Engine calibration overview
Engine calibration teaches Capoworks how much air each cylinder receives, how much fuel to add, and when to fire the spark. A calibration is not a set of generic values to copy between engines: sensor scaling, fuel composition, injectors, intake and exhaust hardware, combustion chamber, and operating conditions all affect the result.
Fuel and air mass
Start with valid airflow information. Capoworks can derive cylinder air mass from Speed Density, Alpha-N, MAF Air Charge, or the supported blended method. The selected model must match the sensors and intake system actually fitted; see Airmass Models and Migration.
The fuel calculation combines cylinder air mass with the target lambda table and the configured stoichiometric ratio. Lambda expresses mixture relative to stoichiometry, while gasoline-scale AFR is a display convention derived from that ratio. Read Air Fuel Ratio and AFR Setting before changing either view.
Ignition and knock
Ignition timing controls when combustion pressure is produced. The useful advance at a given speed and load must be found by measurement, not assumed from another engine. Read Ignition Timing, MBT and Combustion and use the Ignition Advance Table to describe the configured curve.
Knock is abnormal combustion that can damage the engine. Detecting it requires a valid sensor/input path, suitable per-cylinder assignment, and a threshold that distinguishes noise from knock. The Knock Detection Setup Guide documents those dependencies and the retard response.
Transients and validation
Steady-state calibration is the foundation. Throttle changes also alter fuel film on port walls, sensor response, and air delivery, so verify Acceleration Compensation and Wall Wetting after the base fuel and ignition behaviour are repeatable. Change one factor at a time, log the evidence, and recheck limits and protections after every calibration change.