Platinum Sport Series
Platinum Sport Series
Revision 1.03.0
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Contents ●
Introduction
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Installation Guide
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Wiring Guide
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Sensors and Device Pin Outs
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Outputs and Actuator Pin Outs
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ECU Pinout
Basic Setup ❍
Main Setup
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Trigger Setup
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Fuel Setup
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Ignition Setup
Advanced Setup ❍
Advanced Functions
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Ignition Corrections
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Fuel Corrections
Outputs Setup ❍
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Digital Pulsed Outputs (DPO)
Inputs Setup
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Platinum Sport Series
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Analogue Voltage Inputs (AVI)
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Digital Switched Input (DSI)
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Digital Pulsed Input (DPI)
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Starting Your Engine
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Tuning Guide
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Fuel Tables
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Ignition Tables
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Transient Throttle Tables
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I/O Settings & Tables
Troubleshooting Guide
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Platinum Sport Series
Return to Contents
Introduction Congratulations on purchasing a Haltech Engine Management System. This fully programmable product opens the door to virtually limitless performance modification and tuning of your vehicle. Programmable systems allow you to extract all the performance from your engine by delivering precisely the required amount of fuel and ignition timing that your engine needs for optimum output under all operating conditions.
Copyright Under copyright law, neither this manual nor its accompanying software may be copied, translated or reduced to electronic form, except as specified herein, without prior written consent of Lockin Pty Ltd trading as Haltech. Copyright 2008 Warning
This system is capable of controlling either Auto-Dwell (also known as intelligent or smart ignitors) which have in-built dwell control or ECU Dwell ignitors (also known as dumb igniters or Constant Charge Ignitors) which contain no such control. This allows standard ignitors to be used in many cases. Auto-dwell ignitors are commonly found on early EFI engines with electronic ignition. ECU-dwell ignitors are commonly found in modern ECU controlled ignition systems. Most standard ignitors are ECU Dwell . It is very important to set the system up to match the type of ignitor used!. In the ignition set-up page the setting should be: ● To control auto-dwell ignitors set up as “Constant Duty” ● To control ecu-dwell ignitors set up as “Constant Charge” If the wrong setting is applied, damage to the ignition system may occur. Burning out ignitors due to wrong set-up will not be regarded as Warranty! Please ensure all power supplies are disconnected before commencing any wiring. Failure to follow all the warnings and precautions in this manual can lead to damage to engine components and may possibly void your warranty. Incorrect setup of the ECU can also lead to damaged engine components. Damaged components due to incorrect setup will not be regarded as warranty repairs.
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Platinum Sport Series
LIMITED WARRANTY Lockin Pty Ltd trading as Haltech warrants the HaltechTM Programmable Fuel Injection System to be free from defects in material or workmanship for a period of 12 months from the date of purchase. Proof of purchase, in the form of a bill of sale or receipted invoice, which indicates that the product is within the warranty period, must be presented to obtain warranty service. Lockin Pty Ltd trading as Haltech suggests that the purchaser retain the dealer’s dated bill of sale as evidence of the date of retail purchase. If the HaltechTM Programmable Fuel Injection System is found to be defective as mentioned above, it will be replaced or repaired if returned prepaid along with proof of purchase. This shall constitute the sole liability of Lockin Pty Ltd trading as Haltech. To the extent permitted by law, the foregoing is exclusive and in lieu of all other warranties or representations, either expressed or implied, including any implied warranty of merchantability or fitness. In no event shall Lockin Pty Ltd trading as Haltech, be liable for special or consequential damages.
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Installation Guide
Installation Guide Return to Contents
Before You Begin IT IS BEST TO READ THIS ENTIRE MANUAL BEFORE STARTING. At the very least, you should read the wiring and installation section of the manual before you begin the wiring part of the installation. The greater your knowledge of the operation of the Haltech system, the easier you will find it to understand what you are doing, and why. Throughout the manual are Warnings and Notes that will help your installation run smoothly and indicate the dangers that can exist for you the installer and the Haltech ECU. Read any additional material (if supplied) accompanying this manual that updates the document since it was written. You may need special parts or additional tools or test equipment in order to complete installation. Make sure you have these items on hand before you begin to avoid frustration. Don't do the minimum work possible. Carelessness in the early stages of installation can cause greater problems later on. Carelessness will cost you money and frustration in finding and fixing unnecessary problems. You have the opportunity to make sure your Haltech system's operation is extremely dependable and easy to use by Doing it right the first time !. Another reason to exercise care during this installation is make sure there is no Fuel leaks and no wiring un-insulated which can cause a spark or a short and cause a fire or an explosion. Also make sure you follow the proper workshop precautions like when working underneath a jacked-up car, make sure you use safety stands. Electromagnetic interference (EMI) from unsuppressed spark plugs and high tension leads can cause the ECU to fail. Please do not use them. In hot climates, or with turbocharged engines, you may need to employ heat shielding to prevent heat soak and damage to electrical and fuel parts. Use the coolest surfaces of the chassis as a heat sink for components and shield any wiring that may be affected by heat. We recommend having your system tuned by a Haltech Dealer or by a Workshop that has the proper tuning equipment like exhaust gas analyser, fuel pressure meter, Dynamometer etc. Otherwise trying to guess or tune by ear can lead to disastrous lean out conditions that could destroy your engine. Note: In this manual, reference will be made to MAP (Manifold Absolute Pressure - as in MAP sensor) and the fuel maps stored in the ECU. Both are common industry terms, with entirely different meanings. Warning
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Installation Guide
disconnect the battery cables when doing electrical work on your vehicle. Do not charge the battery with a 24 Volt truck charger or reverse the polarity of the battery or any charging unit. Do not charge the battery with the engine running as this could expose the ECU to an unregulated power supply that could destroy the ECU and other electrical equipment. All fuel system components and wiring should be mounted away from heat sources, shielded if necessary and well ventilated. Disconnect the Haltech ECU from the electrical system whenever doing any arc welding on the vehicle by unplugging the wiring harness connector from the ECU. After completing the installation, make sure that there are no fuel leaks, and no wiring left un-insulated in case a spark or short-circuit occurs and causes a fire. Also make sure that you follow all proper workshop safety procedures. If you're working underneath a jacked-up car, always use safety stands!
Tools and Materials that you will need Installation of this system can be easily carried out by professional mechanic(s) and most experienced home mechanics if the following tools and components are available: ● Voltmeter or Test Light ● A selection of screwdrivers and spanners ● Soldering Iron and solder (It is recommended that all connections be soldered except where crimped terminations are used. Soldering crimped terminations can cause the wire at the crimp to become weak. Most crimped terminations have sufficient strength alone as long as the appropriate crimping tool has been used) ● Wire Cutters and Pliers ● Crimping Tool and assorted terminals ● Drill with assorted drill bits ● 3/8" NPT Tap ● 14mm x 1.5 Tap ● Electrical Tape or Heat Shrink tubing ● Teflon pipe sealing tape ● Nylon cable ties ● Jeweller’s file (may be needed for mounting Throttle Position Sensor) ● Mounting hardware for ECU and relays (mounts/bolts/screws) ● Personal Computer (preferably a laptop or portable computer) running Windows XP with a USB port. ● A good quality Timing Light
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Wiring and Device Mounting
Wiring and Device Mounting Return to Contents ●
Flying Lead Loom Installation on bare engine
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Mounting Devices
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Inputs Summary
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Outputs Summary
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Power & Ground Wiring
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Power Relays
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Fuse Block Assembly
Note Installation of engine management systems is a complex exercise to be undertaken only after careful planning and research into the application for which the product is to be used. Damage to engine components is a distinct possibility if care is not taken during the installation and setup of the Haltech Engine Management System. If you are unsure about how to wire any components of your engine, please consult an experienced installer for advice.
IMPORTANT INSTALLATION NOTE!!
To avoid damage to ignition components, never connect the ignition modules to the ECU until the ECU is configured. The same applies to the Fuel System, never connect fuel injectors until the ECU is configured, otherwise the engine may flood with fuel. When wiring a Haltech ECU, it's extremely important that you have good connections to the vehicle's electrical ground and battery power. If possible, supply power to the fuel injectors, ECU and ignition system directly from the positive terminal of the 12V Battery (via relays). Don't just look for any wire that has 12 volts while the ignition is on, and assume that's good enough. Trying to get power from unknown wires causes many problems and makes it very hard to diagnose a fault. A carelessly selected wire may have a large voltage drop, or be picking up electrical noise which can interfere with the ECU. Avoid running wires next to starter motor cables or ignition coils and their wiring, including high tension Leads. Also keep the ECU's wiring away from the antenna cables of radio transmitting equipment (e.g. CB, UHF radios) and cables from high powered car audio systems. All can cause ECU malfunctions. When crimping cables, use a good crimp tool. After crimping each connector, pull on the cable and connector and make sure that it doesn't come loose. If you're soldering connections, make sure that you have a large enough soldering iron to ensure that the joint gets hot enough and allows a good flow of solder onto the wires. Some cheap or faulty irons just barely melt the solder, which only sticks to the wire instead of making a good solder connection. Properly insulate all connections. Spend the time to plan your wiring and take extra care during wiring to avoid frustration and lengthy fault finding later in the installtion. The installation guide will guide you through a typical installation. For details on the sensors and devices mentioned here, see section on Devices and Pin Outs.
Flying Lead Loom Installation on bare engine The following list outlines the procedure for installing the ECU with a flying lead harness. Unpack your ECU and identify the following components (some components may vary if you ordered a specific kit): file:///C|/Help-en/Sport/installation_wiring.html (1 of 4) [4/7/2009 11:02:59 AM]
Wiring and Device Mounting ● ● ● ● ● ● ● ● ● ●
ECU Main Wiring Harness Coolant Temperature Sensor (purchased separately) Air Temperature Sensor (purchased separately) MAP Sensor (1, 2 or 3 Bar – purchased separately) USB Programming Cable Programming Disc with Programming Software Fuse blocks and relays (on wiring harness) Throttle Position Sensor (optional) Idle Stepper motor (Optional)
Mounting Devices Locate a suitable location for the ECU. Ensure that the loom will reach the necessary parts of the engine and mount the ECU. Locate a suitable location for your Fuse block, fuel pump relay, ignition relay, injector relay, ECU relay and any additional relays used for auxiliary devices (e.g. Thermofan, turbo timers, etc.). Mount all your relays. Run the loom into the engine bay, but leave the ECU connector disconnected.
Inputs Summary ● ● ● ● ● ●
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Connect the Throttle Position Sensor (TPS). Connect the Coolant Temperature Sensor. Connect the Air Temperature Sensor. Connect the MAP sensor (optional for normally aspirated). Connect O2 sensor (optional). Connect the crank angle sensor to Trigger (sometimes referred to as a crank trigger). Sometimes these are driven off the cam, but still give a crank position. Leave the wiring in such a way so that changes to sensor wiring can be made if required when setting up. Connect any cam angle sensors if applicable to the Home input. Leave the wiring in such a way so that changes to sensor wiring can be made if required when setting up.
See Sensors section for further detail.
Outputs Summary ●
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When running the wiring for outputs, run any power and ground wiring back to the points where they will be connected, but do not connect power or ground connections yet. Run the injector wires within the loom to the fuel injectors (each injector shares a common +12V with the wires labelled “injector output” from the ECU providing the ground to switch the injector on and allow the fuel to flow). Connect your fuel pump back to the fuel pump relay. Run the loom from all ignition outputs to ignition modules (often called ignitors or spark amplifiers) but leave the ignition modules disconnected at this stage. See warning at beginning of manual. Connect ignition modules to coils and run wiring for coil(s) power supply back to the relay. Connect idle control motors if applicable. Connect any other auxiliary devices such as thermo-fans or turbo wastegate solenoids.
See Output Devices section for further detail.
Power & Ground Wiring Locate and connect the following flying leads.
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Wiring and Device Mounting
Black & Black/White (Ground) Locate a good chassis ground point or the negative terminal of the battery and connect the black wire. One of the most common wiring problems experienced is poor grounding. There should be no paint, anodising or other surface layer protection between the ground wire and engine block or chassis. Temporary wiring will almost certainly cause a problem, use a proper ground eyelet terminal and do not use loctite or similar locking agents as they may become insulators preventing good earth connection. Chassis Ground (Black) should be connected to the chassis of the vehicle, and Signal Ground (Black / White) should be connected directly to the Battery negative terminal.
Red/Green, Red, Red/White(Battery Supply +12V) The power wires must be wired via the shortest route possible to the battery positive terminal. The main power to the ECU must be connected to the battery and NOT the ignition switch, the ignition switch will not be able to handle the current required to operate the ECU (there is an additional pink wire within the Platinum Sport loom that connects to the ignition switch to switch the ECU on). Three Positive Cables need to be connected to the battery from the loom ( 1 x 2mm Red/Green , 1 x 2mm Red , 1 x 0.5mm Red/White ). Note:The injector power wire may be 2mm red/yellow in early harnesses.
Pink (Ignition Switched +12V) The pink wire is used to control the operation of the Haltech ECU power relay. It needs to be connected so that it sees 12V only when the ignition switch is on and during cranking. This wire does not draw a large amount of current (< 0.5A). Do not connect to the accessory outputs of the ignition switch.
Power Relays There are four relays used with the Haltech ECU, the ECU power relay, the ignition relay, the injection power relay and the fuel pump relay. These relays look almost identical, to determine which relay should go into which connector the diagram on the side or top of the relay will need to be compared to the diagram in the Haltech wiring diagram. An optional 75A Circuit breaker may be fitted close to the battery to protect the wiring to the fuse block. These relays should be mounted on the firewall or an inner guard. Do not mount the relays such that they could catch and collect splashed water. Residual water inside the relay housing will cause them to fail. Mount them with the tab upwards as shown in the diagram.
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Wiring and Device Mounting
Fuse Block Assembly The fuse block assembly holds the fuses that protect the various components of the engine management system. The fuse block is supplied from the factory with fuses installed. The fuse ratings and connections are shown in the wiring diagram at the end of the manual. The fuse ratings have been selected to protect the Haltech ECU and the electrical systems that supply it. Fuse ratings should only be changed if the expected normal load current exceeds the factory specification. Altering the fuse ratings could cause severe damage to the system. The fuse block should be positioned so that it can be accessed easily in case of fuse failure. Do not mount the fuse block where it could be exposed to water. Mount the fuse block using the two screws holes in the block ensuring that vibration will not cause the screws to vibrate loose.
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Sensors
Sensors Return to Contents ●
Manifold Absolute Pressure Sensor
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Coolant Temperature Sensor
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Air Temperature Sensor
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Throttle Position Sensor
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Exhaust Gas Oxygen Sensor
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Trigger Wiring (Crank and Cam Angle Sensors)
Manifold Absolute Pressure Sensor
The MAP sensor is used to convert the manifold pressure into an electrical signal for the ECU to use. The sensor works in absolute pressures, thus its calibration is not affected by changes in barometric pressure. The vacuum and, in the case of forced air induction engines, the pressure under boost, is proportional to the load under which the engine is operating and the ECU uses the electrical signal as a load reference. There are three types of MAP sensors that can be used with the system. Which sensor is required depends on the engine set-up. Sensor Name
Range of Operation
Application
Haltech 1 Bar Sensor
-100kPa to 0 kPa
Normally Aspirated Engines
Haltech 2 Bar Sensor
-100kPa to 100kPa
Turbo or Supercharged Engines up to 100kPa boost
(15 psi of boost, 1 atmosphere) Haltech 3 Bar Sensor
-100kPa to 200kPa (30 psi of boost, 2 atmospheres)
Haltech 4 Bar Sensor
-100kPa to 300kPa (45 psi of boost, 3 atmospheres)
Haltech 5 Bar Sensor
-100kPa to 400kPa (60 psi of boost, 4 atmospheres)
Turbo or Supercharged Engines up to 200kPa boost Turbo or Supercharged Engines up to 300kPa boost Turbo or Supercharged Engines up to 400kPa boost
Note: Make sure you have the correct MAP sensor for your engine. The first three digits of the part number are stamped on the sensor housing. The MAP sensor is usually mounted high on the engine bay firewall or inner guard using two screws and with the hose nipple facing outwards. Connect the sensor to the inlet manifold via a short length of vacuum hose and fasten with either hose clamps or nylon cable ties. file:///C|/Help-en/Sport/installation_sensors.html (1 of 5) [4/7/2009 11:03:06 AM]
Sensors
Connect the sensor to the main wiring harness using the appropriate plug. Avoid mounting the sensor below the level of the fuel injectors, because fuel may collect in the vacuum hose and run down into the sensor. The sensor assembly is weatherproof but it is good practice to mount the sensor in a protected position away from moisture and heat.
Coolant Temperature Sensor The coolant temperature sensor has a solid brass temperature-sensing tip. The coolant sensor supplied is an industry standard component and some engines may already have provision for this type of sensor. The coolant temperature sensor is designed to screw into a threaded hole and protrude into the engine coolant stream. For air-cooled engines, the sensor can be embedded directly into the engine block or used to sense oil temperature. Locate a suitable position on the engine which gives access to the coolant stream before you drill and tap the thread. The sensor should be mounted before the thermostat in the coolant circuit. Since most engines have existing temperature sensor holes, it is often possible to mount the Haltech sensor in one of these holes. If necessary drain the coolant from the vehicle to fit the temperature sensor then consult the factory manual on how to purge the cooling system of air and check the engine does not require topping-up with coolant after the engine has reached operating temperature.
Inlet Air Temperature Sensor The air temperature sensor is used to compensate for changes in air density due to air temperature. Cold air has a higher density than warm air and therefore requires a greater volume of fuel to maintain the same air/fuel ratio. This effect is most noticeable in forced induction engines. The Haltech ECU will automatically compensate using the signal received from the air temperature sensor (once the air temperature correction map is setup and enabled in the programming software). The sensor should be mounted to provide the best representation of the actual temperature of the air entering the combustion chamber, i.e. after any turbo or supercharger, and intercooler, and as close to the head as possible. The sensor needs to be in the moving air stream to give fast response times and reduce Heat-Soak effects. Be aware in some situations, mounting the sensor into the inlet manifold (especially at the rear) may case Heat Soak problems. Once a suitable position has been located for the air temperature sensor a hole should be drilled and tapped to accept the sensor. Remove the manifold or inlet tract from the engine before this is done so you donâ&#x20AC;&#x2122;t get any metal particles entering the inlet manifold, as these will be drawn into the engine and may cause damage.
Note: The Haltech air temperature sensor will read temperatures up to 120° C and temperatures above this will be interpreted as a fault condition. The air temperature after some turbo and superchargers can exceed this. If this occurs with your engine you should consider fitting an intercooler to reduce air temperature and increase charge density.
Throttle Position Sensor The throttle position sensor is mounted to the throttle butterfly shaft to measure its rotation. A TPS is common on many late model engines and the Haltech sensor should attach with little or no modification. The throttle shaft must protrude from the side of the throttle body. This may require the machining of the throttle body or the manufacture of a new throttle shaft. The inner mechanism of the sensor rotates with the shaft. If the shaft is round then file a flat surface on the shaft so that it will pass through the sensor assembly. The TPS should be mounted against the side of the throttle body, using two screws, such that the throttle shaft and the sensor mechanism can rotate freely. The absolute
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Sensors
range of sensor movement is not important as the sensor can be calibrated using the programming software. Your engine may have a Throttle position sensor already fitted and it is often possible to make use of this TPS. The Haltech supplied TPS has a resistance value ranging from 0 to 10k?. The resistance value of the installed TPS does not have to be the same since the ECU uses a throttle calibration function to determine the position of the throttle based on the signal received from the TPS. Be sure to wire the TPS so that the ECU sees a lower value when at zero throttle than at full throttle. Note: Make sure that the axis of rotation of the shaft is exactly aligned with the axis of rotation of the sensor, otherwise some binding may occur. Also, do not use the TPS as a throttle stop. In either case, the TPS will be damaged.
Exhaust Gas Oxygen Sensors (Optional) The optional exhaust gas oxygen sensor must be mounted in the exhaust pipe near the exhaust header or extractors, usually after the collector. The sensor uses the exhaust gas to detect if the engine is lean or rich. Many late model engines already have provision for an exhaust gas oxygen sensor and the sensor provided should fit any standard exhaust mount. Some exhaust systems have the sensor mount up to around half a meter (2 feet) down stream from the exhaust headers. If the exhaust system does not have an existing sensor mount then a new mount will have to be welded to the exhaust system. When routing the electrical connections to the exhaust gas oxygen sensor do not allow the harness to touch the exhaust pipe, as the heat will damage them.
Trigger Wiring (Crank and Cam Angle Sensors) The most critical sensor on the engine is the engine speed sensor, without this sensor the ECU would not know that the engine is moving and therefore it would never fire a spark nor inject any fuel. The ECU gets information from the crankshaft and camshaft position sensors in the form of electrical impulses over a period of time. When the ECU knows what pulses to expect it can compare this to what pulses it receives and determine the engine speed and position at any point in time. There are two main types of sensor used for this application;
Reluctor Sensor Types Variable Reluctance Transducers (VRT or simply reluctor) – this kind of sensor produces a sine wave output. Generally a VRT sensor will have only 2 wires (a third wire may be present but its generally a shield wire to help protect the signal from “noise”).
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Sensors
VRT sensors DO NOT require a power supply, they will have a signal wire and a ground wire only, the way they work is almost the opposite of an electric motor with only one brush where the sensor has a magnet inside with a coil of wire wrapped around it. As a ferrous material passes by the magnet the magnetic field is disrupted and a voltage spike is created in the coiled wires surrounding the magnet producing a sine wave. This signal is what is fed into the ECU. The ECU cannot interpret a sine wave directly and must first process the sine wave into a digital signal before it is able to use this information. The part of the ECU hardware that conditions the reluctor signal is called a reluctor adapter and it converts the reluctor signals shown above to a square waveform similar to that of the Hall effect trigger. The reluctor adapter and its tuning is dealt with in detail further later on.
Digital Hall Effect & Optical Sensor Types The second type of sensor found of crank and camshafts known as a Hall Effect (this includes optical sensors) sensor. This style of sensor has a transistor and some electronics built into the sensor itself and will generally require a power supply and ground of some sort. For this reason a hall effect sensor usually has at least 3 wires. The output of this style of sensor is a digital square wave.
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Sensors
Because the output from a hall effect sensor is already in digital form the ECU does not need to do any signal conditioning to be able to use it. When given the option, a hall effect sensor is always the best option to put on an engine and it reduces the amount of work required of the ECU. In applications where either direct fire ignition or sequential fuel injection is required the ECU must have a way of determining where it is in the firing order at any point in time and which cylinders are on compression and which are on exhaust. The only way of determining this is to use a sensor connected to the camshaft that sends a signal to the ECU when the engine is approaching cylinder 1 TDC on the compression stroke.
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Outputs
Outputs Return to Contents ●
Fuel Pump
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Fuel Injectors
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Ignition
Fuel Pump The Orange/Blue wire is used to operate the fuel pump. When the Haltech ECU wants to operate the fuel pump it will close the fuel pump relay which will supply the fuel pump with 12V From the Battery.
It is important that the fuel pump is capable of the correct fuel pressure at full power, otherwise the engine could be damaged due to a lean fuel mixture. For example, a 500hp engine requires approximately 210lb/hr for a petrol engine. The fuel pump must always be mounted lower than the outlet of the fuel tank or surge tank. Ensure that all care is taken to keep fuel cool. A change in fuel temperature will change the air/fuel ratio because as fuel temperature increases its density decreases.
Fuel Injectors All Injectors share a common +12V supply voltage. The ECU injector output completes the circuit to ground when fuel delivery is required. When using the Haltech long flying lead harness this is already preterminated, injector power is supplied via a fused and relay switched circuit. If you are wiring your own harness you will need to ensure that injector power is fed into the ECU via the injector power pins. Failing to do this may result in unstable operation and electrical noise. When wiring for sequential fuel injection, fuel injectors should be wired with inj1 output to cylinder 1, inj2 output to cylinder 2 and so on. The injectors firing sequence will be set in the software via the firing order found on the advanced tab of the main setup page. If semi-sequential injection mode is used the injection sequence will always be Inj1, inj2, inj3 inj 4 etc regardless of the firing order set in the software.
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Outputs
Ignition The Platinum Sport Series ECU's cannot control the ignition coils directly. Some sort of ignition amplifier such as a power transistor, Haltech ignition module or high intensity spark unit (CDI unit eg MSD 6A, crane HI6, M&W pro12 etc) must be used to interface the ECU with the coils. This ignition module supplies the ground to the coil only when the ECU enables charging of the coil. Each coil also requires a 12V source (with the exception of CDI units where the 12V will often come from the CDI unit itself). Many factory cars will have ignition modules external to the ECU also. These factory modules can be used in conjunction with the Platinum Sport ECU's. The ignition output wires from the Platinum Sport wire harness should be used to trigger the ignition amplifier. Some late model cars run ignition modules built into the ECU itself. In this scenario, you will need to purchase external ignition modules. Each ignition coil requires its own seperate ignition module channel.
Direct Fire Multi-coil When wiring the ignition amplifier ensure that the system is wired in cylinder order and not firing order. i.e. Ignition 1 output to cylinder 1 ignition, Ignition 2 output to cylinder 2, etc.
Wasted Spark When setup for waste spark ignitions, the order of the ignition outputs is simply in the order of the outputs. IGN 1 will fire first, then IGN 2 will fire next etc until the last ignition channel is reached regardless of engine firing order. The following example is for a 6-cylinder engine that fires 1-5-3-6-2-4.
Twin Distributor Ignition Ignition output will always appear on IGN 1 and IGN 2 channels. In the majority of cases, IGN 1 will be the first output to fire.
Distributor Ignition Distributor ignition output is always on IGN 1.
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Outputs
Ignition Modules The Ignition Module should be mounted on a flat surface (eg. the firewall) to ensure proper heat dissipation and to avoid stress on the wiring connections. It is also important to prevent the module overheating by mounting it away from hot components such as exhaust manifolds and turbochargers. Included with your ignition module, should be a wiring diagram for your ignition module. Follow the directions on these instructions to connect your ignition module(s) to your main wiring harness. Locate the ignition wires in the main loom. Using the supplied pins, crimp the pins onto the appropriate wires and insert them into the appropriate locations in the ignitor plug, but do not connect it to the ignitor until the ignition settings in the ECU are verified by connecting the ECU to a computer with Haltech programming software. Following examples for one channel:
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Outputs
Warning
If using Auto-Dwell ignitors such as the old Bosch 008 ignition module (rare), Constant Duty Cycle Mode should be selected in the Ignition Setup Page. If using a ECU-Dwell ignitor (Most standard ignitors are ECU-Dwell, as are modern Haltech ignitors), the Constant Charge Mode should be selected in the ignition setup page. Do not connect the ignition sub-loom to the main wiring loom until after you have configured the ECU by connecting it to a computer with Halwin programming software.
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ECU Pinout
ECU Pinout Return to Contents ●
34 Pin Connector
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26 Pin Connector
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Wire Colour Legend
Pin # 1 2 3 4 5 6 7 8 9 10 11 12
Wire Colour V/BR Y/B Y/R Y/O Y/G L/V L/G O B B O/W
Connection DPO 2 IGN 1 / DPO 5 IGN 2 / DPO 6 IGN 3 / INJ 10 / DPO 7 IGN 4 / INJ 9 / DPO 8 IGN 5 / INJ 8 / DPO 9 IGN 6 / INJ 7 / DPO 10 +5V DC CHASSIS GROUND CHASSIS GROUND +8V DC
Platinum Sport 1000 Y Y Y Y Y N N Y Y Y Y
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Platinum Sport 2000 Y Y Y Y Y Y Y Y Y Y Y
ECU Pinout
13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34
W Y O/B O/R V/B L L/B L/BR L/R V/R B/Y O/Y R/L L/O L/Y L/W L/GY G G/B G/BR G/R
TPS MAP AVI 2 AVI 3 DPO 1 INJ 1 / DPO 16 INJ 2 / DPO 15 INJ 3 / DPO 14 INJ 4 / DPO 13 DPO 3 PUMP RELAY AVI 4 +13.8V INJECTOR PWR INJ 5 / DPO 12 INJ 6 / DPO 11 AUX 1 / INJ 12* / DPO 18 AUX 2 / INJ 11* / DPO 17 IDL 1 IDL 2 IDL 3 IDL 4 Y = Available
Y Y Y Y Y Y Y Y Y Y Y Y Y N N Y Y Y Y Y Y
Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y N = Not Available
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ECU Pinout
Pin # 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
Wire Colour Y (SHD) Y (SHD) GY V G (SHD) G (SHD) GY/G GY (SHD) GY/B (SHD) GY/BR (SHD) R/W GY/O (SHD) GY/Y (SHD) B/W B/W B/W -
Connection TRIGGER ( + ) HOME ( + ) AIR TEMP COOLANT TEMP TRIGGER ( - ) HOME ( - ) DSI 1 DPI 1 DPI 2 DPI 3 +13.8V ECU POWER 02 INPUT AVI 1 SIGNAL GROUND SIGNAL GROUND SIGNAL GROUND -
Platinum Sport 1000 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y -
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Platinum Sport 2000 Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y -
ECU Pinout
19 20 21 22 23 24 25 26
V/O O/G O/L O/V -
DPO 4 AVI 5 AVI 6 AVI 7 -
Y N N N -
Y Y Y Y -
Y = Available
N = Not Available
Wire Colour Legend ● ● ● ● ● ● ● ● ● ● ● ●
B=Black BR=Brown G=Green GY=Grey L=Blue O=Orange P=Pink R=Red V=Violet Y=Yellow W=White (SHD) = Shielded Cable
When two Colours are used in a wire by the alphabetical code, the first letter indicates the basic wire colour, the second colour indicates the colour of the stripe.
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Basic Setup
Basic Setup Return to Contents ●
Powering Up for the first time
●
Going Online with the Software
●
Importing data from Maps
This section will guide you through setting up the software and calibrating the necessary values to enable you to start your engine and achieve a steady idle. By the end of this section, the vehicle will not be ready to be driven, but will be ready to be tuned which is described in the Tuning Guide. This setup guide assumes basic knowledge of automotive fuel, ignition and triggering systems. It is assumed that you are competent with operating your personal computer and are familiar with the basic concepts of the Windows operating system environment. This section will cover only the bare minimum information required to operate the ECU Manager software package for the setup procedure outlined. For more details on the advanced features, make sure that you read the relevant section for the features that you're interested in.
Note Haltech will NOT provide support on operating your PC
Powering Up for the first time WARNING Now is the time to double check that your ignition modules and fuel injectors are not connected to the ECU. Powering up the ECU with the wrong configuration can lead to damage to your ignition modules and/or ignition coils or excessive fuel deposited in your engine if you leave these devices connected.
Going Online with the Software Start the ECU Manager Software by double clicking on the ECU Manager Icon.
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Basic Setup
Connect the ECU to the laptop via the supplied USB cable. If you are connecting to the ECU for the first time, your PC will install the new USB device.
With power applied to the ECU (Ignition On if wired into the vehicle ignition system), click the Connect/Disconnect icon pointer, or press the F5 key. If everything is operating correctly, the ECU Manager will connect to the ECU and download the map.
Once online, the status bar will indicate ECU Online such as in the following screenshot: file:///C|/Help-en/Sport/basic_setup.html (2 of 3) [4/7/2009 11:03:18 AM]
with the mouse
Basic Setup
Importing data from Maps When importing data from maps, it is possible to import entire maps or partial maps.
E11/E8 Maps The ECU Manager software allows you to import maps from E11/E8 maps. The Sport2000/1000 map format is a completely new format. When importing from E11/E8 maps, not all features will correspond exactly. Where there are differences, or where features do not exist in the E11/E8 map, then default settings from the default map will be used. Therefore, it is essential that when importing maps, that you check all the settings and tables before using your map. The Import feature is provided only for convenience, and should not be relied upon for running your engine in the same manner that your E11/E8 ran your engine. It is the responsibility of the user/tuner to ensure correct operation, otherwise improper operation or damage to your engine may result.
Sport Series Maps Data can be imported bewteen the Sport 1000 and Sport 2000 maps of various versions. Where settings from different versions are non-existant, default values will be used to fill in the missing settings. The Import feature is provided only for convenience, and it is essential that all imported settings and tables are checked prior to use, otherwise improper operation or damage to your engine may result.
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Basic-Main Setup
Main Setup Return to Contents ●
Engine Info
●
Firing Order
Setup Screen If the map for your engine is unavailable for your vehicle, then you will need to create your own settings by following through the settings below.
Engine Info ● ●
● ● ● ●
Engine Type - Select your engine type from Piston (reciprocating) or Rotary. Number of Cylinders - Set this field to the number of cylinders your engine contains if you are configuring for a piston engine. Set this to the number of rotors if you are using a rotary engine. Load Source - The source for Load sensing source for all tables except ignition. Ignition Load Source - The source for Load sensing source for Ignition tables. MAP Source - Choose External or On Board to select which sensor the MAP value is read from. Max Cranking RPM - The engine speed threshold, over which, the engine is considered running. Set this to an RPM above your
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Basic-Main Setup
cranking speed, but below your idle speed.
Firing Order Type in the firing order of your engine. Firing order will begin with '1' for most applications.
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Basic-Trigger Setup
Trigger Setup Return to Contents ●
Trigger Type
●
Tooth Offset
❍
Ford Triggers
●
Trigger Edge
❍
Mazda Triggers
●
Home Edge
❍
Mitsubishi Triggers
●
Trigger Sensor Type
❍
Motronic Triggers
●
Home Sensor Type
❍
Nissan Triggers
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Trigger Pull Up
❍
Subaru Triggers
●
Home Pull Up
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Trigger Angle
●
Home Window
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Variable Trigger Angle
●
Number of Teeth
●
Trigger Filter Level
●
Home Filter Level
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Trigger -ve GND
●
Home -ve GND
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Tooth Offset and Trigger Angle Relationship
Setup Screen This page is used to setup your Crank Angle Sensor (Trigger) and your Cam Angle Sensor (Home).
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Basic-Trigger Setup
Trigger Type Select the type of trigger that your engine uses from the options in the drop down menu. Trigger System Type
Fuel Mode Supported
Ignition Mode Supported
Description
Standard No Home
Multipoint Batch
Distributor
Used for engines that run a standard trigger that provides a single pulse for each cylinders ignition event. i.e. A standard trigger for a 8-Cylinder engine will have 8 pulses, each with an edge that is always the same angle with respect to TDC of the next cylinder to reach TDC.
Standard Half Cycle
Multipoint Batch Semi-Sequential
Distributor Twin Distributor Waste Spark
Used for standard trigger engines that provide a Home signal on the crank. This provides enough information to do waste spark ignition and semi-sequential fuel injection. Twin distributor mode is only possible for 8 cylinder engines and 12 cylinder engines (where supported) with this trigger.
Standard Full Cycle
Multipoint Batch Semi-Sequential Sequential
Distributor Twin Distributor Waste Spark Direct Fire
Used for standard trigger engines that provide a Home signal on the cam (720 degrees of engine rotation for 4-stroke engines).
Ford Cosworth
Multipoint Batch Semi-Sequential Sequential
Distributor Waste Spark Direct Fire
Use for Ford Sierra Cosworth engines.
Ford PIP
Multipoint Batch Semi-Sequential Sequential
Distributor
Use for Ford PIP distributors. Due to the acceleration of the engine during startup, the unique PIP tooth cannot be reliably detected during starting. This is why this trigger type is strongly recommended only for distributor type ignition.
Honda DC5
Multipoint Batch Semi-Sequential Sequential
Distributor Waste Spark Direct Fire
Use for Honda Integra DC5 engines.
LS1
Multipoint Batch Semi-Sequential Sequential
Distributor Waste Spark Direct Fire
Use for Chevrolet LS1 engines.
Mazda 2
Multipoint Batch Semi-Sequential Sequential
Distributor Waste Spark Direct Fire
Use for Mazda 2 engines.
Mazda B
Multipoint Batch Semi-Sequential Sequential
Distributor Waste Spark Direct Fire
Use for Mazda BP series engines from NB MX5/Miata.
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Basic-Trigger Setup
Mazda Rotary 2/3 Pulse
Multipoint Batch Semi-Sequential Sequential
Distributor Waste Spark Direct Fire
Use for Mazda Rotary engines using 2 pulse for 2 rotor, or 3 pulse for 3 rotor trigger sensors.
Mazda Rotary 2/3 Pulse No Home
Multipoint Batch
Distributor
Use for Mazda Rotary engines using 2 pulse for 2 rotor trigger sensors without a home channel.
Mazda Rotary Multitooth 24 and 2
Multipoint Batch Semi-Sequential Sequential
Distributor Twin Distributor Waste Spark Direct Fire
Use for Mazda Rotary engines using trigger sensor with 24 tooth trigger channel, and 2 tooth home channel.
Mitsubishi Standard
Multipoint Batch Semi-Sequential Sequential
Distributor Twin Distributor Waste Spark Direct Fire
Use for early Mitsubishi VR4 and EVO 4G63 engines with optical sensor.
Mitsubishi Standard Inverted
Multipoint Batch Semi-Sequential Sequential
Distributor Twin Distributor Waste Spark Direct Fire
Use for late Mitsubishi EVO 4G63 engines with optical sensor.
Motronic 24-1
Multipoint Batch Semi-Sequential
Distributor Waste Spark
These are typically magnetic pickups that are located on the crank. This style of pickup looks as if it should have 24 evenly spaced teeth however there is 1 tooth missing leaving only 23 teeth with a gap the width of 1 tooth at one location.
Motronic 30-2
Multipoint Batch Semi-Sequential
Distributor Waste Spark
These are typically magnetic pickups that are located on the crank. This style of pickup looks as if it should have 30 evenly spaced teeth however there are 2 teeth missing leaving only 28 teeth with a gap the width of 2 teeth at one location.
Motronic 36-1
Multipoint Batch Semi-Sequential
Distributor Waste Spark
These are commonly found on Ford engines. Typically magnetic pickups that are located on the crank. This style of pickup looks as if it should have 36 evenly spaced teeth however there is 1 tooth missing leaving only 35 teeth with a gap the width of 1 tooth at one location.
Motronic 36-2
Multipoint Batch Semi-Sequential
Distributor Waste Spark
These are sometimes found on Toyota engines. Typically magnetic pickups that are located on the crank. This style of pickup looks as if it should have 36 evenly spaced teeth however there are 2 teeth missing leaving only 34 teeth with a gap the width of 2 teeth at one location.
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Basic-Trigger Setup
Motronic 60-2
Multipoint Batch Semi-Sequential
Distributor Waste Spark
These are typically magnetic pickups that are located on the crank. This style of pickup looks as if it should have 60 evenly spaced teeth however there are 2 teeth missing leaving only 58 teeth with a gap the width of 2 teeth at one location. These are commonly found on European cars such as Audi, BMW, Porsche and Volkswagon.
Motronic 60-4
Multipoint Batch Semi-Sequential
Distributor Waste Spark
These are typically magnetic pickups that are located on the crank. This style of pickup looks as if it should have 60 evenly spaced teeth however there are 4 teeth missing leaving only 56 teeth with a gap the width of 4 teeth at one location.
Motronic 36-1 + 1 home
Multipoint Batch Semi-Sequential Sequential
Distributor Waste Spark Direct Fire
With the addition of the Home signal on the cam, this trigger enables the support of full sequential injection and direct fire multi-coil ignition.
Motronic 36-1 + 5 home
Multipoint Batch Semi-Sequential Sequential
Distributor Waste Spark Direct Fire
Supoprts 5 Home signals on the cam, this trigger enables the support of full sequential injection and direct fire multi-coil ignition.
Motronic 36-2 + 1 Cam home
Multipoint Batch Semi-Sequential Sequential
Distributor Waste Spark Direct Fire
With the addition of the Home signal on the cam, this trigger enables the support of full sequential injection and direct fire multi-coil ignition.
Motronic 36-2 + 3 Cam home
Multipoint Batch Semi-Sequential Sequential
Distributor Waste Spark Direct Fire
With the addition of 3 tooth pattern on the Home signal on the cam, this trigger enables the support of full sequential injection and direct fire multi-coil ignition.
Motronic 48-2 + 1 Home
Multipoint Batch Semi-Sequential Sequential
Distributor Waste Spark Direct Fire
These are typically magnetic pickups that are located on the crank. This style of pickup looks as if it should have 48 evenly spaced teeth however there are 2 teeth missing leaving only 46 teeth with a gap the width of 2 teeth at one location.
These are commonly found on Ford engines.
These are found on some Toyota engines.
With the addition of the Home signal on the cam, this trigger enables the support of full sequential injection and direct fire multi-coil ignition. Motronic 60-2 + 1 Cam home
Motronic 60-2 + 4 Cam home
Multipoint Batch Semi-Sequential Sequential
Distributor Waste Spark Direct Fire
Multipoint Batch Semi-Sequential Sequential
Distributor Waste Spark Direct Fire
With the addition of the Home signal on the cam, this trigger enables the support of full sequential injection and direct fire multi-coil ignition. These are commonly found on European cars such as Audi, BMW, Porsche and Volkswagon. With the addition of 4 tooth pattern on the Home signal on the cam, this trigger enables the support of full sequential injection and direct fire multi-coil ignition. These are commonly found on European cars such as Audi, BMW, Porsche and Volkswagon.
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Basic-Trigger Setup
Multi Tooth 24 and 1
Multitooth General
Nissan Optical
Multipoint Batch Semi-Sequential Sequential
Distributor Twin Distributor Waste Spark Direct Fire
These are typically magnetic pickups with 24 teeth trigger with a single tooth home.
Multipoint Batch Semi-Sequential Sequential
Distributor Twin Distributor Waste Spark Direct Fire
Multitooth General supports multitooth triggers with a programmable number of teeth from 1 tooth to 72 teeth.
Multipoint Batch Semi-Sequential Sequential
Distributor Twin Distributor Waste Spark Direct Fire
Nissan triggers are optical triggers with a wheel with two tracks. One with large slots and another with 360 small slots.
These are commonly found on early EFI Toyota and early EFI Honda engines.
Multitooth General requires a single pulse signal on the Home channel.
Nissan 1st generation triggers have one unique slot and all remaining slots are the same size. The typical slot patterns for home window teeth are 2,2,2,8 for FJ20 engines or 2,2,2,2,2,8 for RB30 engines. Nissan 2nd Generation triggers come with 2 unique windows. A typical pattern is 4,8,12,8 that can be found on most CA18 engines. Early RB series engines use this pattern also with six windows. Type 3 Nissan triggers come with all unique window sizes. A typical pattern is 4,8,12,16 and is commonly found on SR20 and late RB series engines.
Subaru MY01 Onwards
Multipoint Batch Semi-sequential Sequential
Distributor Twin Distributor Waste Spark Direct fire coils
For Subaru 4 cylinder EJ20 series engines 2001 and later. Includes WRX and Forrester
Subaru Pre MY01
Multipoint Batch Semi-sequential Sequential
Distributor Twin Distributor Waste Spark Direct fire coils
For Subaru 4 cylinder EJ series engines prior to MY01.
VW Golf 4 Pulse
Multipoint Batch Semi-sequential Sequential
Distributor Twin Distributor Waste Spark Direct fire coils
For use with MKIV 1.8T VW Golf
Trigger Angle This is the angle between the trigger input and the corresponding piston’s (or rotor’s) TDC. For multi-tooth triggers such as those found on Toyota’s, Honda’s and Mazda’s, the trigger point is the tooth defined by the Tooth Offset that is described below. The trigger angle must be between the largest intended advance angle (typically around 40 to 50 degrees) and the angle between trigger events. For 4 cylinder engines, the largest recommended Trigger angle is 720/4 = 180 degrees, for 6 cylinders this angle is 720/6 = 120 degrees, and for 8 cylinders 720/8 = 90 degrees. Typical trigger angles are around 60 degrees to 75 degrees. Lower and higher angles are possible, but must comply by the rules mentioned above.
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Basic-Trigger Setup
Variable Trigger Angle Enabling this option turns on the Trigger Angle table. This table allows trigger angle to be varied across RPM to calibrate any trigger angle variation due to reluctor pickup error or cam belt stretch. If your trigger angle varies by more than approximately 5 degrees, then you should investigate any potential trigger sensor setup issues or problems.
Tooth Offset The tooth offset is the number of teeth from the Home signal to the tooth that is chosen to be the trigger tooth. The trigger tooth should be chosen so that the trigger angle can be dialled into the range described above. If this field is grey and not able to be changed, then ignore this parameter, as it does not apply for the given trigger.
Trigger Edge The trigger signal from a crank or cam angle sensor will always be converted to a square wave signal. As a square wave, there will always be a rising and falling edge to every pulse received. Depending on the sensor, one of the edges may move with respect to the actual crank position as engine RPM changes. Set this parameter to select the edge that does not move with respect to the crank at all engine speeds. Set this edge to ‘Rising’ when using the internal reluctor as a starting point.
Home Edge With the home signal, one of the edges associated with this signal will have a fixed position with respect to the crank position, while the other edge may move slightly with RPM. Choose the edge that does not move with respect to the crank position when RPM is changed. Set this edge to ‘Rising’ when using the internal reluctor as a starting point.
Trigger Sensor Type If your Trigger Input Signal is a magnetic pickup type, then you will need to use the internal reluctor by setting ‘Reluctor Mode’. Otherwise, if you have a Hall effect sensor type that produces a digital square wave output, then select ‘Hall Effect Mode’. Optical triggers also produce a square wave output and the input type should also be ‘Hall Effect Mode’. Generally a “hall effect” trigger type will require power and ground, a reluctor style sensor does not require power.
Home Sensor Type If your Home Input Signal is a magnetic pickup type, then you will need to use the internal reluctor by setting ‘Reluctor Mode’. Otherwise, if you have a Hall effect sensor type that produces a digital square wave output, then select ‘Hall Effect Mode’. Optical triggers also produce a square wave output and the input type should also be ‘Hall Effect Mode’.
Trigger Pull Up By default, this option should be left in the ‘On’ state. When using Hall effect input sensors that are shared with the factory ECU, then you may need to set this feature to ‘Off’. Leave this feature in its default state unless you are sure that this needs to be turned off. The Pull up is automatically disabled when reluctor sensor type is chosen for Trigger Sensor Type.
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Basic-Trigger Setup
Home Pull Up By default, this option should be left in the ‘On’ state. When using Hall effect input sensors that are shared with the factory ECU, then you may need to set this feature to ‘Off’. Leave this feature in its default state unless you are sure that this needs to be turned off. The Pull up is automatically disabled when reluctor sensor type is chosen for Home Sensor Type.
Home Window Nissan trigger requires the detection of a particular sized window to establish the ‘Home’ position of the engine. Some Nissan triggers have several uniquely sized windows that can be used for this purpose. This parameter selects which of the unique windows to use. If this field is grey and not able to be changed, then ignore this parameter, as it does not apply for the given trigger.
Number Of Teeth Multitooth General trigger requires the number of teeth to be specified. This parameter describes the number of trigger teeth on the multi-toothed wheel.
Trigger Filter Level The Trigger Filter Level affects the amount of filtering applied to the signal. The default value for this setting is None. For typical Hall Effect inputs, set this level to 'None'. For particularly noisy Hall Effect inputs, Level 1 may be required. For Reluctor type inputs, Level 1 may be required. For particularly noisy Reluctor type inputs, Level 2 or Level 3 may be required. NOTE: This setting is only valid for Version 2 hardware, and will have no effect on Version 1 hardware. This can be identified by the last digit of the serial number. Version 1 hardware serial numbers end in '1'. Version 2 hardware serial numbers end in '2'.
Home Filter Level The Home Filter Level affects the amount of filtering applied to the signal. The default value for this setting is None. For typical Hall Effect inputs, set this level to 'None'. For particularly noisy Hall Effect inputs, Level 1 may be required. For Reluctor type inputs, Level 1 may be required. For particularly noisy Reluctor type inputs, Level 2 or Level 3 may be required. NOTE: This setting is only valid for Version 2 hardware, and will have no effect on Version 1 hardware. This can be identified by the last digit of the serial number. Version 1 hardware serial numbers end in '1'. Version 2 hardware serial numbers end in '2'.
Trigger -ve GND This setting will reference the negative side of the reluctor input to GND. This setting only applies when Reluctor Mode is selected. The default value for this setting is off. It is recommended that reluctor type sensors be wired to both Trigger +ve and Trigger -ve terminals. When wired this way, leave this setting 'off'. If however, the negative side of the reluctor sensor is grounded and you cannot connect the negative side back to the ECU, then you may need to turn this setting 'on' to reference the Trigger -ve terminal to GND. NOTE: This setting is only valid for Version 2 hardware, and will have no effect on Version 1 hardware. This can be identified by the last digit of the serial number. Version 1 hardware serial numbers end in '1'. Version 2 hardware serial numbers end in '2'.
Home -ve GND This setting will reference the negative side of the reluctor input to GND. This setting only applies when Reluctor Mode is selected. The default value for this setting is off. It is recommended that reluctor type sensors be wired to both Home +ve and Home -ve terminals. When wired this way, leave this setting 'off'. If however, the negative side of the reluctor sensor is grounded and you cannot connect the negative side back to the ECU, then you may need to turn this setting 'on' to reference the home -ve terminal to GND. NOTE: This setting is only valid for Version 2 hardware, and will have no effect on Version 1 hardware. This can be identified by the last digit of the serial number. Version 1 hardware serial numbers end in '1'. Version 2 hardware serial numbers end in '2'.
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Basic-Trigger Setup
Tooth Offset and Trigger Angle Relationship Tooth offset and trigger angle are closely related and are best explained visually so see below for a visual representation off the tooth offset.
The tooth offset is the number of teeth between the home event and the tooth that is chosen to be the trigger tooth. In the example above the home event is the missing tooth. The trigger angle is the angle between the trigger tooth and TDC therefore the tooth offset plus the trigger angle equals the angle between the home event and TDC. As can be seen above the trigger angle is simply the angle before top dead centre (TDC) at which the trigger event occurs (when the tooth selected to be the trigger tooth passes by the sensor). In the case of a multi tooth trigger without a missing tooth (such as a Toyota 24 trigger) the home home event comes from a separate single tooth sensor usually located on the camshaft.
When using a custom trigger of any sort the sensor must produce at least one trigger event for each ignition event and each trigger must occur a constant angle BTDC (in other words the teeth must all be evenly spaced and the number of teeth an even multiple of the number of cylinders the engine has). The trigger angle value must be greater than the maximum advance you wish to run, so if the maximum advance you wish to run is 40 deg, a good Trigger Angle value would be 45 degrees or more (its wise to have a 5 degrees margin). If the Trigger Angle value is set too low, the ignition timing will not be able to achieve the full advance set in the ignition map/s. By selecting the correct trigger tooth in the tooth offset field this should always be possible. Setting the tooth offset and trigger angle on an engine where the location of the crankshaft position sensor and camshaft position sensor is unknown is very easy and requires only a timing light. An ignition timing calibration procedure using trigger angle and optionally tooth offset, will be covered in the Basic Ignition Setup section.
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Basic-Fuel Setup
Fuel Setup Return to Contents ●
Injection Mode
●
Staged Injection
●
Invert Fuel Pump
●
Fuel Pump Prime
●
Injector Resistance
Setup Screen This page is used to setup your Fuel Injector Outputs.
Enable Injectors When this checkbox is ticked, your injectors are enabled. When this check box is cleared, you injectors are disabled. This is often used during setup or when diagnosing problems, as this allows the engine to crank without starting. Whilst cranking, timing, RPM and trigger diagnostics can be checked without injecting fuel.
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Basic-Fuel Setup
Injection Mode ●
Sequential mode - Is the preferred mode wherever possible, which fires each injector individually in reference to the intake valve opening time, a camshaft reference signal is required. Injection timing is tuned using the end of injection map found in the fuel maps menu.
●
Semi-Sequential - fires half the required fuel on the intake stroke and the remaining half on the opposing half of the stroke. This is the preferred mode when only a crank signal reference is available (ie no camshaft signal is required).
●
Batch mode - Injection fires the injectors in two even groups. This is aimed at reducing fuel rail pressure fluctuations. This mode of injection does not require any home (camshaft) signal to operate. The angle of injection is not defined, and the injection angle map is not used. The frequency of injection is defined by the Ignition Divide By parameter. Batch mode is not to be used on engines with odd numbers of cylinders or 6 cylinder engines. Ignition divide by should be set to number of cylinders / 4.
●
Multipoint mode - Injection is the most basic form of injection that fires all injectors simultaneously. This mode of injection does not require any home or reference signal to operate. The angle of injection is not defined, and the injection angle map is not used. The frequency of injection is defined by the Ignition Divide By parameter.
Staged Injection Staged Injection uses two sets of injectors. A primary set of injectors and a secondary set. The secondary set of injectors are usually larer. Staged injection is common rotary engines and high powered engines. The Enable Staging enables staged injection when check box is ticked. Staging Mode Two modes of operation are available for staged injection. ●
Primary Hold Mode - To minimise any step effect when the staged injectors begin, a Primary Hold Mode for staged injection is available.
In Primary Hold Mode, the primary injectors hold at the current pulse width when the staging bar is exceeded. The secondary injectors then begin to fire. However, when secondary injectors begin injection, they cannot begin to inject smoothly from zero injection time due to the injector dead time of the secondary injectors. This means that when the secondary injectors start, they must start from around 1ms of injection time to overcome the effects of the injector dead time. The Staged Dis-enrichment field is the amount of injection time that the primary injectors are reduced when the secondaries begin. This is to compensate for the injector dead time of the secondary injectors.
● Common Mode - In Common Mode, the pulse width of the primary injectors increase up to the staging bar as normal. When the staging bar is exceeded, the secondary injectors begin to operate and both the primary and secondary injectors begin to pulse at the same pulse width.
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Basic-Fuel Setup
Staging Load The Staging Load is the load value at which the secondary injectors will begin firing. Always set this to a value corresponding to a load column in your fuel table. If you set this to a value that is not exactly the same as a load column in your fuel table, then the ECU will choose the nearest load column. Staged Inj Disenrichment The Staged Inj Disenrichment is the field is the amount of injection time that the primary injectors are reduced when the secondaries begin. This is to compensate for the injector dead time of the secondary injectors.
Invert Fuel Pump Enable this option if your fuel pump turns on when the engine is stopped, and turns off when the engine is turning. This option is off by default.
Fuel Pump Prime Time This sets the number of seconds that the ECU will run the fuel pump for, upon turning the key to the IGN position. This primes the fuel system to ensure that there is fuel pressure at the injectors the moment that the engine is started.
Injector Resistance Your injector resistance can be measured using a multimeter. Unplug the injector from the harness and measure across the two terminals of the injector using the multi-meter set to Resistance mode. It is a good idea to check all your injectors to make sure they are of similar resistance. Select the appropriate setting to match the resistance of the fuel injectors.
Warning
Choosing the wrong resistance setting can cause damage to your ECU.
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Basic-Ignition Setup
Ignition Setup Return to Contents ●
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Setup ❍
Spark Mode
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Spark Edge
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Dwell Mode
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Dwell Time
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Dwell Duty
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Ignition Lock
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Lock Timing
Calibrating Ignition Timing
Setup This page is used to setup your Ignition.
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Basic-Ignition Setup
Spark Mode The Spark Mode must be setup according to the type of ignition system that is connected to the ECU's ignition outputs. ●
Direct Fire - Choose this mode when each cylinder has its own ignition coil and ignition module and there are enough ignition outputs to run each ignition coil individually. Each coil has its own output and fires in the pattern of the firing order.
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Waste Spark - Choose this mode when cylinders are paired together in the appropriate waste spark pairings. This will fire each pair of spark plugs twice per cycle (once per revolution). On one revolution, one cylinder will be approaching TDC of compression, and the other approaching TDC of exhaust. On the next revolution, the cycles will be reversed. This effectively means that for each firing of the spark plug, one will be used to begin combustion, whilst the opposite cylinder in the pair effectively wastes its spark as it has no effect during the exhaust stroke part of the cycle. The number of outputs is half the number of cylinders, and the outputs fire in order from 1 to the highest output.
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Distributor - Choose this mode when using a mechanical distributor type ignition system. Only ignition output 1 is used.
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Twin Distributor - Choose this mode when using a Twin Distributor type ignition system. Only ignition outputs 1 and 2 are used and the output alternates.
Spark Edge The Spark Edge defines which edge the ignition modules uses to fire the spark. Warning
You must choose the correct edge otherwise ignition coil damage may occur. ●
Falling Edge - The Spark Edge determines the polarity of the waveform used to drive the ignition module. Falling edge ignition will use a zero voltage output at idle, a +12V signal for charging, and a falling edge to zero volts to fire the spark. Most factory ignition systems use falling edge. This is the default setting.
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Rising Edge - Some Honda and CDI style ignition modules are known to be rising edge triggered. These modules expect to see a naturally high signal. When the voltage falls to 0V, the module charges the coil. When the voltage returns to 12V, the spark is fired.
Trailing Spark Edge Same function as Spark Edge described above, but for the trailing ignition on Rotary engines.
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Basic-Ignition Setup
Dwell Mode Most ignition modules are constant charge modules. Warning
Never send a constant duty cycle waveform to a Constant Charge Ignition Module. Using a constant duty cycle signal on a Constant Charge ignition module will cause the ignition coils to be damaged from overcharging. Ignition modules may also be damaged as a consequence. â&#x2014;?
Constant Charge - This mode must be set to the type of ignition module that it to be used on the engine, almost every ignition system that comes from a modern vehicle (i.e. an engine that has EFI as standard) uses a constant charge ignition system. A constant charge ignition module is also known as an ECU Dwell ignition module. The ECU controls the amount of charge time, or dwell of the ignition coil. This is the default setting. In the following example, the ECU dwell time is set to 4mS and this charge time will stay at 4mS throughout the RPM range of the engine.
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Constant Duty - Constant Duty ignition modules are less common and control the dwell or charge time for the coils automatically. They require a different signal from the ECU. These ignitors require a constant duty cycle waveform, with the appropriate edge setup to trigger to module to fire a spark from the coils. The duty cycle of a square wave is the ratio of its high time to its period. E.g. a 70/30 duty cycle signal is high for 70% of its period and low for the remaining 30% regardless of frequency, as shown in the diagram below. Constant duty can also be used on aftermarket capacitive, inductive or multiple-spark discharge systems such as MSD or Jacobs.
Trailing Dwell Mode Same function as Dwell Mode described above, but for the trailing ignition on Rotary engines.
Dwell Time The time used to charge the ignition coils when Constant Charge mode is selected.
Dwell Duty The Duty Cycle used to charge the ignition coils when Constant Duty mode is selected.
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Basic-Ignition Setup
Ignition Lock When this setting is checked, the ignition advance is fixed to the value described in Lock Timing setting. All ignition maps are ignored and timing is fixed whilst this option is enabled.
Lock Timing The ignition advance angle used when Lock Timing is enabled.
Lock Split Timing The ignition split angle between leading and trailing ignitions when Lock Timing is enabled. This setting only applies to rotary engines.
Calibrating Ignition Timing ●
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Go to the fuel setup page and disable the fuel injectors. At this stage it is not desired that the engine attempts to start. To reduce stress on the starter motor it is also advisable to remove the spark plugs to help the engine crank more freely when setting base timing. Be careful when doing this and ensure power is off as spark from ignition coils may cause severe injury or possibly even a fatal electric shock. Ensure that you have setup your trigger type correctly and RPM is steady and consistent at cranking speeds. If your RPM signal is good, check your Home or Cam Angle signal is operating correctly. You may neet to display Triggers Since Last Home to determine this. This value should correspond to the number of trigger pulses that will be received for every home pulse received. Enable Ignition Lock and set Lock Timing angle to a reference angle that you can read off the engine crank pully with a timing light. There is typically a 10 degree mark. If not, you can use any clearly defined marking such as 5 degrees or 0 degrees if they are present. Tooth Offset gives large changes to timing, Trigger Angle is used to fine tune timing to exactly your Lock Timing refence angle (10 degrees in this case). ❍ If your trigger type requires Tooth Offset adjustment, then start with Tooth Offset zero and Trigger Angle at 70 degrees. Adjust tooth offset until the timing mark is visible near the TDC mark while cranking the engine. Then adjust Trigger Angle until the ignition timing coresponds to the Ignition Lock value in the Ignition Setup tab. ❍ If your trigger type does not require Tooth Offset adjustment, then set Trigger Angle to 70 degrees and crank engine while using a timing light connected to ignition lead for number 1 cylinder. Adjust the Trigger Angle until timing reads the Lock Timing reference angle (10 degrees in our example), as viewed with a timing light on crank pulley. If the trigger angle is smaller than the largest ignition angle that you wish to run, then you may wish to adjust your Tooth Offset to allow for a larger trigger angle. If your trigger type does not allow for a Tooth Offset (e.g. Standard Trigger Types), then you may need to re-phase your crank angle sensor to achieve the desired trigger angle. Typical trigger angles are between 60 and 75 degrees BTDC. Lower and higher angles are possible, but must comply by the rules defined in the Trigger Angle setup.
Once this is complete, your trigger angle is now calibrated against the engine.
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Advanced Setup
Advanced Setup Return to Contents The Advanced Settings allow additional features that enhance the operation of the vehicle, but are not essential to makin an engine run. When advanced features that require additional settings are enabled, additional tabs are added.
Functions
Fuel Correciton Tables
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O2 Control
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Post Start Table
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Decel Cut
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Air Temp Correction Table
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Over Boost
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Coolant Temp Correction Table
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Rev Limiter
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MAP Correction Table
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Transient Throttle Enhance
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Zero Throttle Table
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CAN Communications
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Wide Open Throttle Table
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Anti-Lag Launch Control
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Barometric Correction Table
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Rally Anti-Lag
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Prime Table
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Dual Tables
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Dead Time Table
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EGT Correction Table
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Cylinder Trim Table
Ignition Correction Tables ●
Post Start Table
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Air Temp Correction Table
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Coolant Temp Correction Table
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Zero Throttle Table
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Cylinder Trim Table
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Advanced Setup
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Advanced Functions
Advanced Functions Return to Contents ●
O2 Control
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Decel Cut
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Over Boost
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Rev Limiter
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Transient Throttle Enhance
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CAN Communications
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Anti-Lag Launch Control
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Rally Anti-Lag
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Dual Tables
O2 Control Narrow Band Sensors By fitting an oxygen sensor to the exhaust system of an engine, the ECU is able to perform corrections based on feedback from the O2 sensor to maintain a consistent air-fuel ratio around the stoichiometric mixture. The stoichiometric mixture is when exact amount of fuel is provided to consume all the oxygen of the air drawn into the engine, without any unburnt fuel remaining after combustion. Using closed loop fuel control adapts for small variations in fuel quality and day-to-day running, provides better fuel economy and lower emissions. Closed loop control does not compensate for poor tuning however, and only allows for small mixture changes that are already close to the correct target mixture.
O2 Sensor Narrowband Output An oxygen sensor (or lambda sensor) is placed in the exhaust gas stream usually after the collector but before the catalytic converter. The O2 sensor possesses an output voltage characteristic similar to that in the diagram above. When the exhaust gas is free from oxygen (i.e.. mixture is rich), the sensor reads around 1 volt. When there is an excess of oxygen, the sensor reads closer to 0 volts. Most narrow band sensor outputs change very suddenly around stoichiometric mixtures. The O2 closed loop controller will measure the voltage of the oxygen sensor, determine whether the engine is running lean or rich, and compensate accordingly by adjusting the injection time. The ECU may overcorrect slightly, and then will pull the mixture back towards the desired air-fuel ratio. This slight oscillation either side of stoichiometric mixture is desirable as it aids the function of the catalytic converter.
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Advanced Functions
The characteristic of narrow band sensors only enables accurate measurement about the stoichiometric mixture point. As a result, O2 closed loop is only useful under cruise and light load conditions where a stoichiometric mixture is desirable. Most narrow band O2 closed loop systems actively detect only the cruise and light load conditions and only uses O2 closed loop correction under these conditions. It is not recommended to use O2 closed loop when under high loads and engine speeds where mixtures should be richer than stoichiometric to ensure cool operation of the engine and higher margins against detonation.
Wide Band Sensors Wide Band sensors are capable of detecting mixtures other than stoichiometric mixtures (14.7 for petrol/gasoline). When an Analog Voltage Input (AVI) is configured for a Wideband input and the input is calibrated, the O2 controller can also be setup to use this wideband input. When using a wideband sensor with the O2 controller, a target voltage is no longer used. Instead a table of Target AFR values are used. This table can be found under the Fuel Control Group in the left hand tree.
The Target AFR Table is not a replacement for correct engine calibration and relies on the base tune being close to the desired levels of fuel delivery. Unlike the Narrow Band Sensor, it is possible to use the Wide Band Sensor and maintain closed loop operation for longer because we can target mixtures other than 14.7:1. This makes it safer for the high load conditions as the controller is targeting the desired mixture under those conditions. This allows the controller to remain active into more parts of the engine's operating load, but care must still be taken when operating under high load and high RPM to ensure safe mixtures.
Operating Conditions O2 closed loop operation will not operate under the following conditions: ● The startup time described in Post Start Delay setting has not yet elapsed since startup ● The throttle or MAP thresholds selected in the O2 Control settings are exceeded ● The engine is operating outside of the Lower RPM and Upper RPM ● Transient Throttle Enrichment is active ● Engine is not above the operating temp threshold as defined in O2 Control settings ● Deceleration Fuel cut is performing cut or enrichment operations
Settings
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Advanced Functions
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Sensor Type - Choose the sensor type. You must also select which input this sensor is connected to in the Inputs setup, otherwise an error will be flagged until this is setup. Target Voltage - Only valid for Narrowband sensors. This is the sensor voltage that the ECU will try to target. This should be between the two voltages that the sensor outputs for below stoichiometric and above stoichiometric. Setting this target too close to either of these voltages may lead the controller to not function. Idle Target Voltage - Only valid for Narrowband sensors. This is usually set slightly higher than the above target voltage to help richen the idle mixtures to aid in idle smoothness. Maximum Increase - Maximum percentage increase in fuel that is allowed by the O2 controller. (Max 25%). Maximum Decrease - Maximum percentage decrease in fuel that is allowed by the O2 controller. (Max 25%). Proportional Control - This value alters the gain or sensitivity of the controller. The Proportional Control affect the sensitvity of the short term control. Integral Control - This value alters the gain or sensitivity of the controller. The Integral Control affect the sensitivity of the long term trim. Sample Rate - The rate at which the controller will read the O2 sensor and calculate the correction. If this is set too fast, the controller will over-react and a very unstable control will result. If this is set too slow, then the O2 controller will be slow to move towards its target and may not achieve the slight oscillations that are ddesirable. Post Start Delay - A cold O2 sensor voltage reading is always low. Set this value so that the sensor has enough time to reach operating temperature. Delay Till Control - This setting will delay when the closed loop O2 control will start when all the conditions are met. This helps the controller stop cutting in and out when on the border of one of the conditions that need to be satisfied. Lower RPM - The minimum RPM at which O2 control will happen. If this value is greater than this value then O2 control at idle will be disabled.
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Advanced Functions ●
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Idle RPM - When the engine speed is below this value and there is zero throttle then the O2 Target Idle Voltage is used. To disable the use of this parameter then set it lower than the Low RPM value. Upper RPM - The maximum RPM at which O2 control will happen. Having O2 control off at RPM may be desirable if you are running a narrow band sensor. Operating Temperature - O2 control will only work above this coolant temperature. Limit Select - Choose if TPS or MAP sensor or Both will disable O2 control. If set to Both, then only one condition has to fail for O2 control to be disabled. MAP Limit - If load select is MAP or both, any MAP senor reading above this value disables O2 control. Throttle Limit - If load select is TPS or both, any throttle position above this percentage disables O2 control.
Decel Cut Deceleration cut is a feature that stops the fuel injectors from injecting fuel when the throttle position is zero and the engine speed is above the Fuel Return RPM. To ensure that the transition to fuel cut is smooth, the ignition timing is retarded slightly before the fuel is cut. Likewise, when the fuel is restored, the injectors resume normal injection and the ignition timing advances back to normal.
Settings ●
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Fuel Return RPM - Fuel is not cut when the engine speed falls below this RPM. Set this RPM to be above your idle RPM otherwise your engine will stall at idle. Cut Reset RPM - After fuel cut has occurred, RPM must exceed this value to allow fuel to be cut again. Decel Cut Temperature - Fuel is not cut when the coolant temperature is below this temperature value. This is useful for cars with an idle up mechanism based on coolant temp that sets the idle speed above the RPM used for decel fuel cut. This is common in early EFI vehicles with ‘wax pellet’ style cold idle up. Cut Delay - This is the time in seconds that the ECU will wait before starting the decel cut phase, after seeing a zero throttle condition. This delay stops any unwanted fuel cutting or ignition changes between gear changes or momentary zero throttle conditions. Retard - The amount of ignition retard used to smooth the transitions to fuel cut. Enrich - Upon restore of deceleration cut, the intake manifold walls will be completely dry. This enrichment factor will eliminate any lean conditions upon fuel being restored.
The following example assumes a constant load so that injection times and advance does not vary. Of course this is not realistic since load will change with movements in TPS. The example aims to simply demonstrate the timing interaction of fuel and ignition in the event of a deceleration cut condition.
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Advanced Functions
Over Boost Over Boost fuel cut is used to protect the engine in the event of some sort of failure that might lead to higher than expected boost. This is a safety feature. ● Boost Cut - Fuel is cut when this boost pressure is reached. ● Boost Restore - Fuel is restored when the boost level falls back to this safe level. This value must be set to the less than the Over Boost Cut value.
Rev Limiter Warning
Be careful when using “Ignition” for Rev Limiting on vehicles with Catalytic Converters. Unburned fuel can overheat and damage the converter. ● ●
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Limit Type - Select which output the Rev Limiter will use - Fuel or Ignition. Cut Type - The method for cut-out to Ignition or Fuel can be either Hard or Soft. Hard cut is an instant stop to Fuel or Ignition and Soft Cut is a progressive or gradual cut. Selecting Hard Cut with Fuel as the Rev Limit Type, the injection time will be set to Zero if the RPM exceeds the value set in the RPM Limit field. If Ignition is used as the Rev Limit Type, then spark charge Time will go to Zero when RPM exceeds the value in the RPM Limit field. Hard Cut RPM - When Hard Cut Type is selected, fuel or igntion will stop when this RPM is exceeded. Soft Cut Start RPM - When Soft Cut Type is selected, the Soft Cut Start RPM is the engine speed at which the soft cut algorithm will begin to cut individual cylinders to reduce RPM. Soft Cut End RPM - When Soft Cut Type is selected, the Soft Cut End RPM is the engine speed at which all cylinders will be cut.
Transient Throttle Enhance Transient Throttle Enhance function aids in improving engine response when the throttle on a conventional fuel injected vehicle is opened rapidly. The Transient Throttle Enahncement works by adding additional injection pulses (asynchronous enrichment) and enriching the current fuelling pulses (synchronous enrichment) when it sees a change in throttle position. The setup allows the tuning of: ● How much enrichment is needed for a given RPM, start throttle position and TPS rate of change ● The biasing of the enrichment between asynchronous and synchronous types according to a given RPM ● The speed at which the synchronous enrichment decays Note the rate of change of throttle position is how far the throttle moves over a 10ms time frame. A fast throttle movement could have a TPS rate of change of 15% this means that in a time frame of 10ms the throttle position moved 15%. A slow throttle movement could have a TPS rate of change of 1%, which means that in a time frame of 10ms the throttle position only moved 1%.
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Number of Async Pulses - This is the maximum number of extra injector pulses that can happen per injector output during an enrichment event. Async Delay Time - The minimum time between asynchronous enrichment events. This is to stop excess fuelling when constantly pumping the throttle. Delta Dead Band - To prevent excessive enrichment due to slight throttle jitter, only a rate of change of throttle position greater than this value will trigger an enrichment event. Transient Throttle Trim - The trim value scales the fuel enrichment. 0% makes no change to the fuel enrichment. 100% will add an extra 100% to the enrichment. Setting this to -50% will remove 50% from the enrichment.
Transient Throttle Tables Enrichment Sensitivity This map allows for the tuning of the amount of enrichment needed according to a given RPM and starting throttle position. In general more enrichment is needed at a low throttle position because a change will cause a larger in rush of air than at a higher throttle position. At
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Advanced Functions
a low RPM more enrichment is needed because of low air speeds and the atomisation of fuel is poor. This becomes less of a problem as the engine goes up in RPM and airflow increases. The value in this table represents the enrichment needed at the maximum Delta Load. The maximum Delta Load is the largest change in throttle that you can make in the sample period of 10mS. In simple terms, this is the amount of enrichment for a full throttle opening as fast as you think you will ever open the throttle. Display the Transient Throttle Delta Load channel on a display or gauge to determine the magnitude of maximum Delta Load that you can achieve.
This table is the first to be tuned but also make sure that the right hand column of the Percentage Enrichment table equates to the maximum Delta Load that you have selected.
Percentage Asynchronous This table determines what percentage of the fuel enrichment is delivered as asynchronous enrichment. Setting 0% in the table means that all of the fuel enrichment will be delivered synchronously (ie no additional fuel pulses will be added, all enrichment will be delivered by increasing the regular injection pulse). Setting 100% in the table means that all of the fuel enrichment will be delivered asynchronously (ie the normal injection pulse remains the same and all the enrichment fuel is added through extra asynchronous pulses between the main injection pulses). Note that if the enrichment value exceeds 9.5ms (the maximum size of an asynchronous pulse) the remaining enrichment will be delivered file:///C|/Help-en/Sport/advanced_functions.html (6 of 9) [4/7/2009 11:03:37 AM]
Advanced Functions
synchronously. As a guide, at a low RPM, when the injection events are short and further apart, the asynchronous fuel enrichment helps deliver the extra fuel where its needed. At a high RPM asynchronous enrichment is not needed because regular injection events are more frequent. Percentage Enrichment The Percentage Enrichment table allows you to proportion the amount of enrichment depending on how much change in throttle (Delta Load) that you make at any transient event. The Enrichment Sensitivity table above is tuned for a maximum Delta Load event. To accomodate lower Delta Load events, the Percentage Enrichment table is applied. The right hand column of the table should contain the largest Delta Load value in its axis value and 100% in its map value. This value should have already been determined when setting up the Enrichment Sensitivity table above. E.g. If you anticipate that the largest throttle change that you can make in the sample period of 10mS is 25%, then the axis value should be set to 25%. The Enrichment Sensitivity table values are based also on this largest Delta Load case, so in the right most column value, you should set 100%. For slower throttle movements (lower Delta Load values), less enrichment is required, so values less than 100% should be set in these columns.
Coolant Temp Corr This map applies a correction factor to the fuel enrichment based on the coolant temperature. E.g. 100% gives 100% extra fuel enrichment. Synchronous Enrichment Decay Map This map determines how fast the synchronous enrichment (i.e. the enrichment added by extending the normal injection pulse) decays back to zero (no additional enrichment). The units are milliseconds per engine cycle. E.g. a value of 0.5 will mean that the enrichment will decay 0.5ms every engine cycle. The bigger the value the faster it will decay.
CAN Communications Enabling this option turns on the CAN communications to support auxiliary CAN devices
Anti-Lag Launch Control Warning
Using anti-lag on your engine can cause overheating of engine, exhaust system and valve train. Additional stresses on engine and driveline can cause damage and possible failure of gearbox, drive shafts, differentials, clutch and or crankshaft. Only experienced operators should attempt to use this feature. Anti-Lag Launch Control is to help build boost when the throttle is open but the engine is not loaded. This is achieved by enriching fuel and retarding the timing under these conditions, to raise exhaust flow to the turbo. The engine speed is controlled to the desired RPM by dropping injection events in a â&#x20AC;&#x2DC;rotationâ&#x20AC;&#x2122; between the cylinders.
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Advanced Functions
Settings ● ● ● ● ● ● ● ●
Cut Type - Select between a fuel or ignition soft cut for limiting the RPM during anti-lag. Start RPM - The minimum desired RPM to launch the vehicle. Rotational fuel cut begins at this RPM. End RPM - The maximum desired RPM to launch the vehicle. All cylinders are hard cut above this RPM. Minimum Temperature - The Anti-Lag Launch Control will only operate above this coolant temperature. Minimum TPS - The throttle position must be greater than this value for the anti-lag to activate. Maximum Road Speed - The anti-lag can only activate below this road speed. Fuel Enrich - The percentage enrichment of fuel when anti-lag is on. Extra fuel is added to help reduce combustion temps. Absolute Ignition Retard - The ignition timing in degrees after top dead centre when anti-lag is on.
Operation Anti-Lag Launch Control will be active under the following condition: ● Road Speed is below the Maximum Road Speed setting ● TPS is above Minimum TPS setting ● Coolant Temp is above Minimum Temperature setting ● ‘Launch Anti-Lag Switch’ digital input is on. This digital input is needed for it to work and is usually setup as a clutch switch.
Rally Anti-Lag Warning
Using anti-lag on your engine can cause overheating of engine, exhaust system and valve train. Additional stresses on engine and driveline can cause damage and possible failure of gearbox, drive shafts, differentials, clutch and or crankshaft. Only experienced operators should attempt to use this feature. The purpose of the Rally Anti-Lag is to reduce turbo lag by keeping the turbo spinning during gear changes and off throttle situations. This is achieved by enriching fuel and retarding the timing under these conditions, to raise exhaust flow to keep the turbo spinning quickly. To ensure that there is enough exhaust flow during gear changes when the throttle is closed, it is often required to setup the throttle plate, or idle control valve to flow a lot of air. To maintain a reasonable idle speed when the throttle/idle valve is setup in this manner, Rotational Idle can be activated. Rotational Idle keeps the RPM low, even with high airflow, by dropping injection events in a ‘rotation’ between the cylinders.
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Advanced Functions
Settings ●
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Activation Method - When the Anti-Lag system is Activated, the system is armed and ready to operate, but does not retard ignition and enrich fuel until the Minimum TPS condtion is met, such as when off throttle changing gears. The system remains Activated or armed for the duration of the Maximum Time setting. After this time has elapsed, the system will revert back to Rotation Idle mode only when TPS is below the Minimum TPS setting. ❍ TPS Only - By exceeding the Max Throttle Position the anti-lag is armed for the duration of the Maximum Time setting. ❍ Switch Only - Anti-lag is activated whenever the switch is turned on. ❍ TPS and Switch - The switch must be on and the throttle position must exceed the Max Throttle Position for the anti-lag to be armed. Minimum RPM - Anti-Lag will only activate above this RPM. Minimum Temperature - Anti-lag will only activate above this coolant temperature. Maximum Temperature - Anti-lag will only activate below this coolant temperature. Minimum TPS - If Anti-Lag is Activated or armed, then Anti-Lag will operate below this throttle position. If Anti-Lag is not Activated, rotational idle only, will activate below this throttle position. Maximum TPS - If the activation method for the anti-lag is ‘TPS Only’ or ‘TPS and Switch’, the anti-lag will be Activated (armed) for the duration of the Maximum Time setting. Maximum Time - If the activation method for the anti-lag is ‘TPS Only’ or ‘TPS and Switch’, the anti-lag will be armed for this duration. Idle Valve Opening - The idle control valve will open to this percentage duty cycle during rotational idle. Fuel Enrichment - The percentage enrichment of fuel when anti-lag is on. Extra fuel is added to help reduce the combustion temps. Absolute Ignition Retard - The ignition timing in degrees after top dead centre when anti-lag is on. Rotational Idle Enable - This option allows enabling and disabling of the rotational idle. Rot-Idle Start RPM - Rotational Idle begins at this RPM. Set this to your minimum desired idle speed. Set to zero to disable Rotational Idle. Rot-Idle End RPM - Rotational Idle end at this RPM. Set this to your maximum desired idle speed. Set to zero to disable Rotational Idle.
Dual Tables This features enables dual tables for: ● Fuel Base ● Ignition Base ● Boost Control Target When enabled, group can be enabled individually with the check boxes. The active table is determined by the drop down menu which allows you to select the First Table or the Second Table. When a Table Selection switch is setup on the ECU Input, the physical switch overrides the software selection.
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Ignition Correction
Ignition Corrections Return to Contents ●
Post Start Table
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Air Temp Correction Table
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Coolant Temp Correction Table
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Zero Throttle Table
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Cylinder Trim Table
Post Start Table This table allows the addition or reduction of ignition timing based on coolant temperature and engine running time after starting. When the time of the right most column is exceeded, the correction goes to zero.
Air Temp Correction Table As the air temperature of the intake charge increases, so does the susceptibility of the engine to pinging or detonating. This table allows up to 10° advance or retard of the spark timing based on the inlet air temperature. Normally this table would not need to be used, but in some cases such as high inlet air temperatures on turbo/supercharged engine, retarding the spark may help preserve the engine. The Air Temp Correction table is a 3D table allowing compensation across intake air temperature and engine load.
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Ignition Correction
Coolant Temperature Correction Table The Ignition Coolant Temp Map allows up to 10째 advance or retard of the spark timing based on engine coolant temperature. This Map should only be used if there is a need to adjust the timing for low or high temperatures.
Zero Throttle Table One problem that often occurs with performance engines is rough idling. The manifold design, cam characteristics, etc. can cause instability in MAP signal. This makes ignition timing unstable when using MAP as the load axis on the base ignition table. In many cases though, once the engine has some speed, the manifold pressure signal is useable. The preferred method of mapping the engine is using the manifold pressure as the load. If in this configuration, the idle quality is a problem, then the Zero Throttle Table may improve the idle quality. This table maps the ignition timing at zero throttle across engine speed. When the engine speed exceeds 3100 rpm on zero throttle, the fuel delivery reverts back to the base ignition map. When the throttle position is above the Zero Throttle Value in the TPS setup, the ignition timing also reverts back to the base ignition map. Throttle position sensor must be calibrated properly and zero throttle threshold must be set correctly in the TPS setup, for this feature to operate correctly.
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Ignition Correction
Cylinder Trim Tables Cylinder Trim Tables allows you to adjust the ignition timing between each individual cylinder to account for any minor differences mixture or temperature of individual cylinders. The trims allow a maximum of Âą20 degrees of ignition timing. The cylinder trims can be found in the ECU Navigator tree as several 1x1 tables.
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Fuel Correction
Fuel Corrections Return to Contents ●
Post Start Table
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Air Temp Correction Table
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Coolant Temp Correction Table
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MAP Correction Table
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Zero Throttle Table
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Wide Open Throttle Table
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Barometric Correction Table
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Prime Table
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Dead Time Table
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EGT Correction Table
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Cylinder Trim Table
Post Start Table On some motors, in particular rotaries there may be a problem with vapour-lock (fuel that has vaporised due to heating of the fuel rail). The additional fuel at start up allows the vapour in the fuel rail to be purged through the injectors and also allow enough fuel to be injected into the motor to allow stable operation. Post start can also be used to give extra enrichment when the engine is cold to assist drivability. When used for this purpose, try to do the majority of your compensation using the coolant temp map and only use the post start map after the coolant temp map is properly programmed. Post Start enrichment lasts for the duration of time that is described by the Time axis of the table. The time starts after the RPM exceeds the Max Crank RPM. The Post Start table is a 3D table, and the amount of Post Start enrichment can be varied across engine coolant temperature.
Air Temp Correction Table This map compensates for the change in density of the intake air charge when the intake air temperature changes. Colder air is more dense which requires more fuel to be added in order to maintain a steady combustible mixture. More fuel may also be added to reduce the risk of detonation if excessively hot air is encountered. This is a safety measure only and the intake air temps would need to be examined as a seperate issue if excessively hot intake air temps are encountered. (Not shown in example). The Air Temp Correction table is a 3D table allowing compensation across intake air temperature and engine load.
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Fuel Correction
Coolant Temperature Correction Table An engine requires more fuel when it is cold than when it is hot. This is a result of low manifold and in cylinder temperatures where fuel sticks to the walls and doesn't atomise properly. The ECU corrects for this by using the Coolant Temperature Correction table to define the relation between engine temperature and extra fuel required. The ECU will automatically reduce the amount of coolant correction applied to the engine as the throttle is opened and air speed increases. The Fuel Coolant Map should not be adjusted until the Fuel Maps are correctly tuned at operating temperature. The Coolant Temp Correction Table defines the percentage increase in fuel at any given engine coolant temperature and load. The ECU is supplied with a default coolant map that may not need to be modified. If the coolant map requires modification, the changes should be done ONLINE and while the engine is warming. Start the cold engine and adjust the Fuel Coolant Correction Table so that the engine idles evenly. You should not touch the throttle while adjusting this map. Follow the arrow as the engine warms to provide good running mixtures up to operating temperature, where there should be zero coolant correction.
MAP Correction Table The MAP Correction table is typically used to compliment the fuel tuning when using TPS as the main load source. Cars with multiple throttles are frequently tuned using TPS as the main load source. When a multi-throttle car is tuned this way and also uses forced induction, then manifold pressure compensation is essential. The MAP Correction Table is a 3D table with engine speed in RPM and manifold pressure along the axes. A typical use of this table is to compensate for manifold pressure using this table, then tuning the base fuel map with TPS as the load axis, to tune the varying fuel demands based on throttle position. This results in a table that looks similar to that below.
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Fuel Correction
Zero Throttle Table One problem that often occurs with performance engines is rough idling. The manifold design, cam characteristics, etc. can cause instability in the airflow. This makes fuel metering difficult. In particular, the Map sensor often cannot correctly read the manifold pressure, as it is non-existent, weak, or pulsing too much. In many cases though, once the engine has some speed, the manifold pressure signal is useable. The preferred method of mapping the engine is using the manifold pressure as the load. If in this configuration, the idle quality is a problem, then the Zero Throttle Table may improve the idle quality. This table maps the fuel delivery at zero throttle across engine speed. When the engine speed exceeds 3100 rpm on zero throttle, the fuel delivery reverts back to the base fuel map. When the throttle position is above the Zero Throttle Value in the TPS setup, the fuel deliver also reverts back to the base fuel map. There are a few requirements that need to be met before you can use this table. Firstly, your throttle position sensor must be calibrated properly. Secondly, the table relies on there being a consistent airflow at zero throttle for a given engine speed. Idle control will introduce an inconsistent air flow at zero throttle, so will cause engine mixtures to fluctuate for a given RPM. Therefore, idle control is not recommended when using the zero throttle table. If idle control is used, then it must be done so with caution.
Wide Open Throttle Table The manifold and throttle body design can also cause problems tuning at full throttle on normally aspirated engines. In some cases, the manifold pressure can reach close to atmospheric pressure before full throttle is reached. This means that bars close to the full load bar on the Fuel Maps can interfere with the full load bar due to the interpolation between the two bars. If you are experiencing difficulties maintaining air to fuel ratio at full throttle, it may be necessary to use the Full Throttle Map to set the full throttle mixtures. The Full Throttle Map is activated above the value set in the Full Throttle Value in the TPS Setup, and has one programmable bar every 500 rpm up to 15500 rpm.
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Fuel Correction
Barometric Correction Table If you are using MAP for load sensing on your engine, then it is unlikely that you will need to worry about Barometric compensation for fluctuations in ambient barometric pressure. If you are using TPS for load sensing, Zero Throttle maps or Full throttle maps, then read on to learn how to configure Barometric Pressure compensation maps. Fluctuations in barometric pressure vary the density of the intake air of the engine. At lower barometric pressure, the air density is lower (there is less oxygen in the air), and therefore the amount of fuel delivered to the engine must be reduced. This is necessary when a large change in altitude is expected during a driving period (a Hill Climb event such as Pikes Peak in the USA is a good example). The ECU has an on board Barometric Pressure sensor that is used to measure the ambient air pressure. To compensate for the fluctuations in atmospheric conditions, the Barometric Correction map allows correction to your injection times of up to Âą50%. If you intend to use Barometric Pressure correction, then this feature should be setup and enabled prior to tuning your base fuel to ensure that this compensation is taken into account whilst tuning. Alternatively, if you tune your base fuel without Barometric compensation, then you must note the barometric pressure when the engine was tuned and use this as your zero compensation reference point in your Barometric Pressure correction table.
Prime Table To aid in starting a cold engine, the prime map defines how much fuel to inject on the first cycle on injections for each cylinder or rotor. The fuel injection opening times in this map are much larger than what can be programmed in the base fuel maps. An A/F meter will not be very helpful in setting up this map since the time that this map is used is so short. A process of trial and error is the easiest way to set this map up. Simply increase the values in this map for the given temperature until the engine can be started easily. Over priming the engine will cause it to flood and not start. To clear a flooded engine, open the throttle fully and continuously crank the engine. Do not pump the throttle, as this will only worsen the problem.
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Fuel Correction
Dead Time Table As the battery voltage changes, the time required to open an injector from fully closed to open will vary. The time that it takes an injector to open after the ECU pulse has begun, is referred to as the injector Dead Time. To compensate, the ECU applies the Dead Time Table to increase the injector â&#x20AC;&#x2DC;onâ&#x20AC;&#x2122; time as the voltage drops. The Dead Time table is a 2D table that is mapped across Battery Voltage. To tune this map, it is best to try to obtain the injector manufacturer's data on the injector dead time. Apply this time to the running voltage. E.g. If the car idles at 14.5V, then apply this dead time to this part of the table. You may be able to vary the voltage by turning on headlights or applying some sort of electrical load. Adjust your Dead Time table under the different battery voltage conditions to maintain a steady AFR.
EGT Correction Table If an optional Exhaust Gas Temperature (EGT) sensor is configured in the ECU Inputs page and connected to the appropriate ECU input, then fuel can be corrected against EGT. Adding extra fuel can be used reduce combustion temperatures. However, high EGT can be caused by other factors such as incorrect ignition timing, so these other factors must be considered when tuning against EGT.
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Fuel Correction
Cylinder Trim Tables Cylinder Trim Tables allows you to adjust the fuel delivery between each individual injector to account for any minor differences between injector flow, air flow or temperature of individual cylinders. The trims allow a maximum of Âą100% of injection time. The cylinder trims can be found in the ECU Navigator tree as several 1x1 tables.
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Output Setup
Output Setup Return to Contents ●
Air Con Output
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Air Temp Switch 1-4
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Alternator Control
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Aux Fuel Pump
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BAC Main
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BAC Slave
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BAC Open
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BAC Close
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Battery Light
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Boost Control
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Cam Control Output 1
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Cam Control Output 2
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Coolant Temp Switch 1-4
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Dual Intake Valve
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ECU Diagnostic Light
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Engine Control Relay
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Engine Running Time Switch 1-4
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Extra Injector
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Generic Duty Output
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Ignition Bypass
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Intercooler Fan
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Intercooler Spray
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Intercooler Spray Advanced
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Intercooler Spray Armed
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MAP Sensor Switch 1-4
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Nitrous Activation Signal
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Road Speed Switch 1-4
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RPM Switch 1-4
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Shift Light 1-3
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Staging Signal
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Stall Saver
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Tacho Output
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Test
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Thermofan 1&2 (PWM)
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Thermofan 1&2 (Switch)
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Torque Converter Lockup Control (TCC)
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TPS Switch 1-4
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Turbo Timer
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VANOS
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VTEC
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Water Injection
Outputs The Outputs page allows all spare ignition or injection outputs that are not used for ignition or injection duties, to be configured for auxiliary devices such as tachometer output signals and turbo wastegate solenoids. If the output is used by an ignition or fuel channel, then any auxiliary function configured for that channel will be ignored. In addition to the ignition and injection outputs, there are 4 dedicated PWM channels that can produce PWM signals (pulsed width modulated wave forms) for BAC valves or switched style discrete outputs for thermo fans and on/off type devices. All outputs are “pull to ground” style outputs which means when the output is in the “on” state it is grounded. Each output driver is capable of sinking a maximum of 800mA, anything drawing more current than this will need to be coupled to the ECU via a relay.
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Output Setup
PWM Output Types PWM outputs are pulsed waveforms or varying duty and frequency. These are available on all channels, each output is capable of driving a maximum of 800mA, if more output current is required to drive the device connected to that output a relay is required. All channels can be setup and disabled whilst keeping the setup information if required. In order to setup a channel, you must first enable that channel. After selecting a function for the channel, you may need to edit the parameters for the selected function. Once a function is selected, an extra tab with settings will appear.
Discrete Output Types These output types are on/off style outputs. These types are available on all channels, each output is capable of driving a maximum of 800mA, if more output current is required to drive the device connected to that output a relay is required.
Injector Output Types Outputs that drive an injector, e.g. Extra Injector, can only operate on the DPO channels DPO7 to DPO18 when these channels are available. These channels are capable of driving an injector load.
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Digital Pulsed Outputs
Digital Pulsed Outputs Return to Contents ●
Air Con Output
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Intercooler Spray
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Air Temp Switch 1-4
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Intercooler Spray Advanced
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Alternator Control
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Intercooler Spray Armed
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Aux Fuel Pump
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MAP Sensor Switch 1-4
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BAC Main
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Nitrous Activation Signal
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BAC Slave
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Road Speed Switch 1-4
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BAC Open
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RPM Switch 1-4
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BAC Close
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Shift Light 1-3
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Battery Light
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Staging Signal
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Boost Control
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Stall Saver
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Cam Control Output 1
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Tacho Output
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Cam Control Output 2
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Test
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Coolant Temp Switch 1-4
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Thermofan 1&2 (PWM)
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Dual Intake Valve
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Thermofan 1&2 (Switch)
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ECU Diagnostic Light
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Torque Converter Lockup Control (TCC)
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Engine Control Relay
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TPS Switch 1-4
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Engine Running Time Switch 1-4
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Turbo Timer
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Extra Injector
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VANOS
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Generic Duty Output
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VTEC
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Ignition Bypass
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Water Injection
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Intercooler Fan
Air Con Output The air conditioning control can perform two tasks. Air conditioning control can be used to assist in turning off the air con compressor when under high loads. This allows more power to be used to drive the wheels. The air con control output can also be used to trigger increased idle speed to accommodate the extra load from the air-con compressor. The air-conditioning control requires input from either the air conditioning switch, or from the output of the thermostat that drives the air conditioner compressor clutch. If this output is used for the first task, then it is possible to intercept the output from the switch and connect the output of the ECU to the air-con switch wire.
A/C Control Wiring Without Idle-up If the idle control needs to be altered when the air-con compressor clutch is engaged, then the ECU must be connected between the air-con thermostat output and the compressor clutch to ensure that the output of the ECU has a direct relationship with the compressor clutch.
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Digital Pulsed Outputs
A/C Control Wiring With Idle-up The A/C output control is disabled when engine speed is below the cranking RPM. This is to reduce the load when cranking and to help prevent stalling if engine RPM falls too low. ● Maximum TPS - A/C output is disabled when TPS is above this value. This removes the air conditioning compressor load from the engine under high driver demand. ● Maximum RPM - A/C output is disabled when the engine speed exceeds this RPM. This is to prevent over revving the air con compressor on some high performance engines. ● Conditions Time Delay - In order to prevent the A/C compressor from making rapid transitions with rapid changes in throttle, the minimum time interval between on and off transitions can be specified here. ● Idle Time Delay - This setting is to allow adequate time for the Idle Control to increase the idle speed before engaging the A/C clutch.
Air Temp Switch 1 - 4 Air Temp Switch 1 through to Air Temp Switch 4 are seperate Air Temp switches that can be used for any generic purpose requiring the switching of an output based on air temperature. There are 4 sets of settings that correspond to each output. If you configure multiple Air Temp Switch 1's, then each will use the settings for Air Temp Switch 1. If you want outputs to work on different settings, then choose different switches for each output and configure each correspond set of On/Off values. ● On Value - The Air Temp Switch output operates when air temperature exceeds this temperature. ● Off Value - The Air Temp Switch output stops when air temperature falls below this temperature.
Alternator Control Some Mazda alternators require a PWM signal to regulate alternator output voltage. This feature allows the ECU to control the PWM output to achieve the desired alternator output voltage (Actual alternator control values from a NB Mazda Miata MX5). ● Frequency - The frequency required to control the given alternator. ● Start Duty - This is the duty cycle that is close to the duty required to deliver the proposed target voltage. ● Minimum Duty - The minimum output duty. ● Maximum Duty - The maximum output duty. ● Gain - Controls the sensitivity of the control system, the larger the gain the larger the change in duty when there is an error between the actual battery voltage and the desired battery voltage. Setting this too high will result in too much ripple or pulsation in the output voltage. Setting this too low will result in large error when electrical load varies from minimum to maximum, such as the difference with headlights on or off.
Aux Fuel Pump Running two fuels pumps continuously, or a single very large flow-rate pump means excessive noise and heating of the fuel. A street vehicle with very high potential output will not need a large fuel supply at all times. The second pump would only be activated when load demands require that the extra flow be available.
Note: The extra fuel pump cannot be driven directly by the ECU. The ECU can be made to drive a relay to power the pump. There are two parameters that define when the Auxiliary Pump will be switched on: ● Load Threshold - The load at which the pump will switch on. ● RPM Threshold - The RPM at which the pump will switch on. ● Time Hystereis - The minimum time between successive on or off transitions.
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Digital Pulsed Outputs
The extra pump must be connected in parallel with the primary fuel pump. The Figure below suggests a possible layout. The check valve is necessary to prevent fuel from being forced in the wrong direction. Connect the power to the pump via a relay as shown. Either the positive or negative side may be switched through the relay.
BAC Main BAC idle control uses a valve to allow air to bypass the throttle plate to control idle speed. The motor used is a solenoid style motor that moves according to the current flowing through the BAC motor. This is similar to a voice coil in an audio speaker. BAC valve idle control is used to hold steady the RPM when off the throttle. This method of controlling RPM at idle is done by looking at the difference between the target idle RPM and the current RPM and adjusting the BAC valveâ&#x20AC;&#x2122;s output duty cycle until the difference is zero. See Idle Control in the tuning section for setting up and tuning the BAC valve idle control.
BAC Slave Always used in conjunction with BAC Main. Some idle control systems use a valve with two sets of coils rather than a spring to close to valve. These valves use a PWM signal that is a complimentary signal to the main signal. The BAC Slave signal is the complement of the BAC Main signal. i.e. If the BAC Main signal is at 70% duty, the BAC Slave signal is at 30% duty. BAC Slave uses the same Idle Control Settings as BAC Main.
BAC Open (Subaru) Some Subaru engines use a BAC valve arrangement that has the valve sprung to a 50% open default position. A signal is used to Open the valve and another signal is used to close the valve. The BAC Open (Subaru) signal is used to open the valve from 50% to 100% open. BAC Open (Subaru) uses the same Idle Control Settings as BAC Main.
BAC Close (Subaru) Some Subaru engines use a BAC valve arrangement that has the valve sprung to a 50% open default position. A signal is used to Open the valve and another signal is used to close the valve. The BAC Close (Subaru) signal is used to close the valve from 50% to 0% closed. BAC Close (Subaru) uses the same Idle Control Settings as BAC Main.
Battery Light This feature allows a warning light to be connected to alarm the vehicle operator that the vehicle battery voltage is below a certain voltage. â&#x2014;? On Value - The voltage, under which, the battery light output will activate.
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Digital Pulsed Outputs
Boost Control Open Loop Boost Control Open loop boost control allows the user to set a predefined duty cycle for the boost control solenoid to run at, this duty cycle is set in the “wastegate control map”. The ECU will run the boost control solenoid at the desired duty cycle regardless of the actual boost the engine is creating. Refer to Boost Control in tuning section for details on how to setup and tune open loop boost control. Settings ●
Frequency - Frequency (Hz) that the waste gate solenoid will run at. A Typical value for the Haltech waste gate solenoid is a frequency of 20 – 30 Hz.
Closed Loop Boost Control Closed Loop Boost control allows the user to set a predefined Target Boost in the “closed loop boost control” table. The ECU will then adjust the duty cycle of the boost control solenoid to adjust the engine boost pressure toward the Target Boost level. Settings ●
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Frequency - Frequency (Hz) that the waste gate solenoid will run at. A Typical value for the Haltech waste gate solenoid is a frequency of 20 – 30 Hz. Start Duty Cycle - This is the duty cycle that the waste gate solenoid will operate at when closed loop boost control begins. This duty cycle should cause the boost to read somewhere below the target boost level. If this value is too high then the boost will overshoot the target boost level before it returns to the target. If too low the boost may dip down a bit before being controlled. See Boost Control in the Tuning Section for more details on tuning the boost controller. Use Start Duty Table - When checked the controller will ignore the ‘Start Duty Cycle’ value above and use the values from the Start Duty Table. Proportional - Proportional affects the responsiveness of the controller. Proportional control affects the immediate response of the controller directly proportional to the amount of error to the target boost. Integral - Integral affects the responsiveness of the controller to minimising the offset error of the controller to the desired target boost. Derivative - Derivative reduces the amount of overshoot of the controller. The controller is rarely setup with Proportional or Integral values that allow much overshoot, so Derivative is often left at zero. Control Point Offset - An offset in kPa or PSI from the target boost level at which boost control will begin This value maybe increased for applications where boost is made extremely quick and to give the controller more time to react. E.g. If the boost target is 120 kPa and the ‘Control Point Before Target’ is set to 20 kPa then boost control will begin at 100 kPa. Default 20 kPa or 3 PSI. Delay till Control - Once the boost controller has reached the ‘Control Point Before Target’ it will hold at the start duty cycle for this amount of time before controlling boost. Default 0.5 sec.
Tables ●
Output Start Point Table - This table maps Output Start duty over the target boost. For higher target boost levels, a higher duty is required to achieve this boost level. However, the relationship is not usually linear. This table enables you to tune this duty against the target boost. See Boost Control in the Tuning Section for more details on tuning the boost controller.
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Target Boost - This table maps Target Boost vs. RPM. This allows the target boost levels to be defined over the range of RPM.
Cam Control Output 1 This feature allows the operation of the variable valve timing associated with some modern engines. This feature is designed to controlling continuously variable valve timing. There are multiple control outputs available as each camshaft to be controlled requires its own Cam Control output wire. For Cam Control Output 1 to operate, a Cam Timing Input 1 is required to be setup in input functions. This input comes from the camshaft position sensor on the camshaft that is being controlled (most commonly the intake camshaft is variable and the exhaust cam remains static), in which case the exhaust cam sensor would be used as the ECUs “home” signal and the intake cam sensor is setup as the VCT control input.
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Digital Pulsed Outputs
Cam Output Settings ● ●
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Frequency - Frequency at which the variable cam timing solenoid runs at. Steady State Duty Cycle - This value is the duty cycle that will keep the cam in a fixed position. Will be somewhere around the 50% point. This value is best set when the engine is up at operating temperatures. Minimum Duty - The minimum duty the controller will output to the VCT solenoid. Generally 10% less then the ‘Steady Cam Pos DC’. I.e. if the ‘Steady Cam Pos DC’ is equal to 45% then the ‘Min Duty’ will equal 35%. Maximum Duty - The maximum duty the controller will output to the VCT solenoid. Generally 10% more then the ‘Steady Cam Pos DC’. I.e. if the ‘Steady Cam Pos DC’ is equal to 45% then the ‘Max Duty’ will equal 55%. Deadband - Area around the target cam angle which the controller stops controlling. E.g. target cam angle = 10deg, deadband = 1deg, therefore if the cam angle falls between 9deg and 11deg then the variable cam controller will ignore any changes in cam angle and considered it to be controlled. Proportional - The gain for the proportional control. This affects the instantaneous response of the controller. Integral - This gain for the integral control. This affect the long term response and the ability of the controller to minimise any offset error from the target in a timely manner. Derivative - The gain for the derivative control. This affects the amount of overshoot of the controller. Minimum Coolant Temperature - The minimum coolant temp that the variable cam timing controller will work. Below this the output duty cycle will be zero. Maximum RPM - The maximum RPM that the variable cam timing controller will work. Above this RPM the output duty cycle will always be zero. Maximum Angle - The maximum advance angle allowed. Any value in the ‘Target Angle’ table that goes above this will be clamped by the output to this value.
Cam Control Output 2 This is a second variable Cam Controller. This can be used for a second intake cam. Similarly, for Cam Control Output 2 to operate, a Cam Timing Input 2 is required to be setup (in input functions). The settings are the same as for Cam Control Output 1.
Coolant Temp Switch 1-4 Coolant Temp Switch 1 through to Coolant Temp Switch 4 are seperate Coolant Temp switches that can be used for any generic purpose requiring the switching of an output based on coolant temperature. There are 4 sets of settings that correspond to each output. If you configure multiple Coolant Temp Switch 1's, then each will use the settings for Coolant Temp Switch 1. If you want outputs to work on different settings, then choose different switches for each output and configure each correspond set of On/Off values. ● On Value - The Coolant Temp Switch output operates when coolant temperature exceeds this temperature. ● Off Value - The Coolant Temp Switch output stops when coolant temperature falls below this temperature.
Dual Intake Valve Some late model engines possess two tuned intake manifolds seperated by a set of butterfly valves. One intake tract remains shut at lower rpm where there is less airflow, then opens as airflow demands increase. This provides a broader torque curve. The DIV function controls the solenoid that operates this valve. ● On Value - The RPM above which the solenoid is energised. ● Off Value - The RPM below which the solenoid is not energised. The Toyota TVIS system requires the solenoid to be energised at low RPM to close the secondary intakes and de-energised to open the secondary intakes. To achieve this logic, select the output to be inverted within the output options window.
ECU Diagnostics Light This feature allows a warning light to be illuminated when certain sensor conditions are met. This output is useful for determining if a sensor has failed or been disconnected, it is also useful for setting a warning light if engine temperature goes above safe levels. To access the diagnostics limits for each sensor go to the setup menu -> sensor setup -> sensor diagnostics.
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Digital Pulsed Outputs
Engine Control Relay This feature allows the 12-volt supply to the engine to be disconnected when the ECU is not powered up. There are no parameters for this feature. The engine control relay should be wired as shown in the figure below. The ECU is not capable of supplying power to the relay or the components it drives but can sink the current required to energise the primary winding of the relay (ie the ECU is only capable of switching the relay on not powering the engine or its components).
Engine Running Time Switch 1-4 Engine Running Time Switch 1 through to Engine Running Time Switch 4 are seperate Engine Running Time switches that can be used for any generic purpose requiring the switching of an output based on Engine Running Time. There are 4 sets of settings that correspond to each output. If you configure multiple Engine Running Time Switch 1's, then each will use the settings for Engine Running Time Switch 1. If you want outputs to work on different settings, then choose different switches for each output and configure each correspond set of On/Off values. ● Switch On Value - The Engine Running Time Switch output operates when Engine Running Time exceeds this time.
Extra Injector Select extra injector output for additional staged injection. You can select as many extra injectors as the number of free injector channels allow. Only channels DPO7 to DPO18 are capable of driving injectors. The additional injector will pulse at the same time as injector 1. The staged fuel setup can be found in Basic Fuel Setup.
Generic Duty Output Allows various duty cycles to be output based on the engine load and RPM, this map is a full 32x32 load cell map that appears in the ECU Navigator tree when this output is enabled. The frequency set in the PWM output is the frequency at which the solenoid is to be pulsed at, typically between 30 – 300 hz depending on application.
Ignition Bypass Bypass signal compatible with some General Motors ignition systems. This function allows the ignition system to provide the spark at 10° BTDC at cranking speeds (below 500rpm). This aids starting, once the engine is running the bypass signal allows the ECU to have full timing control. This feature is only used on bypass line equipt GM ignition systems.
Intercooler Fan To assist in the operation of the intercooler, a fan can be setup to blow cool air through the intercooler. The intake air temperature activates this fan. ● On Value - The intercooler fan operates when air temperature exceeds this temperature. file:///C|/Help-en/Sport/outputs_setup_dpo.html (6 of 11) [4/7/2009 11:04:18 AM]
Digital Pulsed Outputs ●
Off Value - The intercooler fan stops when air temperature falls below this temperature.
Intercooler Spray To assist in the operation of the intercooler, a water spray can be setup to spray water onto the intercooler. The intake air temperature activates this spray. ● On Value - The intercooler spray operates when air temperature exceeds this temperature. ● Off Value - The intercooler spray stops when air temperature falls below this temperature.
Intercooler spray advanced The advanced intercooler spray requires the “intercooler spray input” to be setup and enabled. All of the conditions in the intercooler spray advanced page must be met for the output to switch on. This output is often used to control a CO2 intercooler cooling kit or even a methanol injection system.
Intercooler spray armed When the “Intercooler Spray Input” is set to a “momentary switch” this output alerts the user to what state the input button is in (this feature is commonly used when connected to the factory mitsibishi evo 9 dash).
MAP Sensor Switch 1-4 MAP Sensor Switch 1 through to MAP Sensor Switch 4 are seperate MAP Sensor Switches that can be used for any generic purpose requiring the switching of an output based on engine Manifold Absolute Pressure. There are 4 sets of settings that correspond to each output. If you configure multiple MAP Sensor Switch 1's, then each will use the settings for MAP Sensor Switch 1. If you want outputs to work on different settings, then choose different switches for each output and configure each correspond set of On/Off values. ● On Value - The MAP Sensor Switch output operates when Manifold Pressure exceeds this pressure. ● Off Value - The MAP Sensor Switch output stops when Manifold Pressure falls below this pressure.
Nitrous Activation Signal This function controls the operation of a NOS system. It does not control the delivery of the Nitrous Oxide, but simply turns the system on or off in certain conditions, a relay is required to trigger the NOS solenoids. The ECU output is used to trigger the relay only. The NOS system must control the delivery of the nitrous oxide and must also provide extra fuel delivery. A switch connected to the Input enables the function. Once enabled, if all the conditions stated below are met, the NOS system will be activated. The NOS Switch Input Function must be configures for NOS Activation to operate.
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Digital Pulsed Outputs
There are eight adjustable parameters in the nitrous activation setup: ● Maximum Load - If the load exceeds this value, the NOS system will be turned off. This is used for turbo engines where the NOS system is used to help boost the turbo. Once on boost, the NOS can be turned off. Normally aspirated engines, on the other hand, can use NOS at full load, in this case the max load value should be set to 150kpa (ie the nitrous is always enabled). The max load value is an absolute pressure value in kpa. ● Maximum Load - Load must exceed this value before NOS output will be allowed. ● Maximum RPM - If RPM exceeds this value the NOS output will be switched off. ● Minimum RPM - If the RPM is below this value the NOS system will not be activated. ● Minimum Throttle - The NOS system will be turned on above this value. ● Minimum Coolant Temp - The NOS system will not be activated unless the engine coolant temperature is above this value. ● Minimum Time – Engine running time after which NOS can be activated. ● Fuel Enrichment Amount - The percentage of fuel enrichment when NOS is activated. This is only a minor correction to the mixtures in case there is a minor lean out. You must supply sufficient fuel for the NOS system by other means to ensure that you have sufficient fuel. ● Ignition Retard - Amount of ignition retard when NOS is active.
Road Speed Switch 1 - 4 Road Speed Switch 1 through to Road Speed Switch 4 are seperate Road Speed Switches that can be used for any generic purpose requiring the switching of an output based on Road Speed. There are 4 sets of settings that correspond to each output. If you configure multiple Road Speed Switch 1's, then each will use the settings for Road Speed Switch 1. If you want outputs to work on different settings, then choose different switches for each output and configure each correspond set of On/Off values. ● On Value - The Road Speed Switch output operates when Road Speed exceeds this speed. ● Off Value - The Road Speed Switch output stops when Road Speed falls below this speed.
RPM Switch 1 - 4 RPM Switch 1 through to RPM Switch 4 are seperate RPM Switches that can be used for any generic purpose requiring the switching of an output based on engine RPM. There are 4 sets of settings that correspond to each output. If you configure multiple RPM Switch 1's, then each will use the settings for RPM Switch 1. If you want outputs to work on different settings, then choose different switches for each output and configure each correspond set of On/Off values. ● On Value - The RPM Switch output operates when engine speed exceeds this RPM. ● Off Value - The RPM Switch output stops when engine speed falls below this RPM.
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Digital Pulsed Outputs
Shift Light 1 - 3 Shift Light 1 through to Shift Light 3 are seperate Shift Lights that can be used to indicate various shift points at different engine speeds. If you configure multiple Shift Light 1's, then each will use the settings for Shift Light 1. If you want outputs to work on different settings, then choose different switches for each output and configure each correspond set of On/Off values. ● On Value - The Shift Light output operates when engine speed exceeds this RPM. ● Off Value - The Shift Light output stops when engine speed falls below this RPM.
Staging Signal This function uses an output to indicate when the engine is in the staging section of map, i.e.. When the load has increased beyond the Staging Load Bar in the Fuel Setup page. There are no parameters to setup for this output. This output will not activate if staged fuel is not enabled.
Note: The staging signal does not pulse with the other injectors. It switches on and stays activated while the load is above the staging point. The pulsed outputs can be configured using the Extra Injector output type.
Stall Saver A solenoid air valve in the manifold may be used to allow extra air into the engine during cranking or extremely low rpm. This can aid in starting the engine, or in preventing it from stalling if engine revs drop too low. If the solenoid air valve is too large, the engine may stall because of its opening. The valve should be of appropriate size to increase the idle speed by several hundred rpm. Wire the solenoid through the output connector. There is only one parameter to be set with this function. ● On Value - This is the rpm below which the valve will be opened. The default setting for this parameter is 500rpm.
Tacho Output The tacho output can be used to drive electronically controlled tachometers. The duty cycle of the waveform is fixed with a varying frequency that changes according to the RPM. ● Tacho Duty - Duty cycle used to drive the tachometer. ● Tacho Pulses Per Cycle - The number of pulses per engine cycle (720 degrees in a 4 stroke cycle) that the tachometer expects. Most tachometers expect a pulse for each cylinder, so this value is often the number of cylinders that the engine has. PWM output #1 is suggested to be used as the tacho output as PWM 1 is the only output that has a programmable signal pullup required for some factory tachometers. The PWM 1 “pullup” controls the voltage level of the ouput signal, ie enabling the 12v pullup outputs a 0-12V square wave, the 8V pullup outputs a 0-8V square wave etc.
Test The test output is used to fault find wiring to test if an output is properly connected. The test output allows the user to control the output in real time from the front end at the touch of a keystroke.
Thermofan 1 & 2(PWM) The Thermofan (PWM) output function is used on certain thermal cooling fans that have intelligent control logic built into their controller. Thermofans such these will vary their fan speed based on engine temperature, generally as the engine temperature increases so does the fan speed. This type of thermo fan control is often controlled by intelligent relay circuitry. The control output from the ECU varies output duty cycle with temperature, this in turn varies the speed of the fan. This form of fan control is found in some late model vehicles including some Mitsibishi Lancer EVOs.
Thermofan 1&2 (Switch) The thermo fan output function is used to run thermal cooling fans that circulate air through your radiator when coolant temperatures exceed the programmed value. You can setup more than one thermofan on separate outputs.
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Digital Pulsed Outputs
After selecting the Thermofan option, the temperatures must be programmed to select when the fan turns on and off. When wiring up a thermofan please use a relay to switch the fan power as the ECU itself if not capable of running the fan. The ECU output is only rated to switch a relay on and not the high current required by the fan itself. ● On Value - Thermo fan turns on at this temperature ● Off Value - Thermo fan turns off at this temperature. Must be set lower than the On Value. ● Auto Activate with A/C – When an input is correctly configured as A/C Request, the thermofan can also be automatically be activated and deactivaed when the Air Conditioning is switched on and off.
Torque Converter Lockup Control (TCC) This function controls the clutch lockup solenoid on automatic transmissions that support this feature. Locking the torque converter reduces the amount of energy lost through the transmission, providing better fuel economy. The solenoid activates whenever the road speed is greater than a programmed value for a given throttle position. With the default settings, the solenoid will only activate if the engine temperature is higher than 46°C (118°F), and will be disengaged if the throttle position exceeds 70% or road speed falls below 64kph. The TCC function also provides for a 4th gear/transmission over-temperature switch input. This signal indicates that the transmission is hot, and engaged in top gear. When this is the case, the lockup solenoid is activated regardless of road speed whenever the throttle is more than 4% opened.
To use the TCC function, you must have the following: A square wave signal road speed indicator whose frequency is proportional to road speed. (This may require a reluctor adaptor for signal conditioning.) Access to the wiring of the torque converter lockup solenoid and 4th gear/over-temp switch Wire the TCC solenoid to the appropriate output line on the output connector, and, if it is available, the 4th gear/over-temp signal to the appropriately configured Input. The 4th gear/over-temp signal must be a pull to ground style signal. To determine vehicle speed, a square wave signal must be applied to the road speed input connector. This connector possesses ground and 12 volt signals for powering a Hall effect or optical sensor. A magnetic or reluctor type signal is incompatible, and you will need to convert the output from this style of pickup to a square wave. Once the wiring is complete, the Road Speed Input must be setup and calibrated. ● Road Speed - The TCC output activates when the road speed exceeds this value. ● TPS - The TCC output activates when the TPS is less than this value. ● Coolant Temp - The TCC output activates when the coolant temperature exceeds this value. When all the above conditions are met, the TCC output activates and locks the torque converter. It is advisable to never engage the lockup below 60 kph (40 mph).
TPS Switch 1 - 4 TPS Switch 1 through to TPS Switch 4 are seperate TPS Switches that can be used for any generic purpose requiring the switching of an output based on TPS. There are 4 sets of settings that correspond to each output. If you configure multiple TPS Switch 1's, then each will use the settings for TPS Switch 1. If you want outputs to work on different settings, then choose different switches for each output and configure each correspond set of On/Off values. ● On Value - The TPS Switch output operates when throttle position exceeds this value. ● Off Value - The TPS Switch output stops when throttle position falls below this value.
Turbo Timer The turbo timer is used to help cool the turbo bearing by running the engine at idle for a short period after driving. If the car is running off the turbo timer, and the ignition is switch back on, the timer will reset. Care should be taken to make sure the relays are wired correctly, and that an over-ride switch has been fitted to allow the engine to be switched off manually while the turbo timer is active. See the figure below for the correct way to wire this output. The ECU detects if the ignition switch has been turned off via the Turbo Timer Input. This can be setup in the Digital Inputs.
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Digital Pulsed Outputs
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Off Air Temperature - The turbo timer keeps the engine on while the air temperature is above this temperature. Off Coolant Temperature - The turbo timer keeps the engine on while the coolant temperature is above this temperature. Max Time - The turbo timer will turn the engine off when this time is exceeded after the ignition is turned off. Max RPM - The engine speed is limited to this RPM when the turbo timer is operating with the ignition off.
VANOS Advance and VANOS Retard This feature allows the operation of the VANOS variable valve timing system developed by BMW. This feature controls two solenoids on the camshaft. One solenoid advances the camshaft, the other retards the camshaft timing. For control of the VANOS system, two DPO's (Digitial Pulsed Outputs) and two DPI (Digital Pulsed Inputs) must be used for each camshaft controlled. One DPO will control the advance solenoid, the other DPO will control the retard solenoid. One DPI will read the fixed 8 pulse signal (VANOS Ref signal) on the camshaft, the other DPI will read the variable (moving) 8 pulse signal (VANOS Inlet Cam signal) on the camshaft. ● VCT Frequency - The frequency of the VANOS solenoid. ● Deadband - Area around the target cam angle which the controller stops controlling. E.g. target cam angle = 10deg, deadband = 1deg, therefore if the cam angle falls between 9deg and 11deg then the variable cam controller will ignore any changes in cam angle and considered it to be controlled. ● Propional Co-eff - The amount of action that the controller takes proportional to the error. Typically between 10 – 50 depending on how aggressively the system needs to react. ● Minimum Coolant Temp - The temperature at which the VANOS system will begin its operation, below this temperature the camshafts will remain in the fully retarded position.
VTEC This feature allows the operation of the variable valve timing (and lift) associated with some engines where a second cam profile is switched in. This feature acts purely to control a switching solenoid and is not capable of controlling continuously variable valve timing. ● On RPM - The VTEC output activates when the engine speed exceeds this RPM. ● On Load - The VTEC output activates when the engine load exceeds this value. ● Off RPM – The VTEC output de-activates when the engine speed exceeds this RPM ● Off Load – The VTEC output de-activates when the engine load exceeds this value. Both Load and RPM conditions must be met before the VTEC output becomes active.
Water Injection Activation To help improve the detonation resistance of an engine, water injection is sometimes used. The water helps to cool the intake charge and increase the resistance to detonation when it forms a vapour in the combustion chamber. The water injection is activated by the following parameters. ● On RPM - The water injection enables when the engine speed rises above this RPM. ● On Load - The water injection enables when the load rises above this value. ● Air Temp - The water injection enables when the air temperature rises above this temperature. The water injection output activates when all the above parameter conditions are met.
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Inputs Setup
Inputs Setup Return to Contents
Inputs Setup ●
Inputs
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TPS
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MAP Sensor
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Coolant Temp Sensor
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Air Temp Sensor
Analogue Voltage Input Functions
Digital Switched Input Functions
These functions are available only on AVI inputs. ● Boost Trim
These functions are available on AVI, DSI and DPI inputs. ● Air Conditioning Request
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Exhaust Gas Temp Sensor
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Auxiliary Rev Limit
Digital Pulsed Input Functions
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Fuel Pressure Sensor
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Datalog Activation
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Fuel Temp Sensor
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Launch Anti-Lag Switch
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Fuel Trim
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Lock Timing
These functions are available only on DPI inputs. ● Cam Timing Input 1
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Ignition Trim
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Nitrous Enable
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Manual Idle
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Rally Anti-Lag Switch
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Oil Metering Feedback
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Table Selection
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Cam Timing Input 2
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Oil Pressure Sensor
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Test
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Flatshift
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Oil Temp Sensor
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Transmission Overheat
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Vehicle Speed Input 1-4
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O2 Wideband Sensor 1&2
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Turbo Timer Input
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VANOS Inlet Cam Signal
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VANOS Ref Signal
Inputs Types The Inputs page allows various input devices connected to Analog Voltage Inputs (AVI), Digital Switched Inputs (DSI) or Digital Pulsed Inputs (DPI) to be configured for use with the ECU.
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Inputs Setup
Analog Voltage Inputs (AVI) Analog Voltage Inputs accept variable voltage inputs from 0V to 5V. These inputs can also accept switch inputs that change between two different voltage levels. The On Voltage and Off Voltage define what the thresholds are between the On and Off states. The voltage can be viewed as a channel in the software to determine the thresholds for a switched input.
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Inputs Setup
O2 Input The O2 Input is a dedicated input for Exhaust Gas Oxygen Sensors. When using a Narrowband Exhaust Gas Oxygen Sensor, the sensor can be connected directly to this input to measure the 0V to 1V signal from this sensor type. When using a Wideband Exhaust Gas Oxygen Sensor, a seperate Wideband Sensor controller must be used, and the 0V to 5V output from the controller should be connected to this input. When a Wideband Sensor is selected, additional settings appear in a new tab to allow you to calibrate this input voltage against an AFR reading.
Digital Switched Inputs (DSI) Digital Switched Inputs accept switched voltage inputs between 0V and 5V. The Edge Select option allows the active state to be defined. Falling Edge will set the active state when the input is at 0V. Rising Edge will set the active state when the input is a 5V.
Digital Pulsed Inputs (DPI) Digital Pulsed Inputs accept switched voltage inputs and pulsed digital inputs. The inputs logic levels are between 0V to 5V. Similar to the DSI, the Edge Select determines the active state for switch inputs. For pulsed inputs, the Edge Select determines the active edge for measuring timing information from.
Home This setting applies only to vehicles that use the Home signal for both engine synchronisation purposes for fuel and ignition, and for Variable Cam Timing purposes simultaneously. To setup Variable Cam timing on these vehicles, this setting needs to be enabled and set to Home + Cam Timing Input 1. Enabling this input and setting to Home has no effect apart from disabling the Cam Timing Input 1 reference. Do not enable this setting if you are not using Variable Cam Timing or your engine has a seperate cam timing signal for Variable Cam Timing use.
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Inputs Setup
OBPS The OBPS setting is used to configure the On Board Pressure Sensor. Enable this setting if you wish to use this input for either: ● MAP Sensor - This sets up the OBPS to be used as the MAP Sensor source. This must be enabled and set to this value when MAP Source is selected to use the Onboard sensor. ● Barometric Pressure - This sets up the OBPS to be used as the Barometric Pressure source. If you are using an external MAP sensor, then the OBPS is free to be used to read Barometric pressure. The sensor pressure port should be left open to the atmosphere in this case.
TPS The TPS input settings allow you to calibrate and setup the Throttle Position Sensor. ● TPS Calibration ❍ 0% TPS - This is the voltage from the TPS sensor when the TPS is at 0% throttle or fully closed. To calibrate the sensor, leave the throttle fully closed and click the Read Voltage. The voltage can also be directly entered. ❍ 100% TPS - This is the voltage from the TPS sensor when the TPS is at 100% throttle or fully open. To calibrate the sensor, open the throttle wide open and click the Read Voltage. The voltage can also be directly entered. ● TPS Sensor Filter Level - The TPS Sensor Filter Level allows filtering or smoothing of the TPS signal. Increase this number to increase filtering. Be aware that too much filtering can adversely affect features that use the TPS as an input. ● Zero Throttle Threshold - The throttle threshold, below which, certain functions such as Zero Throttle table, Decel Fuel Cut, Idle Control will consider the driver to be 'Off the throttle'. ● Full Throttle Threshold - The throttle threshold, above which, certain functions such Full Throttle table, will consider the throttle to be at 100% throttle.
MAP The MAP input settings allow you to calibrate and setup the Manifold Absolute Pressure sensor.
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Inputs Setup
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MAP Calibration Table - The MAP sensor calibration can be altered when an MAP Source is set to External. To calibrate the sensor, enter sensor voltage vs. pressure values into the table at known points for the sensor. Ensure that your voltage range spans the operating range of the sensor. It is also possible to Save and Load calibrations for sensors. Some Calibration files are provided and can be found in the My Documents/Haltech/Calibrations folder on your PC. MAP Sensor Filter Level - The MAP Sensor Filter Level allows filtering or smoothing of the MAP signal. Increase this number to increase filtering. Be aware that too much filtering can adversely affect features that use the MAP as an input. Display ❍ Display Minimum - The minimum value to display on gauges. ❍ Display Maximum - The maximum value to display on gauges. ❍ Warning Maximum - The threshold where a warning will display on a gauge, when the warning feature is supported. Diagnostics - Diagnostic faults are reported to the ECU Manager software via the MAP Sensor Warning channel and the ECU Diagnostic Light output. ❍ Diagnostics - Enables/Disables the diagnostics feature for this sensor input. ❍ Minimum Voltage - The voltage threshold below which, the sensor is considered to be in a fault condition. ❍ Maximum Voltage - The voltage threshold above which, the sensor is considered to be in a fault condition.
CTS The CTS input settings allow you to calibrate and setup the Coolant Temperature Sensor.
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CTS Calibration Table - To calibrate the sensor, enter sensor voltage vs. temperature values into the table at known points for the
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Inputs Setup
sensor. Ensure that your voltage range spans the operating range of the sensor.
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It is also possible to Save and Load calibrations for sensors. Some Calibration files are provided and can be found in the My Documents/Haltech/Calibrations folder on your PC. Display ❍ Warning Minimum - The threshold below which, a warning will display on a gauge, when the warning feature is supported. ❍ Warning Maximum - The threshold above which, a warning will display on a gauge, when the warning feature is supported. Diagnostics - Diagnostic faults are reported to the ECU Manager software via the Coolant Sensor Warning channel and the ECU Diagnostic Light output. ❍ Diagnostics - Enables/Disables the diagnostics feature for this sensor input. ❍ Minimum Voltage - The voltage threshold below which, the sensor is considered to be in a fault condition. ❍ Maximum Voltage - The voltage threshold above which, the sensor is considered to be in a fault condition. ❍ Out of Range Value - The fall back or 'limp home' value to use when the senor is considered to be in a fault condition.
ATS The ATS input settings allow you to calibrate and setup the intake Air Temperature Sensor.
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ATS Calibration Table - To calibrate the sensor, enter sensor voltage vs. temperature values into the table at known points for the sensor. Ensure that your voltage range spans the operating range of the sensor. It is also possible to Save and Load calibrations for sensors. Some Calibration files are provided and can be found in the My Documents/Haltech/Calibrations folder on your PC. Display ❍ Warning Maximum - The threshold where a warning will display on a gauge, when the warning feature is supported.
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Inputs Setup ●
Diagnostics - Diagnostic faults are reported to the ECU Manager software via the Air Temperature Sensor Warning channel and the ECU Diagnostic Light output. ❍ Diagnostics - Enables/Disables the diagnostics feature for this sensor input. ❍ Minimum Voltage - The voltage threshold below which, the sensor is considered to be in a fault condition. ❍ Maximum Voltage - The voltage threshold above which, the sensor is considered to be in a fault condition. ❍ Out of Range Value - The fall back or 'limp home' value to use when the senor is considered to be in a fault condition.
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Analog Voltage Input Functions
Analog Voltage Inputs Functions Return to Contents ●
Boost Trim
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Exhaust Gas Temp Sensor
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Fuel Pressure Sensor
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Fuel Temp Sensor
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Fuel Trim
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Ignition Trim
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Manual Idle
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Oil Metering Feedback
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Oil Pressure Sensor
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Oil Temp Sensor
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O2 Wideband Sensor 1&2
Boost Trim With the optional trim module attached to an analogue input, the boost controller can be trimmed to vary the boost level. When using Open Loop Boost control, the wastegate duty cycle can be adjusted with the trim module. With the trim set to minimum, the boost level is restored to standard with the boost solenoid de-activated. As the trim is increased to maximum, the programmed boost from the maps is used to control boost. When using Closed Loop Boost control, the target boost level is adjusted according to the trim. With the trim set to minimum, the boost target is set to zero boost. Your turbo will then operate off the minimum pressure as defined by the wastegate spring. When set to 100% trim, the boost target will be targeted at 100% of the value programmed in your Target Boost table.
Exhaust Gas Temp Sensor This input allows an Exhaust Gas Temperature input to be measured by the ECU. This input requires the EGT thermocouple to be amplified externally (EGTs and amplifiers can be purchased through Haltech). EGT can then be used to trim fueling requirements through the fuel correction maps.
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Analog Voltage Input Functions
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EGT Calibration Table - To calibrate the sensor, enter sensor voltage vs. temperature values into the table at known points for the sensor. Ensure that your voltage range spans the operating range of the sensor. It is also possible to Save and Load calibrations for sensors. Some Calibration files are provided and can be found in the My Documents/Haltech/Calibrations folder on your PC. Display ❍ Display Minimum - The minimum value to display on gauges. ❍ Display Maximum - The maximum value to display on gauges. ❍ Warning Minimum - The threshold below which, a warning will display on a gauge, when the warning feature is supported. ❍ Warning Maximum - The threshold where a warning will display on a gauge, when the warning feature is supported.
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Analog Voltage Input Functions ●
Diagnostics ❍ Diagnostics - Enables/Disables the diagnostics feature for this sensor input. ❍ Minimum Voltage - The voltage threshold below which, the sensor is considered to be in a fault condition. ❍ Maximum Voltage - The voltage threshold above which, the sensor is considered to be in a fault condition. ❍ Out of Range Value - The fall back or 'limp home' value to use when the senor is considered to be in a fault condition.
Fuel Pressure Sensor This input allows the ECU to measure fuel pressure.
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Analog Voltage Input Functions ●
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Fuel Pressure Calibration Table - To calibrate the sensor, enter sensor voltage vs. pressure values into the table at known points for the sensor. Ensure that your voltage range spans the operating range of the sensor. It is also possible to Save and Load calibrations for sensors. Some Calibration files are provided and can be found in the My Documents/Haltech/Calibrations folder on your PC. Display ❍ Warning Minimum - The threshold below which, a warning will display on a gauge, when the warning feature is supported. ❍ Warning Maximum - The threshold where a warning will display on a gauge, when the warning feature is supported. Diagnostics ❍ Diagnostics - Enables/Disables the diagnostics feature for this sensor input. ❍ Minimum Voltage - The voltage threshold below which, the sensor is considered to be in a fault condition. ❍ Maximum Voltage - The voltage threshold above which, the sensor is considered to be in a fault condition.
Fuel Temp Sensor This input allows the ECU to measure fuel temperature.
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Analog Voltage Input Functions
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Fuel Temp Calibration Table - To calibrate the sensor, enter sensor voltage vs. temperature values into the table at known points for the sensor. Ensure that your voltage range spans the operating range of the sensor. It is also possible to Save and Load calibrations for sensors. Some Calibration files are provided and can be found in the My Documents/Haltech/Calibrations folder on your PC. Display ❍ Warning Minimum - The threshold below which, a warning will display on a gauge, when the warning feature is supported. ❍ Warning Maximum - The threshold where a warning will display on a gauge, when the warning feature is supported. Diagnostics ❍ Diagnostics - Enables/Disables the diagnostics feature for this sensor input.
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Analog Voltage Input Functions ❍
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Minimum Voltage - The voltage threshold below which, the sensor is considered to be in a fault condition. Maximum Voltage - The voltage threshold above which, the sensor is considered to be in a fault condition. Out of Range Value - The fall back or 'limp home' value to use when the senor is considered to be in a fault condition.
Fuel Trim With the optional trim module attached to an analogue input, the injection times can be adjusted with the trim module. Typically the trim module is used when firing up engines for the first time to make quick adjustments to fuel. When the trim is centred, the amount of correction is 0%. When the trim is wound to the left, it will be at the most negative correction. When wound to the right, it will be at the maximum positive correction. The setup tab allows you set the Maximum Trim percentage.
Ignition Trim With the optional trim module attached to an analogue input, the ignition timing can be adjusted with the trim module. When the trim is centred, the amount of correction is 0°. When the trim is wound to the left, it will be at the most negative correction. When wound to the right, it will be at the maximum positive correction. The setup tab allows you set the Maximum Trim percentage.
Manual Idle When the Manual Idle input is setup, the manual idle control will override the ECU's idle controller. With the optional trim module attached to this analogue input, the idle control output can be controlled by this trim. With the trim set to minimum, the stepper motor will position itself according to the position described by Min Stepper Open Position in the idle control panel. The maximum position will be the minimum position plus the Stepper Motor Range.
Oil Metering Feedback This output is used exclusively for rotary engines that have an oil-metering pump for lubrication of the rotor. The oil-metering pump has a position sensor that is connected to this analogue input for feedback on its position. The Feedback Min must be set with the minimum voltage from the analogue input when the stepper motor is in the most closed position. The Feedback Max value must be set with the largest voltage value from the analogue input when the stepper motor is in the most open position.
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Analog Voltage Input Functions
Oil Pressure Sensor This input allows the ECU to measure oil pressure.
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Oil Pressure Calibration Table - To calibrate the sensor, enter sensor voltage vs. pressure values into the table at known points for the sensor. Ensure that your voltage range spans the operating range of the sensor. It is also possible to Save and Load calibrations for sensors. Some Calibration files are provided and can be found in the My Documents/Haltech/Calibrations folder on your PC. Display ❍ Warning Minimum - The threshold below which, a warning will display on a gauge, when the warning feature is supported.
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Analog Voltage Input Functions
Warning Maximum - The threshold where a warning will display on a gauge, when the warning feature is supported. Diagnostics ❍ Diagnostics - Enables/Disables the diagnostics feature for this sensor input. ❍ Minimum Voltage - The voltage threshold below which, the sensor is considered to be in a fault condition. ❍ Maximum Voltage - The voltage threshold above which, the sensor is considered to be in a fault condition. ❍
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Oil Temp Sensor This input allows the ECU to measure oil temperature.
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Analog Voltage Input Functions ●
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Fuel Temp Calibration Table - To calibrate the sensor, enter sensor voltage vs. temperature values into the table at known points for the sensor. Ensure that your voltage range spans the operating range of the sensor. It is also possible to Save and Load calibrations for sensors. Some Calibration files are provided and can be found in the My Documents/Haltech/Calibrations folder on your PC. Display ❍ Warning Minimum - The threshold below which, a warning will display on a gauge, when the warning feature is supported. ❍ Warning Maximum - The threshold where a warning will display on a gauge, when the warning feature is supported. Diagnostics ❍ Diagnostics - Enables/Disables the diagnostics feature for this sensor input. ❍ Minimum Voltage - The voltage threshold below which, the sensor is considered to be in a fault condition. ❍ Maximum Voltage - The voltage threshold above which, the sensor is considered to be in a fault condition. ❍ Out of Range Value - The fall back or 'limp home' value to use when the senor is considered to be in a fault condition.
O2 Wideband Sensor 1 & 2 With the 5V output from a wide band A/F meter attached to this input, the A/F ratios can be viewed and data logged against the other engine parameters to aid in tuning and verification of the maps. See O2 Input section in Inputs Setup.
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Digital Switched Input Functions
Digital Switched Input Functions Return to Contents ●
Air Conditioning Request
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Auxiliary Rev Limit
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Datalog Activation
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Launch Anti-Lag Switch
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Lock Timing
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Nitrous Enable
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Rally Anti-Lag Switch
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Table Selection
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Test
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Transmission Overheat
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Turbo Timer Input
Digital Switch Input types are inputs that toggle between two states of low(0V) and high(5V) voltage to describe the state of a switch or sensor.
Air Conditioning Request The ECU can intercept the air conditioning control to control when it is allowed to operate and to allow for any idle up requirements when air conditioning loads the engine. This input is connected to the switch that request air-conditioning function, or the output from the air conditioner thermostat control box, depending on the required function. See Outputs section for details on how to setup air conditioning control.
Auxiliary Rev Limit To help some cars ‘launch’ from a standing start, an auxiliary rev limit can be set via an external input. This limits the power available from the engine that helps to minimise wheel spin. Typically, the auxiliary rev limit is set when the car is stationary and the engine is revved up to that limit. When the clutch is released, then car is moved using only the limited engine power until sufficient traction is gained, at which time the auxiliary rev limit is released. ● RPM Limit - The engine speed of the auxiliary rev limit. ● Type - Selects the method by which the engine speed is controlled.
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Digital Switched Input Functions
Datalog activation To activate on board datalogging the channels need to be setup in the datalogging setup menu and the input needs to be enabled. When the input is grounded on-board datalogging is activated.
Launch Anti-Lag Switch When Anti-Lag Launch Control is enabled in the Advanced Setup this input needs to be setup. See Anti-Lag Launch Control section for more details of setting up antilag launch mode.
Lock Timing This input function allows the enabling of Lock Timing via an input. This can be used as a diagnostic feature to check base timing similar to factory ECU's which allow a locked timing by grounding an input.
Nitrous Enable If the nitrous activation system requires an external input to arm the system, then select this function on the digital inputs. See tuning section for details on how to setup nitrous control.
Rally Anti-Lag Switch When Rally Anti-Lag is selected and the Switch activation method is selected, then this input needs to be setup. See Rally Anti-Lag section for more details of setting up and tuning Rally Anti-lag mode.
Table Selection The ECU has two sets of separate fuel and ignition tables that can be programmed. These can be tuned differently for different fuels or different conditions. E.g. Use fuel/ignition tables 1 for pump fuel and use fuel/ignition tables 2 for racing fuel. The Dual Tables configuration defines which tables are switched.
Test The Test input is provided as a diagnostic tool to test the input. When configured, the state of the input will be reported via the data channel for the given input.
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Digital Switched Input Functions
Transmission Overheat Some factory vehicles are fitted with a transmission overheat switch that alerts the user to the fact that the transmission temperature is high. When using Torque Convertor Lockup control and an overheat condition is detected via this input, the Torque Convertor Lockup control will alter its strategy to lockup the torque convertor more aggressively to reduce heat.
Turbo Timer Input When turbo timer is setup, the ECU requires an input to determine when the ignition is turned off to start the turbo timer. See auxilary output options section on the Turbo Timer output for more details on how to wire the turbo timer system.
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Digital Pulsed Input Functions
Digital Pulsed Input Functions Return to Contents ●
Cam Timing Input 1
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Cam Timing Input 2
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Flatshift
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Vehicle Speed Input 1-4
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VANOS Inlet Cam Signal
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VANOS Ref Signal
Cam Timing Input 1 Continuous variable cam timing generally requires two camshaft inputs, one input is a static input that does not vary with camshaft position (this input is wired to the ECU home input). The other input measures the camshafts true position and therefore varies as the camshaft position is changed, this signal is the VCT input and is required to be a digital 0-5V square wave pulse signal. If the factory sensor is a reluctor style sensor (sine wave) an external reluctor adaptor such as the haltech RA10 is required. ● Offset Angle - The angle between the reference signal from the stationary cam position to the pulse from the Cam Timing Input signal. See Cam Control Tuning for details on setting this value. ● ● ●
Minimum Angle - The minimum cam angle. Maximum Angle - The maximum cam angle. Filter Start RPM - The engine speed at which additional filtering is applied to smooth the cam angle measurement.
Cam Timing Input 2 This is the second cam timing input channel. This is used where two intake cams are controlled. See Cam Timing Input 1 for settings.
Flatshift With this input setup on a clutch activated switch the ECU will retard timing preventing the engine from accellerating at its normal rate. This allows for the driver to remain at full throttle without over-revving the engine. ● Type - Choose the method used to limit engine speed. ❍ Retard - Retards ignition timing
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Digital Pulsed Input Functions
Fuel Cut - Stops injection pulses ❍ Ignition Cut - Stops ignition pulses ❍ Cut Both - Stop injection and ignition pulses Retard Amount - Amount of ignition timing to retard when active. Timer - The duration that the flat shift condition is applied after activation. ❍
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Vehicle Speed Input 1-4 To detect the speed at which the vehicle is travelling, connect a square wave pulse signal to this input that has a frequency that is proportional to speed of the vehicle.
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Road Speed x - This is the calibration for this vehicle speed input in pulses per km. A common setting is 2450 pulses/km. Gear Ratios - To use features that require gear selection as an input, calibrate each gear in km/h per 1000rpm. You must have a working vehicle speed reading for this feature to operate correctly.
VANOS Inlet Cam Signal The VANOS Inlet Cam digital timed input can be connected to read the variable (moving) 8 pulse signal on the camshaft of a VANOS equipped engine. ● Offset Angle - The angle between the VANOS Ref Signal and the VANOS Inlet Cam Signal. The Offset Angle for VANOS cam control can be setup in a similar manner to other types of cam control. See Cam Control Tuning for details on setting this value.
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Digital Pulsed Input Functions
VANOS Ref Signal For control of BMW's VANOS system two signal inputs are required. The VANOS ref signal reads the fixed 8 pulse signal on the camshaft.
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Starting Your Engine
Starting Your Engine Return to Contents
Disconnect Ignition To avoid damaging ignition components, ensure that you disconnect your ignition modules before power up for the first time, especially if the ECU is not yet configured for your particular engine and ignition system. Do not connect injectors or ignition modules until the ECU is configured, otherwise damage may result.
Disable Injectors To avoid accumulating unburnt fuel in your engine, make sure you disable or disconnect your injectors before you crank the engine when setting up.
Priming the Oil System If your engine is a freshly built engine, make sure that you prime the engine oil system by cranking it with no spark plugs and the injectors disconnected. Crank until the engine oil pressure turns off any warning lights and oil pressure gauges (if fitted) read sufficient oil pressure.
Check Power and GND and Communications Leaving your ignition modules and injectors disconnected, power up the ECU by turning on the vehicle's Ignition power. Check that the ECU is powered up and that you are able to communicate with the ECU using a laptop running ECU Manager software. If you have not configured your ECU by this point, then now is the time to complete this before proceeding any further.
Check Sensors Once you can go Online with the ECU Manager Software, the next step is to check the various sensors connected. â&#x2014;? The easiest to check is the TPS. Move the throttle and check for movement of the TPS signal. Take the oppoortunity to calibrate your TPS sensor now if it is not calibrated. â&#x2014;? If you are using a MAP sensor, then check that the MAP sensor is reading near atmospheric pressure (ignition on, engine not running at this point). file:///C|/Help-en/Sport/starting_your_engine.html (1 of 2) [4/7/2009 11:04:33 AM]
Starting Your Engine
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Check Coolant Temp is close to what you would estimate. Check Air Temp is close to what you would estimate. Check that the fuel pump primes upon powering on.
Checking Crank & Cam Angle Sensors Check for RPM. With your trigger set-up correctly, cranking the engine should produce an RPM figure in the 80 – 300 RPM range depending on your engine. Make sure that the RPM reading is stable while cranking. If the RPM signal shows “0” or the signal is erratic check the wiring for the trigger is correct.
Calibrating Ignition Timing Now is the time to triple-check your ignition settings in the software. If the settings are correct, turn off power to your ignition system and connect your ignition system to the ECU. It is a good idea to check your ignition coil temperatures periodically on a newly wired system. If you find that a coil is getting hot, then turn off the ignition power immediately and double check your wiring and ignition settings. Setup the ignition lock timing to a value that corresponds to an easy to read timing mark on your crank pulley. Select a value that will allow you to easily start the engine too. Typically, engines will be clearly marked at 10 degrees BTDC, which will also allow for easy starting. Your injectors should still be disabled at this point. Crank your engine while someone is watching the timing with a timing light. Check for consistent ignition pulses while watching what engine position the spark occurs. Adjust the Trigger Angle and/or Tooth Offset to adjust the timing to correspond to the Lock Timing value that you have set. Typically you should select a tooth offset that gives you a trigger angle between 50-100 degrees. See Calibrating Ignition Timing for more details. Once this is set, your ECU is now calibrated for ignition timing. Using the timing light, attach to each spark lead and check that every spark plug is firing a spark.
Enabling Injectors With the ignition system now calibrated and firing, enable (and connect if disconnected) the fuel injectors. If you have purchased the optional trim module, now is a good time to setup the trim module to allow you to trim fuel (See Analogue Voltage Inputs setup for Trim Modules). With fuel enabled, crank your engine and adjust fuel until the engine starts. Adjust your fuel trim and fuel maps at the idle range and load until the engine idles smoothly. Typical engine idle RPM will be 1000 RPM at about –60 to –80 kPa of vacuum. Check that your ignition timing is still accurate and firing at the angle that is set in the Lock Timing parameter. You are now ready to tune your engine. Proceed to the Tuning Guide. If your engine fails to start, check the troubleshooting guide.
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Tuning Guide
Tuning Guide Return to Contents ●
Tuning Fuel Tables
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Tuning I/O Settings and Tables
Introduction Before you begin this section of the manual, make sure that you are able to start your engine and achieve a steady idle. This section of the manual will guide you through the tuning of your fuel, ignition and correction maps for your vehicle. This Tuning Guide assumes basic knowledge of engine management concepts with regard to injectors, ignition coils, crank & cam sensors and various other engine management sensors.
What are tables? The injection times needed by the engine at different conditions are stored by the ECU in a table of numbers called a look-up table. The ECU determines the engine's load and speed, and uses these two parameters as an index to the table. This table is called the Base Fuel table. Example: At an engine speed of 4000 rpm and at –20kPa, the relevant number in the table may be 4.35. If the engine approximates -20kPa at 4000 rpm, then the computer will extract the value of 4.35ms from the table as the base injection time. This value is then adjusted to compensate for numerous conditions, such as temperature. The ECU then holds the injectors open for that time on the next injection. The Ignition Tables work in a similar way, except that it is the ignition advance that is stored in the look-up table instead of the injection time.
Mapping an Engine Mapping the engine involves filling the look-up tables with the correct values for your engine. The tables are calibrated for an engine by adjusting the values of the cells within the tables.
WARNING
Driving a vehicle over time, on poorly tuned maps can lead to engine damage over that period. In order to ensure that your fuel maps are correct, a wide-band Air/Fuel ratio meter must be used at some stage to measure the Air/Fuel ratio over all engine loads and speeds at which you intend to operate the vehicle.
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Tuning Guide
Using ECU Manager Software The Sport Series ECU guide only cover's the tuning of tables related to this particular ECU. The ECU Manager software supports several product ranges. Please refer to the ECU Manager user guide for information on using the ECU Manager software.
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Tuning Fuel
Tuning Fuel Return to Contents ●
Tuning Summary ❍
Tuning for Idle
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Tuning with No Load
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Applying Load to the Engine
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Fine Tuning the Engine
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Quicktune Feature
WARNING
Driving a vehicle over time, on poorly tuned maps can lead to engine damage over that period. In order to ensure that your fuel maps are correct, a wide-band Air/Fuel ratio meter must be used at some stage to measure the Air/Fuel ratio over all engine loads and speeds at which you intend to operate the vehicle.
Fuel Maps The ECU has two base fuel maps from which the injection is calculated (Fuel Base and Fuel Base 2). These maps contain the base injection time for the given load and RPM at which the engine is operating. The base fuel map has the greatest influence on the air/fuel (A/F) mixtures. The base map that is used can be selected from the Advanced Setup->Dual Tables tab. The selection can also be made from an Digital Switch Input. See Table Selection for details on setting up Table Selection using a Digital Switched Input.
Tuning Summary To tune your base fuel tables: ● Setup your A/F ratio measuring equipment to measure the A/F for the engine that is to be tuned. Check which base fuel map is used and select the appropriate map in the ECU Manager software to tune. Ensure that all correction maps such as coolant temp and air temp corrections are turned off or set to zero correction at this stage. ● Confirm base timing is correct with timing light (for more information see Calibrating Ignition Timing). Ensure that the ignition timing is set conservatively to ensure that detonation doesn't occur if a momentary lean condition is experienced. ● Warm the engine up to operating temperature. ● Check your Injection Angle and adjust for smoothest idle. Typical angles are around 400° BTDC. ● Adjust the idle control or throttle stops to enable the engine to idle at the desired engine speed. ● Tuning for Idle - While watching the A/F meter, adjust your idle mixtures as close to 14.7:1 AFR whilst ensuring that you can maintain a steady idle without any misfiring. ● While leaving the engine un-loaded, rev the engine in neutral through the rev range over which the engine will be operated. Set all the mixtures close to 14.7:1 in the non-loaded part of the load range. ● With the aid of a dynamometer or an alternative method of applying load, step through the load range for each given RPM range and adjust your A/F ratio to suit. See the following sections for more details on tuning the various ranges of the base maps.
Tuning for Idle The idle mixture is very sensitive to changes in injection time. Idle injection times are usually around 1.5 to 2.5 ms. If the injection time at idle is much lower than this, it may become difficult to set accurate idle and cruise air/fuel ratios. Modern engines with factory cams should idle comfortably at 14.7:1, while older engines or engines with aggressive cams may need to idle richer than 14.7:1. If the engine is hunting at idle, then the mixtures are not stable across the load and RPM that the engine is hunting through. Watch the movement of the table pointer carefully and tune out potential lean spots. If the manifold pressure is fluctuating excessively when using MAP for determining load, then it may be necessary to use the Zero Throttle Map. Keep in mind that MAP will fluctuate as a result of unstable mixtures, so establish which is cause and which is effect before jumping to the
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Tuning Fuel
conclusion that Zero Throttle Table is necessary. Typically, engines with aggressive cams will require Zero Throttle Table to stabilise idle. Remember that the ECU interpolates against both rpm and load. If the engine is idling at 800 rpm, then the injection time is computed as 60% of the value from the 1000 rpm range, and 40% of the value from the 500 rpm range, so both ranges would have to be adjusted to get the correct mixture. Similarly, injection times are interpolated across load cells, so it may be necessary to adjust several cells across the columns to get mixtures close to the desired mixture, then fine tune each cell thereafter.
Tuning With No Load You should also have the engine running at operating temperature before doing any tuning of the base maps. Go to the Engine Data Page at this point and check all the sensor inputs are reading correctly, and that the temperatures have stabilised before continuing. Using the throttle only, increase the engine speed to the value of the first RPM row above idle. This is typically 1000 rpm. If the engine is at exactly 1000 rpm then only that range needs to be adjusted. Adjust for a stoichimetric mixture, or the closest to stoichiometric as possible with the engine running smoothly and without misfire. Repeat for each RPM row, 1500, 2000, 2500, 3000 rpm etc. The engine should now start and free rev cleanly with slow throttle applications. While free revving at higher engine speeds, check the engine speed on the computer. If it becomes erratic, or fails to follow the actual engine speed correctly, check the Trigger Edge.
Applying Load to the Engine WARNING
To avoid engine damage, an engine should always be tuned rich then slowly leaned out until the desired AFR is reached. Always ensure that an engine is in good condition before performing any tuning. Watch coolant temperatures closely during any tuning session as engines are operating under high load. If any signs of detonation is detected, then reduce load (close the throttle) immediately. If mixtures become very lean under load, then reduce load immediately and correct the fuel tables before apply load again. Once the engine has been tuned properly for no load conditions it is possible to begin loading the engine. The best method of applying load to the engine is using a dynamometer. Whether the vehicle is on a chassis dyno, or the engine on an engine dyno, the principles of programming the Haltech ECU are the same. Take the engine rpm up to an RPM range in the table. For this example, we will use 1000rpm. Apply partial load and adjust the cells at the given load in the 1000 rpm range. The load is held at -30kPa in the example below.
Return the engine to idle. The idle load at 1000rpm should already be tuned to the correct mixture. If not, then go back to Tuning with No Load before proceeding.
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Tuning Fuel
We can now linearise between the two tuned points. Select between the newly tuned point (-30kPa) and the already tuned idle point (-60kPa), and linearise the cells in between.
This provides an approximation for all the cells in between. These cells need to be checked, but tuning each cell individually is not practical if dyno time is limited, and would also add unecessary wear and tear on the engine being tuned. Continue, adding more load, up to the full load column. Each time you tune a point, linearise the points in between the tuned cells. Ramp the engine through these points and increase any areas where the engine runs leaner than the desired AFR. As a general rule, your injection time should increase with increasing load. When you have tuned a cell, check that the cells to the right with higher load, have a value at least as high as the newly tuned cell. This will help ensure that when you venture into the new parts of the table, that the mixtures start out rich. A similar rule can be applied to RPM when as the engine becomes more efficient, it will want more fuel as RPM increases. This trend will not be sustained over the whole RPM range, but if you use this rule, it will help ensure that the un-tuned parts of the map are too rich which is safer than too lean. Take extra care in forced induction applications where the increase in fuel might increase at a rate that is much sharper than a linear rate. In those cases, keep the load points closer together, so that you do not linearise over a wide span of loads. This method should produce a fairly good approximation to the required curve. Repeat this for the the remaining engine speed ranges, e.g. 1500 range, 2000, 2500 etc. The engine should be fairly drivable at this point.
Note: Despite the fact that the Haltech ECU is a true real-time programmable device, it is good practice to not hold the engine at high load at high RPM for longer than necessary to check the mixtures. When you approach full load at the midrange and high engine speeds, its good practice to apply the load and watch the mixture. Then un-load the engine while making adjustments in the software, then re-apply load to check the mixture with the new changes. This will keep engine stress and heat to a minimum.
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Tuning Fuel
Fine Tuning the Engine When the dyno tuning is complete, it may still be necessary to make some minor adjustments to make the engine pleasant to drive on the road in real world conditions. When fine-tuning the engine for the road, the same principles apply to all engines. Under full load at all rpm the fuel mixture should be richer than stoichiometric. ● On naturally aspirated cars, an air to fuel ratio of around 12.5:1 to 13.5:1 is usually best. ● On forced induction vehicles (turbo or supercharged), the air to fuel ratio may go as rich as 10.5 but should not be leaner than approximately 12.5. Forced induction vehicles may make more power with leaner mixtures, but the excessive combustion chamber heat may cause damage to engine components. When cruising (light to medium load) the mixture should be as close to stoichiometric (best mixture) as possible and decelerating conditions may allow the engine to be run lean to save fuel. This will result in a particular shape for the map. Note: All maps for all engines should be relatively smooth. A map with a "lumpy" curve is most likely wrong. If, when you have finished tuning, the map does have sharp steps in it.
Quicktune Feature The Haltech Quicktune feature is a feature that helps to automate the tuning process by performing the comparison between target AFR and measured AFR, and then performing the appropriate injection time adjustment. The Haltech Quicktune feature can be used only if the ECU has a calibrated wideband O2 Sensor input setup. The calibrated wideband O2 input will be the output of an external wideband O2 sensor product such as the Haltech wideband O2 controller. Other wideband controllers that have a 0-5V calibrated output are also acceptable. The INNOVATE, FJO, AFX, M&W Ignitions, TECH-EDGE and many other Wideband O2 controllers have this capability. Once an auxilary input has been correctly setup and calibrated with a wideband O2 sensor input (go to the setup menu -> sensor setup -> calibrate sensors -> wideband O2 controoler, to adjust the wireband O2 sensor calibration) the target air to fuel ratio table can be setup. This table is found in the ECU Navigator tree, under :
With a correctly configured wideband O2 sensor input and the target AFR map set to the desired air to fuel ratio the quicktune feature is ready to be used. To use the quicktune feature, select the fuel base table that you wish to tune. With the fuel table selected pressing the “Q” key on the keyboard activates quicktune and adjusts the fuel map value for the current load point the engine is operating at. The ECU compares the actual AFR as measured by the wideband O2 sensor to the desired AFR as set in the target AFR map. The ratio of these values is used to increase or decrease injection time by an amount proportional to the difference in AFR's. It is important to note that when the Q button is pressed the ECU only makes an adjustment to the load and RPM point the engine is actually operating at regardless of the number of mapping points you may have selected. For this reason best results are achieved when the RPM and load points are in the middle of a map cell when the Q key is pressed. Tapping the Q button multiple times in quick succession will yield poor results as the system will apply multiple corrections before the first changes are relayed through to the wideband O2 sensor. Instead, to reach your target AFR as quick as possible, hold the load and rpm as close to the centre of the targeted cell as possible and press Q, then wait for the measured AFR to stabilise to the new AFR before pressing Q again. The Quicktune function is limited to ±30% of change for a single key press. Pressing the 'W' key copies the calculated quicktune inhjection value into the next load cell to the right of the current load cell and the same two corresponding cells in the next RPM range.
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Tuning Fuel
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Tuning Ignition
Tuning Ignition Return to Contents
WARNING
Driving a vehicle on poorly tuned maps can lead to engine damage over that period. Before adjusting ignition, ensure that your fuel maps provide a safe operating Air/Fuel ratio. When adjusting ignition, always ensure that the engine does not detonate or ping. Always begin ignition tuning with lower than expected ignition timing values in the table and slowly increase them to the desired timing.
Ignition Maps The ECU has two base ignition maps from which the ignition advance angle is calculated. These tables define the base ignition timing for the given load and RPM at which the engine is operating. The default ignition map that is used can be selected from the Advanced Setup->Dual Tables tab. The selection can also be made from an Digital Switch Input. See Table Selection for details on setting up Table Selection using a Digital Switched Input.
Tuning Ignition Make sure that your base fuel maps are fully tuned before attempting any mapping of ignition advance. Incorrect fuel requirements can cause pinging or detonation that is unrelated to incorrect or too much ignition advance.
Tuning For Idle Typical idle speeds usually sit between 500 RPM and 1000 RPM. In order to assist the idle control mechanism to achieve a steady engine speed, it is advisable to ensure that the ignition advance at the idle loads between 500 and 1000 RPM are similar if not the same. It can be helpful to actually have the advance of the 500 RPM range to be slightly higher than the advance at 1000 RPM so that as engine speed dips, the increase in ignition advance tries to raise the engine speed. This will help the engine to find a stable equilibrium.
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Tuning Ignition
Applying Load If you have access to a dynamometer, use it to apply load to the engine and increase the advance from a conservative value until peak torque is attained for every load and RPM point.
Note: Avoid sustaining an engine under high load and engine speeds for any length of time. It is good practice when tuning the high load bars to load the engine briefly before backing off and tuning the map while off load, then re-applying the load and comparing. Avoid holding the engine on high load whilst tuning to keep engine stress and heat to a minimum. The process for tuning the load points and RPM ranges are very similar to tuning for fuel. Instead of aiming for good mixtures however, you should be aiming for maximum torque for the given load and engine speed. You will achieve maximum power by aiming for maximum torque at all engine speeds. As a guide, an engine will require less ignition timing with increasing load. It will also accept more ignition timing with increasing engine speed. If you are able to produce peak torque over a range of ignition timing, then always use the minimum amount of timing to achieve that peak torque. Quite often, there will be a reasonable margin between peak torque and detonation. If however, that margin is very narrow, or detonation occurs, then it is always advisable to trade off some torque for more safety margin.
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Tuning Transient Throttle
Tuning Transient Throttle Return to Contents
Transient Throttle Enhance The manifold pressure sensor used with the ECU is very fast. It can respond much faster than is required to track any sudden changes in load on your engine. However, the manifold pressure seen at the sensor input may not change as quickly as what is seen by the inlets to the combustion chamber, due partly to the length of the connecting pipe. This delay can be reduced by keeping the length of vacuum hose between the inlet manifold and the pressure sensor as short as possible. Even with very short vacuum hose lengths there may still be a lag between a transient pressure occurring and the pressure reaching the sensor. Further, when the throttle is cracked open, the sudden change in pressure forces fuel out of atomisation and onto the manifold walls, so it fails to enter the combustion chamber properly atomised, and the engine hesitates. This can be corrected by adjustment of the Transient Throttle Enrichment tables. To overcome any lean out during sudden throttle movement, a Transient Throttle Enrichment function is used to deliver the extra fuel required. Note that throttle response can also be affected by poor manifold design. This will occur if the fuel injectors are poorly positioned and the fuel is wetting down the walls of the inlet manifold rather than remaining as a mist.
Asynchronous vs. Synchronous Enrichment The Transient Throttle Enahncement works by adding additional fuel. It can achieve this by adding: â&#x2014;? Asynchronous Enrichment - Additional injection pulses â&#x2014;? Synchronous Enrichment - Enriching the current fuelling pulses
Delta Load The Delta Load is the change of throttle position over a 10ms time frame. This is the rate of throttle position movement. A fast throttle movement could have a TPS rate of change of 15% this means that in a time frame of 10ms the throttle position moved 15%. A slow throttle movement could have a TPS rate of change of 1%, which means that in a time frame of 10ms the throttle position only moved 1%.
Tuning Transient Throttle Enrichment Settings The Transient Throttle Enrichment can be enabled from the Advanced Setup settings. The explanations of settings can be found in the Advanced Functions section under Transient Throttle.
Tuning The Transient Throttle tables should be set up after the fuel and maps are correctly tuned for steady load running. Attempting to smooth out engine transients before the fuel maps have been optimised for steady state running may become confusing. Also ensure that you have tuned your injection angles for optimum response without any Transient Throttle Enrichment.
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Tuning Transient Throttle
The Transient Throttle Enrichment setup allows the tuning of: ● Enrichment Sensitivity - How much enrichment is needed for a given RPM & Throttle position ● Percentage Async - The balance between Asynchronous and Synchronous enrichment over RPM ● Percentage Enrichment - How much enrichment is needed for a given TPS change, known as Delta Load ● Coolant Temp Correction - The amount of extra enrichment vs. coolant temperature ● Enrichment Decay Rate - The speed at which the synchronous enrichment decays Before You Begin Tuning: Ensure that the engine is up to normal operating temperature. Leave all the settings at their default values. Leave all tables at their default values except for Percentage Enrichment, which should have all cells set to 100%.
Tuning Enrichment Sensitivity The Enrichment Sensitivity table defines the amount of enrichment for large throttle changes. So while the engine is idling, open the throttle as quick as you would ever open the throttle, and with large movements as large as you would ever use. You do not need to hold the throttle down for any period of time, that way the engine RPM can be minimised and stress on the engine can be reduced. Display the Transient Throttle Delta Load channel on a display or gauge to determine the magnitude of maximum Delta Load that you can achieve and note this value, as you will use this when tuning Percentage Enrichment.
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Tuning Transient Throttle
Adjust the cells in the RPM band closest to your idle speed. The default table begins at 1000rpm. The Transient Throttle Load Source axis is the throttle position that you begin your throttle opening from. When tuning the response from idle, you will be opening the throttle from fully closed, or the 0% position. You may not be able to tune all the cells in this RPM row since you may not be able to hold near 1000rpm with 10% throttle before performing your transient throttle opening. Adjust these cells until the best throttle response is achieved. Repeat for each RPM row and starting throttle position to fill out the table.
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Tuning Transient Throttle
Tuning Percentage Async At low engine speeds, a high amount of asynchronous enrichment usually helps with engine responsiveness. As engine speeds increase, the amount of asynchronous will need to be reduced to better distribute the enrichment. Adjust these for best throttle response across all engine speeds. You will typically only need to vary the Percentage Async across the lower half of your engine operating range.
Tuning Percentage Enrichment The Percentage Enrichment table characterises the reduced amount of enrichment required for part throttle movements. The Enrichment Sensitivity table above is tuned for the fastest and largest throttle changes (Delta Load) that you expect to use. The Percentage Enrichment table determines what fraction of that amount of enrichment is required when you move the throttle more slowly, or only make small changes in throttle. The slower throttle changes or smaller throttle changes, results in a smaller Delta Load. To tune this table, setup the far right hand column Delta Load value in the axis, to be the largest Delta Load value that file:///C|/Help-en/Sport/tuning_transient_throttle.html (4 of 6) [4/7/2009 11:04:48 AM]
Tuning Transient Throttle
you acheived when tuning the Enrichment Sensitivity table above. The table value should already be set to 100%. If not, set the table value to 100%. In the example below, the largest Transient Throttle Delta Load that was achieved was 25%. With this table set to all 100%, the partial throttle openings will be too rich. Now vary the throttle opening speeds and throttle opening amount to achieve Transient Throttle Delta Load values less than the maximum, and adjust each cell in the table to achieve the best throttle response. In the example below, when Transient Throttle Delta Load is 10%, then 80% of the enrichment of a full speed, full throttle hit will be used.
Tuning Enrichment Decay Rate Increase or decrease the Enrichment decay rate to shape the duration of the enrichment period. If the enrichment lasts for too long, then you need to increase the value in this table. If the enrichment does not last long enough, then decrease the values in this table. The decay rate is difficult to tune without some form of exhaust gas oxygen meter. If you have access to an exhaust gas oxygen meter, then you may wish to use this to assist in tuning this table.
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Tuning Transient Throttle
Tuning Coolant Temp Correction To tune this table, the engine must be started cold. An engine changes temperature rapidly when started from cold, so be prepared with with laptop online and read to tune before starting the engine and beginning to tune this table. Start the engine and check the cold throttle response. Adjust the enrichment for best throttle response across the coolant temperature while the engine is warming up.
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I/O Settings & Tuning
I/O Settings & Tuning Return to Contents ●
Idle Control
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Boost Control
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Cam Control
Idle Control Tuning Idle Control is used to hold steady the RPM when off the throttle. This method of controlling RPM at idle is done by looking at the difference between the target idle RPM and the current RPM and adjusting the idle valve’s output duty cycle until the difference is zero.
Settings Stepper Motor Settings ● ●
Stepper Motor Range - The maximum travel in steps, which the stepper motor can move. Stepper Motor Speed - The speed at which the controller will signal the motor to move. Setting this too fast may result in slippage where steps sent to the stepper motor too fast and the motor does not move on every step and some steps are dropped. This results in the motor moving to the wrong position.
BAC Valve Settings ●
BAC Frequency - The frequency of the PWM signal for the BAC solenoid. Setting too low a frequency will result in an audible hum. Setting too high a frequency will cause the valve to move very suddenly when the duty cycle changes which will make setting up the idle control difficult. A typical BAC frequeny is 300Hz. If you have access to an oscilloscope and the factory ECU for the valve that you are using, use this to determine the correct frequency for the valve. As a guide, set a frequency slightly above the point at which the valve starts to make an audible hum.
Common Settings ●
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Deadband - Used to stop the idle controller from ‘over controlling’ the idle due to the small fluctuations in RPM when idling. E.g. target RPM = 1000RPM, dead band = 50RPM, therefore if the engine speed falls between 950RPM and 1050RPM, the idle controller will ignore any changes in RPM and considered it to be controlled. Decel RPM Rate - This value determines for the idle controller if the RPM is falling or steady when off the throttle. When the RPM is steady at the Start Position then it is ready to be controlled. ❍ If this value is set too low then the small fluctuations of RPM at a steady RPM will make the controller think that the RPM is not yet stable, and the controller will not operate or may be very slow to operate. You might see the idle duty or position 'hang' at the Start Postition for an excessively long time. ❍ If this is set too high then the RPM could be considered steady when it is still falling. This might result in the controller starting too early which will cause the duty cycle to fall drastically to try and slow the engine speed when the engine is already decelerating at the fastest rate that is mechannically possible. This may cause a dip in RPM before settling on the Target RPM. Decel to Idle Control Wait - When the RPM has finished falling and has become steady, idle control will happen after this period of time. On Throttle Position(Vacuum) - Idle control will move to this position when the throttle is open, but the engine manifold pressure is in vacuum. On Throttle Position(Boost) - Idle control will move to this position when the throttle is open, but the engine manifold pressure is above atmospheric pressure (0kPa). Some vehicles require the idle control valve to be shut when on boost to prevent boost leakage because the idle control is plumbed before the turbo. Proportional - The gain of the proportional controller. Set this value to adjust how fast the controller reacts to instantaneous changes in RPM.
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I/O Settings & Tuning ● ●
Integral - The gain of the integral controller. Set this value to adjust how fast the controller reacts to long term changes in RPM. Derivative - The gain of the derivative controller. Set this value to help stabilise the controller output and reduce any overshoot. Most idle control settings for Proportional and Integral are not high enough to provoke any overshoot, so the derivative gain may not need to be set above zero. The derivative term is very sensitive to noise, so setting this too high can easily lead to unstable idle, so caution is required when setting this value.
Cold Operation & Warm Operation There are two temperature values to be set, a cold temp and a warm temp. Coolant temperatures below the cold temp value will use target RPM, duty cycle and duty cycle offsets below it in the table. Coolant temperatures above the warm temp value will use target RPM, duty cycle and duty cycle offsets below it in the table. Any coolant temperatures between cold and warm temp will interpolate target RPM, duty cycle and duty cycle offsets between their cold and warm values. ● Cold Temperature - The temperature point that the cold operations begins. ● Warm Temperature - The temperature point that the warm operations begins. ● Target RPM - The target RPM of the desired idle engine speed. ● Start Duty Cycle - This is the position that the idle valve will set to when the engine RPM is falling towards the ‘Target RPM’ and before closed loop idle control starts. This position should allow the engine to idle at a speed just above the ‘Target RPM’. If this value is too low then the RPM will dip below the ‘Target RPM’ before rising back up when the controller activates. It is usually better to set this value a little too high than too low, as a slight hang in engine speed as it falls, is much more preferable than a dip in engine speed which can cause stalling and driveability problems. Make sure you set this value with maximum load on the engine, such as headlights on, air conditioning on, to ensure that this value is set correctly under worst case conditions. ● Minimum Duty Cycle - The minimum duty cycle the BAC valve will reach when controlling the idle. Set so that the engine won’t stall. This acts like a throttle stop. ● Post Start Duty Cycle Offset - On start up, this opens up the BAC valve to help start the engine by allowing more air. This value is added on to the ‘Start Duty Cycle’. This new calculated value is used when the ECU is initialized and the engine is not running and also for the first three seconds of the engine running. ● Air Con RPM Increment - This value is added to the ‘Target RPM’. It is done to handle the extra load when the air con is turned on. It is taken away again when the air con is turned off. ● Air Con Duty Cycle Increment - This value is added to the ‘Start Duty Cycle'. It is done to handle the extra load when the air con is turned on. It is taken away again when the air con is turned off.
Boost Control Tuning Description The wastegate of a turbo is operated when the manifold pressure acting on the diaphragm within the wastegate actuator overcomes the return spring allowing exhaust gas to bypass the turbine. With electronic boost control, the object is to use a solenoid to bleed off the manifold pressure signal seen by the waste gate unit so that it can see only a fraction of the manifold pressure. The solenoid operates at constant frequency and the duty cycle is altered to control the drop in pressure signal through the device.
WARNING: Adjusting the boost levels for a turbo engine can alter its fuel requirements drastically. If the fuel requirements are not tuned simultaneously with changes in boost characteristics, engine damage could result. To avoid engine damage, watch your Air/Fuel ratios very carefully when increasing boost. Also check that your fuel system will be capable of delivering the required fuel for the increase in boost.
Open Loop Tuning The Open Loop table allows boost to be increased over the standard boost that the turbo and wastegate combination provides. The turbo wastegate solenoid will only activate when it sees positive manifold pressure. To setup the Open Loop table, it will be necessary to iterate through several trial and error runs to ensure safe boost conditions. Use the following steps as a guide to setting up your Open Loop table: ● Always start with small duty cycle settings and increase until the desired boost level is reached. Start with a flat map (same duty at all loads and speeds) at low duty settings and drive the car noting any increase in boost level. file:///C|/Help-en/Sport/tuning_aux.html (2 of 5) [4/7/2009 11:04:55 AM]
I/O Settings & Tuning ●
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Watch you’re A/F ratios very carefully when increasing boost for the first time as this part of the map will not have been tested if this engine has not been mapped at this boost level. You can setup a flat map easily by selecting all the necessary cells, then typing in the duty value. Make sure you run the engine at the engine load and RPM at which maximum boost is typically reached. This is usually in the mid range of the RPM range of the engine. Adjust the duty of all the cells of the table if necessary, increasing duty to increase boost, decreasing duty to decrease boost and apply load to the engine to check the resulting boost level. Again, make sure that your fuel maps are adjusted to ensure safe A/F ratios at every step. Repeat until the desired maximum boost is reached. Now that you have set the Open Loop table to achieve the maximum desired boost at the peak operating range, you can increase the duty cycle at all engine speeds and loads at which the boost pressure is below the desired maximum boost. This will help the engine reach its desired boost pressure quicker. This will alter the fuel requirements at these engine loads and speeds so watch you A/F ratios carefully and adjust your fuel maps to compensate if required. Similarly, if a lower target boost is required at certain operating ranges of the engine, such as high RPM where injectors may be near 100% duty, it may be necessary to lower the duty at those points to reduce boost levels.
Closed Loop Tuning Basic Closed Loop Setup Procedure The Basic Setup Procedure is a guide on how to get some basic parameters in place to allow the closed loop boost controller to operate. It is assumed that all the target boost levels are above the wastegate spring pressure. The electronic boost controller cannot control boost below the wastegate spring pressure. 1. Choose Closed Loop for the Control Type. 2. Set the frequency of the Turbo Waste Gate solenoid in the ‘Frequency’ setting. The Haltech waste gate solenoid runs at a frequency of 20 – 30 Hz. 3. Disable the controller by setting Proportional – 0%, Integral – 0% and Derivative – 0%. 4. Set the ‘Control Point Before Target’ to the default value of 20 kPa (3 PSI). 5. Set the ‘Delay till Boost Control’ to the default value of 0.5 sec. 6. Set the ‘Target Boost’ table at the boost level that you want to run across the whole RPM range. 7. Set the ‘Start Duty’ to a duty cycle that should get you close to your boost target. Start at a small duty, then slowly increase to avoid overboosting. 8. Put the engine under sufficient load (i.e. on a dyno) to get it to reach the target boost level. Watch to make sure it does not over boost. View the duty cycle of the wastegate, by displaying the Duty channel of the output that the boost controller is setup on. E.g. If boost control is setup on DPO1, then view Digital Pulse Output 1 Duty. If the boost level exceeds the target boost level reduce the ‘Start Duty’, if the boost is far away from the target boost level, then increase ‘Start Duty’. The final value should allow boost to come close to, but just below the target boost level. If Start Duty is set too high, the controller will spike when coming on boost. If it is set too low, then it will start low and slowly rise to the target. 9. Once you are satisfied with your Start Duty setting, turn on the controller by restoring the Proportional, Integral and Derivative to the following settings: ❍ Proportional - 50% ❍ Integral - 0% ❍ Derivative - 0% 10. Adjust Proportional until your boost starts to oscillate. Once you find this value, set the Proportional to about half this value. While tuning this value, your boost may still not hit the target boost exactly. This is normal at this stage. 11. Once you are satisfied with your Proportional setting, start increasing the Integral value until the target boost is close enough to the target level that you wish to run. 12. Once Proportional and Integral are set, check to see if you have any overshoot when hitting the target. If you have some overshoot, then increase Derivative until that overshoot is minimised. Use caution when increasing Derivative as this setting is very sensitive and should be increased very slowly otherwise, unstable boost control may result. Setup of the Start Duty Map If the Target Boost is varying over RPM, or by either a boost trim or gear boost correction then it is a good idea to setup the ‘Start Duty’ table. The Start Duty is closedly related to the target boost, so a different Start Duty for each Target Boost will allow better control over file:///C|/Help-en/Sport/tuning_aux.html (3 of 5) [4/7/2009 11:04:55 AM]
I/O Settings & Tuning
boost levels. It is assumed that all the target boost levels are above the wastegate spring pressure. The electronic boost controller cannot control boost below the wastegate spring pressure. ● Firstly leave the ‘Use Start Duty Table’ un-ticked. Set the entire ‘Target Boost’ table to the lowest desired boost level that you wish to run. ● Use the above procedure for setting up Basic Closed Loop Setup Procedure and stop at step 8. Record the ‘Start Duty Cycle’ and the corresponding Target Boost. Increment the ‘Target Boost’ by about 20 kPa (3 PSI) and repeat steps 6 to 8 and record the ‘Start Duty Cycle’ and the corresponding Target Boost again. Repeat this procedure until you reach the max boost that the engine is going to run. You should have a table of Start Duty values against Target Boost levels every 20kPa or 3psi. ● Fill out the ‘Start Duty’ table with the data recorded. For the Target Boost Level columns above the highest target that you wish to run, use the highest value Start Duty that you have recorded. For the Target Boost Levels below the lowest target that you wish to run, taper off the Start Duty values below this column until you reach zero duty when at the wastegate spring pressure column.
In the example above, the maximum boost was 140kPa, with the Start Duty values levelled off above this Target Boost. 100kPa is the minimum Target Boost and the Start Duty values below this are tapered off down to around 50kPa. ● ●
Tick the ‘Use Start Duty Table’ in the closed loop boost control setup. (Optional) To fine-tune the ‘Start Duty’ table, setup a closed boost control trim under the analog input function page and load up the engine at different boost levels to make sure that the boost control runs smoothly.
Cam Control Tuning
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I/O Settings & Tuning
Default Cam Timing Input Settings
Default Cam Control Output Settings
Settings 1. Zero the Cam Angle Map and make sure the engine is up to operating temperatures. 2. Enable the Cam Control Input and set up the values or use the default values as stated above. Adjust the trigger angle value until the cam angle reads 0 degrees (Make sure that the Cam Control Output is off). 3. Enable the Cam Control Output and set up the values or use the default values as stated above. Make sure that the cam angle stays around 0 degrees. If you find the cam angle increasing before coming steady try decreasing the â&#x20AC;&#x2DC;Steady State Duty Cycleâ&#x20AC;&#x2122;. 4. Increase the Intake Cam Angle Map by 10 degrees to make sure the cam position follows it. 5. Do dyno runs at 0 degrees cam angle and at every 10 degree increment up to the maximum cam angle that can be used. 6. Fill out the map so that the cam angle produces the maximum torque at any given RPM and load.
Tuning PID Settings 1. Set all Proportional, Integral and Derivative to zero 2. Bring up the Proportional in increments of 5% until you see a small oscillation in the cam timing. Note: the cam timing will not reach the target cam timing with only the Proportional part of the controller being used. 3. Bring up the Integral in increments of 5% until you cancel out the oscillation in the cam timing. When the Integral part is introduced the cam timing will go to the target. 4. The Derivative term can be used to reduce any overshoot of the conroller, but if this does not yield any benefit, the Derivative term should remain at zero.
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Troubleshooting Guide
Troubleshooting Guide Return to Contents ●
No Communications to ECU
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No RPM Signal
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No Spark or No Injection Pulses
No Communications to ECU Check power to ECU. Check that the car’s ignition is turned on to supply power to the ECU. Check communications cable. Check that it is plugged in firmly and does not have damage. Cables are easily damaged when shut in car doors. Ensure that your USB drivers have been installed correctly. To check if your ECU has been recognised by your PC, you can view your USB devices in the Device Manager. To open the Device Manager, right click on the My Computer icon, and select Properties.
Select the Hardware tab and click on Device Manager.
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Troubleshooting Guide
Click on the '+' symbol on
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to open up the tree to dispaly the list of devices.
Troubleshooting Guide
If your USB driver is installed and the ECU to connected, there should be a device named in the list. If the USB device is appearing in the list, but you still have problems communicating, then you can try un-installing and re-installing the USB driver. To remove the driver, open the Control Panel and select Add or Remove Programs and remove the following item: . After installing the ECU Manager software, a copy of the USB drivers will be placed in C:\Program Files\Haltech\USB Driver Installer . The driver can be installed from here, but opening the installer program PreInstaller.exe.
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Troubleshooting Guide
Make sure you are using a supported operating system. ECU Manager is supported on Windows XP and Windows Vista.
No RPM Signal Check power to the Hall effect or optical sensor if either of these types of sensors are used for crank position/speed detection. Check the power to the ECU when the car is cranking. Some vehicles disconnect power to accessory devices when cranking to minimise power draw from these devices. If your ECU power relay is switched by this source, then the ECU will lose power when cranking. Check the trigger wiring. If you have access to an oscilloscope, then check the input to the ECU. Check trigger configuration. Ensure that you have selected and configured the correct trigger for the vehicles trigger type. The Trigger Counter channel can be used to check if any trigger signal is reaching the ECU. The counter will increment each time a Trigger pulse is received.
No Spark or No Injection Pulses Check that you have a good RPM signal. You should see a cranking speed of between 100 â&#x20AC;&#x201C; 250 RPM. See Trigger Setup if you do not have a good RPM signal. Check power to your ignition coils and injectors. Re-check them while cranking if there is any doubt. Check all fuses. Check power to the ECU. If you have an oscilloscope, check the ignition and injection output from the ECU for a pulsing signal. Check that the ignition mode or injection mode is correct for the type of trigger. If you have a trigger system that does not provide a Home signal, then only Multipoint or Batch Fire fuel modes will work. If you are running an ignition or injection mode that requires full synchronisation with the engine position, then you will not have any spark or injection pulses until that requirement is satisfied. If you have a trigger signal, then you will have steady RPM. However, if the Home signal is not present, or if the Home signal is not of the expected pattern, then the ECU will not be able to fire spark or injection. The Home Counter channel can be used to check if any trigger signal is reaching the ECU. The counter will increment each time a Home pulse is received.
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Troubleshooting Guide
If you know how many Trigger teeth you expect to see at each Home tooth event, then you can use the Triggers Since Last Home channel to help diagnose the problem.
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