FSAE ECU Seminar Day 1 To Print v3 Optimised

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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)
CopyrightMoTeC (VCS) May 2008 VIDEO - MoTeC Video Capture System with live data overlay from CAN
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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
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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 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, 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 Dont 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 oclock 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 sensors 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 ECUs 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.
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When there are a number of evenly spaced teeth with one extra tooth closely spaced with an even tooth.
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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 ECUs 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 injectors 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 cant 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 tables 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.
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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 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.
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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.
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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.
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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.
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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 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 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.
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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
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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.
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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.
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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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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.
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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 sensors 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.
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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.E nter 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.U sing 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.
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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.
Page 145
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.
Page 146
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 engines 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.
Page 147
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.
Page 148
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.
Page 149
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.
Page 150
After a base power ramp run the tuner should try extra runs with small alterations to the fuel and ignition. The engines efficiency will be slightly different in a dynamic ramp test as opposed to the static tuning. Using the main tables 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.
Page 151
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.
Page 152
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 engines 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.
Page 153
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.
Page 154
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.
Page 155
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 tables 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.
Page 156
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.
Page 157
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.
Page 158
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.
Page 159
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.
Page 160
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
Page 161
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.
Page 162
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.
Page 163
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.
Page 164
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.
Page 165
The Acceleration Enrichment Sensitivity table can be likened to the cam in a carburetors 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.
Page 166
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.
Page 167
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.
Page 168
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.
Page 169
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.
Page 170
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.
Page 171
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.
Page 172
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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