Syvecs & Life Racing Knowledge Base – Optimum Engine Mapping

Disclaimer: This tool is intended as a reference aid. Always verify outputs and recommendations against official Syvecs or Life Racing documentation or consult a qualified calibrator before making changes to your ECU configuration.

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Disclaimer: This tool is intended as a reference aid. Always verify the generated calibration file against your sensor's data sheet and consult a qualified calibrator before programming your ECU.

Sensor Calibration

Temperature Sensor Calibration File Generator

Generate a Syvecs-compatible .txt calibration file from your sensor's resistance/temperature data sheet.

How it works: Enter your sensor name and paste the temperature/resistance data from the manufacturer's data sheet. The tool converts resistance values to voltage based on the product's pull-up resistor value and a fixed 5V reference, then generates the correct SENSOR() file format ready to load into SCal.

Installing the generated file: Once downloaded, copy the .txt file to: C:\Program Files (x86)\Syvecs\SensorDB\
Then start SCal — your sensor will be available under the Linearisation function in the Sensor DB.

Sensor Name

Syvecs Product

Pull-up Resistor (Ω)

Auto-set by product — or enter manually to override

Enter data from your sensor's data sheet below. A minimum of 16 data points is required; all 20 rows are not necessary.

Temperature

Resistance (Ω)

calibration.txt

How to Load This File Into SCal

Copy the downloaded .txt file to:
C:\Program Files (x86)\Syvecs\SensorDB\
Start SCal (if it was already open, close and reopen it). Your sensor will now be available in the Sensor DB under the Linearisation function.
Navigate to the sensor in Defined Sensors and Trips Setups or User Definable Sensors.
Locate the specific sensor you wish to configure.
Select Input Configuration and adjust the configuration of the input.
Note: Some inputs have a pull-up resistor built into the hardware and do not require software configuration. On the S7, pins AN13–AN16 (C22–C25) have a fixed 3.3kΩ hardware pull-up and are always active — no software toggle is needed. Inputs AN01–AN08 and Slave Analog inputs AN S1–S6 have software-selectable pull-ups and must be manually enabled by setting Input Configuration to Thermistor (TH) or toggling the Input Pull Up option. Voltage inputs AN09–AN12 have no pull-up capability.
Click Program (Device → Program) to write the calibration to the ECU.

Beta: Maths Functions is currently available to admin users only while in testing. Results are for reference only — always verify against your own data.

Maths Functions

SView / LifeView Expression Library

Ready-to-paste math channel expressions for common motorsport derived channels. Each entry includes the expression, required logged channels, and calibration prerequisites. Build channels in the order shown where dependencies exist.

Volumetric Efficiency (VE)

VE = AirMass_grams / (ρ_inlet × Disp_cyl) × 100 | ρ_inlet = MAP × 1000 / (287.05 × T_K)

Calculates volumetric efficiency as the ratio of actual trapped air mass to the theoretical maximum at current inlet conditions. Uses the air mass ratio method — requires FuelMass_grams and AirMass_grams math channels to be created first (in that order). Replace 633.33 with your engine displacement (cc) divided by cylinder count. Returns 0 during fuel cuts and throttle transients to suppress invalid spikes.

SView / LifeView Math Channel Expression

MathLanguageVersion(2,0); // Volumetric Efficiency (%) — air mass ratio method // Requires AirMass_grams math channel (build FuelMass_grams first, then AirMass_grams, then this) // Replace 633.33 with: engine_displacement_cc / cylinder_count (e.g. 3800/6 = 633.33) // act1 is logged in degrees Fahrenheit — converted to Kelvin internally // Returns 0 during fuel cuts (trqFuelSev > 5) or throttle transients (tps1DT > 1) var(disp_per_cyl,633.33); var(act1_K,0); var(rho_inlet,0); var(m_theoretical,0); act1_K=(filter(act1,0.85)+459.67)*5/9; rho_inlet=(filter(map1,0.85)*1000)/(287.05*act1_K); m_theoretical=rho_inlet*disp_per_cyl/1000; if(filter(trqFuelSev,0.85)>5||filter(tps1DT,0.85)>1,0,math(AirMass_grams)/m_theoretical*100)

Unit group: NONE — Dec places: 1 — Sample rate: Auto
Build order: Create FuelMass_grams first, then AirMass_grams, then this channel. Each references the previous.
Note: Replace 633.33 with your engine displacement (cc) divided by cylinder count. act1 is logged in °F and converted to Kelvin internally. The expression returns 0 during fuel cuts (trqFuelSev > 5) and rapid throttle transients (tps1DT > 1) to suppress invalid spikes. The fuel-cut threshold is 5 rather than 0 to avoid false triggering from filter lag immediately after a cut clears. VE is only meaningful under steady-state or near-steady conditions.
Calibration prerequisites: fuelMltRelFp1 table must be correctly populated in SCal (Corrections → Relative Fuel Pressure Multiplier). Injector offset table must match the actual injector. Wideband must be calibrated — a lambda offset propagates directly into VE error.
Required channels:

map1 act1 trqFuelSev tps1DT AirMass_grams (math)

Airflow (g/s)

Airflow = (VE/100) × (MAP / (R_air × IAT_abs)) × (Displacement/2) × (RPM/60) / 1000

Calculates theoretical mass airflow in grams per second from MAP, IAT, RPM, displacement and a known or estimated VE.

SView / LifeView Math Channel Expression

MathLanguageVersion(2,0); // Estimated airflow (g/s) from speed-density model // Replace 2.0 with displacement (L), 0.85 with estimated VE fraction // act1 is in degrees Fahrenheit — converted to Kelvin below var(disp_L,2.0); var(ve_frac,0.85); var(act1_K,0); act1_K=(filter(act1,0.85)+459.67)*5/9; filter(map1,0.85)*1000*disp_L*ve_frac*filter(rpm,0.85)/(287.05*act1_K*120)

Unit group: Mass Flow — Dec places: 2 — Sample rate: Auto
Note: Replace 2.0 with displacement in litres and 0.85 with your estimated VE as a fraction (e.g. 1.10 for 110% VE on a boosted engine). act1 is logged in °F and is converted to Kelvin internally.
Required channels:

map1 act1 rpm

Boost Pressure Converter

1 bar = 14.5038 psi = 100 kPa | Gauge = Absolute − 101.325 kPa

Convert between PSI, kPa, and bar. Toggle between gauge (boost above atmospheric) and absolute pressure.

SView / LifeView Math Channel Expression

MathLanguageVersion(2,0); // Boost pressure gauge (kPa) from MAP absolute filter(map1,0.85)-101.325

Unit group: Pressure — Dec places: 1 — Sample rate: Auto
Note: map1 is absolute pressure in kPa. Subtracting 101.325 kPa (1 atm) gives gauge boost. For bar gauge, divide the result by 100.
Required channels:

map1

BMEP (Brake Mean Effective Pressure)

BMEP (kPa) = Torque (Nm) × 4π / Displacement (L)

BMEP is a normalised measure of engine work output per cycle, independent of engine size. Useful for comparing engine efficiency across different displacements.

SView / LifeView Math Channel Expression

MathLanguageVersion(2,0); // BMEP (kPa) from ECU torque estimate // Replace 2.0 with your engine displacement in litres filter(engTrqEstOutput,0.85)*4*3.14159265/2.0

Unit group: Pressure — Units: kPa — Dec places: 1

engTrqEstOutput

Note: Replace 2.0 with your engine displacement in litres. Uses engTrqEstOutput (ECU torque model estimate). For a measured BMEP, substitute with a physical torque sensor channel (engTrq).

Max Injector Pulse Width Allowed

Max PW (ms) = 1200 / RPM × (Max Duty % / 100)

Calculates the maximum allowable injector pulse width at a given RPM to stay within a target duty cycle limit (typically 85%).

SView / LifeView Math Channel Expression

MathLanguageVersion(2,0); // Max injector pulse width (ms) at 85% duty limit // Change 0.85 to your target duty cycle fraction 1200/filter(rpm,0.85)*0.85

Unit group: Time — Dec places: 2 — Sample rate: Auto
Note: Change 0.85 to your target duty limit (e.g. 0.80 for 80%). Overlay with fuelFinalPri1 to see how close you are to the limit.
Required channels:

rpm

Fuel Mass (g/stroke)

FuelMass = (rated_flow / 60000) × (fuelFinalPri1 − fuelAddVbatPri1) × ρ_fuel

Calculates the mass of fuel injected per cylinder per cycle in grams. Uses the live ECU injector offset (fuelAddVbatPri1) to extract the effective pulse width. The Syvecs ECU already applies a Bernoulli pressure correction via the fuelMltRelFp1 multiplier inside fuelFinalPri1 — no additional sqrt correction is needed here. Replace 1335.0 with your injector’s flow rate (cc/min) at your ECU base fuel pressure. Fuel density is calculated live from fuelComp.

SView / LifeView Math Channel Expression

MathLanguageVersion(2,0); // Fuel mass per cylinder per cycle (grams) — FuelMass_grams // Replace rated_flow with your injector flow (cc/min) at your ECU base fuel pressure // The ECU already applies the Bernoulli pressure correction via fuelMltRelFp1 inside fuelFinalPri1 // Do NOT add a sqrt(relFp1) correction here — it would double-count the ECU correction // fuelAddVbatPri1 = live ECU injector offset (ms) — subtract to get effective flow time // fuelComp = ethanol % from flex fuel sensor (0-100) var(rated_flow,1335.0); var(fuel_density,0); var(eff_pw_ms,0); fuel_density=0.745+(filter(fuelComp,0.85)/100)*(0.789-0.745); eff_pw_ms=filter(fuelFinalPri1,0.85)-filter(fuelAddVbatPri1,0.85); (rated_flow/60000)*eff_pw_ms*fuel_density

Unit group: Mass — Dec places: 4 — Sample rate: Auto
Note: Replace 1335.0 with your injector’s flow rate (cc/min) at your ECU base fuel pressure — the reference pressure set in the fuelMltRelFp1 table in SCal. For pure petrol without a flex sensor, replace the fuel_density line with fuel_density=0.745;. Save this channel as FuelMass_grams — it is referenced by AirMass_grams and VE_Calc.
Calibration prerequisites: fuelMltRelFp1 table must be correctly populated (Corrections → Relative Fuel Pressure Multiplier). Injector offset table (fuelAddVbatPri1) must match the actual injector at the operating voltage and pressure.
Required channels:

fuelFinalPri1 fuelAddVbatPri1 fuelComp

Air Mass (g/stroke)

AirMass = FuelMass × λ × Stoich_AFR | Stoich_AFR = 14.7 × (1 − E%) + 9.0 × E%

Calculates the actual trapped air mass per cylinder per cycle in grams. Derived from fuel mass, measured lambda, and the stoichiometric AFR for the current fuel blend. Requires the FuelMass_grams math channel to be created first. Save this channel as AirMass_grams — it is referenced by the VE expression.

SView / LifeView Math Channel Expression

MathLanguageVersion(2,0); // Air mass per cylinder per cycle (grams) — AirMass_grams // Requires FuelMass_grams math channel // lam1 = wideband lambda (Bank 1). Use lam2 for Bank 2, or average both. // fuelComp = ethanol % from flex fuel sensor var(ethFrac,0); var(stoich_afr,0); ethFrac=filter(fuelComp,0.85)/100; stoich_afr=14.7*(1-ethFrac)+9.0*ethFrac; math(FuelMass_grams)*filter(lam1,0.85)*stoich_afr

Unit group: Mass — Dec places: 4 — Sample rate: Auto
Note: Save this channel as AirMass_grams. It is used by the VE expression. For V-engines with two wideband sensors, replace lam1 with (filter(lam1,0.85)+filter(lam2,0.85))/2 to average both banks.
Required channels:

FuelMass_grams (math) lam1 fuelComp

Crank Degrees per Millisecond

Crank °/ms = RPM × 360 / 60000

Calculates how many crank degrees pass per millisecond at a given RPM. Essential for converting injection pulse widths and ignition dwell times into crank angle terms.

SView / LifeView Math Channel Expression

MathLanguageVersion(2,0); // Crank degrees per millisecond at current RPM filter(rpm,0.85)*0.006

Unit group: Angular Speed — Dec places: 3 — Sample rate: Auto
Note: Derived from RPM × 360 / 60000. Useful as an intermediate variable in other expressions (e.g. converting pulse width to crank angle span).
Required channels:

rpm

EOI Angle for a Given SOI

EOI = SOI + (Injection Duration (ms) × Crank °/ms)

Calculates the End of Injection (EOI) crank angle given a Start of Injection (SOI) angle, injection duration, and RPM. Positive angles are ATDC, negative are BTDC.

SView / LifeView Math Channel Expression

MathLanguageVersion(2,0); // EOI angle (°ATDC) derived from fuelEndAngle (already logged) or from SOI + pulse width // fuelEndAngle is a direct ECU channel - add it directly if available // Expression below derives EOI from SOI angle and pulse width: // Replace -300 with your SOI channel or a fixed SOI value -300+filter(fuelFinalPri1,0.85)*filter(rpm,0.85)*0.006

Unit group: Angle — Dec places: 1 — Sample rate: Auto
Tip: fuelEndAngle is already logged under Fuel & Injection → Injection Angle — add it directly for port injection engines. This expression is primarily for GDI engines needing custom SOI/EOI angle math.
GDI engines only

fuelFinalPri1 rpm

SOI Angle for a Given EOI

SOI = EOI − (Injection Duration (ms) × Crank °/ms)

Calculates the required Start of Injection (SOI) crank angle to achieve a target End of Injection (EOI) angle at a given RPM and injection duration.

SView / LifeView Math Channel Expression

MathLanguageVersion(2,0); // SOI angle (°ATDC) derived from fuelEndAngle and pulse width // Requires fuelEndAngle and fuelFinalPri1 to be logged filter(fuelEndAngle,0.85)-filter(fuelFinalPri1,0.85)*filter(rpm,0.85)*0.006

Unit group: Angle — Dec places: 1 — Sample rate: Auto
Note: Calculates the Start of Injection angle by working backwards from the logged End of Injection angle. Primarily useful for GDI engines. Positive = ATDC, negative = BTDC.
GDI engines only

fuelEndAngle fuelFinalPri1 rpm

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Temperature Sensor Calibration File Generator

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SView / LifeView Expression Library

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