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8.3. Resources
Menu Function Value Function Description
Ordinal Number in the "Parameters" Hot Menu
Lock Ignition Switch Source
Lock Level Virtual Lock Sensitivity
Prot.Defin.
Protoc. J1939…Univ.
Engine All; 1; 2
Puls.by rev.
Exp.сalc.
Tank Type
Full Tank Tank Value Setting (liters) 20...2000
Fuel
Speed Source of Speed Reading
Eng.rpm Source of RPM Reading
Fuel cons.
Prognosis
Ex/100 man. 0...30
Batt.voltage
Trim Trim Sensor Voltage
Temper.sign
№
>Virt.
Phys.
Virt - No need to connect the on-board computer to the ignition switch. The on-board computer turns on
automatically after the engine is turnued on or you can turn it on via "Display Settings - Control - Virt.Lock".
The on-board computer turns off when the engine is off.
Phys. - Connect the on-board computer to the electrical circuit "Ignition".
1
>2
3
Strt
Adjust sensitivity of the virtual ignitio lock.
1 - minimum sensitivity; 3 - maximum sensitivity.
Strt - the on-board computer starts working with the ECU immediately when electricity is on. This mode is used
when started engined imediately generates power.
Manual or Automatic
Protocol Search
>Auto
Manu
Auto - automatic attampt to establish comunication with the motor. If fails the on-board computer switches to
universal mode.
Man. - manual protocol search. Used to establish communication between the on-board computer and the
motor when the protocol is already known or it fails to find it in atomatic mode and manual search is required.
Manual Protocol
Selection
Chooses a communication protocol when the Manual Protocol Search is selected. Some protocols can add
extra diagnostic parameters to the on-board coputer (protocol subtype, engine type, trouble type etc.). Must be
changed if it fails to display parameters correctly. Available only when the "Manual Prot." is selected .
Engine choise in
NMEA2000
Choice of engine connected to NMEA2000 network (in case of few engines).
For NMEA2000 protocol.
Number of pulses per 1
revoluton
0.5, 1.0, 2.0,
4.0, 8.0
Shows how many pulses the engine generates per 1 revolution.
For "Carb" protocol when connected to the ignition coil.
Consumption Calculation
Method
>1
2
3
Changes calculating method of fuel consumption (in case of non-compliance with real indicators after calibration or
zero value of this parameter).
Only for "J1939" protocol
Source for Calculating the
Remaining Fuel in the
Tank
>Calculated
FLS
FLS ECU
Calculated - does not require connection to the fuel sensor. After each refuelling the user inserts manually how much
fuel has been added to the tank and then the trip the computer calculates the remaining fuel quantity deducting the
amount of fuel consumed during the trip. This mode is very precise because it does not depend on the performance of
the fuel level sensor, the voltage of the on-board network, or the tilt of the water vehicle. The remaining in the tank fuel
level can be adjusted in "Settings Display - Control" by selecting one of the following functions: "Refuelling to Full",
"Refuelled" or
"Now in the Tank", depending on how the fuel volume needs to be adjusted.
FLS - the amount of the remaining fuel in the tank is read from the fuel level sensor (FLS). Connection to the fuel level
sensor is required. In this mode, the remaining fuel is calculated automatically based on the FLS voltage. If FLS doesn't
function correctly, "Calculated" function should be used. For proper operation calibration is required (see page 12)
FLS ECU - the amount of the remaining fuel in the tank is recieved from the diagnostic line, no connection to the fuel
level sensor is needed (only for J1939, NMEA2000). Calibration is required for proper operation (see page 12).
The fuel tank volume. When you select "Refuelling to Full" in "Settings Display - Operation", the tank volume will be set
equal to the entered value. If the set value is more than 200, the accuracy of remaining quantity is up to 1 liter
(otherwise up to 0.1 liters).
Compens.
Vbatt
On-board voltage
compensation
>Yes
No
The unit is designed to be connected to a fuel level sensor divider, the upper resistor of which is connected directly to
the 12 Volt on-board network, and on which the voltage changes along with the voltage of the on-board network.
If “No” is set, the input of the fuel level sensor of the device is designed for connection to the voltage source of the fuel
level sensor, which is independent of the change in the voltage of the on-board network.
Calibration Method of the
Fuel Tank
>Calibr.2
Calibr.7
Tare.
Uncalibr.
Calibr.2 - the tank calibration is performed by 2 points (when empty and full). It is recommended when FLS has
a linear dependence of voltage on the amount of fuel in the tank. Calibration procedure: see page 12.
Calibr.7 - the tank calibration is performed by 7 points. Recommended if "Calibr.2" does not give the desired
accuracy. Calibration procedure: see page 12.
Tare - automatic tank calibration (only after fuel consumption has been calibrated). The tank is automatically
calibrated by a variety of points as fuel is consumed. This method has the highest accuracy, though it is very
sensitive: errors may occur due to sudden fluctuations or FLS characteristics; if an error occurs, calibration
process stops. Calibration procedure: see page 12.
Uncalibr. - the remaining fuel is read from the ECU (in percent) and multiplied by the tank volume ("Full
Tank"), tank calibration is not required, the accuracy depends on the fuel level sensor and the engine ECU
(only for "Tank type FLS ECU").
Available only with "Tank type FLS ECU".
>GPS
ECU
Sensor
GPS — Speed data is read from the built-in GPS receiver.
ECU - Speed data is read from the diagnostic line.
Sensor - Speed is read from an external Multitronics GPS speed sensor (only if "Lock - Virt." is set).
>ECU
Inj.
ECU - Revolutions are read from the diagnostic line, connection to the injection plug is not required.
Inj. - Revolutions are read directly from the injection plug.
Source of Fuel
Consumption Calculation
>ECU
Inj.
ECU — Fuel consumption is calculated from the data received from the ECU, connection to the injection plug
is not required.
Inj. — Fuel consumption is calculated from the data received directly from the injection plug of the vehicle
(only for gasoline engines). Connection to injection plug of diesel engines is unacceptable due to its design
features.
Mileage Forecast on the
Remaining Ruel
>Aver.
Man
10km
Mileage forecast = remaining fuel in the tank / average consumption per 100 km
There are three possible ways to calculate the average fuel consumption:
Average - Average fuel consumption per 100 km, which corresponds to a long-term average value taking into
account the mixed type of driving.
10 km - Average fuel consumption over the last 10 km, reflecting the operational factor of driving, taking into
account possible changes in driving style.
Man. - Manually entered value of the average consumption per 100 km.
Value of Average
Consumption per 100 km
(l / 100 km)
Manually entered value of the average consumption per 100 km, based on which the mileage on the remaining
fuel will be estimated.
Available only when "Forecast Man." is set.
Reading Source of On-
board Electrical Circuit
Voltage
>ECU
Sensor
ECU — On-board voltage data is received from the engine ECU.
Sensor — On-board voltage is measured by the trip computer independently at the connection point.
Only for J1939, NMEA2000, Yamaha, Suzuki, Honda, Evinrude
>ECU
Sensor
ECU — Reads the trim sensor voltage (motor position) from the diagnostic line.
Sensor — Reads the trim sensor voltage if connected to it directly.
Location of the External
Temperature Sensor
>air
wat
eng.
Sets the location where external Multitronics temperature sensor is installed.
Air — Installed in the interior and measures the inside temperature.
Water — Installed outside of the water vehicle and measures overboard water temperature.
Eng. - Installed on the engine and measures the engine temperature (only for carburetor engines; if you choose
this setting, a warning signal about engine overheating becomes available)
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