FSAE ECU Seminar Day 1 to Print v3 optimised

7/29/2019 FSAE ECU Seminar Day 1 to Print v3 optimised

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Copyright MoTeC May 2008 Page 2

The quickest way to identify the ECUs is by their decals, but sometimes this isnot 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 veryhelpful.

An ECU is chosen based on the number of inputs and outputs that are needed; agood 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 theECU will be required to run, for example: fuel pumps, thermo fans, air

conditioning systems, etc. The hundred series ECUs have twice as manyoutputs as the earlier generation ECUs.

Special engine features will need to be considered like - Does it have cam controland is it switched (on/off) or fully variable? Does it have large numbers of valves

or solenoids? Some compromises in output requirements may be possibledepending 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?


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OptionsAdvanced Functions - Upgrades a Clubman to all of the features of the Pro.Some of the features include: traction control, launch control, gear changeignition 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 fourdifferent 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 toindividually select from over 300 channels at logging rates up to 200 samples/

second.Wideband Lambda (Air Fuel Ratio) - Enables the use of high accuracy, fullytemperature 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 seriesECUs, the Pro Analysis provides advanced analysis capabilities of the datacollected, including: Multiple Graph Overlays, XY Plots, Maths Functions, andadditional 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 rememberits 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 theevent. ECUs left laying on bench tops for years will still remember their settings

and have the last logged events available.

MoTeCis continually updating its ECU software to take into account new model

vehicles and new functions. All software can be downloaded from the MoTeCweb 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 awide range of sensors

Laptop Interface cables - The M400, M600 & M800 use a CAN cable, whilePCI cables (PC Interface cables) are available for M4 and M48 ECUs. M4ECUs with a serial number greater than 3000 can use a standard RS232cable.

Traction Control Multiplexer - Converts 2 - 4 wheel speeds into a signal thatmay 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 mixturestrength using either a Bosch LSU or Uego NTK sensor. Has an analogueoutput that can be read by an ECU.

Beacon Receiver - Used by the M400, M600 and M800 to divide data intolaps

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 onthe M400, M600, M800 and M880.

DBW4 - CAN expansion device which will allow the M400, M600, M800 orM880 to control up to four DBW throttle bodies.

GPS - GPS speed and direction are available for ECU tuning, and GPSLatitude and Longitude can be logged for use with i2 (Track Mapping, GoogleEarth)

VIDEO (VCS) - MoTeC Video Capture System with live data overlay from CANbus


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A software and resource CD is included with MoTeCproducts, but thesoftware is regularly updated so it will become necessary to download the

latest software from the MoTeCwebsite. Go to www.motec.com.au/software/latestreleases

(or software.motec.com.au/release)

Previous releases of software can also be downloaded fromwww.motec.com.au/software/oldreleases/

To be informed of the latest software release you can join the MoTeCsoftwareannounce mailing list by sending an email to [email protected]


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To download software, click on the link and a dialog will appear asking if youwould 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. Thetime taken for this can vary widely and will depend on the speed of theconnection 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 torun the installation.


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ECU BasicsAn ECU takes measurements from various sensors via input pins. The

information received from the sensor inputs is used by the ECU as referencepoints for all its calculations. Sensors let the ECU know the engines 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, EngineTemperature.

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 ownexternal 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 connectedthe AV input will read 0 V.


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Analogue Temperature inputs are designed to work with two wire, variableresistance sensors that have no external power supply. A 1000 ohm internal pull-

up 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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Standard2 wire : Resistance varies with temperature

Typical Resistance : 2500 ohms (Delco) or 3300 ohms (Bosch) at 20 degC

High SpeedUse a High Speed Air Temp sensor on turbos where the intercooler outtemperature varies quickly (small or no intercooler)

Air Temp MountingMount before the butterfly (and after the intercooler if turbo charged)

Mount away from fuel stand-off to avoid the sensor being cooled by thefuel vapour


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Operation: MoTeCsignal voltage varies as the wiper moves. Must produce avoltage 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 toeach other in most cases (one high to low voltage, the other low to high voltage).Which Pin is which?

Consult the MoTeCdrawing 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 betweenthem. 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 SensorThe sensor has a dead band at either end so it must be rotated slightly to movethe 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 motorsportapplicationsAvoid 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 barUnits: MoTeCECUs display pressure in kPa (kilo pascals) or PSI (pounds persquare inch)100 kPa = 1 bar = 1000 mbar = 14.5 PSI

When used for Manifold Pressure SensingThe manifold take off point should be at a position that best represents the

average manifold pressure with minimum pulsationsA 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 manifoldDont T-off idle fittings etc, must be direct to the manifold

When used for Barometric CompensationAvoid sensing air buffeting. Face the port down

VibrationSevere vibration of the sensor can cause fluctuations in the reading. Avoidmounting 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 meterto measure the air/fuel ratio of the engine. With this information the mixture canbe adjusted at individual load sites for maximum power.Life expectancy (Wideband)Leaded at least 50 hours, pump unleaded at least 500 hoursDependant on fuel type and application, very rich mixtures will shorten sensorlife. Contaminants

Can be damaged by gasket sealants and anti-seize and some fuel additivesSealants are now available that are exhaust gas sensor friendly

OperatingTemperatureFor a 4 wire LSM sensor, connect the internal heater unless exhaust gas willexceed 800 deg CWarm up time 1 to 2 minutes (Faster for LSU and NTK Sensors)

Greater than 400 deg C for correct operationFor a 4 wire sensor, the heater can add approx 200 deg CExcepting blow out, the LSU and NTK can operate at temperatures down toambient.

PositionAt least 0.5 m from engine and 0.5 m from exhaust outlet, after Turbo, 0.5 mfrom collectors

OrientationThinking of a clock the sensor should be about two or ten oclock

MisfireAny misfire will cause a Wideband sensor to read lean due to additionaloxygenNote 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 ordigital 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 countshow many pulses per second.


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The trigger sensors are used to determine where the engine is in its cycle. Acrank 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 theengine 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 atrigger pattern for 720 degrees (complete four stroke cycle). Certain

manufacturers may have both the crank and cam sensors in the distributor or onthe camshaft.


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Hall sensors use a magnetic field effect to switch between a low voltage (usually0 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 passesbetween the poles of the sensor or the probe which read a thick tooth that

passes past the sensors end. The vane types will usually be found indistributors (Late Camira, 5 Lt Commodore, early EFI Magna).

Refer to drawing T01 (datasheet Hall effect sensors Slotted HKZ101) for moredetails.


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The magnetic sensor generates a voltage between the coil wires when themagnetic 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 requirementsOften used as crank sensors

The ECU needs to know whether the wave form is rising or falling, this is bestdetermined 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*VPKR1 = VARM / 4R2 = VARM / 2

The trigger levels for magnetic sensors are set by the user to take into accountthe 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 reachingA, 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 operationat 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, M600and 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 hasmore than one tooth per TDC

Most Variable Cam Control engines will have a specific tooth pattern for the Syncas 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 occursBetween two Ref teeth, 50% means the Sync pulse happens exactly half waybetween 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 Synctooth. 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 Indexposition is the ECUs reference for where the index tooth is relative to TDC forcompression on number one cylinder.


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When Ref teeth are evenly spaced and there are more teeth than there arecylinder Top Dead Centers.

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When there are numerous evenly spaced teeth and one or two consecutive teethare cut away. Most common are 60 2, 36 2, 36 1 and now 24 1.

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When there are a number of evenly spaced teeth with one extra tooth closelyspaced with an even tooth.

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Wheel speed sensors can be directly connected to the ECU and, as with crankand 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 willvary with speed and the ECU Digital input needs a signal of at least 3 V totrigger. If magnetic wheel speed sensors must be used, MoTeCcan supply a

Magnetic to Hall signal converter known as a DMC.


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ECU Basics OutputsFuel Injectors, the Ignition System and various other auxiliary devices, such as

fuel pump, thermo fans, variable cam shafts and water spray are controlledaccording to the calibration and setup data which is stored in the ECUs

programmable memory.


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Operation: The amount of fuel injected depends on how long the injector isopen and what fuel pressure is supplied

Group Fire Injection: The injectors are fired twice per engine cycle on a fourstroke 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 0.5ohms to 16 ohms. This means that they require different operating currents toopen them. MoTeCECUs 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 lessat 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 groundto 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 injectoris 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 needsmaximum 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. TheInjector Battery Compensation setup allows the ECU to add an extra amount of

pulse width to cover the injectors natural mechanical lag.

The Battery Compensation setup is particularly important for vehicles where thebattery voltage can vary a large amount (total loss battery systems) or in theevent 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 TimeThe ECU must control the Dwell Time (Coil Charge time)

Too short will cause a weak sparkToo long will cause overheating of the Coil and Ignition Module

Dwell time should be tested for each coilModern ignition modules are sensitive to dwell time, please consult MoTeCfordetails

Modern ignition coils can also be affected by spark plug choice


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Capacitor Discharge Ignition (CDI)

Max RPM : 18000 8 Cyl (MoTeCCDI8) used as an ignition expander with a

MoTeCECU

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 DFICoils have two High Tension towers

Two spark plugs fire together, one on compression and the other on exhaustThe coils must be driven by separate modules

The modules are fired in sequence by the ECUThe ECU must have multiple ignition outputs to drive each coil (half the numberof cylinders)

Some have integrated modulesMay not be suitable for racing applications with very large overlap cams

Stand alone DFI, e.g. Delco, Ford EDISSome 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 ishandled by the stand alone module.

These systems can cause problems when ignition cut is used for RPM limitersetc, 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 DFIEach spark plug has a separate coil

The coils must be driven by separate modulesThe modules are fired in sequence by the ECU (sequentially)

Will generally have much shorter dwell times than ignition systems using coilswith ignition leads


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Switched Output: Fuel Pump

Shift Light Thermo FanPulse Width Modulated Boost Control Idle Control Drive By WireFrequency TachometerMost outputs on MoTeCECUs 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 WiringBoth the ECU and the Ignition System must have a good ground connection at

the engine blockRemove paint or anodising

Loctite may insulate studsPower WiringWire to the battery through a 30 ampere relay and 20 ampere fuse

Wire via the shortest path possibleWire the ignition system power via the fuel pump relay

Don't wire direct from the ignition switch : it probably cant handle the currentInjectors and ECU should be wired to the same sourceSensor Wiring

The crankshaft and camshaft Trigger and wheel speed sensors should be wiredin 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 toolshould always be used to ensure a good electrical connection. Over-crimping can

break wire strands so always seek manufacturers advice if tool settings areneeded.

Poor quality wire strippers can remove strands of the wire core making the wireconnection 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 beused, making a smaller lighter loom.

Use flush cutters designed for cutting wire neatly. Side cutters can squash thewire 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 itharder 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 goesthrough 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 thedistributor 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 upas 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 RPMfalse 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 somake sure trigger disc allows enough distance from bolt heads etc.

High current devices such as ignition systems can induce electrical pulses ornoise into trigger sensor wires.


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If the Sync tooth moves enough that it is now occurring before a different Reftooth (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 CRIPnumber 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 aboveshows 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 workingoffline).


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When you connect to an ECU, the software checks to see if the current file in theECU 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 newfile.

It is good practice to create a new file if any major changes are to be made, thisallows 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 opena 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 layoutis fully customisable (see Layout section below). You may choose to set up

different screens for different engines or screens that suit tuning different parts ofthe 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 bypressing the F1 key.


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Each layout can be customised by the user. To get you started, there are anumber 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 notdisplaying 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 newtemplate.


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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 forRPM 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 tables axis parameters and scale. Simplyright 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 scaleor 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 thefirst site and the last site and interpolate between them.

There are also options to clear the entire axis, copy the same axis from anotherfile, save the axis or load an axis.


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To change any parameter simply start typing the desired number and the DirectEntry 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 inthe 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 ispressed.

Both help screens will change when the tuner moves to a different parameter.

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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 Escape2. 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 DOSbased M800 software.


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The EMP software has a built in help system. When an item is highlighted, a helpscreen 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 anegative number is used.


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Injector scaling is the maximum injector opening time expected for the enginethat 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 ofthe injector. Care must be taken as some cars like Nissans and Mitsubishis canhave 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 tocompensate 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.


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The Ignition outputs, like the injector outputs, can control different types ofignition systems. Ignition Type specifies how the ignition outputs should be

controlled.

Care must be taken with the Ignition Type as an incorrect setting WILL damageignition components. In general ignition type will be set as 1 for fall trigger. Acommon 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 isvery 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 forthe 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 verylikely the module will fail in a short time.

Some coils with inbuilt modules can limit the Dwell time themselves in the eventof 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 sparkengines 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 wouldbe four.


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It is possible to make all ignition trim act as a percentage change or as a directdegrees. 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 notedthat too much dwell time can destroy modules so care must be taken. Please

consult MoTeCfor coil dwell time details.


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The ECU uses the mode number to understand the ref and sync signals that arebeing 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 onthe 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.


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Finding Crank Index Position for multi tooth modes:Place engine at TDC for number one cylinder on the Compression strokeWind 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 forwardto 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 themissing tooth gap as the index tooth.

For additional tooth modes the ECU looks for the additional tooth event straightafter the Sync and then assigns the next normal tooth as the index tooth.


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The Ref and Sync sensors need to be set to the correct type. Generally only Hallor 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 sensors signal can be used. It is best to choose the Ref

and Sync edges that produce the best Sync Relative Position, i.e. closest to50%.

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 wrongway 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 thatallows 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 separateoscilloscope 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 toothoccurs 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 thiscase 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 ECUand the factory ECU was offsetting the signal. MoTeCECUs 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) thatcan 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 thetable.


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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 206000 RPM = tooth degrees x 520000 RPM = tooth degrees x 2


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Electrical interference induced onto Ref or Sync wires from high current deviceslike ignition systems are generally high voltage, short duration noise spikes that

can be filtered with a time based filter. Extra signals caused by imperfections inthe 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 theTime 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 TriggerLevel.

Note: As engine RPMs rise, the output of a magnetic sensor will rise andtherefore 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 thechannel 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 assignedas a CAN channel, e.g. from ADL or E888.

Calibration: A predefined calibration can be chosen or a custom calibrationentered.Default Value: The channel value used if a sensor has failedFilter: Used to filter unstable sensor inputs. Care should be taken to not over-filter 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.


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When choosing to create a custom calibration a suitable channel unit should beselected.

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 therange 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 thecalibration tables voltage cell for the current temperature point highlighted pressthe 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 twoentered 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 Syncinputs. Speed can read to rotational speed, RPM or frequency. You can alsomeasure 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 toenter 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 thenumber 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 F1help screen.

Hint: It is best to measure the circumference by rolling the car through threerotations 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 DigitalInput 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 3software.


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All Auxiliary Outputs have a large number of functions available to them, pressingthe 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 MoTeCdrawings (datasheets) for details.


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As for the Digital Input, each output function will have specific conditionparameters. 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 ispowered. 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 theoutput 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 deviceoff.


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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 (fromignition 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 MoTeCoutput to beconfigured as 0 or Low Side. If pin 86 of the relay was wired directly to achassis 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 groundand 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 circuitto ground through the ECU

High Side: The internal switch of the Auxiliary output connects the Device circuitto power through the ECU

86


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A few different types of Wideband sensor can be wired directly to the ECU. TheWideband 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 theNTK UEGO.


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The actual Lambda sensor type needs to be specified as each sensor has itsown 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 coldstart up tuning. The sensor in fast heat mode should be online within 20 secondsof 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 delaytime is dependent on engine temperature.


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The newer five wire Lambda sensors have a resistor in the connector that is usedfor calibration, the ECU does not use this resistor so its value must be manually

entered. Sensors purchased from MoTeC will have the calibration numberengraved 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 AuxiliaryOutput 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 voltagesource, this will damage the sensor.


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After completing the input setup for all sensors it is required that the closed andfully 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 thethrottle 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 theaccelerator pedal.Press enter key to set TPLO valueUsing down arrow or mouse highlight TPHI parameter, press the acceleratorpedal to the floor (making sure it is not binding on anything)Press enter key to set TPHI valueMechanical 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 isnecessary 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 berealistic.

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 ECUare 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 theUtilities menu.

It is recommended that the ignition test is done first. If the injector test is donefirst 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 isfiring. Another method of checking ignition is to remove the spark plugs and laythem 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 andOEM Rotary modes.

Note: Wiring recommendations state that ignition power should be from the fuelpump 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 foreach 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 toensure 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 informationcan be checked without the possibility of an incorrect setting causing a misfireand possible engine damage.


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From the Sensors View Screen press the Tab Key until the Status ViewScreen (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. Ifsynchronisation 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 ignitionadvance tables are ignored.

With injectors still unplugged, connect the ignition system. Crank the engine andusing 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 willautomatically 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 originalphysical CRIP measurement is done on the engine.

Hint: If the actual advance is more than the Test Advance, the CRIP must beincreased 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 inthe Main Ignition table. 10-15 degrees will be suitable for most applications.

If no start file is available the MoTeCSample file will suffice as a starting point.


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The correct amount of fuel that is needed to start the engine is difficult to predictso 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 injectorpulse width while cranking until the engine fires. MoTeCmay 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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When a sensor goes into error there will be a red warning bar appear in the lowerleft 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 willappear in red. Note the Ref/Sync Synchronised NOT SYNCED error - this willalways 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 theoperator acknowledges them by hitting the Enter key. If the error is no longercurrent 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 toyellow indicating that the error has been acknowledged but not fixed. Themoment 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 Temperaturesensors 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 thesensor

105


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The first check to be made is if the sensor is actually plugged in and theconnector fastened properly.

Is the calibration correct for that sensor or has the correct sensor beenconnected, 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 ViewScreen to see if the error has been corrected.

Sensors are usually wired with common voltage supply and 0 V. If all sensorsshow errors which wire is common to all? Hint: Air Temp and ManifoldPressure only share 0 V.

A multi-meter is an invaluable tool when diagnosing sensor problems.


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Raw sensor voltage information is available in the View menu. Check the valuefor 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 howmuch voltage should be on a pin for a certain sensor, e.g. a 2 bar MAP sensorshould 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 engineoff. 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, unplugthe sensor to make sure of its pin assignment.

For the example of an Air Temp sensor on AT1 in error we can see that theredoes 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 issitting 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 itmay 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 wiringdiagnostics.


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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 blockThe last pin should have sensor supply voltage (check sensor drawing fordetails)The signal pin connected to an AV input should have no voltageA 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 theECU 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 toany 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 willhave various devices powered from relays that are only active when there is any

engine RPM. Some MoTeC diagrams recommend certain systems be poweredby others meaning the relay may need to be by passed, e.g. it is recommendedthat 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 sensors wiring is checked using amultimeter.


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The ECU must be told how many teeth there are for each crank revolution tocalculate 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 RPMincorrectly. 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 shouldbe used to check Ref trigger signal.

For a Hall sensor the interference signal voltage must be very high to be seen asan 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 areincorrect 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 theSync sensor to the Ref input will result in very low craning RPM.


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In the Diagnostic Errors View Screen (press F3) in the right hand column are thedetailed 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 toexpect. 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. Electricalinterference could have caused extra Sync pulses. Ref pulses could havebeen missed.

Error No REF Signal: Two consecutive Sync pulses have occurred with no Refpulses.

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 withraised compression and light flywheels.

For a full list of errors and their explanations press F1 from the Error ViewScreen.


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Ref/SyncNT and Ref/SyncNA: Possibly increase filter level. Note that this errorcould 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. Thetrigger level can be increased but the actual noise should be reduced bymodifying physical Ref/Sync sensor system.

Ref/SyncLo: Trigger level is set too close to actual peak signal voltage. Triggerlevel 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 toknow 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 blueindicator can be moved using the up and down arrows on the keyboard or by leftclicking 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 orsensor 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 thespace bar. The value can be changed in two ways.

1.Enter the desired value by direct typing. As soon as the first number isentered, the Direct Entry dialogue will appear. Once the number is entered

simply hit Enter or click on OK2.Using the Page Up and Page Down buttons.Note: The Enter key must be used to lock the value. If the blue indicator ismoved 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 cornerof 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 thehighlighted values.


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Mathematical operations can be performed on the one highlighted value or on ahighlighted 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, thehighlighted single value or area will be multiplied by two.

In the above example the highlighted area is multiplied by 1.05 which representsan 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 inboth RPM and Load. The RPM can be seen, circled above in red, both with anumeric 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 Loadfor 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 andEfficiency 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 doneotherwise the actual table value that is to be tuned will be incorrect. If the fuelvalue 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 firsttuning 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 wouldnot be good practice to simply tune an engine to a rule of thumb Lambdareading. 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. skiracing) 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 fuelconsumption 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 madeleaner.

The Overrun Fuel Cut function can be used to make further fuel savings. OverrunFuel 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 anumber 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 tablegenerally 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 loadthe 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 thesame 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 bemade. 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 theignition map used is safe for the particular type of engine. How much ignition issafe 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 standardengines.

The Acceleration Enrichment function is designed to apply extra fuel for rapidchanges 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 toa 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 mostcases 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 themap is going and rough starting values can be set in areas that have yet to betuned.


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With a map site chosen for tuning and the engine running at the matching RPMand 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 actualcurrent Lambda reading from the Lambda sensor.

From the chart recorder it can be seen that the actual Lambda (green) is abovethe 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 bealtered 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 Qkey 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 Lambdato 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 isimportant to know exactly where the engine is (target).

The Quick Lambda function will take out about 80% of the error with the firstpress 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 willautomatically transfer the Quick Lambda resulting fuel table value to the next

most likely sites to tune (next higher load, and RPM sites). The W functionallows 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


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The picture shows a completed 2500 RPM column, it is clear that the wholestarting 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 automaticallyadds this to sites that have been altered and it is a quick reference to which siteshave 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 RPMsincrease. The quickest way to alter the fuel map is to highlight the remaining sitesand 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 moreaccurate amount of fuel than the interpolation can provide. Extra sites can beadded 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 mayneed to be modified in the vehicle. 7000 RPM at 10% throttle could beachievable on overrun in the vehicle.


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Because the main fuel table numbers are a percentage of the injector scalingparameter 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 ofa possible 100% the resolution is only approximately 3/4 of what it could be. Theway 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 theTools menu (press F9).


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From the previous slide it was determined that the scaling number needs to besmaller 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 willappear, 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 casethe 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 beenaltered 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 tun

Date post:	14-Apr-2018
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FSAE ECU Seminar Day 1 to Print v3 optimised

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