5.3 Ignition settings 5 SETTING UP A BASIC CONFIGURATION
Here, we see that the cam pulse is high on teeth 4 through 9. We’ll pick tooth 6, as it is closest to the center
and will be least affected by any slop in the cam or distributor drive. So we would use the following settings:
• Second trigger active on: Poll Level
• Level for phase 1: High (because the cam signal is high in this log; selecting “Low” will move the tooth #1
angle by 360 degrees)
• Check at tooth #: 6
By checking the cam signal only on one specific tooth, we are able to make the MS3Pro run this engine sequentially
without the need to modify the distributor trigger or write a custom wheel decoder.
5.3.4.11 Nippon Denso CAS The Nippon Denso CAS (crank angle sensor) comes in a number of versions,
which all appear to use a 24 tooth main wheel and a second wheel with one, two, three or four teeth. There is a
single sensor (called Ne) pointing at the 24 tooth wheel and one (G1) or two (G1 and G2) sensors pointing at the
second wheel. This style of CAS is very common on Toyota and Mazda engine from the 1980s and 1990s. Honda
also used a variant incorporating a 24 tooth, 4 tooth, and 1 tooth wheel into the distributor. The number of teeth
on the second wheel determines whether it can be used (without modification) for single coil distributor, wasted
spark or coil-on-plug (COP) and sequential. The version with a single tooth and two pickup sensors is intended for
sequential. The two sensors are used by the OEM to allow the engine to synchronize within one engine revolution.
Presently, the MS3Pro only supports using one of the "G" sensors.
Some Toyota JZ series and Honda H series engines used a variation of this method, with a 12 tooth crank wheel
replacing the 24 tooth cam wheel. Other than the greater accuracy of a crank trigger, this makes little difference
from the ECU’s perspective.
Here are the connections used.
AMP EFI MS3Pro manual version 1.202, firmware 1.5.0, 4/21/2017 Page 77
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