NIRA I7r Handbook A6

NIRA i7r
Handbook
NIRA i7r Handbook version A6, December 2015

© Copyright 2005-2015
This handbook is protected by copyright laws. It may not be redistributed in any form
without written consent of Nira Control AB.
Release 2015-12-01
The purpose of this handbook is to serve as a guide during installation and calibration
of NIRA i7r. Descriptions, content and specifications in this handbook may be
changed at any time. This handbook could contain errors – therefore it should not be
regarded as a definitive installation guide. Nira Control AB is not responsible for any
personal or property damages due to errors in this handbook, the professional
installing NIRA i7r is responsible for the installation.
Misuse of NIRA i7r and/or NIRA rk can cause severe personal injury and engine
damage. Nira Control AB is not responsible for any injuries, accidents or damages due
to misuse or ignorance.
Repairs of NIRA i7r, e.g. replacement of parts, will affect the safety of the product and
are not allowed under any circumstances. Nira Control AB is not responsible for any
problems, accidents etc, caused by non-approved parts or repairs not carried out by
Nira Control AB.
NIRA i7r must be installed by professional automotive technicians in accordance with
the instructions in this handbook, following good practice.
NIRA i7r is only intended for racing use and not for use on public roads. It is not
certified for use on vehicles subject to emission standards unless the appropriate
waivers have been issued. Please check with the relevant authorities for more
information.
NIRA rk is protected by applicable software copyright laws. You may not distribute
this software without the written consent of Nira Control AB. You may not copy this
software. Your purchase of NIRA i7r includes a single license to use NIRA rk together
with NIRA i7r.
© 2005-2015 Nira Control AB 2

1 Overview ................................................................................................................. 5
1.1 Content of your NIRA i7r Package ................................................................... 5
1.2 Glossary ........................................................................................................... 6
1.3 NIRA i7r Functionality ...................................................................................... 8
2 Combustion, Lambda and Measurement Principles ............................................... 10
2.1 Relationship Between A/F, Lambda and Smoke ........................................... 10
2.2 Measurement Principles ................................................................................ 11
3 Installing NIRA i7r .................................................................................................. 14
3.1 Injectors ......................................................................................................... 15
3.2 Fuel Pressure Control Actuators .................................................................... 16
3.3 Crank Position Sensor (CKP) and Trigger Wheel ........................................... 17
3.4 Cam Position Sensor (CMP) ........................................................................... 20
3.5 Acceleration Pedal Position (APP) .................................................................. 21
3.6 Manifold Absolute Pressure (MAP) and Intake Air Temp (MAT) .................... 21
3.7 Engine Coolant Temperature Sensor (ECT) ................................................... 22
3.8 Manifold Air Temperature Sensor (MAT) ....................................................... 22
3.9 Lambda Sensor .............................................................................................. 23
3.10 Exhaust Gas Temperature. ............................................................................ 24
3.11 Boost Pressure Actuator ................................................................................ 25
3.12 Main Relay ..................................................................................................... 27
3.13 Pre Fuel Pump Relay ...................................................................................... 28
3.14 Mounting NIRA i7r in the Vehicle .................................................................. 29
4 NIRA rk Software ................................................................................................... 29
4.1 Installation of NIRA rk .................................................................................... 30
4.2 Getting Started .............................................................................................. 30
4.3 Using NIRA rk ................................................................................................ 33
4.4 Parameters ..................................................................................................... 36
4.5 PID Controllers .............................................................................................. 47
4.6 Gauges .......................................................................................................... 48
4.7 Logging ......................................................................................................... 51
4.8 Locking the i3d Data Set ............................................................................... 54
4.9 FlexiPorts™ - Set up ...................................................................................... 54
5 Fuel Handling ........................................................................................................ 56
5.1 Fuel Mass ....................................................................................................... 56

5.2 Injection Control ............................................................................................ 60
5.3 Fuel Pressure Control .................................................................................... 65
6 Boost Controller .................................................................................................... 69
6.1 Boost Controller Initial set up ........................................................................ 69
6.2 Boost Actuator Control Mode ....................................................................... 70
6.3 Boost Controller ............................................................................................ 71
7 Starting the Engine ................................................................................................ 74
7.1 Setting Up Parameters Offline ....................................................................... 74
7.2 Going Online ................................................................................................. 85
7.3 Quick Troubleshooting Guide ....................................................................... 88
7.4 Other Adjustments ........................................................................................ 89
8 Electrical Specifications ......................................................................................... 90
8.1 Input .............................................................................................................. 90
8.2 Output ........................................................................................................... 92
8.3 Communication ............................................................................................. 93
9 Appendix A ........................................................................................................... 94
10 Appendix B ......................................................................................................... 95

1
Overview
NIRA i7r is a sophisticated electronic engine management system developed

specifically for racing. NIRA i7r controls ignition, fuel injection, idle speed, boost
pressure and several other engine functions. It can be used with many different types
of engines.
1.1 Content of your NIRA i7r Package

When you purchased NIRA i7r, you should have received the following:
 NIRA i7r
 NIRA rk calibration software
Additional order of following parts could be made.
 Wiring harness
 Communication interface (Kvaser CAN-dongle)
1.1.1 NIRA i7r
NIRA i7r is a highly sophisticated,dual core microprocessor based engine

management system designed for sophisticated needs of control. NIRA i7r offers an
unusual level of flexibility in how input signals are interpreted and processed. It also
gives you significant control over the mapping of the output signals. This allows NIRA
i7r to work with many different sensors, actuators and engine types. Setup,
configuration and programming of NIRA i7r is done via the NIRA rk software.
1.1.2 Wiring Harness
Contact Nira for more information

1.1.3 NIRA rk
NIRA rk is the calibration software that allows you to setup and configure a large
number of parameters in NIRA i7r. It is designed to run on a PC using the Windows
operating system and communicates with NIRA i7r via a Kvaser CAN-dongle.
The many functions of NIRA rk are described in detail starting in chapter 4.
NIRA rk is protected by applicable software copyright laws. You may not distribute
this software without the express written consent of Nira Control AB. You may not
copy this software other than for personal use. Your purchase of NIRA i7r includes a
single license to use NIRA rk together with NIRA i7r.
1.1.4 Communication interface
The Kvaser CAN-dongle connects NIRA i7r to the PC running NIRA rk software. The
CAN-dongle connects to your PC via a USB port. Drivers for the Kvaser USB-CAN
dongle are delivered together with the NIRA rk application software. Run the Kvaser
USB-CAN installer file before attempting to connect to NIRA i7r.
1.2 Glossary
60-2 lost Common pattern on the crankshaft trig wheel. The

trig wheel has 58 tooth-window pairs, spaced 6
degrees apart. Two tooth-window pairs are missing
(“2-lost”) and the resulting wider window serves as
the reference point.
Absolute pressure Absolute pressure is measured starting at 0 kPa.
This is the pressure in vacuum. At sea-level the
absolute pressure is approximately 100 kPa, +/- 10
kPa depending on the weather (high or low
pressure.)
Ambient pressure The pressure around us; approx 90 – 110 kPa
absolute pressure depending on the weather (low
or high pressure.) The pressure decreases with
altitude.
APP Acceleration Pedal Position
BAC Boost Actuator Control
BC Boost Control

Csd Crankshaft degrees. A four-stroke engine turns 720
crankshaft degrees during one complete
combustion cycle. (The camshaft turns half as fast
as the crankshaft and thus completes 360 degrees
during the four strokes.)
Default values These are base values or recommended values.
EGTC Exhaust Gas Temperature Control. Nira-developed
exhaust gas temperature measurement unit. Can
be connected to NIRA i7r.
FML Fuel Mass Limitation.
FMSP Fuel Mass Setpoint. The requested fuel mass after
all limitations.
FPC Fuel Pressure Control
GND Grounding can be done to the body, engine block

or directly to the battery. Ground is sometimes
Ground (kl31)
referred to as minus or 0 Volt. Poor ground
connections can cause problems that are hard to
find. Make sure the ground connections are proper.
MAP Manifold Absolute Pressure. Pressure in the intake
manifold after the throttle plate. On a naturally
aspirated engine this varies between 25kPa and
100kPa.
MAT Intake Air Temperature or Manifold Air
Temperature. Refers to the temperature of the air in
the intake manifold. The temperature can be as
much as 150 degrees hotter than the ambient air
temperature on a turbo charged engine.
The density of the air decreases with increasing
temperature. Therefore it’s important to be able to
measure the temperature accurately in order to
determine the engine load.
Pull-down resistor A pull-down resistor connects an input or an output
to ground (0V). It pulls down the voltage on the
input or output to ground level (0V).
Pull-up resistor A pull-up resistor connects an input or an output to
+12 V (or +5 V). It pulls up the voltage on the input
or output to +12 V (or +5 V).
Terminal 15 (kl 15) Terminal 15 is a term used to describe battery
voltage (+12 V) after the ignition switch. Most
sensors and actuators used with NIRA i7r that

require battery voltage should be connected to
terminal 15.
Terminal 30 (kl 30) Terminal 30 is a term used to describe battery
voltage (+12 V)
Terminal 31 (kl 31) Se Ground
VE A V.E. value of 1.0 means that 100% of the cylinder
volume gets filled during the intake stroke. For
(Volumetric Efficiency)
example, if the cylinder volume is 500 cc, the
engine breathes in exactly 500 cc of air.
Do not confuse V.E. with engine efficiency. A V.E.
value above 1.0 means there’s some amount of
supercharging due to resonance, which is unusual.
If, during calibration, the V.E. table has values
above 1.1, or the lambda table is not in line with
actual (measured) lambda, you may have made a
mistake.
Many standard engines have an average V.E. of
0.85.
1.3 NIRA i7r Functionality

NIRA i7r reads sensor values, processes the data and sends output signals to various
actuators.
NIRA i7r is a fully sequential engine management system for engines with up to 8
cylinders.
By using the NIRA rk software, you have the ability to modify many of the parameters
that control the data processing and the output signals in NIRA i7r.
1.3.1 Sensors
 MAP sensor (Manifold Absolute Pressure)

 Boost sensor (Pre throttle pressure measurement)
 MAT sensor (Manifold Air Temperature)
 CKP sensor (Crankshaft Position) Inductive or Hall
 APP (Acceleration Pedal Position)
 CMP sensor (Cam Position. The crankshaft rotates two revolutions per four
strokes in a four-stroke engine. The camshaft rotates half as fast as the
crankshaft so it completes one revolution per four strokes. The CMP sensor is

used to determine in which of the two crank revolutions the engine is. This is
used during cranking.) Inductive or Hall
 ECT (Engine Coolant Temp)
 Fuel Temperature (for display purpose)
 Fuel Pressure
 Oil Pressure
 Lambda sensor (NIRA i7r Street controls Bosch LSU 4.9 lambda sensor without
external electronics)
 EGTC (Exhaust Gas Temperature. Measures the exhaust gas temperature in the
exhaust manifold where the headers collect. NIRA i7r handles either digital
egtc reading, resistive reading or 0-5V analog input)
1.3.2 Output Functions
NIRA i7r processes the input signals and controls the output signals in order to
manage the following actuators.
 8 Fuel injectors (amount and sequence)
 Fuel Pressure Control (controls pressure control and/or volume control valve)
 Boost pressure control valve (controls boost pressure H bridge or PWM output)
 Fuel pump relay
 Main relay (for actuator power supply)
 Fan relay (for controlling radiator fan)
In addition to standard engine management, NIRA i7r includes a set of additional

engine control strategies and functions. These are listed in section 1.3.3 and are
described in detail later in this manual.
1.3.3 Additional Control Strategies/Functions
 FlexiPorts™ - a very advanced function that controls fuel injection and boost
pressure in relation to input axes configured during calibration
 Start fuel Handling – allows precision control of fuel injection during cranking
based ECT, engine speed derivate and cranking time
 Alarms – adjustable alarm thresholds reduce the risk of engine damage
 Limp home – any input sensor value out of range is replaced with a reasonable
value to keep the engine running, albeit at reduced power. Sets error code
 Diagnostics – read error codes

 Logging – advanced data logging and graphical analysis tools in NIRA rk
software
2
Combustion, Lambda and
Measurement Principles
For combustion to take place, oxygen needs to be available. The oxygen content of
the air changes with air temperature and pressure.
Thus diesel engines runs on excess amount of air, the volumetric efficiency and A/F
calc is used to avoid smoke
2.1 Relationship Between A/F, Lambda and Smoke

A/F means Air-Fuel ratio. It’s always given as a ratio of masses. The stoichiometric A/F
is different for different types of fuel.
Example of stoichiometric A/F ratios:

Air/98 Octane Gasoline = 14.6
Air/Methanol = 6.8
Air/Ethanol = 9.0
Air/E85 = 11
Diesel = 14,7
Lambda is defined as:
λ = (actual air fuel ratio)/(stoichiometeric ratio)

The definition of lambda is the same regardless of fuel type, which is advantageous,
especially when switching between fuels.
Example of lambda calculation (using gasoline):

If an engine is running lean, the actual A/F may be 15.4:1.
λ = 15.4/14.6 = 1.05
If an engine is running rich, the actual A/F may be 14.0:1.

λ = 14.0/14.6 = 0.96
Some wide-band lambda sensors use A/F in their specs, so it is important to

understand the relationship between A/F and lambda.
2.2 Measurement Principles

Two key measurement principles prevail in the operation of NIRA i7r: The engine
position (and derived values such as rotational speed, speed rate of change etc) is
measured using the angular positioning measurement principle. This measurement is
crucial for the control of critical events such as injection timing etc. The other key
measurement is the air mass measurement that is a crucial input to a host of limitation
functions (e.g. smoke limitation) and hence influences the engine performance.
2.2.1 Angular positioning
The engine angular position of the crank shaft is crucial for accurate engine control.
The most common types of sensors used for angular positioning in automotive
applications are
 Hall sensors
 Inductive sensors

Hall sensor
The Hall Effect is based on a magnetic field that affects electrons moving in a
conductor. The sensor is in need of power supply and the output is a square wave
with fixed voltage levels. The output level is equal or less the supply voltage.
Example of CKP & CMP hall sensors plotted over one revolution. “CKP is a 24-1 pattern”
Inductive sensor
The inductive sensor or VR sensor (Variable Reluctance) uses the phenomenon of
induced voltage in the sensor. The voltage is induced when ferrite steel passes the
sensor and changes the flux through the sensor’s built in magnet. Therefore the
sensor is not in need of any power supply. The output voltage from the sensor will go
from negative to positive values. The output levels from the sensor will increase
proportionally to the speed of the tooth passing the sensor.
Example of an inductive CKP sensor signal when a ”2 lost” is detected from a pulse wheel with a ”60 –
2 lost” pattern

Zero crossing detection and crank polarity
When using an inductive sensor the system uses zero crossing detection to determine
the position of the crankshaft.
Examlpe of zero crossing detection for falling & rising edge.
The picture above shows two types of zero crossing.

 The red circle shows zero crossing at the transition from high level to low level,
falling edge
 The blue circle shows zero crossing at the transition from low level to high level,
rising edge. In the “lost gap” the zero crossing is widely spread and can’t be
uniquely defined
By swapping the polarity of the inductive sensor the signal will be inverted. NIRA i7r
uses zero crossing detection at falling edge, which means the scope picture has to
look like the pictures above. The level transition through the “2 lost”-gap cannot be
falling in this case.
Example of wrong polarity at inductive sensor. The level transition through the gap is falling and the
zero crossing will be undefined in the blue circled area.

3
Installing NIRA i7r
When installing NIRA i7r it is recommended that you follow the directions below.
Begin by determining if additional sensors are needed and where to install them.
Make sure any existing sensors you expect to use with NIRA i7r are in good working
order. The NIRA i7r wiring harness has markings in clear text on each wire to simplify
the work of connecting all the sensors.
Each sensor and actuator will need an appropriate connector attached to the harness.
The connector terminals should be crimped for best performance and rubber seals
should be used where the wires enter the connector housing. (Your NIRA i7r dealer
sells seals for all sensors.) If proper crimp tools are not available, soldering may be
used. Poorly crimped terminals are a common source of intermittent problems. Always
cover any soldered splices with heat shrinkable tubing.
Note that the MAP, MAT and ECT sensors sold by your NIRA i7r dealer have been
pre-calibrated in NIRA rk. These are recommended. Other sensors will need to be
calibrated separately. Calibration is done using one of the Wizards in NIRA rk.

3.1 Injectors
Note that there are different hardware for Piezo Injectors and Solenoid Injectors.
Make sure that your Nira Hardware fits the injector before connecting the injectors.
All injectors for Nira i7r is connected in the same order as firing order with start at
cylinder one
Connection of Injector
Type Injector Pin Nira i7r pin Wire
Injector1 + E.64
Injector 1
Injector1 - E.85
Injector2 + E.22
Injector 2
Injector2 - E.1
Injector3 + E.65
Injector 3
Injector3 - E.86
Injector4 + E.23
Injector 4
Injector4 - E.2 Make sure that the wiring meets the
electrical and environmental
Injector5 + E.66 requirements
Injector 5
Injector5 - E.87
Injector6 + E.24
Injector 6
Injector6 - E.3
Injector7 + E.67
Injector 7
Injector7 - E.88
Injector8 + E.25
Injector 8
Injector8 - E.4

3.2 Fuel Pressure Control Actuators
On common rail engines, a key control function is to regulate the fuel rail pressure.
This is usually by controlling a volume control valve (VCV) on the high pressure fuel
pump, or by controlling a VCV and a pressure control valve (PCV) that is fitted on the
fuel rail.
3.2.1 VCV Connection
The Volume Control Valve (VCV) is fitted on the high pressure pump. The volume flow
through the valve is related the current through the actuator.
Connection of VCV
Variation Actuator Pin NIRA i7r pin Name
VCV &PCV 12v Supply Main Rly kl87

valve fitted Signal E.83 CCO4
VCV valve 12v Supply Main Rly kl87

only Signal E.104 CCO3
3.2.2 PCV Connection
The Pressure Control Valve (PCV) is fitted on the fuel rail.
Connection of PCV
Variation Actuator Pin NIRA i7r pin Name
VCV &PCV 12v Supply Main Rly kl87

valve fitted Signal E.104 CCO3
VCV valve 12v Supply N.C

only Signal N.C.

3.3 Crank Position Sensor (CKP) and Trigger Wheel
To control injection timing, injection timing and several other
important outputs, NIRA i7r needs a signal that is telling the
position of the crankshaft. This signal is provided by a crank position
sensor that creates the signal by reading the pattern of a pulse
wheel that is fitted to the crankshaft. NIRA i7r supports both hall sensors and inductive
sensors.
Therefore, the “Crank” and “Cam” wires must be fitted to the correct connector
matrix on installation. Instructions for the crank sensor are found in the table below.
Connection of Crank sensor

Type Sensor Pin NIRA i7r pin Wire
5v Supply E.95 Wire 1
Hall
Signal E.72 Wire 2
sensor
Ground E.92 Shield
Signal + E.93 Wire 1

Inductive Signal - E.94 Wire 2
Shields N.92 Shield
Use the original crank and cam sensor installation if possible. An accurate signal from
the crank position sensor is crucial. Therefore, it is very important to install the CKP
sensor with diligence. A faulty installation or a bad combination of CKP sensor and
pulse wheel causes an unreliable signal. In turn, an unreliable signal will make the
engine run poorly.
It’s important that the sensor mounting bracket is solid and that the trig wheel is 100
% aligned with the crankshaft.

Example of an inductive CKP sensor signal when a ”2 lost” is detected from a pulse wheel with a ”60 –
2 lost” pattern.
The signal from the CKP sensor should resemble the pattern in the image above. It is
recommended to use an oscilloscope to study the signal.
Definition of a Trig and Maximum Voltage

Trig Occurs when a falling pulse flank passes zero
Min voltage 0,4 V between peak and ground at 100 rpm. 2,5
V at 6 000 rpm
Max voltage 300 V peak to peak
3.3.1 The Pulse Wheel
NIRA i7r works with the majority of standard pulse wheels that has
one or two pulses “removed” as a reference point. On engines where such a pulse
wheel is factory fitted it is recommended to keep the factory installation. The picture
above and right is showing a pulse wheel of the type “60 – 2 lost” that is a standard
pulse pattern. This pulse wheel has 58 teeth and a gap that is created by the removal
of 2 teeth in the otherwise symmetrical pattern. Hence the name “60 – 2 lost”. NIRA
i7r is designed to handle pulse wheels of the types “60 – 2 lost”, “60 – 1 lost”, “ and
symmetrical pulse wheels down to “16 – 2 lost” and “16 – 1 lost”. Symmetrical pulse
wheels have teeth that are equally distributed around the pulse wheel with the
exception of a reference point where one or two teeth are missing. The table below
describes the pulse wheels that are compatible with NIRA i7r.
Pulse Wheels Compatible with NIRA i7r

No of teeth, including Pattern no 1 (1 Pattern no 2 (2
”missing teeth” tooth removed) teeth removed)
60 (each tooth + gap is 6°) 60 – 1 lost 60 – 2 lost
59 59 – 1 lost 59 – 2 lost
… … …
17 17 – 1 lost 17 – 2 lost
16 16 – 1 lost 16 – 2 lost
NIRA i7r reads symmetrical pulse wheels that are split into a maximum of 60 sections (60 – 1 lost, 60 – 2
lost) and a minimum of 16 sections (16 – 1 lost, 16 – 2 lost). All symmetrical patterns in between are
compatible with NIRA i7r.

As shown in the table above, NIRA i7r handles the most common types of factory
fitted pulse wheels, such as “60 – 2 lost” found on European cars (Volvo, Saab, Audi,
BMW, Mercedes, etc), Ford’s “36 – 1 lost” and “24 – 2 lost” found on many
motorcycle engines. There must not be any doubts regarding what type of pulse
wheel that is fitted on the engine. The pattern must be entered into NIRA rk and it is
absolutely necessary to enter the correct values to be able to start the engine.
Some types of pulse wheels are made with holes drilled in a solid material. These
pulse wheels often have a reference point in the shape of a peak instead of a valley –
see the image below for sketch of a “60 – 1 lost” hole with a peak as a reference
point.
Pulse wheel with a ”60 – 1 lost” pattern and a peak instead of a valley as reference point.
Pulse wheels having a peak instead of a valley or a hole as a reference point are more
error prone since vibrations can cause false trigs when the reference point passes the
sensor. If you are fitting a new pulse wheel when installing NIRA i7r, always choose a
pulse wheel with a valley as reference point.
The trigger wheel mounts on the face of the crank pulley. If the crank pulley is also a
harmonic balancer, verify that it is in good condition and isn’t slipping. Make sure the
trig wheel is aligned on the pulley. If it is not centered properly, the signal strength
from the CKP sensor will vary and ignition timing will drift back and forth.
The example below is given for fitting a “60 – 2 lost” pulse wheel: When figuring out
the angular placement of the trigger wheel, first turn the engine to TDC for cylinder 1.
Then place the trigger wheel such that the angle between the “2-lost” window and
the place where you plan on mounting the CKP sensor is around 90-120 degrees. See
picture 3-1 below. You will later need to measure the exact angle, see section 3.3.2.
Once the trigger wheel has been fitted, mount the CKP sensor. The gap between the
CKP sensor and the trigger wheel should be 0.5-1.0mm. If the gap is greater than 1.0
mm, the signal strength from the CKP sensor will vary too much and timing will drift
back and forth. Mount the sensor in a bracket that allows for slight adjustments.

Secure the CKP sensor wires with cable ties to make sure they don’t interfere with e.g.
engine drive belts.
3.3.2 Measuring the ”2-lost” Angle
Turn the engine so that cylinder 1 is at TDC. Measure the angle between the center of
the CKP and the trailing edge of the 2-lost (or 1 lost) window. See picture 3-1. Each
tooth on the trigger wheel is 3 degrees and each window is 3 degrees. Make a note of
the angle, as you will need to enter it into NIRA rk later.
Picture 3-1. Measuring the TDC to ”2-lost” angle.
3.4 Cam Position Sensor (CMP)

Since the fuel injection is controlled sequentially with NIRA i7r, a signal that tells NIRA
i7r the engine’s phase in the combustion cycle is necessary. NIRA i7r thus requires that
the engine has a Cam Position Sensor. This signal is used to synchronize the fuel
injection, ensuring that fuel is injected in conjunction with the engine’s power stroke. If
possible, use the engine’s stock CMP sensor installation. For replacement parts, your
NIRA i7r dealer will advise you on an appropriate CMP sensor. Both hall sensors and
inductive sensors are compatible with NIRA i7r.
In the wiring harness there’s a shielded wire marked “CAM” with two wires and one
shield. The same wire should be used for both hall sensor and inductive sensor. Note

that the different sensor types are connected in different terminal slots in the NIRA i7r
connector. Therefore, the “Crank” and “Cam” wires must be fitted to the correct
connector matrix on installation. Instructions for the cam sensor are found in the table
below.
Connection of CAM sensor
Type Sensor Pin Nira i7r pin Wire
5v Supply E.74 Wire 1
Hall
Signal E.73 Wire 2
sensor
Ground E.71 Shield
Signal + E.73 Wire 1

Inductive Signal - E.71 Wire 2
Shields E.51 Shield
In order to create a well-defined trig point for the CMP sensor, drill and tap a hole in
the cam gear. Insert a screw into the hole such that the screw head faces the sensor.
The sensor works best if the screw material is magnetic, such as galvanized steel. The
distance between the screw and the sensor may need to be adjusted in order for the
sensor output voltage to be high enough. The output voltage from the CMP sensor
needs to be at least 3V. Do not place the trig point in a place that gives a CMP signal
at the same time that the reference point of the crankshaft pulse wheel passes the
CKP sensor.
Sometimes it’s possible to use one of the camshaft lobes as a trigger.
3.5 Acceleration Pedal Position (APP)

The APP needs to be of a linear potentiometer type. A worn APP can cause problems
which are very difficult to diagnose. Typically, as the APP ages, the signal drops out
intermittently. Either verify that your existing APP is in excellent working order or
simply replace it with a new one.
3.6 Manifold Absolute Pressure (MAP) and Intake

Air Temp (MAT)
When NIRA i7r is set up as a speed density system, precise
knowledge of both the absolute pressure and the air temperature in
the intake manifold are required in order to calculate the air mass
that passes through the engine.

If your engine already has MAP and MAT sensors you may be able to use those. The
MAT sensor will need to react very quickly to sudden changes in temperature.
Your NIRA i7r dealer sells an appropriate combined MAP-MAT sensor. This sensor is
pre-calibrated in the NIRA rk software.
3.6.1 Mounting the MAP/MAT Sensor
The NIRA i7r MAP/MAT sensor mounts on a horizontal surface on

top of the intake manifold. Drill a 12 mm hole and mount the
sensor with the sensing element pointing down in order to
avoid accumulation of droplets on the sensing element.
When you drill the hole, make sure to vacuum up all
shavings. Any shavings left inside the manifold can cause Picture 3-4: MAP/MAT
significant damage to the engine. sensor may be secured using
a cable tie if the wall
thickness is too thin.
3.7 Engine Coolant Temperature

Sensor (ECT)
The ECT sensor is used by NIRA i7r to monitor overall engine temperature and for
cold start enrichment. If you plan on using the ECT sensor that came with your engine
you will need to know or establish its resistance as a function of temperature. This
information is often available in the service manual for your engine. Your NIRA i7r
dealer sells an ECT sensor which has been pre-calibrated in the rk software.
3.8 Manifold Air Temperature Sensor (MAT)

The MAT sensor is used for air density compensation at different intake air
temperatures.
The MAT sensor needs to react quickly and must be
properly calibrated. Your NIRA i7r dealer can recommend
several combined MAP/MAT sensors that meet these
requirements and have been pre-calibrated in the NIRA rk
software.
If you prefer to use the original MAT sensor on your engine you need to know or
establish its transfer function. (The transfer function describes the resistance of the
sensor as a function of the temperature.)

3.9 Lambda Sensor
It’s very important to have an accurate lambda reading
when calibrating your engine. NIRA i7x controls a Bosch
LSU 4.9 oxygen sensor. The sensor is of pump current type
and NIRA i7x will not need any external amplifiers or
electronics to control it.
3.9.1 Lambda Sensor Mounting
To avoid that condensed liquids are collected in the sensor, a horizontal inclination of
10 degrees is needed. Due to the temperature limits, mount the sensor after the
turbine with at least 10 degrees vertical inclination.
 Maximum exhaust gas temperature for the LSU 4.9 is 930 ºC.
 Maximum temperature for the hexagon of the LSU 4.9 is 600 ºC
 Mount the sensor as close to the engine as possible, regarding to the
temperature limits.
 Make sure that sensor placement and installation is tested in real conditions
and the sensor provide accurate measurement
 Mount sensor down slopes
 Avoid pockets in exhaust system before system (accumulation of condensated
water)
 Do not run the engine or sensor without sensor heating.
 Tighten the sensor with approx. 40-60Nm
 Avoid heat soak of the sensor wiring after engine swtish off
10 degrees
Accepted
mounting
angles
10 degrees
Correct mounting of LSU 4.9 sensor

Your NIRA i7r dealer supplies LSU 4.9 sensor kits. A harness with pre crimped NIRA i7r
terminals is included.

3.9.2 Lambda Sensor Connections
LSU 4.9 Pin Nira i7r Pin Description

Pin 1 V.82 LS1 IP / APE Pump current
Pin 2 V.66 LS1 VM / IPN Ground Pump current
Pin 3 V.40 LS1 U- / H- Lambda Heater PWM
Pin 4 Main RLY kl 87 Lambda Heater Supply
Pin 5 V.65 LS1 IA / RT Individual trim
Pin 6 V.83 LS1 UN / RE Nernest voltage
5 6
3 4
1 2
LSU 4.9 Connector, rear view.
3.10 Exhaust Gas Temperature.

Being able to monitor the exhaust gas temperature is very important,
especially on a turbo charged engine, in order to avoid engine
damage and also to avoid over-cooling the combustion with too
much injected fuel as this lowers engine power. Make frequent
inspection of the sensor to make sure it is in order. A broken sensor
will immediately destroy the turbo.
Picture 3-5: The NIRA EGTC sensor probe mounts where the headers collect, before the turbo.

3.10.1 Input Filters
All inputs to NIRA i7r, including the Aux inputs, can be filtered using the “Advanced”
setting in NIRA rk.
Sometimes this is useful when dealing with noisy input signals in order to improve
readability during data logging.
Before applying filtering to MAP, MAT and TPS inputs, make sure that you have an
understanding of the effects of adjusting the filter. These input signals should normally
never need to be filtered.
3.11 Boost Pressure Actuator

Common rail diesel engines are usually designed with VGT, VNT or waste gate type
turbos. The setups vary between engine designs.
3.11.1 VGT or VNT with “Smart” Actuator
VGT or VNT turbines with position feedback and bidirectional drive is supported.
Se the boost control chapter for more information.
Smart actuators with built in position feedback is used at some applications. The
actuator do only need PWM signal where duty cycle refers to requested position.
3.11.2 Pneumatic Boost Actuation
On engines with pneumatic boost actuation, NIRA i7r is connected to a boost

pressure actuator that controls the air-flow from the inlet to the turbo’s waste gate. By
controlling the air-flow, electronically, NIRA i7r can control the boost pressure in a
very accurate manner.

WG
W
Turbine
Boost R
Actuator Engine
Compressor
C
Throttle
Air Cleaner
Overview of a boost control system
Boost control actuators have three ports that are connected to
 Atmospheric pressure, R (Return). This port is closed whenever the valve is

inactive. When the valve is activated, this port is opened
 Pressure after the compressor, C (Compressor). The C-port is always

connected to port W. Generally, the C-port has a visible restriction
 The turbo’s wastegate actuator, W (Wastegate Clock). This port is always

connected to port C
Boost control valves have three port and two or three connection pins
NIRA i7r controls the boost pressure actuator by giving the valve a PWM-signal. A
pressure drop that depends on the PWM-signal is created over the R-port and thus
the pressure that reaches the waste gate actuator is controlled. NIRA i7r can be

configured to use either a PWM output or an H-bridge output to control the boost
pressure actuator. This configuration is done using NIRA rk.
0% duty 100%
duty
”R” Return ”R” Return
”W” ”C” ”W” ”C”

Wastegate Compressor Wastegate Compressor
Bypass flow through the Boost Pressure Actuator dependent on the PWM through the actuator coil
Boost control valves either have two or three connection pins. The type of waste gate
used and the type of boost control valve determines how the valve should be
connected.
3.11.3 Boost Control Valve with Two Connection Pins
Connection of the sourcing and ground cables is arbitrary on two pin valves. If the
waste gate clock gives a higher boost pressure when the W-port has a lower pressure,
the cables can be connected according to the table below. The table below assumes
that the boost control valve is made for 12 V sourcing.
Regular Waste Gate Clock
Pin 1 Boost Actuator supply
Pin 2 Boost Actuator
3.12 Main Relay

Use the Main Relay to supply actuators and sensors that need 12 V supply. Examples
of such actuators and sensors could be injectors, CAM sensor, PCV- and VCV valves
etc.
Se the picture below and connect each pin as described in the table.

Kl 87
Kl 86 Kl 85
Kl 30
Relay pin overview
Pin Description Connect to

Kl 30 12 V in Battery. Connect fuse at this side
Kl 87 12 V out To actuator and sensors that
need 12V
Kl 85 Control solenoid – Pin V.89 (Main Relay On = gnd)
Kl 86 Control solenoid + Ign switch (kl. 15)
3.13 Pre Fuel Pump Relay

Warning! Make sure that the fuel pump relay is installed correctly.
An incorrectly installed relay may cause severe personal and
property damage. Do NOT connect the relay directly to the
battery. It must be connected to terminal 15.
Connect one side of the relay coil to terminal 15. Connect the
other to the wire marked “Pin V.72” in the NIRA i7r harness.
Always connect a fuse with proper rating.
Connect each pin due to table below.
Pin Description Connect to

Kl 30 12V in Battery. Connect fuse at this side
Kl 87 12V out Fuel Pump
Kl 85 Control solenoid – Pin V.72 (Fuel Pump Relay On = gnd)
Kl 86 Control solenoid + Ign switch (kl. 15) or Main Relay kl. 87

3.14 Mounting NIRA i7r in the Vehicle
When mounting NIRA i7r on the engine or in the vehicle, avoid overly hot areas. The
maximum ambient temperature without any cooling fan is 70 degrees Celsius.
If you’ve gone through the installation instructions above, the sensor/actuator side of
the harness is now connected. Now connect the wire marked “ECU Supply 12V” to
Battery through a 30 amp fuse. Connect the wire marked “KEY” to the ignition switch.
Find an ignition switch terminal that’s powered also during cranking.
Both NIRA i7r harness wires marked “ECU GND” must be connected to engine
ground, either to the block or to the intake manifold. Do NOT connect the “ECU
GND” wires to the body of the vehicle.
Supply the injectors by the NIRA i7r controlled Main Relay.
At this point all sensors needed to run the engine should be installed. Additionally,
the fuel injectors and other parts of the engine should be installed.
In order to be able to start the engine you need to calibrate NIRA i7r using NIRA rk.
To ensure a successful calibration effort, it’s recommended that you study the NIRA rk
sections in the handbook in order to understand how to use this tool to calibrate an
engine before you try to start the engine the first time.
4
NIRA rk Software
NIRA rk is used to calibrate NIRA i7r. NIRA rk is also used to log data for subsequent
analysis while the engine is running. By using NIRA rk and applying your knowledge of
engine tuning you can prepare for the calibration effort by entering certain
parameters for your specific engine. This gives you a base calibration which will save
you time later when you connect NIRA rk to NIRA i7r.
NIRA rk installs on a PC and connects to NIRA i7r via the Kvaser CAN dongle
connected to your USB port.

4.1 Installation of NIRA rk
Minimum System Requirements:
 Windows 98/2000/XP/Vista/7
 64 MB of RAM
 20 MB disk space (100MB recommended)
 800 x 600, SVGA color monitor (minimum 256 colors)
 One available USB-port
To install NIRA rk on your PC, execute the NIRA-rk.exe file supplied on the memory
stick that is part of your NIRA i7r package. This will launch the NIRA rk Setup Wizard,
which will guide you through the installation process. Follow the directions in the
dialog boxes.
Picture 4-1: Setup Wizard used to install NIRA rk.
Once the installation is finished, NIRA rk i7r Street should be listed in your “programs”
list on the start menu. The NIRA rk icon launches NIRA rk.
4.2 Getting Started

This chapter will give you an overview of NIRA rk and its functions. Do not connect
NIRA i7r to NIRA rk until you’ve read this chapter and understand fully how NIRA rk
operates.

4.2.1 Launching NIRA rk
Click on the Nira RkMotorsport icon in the installation directory (default is C:\Nira).
4.2.2 Welcome Screen
Once you have launched NIRA rk, you will see the Welcome Screen.
Picture 4-2. Welcome Screen
In this screen you can choose among several options. Open File... lets you open an
existing i3d file (a file with calibration data.) Read from NIRA i7r loads calibration data
from NIRA i7r into NIRA rk. Start from Default starts NIRA rk with default settings.
If you are using an i3d-file supplied by your NIRA dealer, it’s recommended that you
first make a copy of the file before making any changes. This way you can always
return to the original file.
If you select ”Start from Default”, NIRA rk will start in a default mode and all
adjustments have to be done by you.

Picture 4-3: Opening an appropriate i3d.
4.2.3 Wizards
If you opted to start NIRA rk in default mode (see previous section), you must go
through all Wizards before you can load any calibration data to NIRA i7r. This is
necessary in order to ensure that you’ve entered appropriate values for all Engine
Setup-parameters before you start mapping. Otherwise, the calibration effort may be
unsuccessful, should it turn out that you’ve been calibrating with inaccurate basic
engine setup parameters.
You can re-run any of the Wizards later, e.g. in order to read the extensive on-line
help available in the Wizards or if you’ve changed one of the sensors. All Wizards are
available under “Wizards” in the main menu.
Any changes you make inside a Wizard only become permanent after you’ve selected
”Finish” on the last page of the Wizard. You can cancel out of the Wizard at any time
by closing the window (clicking on the “X” in the top right hand corner of the
window.)
It’s very important that you go through all pages of all Wizards and enter
correct values.

Picture 4-4: NIRA i7r Wizard: Engine Specifications is one of the Wizards you must go through before
you’re allowed to upload data to NIRA i7r.
Once you’ve gone through all Wizards and entered correct values, it’s recommended
that you save all current settings as an i3d-file. Use “Save As...” under ”File” in the
main menu, or hit F4. Try to give the i3d-file a descriptive name, perhaps including
the date, since this will make it easier to find the file later.
4.3 Using NIRA rk

Once you have selected and loaded an i3d-file, NIRA rk takes you to the Preferences
window (Picture 4-5.) This screen tells you when the i3d-file was last saved on your
computer’s file system and you can add comments.
At the top of the main program window, below the main menu, is a red bar with the
word Offline in it. This status bar shows the state of the connection to NIRA i7r. In
order to go online and be able to upload mapping data to NIRA i7r, you first have to
go through all steps of all NIRA i7r Engine Setup Wizards.
It’s also possible to read any mappings already in NIRA i7r. (“Read from NIRA i7r”
under “File” in the main menu.) Only use this option if you’ve previously gone online
with NIRA i7r.

Picture 4-5: The “Preferences” tab lets you add comments and choose whether you want to simulate
engine running values (Engine Simulator) or connect to NIRA i7r.
Before attempting to connect to NIRA i7r, ensure that the drivers for the Kvaser USB-
CAN dongle are installed on your computer. These drivers are available on the USB
stick delivered together with NIRA i7r.
If you can’t connect to NIRA i7r, check the connection settings by clicking on
”Settings…”. This lets you choose the port to which NIRA i7r is connected. You can
also launch ”Auto Find Target”, which searches all ports and selects the one to which
NIRA i7r is connected.
4.3.1 Keyboard Help
A useful shortcut key to remember is F2. Holding down F2 brings up the Keyboard
Help dialog box. The dialog box shows what can be done in the current view (and
thus, it changes depending on the view.)

Picture 4-6: Holding down the F2 key brings up a window showing all available commands in the
current view.
4.3.2 Tabs
NIRA rk uses tabs to organize different views of parameters, graphs, tables etc. When
a new window is opened a new tab is added. This allows for quick switching between
views. Each new tab gets a number in addition to a name.
You can switch tabs by clicking on the tab with the mouse or by hitting the G key on
the keyboard, which brings up the Change Page dialog box (see below) and then
selecting the desired tab using the up and down arrows on the keyboard. Shift-G
takes you directly to the next tab in order.
Picture 4-7: 'G' (or '5' on the numeric keypad with NumLock off) brings up the "Change Page" dialog
box.
You can close a tab by hitting Esc or right-clicking on the tab and selecting "Close".
The first five tabs can never be closed.
While in the Change Page dialog box, you can also close a page by selecting it and
hitting the Del key on the keyboard.

4.4 Parameters
Calibration of NIRA i7r is done by assigning values to parameters in NIRA rk.
There are three main types of parameters:
 A monitor: Monitors typically represent physical values, such as RPM, engine
temp etc. These values come from input signals to NIRA i7r. Monitor values
are written in black and are preceded by a blue arrow . These parameter
values cannot be changed. All monitors are available under the category called
“Monitor Output” found on the left side of the “Mappings” tab
 A value: Certain parameters are related to output signals from NIRA i7r, e.g. to
the fuel injectors or the boost pressure control valve. Other parameters are
constants used by NIRA i7r to calculate output signals or interpreting input
signals. Both types of parameters are written in green and can be changed by
the user
 A table: Tables are the most powerful parameter type. They are used for
calibrating in- and output signals from NIRA i7r and allow for fine-tuning of the
output signal value based on other parameters. A good example is the Fm
Lambda Target, where lambda values are entered based on RPM and MAP.
Tables are marked by a -icon in front of the name.
Parameter values written in green can be changed. Those written in black cannot.
At the left edge of the Mappings tab is a folder view of all available parameters. The
parameters are grouped into logical sets, such as Fuel, Ignition, Engine Start, etc.
Subfolders further separate calibration parameters to make it easier to find and access
the relevant parameters.
NIRA rk starts in Standard mode. If you feel that variables are missing you can select
Advanced mode from the drop down list at the top of the main window. This setting
exposes more calibration variables. It’s recommended that you leave the mode
setting as Standard.
4.4.1 Sorting and Parameter Descriptions
Parameters can be sorted alphabetically, numerically or according to unit by selecting

Item Name, Value or Unit respectively at the top of the parameter list. When you
move the mouse cursor over a parameter a small help bubble will appear with
information about the parameter. You can also press F1 to get the same information
for any highlighted parameter.

Picture 4-8: A small help bubble appears when the mouse cursor is placed over a parameter
name.
4.4.2 Searching
You can search for a parameter by clicking on the magnifying glass icon ( ) or by
hitting F on the keyboard. To go to the next parameter matching your search
criterion, hit R.
Picture 4-9: Searching for a parameter.
You can search for multiple parts of a parameter name by separating the search
criteria with spaces. E.g. ”th po” gives you a match for ”Throttle Position” and "sens
la" would give you a match for “Lambda Sensor”. As you type in the letters, the
search result is updated continuously.
4.4.3 Alarms
In addition to the built-in diagnostic alarms in NIRA i7r, which, among other things,
check input signal levels, it’s possible to set user alarms using NIRA rk. Hit F5 or right-
click on a parameter and choose “Set Alarm…”

It’s only possible to set alarms on monitors (see section 4.4.) Monitors are identified
by a blue arrow ( ) in front of the parameter name. Once a monitor has an alarm
associated with it, the arrow changes colors to red ( .)
4.4.4 Flags
As a tool to mark parameters, e.g. which parameters still need calibration, there’s a
flag feature available. Flag a parameter either by clicking in the flag column of the
parameter or by clicking on the “Toggle Flag” button. Monitor parameters (see
section 4.4) cannot be flagged.
All parameters that have been flagged can be viewed in the “Flagged Items” folder in
the tree view to the left. Unflagged parameters can be viewed in the “Unflagged
Items” folder.
4.4.5 Favourites
You can add parameters to a special folder called “Favourites”. This lets you collect
parameters of particular interest for quick access later.
4.4.6 Changing Parameter Values
In order to change a parameter value, highlight it and then hit Enter on the keyboard.
Alternatively, double-click on the parameter name. If you’re online with NIRA i7r at the
time, any changes in the parameter value will be uploaded to NIRA i7r immediately.
Otherwise, the changes will be uploaded next time you connect to NIRA i7r.
Picture 4-10: Double-clicking or hitting Enter lets you change a parameter value.

You can also change the value with the plus and minus keys. Enter the parameter
addition/subtraction in the “+/-“ box above the list.
The delta is unique for each parameter, so if you want the same delta to apply to a
number of parameters, you need to enter this value for each parameter.
4.4.7 Tables
Some parameter names are preceded by a grid icon ( ). This icon indicates that the
parameter is a table. Tables can be two- or three-dimensional.
Tables control output values from NIRA i7r based on other parameter values.
Typically these parameter values are sensor values, such as rpm or MAP.
Depending on the number of parameter values, the table is one- or two-dimensional.
A typical one-dimensional table is the engine temperature sensor. The output is a
function of a single parameter. When you map the temperature sensor you enter the
temperature for different sensor signal voltages.
Picture 4-11: A two-dimensional table; it uses rpm and MAP as input variables.
A two-dimensional table uses two input signals; one on the x-axis and one on the y-
axis. The output signal is a function of both input signals, e.g. rpm and MAP.

4.4.8 Editing Tables
To edit tables, double-click on the parameter name or highlight the name and hit
Enter. A new tab will open up displaying the table contents.
As always, F2 opens a window that lists all possible functions in this view.
There are multiple ways of changing table values. One way is to edit the content of
each individual cell. Right-clicking on a table cell opens up a menu listing different
options for editing the value.
Changing Multiple Cells

To edit multiple cells simultaneously, or have a formula affect multiple cells, the cells
first have to be highlighted. See picture 4-13 below. Highlighting is done by holding
down the left mouse button while moving the mouse, or by holding down the Shift-
key while using the arrow keys to select the cells.
Increasing/Decreasing Cell Values

A simple, straightforward way of working with cell values is to use the +, –, * and /
keys.
Picture 4-12: Enter the delta/ratio increase/decrease for the +, -, * and / keys.
The boxes above the table show the absolute increase/decrease of the cell values (for
the + or – keys) or the %-age increase/decrease of the cell values (for the * or / keys.)
In the case above, the value would increase with 0.1 if you hit the + key and increase
10% if you hit * key. If multiple cells are highlighted, they will all be affected.

Picture 4-13: Highlighting multiple cells in a table.
Filling Cells
If multiple cells are highlighted, they can be filled with the same value using a few
different techniques.
 Hit M to set all cells to the same value as the cell in focus. This cell is blue in
the picture above. The color may be different depending on the color scheme
chosen for Windows
 Fill cells in one direction. It’s possible to fill cells to the right, to the left, upward
or downward. Choose direction by right-clicking and selecting “Fill >” from the
menu that opens up, or hit Ctrl-R, Ctrl-L, Ctrl-U or Ctrl-D respectively
 More advanced fill patterns can be set up if you right-click and select “Fill
Series...” from the menu that opens up, or hit I on the keyboard. A dialog box
appears in which you can choose to interpolate horizontally or vertically, to fill
all cells with the same value or to fill the cells with stepwise increasing values in
different directions

Picture 4-14: The Fill Matrix dialog box offers more advanced cell manipulation options.
Modifying the Axis Values

The axis values can only be edited in offline mode. Changes applied in NIRA rk during
offline adjustment take effect when the data is loaded to NIRA i7r by the user going
online and choosing update NIRA i7r. Note that the axis values have to increase
monotonously. This means that each value on the x-axis has to be greater than or
equal to the previous value as you move to the right. The same rule applies to the y-
axis as you move downward.
For safety reasons, a table that doesn’t follow these rules can not be uploaded to
NIRA i7r and any online connection to NIRA i7r will be disconnected.
If an axis value is changed, all values in the corresponding column (x-axis) or row (y-
axis) move to this new value. In other words, the mapping values move to a new axis
value.
You can switch quickly between the x-axis cells and the table cells by hitting X or
between the y-axis cells and the table cells by hitting Y. The arrow keys can also be
used; if you hit the up key when you’re in the top row of table cells, you’ll enter the x-
axis. The same is true for the y-axis by hitting the left key when you’re in the leftmost
column of table cells.
Adding Axis Values

The axis values can only be edited in offline mode
Modifying the axes often involves adding more points for greater resolution, rather
than moving points around.

Picture 4-15: Inserting an x-axis column in order to add rpm values.
To add more points, right-click on an axis value, use ”Insert Column...” or “Insert
Row…” respectively. You can also hit the Insert key on the keyboard. Both methods
bring up a dialog box in which the new axis value can be entered. Note that the new
value must be between the values to the immediate left and right or up and down.
The new column/row will automatically get interpolated table values, based on the
new axis value. This way, the overall calibration doesn’t actually change until you
change the table values explicitly.
Note: When a new column or row is added, the rightmost column or the bottom row will
fall off the edge.
Drag Fill; Filling Axis and Table Cells

There’s also a function to fill entire columns or rows, including the axes. This can be
done by dragging and dropping a single axis cell value onto a different axis cell value.
You can also hold down the Ctrl key while using the arrow keys to perform the same
function.
The entire column or row will be marked green. Once you let go of the mouse button
or the Ctrl key, a dialog box will appear in which you can choose among different fill
methods.
Picture 4-16: Drag Fill: Filling axis and table cells.

When choosing ”Copy”, make sure the result of the copy doesn’t create an axis with
axis values that aren’t all equal or increasing looking rightward (x-axis) or downward (y-
axis.) Should this happen anyway, NIRA i7r will go offline and you need to fix the axis
values before you can go online again.
Undo/Redo
It’s always possible to undo any changes you’ve made to a table. As long as the table
is open in a tab, NIRA rk remembers all changes and highlights any changed cells with
an orange frame.
You can also undo undo, as long as you haven’t made any new changes. This is called
redo and is only available if you’ve undone something at least once.
The standard Windows Ctrl-Z och Ctrl-Shift-Z shortcuts also work, as well as U for undo
och J for redo.
Copy/Paste
It’s possible to copy and paste cells within a table or between tables. You can also
copy and paste from other programs, such as Microsoft Excel.
When pasting cells, you have to mark the cells into which you want to paste data. This
is different from software such as Excel and offers a level of protection against
accidental changes.
Axis cells can also be copied and pasted. Mark the cells with Shift-Left arrow or Shift-
Right arrow or Shift-click with the mouseIt’s not possible to drag and drop with the
mouse due to the Drag Fill function described above.
Graphical View
By hitting the F5 key (NumPad: Ins) you can switch to a graphical view of a table.
The graphical presentation is different for one-dimensional tables and multi-
dimensional tables. Picture 4-17 below shows an example of the graphical view of a
multi-dimensional table where the two axes create a 3-D surface.

Picture 4-17: F5 or the "Toggle Graphics"-button switches to a graphical view of the table. This is a
multi-dimensional table.
One-dimensional tables are shown as graphs. In the graph, the x-axis represents the
axis cells and the y-axis represents the table cells.
Picture 4-18: F5 or the "Toggle Graphics"-button switches to a graphical view of the table. This is a
one-dimensional table.
While in the graphical view, it’s possible to move among the cells and change their
value with the + and – keys, just like in the table view.

Operating Point
When NIRA i7r is online, NIRA rk can show where in a table NIRA i7r is currently
operating, the so-called operating point. This is very helpful during the calibration
effort.
By checking the ”Follow” checkbox or turning this feature on/off with O, NIRA rk can
move the currently highlighted cell to the operating point.
By hitting Space on the keyboard, you can manually move to the operating point. This
affects all open tables such that the focus of each table moves to the operating point.
If you want to modify multiple tables around the operating point, this can be very
useful.
Picture 4-19: Jumping to the operating point using the Space key.
If ”Follow” is enabled (see above), or if you use Space to jump to the operating point,
four cells around the operating point will be highlighted. The operating point is
marked as a red bullet. If you use the +, –, / or * keys to modify the cell values, they will
be modified in a weighted fashion, with greater weight given to cells closer to the
operating point.
Example: In picture 4-19 above, the operating point is farther to the right than
the left and thus, when using the +, -, / or * keys to modify the values, the cells
to the right will be adjusted more than those to the left.
The operating point is visible in the graphical view as well and the same type of
adjustments described above can be made in the graphical view.
Saving/Opening Tables
It’s possible to save an individual table in a file, an mtx-file. This file can be opened
independently of the global i3d-file.
It’s also possible to associate a particular mtx-file with a quick-access button. There
are four round, green quick-access buttons to the left above the cells in any open
table. They are numbered 1-4. You make the associon by clicking on the small down-
arrow to the right of the corresponding quick-access button. The file can be loaded
later by clicking on the quick-access button, or by hitting Ctrl-1 through Ctrl-4 on the
keyboard.

4.5 PID Controllers
NIRA i7 uses a number of PID controllers.
A general functionality overview follows in this chapter.
4.5.1 What is a PID controller?
A PID controller is named after the Proportional, Integral and Derivative control
modes it uses. PID controllers are used in most automatic process control applications
in industry and automotive. PID controllers can be used to regulate flow, temperature,
pressure, level, and many other industrial process variables.
4.5.2 Feed forward table
Using a feed forward table is a prediction technique that estimates the output from
the proportional-integral-derivative (PID) control algorithm without waiting for the PID
algorithm to respond. If the feed forward prediction can estimate the control output
closely, the PID algorithm, whose job it is to minimize the error between the current
state of the system and the desired state, will need to do less to correct the error. This
reduces the error faster or keeps the error smaller than relying on the PID algorithm
alone.
4.5.3 Proportional factor
The proportional factor is easiest to understand: The output of the proportional factor
is the product of gain and measured error. Hence, larger proportional gain or error
makes for greater output from the proportional factor. Setting the proportional gain
too high causes a controller to repeatedly overshoot the setpoint, leading to
oscillation.
The downside to a proportional-only loop is that when error becomes too small, loop
output becomes negligible. Therefore, even when the proportional loop reaches
steady state, there is still error. The larger the proportional gain, the smaller the
steady state error, but the larger the proportional gain, the more likely the loop is to
become unstable. This dilemma leads to inevitable steady-state error called offset.
4.5.4 Integral factor
Think of the integral factor as a basket in which the loop stores all measured error.
Remember that error can be positive or negative, so sometimes error fills the basket
(when positive error is added to positive error or negative error is added to negative)
and sometimes it empties the basket, as when positive error is added to negative, or
vice versa.
When the integral factor functions properly in the control loop, the basket is nearly
empty. Even when error is so small that the proportional factor is no longer effective,
the integral is still hard at work, collecting error until it is large enough to matter, as
part of the integral's function is to eliminate steady-state offset.

In fact, most control loop action at steady state is due to the integral factor.
The downside to the integral factor is that it strongly contributes to controller output
overshoot past the target setpoint. The shorter the integral time, the more
aggressively the integral works.
4.5.5 Derivative factor
The derivative factor is the least understood and used of the three factors. In fact, a
majority of PID loops in the real world are really just PI loops. That does not negate
the fact that there are certain applications in which the derivative plays a very
important role. The proportional corrects instances of error, the integral corrects
accumulation of error, and the derivative corrects present error versus error the last
time it was checked.
In other words, the derivative is looking at the rate of change of the error. The more
error changes or the longer the derivative time, the larger the derivative factor
becomes. The effect of the derivative is to counteract the overshoot caused by P and
I. When the error is large, the P and the I will push the controller output. This
controller response makes error change quickly, which in turn causes the derivative to
more aggressively counteract the P and the I. A properly used derivative allows for
more aggressive proportional and integral factors. Larger derivative time makes the
derivative more aggressively dampen P and I.
4.6 Gauges
NIRA rk offers a number of different ways to view input signals, e.g. from sensors.
4.6.1 Sensor Bar
Sensor Bar is the name of the panel at the bottom of the screen. The selection of
parameters in the bar is fixed. However, there are a number of different Sensor Bars
available, each with a different selection of parameters. Switch among the different
types by hitting T on the keyboard until you find the appropriate one for your current
mapping situation. You can also hide the sensor bar, e.g. if you want the extra space
on the screen or if you feel that other parameters on the screen are updated too
slowly.
Picture 4-20: Sensor Bar "GENERAL" contains a set of general parameters.
4.6.2 Dashboard
There’s a predefined dashboard in NIRA rk. It contains a few standard gauges. The
selection of gauges offer an easy general system check, and they’re also very useful to
display on your notebook computer when you’re testing NIRA i7r in a vehicle or dyno.

Picture 4-21: NIRA rk Dashboard.
The Dashboard is brought up by hitting F7 on the keyboard. The Dashboard is

available in two versions. The difference is the rpm range. One version goes up to
7000 rpm, the other to 11000. Choose the most appropriate one for your engine.
4.6.3 Panels
Unlike the Dashboard, the Panel tab is completely flexible. You can add any
parameter of interest in the form of a gauge. The selection of gauges can be saved as
presets so you can quickly switch among different panel setups.
Picture 4-22: The Panel tab allows you to add any parameter of interest.
To add a gauge to the panel, hit Ins on the keyboard or click on in the top left
corner.

By moving the mouse pointer over a gauge, alternative display options will be shown
as buttons that can be clicked. You can move a gauge by dragging and dropping the
gauge. The panel has an invisible grid to which a gauge will snap when moved. This
makes it easy to create panels with a clean, organized look.
Picture 4-23: By moving the mouse pointer over a gauge, display options are shown as buttons that can
be clicked.
Referring to picture 4-23 above:

Clicking on the X in the top right corner of the gauge removes the gauge from the
panel.
The buttons at the bottom of the gauge change the look of the gauge:
• VAL means Value. Selecting this option turns the gauge into a simple value
display. The Battery Voltage gauge in picture 4-22 is an example of the Value
look
• m/M means min/Max. Selecting this option turns the gauge into a Value display
(see above) with additional min/Max displays. A Reset button lets you set the
min/Max values to the current value
• GAU means Gauge. Selecting this option turns the gauge into a traditional
analog gauge. The RPM gauge in picture 4-22 is an example of the Gauge look
• Plot turns the gauge into a histogram, moving from right to left. The width of the
histogram is relatively short, which means it’s mostly useful for looking at short-
duration events. If you want to capture longer durations and graph them, use
the logging feature in NIRA rk. See section 4.7
• BAR turns the gauge into a bar graph. The Engine Temp gauge in picture 4-22 is
an example of a bar graph
In the Gauge, Plot and Bar modes, there’s a ”Set” button. Double-click on it or hit
Enter to modify the range of the gauge or to revert to the default range.
As always, F2 opens a dialog box listing all possible short cut keys.

4.7 Logging
NIRA rk includes a powerful logging feature. Any parameter can be logged and
there’s no limit to the number of parameters that can be logged. However, as the
number of parameters increases, the sampling rate decreases.
The log can be saved to a file and shown graphically.
4.7.1 Inspect
At the heart of the logging function is a function called Inspect. Inspect allows you to
select a set of parameters at which you want to take a closer look, e.g. by logging
them.
Parameters being inspected are shown with min and Max values, even when actual
logging isn’t active. This can be useful when you calibrate your engine.
Inspect resides in a separate window at the bottom of the screen. The window has
three display modes; full view, partial view and minimized view. You can cycle through
the modes with F6, or by clicking on the Zoom button at the far right of the Inspect
window. You can also resize it by clicking and dragging the top of the window up and
down.
Picture 4-24: Inspect. Cycle through the different display modes using F6 or the Zoom button.
Selecting Parameters
To add a parameter to the Inspect window, highlight it in the Mappings tab and click
on the ”Add to Inspect” button at the top of the window, alternatively hit I on the
keyboard.
If you would like to add more parameters from within the Inspect window, you can use
the -button. To remove a parameter, use the Del key on the keyboard or use the
-button.

Saving/Opening Presets
It’s possible to save parameter selections and assign them to the four round, green
buttons at the top of the Inspect window. By clicking on the arrow to the immediate
right of a button, a menu will open up giving you the option of assigning the
parameter selection to the button.
NIRA rk comes with four different parameter selections already assigned to the four
buttons.
4.7.2 Basic Logging
To start logging of the parameters in Inspect, hit F8 on the keyboard. This can be
done from anywhere in NIRA rk, whether you’re calibrating a table, showing gauges or
reading help screens.
Note: When logging is active, no parameters are updated in NIRA rk. The reason is
that NIRA rk instead tries to sample the logging parameters as fast as possible. The
operating point is updated, though, and all alarms are still active.
Parameter values that aren’t being updated while logging is active change to dashes,
"--", so you can always trust any number that’s shown.
Picture 4-25: The top of the Inspect window turns red when logging is active.
To stop logging, hit F8 on the keyboard. This will also open up a dialog box, which
gives you the option of saving the log as a file for later analysis.
4.7.3 Advanced Logging
Sometimes it is useful to be able to start logging whenever a parameter goes above

or below a certain value. Likewise, it may be useful to stop logging whenever a certain
event happens. For such situations, there’s a trig function in NIRA rk.

Clicking on the -button or hitting F5 on the keyboard opens up a dialog box in
which you can set conditions for starting/stopping the logging and how many seconds
before/after the trig point you want to be part of the log.
4.7.4 Opening an Existing Log File
You can open an existing log file by selecting ”Load log file…” under File in the main
menu or by hitting Ctrl-F8 on the keyboard.
Note: You can also load NIRA rk log files in MATLAB.
4.7.5 Graphical Presentation
Select the ”Plot” tab to view the logging graphically.
Picture 4-26: Graphical view of logged parameters.
Data from multiple parameters can share the same plot window. Each parameter has
its own, adjustable y-axis at the left edge of the window.

Adjusting the View
There are multiple tools available to zoom and pan. Click and drag on an axis to pan.
Zoom by moving the mouse perpendicularly against an axis.
It’s also possible to adjust the range of an axis by double clicking on the axis or by
clicking on the Set-button at the bottom of each axis.
Removing an Axis
Removing an axis (and the associated sampled parameter) can be done by clicking on
the X at the top right corner of the axis in question. You can deactivate an axis by un-
checking the checkbox to the immediate left of the Set-button at the bottom of the
axis.
Adding an Axis
To add an axis, click on .
4.8 Locking the i3d Data Set

Protect the i3d data file by choosing File  Lock i3d Data Set… A password can be
entered that will disable access to the calibration data developed, unless the
password is entered when the data is loaded to NIRA rk.
4.9 FlexiPorts™ - Set up

Example for setting up a FlexiPort for boost controller.
 Choose one of the auxiliary temperature inputs and install a switch or
potentiometer to that input.
I.e pin 28. Named T3 in Nira rk.

 Open Nira rk
- Under Boost Control you will find Flx Bc Flexiport Ff Comp Y.
- Instead of engine speed, choose Ain T3 Resistance to use the T3 input.
- Open the Bc Flexiport Comp and set it up accordingly to your switch or

potentiometer. E.g like below for a grounded switch.
Positive values will be added to the boost setpoint and negative values will subtracted
from the boost setpoint.
If open loop control is used there is a correlating table for that.

5
Fuel Handling
NIRA i7r controls Fuel Mass, Injection angles for two injections (Pilot and Main) and
Fuel Pressure.
5.1 Fuel Mass

NIRA i7r handles fuel mass by a percentage value, all percentage values refer to the
value:
Engine Setup -> Engine Specification -> Bv Fuel Mass Cycle Max [mg/cycle]
The final output of fuel mass is

Mappings -> Monitor Output -> 1. Fuel -> 1. Basic -> FMSP Fuel Mass Setpoint
Example:
The FMSP Fuel Mass Setpoint [Requested Fuel Mass] = 30%
Bv Fuel Mass Cycle Max = 600 mg/cycle
Bv Cylinder Count = 6 [numbers of cylinder]
The fuel mass injected each cycle (2 revolution) is calculated:
600mg/cycle * (30% / 100) = 180 mg/cycle
The fuel mass injected each stroke (eg. per cylinder)
180 mg/cycle / 6 = 30 mg/stroke
Fuel Pressure Control (FPC) and Boost Controller (BC) will relate to the percentage
fuel mass.
5.1.1 Demand

The final requested fuel mass is selected from different sources depending on current
engine state. If the engine is running, the fuel mass is controlled by either the engine
speed regulator or torque demand. If engine state is “start”, the fuel mass is
calculated by the start fuel function.
Either the operator requests a torque value or a speed with the operator demand
source (e.g. Acceleration pedal). For torque request the demand source will be
recalculated to a fuel mass and if the system uses an engine speed request the torque
will be handled by the Engine Speed Controller. The engine speed controller will
always handle the idle behaviour
A couple of limitations will control the final fuel mass to be injected.
Engine
Engine
Speed
Speed
Demand
Controller
-ESC
-ESC FMR
Setpoint
Torque / Speed
- demand
A
IF Limitation
Fuel Mass
Torque B
B> Setpoint
Demand A
-Demand
FMR
Overwiev of requested fuel mass.
5.1.2 Fuel Mass Limitations (FML)
A number of limitations will be compared to the requested fuel mass. If any limitation
requests less fuel mass, this limitation will take effect.
Limitation due to
− Manifold air Temperature
− Coolant Temperature
− Oil Temperature
− Ambient air pressure
− Ambient air temperature
− Smoke (e.g. a certain A/F)
− Exhaust gas temperature.
− Engine speed (e.g. over speed or rev limit)
− Fuel Mass Rate of change

2D
Va FML Torque AT
Ambient Air Temp
FML Torque FMR max AT
2D
Va FML Torque AP
Ambient Air pressure
FML Torque FMR max AP
2D
Va FML Torque ECT
Coolant temperature
FML Torque FMR max ECT
2D
Va FML Torque EOT
Oil temperature
FML Torque FMR max EOT
Manifold Air Temperature 2D

FML Torque FMR max
RPM
FML Torque FMR max
Va AIR Estimated air mass Va_FML_Smoke_FMR_max
2D
FMSP
FML Smoke lim af
Ca BV Fuel mass cycle max
Ca FML ExTemp Intergrator scale = 2 ^ scale

Aritmetic shift
2D
100 % +
+
FML ExTemp FMR max
Ca FML ExTemp Int Max 0
P-term
BV_FMR_Setpoint
∑
2D
+
+
Va FML ExTemp Max +
-
I-term
Exhaust Temperature
Ca FML ExTemp Int Max
Overview of Fuel Mass limitation (except Rate Of Change)
5.1.3 Basic Fuel in NIRA rk
Matrixes and labels related to Demand source.

Mappings -> 1. Fuel -> 1. Basic -> Demand xxx
− Demand Torque (Conversion from Acceleration Pedal Position to a fuel rate)
− Demand Engine Speed (Conversion from Acceleration Pedal Position to a fuel
rate)
Engine Setup -> Engine Specification -> Demand Source

− Demand mode (Torque or Engine speed)
Matrix and labels related to the Fuel Limitation

Mappings -> 1. Fuel -> 1. Basic -> FML xxx
− FML Torque IAT [Manifold Air Temperature Limitation]

− FML Torque ECT [Engine Coolant Temperature Limitation]
− FML Torque EOT [Engine Oil Temperature Limitation]
− FML Torque AP [Ambient Pressure Limitation]
− FML Torque AT [Ambient Temperature Limitation]
− FML Smoke Lim Af [Smoke Limitation Limitation]
o Air Volumetric Efficiency
− Exhaust gas Temperature limitation [Exhaust Gas Temperature]
o FML ExTemp Max
o FML ExTemp Prop Term
o FML ExTemp Int Term
o FML ExTemp Int Max/min
o FML ExTemp Integrator Scale
− Overspeed limit [RPM Limit]
o FML Engine Speed High Limit
o FML Engine Speed Low Limit
Matrix and labels related to the Fuel Mass Setpoint Change Rate
Mappings -> 1. Fuel -> 1. Basic -> FMSP xxx
− FMSP Change Rate Max [FMSP Rate Of Change Limitation]
− FMSP Change Rate Min [FMSP Rate Of Change Limitation]
Output related to Fuel Mass.

Mappings -> Monitor Output -> 1. Fuel -> 1. Basic -> xxx
Output from each table is found.
− Output from each limitation table is found.
− FMSP Ctrl Mode [Indicates what source or limitation that controls the fuel]
− FMSP Fuel Mass Setpoint [Actual Fuel Mass after limitation]
− FML Extemp Error [Indicates the ExTemp controller error]
− FML Extemp Reg Output [Output from the ExTemp PI-Controller]
− Estimates A/F Ratio [Calculated A/F Ratio]

5.2 Injection Control
The injection control tables control the injection angles. One Pilot injection is
supported. For extended Injection Control contact Nira.
All injection angles relates to
 Start of injection (SOI)
 Crankshaft degrees (csd)
Two revolutinos, 720 degrees
Cyl 1 Tdc
Injection Angle Pilot1 Injection Angle Main
SOI for Main and Pilot Injection
5.2.1 Main Injection without Pilot injection.
Main injection angle, when no Pilot injection is active, is mainly controlled by the
table:
Mappings -> 1. Fuel -> 1. Injection Control -> Inj Angle Main.
Positive angles is Before TDC
Three different compensations can be added to the main angle
− Inj Angle Main Boost Pressure Error Compensation

o Inj Angle Main Boost [Maximum angle compensation]
o Inj Angle Main Boost factor [% of Maximum angle to be used]
− Inj Angle Main Engine Coolant Temp Compensation
o Inj Angle Main ECT Comp [Maximum angle compensation]
o Inj Angle Main ECT Factor [% of Maximum angle to be used]

− Inj Angle Main Comp. [General Compensation based on Fuel temp,
Ambient Pressure and Manifold Air Temp]
Example. (SOI for main injection without Pilots)

Inj Angle Main = 8 csd
Inj Angle Main Boost = -3 csd
Inj Angle Main Boost Factor = 50% [Boost Comp total = -3 x 0,5 = -1.5 csd]
Inj Angle Main ECT Comp = -5 csd
Inj Angle Main ECT Factor = 0% [Ect Comp total = -5 x 0 = 0 csd ]
Inj Angle Main Comp = -1 csd
Injection angle: 8 +(-1.5) + (0) + (-1) = 5,5 csd BTDC
5.2.2 Pilot Injection
Three important things for pilot injections.

 The angle for the pilot injection refers to the main angle.
 The pilot mass is a percentage distribution between the already calculated total
fuel mass
 When pilot injections are active, the table Inj Angle Main2 is used for the main
injection.
Activation of pilot injections.

Pilot Injections are activated by adjusting the percentage value in the table
Mappings -> 1. Fuel -> 1. Injection Control -> Inj Mass Pilot1
When the fuel mass for the pilot makes the injection time greater than the minimum
injection time, the pilot injection will be executed.
When the pilot is active, the system will immediately switch over to use the
“Inj Angle Main2” table.
Pilot injection fuel mass.

− Inj Mass Pilot 1 [The main table of pilot mass, based
Injected fuel mass / stroke]
− Inj Mass Pilot 1 Engine Coolant Temp Compensation
o Inj Mass Pilot 1 Ect [Maximum angle compensation]

o Inj Mass Pilot 1 ECT Factor [% of Maximum angle to be used]
Example. (Pilot injection mass)

Inj Mass Pilot1 = 40 %
Inj Mass Pilot1 Ect = 20 %
Inj Mass Pilot1 Ect Factor = 30 % [Inj Mass Pilot Ect Corr = 20% x 0,3 = 6 %]
Fuel Mass Pilot 1 = 40 % + 6% = 46% (of fuel mass / stroke )
Main angle with pilot injections active.
Main injection angle, when Pilot injection is active, is mainly controlled by the table:
Mappings -> 1. Fuel -> 1. Injection Control -> Inj Angle Main2
Positive angles are indicate positions before TDC
Three different compensations could be added to main angle
− Inj Angle Main Boost Pressure Error Compensation

o Inj Angle Main Boost [Maximum angle compensation]
o Inj Angle Main Boost factor [% of Maximum angle to be used]
o Inj Angle Main ECT Comp [Maximum angle compensation]
o Inj Angle Main ECT Factor [% of Maximum angle to be used]
Angle of pilot injections.

The pilot angles always refer to the corrected Injection angle main.
− Inj Angle Pilot1 [Base Pilot injection]

o Inj Angle Pilot1 ECT [Maximum angle compensation for ECT]
o Inj Angle Pilot1 ECT Factor [% of Maximum angle to be used]
− Inj Angle Pilot1 Comp. [General Compensation based on Fuel temp,

Example. (Injection angle for pilot injection)
Inj Angle Main 2 = 6 csd
Inj Angle Pilot 1 = 12 csd
Inj Angle Main ECT = 8 csd
Inj Angle Main ECT Factor = 40 % => [Ect Comp total = 8 x 0,4 = 3,2 csd ]
Inj Angle Main Comp = 0 csd
Injection angle pilot 1: 12 + 3,2 + 0 = 15,2 csd Before Main Injection

Injection Angle pilot 1: 12 + 3,2 + 0 + 6 = 21,2 csd BTDC

5.2.3 Injection Control in NIRA rk
Matrix and labels related to the Injection angles without pilot injections
Mappings -> 1. Fuel -> 2. Injection Control-> Inj xx
− Inj Angle Main [Inj angle main based on Requested fuel and Engine
Speed]
− Inj Angle Main Boost [Boost Error Max Ange Comp]
− Inj Angle Main Boost factor [% of Maximum Boost Error angle to be used]
− Inj Angle Main ECT Comp [ECT Max Angle compensation]
− Inj Angle Main ECT Factor [% of Maximum ECT angle to be used]
Matrix and labels related to the Injection angles with pilot injections
Mappings -> 1. Fuel -> 2. Injection Control-> Inj xx
− Inj Angle Main2 [Inj angle main based on Requested fuel and Engine
Speed]
− Inj Angle Main Boost [Boost Error Max Ange Comp]
− Inj Angle Main Boost factor [% of Maximum Boost Error angle to be used]
− Inj Angle Main ECT Comp [ECT Max Angle compensation]
− Inj Angle Main ECT Factor [% of Maximum ECT angle to be used]
− Inj Angle Pilot 1 [Inj angle pilot based on Requested fue and
Engine Speed]
− Inj Angle Pilot 1 ECT [ECT Max Angle compensation]
− Inj Angle Pilot 1 ECT Factor [% of Maximum ECT angle to be used]
− Inj Angle Pilot 1 Comp. [General Compensation based on Fuel temp,
− Inj MassPilot 1 [Inj mass pilot based on actual fuel mass/stroke and
Engine Speed]
− Inj Mass Pilot 1 ECT [ECT Max Mass compensation]
− Inj Mass Pilot 1 ECT Factor [% of Maximum ECT Mass to be used]

5.3 Fuel Pressure Control
NIRA i7r controls either one or two control valves for fuel pressure control. One in an
open loop mode (VCV-valve) and one in closed loop condition (PCV-valve).
If a system with one control valve is used, that one should be connected to the output
that supports closed loop control.
ECU
Volume Fuel Pressure

control valve sensor
Pressure
Control vale
Fuel tank
LP fuel pump HP fuel pump Fuel rail
Fuel
≤ Ambient air pressure
Low pressure ≤ 5 Bar
High pressure ≤ 2000 Bar
Electrical
Electric wire
Typical setup of fuel pressure control with two valves

5.3.1 Fuel Pressure Control Setpoint
The function for calculating the fuel pressure set point is described below. The
function uses a base value and ad user defined corrections.
There are corrections for
 Engine coolant temperature
 Fuel temperature
 Manifold air pressure
 Manifold air temperature
Fuel pressure setpoint has a total maximum and minimum limitation and a rate limiter.
FPC_PS_Max FPC_PS_Rate_Max
RPM 2D RATE
+ + + + Fuel Pressure Setpoint
+ + + +
Fuel Mass Request
Fuel Pressure Setpoint Base

FPC_PS_Min FPC_PS_Rate_Min
1D
Colant temperature
Pressure Setpoint Correction

Coolant Water Temperature
1D
IAT

Intake Air Temperature
1D
Fuel Temperature

Fuel Temperature
1D
MAP

Intake Air Pressure

5.3.2 Fuel Pressure Controller
The layout of the FPC PID follows Nira General PID controller (see Appendix A).
The PID controller output is transferred through a linearization matrix which makes it
possible to both invert the output and compensate for non-linear behaviour of the
actuator as well as changing battery voltage which affect the current going through
the actuator coil.
In the software labels and matrixes marked
 PCV refers to PID controller and output CCO3
 VCV refers to open loop and the output CCO4
BV_Fuel_pressure >
FPC_PRS_Pressure
OR
BV_Engine_speed >
FPC_PRS_Engine_speed
0
0
FPC Integrator
FPC Integrator
1
FPC_PRO 0
2D
va_DO_CCO3_duty
Battery Voltage
1
FPC PCV Linearization
RPM 0
2D
va_DO_CCO4_duty
Fuel Mass Request 1

FPC VCV DUTY
Hardware related outputs for FPC

5.3.3 Fuel Pressure Control in Nira Rk
Input/sensors
Engine Setup -> Sensors -> xxx
− BV Fuel Pressure [Setup of fuel pressure sensor (volt/pressure

conversion)]
Actuator Control
Mappings -> 1. Fuel -> 4. Pressure Control -> xxx
− Fpc VCV Duty [Duty cycle for the VCV-valve (open loop)]
− Fpc VCV Duty Max Rate [Duty cycle maximum rate of change]
− Fpc VCV Period [Period time for VCV valve]
− Fpc PCV Linearization [Matrix ro convert Reg Output to Actuator output]

− Fpc PCV Period [Period time for PCV valve]
Fuel Pressure Setpoint

− Fpc Setpoint [Base table for fuel pressure setpoint]

− Fpc Setpoint ECT Comp [Setpoint compensation based on ECT]
− Fpc Setpoint Fuel Temp Comp [Setpoint compensation based on Fuel Temp]
− Fpc Setpoint Max/Min [Max/Min value of Fuel Pressure Setpoint]
− Fpc Setpoint ROC Max/min [Max/Min Rate of change of FPC Setpoint]
Fuel Pressure PID controller

− Fpc PCV P-term [PID controller P-term]

− Fpc PCV I-term [PID controller I-term (used for non saturated
controller)]
− Fpc PCV D-term [PID controller D-term]
− Fpc PCV Expected duty [PID controller Feed Forward term]
− Fpc Intergrator Reduction [PID Integrator limitation, anti windup]
− Fpc Integrator Scale [PID Integrator scale, to scale integrator up to
set the integrator speed]
− Fpc I-term Max/Min [Max/Min value of integrator output]
− Fpc Integrator Tracking Gain [Gain of tracking calculation (for staturated
controller)]
− Fpc Integrator Tracking Scale [PID Integrator Tracking scale, to scale
integrator up to set the integrator speed (for
saturated controller)]
− FPC PCV Output Max/Min [PID controller output limitation]

6
Boost Controller
The NIRA i7r boost control calculates a regulator output using a closed loop PID
controller. The regulator output can be used to control either a vacuum valve or a
electric motor actuator, the latter is commonly used on e.g. VGT turbo systems.
The boost actuator output.
 H-bridge controls bidirectional driven engines with position feedback.

 PWM output (used for solenoid valves)
For position feedback controlled actuators, a separated PID controller is used to

handle the positioning. Matrixes and labels is named
 BAC – Boost Actuator Control
 BC – Boost Control
6.1 Boost Controller Initial set up

To choose between H-bridge and PWM output for the actuator.
Mappings -> 3. Boost Control -> 2. Cloosed Loop -> Bac Out1 Output Pin
Mappings -> 3. Boost Control -> 2. Cloosed Loop -> Bac Out2 Output Pin
The period time for actuator 1.

 H-bridge
Mappings -> 3. Boost Control -> 2. Cloosed Loop -> Bac Out1 Period
Mappings -> 3. Boost Control -> 2. Cloosed Loop -> Bac Out2 Period
 PWM
Mappings -> 5. Aux -> 2. Output -> Do PWM8 Period
Mappings -> 5. Aux -> 2. Output -> Do PWM7 Period

6.2 Boost Actuator Control Mode
The output to the boost actuator can be controlled in three different ways.
Mappings -> 3. Boost Control -> 1. Fixed Duty -> Bac OutX Ctrl Mode
 0 – Fixed duty.
Control the duty with Bac OutX Fixed Duty
 1 – Open Loop.
The output from the Boost Controller is transferred through the
o BAC Out Setp Scale
o BAC Out Setp Sclae Comp
 2 – Closed Loop
The output from the Boost Controller is transferred through the
o BAC Out Setp Scale
o BAC Out Setp Sclae Comp
And used as an input to the position feedback PID controller
BAC OutX Ctrl Mode
BAC OutX Fixed duty 0

1 Bac OutX Duty
PID 2
Bac OutX Max
1D
BC Reg Output + Bac OutX Setpoint
+
BAC OutX Setp Scale
Bc Setp Boost 2D
Engine Speed
BAC OutX Setp Scale Comp
Boost Actuator Control Mode

6.3 Boost Controller
This is the main boost control handler. The BC is set up with a PID controller with a
feed forward term. The controller has an anti windup function for non-saturated
regulator and tracking functionality (back calculation) for saturated regulator. Both
these functions work to keep the Integrator term within its limits and to always keep
the regulator ready to react on disturbances in the system.
6.3.1 Boost Setpoint
The Manifold boost setpoint is chosen from a matrix as a function of fuel and rpm. It’s
corrected by air temperature and air pressure. The function includes a PI regulator
that limits the compressor outlet temperature by limiting and reducing the boost
setpoint. Last calculation is a rate of change handler limitation.
Boost Setpoint
6.3.2 Boost Surge
The Surge protection will indicate surge mode through a Boolean label. The purpose
is to open up the boost actuator when the pressure ratio is high and the fuel is
decreased
BC_surge will handle a timer for how long the surge label can be set to TRUE. Time
out or increment rate of fuel over a limit value will set the surge label to FALSE.

6.3.3 Boost Controller PID
The error for the controller:

Reg_error = Setpoint – actual value
Reg_error is used as input in P-, I- and D-term matrixes
The error ROC for the controller:

Reg_error_ROC = (Reg_error – Reg_error_old)/time
This Reg_error is filtered with a low pass filter for reduce inferences.
The output from the controller:

Reg_output = FeedForward + P-term + I-output + D-term.
Boost Controller PID

The reg output is limited to user defined values. The maximum reg output value is
taken from a matrix and the minimum reg output is a constant. This limitation is always
done as a last step of calculation.

6.3.4 Boost Controller in NIRA rk
Boost Controller Actuator Output

Mappings -> 3. Boost Controller -> 1. Fixed Duty -> xxx
− BAC OutX Ctrl Mode [Actuator control mode]

− BAC OutX Fixed Duty [Duty cycle used when Ctrl Mode is set to
fixed duty]
Mappings -> 5. AUX -> 2. Ouput -> xxx
− DO PWM8 Period [Period of PWM output]
Mappings -> 3. Boost Controller -> 2. Closed Loop -> xxx
− BAC Period [Period of H-bridge output]

− BAC OutX Output Pin [Use H-bridge or PWM output]
− BAC OutX Setp Scale [Conversion of Boost Reg ouput]
− BAC OutX Setp Scale Comp [Conversion of Boost Reg ouput]
Boost Controller Setpoint

Mappings -> 3. Boost Controller -> 2. Closed Loop -> xxx
− BC Setp Base [Base Table for Boost Setpoint ]

− BC Setp Air Temp Comp [Boost Setpoint compensation based on
ambient air temp]
− BC Setp Ambient Press Comp [Boost Setpoint compensation based in
ambient air pressure]
− BC Setp Max/Min [Max/Min value of Boost Setpoint]
− BC Setp Rate Max/Min [Max/Min value of the Boost pressure Rate of
change]
Compressor Outlet Temperature Setpoint compensation

− BC Setp CT Prop Term [Compressor Outlet temperature P-term]
− BC Setp CT Int Term [Compressor Outlet temperature I-term]
− BC Setp CT Integrator Scale [Aritmetic shift of CT Int Term ]
− BC Setp CT Int Max/Min [Max/Min value of the Integrator Output]
− BC Setp CT Int Max/Min [Max/Min value of the Integrator Output]
− BC Setp CT Max [Maximum temperature of Compressor
Outlet temperature]
Boost Controller PID
Mappings -> 3. Boost Control -> 2. Closed -> xxx
− BC Prop Term [PID controller P-term]

− BC Int Term [PID controller I-term (used for non saturated
controller)]
− BC Der Term [PID controller D-term]
− BC Feed Forward [PID controller Feed Forward term]
− BC Feed Forward AAT Comp [PID controller Feed Forward term ambient
air temperature comp]
− BC Int Lim [PID Integrator limitation, anti windup]
− BC Integrator Scale [PID Integrator scale, to scale integrator up to
set the integrator speed]
− BC Int Max/Min [Max/Min value of integrator output]
− BC Tracking Gain [Gain of tracking calculation (for staturated
controller)]
− BC Tracking Scale [PID Integrator Tracking scale, to scale
integrator up to set the integrator speed (for
saturated controller)]
− BC Output Max/Min [PID controller output limitation]
7
Starting the Engine
If you’ve read the previous chapters and followed the installation instructions, NIRA i7r
should be installed in your vehicle and you have an understanding of how NIRA rk is
used. This chapter describes how to start the engine in a safe manner.
Warning! It is absolutely essential that you set up all parameters correctly under the
Engine Setup tab. Failure to do so can easily cause permanent damage to your
engine, and also cause risks of personal injury.
7.1 Setting Up Parameters Offline

Sensor values should be set up before going Online.

7.1.1 Engine Setup -> Crank Cam
It’s essential that the Crank & Cam settings are set properly to get synchronization of
the Crank & Cam relationship. All labels in the “Crank Cam” folder are named with
the prefix “Tpu”. This means that they are handled by a dedicated part of the CPU.
Changing these labels implies that KEY has to be switched off and on for the changes
to take effect.
Crank and cam related labels are found under.
Engine Setup -> Crank Cam
The Crank related labels are:

 Tpu Crank Lost Teeth: The numbers of missing teeth at the crank wheel. For a
“60-2” wheel this label should be set to 2
 Tpu Crank Polarity: Select which flank on the crank trig that the system detects.
Can be either falling or rising
 Tpu Crank Sensor Select: Choose type of crank sensor. Can either be Hall or
Inductive. Note that there are different connections for different sensor types
 Tpu Crank Threshold
 Tpu Crank Total Teeth: Number of teeth on the crank trigger wheel. For a “60-
2” wheel this label should be set to 58
The Cam related labels are:

 Tpu Cam Polarity: Select which flank on the cam trig that the system detects.
Can be either falling or rising
 Tpu Cam Sensor Select: Choose type of CAM sensor. Can either be Hall or
Inductive
 Tpu Cam Window Start: From this point the system looks for a cam sensor
transition. The transition should occur within number of csd set in TPU Cam
Window Width
 Tpu Cam Window Width: Set the distance from TPU Cam Window Start that
the transition should occur within

First teeth
Cam Window Start

Cam Window Width
Scope picture of 24-1 crank wheel and a cam wheel with one tooth
Example. The picture shows a scope picture of two crank revolutions with Hall
sensors at both crank and cam.
It is a 24-1 wheel. Every tooth is 360/24 = 15 degrees/tooth
Tpu Crank Lost Teeth should be set to 1
Tpu Crank Polarity is Falling. The system looks for the first falling edge after the
lost gap. (see red vertical lines)
Tpu Crank Sensor Select should be set to Hall
Tpu Crank Total Teeth should be set to 24-1 = 23
The blue opaque field shows an area where the cam shaft sensor gives a rising
edge
Tpu Cam Sensor Select should be set to Hall
Tpu Cam Window Start correspond to teeth nr 6: 6 * 15 = 90 degrees
Tpu Cam Window With correspond to teeth nr 4: 4 * 15 = 50 degrees
Tpu Cam Polarity correspond to the cam signal transition from low to high level
within the blue field: Rising
7.1.2 Engine Setup -> Engine Specifications
Engine Specifications is related to the engine hardware. Values entered in this section
are used for air mass, fuel mass calculations and cylinder individual timing.

Air Engine Displacement
The total cylinder volume for all cylinders. This variable is used for air flow and EGR
calculations.
Bv Cylinder Count
The numbers of cylinders
Bv Fuel Mass Cycle Max

Maximum total fuel mass that would be injected during one cycle (eg. two
revolutions).
All percentage fuel mass values in Nira Rk relates to this value.
Bv Key Source
0 = Normal Key operation by ignition key.
1 = Key input sent by CAN, contact Nira for more information.
Demand Mode
Torque = Acceleration Pedal Position is used for to demand a fuel mass.
Speed = Acceleration Pedal Position is used for to demand an engine speed setpoint.
Bv Tdc Cylinder Offset

You need to know the angle between the reference point of the pulse wheel (“1 lost”
or “2 lost”) and TDC for cylinder 1 on the trigger wheel used for the CKP sensor. See
section 3.3.2. This value needs to be entered in Engine Setup –> Engine
Specifications –> Tpu Tdc Cyl1 from Lost Teeth.

First teeth
Cyl 1 TDC Cyl 3 TDC Cyl 4 TDC Cyl 2 TDC
Tpu Tdc Cyl1 from Lost Teeth Bv Tdc Cylinder
Example of a four cylinder engine with symmetrical firing order 1-3-4-2 and 90 degrees offset to tdc at
cylinder 1.
Example. The picture shows a scope picture of two crank revolutions of an inline,
four cylinder, engine.
It is a 24-1 wheel. Every tooth is 360/24 = 15 degrees/tooth
Tpu Tdc Cyl1 from Lost Teeth. In this case the relationship between crank wheel
mounting made the offset to 90 degrees (6 teeth).
7.1.3 Engine Setup -> Fuel injectors
The fuel injector parameters are used control the injectors and calculate the injector
opening time based on the requested fuel volume.
The setup differs if you have a piezo injector version (i7rp) or if you have a solenoid
version (i7rs).
Injector Conv
The Injector conversion table is used to convert actual fuel pressure and requested
fuel volume to the injection time.
The injector has to be measured in a test rig to determine the injector characteristic.
It’s crucial that injector drivers is properly set up to make the injector correspond to
the Conv table
The Injector Conv is individual for each type of injector.
Contact Nira for more information

Pz Sup Voltage Sepoint (i7rs & i7rp)
Voltage setpoint for injector high side output.
The way of controlling piezo injectors and solenoid injectors has significant differences
which not be discussed here.
Pz Sup Voltage Typical values
Setpoint
i7rs 45 V
i7rp injector voltage +20V (MAX190 V)
Typical values of injector voltage
Adjusting these values could make permanent damage of the unit. Contact Nira for
more information
Pz Sup Pwm Max / Min On Time (i7rs & i7rp)

Controlling limits for the internal voltage regulator.
Do not edit this table without contact Nira
more information
Pz Sup P Gain (i7rs & i7rp)

Voltage regulator gain.
Do not edit this table without contact Nira
more information
7.1.4 Engine Setup -> Fuel Specifications
Fuel specifications are used to recalculate the Fuel mass to Fuel Volume, and to
calculate the A/F-based smoke limitation.
Bv Fuel Density & Bv Fuel Density Corr

Bv Fuel Density gives the base value of the density in kg/L.
If fuel temperature is measured, it’s possible to compensate the fuel density due to
the temperature. The table Bv Fuel Density Corr gives a percentage correction of the
density. If the Bv Fuel Density Corr is equal to -6% the final Fuel density is equal to Bv
Fuel Density * (100 + Bv Fuel Density Corr)

Example:
Bv Fuel Density = 0,715 kg / L This value correspond to a fuel temperature of 15
degrees Celsius.
The fuel temperature is measured to 55 degrees Celsius.
55 degrees Celsisus gives Bv Fuel Temperature Corr = -2.9%
The final fuel density used in calculations will be
0,715 * (1-0,029) = 0,694 kg / L
Fml Af Ratio (Fuel mass Air to Fuel Ratio)

Fml Af Ratio is the stoichiometric air to fuel ratio of the fuel you use.
The Air to Fuel ratio defines by “air mass” / “fuel mass”
Example of stoichiometric A/F ratios:

Air/Diesel = 14,7
7.1.5 Engine Setup -> Sensors
All sensors that are necessary for engine control are found in this category.
Pressure Sensors
Enter the minimum and maximum defined voltage in the x-axis. Enter the
corresponding pressure to the minimum respectively maximum voltage in the table.
Pressure output will be linearized for voltage measurement in between the min and
max voltage value. Note: It’s only allowed to edit axis value while you’re offline.

Example calibration data for a pressure sensor from the sensor data sheet
P1 = 50kPa, P2 = 400kPa
Example of pressure sensor characteristic in NIRA rk
Each pressure sensors has a low pass (LP) filter possibility for smoothing out and
filtering disturbances.
The filter constant for the LP filter is named Bv XX Pressure Filter. The unit is mS and
values between 0 and 3276,7 mS are allowed.
Sensors for engine control

Pressure Name in Nira Rk
Measurement
MAP BV Manifold Air Pressure
Fuel Pressure Bv Fuel Pressure
Pressure sensors for auxiliary engine control or logging purpose

Pressure Name in Nira Rk
Measurement
Oil Pressure Bv Oil Pressure
Temperature sensors
Characterize the temperature sensor by entering the correct temperature for the given
resistance.It’s possible to adapt both axis value and table value to achieve the right
sensor curve.
Note: It’s only allowed to edit axis value while you’re offline.

Example of temperature sensor characteristic
Temperature sensors for engine control

Temperature Name in NIRA rk
Measurement
Coolant Bv Coolant Temperature
Temperature
MAT Bv Manifold Air Temperature
Fuel Bv Fuel Temperature
Temperature
Oil Bv Oil Temperature
Temperature
Exhaust Gas Temperature (EGT)

Two different types of EGT-sensor inputs are available.
Choose your Temperature input at:
Engine Setup -> Sensors -> Bv Exhaust Temp Source
Nira i7r handles
Temperature Name in Nira Rk Signal Description
Input
Digital Bv EGT Digital Temperature depended duty cycle of
a square wave provided by external
amplifier.
Resistive Bv EGT Resistive Resistance measurement of
Pt200 or Pt1000
Acceleration Pedal Position (APP)

For Throttle calibration the system needs to be switched on. The procedure is
described in the Online Chapter

7.1.6 Mapping -> AUX -> Output ->
NIRA i7r provides two fully customable relay controls.
Name Controlled by Comment Related pin

2D matrix with user
Do Rly2 The output pin is active low V55, Fan RLY
defined axis
Relay Control uses hysteresis. The Relay Control only switches when the matrix output
is one or zero.
The red arrow shows direction of movement in Fan relay matrix when Coolant temp increases
To activate the relay output, the output from the matrix has to reach 1. In the example
matrix above, the coolant temperature has to reach a temperature higher than 90
degrees Celsius to enable relay activation.

The red arrow shows direction of movement in Fan relay matrix when Coolant temp decreases.
For deactivation the matrix has to reach an output equal to zero. In the example
matrix above, the relay output will stay active until the temperature reaches a value
lower than 80 degreases Celsius.
Between 80 and 90 degrees the output from the matrix will be in between one and
zero and the output will not be affected.
Change the values in the matrix axis to achieve a more narrowband hysteresis.

7.2 Going Online
When you have entered values for all parameters in Engine Setup you can connect
your PC to NIRA i7r. Follow the steps below before you attempt to start the engine.
1. Turn on the ignition
2. At the top of the main window in NIRA rk is the online/offline status bar. In
order to go online, click on the little green flash icon in the top left corner of
the main window in NIRA rk. If the parameters in NIRA rk are different from the
parameters previously uploaded to NIRA i7r, you will see the following
dialogbox:
3. Select Update NIRA i7r in order to upload all the data to NIRA i7r. This may
take as long as two minutes.
Later you can select Read NIRA i7r if you want to download all the settings
from NIRA i7r into NIRA rk so you can save them as an i3d file. (This is very
handy if, for some reason, your PC were to hang while you’re in the middle of
calibrating the engine since you can always go back and download the most
recently used calibration.)
4. Once you have uploaded the data to NIRA i7r, the system goes online, the
status bar changes colors to green and the text changes to Online.
5. When the system is in the Online mode, it’s important to first go to the
Mappings tab and select the Monitor Output folder in the tree to the left and
then select Alarm and DG Hst Fault. If any value in the table differs from 255 an
error code is set.

6. Calibrate the Throttle Sensor such that the parameter reads 0% when you take
your foot off the gas pedal and 100% when you depress the pedal fully. This
can be done with the help of the “Accelerator Calibration Wizard” in NIRA rk.
If you want to calibrate the Throttle Sensor manually, follow the steps below.
Set NIRA rk to advanced mode.
Look for the labels.
Engine Setup -> All Paramters-> App Ad Pot 1 & App Ad Pot 2
Make a note of the parameter values for App Ad Pot 1 & App Ad Pot 2 when
the accelerator pedal is fully depressed and when you let go of the pedal
completely.
The notes should for App Ad Pot 1 & 2 for fully depressed throttle should be
transferred to
Engine Setup -> Sensors-> App Pot 1 Umsp & App Pot 2 Umsp
Make the corresponding transfer from notes for fully released throttle.
Enter the values in
Engine Setup -> Sensors-> App Pot 1 Umsp & App Pot 2 Umsp
Do Key Off & Key on.

Check Engine Setup -> All Paramters-> App Position

Example.
When the accelerator pedal is fully depressed
App Ad Pot 1 = 87,3%
App Ad Pot 2 = 0,1%
When the accelerator pedal is fully released
App Ad Pot 1 = 7,4%
App Ad Pot 2 = 69,3%
Enter following values

App Pot 1 Umsp = 87,3%
App Pot 2 Umsp = 0,1%
App Pot 1 Lmsp = 7,4%
App Pot 2 Lmsp = 69,3%
Switch the key off and then on again and check.

Engine Setup -> All Paramters-> App Position
The value should go from 0% to 100 % when moving the accelerator pedal from
non affected to WOT.
Now the throttle sensor is calibrated.
7. Go back to the Mappings tab, select the Monitor Output folder and the
”General” subfolder. Make sure all sensors are calibrated correctly. If they are
not, return to the Engine Setup tab, select the Sensors folder and correct the
problem.
ECT and MAT sensor values should show ambient temp, or else they’re
calibrated wrongly.
MAP should say approximately 100kPa, which is ambient pressure.
You can now start the engine. Select Toggle Dashboard under the Tools menu in the
main menu, or hit the F7 key. Crank the engine. You should see the tach needle jump
up to about 200 rpm or else the CKP sensor signal is missing and you won’t be able to
start the engine.
Your engine should start fairly quickly and show reasonable values on the dash. If any
instrument is showing an unreasonable value or if an Alarm icon appears, something is
wrong in one of the parameters in Engine Setup, or the electrical installation is
problematic.

7.3 Quick Troubleshooting Guide
7.3.1 The Engine Won’t Start
Some of the more common causes are:

 Missing CKP sensor signal. Verify that the tachometer shows approximately
200rpm when you crank the engine. If not, then the CKP sensor installation is
the cause. Analysis of the CKP sensor signal is done using an oscilloscope
 Lack of fuel. Verify that the fuel pump is running. The pump should run for
about 2 seconds every time the ignition key is turned to the Key On Engine Off
position (KOEO) position if the fuel pump and fuel pump relay are connected
correctly. The pump also runs whenever the engine cranks and NIRA i7r sees a
correct signal from the CKP sensor
 No current to the fuel injectors. Check that the injectors are getting pulsed
properly. If not, the electrical connections to the injectors are wrong or the
injector setup in Engine Setup is wrong. Normal injector current is 0.8A for a
14 Ohm injector.
 DGE Camshaft alarm. If this alarm is set the CMP sensor signal is wrong. Either
the electrical connection is wrong or the setup in Engine Setup is wrong. (NIRA
i7r may still be able to sync things correctly and start the engine approximately
half the time.)
 Wrong MAP. Verify that the MAP sensor reading is around 100kPa (ambient
pressure) when the starter isn’t turning. The MAP parameter is under

“Mappings”-> Monitor Output -> 0.General -> Bv Manifold Air Pressure. If you
see a different pressure reading, the calibration is wrong or the sensor is
damaged.
7.4 Other Adjustments

Since you were able to start the engine you are now ready to begin adjusting
parameter values in order to improve engine performance.

8
Electrical Specifications
8.1 Input
Name Signal levels Electical charcteristic Comment
Vinput_min = 6V
12v supply Vinput_max = 32V Pull Up 4.7 kohm
Vinput_transient = 70V during 0.5s
Vstartup = 8V
224.7 kohm in parallell with 0.01
Vshut_down = 2 V, software
KEY mA sink current
override possible
Ambient air temp sig Rnominal = 2-3 Kohm @ 25°C Pull Down 100 kohm 12 bit A/D
AS7 Input voltage range 0-5V Pull Down 100 kohm 12 bit A/D
Aux Ainput 2 signal Input voltage range 0-5V Pull Down 100 kohm 12 bit A/D
Aux Ainput 3 signal Input voltage range 0-12V Pull Down 100 kohm 12 bit A/D
Aux Ainput1 Input voltage range 0-5V Pull Down 100 kohm 12 bit A/D
Aux temp 6 signal Rnominal = 1 Kohm @ 25°C Pull Up 1.5 kohm 12 bit A/D
Boost Actuator position

Input voltage range 0-5V Pull Up 3.0 kohm 12 bit A/D
signal
Boost temperature Rnominal = 2-3 Kohm @ 25°C Pull Up 3.0 kohm 12 bit A/D

Hall: Vinput_lo = 1.08V
Vinput_hi = 2.26V
Hall: 5-12v input
Cam sensor signal Pull Up 3.0 kohm
accepted
Inductive: Vinput_lo = 0.22V
Vinput_hi = 0.46 V
Coolant temp signal Rnominal = 2-3 Kohm @ 25°C Pull Up 3.0 kohm 12 bit A/D
Vinput_lo=1.7V 5-12v input

Crank sensor hall signal Pull Up 3.0 kohm
Vinput_hi=3.35V accepted
Crank sensor inductive - Frequency depending thresholds Pull Up 1.5 kohm
Crank sensor inductive + Frequency depending thresholds Pull Up 1.5 kohm
Digital Signal 0-5v

Digital exhaust temp Vinput_lo=1.7V
Pull Up 3.0 kohm 0-100% duty
signal Vinput_hi=3.35V
0-5kHz frequency
Fuel Pressure Signal Input voltage range 0-5V Pull Up 4.7 kohm 12 bit A/D
Fuel temp sig Rnominal = 2-3 Kohm @ 25°C Pull Down 100 kohm 12 bit A/D
MAP signal Input voltage range 0-5V Pull Down 100 kohm 12 bit A/D
MAT signal Rnominal = 2-3 Kohm @ 25°C Pull Up 3.0 kohm 12 bit A/D
Oil pressure signal Input voltage range 0-5V Pull Up 3.0 kohm 12 bit A/D
Oil Temperature signal Rnominal = 2-3 Kohm @ 25°C Pull Up 3.0 kohm 12 bit A/D
Resistive exhuast temp

Rnominal = 1 Kohm @ 25°C Pull Up 3.0 kohm 12 bit A/D
signal
APP 1 signal Input voltage range 0-5V Pull Down 100 kohm 12 bit A/D
APP 2 signal Input voltage range 0-5V Pull Down 100 kohm 12 bit A/D

8.2 Output
Name Type Electric characteristic Comment
5V±3%, 100mA total Rout = 0.5 ohm @

Fuel pressure Supply
on SSUP1 25°C

MAP / Boost supply
on SSUP1 25°C
Oil pressure Supply
on SSUP1 25°C
APP 1 supply
on SSUP1 25°C
APP 2 supply
on SSUP2 25°C
Crank sensor supply
on SSUP1 25°C
Cam sensor supply
on SSUP2 25°C
Vclamp = 45V
Main Relay ON = GND Low side driver, 1A
Rout = 0.78 ohm
Vclamp = 45V
Fuel Pump Relay ON = GND Low side driver, 1A
Rout = 0.78 ohm
Vclamp = 45V
Fan Relay ON = GND Low side driver, 1A
Rout = 0.78 ohm
Vclamp = 45V
Boost actuator PWM 2 Low side driver, 2A
Rout = 0.38 ohm
Vclamp = 70V
Boost actuator PWM 1 Low side driver, 2A
Rout = 0.38 ohm
Rout = 0.12 ohm @
Boost Actuator H-bridge M+ H-bridge, 5A
25°C
Rout = 0.12 ohm @
Boost Actuator H-bridge M- H-bridge, 5A
25°C
Fuel injector 1
Fuel injector 2
Fuel injector 3
Vout_lo approx 0.5V
Fuel injector 4
@ Iout = 10A
Fuel injector 5
Fuel injector 6

Ignition 1
0-5V Push Pull
Ignition 2
Vout > 4V @ Iout =
Ignition 3
50mA
Ignition 4
Vout 4.6 to 4.8V @
Ignition 5
Iout = 5mA
Ignition 6
Vout (typ) < 0.3V @
Ignition 7
Iout = -30mA
Ignition 8
8.3 Communication
Electric
Communication Type Comment
charachteristic
CAN HI CAN Termination resistor

Compliant to ISO between signals 120
CAN LO 11898-2 ohm

9
Appendix A
Nira General PID functionality.

SetPoint +
-
Actual Value
(measured)
2D
P-term
2D
+
Integrator
Integratorhandling
handling
+
+
I-term
2D
d
dt D-term
EXE_TIME
Fuel mass request 2D
RPM
Feed Forward
Nira General PID controller

Reg Error 2D
0
Reg Error Der
100% 1
Integrator limitation
Integrator MAX
2D 0
Setpoint
1
∑
I-term
Integrator MIN
Integrator Scale
= 2 ^ scale
Aritmetic shift
0 A
IF
B
A≠B
Tracking Error
Tracking Gain
Tracking scale
= 2 ^ scale
Aritmetic shift
Tracking
Nira General PID controller Integrator handling
10
Appendix B
Schematics: See schematics_i7r_revA.pdf or later version

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NIRA i7r

NIRA i7r Handbook version A6, December 2015

© 2005-2015 Nira Control AB 2

© 2005-2015 Nira Control AB 3

© 2005-2015 Nira Control AB 4

NIRA i7r is a sophisticated electronic engine management system developed

1.1 Content of your NIRA i7r Package

 Communication interface (Kvaser CAN-dongle)

1.1.1 NIRA i7r

NIRA i7r is a highly sophisticated,dual core microprocessor based engine

1.1.2 Wiring Harness

Contact Nira for more information

© 2005-2015 Nira Control AB 5

1.1.4 Communication interface

60-2 lost Common pattern on the crankshaft trig wheel. The

BAC Boost Actuator Control

© 2005-2015 Nira Control AB 6

FPC Fuel Pressure Control

GND Grounding can be done to the body, engine block

© 2005-2015 Nira Control AB 7

1.3 NIRA i7r Functionality

 MAP sensor (Manifold Absolute Pressure)

© 2005-2015 Nira Control AB 8

1.3.2 Output Functions

In addition to standard engine management, NIRA i7r includes a set of additional

1.3.3 Additional Control Strategies/Functions

© 2005-2015 Nira Control AB 9

2.1 Relationship Between A/F, Lambda and Smoke

Example of stoichiometric A/F ratios:

Lambda is defined as:

λ = (actual air fuel ratio)/(stoichiometeric ratio)

© 2005-2015 Nira Control AB 10

Example of lambda calculation (using gasoline):

If an engine is running rich, the actual A/F may be 14.0:1.

Some wide-band lambda sensors use A/F in their specs, so it is important to

2.2 Measurement Principles

2.2.1 Angular positioning

© 2005-2015 Nira Control AB 11

© 2005-2015 Nira Control AB 12

Examlpe of zero crossing detection for falling & rising edge.

The picture above shows two types of zero crossing.

© 2005-2015 Nira Control AB 13

© 2005-2015 Nira Control AB 14

© 2005-2015 Nira Control AB 15

3.2.1 VCV Connection

VCV &PCV 12v Supply Main Rly kl87

VCV valve 12v Supply Main Rly kl87

3.2.2 PCV Connection

The Pressure Control Valve (PCV) is fitted on the fuel rail.

VCV &PCV 12v Supply Main Rly kl87

VCV valve 12v Supply N.C

© 2005-2015 Nira Control AB 16

Connection of Crank sensor

Signal + E.93 Wire 1

© 2005-2015 Nira Control AB 17

Definition of a Trig and Maximum Voltage

3.3.1 The Pulse Wheel