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All_Supported_Triggers.md
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See also [Trigger](Trigger)
May, 2020: Subaru SVX added
![x](https://rusefi.com/images/triggers/trigger_49.png)
April, 2020: Honda K 12+1 added.
![x](https://rusefi.com/images/triggers/trigger_46.png)
April, 2020: Renix 44-2-2 added.
![x](https://rusefi.com/images/triggers/trigger_44.png)

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Code-Style.md
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Reduce visibility where possible
* Reduce visibility where possible
avoid magic constants
* Avoid magic constants
please do not push dead code
* Please do not push dead code
See https://rusefi.com/wiki/index.php?title=Development:Code_Style
See here: https://rusefi.com/wiki/index.php?title=Development:Code_Style

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Fuel/Fuel_Control/Acceleration/Acceleration_Compensation.md
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# Acceleration_Compensation
Acceleration Compensation is required in an EFI system to modify the fuel injection to compensate for the deviation in AFR caused by the change of conditions in the inlet manifold.
When an engine changes load the depression in the inlet manifold changes, during an increase of load the depression increases and this causes fuel to drop out of suspension and collect on the walls of the intake manifold.
Because of this fuel drop out, instead of being drawn into the cylinders the fuel momentarily remains on the walls of the inlet manifold. The result of this is the lean AFR spike you can often see on poorly tuned vehicles when giving a sudden increase of throttle.
Acceleration Compensation is required in an EFI system to modify the fuel injection to compensate for the deviation in AFR caused by the change of conditions in the inlet manifold.
When an engine changes load the depression in the inlet manifold changes; during an increase of load the depression increases and this causes fuel to drop out of suspension and collect on the walls of the intake manifold. Because of this fuel drop out, instead of being drawn into the cylinders, the fuel momentarily remains on the walls of the inlet manifold. The result of this is the lean AFR spike you can often see on poorly tuned vehicles when giving a sudden increase of throttle.
rusEFI has implemented several strategies that attempt to compensate for this physical phenomenon. These are detailed in their own specific pages but a brief overview is shown below.
rusEFI has implemented several strategies that attempt to compensate for this physical phenomenon. These are detailed in their own specific pages, but a brief overview is shown below.
It is important to note that the Acceleration compensation is not intended to increase the amount of fuel in order to increase power during acceleration, that is the purpose of the AFR table or VE table, this compensation is purely intended to correct for the fuel dropping out of suspension.
N.B. This is also why I refer to it as "Acceleration Compensation" rather than "Acceleration Enrichment", the second term implies the wrong purpose.
It is important to note that the Acceleration Compensation is not intended to increase the amount of fuel in order to increase power during acceleration - that is the purpose of the AFR table or VE table, whereas this compensation is purely intended to correct for the fuel dropping out of suspension.
N.B. This is also why I refer to it as "Acceleration Compensation" rather than "Acceleration Enrichment", as the second term implies the wrong purpose.
# TPS based
This is the most simple of the methods, it uses the change in TPS position over time to decide on an additional quantity of fuel to inject.
The simplest method, this uses the change in TPS position over time to decide on an additional quantity of fuel to inject.
It is most similar to a carburetors accelerator pump in operation.
# Wall Wetting

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Fuel/Fuel_Control/AlphaN.md
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AlphaN is a method of fueling that uses the angle of the TPS (Alpha) and the RPM of the engine (N) to determine how much fuel should be injected.
It is a very simply method that simply uses the Alpha as the Y axis and N as the X axis of the fuel table.
It is a very simple method that simply uses the Alpha as the Y axis and N as the X axis of the fuel table.
This method is most commonly used on pure race cars that are willing to sacrifice an amount of drivability for simplicity or on installations where there is a great difficulty reading for a MAP or MAF sensor.
This method is most commonly used on pure race cars that are willing to sacrifice an amount of drivability for simplicity, or on installations where there is a great difficulty reading for a MAP or MAF sensor.
An example of this would be ITBs.
It is not suggested that this method is used with rusEFI as we have implemented very good windowing and smoothing of MAP sensor signals and this allows for the speed density method to be used reliably on systems where it would not traditionally function well.
It is not suggested that this method is used with rusEFI as we have implemented very good windowing and smoothing of MAP sensor signals, which allows for the speed density method to be used reliably on systems where it would not traditionally function well.
However we are aware that there are many users that would still prefer to use this method so it has been provided.
# The detail
fuel_squirt_duration = injector_lag_curve_lookup(V_BATT) + warm_up_curve_lookup(COOLANT_TEMPERATURE) * intake_air_correction_curve_lookup(INTAKE_AIR_TEMP) * fuel_table_lookup(RPM, TPS)
where TPS is the reading at the start of engine cycle
Where TPS is the reading at the start of engine cycle
# How to tune
The AlphaN system in rusEFI can be tuned in the same way as all other stand alone ECUs, it is simply a case of inputting the required fuel values in the main fuel table.
The AlphaN system in rusEFI can be tuned in the same way as all other standalone ECUs, it is simply a case of inputting the required fuel values in the main fuel table.
It is planned that a future update will modify this table to be a VE table in a similar way to several other aftermarket systems. This will be done for simplicity of use.

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Hardware/Completeness_Chart.md
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# RusEFI (RE) PCB Configurations
When ordering rusEFI the ECU boards may be bought in several different stages of assembly completeness. These stages may range from the bare board with no components attached all the way to fully assembled PCBs already in enclosures. What should be ordered by the end user is up to them, their solering skills and capabilities, and how much they value their time.
When ordering rusEFI the ECU boards may be bought in several different stages of assembly completeness. These stages may range from the bare board with no components attached all the way to fully assembled PCBs already in enclosures. What should be ordered by the end user is up to them, their soldering skills and capabilities, and how much they value their time.
1. **Bare PCB**: No components soldered. For the end user, soldering would be required for **ALL** components.
![BareMRE](Hardware/Images/BareMRE.png "Bare MRE")
@ -7,10 +7,10 @@ When ordering rusEFI the ECU boards may be bought in several different stages of
2. **Partially Populated Board**: More than a half of components soldered to it. This board would require the end user to do some SMT and/or through-hole soldering to get a functional board.
![PartialMRE](Harware/Images/PartialMRE.png "Partial MRE")
1. **Fully Populated Board**: No soldering is required by the end user to have a fully functional board but case is not included.
3. **Fully Populated Board**: No soldering is required by the end user to have a fully functional board but a case is not included.
![PopulatedMRE](Hardware/Images/PopulatedMRE.png "Populated MRE")
1. **Fully Assembled**: All SMT and through hole devices are populated and the board is in a case. The end user does not need to open the case or ever look at the PCB. As far as the end user is concerned the product just needs to be wired in.
4. **Fully Assembled**: All SMT and through hole devices are populated and the board is in a case. The end user does not need to open the case or ever look at the PCB. As far as the end user is concerned the product just needs to be wired in.
![CompleteMRE](Hardware/Images/CompleteMRE.png "Complete MRE")

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oem_docs/Bmw/1998_750_e38/BMW_e38_750.md
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ECU#1
![ecu1](oem_docs/Bmw/1998_750_e38/1998_bmw_750_ecu_page1.png)
ECU#2
![ecu2](oem_docs/Bmw/1998_750_e38/1998_bmw_750_ecu_page2.png)
ECU#3
![ecu3](oem_docs/Bmw/1998_750_e38/1998_bmw_750_ecu_page3.png)
ECU#4
![ecu4](oem_docs/Bmw/1998_750_e38/1998_bmw_750_ecu_page4.png)
ECU#5
![ecu5](oem_docs/Bmw/1998_750_e38/1998_bmw_750_ecu_page5.png)
Charging
Charging
![x](oem_docs/Bmw/1998_750_e38/bmw_e38_charging.png)
Shift Interlock
![x](oem_docs/Bmw/1998_750_e38/bmw_e38_shift_interlock.png)
Starter
![x](oem_docs/Bmw/1998_750_e38/bmw_e38_starter_wiring.png)
Washer
![x](oem_docs/Bmw/1998_750_e38/bmw_e38_wiper_washer.png)
Vin Registry http://www.e38registry.org/e38-production-numbers/