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Introduction to the Technology

European EA888 Gen 3 engines, featured soot reduction technologies multi point injection, which was a combination of direct injection and port fuel injection. The use of these different injection methods allowed substantial reduction of soot to meet Euro 6 legislation for fuel economy and tail pipe emissions. It can also aid in the cleaning of the back of the intake valves (though it is not a replacement for the normally scheduled cleaning)

From the factory, port injection works at light load requests, just after warm up and cat heating, up to an engine speed set point, which promoted a more complete fuel mix before combustion, resulting in the reduction of soot and PN, meeting the tail pipe standard.

As the EU6 legislation tightened, this system was made redundant in Simos 18.10 controlled engines with Soot and PN regulated by an Otto Particulate Filter

The original intent of this OE (original equipment) system, can be altered to work for aftermarket MPI (manifold port injectors) injectors and purpose of this guide shows how this can be achieved.

Factory Behavior

Simos 18.1 EU6c have 39 combustion modes (CMB) that are available during different operating modes of the engine performance envelope.
To further understand what CMB modes are seen during normal running, a drive of a development vehicle was captured from a cold start to various loads monitoring “Present CMB Mode”.

27 (Cold start - 3 high pressure stratified (S) until 45 deg C coolant) -> 16 (Cat heating for more than a minute secs suction direct injection(SDI) and S) -> 0 (SDI at light loads until 45 deg C) -> 2 (SDI + S till 4000 rpm high load -> 0 (SDI at high load).

Warms starts were observed to be 26 (two high pressure stratified), followed by no cat heating or warming after, if the engine coolant temp was greater than 45 deg C. During periods of acceleration from sub 2000 rpm wit the turbo spooling, engine can enter into a scavenging mode 4 or 6


This is shown in the Ecutek EU6c calibration for MPI supplementary operation, leaves all light load CMB functions, cat heating and starting the same as OE, but from  ~90 Nm, replaces  mode 2 and 0 with a new mode 9 i.e. MPI + SDI.

Setting Up The System

First prepare the operating conditions to enable manifold injectors to run alongside the DI injectors.

MPI Enable Mode change to 11.
MPI - Mode Inhibitor Disable set to 0.
Removing inhibitors from all 32 bits allows MPI and SDI to work within torque thresholds and speed limits.

Setting Threshold for MPI / DI

Tweak Maximum engine speed for scavenging from 2500 to where your new hybrid stops spooling
Tweak Maximum engine speed MPI only from 3600 to 4000 rpm.
Tweak Maximum engine speed DI with MPI to your rev limiter or over. In our example it was set to 9000 rpm ( engine rev limit was 7300 rpm).


Set the DI MPI split factorfor after start, warm up, cold , hot and maximum.
For the example from the development car with standard 200cc injectors this was set at 80% Di injector and 20% for port injectors. Always keep fuel flow through the DI injectors, as the fuel cools them.

Port Injector Setup

MPI time to fuel flow scaling is set by simply dividing the new injector size into the existing 200 or 175cc size, then multiply the original 0.434 or 0.416 ms/mg/stk for the new factor.

For Example
For 280 ps to 310 ps EU engines, with 200 cc PF injectors, that factor is 0.434 ms/mg/stk.
For 220 ps to 230 ps EU engines, with 175 cc PF injectors that factor is 0.416 ms/mg/stk.

MPI battery latency compensation to match the manufacture of the new injectors.
Typical table for OE 200 cc injectors is as follows.

Minimum MPI injection time for the new injectors, needs to be entered from manufacturer data.

Reference fuel flow offset can be adjusted via logging item Mass Fuel Flow Reference Delta to ensure the fuel flow is accurately reported.