Bosch MS 3 Sport GT3 Cup Bedienungsanleitung

Engine Control Unit MS 3 Sport GT3 Cup

Manual

Version 1.2 17/04/2019

Content

ii/24 Engine_Control_Unit_MS_3_Sport_GT3_Cup_Manual Bosch Motorsport

Content

1 Getting started ................................................................................................................................................................ 3

2 Sport Systems - Overview.............................................................................................................................................. 4

3 Technical Data................................................................................................................................................................. 5

3.1 Input channels ....................................................................................................................................................................................................... 5

3.2 Output channels.................................................................................................................................................................................................... 5

3.3 Power supply.......................................................................................................................................................................................................... 7

3.4 Ignition trigger wheel ......................................................................................................................................................................................... 8

3.5 Sensor recommendation ................................................................................................................................................................................... 11

4 Starting up the ECU ........................................................................................................................................................ 12

4.1 Offline Data Application .................................................................................................................................................................................... 12

4.2 Online Data Application..................................................................................................................................................................................... 18

4.3 Activation of Software Options....................................................................................................................................................................... 21

5 Extensibility ..................................................................................................................................................................... 22

Getting started | 1

Bosch Motorsport Engine_Control_Unit_MS_3_Sport_GT3_Cup_Manual 3/24

1 Getting started

Disclaimer

Due to continuous enhancements we reserve the rights to change any illustrations, photos

and technical data within this manual. Please retain this manual for your records.

Before starting

Before starting your engine for the first time, install the complete software from the in-

stallation CD. Bosch Motorsport software is developed for Windows 2000/XP. Connect the

PC Link Adapter (MSA Box II) or the Ethernet line (depending on calibration equipment) to

your computer and install the driver. Read the manual carefully and follow the application

hints step by step. Don’t hesitate to contact us, contact data can be found on the back

side of this document.

NOTICE

The Bosch Motorsport MS 3 Sport GT3 Cup was developed for use by professionals and

requires in depth knowledge of automobile technology and experience in motorsport. Us-

ing the system does not come without its risks.

It is the duty of the customer to use the system for motor racing purposes only and not

on public roads. We accept no responsibility for the reliability of the system on public

roads. In the event that the system is used on public roads, we shall not be held respons-

ible or liable for damages.

Any maintenance or repair must be performed by authorized and qualified personnel ap-

proved by Bosch Motorsport.

2 | Sport Systems - Overview

4/24 Engine_Control_Unit_MS_3_Sport_GT3_Cup_Manual Bosch Motorsport

2 Sport Systems - Overview

The Sport Systems support an easy to understand user concept. The MS 3 Sport GT3 Cup

is configured as an alpha/n version. This means that the engine characteristic map is

based on engine speed, throttle position and engine temperature. The injected amount of

fuel and the ignition point are derived from these values.

The drawing gives you an overview over the essential input and output channels of a MS 3

Sport GT3 Cup that are necessary to run the engine.

Engine Control Unit

Camshaft teeth sensor

Crankshaft teeth sensor

Lambda sensor

Throttle valve position potentiometer

Fuel temperature sensor

Engine oil temperature sensor

Ambient pressure sensor

Intake air temperature sensor

Knock sensor

Accelerator pedal sensor

(only with Egas)

. . .

Input signals Output signals

Power supply

Fuel injectors A-F

Ignition coils A-F

Electronic throttle

body (only with Egas)

. . .

Illustration1: Input and output channels

Technical Data | 3

Bosch Motorsport Engine_Control_Unit_MS_3_Sport_GT3_Cup_Manual 5/24

3 Technical Data

3.1 Input channels

Input channels for temperature sensors

Temperature inputs have an internal “pull up” resistor for use with a NTC sensor (negative

temperatur coefficient). These pull ups can be switched software specifically. Depending

on the used sensor (e.g. 15 kOhm or 2.5 kOhm NTC) the corresponding linearization curve

has to fit.

For example

– tmot (engine temperature)

– tair (intake air temperature)

Input channels for voltage sensors

For measuring of throttle positions or pressures which deliver a voltage (active sensors),

pull up resistors are not necessary. These sensors must be calibrated with the sensors off-

set and sensitivity values (printed on the sensor, if it is from Bosch).

For example

– ath (throttle position)

– pfuel (fuel pressure)

– poil (oil pressure)

Input channels for inductive speed sensors

In the default configuration the MS 3 Sport GT3 Cup needs an inductive speed sensor on

the ignition trigger wheel.

Input channels for Hall-effect-speed sensors

For the camshaft signal a Hall-effect sensor is necessary. Also for wheel speed measure-

ment Hall-effect sensors are recommended. Four Hall-effect wheel speed sensors can be

connected directly to the ECU. Different hardware configurations are available on request.

Input channels for Lambda measurement and control

For wide range Lambda measurement and control we recommend a Lambda sensor of the

Bosch LSU series.

3.2 Output channels

There are 6 independent injection output stages for the injection. These injection output

stages can take a maximal current of 2.2 Ampere. Therefore the injection valves must have

a resistance of at least 6 Ohm.

NOTICE

Don’t use Bosch injection valves with 1.2 Ohm.

A few Bosch injection valves have an internal resistance of just 1.2 Ohm. These types can

not be used here.

3 | Technical Data

6/24 Engine_Control_Unit_MS_3_Sport_GT3_Cup_Manual Bosch Motorsport

The MS 3 Sport GT3 Cup has integrated ignition power stages. The wiring is shown in the

following picture.

Illustration2: Integrated ignition power stage

NOTICE

In case of ignition-caused malfunctions, please use screened sensor wires.

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

Firing 1 5 3 6 2 4

IGN A B C D E F

INJ A B C D E F

There are max. 6 independent injection output stages for the injection. These injection

output stages can take a maximal current of 2.2 Ampere. Therefore the injection valves

must have a resistance of at least 6 Ohm.

NOTICE

Don’t use Bosch injection valves with 1.2 Ohm.

A few Bosch injection valves have an internal resistance of just 1.2 Ohm. These types can

not be used here.

The MS 3 Sport GT3 Cup has integrated ignition drivers. The wiring is shown in the follow-

ing picture.

Illustration3: Integrated ignition drivers

Technical Data | 3

Bosch Motorsport Engine_Control_Unit_MS_3_Sport_GT3_Cup_Manual 7/24

NOTICE

In case of ignition-caused malfunctions, please use screened sensor wires.

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

Firing 1 5 3 6 2 4

IGN A B C D E F

INJ A B C D E F

3.3 Power supply

The MS 3 Sport GT3 Cup requires an external main relay to be wired to the harness. This

relay is controlled by the MS 3 Sport GT3 Cup to realize that important information can be

stored after switching off the ignition.

Please ensure that you have a good ground installation. That means:

– A ground that has a solid, low resistance connection to the battery minus terminal

– Connection should be free from dirt, grease, paint, anodizing, etc.

– Cylinder heads make a good grounding point

– Use large diameter wire.

– More metal-to-metal contact is better

Connection of the power supply

The following notations for power signals are used:

– KL15 is a switched battery rail controlled by the ECU driver.

– KL30 is an unswitched battery positive rail (same as battery positive terminal).

– KL31 is an unswitched ground rail (same as battery negative terminal).

3 | Technical Data

8/24 Engine_Control_Unit_MS_3_Sport_GT3_Cup_Manual Bosch Motorsport

87a

Bosch Automotive relay

Fuse / Circuit breaker

KL30

KL15

To battery plus (+)

Master kill switch

Ignition switch

Notes:

- ECU requires a dedicated relay to be installed in the car

- KL30 is HAAT (Hot At All Times)

- KL15 is hot only when ECU engages relay

- ECU will engage relay after 12V is detected on pin ‘J’ by pulling pin ‘B’ to ground

- ECU will disengage the relay after 12V is removed from pin ‘J’,

but may be delayed for up to 2 seconds after engine speed signal is zero.

- It is recommended to fuse the KL30 circuit

- Wire gauge recommendations based on Raychem Spec 44 wire

KL30

KL15

KL15 IN

Main relay

KL31

To battery minus (-)

14ga

20ga

14ga

20ga

16ga

14ga

Spec

harness

connector

ECU

Illustration4: Power supply connection plan

CAUTION

Wrong polarity / high currents

Wrong polarity of the terminals and high currents damage the MS 3 Sport GT3 Cup. Be

careful to observe current limits of wires and connector pins!

3.4 Ignition trigger wheel

To start the engine, the ECU requires information about the position of the camshaft and

crankshaft. These are determined by using sensors on the cam and crankshaft generator

gear.

In this chapter you’ll find the sensors you need to detect the camshaft and crankshaft pos-

ition and how to tune the components to each other.

3.4.1 Camshaft and Crankshaft Sensors

Camshaft trigger sensor

The camshaft trigger sensor is a Hall-effect type with a single tooth trigger wheel. Bosch

Motorsport recommends the use of Hall-effect sensor HA-P.

Illustration5: Camshaft wheel

Technical Data | 3

Bosch Motorsport Engine_Control_Unit_MS_3_Sport_GT3_Cup_Manual 9/24

Crankshaft trigger sensor

The software assumes a 36-2 teeth or a 60-2 teeth trigger wheel for proper operation. The

type can be choosen in the software Modas Sport. The crankwheel trigger sensor must be

an inductive type for default configuration. Bosch Motorsport recommends the use of in-

ductive speed sensor IA-C. The picture below shows the correct installation position.

tooth count 60 (-2)

diameter > 100 mm

diameter 3.5 mm

gap depth h1/2

air gap 0.8 ± 0.3 mm

wheel thickness > 5.0 mm

TDC to REF free adjustable

gap width 3.30°

tooth width 2.70°

Description Nominal Dimension

tooth count 36 (-2)

diameter > 95.3 mm [3.750 in]

diameter 5.0 mm [0.197 in]

gap depth h1/2

air gap 0.8 ± 0.3 mm

wheel thickness > 5.0 mm [0.197 in]

TDC to REF free adjustable

gap width 5.55°

tooth width 4.45°

Description Nominal Dimension

Illustration6: Crankshaft wheel

Further requirements

– The Trigger sensor must be made of a ferromagnetic material.

– The Sensor wheel teeth must be sharp.

– The Reference mark is the second tooth after the gap.

3.4.2 Mounting of the Sensors

Procedure to find the right position for the crank and cam triggers:

1. Rotate the engine to the precise position of TDC compression for cylinder#1.

2. Rotate the engine (*) crankshaft degrees backwards.

3. Adjust the position of the crank trigger wheel in reference to its inductive speed

sensor: the longitudinal axis of the sensor must point exactly towards the reference

mark (2nd falling edge after the gap).

4. Adjust the position of the cam trigger in reference to its Hall Effect speed sensor: the

sensor must be about at the centre of the tooth.

5. Turn the engine by 360 crankshaft degrees to reach the position of (*)° before TDC

exhaust for cylinder#1.

6. Verify that the crank trigger reference mark is in alignment with the longitudinal axis

of the sensor (same as Step 3) and that the cam trigger tooth is at the opposite side

of its speed sensor.

3 | Technical Data

10/24 Engine_Control_Unit_MS_3_Sport_GT3_Cup_Manual Bosch Motorsport

(*)

360°360°

(*)

720°

TDC compression

for cylinder #1

TDC exhaust

for cylinder #1

TDC compression

for cylinder #1

60-2 tooth crank

trigger wheel

cam trigger wheel,

cylinder #1 position

Reference mark

gap

2nd falling edge

after the gap

Direction of

wheel travels

Position of the

speed sensors

(*)° before TDC compression for cyl. #1 , the tooth on the

cam trigger must overlap the reference mark of the crank

trigger (= 2nd falling edge).

(*)° before TDC exhaust for cyl. #1 , the tooth at the cam

trigger must NOT overlap the reference mark of the crank

trigger.

gap gap

2nd falling edge

after the gap

(*)

(*): OT1ANGLE_SYS

Illustration7: Position of the sensors

– All angles are shown and indicated in crankshaft degrees.

– The width of the cam trigger tooth is not important; however it must be wide enough

to ensure a safe overlap of the crank trigger reference mark at any time.

– The Hall-effect signal is the inversion of the shape of its cam trigger: the tooth effects

a 'low' signal at the sensor and vice versa.

– With 4 and 6 cylinder engines, the value of 66 degrees must be replaced by 78 de-

grees.

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