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The quickest way to identify the ECUs is by their decals, but sometimes this is
not so easy. Basic identification is by the size of the ECU casing and the
connector configuration. A wiring diagram from the internet site will be very
helpful.
An ECU is chosen based on the number of inputs and outputs that are needed; a
good start is the number of cylinders the engine has and what type of ignition
system (number of coils etc). Next would be the number of other devices the
ECU will be required to run, for example: fuel pumps, thermo fans, air
conditioning systems, etc. The ‘hundred series’ ECUs have twice as many
outputs as the earlier generation ECUs.
Special engine features will need to be considered like - Does it have cam control
and is it switched (on/off) or fully variable? Does it have large numbers of valves
or solenoids? Some compromises in output requirements may be possible
depending on whether the ECU is to be used on a street car or a race car, e.g.
can we remove things like Air Conditioning?
Copyright MoTeC – May 2008
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Options
• Advanced Functions - Upgrades a Clubman to all of the features of the Pro.
Some of the features include: traction control, launch control, gear change
ignition cut, ground speed limiting and over run boost enhancement (anti-lag).
• Data Logging - Enables 512 kB data logging on the M4, M48, M400 and M600,
1 MB on the M800 and 4 MB on M880 ECUs. M4 and M48 ECUs have four
different logging sets to choose from which can be sampled up to 20 sets/
second. The M400/600/800/880 type logging system allows the user to
individually select from over 300 channels at logging rates up to 200 samples/
second.
• Wideband Lambda (Air Fuel Ratio) - Enables the use of high accuracy, fully
temperature compensated Wideband Lambda sensor. Single sensor on the M4,
M48 and M400 and dual sensors on the M600, M800 and M880.
• Pro Analysis (M400/M600/M800/M880 only) - Unique to the ‘hundred series’
ECUs, the Pro Analysis provides advanced analysis capabilities of the data
collected, including: Multiple Graph Overlays, XY Plots, Maths Functions, and
additional Track Map reports.
• Servo Control (M800/M880 only), Cam Control and Drive By Wire (M400/
M600/M800/M880) - Options to run special features required for some
applications.
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Flash memory means that the ECU does not need constant power to remember
its tuning settings. Flash logging memory means the recorded data remains even
when the ECU has no power, and the logging can be retrieved any time after the
event. ECUs left laying on bench tops for years will still remember their settings
and have the last logged events available.
MoTeC is continually updating its ECU software to take into account new model
vehicles and new functions. All software can be downloaded from the MoTeC
web site and then simply sent to the ECU using the software's Upgrade feature.
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•  Looms & Sensors - Different looms are required for each ECU along with a
wide range of sensors
•  Laptop Interface cables - The M400, M600 & M800 use a CAN cable, while
PCI cables (PC Interface cables) are available for M4 and M48 ECUs. M4
ECUs with a serial number greater than 3000 can use a standard RS232
cable.
•  Traction Control Multiplexer - Converts 2 - 4 wheel speeds into a signal that
may be fed into one digital input.
•  Ignition Expander - Converts one ignition output into up to 8
•  Thermocouple Amplifier - Converts K-Type Thermocouple signal into a 0 to
5 V DC signal for use with analogue inputs.
•  Professional Lambda Meter - Reads exhaust gases to determine mixture
strength using either a Bosch LSU or Uego NTK sensor. Has an analogue
output that can be read by an ECU.
•  Beacon Receiver - Used by the M400, M600 and M800 to divide data into
laps
•  Mini Digital Display - Displays ECU data on a number of available screens
•  E888 and E816 - Input expansion units which will allow extra external sensor
information to be transmitted to the ECU via a CAN network. Only available on
the M400, M600, M800 and M880.
•  DBW4 - CAN expansion device which will allow the M400, M600, M800 or
M880 to control up to four DBW throttle bodies.
•  GPS - GPS speed and direction are available for ECU tuning, and GPS
Latitude and Longitude can be logged for use with i2 (Track Mapping, Google
Earth)
Copyright• MoTeC
May 2008
VIDEO–(VCS)
- MoTeC Video Capture System with live data overlay from CAN
bus
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•  A software and resource CD is included with MoTeC products, but the
software is regularly updated so it will become necessary to download the
latest software from the MoTeC website. Go to www.motec.com.au/software/
latestreleases
(or software.motec.com.au/release)
•  Previous releases of software can also be downloaded from
www.motec.com.au/software/oldreleases/
•  To be informed of the latest software release you can join the MoTeC software
announce mailing list by sending an email to announcesubscribe@motec.com.au
Copyright MoTeC – May 2008
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To download software, click on the link and a dialog will appear asking if you
would like to open the file or save it to your computer.
Choose ‘Save’ and a ‘Save As’ file dialog will appear. Save the file to a location
on your PC – the ‘desktop’ is suitable. The file will then begin to download. The
time taken for this can vary widely and will depend on the speed of the
connection to the internet.
Once the file has been downloaded, it needs to be ‘run’ to install the software.
Find the program in the location it was downloaded to and double-click on it to
run the installation.
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ECU Basics
An ECU takes measurements from various sensors via input pins. The
information received from the sensor inputs is used by the ECU as reference
points for all its calculations. Sensors let the ECU know the engine’s running
conditions at all times.
Certain sensors are required for comprehensive control of the engine, i.e. Crank/
Cam Trigger, Throttle Position, Manifold Pressure, Air Temperature, Engine
Temperature.
A number of other sensors can be added, such as: Lambda (Air/Fuel ratio),
Wheel Speed, Exhaust Gas Temperature, Oil Pressure etc, depending on the
particular installation.
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Analogue Voltage inputs are designed to work with sensors that have their own
external power supply and send a voltage signal back to the ECU that is
proportional to their state.
The AV inputs work the same as a normal volt meter. With no sensor connected
the AV input will read 0 V.
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Analogue Temperature inputs are designed to work with two wire, variable
resistance sensors that have no external power supply. A 1000 ohm internal pullup is used to 5 volts to add voltage to the circuit.
With no sensor connected to an AT input the input will read 5 V.
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Standard
2 wire : Resistance varies with temperature
Typical Resistance : 2500 ohms (Delco) or 3300 ohms (Bosch) at 20 deg
C
High Speed
Use a High Speed Air Temp sensor on turbos where the intercooler out
temperature varies quickly (small or no intercooler)
Air Temp Mounting
Mount before the butterfly (and after the intercooler if turbo charged)
Mount away from fuel “stand-off” to avoid the sensor being cooled by the
fuel vapour
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Operation: MoTeC signal voltage varies as the wiper moves. Must produce a
voltage between 0 and 5 volts, proportional to the angle of the throttle plate.
Drive by Wire:
DBW systems will generally have two sensors on the throttle body and two
sensors on the throttle pedal. The two sensors in each pair will work opposite to
each other in most cases (one high to low voltage, the other low to high voltage).
Which Pin is which?
Consult the MoTeC drawing or:
Use a multimeter set to the 20,000 ohm (20 K) range
1: With throttle closed, find the two pins with the lowest resistance between
them. The remaining pin is the 5 V pin.
2: With one probe on the 5 V pin, find the pin whose resistance changes when
the throttle moves. This is the Signal pin.
3: Now that you know the Signal and 5 V pin, the third pin is the 0 V pin.
Pre-load the Sensor
The sensor has a dead band at either end so it must be rotated slightly to move
the wiper into the operating range of the sensor. The ECU will warn the tuner if
the throttle is set incorrectly.
Life Span
Vibration can cause high wear : Replace regularly, say once a year in motorsport
applications
Avoid high pressure washing
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Contains a diaphragm that bends depending on the pressure through the port.
The resistance of the diaphragm changes with the amount it bends, which
changes the voltage on the signal pin.
• Sensor Pressure Ranges - 1 bar, 2 bar, 3 bar or 5 bar
• Units: MoTeC ECUs display pressure in kPa (kilo pascals) or PSI (pounds per
square inch)
100 kPa = 1 bar = 1000 mbar = 14.5 PSI
• When used for Manifold Pressure Sensing
The manifold take off point should be at a position that best represents the
average manifold pressure with minimum pulsations
A filter value can be set in the ECU software (M400, M600 and M800)
Face the port down and mount above the take off point so that any moisture can
drain out; ensure that the hose runs downhill all the way to the manifold
Don’t T-off idle fittings etc, must be direct to the manifold
• When used for Barometric Compensation
Avoid sensing air buffeting. Face the port down
• Vibration
Severe vibration of the sensor can cause fluctuations in the reading. Avoid
mounting on the Engine.
• Rule of thumb: “double the air, double the fuel”
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When initially tuning an engine it is important to have a Lambda sensor or meter
to measure the air/fuel ratio of the engine. With this information the mixture can
be adjusted at individual load sites for maximum power.
• Life expectancy (Wideband)
Leaded at least 50 hours, pump unleaded at least 500 hours
Dependant on fuel type and application, very rich mixtures will shorten sensor
life.
•  Contaminants
Can be damaged by gasket sealants and anti-seize and some fuel additives
Sealants are now available that are exhaust gas sensor friendly
•  Operating Temperature
For a 4 wire LSM sensor, connect the internal heater unless exhaust gas will
exceed 800 deg C
Warm up time 1 to 2 minutes (Faster for LSU and NTK Sensors)
Greater than 400 deg C for correct operation
For a 4 wire sensor, the heater can add approx 200 deg C
Excepting ‘blow out’, the LSU and NTK can operate at temperatures down to
ambient.
•  Position
At least 0.5 m from engine and 0.5 m from exhaust outlet, after Turbo, 0.5 m
from collectors
•  Orientation
Thinking of a clock the sensor should be about two or ten o’clock
•  Misfire
Any misfire will cause a Wideband sensor to read lean due to additional
oxygen
Note that the misfire may have been caused by over rich mixture
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ECU digital inputs can measure frequency based signals like wheel speed or
digital Air Flow Meters. The inputs use simple switching levels to tell the ECU if
the input is on or off. For Speed and Frequency measurements the ECU counts
how many pulses per second.
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The trigger sensors are used to determine where the engine is in its cycle. A
crank sensor can be used by itself but this can only give information relative to
360 degrees and not 720 degrees. A crank sensor alone will only allow the
engine to run as group or batch fired. Normally only used on two stroke engines.
For sequential firing a second sensor is required on the cam shaft, this will give a
trigger pattern for 720 degrees (complete four stroke cycle). Certain
manufacturers may have both the crank and cam sensors in the distributor or on
the camshaft.
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Hall sensors use a magnetic field effect to switch between a low voltage (usually
0 V) and a high voltage (5 V, 8 V or 12 V) to form a ‘square wave’. Both the rising
and falling edges are valid reference points for the ECU input.
The tooth material must be magnetically soft, such as mild steel. Do not use
stainless steel.
The two common types of Hall sensor are the vane, where a thin tooth passes
between the poles of the sensor or the probe which read a thick tooth that
passes past the sensor’s end. The vane types will usually be found in
distributors (Late Camira, 5 Lt Commodore, early EFI Magna).
Refer to drawing T01 (datasheet Hall effect sensors Slotted HKZ101) for more
details.
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The magnetic sensor generates a voltage between the coil wires when the
magnetic field strength is changed by a tooth passing the sensors.
The sensor may be wired for either a Rising or Falling waveform by reversing the
wires.
The output voltage amplitude increases with increased RPM.
The output voltage amplitude also depends on the gap between the sensor and
the tooth.
The tooth material must be magnetically soft, like mild steel. Do not use
stainless steel.
Can use a large number of teeth due to small tooth dimension requirements
Often used as crank sensors
The ECU needs to know whether the wave form is rising or falling, this is best
determined using an oscilloscope. *
Refer to drawing number T02 for more details
* Note: M400, M600 and M800 software version 3.3 contains a scope capture
function ideal for working out edges.
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The ECU will analyse the signal input to decide whether it is a valid trigger or not.
The voltage defined as the trigger level refers to ‘A’, the Arm voltage. If the signal
goes above A, then the signal must reach voltage ‘P’ – Peak. If this is reached,
then the ECU is triggered when the signal drops to 0V – Trigger.
VPK = 1.3 * VARM, therefore VARM = 3/4*VPK
R1 = VARM / 4
R2 = VARM / 2
The trigger levels for magnetic sensors are set by the user to take into account
the wide output ranges of the various sensors. For magnetic sensor calibration in
the ECU, a trigger voltage is entered at each of up to 11 RPM sites.
Errors:
Low: If the signal reaches A, but not P, then this will produce a ‘Peak Error’.
Runt: If the signal goes above R2 and then drops back below R1 before reaching
A, this produces a ‘Runt’ or rnt error. This is a warning to indicate that there is
noise that may potentially become a problem, but that it is not affecting operation
at this stage.
NT: A noise pulse has occurred after the Arm point but before the Trigger point.
NA: A noise pulse has occurred before the Arm point.
Note: When piggy-backing some factory magnetic sensors there may be
a voltage offset from zero, this can be accounted for in the M400, M600
and M800 software.
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REF Sensor (Crankshaft)
Generates pulses to indicate crank position and RPM for Ignition and Fuel Timing
May be derived from the Crank, Distributor or Cam
At least 1 tooth per TDC (8 cyl = 4 teeth on crank or 8 teeth in distributor)
SYNC Sensor (Camshaft)
Normally one pulse per engine cycle and is located on the camshaft.
Used to find Index tooth for CRIP measurment.
Required for Multi Coil Ignition, Sequential Injection or if the REF sensor has
more than one tooth per TDC
Most Variable Cam Control engines will have a specific tooth pattern for the Sync
as well as the Ref for Cam position measurements.
Note: Some special trigger systems do not need a separate SYNC to
synchronise (e.g. Ford Narrow Tooth distributors)
Sync Relative Position refers to the percentage of time the Sync Pulse occurs
Between two Ref teeth, 50% means the Sync pulse happens exactly half way
between two Ref teeth. Can vary due to mechanical play in cam/distributor drive.
All timing for fuel and ignition is done from the Index Tooth and not the Sync
tooth. In a setup where the crank tooth pattern is evenly spaced teeth, the index
tooth is the one which occurs straight after the Sync tooth. The Crank Index
position is the ECU’s reference for where the index tooth is relative to TDC for
compression on number one cylinder.
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When Ref teeth are evenly spaced and there are more teeth than there are
cylinder Top Dead Centers.
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When there are numerous evenly spaced teeth and one or two consecutive teeth
are cut away. Most common are 60 – 2, 36 – 2, 36 – 1 and now 24 – 1.
22
When there are a number of evenly spaced teeth with one extra tooth closely
spaced with an even tooth.
23
Wheel speed sensors can be directly connected to the ECU and, as with crank
and cam sensors, the factory fitted items are usually the best.
The ECU digital inputs are designed with Hall sensors in mind so magnetic
sensors may not work at low speed. Remember a magnetic sensor output will
vary with speed and the ECU Digital input needs a signal of at least 3 V to
trigger. If magnetic wheel speed sensors must be used, MoTeC can supply a
Magnetic to Hall signal converter known as a DMC.
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ECU Basics Outputs
Fuel Injectors, the Ignition System and various other auxiliary devices, such as
fuel pump, thermo fans, variable cam shafts and water spray are controlled
according to the calibration and setup data which is stored in the ECU’s
programmable memory.
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•  Operation: The amount of fuel injected depends on how long the injector is
open and what fuel pressure is supplied
•  Group Fire Injection: The injectors are fired twice per engine cycle on a four
stroke engine. All injectors may be fired together or sometimes they are fired in
two groups separated by 180 crank degrees
•  Sequential Injection: Each individual cylinder is treated as a separate engine,
its injector only fires when it needs to - better torque, improved fuel economy
and better idle; a synchronisation (‘sync’) signal is required.
•  Sizing: 5 cc/min/HP. e.g. 8 cylinder 600 HP: Each injector must flow at least
600 x 5 / 8 = 375 cc/min. This is assumed at Lambda 1.00 so if running richer,
the desired Lambda reading needs to be taken into account.
•  Resistance & Current: Different injectors have different resistance from 0.5
ohms to 16 ohms. This means that they require different operating currents to
open them. MoTeC ECUs have programmable current injector drives with
saturated and peak/hold capability
•  Dead Time: Approximately the amount of time the injector takes to open from
when the injector pulse starts. Varies with battery voltage and fuel pressure.
Varies between different kinds of injectors but is usually about 1 msec or less
at 14 volts. This dead time needs to be accounted for with Battery Voltage
Compensation.
•  Spray Patterns: Some injectors have better spray patterns and atomise the
fuel better than others. Injector position can dictate what type of spray pattern
is needed.
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A device is normally continuously powered, the ECU output is switched to ground
to turn the device 'on'.
Frequency: Number of complete cycles in one second, measured in Hertz.
1 Hz = 1 cycle/second.
Cycle: Time from when a device is turned 'on' until the next time it is turned 'on'.
Pulse Width: The time in seconds the device is 'on'.
Duty Cycle: Percentage of time the device is 'on' in one cycle.
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Low resistance injectors use “Peak and Hold” current control where the injector
is allowed to build to a maximum current flow before the output is controlled to
reduce the maximum current to a quarter of its peak value. The injector needs
maximum current to open and then a much smaller current to remain open. With
no current control the low resistance injector and ECU output can be damaged.
High resistance injectors do not need any current control, the high resistance
ensures that the current does not build to dangerous levels.
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The ECU needs to know the mechanical characteristics of an injector. The
Injector Battery Compensation setup allows the ECU to add an extra amount of
pulse width to cover the injector’s natural mechanical lag.
The Battery Compensation setup is particularly important for vehicles where the
battery voltage can vary a large amount (total loss battery systems) or in the
event of an alternator failure.
The Battery Compensation table adds the extra pulse width automatically and
independent of the main fuel map so the tuner does not need to worry about it.
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Dwell Time
The ECU must control the Dwell Time (Coil Charge time)
Too short will cause a weak spark
Too long will cause overheating of the Coil and Ignition Module
Dwell time should be tested for each coil
Modern ignition modules are sensitive to dwell time, please consult MoTeC for
details
Modern ignition coils can also be affected by spark plug choice
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Capacitor Discharge Ignition (CDI)
Max RPM : 18000 8 Cyl (MoTeC CDI8) used as an ignition expander with a
MoTeC ECU
Good at firing fouled plugs
Short spark duration may cause misfire at light load
Special CDI coil should be used
Dwell time control is not required
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Wasted Spark Multi Coil DFI
Coils have two High Tension towers
Two spark plugs fire together, one on compression and the other on exhaust
The coils must be driven by separate modules
The modules are fired in sequence by the ECU
The ECU must have multiple ignition outputs to drive each coil (half the number
of cylinders)
Some have integrated modules
May not be suitable for racing applications with very large overlap cams
Stand alone DFI, e.g. Delco, Ford EDIS
Some DFI systems can operate stand alone because the crank sensors are
wired directly to them. The ECU does not need to sequence the coils as this is
handled by the stand alone module.
These systems can cause problems when ignition cut is used for RPM limiters
etc, because the inbuilt module will take over with a set advance if the ECU
ignition signal stops. Possibly not suitable for racing applications.
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Coil on Plug DFI
Each spark plug has a separate coil
The coils must be driven by separate modules
The modules are fired in sequence by the ECU (sequentially)
Will generally have much shorter dwell times than ignition systems using coils
with ignition leads
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Switched Output:
•  Fuel Pump
•  Shift Light
•  Thermo Fan
Pulse Width Modulated
•  Boost Control
•  Idle Control
•  Drive By Wire
Frequency
•  Tachometer
Most outputs on MoTeC ECUs are low current, so check relevant drawings for
external devices. Some will need to be controlled through a high current relay.
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Ground Wiring
Both the ECU and the Ignition System must have a good ground connection at
the engine block
Remove paint or anodising
Loctite may insulate studs
Power Wiring
Wire to the battery through a 30 ampere relay and 20 ampere fuse
Wire via the shortest path possible
Wire the ignition system power via the fuel pump relay
Don't wire direct from the ignition switch : it probably can’t handle the current
Injectors and ECU should be wired to the same source
Sensor Wiring
The crankshaft and camshaft Trigger and wheel speed sensors should be wired
in shielded type wire and kept away from high tension wires and large alternator
wires.
Wire via the shortest path possible – keeping in mind the above.
Do not connect sensor 0 volts to ground. It may introduce unwanted noise into
the ECU.
Connect shielding at the ECU end only
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Each pin manufacturer will have a specific crimping tool for a pin. The correct tool
should always be used to ensure a good electrical connection. Over-crimping can
break wire strands so always seek manufacturers advice if tool settings are
needed.
Poor quality wire strippers can remove strands of the wire core making the wire
connection weaker.
The wire used should be good quality automotive wire. Good quality wire will
generally have less resistance per meter meaning a smaller wire size can be
used, making a smaller lighter loom.
Use flush cutters designed for cutting wire neatly. Side cutters can squash the
wire strands out of shape making crimping difficult.
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There is no need to make the loom overly complicated, this will only make it
harder to trace potential problems.
Multiple power and ground wires should always be spliced from one point, again
to make problem tracing easier.
Injector power supply MUST come from the same source as the ECU for correct
current control of injectors.
Hint: have individual injector power wires all spliced from ECU power supply near
ECU.
Use all the earth pins the device has to share load across them and largest size
wire that fits the connector. Remember all the current the ECU must pass goes
through the earth wires so they need to be big enough for all the injectors,
ignition system and outputs.
Spare inputs and outputs may become useful in the future, so having a connector
ready to use saves complicated loom modifications.
A simple spread sheet will make tracing wires simple.
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When ever possible avoid soldering wires together, always use a crimp terminal.
Special crimp splicing terminals can be purchased but if none are available cut
the head off a spare ECU pin and use its crimp section.
A piece of hot melt glue heat shrink should then be used as strain relief.
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The ECU outputs can be likened to a distributor ignition system. The poles on the
distributor fire in a set order one after the other. The ignition leads are connected
from the distributor to the correct cylinder in engine firing order.
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Casting or machining marks in trigger disc teeth or base circle can be picked up
as false teeth at high RPM (especially with magnetic sensors) causing Ref/Sync
errors. Discs that are not concentric with their shafts will also cause high RPM
false triggers.
Sensors not mounted rigidly can vibrate, again causing false triggers.
Other items spinning around near the sensor could be picked up as teeth also so
make sure trigger disc allows enough distance from bolt heads etc.
High current devices such as ignition systems can induce electrical pulses or
“noise” into trigger sensor wires.
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If the Sync tooth moves enough that it is now occurring before a different Ref
tooth (assume falling edge for both Ref and Sync), your fuel and Ignition timing
will be out by the number of degrees between Ref teeth. Remember the CRIP
number is set based on the position of the teeth; if the position of the teeth is
moved the ECU will have no way of knowing.
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The program can be started from the ‘Start’ menu, or from a desktop shortcut.
Both are added automatically during the installation.
If the ECU is connected, the left side of the status bar will show the firmware
version in green. Next to this are Diagnostic Errors in red. The screen above
shows ECU Manager prior to opening the ECU file.
The serial number of the ECU is displayed on the top left side of the screen.
Below that is the list of options that have been enabled in this ECU.
From either the ‘Adjust’ or ‘File’ menu choose ‘Open ECU’ (‘Open File’ if working
offline).
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When you connect to an ECU, the software checks to see if the current file in the
ECU matches a file in the computer.
If the file does not exist then a new file is created on the computer. If the file
already exists then you have a choice of using the current file or creating a new
file.
It is good practice to create a new file if any major changes are to be made, this
allows the original file to be at hand if anything goes wrong.
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Once a new file is created or the matching file selected, ECU Manager will open
a layout screen displaying various information. More than one layout can be open
at the same time - press the ‘tab’ key to move between them. Each screen layout
is fully customisable (see ‘Layout’ section below). You may choose to set up
different screens for different engines or screens that suit tuning different parts of
the same engine, e.g. cam control.
The ECU software version is displayed at the lower left.
MoTeC Software has an online help system, it is accessible at any time by
pressing the F1 key.
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Each layout can be customised by the user. To get you started, there are a
number of pre-defined layouts based on the available screen resolution.
Common resolutions are: 1024 x 769, 800 x 600 and 640 x 480 pixels.
It is also possible to start with a blank layout, the user can then add components.
Most common is the ‘Adjust Table’ as this also displays menu items when not
displaying fuel or ignition tables.
From the ‘Layout’ menu select ‘New Page’ and the dialog above (left) will appear.
After choosing one of the options, the user is asked to enter a name for the new
template.
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Right clicking on a blank area of the Layout will give access to the “Add” function.
Choose the required display item from the list. An “Adjust Table” has already
been added to the Layout above.
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Shown above are the properties for a Dial Gauge. Next to it is a dial gauge for
RPM showing font and colour changes.
Properties include the channel selection (e.g. wheel speed, RPM), label and
range.
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At any time it is possible to change any table’s axis parameters and scale. Simply
right click in the table area and select the “Axis Setup” option or press the “A”
key.
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On the “Axis Setup” screen it is possible to directly enter new values for the scale
or change the axis parameter altogether.
The “Tools” menu allows the user to insert or delete a site. Inserting a site will
create a site value half way between the highlighted site and the one below it.
Deleting a site will remove the highlighted site.
If the table axis scale is linear between two sites it is possible to just enter the
first site and the last site and interpolate between them.
There are also options to clear the entire axis, copy the same axis from another
file, save the axis or load an axis.
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To change any parameter simply start typing the desired number and the Direct
Entry window will automatically appear. The Direct Entry window will indicate the
allowable range of numbers for the particular parameter.
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For most parameters there will be some basic help or recommended settings in
the help box to the left of the parameters window. If a more clear description is
needed some parameters have extra help screens available when the “F1” key is
pressed.
Both help screens will change when the tuner moves to a different parameter.
53
The Adjust menu has the various items that you can alter in the MoTeC ECU.
There are sub menus under each of the items in this window.
To start with, the ECU needs to know what type of engine it is controlling. You
enter this information in the “General Setup“, “Main Setup“.
Using either the mouse or keyboard:
1. Select “Adjust “ with mouse or press “Escape”
2. Select “ General Setup “ from the sub menu using mouse or up and down
arrow keys.
3. Select “Main Setup”
Note: ECU Manager supports that same keyboard functionality as earlier DOS
based M800 software.
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The EMP software has a built in help system. When an item is highlighted, a help
screen is displayed on the right hand side of the screen. You can also press the
“F1“ key to get additional information where available.
Number Of Cylinders: In this case four. For two stroke or rotary engines a
negative number is used.
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Injector scaling is the maximum injector opening time expected for the engine
that is being tuned. This scaling value may need to be changed during the tuning
process. Start with a recommended scaling value.
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As explained earlier, different injector types will need a different control method.
The Injector Current setting tells the ECU how to control the output to suit the
injector.
Injector current setting is based on the resistance measured across the pins of
the injector. Care must be taken as some cars like Nissans and Mitsubishis can
have extra resistors in series with the injector.
Press F1 for a list of popular injector settings.
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The ECU adds an extra amount of pulse width to the injector automatically to
compensate for Dead Time. The user can set this table specifically for an injector
based on Battery Voltage and Fuel Pressure.
If a fuel pressure sensor has not been installed only a 2D table is required.
Copyright MoTeC – May 2008
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The Ignition outputs, like the injector outputs, can control different types of
ignition systems. Ignition Type specifies how the ignition outputs should be
controlled.
Care must be taken with the Ignition Type as an incorrect setting WILL damage
ignition components. In general ignition type will be set as 1 for fall trigger. A
common exception is the MSD systems which are rising edge triggered and
therefore set as 2.
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The coil Dwell time is generally between 1.8 to 3 milliseconds. The Dwell time is
very small when compared to the time between spark firings, 20 milliseconds at
6000 RPM. At 6000 RPM if the wrong edge is chosen the coil will be Dwelled for
the 17 milliseconds instead of 3 milliseconds, six times what is necessary. Too
long a Dwell time will result in the module overheating and generally failing.
If the wrong edge is chosen the engine will continue to run as normal but the
module will become very hot and the ignition timing will be advanced. It is very
likely the module will fail in a short time.
Some coils with inbuilt modules can limit the Dwell time themselves in the event
of too much Dwell time from the ECU. In this event the spark can fire too
advanced causing loss of performance or even engine damage.
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The ECU will assign an ignition output for each individual coil. For wasted spark
engines this will be set as half the number of cylinders.
Some individual coil V8 engines will be wired as wasted spark so that two
individual coils are fired at the same time. In this case the number of coils would
be four.
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It is possible to make all ignition trim act as a percentage change or as a direct
degrees. Generally this will be set as degrees as this is a more literal change.
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The Dwell table will need to be set for the particular coil/module. It must be noted
that too much dwell time can destroy modules so care must be taken. Please
consult MoTeC for coil dwell time details.
Copyright MoTeC – May 2008
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The ECU uses the mode number to understand the ref and sync signals that are
being sent from the sensors. The ECU will base its ref/sync error checking on this
number also.
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Number of Ref teeth per crank revolution. Some engines have the Ref sensor on
the cam shaft, e.g. Nissan RB six cylinders. In this case the number of Ref teeth
must be halved as the cam turns at half crank speed.
Copyright MoTeC – May 2008
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Finding Crank Index Position for multi tooth modes:
• Place engine at TDC for number one cylinder on the Compression stroke
• Wind engine forward until Sync tooth lines up with Sync sensor.
• ECU is flagged at this point to look for the next Ref tooth.
• Wind engine forward until next Ref tooth lines up with the Ref sensor.
• The Crank Index Position is now the number of degrees from this point forward
to TDC Compression number one again.
For missing tooth modes the ECU looks for the missing tooth event straight after
the Sync (similar to multi tooth modes) and assigns the first tooth after the
missing tooth gap as the index tooth.
For additional tooth modes the ECU looks for the additional tooth event straight
after the Sync and then assigns the next normal tooth as the index tooth.
Copyright MoTeC – May 2008
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The Ref and Sync sensors need to be set to the correct type. Generally only Hall
or Magnetic sensors are used. Optical sensors such as Nissan 360 tooth are
designated as Hall type.
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Hall:
Either edge of a Hall sensor’s signal can be used. It is best to choose the Ref
and Sync edges that produce the best Sync Relative Position, i.e. closest to
50%.
Magnetic:
The edge used for a Magnetic sensor can change depending on how it is wired.
Due to the simple construction of the magnetic sensor there is no right or wrong
way to wire it. To be absolutely sure of the edge setting the ref sync capture
function or oscilloscope should be used.
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Version 3.3 software for M400, M600 and M800 contains a capture function that
allows the user to take an oscilloscope trace of the ref and sync inputs as the
ECU sees them. In the past it was often necessary to carry around a separate
oscilloscope to get vital information for setting the ECU trigger parameters.
From this capture of Hall sensors it can be seen that either edge of both the Ref
(yellow) or Sync (blue) could be chosen.
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Magnetic Ref and Sync. The blue Sync trace shows a falling edge.
The yellow Ref trace shows a missing tooth. It is only when the missing tooth
occurs that the Ref edge can be seen, in this case falling.
Also note that the Ref signal has an offset (it is not centred around 0 V). In this
case the REF Trigger Voltage parameter would need to be set. This scenario
would only happen when the Ref or Sync signal was shared with a factory ECU
and the factory ECU was offsetting the signal. MoTeC ECUs themselves will not
offset the Ref or Sync signals.
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For Magnetic sensors a table is set to ignore any background signals (noise) that
can be picked up by the Ref and Sync inputs. Filters by voltage level.
The engine is brought up to each RPM point and the maximum Ref/Sync voltage
taken from the Sensor View Screen, 30% of this voltage level is entered in the
table.
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A time based Filter. Any pulse of shorter time duration will be ignored.
Calculated based on RPM and width of tooth in degrees:
0 RPM = “tooth degrees” x 40
1000 RPM = “tooth degrees” x 20
6000 RPM = “tooth degrees” x 5
20000 RPM = “tooth degrees” x 2
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Electrical interference induced onto Ref or Sync wires from high current devices
like ignition systems are generally high voltage, short duration “noise” spikes that
can be filtered with a time based filter. Extra signals caused by imperfections in
the trigger disc are usually long duration, low voltage spikes that can be filtered
with a voltage trigger level.
In the above picture it can be seen that the Ignition Spike cannot be filtered by
the Voltage Level Trigger but is of short enough duration to be removed by the
Time Filter. The Extra “Tooth” possibly caused by bad machining of the trigger
disc is of longer duration than the Time Filter but of lower voltage than the Trigger
Level.
Note: As engine RPMs rise, the output of a magnetic sensor will rise and
therefore the output due to the Extra “Tooth”. Trigger level tables must be
correctly set for the entire RPM range.
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The Input Setup screen shows the details of each channel. Double click the
channel to be setup.
Each sensor that has been wired to the ECU or is sent via the CAN bus must
have a calibration before it will work.
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The input for Manifold Pressure has been chosen.
• Input Source: Assigns an input pin to the channel, AV2. Can also be assigned
as a CAN channel, e.g. from ADL or E888.
• Calibration: A predefined calibration can be chosen or a custom calibration
entered.
• Default Value: The channel value used if a sensor has failed
• Filter: Used to filter unstable sensor inputs. Care should be taken to not overfilter input signals as response may suffer.
• Diagnostic Lo and Hi: Voltage levels used to diagnose a failed sensor.
• Warning Lo and Hi: The tuner can set sensor levels deemed to be a problem,
e.g. oil pressure too low. When alarm limits are exceeded and laptop is online
screen will display warning text which needs to be acknowledged (press “enter”)
before tuning can continue. Can be used to activate an output configured for a
warning light.
Copyright MoTeC – May 2008
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When choosing to create a custom calibration a suitable channel unit should be
selected.
Once the channel unit has been selected click the “table” button.
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The table allows the sensor input to be calibrated to suit a non standard sensor.
A value entered in the table must be continuously increasing or continuously
decreasing. The table values are given in voltage.
First a calibration scale must be entered, this can be up to 26 points over the
range that is required. The example here is a temperature sensor.
Take the sensor and place it in a liquid next to a sensor with a known calibration
(one of the standard sensors listed is a good start). Using the reading of the
standard sensor heat or cool the liquid to points matching your table. With the
calibration tables voltage cell for the current temperature point highlighted press
the “Read Value” button and the voltage will be entered in the table. Repeat this
process for all table temperature values to form your calibration curve.
Sensor calibration tables will extrapolate past each end based on the last two
entered values.
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For a digital input you are able to choose from a large selection of functions.
Most of the functions are simply to tell when a device or function is on/off, e.g. Air
Conditioner Request.
Some input functions are also to measure pulses similar to the Ref and Sync
inputs. Speed can read to rotational speed, RPM or frequency. You can also
measure pulse and period measurements.
Some special functions are used for variable cam shaft positions and digital MAF
sensors.
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Each Digital Input function will have a Parameters page allowing the tuner to
enter the conditions under which the input operates. In the case of a speed
sensor “1” is entered as the Measurement Type.
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The Calibration for a wheel speed input will set the relationship between the
number of teeth the sensor will see in one rotation and the rolling circumference
of the tyre. The details of how to calculate the Calibration number are in the F1
help screen.
Hint: It is best to measure the circumference by rolling the car through three
rotations of the wheel and then finding the average of this measurement.
Manufacturers tyre dimensions do not account for tyre pressure or car weight.
The tyre should be at race temperature.
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One more step to turning the Wheel Speed channel on is to assign the Digital
Input information to a channel in the Input Setup.
Because the Wheel Speed has already been calibrated in another section of the
software a simple “1 to 1” calibration is used.
As before, the speed information can be collected from another external device
such as an ADL2 on CAN, hence the extra speed setup step in the version 3
software.
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All Auxiliary Outputs have a large number of functions available to them, pressing
the F1 key from the Parameters screen will display the list of functions and their
parameter setting number.
Note: Some functions are only available to specific pins, e.g. Drive by Wire,
Stepper Motor Idle Control. Consult MoTeC drawings (datasheets) for details.
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As for the Digital Input, each output function will have specific condition
parameters. For a Fuel Pump output only a delay time needs to be entered, this
sets a number of seconds over which the pump primes when the ECU is
powered. The fuel pump output will always be on if there is an RPM reading.
Parameters for a Thematic Fan would include on and off engine temperatures.
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The output “logic” can be set with the Polarity parameter. Some devices need the
output to be switched “on” to turn the device “on”, e.g. a fuel pump. There may be
situations where a device output needs to be switched “on” to turn the device
“off”.
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ECU outputs in general are required to switch to earth to turn a device “on”.
For example, if pin 85 on a Bosch relay is connected to permanent 12 V (from
ignition switch) to turn the relay “on” pin 86 needs to be switched to earth by the
ECU output. This is the most common way and requires the MoTeC output to be
configured as “0” or “Low Side”. If pin 86 of the relay was wired directly to a
chassis earth, pin 85 would be connected to the ECU output and have 12 V
switched to it, the ECU output would be set as “High Side”.
Some devices have special requirements to have the output switched to ground
and 12 V alternately; this setting is not commonly used.
Note: Output Mode is not the same as Polarity.
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Low Side: The internal switch of the Auxiliary output connects the Device circuit
to ground through the ECU
High Side: The internal switch of the Auxiliary output connects the Device circuit
to power through the ECU
86
A few different types of Wideband sensor can be wired directly to the ECU. The
Wideband Lambda upgrade needs to be enabled to do this.
Using the sensor input setup, set the Input Source and Calibration. The
Calibration is predefined for the Bosch LSU 4.0, 4.2 and 4.9 sensors and the
NTK UEGO.
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The actual Lambda sensor type needs to be specified as each sensor has its
own specific way of being controlled.
There is a “Fast Heat” and “Normal”. The fast heat setting brings the sensor
online as soon as the ECU is powered, which is most suitable when doing cold
start up tuning. The sensor in fast heat mode should be online within 20 seconds
of ECU power up.
In Normal mode the sensor is off until there is engine RPM. Once the engine is
started there is an extra delay time to let the exhaust system heat up. The delay
time is dependent on engine temperature.
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The newer five wire Lambda sensors have a resistor in the connector that is used
for calibration, the ECU does not use this resistor so its value must be manually
entered. Sensors purchased from MoTeC will have the calibration number
engraved on the sensor body. If the sensor is changed the calibration number
must be changed to suit.
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The five wire Lambda sensors have a Duty Cycle controlled heater. An Auxiliary
Output must be set up a function “9”, the Duty Cycle of this output is used to
maintain a steady sensor temperature.
Note: Do not connect the sensor heater directly to an uncontrolled voltage
source, this will damage the sensor.
Copyright MoTeC – May 2008
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After completing the input setup for all sensors it is required that the closed and
fully open positions of the throttle sensor be set. This screen is to scale the
sensor voltage readings into a scale of 0% (closed) to 100% (fully open). If the
throttle butterfly and hence the sensor is adjusted the Hi and Lo positions need to
be reset using this screen.
• Make sure TPLO parameter is highlighted and no one is pressing the
accelerator pedal.
• Press “enter” key to set TPLO value
• Using down arrow or mouse highlight TPHI parameter, press the accelerator
pedal to the floor (making sure it is not binding on anything)
• Press “enter” key to set TPHI value
Mechanical checks should be made to ensure the pedal operates the throttle
butterfly correctly.
For Drive by Wire applications all four throttle positions (two throttle body and two
throttle pedal) will need to be set in a similar way.
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Once the ECU has been calibrated for all sensors and engine details it is
necessary to perform some checks before the engine is started.
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Press “V” for the sensors view screen and check that all your values appear to be
realistic.
• Check the throttle position goes from 0% to 100% without error.
• Engine temperature and air temperature should be approximately the same if
engine has not been running.
• Manifold Pressure should be approximately 100 kPa depending on Altitude.
• Is there enough battery voltage?
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An output test should be done to ensure that all devices connected to the ECU
are working properly. It is very important to check that the firing order of the
injectors and ignition is correct. The output test function can be found in the
“Utilities” menu.
It is recommended that the ignition test is done first. If the injector test is done
first there is the possibility that some fuel could be injected, this fuel could be
ignited if the ignition test is done second.
For the Ignition test it is possible to use a timing light to check that each coil is
firing. Another method of checking ignition is to remove the spark plugs and lay
them across the engine (to earth the plug body) to see the spark. This test
confirms that multi coil installations have been wired in firing order.
Note: Some ignition modes cannot be tested, e.g. Ignition Expanders, CDI8 and
OEM Rotary modes.
Note: Wiring recommendations state that ignition power should be from the fuel
pump relay, it may be necessary to bridge relay for this test.
Note: The Output Test will not work if there is any RPM signal.
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For the injector test disable the fuel pump so that fuel is not injected. Start test for
each injector in turn, the injector will be able to be heard clicking. If it is difficult to
determine exactly which injector is operating, remove the plug to confirm.
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All outputs to other devices that have been configured should be checked, e.g.
Fuel Pump, Thermo Fan.
Note: Some output functions cannot be checked with the Output Test function,
e.g. Stepper or Servo motors.
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Press “V” for the Sensors View Screen and check the RPM at cranking. This is to
ensure that the correct Ref details (including filters and magnetic levels if
applicable) have been entered and the wiring is adequate.
Disconnecting the injectors and ignition ensures that the basic ECU information
can be checked without the possibility of an incorrect setting causing a misfire
and possible engine damage.
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From the Sensors View Screen press the “Tab” Key until the “Status View
Screen” (or press “S” key) is displayed.
Cranking the engine the “Ref/Sync Synchronised” status must go to “OK”.
Synchronisation can take up to 720 degrees.
It must be noted that magnetic sensors can cause Ref/Sync errors within the first
crank revolutions due to the low speed and therefore low output voltage. If
synchronisation does not occur the errors need to be checked.
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Located in the “Ignition” menu is the test page for the “Crank Index Position”.
The Crank Index Position page includes a “Test Advance” setting, this is the
ignition timing value that will be locked when in this page, all other ignition
advance tables are ignored.
With injectors still unplugged, connect the ignition system. Crank the engine and
using a timing light confirm that the Test Advance timing and actual ignition timing
on the engine match, if they do not, alter the Crank Index Position value (this will
automatically update the CRIP setting in the “Ref/Sync Sensor Setup”). The
point of the test is to make sure your CRIP value is accurate.
The engine should not be placed under any load at this point.
If the engine is wasted spark it is possible for the CRIP to be out 360 degrees
and the engine will still run. It is highly important in this instance that the original
physical CRIP measurement is done on the engine.
Hint: If the actual advance is more than the Test Advance, the CRIP must be
increased buy the number of degrees difference. If the actual advance is less
than the Test Advance the CRIP must be decreased.
Once this is done the injectors can be reconnected.
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Going into the Main Ignition map. Set starting and idling ignition timing points in
the Main Ignition table. 10-15 degrees will be suitable for most applications.
If no start file is available the MoTeC Sample file will suffice as a starting point.
Copyright MoTeC – May 2008
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The correct amount of fuel that is needed to start the engine is difficult to predict
so it is suggested that the standard Fuel map supplied with the ECU be used.
The Fuel Overall Trim located in the main Fuel menu is used to adjust injector
pulse width while cranking until the engine fires. MoTeC may be able to supply a
start up file for common engines.
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Recheck all sensor readings with the engine running.
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103
When a sensor goes into error there will be a red warning bar appear in the lower
left hand corner of the ECU Manager screen. This message will appear no
matter which screen is being displayed.
Pressing “F3” will show the Diagnostic Errors View Screen. All sensor errors will
appear in red. Note the Ref/Sync Synchronised NOT SYNCED error - this will
always appear whenever the engine is not running; if there is no RPM there can
be no synchronization.
With the ECU connected to a laptop all error indications will remain until the
operator acknowledges them by hitting the “Enter” key. If the error is no longer
current the red indication will return to black. if the red indication remains, the
error is still current.
If an error cannot be cleared the diagnostic bar in the main screen will turn to
yellow indicating that the error has been acknowledged but not fixed. The
moment a new error occurs the bar will return to red and the number of errors
updated.
The view screen shows that both the Manifold Pressure and the Air Temperature
sensors are in error.
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In the Input Setup for each sensor there is a Diagnostic High and Low level,
these levels set the range of voltage the sensor should use in normal operation.
If the sensor voltage channel goes outside of the range set by the user the
sensor
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•  The first check to be made is if the sensor is actually plugged in and the
connector fastened properly.
•  Is the calibration correct for that sensor or has the correct sensor been
connected, e.g. a 100 kPa MAP sensor been used on a turbo engine with a
sensor calibration for a 300 kPa sensor
•  If a spare sensor is available it is a simple matter of swapping to the spare
sensor to see if the error remains the same. Remember once the sensor has
been changed the “Enter” key must be pressed in the Diagnostic Errors View
Screen to see if the error has been corrected.
•  Sensors are usually wired with common voltage supply and 0 V. If all sensors
show errors which wire is common to all? Hint: Air Temp and Manifold
Pressure only share 0 V.
•  A multi-meter is an invaluable tool when diagnosing sensor problems.
Copyright MoTeC – May 2008
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Raw sensor voltage information is available in the “View” menu. Check the value
for any sensor that is in error.
AV inputs have 0.000 V with no sensor connected. AT inputs will have very close
to 5 V (about 4.95 V) with no sensor connected. It should be logical as to how
much voltage should be on a pin for a certain sensor, e.g. a 2 bar MAP sensor
should be reading 100 kPa with the engine off, which is half way in its range.
Therefore it would be expected that the voltage be roughly 2.5 V with the engine
off. A Throttle Position Sensor should be sitting close to 1 V depending on
calibration.
This screen can be used as a quick check to confirm which inputs the sensors
are connected to. Knowing what voltage should be on a disconnected pin, unplug
the sensor to make sure of its pin assignment.
For the example of an Air Temp sensor on AT1 in error we can see that there
does not appear to be anything connected. Making sure the sensor is actually
connected is probably the first check.
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When checking the MAP sensor input on AV2 it can be seen that the input pin is
sitting at 5 V. Remembering that an AV should be 0 V if the sensor is not
connected. If the sensor is disconnected and the AV2 reading goes to zero it
may indicate a faulty sensor, if the 5 V reading remains it is probably a wiring
fault.
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In general most of the sensors will have a common 0 V or supply voltage
(depending on the sensor). The M400, M600 and M800 have three 0 V and two 5
V pins, so some knowledge of how the vehicle was wired is necessary for wiring
diagnostics.
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With the sensor unplugged use a multimeter to check the connection to the ECU.
Using the engine block as the earth reference check for all voltages. MoTeC
wiring convention uses the first pin for 0 V, the last pin as sensor voltage supply
(generally 5 V) and the middle pin(s) for signal.
• 0 V pin should have no voltage and should be continuous with the engine block
• The last pin should have sensor supply voltage (check sensor drawing for
details)
• The signal pin connected to an AV input should have no voltage
• A signal pin connected to an AT or Digital input should have 5 V
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It may be necessary to check the wire for continuity back to the ECU. With the
ECU unplugged do a continuity test from the ECU pin to the sensor connector.
A resistance test should also be done. A single wire with nothing connected to it
should have less than one ohm resistance (depending on length).
With some knowledge of how the loom was constructed it will also be possible to
check for short circuits with other wires. Signal wires should never be shorted to
any other wire. 0 V and sensor voltage supply wires should be common to a
number of sensors but this depends on how the loom was constructed.
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The same procedure for sensor checking is valid for checking outputs.
First check the that device is plugged in and powered - many factory cars will
have various devices powered from relays that are only active when there is any
engine RPM. Some MoTeC diagrams recommend certain systems be powered
by others meaning the relay may need to be by passed, e.g. it is recommended
that the ignition power be supplied by the fuel pump relay meaning that the
ignition system will have no power for a test if the fuel pump is not working.
The wiring should be checked the same way a sensor’s wiring is checked using a
multimeter.
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The ECU must be told how many teeth there are for each crank revolution to
calculate RPM. The ECU is only able to choose what is a valid tooth based on
the operators settings, if they are wrong the RPM will be wrong.
Check that the Ref/Sync Mode and Crank Teeth parameters are correct.
If there is a lot of electrical interference being induced onto the Ref signal wire
the ECU could be treating this as extra Ref pulses and calculating RPM
incorrectly. Often in the case of Magnetic sensors the high RPM reading is a
result of the Trigger Levels being too low. The Ref/Sync Capture function should
be used to check Ref trigger signal.
For a Hall sensor the interference signal voltage must be very high to be seen as
an extra pulse. As there is no Trigger level setting for the Hall sensor inputs, the
time based filter table will be used to remove these unwanted pulses.
It may be necessary to move Ref wires to a different physical location further
away from areas of high electrical interference.
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The same basic checks are needed for low RPM. Again, if the ECU settings are
incorrect the RPM calculation will be incorrect.
If the filter and trigger levels are too high the ECU could ignore valid Ref signals.
The Ref/Sync Capture function should be used to correctly set both levels.
There has been more than one case of Ref and Sync sensors being wired back
to front. If the Sync generally has one tooth and the Ref has multiple, wiring the
Sync sensor to the Ref input will result in very low craning RPM.
Copyright MoTeC – May 2008
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In the Diagnostic Errors View Screen (press F3) in the right hand column are the
detailed errors for the Ref and Sync.
The ECU has been setup by the user with a Ref/Sync mode setting and a
number of Crank Teeth, this setting tells the ECU what type of pattern it is to
expect. If the Ref and Sync signals coming into the ECU do not match the Ref/
Sync Mode setting the ECU will not be able to calculate where the engine is in its
cycle and it will not fire Ignition or Injector outputs.
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•  Error REF Signal: Too many Ref pulses have occurred between sync pulses.
Can be caused by electrical interference being seen as extra Ref pulses. A
Sync pulse could also have been missed.
•  Error SYNC Signal: A Sync signal has appeared before expected. Electrical
interference could have caused extra Sync pulses. Ref pulses could have
been missed.
•  Error No REF Signal: Two consecutive Sync pulses have occurred with no Ref
pulses.
•  Error No SYNC Signal: Two consecutive Sync pulses have been missed.
Errors will always be caused by incorrect setup or bad signals. Bad signals can
usually be tracked down to poor wiring or wiring position.
Low battery voltage can lead to inconsistent cranking speed. Most factory trigger
patterns need consistent cranking speed to work, be careful of engines with
raised compression and light flywheels.
For a full list of errors and their explanations press “F1” from the Error View
Screen.
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•  Ref/SyncNT and Ref/SyncNA: Possibly increase filter level. Note that this error
could also be due to too much filtering causing the normal pulse to look like
noise.
•  Ref/SyncRnt: Background noise is dangerously close to the trigger level. The
trigger level can be increased but the actual noise should be reduced by
modifying physical Ref/Sync sensor system.
•  Ref/SyncLo: Trigger level is set too close to actual peak signal voltage. Trigger
level setting should be reduced at the RPM where error occurs.
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Nearly all ECU Manager functions are based around tables so it is important to
know the way they are able to be manipulated.
The first thing to notice is that the table uses two indicators. The blue indicator is
used to show the current table value that has been chosen by the tuner. The blue
indicator can be moved using the up and down arrows on the keyboard or by left
clicking on the desired cell.
The red indicator shows where the engine or sensor is currently operating. The
red indicator automatically moves to follow any changes in actual engine or
sensor operation.
The blue tuning cell can be sent to the current engine/sensor operating point
(red indicator) by simply hitting the space bar.
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To adjust the current table value highlight it with the blue indicator by hitting the
“space” bar. The value can be changed in two ways.
1. Enter the desired value by direct typing. As soon as the first number is
entered, the “Direct Entry” dialogue will appear. Once the number is entered
simply hit “Enter” or click on “OK”
2. Using the “Page Up” and “Page Down” buttons.
Note: The “Enter” key must be used to lock the value. If the blue indicator is
moved before the “Enter” key is pressed the number will go back to the original
value.
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It is possible to change an area all at once. With the blue indicator at one corner
of the area to be highlighted hold down the “Shift” key and use the arrow keys.
Again a value can be directly entered.
Note: The “Page Up” and “Page Down” keys cannot be used to alter the
highlighted values.
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Mathematical operations can be performed on the one highlighted value or on a
highlighted area. The way the function is typed in is very important, operation
value is typed first and then the math function. As can be seen above, the
highlighted single value or area will be multiplied by two.
In the above example the highlighted area is multiplied by 1.05 which represents
an increase of 5%.
Warning: If 1.05 was typed and the “Enter” key pressed before the maths
function, the table value or highlighted area will be set as 1.05.
Multiply: “Shift” “8”
Divide: “/”
Add: “+”
Subtract: “ – ”
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On the left hand side of the Main Fuel and Ignition maps is a tuning “Target”,
circled above in blue. The Target is used to tell the tuner that the engine is at the
exact same map point as the operator wishes to tune.
The left hand picture shows that the engine is running at a point that is lower in
both RPM and Load. The RPM can be seen, circled above in red, both with a
numeric display and an arrow head. The engine load can be seen as a numeric
display circled in green.
In the right hand picture the engine is now running at the correct RPM and Load
for the map site that was chosen. The map site is ready to be tuned.
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Table interpolation means that using the table sites either side of it any RPM and
Efficiency combination can be accurately catered for with the correct amount of
fuel.
It is important to make sure an engine is on site before any tuning is done
otherwise the actual table value that is to be tuned will be incorrect. If the fuel
value rises between 3000 RPM and 4000 RPM, tuning 4000 RPM with the
engine on 3678 will make the 4000 RPM site incorrectly rich.
Note: All tables in all MoTeC software work this way.
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As a starting point a recommended value for Lambda can be used when first
tuning an engine but there are factors which can affect the readings seen.
If a Lambda sensor is placed in a different position in an exhaust system the
sensor may read slightly different for exactly the same fuel pulse width. It would
not be good practice to simply tune an engine to a “rule of thumb” Lambda
reading. An engine tune by definition is a test to see what makes an engine
perform the best.
Some consideration needs to be given to the operating conditions of the engine.
If the engine is to be held at wide open throttle for long periods of time (e.g. ski
racing) it may need to run richer than an engine that only has relatively short
bursts at wide open throttle (e.g. motorkhana). Also, consider if fuel
consumption is important, e.g. a V8 Supercar runs different mixtures at Bathurst
compared to a sprint round.
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At light loads it is possible to enlean the fuel mixtures for better fuel consumption.
Factory vehicles are tuned to run as close to Lambda one for as much of their
operation as possible, which is mainly for emissions.
Be aware that exhaust gas temperatures will go up rapidly as mixtures are made
leaner.
The Overrun Fuel Cut function can be used to make further fuel savings. Overrun
Fuel Cut turns the injectors off when coasting at closed throttle.
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Pressing the “F8” key will display the Lambda Table. This Table is used for a
number of different functions in the ECU and is a “look up” reference for what the
desired Lambda is for a certain engine operating condition. The Lambda table
generally will have the same axis setup as the main fuel table.
The values set in the Lambda table are mainly based on experience, at low load
the mixtures can be leaner than at full load. Idle mixtures will depend on the
engine configuration but generally 0.95 Lambda is a good starting point.
Depending on throttle body size different Lambda Aim values will be used for the
same throttle angle.
This table should be set before any tuning starts.
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Before any tuning starts a basic check of the engine and its plumbing should be
made. The engine should be warmed first so that there are no cold start
compensations being applied.
As the fuel is generally tuned before the ignition it is highly important that the
ignition map used is safe for the particular type of engine. How much ignition is
safe is up to experience. MoTeC is able to supply a safe start file for many
popular engines but it must be noted these start files are based on standard
engines.
The Acceleration Enrichment function is designed to apply extra fuel for rapid
changes in throttle position. When tuning the fuel table it is important that the
Lambda reading is not affected by the enrichment function. Setting the function to
a low number or completely turning it off eliminates its effect.
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The order in which table sites are tuned is down to personal preference. In most
cases it is best to start with the light load areas of the map and slowly work up to
the high load areas.
As the tuning gets higher in the load and RPM it will be possible to see where the
map is going and rough starting values can be set in areas that have yet to be
tuned.
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With a map site chosen for tuning and the engine running at the matching RPM
and Load, the Lambda difference needs to be seen. On the above picture a Chart
Recorder has been added to show the Lambda Aim table value and the actual
current Lambda reading from the Lambda sensor.
From the chart recorder it can be seen that the actual Lambda (green) is above
the Aim Lambda (red), this means the engine is leaner than it needs to be, some
fuel must be added to this site. Using “Page Up” the fuel table value could be
altered until the Lambda and Aim Lambda matched, remembering to press the
“Enter” key.
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All MoTeC ECUs have a “Quick Lambda” function available. By hitting the “Q”
key the tuner is given the option to use the Quick Lambda function. The function
uses the percentage difference between the Aim Lambda and the actual Lambda
to automatically alter the relevant fuel table value by the same percentage
amount.
When pressing “Q” the Quick Lambda function will automatically jump to the
nearest fuel map site without the tuner having to use the arrow keys so it is
important to know exactly where the engine is (target).
The Quick Lambda function will take out about 80% of the error with the first
press of the “Q” key, it may be necessary to press two or three times to remove
large errors.
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The ‘W’ key is also a Quick Lambda function. The difference is that this key will
automatically transfer the Quick Lambda resulting fuel table value to the next
most likely sites to tune (next higher load, and RPM sites). The ‘W’ function
allows the tuner to set the next tuning sites to a close value before the engine
even gets there, this is quite helpful when starting with no previous fuel map.
135
The picture shows a completed 2500 RPM column, it is clear that the whole
starting fuel map was lean. This is the area of the map that is typically first to be
tuned as it gives a good idea of where the bulk of the map is heading.
Note how the tuned sites have an asterisk on them, Quick Lambda automatically
adds this to sites that have been altered and it is a quick reference to which sites
have been tuned.
At this point it is best to alter the remaining part of the map manually as it is
highly likely the engine will require higher fuel table values as the RPMs
increase. The quickest way to alter the fuel map is to highlight the remaining sites
and add a percentage to them.
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After manual modification, tuning can resume on a higher RPM columns.
Continue this process until all relevant sites are tuned.
There may be need to add extra RPM columns or Efficiency rows. Sometimes
there may be an area in between two sites where the engine requires a more
accurate amount of fuel than the interpolation can provide. Extra sites can be
added using the Axis Setup menu.
Note: There will be some sites the engine cannot physically achieve (e.g. 7000
RPM at 10% throttle), these sites should be set manually for neatness and may
need to be modified in the vehicle. 7000 RPM at 10% throttle could be
achievable on overrun in the vehicle.
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Because the main fuel table numbers are a percentage of the injector scaling
parameter the most resolution we can get from each fuel adjustment is when the
scaling number is the smallest.
In the final fuel table above we can see that the highest number is 71.2%. Out of
a possible 100% the resolution is only approximately 3/4 of what it could be. The
way to make the resolution of the table better would be to make the scaling
number smaller.
Note: The site marker blocks can be cleared using the “clear all *” option in the
“Tools” menu (press “F9”).
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From the previous slide it was determined that the scaling number needs to be
smaller by roughly 25%. The scaling number needs to be changed from 15 to 12
(only uses whole numbers). When the new number is typed a dialoged box will
appear, press “Enter” or left click “OK”.
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Once the new scaling number has been entered the ECU will give two options:
the first is simply for adjusting the numbers for better resolution without changing
the tuning, the second option is to allow for changes in injector size. In this case
the “Yes” option is chosen to keep the tuning the same.
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Going back to the main fuel table it can be seen that all the numbers have been
altered to match the new Injector Scaling. The tuning has not been altered.
Having the best resolution for the fuel table will help with idle and light load tuning
of the engine where very small changes in the fuel value can make a large
difference to the fuel mixture and engine smoothness.
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It is common for an engine to not have the same amount of air provided to each
cylinder. Packaging of intake and exhaust may not allow for the desired manifold
design. Using multiple Lambda sensors is the most accurate way of determining
how well “balanced” the engine is.
The ECU Manager software has individual cylinder 3D maps so it is possible to
get the desired Lambda accurate for all cylinders.
Note: Lambda sensors close to the exhaust port can read leaner than one further
down the exhaust system due to the mixture still burning. With individual Lambda
sensors it is recommended that one extra sensor be placed after the last
collector as well for an overall average Lambda reading.
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Each cylinder can be tuned on a 3D table separately. Note that the Individual
Cylinder tables are percentage trims on the Main Table values.
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Injection timing as default is set for “End of Injection”. The Injection Timing table
sets the degrees before TDC that the injection event must be finished by.
Injection timing can have an effect on the smoothness of the engine by making
the most efficient use of the fuel being injected.
To set the injection timing hold the engine at the desired RPM and Load and
press the space bar to make sure the correct site is to be tuned. A rule of thumb
starting point is 270 degrees BTDC at 0 RPM and increasing by 5 – 10 degrees
for every 500 RPM. Adjusting the timing up, the engine will be heard to run
better. The tuner will also notice that the Lambda reading will become richer.
Using the engine power, Lambda and engine note to tune the map.
At high loads the injector duty cycle is usually quite large, at these points
injection timing may have little effect.
Correct injection timing will greatly minimize fuel “stand off” and the potential for
air box fires in multi-throttle body engines.
Note: Large changes between adjacent table sites can cause drivability
problems, the table must have a smooth shape and be always increasing as
RPM rises.
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Ignition timing should always be done on a dynamometer as the engine can be
more accurately controlled to a particular map site and small power increases
measured.
Some method of listening to the engine for detonation should be used. Most
good dyno shops will have a set of “knock ears” which are a set of headphones
connected to an amplifier that reads from a knock sensor bolted directly to the
engine.
The type of induction the engine has needs to be taken into consideration. A
naturally aspirated engine can have a fairly wide range of safe ignition advance
from maximum power until detonation. A forced induction engine will have a
much narrower range of ignition advance from maximum power till detonation.
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As with the Fuel Main Table, the Ignition Main Table can be adjusted by direct
enter, “Page Up”, “Page Down”, highlighted area and math.
The dynamometers torque/power reading will need to be closely monitored and
attention paid to any detonation monitoring.
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As Ignition Advance is increased the engine torque/power will rise, more
advance, more power. As the advance goes up there will be a point where the
power gain for more advance becomes less and the engine will get closer to
detonating. How close the engine is tuned to detonation is up to the tuner and the
engine’s intended use.
A forced induction engine can have detonation start very close to or before the
point of “Maximum Best Torque” on the above graph.
All ignition tuning is highly dependant on fuel quality (Octane rating) and
compression ratio.
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If the initial ignition advance is well below optimum and the fuel has already been
tuned, the Lambda reading may change as more advance is added.
The Quick Lambda function also works from the main ignition table so fueling
changes can be made without having to go back to the main fuel table. It is
important in this case to have the same Load and RPM axis site set in both the
main fuel and main ignition tables.
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It has been stated many times that there have been engines that make more
power with some detonation. Perhaps more power with detonation means that
only some of the cylinders are detonating and the rest are making more power
through higher ignition advance.
A gated detonation detection device uses the ECU to provide accurate
information for where the crank is in the engine cycle. A gated device will only
listen for detonation between a set range of crank angles and knowing where the
engine is in its cycle means it can also know which cylinder is detonating.
Knowing which cylinder is detonating allows the tuner to stop adding advance to
each individual cylinder as they start to detonate. All cylinders are not held back
by one which does not have the same efficiency.
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Based on a gated detonation detection device each cylinder can be individually
tuned. The number placed in these tables is a degree or percentage trim (set in
main Ignition setup) applied to the main table for the particular cylinder.
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After a base power ramp run the tuner should try extra runs with small alterations
to the fuel and ignition. The engine’s efficiency will be slightly different in a
dynamic ramp test as opposed to the static tuning.
Using the main table’s overall trims add small amounts of fuel and ignition in turn
to see how they affect the power curve. From the diagram it can be seen that in
this case adding fuel did little to the engine power through most of the RPM
range, it does however lose power at the top. The fuel change was probably not
necessary.
Looking at the difference in power between the base run and the “+2Deg” run,
good gains in the mid range were had over a wide RPM range with a small
increase over a short range at the top. The tuner would take note of the ignition
map sites where the power was increased, the overall trim could then be reset to
zero and the two degrees of timing added to the main table. The tuner may then
choose to do another ramp run with another two degree overall trim to see if
more power can be made. Very accurate detonation detection is essential at this
stage.
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The MAP Compensation table is only 2D. It is considered that the amount of air is
directly related to the pressure it is under. A point of reference is 100 kPa which is
assumed to be normal atmospheric pressure. If the pressure is raised by 10 kPa
then it is logical that to maintain the same Lambda reading the fuel pulse width
must be increased by 10%. There is generally no need to modify this table from
standard.
Even for a naturally aspirated engine tuned on throttle position it is best to have a
MAP sensor to monitor either the actual manifold pressure or the atmospheric
pressure. If the car is driven in mountainous areas the atmospheric changes can
be quite large. From pit straight to across the top of Mount Panorama the
atmospheric pressure changes 5 kPa, requiring a 5% fuel change on every lap.
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An engine will almost always require more fuel pulse width when it is cold
compared to warm. The Engine Temperature Compensation table is used to tune
the engine’s fuel requirements at different operating temperatures and in this
case against throttle position.
All Compensation tables are percentage trims on the Main Fuel table value and
not the Injector Scaling as for the Acceleration Enrichment. Because the
compensations are percentages of the fuel table values they cannot be
accurately set until the main tuning has been done. Once the Main Fuel table has
been tuned it is easy to see from live Lambda readings or data logging how much
extra fuel is needed at different operating temperatures.
It can take a number of days to properly tune all of the engine temperature
related compensation tables. Once the engine has started from cold and warmed
up it must be completely cooled before cold start and engine temperature
compensations can be retested.
Note: Cold operating temperatures may require richer mixture because the
atomization of air and fuel in a cold engine is not a good as that in a warm
engine.
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As the temperature of air changes so does the density. Hot air is less dense than
cold air, therefore the oxygen content of the air being induced by an engine is
highly dependent on air temperature.
In most cases the standard air temp comp table will be suitable. Some
exceptions to this will be if ambient tuning temperature is greatly different from
the zero sites in the standard table, e.g. tuning in very hot or very cold climates.
The table would need to be offset so that the zero sites occur at the tuning
ambient temperature. This will not be perfect as the relationship between air
temp and oxygen content is not linear. The only accurate way to do it is to tune
the engine completely at a constant air temp then manually raise and lower the
air temp adjusting the comp table to suit.
Care must be taken with turbo charged engines as the inlet air temperature can
change dramatically dependent on boost level and intercooler efficiency.
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In a cold engine most of the first fuel pulse fired will end up “sticking” to the walls
of the inlet port. Injecting an extra amount on the very first firing of each injector
can help the engine to start quickly. The first injection amount is less at higher
engine temperatures because the intake ports are generally “wet” and the extra
heat helps with fuel/air atomization.
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If necessary more fuel can be injected while the engine is cranking due to the low
speed and therefore lower vacuum. Note, that by default this table’s “Y” axis is
based on the amount of Engine Temperature Compensation and not Engine
Temperature, this of course can be changed using the axis setup menu.
The above table has also been based on Cranking Time, another option would
be to base it on the actual number of crank revolutions.
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Straight after the engine has fired it may take a few seconds to “settle”; in this
time some extra fuel may help. Again as the engine gets warmer there is less
need for starting compensations.
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The ECU Manager software has six additional fuel compensation tables based
on various other parameters. The two general purpose compensations can be set
with any parameter. A good example is the use of an external nine position
switch.
Note: All compensation tables can be set with any parameter but their table name
cannot be changed, e.g. Fuel Temperature compensation cannot be renamed
even if it is based on another parameter. This may cause confusion if the channel
is to be logged.
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As with the fuel air temp compensation it can be possible that the denser, cooler
air will be able to take more ignition timing without detonation and that hotter air
will be able to take less. It is highly recommended that this table be properly
tested and tuned to avoid any unforeseen engine damage.
Again for forced induction engines the temperature of the air can change
dramatically so this table becomes very important.
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On cold start it may be necessary to add more ignition advance for a higher idle
speed especially if the engine does not have an idle air control valve.
If an engine runs too hot it can heat the incoming air after it has passed the air
temperature sensor, the Ignition Engine Temp Comp table can be used to reduce
the ignition advance.
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The ECU Manager software has five additional ignition compensation tables
based on various other parameters. The two general purpose compensations
can be set with any parameter.
Note: All compensation tables can be set with any parameter but their table
name cannot be changed, e.g. Fuel Temperature compensation cannot be
renamed even if it is based on another parameter. This may cause confusion if
the channel is to be logged
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On a dyno when tuning for maximum power it is possible that there can be large
changes in ignition advance (and possibly fuel) between adjacent sites. These
statically tuned values may produce the most power but can lead to light load
drivability problems.
It is often best to keep the changes of advance between sites to a minimum at
light load. If a driver is “hovering” in an area of high change the car can be
difficult to drive smoothly.
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A dynamometer is not a good tool when it comes to finishing the overall tune. A
dynamometer is used for steady state tuning and acceleration runs but cannot
replicate normal driving conditions. A dyno tune is a good starting point.
In some situations, like low load driving, maximum power may not be the best
option for drivability and fuel economy. Tuning for maximum power at every point
can make the vehicle difficult to drive.
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When the throttle is opened rapidly there can be a large volume of air induced
that may not be accurately catered for using the Main Fuel table alone.
Acceleration Enrichment is an extra amount of injector pulse width momentarily
added to the current main table pulse width to compensate for large, rapid
changes in engine efficiency. Most Acceleration Enrichment is needed in the
lower RPM range.
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The Acceleration Enrichment Clamp table sets the maximum amount of
additional injector pulse width due to Acceleration Enrichment. The values in this
table are the same as the Main Fuel table, they are a percentage of the Injector
Scaling.
There is more need for Acceleration Enrichment at lower RPM/Load.
Note: At zero RPM there should generally be no Acceleration Enrichment.
Moving the throttle while starting the engine can cause flooding if there is any
Clamp value.
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The Acceleration Enrichment Sensitivity table can be likened to the cam in a
carburetor’s acceleration pump, the higher the cam ramp the more sensitive it is
to rate of change of the throttle.
The amount of extra fuel injected for Acceleration is based on how quickly the
throttle is moved. The sensitivity level is a multiplying factor of the throttle rate of
change, the calculation will give an injector pulse width which is added
instantaneously to the current injector pulse width.
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Once an extra amount of fuel pulse width has been calculated the ECU also
needs to know how quickly that extra pulse width should be removed. The
Acceleration Enrichment Decay table sets the percentage of the Acceleration
Enrichment pulse width that should be removed with each revolution of the crank,
e.g. if a pulse width has a decay rate of 10%/rev it will take ten crank revolutions
before it is completely removed.
Example: If 10 msec of fuel is added with a decay of 10% per rev, after one
revolution of the crank the extra pulse width will be 9 msec, after the next
revolution it will be 8 msec, etc. A higher decay number will remove the extra
pulse width faster.
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When tuning the Acceleration Enrichment the tuner will need to investigate what
effect the throttle movement has on the Lambda reading.
In the example above it can be seen that when the throttle is “floored” there is a
short time where the mixtures go lean. It can be assumed that there is a need for
roughly 8% extra fuel at this RPM. How much Decay is needed can be calculated
from the time it takes for the Lambda reading to “recover”, e.g if the engine was
doing 6000 RPM for 100 msec it would have done 10 revolutions, divide 100% by
10 revs gives 10% per rev.
Acceleration Enrichment cannot be done accurately unless the main fuel map
has been completely tuned.
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All MoTeC ECUs have the option to record data. The ECU has a menu system of
various parameters and channels which can be used to create a “Log Set”.
Obviously it is impossible to have a tuner at the track all the time so being able to
provide log files after the event can be useful if changes need to be made.
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Using a Mixture Map display the Load and RPM range you wish to tune. Take
note of the Lambda reading at each RPM and Load point that needs to be
retuned. In the above example take 100% throttle (in red) and 6000 RPM, the
Lambda reading is 0.91 La.
Note: The number of logged sample points is listed beside each throttle position
level. If the number of samples is low (below 300) then there may not be enough
information to form an accurate picture of what is happening.
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The Graph page should also be used to back up the values that have been noted
from the Mixture Map. The Mixture Map is only a record of what the Lambda was
at a certain RPM and Load and does not take into account that the car may be
on cold start or the car is coasting.
Find RPM and Load points in the graphs that match the points of interest and
make sure it is when the car is accelerating.
The fuel Acceleration Enrichment parameter should be logged and displayed to
avoid making an incorrect judgment on mixtures after a large, rapid change in
throttle position.
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Some testing should be done on the car to determine how much delay there is in
the Lambda Measurement. Usually there is a distance for the burnt exhaust gas
to travel from the cylinder to the sensor location; this means a time delay.
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Prior to using the Lambda Was function it is useful to clear all asterisks if present.
By pressing “F9” an option to Clear All “*” will be available.
From our logging we have written down the actual Lambda values the car
produced. Go to the first site to be modified and press the “L” key; the “Lambda
Was” dialogue box will appear which contains an area to enter the logged
Lambda value. The Lambda Table value for this site is also displayed. It can be
seen that the logged value is slightly leaner that the LA Table value.
Type in the logged Lambda value and hit ”Enter”. In exactly the same way Quick
Lambda modified the sites while tuning, the Lambda Was function will calculate a
new fuel table value. The “Back Space” key should be pressed, again to keep
track of the sites that have been modified.
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