With Civinco’s Engine management system SA500G3 or SA1000G3 you will easily optimize your engine. The system controls all the critical parameters like fuel, ignition, boost and warning systems. All the data are stored at smart card memories and can easily be changed during run. Civinco AB in Sweden can help you with most things in car tuning via a broad network of resellers worldwide.

Civinco offers two families of engine management systems; InSeries systems which works together with the stock ECU/PCM, and Stand Alone systems for more advanced tuning were you replace the stock ECU/PCM.

Function overview SA500G3 & SA1000G3

3D fuel map with selectable number of cells up to18*19 cells
2 fuel maps, which can be combined as preferred.
Fuel compensation

Extra load sensor
Coolant temp, Air temp, Battery voltage
Acceleration enrichment

Ignition map based on 21 RPM cells, and selectable load sensor with 33 cells.
Sequential fuel timing
Over 25 different cam and crank sensor configurations (60-2, 22-2, 24, 36-2 etc)
Most ignition orders for 4, 6 and 8 cylinders
AFR closed loop

Short and long term adaptive

Launch control for boost spool up

Tunable Ignition retard, Rev limit and extra fuel

Idle control

Ignition
Idle control valve with 1 or 2 PWM

Boost control

Open or closed loop (PID) via PWM

Warning systems and error codes

RPM limiter
Fuel cut at over boost

ASD output to control supply voltage to fuel pump etc
All out and input can be reconfigured for different functions

Uses all original sensors, so no extra sensors are needed to be bought
USB communication with PC
Log up to 75 engine and sensor signals to PC via USB

System overview SA500G3

4 fuel channels for high ohm injectors
2 ignition channels for external igniters
6 analog inputs

MAP
Coolant temp
Throttle position*
AFR*
IAT / AUX1*
12V battery / AUX2*

4 digital inputs

Cam sensor
Crank sensor
Launch control
Ignition cut or Speed

3 digital output

ASD, fan control, tach output, gearing indicator, error code lamp, programmable output based on RPM and analog input
+5V voltage supply for external sensors

2 PWM output for boost control, idle control, VTEC, Vanos**

System overview SA1000G3

8 fuel channels for high ohm injectors
4 ignition channels for external igniters
10 analog inputs

MAP
Coolant temp
Throttle position*
AFR*
IAT / AUX1*
12V battery / AUX2*
2 extra inputs for options AUX3 / AUX4

6 digital inputs

Cam sensor
Crank sensor
Launch control
Ignition cut or Speed
2 extra inputs for options

5 digital output

ASD, fan control, tach output, gearing indicator, error code lamp, programmable output based on RPM and analog input
+5V voltage supply for external sensors

4 PWM output for boost control, idle control, VTEC, Vanos**

* can be used to log other signals as well.

** all outputs can be used to control selectable functions

Which system should you select

1. What type of cam and crank signal?

§ Inductive or digital
SA500G3/1000G3 supports both types, but inductive sensors could need some extra tuning.

2. Number of pulses per rev for the cam and crank sensor

§ SA500G3/1000G3 supports more than 25 different combinations

3. Number of cylinders, ignition coils and ignition principle?

§ 4-8 cyl with 1-4 coils
SA500G3 supports up to 4 cylinders and 2 coils
SA1000G3 supports up to 8 cylinders and 4 coils

1) Installation of BCLab

Part 1 of this manual is PC-software manual and describes all the system functions and how to tune the car.

Installation:

Insert the CD in the computer and start the installation by double click at setup.exe.
Follow the instructions.

2) Installation of system

Part 2 of this manual describes how to install the system to the engine, and what you need to think about.

3) Tuning of engine

Part 3 describes some tuning basics and strategies to create a first time start up map.

IMPORTANT

Civinco are responsible that the engine management system is working

correctly at delivery, presupposed it has been correctly installed.

Civinco offers a 10 year warranty.

Civinco does not take responsibility for damage on engine, car

or person in connection to the use of Civinco’s system

General controls in BCLab

Data protection:

The BC-box can be delivered locked or unlocked. The BC500/1000 are delivered unlocked while the BC250/750 are delivered locked. In order to use the BCLab software with your BC-box it must be unlocked or you have to have access to the correct code. All boxes with their associated TuneCards have a unique serial no and a unique code. With access to the correct code you can unlock your box and adjust the tuning. The code is also required when reading a locked TuneCard into the BCLab software.

A locked box means that you can only use a TuneCard which is encrypted for this specific BC-box or that the box is unlocked via the serial port with the correct code.

An unlocked box will read all non-encrypted TuneCards with the correct Dataset-ID and also all TuneCards that are encrypted for that specific box.

Lock/Unlock the Bc-box or TuneCard

Before unlocking the BC-box you must enter the correct box serial no and the correct 10-digit code. If you have received your code in a code file you can use this by clicking "Open code file".

If you choose "Unlock after upload" the box will be left unlocked after updating the tuning in the box or on the TuneCard.
If you choose "Lock after upload" the box/TuneCard will be left locked.

Why lock or unlock the system?

If you wish to share your tuning with friends you must work with an unlocked box and TuneCards.

If you wish to keep your tuning to yourself, then you must lock the box. That way you will never risk anyone else to see or use your tuning. You can also be safe that nobody can insert a TuneCard in your box and alter the tuning or start the car (Antitheft).

Summary

Non-encrypted TuneCards can only write to unlocked boxes.
Non-encrypted Tunecards can lock all unlocked boxes.
Encrypted TuneCards with the correct 10-digit code can write to both locked/unlocked boxes.
Encrypted TuneCards with incorrect code cannot write to the box.
Encrypted TuneCards can only lock/unlock a box with the correct code.

USB Status / Todos Status / BC-box as Tunecard Writer

There are three ways to communicate with your box or TuneCards. In the upper left corner you will see the chosen communication mode. You may switch between these in the menu Edit-Toggle Interface or by pressing Ctrl+T.

USB serial communication between PC and BC-box
Chipdrive connected to the PC that read/writes TuneCards
Use of the BC-box as a TuneCard reader when the BC-box is connected via USB

Direct communication with the system

Handles the USB-communication with connected BC500/BC1000G3.

Write - Saves the BCLab current tuning to the BC-box

Verify - Verifies that the BC-box tuning is the same as the BCLab tuning

Read - Reads the BC-box tuning and displays them in BCLab

Info - Reads some general information from the BC-box

Live Data changes during logging

If you do changes in the mapping or settings during logging, these changes will take part immediately. You do not have to press “Write” for the changes. This makes it easier to changes in the mapping and immediately see the changes in the logg file. I.e if you make fuel adjustment, you can see the AFR change right away.

Todos and Chipdrive card reader

Handles the TuneCard reader if it is connected to the PC. The currently supported reader is the Chipdrive.

Find Reader - The program tests the connection with the Chipdrive reader

Write Card - Saves the BCLab current tuning to the TuneCard

Read Card - Reads the TuneCard tuning and displays them in BCLab

BC-box as Tunecard writer

Used when you want to use your PC-connected BC-box to read a TuneCard. This makes it possible to write TuneCards without the Chipdrive.

Check - The program tests that the BC-box works as a TuneCard reader

Write - Saves the BCLab current tuning to the TuneCard inserted in the BC-box

NB! When a Tune Card is inserted in the system, these settings are read by the system. You can therefore change the current settings by accident.

To prevent this press the button next to the card slot when card is inserted.

File Description

This area in the lower left corner can be used to write text to describe the new settings. The text is saved at the same time as you save the settings to the harddrive. They are not saved to the TuneCard or when you write to the box.

Use of all pages with tables

Table Control

All BCLab pages that have tuning tables also have a "Table Control" box. This is used to easily adjust the tuning values in the table. You can also use this to edit several tuning values at the same time by marking the desired values. To mark all table values klick on "Deg", "ms" or "%" in the table upper right corner.

”+” increase the selected values 1 step
”-” decrease the selected values 1 step
increase slope of the selected values to the right
decrease slope of the selected values to the right
decrease slope of the selected values to the left
increase slope of the selected values to the left
decrease slope of the selected values in the bottom
increase slope of the selected values in the bottom
decrease slope of the selected values in the top
increase slope of the selected values in the top
"Scale%" Scales the marked values with the selected % value
"Set to" Sets the marked values to the selected value.
”min", "max" Informs the user of the possible values in this table

You can also mark a cell and write the value directly into the box without using the commands above.

Smothern data

There are two functions which evens out the data in 3D tables to make it easier to remove unwanted dip and tops. You can even out in horizontal and in vertical direction.

”Smothern Rows”
If you have values on the first and last row in a selection, and want to even it out on the rest of the rows, you just press ”Smothern rows”
results in
”Smothern Cols”
If you have values on the first and last columns in a selection, and want to even it out on the rest of the columns, you just press ”Smothern columnss”
results in

FUEL

Before you start to tune the fuel, you need to decide how the basic principles of your tuning should be, load sensor, ignition order, number of fuel cells etc.

Choice of load sensor

SA500G3/1000G3 handles 2 fuel maps - 3D Main MAP and 2nd Fuel MAP. The user can select which load sensor to use for respective MAP.

Normal alternative

· 3D Main - MAP & 2nd fuel – not used

· 3D Main - MAP & 2nd fuel – Throttle position

· 3D Main – Throttle position & 2nd fuel - MAP

Combining the fuel maps

How the fuel MAP’s should be combined is selectable. The normal mode is that the fuel maps are added together.

RPM and load resolution (number of cells)

You can adjust the number of load and rpm cells you want to have in the fuel map. You can also select which load and rpm values to use in each cell, to make sure you map exactly as you desire. If you already have made a map and want to change axis in some way, you can save this map and convert it to the new axis setting.

These settings are made under Settings – fuel maps.

Main fuel map based on load and rpm

For each rpm and each load you set the desired fuel pulse length.

In this example at 3000 rpm and 1.11 bar MAP, the engine gets 16.3 ms fuel.

The system linearize between the cells, so at 3250 rpm, the engine gets 16.75 ms fuel.

3D Table control

All cells can be adjusted in “group” to more easily adjust and change the slope of the fuel.

View 3D MAP

Opens a separate window and shows the 3D graph visualizing the fuel setting.

3D color control

Controls how the fuel values should be represented in colors.

Verify coloring

When using “Verify” the system compares the fuel map with the current map in the SA500 box. If there is a difference, the difference is represented in different colors depending on how large the difference is.

Fuel map 2

The normal reason to use fuel maps is if you have a more extreme natural aspirated engine you have super charged. The more extreme engine needs to be tuned at throttle position (main map), but also needs compensation when the boost kicks in (2^nd fuel map).

Fuel map 2 are of the type 2.5D, i.e. you tune load and rpm separately. You set desired fuel depending on load, and then how you want this fuel to be compensated by the rpm. Click F6 to see the resulting 3D-graph.

See page Setting – fuel map.

Fuel map 2 based on load

First tune how fuel should depend on load. Normally more fuel at increased load.

Table data

In the left column the input voltage for selected sensor is shown.

The value in the middle column varies depending on which kind of sensor you choose in”Used Analog Sensor”.

In the column to the right, you choose fuel (in mille seconds) depending on load.

Fuel map 2 based on rpm

Table data

In the column to the right you enter the fuel compensation depending on the RPM, compared to the value you entered in the ”Fuel Load”-tab. Example: if you have a specific load which specify 3 ms extra fuel and you have entered 50% at 2000 rpm and 150% at 3000rpm in this RPM table, the resulting fuel will be 1.5 ms at 2000rpm and 4.5 ms at 3000rpm.

Fuel based on AFR

If you have selected to use closed loop wide band AFR control, you can in this table specify different AFR at different load. See also Settings – AFR closed loop.

Ignition

Before you start to tune the ignition, you need to decide how the basic principles of your tuning should be, load sensor, ignition order, number of fuel cells etc.

Choice of load sensor

SA500G3/1000G3 handles 2 ignition maps - 3D Main ignition and 2nd Ignition load. The user can select which load sensor to use for respective MAP.

Normal alternative

· 3D Main - MAP & 2nd ignition – not used

· 3D Main - MAP & 2nd ignition – IAT or knock sensor

· 3D Main – Throttle position & 2nd ignition - MAP

RPM and load resolution (number of cells)

You can adjust the number of load and rpm cells you want to have in the ignition map. You can also select which load and rpm values to use in each cell, to make sure you map exactly as you desire. If you already have made a map and want to change axis in some way, you can save this map and convert it to the new axis setting.

These settings are made under Settings – ignition maps.

Ignition based on RPM & Load

Normally you need more advanced timing at higher RPM. This used to be controlled by centrifugal weights in the distributor.

2^nd ignition based on load

There are 2 independent ignition maps for use with two different load signals. This can be used to retard ignition at high intake air temperature. It can also be used with a knock sensor that can retard the ignition. You can adjust the timing +-25 degrees.

PWM1-4, Boost control and idle control

The BC-system has 4 independent PWM outputs which can be mapped depending on load or rpm. PWM1 can also be used for closed loop boost control.

Also see chapter PWM-signals to better understand what a PWM-signal is.

To set desired PWM function see page Settings - PWM

Boost/PWM based on RPM

Here you can set desired PWM-duty cycle depending on load.

Boost depending on analog input signal and closed loop

With this tab, you can set which boost you desire depending on an analog input signal for instance throttle position. With this you can create more “economic” setting to save the turbo charger and get a smother response.

PWM based on coolant temperature

If you have set the engine temperature as load signal for one of the PWM-outputs, you can select desired PWM depending on temperature. If you connect the PWM-output to an idle engine, you can adjust the idle rpm depending on engine temperature.

Logging

In BCLab you can log all engine signals that is connected to the system in real time with 20 samples per second. BCLab can also calculate and present a number of extra signals like:

Power and torque
Speed and acceleration
Duty Cycle on output fuel
Fuel consumption

BCLab presents all the logged data in a graph, which also can be saved to a file for later use.

Select log file to open

Double click at a file in the window to open it. If you only click on the file, you will see a preview without open it to enable easy browsing the files.

File information

At logging the date and time will automatically set. In the free text window it is possible to write your own comments.

Logging

Starts, stops and clear the logging. Make sure the system is connected first via an USB cable

Seconds to show while logging

Here you set how many seconds of the log that should be visible during logging (running window). If you have a slow computer you should decrease the number of seconds. Normally 5-10 seconds.

Update interval

Here you set how often the window should be updated during logging. Normally 0.1-1 seconds.

Chart scale options

Here you set the maximal and the minimal value on respective y-axle. If it says “Auto” it is automatically adjusted for best view.

Select signals to view

Here you select which signals to view. You can also select if the signal should be visible on the left or right y-axle. This is good if you look at signals with a big difference in value (example RPM and Volt). Normally the RPM is showed on the 2^nd axle and all the other signals on the 1^st axle.

Chart controls

Scroll left

Moves the graph to see earlier values

Scroll right

Moves the graph to see later values

Zoom in

Zoom in the graph 2 times.

Zoom out

Zoom out the graph 2 times.

Zoom all

Zoom out so that all values are visible.

Redraw

Redraw the graph.

Export these settings to box

All engine settings are automatically saved together with the log data. If you open an old log file, you can click on this button to transfer the settings from the log file to the main program. This makes it possible to restore the settings you had when you made the current log.

Also see chapter BC Log settings for all log settings.

Live Data changes during logging

The log data is also shown in the tuning program as a red cursor in current load/RPM cell.

Show RPM graph

In the RPM-graph all the log data is showed with rpm instead of time on the x-axle. This is good for analyzing data that depends on RPM like power, torque, AFR etc.

Logging with external display

If you only whant to suvervise some logg datas, and instead want larger display you can open a separate logg window which shows the same parameters as in the logg window but as bars and numbers. Short command to open the display is Shift + F8

Log settings

Signal name and selection of log sensor

BCLab can log up to 75 signals. All the signals have got a default name, which can be changed by the user to simplify the reading depending on your specific situation. For each signal you can also select different sensor definitions depending on if you like to analyze the signals in Volt or AFR etc.

Also have a look at chapter Sensor specifications for more information about sensors.

Log file settings

Default log file name

The name you want to show as default.

Auto save

If you like the files to automatically be saved when stop logging. The log file will automatically be named with default name and time.

Fuel injectors

Specify the size of the fuel injectors for the fuel calculations.

Other settings

Import default log sensors

If you open an old log file, you can import newest sensor definitions from the default file to the old log file.

Power calculation

The power calculation is based on the acceleration of the car at full throttle. To make sure the power calculation is as correct as possible you must make sure you know the weight of the car, is running on absolutely flat road and also know the air resistance and the power train losses. If you make two runs without changing these parameters you can be sure that you can compare the runs with high accuracy. .

First of all you need to set the right gearing ratio. Normally it is suitable to make full throttle pulls at 3rd gear. Easiest to find the gearing is to make sure how fast you run at a certain RPM at a certain gear, and use the calculator. The best way is to use a GPS to detect true speed, but speed meter is almost as good. Just make sure you do not change tire to different size.

Next the weight is very important, just as the car was at the run. Either you weigh the car, or make estimation. The power is proportional to the weight, so if you enter half the weight the power also is halved

It is also important to add losses for the air resistance. If you want to see exactly how much the air resistance adds, enter car weight 0lbs and transmission losses to 0.

Typically the air resistance is 12hp at 60 mph and 100 hp at 120 mph

Finally you need to estimate the power train losses if you want to know the power at the crankshaft. Typically this is 15-25%.

If you want to compare the numbers with Dyno numbers or car manufactures, it is good to know that the power numbers is given from a specific standard. For instance normally the power is given at a specific temperature (70F) An engine produces more power if it is cold, so the standard compensates for this and lower the numbers if it is cold during the run.

Car weight

Specify the weight of the car. This is used for power calculations.

Gearing calculator

You can write the cars gear ratio directly in the box ”Gearing”. If you don’t have access to this the program can calculate it for you. Specify rpm, speed and gear and click “Calculate gearing” and the program calculates your gear ratio on that gear. This matters when you calculate engine power and speed. The graph values are only correct for the calculated gear.

You can choose which gear you want the program to use during engine power calculation in the log window.

Power settings

Min/max values

Here you can filter how large and how small values you want to see in the graph to hide wrong values during gearing etc.

Air resistance

If you know the air resistance of the car, the Cw number, and the frontal area of the car, you can compensate for it in the power calculation. The resulting power will then be true wheel horse power. The Cw and frontal area numbers you can sometimes find in the technical manual of the car. Typically the Cw varies from 0.3 to 0.35. A medium sized car has frontal area of about 2 m².

Power train losses

If you know the transmission losses or want to make an estimation to have the power on the crankshaft this is possible. You enter the estimated loss in % at 1000 rpm and 6000 rpm. If you think you have 20% for all rpm, you enter this in both boxes.

Main menu for logging - File

Open

Open an old log file, called .cbl files

Save

Save current log file.

Save As

Save current log file with new name.

Export log data

Save the log data as a image or as an text file which can be opened in Excel.

Current log exported as image current log exported to Excel

Oscilloscope logging

This is a high speed log mode for logging of the digital inputs with 1000 samples per seconds. This makes it possible to log cam and crank to find timing or errors.

Main menu

menu – File

Open

Open Tune card files with car settings, named .cbc files.

Save

Save current settings to a TuneCard-file.

Save As

Save current settings to a TuneCard-file, with a new name

Exit

Quit BCLab

menu – Edit

Undo

Regret latest change.

Redo

Redoes the latest "Undo"

menu – Communication

For more details see page General/Chipdrive status

Toggle between Card and Direct communication (Ctrl+R)

Change between communication with the BC-system and the Tune Card writer. Same as click on the tab ”BC-box” or ”TuneCard”

Toggle between Card writers (Ctrl+T)

Toggle between different tune card writer types. Currently Chipdrive and Todos are supported.

Start Logging

Start logging without first opening the log window.

menu – View

3D-view

Opens a separate window and shows the 3D view for the ignition map, 2^nd fuel map and the PWM map. Also have a look at 3D-view.

Log window

Opens the log window. See also Logging.

Oscilloscope

Opens high speed logging. See Oscilloscope logging.

menu – Settings

PC settings

Com-port (Virtual USB Com port)

Here you select to which com port the system is connected. When installing the USD driver which is provided with the system, each USB connector on your PC will get a dedicated com port number.

Interface

Here you select how you like to communicate with your tune cards. See also The tab General/Chipdrive status

Log settings

Open the log settings window. See also log settings.

menu-Sensor settings

You can connect many different analog sensors to the BC-system. Most likely the stock sensors of the car, but also AFR, MAP etc. All the sensors sends an analog signal that varies between 0 and 5 Volt. The sensor definitions is a translation between Volt and the unit you prefer to view the signals in (bar, inches of vacuum, AFR, Fahrenheit etc.)

In the BCLab there is two sensor setups which are separated. One for the tuning part of the program, and one for the logging part of the program. The sensor definitions can be totally independently set up. These setups handle the tuning part.

Used Analog Sensor

Specify what kind of sensor you like for each analog input.

The sensors used for logging is adjusted in log settings

menu - Sensor Viewer

Here you can have a look at a specific sensor..

There are 3 different types of sensors.

Linear, - Saved as a straight line.

Linear with special negative values – Saved as a line, but made to represent negative values which is sent from the BC-system to the PC.

Table sensors. – Saved as a 33 rows table with 0.16V per step, where you for each voltage can specify the sensor data. This is typically used for unlinear temperature sensors.

These tuning sensors are stored in the setup file with ending .ini in the program folder.

Open sensor definition

Open an already saved tuning or log sensor.

Save as new sensor

If you have edited an existing sensor or created a new one, you can save it by this control.

Enter desired name. If you use a name which already exists, it will replace the existing.

Select which type of sensor you have created, and select the right alternative.

Finally choose if you want to save as tuning sensor, log sensor or both.

The sensor definitions used for tuning are stored in the folder where you installed the program in the SA500_1000.ini file.

Sensors used for the log part of the program are stored in each log file (xxx.cbl) which are located where you selected to store them.

The log sensor definitions which are used as default when you start the program are stored in the file Default_Log_Settings.cbl file which is located in the same folder as the program installation.

Sensor tester

A calculator which is used for testing your sensor definitions. You can use it both for forward and backward calculation..

Linear control

If you have created a linear sensor or a 2c sensor, you create the definition by specifying two points at the line.

Table control

If you have created a tab sensor, you are free to change all values in the table with help of this tool. You can also enter the values directly into the table.

menu – Help

Go to Civinco

Opens the Civinco home page www.civinco.com in your browser

Help file

Opens up this help file

About

Tells you which BClab version you currently have installed

Settings – Box settings

Setting – Engine setup

Engine configuration

Cam and Crank setup

Choose which cam and crank sensor setup your engine has..

1. CRANK: 22-2 + 22-2 CAM: 1 IG: 1-3-4-2 EX: VOLVO 360 Special"

2. CRANK: 60-2 CAM: 1 IG: 1-5-4-8-6-3-7-2 EX: BMW 740 V8"

3. CAM1: 24 CAM2: 1 IG: 1-3-4-2 w. distributor EX: TOYOTA CELICA CS"

4. CRANK: 60-2 CAM: 1 IG: 1-5-3-6-2-4 EX: BMW M3"

5. CRANK: 60-2 CAM: 1 IG: 1-3-7-2-6-5-4-8 EX: PORSCHE 928 Special"

6. CRANK: 36-2 CAM: 1 IG: 1-5-4-2-6-3-7-8 EX: FORD V8 302"

7. CAM1: 1 CAM2: 1 IG: 1-5-3-6-2-4 EX: TOYOTA Supra MK3, MK4"

8. CRANK: 60-2 CAM: 1 IG: 1-3-4-2 EX: Alfa Romeo 4-cyl"

9. CRANK: 60-2 CAM: - IG: 1-3-4-2 w. distributor, semi sequential"

10. CRANK: 36-2 CAM: - IG: 1-3-4-2 w. distributor, semi sequential"

11. CRANK: 60-2 CAM: - IG: 1-3-4-2 waste spark, semi sequential"

12. CRANK: 116 CRANK2: 1 IG: 1-5-3-6-2-4 w. distributor, semi sequential"

13. CAM1: 4 CAM2: 2 IG: 1-3-4-2 waste spark, sequential, EX Mazda Miata Gen1 -98"

14. CAM1: 4 CAM2: 2 IG: 1-3-4-2 waste spark, sequential, EX Mazda Miata Gen2 99-"

15. CRANK: 60-2 CAM:1 IG:1-8-4-3-6-5-7-2 waste fire. EX Chevrolet V8

16. CRANK: 60-2 CAM:- IG:1-5-3-6-2-4 distributor. EX BMW525 -88

17. CRANK: 60-2 CAM:- IG:1-2 50deg V-twin. EX Victory Gen1 -01

18. CRANK: 36-1 CAM:- IG:1-2 50deg V-twin Ex, Victory Freedom

19. CRANK: 270 TDC:1 IG:1-2-4-5-3 distributor. Ex Audi 5 cyl

20. CRANK: 130 TDC: 1 IG: 1-3-4-2 EX: Porsche 944 -83-87"

Cam and Crank signal settings

Crank sensor trigger slope

Select if the system should use the positive or the negative slope of the crank signal.

If you have a trigger wheel with missing tooth, the signal can look like this, when observed by oscilloscope or BC-systems high speed logging:

Alt 1:

Alt 2:

In alt 1-2 you should select the negative slope, because the signal goes down right after the two longer pulses.

Alt 3:

Alt 4:

In alt 3-4 you should select the positive slope, because the signal goes up right after the two longer pulses.

Cam sensor trigger slope

Select if the system should use the positive or the negative slope of the cam signal. Avoid selecting a cam flank that is close to the end of the missing pulse.

Crank sensor teeth

Select how many crank teeth there are between missing pulse and 51 degrees before top dead center of No:1 cylinder.

When the system for the first time sees the missing tooth, it must now exactly where at the rev it is. The BC-system starts it’s timing at 51 degrees before top dead center, because the ignition can be trigged from 51° to 0° before TDC. Thats why you need to specify the number of tooth between the missing puls and the 51° before TDC.

Example with 36-2 trigger wheel:

Missing tooth has just passed the sensor

Engine at 51 deg BTDC, and it has passed 4 tooth infront of the sensor.

At TDC

Crank sensor offset

If there is not a whole number of crank sensor teeth before the “magic” 51 deg BTDC, this is a fine tuning of the ignition setting. In the example above it could have been 4 ½ tooth.

To make sure you have the right timing, lock the ignition tables to for instance 10 deg all over, and test with a timing lamp that the ignition is really shoot at right spot.

Crank sensor fuel teeth

Select how many crank tooth there are between missing pulse and when you like to start the fuel pulses.

This is important if you want to optimize the fuel at idle and low load when the fuel pulses are short. At full load, the injectors are open most the time anyway and therefore this is not as critical.

In this example with 36-2 crank sensor, it is optimal to select about 50 pulses, because it is first one whole rev + about 14 tooth before the intake valve is starting to opening. This is valid if you have a sequential system.

If you do not have a cam sensor and therefore using a semi sequential system, so you should select only 14 teeth. (Because the system is reset every revolution, and shoots fuel every rev.

Model preset

Set which software version of BC-system you use. Normally you select the one with highest number. If you try to use the wrong one, the BC-system will give you error message

BC Digital I/O mode

Always “Stand Alone” for stand alone systems.

Box settings

Open the box settings window, from where all the fundamental engine settings are made. See also Settings – box settings.

Setting – Fuel map

3D fuel options

Main 3d fuel map sensor

Select main load sensor to use as base for the fuel map.

3d map size

Select the size of the fuel map. Number of rpm cells x number of load cells

2nd fuel map sensor

Select load sensor to use as base for the 2:nd fuel map

2nd fuel map function

Select how the 2:nd fuel map should be combined with the main fuel map.

Always add the two maps
Compensation of main map 0-255%
Compensation of main map 0-511%

Convert map to new axis

If you already have made a map, but want to change number of cells or desired range, it is possible to convert the current map to the new selection.
1) Save the current map by click at ”Save current map”. The current map is then saved in a new window.

2) Next step is to make all the changes you have in mind (Change size, rpm steps, load or sensors)

3) Finalize by ”Convert saved map” and BCLab will automatically convert the old map to the new format as well as it is possible.

You must be observant and review the map one extra time just to make sure there where no unwanted effects in the conversion. If you have a map from 0-8000 rpm and reduce the range to 0-5000rpm, BCLab is capable to calculate the right value
BUT If you have a map from 0-5000 rpm and increase the range to 0-8000rpm, BCLab have to guess for the extra 3000 rpm, and the best guess is to use same values as for 5000 rpm column.

Table control

You are free to select RPM and load points for the fuel map. Select which cells to modify and press desired button.

Increase

Increases selected cell. All the cells below automatically changes as well.

Decrease

Decreases selected cell. All the cells below automatically changes as well.

Insert row

Inserts a new row to make more tuning points in a specific area. This removes the last cell.

Setting – Acceleration fuel enrichment

The system can add acceleration fuel enrichment, based on how fast you press the throttle.

The system is measuring the throttle position 20 times/sec.

The acceleration fuel is controlled by three parameters.

Threshold

Threshold sets how much the throttle should be changed to activate the fuel enrichment.

Threshold fuel

Sets fuel pulse length when acceleration fuel is activated.

High load change

Sets a higher load point where you want to specify the acceleration fuel enrichment.

High load fuel

Sets fuel pulse length when high load change acceleration fuel is activated.

Low RPM

Sets a tuning point where you want to specify acceleration fuel.

Low RPM acceleration fuel %

Sets fuel pulse % at low RPM.

High RPM

Sets a high RPM tuning point where you want to specify acceleration fuel.

High RPM acceleration fuel %

Sets fuel pulse % at high RPM.

Sustain

Set how many acceleration fuel pulses the system should give after activation.

View acceleration 3D graph

Show a window with a 3D graph showing the resulting acceleration fuel, depending on RPM and thresholds.

Setting - Ignition

Ignition setup

Crank ignition

Fixed ignition setting during cranking (engine start up)

Ignition charge (Dwell) time

Charge time for the coil before each spark

Ignition setup

3D ignition load sensor

Select load sensor for the ignition map ignition map

3D ignition map size

Selection of map size for the ignition map. There are 3 different sizes

· 18 rpm x 11 load

· 15 rpm x 13 load

· 11 rpm x 18 load

2nd ignition load sensor

Select load sensor for the 2^nd ignition map ignition map

Table control

You are free to select RPM and load points for the fuel map. Select which cells to modify and press desired button.

Increase

Increases selected cell. All the cells below automatically changes as well.

Decrease

Decreases selected cell. All the cells below automatically changes as well.

Insert row

Inserts a new row to make more tuning points in a specific area. This removes the last cell.

Convert map to new axis

2) Next step is to make all the changes you have in mind (Change size, rpm steps, load or sensors)

3) Finalize by ”Convert saved map” and BCLab will automatically convert the old map to the new format as well as it is possible.

Setting - Idle

Idle activation

Throttle level to enter idle mode

Lowest throttle position level to activate special idle settings.

Idle RPM

Define which RPM that should be considered as desired idle RPM.

Used by idle control and AFR-control

Idle ignition

Select if you want to use fixed idle ignition setting

Throttle level for idle ignition fade out

Sets at which throttle level the fixed idle ignition should be totally faded out. Normally set this a bit higher than ”Throttle level to enter idle mode”

Idle control settings

Idle control frequency

Select the speed of the idle control

Idle control Gain, Sum and Difference

PID parameters to control the speed and behavior of the ignition idle control.

Setting – AFR control

AFR settings

AFR sensor type

Set wide band or narrow band type

AFR sensor low voltage

Sets if the narrow band sensor gives low voltage at rich or lean AFR

AFR start delay

Sets the AFR start up delay until the AFR control should be activated after start up. This is to make sure the AFR sensor is heated.

AFR control, Sum parameter

Sets the AFR control speed at idle. Too fast control can result in an oscillating idle.

AFR min load to be active

Sets the minimum load to still use AFR-control. This is made to prevent AFR control during engine brake.

AFR max load to be active

Sets the maximum load to still use AFR-control. This is made to prevent AFR control at full load.

AFR max RPM to be active

Sets the maximum RPM to still use AFR-control. This is made to prevent AFR control at high rpm.

Load level to start AFR supervising

Specify at which load the system should start supervising the AFR and set error codes. Typically you want to get warning if the AFR is to lead at boost..

AFR min load sensor

Sets if you want AFR-control to be deactivated depending on low load or when RPM and Throttle is low.

AFR max load sensor

Sets which load sensor that should be used as max load sensor for AFR-control (normally throttle or MAP.

Narrow band sensor

If narrow band sensor is used and no real AFR value is read you set which voltage that is considered as AFR=14.7 (Lambda=1). Normally a narrow band sensor toggles between 0V and 1V, and a suitable value could then be 0.5V.

Wide band sensor

If a wide band sensor is used, you can set which AFR-value you desire for each load in a normal table in the main program AFR-table.

Setting – Temperature compensation

Coolant temperature fuel correction

Choke fuel

Set percentage of extra fuel depending on low temperature. The system is linear and adds less and less fuel until the engine is considered warm.

Crank snaps fuel

Sets one fixed long fuel pulse which occurs as soon as the engine starts to turn around when it is cold (at start up). The system is linear and adds less and less fuel until the engine is considered warm. This is particularly good to use when running on ethanol (E85).

Cold engine temperature

Set which temperature that should be considered as cold limit.

Warm engine temperature

Set which temperature that should be considered as normal engine temperature.

The AFR control will not start until the engine has reached this temperature.

Coolant temperature to start fan

Set at which temperature the electric fan should start at. When the fan has been started, it turns off when the temperature has reached about 5 deg below this temperature

Air temperature fuel correction

Sets how much the intake air temperature should compensate the total fuel with. The system is linear between the cold and the warm temperature limit. Normally IAT that is 30 deg Celsius colder, needs 10% more fuel.

Low air temp fuel

Sets the extra fuel percentage below the “Low air temp limit”.

Low air temp limit

Sets the temperature that should be considered as cold temperature.

High air temp fuel

Sets the extra fuel percentage above the “High air temp limit”

High air temp limit

Sets the temperature that should be considered as warm temperature.

Setting – Battery voltage and start up compensation

Low battery correction

Sets how much the fuel injector pulses should be lengthen at low battery voltage. At engine start the battery voltage normally drops, which slow down the performance of the fuel injectors.

Start up fuel

Sets extra fuel which will be added to the main fuel at start and a specified time after start up. Most engines need some extra fuel a few seconds after start.

Setting – Limits and warnings

Rev limit (fuel cut)

Sets a specific RPM where fuel should be cut off (the Rev limit)

Boost limit

Sets at which boost (MAP), the fuel should be cut off.

RPM indication

At the front side of the system there is one LED that can be turned on at this specific RPM. If one of the digital outputs is set to be used as gearing indicator this output will also be set.

Warning levels and error codes

Sets valid range for the analog inputs, and if the Error code output should be set if the signal is outside the valid range.

Counters

Every time an error occurs in the system the error counter is increased. Errors are tracked both on master and slave board. By pressing clear error codes, the counters are cleared. (Make sure also to write settings to box)

Setting – PWM and Boost control

The BC-system has 2 (SA500G3) respective 4 (SA1000G3) PWM-outputs which can be tuned depending on load or RPM.

Tune PWM based on

Each of the four PWM outputs can set to use RPM or any load as base for the tuning

PWM1

PWM1 also supports closed loop boost control with PID. The basic principle is that the current boost is measured all the time and depending on desired boost, the control signal to the boost control valve is regulated.

At each sample you measure the current boost and compare to the desired boost. The difference is called the “error”.

The P-factor controls how much the control signal should increase depending of the error. (Proportional factor).

The I-factor controls how the control signal should increase if the error stays over time. After each measurement the control signal is increase a little more if the error stays.

The D-factor controls how much the control signal should change if an sudden error occurs. This is to take care of sudden changes like boost drop.

Out signal=Error*P + Long time error*I + Sudden signal change*D

If you need more information regarding PID, Civinco has a separate documentation of this.

Boost sensor

Selects which sensor that is used as boost sensor. Only used for PID.

PWM2

PWM2 and PWM4 also supports two different PWM frequencies 38Hz and 150Hz. The higher speed is used by idle engines.

PWM external activation

PWM2 can be externally activated by electric fan control or one of the digital inputs. This is good if you want to increase the PWM to the idle engine when electric fan is turned on.

Fuel correction based on PWM

If you run a throttle based map, and idle control you must add extra fuel when increasing the idle engine control. In this table you tune the idle fuel.

PWM 3-4

Straight forward PWM outputs.

Setting – Launch control

Launch control is a function to spool up the turbo at start line. This is done by activating launch control by grounding the launch control signal input, and press the throttle. The engine will the rev up to the set rev limit and at the same time retard the ignition and give extra fuel. The result is that the fuel is burned in the exhaust, which spins up the turbo. It is very dangerous to use this function any long time (more than a few seconds), because the exhaust gets very hot.

Launch ignition retard

Selects how much to retard the ignition when launch control is activated.

Launch RPM limit

Sets a temporary rev limit when launch control is activated.

Launch extra fuel

Sets how much extra fuel to add when launch control is activated.

Setting – Analog

Analog input synchronization

There can occur pulse phenomenon at some signals (mostly MAP-signal) during the engine cycle. To avoid strange values of the MAP it is possible to synchronize the measurement with the engine rev (instead of always use fixed sample rate 600 Hz).

Shortcuts

Ctrl+O Open file

Ctrl+S Save file

Ctrl+Q Quit program

Ctrl+Z Undo

Ctrl+Y Redo

Ctrl+M Read Tune Card

Ctrl+R Write TuneCard

Ctrl+E Read from system

Ctrl+W Verify settings

Ctrl+T Write to system

F1 Help

F2 Box settings

F3 BCLab settings

F4 Log settings

F5 Sensor settings

F6 3D-view

F7 Main Window

F8 Log Window

F9 Start logg

F10

F11 Redraw

F12 Setting summary

File format

.cbc Engine settings file

.cbl Log file (log data, log settings and engine settings)

.bcc Password file.

.csv File with exported log data. Can be read by ex. Excel

.bmp File with exported log data as a picture.

SA500_1000.ini PC-program default settings.

SA500_1000_Default_Log_Settings.cbl

Default log settings. Can be opened as a normal log file and edited. By editing this file you can control how the log program will look like at start up.

Wordlist and definitions

Load Definition of how much torque the engine tries to create at a specific moment. This is normally measured by MAP, MAF or Throttle position. This load signal together with the RPM signal is normally the base for all the mapping

MAF Mass air flow, the amount of air that flow in to the engine (gram/sec)

MAP Manifold absolute pressure, the pressure in the intake manifold.

SmartCard The type of memory cards all the settings can be stored at (Tune Cards)

TuneCardä Civinco’s name of the smart cards

Chipdrive Product name of one of the supported SmartCard-readers.

Todos Product name of one of the supported SmartCard-readers.

Boost The pressure that the turbo creates. Normally relative to the barometric pressure and therefore sometimes negative and sometimes positive.

RPM Revolution per minute

ms Millisecond =1/1000 second

AFR Air to Fuel Ratio

2.5D

For some tables, Civinco does not use full 3D maps, but instead one table for load and one for RPM. This is then by the program automatically recalculated as a 3D map. Civinco call this system 2.5D. This means that the user does not have to enter the right data for all the tuning points in a RPM x Load matrix. Instead the user only have to enter values for RPM and Load separately.

Example: If you have a simplified map with 3 x 3 cells looking at 0-2000 rpm, 2001-4000rpm and 4001-6000 rpm and also 3 different Loads. In a full map you normally enter 9 different values, but with 2.5D you enter 3+3 values. (In a 20x20 matrix you only enter 40 values instead of 400 values)

Simplified example

MAP	Fuel depending on Load	Calculated 2.5D values
2-3 bar	10 ms	10ms1.0=10ms*	10ms1.0=10ms*	10ms1.1=11ms*
1-2 bar	2 ms	2ms1.0=2ms*	2ms1.0=2ms*	2ms*1.1=2.2ms
0-1 bar	0 ms	0ms1.0=0ms*	0ms1.0=0ms*	0ms1.1=0ms*
	Fuel depending on RPM	100 %	100 %	110%
	RPM	0-2000 rpm	2001-4000rpm	4001-6000 rpm

PWM signals

PWM means Pulse Width Modulation and is a method to create and analog signal out of a digital signal. This is the most common way to control speeds of valves and engines which need a little more power. In practical use it’s like switching on and off the 12V signal very fast. If it is on half the time and off half the time the engine runs on half speed. So, the signal is set by giving the percentage that the signal is on.

The SA-500 system is grounding the signal, so you supply +12V on the other side.

100% means all the time grounded, and 0% never grounded. The frequency which is used can be selected in the PWM settings, but default is 38.6 Hz.

SA500 system is using PWM to control:

Boost control valve
VTEC
NOS
Water injection

Upgrade of BCLab

Civinco is all the time releasing the latest software upgrades for free at: http://www.civinco.com/downloads .

Versions and updates of the SA-500/1000 box

Civinco sends a notice to customers if there are any important upgrades that must be made of the system software. You must send the system to Civinco for upgrade.

Current versions of Stand Alone

BC500/1000 1.0 July 2005

BC500/1000 1.1 Feb 2006 upgraded system with internal coil adapter ID 200

BC500/1000G2 2.0 July 2006 4 times more memory, double fuel maps, USB, ID 201

BC500/1000G2 2.1 March 2007 double ignition maps ID 202

BC500/1000G3 3.0 Dec 2007 3D ignition maps ID 203

Installation of SA500G3 & SA1000G3

Installing the system

To run an engine which is not connected to the ECU at any way demands only a few connections and this is normally done relatively fast. If you have access to the electrical scheme of the stock ECU the easiest way is then to cut the right cables and solder them into the BC-harness instead.

At the homepage you find more car specific installation guides

1. +12V Power supply pin 24

a. Connect +12V to the box (red wire). Switched by the ignition. NB: It’s important that the power is still on while cranking the engine. The box doesn’t need a lot of power so you can use a thin wire.

b. Connect all the ground wires (2-4 wires) to a good grounding point in the cars chassis. There’s a lot of power going thru pin no 1, 23 and you want to connect these with short and thick wires.

2. +5V Power supply pin 2

a. Connect +5V from the box to the sensors that need power

i. MAP sensor

ii. Throttle position sensor

iii. Camshaft sensor

iv. Crankshaft sensor

b. Connect ground to the sensors from signal GND pin no 1.

3. Fuel pin 21, 19, 17, 15

a. Connect all the injectors to different pins in the box.

b. Connect +12V to the other connection on the fuel injectors. Connect the power supply thru a relay which is controlled by the BC-systems ASD output.

c. Control the fuel pump thru a similar relay.

4. Ignition pin 13, 11

a. Connect the box to the ignition module (amplifier). (Follow the instructions from the supplier)

b. Connect the ignition module with the ignition coil (Follow the instructions from the supplier)

c. Connect +12V to the ignition coils and the ignition module. The power supply should go thru a relay controlled by the BC-systems ASD output.

5. Crankshaft sensor pin 14

a. The crankshaft sensor is most often an inductive signal with 2 wires. Connect one wire to the BC-box and the other one to signal GND. Try to use good quality shielded wire and connect the shield near the box.

6. Camshaft sensor pin 22

a. If you have a digital camshaft sensor then connect the signal to the box.

b. Make sure that the sensor is connected to a power supply.

7. MAP-sensor pin 6

a. Connect the sensor to the box.

b. Make sure that the sensor is connected to a power supply.

8. Throttle position sensor pin 8

a. Connect the sensor to the box.

b. Make sure that the sensor is connected to a power supply.

9. Coolant temperature sensor pin 4

a. In most cases the coolant temp sensor is a 2-way resistive sensor which is connected to GND in one end and is measured and powered by the box thru an internal resistance of 3.3 kOhm. Connect pin no 4 to one end.

b. Connect the other end to GND.

10. Oxygen sensor pin 10
You are able to run the engine without the oxygen sensor, but it’s very helpful during tuning of the car.

a. Connect the signal wire from the oxygen sensor to the BC-box.

b. Make sure that the sensor is connected to a power supply and GND.