Haltech Platinum Sport Manual

Platinum Sport Series

Revision 1.03.0

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ContentsIntroduction●

Installation Guide

Wiring Guide❍

Sensors and Device Pin Outs❍

Outputs and Actuator Pin Outs❍

ECU Pinout❍

●

Basic Setup

Main Setup❍

Trigger Setup❍

Fuel Setup❍

Ignition Setup❍

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Advanced Setup

Advanced Functions❍

Ignition Corrections❍

Fuel Corrections❍

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Outputs Setup

Digital Pulsed Outputs (DPO)❍

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Inputs Setup●


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Analogue Voltage Inputs (AVI)❍

Digital Switched Input (DSI)❍

Digital Pulsed Input (DPI)❍

Starting Your Engine●

Tuning Guide

Fuel Tables❍

Ignition Tables❍

Transient Throttle Tables❍

I/O Settings & Tables❍

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Troubleshooting Guide●


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IntroductionCongratulations on purchasing a Haltech Engine Management System. This fully programmable productopens the door to virtually limitless performance modification and tuning of your vehicle. Programmablesystems allow you to extract all the performance from your engine by delivering precisely the requiredamount of fuel and ignition timing that your engine needs for optimum output under all operatingconditions.

CopyrightUnder copyright law, neither this manual nor its accompanying software may be copied, translated orreduced to electronic form, except as specified herein, without prior written consent of Lockin Pty Ltdtrading 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 ConstantCharge 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-dwellignitors 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 ofignitor 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 towrong set-up will not be regarded as Warranty! Please ensure all power supplies are disconnected beforecommencing any wiring.

Failure to follow all the warnings and precautions in this manual can lead to damage to enginecomponents and may possibly void your warranty. Incorrect setup of the ECU can also lead to damagedengine components.

Damaged components due to incorrect setup will not be regarded as warranty repairs.


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LIMITED WARRANTYLockin Pty Ltd trading as Haltech warrants the HaltechTM Programmable Fuel Injection System to befree 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 iswithin the warranty period, must be presented to obtain warranty service. Lockin Pty Ltd trading asHaltech suggests that the purchaser retain the dealer’s dated bill of sale as evidence of the date of retailpurchase.

If the HaltechTM Programmable Fuel Injection System is found to be defective as mentioned above, itwill be replaced or repaired if returned prepaid along with proof of purchase. This shall constitute thesole 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 orrepresentations, either expressed or implied, including any implied warranty of merchantability orfitness. In no event shall Lockin Pty Ltd trading as Haltech, be liable for special or consequentialdamages.


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Installation Guide

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Before You BeginIT 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 thewiring part of the installation. The greater your knowledge of the operation of the Haltech system, theeasier you will find it to understand what you are doing, and why. Throughout the manual are Warningsand Notes that will help your installation run smoothly and indicate the dangers that can exist for you theinstaller and the Haltech ECU.

Read any additional material (if supplied) accompanying this manual that updates the document since itwas written.

You may need special parts or additional tools or test equipment in order to complete installation. Makesure 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 greaterproblems later on. Carelessness will cost you money and frustration in finding and fixing unnecessaryproblems. You have the opportunity to make sure your Haltech system's operation is extremelydependable and easy to use by Doing it right the first time !. Another reason to exercise care during thisinstallation is make sure there is no Fuel leaks and no wiring un-insulated which can cause a spark or ashort and cause a fire or an explosion. Also make sure you follow the proper workshop precautions likewhen 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 theECU to fail. Please do not use them.

In hot climates, or with turbocharged engines, you may need to employ heat shielding to prevent heatsoak and damage to electrical and fuel parts. Use the coolest surfaces of the chassis as a heat sink forcomponents 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 propertuning equipment like exhaust gas analyser, fuel pressure meter, Dynamometer etc. Otherwise trying toguess 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

Avoid open sparks, flames or operation of electrical devices near flammable substances. Always

Installation Guide

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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 anycharging unit. Do not charge the battery with the engine running as this could expose the ECU to anunregulated 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 necessaryand well ventilated. Disconnect the Haltech ECU from the electrical system whenever doing any arcwelding 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-insulatedin case a spark or short-circuit occurs and causes a fire. Also make sure that you follow all properworkshop safety procedures. If you're working underneath a jacked-up car, always use safety stands!

Tools and Materials that you will needInstallation of this system can be easily carried out by professional mechanic(s) and most experiencedhome 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 wherecrimped terminations are used. Soldering crimped terminations can cause the wire at the crimp tobecome weak. Most crimped terminations have sufficient strength alone as long as the appropriatecrimping 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 USBport.

●

A good quality Timing Light●

Installation Guide

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Wiring and Device Mounting

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Flying Lead Loom Installation on bare engine●

Mounting Devices●

Inputs Summary●

Outputs Summary●

Power & Ground Wiring●

Power Relays●

Fuse Block Assembly●

NoteInstallation of engine management systems is a complex exercise to be undertaken only after carefulplanning and research into the application for which the product is to be used. Damage to enginecomponents is a distinct possibility if care is not taken during the installation and setup of theHaltech Engine Management System. If you are unsure about how to wire any components of yourengine, 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 theECU is configured. The same applies to the Fuel System, never connect fuel injectors until the ECUis configured, otherwise the engine may flood with fuel.

When wiring a Haltech ECU, it's extremely important that you have good connections to thevehicle's electrical ground and battery power. If possible, supply power to the fuel injectors, ECUand ignition system directly from the positive terminal of the 12V Battery (via relays). Don't justlook 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 diagnosea fault. A carelessly selected wire may have a large voltage drop, or be picking up electrical noisewhich can interfere with the ECU. Avoid running wires next to starter motor cables or ignition coilsand their wiring, including high tension Leads. Also keep the ECU's wiring away from the antennacables of radio transmitting equipment (e.g. CB, UHF radios) and cables from high powered caraudio systems. All can cause ECU malfunctions.

When crimping cables, use a good crimp tool. After crimping each connector, pull on the cable andconnector and make sure that it doesn't come loose. If you're soldering connections, make sure thatyou have a large enough soldering iron to ensure that the joint gets hot enough and allows a goodflow of solder onto the wires. Some cheap or faulty irons just barely melt the solder, which onlysticks 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 lengthyfault 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 onDevices and Pin Outs.

Flying Lead Loom Installation on bare engineThe 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):


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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 DevicesLocate 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 forauxiliary devices (e.g. Thermofan, turbo timers, etc.). Mount all your relays. Run the loom into the engine bay, but leave the ECU connectordisconnected.

Inputs SummaryConnect 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 stillgive 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 bemade if required when setting up.

●

See Sensors section for further detail.

Outputs SummaryWhen running the wiring for outputs, run any power and ground wiring back to the points where they will be connected, but do notconnect 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 “injectoroutput” 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 modulesdisconnected at this stage. See warning at beginning of manual. Connect ignition modules to coils and run wiring for coil(s) powersupply 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 WiringLocate and connect the following flying leads.



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 layerprotection between the ground wire and engine block or chassis. Temporary wiring will almost certainly cause a problem, use a proper groundeyelet terminal and do not use loctite or similar locking agents as they may become insulators preventing good earth connection. ChassisGround (Black) should be connected to the chassis of the vehicle, and Signal Ground (Black / White) should be connected directly to theBattery 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 connectedto 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 anadditional 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 theignition switch is on and during cranking. This wire does not draw a large amount of current (< 0.5A). Do not connect to the accessory outputsof the ignition switch.

Power RelaysThere 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 willneed to be compared to the diagram in the Haltech wiring diagram. An optional 75A Circuit breaker may be fitted close to the battery toprotect 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 splashedwater. Residual water inside the relay housing will cause them to fail. Mount them with the tab upwards as shown in the diagram.



Fuse Block AssemblyThe 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 endof the manual. The fuse ratings have been selected to protect the Haltech ECU and the electrical systems that supply it. Fuse ratings shouldonly be changed if the expected normal load current exceeds the factory specification. Altering the fuse ratings could cause severe damage tothe 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 beexposed to water. Mount the fuse block using the two screws holes in the block ensuring that vibration will not cause the screws to vibrateloose.



Sensors

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Manifold Absolute Pressure Sensor●

Coolant Temperature Sensor●

Air Temperature Sensor●

Throttle Position Sensor●

Exhaust Gas Oxygen Sensor●

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 pressureunder boost, is proportional to the load under which the engine is operating and the ECU uses the electrical signal as a load reference. Thereare 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

(15 psi of boost, 1 atmosphere)

Turbo or SuperchargedEngines up to 100kPa boost


(30 psi of boost, 2 atmospheres)








Note: Make sure you have the correct MAP sensor for your engine. The first three digits of the partnumber 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 facingoutwards. Connect the sensor to the inlet manifold via a short length of vacuum hose and fasten with either hose clamps or nylon cable ties.

Sensors

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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 tomount the sensor in a protected position away from moisture and heat.

Coolant Temperature SensorThe coolant temperature sensor has a solid brass temperature-sensing tip. The coolant sensor supplied is an industry standard component andsome engines may already have provision for this type of sensor. The coolant temperature sensor is designed to screw into a threaded hole andprotrude into the engine coolant stream. For air-cooled engines, the sensor can be embedded directly into the engine block or used to sense oiltemperature. Locate a suitable position on the engine which gives access to the coolant stream before you drill and tap the thread. The sensorshould be mounted before the thermostat in the coolant circuit. Since most engines have existing temperature sensor holes, it is often possibleto mount the Haltech sensor in one of these holes. If necessary drain the coolant from the vehicle to fit the temperature sensor then consult thefactory manual on how to purge the cooling system of air and check the engine does not require topping-up with coolant after the engine hasreached operating temperature.

Inlet Air Temperature SensorThe air temperature sensor is used to compensate for changes in air density due to air temperature. Cold air has a higher density than warm airand 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 temperaturecorrection map is setup and enabled in the programming software). The sensor should be mounted to provide the best representation of theactual temperature of the air entering the combustion chamber, i.e. after any turbo or supercharger, and intercooler, and as close to the head aspossible. The sensor needs to be in the moving air stream to give fast response times and reduce Heat-Soak effects. Be aware in somesituations, mounting the sensor into the inlet manifold (especially at the rear) may case Heat Soak problems. Once a suitable position has beenlocated for the air temperature sensor a hole should be drilled and tapped to accept the sensor. Remove the manifold or inlet tract from theengine before this is done so you don’t get any metal particles entering the inlet manifold, as these will be drawn into the engine and maycause damage.

Note: The Haltech air temperature sensor will read temperatures up to 120° C and temperaturesabove this will be interpreted as a fault condition. The air temperature after some turbo andsuperchargers can exceed this. If this occurs with your engine you should consider fitting anintercooler to reduce air temperature and increase charge density.

Throttle Position SensorThe throttle position sensor is mounted to the throttle butterfly shaft to measure its rotation. A TPS is common on many late model enginesand the Haltech sensor should attach with little or no modification. The throttle shaft must protrude from the side of the throttle body. Thismay require the machining of the throttle body or the manufacture of a new throttle shaft. The inner mechanism of the sensor rotates with theshaft. 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 mountedagainst the side of the throttle body, using two screws, such that the throttle shaft and the sensor mechanism can rotate freely. The absolute

Sensors


range of sensor movement is not important as the sensor can be calibrated using the programming software. Your engine may have a Throttleposition sensor already fitted and it is often possible to make use of this TPS. The Haltech supplied TPS has a resistance value ranging from 0to 10k?. The resistance value of the installed TPS does not have to be the same since the ECU uses a throttle calibration function to determinethe 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 zerothrottle 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 gasoxygen sensor and the sensor provided should fit any standard exhaust mount. Some exhaust systems have the sensor mount up to around halfa meter (2 feet) down stream from the exhaust headers. If the exhaust system does not have an existing sensor mount then a new mount willhave to be welded to the exhaust system. When routing the electrical connections to the exhaust gas oxygen sensor do not allow the harness totouch 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 andtherefore it would never fire a spark nor inject any fuel. The ECU gets information from the crankshaft and camshaft position sensors in theform of electrical impulses over a period of time. When the ECU knows what pulses to expect it can compare this to what pulses it receivesand 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 willhave only 2 wires (a third wire may be present but its generally a shield wire to help protect the signal from “noise”).

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 oppositeof 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 materialpasses by the magnet the magnetic field is disrupted and a voltage spike is created in the coiled wires surrounding the magnet producing a sinewave. 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 adigital signal before it is able to use this information. The part of the ECU hardware that conditions the reluctor signal is called a reluctoradapter and it converts the reluctor signals shown above to a square waveform similar to that of the Hall effect trigger. The reluctor adapterand 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 hasa transistor and some electronics built into the sensor itself and will generally require a power supply and ground of some sort. For this reasona hall effect sensor usually has at least 3 wires. The output of this style of sensor is a digital square wave.

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 theECU.

In applications where either direct fire ignition or sequential fuel injection is required the ECU must have a way of determining where it is inthe 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 touse a sensor connected to the camshaft that sends a signal to the ECU when the engine is approaching cylinder 1 TDC on the compressionstroke.

Sensors


Outputs

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Fuel Pump●

Fuel Injectors●

Ignition●

Fuel PumpThe Orange/Blue wire is used to operate the fuel pump. When the Haltech ECU wants to operate the fuel pump it will close the fuelpump 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 toa lean fuel mixture. For example, a 500hp engine requires approximately 210lb/hr for a petrol engine. The fuel pump must alwaysbe 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 fueltemperature will change the air/fuel ratio because as fuel temperature increases its density decreases.

Fuel InjectorsAll Injectors share a common +12V supply voltage. The ECU injector output completes the circuit to ground when fuel delivery isrequired. When using the Haltech long flying lead harness this is already preterminated, injector power is supplied via a fused andrelay 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 andso 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 orderset in the software.

Outputs

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IgnitionThe Platinum Sport Series ECU's cannot control the ignition coils directly. Some sort of ignition amplifier such as a powertransistor, Haltech ignition module or high intensity spark unit (CDI unit eg MSD 6A, crane HI6, M&W pro12 etc) must be used tointerface 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 thePlatinum Sport ECU's. The ignition output wires from the Platinum Sport wire harness should be used to trigger the ignitionamplifier.

Some late model cars run ignition modules built into the ECU itself. In this scenario, you will need to purchase external ignitionmodules.

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 tocylinder 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 fora 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.

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 onthe wiring connections. It is also important to prevent the module overheating by mounting it away from hot components such asexhaust 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 wiresin the main loom. Using the supplied pins, crimp the pins onto the appropriate wires and insert them into the appropriate locations inthe ignitor plug, but do not connect it to the ignitor until the ignition settings in the ECU are verified by connecting the ECU to acomputer with Haltech programming software.

Following examples for one channel:

Outputs


Warning

If using Auto-Dwell ignitors such as the old Bosch 008 ignition module (rare), Constant Duty CycleMode should be selected in the Ignition Setup Page.

If using a ECU-Dwell ignitor (Most standard ignitors are ECU-Dwell, as are modern Haltechignitors), 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 theECU by connecting it to a computer with Halwin programming software.

Outputs


ECU Pinout

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34 Pin Connector●

26 Pin Connector●

Wire Colour Legend●

Pin # Wire Colour Connection Platinum Sport 1000 Platinum Sport 20001 V/BR DPO 2 Y Y2 - - - -3 Y/B IGN 1 / DPO 5 Y Y4 Y/R IGN 2 / DPO 6 Y Y5 Y/O IGN 3 / INJ 10 / DPO 7 Y Y6 Y/G IGN 4 / INJ 9 / DPO 8 Y Y7 L/V IGN 5 / INJ 8 / DPO 9 N Y8 L/G IGN 6 / INJ 7 / DPO 10 N Y9 O +5V DC Y Y10 B CHASSIS GROUND Y Y11 B CHASSIS GROUND Y Y12 O/W +8V DC Y Y

ECU Pinout

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13 - - - -14 W TPS Y Y15 Y MAP Y Y16 O/B AVI 2 Y Y17 O/R AVI 3 Y Y18 V/B DPO 1 Y Y19 L INJ 1 / DPO 16 Y Y20 L/B INJ 2 / DPO 15 Y Y21 L/BR INJ 3 / DPO 14 Y Y22 L/R INJ 4 / DPO 13 Y Y23 V/R DPO 3 Y Y24 B/Y PUMP RELAY Y Y25 O/Y AVI 4 Y Y26 R/L +13.8V INJECTOR PWR Y Y27 L/O INJ 5 / DPO 12 N Y28 L/Y INJ 6 / DPO 11 N Y29 L/W AUX 1 / INJ 12* / DPO 18 Y Y30 L/GY AUX 2 / INJ 11* / DPO 17 Y Y31 G IDL 1 Y Y32 G/B IDL 2 Y Y33 G/BR IDL 3 Y Y34 G/R IDL 4 Y Y

Y = Available N = Not Available

ECU Pinout


Pin # Wire Colour Connection Platinum Sport 1000 Platinum Sport 20001 Y (SHD) TRIGGER ( + ) Y Y2 Y (SHD) HOME ( + ) Y Y3 GY AIR TEMP Y Y4 V COOLANT TEMP Y Y5 G (SHD) TRIGGER ( - ) Y Y6 G (SHD) HOME ( - ) Y Y7 GY/G DSI 1 Y Y8 GY (SHD) DPI 1 Y Y9 GY/B (SHD) DPI 2 Y Y10 GY/BR (SHD) DPI 3 Y Y11 R/W +13.8V ECU POWER Y Y12 GY/O (SHD) 02 INPUT Y Y13 GY/Y (SHD) AVI 1 Y Y14 B/W SIGNAL GROUND Y Y15 B/W SIGNAL GROUND Y Y16 B/W SIGNAL GROUND Y Y17 - - - -18 - - - -

ECU Pinout


19 V/O DPO 4 Y Y20 O/G AVI 5 N Y21 O/L AVI 6 N Y22 O/V AVI 7 N Y23 - - - -24 - - - -25 - - - -26 - - - -

Y = Available N = Not Available

Wire Colour LegendB=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 wirecolour, the second colour indicates the colour of the stripe.

ECU Pinout


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 achievea 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 theTuning 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 Windowsoperating system environment. This section will cover only the bare minimum information required to operate the ECU Manager softwarepackage for the setup procedure outlined. For more details on the advanced features, make sure that you read the relevant section for thefeatures that you're interested in.

NoteHaltech will NOT provide support on operating your PC

Powering Up for the first time

WARNINGNow is the time to double check that your ignition modules and fuel injectors are not connected tothe ECU. Powering up the ECU with the wrong configuration can lead to damage to your ignitionmodules and/or ignition coils or excessive fuel deposited in your engine if you leave these devicesconnected.

Going Online with the SoftwareStart the ECU Manager Software by double clicking on the ECU Manager Icon.

Basic Setup

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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 with the mousepointer, 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:

Basic Setup


Importing data from MapsWhen 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 yourE11/E8 ran your engine. It is the responsibility of the user/tuner to ensure correct operation, otherwise improper operation or damage to yourengine 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 arenon-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, otherwiseimproper operation or damage to your engine may result.

Basic Setup


Main Setup

Return to Contents

Engine Info●

Firing Order●

Setup ScreenIf the map for your engine is unavailable for your vehicle, then you will need to create your own settings by following through the settingsbelow.

Engine InfoEngine 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 thisto 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●

Basic-Main Setup

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cranking speed, but below your idle speed.

Firing OrderType in the firing order of your engine. Firing order will begin with '1' for most applications.

Basic-Main Setup

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Trigger Setup

Return to Contents

Trigger Type

Ford Triggers❍

Mazda Triggers❍

Mitsubishi Triggers❍

Motronic Triggers❍

Nissan Triggers❍

Subaru Triggers❍

●

Trigger Angle●

Variable Trigger Angle●

Tooth Offset●

Trigger Edge●

Home Edge●

Trigger Sensor Type●

Home Sensor Type●

Trigger Pull Up●

Home Pull Up●

Home Window●

Number of Teeth●

Trigger Filter Level●

Home Filter Level●

Trigger -ve GND●

Home -ve GND●

Tooth Offset and Trigger Angle Relationship●

Setup ScreenThis page is used to setup your Crank Angle Sensor (Trigger) and your Cam Angle Sensor (Home).

Basic-Trigger Setup

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Trigger Type

Select the type of trigger that your engine uses from the options in the drop down menu.

Trigger SystemType

Fuel ModeSupported

Ignition ModeSupported

Description

Standard No Home MultipointBatch

Distributor Used for engines that run a standard trigger thatprovides a single pulse for each cylinders ignitionevent. i.e. A standard trigger for a 8-Cylinder enginewill have 8 pulses, each with an edge that is alwaysthe same angle with respect to TDC of the nextcylinder to reach TDC.

Standard Half Cycle MultipointBatchSemi-Sequential

DistributorTwinDistributorWaste Spark

Used for standard trigger engines that provide aHome signal on the crank. This provides enoughinformation to do waste spark ignition andsemi-sequential fuel injection.

Twin distributor mode is only possible for 8 cylinderengines and 12 cylinder engines (where supported)with this trigger.

Standard Full Cycle MultipointBatchSemi-SequentialSequential

DistributorTwinDistributorWaste SparkDirect Fire

Used for standard trigger engines that provide aHome signal on the cam (720 degrees of enginerotation for 4-stroke engines).

Ford Cosworth MultipointBatchSemi-SequentialSequential

DistributorWaste SparkDirect Fire

Use for Ford Sierra Cosworth engines.

Ford PIP MultipointBatchSemi-SequentialSequential

Distributor Use for Ford PIP distributors. Due to the accelerationof the engine during startup, the unique PIP toothcannot be reliably detected during starting. This iswhy this trigger type is strongly recommended onlyfor distributor type ignition.

Honda DC5 MultipointBatchSemi-SequentialSequential


Use for Honda Integra DC5 engines.

LS1 MultipointBatchSemi-SequentialSequential


Use for Chevrolet LS1 engines.

Mazda 2 MultipointBatchSemi-SequentialSequential


Use for Mazda 2 engines.

Mazda B MultipointBatchSemi-SequentialSequential


Use for Mazda BP series engines from NBMX5/Miata.

Basic-Trigger Setup


Mazda Rotary 2/3Pulse

MultipointBatchSemi-SequentialSequential


Use for Mazda Rotary engines using 2 pulse for 2rotor, or 3 pulse for 3 rotor trigger sensors.

Mazda Rotary 2/3Pulse No Home

MultipointBatch

Distributor Use for Mazda Rotary engines using 2 pulse for 2rotor trigger sensors without a home channel.

Mazda RotaryMultitooth 24 and 2



Use for Mazda Rotary engines using trigger sensorwith 24 tooth trigger channel, and 2 tooth homechannel.

Mitsubishi Standard MultipointBatchSemi-SequentialSequential


Use for early Mitsubishi VR4 and EVO 4G63engines with optical sensor.

Mitsubishi StandardInverted



Use for late Mitsubishi EVO 4G63 engines withoptical sensor.

Motronic 24-1 MultipointBatchSemi-Sequential

DistributorWaste Spark

These are typically magnetic pickups that are locatedon the crank. This style of pickup looks as if itshould have 24 evenly spaced teeth however there is1 tooth missing leaving only 23 teeth with a gap thewidth of 1 tooth at one location.



These are typically magnetic pickups that are locatedon the crank. This style of pickup looks as if itshould have 30 evenly spaced teeth however thereare 2 teeth missing leaving only 28 teeth with a gapthe width of 2 teeth at one location.



These are commonly found on Ford engines.Typically magnetic pickups that are located on thecrank. This style of pickup looks as if it should have36 evenly spaced teeth however there is 1 toothmissing leaving only 35 teeth with a gap the width of1 tooth at one location.



These are sometimes found on Toyota engines.Typically magnetic pickups that are located on thecrank. This style of pickup looks as if it should have36 evenly spaced teeth however there are 2 teethmissing leaving only 34 teeth with a gap the width of2 teeth at one location.

Basic-Trigger Setup





These are commonly found on European cars such asAudi, BMW, Porsche and Volkswagon.




Motronic 36-1 + 1home



With the addition of the Home signal on the cam,this trigger enables the support of full sequentialinjection and direct fire multi-coil ignition.

These are commonly found on Ford engines.

Motronic 36-1 + 5home



Supoprts 5 Home signals on the cam, this triggerenables the support of full sequential injection anddirect fire multi-coil ignition.

Motronic 36-2 + 1Cam home




These are found on some Toyota engines.




With the addition of 3 tooth pattern on the Homesignal on the cam, this trigger enables the support offull sequential injection and direct fire multi-coilignition.

Motronic 48-2 + 1Home













With the addition of 4 tooth pattern on the Homesignal on the cam, this trigger enables the support offull sequential injection and direct fire multi-coilignition.


Basic-Trigger Setup


Multi Tooth 24 and 1 MultipointBatchSemi-SequentialSequential


These are typically magnetic pickups with 24 teethtrigger with a single tooth home.

These are commonly found on early EFI Toyota andearly EFI Honda engines.

Multitooth General MultipointBatchSemi-SequentialSequential


Multitooth General supports multitooth triggers witha programmable number of teeth from 1 tooth to 72teeth.

Multitooth General requires a single pulse signal onthe Home channel.

Nissan Optical MultipointBatchSemi-SequentialSequential


Nissan triggers are optical triggers with a wheel withtwo tracks. One with large slots and another with 360small slots.

Nissan 1st generation triggers have one unique slotand all remaining slots are the same size. The typicalslot patterns for home window teeth are 2,2,2,8 forFJ20 engines or 2,2,2,2,2,8 for RB30 engines.

Nissan 2nd Generation triggers come with 2 uniquewindows. A typical pattern is 4,8,12,8 that can befound on most CA18 engines. Early RB seriesengines use this pattern also with six windows.

Type 3 Nissan triggers come with all unique windowsizes. A typical pattern is 4,8,12,16 and is commonlyfound on SR20 and late RB series engines.

Subaru MY01Onwards

MultipointBatchSemi-sequentialSequential

DistributorTwinDistributorWaste SparkDirect fire coils

For Subaru 4 cylinder EJ20 series engines 2001 andlater. Includes WRX and Forrester

Subaru Pre MY01 MultipointBatchSemi-sequentialSequential


For Subaru 4 cylinder EJ series engines prior toMY01.

VW Golf 4 Pulse MultipointBatchSemi-sequentialSequential


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 onToyota’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 betweentrigger 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, andfor 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 mentionedabove.

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 anglevariation due to reluctor pickup error or cam belt stretch. If your trigger angle varies by more than approximately 5 degrees, then you shouldinvestigate 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 bechosen 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 thisparameter, 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 bea rising and falling edge to every pulse received. Depending on the sensor, one of the edges may move with respect to the actual crankposition as engine RPM changes. Set this parameter to select the edge that does not move with respect to the crank at all engine speeds. Setthis 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 otheredge may move slightly with RPM. Choose the edge that does not move with respect to the crank position when RPM is changed. Set thisedge 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, ifyou have a Hall effect sensor type that produces a digital square wave output, then select ‘Hall Effect Mode’. Optical triggers also produce asquare 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, ifyou have a Hall effect sensor type that produces a digital square wave output, then select ‘Hall Effect Mode’. Optical triggers also produce asquare 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 youmay 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.

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 youmay 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 haveseveral uniquely sized windows that can be used for this purpose. This parameter selects which of the unique windows to use. If this field isgrey 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 themulti-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 lastdigit 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.


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. Thedefault 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 needto turn this setting 'on' to reference the Trigger -ve terminal to GND.


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. Thedefault 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 needto turn this setting 'on' to reference the home -ve terminal to GND.


Basic-Trigger Setup


Tooth Offset and Trigger Angle RelationshipTooth 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 thehome 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 triggertooth 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 separatesingle 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 occura constant angle BTDC (in other words the teeth must all be evenly spaced and the number of teeth an even multiple of the number ofcylinders 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, agood 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, theignition 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 isunknown 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.

Basic-Trigger Setup


Fuel Setup

Return to Contents

Injection Mode●

Staged Injection●

Invert Fuel Pump●

Fuel Pump Prime●

Injector Resistance●

Setup ScreenThis 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 duringsetup or when diagnosing problems, as this allows the engine to crank without starting. Whilst cranking, timing, RPM and trigger diagnosticscan be checked without injecting fuel.

Basic-Fuel Setup

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Injection Mode

Sequential mode - Is the preferred mode wherever possible, which fires each injector individually in reference to the intake valveopening time, a camshaft reference signal is required. Injection timing is tuned using the end of injection map found in the fuel mapsmenu.

●

Semi-Sequential - fires half the required fuel on the intake stroke and the remaining half on the opposing half of the stroke. This is thepreferred 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 ofinjection does not require any home (camshaft) signal to operate. The angle of injection is not defined, and the injection angle map isnot used. The frequency of injection is defined by the Ignition Divide By parameter. Batch mode is not to be used on engines with oddnumbers 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 notrequire any home or reference signal to operate. The angle of injection is not defined, and the injection angle map is not used. Thefrequency 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 thenbegin to fire. However, when secondary injectors begin injection, they cannot begin to inject smoothly from zero injection time due to theinjector dead time of the secondary injectors. This means that when the secondary injectors start, they must start from around 1ms of injectiontime 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 tocompensate 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 stagingbar is exceeded, the secondary injectors begin to operate and both the primary and secondary injectors begin to pulse at the same pulse width.

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 loadcolumn 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 choosethe 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 bydefault.

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 fuelsystem 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 ofthe 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 similarresistance.

Select the appropriate setting to match the resistance of the fuel injectors.

Warning

Choosing the wrong resistance setting can cause damage to your ECU.

Basic-Fuel Setup


Ignition Setup

Return to Contents

Setup

Spark Mode❍

Spark Edge❍

Dwell Mode❍

Dwell Time❍

Dwell Duty❍

Ignition Lock❍

Lock Timing❍

●

Calibrating Ignition Timing●

SetupThis page is used to setup your Ignition.

Basic-Ignition Setup

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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 outputsto run each ignition coil individually. Each coil has its own output and fires in the pattern of the firing order.

●

Waste Spark - Choose this mode when cylinders are paired together in the appropriate waste spark pairings. This will fire each pair ofspark plugs twice per cycle (once per revolution). On one revolution, one cylinder will be approaching TDC of compression, and theother approaching TDC of exhaust. On the next revolution, the cycles will be reversed. This effectively means that for each firing of thespark plug, one will be used to begin combustion, whilst the opposite cylinder in the pair effectively wastes its spark as it has no effectduring 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 tothe highest output.

●

Distributor - Choose this mode when using a mechanical distributor type ignition system. Only ignition output 1 is used.●

Twin Distributor - Choose this mode when using a Twin Distributor type ignition system. Only ignition outputs 1 and 2 are used andthe 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 willuse a zero voltage output at idle, a +12V signal for charging, and a falling edge to zero volts to fire the spark. Most factory ignitionsystems use falling edge. This is the default setting.

●

Rising Edge - Some Honda and CDI style ignition modules are known to be rising edge triggered. These modules expect to see anaturally 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.



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 constantduty cycle signal on a Constant Charge ignition module will cause the ignition coils to be damagedfrom overcharging. Ignition modules may also be damaged as a consequence.

Constant Charge - This mode must be set to the type of ignition module that it to be used on the engine, almost every ignition systemthat comes from a modern vehicle (i.e. an engine that has EFI as standard) uses a constant charge ignition system. A constant chargeignition module is also known as an ECU Dwell ignition module. The ECU controls the amount of charge time, or dwell of the ignitioncoil. 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 theengine.

●

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 totrigger 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 70/30duty 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.



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 andtiming 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 TimingGo 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 stresson the starter motor it is also advisable to remove the spark plugs to help the engine crank more freely when setting base timing. Becareful when doing this and ensure power is off as spark from ignition coils may cause severe injury or possibly even a fatal electricshock.

●

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 LastHome to determine this. This value should correspond to the number of trigger pulses that will be received for every home pulsereceived.

●

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 (10degrees in this case).

If your trigger type requires Tooth Offset adjustment, then start with Tooth Offset zero and Trigger Angle at 70 degrees. Adjusttooth offset until the timing mark is visible near the TDC mark while cranking the engine. Then adjust Trigger Angle until theignition 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 usinga timing light connected to ignition lead for number 1 cylinder. Adjust the Trigger Angle until timing reads the Lock Timingreference 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 allowfor a larger trigger angle. If your trigger type does not allow for a Tooth Offset (e.g. Standard Trigger Types), then you may need tore-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.



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. Whenadvanced features that require additional settings are enabled, additional tabs are added.

FunctionsO2 Control●

Decel Cut●

Over Boost●

Rev Limiter●

Transient Throttle Enhance●

CAN Communications●

Anti-Lag Launch Control●

Rally Anti-Lag●

Dual Tables●

Ignition Correction TablesPost Start Table●

Air Temp Correction Table●

Coolant Temp Correction Table●

Zero Throttle Table●

Cylinder Trim Table●

Fuel Correciton TablesPost Start Table●



MAP Correction Table●


Wide Open Throttle Table●

Barometric Correction Table●

Prime Table●

Dead Time Table●

EGT Correction Table●


Advanced Setup

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Advanced Setup

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Advanced Functions

Return to Contents

O2 Control●

Decel Cut●

Over Boost●

Rev Limiter●

Transient Throttle Enhance●

CAN Communications●

Anti-Lag Launch Control●

Rally Anti-Lag●

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 O2sensor to maintain a consistent air-fuel ratio around the stoichiometric mixture. The stoichiometric mixture is when exact amount of fuel isprovided to consume all the oxygen of the air drawn into the engine, without any unburnt fuel remaining after combustion. Using closedloop 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 thecorrect 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. TheO2 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 bandsensor 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, andcompensate accordingly by adjusting the injection time. The ECU may overcorrect slightly, and then will pull the mixture back towardsthe desired air-fuel ratio. This slight oscillation either side of stoichiometric mixture is desirable as it aids the function of the catalyticconverter.

Advanced Functions

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The characteristic of narrow band sensors only enables accurate measurement about the stoichiometric mixture point. As a result, O2closed loop is only useful under cruise and light load conditions where a stoichiometric mixture is desirable. Most narrow band O2 closedloop systems actively detect only the cruise and light load conditions and only uses O2 closed loop correction under these conditions. It isnot recommended to use O2 closed loop when under high loads and engine speeds where mixtures should be richer than stoichiometric toensure 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 AnalogVoltage Input (AVI) is configured for a Wideband input and the input is calibrated, the O2 controller can also be setup to use thiswideband 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 offuel delivery.

Unlike the Narrow Band Sensor, it is possible to use the Wide Band Sensor and maintain closed loop operation for longer because we cantarget mixtures other than 14.7:1. This makes it safer for the high load conditions as the controller is targeting the desired mixture underthose conditions. This allows the controller to remain active into more parts of the engine's operating load, but care must still be takenwhen 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

Advanced Functions


Sensor Type - Choose the sensor type. You must also select which input this sensor is connected to in the Inputs setup, otherwisean error will be flagged until this is setup.

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Target Voltage - Only valid for Narrowband sensors. This is the sensor voltage that the ECU will try to target. This should bebetween the two voltages that the sensor outputs for below stoichiometric and above stoichiometric. Setting this target too close toeither of these voltages may lead the controller to not function.

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Idle Target Voltage - Only valid for Narrowband sensors. This is usually set slightly higher than the above target voltage to helprichen the idle mixtures to aid in idle smoothness.

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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 ofthe short term control.

●

Integral Control - This value alters the gain or sensitivity of the controller. The Integral Control affect the sensitivity of the longterm trim.

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Sample Rate - The rate at which the controller will read the O2 sensor and calculate the correction. If this is set too fast, thecontroller will over-react and a very unstable control will result. If this is set too slow, then the O2 controller will be slow to movetowards its target and may not achieve the slight oscillations that are ddesirable.

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Post Start Delay - A cold O2 sensor voltage reading is always low. Set this value so that the sensor has enough time to reachoperating temperature.

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Delay Till Control - This setting will delay when the closed loop O2 control will start when all the conditions are met. This helpsthe controller stop cutting in and out when on the border of one of the conditions that need to be satisfied.

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Lower RPM - The minimum RPM at which O2 control will happen. If this value is greater than this value then O2 control at idlewill be disabled.

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Advanced Functions


Idle RPM - When the engine speed is below this value and there is zero throttle then the O2 Target Idle Voltage is used. To disablethe use of this parameter then set it lower than the Low RPM value.

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Upper RPM - The maximum RPM at which O2 control will happen. Having O2 control off at RPM may be desirable if you arerunning a narrow band sensor.

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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 forO2 control to be disabled.

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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 CutDeceleration cut is a feature that stops the fuel injectors from injecting fuel when the throttle position is zero and the engine speed is abovethe 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

Fuel Return RPM - Fuel is not cut when the engine speed falls below this RPM. Set this RPM to be above your idle RPMotherwise your engine will stall at idle.

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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 withan idle up mechanism based on coolant temp that sets the idle speed above the RPM used for decel fuel cut. This is common in earlyEFI vehicles with ‘wax pellet’ style cold idle up.

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Cut Delay - This is the time in seconds that the ECU will wait before starting the decel cut phase, after seeing a zero throttlecondition. This delay stops any unwanted fuel cutting or ignition changes between gear changes or momentary zero throttleconditions.

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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 eliminateany lean conditions upon fuel being restored.

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The following example assumes a constant load so that injection times and advance does not vary. Of course this is not realistic since loadwill change with movements in TPS. The example aims to simply demonstrate the timing interaction of fuel and ignition in the event of adeceleration cut condition.

Advanced Functions


Over BoostOver 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 asafety 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 OverBoost Cut value.

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Rev Limiter

Warning

Be careful when using “Ignition” for Rev Limiting on vehicles with Catalytic Converters. Unburnedfuel can overheat and damage the converter.

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 andSoft 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 ifthe 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 toZero when RPM exceeds the value in the RPM Limit field.

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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 algorithmwill 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 EnhanceTransient Throttle Enhance function aids in improving engine response when the throttle on a conventional fuel injected vehicle is openedrapidly. The Transient Throttle Enahncement works by adding additional injection pulses (asynchronous enrichment) and enriching thecurrent 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 aTPS rate of change of 15% this means that in a time frame of 10ms the throttle position moved 15%. A slow throttle movement could havea TPS rate of change of 1%, which means that in a time frame of 10ms the throttle position only moved 1%.

Settings

Number of Async Pulses - This is the maximum number of extra injector pulses that can happen per injector output during anenrichment event.

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Async Delay Time - The minimum time between asynchronous enrichment events. This is to stop excess fuelling when constantlypumping the throttle.

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Delta Dead Band - To prevent excessive enrichment due to slight throttle jitter, only a rate of change of throttle position greaterthan this value will trigger an enrichment event.

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Transient Throttle Trim - The trim value scales the fuel enrichment. 0% makes no change to the fuel enrichment. 100% will addan extra 100% to the enrichment. Setting this to -50% will remove 50% from the enrichment.

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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 generalmore 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

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 asthe 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 inthrottle that you can make in the sample period of 10mS. In simple terms, this is the amount of enrichment for a full throttle opening asfast as you think you will ever open the throttle. Display the Transient Throttle Delta Load channel on a display or gauge to determine themagnitude 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 themaximum 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 thatall of the fuel enrichment will be delivered synchronously (ie no additional fuel pulses will be added, all enrichment will be delivered byincreasing the regular injection pulse). Setting 100% in the table means that all of the fuel enrichment will be delivered asynchronously (iethe normal injection pulse remains the same and all the enrichment fuel is added through extra asynchronous pulses between the maininjection pulses).

Note that if the enrichment value exceeds 9.5ms (the maximum size of an asynchronous pulse) the remaining enrichment will be delivered

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 extrafuel 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 (DeltaLoad) 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, thePercentage 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 valueshould 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 beset to 25%. The Enrichment Sensitivity table values are based also on this largest Delta Load case, so in the right most column value, youshould set 100%.

For slower throttle movements (lower Delta Load values), less enrichment is required, so values less than 100% should be set in thesecolumns.

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) decaysback 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 CommunicationsEnabling 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, driveshafts, differentials, clutch and or crankshaft. Only experienced operators should attempt to use thisfeature.

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 fueland retarding the timing under these conditions, to raise exhaust flow to the turbo. The engine speed is controlled to the desired RPM bydropping injection events in a ‘rotation’ between the cylinders.

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, driveshafts, differentials, clutch and or crankshaft. Only experienced operators should attempt to use thisfeature.

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 spinningquickly.

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, RotationalIdle can be activated. Rotational Idle keeps the RPM low, even with high airflow, by dropping injection events in a ‘rotation’ between thecylinders.

Advanced Functions


Settings

Activation Method - When the Anti-Lag system is Activated, the system is armed and ready to operate, but does not retard ignitionand enrich fuel until the Minimum TPS condtion is met, such as when off throttle changing gears. The system remains Activated orarmed for the duration of the Maximum Time setting. After this time has elapsed, the system will revert back to Rotation Idle modeonly 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 tobe armed.

❍

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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 notActivated, rotational idle only, will activate below this throttle position.

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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.

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Maximum Time - If the activation method for the anti-lag is ‘TPS Only’ or ‘TPS and Switch’, the anti-lag will be armed for thisduration.

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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 disableRotational Idle.

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Rot-Idle End RPM - Rotational Idle end at this RPM. Set this to your maximum desired idle speed. Set to zero to disableRotational Idle.

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Dual TablesThis 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 whichallows 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.

Advanced Functions


Ignition Corrections

Return to Contents

Post Start Table●





Post Start TableThis 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 TableAs the air temperature of the intake charge increases, so does the susceptibility of the engine to pinging or detonating. This tableallows up to 10° advance or retard of the spark timing based on the inlet air temperature. Normally this table would not need to beused, but in some cases such as high inlet air temperatures on turbo/supercharged engine, retarding the spark may help preservethe engine.

The Air Temp Correction table is a 3D table allowing compensation across intake air temperature and engine load.

Ignition Correction

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Coolant Temperature Correction TableThe Ignition Coolant Temp Map allows up to 10° advance or retard of the spark timing based on engine coolant temperature. ThisMap should only be used if there is a need to adjust the timing for low or high temperatures.

Zero Throttle TableOne problem that often occurs with performance engines is rough idling. The manifold design, cam characteristics, etc. can causeinstability in MAP signal. This makes ignition timing unstable when using MAP as the load axis on the base ignition table. Inmany 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 isa 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 TPSsetup, 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 thisfeature to operate correctly.

Ignition Correction


Cylinder Trim TablesCylinder Trim Tables allows you to adjust the ignition timing between each individual cylinder to account for any minordifferences mixture or temperature of individual cylinders. The trims allow a maximum of ±20 degrees of ignition timing. Thecylinder trims can be found in the ECU Navigator tree as several 1x1 tables.

Ignition Correction


Fuel Corrections

Return to Contents

Post Start Table●



MAP Correction Table●


Wide Open Throttle Table●

Barometric Correction Table●

Prime Table●

Dead Time Table●

EGT Correction Table●


Post Start TableOn some motors, in particular rotaries there may be a problem with vapour-lock (fuel that has vaporised due to heating of the fuel rail). Theadditional 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 themotor 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 themajority of your compensation using the coolant temp map and only use the post start map after the coolant temp map is properlyprogrammed.

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 theMax 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 TableThis map compensates for the change in density of the intake air charge when the intake air temperature changes. Colder air is more densewhich 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 intakeair 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.

Fuel Correction

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Coolant Temperature Correction TableAn 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 fuelsticks to the walls and doesn't atomise properly. The ECU corrects for this by using the Coolant Temperature Correction table to define therelation between engine temperature and extra fuel required. The ECU will automatically reduce the amount of coolant correction applied tothe engine as the throttle is opened and air speed increases. The Fuel Coolant Map should not be adjusted until the Fuel Maps are correctlytuned at operating temperature.

The Coolant Temp Correction Table defines the percentage increase in fuel at any given engine coolant temperature and load. The ECU issupplied with a default coolant map that may not need to be modified. If the coolant map requires modification, the changes should be doneONLINE 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 tooperating temperature, where there should be zero coolant correction.

MAP Correction TableThe MAP Correction table is typically used to compliment the fuel tuning when using TPS as the main load source. Cars with multiplethrottles 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, totune the varying fuel demands based on throttle position. This results in a table that looks similar to that below.

Fuel Correction


Zero Throttle TableOne problem that often occurs with performance engines is rough idling. The manifold design, cam characteristics, etc. can cause instability inthe airflow. This makes fuel metering difficult. In particular, the Map sensor often cannot correctly read the manifold pressure, as it isnon-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 fueldelivery reverts back to the base fuel map. When the throttle position is above the Zero Throttle Value in the TPS setup, the fuel deliver alsoreverts 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 calibratedproperly. Secondly, the table relies on there being a consistent airflow at zero throttle for a given engine speed. Idle control will introduce aninconsistent air flow at zero throttle, so will cause engine mixtures to fluctuate for a given RPM. Therefore, idle control is not recommendedwhen using the zero throttle table. If idle control is used, then it must be done so with caution.

Wide Open Throttle TableThe manifold and throttle body design can also cause problems tuning at full throttle on normally aspirated engines. In some cases, themanifold pressure can reach close to atmospheric pressure before full throttle is reached. This means that bars close to the full load bar on theFuel 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 fullthrottle mixtures. The Full Throttle Map is activated above the value set in the Full Throttle Value in the TPS Setup, and has oneprogrammable bar every 500 rpm up to 15500 rpm.

Fuel Correction


Barometric Correction TableIf you are using MAP for load sensing on your engine, then it is unlikely that you will need to worry about Barometric compensation forfluctuations in ambient barometric pressure. If you are using TPS for load sensing, Zero Throttle maps or Full throttle maps, then read on tolearn 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 largechange 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 inatmospheric conditions, the Barometric Correction map allows correction to your injection times of up to ±50%.

If you intend to use Barometric Pressure correction, then this feature should be setup and enabled prior to tuning your base fuel to ensure thatthis compensation is taken into account whilst tuning. Alternatively, if you tune your base fuel without Barometric compensation, then youmust note the barometric pressure when the engine was tuned and use this as your zero compensation reference point in your BarometricPressure correction table.

Prime TableTo 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. Thefuel 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 veryhelpful 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 theengine. Do not pump the throttle, as this will only worsen the problem.

Fuel Correction


Dead Time TableAs 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 toopen 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 ‘on’ time as the voltage drops. The Dead Time table is a 2Dtable 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 headlightsor applying some sort of electrical load. Adjust your Dead Time table under the different battery voltage conditions to maintain a steady AFR.

EGT Correction TableIf an optional Exhaust Gas Temperature (EGT) sensor is configured in the ECU Inputs page and connected to the appropriate ECU input, thenfuel can be corrected against EGT. Adding extra fuel can be used reduce combustion temperatures. However, high EGT can be caused byother factors such as incorrect ignition timing, so these other factors must be considered when tuning against EGT.

Fuel Correction


Cylinder Trim TablesCylinder Trim Tables allows you to adjust the fuel delivery between each individual injector to account for any minor differences betweeninjector flow, air flow or temperature of individual cylinders. The trims allow a maximum of ±100% of injection time. The cylinder trims canbe found in the ECU Navigator tree as several 1x1 tables.

Fuel Correction


Output Setup

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Air Con Output●

Air Temp Switch 1-4●

Alternator Control●

Aux Fuel Pump●

BAC Main●

BAC Slave●

BAC Open●

BAC Close●

Battery Light●

Boost Control●

Cam Control Output 1●


Coolant Temp Switch 1-4●

Dual Intake Valve●

ECU Diagnostic Light●

Engine Control Relay●

Engine Running Time Switch 1-4●

Extra Injector●

Generic Duty Output●

Ignition Bypass●

Intercooler Fan●

Intercooler Spray●

Intercooler Spray Advanced●

Intercooler Spray Armed●

MAP Sensor Switch 1-4●

Nitrous Activation Signal●

Road Speed Switch 1-4●

RPM Switch 1-4●

Shift Light 1-3●

Staging Signal●

Stall Saver●

Tacho Output●

Test●

Thermofan 1&2 (PWM)●

Thermofan 1&2 (Switch)●

Torque Converter Lockup Control (TCC)●

TPS Switch 1-4●

Turbo Timer●

VANOS●

VTEC●

Water Injection●

OutputsThe Outputs page allows all spare ignition or injection outputs that are not used for ignition or injection duties, to be configured for auxiliarydevices such as tachometer output signals and turbo wastegate solenoids. If the output is used by an ignition or fuel channel, then anyauxiliary 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 modulatedwave forms) for BAC valves or switched style discrete outputs for thermo fans and on/off type devices. All outputs are “pull to ground” styleoutputs 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.

Output Setup

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PWM Output TypesPWM outputs are pulsed waveforms or varying duty and frequency. These are available on all channels, each output is capable of driving amaximum 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 thatchannel. 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 TypesThese 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 TypesOutputs 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.

Output Setup

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Digital Pulsed Outputs

Return to Contents

Air Con Output●

Air Temp Switch 1-4●

Alternator Control●

Aux Fuel Pump●

BAC Main●

BAC Slave●

BAC Open●

BAC Close●

Battery Light●

Boost Control●



Coolant Temp Switch 1-4●

Dual Intake Valve●

ECU Diagnostic Light●

Engine Control Relay●

Engine Running Time Switch 1-4●

Extra Injector●

Generic Duty Output●

Ignition Bypass●

Intercooler Fan●

Intercooler Spray●

Intercooler Spray Advanced●

Intercooler Spray Armed●

MAP Sensor Switch 1-4●

Nitrous Activation Signal●

Road Speed Switch 1-4●

RPM Switch 1-4●

Shift Light 1-3●

Staging Signal●

Stall Saver●

Tacho Output●

Test●

Thermofan 1&2 (PWM)●

Thermofan 1&2 (Switch)●

Torque Converter Lockup Control (TCC)●

TPS Switch 1-4●

Turbo Timer●

VANOS●

VTEC●

Water Injection●

Air Con OutputThe air conditioning control can perform two tasks. Air conditioning control can be used to assist in turning off the air con compressor whenunder 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 airconditioner compressor clutch. If this output is used for the first task, then it is possible to intercept the output from the switch and connect theoutput 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-conthermostat 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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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 helpprevent 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 theengine under high driver demand.

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Maximum RPM - A/C output is disabled when the engine speed exceeds this RPM. This is to prevent over revving the air concompressor on some high performance engines.

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Conditions Time Delay - In order to prevent the A/C compressor from making rapid transitions with rapid changes in throttle, theminimum time interval between on and off transitions can be specified here.

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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 - 4Air Temp Switch 1 through to Air Temp Switch 4 are seperate Air Temp switches that can be used for any generic purpose requiring theswitching 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 differentsettings, 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 ControlSome Mazda alternators require a PWM signal to regulate alternator output voltage. This feature allows the ECU to control the PWM outputto 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 theactual battery voltage and the desired battery voltage. Setting this too high will result in too much ripple or pulsation in the outputvoltage. Setting this too low will result in large error when electrical load varies from minimum to maximum, such as the differencewith headlights on or off.

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Aux Fuel PumpRunning two fuels pumps continuously, or a single very large flow-rate pump means excessive noise and heating of the fuel. A street vehiclewith very high potential output will not need a large fuel supply at all times. The second pump would only be activated when load demandsrequire 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 topower 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.●



The extra pump must be connected in parallel with the primary fuel pump. The Figure below suggests a possible layout. The check valve isnecessary to prevent fuel from being forced in the wrong direction. Connect the power to the pump via a relay as shown. Either the positive ornegative side may be switched through the relay.

BAC MainBAC 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 thatmoves according to the current flowing through the BAC motor. This is similar to a voice coil in an audio speaker. BAC valve idle control isused to hold steady the RPM when off the throttle. This method of controlling RPM at idle is done by looking at the difference between thetarget idle RPM and the current RPM and adjusting the BAC valve’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 SlaveAlways used in conjunction with BAC Main. Some idle control systems use a valve with two sets of coils rather than a spring to close tovalve. These valves use a PWM signal that is a complimentary signal to the main signal. The BAC Slave signal is the complement of the BACMain 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 Settingsas 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 thevalve 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. BACOpen (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 thevalve 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. BACClose (Subaru) uses the same Idle Control Settings as BAC Main.

Battery LightThis feature allows a warning light to be connected to alarm the vehicle operator that the vehicle battery voltage is below a certain voltage.

On Value - The voltage, under which, the battery light output will activate.●



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 iscreating.

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 frequencyof 20 – 30 Hz.

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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 adjustthe duty cycle of the boost control solenoid to adjust the engine boost pressure toward the Target Boost level.

Settings

Frequency - Frequency (Hz) that the waste gate solenoid will run at. A Typical value for the Haltech waste gate solenoid is a frequencyof 20 – 30 Hz.

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Start Duty Cycle - This is the duty cycle that the waste gate solenoid will operate at when closed loop boost control begins. This dutycycle should cause the boost to read somewhere below the target boost level. If this value is too high then the boost will overshoot thetarget boost level before it returns to the target. If too low the boost may dip down a bit before being controlled. See Boost Control inthe Tuning Section for more details on tuning the boost controller.

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Use Start Duty Table - When checked the controller will ignore the ‘Start Duty Cycle’ value above and use the values from the StartDuty Table.

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Proportional - Proportional affects the responsiveness of the controller. Proportional control affects the immediate response of thecontroller directly proportional to the amount of error to the target boost.

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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 Integralvalues that allow much overshoot, so Derivative is often left at zero.

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Control Point Offset - An offset in kPa or PSI from the target boost level at which boost control will begin This value maybe increasedfor applications where boost is made extremely quick and to give the controller more time to react. E.g. If the boost target is 120 kPaand the ‘Control Point Before Target’ is set to 20 kPa then boost control will begin at 100 kPa. Default 20 kPa or 3 PSI.

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Delay till Control - Once the boost controller has reached the ‘Control Point Before Target’ it will hold at the start duty cycle for thisamount of time before controlling boost. Default 0.5 sec.

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Tables

Output Start Point Table - This table maps Output Start duty over the target boost. For higher target boost levels, a higher duty isrequired to achieve this boost level. However, the relationship is not usually linear. This table enables you to tune this duty against thetarget 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 1This feature allows the operation of the variable valve timing associated with some modern engines. This feature is designed to controllingcontinuously variable valve timing. There are multiple control outputs available as each camshaft to be controlled requires its own CamControl 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 variableand the exhaust cam remains static), in which case the exhaust cam sensor would be used as the ECUs “home” signal and the intake camsensor is setup as the VCT control input.



Cam Output Settings

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.

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Minimum Duty - The minimum duty the controller will output to the VCT solenoid. Generally 10% less then the ‘Steady Cam PosDC’. I.e. if the ‘Steady Cam Pos DC’ is equal to 45% then the ‘Min Duty’ will equal 35%.

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Maximum Duty - The maximum duty the controller will output to the VCT solenoid. Generally 10% more then the ‘Steady Cam PosDC’. I.e. if the ‘Steady Cam Pos DC’ is equal to 45% then the ‘Max Duty’ will equal 55%.

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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 andconsidered it to be controlled.

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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 offseterror from the target in a timely manner.

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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 theoutput duty cycle will be zero.

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Maximum RPM - The maximum RPM that the variable cam timing controller will work. Above this RPM the output duty cycle willalways be zero.

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Maximum Angle - The maximum advance angle allowed. Any value in the ‘Target Angle’ table that goes above this will be clampedby the output to this value.

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Cam Control Output 2This is a second variable Cam Controller. This can be used for a second intake cam. Similarly, for Cam Control Output 2 to operate, a CamTiming Input 2 is required to be setup (in input functions). The settings are the same as for Cam Control Output 1.

Coolant Temp Switch 1-4Coolant Temp Switch 1 through to Coolant Temp Switch 4 are seperate Coolant Temp switches that can be used for any generic purposerequiring 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 ondifferent 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 ValveSome late model engines possess two tuned intake manifolds seperated by a set of butterfly valves. One intake tract remains shut at lower rpmwhere there is less airflow, then opens as airflow demands increase. This provides a broader torque curve. The DIV function controls thesolenoid 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 thesecondary intakes. To achieve this logic, select the output to be inverted within the output options window.

ECU Diagnostics LightThis feature allows a warning light to be illuminated when certain sensor conditions are met. This output is useful for determining if a sensorhas failed or been disconnected, it is also useful for setting a warning light if engine temperature goes above safe levels. To access thediagnostics limits for each sensor go to the setup menu -> sensor setup -> sensor diagnostics.



Engine Control RelayThis feature allows the 12-volt supply to the engine to be disconnected when the ECU is not powered up. There are no parameters for thisfeature. 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 thecomponents it drives but can sink the current required to energise the primary winding of the relay (ie the ECU is only capable of switchingthe relay on not powering the engine or its components).

Engine Running Time Switch 1-4Engine Running Time Switch 1 through to Engine Running Time Switch 4 are seperate Engine Running Time switches that can be used forany generic purpose requiring the switching of an output based on Engine Running Time. There are 4 sets of settings that correspond to eachoutput.

If you configure multiple Engine Running Time Switch 1's, then each will use the settings for Engine Running Time Switch 1. If you wantoutputs 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 InjectorSelect extra injector output for additional staged injection. You can select as many extra injectors as the number of free injector channelsallow. 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 OutputAllows 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 ECUNavigator 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 BypassBypass 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 timingcontrol. This feature is only used on bypass line equipt GM ignition systems.

Intercooler FanTo assist in the operation of the intercooler, a fan can be setup to blow cool air through the intercooler. The intake air temperature activatesthis fan.

On Value - The intercooler fan operates when air temperature exceeds this temperature.●



Off Value - The intercooler fan stops when air temperature falls below this temperature.●

Intercooler SprayTo assist in the operation of the intercooler, a water spray can be setup to spray water onto the intercooler. The intake air temperature activatesthis 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 advancedThe advanced intercooler spray requires the “intercooler spray input” to be setup and enabled. All of the conditions in the intercooler sprayadvanced 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 methanolinjection system.

Intercooler spray armedWhen 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 iscommonly used when connected to the factory mitsibishi evo 9 dash).

MAP Sensor Switch 1-4MAP Sensor Switch 1 through to MAP Sensor Switch 4 are seperate MAP Sensor Switches that can be used for any generic purpose requiringthe 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 ondifferent 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 SignalThis function controls the operation of a NOS system. It does not control the delivery of the Nitrous Oxide, but simply turns the system on oroff in certain conditions, a relay is required to trigger the NOS solenoids. The ECU output is used to trigger the relay only. The NOS systemmust 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 beconfigures for NOS Activation to operate.



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 NOSsystem is used to help boost the turbo. Once on boost, the NOS can be turned off. Normally aspirated engines, on the other hand, canuse 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 isan absolute pressure value in kpa.

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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 mixturesin case there is a minor lean out. You must supply sufficient fuel for the NOS system by other means to ensure that you have sufficientfuel.

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Ignition Retard - Amount of ignition retard when NOS is active.●

Road Speed Switch 1 - 4Road Speed Switch 1 through to Road Speed Switch 4 are seperate Road Speed Switches that can be used for any generic purpose requiringthe 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 ondifferent 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 - 4RPM Switch 1 through to RPM Switch 4 are seperate RPM Switches that can be used for any generic purpose requiring the switching of anoutput 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.●



Shift Light 1 - 3Shift 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 SignalThis 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 StagingLoad 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 theload is above the staging point. The pulsed outputs can be configured using the Extra Injector outputtype.

Stall SaverA 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 instarting 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 stallbecause of its opening. The valve should be of appropriate size to increase the idle speed by several hundred rpm. Wire the solenoid throughthe 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 OutputThe tacho output can be used to drive electronically controlled tachometers. The duty cycle of the waveform is fixed with a varying frequencythat 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. Mosttachometers 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 requiredfor some factory tachometers. The PWM 1 “pullup” controls the voltage level of the ouput signal, ie enabling the 12v pullup outputs a0-12V square wave, the 8V pullup outputs a 0-8V square wave etc.

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TestThe 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 realtime 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 fanspeed. This type of thermo fan control is often controlled by intelligent relay circuitry. The control output from the ECU varies output dutycycle with temperature, this in turn varies the speed of the fan. This form of fan control is found in some late model vehicles including someMitsibishi 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 exceedthe programmed value. You can setup more than one thermofan on separate outputs.



After selecting the Thermofan option, the temperatures must be programmed to select when the fan turns on and off. When wiring up athermofan 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 toswitch 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 activatedand deactivaed when the Air Conditioning is switched on and off.

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Torque Converter Lockup Control (TCC)This function controls the clutch lockup solenoid on automatic transmissions that support this feature. Locking the torque converter reducesthe 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, thesolenoid 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 signalindicates that the transmission is hot, and engaged in top gear. When this is the case, the lockup solenoid is activated regardless of road speedwhenever 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 signalconditioning.) Access to the wiring of the torque converter lockup solenoid and 4th gear/over-temp switch Wire the TCC solenoid to theappropriate output line on the output connector, and, if it is available, the 4th gear/over-temp signal to the appropriately configured Input. The4th 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 12volt signals for powering a Hall effect or optical sensor. A magnetic or reluctor type signal is incompatible, and you will need to convert theoutput 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 lockupbelow 60 kph (40 mph).

TPS Switch 1 - 4TPS Switch 1 through to TPS Switch 4 are seperate TPS Switches that can be used for any generic purpose requiring the switching of anoutput 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 TimerThe 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 theturbo 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 beswitched off manually while the turbo timer is active. See the figure below for the correct way to wire this output. The ECU detects if theignition switch has been turned off via the Turbo Timer Input. This can be setup in the Digital Inputs.



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 RetardThis feature allows the operation of the VANOS variable valve timing system developed by BMW. This feature controls two solenoids on thecamshaft. One solenoid advances the camshaft, the other retards the camshaft timing. For control of the VANOS system, two DPO's (DigitialPulsed 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 DPIwill 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 andconsidered it to be controlled.

●

Propional Co-eff - The amount of action that the controller takes proportional to the error. Typically between 10 – 50 depending onhow aggressively the system needs to react.

●

Minimum Coolant Temp - The temperature at which the VANOS system will begin its operation, below this temperature thecamshafts will remain in the fully retarded position.

●

VTECThis feature allows the operation of the variable valve timing (and lift) associated with some engines where a second cam profile is switchedin. 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 ActivationTo help improve the detonation resistance of an engine, water injection is sometimes used. The water helps to cool the intake charge andincrease the resistance to detonation when it forms a vapour in the combustion chamber. The water injection is activated by the followingparameters.

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.



Inputs Setup

Return to Contents

Inputs SetupInputs●

TPS●

MAP Sensor●

Coolant Temp Sensor●

Air Temp Sensor●

Analogue VoltageInput FunctionsThese functions are available only on AVIinputs.

Boost Trim●

Exhaust Gas Temp Sensor●

Fuel Pressure Sensor●

Fuel Temp Sensor●

Fuel Trim●

Ignition Trim●

Manual Idle●

Oil Metering Feedback●

Oil Pressure Sensor●

Oil Temp Sensor●

O2 Wideband Sensor 1&2●

Digital Switched InputFunctionsThese functions are available on AVI, DSI andDPI inputs.

Air Conditioning Request●

Auxiliary Rev Limit●

Datalog Activation●

Launch Anti-Lag Switch●

Lock Timing●

Nitrous Enable●

Rally Anti-Lag Switch●

Table Selection●

Test●

Transmission Overheat●

Turbo Timer Input●

Digital Pulsed InputFunctionsThese functions are available only on DPIinputs.

Cam Timing Input 1●


Flatshift●

Vehicle Speed Input 1-4●

VANOS Inlet Cam Signal●

VANOS Ref Signal●

Inputs TypesThe Inputs page allows various input devices connected to Analog Voltage Inputs (AVI), Digital Switched Inputs (DSI) or Digital PulsedInputs (DPI) to be configured for use with the ECU.

Inputs Setup

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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 twodifferent voltage levels. The On Voltage and Off Voltage define what the thresholds are between the On and Off states. The voltage can beviewed as a channel in the software to determine the thresholds for a switched input.

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 canbe 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 fromthe controller should be connected to this input. When a Wideband Sensor is selected, additional settings appear in a new tab to allow you tocalibrate 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 theDSI, the Edge Select determines the active state for switch inputs. For pulsed inputs, the Edge Select determines the active edge for measuringtiming 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 VariableCam 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 youare not using Variable Cam Timing or your engine has a seperate cam timing signal for Variable Cam Timing use.

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 MAPSource 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 thiscase.

●

TPSThe TPS input settings allow you to calibrate and setup the Throttle Position Sensor.

TPS Calibration0% TPS - This is the voltage from the TPS sensor when the TPS is at 0% throttle or fully closed. To calibrate the sensor, leavethe 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 toincrease 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, IdleControl 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 tobe at 100% throttle.

●

MAPThe MAP input settings allow you to calibrate and setup the Manifold Absolute Pressure sensor.

Inputs Setup


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 operatingrange 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 MyDocuments/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 toincrease 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 ECUDiagnostic 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.❍

●

CTSThe CTS input settings allow you to calibrate and setup the Coolant Temperature Sensor.

CTS Calibration Table - To calibrate the sensor, enter sensor voltage vs. temperature values into the table at known points for the●

Inputs Setup


sensor. Ensure that your voltage range spans the operating range of the sensor.


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 ECUDiagnostic Light output.




Out of Range Value - The fall back or 'limp home' value to use when the senor is considered to be in a fault condition.❍

●

ATSThe ATS input settings allow you to calibrate and setup the intake Air Temperature Sensor.

ATS Calibration Table - To calibrate the sensor, enter sensor voltage vs. temperature values into the table at known points for thesensor. Ensure that your voltage range spans the operating range of the sensor.


●

Display -

Warning Maximum - The threshold where a warning will display on a gauge, when the warning feature is supported.❍

●

Inputs Setup


Diagnostics - Diagnostic faults are reported to the ECU Manager software via the Air Temperature Sensor Warning channel and theECU Diagnostic Light output.




Out of Range Value - The fall back or 'limp home' value to use when the senor is considered to be in a fault condition.❍

●

Inputs Setup


Analog Voltage Inputs Functions

Return to Contents

Boost Trim●

Exhaust Gas Temp Sensor●

Fuel Pressure Sensor●

Fuel Temp Sensor●

Fuel Trim●

Ignition Trim●

Manual Idle●

Oil Metering Feedback●

Oil Pressure Sensor●

Oil Temp Sensor●

O2 Wideband Sensor 1&2●

Boost TrimWith the optional trim module attached to an analogue input, the boost controller can be trimmed to vary theboost level.

When using Open Loop Boost control, the wastegate duty cycle can be adjusted with the trim module. Withthe trim set to minimum, the boost level is restored to standard with the boost solenoid de-activated. As thetrim 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 trimset to minimum, the boost target is set to zero boost. Your turbo will then operate off the minimum pressureas defined by the wastegate spring. When set to 100% trim, the boost target will be targeted at 100% of thevalue programmed in your Target Boost table.

Exhaust Gas Temp SensorThis input allows an Exhaust Gas Temperature input to be measured by the ECU. This input requires the EGTthermocouple to be amplified externally (EGTs and amplifiers can be purchased through Haltech). EGT canthen be used to trim fueling requirements through the fuel correction maps.

Analog Voltage Input Functions

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EGT Calibration Table - To calibrate the sensor, enter sensor voltage vs. temperature values into thetable at known points for the sensor. Ensure that your voltage range spans the operating range of thesensor.

It is also possible to Save and Load calibrations for sensors. Some Calibration files are provided andcan 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 thewarning feature is supported.

❍

Warning Maximum - The threshold where a warning will display on a gauge, when the warningfeature is supported.

❍

●



Diagnostics -


Minimum Voltage - The voltage threshold below which, the sensor is considered to be in a faultcondition.

❍

Maximum Voltage - The voltage threshold above which, the sensor is considered to be in a faultcondition.

❍

Out of Range Value - The fall back or 'limp home' value to use when the senor is considered tobe in a fault condition.

❍

●

Fuel Pressure SensorThis input allows the ECU to measure fuel pressure.



Fuel Pressure Calibration Table - To calibrate the sensor, enter sensor voltage vs. pressure valuesinto the table at known points for the sensor. Ensure that your voltage range spans the operating rangeof the sensor.


●

Display -


❍


❍

●

Diagnostics -



❍


❍

●

Fuel Temp SensorThis input allows the ECU to measure fuel temperature.



Fuel Temp Calibration Table - To calibrate the sensor, enter sensor voltage vs. temperature valuesinto the table at known points for the sensor. Ensure that your voltage range spans the operating rangeof the sensor.


●

Display -


❍


❍

●

Diagnostics -


●




❍


❍


❍

Fuel TrimWith the optional trim module attached to an analogue input, the injection times can be adjusted with the trimmodule. Typically the trim module is used when firing up engines for the first time to make quick adjustmentsto fuel.

When the trim is centred, the amount of correction is 0%. When the trim is wound to the left, it will be at themost negative correction. When wound to the right, it will be at the maximum positive correction. The setuptab allows you set the Maximum Trim percentage.

Ignition TrimWith the optional trim module attached to an analogue input, the ignition timing can be adjusted with the trimmodule.

When the trim is centred, the amount of correction is 0°. When the trim is wound to the left, it will be at themost negative correction. When wound to the right, it will be at the maximum positive correction. The setuptab allows you set the Maximum Trim percentage.

Manual IdleWhen 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 thistrim. With the trim set to minimum, the stepper motor will position itself according to the position describedby Min Stepper Open Position in the idle control panel. The maximum position will be the minimum positionplus the Stepper Motor Range.

Oil Metering FeedbackThis 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 itsposition. The Feedback Min must be set with the minimum voltage from the analogue input when the steppermotor is in the most closed position. The Feedback Max value must be set with the largest voltage value fromthe analogue input when the stepper motor is in the most open position.



Oil Pressure SensorThis input allows the ECU to measure oil pressure.

Oil Pressure Calibration Table - To calibrate the sensor, enter sensor voltage vs. pressure values intothe table at known points for the sensor. Ensure that your voltage range spans the operating range of thesensor.


●

Display -


❍

●




❍

Diagnostics -



❍


❍

●

Oil Temp SensorThis input allows the ECU to measure oil temperature.



Fuel Temp Calibration Table - To calibrate the sensor, enter sensor voltage vs. temperature valuesinto the table at known points for the sensor. Ensure that your voltage range spans the operating rangeof the sensor.


●

Display -


❍


❍

●

Diagnostics -



❍


❍


❍

●

O2 Wideband Sensor 1 & 2With the 5V output from a wide band A/F meter attached to this input, the A/F ratios can be viewed and datalogged against the other engine parameters to aid in tuning and verification of the maps. See O2 Input sectionin Inputs Setup.



Digital Switched Input Functions

Return to Contents

Air Conditioning Request●

Auxiliary Rev Limit●

Datalog Activation●

Launch Anti-Lag Switch●

Lock Timing●

Nitrous Enable●

Rally Anti-Lag Switch●

Table Selection●

Test●

Transmission Overheat●

Turbo Timer Input●

Digital Switch Input types are inputs that toggle between two states of low(0V) and high(5V) voltage todescribe the state of a switch or sensor.

Air Conditioning RequestThe ECU can intercept the air conditioning control to control when it is allowed to operate and to allowfor any idle up requirements when air conditioning loads the engine. This input is connected to the switchthat 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 conditioningcontrol.

Auxiliary Rev LimitTo 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, theauxiliary rev limit is set when the car is stationary and the engine is revved up to that limit. When theclutch is released, then car is moved using only the limited engine power until sufficient traction isgained, 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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Datalog activationTo activate on board datalogging the channels need to be setup in the datalogging setup menu and theinput needs to be enabled. When the input is grounded on-board datalogging is activated.

Launch Anti-Lag SwitchWhen Anti-Lag Launch Control is enabled in the Advanced Setup this input needs to be setup. SeeAnti-Lag Launch Control section for more details of setting up antilag launch mode.

Lock TimingThis input function allows the enabling of Lock Timing via an input. This can be used as a diagnosticfeature to check base timing similar to factory ECU's which allow a locked timing by grounding an input.

Nitrous EnableIf the nitrous activation system requires an external input to arm the system, then select this function onthe digital inputs. See tuning section for details on how to setup nitrous control.

Rally Anti-Lag SwitchWhen Rally Anti-Lag is selected and the Switch activation method is selected, then this input needs to besetup. See Rally Anti-Lag section for more details of setting up and tuning Rally Anti-lag mode.

Table SelectionThe ECU has two sets of separate fuel and ignition tables that can be programmed. These can be tuneddifferently for different fuels or different conditions. E.g. Use fuel/ignition tables 1 for pump fuel and usefuel/ignition tables 2 for racing fuel. The Dual Tables configuration defines which tables are switched.

TestThe Test input is provided as a diagnostic tool to test the input. When configured, the state of the inputwill be reported via the data channel for the given input.



Transmission OverheatSome factory vehicles are fitted with a transmission overheat switch that alerts the user to the fact thatthe transmission temperature is high. When using Torque Convertor Lockup control and an overheatcondition is detected via this input, the Torque Convertor Lockup control will alter its strategy to lockupthe torque convertor more aggressively to reduce heat.

Turbo Timer InputWhen turbo timer is setup, the ECU requires an input to determine when the ignition is turned off to startthe turbo timer. See auxilary output options section on the Turbo Timer output for more details on how towire the turbo timer system.



Digital Pulsed Input Functions

Return to Contents



Flatshift●

Vehicle Speed Input 1-4●

VANOS Inlet Cam Signal●

VANOS Ref Signal●

Cam Timing Input 1Continuous variable cam timing generally requires two camshaft inputs, one input is a static input thatdoes not vary with camshaft position (this input is wired to the ECU home input). The other inputmeasures the camshafts true position and therefore varies as the camshaft position is changed, this signalis the VCT input and is required to be a digital 0-5V square wave pulse signal. If the factory sensor is areluctor 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 thepulse 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 camangle measurement.

●

Cam Timing Input 2This is the second cam timing input channel. This is used where two intake cams are controlled. See CamTiming Input 1 for settings.

FlatshiftWith this input setup on a clutch activated switch the ECU will retard timing preventing the engine fromaccellerating at its normal rate. This allows for the driver to remain at full throttle without over-revvingthe engine.

Type - Choose the method used to limit engine speed.

Retard - Retards ignition timing❍

●


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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.●

Vehicle Speed Input 1-4To detect the speed at which the vehicle is travelling, connect a square wave pulse signal to this inputthat has a frequency that is proportional to speed of the vehicle.

Road Speed x - This is the calibration for this vehicle speed input in pulses per km. A commonsetting is 2450 pulses/km.

●

Gear Ratios - To use features that require gear selection as an input, calibrate each gear in km/hper 1000rpm. You must have a working vehicle speed reading for this feature to operate correctly.

●

VANOS Inlet Cam SignalThe VANOS Inlet Cam digital timed input can be connected to read the variable (moving) 8 pulse signalon the camshaft of a VANOS equipped engine.

Offset Angle - The angle between the VANOS Ref Signal and the VANOS Inlet Cam Signal. TheOffset Angle for VANOS cam control can be setup in a similar manner to other types of camcontrol. See Cam Control Tuning for details on setting this value.

●



VANOS Ref SignalFor control of BMW's VANOS system two signal inputs are required. The VANOS ref signal reads thefixed 8 pulse signal on the camshaft.



Starting Your Engine

Return to Contents

Disconnect IgnitionTo avoid damaging ignition components, ensure that you disconnect your ignition modules before powerup for the first time, especially if the ECU is not yet configured for your particular engine and ignitionsystem.

Do not connect injectors or ignition modules until the ECU is configured, otherwise damage mayresult.

Disable InjectorsTo avoid accumulating unburnt fuel in your engine, make sure you disable or disconnect your injectorsbefore you crank the engine when setting up.

Priming the Oil SystemIf your engine is a freshly built engine, make sure that you prime the engine oil system by cranking itwith no spark plugs and the injectors disconnected. Crank until the engine oil pressure turns off anywarning lights and oil pressure gauges (if fitted) read sufficient oil pressure.

Check Power and GND and CommunicationsLeaving your ignition modules and injectors disconnected, power up the ECU by turning on the vehicle'sIgnition power. Check that the ECU is powered up and that you are able to communicate with the ECUusing 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 SensorsOnce you can go Online with the ECU Manager Software, the next step is to check the various sensorsconnected.

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.

●

If you are using a MAP sensor, then check that the MAP sensor is reading near atmosphericpressure (ignition on, engine not running at this point).

●


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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 SensorsCheck for RPM. With your trigger set-up correctly, cranking the engine should produce an RPM figurein the 80 – 300 RPM range depending on your engine. Make sure that the RPM reading is stable whilecranking. If the RPM signal shows “0” or the signal is erratic check the wiring for the trigger is correct.

Calibrating Ignition TimingNow is the time to triple-check your ignition settings in the software. If the settings are correct, turn offpower to your ignition system and connect your ignition system to the ECU. It is a good idea to checkyour 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 crankpulley. Select a value that will allow you to easily start the engine too. Typically, engines will be clearlymarked at 10 degrees BTDC, which will also allow for easy starting. Your injectors should still bedisabled at this point.

Crank your engine while someone is watching the timing with a timing light. Check for consistentignition pulses while watching what engine position the spark occurs. Adjust the Trigger Angle and/orTooth Offset to adjust the timing to correspond to the Lock Timing value that you have set. Typicallyyou should select a tooth offset that gives you a trigger angle between 50-100 degrees. See CalibratingIgnition Timing for more details.

Once this is set, your ECU is now calibrated for ignition timing. Using the timing light, attach to eachspark lead and check that every spark plug is firing a spark.

Enabling InjectorsWith the ignition system now calibrated and firing, enable (and connect if disconnected) the fuelinjectors. If you have purchased the optional trim module, now is a good time to setup the trim module toallow you to trim fuel (See Analogue Voltage Inputs setup for Trim Modules). With fuel enabled, crankyour engine and adjust fuel until the engine starts. Adjust your fuel trim and fuel maps at the idle rangeand load until the engine idles smoothly. Typical engine idle RPM will be 1000 RPM at about –60 to –80kPa of vacuum. Check that your ignition timing is still accurate and firing at the angle that is set in theLock 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

Return to Contents

Tuning Fuel Tables●

Tuning I/O Settings and Tables●

IntroductionBefore you begin this section of the manual, make sure that you are able to start your engine and achievea steady idle. This section of the manual will guide you through the tuning of your fuel, ignition andcorrection 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 ofnumbers called a look-up table. The ECU determines the engine's load and speed, and uses these twoparameters 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 fromthe 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 thelook-up table instead of the injection time.

Mapping an EngineMapping the engine involves filling the look-up tables with the correct values for your engine. The tablesare 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. Inorder to ensure that your fuel maps are correct, a wide-band Air/Fuel ratio meter must be used atsome stage to measure the Air/Fuel ratio over all engine loads and speeds at which you intend tooperate the vehicle.

Tuning Guide

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Using ECU Manager SoftwareThe Sport Series ECU guide only cover's the tuning of tables related to this particular ECU. The ECUManager software supports several product ranges. Please refer to the ECU Manager user guide forinformation on using the ECU Manager software.

Tuning Guide

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Tuning Fuel

Return to Contents

Tuning Summary

Tuning for Idle❍

Tuning with No Load❍

Applying Load to the Engine❍

●

Fine Tuning the Engine●

Quicktune Feature●

WARNING

Driving a vehicle over time, on poorly tuned maps can lead to engine damage over that period. Inorder to ensure that your fuel maps are correct, a wide-band Air/Fuel ratio meter must be used atsome stage to measure the Air/Fuel ratio over all engine loads and speeds at which you intend tooperate the vehicle.

Fuel MapsThe 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 forthe 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 mapthat 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 SwitchedInput.

Tuning SummaryTo 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 selectthe appropriate map in the ECU Manager software to tune. Ensure that all correction maps such as coolant temp and air temp corrections areturned 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 setconservatively 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 asteady 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 mixturesclose to 14.7:1 in the non-loaded part of the load range.

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With the aid of a dynamometer or an alternative method of applying load, step through the load range for each given RPM range and adjustyour A/F ratio to suit. See the following sections for more details on tuning the various ranges of the base maps.

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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 ismuch 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 richerthan 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 ofthe 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

Tuning Fuel

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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 thevalue 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 tothe 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 pointand 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 exactly1000 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 eachRPM 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 speedcorrectly, 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 thedesired 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 highload.

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 tablesbefore 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 theengine 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 loadin 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 beforeproceeding.

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), andlinearise 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 dynotime 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 enginethrough 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 higherload, 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 mixturesstart 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 besustained 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 toolean.

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 thosecases, 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 tonot hold the engine at high load at high RPM for longer than necessary to check the mixtures. Whenyou approach full load at the midrange and high engine speeds, its good practice to apply the load andwatch the mixture. Then un-load the engine while making adjustments in the software, then re-applyload to check the mixture with the new changes. This will keep engine stress and heat to a minimum.

Tuning Fuel


Fine Tuning the EngineWhen 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 realworld 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 approximately12.5. Forced induction vehicles may make more power with leaner mixtures, but the excessive combustion chamber heat may cause damage toengine components.

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When cruising (light to medium load) the mixture should be as close to stoichiometric (best mixture) as possible and decelerating conditions mayallow 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, themap does have sharp steps in it.

Quicktune FeatureThe Haltech Quicktune feature is a feature that helps to automate the tuning process by performing the comparison between target AFR and measuredAFR, 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 willbe the output of an external wideband O2 sensor product such as the Haltech wideband O2 controller. Other wideband controllers that have a 0-5Vcalibrated output are also acceptable. The INNOVATE, FJO, AFX, M&W Ignitions, TECH-EDGE and many other Wideband O2 controllers havethis capability.

Once an auxilary input has been correctly setup and calibrated with a wideband O2 sensor input (go to the setup menu -> sensor setup -> calibratesensors -> wideband O2 controoler, to adjust the wireband O2 sensor calibration) the target air to fuel ratio table can be setup. This table is found inthe 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 beused. 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 theengine 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 operatingat 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 inthe 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 changesare 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 ofthe 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 twocorresponding cells in the next RPM range.

Tuning Fuel


Tuning Fuel


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 slowlyincrease them to the desired timing.

Ignition MapsThe ECU has two base ignition maps from which the ignition advance angle is calculated. These tablesdefine the base ignition timing for the given load and RPM at which the engine is operating. The defaultignition 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 settingup Table Selection using a Digital Switched Input.

Tuning IgnitionMake 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 muchignition advance.

Tuning For Idle

Typical idle speeds usually sit between 500 RPM and 1000 RPM. In order to assist the idle controlmechanism to achieve a steady engine speed, it is advisable to ensure that the ignition advance at the idleloads between 500 and 1000 RPM are similar if not the same. It can be helpful to actually have theadvance of the 500 RPM range to be slightly higher than the advance at 1000 RPM so that as enginespeed dips, the increase in ignition advance tries to raise the engine speed. This will help the engine tofind a stable equilibrium.

Tuning Ignition

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Applying Load

If you have access to a dynamometer, use it to apply load to the engine and increase the advance from aconservative 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 goodpractice when tuning the high load bars to load the engine briefly before backing off and tuning themap while off load, then re-applying the load and comparing. Avoid holding the engine on high loadwhilst 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 ofaiming for good mixtures however, you should be aiming for maximum torque for the given load andengine 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 moreignition timing with increasing engine speed.

If you are able to produce peak torque over a range of ignition timing, then always use the minimumamount of timing to achieve that peak torque.

Quite often, there will be a reasonable margin between peak torque and detonation. If however, thatmargin is very narrow, or detonation occurs, then it is always advisable to trade off some torque for moresafety margin.

Tuning Ignition

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Tuning Transient Throttle

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Transient Throttle EnhanceThe manifold pressure sensor used with the ECU is very fast. It can respond much faster than is required to track anysudden changes in load on your engine. However, the manifold pressure seen at the sensor input may not change asquickly as what is seen by the inlets to the combustion chamber, due partly to the length of the connecting pipe. Thisdelay can be reduced by keeping the length of vacuum hose between the inlet manifold and the pressure sensor as shortas possible. Even with very short vacuum hose lengths there may still be a lag between a transient pressure occurring andthe pressure reaching the sensor.

Further, when the throttle is cracked open, the sudden change in pressure forces fuel out of atomisation and onto themanifold walls, so it fails to enter the combustion chamber properly atomised, and the engine hesitates. This can becorrected by adjustment of the Transient Throttle Enrichment tables. To overcome any lean out during sudden throttlemovement, 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 poorlypositioned 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:

Asynchronous Enrichment - Additional injection pulses●

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 throttleposition moved 15%. A slow throttle movement could have a TPS rate of change of 1%, which means that in a timeframe 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 maybecome confusing. Also ensure that you have tuned your injection angles for optimum response without any TransientThrottle Enrichment.


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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 isidling, open the throttle as quick as you would ever open the throttle, and with large movements as large as you wouldever use. You do not need to hold the throttle down for any period of time, that way the engine RPM can be minimisedand 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 DeltaLoad that you can achieve and note this value, as you will use this when tuning Percentage Enrichment.



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 tuningthe response from idle, you will be opening the throttle from fully closed, or the 0% position. You may not be able totune all the cells in this RPM row since you may not be able to hold near 1000rpm with 10% throttle before performingyour 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.



Tuning Percentage Async

At low engine speeds, a high amount of asynchronous enrichment usually helps with engine responsiveness. As enginespeeds increase, the amount of asynchronous will need to be reduced to better distribute the enrichment. Adjust these forbest throttle response across all engine speeds. You will typically only need to vary the Percentage Async across thelower 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 expectto use.

The Percentage Enrichment table determines what fraction of that amount of enrichment is required when you move thethrottle 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



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 andthrottle opening amount to achieve Transient Throttle Delta Load values less than the maximum, and adjust each cell inthe table to achieve the best throttle response. In the example below, when Transient Throttle Delta Load is 10%, then80% 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 fortoo long, then you need to increase the value in this table. If the enrichment does not last long enough, then decrease thevalues 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 gasoxygen meter, then you may wish to use this to assist in tuning this table.



Tuning Coolant Temp Correction

To tune this table, the engine must be started cold. An engine changes temperature rapidly when started from cold, so beprepared 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 coolanttemperature while the engine is warming up.



I/O Settings & Tuning

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Idle Control●

Boost Control●

Cam Control●

Idle Control TuningIdle Control is used to hold steady the RPM when off the throttle. This method of controlling RPM at idle is done by looking at thedifference 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 inslippage 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.

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BAC Valve Settings

BAC Frequency - The frequency of the PWM signal for the BAC solenoid. Setting too low a frequency will result in an audiblehum. Setting too high a frequency will cause the valve to move very suddenly when the duty cycle changes which will makesetting 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 correctfrequency for the valve. As a guide, set a frequency slightly above the point at which the valve starts to make an audible hum.

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Common Settings

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 idlecontroller will ignore any changes in RPM and considered it to be controlled.

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Decel RPM Rate - This value determines for the idle controller if the RPM is falling or steady when off the throttle. When theRPM 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 RPMis 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 controllerstarting too early which will cause the duty cycle to fall drastically to try and slow the engine speed when the engine isalready decelerating at the fastest rate that is mechannically possible. This may cause a dip in RPM before settling on theTarget RPM.

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Decel to Idle Control Wait - When the RPM has finished falling and has become steady, idle control will happen after thisperiod of time.

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On Throttle Position(Vacuum) - Idle control will move to this position when the throttle is open, but the engine manifoldpressure is in vacuum.

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On Throttle Position(Boost) - Idle control will move to this position when the throttle is open, but the engine manifold pressureis above atmospheric pressure (0kPa). Some vehicles require the idle control valve to be shut when on boost to prevent boostleakage because the idle control is plumbed before the turbo.

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Proportional - The gain of the proportional controller. Set this value to adjust how fast the controller reacts to instantaneouschanges in RPM.

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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 maynot need to be set above zero. The derivative term is very sensitive to noise, so setting this too high can easily lead to unstableidle, so caution is required when setting this value.

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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 usetarget RPM, duty cycle and duty cycle offsets below it in the table. Coolant temperatures above the warm temp value will use targetRPM, duty cycle and duty cycle offsets below it in the table. Any coolant temperatures between cold and warm temp will interpolatetarget 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’. Ifthis value is too low then the RPM will dip below the ‘Target RPM’ before rising back up when the controller activates. It isusually 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 preferablethan a dip in engine speed which can cause stalling and driveability problems. Make sure you set this value with maximum loadon the engine, such as headlights on, air conditioning on, to ensure that this value is set correctly under worst case conditions.

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Minimum Duty Cycle - The minimum duty cycle the BAC valve will reach when controlling the idle. Set so that the enginewon’t stall. This acts like a throttle stop.

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Post Start Duty Cycle Offset - On start up, this opens up the BAC valve to help start the engine by allowing more air. This valueis added on to the ‘Start Duty Cycle’. This new calculated value is used when the ECU is initialized and the engine is not runningand also for the first three seconds of the engine running.

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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 turnedon. It is taken away again when the air con is turned off.

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Air Con Duty Cycle Increment - This value is added to the ‘Start Duty Cycle'. It is done to handle the extra load when the aircon is turned on. It is taken away again when the air con is turned off.

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Boost Control Tuning

Description

The wastegate of a turbo is operated when the manifold pressure acting on the diaphragm within the wastegate actuator overcomes thereturn spring allowing exhaust gas to bypass the turbine. With electronic boost control, the object is to use a solenoid to bleed off themanifold pressure signal seen by the waste gate unit so that it can see only a fraction of the manifold pressure. The solenoid operates atconstant 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 fuelrequirements are not tuned simultaneously with changes in boost characteristics, engine damage couldresult. To avoid engine damage, watch your Air/Fuel ratios very carefully when increasing boost. Alsocheck 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 turbowastegate 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 thefollowing 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 dutyat all loads and speeds) at low duty settings and drive the car noting any increase in boost level.

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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 ifthis engine has not been mapped at this boost level.

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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 atthe engine load and RPM at which maximum boost is typically reached. This is usually in the mid range of the RPM range of theengine.

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Adjust the duty of all the cells of the table if necessary, increasing duty to increase boost, decreasing duty to decrease boost andapply load to the engine to check the resulting boost level. Again, make sure that your fuel maps are adjusted to ensure safe A/Fratios at every step. Repeat until the desired maximum boost is reached.

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Now that you have set the Open Loop table to achieve the maximum desired boost at the peak operating range, you can increasethe duty cycle at all engine speeds and loads at which the boost pressure is below the desired maximum boost. This will help theengine reach its desired boost pressure quicker. This will alter the fuel requirements at these engine loads and speeds so watch youA/F ratios carefully and adjust your fuel maps to compensate if required.

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Similarly, if a lower target boost is required at certain operating ranges of the engine, such as high RPM where injectors may benear 100% duty, it may be necessary to lower the duty at those points to reduce boost levels.

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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 boostbelow the wastegate spring pressure.

Choose Closed Loop for the Control Type.1.

Set the frequency of the Turbo Waste Gate solenoid in the ‘Frequency’ setting. The Haltech waste gate solenoid runs at afrequency of 20 – 30 Hz.

2.

Disable the controller by setting Proportional – 0%, Integral – 0% and Derivative – 0%.3.

Set the ‘Control Point Before Target’ to the default value of 20 kPa (3 PSI).4.

Set the ‘Delay till Boost Control’ to the default value of 0.5 sec.5.

Set the ‘Target Boost’ table at the boost level that you want to run across the whole RPM range.6.

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 toavoid overboosting.

7.

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 overboost. 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 reducethe ‘Start Duty’, if the boost is far away from the target boost level, then increase ‘Start Duty’. The final value should allow boostto come close to, but just below the target boost level. If Start Duty is set too high, the controller will spike when coming onboost. If it is set too low, then it will start low and slowly rise to the target.

8.

Once you are satisfied with your Start Duty setting, turn on the controller by restoring the Proportional, Integral and Derivative tothe following settings:

Proportional - 50%❍

Integral - 0%❍

Derivative - 0%❍

9.

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.

10.

Once you are satisfied with your Proportional setting, start increasing the Integral value until the target boost is close enough tothe target level that you wish to run.

11.

Once Proportional and Integral are set, check to see if you have any overshoot when hitting the target. If you have someovershoot, then increase Derivative until that overshoot is minimised. Use caution when increasing Derivative as this setting isvery sensitive and should be increased very slowly otherwise, unstable boost control may result.

12.

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



boost levels.

It is assumed that all the target boost levels are above the wastegate spring pressure. The electronic boost controller cannot control boostbelow 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 youwish to run.

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Use the above procedure for setting up Basic Closed Loop Setup Procedure and stop at step 8. Record the ‘Start Duty Cycle’ andthe corresponding Target Boost. Increment the ‘Target Boost’ by about 20 kPa (3 PSI) and repeat steps 6 to 8 and record the ‘StartDuty Cycle’ and the corresponding Target Boost again. Repeat this procedure until you reach the max boost that the engine isgoing to run. You should have a table of Start Duty values against Target Boost levels every 20kPa or 3psi.

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Fill out the ‘Start Duty’ table with the data recorded. For the Target Boost Level columns above the highest target that you wishto run, use the highest value Start Duty that you have recorded. For the Target Boost Levels below the lowest target that you wishto 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 isthe 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 upthe engine at different boost levels to make sure that the boost control runs smoothly.

●

Cam Control Tuning



Default Cam Timing Input Settings Default Cam Control Output Settings

Settings

Zero the Cam Angle Map and make sure the engine is up to operating temperatures.1.

Enable the Cam Control Input and set up the values or use the default values as stated above. Adjust the trigger angle value untilthe cam angle reads 0 degrees (Make sure that the Cam Control Output is off).

2.

Enable the Cam Control Output and set up the values or use the default values as stated above. Make sure that the cam angle staysaround 0 degrees. If you find the cam angle increasing before coming steady try decreasing the ‘Steady State Duty Cycle’.

3.

Increase the Intake Cam Angle Map by 10 degrees to make sure the cam position follows it.4.

Do dyno runs at 0 degrees cam angle and at every 10 degree increment up to the maximum cam angle that can be used.5.

Fill out the map so that the cam angle produces the maximum torque at any given RPM and load.6.

Tuning PID Settings

Set all Proportional, Integral and Derivative to zero1.

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.

2.

Bring up the Integral in increments of 5% until you cancel out the oscillation in the cam timing. When the Integral part isintroduced the cam timing will go to the target.

3.

The Derivative term can be used to reduce any overshoot of the conroller, but if this does not yield any benefit, the Derivativeterm should remain at zero.

4.



Troubleshooting Guide

Return to Contents

No Communications to ECU●

No RPM Signal●

No Spark or No Injection Pulses●

No Communications to ECUCheck 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 easilydamaged when shut in car doors.

Ensure that your USB drivers have been installed correctly. To check if your ECU has been recognised by yourPC, you can view your USB devices in the Device Manager. To open the Device Manager, right click on the MyComputer icon, and select Properties.

Select the Hardware tab and click on Device Manager.


file:///C|/Help-en/Sport/troubleshooting.html (1 of 5) [4/7/2009 11:04:59 AM]

Click on the '+' symbol on to open up the tree to dispaly the list of devices.



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 tryun-installing and re-installing the USB driver. To remove the driver, open the Control Panel and select Add orRemove Programs and remove the following item:

.

After installing the ECU Manager software, a copy of the USB drivers will be placed in C:\ProgramFiles\Haltech\USB Driver Installer . The driver can be installed from here, but opening the installer programPreInstaller.exe.



Make sure you are using a supported operating system. ECU Manager is supported on Windows XP andWindows Vista.

No RPM SignalCheck power to the Hall effect or optical sensor if either of these types of sensors are used for crankposition/speed detection.

Check the power to the ECU when the car is cranking. Some vehicles disconnect power to accessory deviceswhen 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 triggerconfiguration. 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 willincrement each time a Trigger pulse is received.

No Spark or No Injection PulsesCheck that you have a good RPM signal. You should see a cranking speed of between 100 – 250 RPM. SeeTrigger Setup if you do not have a good RPM signal. Check power to your ignition coils and injectors. Re-checkthem 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 thatdoes 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, thenyou will not have any spark or injection pulses until that requirement is satisfied. If you have a trigger signal, thenyou will have steady RPM. However, if the Home signal is not present, or if the Home signal is not of theexpected 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 willincrement each time a Home pulse is received.



If you know how many Trigger teeth you expect to see at each Home tooth event, then you can use the TriggersSince Last Home channel to help diagnose the problem.

