation. {.is-info}
PWM Settings Settings in TunerStudio include selecting PWM idle control, temperature and DC set-
tings for warmup, and PWM DC during cranking under the following selections:
Figure 42: Example PWM idle settings
The ‘Idle - PWM Duty Cycle’ and ‘Idle - PWM Cranking Duty Cycle’ options will only be available when
‘PWM Open Loop’ is selected in the Idle Control options
Under Idle control type, PWM is selected:
70
Figure 43: Example PWM idle settings
The temperature-versus-DC is selected under the Idle - PWM Duty Cycle selection. Note the relation-
ship between temperature and PWM DC can be altered by simply moving the blue dots in the curve,
or by selecting the table for manual entry as shown here:
71
Figure 44: Example PWM idle curve
Some engines prefer additional airflow during cranking for a reliable start. This air can be automat-
ically added only during cranking by using the Idle - PWM Cranking Duty Cycle settings. Once the
engine starts and rpm rise above the set maximum cranking rpm, the idle control switches to the pre-
vious warmup settings. Note the relationship between coolant temperature during cranking and PWM
DC can be altered by simply moving the blue dots in the curve, or by selecting the table for manual
entry as shown here:
72
Figure 45: Example PWM cranking curve
NOTE: Every engine, valve type and tune is different. Suitable settings must be determined by the
tuner. Do not infer any tuning settings from the images in this wiki. They are only examples. {.is-
warning}
2 wire vs 3 wire valves Both 2 and 3 wire PWM idle controllers are supported. In general, the 3
wire models will provide a smoother response than the 2 wire ones, but the difference is not always
significant. For 3 wire valves, 2 of the Aux outputs will be required.
Stepper Motors
Stepper motor idle controls are very common on GM and other OEM setups. These motors typically
have 4 wires (bi-polar). They must be driven through power transistors or a driver module, such as
the DRV8825 stepper motor driver optional to the v0.4 board. These driver modules can be purchased
inexpensively from a variety of vendors on sites such as eBay, Amazon, etc.
Most stepper idle valves function by turning a threaded rod in and out of the valve body in a series of
partial-turn steps, increasing or decreasing airflow around the plunger (on end of valve below), and
into the engine. The idle airflow bypasses the primary throttle body:
Example of a generic DRV8825 driver module on a v0.4 board:
Note the board is mounted at a standoff for air circulation and cooling:
73
The DRV8825 motor outputs are labeled as A2-A1-B1-B2, and the wiring connection examples are to
this labeling. Check your schematics for the output connections that route to these DRV8825 out-
puts:
Examples of wiring to the DRV8825 driver:
The GM “screw-in” style used 1982 to 2003 on many models:
Stepper Driver Current Adjustment The DRV8825 stepper driver module includes a potentiometer
(adjustable resistor) indicated by the yellow arrow in the image below. The potentiometer is used for
setting the driver’s maximum current output limit. Because Speeduino uses full-step operation, the
current limit is not critical to protect the module, but should be adjusted to the module’s maximum
value for best operation of most automotive stepper IACs.
You will need a multi-meter or volt-meter to make the adjustment as outlined here. In order to set the
potentiometer to maximum current before first use, ensure power to the module is OFF, then gently
turn the potentiometer dial clockwise to the internal limit. Do not force the adjustment beyond the
internal stop. Power-up Speeduino with 12V, and use the meter to test the voltage between the center
of the potentiometer and any 12V ground point. Note the voltage reading. Power-down and repeat the
test, this time turning the potentiometer counter/anti-clockwise gently to the internal limit. The test
direction that resulted in higher voltage is the correct setting for the module.
Note: Original Pololu modules are typically adjusted clockwise for maximum voltage. However, clone
modules may be either clockwise or counter-clockwise, which makes this testing necessary.
The module’s rated continuous current is up to 1.5A. While the module can supply a peak of 2.2A of
current; in full-step mode and with the potentiometer adjusted to this position, the driver is limited
to approximately 70% of full current, or approximately 1.5A.
Stepper Settings Settings in TunerStudio include selecting stepper idle control, temperature and
step settings for warmup, and open steps during cranking under the following selections:
Under Idle control type, stepper is selected. The basic stepper operational settings are also located in
this window:
74
Figure 46: Stepper idle settings
• Step time: This is how long (in ms) that the motor requires to complete each step. If this is set
too low, the idle motor will not have completed the step before the ECU tries to make the next
one, which leads to the motor ‘twitching’ and not functioning correctly. If this is set longer than
needed the system will take longer to make each adjustment and the overall idle response will
be slower. Typical values are usually 2ms - 4ms. The common GM stepper motor requires 3ms.
• Cool time: Some motors require a slight pause in between steps in order to function correctly.
This is know as the ‘cooling’ time. Typically this value will be less than 4ms at the most, with
many motors operating normally with no cooling period (0ms)
• Home Steps: Stepper motors must be ‘homed’ before they can be used so the that ECU knows
their current position. You should set this to the maximum number of steps that the motor can
move.
• Minimum steps: In order to allow a smooth idle that isn’t continually fluctuating, the ECU will
75
only move the motor if at least this many steps are required. Typical values are in the 2-6 range,
however if you have a noisy coolant signal line, this value may need to be increased.
• Don’t exceed: In order to prevent the stepper motor attempting to move beyond it’s maximum
range, this is a limit placed on the total number of steps that will be made. The value in this field
must always be lower than the number of homing steps
The temperature-versus-steps is selected under the Idle - Stepper Motor selection. Note the relation-
ship between temperature and motor steps can be altered by simply moving the blue dots in the curve,
or by selecting the table for manual entry as shown here:
Figure 47: Example stepper idle curve
Some engines prefer additional airflow during cranking for a reliable start. This air can be automati-
cally added only during cranking by using the Idle - Stepper Motor Cranking settings. Once the engine
starts and rpm rise above the set maximum idle rpm, the idle control switches to the previous warmup
settings. Note the relationship between coolant temperature during cranking and motor steps can be
altered by simply moving the blue dots in the curve, or by selecting the table for manual entry as
shown here:
76
Figure 48: Example cranking stepper curve
NOTE: Every engine, valve type and tune is different. Suitable settings must be determined by the
tuner. Do not infer any tuning settings from the images in this wiki. They are only random examples.
{.is-info}
NOTE: Refer to the Pololu video for instructions to set the DRV8825 driver current level to maximum for
most automotive full-step stepper motors.
Examples
Motor Step time Home steps
GM 4-wire 3 250
DSM 4-wire 4 270-320
NOTE: While normal DSM stepper function is seen at room temperatures at 3ms, step skipping occurs
just under that speed. Very cold temperatures may cause skipping, thus the recommendation of 4ms.
Test for the most suitable speeds for your setup.
77
Stand-Alone (Non-Electronic)
While not an idle control mode, Speeduino is compatible with stand-alone idle valves that are self-
controlling. Examples of this are thermal wax or bi-metal spring idle or auxiliary air valves like the one
below. Internally expanding and contracting material opens and closes air valves, providing increased
air flow and engine rpm when cold for warmup. Speeduino functions to enrich the cold engine and
adjust for the additional air, in the same way it would if you opened the throttle slightly.
Other examples of stand-alone valves are simple On/Off valves as shown in the next section, controlled
by inexpensive thermal switches like these:
Closed Loop Control
Closed loop idle control operates by setting RPM targets rather than configuring the duty cycle or steps
directly. A PID algorithm is used and can be tuned to match the valve/motor that you are using.
Closed loop settings
Closed loop targets
Idle advance control
Idle speed can be controlled without the use of an idle valve (IACV) by adjustiming timing. This feature
references the same idle RPM target curve that is used by the closed loop idle control and will then
adjust the advance based on the error between current and target RPM.
78
Settings
Figure 49: idle_advance.png
• Idle advance mode
– Added - This is the most common mode and will alter the regular advance amount by
adding (or subtracting) a certain number of degrees based on the amount of RPM delta
(Between target and actual RPMs)
– Switched - The ignition advance will switch to the values in the idle advance curve rather
than adjusting the normal advance values
• Idle detect mode - This setting specifies how the ECU determines whether it is at idle or not.
Most commonly this is based on a variable TPS and a specific TPS%, but if a closed throttle
switch (CTPS) is available, this may be used instead
• Delay before idle control - This allows the idle RPM to settle during decelleration before the
ignition advance is changed.
• Active below - Maximum RPM that the idle advance control will be active under
• Active Below - If the idle detect mode is set to TPS, this is the throttle position that the control
will be active below
• The following 3 settings are only used if idle detection uses a CTPS input
– CTPS enabled - Whether to use a CTPS input

– CTPS Pin - The Arduino pin that the CTPS is connected to
– CTPS Polatiry - Whether idle is indicated by the input being pulled to ground (Normal) or
indicated by the input being pulled to 5v (Inverted). In Normal mode, the internal pullup
79
will be enabled.
Idle Advance curve
This curve specifies the amount of timing adjustment (Added mode) or the absoolute advance amount
(Switched mode) that will be used based on the delta (error) from target RPM.
Generally timing will be added (positive values) in order to try and increase RPM and timing will be
removed (Negative values) to redue RPM.
Idle RPM target curve
This curve specifies what the desired idle RPM is based on the current coolant temperature. This table
is shared with the idle air control if that is being used in conjuction with idle advance control.
Thermo fan
Control of a cooling (thermo) fan is available through the Thermo fan dialog.
Note that only On/Off fan control is currently possible (Not fan speed control using PWM). {.is-
info}
80
Settings
Figure 50: fan.png
• Fan mode - Currently only On/Off mode is supported

• Output pin - The arduino pin that the fan control will use. In most cases this should be left as
Board Default
• Output inverted - Most setups will use No for this setting, but if you have a fan circuit that flips
the output, the On/Off polarity can be reversed with this setting
• Fan temperature - The temperature above which the fan will be turned on.
• Fan hysteresis - The number of degrees below the fan set point that fan will be turned off. This
is used to avoid oscillation around the set point resulting in the fan turning on and off rapidly.
Launch Control & Flat Shift
Speeduino features a 2-step launch control combined with a flat shift feature. These are each depen-
dant on a clutch switch (Usually a ground switching type) being wired in.
81
Setup
Both the 2-step and flatshift modes have hard and soft cut states. When under soft cut, the ignition
timing will be altered to reduce the RPM acceleration, though this is generally not sufficient to stop or
limit RPM rising. Under hard cut, the ignition signal is stopped completely until the RPMs drop
Figure 51: Launch and flat shift settings
Launch
• TPS Threshold - A minimum value for the launch engagement. The limiter will only be engaged
above this RPM. Typical values are 1%-3% TPS, depending on how much noise is on your signal
• Soft rev limit - The RPM at which the timing will be adjusted to slow RPM increase
• Soft limit absolute timing - The absolute timing that will be used once the soft RPM limit is
reached. This overrides all other timing adjustments at this time
82
• Hard rev limit - The RPM at which the ignition signal will be cut entirely.
• Fuel adder during launch - A percentage modifier to the current pulse width to add extra fuel
when launch (soft or hard) is active. This can aid in building boost on turbo setups at launch
time
Flat shift
• Soft rev window - This is an RPM window below the Launch / Flat shift switch RPM
point during which an alternative timing will be applied. Typical values are 100 to 1000rpm.
• Soft limit absolute timing - The abosloute timing that will be used when in the flat shift soft
RPM window
Clutch settings
Both launch and flat shift require a clutch input in order to activate. This is generally a ground active
type switch attached behind the clutch pedal.
• Clutch input pin - The Arduino pin that the switch is wired to. Most setups should leave this as
the Board Default
• Clutch enabled when switch is - The polarity of the clutch input. Typically this should be set
to LOW for a switch that connects to ground when activated
• Clutch pullup resistor - Whether the internal pullup will be enabled on this input. Typicall this
should be set to Pullup if you have selected LOW for the above setting
• Launch / Flat shift switch RPM - The ECU will use the RPM point the clutch is engaged at to
determine whether it is in launch mode or flatshift. If the clutch is pressed above this RPM value,
it will be assumed to be a flat shift, below it will be considered a launch
The engagement point of the clutch switch can make a significant difference in the applcation of
launch control. The switch should trigger as close to the clutches take up point as possible for
the fastest response. {.is-success}
Fuel pump
Fuel pump control is a simple but important function performed by the ECU. Currently Speeduino
does not perform variable (PWM) pump control. Can only be connected to a relay. DO NOT CONNECT
DIRECTLY TO FUEL PUMP.
83
Settings
Figure 52: fuel_pump.png
• Fuel pump pin - The Arduino pin that the fuel pump output is on. In most cases this should be
left to Board Default unless you have a specific reason to change this.
• Prime duration - How long (In seconds) the fuel pump should run when the system is first pow-
ered up. Note that this is triggered when the ECU is powered on, which will not always be the
same as when the ignition is turned out. If you have a USB cable connected then the ECU is
already powered up.
Boost Control
Speeduino has an on board closed loop boost controller than can be used to regulate standard single
turbo setups.
Most 3 or 4 port boost solenoids can be used, with frequencies between 15Hz and 500Hz supported.
Any of the on board high current outputs can be directly connected to the solenoid and is controlled
via a boost target table and PID tuning. Over boost limiting is also available.
84
Settings
Speeduino’s boost control uses a PID algorithm with 2 modes of operation, Simple and Full. Each has
their own advantages and disadvantages, as outlined below

In Simple mode, the PID values themselves are controlled by the ECU itself and a sensitivity slider is
used to adjust how aggressive the output duty cycle will be set. The simple mode can be easy and
fast to setup, however has the downside that to avoid overboost, the sensitivity may need to be set
low, which can increase lag.
85
Target table
Figure 53: Example boost map
The boost map function varies depending on whether open or closed loop boost control has been
selected.
• In closed loop mode, this map serves as a target table. The values in the map are the desired
boost pressures (in kPa). In closed loop mode, these target values can optionally be modified
by a flex fuel value if available.
• In open loop mode, the map values are the duty cycle percents that will be used
Nitrous Control
Speeduino contains a 2 step nitrous control system for controlling valves and making fueling adjust-
ments for dry setups. The 2 stages operate independantly and can overlap (ie both run at the same
time) if needed.
86
Figure 54: nitrous_settings.png
Activation Settings
• Nitrous Mode: Whether 1 or 2 stages will be used
87
• Arming Pin: The Arduino Pin to be used for arming the nitrous control.
• Arming pin polarity: What pin state is considerd to be armed. Generally this will be LOW for a
ground switching input
• Minimum CLT: The minimum coolant temperature that the stages will activate at
• Minimum TPS: The minimum TPS that the stage will activate at
• Maximum MAP: A protection to ensure that the nitrous will not activate above a certain level of
boost
• Leanest AFR: Nitrous will only activate if the AFR is (And remains) below this value
Stage Settings
The settings for each stage are identical and allow for the 2 stages to run individually or joinly overlap-
ping during a given RPM window.
• Nitrous output Pin: The (Arduino) pin that will be driven high when the stage is active.
• Minimum Engage RPM: The RPM at which the stage will begin
• Maximum Engage RPM: The RPM at which the stage ends
• Fuel adder @ Min/Max RPM: The amount of fuel to be added at the minimum and maximum
RPM points.
– The fuel adder amount will be scaled between these 2 values as the RPMs rise
– A calculator for these fuel adder values can be found at: https://bit.ly/3a0e9WU
• Ignition retard when active: An ignition modifier to be used to retard timing when the stage is
active
– Note that the retard values are cumulative. If both stages are active then the total retard
amount will be the sum of both stages.
Variable Valve Timing (VVT)
Speeduino has an on board VVT controller than can be used to regulate one or two camshafts. VVT
output can adjust valve timing or lift usually by controlling solenoid that uses oil pressure to change
cam timing/lift.
Supported VVT modes are On/Off, open loop PWM and closed loop PWM.
88
VVT modes
On/Off
In On/Off mode the VVT output is either On or Off depending on the load and RPM. This is suitable
control mode for simple VVT systems in older engines. MAP or TPS can be selected as load source.
VVT control table is used to define when VVT output is on or off. Value 100 on the table defines that
output is on and any other value sets the output off. For simplicity it’s recommended to use values
100 and 0 in the VVT control table to represent on and off (0% duty and 100% duty). This mode can be
used for example in BMW single vanos engines and Honda VTEC engines.
Open loop PWM
In Open loop PWM mode the VVT output uses Pulse Width Modulation to adjust the cam timing. MAP
or TPS can be selected as load source and also output frequency is selectable. Output duty is defined
by the VVT control table so that value on the map is directly the VVT output duty. VVT output has 0.5%
duty accuracy and the available frequency range is 10-510Hz
Closed loop PWM
Closed loop PWM mode also uses Pulse Width Modulation for VVT output to adjust the cam timing.
But in this mode the VVT control table is used as cam angle target table. VVT control algorithm uses
PID loop to keep the cam angle at the target value using the VVT output duty. Setting up the closed
loop VVT is way more in depth than On/Off or Open Loop modes. But yields to better cam control if
the engine supports this kind of VVT mode. This mode can be used for example in BMW dual vanos
engines and Ford ST170.
Note: Currently Closed loop VVT control is experimental feature and it only works for Miata, Miss-
ing tooth and ST170 trigger patterns.{.is-info}
89
Settings
Figure 55: Example VVT Settings
General
• VVT Control Enabled - If VVT isn’t used, set this to Off.

• VVT Mode - For selecting one of the three VVT modes.
• Load source - This defines the Y-axis (Load axis) of the VVT control table. Available options for
load are MAP and TPS.
90
• VVT output pin - For selecting VVT output pin. “Board default” uses the VVT output pin specific
for your board and it’s the correct setting for most of the setups. But also other pins for VVT
output are available.
• VVT Solenoid freq.(Hz) - This sets the VVT output frequency. Available frequency range is 10-
510Hz.
• VVT angle filter (%) - Adjustable filter for cam angle reading. Start with low filter values from
2 to 10, and increase filtering amount if the cam angle reading is noisy. The cam angle reading
works in all three VVT modes if the trigger patterns also supports closed loop VVT. ### Closed
loop
• Increased duty direction - Sets the closed loop control direction. If higher solenoid duty ad-
vances cam, set this to “Advance”. If on the other hand, more duty retards the cam, set this to
“Retard”.
• Hold duty used - In some VVT systems, specific solenoid duty is used to hold the current cam
angle. Use this setting to enable the hold duty.
• Hold duty (%) - Set the desired cam angle holding duty. Usually around 50%.
• Adjust fuel timing - By enabling this, fuel injection timing is adjusted based on the cam angle.
• Cam angle @ 0% duty(deg) - This setting is used to bring the cam angle reading to usable 1-99
degrees range. First use Open Loop mode to figure out the cam angle reading at 0% duty and
then switch to closed loop and write the open Loop 0% duty cam angle reading here. When
doing that, the cam angle reading at 0% duty will show 0. Now you can fine tune this value
so that the VVT angle reading is in the 1-99 range. You might need to adjust this value bigger
amount if the cam angle reading goes to negative values when duty increases. For example
if 100% cam angle reading is -35, lower this value at least by 36. So that the both ends of the
adjustment are withing the 1-99 range. Also make sure that the cam angle readings stay withing
the 1-99 range at higher RPM too. Belt strecth etc. can affect the cam angle reading, even though
duty stays the same.
• Minimum Cam angle(deg) - Safety limit for minimum expected cam angle value. If cam angle
gets smaller or equal to this, it triggers VVT error state, closed loop adjustment is disabled and
VVT output duty drops to 0%. Start by using 0 degrees and fine tune if needed.
• Maximum Cam angle(deg) - Safety limit for maximum expected cam angle value. If cam angle
gets bigger than this, it triggers VVT error state, closed loop adjustment is disabled and VVT
output duty drops to 0%. Start by using 100 degrees and after everything is dialed in, set this
to slightly higher value than the biggest cam angle reading is in your setup. ### Second VVT
Output
• VVT2 Control Enabled - To enable second VVT control. This uses mainly the same settings as
the primary VVT control. For the settings that are available for VVT2, see descriptions above. Set
this to Off if not used. > Note: Currently Closed loop VVT control for second VVT output is only
available for missing tooth trigger pattern with single tooth on the cam.{.is-info}
91
• VVT2 Trigger edge - Set the second cam input to trigger on falling or rising edge.
VVT duty cycle
Figure 56: Example VVT duty table
The VVT control table function varies depending on whether on/off, open or closed loop VVT mode
has been selected.
• In On/Off mode, 100 is taken as “output on” and any other values represents “output off”. Values
0 and 100 are recommended to use in this mode.
• In open loop mode, the map values are the duty cycle percents that will be used
• In closed loop mode, this map serves as a cam angle target table.
VSS and Gear Detection
Speeduino includes Vehicle Speed Sensing option that senses speed by measuring pulses in
speeduino input. Other VSS input options aren’t yet supported.
92
Settings
Figure 57: vss_settings.png
• VSS input mode - Select between “Pulses per KM” or “Pulses per mile” depending on which one
is preferred. If VSS is not used, set this to Off.
• VSS Pin - Select what input pin is used for VSS signal. > Note: In Arduino Mega you need to use
pins that have external interrupt capability. These pins are 2, 3, 18, 19, 20 and 21. Other pins in
Arduino Mega wont work for this purpose.{.is-info} ### VSS calibration
• Pulses Per KM(pulses) - You can set manually how many pulses at VSS input equal one kilome-
ter travel distance. Or you can drive speed of 60km/h and click “60km/h auto-calibrate” button
93
to set pulses per km setting automatically.

• Smoothing Factor(%) - A smoothing factor to help reduce noise in the VSS signal. Typical values
are between 0 and 50 ### Gear Detection > Gear detection should only be calibrated once VSS
is working correctly and should be done with a passenger for safety!. {.is-warning}
Once VSS is working accurately, gear detection can also be configured. To calibrate this: 1. Place car
in 1st gear and begin driving 2. Once RPM reaches approx. 2500 in this gear, press the Set Gear 1
button 3. Repeat above steps for each gear (Pressing the appropriate button each time)
Sensor Calibration
Before your Speeduino can correctly interpret the signals from the sensors, it must know which sen-
sors you are using. Inputting this information into TunerStudio (TS) writes the correct calibration to
your Speeduino. It is necessary to perform this step before you can effectively check your Speeduino
build. Note that this is not tuning your system, but only telling it how to understand the signals from
the sensors.
This should be completed after completing the Settings for your engine. Your computer must be con-
nected to your Speeduino through TS to perform the calibrations.
MAP Sensor
Open the Tools menu: tools_menu
94
Figure 58: tools_menu.png
Select Calibrate Pressure Sensors, the window below will open:
95
Figure 59: MAP_calibration.png
Select your MAP Sensor from the drop down list. If you used the MAP sensor in the bill of materials,
this will be the MPX4250A. If you are using another MAP or one from the engine manufacturer, select
it from the list. Click Burn to send the information to your Speeduino.
If used, the external Baro and EMAP (exhaust pressure) sensors can be calibrated in the same man-
ner.
Coolant and Intake Temperature Sensors
Open the Tools menu and select Calibrate Thermistor Tables:
The sensor selected will be the Coolant Temperature Sensor. Select your sensor from the Common
Sensor Values drop-down list. This will place the correct values into the temperature and resistance
charts and the Bias resistor value. If your sensor is not listed, see Entering Custom Values below.
96
Note that the standard Speeduino build is to have a 2490 ohm bias resistor, which is standard for
sensors used by most manufacturers. If your sensor requires another value, you may need to change
resistor R3 to the correct value for your sensor. You can try overriding the Bias Resistor Value with
2490 ohms, but check to be sure your sensor reads correctly in TS.
Figure 60: CLT_calibration.png
The same calibration can then be performed for the Inlet Air Temperature (IAT) sensor by changing
the Sensor Table to Air Temperature Sensor:
97
Figure 61: IAT_calibration.png
Select your sensor from the Common Sensor Values drop-down list. This will place the correct val-
ues into the temperature and resistance charts and the Bias resistor value. Click Write to Controller
to send this information to your Speeduino. If your sensor is not listed, see Entering Custom Values
below.
Note that the standard Speeduino build is to have a 2490 ohm bias resistor, which is standard for
sensors used by most manufacturers. If your sensor requires another value, you may need to change
resistor R3 to the correct value for your sensor. You can try overriding the Bias Resistor Value with
2490 ohms, but check to be sure your sensor reads correctly in TS.
98
Entering Custom Values
Some sensors are not listed in the tables for the common sensors. If yours is not listed, you will need
to enter the values into the fields your self. You will need two bits of information: 1. The value of your
bias resistor (2490 if you used the standard values in the Bill of Materials, or you have a pre-made
Speeduino), and 2. The resistance of your sensor at three different temperatures.
The sensor resistance can be generated by measuring the resistance of the sensor in ambient air,
putting it in a freezer and then in boiling water. You will need a good multimeter and an accurate
thermometer that measures -10C to 100C (14°F to 212°F). It is best to use jumper wires to allow the
resistance of the sensor to be read without holding it in your hand (some sensors react quickly to tem-
perature changes). Some sensors react slowly to temperature changes, so allow the sensor at least 10
minutes to reach a stable temperature, and then record the temperature and resistance observed.
In the Calibrate Thermistor Tables screen, first ensure the correct temperature unit is selected (F or
C). Then record the bias resistor value and the temperature / resistance values in the fields. Click Write
to Controller to send this information to your Speeduino.
Note that his procedure can also be used to enter the values of resistance on simulators for testing
and troubleshooting. Two points should be remembered if you use simulator values – first, never
enter zero for resistance. Although your simulator may go to zero, enter some small value above zero,
say 10 ohms. Entering zero leads to false values in the firmware. Second – remember to enter the
correct sensor values before installing your Speeduino!
Oxygen Sensor
Open the Tools menu again and select Calibrate AFR Table:
99
Figure 62: O2 calibration
Select your Oxygen Sensor sensor from the Common Sensor Values drop-down list. If you are using
a custom Oxygen Sensor controller, select Custom Linear WB and then you can enter the values for
Volts and AFR at two points (should be published in the controller manual).
Click Write to Controller to send this information to your Speeduino.
This will set up your Speeduino so that you can also run simulations to check your build before instal-
lation.
Throttle Position Sensor
Before Speeduino can work correctly with your engine, you will also need to Calibrate the Throttle
Position Sensor. This must be done using the throttle body and TPS used on the engine. It is best to
do this while the throttle body is installed on the engine.
100
Open the Tools menu and select Calibrate TPS:
With the throttle closed, click the Get Current button beside the Closed Throttle ADC count field. Then
move the throttle to full open and hold it there. Then click the Get Current button beside the Full
Throttle ADC count field.
Click Accept to save the information to Speeduino.
Auxillary IO Configuration
Speeduino also supports the reading of up to 16 additional input channels. These inputs can be either
Analog or Digital Pins on the Mega2560(or other mcu in use) or from a remote data aquistion device
(such as The DxControl GPIO for instance) via the secondary serial port or the Canbus interface(if avail-
able).
A data channel configured here will have the raw data avilable in TunerStudio as a Gauge and will also
be loggable too.
How to Use
The configuration is mainly split into two categories,
• Local MCU Pin - How to Configure to use a Local MCU pin

• External Data Source - How to Configure to use a External Data Source
101
How to Configure to use a Local MCU pin
The configuration page is accessed from the Accessories drop down within TunerStudio ,select the
“local Auxillary input channel configuration” option
This window will be opened.
In the above image the first two channels have been configured as an local analog and a local digital
input respectively.
• Input Alias - This is a user defined Alias name (up to 20 characters) for the input channel
• Aux Input Channel Enable - This Enables/Disables the input channel
• PIN - Is the pin selected(only for local options)
Input Alias The input alias can be any ascii character name the user wishes up to 20 characters long.
This can also be left as the default .
Aux input Channel Enable Options here are
• OFF - Channel is disabled

• EXT/CAN - The channel is assigned to an external data source
(this option is only visible if CAN_COMMANDS is enabled in project properties.See here for further
information
• Local_analog - Select a local analog mcu pin

• Local_Digital - Select a local digital mcu Pin
PIN This setting is only available for local mcu pin selections. It is the actual mcu pin name.
How to Configure to use a External Data Source
To use the Auxillary input channels for external data the Secondary IO must be enabled. See here for
further information on how to do this.
The configuration page is accessed from the Accessories drop down within TunerStudio ,select the
“External Auxillary input channel configuration” option
This window will be opened.
For External data inputs to be active the “Enable External Data Input” option must be enabled.
102
In the above image the first three channels have been configured as an local analog and a local digital
input and a External input respectively.
• Input Alias - This is a user defined Alias name (up to 20 characters) for the input channel
• External Aux Input Channel Enable - This Enables/Disables the input channel
• Source CAN Address - Is Real Can address of the source device
• Source Data Start Byte - Is the first byte ( of the 8bytes in a canbus command) where the data
can be found
• Input Parameter Number of Bytes - Is the number of bytes the data is stored in(lsb first)
Input Alias The input alias can be any ascii character name the user wishes up to 20 characters long.
This can also be left as the default .
External Aux input Channel Enable Options here are
• OFF - Channel is disabled

• EXT/CAN - The channel is assigned to an external data source
• Local_analog - Select a local analog mcu pin
• Local_Digital - Select a local digital mcu Pin
Source CAN Address This is the Hex address of the remote Device
Source Data Start Byte A can data command has up to 8 bytes. This value sets the first data byte
the data value begins at.
Input Parameter Number of Bytes The data byte can be made from a single byte or two (word or
16bit value)
Supported trigger patterns
Missing Tooth Pattern
Overview
A missing tooth crank trigger is used as standard equipment by a number of OEMs, most notably Ford,
but is also very popular as an aftermarket fitment.
103
It is comprised of crank wheel with a given number of evenly spaced teeth, and one or more ‘missing’
teeth. Common values are typically 60-2, 36-1, 24-1, 12-1 and 4-1 where the first number represents
the total number of teeth the wheel would have if there were none missing. The second number after
a dash “-” indicates the number of teeth missing.
Note: If there is a third number (e.g., 36-1-1), the missing teeth are not sequential, and this de-
coder does not apply. Do not confuse counts with slashes “/”, as numbers following slashes rep-
resent cam teeth—not missing teeth. Wheels with “+” indicate added teeth rather than missing,
and again this decoder does not apply. {.is-warning}
Applications
Missing tooth crank wheels can be used on virtually any engine and is one of the more popular after-
market options. It provides very good resolution in the higher tooth count versions (Eg 36-1 and 60-2)
without being CPU intensive to decode.
Timing Requirements
The missing tooth crank and cam decoders require that the wheel is spinning at roughly the same
speed throughout the rotation. For single missing tooth decoders: If the next tooth does not come
within 1.5 * The Delta Time of the last 2 teeth it is assumed we just observed the missing tooth. For
more than one missing tooth decoder there is a bit more leeway if the next tooth does not come within
2 * The Delta Time of the last 2 teeth it is assumed we just observed the missing teeth.
Usually this can be fixed by ensuring that the starter motor has enough current available to power
through any harder spots through the rotation / opening closing cams / engine accessories.
If the starter motor is good and getting the right voltage ensure the mechanical components of the
engine are correct.
104
Tuner Studio Configuration
Figure 63: missingtooth_202108.png
Fields:
• Primary base teeth: This is the number of teeth the wheel would have if there were none missing.
Eg a 36-1 wheel has only 35 actual teeth, but you would enter 36 into this field.
• Missing Teeth: The size of the ‘gap’ in the number of teeth. These missing teeth must be situated
in a single block (ie there’s only a single gap in the teeth)
• Trigger Angle: This is the angle in crank degrees AFTER TDC (ATDC) of the first tooth following
the gap
105
Timing Setting
The trigger angle can be found by placing the engine at TDC, then calculating how far it must be rotated
until the first tooth after the gap reaches the sensor.
Sequential operation
The missing tooth decoder supports sequential operation if an additional cam input is present. If
Sequential mode is selected for either the fuel timing or spark timing, the system will expect to see
a cam signal and will not sync correctly without this. Note that this is ONLY the case if sequential is
selected for one or both of fuel and spark timing.
This cam signal should take the form of a single pulse every complete cycle. This can be a short tooth
or a half moon type arrangement, provided that electrically there is only a single rising (or falling)
pulse per cycle.
Trigger Diagram
Figure 64: missingtooth_trace1.png
Missing tooth (Cam speed)
The missing tooth cam-speed trigger is a Speeduino innovation, that permits function similar to a dual-
wheel setup, thereby allowing sequential or wasted spark operation from cam-mounted or distributor
wheels. The operation is based on both Missing Tooth and Dual Wheel. It is suggested to read those
sections first for familiarization as this section will only highlight the fundamental differences to those
common decoders.
This decoder is comprised of a single cam-speed wheel in the same configuration as a crank-mounted
missing-tooth wheel. The number of teeth must be evenly divisible into 720°. As it rotates at half crank
speed, the sensor reads half the wheel teeth on each 360° crank revolution, and the remaining teeth
on the next crank rotation. A single missing tooth will appear on only one of the two crank rotations,
and is then used as a phase indicator, much as the dual-wheel system uses the cam signal.
106
Applications
Missing tooth cam or distributor wheels can be used with cam or distributor wheel modification or
fabrication as no OEM systems use it originally. The wheel must have at least as many teeth as cylin-
ders, not including the missing tooth. This generally requires double the number of teeth as cylinders
or more. As many teeth, slots, or other readable features (sensor targets) as possible in the limited
space is recommended in order to satisfy this requirement, and to maximize resolution. The sensor
must be capable of reliably reading smaller or closely-spaced teeth.
Due to typically limited teeth, only half the teeth being read on each revolution, and the potential
for reduced accuracy due to timing drive wear; the timing accuracy may be reduced in comparison
to crank wheel systems. A figure of error cannot be predicted here as the wear or ‘slop’ of a given
engine will be unique. However, it should be reasonable to assume the timing error will not exceed
the accuracy of an OEM-equivalent cam-driven system such as typical distributor systems, or possibly
better due to more sensor targets.
Timing Requirements
The missing tooth crank and cam decoders require that the wheel is spinning at roughly the same
speed throughout the rotation. For single missing tooth decoders: If the next tooth does not come
within 1.5 * The Delta Time of the last 2 teeth it is assumed we just observed the missing tooth. For
more than one missing tooth decoder there is a bit more leeway if the next tooth does not come within
2 * The Delta Time of the last 2 teeth it is assumed we just observed the missing teeth.
Usually this can be fixed by ensuring that the starter motor has enough current available to power
through any harder spots through the rotation / opening closing cams / engine accessories.
If the starter motor is good and getting the right voltage ensure the mechanical components of the
engine are correct.
107
Figure 65: missingtooth_cam_triggerconfig.png
Fields: - Primary base teeth: This is the number of teeth the wheel would have if there were none
missing, e.g. a 36-1 wheel has only 35 actual teeth, but you would enter 36 into this field. - Missing
Teeth: The size of the ‘gap’ in the number of teeth. These missing teeth must be situated in a single
block (ie there’s only a single gap in the teeth). One missing tooth is recommended. - Trigger Angle:
This is the angle in crank degrees AFTER TDC (ATDC) of the first tooth following the gap. This number
ranges from -360° to +360°. - Cam Speed: Ensure this box is checked for this cam-speed system.
108
Timing Setting
The trigger angle is set in CRANK degrees, not cam.
Trigger Pattern
{.align-
center width75%}
Dual Wheel
A dual wheel trigger is one where there is a primary multi-tooth wheel combined with a secondary
single pulse to provide location information. The primary input should contain no missing teeth. Both
pulses can run at either cam or crank speed, but sequential operations requires that the secondary
pulse is located on the cam. The design of the secondary trigger can vary (Eg a single short tooth,
half-moon wheel etc), provided it only provides a single pulse per revolution.
As with other arbitrary tooth count wheels, the number of teeth must evenly divide into 360 (or 720 if
running at cam speed).
Tooth #1 is defined to be the first tooth on the primary wheel AFTER the pulse on the secondary
wheel.
Applications
Dual wheel triggers are standard fitment on a number of Euro make cars, particularly those from VW
and Audi. They are also a popular aftermarket fitment due to their simplicity and ease of fitment.
109
Figure 66: dualwheel_triggerconfig.png
Fields:
• Primary base teeth: This is the number of teeth on the primary input wheel. If the primary
wheel is located on the cam (or is otherwise running at cam speed), divide it’s teeth by two for
this setting
• Trigger Angle: This is the angle in crank degrees AFTER TDC (ATDC) of the first tooth on the
primary input, following the single pulse on the secondary input.
• Trigger edge: Whether the trigger will be taken from the leading (rising) or trailing (falling) edge
of the primary input
• Secondary trigger edge: As above, but for the secondary input
• Re-sync every cycle: Whether the system will reset the sync level every time the secondary in-
put is seen. This can be useful for noisy crank triggers that otherwise my lose sync permanently
110
and not recover until a restart.
Timing Setting
The trigger angle can be found by placing the engine at TDC, then calculating how far it must be rotated
until the first primary tooth after the secondary pulse.
Sequential operation The missing tooth decoder supports sequential operation if the secondary
input is running at cam speed. If Sequential mode is selected for either the fuel timing or spark timing,
the system will expect that the secondary input is running at cam speed and will only provide half the
output pulses if this is not the case.
This cam signal should take the form of a single pulse every complete cycle. This can be a short tooth
or a half moon type arrangement, provided that electrically there is only a single rising (or falling)
pulse per cycle.
Basic Distributor
The Basic Distributor trigger is a very simplistic decoder that expects input like what a traditional dis-
tributor outputs. That is, 1 pulse per cylinder per cycle.
For this reason the signal lacks any cylinder position signal and so without a missing/added tooth
or camshaft signal reference Speeduino cannot calculate crankshaft angle, phase of cycle, or cylinder
assignment. A distributor must be used to route the resulting sparks to the correct cylinders (With
the exception of single cylinder engines).
The signal can be as simple as the breaker points from an old pre-electronic distributor, to a crankshaft
wheel without any abnormal, extra, or missing slots, provided it is conditioned appropriately to 0v-5v.
Most who have installed aftermarket tachometers are familiar with the simplicity of the signal with
the only variation being the number of pulses in each crankshaft rotation.
A note on resolution
By its nature the resolution of a simple distributor wheel is quite low. The exact resolution depends on
the number of cylinders (The more cylinders, the higher the resolution), but even with an 8 cylinder
engine there are only 4 pulses per revolution. This can impact timing accuracy if running ignition
control from Speeduino and in most cases upgrading to a higher resolution trigger wheel is strongly
recommended.
111
Trigger Signal
Figure 67: Basic_sistributor case.png
GM 7X
This decoder uses a GM trigger wheel with six notches spaced evenly apart and one uneven notch. The
uneven notch is counted as #3 with a total of seven notches.
4G63 Pattern
The 4g63 trigger is used across a large number of both Mitsubishi and Mazda 4 cylinder engines. See
below for applications.
It is comprised of crank and cam signals that are provided by either a hall sensor or an optical sensor.
The signal is electrically the same in both cases.
112
Applications
• Mitsubishi Lancer
• NA Miata / MX-5 (Up to 1997)
Figure 68: 4g63_triggerconfig.png
NOTE Within the Cranking options dialog, ensure that the Fix cranking timing with
trigger option is turned ON {.is-warning}
Timing adjustment
In most cases altering the trigger angle should not be required, however there is some small variation
between the OEM versions of thIs trigger so some minor adjustment may be needed. Once you have
113
the engine started, set a fixed ignition angle and check the timing with a timing light. If this is a few
degrees out (<20°), adjust the trigger angle here. If this is more than 20° out, there may be a larger
problem.
Trigger Pattern
Figure 69: 4g63_trace.png
Overview
This a 24 tooth wheel with 12 wide teeth and 12 narrow teeth. The narrow provides 3 degrees of pulse
while the wide provides 12. All of the falling edges are 15 degrees apart. This decoder uses the falling
edges, requiring the cam signal to determine crank angle.
The “Dual wheel” decoder set to 24 teeth and FALLING edge should be used rather than the
dedicated 24X decoder. An updated version of the dedicated 24X decoder remains a WIP. {.is-
danger}
114
Trigger Signal
Figure 70: GM 24X crankshaft trace
Overview
There are two signals one from the crank wheel and the other from the cam. The crank wheel puts out
a series of four pulses every 120 degrees. Each of the four pulses is 20 degrees apart and lasting only
2 degrees. The cam wheel pluses once every 360 degrees or 720 crank degrees. The pulse last for 180
degrees or 360 crank degrees.
Trigger Signal
File:Syncsignal.jpg
Harley Evo
The Harley EVO pattern is used on V-Twin engines from ’86 through to ’99.
This pattern will work on all injected EVO engines.
Overview
The Honda D17 decoder applies to the Honda engine family using a 12+1 crankshaft wheel. The 4+1
camshaft signal is not currently used with Speeduino. Without the cam signal, all standard fuel and
ignition modes up to semi-sequential and wasted-spark are supported.
115
Applications
• TBA
Timing adjustment
problem.
Trigger Pattern
The crank trigger wheel consists of 12 evenly spaced teeth plus 1 additional 13th tooth which provides
position information. The first tooth after this 13th one is considered Tooth #1
Figure 71: honda_D17.png
Miata 99-05
From MY99 onwards, Miatas moved to a new trigger patter that, whilst similar to that used on the 4g63,
is more tolerant to noise and does not rely on both edges of a tooth being tracked. Crucially it also
permits movement of the cam signal relative to the crank signal which is required due to the addition
of variable cam timing in these engines. Sync can be determined in the same way regardless of if the
variable cam is at it’s maximum or minimum movement.
The trigger consists of a 4 tooth wheel located on the crankshaft and a 3 tooth wheel on the cam. The
teeth on both wheels are unevenly spaced.
Applications
NB Miatas from 1999 until 2005.
116
• The trigger angle should not need changing once this pattern has been selected (ie Make sure it
is set to 0)
• Both trigger edges should be set to RISING
• For most installs, Trigger filtering set to Off or Weak is sufficient.
• In the Starting/Idle -> Cranking Settings dialog ensure the following options are
turned on:
– ‘Fix cranking timing with trigger’

– ‘Use new ignition mode’
Trigger Pattern
The crank wheel contains 4 teeth, separated by an alternating 70 and 110 degrees.
Sync is determined by counting the number of secondary (cam) pulses that occur between the primary
(crank) pulses and can be confirmed at 2 points in the cycle. The first crank pulse after 2 cam pulses
is tooth #6 and the first crank pulse after a single cam pulse is tooth #2. Tooth #1 is located at 10
degrees BTDC and cannot be identified directly, only relative to teeth #2 and #6. As the camshaft
timing is moved as part of the VVT, the secondary pulses remain within the same ‘window’ relative to
the primary pulses. Sync can therefore before confirmed at all loads and speeds, no matter what VVT
value is being currently used.
Figure 72: miata9905.png
Non-360 Decoder
This is a variation of the dual-wheel decoder that can be used with tooth counts that do not divide
evenly into 360° This decoder system is usually unique to a particular brand or engine series, and
therefore has previously been assigned a name to identify the type, such as the Audi 135 decoder.
While this “uneven divisor” decoder can be used with a variety of tooth counts, not all tooth counts
can be used with this system.
117
Overview
The Daihatsu +1 triggers are used across a number of 3 and 4 cylinder engines from Daihatsu. See
below for applications.
It is comprised of a single cam signal provided by either a hall sensor. This should be fed into the RPM1
input on Speeduino
Applications
• TBA (3 cylinder)
• TBA (4 cylinder)
Simply select the Daihatsu +1 trigger option.
Timing adjustment
problem.
Trigger Pattern
In 3 cylinder engines, there are 3 evenly spaced teeth at 0, 240 and 480 crank degrees. There is an
additional (+1) tooth located at 30 crank degrees to provide position info
The 4 cylinder is the same, except with 4 evenly spaced teeth. The 5 teeth are therefore located at 0,
30, 180, 360 & 540 (Crank degrees, ATDC)
Figure 73: daihatsu_3_1.png
118
Subaru 36-2-2-2
The 36-2-2-2 wheel is common on many 4 and 6 cylinder Subaru engines from approx. 2000 onwards.
It utilises a crank trigger wheel containing a nominal 36 teeth, spaced 10 crank degrees apart, and 3
groups of 2 missing teeth. These missing tooth groupings allow for sync to be determined within at
most 1/2 a crank turn.
Early wheels were VR triggered however after the switch to variable valve timing, Subaru switched to
Hall sensors. Most configurations are paired with one or two 4-1 cam sensors, however these are not
required for sync on Speeduino.
Note that there are 2 variations of the 36-2-2-2 pattern, the H4 and the H6. Whilst visually very
similar, the patterns have different groupings of teeth and are not compatible. Support for the
H6 variant of this trigger was added in the 202103 firmware and will not work on earlier
versions {.is-info}
Configuration
Trigger Angle: 0 Trigger Edge: FALLING Secondary Trigger edge: N/A Skip Revolutions: 1 Trigger
Filter: Weak (Depending on install)
Trigger Pattern
The 3 sets of 2 missing teeth are located such that one group is on its own and the other two are located
adjacent to one another, with a single tooth in between. Sync can be determined by detecting the
missing 2 teeth, then seeing if there is another set of missing teeth immediately after it.
Cylinder 1 TDC compression happens on the fourth tooth after the single gap. Speeduino watches for
any missing tooth period, then waits to confirm whether it is followed by another. Sync can therefore
be determined in this manner at 2 points in a single crank revolution.
Figure 74: 36-2-2-2.png
119
H4 Pattern Note: Many diagrams and trigger wheel images available online show the wheel from
the backside, making it show as rotating counter clockwise. For the correct orientation, when looking
at the front of the engine, the wheel spins clockwise.
V0.4 Board
Overview
The v0.4 board is a testing board that was developed with the goals of reproducing the existing v0.3
boards capabilities, but with the following improvements:
• Lower cost (Primarily due to reduced size, but also some component changes)
• More compatible with off the shelf cases/enclosures
• Stepper-style IAC driver option
• Has a single 40 pin connector for all IO (Excluding 12v power)
Note: The v0.4 is NOT intended as a replacement for the v0.3 line of boards! The 2 are designed
with different goals in mind. The v0.4 is intended to be integrated more closely into existing
wiring, with the aim being that interface boards can be used to easily connect through the IDC40
connector. Unless you understand the interface on the v0.4 board and believe it is the best option
for your install, the v0.3 may well be a better option for you. {.is-warning}
Board Features
The v0.4 boards includes the following features:
• 4 injector channels
• 4 Ignition outputs
• Fully protected input channels for CLT, IAT, TPS and O2
• Optional VR conditioner mount on crank and cam inputs
• MAP sensor mount location
• DRV8825 stepper module mount location
• 4 medium-current spare outputs (e.g., fuel pump, thermo fan, boost control, VVT, etc)
• 5 unpopulated/configured optional low-current spare outputs in “proto” section, including
tachometer-out
• A single 40-pin IDC connector includes all pins required for the board with the exception of the
12v input
120
Physical Layout
Note that there are some differences between the various versions of the board, however the pinouts
on the main IDC40 connector remain the same.
Note: Injector Pins have 1/2 and 2/2 markings this is to more easily and clearly route injectors for semi
sequential and batch modes. If the application requires less than 4 injectors simply use either pin 1/2
or 2/2. If the application requires 5 or more injectors it is recommended to use both 1/2 and 2/2 when
available to more evenly distribute the current from the injector coils triggerting. See Injector Wiring
for more specific details.
Figure 75: v0_4_board_annotated_1.jpg
Pin # Function
1 Injector 1 - Pin 1/2

7 Ignition 1
121
Pin # Function
8 Ignition 4
9 Ground
10 Ground
11 MAP Sensor (0v-5v)
12 Ground
13 5v
14 Proto Area 1 (0.4.4b+ Flex Sensor)
15 Proto Area 2 (0.4.4b+ Fan)
16 Proto Area 3 (0.4.4b+ Fuel Pump)
17 Proto Area 4 (0.4.4b+ Tachometer)
18 Proto Area 5 (0.4.4b+ Clutch)
19 Coolant (CLT)
20 Inlet Air Temp (IAT)
21 O2 Sensor
22 TPS input
23 Ground
24 Cam Input / VR2+
25 Crank Input / VR1+
26 VR2- (Not used for hall sensor)
27 VR1- (Not used for hall sensor)
28 5v
29 Idle Stepper 2B
30 Idle Stepper 2A
31 Idle Stepper 1A
32 Idle Stepper 1B
33 Ignition 3
34 Ignition 2
122
Pin # Function
35 Boost
36 Idle 2 (For use with 3 wire idle valves)
37 PWM Idle
38 VVT
Board Assembly
Assembly of a complete board is virtually identical to the v0.3 and remains relatively straightforward
with all components being through hole and labelled on the board. Whilst it does not technically
matter which order components are installed, the following is recommended for simplicity:
1. All resistors
2. All diodes (Including LEDS)
3. All capacitors > Take note that C14 and C16 are polarised capacitors, meaning that they must be
put in the correct way around. The capacitors should be marked with a + sign on one side. On
the PCB, the positive side is indicated by a line on the capacitor symbol. {.is-warning}
123
Figure 76: capacitor_orientation.png
4. All jumper headers (JP*)

5. Arduino pins:
• Suggested method: Break header pins into required lengths and insert into an Arduino
Mega. Place the board over the top of the pins and solder in place
• Note that not all the pins on the end double row need to be populated (Though there’s
no harm in doing so). The odd numbered pins (Eg D23, D25 .. DD53) do not need pins on
them.
6. IDC 40 connector
7. IC sockets
8. All screw terminals
9. All MOSFETs
10. Power regulator
11. MAP sensor (If used) > NOTE: ALL self assembly boards have the MAP sensor with the hole at the
top. All assembled boards will typically have the hole on the bottom {.is-warning}
Assembly Instruction video
This video is for the v0.3 board, but it largely applies to v0.4 designs as well.
124
Board Configuration
The board can be configured in multiple ways depending on the hardware you use and way your setup
is configured.
Board default outputs
Multiple functions within Speeduino have adjustable outputs or can be set to Board Default. The fol-
lowing are the Default pin outs for the v0.4, however all of these functions can be reassigned to other
pins if required (Eg to use the onboard high current outputs)
Function Board output Arduino pin
Boost control IDC Pin 35 7

VVT IDC Pin 38 4
Idle 1 IDC Pin 37 5
Idle 2 (3 wire idle valves) IDC Pin 36 6
Fuel pump Proto area (45) (0.4.4b+ IDC 16) 45
Fan Proto area (47) (0.4.4b+ IDC 15) 47
Tacho Proto area (49) (0.4.4b+ IDC 17) 49
Launch / Clutch Proto area (51) (0.4.4b+ IDC 18) 51
Optional Components
If using a VR crank sensor, the board will require the addition of a VR conditioner. The board has been
designed to work with the dual VR conditioner from JBPerf (http://www.jbperf.com/dual_VR/index.html)
which will plug directly in. These have been out of stock to purchase directly for some time but can
be built from the parts list as the instructions are still available.
There is also an official VR board that can be purchased from the speeduino shop which also plugs in
directly.
Most partner resellers have their own conditioners with other features such as LEDs for when the signal
is triggering high / low. Other 3rd party VR conditioners will also likely work but obviously not all
configurations can be validated.
125
SP721 Over-voltage Protection For users having difficulty obtaining the SP721 used in some ver-
sions, see info on the SP721 Diode Alternate page
Jumper Configs
Depending on the type of crank and cam sensors you have, there are a number of jumpers that will
need to be set.
Some VR sensors can send high AC voltage into the arduino board. If you are unsure of your sensor
type identify it before connecting it to the board. Using a VR sensor with the ‘direct’ pins closed (JP2)
and or (JP3) may cause damage to the microprocessor. Danger!
The jumpers that need setting are:
• JP1 - This sets whether the Ignition outputs are 12v or 5v. Note that even if you set this to 12v you
should **NOT** connect these directly to a high current coil. These outputs should only ever go
to a logic level coil or an igniter
• JP2 - Whether or not the RPM1 (Crank) input should be routed via the (Optional) VR conditioner.
This should be set to VR when using either a VR sensor or a hall sensor that switches between
0v-12v
• JP3 - Same as JP2, but for the RPM2 (Cam) input
• JP4 - 1k pullup resistor for RPM1 input. Should be jumpered (‘On’) when a sensor is used that
switches between ground and floating (Which is most hall effect sensors)
To make this simpler, the most common sensor types and their required configurations are below:
Crank Sensor Cam Sensor JP2 JP3 JP4 JP5
Hall sensor - Hall/Direct Off On Off

VR Sensor - VR/TSC Off Off Off
Hall sensor Hall sensor Hall/Direct Hall/Direct On On
VR Sensor Hall sensor VR/TSC Hall/Direct Off On
40-pin connection
You can solder wires directly to the board or use IDC (Insulation Displacement Contact) connectors.
The 40-pin IDC is the connector that was used on computer drive ribbon cables for years and old com-
126
puter cables can be used. A heavier cable, called DuPont cable is recommend for long term use though.
Later in the IDE/ATA interfaces life the speed was increased and this required a new fine 80-wire cable.
These cables are NOT compatible. Some of the pins are connected together causing the magic blue
smoke to be released.
Board revisions
Version
Changes BOM
V0.4.4c
Small fixes from the b-version. Not Required
V0.4.4b
A new ground up, all SMD, board design that includes Not Required
additional onboard drivers and protection circuits. It is
electrically and physically compatible with all other v0.4
versions.
V0.4.4Modified for easier automated assembly, including some Not Required
SMD components and mounting the pressure sensor flat
side up. Run/program switch added. Only sold officially as
complete boards
V0.4.3d
Newest THT design. Compared to previous design, TO220 Download
cases now lay flat on the board, power circuit is improved,
molex connector has been removed, ULN2003 is added
for low current outputs and proto area is removed due to
space constraints.
V0.4.3Filter capacitors added to both primary and secondary Download
RPM inputs. Voltage clamp added to secondary RPM input.
Flex fuel input added to proto area
V0.4.2Considerable number of routing improvements. Neater Download
proto area layout. Voltage clamp added to primary RPM
input
V0.4.1Added Proto area. Replaced diode array with SP721. Same as v0.4.2
Added optional high current aux output socket (J5). Diode
relocated on power circuit to prevent USB back feeding 5v
onto 12v rail when ignition off
V0.4 Initial release Download
127
Github for the 0.4 hardware designs: https://github.com/speeduino/Hardware/tree/main/v0.4
V0.3 Board
Overview
The v0.3 board was the first widely available Speeduino shield and is suitable for many typical 1-4
cylinder injection and ignition applications (Excluding direct injected engines). It uses screw terminals
for all connections in order to make test wiring simple and quick for prototyping.
Board Features
The v0.3 boards includes the following features:
• 4 injector channels
• 4 Ignition outputs
• Fully protected input channels for CLT, IAT, TPS and O2
• Optional VR conditioner mount on crank and cam inputs
• MAP sensor mount location
• 4 medium current spare outputs (Eg Fuel pump, thermo fan etc)
• All I/O through screw terminals on the board
• Proto area with IO, SPI and power breakouts.
128
Physical Layout
Figure 77: v0_3_2_board_annotated.jpg
Proto area
The proto area can be used for adding your own circuits on to Speeduino if required or simply as
a convenient access point to various connections. The connections broken out to the proto board
are:
• 5v and 12v
• Grounds
• SPI pins (MOSI, MISO, SCK and SS). Alternatively these can be used as generic digital IO (Arduino
pins 50-53)
• 3 generic analog inputs (13-15)
129
Figure 78: v0_3_2_proto_annotated.jpg
Board Assembly
Refer to the Board revisions for a link to the Bill of Materials (BOM) of your specific board.
Assembly of a complete board is relatively straightforward with all components being through hole
and labelled on the board (See above mentioned BoM for parts list). Whilst it does not matter which
order components are installed, the following is recommended for simplicity:
1. All resistors
2. All diodes (Including LEDS)
3. All capacitors
• Take note that C14 and C16 are polarised capacitors, meaning that they must be put in the
correct way around. The capacitors should be marked with a + sign on one side. On the
PCB, the positive side is indicated by a line on the capacitor symbol.
130
Correct capacitor orientation 4. All jumper headers (JP*) 5. Arduino pins: * Suggested method: Break
header pins into required lengths and insert into an Arduino Mega. Place the board over the top of
the pins and solder in place * Note that not all the pins on the end double row need to be populated
(Though there’s no harm in doing so). The odd numbered pins (Eg D23, D25 .. DD53) do not need pins
on them. 6. IC sockets 7. MAP sensor (If used) * NOTE: ALL self assembly boards have the MAP sensor
with the hole at the top. 8. All screw terminals 9. All MOSFETs 10. Power regulator
Assembly Instruction video
Board Configuration
The board can be configured in multiple ways depending on the hardware you use and way your setup
is configured.
Board default outputs
Multiple functions within Speeduino have adjustable outputs or can be set to Board Default. The fol-
lowing are the Default pin outs for the v0.3
Note: These defaults are applicable to the Jan 2017 firmware and newer
131
Function Board output Arduino pin
Boost control S2 Screw terminal 7

VVT S1 Screw terminal 6
Idle 1 Idle Screw terminal 5
Idle 2 (3 wire idle valves) Proto area (Labelled 53) 53
Fuel pump FP Screw terminal 4
Launch/Clutch Proto area (Labelled 51) 51
Optional Components
If using a VR crank sensor, the board will require the addition of a VR conditioner. The board has been
designed to work with the dual VR conditioner from JBPerf (http://www.jbperf.com/dual_VR/index.html)
which will plug directly in. Other VR conditioners will also likely work, but have not been tested.
There is now also an official VR board that can be used, see link on the left.
SP721 Over-voltage Protection For users having difficulty obtaining the SP721 used in some ver-
sions, see info on the SP721 Diode Alternate page.
Jumper Configuration
Depending on the type of crank and cam sensors you have, there are a number of jumpers that will
need to be set. The jumpers that need setting are:
• JP1 - This sets whether the Ignition outputs are 12v or 5v. Note that even if you set this to 12v you
should **NOT** connect these directly to a high current coil. These outputs should only ever go
to a logic level coil or an igniter
• JP2 - Whether or not the RPM1 (Crank) input should be routed via the (Optional) VR conditioner.
This should be set to VR when using either a VR sensor or a hall sensor that switches between
0v-12v
• JP4 - 10k pullup resistor for RPM1 input. Should be jumpered (‘On’) when a sensor is used that
switches between ground and floating (Which is most hall effect sensors)
132
To make this simpler, the most common sensor types and their required configurations are below:
133
Crank Sensor Cam Sensor JP2 JP3 JP4 JP5
Hall sensor - Hall Off On Off

VR Sensor - VR Off Off Off
0v-12v Hall Sensor (Requires VR Conditioner) - VR Off Off Off
Hall sensor Floating Hall sensor Hall Hall On On
VR Sensor Floating Hall sensor VR Hall Off On
Board revisions
VersionChanges BOM
V0.3.7 Added bluetooth header Same as v0.3.6

V0.3.6 Added filter caps to both crank and cam Download
inputs
V0.3.5 Added flex fuel input to proto area. Many Download
routing improvements.
V0.3.4 Routing cleanup and more useful Same as v0.3.3
silkscreening
V0.3.3 Replaced diode array with SP721 Download
V0.3.2 Added Proto area. Removed spare IC Download
socket (Had not been used)
V0.3.1 Moved MAP sensor closer to edge of board. Download
Beefier routing on the high current outputs
(Including injectors)
V0.3 Initial release Download
This work is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 4.0 Interna-

tional License.
134

Speeduino Manual

Uploaded by

Copyright:

Available Formats

Speeduino Manual

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Speeduino Manual

Uploaded by

Copyright:

Available Formats

Speeduino Manual

Loading the Speeduino firmware 7

Connecting to Tuner Studio 12

Configuring TunerStudio Project Properties 16

High level wiring guide 21

Analog Sensor Wiring 30

Fuel (VE) table 39

Acceleration Enrichment (AE) 43

AFR/O2 (Closed loop fuel) 46

Temperature based timing changes 62

Idle advance control 78

Launch Control & Flat Shift 81

Variable Valve Timing (VVT) 88

VSS and Gear Detection 92

Auxillary IO Configuration 101

Supported trigger patterns 103

V0.4 Board 120

V0.3 Board 128

About this manual

Loading the Speeduino firmware

• Windows: 32-bit / 64-bit

– Linux requires libusb libraries to be installed. EG if on Debian/Ubuntu: sudo apt-get

Installation - Manually Compiling

• A Windows, Mac or linux PC

• A copy of the latest Speeduino codebase. See below.

Downloading the firmware

There are two methods for obtaining the Speeduino firmware:

Compiling the firmware

• Make sure the Arduino IDE isn’t running

– On Windows: c:\Program Files\Arduino\hardware\arduino\avr

• On the following 3 entries, change the Os to be O3:

• Save the file and restart the Arduino IDE

• Plug in your Mega 2560 to a free USB port

• In Arduino IDE; select the Mega2560: Tools > Board

Older firmware releases

If required, older firmware releases and details can be found at Firmware_History

NOTE: Ensure the baud rate is set to 115200

1 scheduler.ino:317:7: error: ‘’OCR4A was not declared in this scope

speeduino.ino:27:21: fatal error: globals.h: No such file or directory

Connecting to Tuner Studio

Downloading Tuner Studio

Setting up your project

Create new project

Refer to the Configuring TunerStudio project options page for this

Figure 5: Comms Settings

Load base tune

Configuring TunerStudio Project Properties

Once opened this page will be seen.

The temperature selection changes all degrees values within TunerStudio.

Enable Hardware Test

If Enabled, an additional Tab will appear on the tuning page

Figure 10: Project Settings

Reset control features

CAN Devices Tab

Figure 11: CAN Devices

Configuration of CAN devices is currently unsupported

High level wiring guide

Figure 12: wiring_overview.png

Figure 13: inj_4Cyl_semi-seq.png

Settings -> Engine Constants -> Injector Timing -> Sequential