TECHNICAL NOTE CTN0036
MULTI THROTTLE TUNING METHOD
Introduction
This Technical Note details a simplified method to tune a boosted or naturally aspirated engine that contains an
individual throttle for each cylinder using M1 GP Packages firmware.
➡ This method requires M1 Tune version [Link] or later
Legend
• Parameter, Channel or Table within the package.
• Parameter value
Background
MoTeC's engine efficiency model calculation requires the measurement or estimate of a consistent inlet port
pressure. In a common throttle engine the inlet port pressure can be consistently measured in the plenum using the
inlet manifold pressure sensor.
On a multi throttle engine there is only a small volume of air between the throttle butterfly and intake valve. This
causes the inlet port pressure to vary significantly with throttle butterfly angle, pre-throttle pressure and pulses
created by the intake valve movement. Direct measurement of this inlet port pressure, using the inlet manifold
pressure sensor, does not provide consistent values. Without a consistent measurement the inlet manifold
pressure must be estimated using the Inlet Manifold Pressure Estimate table. To tune both this table along with
the Engine Efficiency table becomes quite complex on a multi throttle engine due to the large number of variables.
Extensive research and testing has allowed MoTeC to develop a simplified tuning method to overcome these
complexities. The method described here does not require tuning of the Engine Efficiency table. Only the Inlet
Manifold Pressure Estimate table requires tuning.
In order to compensate for the effect of the pre-throttle pressure (Boost Pressure or Airbox Pressure), two tables
have been added; Engine Efficiency Boost Pressure Compensation and Engine Efficiency Airbox Pressure
Compensation.
Setup
• Turn off all Engine Efficiency table axes and set the remaining site to 100%. This table will not be adjusted.
• Set Engine Load Normalised Mode to Normal. For more information about Engine Load Normalised and it's
effects on the engine tune refer to the Engine Load Normalised section.
• Set Engine Efficiency Mode to Manifold Air Density.
• Set Inlet Manifold Pressure Mode to Estimate.
• Set Inlet Manifold Pressure Sensor Resource to Not in Use.
• For a boosted engine:
– Setup and calibrate Boost Pressure Sensor.
– Set Inlet Manifold Pressure Estimate Mode to Boost Pressure Relative.
– Set Fuel Injector Primary Location and Fuel Injector Secondary Location to Before Throttle Boost
Referenced. Use this setting even if the injectors are positioned after the throttles.
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TECHNICAL NOTE CTN0036
• For a naturally aspirated engine:
– Setup and calibrate Airbox Pressure Sensor.
– Set Inlet Manifold Pressure Estimate Mode to Airbox Pressure Relative.
– Set Fuel Injector Primary Location and Fuel Injector Secondary Location to Before Throttle
Airbox Referenced. Use this setting even if the injectors are positioned after the throttles.
• Set Fuel Timing Primary and Fuel Timing Secondary with an End of Injection earlier than ~380deg BTDC
(before the inlet valve opens) for light to medium load.
For higher load, the injection time can be set as needed. This will assist with the accuracy of injector differential
pressure value.
• Initially set the entire Engine Efficiency Boost Compensation table and Engine Efficiency Airbox
Compensation tables to 0% trim
Tuning Boosted Engine
With this method the Inlet Manifold Pressure Estimate Main table is the primary fuel tuning table.
1. If the engine has not been tuned, set a low Boost Aim pressure to perform a safe initial tune, otherwise go to
step 3.
2. Tune the Inlet Manifold Pressure Estimate Main table until the Exhaust Lambda matches the Fuel Mixture
Aim for each site. This is only an initial tune and doesn't need to be detailed.
Note: values greater than 100% are possible.
3. Once the engine is tuned at the low boost pressure (see step 1), set the Boost Aim Pressure to the maximum
intended boost pressure. This is so the tuning is as accurate as possible for the highest (most critical) load.
4. Set the Engine Efficiency Boost Compensation to 0% trim at the boost pressure set in step 4.
5. Tune the Inlet Manifold Pressure Estimate Main table until the Exhaust Lambda matches the Fuel Mixture
Aim for each site.
Note: values greater than 100% are possible.
6. Lower the Boost Aim pressure.
7. At 100% throttle, alter the Engine Efficiency Boost Compensation table to correct the fuelling.
Typically, 100% throttle is the most important point to be perfectly correct.
Leave the Engine Efficiency Boost Compensation at the boost pressure from in step 6 at 0% trim.
8. Repeat steps 6 and 7 for all boost pressures between the desired highest and lowest boost pressures.
➡ Additional checks for tuning adjustments:
• In conditions with low boost and high throttle the boost might not match the tuned boost pressure. For
example, when the throttle is opened quickly and the turbo speed is low. Be sure to check the tuning in
these conditions and if needed, adjust the Engine Efficiency Boost Compensation table.
• Many systems other than fuelling use the Inlet Manifold Pressure value. With this method the value is
no longer directly derived from a sensor, however the calculated value has similar behaviour and scale
to inlet manifold pressure sensed on a common plenum engine.
In many subsystems using the Inlet Manifold Pressure value, the calculated value may need adjusting
slightly. In some systems the accuracy may be sufficient and no adjustment is necessary.
These systems should only be adjusted after tuning the fuelling since this tuning method affects the
result of the Inlet Manifold Pressure value.
The resulting Inlet Manifold Pressure value may be higher than Boost Pressure in some conditions.
• If the Camshaft, Camshaft Position, Intake, Exhaust or any other parameter that affect the volumetric
efficiency of the engine are changed, repeat all steps.
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TECHNICAL NOTE CTN0036
Tuning Naturally Aspirated Engine
With this method the Inlet Manifold Pressure Estimate Main table is the primary fuel tuning table. The table
result value becomes the percentage of the cylinders displacement volume for air at the current Airbox Pressure
and Temperature, inducted into the cylinder for the given engine speed and throttle position.
1. At a constant Airbox Pressure, tune the Inlet Manifold Pressure Estimate Main table until the Exhaust
Lambda matches the Fuel Mixture Aim for each site.
Note: values greater than 100% are possible.
2. If using a dynamometer with a controlled air intake, adjust the Ambient Pressure to change the Airbox
Pressure and use the Engine Efficiency Boost Compensation table to correct the fuelling.
Leaving the Engine Efficiency Airbox Compensation at the Airbox Pressure from in step 2 at 0% trim.
➡ Additional checks for tuning adjustments:
• Many systems other than fuelling use the Inlet Manifold Pressure value. With this method the value is
no longer directly derived from a sensor, however the calculated value has similar behaviour and scale
to inlet manifold pressure sensed on a common plenum engine.
In many subsystems using the Inlet Manifold Pressure value, the calculated value may need adjusting
slightly. In some systems the accuracy may be sufficient and no adjustment is necessary.
These systems should only be adjusted after tuning the fuelling since this tuning method affects the
result of the Inlet Manifold Pressure value.
• If the Camshaft, Camshaft Position, Intake, Exhaust or any other parameter that affect the volumetric
efficiency of the engine are changed, repeat all steps.
Relationship between Engine Load Normalised and Inlet Manifold Pressure
Ignition timing is tuned via a table that represents the load on the engine. Commonly, an ignition table with inlet
manifold pressure and engine speed axis is used for this. Although inlet manifold pressure does not truly represent
the load on the engine, it is directly related and it is a familiar method for tuning ignition timing.
With a multi throttle body setup engine there is no accurate inlet manifold pressure available, and a different
method of determining engine load must be used.
In M1, the existing channel Engine Load Normalised is a more accurate way of representing the true load on the
engine which takes into account the density of the air and the efficiency of the engine. For common throttle
engines, Engine Load Normalised values in % are related to Inlet Manifold Pressure values in kilo Pascals (kPa).
For example, with 20 °C inlet air temperature and 100 kPa ambient pressure at a load point of 4000 rpm, 100 kPa
inlet manifold pressure, the engine efficiency is likely around 100%. In this case, the Engine Load Normalised would
also be 100% and therefore the ignition timing entered would be the same as in a MAP based Ignition Timing
table.
If the inlet manifold pressure was lifted to 200 kPa at 5000 rpm, the Engine Efficiency table, once tuned, would
likely drop to approximately 95%. This 5% drop, would equate to a 5% lower Engine Load Normalised value of
190%. In this case, the Ignition Timing value at 200 kPa and 5000 rpm can be entered into the Ignition Timing
Main table at 190% and 5000 rpm with this tuning method.
➡ Incorrect Engine Efficiency table values due to incorrect injector calibrations (for example) will affect the
Engine Load Normalised calculation quite dramatically. The cause of the incorrect values must be
rectified or a full remap of the Ignition Timing Main table will be necessary.
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TECHNICAL NOTE CTN0036
To assist tuners to transition from MAP based tuning to the multi throttle tuning method described in this
document, the following table provides some examples of inlet manifold pressure values compared to engine load
normalised values.
Inlet Manifold Approximate Engine
Engine Speed Inlet Air Temperature Engine Efficiency
Pressure Load Normalised
4000 rpm 20 °C 100% 100 kPa 100%
5000 rpm 20 °C 105% 100 kPa 105%
5000 rpm 20 °C 100% 200 kPa (1 bar Boost) 200%
6000 rpm 20 °C 95% 200 kPa (1 bar Boost) 190%
6000 rpm 20 °C 90% 250 kPa (1.5 bar Boost) 225%
7000 rpm 20 °C 85% 300 kPa (2 bar Boost) 225%
8000 rpm 20 °C 80% 300 kPa (2 bar Boost) 240%
8000 rpm 50 °C 80% 300 kPa 220%
Compatibility
This method can be used with the following M1 firmware from MoTeC's GP package suite:
Variant Version Name Number
GPA (M130) (Public) February 2016 or higher 1.10.0075 or higher
GPA (M150) (Public) February 2016 or higher 1.10.0075 or higher
GPA (M170) (Public) February 2016 or higher 1.10.0075 or higher
GPA (M190) (Public) February 2016 or higher 1.10.0075 or higher
GPA-DI (M141) (Public) February 2016 or higher 1.10.0075 or higher
GPA-DI (M142) (Public) February 2016 or higher 1.10.0075 or higher
GPA-DI (M182) (Public) February 2016 or higher 1.10.0075 or higher
GPR (M130) (Public) February 2016 or higher 1.10.0075 or higher
GPR (M150) (Public) February 2016 or higher 1.10.0075 or higher
GPR (M170) (Public) February 2016 or higher 1.10.0075 or higher
GPR (M190) (Public) February 2016 or higher 1.10.0075 or higher
GPR-DI (M141) (Public) February 2016 or higher 1.10.0075 or higher
GPR-DI (M142) (Public) February 2016 or higher 1.10.0075 or higher
GPR-DI (M182) (Public) February 2016 or higher 1.10.0075 or higher
GPR-DI Proportional Pump (M141) (Public) February 2016 or higher 1.10.0075 or higher
GPR-DI Proportional Pump (M142) (Public) February 2016 or higher 1.10.0075 or higher
GPRP (M130) (Public) February 2016 or higher 1.10.0075 or higher
GPRP (M150) (Public) February 2016 or higher 1.10.0075 or higher
GPRP (M170) (Public) February 2016 or higher 1.10.0075 or higher
GPRP (M190) (Public) February 2016 or higher 1.10.0075 or higher
GPRP-DI (M141) (Public) February 2016 or higher 1.10.0075 or higher
GPRP-DI (M142) (Public) February 2016 or higher 1.10.0075 or higher
GPRP-DI (M182) (Public) February 2016 or higher 1.10.0075 or higher
© MoTeC Published 23 March 2020 [Link] 4
