Fueltech FT600 User Manual

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Page 1

OWNER’S MANUAL

Page 2

Page 3

FT600

1. index

2. Presentation ....................................................................................... 5

3. Warranty terms ................................................................................. 6

4. Characteristics ................................................................................... 7

4.1 Harness connections A-connector ......................................... 9

4.2 Harness connections B-connector ....................................... 11

4.3 Output table of FT600 ........................................................12

4.4 PowerShift Connector .............................................................13

4.5 Auxiliary outputs .....................................................................13

4.6 Internal MAP sensor ...............................................................13

4.7 USB port ................................................................................... 13

4.8 FuelTech CAN network ...........................................................13

5. First steps with FT600 read before installation .....................14

6. Getting to know the ECU ...............................................................14

6.1 Dashboard ................................................................................14

6.2 Main menu ................................................................................14

6.3 FTManager shortcuts..............................................................16

6.4 Dashboard screen ...................................................................16

6.5 Diagnostic panel ......................................................................17

6.6 Test time based features........................................................18

6.7 Internet Remote Tuning ..........................................................18

7. Engine settings................................................................................19

7.1 Engine setup ............................................................................19

7.2 RPM signal ................................................................................21

7.3 Ignition ......................................................................................23

7.4 Fuel injection ............................................................................24

7.5 Pedal/Throttle ..........................................................................25

7.6 Idle actuators ........................................................................... 27

7.7 FuelTech base map .................................................................27

7.8 Fuel injectors deadtime..........................................................28

7.9 Ignition Dwell ...........................................................................28

7.10 Ignition energy ......................................................................28

7.11 Map options...........................................................................29

7.12 Advanced map options ........................................................ 29

8. Electrical installation .......................................................................30

9. FT600 connection on FT500 installation ..................................31

9.1 Ignition calibration ...................................................................31

10. Fuel injectors ................................................................................... 33

11. Ignition .............................................................................................. 33

12. Sensors and actuators ...................................................................39

12.1 Intake air temperature sensor ............................................39

12.2 Engine temperature sensor.................................................39

12.3 Fuel and oil pressure ...........................................................39

12.4 Throttle position sensor (TPS) ...........................................39

12.5 Crank trigger/RPM sensor ...................................................39

12.6 Camshaft position sensor ....................................................43

12.7 O2 sensor ..............................................................................43

12.8 Step motor – idle speed ......................................................44

13. Auxiliary outputs ............................................................................. 45

13.1 Cooling fan 1 and 2 .............................................................45

13.2 Idle valve ................................................................................45

13.3 Air conditioning .....................................................................45

13.4 Shift Alert ............................................................................... 45

13.5 Fuel pump ..............................................................................45

13.6 Variable camshaft control/Powerglide gearbox ...............45

13.8 Boost Control – N75 ............................................................46

13.7 Progressive nitrous control .................................................46

13.9 BoostController .....................................................................47

14. Electronic throttle control ................................................................48

14.1 Connection table – throttle bodies and pedals ...............48

15. Sensors and Calibration ................................................................49

15.1 TPS calibration ...................................................................... 49

15.2 Electronic throttle/pedal calibration .................................49

15.3 Fuel/oil pressure sensors inputs ........................................50

15.4 Intake air and engine temperature sensors .....................50

15.5 O2 sensor inputs ..................................................................50

15.6 Speed inputs .........................................................................52

15.7 Driveshaft RPM and Input shaft RPM ................................52

15.8 Driveshaft RPM......................................................................52

15.9 Gearbox RPM ........................................................................53

15.10 MAP Sensor ........................................................................53

15.11 Gear detection ....................................................................53

15.12 Nitrous bottle pressure .....................................................54

15.13 Clutch position ....................................................................54

15.14 Clutch pressure ..................................................................54

15.15 Ride Height .........................................................................54

15.16 Pitch Rate ............................................................................ 54

15.17 CAN communication ..........................................................55

15.18 EGT .......................................................................................55

15.19 Wastegate Pressure ...........................................................55

15.20 Internal accelerometer ......................................................55

15.21 Brake Pressure ...................................................................56

15.22 Front and rear shocks .......................................................56

15.23 Flex Fuel ..............................................................................56

15.24 CounterPressure .................................................................56

15.25 Oil pan pressure ................................................................56

15.26 Transmission pressure ......................................................56

15.27 Transmission temperature ................................................56

15.28 Torque converter pressure ...............................................57

15.29 Intercooler temperature ....................................................57

15.30 Front and rear tires temperature .....................................57

15.31 Track temperature ..............................................................57

15.32 Engine Coolant pressure ...................................................57

15.33 Conversion light ................................................................57

15.34 Low beam / High beam ....................................................57

16. Starting the engine for the ﬁrst time ...........................................58

16.1 First engine start ..................................................................58

16.2 Ignition calibration ................................................................ 58

Page 4

FT600

17. Fuel tables adjust ...........................................................................59

17.1 Main fuel table ......................................................................59

17.2 Overall fuel trim ....................................................................59

17.3 RPM compensation ..............................................................59

17.4 O2 Closed Loop ...................................................................60

17.5 Idle speed by TPS table ......................................................61

17.6 Acceleration fuel enrichment and decay .......................... 61

17.7 Engine temperature compensation ...................................61

17.8 Intake air temperature compensation ...............................62

17.9 Battery voltage compensation ............................................62

17.10 MAP / TPS compensation ................................................62

17.11 Prime pulse .........................................................................62

17.12 Engine start .........................................................................63

17.13 Post-start enrichment ........................................................ 63

17.14 Individual cylinder trim ......................................................63

17.15 Rotor compensation ..........................................................63

17.16 Gear based compensation ...............................................64

17.17 Gear shift fuel enrichment ................................................64

17.18 Fuel injection phase angle table......................................64

18. Ignition tables adjust ...................................................................... 65

18.1 Main ignition table ................................................................65

18.2 Overall ignition trim ..............................................................65

18.3 MAP/TPS compensation ......................................................65

18.4 Engine temperature compensation ...................................66

18.5 Intake air temperature compensation ...............................66

18.6 Rotary timing split ................................................................66

18.7 Individual cylinder trim ........................................................66

18.8 Rotor compensation .............................................................66

18.9 Timing limits ..........................................................................67

18.10 Engine Start ........................................................................ 67

18.11 Gear compensation............................................................67

18.12 Gear shift compensation ...................................................67

19. Other functions ...............................................................................68

19.1 Internal datalogger ...............................................................68

19.2 Accelerometer and gyroscope ...........................................69

19.3 Idle speed control .................................................................70

19.4 Deceleration cut-off .............................................................71

19.5 Revolution limiter ..................................................................71

19.6 Shift Light ...............................................................................72

19.7 Thermatic Fan #1 ................................................................72

19.8 Thermatic Fan #2 ................................................................73

19.9 Air conditioning .....................................................................73

19.10 Fuel pump ...........................................................................73

19.11 Cold start auxiliary .............................................................73

19.12 Camshaft control ................................................................74

19.13 Progressive nitrous control ...............................................74

19.14 Generic duty cycle output ................................................75

19.15 Boost activated output ......................................................76

19.16 Tachometer output .............................................................76

19.17 Wastegate boost pressure control ..................................76

19.18 Power shift (GearController) ............................................80

19.19 Start Button .........................................................................81

19.20 RPM activated output ........................................................82

19.21 Internal MAP sensor signal output .................................. 82

19.22 Pit limit .................................................................................82

19.23 Active traction control .......................................................82

19.24 Generic Outputs .................................................................84

20. Drag race features ..........................................................................85

20.1 Burnout mode ....................................................................... 85

20.2 3-step (boost spool) ...........................................................85

20.3 2-step rev limiter ..................................................................86

20.4 Linelock Brake Control .........................................................87

20.5 Timing table for rev launch .................................................88

20.6 Gear shift output ...................................................................88

20.7 Time based fuel enrichment ...............................................88

20.8 Pro-Nitrous .............................................................................90

20.9 Time based output ...............................................................92

20.10 Wheelie Control ..................................................................93

20.12Time based throttle opening ............................................94

20.13 Staging control ...................................................................94

20.11 Davis Technologies ............................................................94

21. Alert settings ...................................................................................95

21.1 Safe mode RPM limiter ........................................................95

21.2 Alerts ...................................................................................... 95

22. Favorites ...........................................................................................96

23. Interface settings ............................................................................ 97

23.1 Day/night mode selection ...................................................97

23.2 LCD blacklight settings ........................................................97

23.3 LED conﬁguration ................................................................. 97

23.4 Alert sound settings ............................................................. 98

23.5 Dashboard setup ..................................................................98

23.6 Startup screen selection......................................................99

23.7 Password Protection setup .................................................99

23.8 Clear peaks ............................................................................99

23.9 Measurement units ...............................................................99

23.10 Demonstration mode ...................................................... 100

23.11 Touchscreen calibration ................................................. 100

23.12 Serial number and software version ............................ 100

23.13 Odometer and Hourmeter ............................................. 100

24. File manager ................................................................................. 101

24.1 FuelTech base map generator ....................................... 101

24.2 Edit map ﬁle name ............................................................ 101

24.3 Copy map to another ﬁle ................................................. 101

24.4 Erase ﬁle ............................................................................. 101

25. Rotary engines setup .................................................................. 102

25.1 Crank angle sensor installation and alignment ............. 102

25.2 Crank angle sensor wiring ............................................... 102

25.3 ECU setup ........................................................................... 103

25.4 Ignition coils wiring ........................................................... 103

26. FT600 – electrical diagram ....................................................... 104

Page 5

Presentation

2. Presentation

We want you to know that this is the same exact equipment that has helped propel race teams all over the world to the winner’s circle. Whether it be for a street car, motorcycle, jet ski, boat, ATV or professional series drag race combination...we have you covered! The FT600 represents over a decade of high performance engine management knowledge and the latest technology to help take your racing program to the next level. From all of us at FuelTech, we wish you fun on your path and many victories because winning is in our DNA!

The FuelTech FT600 is a fully programmable ECU, which allows you to change all fuel and timing tables, as the engine conditions, in real time. You can tune your engine directly on the ECU, through its screen touchscreen 4.3’’ or via FTManager software with high-speed USB communication. The tuning of main fuel and timing tables may be performed in basic (2D) or advanced (3D) mode with conﬁgurable break points. It can be applied to any type of engine Otto cycle using indirect injection, 2 or 4 strokes, up to 12 cylinders or 4 rotors, gasoline, ethanol, methanol, CNG, nitromethane and other compatible fuels.

FT600

The electronic throttle control is fully integrated to the module and conﬁgured directly in the display without any additional computer or module. It is possible to set alerts to dangerous situations for the engine, such as over rev, low oil pressure, high engine temperature, among others. These alerts can also be programmed to limit rpm or shut off the engine bringing more security the user. The ECU also features ﬁve maps fully independent, allowing different settings to engines and/or cars.

The timing control can be done through distributor or crank trigger. Thus, it is possible to work with a single coil, double coils or COP coils, on wasted spark or sequential ignition. The fuel injectors can work on sequential, semi-sequential or multipoint mode, with individual cylinder trim. Tune the injection phase angle is also possible.

The equipment also has the Favorites menu, which seeks to facilitate access to the main engine setup menus, allowing executing rapid changes in maps. The dashboard panel is fully conﬁgurable, where the user can change the display size and the types of readings for each parameter, as well as reading range presented on the screen.

Page 6

FT600

Warranty terms

3. Warranty terms

The use of this equipment implies the total accordance with the terms described in this manual and exempts the manufacturer from any responsibility regarding to product misuse

Read all the information in this manual before starting the product installation.

NOTE: This product must be installed and tuned by specialized

auto shops and/or personnel with experience on engine tuning.

Before starting any electric installation, disconnect the battery.

The inobservance of any of the warnings or precautions described in this manual might cause engine damage and lead to the invalidation of this product warranty. The improper use of the product might cause engine damage.

This product does not have a certiﬁcation for the use on aircraft or any ﬂying devices, as it has not been designed for such use purpose.

WARNING

- It is a good practice to save your maps on the PC, as a security backup. In case of problems with your ECU, this will be the guarantee that your calibrations are saved. In some cases, when the ECU is upgraded by the factory, its memory may be erased also.

- It’s not possible to change the FT600’s interface language.

Limited Warranty

This product warranty is limited to one year from the date of purchase and covers only manufacturing defects upon presentation of purchase invoice.

This ECU has a serial number that’s linked to the purchase invoice and to the warranty. In case of product exchange, please contact FuelTech tech support.

Damages caused by misuse of the unit are not covered by the warranty. This analysis is done by FuelTech tech support team.

In some countries where an annual inspection of vehicles is enforced, no modiﬁcation in the OEM ECU is permitted. Be informed about local laws and regulations prior to the product installation.

Important warnings for proper installation of this product:

• Always cut the unused parts of cables off NEVER roll up the excess.

• The black wire of the harness MUST be connected directly to the battery’s negative terminal, as well as each one of the sensors’ ground wires.

• It is recommended to connect the three black/white wires to the engine head or block, in order to avoid electromagnetic noise problems.

The violation of the warranty seal results in the invalidation

of the Product Warranty.

Manual version 1.7 – Jun/2018

ECU version – 3.4

FTManager version - 3.4

Page 7

Characteristics

FT600

4. Characteristics

Speciﬁcations

• Otto cycle engine control: 1, 2, 3, 4, 5, 6, 8, 10 and 12 cylinders;

• Wankel engines (rotary) 2, 3 and 4 rotors;

• Sequential, semi sequential and multipoint fuel control;

• Distributor and crank trigger ignition control;

• Wasted spark and sequential ignition control;

• Electronic throttle body Control (Drive-By-Wire);

• Idle speed control by electronic throttle, stepper motor, ignition timing and PWM valve;

• Closed loop injection through oxygen sensor (wide band lambda sensor);

• Real time programmable by the screen or PC through FTManager Software;

Inputs

• Differential input for RPM signal;

• Differential input for cam sync signal;

• 20 input channels totally conﬁgurable - digital and analogic (intake air temperature, coolant temperature, fuel and oil pressure, TPS, external MAP sensor, electronic throttle and pedal position sensors, etc);

• 2 high sensibility inputs used preferably for gear shifter force sensor;

• Editable sensors reading scale;

• Speed sensor and integrated gyroscope;

• 103 psi internal MAP sensor (7 bar - absolute), 14.7psi of vacuum and 88psi of positive pressure (boost);

• 1 USB port for computer and FuelTech software connection;

• 2 CAN ports for FuelTech FTCAN 2.0 or FTCAN 1.0 communication with FuelTech WB-O2 Nano, FuelTech EGT-8 CAN, Racepak IQ3, VNET, AiM, etc).

Outputs

• 32 conﬁgurable outputs channels:

• 16 open collector outputs: recommended for high impedance injectors (up to 4 injectors per output) – it is possible to set up to 32 injectors using external FuelTech Peak and Hold ECU;

• 8 open collector outputs with a 5V current source of: recommended for ignition control;

• 8 PUSH-PULL or HALF BRIDGE outputs: suitable for ignition, step motor control, electronic throttle body and to activate loads by 12V instead of ground.

Injection control

• Sequential injection for 24 outputs;

• Closed loop fuel control through O2 sensor (wide band sensor);

• 2 injector banks (staged injection banks A and B);

• Main map to MAP or TPS to RPM;

• Main map 3D advanced until 32x32 points (completely adjustable map index and size);

• Simpliﬁed 2D map with up to 1x32 cells per MAP or TPS and RPM compensation of up to 1x32 cells (completely adjustable

map index and size);

• Injection time resolution 0.001ms;

• Fuel enrichment and decay adjust;

• Individual cylinder trim setting by MAP or RPM;

• Injector compensation through:

• Coolant temperature;

• Air temperature;

• Battery voltage (individual per bank);

• Throttle position (TPS);

• Starting engine map with the engine temperature;

• Fuel pump prime control;

• Prime pulse and post-start enrichment maps;

• Gear based fuel compensation;

• Gear shift fuel compensation;

• Fuel injection phase angle control;

• Deadtime compensation table by battery voltage;

Ignition control

• Sequential ignition for up to 12 cylinders;

• Main map to MAP or TPS to RPM;

• Main map 3D advanced until 32x32 points (completely adjustable map index and size);

• Simpliﬁed 2D map with up to 1x32 cells per MAP or TPS and RPM compensation of up to 1x32 cells (completely adjustable map index and size);

• Ignition angle resolution 0.01°;

• Injection angle resolution of 0.01°;

• Timing compensation by air temperature;

• Timing compensation by engine temperature;

• Timing compensation by gear;

• Gear shift timing compensation;

Dashboard screen / Onboard computer

• Screen dashboard which displays different sizes and styles to be used with any existing equipment or sensor;

• Upper tab with 10 LED lights, colored RGB and adjustable progressive shift light;

• 4 RGB LED side lights which can be triggered by 3 different combined settings;

• Diagnosis dashboard with real-time information of all inputs, outputs, CAN and Status Events;

Internal datalogger

• Multiple logs recording, up to 256 channels;

• Conﬁgurable sampling rate per channel (25Hz, 50Hz, 100Hz and 200Hz);

• Advanced mode allows individual settings for the sample rate with 1, 5, 25, 50, 100 or 200Hz;

• Automatic activation by RPM, through the screen or by external button;

• Data storage for up to 2h50min (24 channels at 25Hz);

• FTManager Datalogger Software for viewing and comparing logs.

Page 8

FT600

Characteristics

Drag race features

• Burnout mode, 2-step, 3-step;

• Timing table for rev launch;

• 2-step by wheel speed or pression/position of clutch;

• Time based RPM limiter by timing retard or ignition cut;

• Time based wheel speed or driveshaft RPM control with timing retard or ignition cut;

• Time-based ignition timing compensation;

• Time-based fuel compensation;

• Pro-Nitrous setting for up to 6 stages, with activation control, fuel enrichment and ignition timing maps;

• Gear shift output;

• Time based output;

• Staging control;

• Line lock brake output;

• Wheelie control;

Other features

• Integrated GearController : ignition cut for clutchless gear shifting using a strain gage sensor on the shifter;

• Integrated BoostController: wastegate valve pressure control;

• Idle speed control by timing, step motor, PWM valve or electronic throttle body;

• Deceleration fuel cut-off;

• Control of up to two cooling fans by coolant temperature;

• Air conditioning control;

• Fuel pump control – with 6s prime;

• VTEC control;

• Progressive nitrous control with fuel enrichment and timing retard;

• Generic duty cycle control;

• Boost activated output;

• Different options for gear detection;

Protection and Alerts

• RPM limiter by fuel or ignition cut;

• Shift light with sound and dashboard alert and/or external shift light;

• Conﬁgurable safe mode options (RPM limit or engine shutoff):

• High or low exhaust gas temperature (EGT), O2 closed loop limit, over boost, over rev, engine temperature, duty cycle, oil pressure, fuel pressure and differential fuel pressure.

General characteristics

• Display brightness adjusts;

• LED lights brightness adjustment;

• Night and day mode selection by external switch and through the menu;

• Audible and visual alert, including external shift light control;

• 5 memory positions to save different adjusts and maps;

• User and tuner protection passwords;

PC communication through USB cable and channel customization

via FTManager Software;

• Working temperature: -4 F a +158 F;

• Maximum power supply voltage: 20V;

ECU Dimensions

• 5.86 x 3.7 x 2.42 in;

Weight

• ECU: 20.74 oz;

• Box with wire harness: 117.25 oz

• Box without wire harness: 61.44 oz

Box content

• 1 FT600 ECU;

• 1 10ft wiring harness (optional to buy);

• 1 FT600 installation and operation manual;

• 1 mounting kit (4 rubber mounts, 4 washers and 4 ¼” nuts);

• 1 cover for FT600;

• 1 badge FuelTech FT600;

• 1 USB ﬂash drive (contains FTManager Software, FT guides, etc);

• 1 Mini USB cable;

• 1 Pen;

• 1 Decals;

• 1 keychain;

Page 9

Characteristics

4.1 Harness connections A-connector

Pin Wire Color Function Information

1 Blue#1 Blue output #1 2 Blue#2 Blue output #2 3 Blue#3 Blue output #3 4 Blue#4 Blue output #4 5 Blue#5 Blue output #5 6 Blue#6 Blue output #6 7 Blue#7 Blue output #7 8 Blue#8 Blue output #8

9 Blue#9 Blue output #9 10 Blue#10 Blue output #10 11 Blue#11 Blue output #11 12 Blue#12 Blue output #12 13 Blue#13 Blue output #13 14 Blue#14 Blue output #14 15 Blue#15 Blue output #15 16 Blue#16 Blue output #16 17 Black/White Power ground input Ground (Engine block/head or battery) 18 Gray#1 Gray output#1 19 Gray#2 Gray output#2 20 Gray#3 Gray output#3 21 Gray#4 Gray output#4 22 Gray#5 Gray output#5 23 Gray#6 Gray output#6 24 Gray#7 Gray output#7 25 Gray#8 Gray output#8 26 Yellow#1 Yellow output#1 27 Yellow#2 Yellow output#2 28 Yellow#3 Yellow output#3 29 Yellow#4 Yellow output#4 30 Yellow#5 Yellow output#5 31 Yellow#6 Yellow output#6 32 Yellow#7 Yellow output#7 33 Yellow#8 Yellow output#8 34 Red 12V input from relay Connected to the pin 87 of the Main Relay.

These outputs are usually used for injector control. When needed, they can be conﬁgured as auxiliary outputs.

These outputs are usually used for ignition control. When needed, they can be set up as injector outputs or auxiliary

outputs. By standard, Gray output #8 is used as a tachometer output.

Electronic throttle and step motor outputs. Also used as injection or auxiliary outputs (cooling fan, fuel pump, etc.)

FT600

Page 10

FT600

Blue output#15

Blue output#7

Blue output#16

Blue output#8

Black/white -

Blue output#9

Yellow output#1

Gray output#1

Yellow output#2

Gray output#2

Yellow output#3

Gray Output#3

Yellow output#4

Gray output#4

Gray output#5

Gray output#6

Yellow output#6

Yellow output#7

Gray output#7

Yellow output#8

Gray output#8

Red - 12V

input from relay

Chassi Grounds

Yellow output#5

Blue output#5

6789

11 12

15 16

18 19 20

21 22

23 24 25

30 31 32 33 34

A-connector diagram

Characteristics

Blue output#13

Blue output#4

Blue output#12

Blue output#3

Blue outupt#11

Blue output#2

Blue output#1

Blue output#10

Blue output#14

Blue output#6

Page 11

Characteristics

4.2 Harness connections B-connector

Pin Wire Color Function Information

Connected to the crank trigger sensor (hall or magnetic) or to the distributor.

1 Red RPM signal input

2 White

3 Red Cam sync signal input Connected to the cam sync sensor (hall or magnetic)

4 White Cam sync reference input

5 White#1 White input#1 Default: O2 sensor input 6 White#2 White input#2 Default: two-step input 7 White#3 White input#3 Default: Air conditioning button 8 White#4 White input#4 Default: Oil pressure 9 White#5 White input#5 Default: Coolant temperature

10 Black Battery negative input

11 Yellow/Blue CAN A LOW 12 White/Red CAN A HIGH 13 White#6 White input#6 Default: fuel pressure 14 White#7 White input#7 Default: Air temperature 15 White#8 White input#8 Default: pedal#2 signal input 16 White#9 White input#9 Default: pedal#1 signal input 17 White#10 White input#10 Default: MAP signal output, electronic throttle 1B input signal 18 Black/White 19 Black/White 20 White/Red CAN B HIGH CAN B HIGH 21 White#11 White input#11 Default: TPS sensor 22 White#12 White input#12 23 White#13 White input#13 24 White#14 White input#14 25 White#15 White input#15 26 Red 12V input from relay Connected to the pin 87 of the Main Relay 27 Green/Red 5V outputs for sensors 5V voltage output for TPS, electronic throttle and pedal sensors 28 Yellow/Blue CAN B LOW CAN B LOW 29 Green/Black Ground for sensors Connected the sensors ground 30 White#16 White input#16

32 White#18 White input#18 33 White#19 White input#19 Power Shift Input - Blue wire Strain gage sensor 34 White#20 White input#20 Power Shift Input - Orange wire Strain gage sensor

Magnetic RPM sensor

reference

Power ground inputs Ground (Engine block/head or Battery)

To VR sensors, use the shield wire the sensor shield. To Hall sensor, use the shield as negative

Connected to the negative wire of the magnetic sensor. When OEM ECU is reading the sensor in parallel, split this wire with OEM sensor negative - Do not connect when using hall effect sensor.

Connected to the cam sync sensor (hall or magnetic)

- Use the shield as negative to the sensor

Connected directly to the battery negative with no seams. Do not connect this

wire to the chassis, engine block or head.

CAN A

Sensors input

Sensors input31 White#17 White input#17

FT600

NOTE: When using the GearController function connect the

White wire from the shifter to ground for sensors Green/Black (pin #29).

IMPORTANT: Fuel only: When using this option, the RPM signal

input cannot be connected to a coil high voltage signal because the input has no protection and will damage the trigger input on the ecu. Please use a tach output, another rpm source or an ignition coil to tach adapter module to avoid damage to the unit.

Page 12

FT600

GND

White magnetic RPM-

Yellow/Blue - CAN_A_LOW

Red- sync signal inputCAM

White/Red - CAN_A_HIGH

White sync- sensor referenceCAM

White input#6

White input#1

White input#2

White input#8

White input#3

White input#9

White input#4

White input#10

White input#5

Red - 12V input from relay

Black/white

Green/Red -

Black/White -groundchassis

Yellow/Blue CAN_B_LOW

Red/white CAN_B_HIGH

Green/Black - Ground for sensors

White input#11

White input#16

White input#12

White input#13

White input#17

White input#18

White input#14

White input#19

White input#15

White input#20

Black Shielded Cable

Gray Shielded Cable

White input#7

Red RPM signal input

sensor reference

chassis ground

5V output sensorsfor

6789

11 12

15 16

18 19 20

21 22

23 24 25

30 31 32 33 34

DO NOT USE FOR HALL SENSOR GROUND

B-connector diagram

Characteristics

4.3 Output table of FT600

Wire

color

Blue

Gray

Yellow

Output type

Open collector

(Lo side)

Open collector

with current

source in 5V

(Lo side)

PUSH-PULL or

HALF BRIDGE

* Total max current combined with all outputs triggering loads by negative: 30A continuous ** Total max current combined with all outputs triggering loads by positive: 20A continuous

Max current

for negative

activation (0V) for

each output

5A*

1A* 30mA in 5V

5A* 5A** in 12V

Max current

for positive

activation for

each output

Can’t activate by

positive

Fuel injectors, relays,

solenoid valves

Inductive ignition control,

fuel injectors, relays,

solenoid valves

Electronic throttle, step

motor, MSD/M&W and

other ignitions activated

Application Notes

Triggers loads always by negative

When used to control relays, valves or

any other load by negative, there is

a risk of 12V return to the ECU. This

will keep the ECU always powered on.

In this case, an external diode or a

by 12V

relay with built-in diode is required

for protection.

NOTE: Blue outputs cannot control ignition because they do not have a pullup resistor.

Page 13

Characteristics

FT600

4.4 PowerShift Connector

The FT600 wiring harness comes with the gear strain gauge sensor connector. In case the vehicle isn’t equipped with a gear strain gauge, this connector can be removed and it’s white inputs can be used for other functions.

4.5 Auxiliary outputs

FT600’s outputs can be set up in many different ways, they have different capacities according to the function. Bellow is some important information about them:

Blue outputs [#1 to #16]: by default, used as injector outputs. Each

one of them can control up to:

- 6 saturated injectors impedance above 10 Ohms (maximum of 24 injectors considering all of the blue outputs)

- 4 saturated injectors impedance between 7 and 10 Ohms (maximum of 16 injectors considering all of the blue outputs)

The use of a Peak and Hold driver is mandatory when the number of injectors is higher than the maximum quoted above or when using low impedance injectors (impedance below 7 Ohms).

During the Engine Setup conﬁguration, blue outputs will be selected automatically from Blue #1 to Blue #16.

When more than 16 injector outputs are needed, the ECU will use Gray #1 to Gray #8 or Yellow #1 to Yellow #4. In this case, the use of a Peak and Hold driver is mandatory on Gray and Yellow outputs (for saturated and low impedance injectors).

Blue outputs not used to control fuel injectors may be used as auxiliary outputs (controlling fuel pump, cooling fan, etc.). In this case, the use of a relay is mandatory.

Gray outputs [#1 to #8]: by default, used as ignition outputs. According to the engine setup, they can be set up as injectors or auxiliary outputs.

During the Engine Setup conﬁguration, ignition outputs will be selected automatically from Gray #1 to Gray #8. It’s not possible to have more than 8 ignition outputs.

Gray outputs not used for ignition control can be set up as injectors outputs (the use of a Peak and Hold driver is mandatory) or as auxiliary outputs (the use of a relay is mandatory).

Yellow outputs [#1 to #8]: by default, they’re used as electronic throttle control (Yellow #1 and #2) or stepper motor control (Yellow

#1 to #4). The yellow outputs that will not be used for electronic throttle control

can be used as auxiliary outputs or for injectors. When using injectors for the integrated BoostController, the output can be connected directly to the injector, but when using injectors for fuel, the use of a Peak and Hold driver is mandatory for both high and low impedance injectors. This is because this output may present minimal differences in the injection time when controlling fuel injectors without Peak and Hold.

Tach output: by default, it is setup on in the gray #8, but if this pin is needed for other functions, we recommend to using one of the yellow outputs for tach. If the yellow wires are being used, you can use any other output with a 1k ohms pull-up resistor connected from the signal to 12V.

4.6 Internal MAP sensor

This ECU is equipped with an internal MAP sensor. Use a 6mm pneumatic hose (4mm internal diameter) to connect the sensor to the intake manifold. Pneumatic hoses are ﬂexible, durable and highly resistant. Usually found in black or blue colors.

Silicon hoses are not recommended because they can be easily bent, blocking vacuum/boost readings on the ECU MAP sensor.

Use a hose exclusively for FT MAP sensor, avoiding splitting it with valves, gauges, etc. Connect it to any spot between the throttle and the engine head. Its length must be as short as possible to avoid lags and errors on the sensor readings. When using individual throttle bodies, it is a good idea to connect all intake runners into a single point and then connect to the FT MAP sensor; otherwise, MAP readings may be erratic or inaccurate.

4.7 USB port

The USB cable is used to update the ECU ﬁrmware version, setup maps and adjusts trough a computer and FTManager software and download data recorded by the internal datalogger.

4.8 FuelTech CAN network

FuelTech CAN port is a 4 way connector placed on the wiring harness of the ECU and is responsible for FT600 communication with other FT modules (as KnockMeter and GearController) and Racepak dashboards. A FuelTech CAN-CAN cable is used to establish a connection between them.

ATTENTION: For the correct operation of the CAN Network, its

mandatory to use the CAN resistor as shown in the following image.

Connector B - FT600

Terminador

Anywhere equipment CAN FuelTech (WB-O2 NANO,

Alcohol O2, EGT8, WB-O2 SLIM)

Page 14

FT600

First steps with FT600

5. First steps with FT600 read before installation

This chapter is a step-by-step guide that must be followed to start FT600 basic setup before electric installation, as the function of each wire may vary according to engine setup (number of cylinders, injectors control mode, ignition coils and auxiliary outputs).

1. Connect the ﬂash drive in the PC USB port and install the FTManager software. Remember to check if the software and the ECU are in the latest version at www.fueltech.net.

2. Connect FT600 to the computer using the USB cable included on the package. The ECU will be powered up;

3. With the ECU in hands go through chapter 6, that introduces all basic information about menu navigation and operation;

4. Chapter 7 guides the user through all the menus where data regarding the engine must be setup (crank trigger signal, injectors and ignition control modes, etc.);

5. The last step before the electric installation is to check harness connections. Go to the “Engine Setting” menu then click the last option “Wiring harness diagram”. Check and write down the connections and use it as guide to know how functions were allocated to the pins.

6. Chapters 8 to 14 guide through details related to the electrical installation of injectors, coils, 12V inputs, grounds, sensors, etc. Chapter 25 shows full wiring diagrams as example for your installation;

7. Chapter 15 gathers information on sensors settings for temperature, pressure, RPM, speed, etc.

8. With the electric installation ﬁnished, proceed to chapter 15.14 and check all the information needed for the ﬁrst start of the engine, ignition calibration, sensors checking, etc.

9. Lastly, chapters 17 to 24 show detailed descriptions about all functions of the ECU. It is very important and informative to read these sections, as they also outline every function and operation that the FT can perform.

6. Getting to know the ECU

6.1 Dashboard

FT600 has a whole new dashboard, completely redesigned and customizable to improve visualization in any kind of vehicle.

1- Top LED bar (shift lights): conﬁgurable shift light by gear;

2- Side LEDs (alerts): many different options of activation and alerts;

3- Dashboard: fully customizable and redesigned with new gauges

(3x2 size), besides a G meter;

NOTE: For more info check chapter 23.11.

6.2 Main menu

Navigation through touchscreen is intuitive, because the ECU display makes the access to information very easy, eliminating physical buttons. So, all changes on maps, setups and functions are done by light touches on the screen.

To enter menus, press the screen twice, just like a double click. This is a feature that prevents the user from entering the wrong menu when managing the ECU inside the car.

1 - Dashboard: Shows real time engine information (RPM,

Temperature, pressure, timing, injection time, etc.)

2 - Fuel Tables Adjust: Main fuel map, overall fuel trim, RPM

compensation, TPS idle fuel table accel fuel enrich and decay, engine and intake temp, compensation battery voltage, compensation, post start enrich, etc.

3 - Ignition Tables Adjust: Main ignition map, overall ignition

trim, MAP / TPS compensation, air and engine temperature compensations , individual cylinder trim, timing split, etc.

4 - Alert Settings: Access to shift alert settings, safe mode RPM

limiter, alerts by fuel and oil pressure, TPS, etc.

5 - Engine Settings: Engine basics info as ignition mode, RPM

signal, pedal/throttle settings, idle actuator, injectors deadtime, ignition dwell, wiring harness diagram.

6 - Interface Settings: LCD backlight and alert sounds, dashboard

conﬁgs, measurement units, touchscreen calibration serial number and version.

Page 15

Main Menu

Fuel Tables Adjust

Ignition Tables Adjust

Engine Settings

Dashboard

Getting to know the ECU

FT600

7 - File Manager: Used to generate FuelTech Base Map, copy, delete

and manager map ﬁles.

8 - Sensors and Calibration: Setup and calibrate FT600 sensors,

electronic throttle, O2 sensor, etc.

9 - Other Functions: Internal datalogger, RPM limiter decel, fuel

cut-off, thermatic fans, progressive nitrous, boost control idle speed, etc.

10 - Drag Race Features: Burnout mode 3-step, 2-step, spool assist

table, Gear shift output, time based enrichment and timing ProNitous.

11 - Favorites: Shortcuts to the most used menus and functions.

12 - Diagnostic Panel: Check inputs and outputs status and all

information of what the ECU is reading and doing is real time.

1 2 3 4 5 6

When entering a map or setting up a function, there are some buttons on the screen that act as described below:

18 - Red area shows the point selected for editing;

19 - Yellow area is shown only when the engine is running and shows

the actual condition of MAP, temperature, TPS, etc.;

20 - Button +: increases the value of the selected parameter;

21 - Button >: Selects next parameter on the map;

22 - Save/Select Button: Saves any changes done to the map or

conﬁguration and returns to the main menu;

23 - Home Button: Returns to the home screen. If any maps or

conﬁgurations were changed, it aks for conﬁrmation;

24 - Cancel/Back Button: Cancels all changes done to the maps or

conﬁguration and returns to previous menu;

25 - Button -: Reduces the value of the selected parameter;

789101112

You can navigate through all menus with FTManager (available in the ﬂash drive) and mini USB cable. The software initial screen is shown below:

13 - Quick access; 14 - Function table; 15 - Help; 16 - Function or map graph 17 - Real time dashboard;

26 - Button <: Selects previous parameter on the map;

27 - Button <>: Change the screen (if available on the menu);

27 27

TPS compensation

10 %

+15

In the FTManager all commands are accessible through mouse and keyboard. The advance (3D) fuel table is shown below:

Page 16

FT600

Main Fuel Injection Table

3500

RPM

4000

1,00

3,220 4,052

3,943

0,80

bar

3,140 (20%)

15,980 (106%)

3,080 3,8602,300

2,338

2,388

3000

0,60

Painel de Instrumentos

Getting to know the ECU

Advanced edition mode

In the advanced mode, both fuel and timing tables will be in a 3D table format. Some functions will also be presented in a 3D table only. The navigation is very simple, in the left bottom corner you can see the current position in the table. Green marker is for bank A and purple for bank B. A yellow marker will show the current engine table position. If you click this icon, you will taken to the current load/tps and rpm position.

To scroll through the vacuum/pressure or TPS, click in the horizontal direction of the table, to RPM ranges, click in the vertical direction.

1 - Injector Bank; 2 - Engine RPM; 3 - MAP / TPS; 4 - Use button + and - to increase or decrease injection time; 5 - Injection time and percentage. The above value corresponds to

bank A value below to bank B; 6 - Table position mini map: Yellow: click this icon to go directly to the point of the map

where the engine is working at the moment; Purple: That’s the position of the table that’s being shown by

the screen;

• (Ctrl) + (C) – copy;

• (Ctrl) + (V) – paste;

• (Ctrl) + (+) – fast value increment. Increases 0,100ms in the fuel table. On VE and DC the change is related to milliseconds;

• (Ctrl) + (-) – slow value decrement. Decreases 0,100ms in the fuel table. On VE and DC the change is related to milliseconds

• (+) – increment in 0,010ms steps. On VE and DC the change is related to milliseconds

(-) – decrement in 0,010ms steps. On VE and DC the change is

related to milliseconds

• (Shift) + (+) – slow value increment in 0,001ms steps. On VE and DC the change is related to milliseconds

• (Shift) + (-) – slow value decrement in 0,001ms steps. On VE and DC the change is related to milliseconds

• (A) – sum;

1 2

6.3 FTManager shortcuts

• F1 – Show and hide help panel;

• F2 - Show and hide quick access panel;

• F3 – Show and hide graph;

• F4 – Show and hide real time (FTManager real time dashboard);

• F5 – display main table and hide every other function;

• (M) – multiply;

• (Space bar) – pops up a box to ﬁll a value;

• (I) – interpolate the selected cells;

• (V) – interpolate vertically the selected cells;

• (H) – interpolate horizontally the selected values;

• (S) – site function. Moves the cursor to actual engine position;

• (Home) – moves the cursor to the leftmost cell;

• (End) – moves the cursor to the rightmost cell;

• (Page Up) – moves the cursor to the topmost cell;

• (Page Down) – moves the cursor to the bottommost;

6.4 Dashboard screen

• F6 – change the main fuel table measurement unit: milliseconds

• F7, F8, F9, F12 – no shortcut;

• F10 – datalog overlay - vertical split screen

• F11 – datalog overlay - horizontal split screen

(ms), volumetric efﬁciency (%VE), duty cycle (%DC), fuel ﬂow (lb/hr or customized unit)

When the engine is running, the dashboard screen shows real-time information of sensors that are being read by the ECU.

Chapter 23.3 has more information on how to change the instruments on this screen.

To access the dashboard screen, touch the icon , located at the main menu.

Page 17

Getting to know the ECU

FT600

1 - Real time readings; 2 - Internal datalogger status; 3 - Touch this whole area to access the main menu; 4 - Accelerometer graphic; The dashboard is also shown in real time in FTManager:

Crank RPM

7325

Fuel injection

Timing

Diagnostic 1/11

Crank

SYNC

Cam RPM

7325

Cam sync angle (°)

90,4

Pages 2 to 9 shows input/output at the left column, position/command sent to the actuator, (outputs)/voltage read (inputs) at the central column and the main information used to calculate the position/ command at the right column. For a thermatic fan output, i.e., diagnostic panel shows its status at the center column and the engine coolant temperature at the right column.

On page 10 are information regarding the engine RPM signal readings. Below are some common errors and possible causes:

Crank trigger error: gap detected at the wrong spot - it detected the gap (missing teeth) in the wrong place; it can also happen with a trigger wheel without missing tooth when there is a cam sync signal in the wrong place. Also occurs in engines with a very light ﬂywheel that accelerates and decelerates quickly during compression strokes at engine startup and running.

Crank trigger error: wrong number of teeth - number of teeth is different on the crank trigger wheel than what is set at ECU. Electrical noise can cause a reading of a “ghost” tooth, for example.

To add or remove gauges, click with mouse right button in a free space and select the gauge type you want to (radial, bar or digital).

6.5 Diagnostic panel

The diagnostic panel is a function which shows all ECU inputs and outputs parameters and is very helpful to detect anomalies in FT600 tune, sensors and actuators. To access it through FTManager, click on Diagnostic Panel tab at quick access panel.

The Diagnostic Panel is a tool used to detect anomalies on FT600 inputs, outputs, sensors and actuators. In order to access it, touch its icon , at the main menu.

Information is split on 11 pages:

• Page 1: Diagnostic Crank RPM sensor and Cam RPM sensor;

• Page 2: general engine information;

• Page 3: status of white inputs;

• Page 5: status CAN Communication;

• Page 6: status of blue outputs;

• Page 8: status of gray outputs;

• Page 9: status of yellow outputs;

• Page 10: RPM reading diagnostics;

• Page 11: Test time based feature;

Crank trigger error: missed tooth reading - the ECU detected less teeth then it should have. Also happens in engines with a very light ﬂywheel that accelerate and decelerate very fast during compression strokes at engine startup and running.

Crank trigger error: abnormal acceleration - tooth error detection. Usually caused by signal noise.

Cam sync sensor: signal noise - cam sync signal detected in the wrong spot. Typically this error is caused when the ECU detects noise in the cam sync sensor signal or when the cam trigger wheel has more than one tooth.

ATTENTION When the 2-step and 3-step are set to activate

by speed, its operation can be checked through the page 1 of the Diagnostic Panel, not through page 2, since you are not using an analog input (white wire) to switch.

Page 18

FT600

Diagnostic 2/6

4,994 V 4,995 V 0,094 V 4,995 V 4,509 V 4,998 V 0,663 V 0,000 V 0,000 V 0,021 V 0,000 V

1: O2 sensor #1 2: Two-Step 3: Air conditioning 4: Oilpressure 5: Engine temperature 6: Fuel pressure 7: Air temperature 8: Avaliable 9: Avaliable 10: MAP 11: TPS

bar °C bar °C

bar %

White wires: Inputs

1,10 Disab. Disab.

9,98

0 0,84 0,00

Getting to know the ECU

Diagnostic panel labels

Input or output is conﬁgured, enabled and working properly.

Input or output is conﬁgured and disabled.

Input or output has not been set up.

Input or output is set up, but there is an abnormal behavior.

6.6 Test time based features

6.7 Internet Remote Tuning

Since update 3.3, FTManager has a new feature wich will make it easier to connect 2 computers that have FTManager installed.

To Start a connection go to the “Internet Remote Tuning” tab on FTManager.

- Allow remote tuner: This option allows for another remote computer to connect to your FTManager. Click on “Allow” to generate a 6 digit password wich must be informed to the tuner that’s going to connect to your computer.

- Tune remote client: This option allows you to connect to another remote computer using the 6 digit password generated on the clients FTManager.

This menu allows you to run the output test controlled by time. To start this test the engine must be turned off and the ignition switch on (12V). The test starts when the 2-step button is pressed and lasts as long as the button is pressed.

While the test is performed the RPM values, MAP, TPS and temperatures can be changed in real time.

Test time based features

Desat. Ativ.

Hold the 2-step button for the test

Tempo (s): 0,00

RPM

MAP

TPS

T.air

T.engine

1000

0,00

90,0

70,0

+ +

+ + +

Page 19

Engine settings

FT600

7. Engine settings

FuelTech ECUs leave the factory without maps or adjustments, so you need to create the injection maps, ignition and the inputs and outputs settings before running the engine.

The FuelTech Default is an automatic calculation of the basic injection and ignition maps for your engine based on the information provided in the “Engine Settings”. Performing this automatic adjustment every injection and ignition maps, including temperature compensation, etc. Will be ﬁlled based on your engine characteristics.

The information provided must be correct and consistent, maximum RPM and boost values should be according to the engine capacity and the injectors should be properly sized to the estimated engine power.

The use of an instrument, such as oxygen sensor (wideband recommended) and/or an analyzer of exhaust gases, to make the analysis of the air/fuel mixture is extremely important.

Caution, especially during start-up, is needed, since it is an initial tune that will start most engines, there are no guarantees for any situation. Be extremely cautious when tuning your engine. Engine should not be operated at maximum load until the air fuel ratio has been conﬁrmed.

To generate a new map through the touchscreen, just get in a setting that is empty and a message appears telling you that the setting is empty and asking if you want to create a new tune.

File Manager 2/2

Adjust 1 [Blank]

Copiar ajuste para:

Blank ﬁle map!

Do you want to run the

Ajuste 1 xxxxxxxxxxxxxxxx

conﬁguratio wizard?

Ajuste 2

Do not show this message again

Ajuste 3

Ajuste 5 [Vazio]

Yes

In the ﬁrst screens of the wizard are the settings for measurement units used by the ECU. Select the temperature, O2 sensor, pressure and speed units.

The following screens are part of the engine conﬁguration menus and are described in the following chapters. Follow the wizard by reading the next pages.

Measurement Units 1/2

Pressure unit

bar

Psi

kPa

Temperature unit

°C

°F

Measurement Units 2/2

O2 Sensor unit

Lambda

AFR

Speed unit

kph

mph

Start tuning with a rich map and a conservative timing, because starting with a lean map and advanced timing can severely damage the engine.

To create a default map by FTManager, click the “File” menu and then “New” to start the wizard. The menu “Engine Settings” will be passed in sequence.

Check in later chapters the descriptions of all these options required to complete the step by step and create the default map.

7.1 Engine setup

Enable outputs

Basically prevents the outputs from turning on (injection, ignition and auxiliary outputs).

Engine setup 1/7

Disabled Enabled

Enable outputs

This options enables allFT500 outputs.

It must be the last thing to be setup before

cranking the engine. Until this is

done, no output will be activated.

Page 20

FT600

Engine settings

Engine type and number of cylinders

Select the type of engine, piston or rotary and the number of cylinders or rotors.

Engine setup 1/6

Engine type:

Piston Engine

Rotary Engine

Number of

cylinders:

Cylinders

Engine limits

Setup the maximum RPM and maximum boost.

Engine setup 2/6

RPM

Engine limits

Maximum Boost

3,50

bar

Maximum Engine Speed

9500

Maximum engine speed: setup the engine maximum RPM. All fuel and timing maps will be created with its last point on this RPM. This parameter is also used to calculate fuel injector’s percentage of use.

8 cylinder engines:

• 1-8-4-3-6-5-7-2: Chevrolet V8 (majority);

• 1-8-7-2-6-2-4-3: Chevrolet LS

• 1-5-4-2-6-3-7-8: Ford 272, 292, 302, 355, 390, 429, 460;

• 1-3-7-2-6-5-4-8: Ford 351, 400 and Porsche 928;

• 1-5-4-8-6-3-7-2: Mercedes-Benz;

10 cylinder engines

• 1-10-9-4-3-6-5-8-7-2: Dodge V10;

• 1-6-5-10-2-7-3-8-4-9: BMW S85, Ford V10, Audi, Lamborghini V10;

12 cylinder engines

• 1-12-5-8-3-10-6-7-2-11-4-9: Jaguar V12, Audi, VW, Bentley Spyker W12;

• 1-7-5-11-3-9-6-12-2-8-4-10: 2001 Ferrari 456M GT V12;

• 1-7-4-10-2-8-6-12-3-9-5-11: 1997 Lamborghini Diablo VT;

Customized

• In case the ﬁring order of your engine is not listed on the ECU, there’s a mode that allows full customization of the ﬁring order.

Maximum boost: maximum boost for fuel and ignition maps. For naturally aspirated engines, set this option as 0.0 psi. For turbocharged engines, use 10psi above the maximum boost the engine will effectively be using. In case of an overboost, the ECU will apply the last injection timing set on the map. This option doesn’t control boost pressure, is just a limit for fuel and ignition maps.

Firing Order

Select the ﬁring order according to your engine.

Firing order: 200, 250, 300, 350 and 400 defaultFT FT FT FT FT

1-3-4-2

1-2-3-4

1-3-2-4

1-4-3-2

Custom

4 cylinder engines

• 1-3-4-2: majority of engines, VW AP, VW Golf, Chevrolet, Ford, Fiat, Honda, etc.;

• 1-3-2-4: Subaru;

• 1-4-3-2: air-cooled VW;

• 1-2-4-3: Motorcycles (majority)

Engine setup 3/6

Main fuel table

Engine setup 5/6

Main fuel table

TPS MAP

TPSidle fuel injection table

Disab. Enab.

Acceleration fuel enrichment

TPS MAP

MAP: this mode is indicated for turbo or naturally aspirated engines. That’s the mode that better represents engine load, because engine vacuum varies under different loads, even with the throttle on the same position.

TPS: this option is mostly used on naturally aspirated engines with aggressive camshafts, when this causes the vacuum on idle and under low load conditions to be unstable. When this option is selected, MAP compensation is available for fuel and timing maps.

TPS idle fuel injection table: This is the mode the fuel injection on idle speed will be controlled. When enabled, a table that relates injection time versus engine RPM is activated whenever TPS is equal to 0%. Enable this feature an engines with high proﬁle camshafts and unstable vacuum on idle.

5 cylinder engines

•

1-2-4-5-3: Audi 5 cylinders, Fiat Marea 20V and VW Jetta 2.5;

6 cylinder engines:

• 1-5-3-6-2-4: GM in line (Opala and Omega), VW VR6 and BMW in line;

• 1-6-5-4-3-2: GM V6 (S10/Blazer 4.3);

• 1-4-2-5-3-6: Ford Ranger V6;

For street cars with stable vacuum on idle, it is recommended to keep this feature disabled. In this case, injection time for idle will be set up directly on the vacuum ranges on the main fuel MAP.

Accel fuel enrichment: use this parameter set up as TPS whenever possible, as this sensor reacts faster than the MAP sensor to indicate a quick change of position in the throttle.

Page 21

Engine settings

FT600

Engine setup 6/6

RPMfor

When the engine isRPM

lower than this value,

the assumes the start-upECU

routines. Above this ,RPM

values of injection, ignition

and actuators position are the

ones set up on the maps.

engine start

400

RPM

RPM for engine start: set up a RPM limit above which the start-up routines are disabled. Below this RPM, all the injection, ignition and actuator positions set up for engine start are used.

7.2 RPM signal

RPM signal is the most important information to run the engine properly. This menu is where the RPM input will be set up.

Option selection:

36-1 (crank)

36-2 (crank)

48-2 (crank)

60-2 (crank)

Custom

RPMsignal 1/4

VR internal ref: Only use this option when told by our tech support. This is used for compatibility with older units only.

VR Differential: Select this for VR sensors; it’s less susceptible to electromagnetic interference. When the crank trigger signal is split with the OEM ECU this option is mandatory.

Hall/VR with pull-up: Select when using Hall effect RPM sensor or when experiencing problems with electromagnetic interference.

RPM Signal Edge: this option changes the way the ECU reads the RPM signal. As there’s no simple way of telling which one is the correct option (without an oscilloscope), select the option Standard (Falling Edge). If the ECU sees no RPM signal during initial startup, change this parameter to Inverted (Rising Edge)

First tooth alignment: set here the crank trigger alignment related to the TDC. This alignment can be checked by turning the engine to the cylinder #1 TDC and counting, counterclockwise, angle distance, from the crank trigger gap to the RPM sensor. If there crank trigger has no gap, the angle distance is from the previous teeth to the RPM sensor.

For engines with distributor and Crank trigger, check our Technical Support for information about the alignment in use.

Engines with crank trigger: select the crank trigger pattern.

Select the crank trigger or distributor pattern. In case of a crank trigger without missing tooth and multi-coils, a cam sync sensor is required. When using a single coil, the cam sync sensor is not mandatory. A several options of standard patterns are available for using with multicoils or distributor based systems.

RPM Sensor

Select the RPM sensor used on the vehicle, VR or Hall Effect.

RPMsignal 2/4

Type

VR internal ref.

VR Differential

Hall/ with pull-upVR

Crank Ref. Sensor

Edge

Rising Edge

Falling Edge

Below is a table with known alignment values and conﬁgurations for most of the cases:

Page 22

FT600

Engine settings

Crank trigger - pattern Engine/brand

60-2 BMW, Fiat, Ford (inj. Marelli), Renault, VW, GM

Recommended

index position

123º (GM)

90º (others)

Cam sync sensor

Not mandatory

48-2 Not mandatory 36-1 Ford (ECU FIC) 90º Not mandatory

36-2-2-2 Subaru 55º Not mandatory

36-2 Toyota 102º Not mandatory 30-1 Not mandatory 30-2 Not mandatory 24-1 Hayabusa 110º Not mandatory 24-2 Suzuki Srad 1000 Not mandatory

24 (crank) or 48 (cam) 60º Falling edge

15-2 bikes Honda CB300R Not mandatory

12+1 Honda Civic Si 210º or 330º Not mandatory

12-1 bikes Honda/Suzuki/Yamaha Not mandatory 12-2 Not mandatory

12 (crank) or 24 (cam) Motorcycles/AEM EPM/ Honda distributors 92/95-96/00 Falling edge

8 (crank) or 16 (cam) Falling edge

4+1 (crank) Not mandatory 4 (crank) or 8 (cam) 8 cylinders 70° Falling edge 3 (crank) or 6 (cam) 6 cylinders 60º Falling edge 2 (crank) or 4 (cam) 4 cylinders 90º Falling edge

WARNING: Ignition calibration values on this table are just a

start point. ALWAYS perform the ignition calibration according to chapter 16. When the ignition is not correctly calibrated, the timing shown on the ECU screen is different from the one that is being applied

Cam sync sensor for synchronization

Cam sync signal will be used only for 10 revolutions after engine start and after that will be disconsidered for engine synchronization but it will still be recorded on the datalogger.

to the engine. This may cause serious damage to the engine.

Cam sync sensor

This option indicates if a cam sync sensor will be used and if it uses a hall effect or magnetic variable reluctance (VR) sensor. This sensor is mandatory when controlling fuel or timing in sequential mode. Without cam sync sensor the injection mode will be only semi-sequential or multipoint. Ignition will be always wasted spark.

Random cam sync sensor option is a test mode that automatically assumes a position for the cam sync signal. Use this only for testing purposes, as this may cause misﬁres in some applications. Use this option only for tests, because with individual coils and sequential ignition the ﬁring order can be lagged (inverted) in 360º, so the engine won’t start.

Cam sync sensor edge: this option changes the way the ECU reads the cam sync signal. As there’s no simple way of telling which one is the correct option (without an oscilloscope), select the option Falling edge. If the engine starts with misﬁres, change this parameter to Rising edge.

cam sync sensor 4/5

Not used

Variable Reluctance

Hall/VR with pull-up

Random - Hall

Random - VR

Edge

Rising Edge

Falling Edge

Cam sync position angle

The adjustment is degrees before top dead center (ºBTDC) of cylinder 1 combustion.

This angle is not mandatory and won’t affect the ignition calibration. If you don’t know the position angle, set the same alignment as crank

index position or select the cam sync sensor as random. With the random mode enabled, the position angle in the log and

diagnostic panel.

RPM signal 5/5

Cam Sync Position

Cam Sync

position angle

°BTDC

Engine position angle (BTDC) when the cam sync sensor is over the cam sync teeth. This

information is used to improve

noise rejection and prevent

cam sync errors and doesnt require precise number since it doesnt affect timing precision.

Page 23

Engine settings

FT600

Cam sync position

Cam sync position is used to create a range within wich a Cam sync signal is read and all others out of it are discarded, allowing the use of a single reference on multi-toothed Cam sync pulleys.

7.3 Ignition

This menu sets everything related to the ignition control mode and there is a “Default” mode (conﬁgurable through the ECU or PC) and a “Custom” mode (conﬁgurable only through the PC). When the ignition is set as “Disabled”, timing maps are unavailable and only the fuel control is enabled. Gray outputs are free to be set up as injectors or auxiliary outputs.

Default: this mode makes the options available the options that are commonly used for the majority of engines, with standard ﬁring order tables and conﬁgurations.

Custom: this mode enables all the options related to the ignition control, as customizable ﬁring orders and angles, etc. When using this mode, ignition conﬁguration can only be done through a PC with FTManager Software.

The option “distributor” means that the spark distribution will actually be done by a distributor, with a single coil, regardless of the number of cylinders. Only the ignition output #1 (gray #1) will be used to control the ignition coil, the others are disabled.

Ignition 2/5

Ignition mode

Distributor

Wasted spark

Sequential

Double coil

Single coil

FTSPARK

Select the FTSPARK check box when using the fueltech FTSPARK module and select the connection mode with it:

Multiple outputs: this is the conventional way of connecting FT to any ignition module, using an ignition output to trigger each coil (double or single). In this case one or more ignition outputs will be connected to the FTSPARK.

FTIgnition BUS (one multiplex output): Select this option to enable only one ignition output to send all the ignition trigger signals to the FTSPARK via the FT Ignition BUS. In this way the other outputs that would be used for ignition can be reallocated to other functions.

Ignition 3/7

Disabled Enabled

FTSPARK

Multiple outputs

FT ignition bus multiplexed output.

Alterada

In this mode FTSPARK is

connected to the ECU

through multiple ignition

outputs (gray wires). On ignition output settings, the‘Falling edge’and fixed

3ms dwell.

Ignition 1/5

Disabled

Default

Custom

Enabled

This selection opens

allignition setup

parameters

Ignition Mode

Select if the ignition will be controlled in sequential (cam sync sensor needed) or wasted spark modes or if a distributor will be used for that control. There is also the wasted spark mode, where the coils work in pairs.

Output Test

When the multiplexed output is selected, its possible to test the FTSPARK outputs using a “test function” on the FTManager. To do so, go to ‘Sensors and Calibration’ then ‘Outputs’ and select FTSPARK Output test.

Ignition output

Select the ignition output edge/mode.

Falling edge (SparkPRO): Select this option when using FuelTech SparkPRO, M&W ignition, smart coils (integrated igniter, such as GM LS coils). This mode has dwell control enabled. It’s important to know the dwell requirements or “charge time” of your particular ignition coil(s).

Page 24

FT600

MSD Legacy Input

Engine settings

• Rising edge (MSD duty 50%): select this option when using MSD, Crane, Mallory or other capacitive discharge ignitions (CDI). This mode has a ﬁxed 50% duty cycle signal.

• Rising edge (Honda Distributor): this option must only be selected when using Honda distributor with stock igniter (the one that’s integrated to the distributor). This mode has dwell control enabled.

Select this option only when using Honda OEM igniter and distributor.

Ignition 3/5

Ignition output

Falling edge (Spark )PRO

Rising edge (- duty 50%)MSD

Rising edge (Honda Distributor)

Ignition cut

The ignition cut maximum level is the percentage of ignition events that will be cut to limit the engine RPM.

The RPM progression range acts like a smoothing for the ignition cut. Example: rev limiter at 8000rpm, RPM progression range at 200rpm.

From 8000rpm the ignition cut level will gradually increase until it reaches 90% cut at 8200rpm.

Percentages less than 90% may not keep the engine under the rev limiter. Bigger RPM progression range tend to stabilize more smoothly the rev limiter, but allows the RPM to pass the RPM set as rev limiter.

These numbers are valid to all kinds of ignition cut, with the exception of time based compensations (time based RPM and driveshaft RPM/ wheel speed) and 2-step. These features have their own parameters.

For inductive ignition systems it is recommended to use 90% maximum level and 200 RPM progression range. For capacitive system, like MSD, it is recommended to use 100% maximum level and 1 RPM progression range.

Ignition Delay time

That’s the delay time the ignition module has between receiving a signal to spark and effectively spark at the plugs.

Time is given in microseconds (uS).

Ignition 5/5

Ignition delay time

compensation. ForMSD

and Spark , use 45us.PRO

7.4 Fuel injection

In this menu, all the options related to fuel settings must be conﬁgured.

Basic: This mode makes available the options that are commonly used for the majority of engines, with standard injection angles and conﬁgurations.

Advanced: This mode enables all the options related to the fuel control, as customizable injection angles, etc. When using this mode, fuel injection conﬁguration can only be done through a PC with FTManager Software. It is also possible to customize all the fuel tables and RPM positions, adding RPM, TPS or MAP points according to the engine needs

Ignition 4/6

Ignition cut

Maximum level

RPM progression range

200

RPM

External cut

This mode is only available when using a distributor and a MSD ignition module. Enabling this option means the ignition cuts will be performed by the MSD using the Legacy input they have.

To use MSD Legacy cut a FT600 white wire has to be connected to the MSD Legacy right pin. By standard, White#10 is setup as ignition cut.

When experiencing problems with the cut through MSD like no cut at all or RPM limit always 500 RPM above what was setup, use the other MSD pin.

Ignition 4/5

Disabled

MSD

Pro Mag

Enabled

External cut

Allignition cuts are executed

by module through a signa

MSD sent by an White output to

the Legacy input. If thisMSD

is not selected, ignition

cut is done by 500FT

Connect a 500 white wireFT

to the pin on the right

Do not connect

pin on the left

Fuel injection 1/6

Basic

Advanced (PC)

This selection opens

all fuel injection

setup parameters

Fuel Banks: select primary and secondary (if used) banks control mode.

Multipoint: All the injector’s outputs will ﬁre at the same time, as batch ﬁre.

Fuel injection 2/6

Primary

Multipoint

Semi-sequential

Sequential

1 output

2 outputs

4 outputs

Page 25

Engine settings

123

456

789

FT600

Semi-sequential: in this mode, injectors are ﬁred once per engine revolution, at 0° and 360°, in pairs, according to the twin cylinders.

In a 4 cylinder engine, cylinders 1 and 4 will be ﬁred at the same time, then cylinders 2 and 3 at the same time.

Fuel injection 2/6

Primary

Multipoint

Semi-sequential

Sequential

2 outputs

4 outputs

Sequential: in this mode, each injector output ﬁres only a single time per engine cycle (720° on a 4 stroke). This mode is only available when a cam sync sensor is properly set up.

Fuel injection 2/6

Primary

Multipoint

Semi-sequential

Sequential

Injector’s total ﬂow

That’s the total ﬂow of all injectors on the bank (primary or secondary). This data is used to allow addition of some fuel tables in lb/hr I.e. four 80 lb/hr injectors on primary bank have a total ﬂow of 320 lb/ hr (80 x 4).

Fuel injection 3/6

Primary

Injectors total flow

320

lb/h

Total flow is a sum of injectors

flow at the bank.

Edit unit

Fuel type

Select the fuel used on the motor. This information is used to create a better base map

Fuel injection 6/6

Fuel type

Pump gas

Race gas

E85

Alcohol

Fuel injector

phase reference:

Fuel injector opening

Fuel injector closing

7.5 Pedal/Throttle

Select the option “TPS” when using a mechanical throttle, driven by cable.

Pedal / Throttle 1/9

Electronic Throttle code

None

TPS

ETC

0500020010002001

TPS

When using a throttle drives by cable with a potentiometer on the throttle shaft select the TPS option.

Standard input for TPS sensor signal is #11, but it is possible to set this input on any available input. Pedal/Throttle calibration must be performed as shown in chapter 12.4

Pedal / Throttle 2/9

White 7: Air temperature

White 8: Avaliable

White 9: Avaliable

White 10: Avaliable

White 11: Avaliable

Electronic throttle control ETC

First data to be inserted on the ECU when using electronic Throttle is its code (not the throttle part number). This code is found on the FTManager Software. If your throttle is not on the list, please, contact our tech support to check compatibility ﬁrst.

Pedal / Throttle 1/9

None

TPS

ETC

Tinput selection: default white #11 on 400

Electronic Throttle code

0500020010002001

Fuel injection phase reference

Select if the Fuel injection phase angle table will be based on the injectors opening or closing. The angular distance is the measure between the ignition TDC of each cylinder and the moment the injector should open or close

Fuel injector opening: in this option it is only possible to know the angle the injector will open, but, its closure will vary according to injection time and RPM, this means that, depending on these factors, the fuel injection may still be occurring even after the intake valve has closed

Fuel injector closing (default): This is the most commonly used option as the fuel injection always occurs before the end of the intake cycle, no matter the injection time or RPM.

Throttle position sensor input

If the map is generated in the FTManager software the ETC inputs will be automatically allocated and can be checked in “Sensors and Calibration” menu, then “Inputs”.

Page 26

FT600

Engine settings

After inserting the Throttle code, set the input that will be connected to the throttle position sensor, usually there are two signals on the throttle. Standard inputs are wires white #11 (Throttle signal #1A) and white #10 (Throttle signal #1B).

Throttle #1A input selection: default white #11 on 400FT

Pedal / Throttle 2/9

White 7: Air temperature

White 8: Available

White 9: Available

White 10: Available

White 11: Available

Input for Throttle signal #1A

Throttle #1B input selection: default white #10 on 400FT

Pedal / Throttle 3/9

White 7: Air temperature

White 8: Available

White 9: Available

White 10: Available

White 11: Throttle #1A

Input for Throttle signal #1B

Now, setup the inputs that will be connected pedal #1 and pedal #2 position sensors. The standard inputs are wires white #9 (pedal #1) and white #8 (pedal #2).

Pedal #1 input selection: default white #9 on 400FT

White 7: Air temperature

White 8: Available

White 9: Available

White 10: Throttle #1B

White 11: Throttle #1A

Pedal / Throttle 4/9

Pedal #2 input selection: default white #8 on 400FT

Input for Pedal signal #1 Input for Pedal signal #2

Pedal / Throttle 5/9

White 7: Air temperature

White 8: Available

White 9: Pedal #1

White 10: Throttle #1B

White 11: Throttle #1A

Electronic throttle control motor outputs

When generating the map in the FTManager the Yellow #3 and #4 will be selected to ECT motor control.

The next parameter to be setup is the Throttle speed.

There are ﬁve control modes:

Normal: normal throttle response little bit faster than the stock ECU.

Fast: fast throttle response.

Smooth: smoother control mode, used on street cars and automatic

transmissions.

Smooth when cold and normal when hot: changes the control mode according to the engine temperature, starts with smooth mode, and then changes to normal mode automatically.

Smooth when cold and fast when hot: changes the control mode according to the engine temperature, starts with smooth mode, and then changes to fast mode automatically

Select the outputs that will control the two wires from the throttle motor. By standard they are yellow #3 (motor 1A) and yellow #4 (motor 1B). In case these outputs are already being used by another kind of control, use outputs yellow #1 and yellow #2

Pedal / Throttle 6/9

Test output:

ETCmotor #1A output selection: default yellow #3

Yellow 1: Available

Yellow 2: Available

Yellow 3: Available

Yellow 4: Available

Test

Input for throttle motor 1A control

Pedal / Throttle 7/9

Test output:

ETCmotor #1B output selection: default yellow #4

Yellow 1: Available

Yellow 2: Available

Yellow 3: motor 1AETC

Yellow 4: Available

Test

Input for throttle motor 1B control

Pedal / Throttle 8/9

Electronic Throttle speed

Normal

Smooth when cold and normal when hot

Fast

Smooth

Smooth when cold and fast when hot

Operation mode: this parameter changes the ratio between the pedal and the throttle.

Linear: this mode has a 1:1 ratio between pedal and throttle.

Progressive: recommended for street cars.

Aggressive: throttle/pedal ratio is 2:1. When pressing 50% pedal,

throttle is already on 100%.

The last parameter to be conﬁgured is an opening limiter, very useful to limit the engine power by the throttle.

Use 100% when no safety limit is wanted.

Pedal / Throttle 9/9

Operation mode

Linear

Progressive

Aggressive

Throttle opening

limit

100,0

Page 27

Engine settings

FT600

7.6 Idle actuators

This menu allows you to select the idle actuator used on the engine and the outputs that will control it. After this quick setup, the idle speed parameters must be done according to chapter 19.2.

An important tip is that, when selecting “No Actuator”, it is still possible to control idle speed by ignition timing as conﬁgured in the “Other Functions” then “Idle Speed” menus. If any kind of actuator is selected, the idle speed by timing control is automatically enabled. This happens because the idle speed control was specially developed for this FT600 , integrating the timing control with the actuator reactions

Electronic throttle

Select this option, then go to “Idle speed control settings”, under “Other Functions” menu.

Check Chapter 19.2 of this manual for more details.

Stepper motor

In this option, the four yellow outputs are used. It is necessary to inform which output controls which step motor output and the step motor type. There are predeﬁned actuators for VW and GM models (number of steps) and a “Custom” mode that allows the conﬁguration of steps. As there are many variables in the manufacturing process, if you’re experiencing difﬁculties at idle tuning, check the “Custom” mode and change the number of steps. In some GM step motors, 190 is the correct number. For some VW step motors, 210 works better.

The option “Fully open for TPS over 90%” fully opens the idle valve when TPS is above 90%, increasing the air admitted.

Idle actuator 1/4

None

Electronic throttle

Idle actuator 3/4

Stepper motor type

Custom

GM (210 steps)

VW (260 steps)

Stepper motor

PWMvalve

Numbers of

steps

280

Yellow 1: Step motor 1A

Yellow 2: Step motor 2A

Yellow 3: Step motor 1B

Yellow 4: Step motor 2B

Idle actuator 2/4

Test output:

Output selection

Idle actuator 4/4

Fully open actuator for over 90%TPS

Enabled

Disabled

Test

Idle actuator 1/4

None

Electronic throttle

Stepper motor

PWMvalve

PWM Valve

After selecting this option, it will be necessary to set up the output connected to the valve and the control frequency. Small valves usually use up to 2000Hz. For big valves use around 100Hz. If your valve becomes noisy, that means the control frequency is lower than what the valve requires. In this case, increase the control frequency.

Be aware that the only outputs that can control these kinds of valves are the yellow ones.

Idle actuator 1/4

None

Electronic throttle

Stepper motor

PWMvalve

Yellow 1: va lvePWM

Yellow 2: Available

Yellow 3: Available

Yellow 4: Available

Idle actuator 2/4

Test output:

Output selection

Test

7.7 FuelTech base map

With the “Engine Setup” menu fully set up, the next step is to generate the FuelTech base map, a function that generates fuel and ignition maps to be used as a start point for the engine tuning.

The window below is displayed at the end of conﬁguration assistant in the FTManager:

When generating a base map in the touchscreen interface, the informationwill be displayedsimilar to the images below:

Idle actuator 3/4

Reference: Smallvalves

usually uses up to 2000Hz.

Bigger valves usually uses

between 50 and 100Hz.

Frequency

1700

Idle actuator 4/4

Fully open actuator for over 90%TPS

Enabled

Disabled

File Manager 2/2

Edit map file name

Generate FuelTech base map

Copy map to another file

Erase file

FuelTech default map

Compression ratio

High

Medium

Low

Fuel type

Pump gas

Race gas

E85

Ethanol

Page 28

FT600

Engine settings

FuelTech default map

Injectors total flow

320

lb/h

FuelTech default map

Camshaft profile

Primary

Total flow is the sum of injectors

High profile

Low profile

flow at the bank.

Example: 4 injectors with

80 lb/h has 320 lb/h

total flow

FuelTech default map

Secondary injectors

total flow

640

lb/h

FuelTech default map

This operation will erase

previous settings.

Are you sure?

Generate FuelTech base map

Initial boost for

secondary injectors

0.50

bar

Compression ratio: used to correctly estimate the timing tables. A low, medium or high compression ratio is deﬁned according to the fuel used on the engine and if it is turbocharged or naturally aspirated. I.e., a 10:1 compression ratio for a naturally aspirated engine using ethanol is considered a “low compression ratio”. The same ratio for a turbocharged engine running gasoline will be “high”.

Primary and secondary injector’s total ﬂow: select the ﬂow of the injectors responsible for the naturally aspirated/low load range of the engine.

Initial boost for secondary injectors: Here is where you will set the pressure you want the secondary bank to start opening, usually under boost. This option is only shown when using two banks of injectors

general values; check this parameter with the injector manufacturer. In the FTManager, this parameter is in the Injection menu in “Engine

Settings”.

Fuel injectors deadtime

Secondary

0,800

1,000

Primary

7.9 Ignition Dwell

This option sets the ignition coil charging time. There is a dwell table because the charging time varies according to the battery voltage, especially in vehicles that do not have alternator.

Usually, the lower the voltage, the higher the dwell time has to be set.

Smart coils (coils with internal igniter) demand lower charging times. These are general values; check this parameter with the coil manufacturer.

WARNING: When using MSD ignition modules, it’s not

possible to control the Dwell time. In this case, the coil’s charging time is calculated by th MSD module.

Camshaft: select the characteristic of the engine camshaft. When selecting high proﬁle camshaft, all injection tables from absolute vacuum until -4.3psi are equal, as this type of camshaft does not have steady vacuum at idle speed. When selecting low proﬁle camshaft, the injection times at vacuum phase are ﬁlled up in a linear manner.

Now, click the button “Generate FuelTech base map”. The ECU will show a warning that the current map will be overwritten by the FuelTech base map.

TPS not calibrated!

Do you want to run

the calibration wizard?

Yes No

A notice about throttle/pedal calibration will be displayed. Click Yes and you will be redirected to the calibration screen.

The Chapter 15.1 has detailed information about the calibration. The next chapters explain other functions contained in the Engine Settings menu.

7.8 Fuel injectors deadtime

All fuel injectors, as they are electromechanical valves, have an opening inertia, which means that there is a “dead time”, a moment in which the injector has already received an opening signal, but still has not started to inject fuel. This parameter considers, as a standard value,

1.00ms for high impedance fuel injectors. For low impedance injectors using Peak and Hold driver, set the deadtime to 0.60ms. These are

Ignition dwell

12,0 V

3,600

7.10 Ignition energy

This menu allows the user to program the ignition energy of the FuelTech FTSPARK ignition module.

This 3D table relates engine RPM, MAP (boost/vacuum) and the desired mJ (milijoules) value.

The ignition energy control is done by connecting both equipments (FT ECU and FTSPARK) by their CAN network.

Page 29

Engine settings

7.11 Map options

Select the ECU model that is connected to the PC and which features will remain visible on the active map.

This makes navigation through the software much easier by hiding unused menus.

In case you need to make an option visible again, just go to Engine Settings and then Map Options.

FT600

Fuel injection pins assignment mode

• Automatic - fuel injector’s pins are automatically assigned by the ECU.

• Manual - fuel injector’s pins are manually assigned by the user through “Sensors and Calibration - Outputs” menu.

O2 closed loop mode

• Basic - Predeﬁned options for the O2 closed loop.

• Advanced - Enables advanced options for the O2 closed loop.

Ignition

Ignition maps

• Basic - ignition maps are in a 2D table that relates MAP x timing or TPS x timing.

• Advanced - 3D MAP x RPM or TPS x RPM timing table with 32x32 cells.

Ignition pins assignment mode

• Automatic - ignition pins are automatically assigned by the ECU.

• Manual - ignition pins are manually assigned by the user through “Sensors and Calibration - Outputs” menu.

7.12 Advanced map options

There are some options that are only available through FTManager. To access them, go to “Engine Settings” Menu:

RPM settings

• Basic - Pre-deﬁned voltage detection levels for VR crank and cam sensors.

• Advanced - The adjustment of voltage levels for detection of VR sensors in advanced mode allows the conditioning of non standard crank/cam signals, especially when they’re spliced with the stock ECU.

Other Function

Internal Datalogger

• Basic: ﬁxed sampling rates.

• Advanced: conﬁgured sampling rates per channel.

Idle speed control

• Basic - predeﬁned options for controlling idle. Meet 99% of the vehicles.

• Advanced - releases advanced options such as PID control, target approach RPM, deadband, approach RPM, etc.

Wastegate boost pressure control

• Basic - predeﬁned options for the wastegate boost pressure control.

• Advanced - enables advanced options for the wastegate boost pressure control.

Injection

Fuel maps

• Basic - fuel maps are in a 2D table that relates MAP x injection time or TPS x injection time.

• Advanced - 3D MAP x RPM or TPS x RPM fuel table with 32x32 cells.

Page 30

FT600

Electrical installation

8. Electrical installation

As FT600 wires are fully conﬁgurable according to the installation needs, it is very important that the step by step guide shown on chapter 5 is followed before starting the electrical installation. This way the wiring harness connection table is automatically ﬁlled as shows the example below:

In the FTManager, to check all the inputs and outputs, go to “Sensors and Calibration” menu, then “Inputs” or “Wiring harness diagram”.

Through the touchscreen interface, you can access this function in the “Engine Settings”, then “Wiring harness diagram”.

Wiring harness diagram

White 1: O2 sensor #1

White 2: 2-step

White 3: Air conditioning

White 4: Oil pressure

White 5: Engine temperature

Wiring harness diagram

Blue 8: Shift Alert

Grey 1: Ignition - cylinder 1

Grey 2: Ignition - cylinder 2

Grey 3: Ignition - cylinder 3

Grey 4: Ignition - cylinder 4

White 11: TPS

Blue 1: Primary fuel inj. - cylinder 1

Blue 2: Primary fuel inj. - cylinder 2

Blue 3: Primary fuel inj. - cylinder 3

Blue 4: Primary fuel inj. - cylinder 4

Grey 8: Tachometer output

Yellow 1: valvePWM

Yellow 2: Fuel pump

Yellow 3: Electric fan #1

Yellow 4: Available

Based on this information, you can start the electrical installation that must be done with the ECU disconnected from the harness and the battery disconnected from the vehicle. It is very important that the cable length as short as possible and that unused parts of wires are cut off.

Choose an appropriate location to afﬁx the module inside the car, and avoid passing the cable wires close to the ignition wires and cables, ignition coils and other sources of electric noise.

DON’T EVER, under any circumstance, install the ECU near ignition modules in order to avoid the risk of interferences.

Electric cables must be protected from contact with sharp edges on the vehicle’s body that might damage the wires and cause short circuit. Be particularly attentive to wires passing through holes, and use rubber grommets/protectors or any other kind of protective material to prevent any damage to the wires. At the engine compartment, pass the wires through places where they will not be subject to excessive heat and will not obstruct any mobile parts in the engine.

Wiring harness diagram

• 12V for sensors: use a 24 AWG wire from the same 12V wire that feeds the ECU (Main Relay). Example: Hall Effect sensors, pressure sensors, speed/RPM sensors, etc. This wire cannot be shared with the positive wire that powers coils, fuel injectors or other actuators.

• 12V for fuel injectors: use a 14 AWG wire connected to a 40A relay. Protection fuse must be chosen according to the peak current of the fuel injectors plus a 40% safety coefﬁcient.

Example: for up to 4 injectors that draw 1A of current per injector on primary bank, and 4 injectors that draw 4A of current per injector on secondary bank: (4x1A)+(4x4A)=20A + 40% = 28A. Use a

30A fuse.

• 12V for coils, fuel pump and other high power actuators: use a wire with at least 14 AWG connected to a relay and a fuse correctly dimensioned according to the actuator current draw. When using individual coils (COP), it is recommended a 70A or 80A relay.

NEVER share the 12V that feeds injectors, coils or other accessories, because, after shutting the engine off, there is a risk of reverse current that may damage a sensor or the ECU.

Black wire - Battery’s negative

This wire is responsible for signal ground to the ECU so, it must be connected straight to the battery’s negative terminal, with no seams. Under no circunstances, shold this wire be connected to the vehicle chassis or split with the ECU black/white wire (power ground). This will cause electromagnetic interference and other problems hard to diagnose and solve.

The black wire must have permanent contact with the battery’s negative terminal, never being connected to switches, car alarms or others. To turn a FuelTech ECU off, the red wire should be switched on and off.

• Attach the negative wires to the battery terminal use ring terminals and avoid soldering them. A well crimped terminal has better resistance than a soldered one. Besides that, solder makes the joint stiffer, and less resistant to vibration, typically found in automotive applications.

• Use a crimping tool and insulate the wire with insulating tape or heat shrink tubing.

• If there’s a need to solder the wire to the terminal, check it`s resistance after the solder, it should be lower than 0.2 Ohms.

NOTE: If corrosion is found (green/White powder) on the battery terminals, clean it with a wire brush and baking soda or contact cleaner spray. Double check the terminal holder and replace it if necessary.

Check resistance after the cleaning, it should be lower than 0.2 Ohms.

Green/Black wire - Negative for sensors

(TPS, air temp., pressure, rpm, distributor, etc.): It is vital to use sensors ground straight to the battery’s negative terminal. Connecting them to chassis may cause electromagnetic interference, wrong readings or even damage to the sensors.

Red wire - 12V input

The 12V input to FuelTech ECU, this wire must be connected to 12V from a relay (Main Relay) and cannot be shared with the positive wire that powers coils, fuel injectors or other actuators.

Black/White wire – power ground

These are the ECU power ground wires. They must be connected to the engine block or head in a place with a good electrical contact. The same shield that goes from the chassis to the battery’s negative terminal is a good contact point.

Page 31

FT600 connection on previous FT installation

FT600

The three power grounds (24 and 16-way connectors) must have permanent contact with the engine block/head, never being connected to switches, car alarms or others. To turn a FuelTech ECU off, the red wire should be switched on and off.

Power ground to ignition modules (SparkPRO, etc.), Peak and Hold drivers, relays and other accessories, must be connected to the same point, at the engine block/head.

A good test to check if the power grounds are with good connection is, using a tester, to measure the resistance between the battery’s negative terminal and the chassis ground. Connect the red probe on the chassis point that the shield is connected and the black probe on the battery’s negative. With the tester on the 200ohms range, the resistance measured must be below 0.2 Ohms.

Remember to touch both probes to check its resistance. This reading must be subtracted from the ﬁrst reading to found the correct value.

OBS: it is very important to check the shield that connects the engine block to the chassis and to the battery. If this shield is defective, replace it by a new one, as it may cause serious damage to the ECU and its sensors. For this reason, we recommend the use of two os these shields two of these shields.

Main switch installation (optional) – important tips

Main switches have been used for a long time in competition vehicles for safety purposes in case of an accident. Just like any other electric accessory, there’s a correct way to install it:

The main switch cannot be connected to ground or power ground, under any circumstances!! This is the most common error

by installers and, usually costs hours of work to ﬁx all the problems that it cause. All of this without counting the huge possibility of damaging all the electronic accessories on the vehicle. The main switch must ALWAYS control the battery’s positive (12V).

4 5

FT black/white wire must be

connected to engine head

1 - Shield connecting battery negative to chassis and engine; 2 - FT black wire Battery negative; 3 - Positive wire to alternator;

9. FT600 connection on FT500 installation

FT600 can be installed on vehicles which already use FT500/ FT500LITE, with no need to rewire everything. However, a few points must be checked or modiﬁed.

The best option is to make a new installation, using the FT600 harness, according to the recommendations here brought.

However, if to rewire is not possible, there is an other alternative: to cut the FT500 connectors and wiring them as shown below.

In order to do so a FT600 connector kit is needed (sold separately).

9.1 Ignition calibration

The ignition calibration screen on FT600 has the same parameters that previous FT ECUs, the difference is that they are in the same screen. After calibrating the ignition, the 1st tooth index position is automatically changed on the “Engine setup” menu.

When using distributor, the ignition must be calibrated on this screen, instead of turning the distributor.

4 - Main switch; 5 - Ignition Switch; 6 - Switched 12V;

1,23 0

Lock timing

0° 20°

Ignition calibration

Teeth

Adjust calibration

-03, º until match 20 at

timing light

Ignition calibration screen: FTManager in FT600

Page 32

FT600

Battery negative

White magnetic RPM-

Yellow/Blue - CAN_A_LOW

White/Red - CAN_A_HIGH

White CA sync signal inputM-

White input#6-

White input#1-

White input#2-

White input#8-

White input#3-

White input#9-

White input#4-

White input#10-

White input#5-

Red - 12V from relay

Black/white

Green/Red -

Black/White - chassis ground

Black Shielded Cable

White input#7-

Red RPM signal input-

signal sensor

Ground chassi

5V output sensors

6789

11 12

15 16

18 19 20

21 22

23 24 25

30 31 32 33 34

White -1input#1

Green/Black Ground for Sensors

Blue output#8

Black/white -

Yellow output#1

Gray output#1

Yellow output#2

Gray output#2

Yellow output#3

Gray Output#3

Yellow output#4

Gray output#4

Gray output#5

Gray output#6

Gray output#7

Gray output#8

Red - 12V

from relay

Chassi Grounds

6789

11 12

15 16

18 19 20

21 22

23 24 25

30 31 32 33 34

Blue output#5

FT600 connection on previous FT installation

NOTE: In order to avoid any kind of damage to your

installation, cut one wire at a time, crimp it and install it in the proper position.

IMPORTANT: In the rear of both connectors the positions are

sequentially numbered. The following diagrams show it considering a back view where the pins must be inserted.

A-Connector diagram - using FT500 wires

Blue output#4

Blue output#3

Blue output#2

Blue output#1

Wires from FT500 harness to be

crimped on FT600 plug

WARNING: Check carefully and identify each connector: A-Connector: 3 reference notches B-Connector: 4 reference notches.

Blue output#6

Blue output#7

Wires from FT500 harness to be

crimped on FT600 plug

B-Connector diagram - using FT500 wires

Wires from FT500 harness to be

crimped on FT600 plug

Wires from FT500

harness to be

crimped on FT600

plug

Page 33

Switched 12V (Injectors relay)

Fuel injectors

FT600

10. Fuel injectors

A FT600 has 8 outputs to control fuel injectors (blue wires #1 to #8). Each one of them can control up to 6 injectors with internal resistance above 10 Ohms (saturated injectors) or up to 4 injectors with internal resistance above 7 Ohms. Using a Peak and Hold driver, this capacity varies according to the output and the Peak and Hold current control (2A/0,5A, 4A/1A or 8A/2A).

In situations where more than 8 outputs are needed, the gray or yellow outputs can be set as injector outputs. In this case, the use of a Peak and Hold driver for these outputs is mandatory.

Injectors can be triggered in multipoint, semi sequential or sequential modes.

Examples of 4-cyl engines running high impedance injectors

• Individual triggering: each blue output controls a cylinder. This is the most recommended connection cause is the only one that allows individual per cylinder fuel compensations, amongst other functions.

Blue #2

Blue #1

Blue #3

Blue #4

• Two injectors per channel: blue output #1 controls injector of cylinders 1 and 4. Blue output #2 controls injectors of cylinders 2 and 3

Blue #1

cyl.1

cyl 4.

• Four injectors per channel: use this connection only for compatibility with previous generation FT ECUs.

Blue #1

cyl.1

cyl.2

Even with each output controlling only one injector it is possible to change the triggering mode to multipoint (batch ﬁre), semi sequential (outputs triggered in pairs) or sequential.

cyl 2.

cyl.3

cyl 3.

cyl.4

Blue #2

c l.1y

11. Ignition

A FT600 has 12 ignition outputs that can be used according to the needs of the project, controlling a distributor or a crank trigger.

Ignition with distributor

When using this ECU with a distributor, the only active ignition output is gray #1. This wire must trigger an ignition module or a coil with integrated igniter. When MSD conﬁgured it’s utilized Yellow#1.

Coil with integrated igniter (smart coil)

They are coils with at least 3 pins and only one spark plug wire output. This kind of coil (inductive) must be set as “Falling dwell” in the “Ignition output” menu. In case of selecting the wrong output type, coil will be damaged.

A - Ground (near coil) / igniter; B - Signal Ground; C - 5V signal from sequencer; D - Switched;

FuelTech SparkPRO-1 with coil without integrated igniter (dumb coil)

The FuelTech Spark PRO-1 module is an high energy inductive igniter which has an excellent cost/beneﬁt and can be used with any 2-wire dumb coil (without internal igniter). Coils with primary least possible resistance are recommended for maximum SparkPRO-1 potential. The minimum resistance of the coil primary should be 0.3 ohms, below this the SparkPRO will be damaged.

Try to place SparkPRO-1 as close as possible to the coil.

Warning about the SparkPRO-1: An excessive charging time (Dwell) can damage the SparkPRO and the coil. It is recommended to use a Dwell map with 6ms at 8V, 4ms at 10V, 3.60ms at 12V and 3.00ms at 15V and check coils temperature at the beginning.

Page 34

FT600

Channel input2

Channel input3

Channel input4

Power ground - engine head

Channel output4

Channel outuput2

Channel output1

Channel output3

CIL.4

CIL.2

CIL.1

CIL.3

Con ector An

SparkPRO-4

Gray output #1

Gray output #2

Gray output #3

Gray output #4

18 19 20

21 22

Ignition

IMPORTANT: In the “Ignition” menu, select the ignition output

as “Falling dwell”. In case of selecting the wrong output type, coil will be damaged.

Capacitive discharge ignition module (MSD 6A, MSD 7AL, Crane, Mallory)

FuelTech’s ignition output must be connected to the MSD ignition module, (usually, the white wire is the points input). When using a MSD ignition box, the yellow #1 is automatically set up as ignition output.

The installation of ignition modules must always follow what is indicated by its manufacturer in the instructions manual. This ignition module will receive a Points signal from FuelTech. Ignition coil must follow the ignition module manufacturer recommendations as well.

Important Notes:

• The module must be placed as close as possible to the ignition coil, and never inside the car, in order to avoid the risk of interference with electronic devices.

• The length of the wires that connects the ignition module to the ignition coil must be as short as possible.

• In “Ignition Setup,” select the output “Rise (CDI)”.

• It is not possible to control the ignition Dwell when using this type of module.

• To use the ignition cut through MSD, check Chapter 7.3

• When experiencing problems with the cut through MSD like no cut at all or RPM limit always 500 RPM above what was setup, use the other MSD pin.

Ignition with crank trigger

When controlling the ignition in distributor less systems, wasted spark or individual coils per cylinder are needed. In this case, coils are triggered by different outputs, according to the number of cylinders. Ignition outputs (gray wires) are triggered according to the ﬁring order set up on the ECU

Example: 4 cylinder engine with individual coils: Gray outputs are selected automatically, according to the number of

cylinders.

Gray wires that will not be used for ignition control can be set up as injectors outputs (Peak and Hold driver is mandatory) or auxiliary outputs (relay needed).

Individual coils – electrical connections

On FT600 , these connections must be done by matching the output number with the cylinder number:

• Ignition output #1 controls cylinder #1 coil;

• Ignition output #2 controls cylinder #2 coil;

• Ignition output #3 controls cylinder #3 coil.

Positive Battery (Large Red)

ground of head (large black)

Obs.: Input “Magnetic Pickup”

not utilized

MSD Legacy Input

Connect a 500 white wireFT

to the pin on the right

Do not connect

pin on the left

input “Points” (White)

Positive Switch 12V

Orange (Positive Coil)

Black (Negative Coil)

Ignition output Gray 1

• When using MSD ignition modules with a distributor, it is necessary to connect a FuelTech white wire to the MSD Legacy input. Doing so improves the response of timing control, which is especially necessary when using Drag Race Features.

6789

2627282930 31 32 33 34

11 121314

15 16

23 24 25

When working with dumb coils, an external ignition module must be used (as the FuelTech SparkPRO). In this case, ignition outputs from FT600 are connected to the ignition module inputs.

Wiring harness diagram

Blue 8: Shift Alert

Grey 1: Ignition - cylinder 1

Grey 2: Ignition - cylinder 2

Grey 3: Ignition - cylinder 3

Grey 4: Ignition - cylinder 4

Channel input1

Page 35

Ignition

Saída Canal 4

Saída Canal 2

Saída Canal 1

Saída Canal 3

CIL.4

CIL.2

CIL.1

CIL.3

Conector A

FT600

Wasted spark coils – electrical connections

In this case, ignition output #1 controls cylinder #1 and its twin, ignition output #2 controls cylinder #2 and its twin, etc.

Power Ground - Engine head

Connector A

6789

18 19 20

2627282930 31 32 33 34

11 121314

21 22

15 16

23 24 25

Channel 2 Input

Channel 1 Input

Resistor Installation gray outputs

When coils with integrated ignition module are used in your vehicle with FuelTech it’s recommended to install a 100 ohms resistor (100R) in series with each gray output used in installation.

When using dumb coils, an external igniter must be used, such as FuelTech SparkPRO. The FT600 ignition outputs (gray wires) will be connected to the igniter inputs and the igniter outputs will be connected to the coil.

Channel 1 Output

SparkPRO-2

Channel 2 Output

This procedure is used as a protection to the ECU against current discharges in adverse situations.

NOTE: After installing the resistor, you must insulate the area

with electrical tape or heat shrink.

Individual coils connections

Coil Type Cars where it’s usually found Pins Connection

No internal

Renault

7700875000

Bosch

0221504024

VW/Audi 20V/

BMW

Magneti Marelli

BAE700AK

Toyota 90919-02205 129700-5150

BOSCH 0221504470 0221504100

igniter

Wire in serial

association

and use a

SparkPRO-2

No internal

igniter

No internal

igniter

No internal

igniter

(Dwell:

2,50ms)

No internal

igniter

No internal

igniter

6789

18 19 20

2627282930 31 32 33 34

11 121314

21 22

15 16

23 24 25

Entrada Canal 4

Entrada Canal 3

Entrada Canal 2

Entrada Canal 1

Renault engine 2.0 16V

Fiat Punto/Linea 1.4 T-Jet

All VW/Audi 1.8 20V Turbo

BMW 328

Peugeot 306 and 405 2.0 16V

Citroen Xantia and ZX 2.0 16V

Maserati Coupé 3.2 32V

Toyota 2JZ, others

Honda CBR 1000 (1,80ms)

BMW X1/X5/M5/118/120/320

E46/E39/E38/Z3/Z4/Z8

Pin 1 bob 1: Ignition power (from SparkPRO or similar) Pin 2 coil 2: Switched 12V from relay

Connect the pin 2 of coil 1 in the pin 1 of coil 2 (serial association)

These coils work with 6V

Pin 1: Power ground (engine head) Pin 2: Switched 12V from relay Pin 3: Ignition power (from SparkPRO or similar)

Pin 1: Ignition power (from SparkPRO or similar) Pin 2: Power ground (engine head) Pin 3: Switched 12V from relay

Pin 1: Switched 12V from relay Pin 2: Power ground (engine head) Pin 3: Ignition power (from SparkPRO or similar)

Pin 1: Switched 12V from relay Pin 2: Ignition power (from SparkPRO or similar)

Pin 1: Connected to an ignition output (gray wire) Pin 2: Power ground (engine head) Pin 3: Switched 12V from relay

Page 36

FT600

Coil Type Cars where it’s usually found Pins Connection

Integrated

ACDelco 12611424

Diamond FK0140

(Dwell 3ms)

Diamond FK0186

(Dwell 5ms)

Diamond

FK0320

Hitachi CM11-202 Hanshin MCP3350 Hanshin MCP1330

Nissan 224891F00

Hitachi AIC3103G Integrated igniter

Audi/VW

06x 905 115

Hitachi CM11-201

Bosch

022 905 100x

Denso 099700-101 Denso 099700-115 Denso 099700-061

Hitachi CM11-109

Denso 90919-022 ??

Final 27, 30, 36, 39

e 40

VW 030905110D Integrated igniter VW Gol/Voyage G6

Denso 10R 035444 Integrated igniter Toyota Camry 2.4

Bosch

0221604104

Bosch 0221604014 Integrated igniter Nissan Sentra

MSD PN 82558 No internal igniter MSD PN 82558

Bosch 0221504014 0221504460

30520-R1A-A01 Integrated igniter New Civic

Igniter (Dwell:

4,5ms)

Integrated igniter Subaru WRX

Integrated igniter

Integrated igniter VW VR6 – Golf, Passat

Integrated igniter Honda Fit

Integrated igniter Toyota/Lexus V6 3.0

Integrated igniter Captiva / Omega V6 3.6

No internal igniter

Fiat Stilo Abarth 2.4 20V (1,80ms)

Corvette LS1

Pajero 3.8 6G75 MiVec

Lancer GT, ASX, Outlander

Fiat Brava/Marea 1.8

Nissan Silvia S15

Nissan R34 (RB26DETT)

Mitsubishi Nissan 350 Z

Inﬁniti G35/FX35

Audi A6, S3 – VW Bora, Golf,

Passat 1.8 Turbo

Fiat Marea 2.0T, 2.4 (3,60ms)

Ignition

Pin A: Power ground (engine head) Pin B: Reference ground (ECU reference ground) Pin C: Connected to an ignition output (gray wire) Pin D: Switched 12V from relay

Pin 1: Connected to an ignition output (gray wire) Pin 2: Power ground (engine head) Pin 3: Switched 12V from relay

Pin 1: Switched 12V from relay Pin 2: Connected to an ignition output (gray wire) Pin 3: Power ground (engine head)

Pin 1 - +: Switched 12V from relay Pin 2 - B: Power ground (engine head) Pin 3 - IB: Connected to an ignition output (gray wire)

Pin 1: Connected to an ignition output (gray wire) Pin 2: Power ground (engine head) Pin 3: Switched 12V from relay

Pin 1: Switched 12V from relay Pin 2: Power ground (engine head) Pin 3: Connected to an ignition output (gray wire) Pin 4: Power ground (engine head)

Pin 1: Reference ground (battery negative) Pin 2: Power ground (engine head) Pin 3: Switched 12V from relay Pin 4: Connected to an ignition output (gray wire)

Pin 1: Connected to an ignition output (gray wire) Pin 2: Power ground (engine head) Pin 3: Switched 12V from relay

Pin 1: Power ground (engine head) Pin 2: Connected to an ignition output (gray wire) Pin 3: Do not connect Pin 4: Switched 12V from relay

Pin 1: Reference ground (battery negative) Pin 2: Connected to an ignition output (gray wire) Pin 3: Power ground (engine head) Pin 4: Switched 12V from relay

Pin 1: Switched 12V from relay Pin 2: Reference ground (battery negative) Pin 3: Connected to an ignition output (gray wire) Pin 4: Power ground (engine head)

Pin A: Power ground (engine head) Pin B: Reference ground (battery negative) Pin C: Connected to an ignition output (gray wire Pin D: Switched 12V from relay

Pin 1: Connected to an ignition output (gray wire Pin 2: Ground Pin 3: Switched 12V from relay

Pin 1: Ignition power (from SparkPRO or similar) Pin 2: Do not connect Pin 3: Switched 12V from relay

Pin 1: Ignition power (from SparkPRO or similar) Pin 2: Power ground (engine head) Pin 3: Switched 12V from relay

Pin 1: Switched 12V from relay Pin 2: Reference ground (battery negative) Pin 3: Ignition power (from SparkPRO or similar)

Page 37

Ignition

Wasted spark coils connections

Coil Type Cars where it’s usually found Pin Connection

No integrated

Bosch

F000Z S0103

Bosch 4 cylinders

(3 wires) F 000 Z S0 213 F 000 Z S0 222 0 221 503 011

Bosch 4 cylinders

(3 wires)

F 000 ZS0 203 F 000 ZS0 205

47905104 19005212

1208307

(6 wires – 4

channels)

Bosch 6 cylinders

0 221 503 008

Delphi 4 cylinders

(round)

Bosch

F000Z S0103

Bosch 4 cylinders

(3 wires) F 000 Z S0 213 F 000 Z S0 222 0 221 503 011

Bosch 4 cylinders

(3 wires)

F 000 ZS0 203 F 000 ZS0 205

47905104 19005212

1208307

(6 wires – 4

channels)

Bosch 6 cylinders

0 221 503 008

igniter (two

spark plug

outputs)

No integrated

igniter

No integrated

igniter

No integrated

igniter

Individual

cylinder

triggering

No integrated

igniter

Integrated

igniter

No integrated

igniter (two

spark plug

outputs)

No integrated

igniter

No integrated

igniter

No integrated

igniter

Individual

cylinder

triggering

No integrated

igniter

Fiat Palio, Siena, Uno 1.0 , 1.5, 1 .6,

Tempra 2 .0

Celta, Corsa, Gol Flex, Meriva,

Montana Vectra 16V

Fiat Linea 1.9 16V

Astra, Kadett, Ipanema, Vectra 8V, Zaﬁra

Fiat Stilo 1.8 16V

GM Meriva 1.8 16V

GM Zaﬁra 1.8 and 2.0 16V

GM Omega 4.1, Ford V6

GM Corsa MPFI (of 98 to 2002)

Fiat Palio, Siena, Uno 1.0 , 1.5, 1 .6,

Tempra 2 .0

Celta, Corsa, Gol Flex, Meriva,

Montana

Vectra 16V

Fiat Linea 1.9 16V

Astra, Kadett, Ipanema, Vectra 8V, Zaﬁra

Fiat Stilo 1.8 16V

GM Meriva 1.8 16V

GM Zaﬁra 1.8 and 2.0 16V

GM Omega 4.1, Ford V6

FT600

Pin 1: Ignition power (from SparkPRO or similar) Pin 2: Switched 12V from relay

Pin 1a (A): Ignition power (from SparkPRO or similar) Pin 15 (B): Switched 12V from relay Pin 1b (C): Ignition power (from SparkPRO or similar)

Pin 1: Ignition power (from SparkPRO or similar) Pin 2: Switched 12V from relay Pin 3: Ignition power (from SparkPRO or similar)

Pin A – cyl. 3: Ignition power (from SparkPRO or similar) Pin B – cyl. 2: Ignition power (from SparkPRO or similar) Pin C – cyl. 1: Ignition power (from SparkPRO or similar) Pin D – cyl. 4: Ignition power (from SparkPRO or similar) Pin E: Power ground (engine head) Pin F: Switched 12V from relay Pin 1: Ignition power (from SparkPRO or similar) Pin 2: Ignition power (from SparkPRO or similar) Pin 3: Ignition power (from SparkPRO or similar) Pin 4: Switched 12V from relay Pin A: Gray #2 (cylinders 2 and 3) Pin B: Gray #1 (cylinders 1 and 4) Pin C: Power ground (engine head) Pin D: Switched 12V from relay

Pin 1: Ignition power (from SparkPRO or similar) Pin 2: Switched 12V from relay

Pin 1a (A): Ignition power (from SparkPRO or similar) Pin 15 (B): Switched 12V from relay Pin 1b (C): Ignition power (from SparkPRO or similar)

Pin 1: Ignition power (from SparkPRO or similar) Pin 2: Switched 12V from relay Pin 3: Ignition power (from SparkPRO or similar)

Page 38

FT600

Coil Type Cars where it’s usually found Pin Connection

Delphi 4 cylinders

(round)

Delphi 4 cylinders

(square)

Sagem

96358648

Bosch 4 Cylinders

(4 wires)

032 905 106 B/D

F000ZS0210

Eldor – 4 Cylinders

(6 wires – 4

channels) 06A 905 097 06A 905 104

VW V6

078 905 104

GM Coil

94702536

DELPHI CE20131

Pantera coil

BMW

Integrated

igniter

Integrated

igniter

No integrated

igniter

Integrated

igniter

Integrated

igniter

Individual

cylinder

triggering

Integrated

igniter

Integrated

igniter

Integrated

igniter

No integrated

igniter

GM Corsa MPFI (of 98 to 2002)

Peugeot 1.4

VW Golf, Bora, Audi A3 and A4,

Seat Ibiza and Córdoba

Bora, New Beetle, Polo

Audi A4 2.8 V6

Audi A6

Passat 2.8 V6

GM Agile 1.4

318ti compact 94/00

Ignition

Pin A: Gray #2 (cylinders 2 and 3) Pin B: Gray #1 (cylinders 1 and 4) Pin C: Power ground (engine head) Pin D: Switched 12V from relay Pin 1: Switched 12V from relay Pin 2: Power ground (engine head) Pin 3: Gray #1 (cylinders 1 and 4) Pin 4: Gray #2 (cylinders 2 and 3 Pin 1: Gray #1 (cylinders 1 and 4) Pin 2: Gray #2 (cylinders 2 and 3) Pin 3: Power ground (engine head) Pin 4: Switched 12V from relay Pin 1: Gray #1 (cylinders 1 and 4) Pin 2: Switched 12V from relay Pin 3: Gray #2 (cylinders 2 and 3) Pin 4: Power ground (engine head) Pin 1: Power ground (engine head) Pin 2: Gray - C (cylinder 4) Pin 3: Gray - B (cylinder 3) Pin 4: Gray - D (cylinder 2) Pin 5: Gray - A (cylinder 1) Pin 6: Switched 12V from relay Pin 1: Power ground (engine head) Pin 2: Gray #1 (cylinders 1 and 4) Pin 3: Gray #2 (cylinders 2 and 5) Pin 4: Gray #3 (cylinders 3 and 6) Pin 5: Switched 12V from relay Pin A: Gray #2 (cylinders 2 and 3) Pin B: Gray #1 (cylinders 1 and 4) Pin C: Reference ground (battery negative) Pin D: Power ground (engine head) Pin E: Switched 12V from relay Pin A: Gray #1 Pin B: Reference ground (battery negative) Pin C: Power ground (engine block) Pin D: Power ground (engine head) Pin E: Switched 12V from relay Pin 1: cylinder 4 - Sparkpro Pin 2: Switched 12V from relay Pin 3: Power ground (engine block) Pin 4: Not used Pin 5: Cylinder 1 - Sparkpro Pin 6: Cylinder 3 - Sparkpro Pin 7: Cylinder 2 - Sparkpro

Page 39

Delco 213-190AC

VW Hall Effect distributor connections

Sensors and actuators

FT600

12. Sensors and actuators

FT600 has some pre-deﬁned sensors available as standard, but, it’s possible to setup any kind of analog sensor on its inputs or even to connect it and read a sensor in parallel with the OEM ECU. This conﬁguration is done on the custom mode through software FTManager and USB cable on a PC.

12.1 Intake air temperature sensor

With this sensor, the ECU can monitor the intake air temperature and perform real time compensations.

White wire

Fiat Nº 75.479.76,

MTE-5053 ou 901IG

GM N°25036751

# from7FT

Models:

• Fiat: Delphi / NTK (3,3kΩ a 20ºC);

• GM (American): ACDelco: 213-190 / GM n°25036751.

One of its pins is connected to the battery negative. The other to the white #7 wire (standard – can be changed).

7777

-BAT

FuelTech PS-150/300/1500 sensor below:

- Connection: 1/8” - 27NPT

- Pressure Range: 0 to 150/300/1500psi

- Power Voltage: 5V

- Output Scale: 0.5-4.5V

- Electric Connector: 3-way Metri Pack 150 Pin A: Battery’s Negative Pin B: 5V supply Pin C: Output signal FuelTech part numbers: 5005100020 - 0-150 psi sensor 5005100021 - 0-300 psi sensor 5005100022 - 0-1500 psi sensor

As FT600 is fully conﬁgurable, practically any automotive pressure sensor can be used – if the voltage x pressure table is known, you can setup through FTManager software.

12.4 Throttle position sensor (TPS)

This sensor is a potentiometer installed on the throttle to inform the ECU about its position. If needed, it is possible to run the engine without this sensor, but, it is very important for a ﬁne tuning. When possible, use the OEM TPS. This ECU is calibrate to any kind 0-5V TPS sensor. Anyway, FuelTech products are compatible with any 0-5V TPS sensor, since they have calibration function.

12.2 Engine temperature sensor

This sensor is very important for a good running engine, as varying engine temperatures dramatically affect an engine’s fuel and timing requirements.

On water cooled engines, place this sensor near the engine head, reading the water temperature. On air cooled engines, install this sensor reading the engine oil temperature.

Models:

• Fiat: Delphi / NTK (3,3kΩ a 20ºC);

• GM (American): ACDelco: 213-928 / GM: 12146312 (or

15326386).

One of its pins is connected to the battery negative. The other to the white #5 wire (standard – can be changed).

Discovering the TPS pinout

With a multimeter in the range of 20k Ohms, disconnect the from the FuelTech ECU and let the ignition key off. Check the resistance between the Green/Red (5V supply) and Black (battery’s negative) wires. Resistance should not vary when accelerating. If vary, reverse the wires so that the resistance of the TPS varies only between the White wire #11 (default TPS input signal) and Green/Red and between White #11 and Black wires.

The TPS signal voltage should vary according to throttle opening, with gap bigger then 3V between fully closed and wide open throttle.

12.5 Crank trigger/RPM sensor

To control fuel and ignition, this ECU is able to read magnetic and Hall Effect sensors.

Distributor

To read RPM signal from a Hall Effect distributor, it should have a sensor with at least 3 pin and have the same number of reading windows (or “triggers”) than the engine has number of cylinders.

12.3 Fuel and oil pressure

FuelTech PS-150/300/1500 is a high precision sensor responsible for general pressure readings (fuel, oil, boost, exhaust back pressure, etc.)

It can be purchased online at www.fueltech.net or from an authorized FuelTech dealer (check the website to locate the dealer nearest to you).

12V Switched

RPM - red

Negative’s Battery

Page 40

FT600

92/95

Ignition signal input: Connect to Gray #1

With external coil, do not connect

12V input

Do not connect

Do not Connect

Do not connect

Reference - 2 (crank) 4 (cam):

Connect white wire from black shielded cable

Si nal 2 () 4 ():g-crank cam

Connect red wire from black shielded cable

Sensors and actuators

Crank trigger

The crankshaft trigger wheel is responsible for informing the exact position of the crankshaft to the electronic ignition management system, in such a way that this system is able to determine the ignition timing in the engine. The trigger wheel is installed on the crankshaft, outside or inside the engine block, with a speciﬁc alignment. Usually, the Crankshaft Trigger Wheels placed on the outside of the block are put in front of the engine, by the front crankshaft pulley, or in the rear of the engine, by the ﬂywheel. There are many types of Trigger Wheels, but the compatible ones are mentioned below

60-2: this is, in general, the most used type of trigger wheel. It is a wheel with 58 teeth and a gap (fault point) equivalent to two missing teeth, therefore called “60-2”. This trigger wheel is found in most Chevrolet (Corsa, Vectra, Omega, etc.), VW (Golf, AP TotalFlex, etc.), Fiat (Marea, Uno, Palio, etc.), Audi (A3, A4, etc.) and Renault (Clio, Scènic, etc.) Models, among other car makers. Ford Flex models with Marelli ECU use this type of trigger wheel also.

36-2: standard in Toyota engines, being 34 teeth and a gap equivalent to two missing teeth.

36-1: 35 teeth and a gap equivalent to one missing tooth. It can be found in all Ford vehicle lines, with 4 or 6 cylinders (except the Flex models with Marelli injection, which use the 60-2 trigger wheel).

12 teeth: this type is used by AEM’s Engine Position Module (EPM) distributor. In this case, the cam sensor from the EPM must be used. This distributor has 24 teeth, but as it rotates half-way for each full engine RPM, there will only be 12 teeth per RPM. Setup the Ignition with 12 teeth at crank (24 at cam) and the 1st tooth alignment with 60°.

• Pin 2 – yellow – CRANK signal: connect to red wire from FT600 black shielded cable (pin 17)

• Pin 3 – red – sensor feed: connect to a switched +12V

• Pin 4 – black – sensor ground: connect directly to battery’s negative.

FT600 setup: RPM signal “2 (crank) or 4 (cam)” (4G63) or “3 (crank) or 6 (cam)” (6G72), Hall Effect crank and cam sensors, rising edge on both. Wasted spark ignition. 1st tooth alignment: 67

Mitsubishi 2G CAS: uses the same settings that 1G CAS, but has a sensor on the crankshaft (reading a 2 tooth trigger) and a cam sync sensor.

Crank trigger sensor:

• Pin 1: switched 12V

• Pin 2: CRANK signal: connect to red wire from FT600 Black shielded cable (pin 17)

• Pin 3: connect directly to battery’s negative

Cam sync sensor:

• Pin 1: switched 12V

• Pin 2: CAM signal: connect to white wire from FT600 gray shielded cable (pin 15)

• Pin 3: connect directly to battery’s negative

Ignition settings:

• Stock Honda coil and igniter: setup ignition as “Distributor – single coil” and select option “Rising edge (Honda distributor)”. In this option, only the ignition output #1 will be active.

AEM EPM Module

• Red: Switched12V;

• Black: Battery negative;

• Yellow: red wire from the black shielded cable, white wire must be left disconnected. Setup it as Hall Effect RPM sensor, falling edge;

• White: white wire from the gray shielded cable. Setup it as Hall

Effect CAM sensor – falling edge.

Setup ECU as 12 teeth (at crank) 24 (at cam) and use 60° for 1st tooth alignment.

Mitsubishi 1G CAS: due to the fact the CAM signal has two slots on this CAS, it’s only possible to control the ignition on wasted spark mode and the fuel injection on multipoint or semi-sequential. No sequential fuel or ignition will work on this CAS with 2 slots on the CAM.

• Pin 1 – white – CAM signal: connect to white wire from FT600 gray shielded cable (pin 15)

• Multi coils and/or external igniter: in this case, ignition can be controlled in wasted spark or sequential modes. Ignition output must be setup as “Honda distributor”, but as Falling edge or Rising edge, according to the external igniter used.

• 1, 2, 3, 4, 5, 8, 10 and 24 teeth: options available according to the number of engine cylinders. When having these trigger wheels, the use of a camshaft position sensor is mandatory, in order to maintain the synchronization of the parts. Also, the teeth must be equidistant. They can be found in models such as Subaru, Mitsubishi Lancer and 3000GT, GM S10 Vortec V6, etc.

Honda Distributor

Page 41

96/00

Ignition signal input: Connect to Gray #1

With external coil, do not connect

Do not connect

Do not Connect

Reference - 2 (crank) 4 (cam):

Connect white wire from black shielded cable

Do not connect

Si nal 2 () 4 ():g-crank cam

Connect red wire from black shielded cable

12V input

Do not connect

Sensors and actuators

FT600

Distributor

Honda 92/95

(wire color)

Honda 96/00

(wire color)

FT600 connection Conﬁguration

With OEM coil and

1 Yellow/green Yellow/green

igniter, connect gray #1

wire

2 Blue/Green White Do not connect

3 Orange/Blue Red

4 Orange

Black Do not connect

Connect white wire from

black shielded cable

5 Blue/Yellow Blue Do not connect

6 White/Blue Green

Connect red wire from

black shielded cable 7 White Yellow Do not connect 8 Blue Blue Do not connect

9 Black/Yellow Black/Yellow 12V input

MSD distributor and crank trigger:

The distributors are equipped with VR/magnetic sensors e must be wired as the following:

With stock Honda coil and igniter: connect to gray wire

#1 and setup as “Honda Distributor”.

With multi-coils, and external igniter: do not connect

Reference - 2 (crank) 4 (cam)

Signal - 2 (crank) 4 (cam)

12V input for OEM coil and igniter (inside the distributor)

With external coil, do not connect

Cam sync sensor:

Not utilized, unless you are running crank trigger and distributor (or a dedicated cam sync sensor) with a single tooth.

• Orange/black: connected to the red wire of black shielded cable

• Purple/black: connected to the white wire of black shielded cable

Any mechanical or centrifugal advance must be locked. The crank trigger kits have different wire colors and the wiring must be as following:

• Purple: connected to the red wire of black shielded cable of

• Green: connected to the white wire of black shielded cable of

The RPM signal settings must be:

• 4 cylinders: 2 (at crank) or 4 (at cam);

• 6 cylinders: 3 (at crank) or 6 (at cam);

• 8 cylinders: 4 (at crank) or 8 (at cam);

RPM sensor:

VR differential, rising edge, crank index position 45º (need to calibrate ignition with timing light)

of FT600

FT600;

FT600

48-2, 30-2, 30-1, 24-2, 24-1, 15-2, 12-3, 12-2, 12-1, 12+1 and 4+1 teeth: These are less common types, but they are perfectly

compatible. These trigger wheels can operate without a camshaft position sensor, as they have a gap that indicates the TDC on cylinder 1.

In order to correctly inform the engine position to the injection module, it is necessary that the injection has the right information about the alignment of the trigger wheel in relation to the TDC on cylinder 1. The image below shows a 60-2 trigger wheel with the sensor aligned on the 15th tooth after gap. In this image, for example, the engine is on the TDC on cylinder 1. Notice that the RPM is clockwise, and therefore, the TDC on cylinder 1 is set 15 teeth after the sensor passes the gap. That is exactly the number of teeth that must be informed to the injection upon its conﬁguration.

60-2 Trigger Wheel Aligned on the 15th tooth after the gap

Page 42

FT600

Sensors and actuators

Of the space in between them. The minimum diameter for the fabrication of a 60-2 trigger wheel is 125mm (5”).

For 36-1 trigger wheels, the minimum diameter recommended is 100mm (4”). Trigger wheels with smaller diameters can be fabricated, but reading errors may occur and the engine may not work.

Crankshaft trigger sensor

When controlling the ignition with a trigger wheel, it is necessary to have a sensor that reads the signal from its teeth and informs the engine position to the injection. There are two types of crankshaft trigger sensors:

VR sensor: this is the type that is most commonly used in cars nowadays, especially with 60-2 and 36-1 trigger wheels. One of its main characteristics is that it does not receive 12V or 5V; it only

Crank trigger sensors table

Sensor Type Cars where it’s usually found Pin connection

Chevrolet Corsa 8V MPFI, Omega 2.2, 4.1 and 2.0

Bosch 3 wires VR

Ford 2 wires

Fiat 2 wires

Siemens 2 wires VR Renault Clio, Scènic

Magneti Marelli

(P/N Fiat 464.457.31)

(P/N Marelli

4820171010)

Delphi 3 wires (3 teeth

wheel)

Fiat engine E-TorQ 1.8 16V Hall

VW TotalFlex/Gol Gti

Hyundai Tucson 2.0 16V

Denso (Suzuki Bickes) VR Suzuki Hayabusa e Suzuki SRAD

Mitsubishi 1.6 16V (2

teeth)

VW/Audi 20V3 wires

Bosch – 0261210148

Denso 3 wires Hall Honda Civic Si

(alcohol), S10 2.2,Silverado, Astra, Kadett MPFI, Vectra,

Calibra, VW Golf, Passat, Alfa 164 3.0

Chevrolet Omega 2.0 Gasolina and 3.0, Corsa 16V/

GSi, Tigra, Fiat Marea 5 Cilindros, Citroën ZX 2.0,

Xantia 2.0, Peugeot 306 2.0 16V, Peugeot 405MI

Fiat Linea 1.9 16V

VR Fiat Palio, Uno, Strada, Siena 1.0 – 1.5 8V MPI

Hall GM S10 4.3 V6

Hall

Hall Mitsubishi Colt e Lancer

VW Golf 1.8 20V/Golf 1.6, 2.0/Bora 2.0– EA111

Ford Zetec, Ranger V6

Fiat Punto/Fiat 500 1.4 Turbo

Fiat engine E-TorQ

1.8 16V

all VW AP TotalFlex

Hyundai Tucson 2.0 16V

Audi A3 1.8 20V

generates an electromagnetic signal based on induction. It might have 2 or 3 wires (the third wire is an electromagnetic shield).

Hall Effect sensor: it is usually found on 2, 3 and 4-tooth trigger wheels and some 36-1 and 60-2 types. It receives a 5V or 12V feed and emits a square wave signal. It invariably has 3 pins: voltage, negative and signal.

The crank Wheel should be aligned with the sensor

Pin 1: red wire (black shielded cable) Pin 2: white wire (black shielded cable) Pin 3: shield (black shielded cable)’

Pin 1: white wire (black shielded cable) Pin 2: red wire (black shielded cable) Pin 3: shield (black shielded cable)

Pin 1: red wire (black shielded cable) Pin 2: white wire (black shielded cable)

Pin A: red wire (black shielded cable) Pin B: white wire (black shielded cable)

Pin +: red wire (black shielded cable) Pin – : white wire (black shielded cable) Pin S : shield (black shielded cable)

Pin A: 5V (FT green/red wire) Pin B: battery negative Pin C: red wire (black shielded cable)

Pin 1: battery negative Pin 2: red wire (black shielded cable) Pin 3: 5V (FT green/red wire)

Pin 1: 5V (FT green/red wire) Pin 2: red wire (black shielded cable) Pin 3: battery negative

Pin 1: red wire (black shielded cable) Pin 2: white wire (black shielded cable)

Pin 1 - black: battery negative Pin 2 - brown: red wire (black shielded cable) Pin 3 - red: 5V (FT green/red wire)

Pin 1: shield (black shielded cable) Pin 2: white wire (black shielded cable) Pin 3: red wire (black shielded cable)

Pin 1: 5V (FT green/red wire) Pin 2: shield (black shielded cable) Pin 3: red wire (black shielded cable)

Page 43

Sensors and actuators

FT600

NOTE: If a VR sensor doesn’t pick up RPM signal, try to swap

the sensor wires (red and white wires)

A very simple test using a tester can identify if a Crankshaft Trigger Sensor is an inductive or a Hall Effect sensor. Turn the tester on the resistance measurement mode at a 2000Ω scale and connect its probes to the sensor’s pins. Test pin 1 with the other two. If a resistance of 600-1200Ω is found, the sensor tested is of inductive type.

If no resistance is found among any of the pins, or if the resistance found is much higher than 1200Ω, it is either a Hall Effect sensor, or an inductive sensor with a broken coil. Notice that, when ﬁnding

Cam sync sensors table

Sensor Type Cars where it’s usually found Pin connection

Chevrolet Astra 16V, Calibra, Vectra, Ômega 4.1,

Bosch 3 wires Hall

Bosch 3 wires Hall Chevrolet Corsa 16V, Tigra

Delphi Cam sensor Hall GM S10 4.3 V6

Bosch 3 wires VR Alfa 164 6 cylinders

Ford 2 wires

Denso (Suzuki Bikes)

3 wires (close the small

hole with an adhesive)

Denso 3 wires Hall Honda Civic Si

BMW 550582A Hall BMW 325i, 325is, 525i M3 (1992 a 1995)

Optical Mitsubishi 1.6 16V

Zaﬁra 6V, Citroën ZX 2.0, Xantia, Peugeot 306 2.0

16V, 05MI, Hyundai Tucson 2.0 6V, Fiat Marea 5

Cylinders all VW/Audi 1.8 20V

Chevrolet Vectra 16V (97 and on)

Fiat Punto T-Jet, Fiat 500 Fiat E-TorQ1.8 16V e 1.4

Turbo

Ford Zetec, Ranger V6 Suzuki Hayabusa e Suzuki

SRAD

the resistance between pins 2 and 3, for example, pin 1 must be connected to the battery’s negative terminal and the other 2 to FT shielded cable. If the module does not capture the signal, invert the white and red wires connections.

12.6 Camshaft position sensor

This sensor tells the ECU when the cylinder #1 is reaching its TDC on the compression stroke. With this information it is possible to control ignition and fuel injection in sequential mode.

Installation and alignment of this sensor are pretty simple. The only requirement is that this sensor is triggered before the crank trigger sensor goes through the gap on the crank trigger wheel.

Pin 1: 5V (FT green/red wire) Pin 2: white wire (gray shielded cable) Pin 3: shield (gray shielded cable)

Pin 1: shield (gray shielded cable) Pin 2: white wire (gray shielded cable) Pin 3: 5V (FT green/red wire)

Pin 15: 5V (FT green/red wire) Pin 6: white wire (gray shielded cable) Pin 17: shield (gray shielded cable)

Pin A: shield (gray shielded cable) Pin B: white wire (gray shielded cable) Pin C: 5V (FT green/red wire)

Pin 1: shield (gray shielded cable) Pin 2: white wire (gray shielded cable) Pin 3: shield (gray shielded cable)

Pin 1: white wire (gray shielded cable) Pin 2: shield (gray shielded cable)

Pin 1 - black: shield (gray shielded cable) Pin 2 - white/red: white wire (gray shielded cable) Pin 3 - red: 5V (FT green/red wire)

Pin 1: 5V (FT green/red wire) Pin 2: shield (gray shielded cable) Pin 3: white wire (gray shielded cable)

Pin 1: 5V (FT green/red wire) Pin 2: white wire (gray shielded cable) Pin 3: shield (gray shielded cable)

12.7 O2 sensor

Wideband O2 sensor

The use of wideband lambda sensors on FT600’s input requires an external conditioner (WB-O2 Slim or WB-O2 Datalogger). It is important to verify the measurement range of conditioner analog output, as this will be informed during the conﬁguration of FT600’s O2 input (0,651,30, 0,65-4,00 or 0,65 to 9,99)

Narrowband O2 sensors

Although less precise than the wideband lambda sensor, narrowband O2 sensors can be connected to the ECU input for the display of values (in Volts) at the Dashboard and at the Diagnostic Panel. Narrowband O2 sensors usually follow a standard set of colors, facilitating the wiring. The table below shows the wiring instructions based on the color scheme generally used for O2 sensor wires:

Page 44

FT600

Connector A

Pin 4: 4Yellow

Yellow output1

Yellow output2

Yellow output3

Yellow 4 output

Pin 4: 4Yellow

Connector A

Yellow output3

Yellow output4

Sensors and actuators

wire Color 4-wire O2 sensor 3-wire O2 sensor 1-wire

Black Signal Output Signal Output Signal

White (2 wires)

Switched 12V and ground (connect one wire onto the 12V and the other to ground – there is

no polarity)

Not featured

Gray Battery’s negative terminal Not featured Not featured

As a general rule, if there are two wires with the same color, one is the switched 12V and the other is the ground. After connecting the O2 sensor to the ECU, the O2 sensor input must be set up as guides chapter 15.5.

12.8 Step motor – idle speed

Its control is done through the four yellow outputs of the connector A, also used for electronic throttle control. After selecting the idle speed control as step motor the four yellow outputs are automatically set up as “step motor” on the harness connection table. Below are some known step motor connections.

VW stepper motor - Magneti Marelli

Engines VW: Magneti Marelli Nº: 40430102 / 40439102

Pin 1: 2Yellow Pin 2: 1Yellow Pin 3: 3Yellow

Yellow 1 output

Yellow 2 output

11 121314

18 19 20

2627282930 31 32 33 34

GM stepper motor - Delphi

GM : Chevrolet / DelphiEngines N°: 17108187 / ICD00124

Pin 1: 1Yellow Pin 2: 3Yellow Pin 3: 2Yellow

18 19 20

2627282930 31 32 33 34

21 22

11 121314

6789

15 16

23 24 25

6789

15 16

23 24 25

21 22

IMPORTANT NOTE: Step motor is calibrated every time the ECU is

turned on, so, before cranking the engine, it is

recommended to wait about 2s after turning the ignition switch on. If this procedure is not respected, the engine may be revved up unwittingly during the step motor calibration, coming back to normal within seconds.

If your step motor is different from the ones listed here, do what follows:

1. Put a tester on the 200 Ohms range;

2. Measure the step motor actuators until you ﬁnd a resistance of approximately 50 Ohms. That’s one pair of coils;

3. Connect yellow #1 and yellow #3 to a pair of coils and yellow #2 and yellow #4 to the other pair.;

4. If the step motor remains fully opened after the calibration, change yellow #1 by yellow #3 position.

FT600 step motor control is compatible with the great majority of actuators nowadays.

Usually, with this simple test you’re able to make the step motor work normally.

Page 45

A/C button positive when ON

Auxiliary outputs

FT600

13. Auxiliary outputs

The installation of a fuse equivalent to the charge is recommended. The auxiliary outputs have an overload protection system, with automatic current cut-off. They trigger the charges (lamps, relays, etc.) with a negative signal. Thus, the positive terminal must be connected to a switched 12V.

The auxiliary outputs must be set manually according to the desired function in the outputs (blue, gray or yellow wires) that are not being used as injector or ignition outputs.

In case of having back current and keeping relays switched on with ECU powered off, use a 1N4004 diode.

Each output must be conﬁgured in accordance to its function. For more information about the outputs programming, see chapter 19.

13.1 Cooling fan 1 and 2

This output is responsible for switching an electric fan according to the module’s settings. The relay used must be adequate to the electric fan’s current (50A, for example). The relay is switched by negative (sourced by the output), and the positive a switched 12V.

A/C button

In order to have the air conditioning control, the A/C button on the dashboard must be connected to a white input of FT600. The two connection options are:

A/C button on the dash

+12V

When A/C is turned

White wire

A/C signal input

, white wire receivesON

positive

A/C button negative when

A/C button on the dash

When A/C is turned

White wire

A/C button input

, white wire receivesON

negative

The air conditioning will remain turned on as long as the A/C Signal Input receives signal from the button. The signal polarity can be chosen and it varies depending on the installation.

A/C Compressor

A/C compressor must be controlled with a relay, triggered by an auxiliary output (sends negative when activated).

The auxiliary output that was setup as A/C will activate the A/C compressor relay and the A/C fan. For more information on how to setup this output, check chapter 13.

Important Note: the electric fan must not be connected directly to the auxiliary output without the use of a relay; otherwise, the output will be damaged.

13.2 Idle valve

This function opens a valve which increases the air ﬂow in the intake, helping the engine to idle.

We recommend normally closed valves, such as boost or purge (EVAP) solenoids.

An appropriate relay must be used according to current and voltage. The FT600 output switches ground and the 12V must be a switched 12V.

13.3 Air conditioning

This auxiliary output option allows for a much more intelligent control of the vehicle’s air conditioning compressor, as the FT600 controls its activation only when the engine is already on and the idle speed has stabilized and turns off the air conditioning when the valve exceeds a predetermined value (a resource commonly used in low-powered engines).

13.4 Shift Alert

This function activates an external shift light and works by sending negative when turned on. Any of the options below can be used:

• 12V light bulb up to 5W: switched 12V directly connected to the light bulb and the negative connected to the auxiliary output.

• Light bulb over 5W: use a relay to switch the light bulb.

• LED working as a Shift Light, which must be connected with a serial resistance (if used in 12V, resistance from 390Ω to 1kΩ) to the switched 12V.

• Any “Pen” Shift Light – working in the same way as a light bulb.

13.5 Fuel pump

The fuel pump control must be done through a relay sized in accordance to the pump’s working current. The output sends out negative to activate the relay, which stays activated for 6 seconds and turns itself off if the ECU does not receive any RPM signal. When the ECU reads RPM signal, it activates the fuel pump once again.

13.6 Variable camshaft control/Powerglide gearbox

The camshaft control systems that use solenoid valve type NO/NC such as Honda’s VTEC can be controlled through this output. The user only needs to inform the solenoid’s turn on RPM.

It is important to notice that the impedance of the variable control system’s solenoid must respect the auxiliary output limits, which

Page 46

FT600

aux output

ree Air

aux output

wastegate

activation

+12V to load/actuator

Auxiliary outputs

requires a minimum impedance of 25Ω, or the use of a relay. For valve timing control systems switched by PWM (such as Toyota’s VVTi), it is possible to manage it through the Boost Control function, as long as its characteristics (power, current, etc.) are within the auxiliary output limits.

This resource can also be used to switch the control solenoid from the 2-speed automatic gear control, Powerglide type. Conﬁgure the RPM to turn on the solenoid responsible for engaging the second gear, only for drag racing applications.

13.7 Progressive nitrous control

This function drives the solenoids used for the injection of nitrous oxide in the engine.

As these solenoids have high power (90W) and low impedance (~1.6Ω), they cannot be connected directly to the auxiliary output. A solid state relay with appropriate max current and voltage must be used to power the nitro and fuel solenoids.

Set the output as progressive nitrous output.

Solid State

Relay HELLA

Ground

In the second option, the fogger only injects nitrous (dry nitrous). Fuel enrichment is managed by the injection, increasing injection times based on what has been programmed. The dry nitrous system has reached better results in tests, giving the engine a more linear power than the ﬁrst option. It is important to clarify that in order to use the dry nitrous system, the fuel injectors must be correctly sized for the power maximum with the nitrous system operating.

There is a difference in the operation of solenoids that control nitrous injection and the ones that control fuel injection: nitrous solenoid starts pulsing after 5%; fuel solenoid only pulses after 20%. Variations may occur among solenoids from different brands/manufacturers.

When applying the conventional nitrous control, one must start with a minimum injection time of 20%, but when using dry nitrous, it is possible to start with 5%, as the injectors – and not the solenoid – will control fuel injection.

Switched power

12/16V (use fuse)

Do not connect

Battery

Solid State

Relay CRYDOM

Output (yellow

+12V

Solid state

ECU

wire)

relay

Switched

Nitrous

+12V

13.8 Boost Control – N75

This auxiliary output conﬁguration allows the driving of a boost pressure control solenoid. FuelTech recommends using a 3-way N75 solenoid, found in the original 4 and 5-cylinder

VW/Audi Turbo models, which can be directly switched through the auxiliary output. Such solenoid valve controls the pressure on the top and bottom parts of the wastegate valve, changing the engine manifold pressure with which the latter opens.

N75 Solenoid Valve

VW 058-906-283F

Wastegate at the exhaust manifold

This type of valve is used on most cars with adapted turbo, in competitions, etc.

Solenoid

Example 1: the ﬁrst way to install a boost valve is connecting it to the bottom of wastegate valve, similar to the OEM installing in the VW 1.8T. Select the output signal as activated at 0V and frequency at 20Hz.

This way the boost valve will decrease the pressure under the wastegate to increase boost pressure.

Boost controller

From boost pipe

wastegate

output

Wastegate

Example 2: the second way is to connect the boost solenoid to the top of wastegate.

Select the output signal as activated at 12V and frequency at 20Hz. This way, the boost valve will increase the pressure at the top of

wastegate to increase boost

Boost controller

Wastegate

output

From boost Pipe

12V

N75

Free Air

12V

N75

Page 47

Auxiliary outputs

Wastegate integrated to the turbine

This valve has a different operation system, as it relieves the boost pressure when pressure is put on its top part, which is the opposite of what happens to the wastegate installed at the exhaust manifold.

Select the output signal as activated at 0V and frequency at 20Hz With this kind of wastegate, the boost valve relieves the pressure in

top of wastegate to increase boost pressure

aux output

Boost controller

12V

N75

Free Air

From boost Pipe

Integrate Wastegate

FT600

13.9 BoostController

The BoostController is used for more precise control of the turbo pressure in street cars, circuit and drag races. The control can be performed by time after 2-step, RPM and gear, gear and time after change, unique value and engine RPM, as well as the control with speciﬁc targets for drag race (2-step, 3-step and burnout).

See more information in chapter 19.15 BoostController diagrams.

Page 48

FT600

5V su fororspplysens

F 600T

Connectors rear view

Con ectornA

15 16

18 19 20

21 22

23 24 25

30 31 32 33 34

14. Electronic throttle control

Electrical installation of an electronic throttle on FT600 is pretty simple. Check the example diagram below:

Electronic throttle control

White Input#-10

11 12

18 19 20

Yellow output#- 3

21 22

Yellow output#- 4

6789

15 16

30 31 32 33 34

23 24 25

White input#-9

White Input#-8

Green Red-/

Green Black roundSensors g-/

Co nector Bn

11 12

White Input#-11

6789

• Yellow wire #3 (pin 13 of the connector A) must be connected

• Yellow wire #4 (pin 14 of the connector A) must be connected

• Green/red wire (connector B) is and 5V output used to feed

• Sensors negative can also be spliced between pedal and throttle

• White numbered wires are sensors signal inputs, connect them to

to the throttle input corresponding to the Motor 1 input.

throttle and pedal position sensors. It must be spliced and connected to both of them.

position sensors. Connect it directly to the battery’s negative terminal.

the signal outputs of the pedal (Pedal 1 and Pedal 2) and throttle (TPS1 and TPS2). After connecting these inputs, it is necessary to calibrate throttle and pedal as guides chapter 15.1.

• Pins 26 and 27 (connector A), yellow wires, will not be used for electronic throttle control, they can be set up as auxiliary outputs..

14.1 Connection table – throttle bodies and pedals

Check the throttle and pedal wiring before disconnect it from the OEM ECU. If you need, contact our tech support to get more information about throttles and pedals.

With the electrical connections ready, go back to chapter 7.5 and insert the throttle code (FT) that you found on the throttle table connection

If your throttle is not listed in our table, it might be necessary to send it to our tech team to have them check compatibility and research its control parameters. In this case please contact our tech support.

Page 49

Sensors and calibration

FT600

15. Sensors and Calibration

This chapter has the ﬁnal steps before the ﬁrst engine start. It basically guides the user through checking sensor readings and calibrating engine actuators.

15.1 TPS calibration

IMPORTANT: To perform this calibration, it is very important

that the engine is not running, because the throttle is fully opened and closed

Through FTManager, click in the TPS/Pedal button

Go to “Sensors and calibrations” and then “Calibrate throttle/pedal”.

1. With the pedal on idle position, click button “calibrate” beside the ﬁeld “Idle: 0%

2. Push throttle to the maximum and click “calibrate” button beside the ﬁeld “WOT: 100%”.

3. Press “Save”. Message “Calibration done!” is shown if the process is ok.

4. In case an error message is shown, check TPS connections.

TPS calibration errors may be:

Inverted and calibrated: means the TPS is connected the wrong way, but is working normally. Double check connections, but, know that it will work normally connected this way.

TPS signal voltage must go up, as the pedal is pressed, and must have at least a 3V difference between the idle and WOT positions

TPS errors and diagnostics

Error message Diagnostic

TPS range must be higher than

1.5 Volts

TPS signal may be shorted to ground

TPS signal may be disconnected

TPS calibration is required only when activated

The TPS value from 0% to 100% has a smaller difference than 1,5V

Ground short circuit for TPS input

TPS input disconnected or short circuited to 5V

No input conﬁgured as TPS.

15.2 Electronic throttle/pedal calibration

IMPORTANT: Every time the pedal calibration is done the

throttle automatically calibrates its opening limits. It is very important that during this calibration the engine is turned off because the throttle is fully opened and closed.

This calibration procedure is exactly the same as the mechanical throttle calibration. The only difference is that the calibration screen shows voltage value on both TPSs of the electronic pedal.

With this done, it is necessary to adjust idle speed control parameters as guides chapter 19.2

TPS/pedal calibration

Pedal #1

4.05V

4.99V

Idle 0%

Full 100%

Pedal #2

2.01V

4.99V

Calibrate

Possibly disconnected: check TPS connections. Maybe there is a broken wire or one of the connectors does not reach the TPS pins. Check with a tester to see if the voltage on the orange wire varies according to the throttle position.

Input selection

White 7: Two step

White 8: Avaliable

White 9: Avaliable

White 10: Avaliable

White 11: TPS

TPS/pedal calibration

Pedal #1

4.99V

Idle 0%

2.00V

Full 100%

4.99V

Calibrate

TPS sensor must be calibrated on the ﬁrst time the ECU is turned on only, and should be recalibrated only when it has to be replaced or the throttle opening on idle was changed. TPS calibrations are individual by map ﬁle.

Throttle body error and diagnostic messages

Error Message Diagnostic

Throttle #1 channels not found

ETC motor #1 signals may be disconnected

Throttle #1A signal may be shorted to ground

Throttle #1A signal may be disconnected

Throttle #1B signal may be shorted to ground

Throttle #1B signal may be disconnected

ETC 1 code error Throttle code error

There is no input conﬁgured as throttle input

ECU Failed to actuate the throttle motor

Throttle Input A short circuited to GND

Throttle input A disconnected or short circuited to 5V

Throttle Input A short circuited to GND

Throttle input A disconnected or short circuited to 5V

Page 50

FT600

Sensors and calibration

15.3 Fuel/oil pressure sensors inputs

In this menu are the settings for fuel and pressure sensors. There is a predeﬁned conﬁguration for PS-150/300/1500 pressure sensors, but any kind of analog sensor with 0-5V signal can be used. This conﬁguration is done through the PC and software FTManager.

In case there is a reading error between the FT600 screen and the real value of the sensor (comparing to an external gauge), this compensation is easily done by adjusting the sensor offset. It is possible to edit this compensation in mV or in pressure offset. Just change the button on the top part of the screen between “Input value” (mV adjust) and “Output value” (pressure offset). The ﬁeld “Read value” shows readings in real time.

Make sure your external gauge is correctly calibrated and that the correct sensor is selected, as incorrect use of this function can cause signiﬁcant error in pressures reported.

Make sure your external gauge or dashboard is correctly calibrated and that the correct sensor is selected, as incorrect use of this option can cause signiﬁcant error in reported temperatures and possible engine damage

Input selection

None

....

White 7: Avaliable

White 8: Pedal #2

White 9: Pedal #1

Input value

Reading

89,0

Air temperature 1/3

Air temperature 3/3

°C

Output value

Sensor offset

-9

°C

Air temperature 2/3

Temperature sensor type

FIAT

Custom

Air temperature 3/3

Input value

Reading

89,0

°C

Output value

Sensor offset

+10,7

Input selection

None

White 1: Avaliable

White 2: Two-step

White 3: Air conditioning

White 4: Avaliable

Input value

Reading

49,0

bar bar

Oil pressure 1/3

Oil pressure 3/3

Output value

Sensor offset

0,10

bar

Oil pressure 2/3

Pressure sensor type

PS10A

PS10B

Oil pressure 3/3

Input value

Reading

49,0

bar

VDO

Custom

Output value

Sensor offset

The FT600 has fully customizable inputs, which allows to read any 0-5V analog pressure sensor, since its pressure vs voltage table is known. In this case, just select the custom option and ﬁll the interpolation table through FTManager.

15.4 Intake air and engine temperature sensors

In this menu are the settings for intake air and engine temperature sensors. There is a predeﬁned conﬁguration for GM and Fiat sensors.

The FT600 has fully customizable inputs, which allows to read any 0-5V analog temperature sensor, since its temperature vs voltage table is known. In this case, just select the custom option and ﬁll the interpolation table through FTManager.

15.5 O2 sensor inputs

O2 sensor signal input can be setup on any sensors input of this FT600 it is even possible to read ﬁfteen O2 sensors simultaneously and show them on the screen. For wide band O2 sensors, it is necessary to use a wide band conditioner, for narrow band O2 sensors, direct connection is allowed.

Be sure to connect the O2 conditioner to FT600 according to the Chapter 12.7 of this manual.

In case there is a reading error between the FT600 and the real value of the sensor (comparing to an external gauge or to the dashboard), this compensation is easily done by adjusting the sensor offset. It is possible to edit this compensation in mV or in degrees. Just change the button on the top part of the screen between “Input value” (mV adjust) and “Output value” (temperature offset). The ﬁeld “Read value” shows readings in real time.

Page 51

Sensors and calibration

FT600

CAN network reading

Through CAN network the reading is sent directly to FT600, the only conﬁguration necessary is to indicate what is the position of each sensor, this procedure is called “association”.

The association procedure is executed by disconnecting from the conditioner a single sensor at time, this way the FT600 identiﬁes and associates that sensor to the position of the engine (cylinder 1, general O2 sensor).

Follow the steps and repeat for each O2 sensor:

1. Keep the conditioner connected and turned on and disconnect the O2 sensor;

2. Press the Associate button on FT600 or on the “CAN communication of FTManager” window;

3. Reconnect the O2 sensor and repeat the process for all other O2 sensors;

WB-O2 Nano, Slim or Datalogger calibration

Offset calibration is needed to compensate analog signal loss. With O2 sensor connected and conﬁgured go to “Calibrate O2 sensor” (through display) or click in “Calibrate sensor” in FTManager software.

To calibrate O2 sensor, proceed as follows:

1. Check the scale of FT600 with external conditioner, they must be equal.

2. With the engine running, stabilize the O2 reading.

3. Adjust the offset until the reading in the conditioner matches the reading in the ECU.

Input selection

Narrowband O2 1/2

None

White 1: Avaliable

White 2: Pitch rate sensor

White 3: Davis profiler input

White 4: Oilpressure

4. If the calibration and conﬁguration are correct, there will be no reading difference.

NOTICE: If the difference is greater than 0.02 between the

readings, it means that the scales are different.

Narrownband O2 2/2

O2 sensor calibration

Reading

0,87

Sensor offset

+0,36

volts

Sensors and Calibration

Fuel pressure

Air temperature

Engine temperature

NarrowBand O2

WideBand O2

General 2/3

CAN equipment to:

CAN ID: --Model: --CAN Port: --Input: ---

General

Associate

Cylinder 1

Cylinder 5

Cylinder 9

The reading will be associated to this position.

Wideband O2

General

Left bank

Cylinder2

Cylinder6

Cylinder10

General 3/3

Make sure only 1 sensor is disconnected.

Associate

Right bank

Cylinder 3

Cylinder 7

Cylinder 11

Cylinder4

Cylinder8

Cylinder12

Analog input reading

The O2 sensor reading through an analog input is used either to narrow band or wide band with conditioners that have analog output (FuelTech WB-O2 Slim WB-O2 Nano WB-O2 Datalogger and Alcohol O2), Simply set the sensor in any input of FT600 (white wires).

It’s necessary to set the input scale according to the analog output of conditioner used. If it’s a FuelTech conditioner select one of the preset scales. For other manufacturers use the custom table. The narrow band sensor reading is displayed directly in Volts.

Analog scales compatible with the FT are:

Scale Output voltage

0,35 - 1,20 0,35 = 0,2V - 1,20 = 4,8V 0,59 – 1,10 0,59 = 0,2V – 1,10 = 4,8V 0,65 – 1,30 0,65 = 0,2V – 1,30 = 4,8V 0,65 – 4,00 0,65 = 0,2V – 4,00 = 4,8V 0,65 – 9,99 0,65 = 0,2V – 9,99 = 4,8V

Sonda Lambda 1 3/XX

O2 Sensor #1 3/3

Calibração da Sonda Lambda

O2 sensor calibration

Valor lido

Reading

0,87

1,00

Ajustar offset do sensor

Sensor offset

+0,36

volts

Alcohol-O2 Calibration

Also called free air calibration, this calibration is necessary when using FuelTech Alcohol O2 conditioner to compensate for differences in each sensor. When replacing a sensor it’s necessary to repeat this calibration.

1. Remove the sensor from the exhaust pipe and let it ventilate for at least 20 seconds;

2. Press the calibrate button;

3. Calibration is ok;

O2 Sensor #1 3/3

Alcohol O2 calibration

Before starting

the calibration the

probe must be removed

from the exaust pipe

and kept in free air for

20 seconds

Calibrate

2,87

Page 52

FT600

Sensors and calibration

15.6 Speed inputs

In the FTManager, there is a menu with all the settings related to wheel speed reading. In the touchscreen, the settings are divided in a few submenus and will be presented in the next chapters.

Traction type

Set here if the vehicle is FWD, RWD or AWD. This information is used with the time based speed control.

Traction type

Front

Rear

AWD

Wheel speed (front/rear)

This menu gathers the wheel speed (front and rear) reading setup. In the ﬁrst screen, set if the reading is through FT600 sensor input (white wire) or through FuelTech GearController CAN port.

Rear wheel speed 1/6

Select origin

White wire

CAN (Gear)

If the chosen option is “White wire”, the conﬁguration screens will be shown to set the sensor input to left and right wheels, and number of teeth. The next screens will not be displayed when the CAN option is chosen.

Input selection

Rear left wheel 2/6

None

White 1: O2 sensor #1

White 2: 2-step

White 3: Air Conditioning

White 4: Oilpressure

Rear wheel speed 4/6

Rear right wheel 2/6

Input selection

None

White 1: O2 sensor #1

White 2: 2-step

White 3: Air Conditioning

White 4: Oil pressure

Rear wheel speed 5/6

Tire type

Radial

Slick/DragRace

Wheel rim diameter

17,0

Rear wheel speed 6/6

Tire width

225

Tire height

15.7 Driveshaft RPM and Input shaft RPM

In the FTManager, there is a menu with all the settings related to driveshaft RPM and input shaft RPM reading. In the touchscreen, the settings are divided in a few submenus and will be presented in the next chapters.

15.8 Driveshaft RPM

This menu is used to setup the driveshaft RPM reading. Select the FT600 sensor input to be used and insert the trigger wheel number of teeth

Input selection

Driveshaft RPM 1/5

None

White 1: O2 sensor #1

White 2: 2-step

White 3: Air Conditioning

White 4: Oilpressure

With the driveshaft speed and the tire dimensions, it is possible to calculate the traction wheel speed. If you want to use a driveshaft RPM sensor instead of a wheel speed sensor, check the box “Calculate wheel speed” in the next screen.

Driveshaft RPM 3/5

Calculate wheel speed

This configuration helps to calculate wheel speed using the differentialratio. *Often used to replace the wheel speed sensor.

Differencial ratio

4,10

Driveshaft RPM 5/5

Tire width

225

Driveshaft RPM 2/5

Number of teeth

Driveshaft RPM 4/5

Tire Type

Radial

Slick/DragRace

Tire height

teeth

Wheel rim diameter

Number of teeth

Teeth

The last setting is related to tire type and size. Slick/Drag Race tires only require the wheel rim diameter. Radial tires require wheel rim diameter, tire width and height.

To calculate wheel speed, insert the differential ratio and tire dimensions.

The last setting is related to tire type and size. Slick/Drag Race tires only require the wheel rim diameter. Radial tires require wheel rim diameter, tire width and height.

Page 53

Sensors and calibration

Gearbox RPM 1/2

White 1: O2 sensor #1

Input selection

None

White 2: 2-step

White 3: Air Conditioning

White 4: Oilpressure

FT600

15.9 Gearbox RPM

This feature allows the gearbox input shaft RPM Reading. The reading is very useful to analyze the clutch/torque converter slip.

Just insert the sensor input and the number of teeth

Gearbox RPM 2/2

Number of teeth

Teeth

15.10 MAP Sensor

This menu allows to setup the internal MAp or an external one. Internal MAP: Can read up to 87 PSI and it's average points and Q

factor can be changed for smoother readings on engines with high cam proﬁles.

External MAP: Can usually read pressures higher than 87 PSI, a white input must be used to setup an external MAP sensor for more than 87 psi.

The ﬁrst mode, by RPM drop, must be used only in drag race cars, since it can only detect upshifts and not down shifts. The third screen is for safety conﬁgurations, used to prevent false gear detection due to traction loss. Default values are good to most cases.

The fourth screen is for the RPM drop programming to each gear. The ﬁfth screen is to enable and program the timeout for gear shift detection that is another safety feature to prevent false detection.

Gear detection 1/5

Disabled

Number of gears

Enabled

Gear detection 2/5

RPM drop

Analog sensor

By wheel speed or driveshaft

Detection Type

By input signal

Gear shift based output

15.11 Gear detection

In this menu there are the settings related to gear detection change (display and log). There are 5 different ways to detect it: by RPM drop (drag race only), by gear position sensor (requires a sensor in the transmission), by interpolating the current wheel speed versus engine RPM, by pulse and by gear shift output.

To view the currently engaged gear in the FT600 dashboard, go to “Interface Settings” and then “Dashboard Settings”. Once in, click in the cell where you want to display the gear and select “Gear”.

Gear detection 3/5

Detection block

after launch

0,50

Gear detection 5/5

Timeout for gear

shift detection

Gear count is increased whenever engine RPM stays above the gear shift RPM for the time setup beside.

Block detection

after gear shift

0,50

wait time for

gear shift detection

1,00

Gear detection 4/5

RPM drop for gear shift detection

3 - 4

2 - 3

1 -2

200

Gear reset

2-Step

External button

200

Gear detection 6/7

4 - 5

200

Button mode

Activated at 0V

Activated at 12V

5 - 6

The second mode reads an analog gear position sensor, which is a potentiometer that indicates the engaged gear in transmissions already equipped with this sensor. Select the input that will read the sensor signal and then conﬁgure each gear voltage

To ﬁnd the gear voltage, use a multimeter, in 20VDC scale, connected to the output of the gear position sensor and engage a gear at a time.

Gear detection 2/5

RPM drop

Analog sensor

By wheel speed or driveshaft

Detection type

By input signal

Gear shift based output

Gear detection 4/5

Analog level for each gear

0,2

0,0

0,4

1,2

2,032,8

None

White 1: O2 sensor #1

White 2: 2-step

White 3: Air Conditioning

White 4: Oilpressure

Gear detection 3/5

Selecione a entrada desejada

3,654,4

Page 54

FT600

Sensors and calibration

The third mode crosses the wheel speed and RPM to calculate the engaged gear.

To conﬁgure, set the number of gears, gearbox ratio and differential ratio.

This detection mode will only show the engaged gear if the vehicle is moving and there is wheel speed reading.

When the clutch is pressed or the gear is disengaged (neutral) your FT600 may display an incorrect gear momentarily.

RPM drop

Analog Sensor

By wheel speed or driveshaft

Gear detection 2/5

Detection type

2,56

By input signal

Gear shift based output

1,73

Gear detection 4/5

Gear ratio

1,2631,00

Gear detection 3/5

0,8250,00

Differenctial

ratio

4,10

The fourth mode increases the gear counting by each pulse received on a white input. Set in which edge the count should be increased (default: falling edge). Conﬁgure an input as “Gear Detection” and connect the device that will send the pulse to increase the counting. This mode cannot detect down shifts and requires the 2-step to be used to reset the counter; therefore it is best suited for drag race cars.

Gear detection 2/5

RPM drop

Analog Sensor

By wheel speed or driveshaft

Gear detection 4/5

Detection type

Signal edge

Rising edge

Falling edge

By input signal

Gear shift based output

None

White 1: O2 sensor #1

White 2: 2-step

White 3: Air Conditioning

White 4: Oilpressure

Gear detection 3/5

Selecione a entrada desejada

Gear detection 6/7

Gear reset

2-Step

External button

Button mode

Activated at 0V

Activated at 12V

The ﬁfth mode enables an internal counter that is increased by each pulse sent out by the Gear shift output (Drag Race Features menu). This mode cannot detect down shifts and requires the 2-step to be used to reset the counter; therefore it is best suited for drag race cars.

Gear detection 2/5

RPM drop

Analog Sensor

By wheel speed or driveshaft

Detection type

By input signal

Gear shift based output

Gear reset

2-Step

External button

Gear detection 6/7

Button mode

Activated at 0V

Activated at 12V

15.12 Nitrous bottle pressure

This menu gathers the settings to read nitrous bottle pressure. This way is possible do compensate fuel according to the bottle pressure. To read the bottle pressure you must use a PS1500 sensor or a similar one.

15.13 Clutch position

In this menu are the settings to read the clutch position. A potentiometer must be used, similar to a TPS. After the wiring done, the calibration is required.

Input selection

White 7: Air temperature

White 8: Avaliable

White 9: Avaliable

White 10: MAP signal

White 11: TPS

Clutch position 1/2

Clutch position 2/2

Reading

4.99V

Position at 0%

4.99V

Position at 100%

4.99V

Calibrate

15.14 Clutch pressure

This function allows to measure the pressure of the liquid on hydraulic assisted clutches. To read the pressure, use a PS1500 sensor or a similar one.

Input selection

White 6: Fuel pressure

White 7: Air temperature

White 8: Avaliable

White 9: clutch

White 10: MAP signal

Clutch pressure 1/3

Clutch pressure 3/3

Input value

Reading

1350,0

PSI

Clutch pressure 2/3

Pressure sensor type

1450 PSI/PS100 (1,0 5,0V)a

1500 (0,5 a 4,5V)PSI

Custom

Output value

Sensor offset

+0,3

PSI

15.15 Ride Height

This function allows to read the front end height from the ground. The wheelie control is based on this input and you can ﬁnd more on this at Chapter 20.9. Normally, a laser height sensor is used.

Input selection

None

White 1: O2 sensor #1

White 2: Avaliable

White 3: 2-step

White 4: Oilpressure

Ride height 1/2

Input value

Reading

3,5

Ride height 2/2

Output value

Sensor offset

+0,3

15.16 Pitch Rate

This function reads the rate at the front end pitches and is given by degrees per second.

Input value

Reading

0,0

°/S

Pitch rate 2/2

Sensor value

Sensor offset

+0,6

°/S

Input selection

None

White 1: O2 Sensor

White 2: Pitch rate

White 3: 2-step

white 4: Oil pressure

Pitch rate 1/2

Through FTManager, all the sensors above can be conﬁgured in the “Sensors and Calibration” menu, then “Inputs”.

Page 55

Sensors and calibration

15.17 CAN communication

In this menu is possible to conﬁgure all the equipment connected to the CAN network. There are 2 different CAN protocols. Below is the compatibility of each protocol:

- FTCAN 1.0: GearController (until V2.17), BoostController, KnockMeter, Racepak IQ3 and AiM Dashes;

- FTCAN 2.0: GearController (after V2.20) EGT-8 CAN; WB-O2 Nano and WB-O2 Slim;

CAN network supports up to 32 sensors of each product.

- This option allows stock ECU data to be received through CAN

network.

CAN communication 1/2

CAN mode

FTCAN 1.0

FTCAN2.0

FT600

SwitchPanel-8 Conﬁguration

This is an external panel with 8 buttons that are totally conﬁgurable through FTManager via CAN Communication. Go to “Sensors and Calibration / CAN Communication / SwitchPanel-8” click on the button you want to conﬁgure and select one of the many preset functions from the list.

15.18 EGT

This menu allows to setup the EGT conditioners (ETM-1 or EGT-8 CAN) and to perform the cylinder attribution. To do it, simply select the cylinder where the EGT is placed and what is the conditioner.

The attribution can be done using the CAN network with EGT-8 CAN or using the white wires inputs with ETM-1.

EGT

General

Left bank

Cylinder 1

Cylinder 5

Cylinder 9

Cylinder2

Cylinder6

Cylinder10

Channel association

Equipment Channel

EGT A

EGT B

Select the sensor type

Cylinder 3

Cylinder 7

Cylinder 11

Cylinder 4 2/3

ETM-1

Custom

Right bank

Cylinder4

Cylinder8

Cylinder12

Input selection

White 5: Avaliable

White 6: Avaliable

White 7: Avaliable

White 8: Avaliable

CAN 2.0

Input selection

None

White 1: Avaliable

white 2: Pitch rate

White 3: Davis profiler input

White 4: Avaliable

Input value

Reading

56,0

°C

Cylinder 4 1/3

Cylinder 4 3/3

Output value

Sensor offset

+10,7

°C

15.19 Wastegate Pressure

Setup the wastegate pressure sensor for use with the integrated BoostController. For more information check chapter 19.16 BoostController.

15.20 Internal accelerometer

After the FT600 installation, the accelerometer calibration is needed to avoid errors. It can be performed directly through the FT600 screen or through the PC Software FTManager.

To perform the calibration, simply ﬁx the ECU on it's place and click the "Calibrate"button. The current position on the car will be saved the default. If you wish to reset calibration, used the "Reset Calibration" button.

There is even an accelerometer bias error used to correct mirror read errors.

EGT-8 Settings

Since update 3.3 theres a new layout for setting the EGT-8 channels. Access “sensors and Calibration / CAN Communication / EGT-8” an image of the EGT-8 will be displayed, click on the channel you want to conﬁgure and select wich sensor from the list will be associated with this channel.

Accelerometer Bias Error: to set this bias is necessary to compare the acceleration speed with front and rear wheel speed, the difference will be the bias conﬁguration.

Page 56

FT600

Input selection

Internal accelerometer

Frontal G: 0,5G

Accelerometer bias error

1,26

Filter frequency: this ﬁlter is applied to the accelerometer to decrease signal noise, resulting in a cleaner signal.

Lateral G: 0,0G

Calibrate

Disable calibration

IMPORTANT: A greater ﬁlter frequency will result in signal reading

delay.

Internal Accelerometer 2/2

Filter Frequency

(Bandwith)

Sensors and calibration

15.24 CounterPressure

This function allows to set up a pressure sensor to be used on the exhaust to measure back pressure.

15.25 Oil pan pressure

Udes to measure pressure inside the oil pan.

31,25

15.21 Brake Pressure

This function conﬁgures a sensor input for brake pressure control, helping the line lock function.

None

WhiteAvaliable1:

White2: Two Step

White Air temperature3:

White Avaliable4:

Brake Presusre 1/3

Input value

Reading

1350,0

PSI

Brake pressure 3/3

Brake pressure 2/3

Select the sensor type

1450 PSI/PS100 (1,0 5,0V)a

1500(0,5 a 4,5V)PSI

Custom

Output value

Sensor oﬀset

+0,3

PSI

15.22 Front and rear shocks

This function allows to set the range for the sensor used on each wheel to measure suspension travel.

15.26 Transmission pressure

Monitors the pressure inside the transmission.

15.27 Transmission temperature

Allows to set a sensor to measure the oil temperature

15.23 Flex Fuel

This function allows the use of a GM Flex Fuel sensor to measure the ethanol density that the gasoline has on the fuel line.

Page 57

Sensors and calibration

15.28 Torque converter pressure

This function allows to set up a pressure sensor to be used to measure torque converter pressure.

FT600

15.31 Track temperature

Allows to monitor track surface temperature using a lazer sensor with either an ETM-1 wired into a white input or an EGT-8 via CAN.

15.32 Engine Coolant pressure

This function it is possible to conﬁgure a sensor for monitor of the pressure to the engine cooling system. Set the sensor used if necessary, to adjust the offset.

15.29 Intercooler temperature

Used to monitor intercooler temperature.

15.30 Front and rear tires temperature

Allows to monitor tire temperature using a lazer sensor with either an ETM-1 wired into a white input or an EGT-8 via CAN.

Selectg Input

None

White 1: Avaliable

White 2: Two Step

White 3: Air temperature

White 4: Avaliable

Low Beam 2/4

Select sensor

Engine coolant pressure

VDO (8bar/116psi- 0 a 5V)

PS10A (10bar/145psi- 1 a 5V)

PS10B (10bar/145psi- 1 a 5V)

Ps20 (20bar/290psi- 1 a 5V)

PS150 (10,2bar/150psi - 0,5 a 4,5V)

Engine coolant pressure 3/4

Input value

Reading

3,50

Outpu value

Offset sensor

+0,36

bar

15.33 Conversion light

Set an input for each conversion light (left and right) to set whether the drive will be 0V or 12V.

Access the “Interface Conﬁguration” menu then “LED Conﬁguration” to adjust the conversion lamp drive indication LED. For more information, see chapter 23.

Left conversion light 1/4

Select Input

None

White 1: Avaliable

White 2: Two Step

White 3: Air temperature

White 4: Avaliable

Right conversion light 3/4

Select Input

None

White 1: Avaliable

White 2: Two Step

White 3: Air temperature

White 4: Avaliable

15.34 Low beam / High beam

Set one input for the low beacon and one for the high beacon, set whether the drive will be 0V or 12V.

Access the “Interface Conﬁguration” menu then “LED Conﬁguration” to adjust the high and low headlight drive indication LED. For more information, see chapter 23.

Selectg Input

None

White 1: Avaliable

White 2: Two Step

White 3: Air temperature

White 4: Avaliable

Low Beam 2/4

Select Input

None

White 1: Avaliable

White 2: Two Step

White 3: Air temperature

White 4: Avaliable

High Beam 3/4

Page 58

FT600

Starting the engine for the ﬁrst time

16. Starting the engine for the ﬁrst time

This chapter shows ﬁnal steps before the engine ﬁrst start and guides the user through checking and calibrating all the sensors and actuators of the motor.

16.1 First engine start

Try not to stress the starter motor by cranking too long on the make the ﬁrst start. Check if the fuel pump is turned on and if there is fuel pressure on the line. Check if the FT600 reads the correct RPM in its dashboard and make sure there’s spark on the spark plugs (unplug the spark plug wires and install a spark plug on it to check for spark).

On engines fueled with ethanol or methanol, use a squirt of gasoline into the throttle body to make the ﬁrst start smooth.

When the engine starts, keep it at a fast idle and double check oil pressure and the coil and igniter temperature.

Check if the RPM is being correctly shown on the ECU display (if possible, compare to an external tachometer) and if throttle variations coincide with TPS and vacuum readings.

16.2 Ignition calibration

Once the engine has started, before any kind of test or tune, the ignition calibration must be performed. This calibration is very important to make sure the timing the ECU reads is really correct with the engine.

This function locks the timing to 20° (or 0°) on any RPM, this means, if the engine starts but has no idle, you can rev it up and keep it in something around 2000rpm to perform the calibration. Avoid RPM variations as this causes variations on the timing light readings.

100,1

Locked ignition

0° 20°

Ignition calibration

Adjust calibration

dentes

until match 20° at

+3,2º

(Some timing light

may read 40°)

timing light

100,1

Ignition calibration

+3,2º

Locked ignition:

0° 20°

Teeth

Adjust calibration

until match 0° at

timing light

Ignition calibration with crank trigger: Cars originally equipped with crank triggers, usually do not have the TDC mark. This mark then should be done by stopping the engine on cylinder #1 TDC of compression using a dial-comparator. It is very important to be precise when making this timing mark; the slightest error will ultimately affect ignition timing on the engine

In these systems, usually the ignition is controlled on wasted spark, with one spark on the combustion stroke and one on the exhaust stroke. As the timing light reads both sparks, it usually shows 40° BTDC of timing, but the actual timing is 20° BTDC.

As it is not possible to turn the crank trigger as we do on distributor systems, the ignition calibration screen has a compensation that must be changed until the timing light shows 20° BTDC (or 40°, according to the timing light). Let’s say you read a timing of 24°BTDC, a compensation of -4° is needed to read 20° BTDC on the crankshaft TDC mark. When the timing light is reading double the real timing (wasted spark), if the timing on the timing light is 46º, the compensation that must be set is -3º, instead of -6º.

To check if your timing light is reading twice the real timing, advance 5° and check the timing on the engine again. If the timing has advanced 10°, the timing light is reading double the real timing.

The access to this function is given by the “Ignition” button in the main FTManager menu or the “Calibrate ignition” in the touchscreen “Sensors and Calibration” menu

Ignition calibration with distributor: On the engines originally equipped with distributor, there’s a TDC mark for cylinder #1. Point the timing light and turn the distributor until the timing light reads 20°. Lock the distributor then press “OK” button on the ECU. Ignition calibration is ﬁnished

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Fuel tables adjust

FT600

17. Fuel tables adjust

17.1 Main fuel table

Editing mode for main fuel table is set as 2D basic mode by default, but it is possible to switch to advanced 3D mode. To change parameter, in the FTManager, go to “Advanced map options” in the “Engine settings” menu.

On FTManager, it is possible to edit the map cell ranges of MAP/TPS, RPM, etc., making it possible to increase the detail level on the maps where a ﬁne tuning is needed. To do it, simply click on “Edit axis” on FTManager tool bar.

Basic Mode - 2D table

In the basic mode, the engine is tuned according to the MAP sensor or TPS. By default, the main fuel table by MAP is from -14.5psi up to the desired pressure.

When the main fuel table is by TPS, the table is from 0 to 100% in 10% steps.

Through FTManager, it is possible to use up to 32 cells, which will allow to have a better map and a ﬁne tuning.

20000

RPM

19375

Main Fuel Injection Table

bar

-0,90

0,000 (000%)

0,000

-0,80

0,000

17.2 Overall fuel trim

The overall fuel trim recalculates and replaces all values of the main fuel table according to the percentage conﬁgured. This functions can be accessed through “Fuel tables” menu.

When using individual banks, the trim will be available to each bank.

This compensation applies a percentage that can add or remove fuel from the main table (basic or advanced mode). For example, if in a certain cell the injection time is 2.000ms, representing 50% of injector opening at maximum rpm, and you apply 10% compensation, the result will be 2.100ms, representing 55% of injector opening, if the dead time is 1.000ms.

In all compensations the dead time must be discounted, so the value can be related to amount of fuel, instead of pulse width purely.

Main fuel injection table

1,345

-0,09 bar

0 000,

Bank A (%)1 Bank B (0%)

Advanced Mode - 3D table

In the advanced mode, the main fuel table is a 3D table, where the injection time is calculated according to the MAP sensor (or TPS) and engine RPM. As well as the basic mode, the MAP range is from

-14.5psi up to the desired pressure. When the main fuel table is by

TPS, the table is from 0 to 100% in 10% steps.

The default RPM steps are 200rpm until 3000rpm, and above this rpm the steps are in 500rpm. The MAP, TPS or RPM steps can be edited via FTManager.

Overall fuel trim

Main fuel injection table trim

Bank A:

+3,5

+,09

Bank B:

17.3 RPM compensation

This option is exclusive to the basic mode. The RPM compensation is a percentage compensation applied to the main fuel table. The calculation is automatically done considering the engine RPM and all the other compensations. This way, a 3D table is not necessary, which despite being more accurate, is harder then the basic mode and very often doesn’t show a better result.

With the RPM compensation is possible to have a good tune in any engine type, either a stock engine, race engine or with a variable camshaft (Honda VTEC, Toyota VVT-i, BMW Vanos, etc).

Every engine has a speciﬁc fuel consumption peak around the maximum torque rpm, so in the region additive compensation between 5 and 15% must be applied. In a stock engine the maximum torque is

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FT600

normally between 2000rpm and 4500rpm, but to know exactly the rpm a dynamometer is required. Anyway, this compensation will be performed, because, to keep a constant AFR, more fuel will be needed at the maximum torque rpm.

With the main fuel table and the RPM compensation, the ECU generates internally a injection time vs load vs RPM table.

RPM compensation

Fuel tables adjust

It is also possible to block the O2 closed loop under or above some RPM limits. The “Lock below” parameter is used, i.e., on engines where the O2 sensor is installed too close to the end of the exhaust, reading free air below a certain RPM. The “Lock above” parameter is a limit to disable the O2 closed loop and return to the open loop maps.

O2 cloed loop 4/9

0,80

0,70

0,80 0,88 0,75

4250

4000

0,90

0,88

1,00

1,00 0,80

RPM

3000

bar

0,90

0,88

O2 closed loop 5/10

O2 closed loop on burnout, 3-step and 2-step

Disabled

Active, single value

Active, target map

Single value

0,75

500 RPM

IMPORTANT It is very important to check data continuity,

avoiding incoherent values that may produce abrupt changes on the RPM graphic.

17.4 O2 Closed Loop

O2 closed loop reads O2 sensor and adds or removes fuel from the main fuel table in order to reach the O2 target set up.

O2 cloed loop 4/9

bar

0,90

0,80

0,70

0,80 0,88 0,75

4250

4000

0,90

RPM

3000

0,88

Select O2 sensor position

O2 closed loop 4/11

General

Left bank

Right bank

Cylinder 1

Cylinder 2

1,00

1,00 0,80

0,88

Low load smoothness is the speed control for low load situations like idle speed, where the O2 closed loop must reduce the compensation for O2 variations.

O2 closed loop 6/9

O2 closed loop on

idle by TPS

0,90

O2 closed loop 5/10

O2 closed loop on burnout, 3-step and 2-step

Disabled

Active, single value

Active, target map

Single value

0,75

O2 closed loop 6/9

O2 closed loop on

idle by TPS

0,90

Next, is a 3D table of O2 closed loop targets versus RPM and MAP. It has up to 16x16 cells that can be edited through the PC Software.

There is also an option to setup a different O2 target for burnout mode, 3-step and 2-step. This target is a ﬁxed value, no matter the RPM or MAP pressure.

The next screen (6/9) is only shown when the idle is TPS based. Set a target for idle condition (TPS=0%).

O2 closed loop 7/9

-10,0

-0,90 bar

10,0

Minimum Maximum

O2 closed loop control limits is a 16 points (8 columns and 2 lines) table, totally editable, by TPS or MAP, which deﬁnes the actuation limits of O2 closed loop, avoiding the control to remove or add too much fuel in certain situations.

Auxiliary O2 closed loop:

Aux by time (2-step):

This feature allows the creation of a 16 points time based O2 target table after the 2-step deactivation, which will overwrite the main O2 target table during the time setup on this auxiliary table. To trigger the 2-step, TPS must be above 50% or RPM must hit the 2-step rev limiter.

Engine temperature for control start is a temperature limit below which the O2 closed loop stays disabled and assumes the open loop fuel tables

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Fuel tables adjust

FT600

O2 closed loop 8/9

Disabled

Time based (2-step)

RPM based Pro-N.

Time based Pro-N.

Enabled

Auxiliary closed loop

Set time based lambda

target after 2-setp

release

O2 closed loop 9/9

0,00 s

0,82

Aux Pro-Nitrous by RPM:

This feature allows the creation of a 16 points RPM based O2 target table to each Pro-Nitrous stage, which will overwrite the main O2 target table while the auxiliary control is on. This feature is only enabled when all Pro-Nitrous requirements are fulﬁlled.

O2 closed loop 8/9

Disabled

Time based (2-step)

RPM based Pro-N.

Time based Pro-N.

Enabled

Auxiliary closed loop

Set based lambdaRPM

target to each

Pro-Nitrous stage

O2 closed loop 9/9

0,82 0,82 0,82

1000

2000

0,82

RPM

3000

0,82

Stages

0,82

0,82 0,82

0,82

Aux Pro-Nitrous by time:

This feature is a 16 points time based O2 target table to each ProNitrous stage, which will overwrite the main O2 target table while the auxiliary control is on. This feature is only enabled when all Pro-Nitrous requirements are fulﬁlled.

TPS/MAP variation for maximum fuel pump shot: This conﬁgures the MAP or TPS variation for which the max fuel pump will be used. Engines equipped with small throttles usually need a higher TPS variation to need max fuel pump. In this case, use higher TPS values on this parameter (70-90%). For big diameter throttle bodies, a small TPS variation is enough to demand max fuel pump (around 15%). The TPS or MAP selection is done in the Engine Setup menu. If the TPS is not present, MAP must be selected.

Accel fuel pump reduction above TPS 50%: due to reduced need of fuel when the acceleration fuel pump occurs with the throttle already opened above 50%, this parameter reduces the max fuel pump on this condition. By standard, the ECU reduces 50% of the max pump when it occurs above 50% of TPS.

Cold engine fuel pump enrichment: this is a simple increase on the max fuel pump value when the engine is cold, especially necessary on the ﬁrst few minutes of engine operation.

Fuel decay on max pump: this is the injection time that will be subtracted from the actual injection time during a sudden throttle closure. With this, in a fast throttle closing, is possible to remove fuel and have a more stable AFR during deceleration.

O2 closed loop 8/9

Disabled

Time based (2-step)

RPM based Pro-N.

Time based Pro-N.

Enabled

Auxiliary closed loop

Set based lambdaRPM

target to each

Pro-Nitrous stage

O2 closed loop 9/9

Stages

0,82 0,82 0,82

0,00

0,50

0,82

0,82 0,82

1,50

0,82

17.5 Idle speed by TPS table

This menu is only available when the idle speed is set up by TPS. The injection time is adjusted according to the engine RPM.

TPSidle fuel injection table

1250 RPM

1,950

17.6 Acceleration fuel enrichment and decay

Acceleration enrichment is a fuel increase when the throttle is suddenly opened.

Max fuel on pump: value added to the actual injection time when a quick throttle variation is detected. There are two RPM and injection time parameters to be set. With them, the FT600 creates an acceleration fuel table that interpolates the values between these two positions.

Accel fuel enrich and decay 1/4

Max fuel on pump

4,000

to:

1000

RPM

Accel fuel enrich and decay 3/4

Cold engine fuel

pump enrichment

+350

100,0

6300

RPM

to:

Accel fuel enrich and decay 2/4

TPSMAP/variation for

maximum fuel pump:

40,0

Accel fuel enrich and decay 4/4

Fuel decay on max pump

2,080

to:

1000

RPM

Accel fuel pump reduction

above 50%:TPS

-50,0

0,930

to:

6300

RPM

17.7 Engine temperature compensation

Engine temperature freatly inﬂuences the amount of fuel requested by engine, especially in cars run with ethanol and methanol, when it is possible to operate a cold engine as if it had already reached normal temperatures.

This compensation is applied based on the engine temperature sensor, which, in water-cooled cars, must be at the cylinder head reading the water temperature, and in air-cooled engines, must be reading the oil temperature.

Compensations based on engine temperature are only available when the sensor is connected to the injection system.

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FT600

Battery voltage fuel compensation

8,0 V

Bank A Bank B

2,345

0 000,

Fuel tables adjust

Engine temp compensation

-20 °C

17.8 Intake air temperature compensation

This compensation is applied based on the air temperature sensor placed in the intake manifold, and it is only available when the sensor is connected to the injection system.

This compensation mode is used to automatically adapt the injection to different temperatures of the air taken by the engine. In turbocharged engines, it is of great importance, because when the system is pressurized, the temperature rises immediately to very high numbers.

Intake Air Temp. compensation

17.10 MAP / TPS compensation

This table changes according to the main map conﬁguration (MAP or TPS). When the main fuel table is setup by MAP, this table is a compensation by TPS. When the main fuel table is setup by TPS, this compensation is by MAP.

MAP compensation

-0,90 bar

-15

TPS compensation

10 %

+15

17.11 Prime pulse

This feature improves the engine start by injecting fuel when any crank trigger tooth is detected, just like OEM ECUs. Usually this table uses injection times higher than the “engine start” parameter injection times.

-20 °C

-27

17.9 Battery voltage compensation

With lower battery voltages the injectors take a longer time to open and to close. This table is used to compensate this variation.

Fuel injectors with a high ﬂow rate usually operate with minimum injection time at idle speed and are the ones most affected by a battery voltage drop.

Select which fuel bank you want to use for prime pulse and setup its table by engine temperature.

The injection time is related to engine temperature. The colder the engine, the bigger the injection time.

Prime injection cranking pulse 1/2

Injectors banks for

prime pulse

Only bank A

Only bank B

Banks A and B

Prime injection cranking pulse 2/2

40 °C

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Fuel tables adjust

FT600

17.12 Engine start

This function is essential when starting the engine, as it needs a greater injection pulse to initiate its operation, especially if the vehicle runs on ethanol or methanol.

Whenever the RPM drops below 400rpm, the ECU applies start injection pulses in addition to the idle speed value. This excess of fuel prevents the engine from failing involuntarily, making it return to idle speed. Be careful not to exaggerate on injection time, as it may cause the engine to stall/ﬂood easily.

The engine must always be turned off through the injection system. Otherwise, if RPM drops below 400rpm and injection is turned on, the system injects fuel that will not be burned and, therefore, will be accumulated on the cylinder.

If the engine temperature sensor has not been installed, only the value from start injection with cold engine is considered.

The bank B option will be only available if enabled on “Injection” menu on “Engine Settings”

17.14 Individual cylinder trim

Set a compensation to each injectors output on a table that relates engine RPM with individual cylinder trim compensation.

To use this compensation as a cylinder trim, the injectors have to be wired with one output per injector.

This compensation usually brings minor power gains when correctly used, so, the use of one O2 sensor per cylinder is highly recommended

Individual cylinder trim 1/2

Injectors for

individual cylinder trim

Primary

Secondary

Individual cylinder trim 2/2

Cylinders

-11,0-11,0-17,0

3000

4000

+1,0

+9,0

+3,0

+7,0 0,0

RPM

5000

-3,0

Engine Start 2/3

Injectors banks

on crank

Only bank A

Only bank B

Banks A and B

Engine Start 1/3

Ignition timing

on engine start

+,754

Disable cranking fuel

injection when is over:TPS

17.13 Post-start enrichment

This conﬁguration is a table that relates engine temperature with time in seconds. This parameter helps stabilizing engine RPM just after start, improving the idle control especially under low temperature conditions.

Post-Start enrichment

1,00

10,0

+99+83 +35

30,0

+70

°C

60,0

+45

3,50

+35

+15

6,00

+15

17.15 Rotor compensation

Available only when controlling rotary engines, this is an individual rotor fuel trim. This compensation usually brings minor power gains when correctly used, so, the use of one O2 sensor per rotor is highly recommended.

Individual cylinder trim 1/2

Injectors for

individual cylinder trim

Primary

Secondary

Individual cylinder trim 2/2

Cylinders

-11,0-11,0-17,0

3000

4000

+1,0

+9,0

+3,0

+7,0 0,0

RPM

5000

-3,0

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FT600

Fuel tables adjust

17.16 Gear based compensation

This option allows having a RPM based fuel compensation for each gear.

To enable this option, gear change detection must be enabled. It is possible to set up to 6 compensation tables (6 gears).

Enrichment per gear 1/7

Disabled Enabled

Enables a fuel compensation

by map per gear. ThisRPM

function is used to ensure

safer O2 readings on higher gears.

Enrichment per gear 1 - 2/7

1000 RPM

+10.0

17.17 Gear shift fuel enrichment

17.18 Fuel injection phase angle table

This table changes the moment, during the engine cycle, where the injectors open or close and is only available when the fuel injection is being controlled in sequential mode. The injection phase angle is the distance, in degrees BTDC from the ignition TDC (0°) until the moment the injector opens or closes (according to what is selected).

Fuel injection phase angle table

500 RPM

250,0

This function enables fuel compensation when a gear shift is detected, that allows building a time based enrichment table.

Gear shift fuel enrich. 1/7

Disabled Enabled

This feature adds fuel when a gear shift is detected. Enrichment adds the fuel amount set up here

for the time duration set here aswell.

NEW

Gear shift fuel enrich. 3/7

Fuel enrichment for gear shift: 1-2

Time

0,00

[s]

Percent

+0,0

[%]

0,05

+5,0

0,10

+4,5

Gear shift fuel enrich. 2/7

Disabled Enabled

Activate timing retard when is overTPS

+4,0

1,000,20

+0,0

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Ignition tables adjust

FT600

18. Ignition tables adjust

All timing tables can advance or retard timing. When a base map is generated, all tables are ﬁlled with standard values, so, if you want to use just the main timing table, you must zero ﬁll all compensations manually.

18.1 Main ignition table

The editing mode of this table is, by default, this table is displayed in a 2D format. It is possible to change to a 3D table using the FTManager software.

Through the software is also possible to edit the range interval of MAP, TPS and engine RPM on the maps. This makes possible to increase the detail level on speciﬁc ranges where a ﬁne tuning is needed.

Basic mode 2D table

In this mode, the main ignition table is a 2D map that relates RPM and timing from 400rpm to the max RPM.

Using an analogy, if you want an initial timing of 15º and ﬁnal of 32º (as you do on a distributor), you must enter 15º at 600rpm and 32º at the maximum rpm, 8600rpm for example. The timing between maximum and minimum RPM are interpolation of initial and ﬁnal timing . If you want to run a ﬁxed timing, all cells must be ﬁlled with the same timing.

The default RPM steps are 200rpm until 3000rpm, and above this rpm the steps are in 500rpm. The MAP, TPS or RPM steps can be edited via FTManager

Main ignition table

bar

-0,80

-0,90

20000

19375

RPM

+50,0

+31,9

+31,1-30,0

18.2 Overall ignition trim

To apply a quick compensation to the entire ignition map, the Overall Ignition Trim function may be used. It is only necessary to inform the correction, negative or positive, and conﬁrm by pressing the right button. This correction will be added to or subtracted from the entire ignition table based on RPM

Remember that the timing applied will only be the same as the main table if all the compensations are zero.

The rpm breakpoints can be changed up to 32 cells, allowing a ﬁne tuning.

Ignition Tables Adjust

400 RPM

+18,75

Advanced mode 3D table

In this mode, the main ignition table is a 3D map that relates RPM x MAP x ignition timing. As well as the basic mode, the MAP range is from -14.5psi up to de desired pressure. When the main timing table is by TPS, the table is from 0 to 100% in 10% steps.

Overallignition trim

Advance or retard

entire map

-6,01

18.3 MAP/TPS compensation

This table changes according to the main map conﬁguration (MAP or TPS). When the main ignition table is setup by MAP, this table is a compensation by TPS. When the main ignition table is setup by TPS, this compensation is by MAP.

MAP compensation

-0,90 bar

15,7

TPS compensation

0 %

2,9

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FT600

18.4 Engine temperature compensation

This map represents a compensation on the advance or retard angle applied to the main RPM map based on engine temperature variation. It is a very important feature and it brings signiﬁcant improvement on drivability, especially while operating cold engines, when advanced ignition timing is necessary in order to have a correct response from the engine. It is also essential for engine protection, as it retards the ignition timing when the engine reaches high temperatures.

Rotary timing split

bar

-0,70

-30,0

-29,9

-0,1

-15,5

+15,5

4250

4000

RPM

3000

18.7 Individual cylinder trim

-0,30

0,0

Ignition tables adjust

0,00

+0,1

+29,9

+30,0

Engine temp. compensation

-10 °C

+3,0

18.5 Intake air temperature compensation

This map represents a timing compensation applied to the main RPM timing map based on intake air temperature variation.

It is beneﬁcial, because the colder the air entering the combustion chamber, the denser it is, and the greater the possible ignition advance is.

But when temperatures are very high (especially on turbocharged engines), the ignition timing must be retarded to protect the engine.

Set a timing compensation to each ignition output on a table that relates engine RPM with individual cylinder trim compensation. The timing compensation is done individually to each cylinder according to the engine RPM and it comes from the ﬂow differences, heating dissipation capacity or even cylinder position.

Individual cylinder trim

Cylinders

4250

4000

RPM

3000

-30,0

-29,9

-0,1

-15,5

+15,5

+0,1

+29,9

+30,0

18.8 Rotor compensation

Available only when controlling Rotary engines, this is an individual rotor ignition trim.

Intake Air Temp. compensation

-10 °C

5,0

18.6 Rotary timing split

This menu is only shown when controlling Rotary engines. This is the timing split between Leading and Trailing spark plugs.

4250

4000

RPM

3000

Rotary timing split

-0,70

-30,0

-29,9

-0,1

bar

-0,30

-15,5

0,0

+15,5

0,00

+0,1

+29,9

+30,0

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Ignition tables adjust

18.9 Timing limits

This menu is used to conﬁgure the maximum and minimum ignition timing limits, so the engine won’t run in any situation with too much retard or advanced ignition timing. No other function will be able to apply timing beyond these limits. This is a safety feature to prevent an inappropriate timing, considering all the functions that may enable a timing compensation (mainly drag race time based features).

FT600

18.12 Gear shift compensation

This function allows advancing or retarding the timing after a gear shift (upshift).

Timing limits

Disab.

Minimum timing

+10,0

Enab.

Disab.

Maximum timing

+35,5

Enab.

18.10 Engine Start

This is an ignition advance vs engine temperature table. Calibrate the ignition advance for each temperature site.

Engine Start

-20 °C

+7,75

You can enable a TPS condition so the retard can happen.

In the example, there will be a 5º timing retard. The ramp return time is the retard total time, which will be gradually re-established. In other words, after shift gear, timing will be retarded 5º, 0,25s the retard will be 2.5º and 0,50s after the shift there will be no gear shift compensation.

To enable this option, gear change detection must be enabled. It is possible to set up to 5 compensation tables (6 gears).

NOTE: To use this function it’s necessary to have gear

detection activated.

18.11 Gear compensation

This compensation allows advancing or retarding the ignition timing according to the engaged gear. This table applies the compensation in the main ignition table according to engaged gear and RPM.

To enable this option, gear change detection must be enabled. It is possible to set up to 6 compensation tables (6 gears).

Gear compensation 1/7

Disabled Enabled

Enables a timing compensation

map per gear. This functions

allows the control os power

levels per gear through ignition

timing, improving traction and

driability

Gear compensation 1 - 2/7

1000 RPM

-5,50

Gear shift compensation 2/7

Disabled Enabled

Activate timing retard when is over:TPS

Gear shift compensation 3/7

Timing ramp for gear shift 1 - 2

Timing retard

-5,00

Ramp return time

0,50

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FT600

Others functions

19. Other functions

This menu allows the adjustment of all functions that modify the operation of auxiliary outputs and compensations of idle speed, etc.

19.1 Internal datalogger

This function is used to log all the engine data read by FuelTech ECU. The Internal Datalogger can record up to 256 channels like: injection

time (banks A and B), injectors duty cycle (banks A and B), timing, engine rpm, auxiliary output status, TPS, coolant and air temperature, oil and fuel pressure, O2 sensor, two-step button, MAP sensor, camshaft position sensor and battery voltage.

Log download and data analysis are done through the computer and FTManager Software.

Log start and stop

The internal datalogger start and stop trigger can be set up by RPM signal or by a button on the ECU dashboard.

When selecting “RPM Signal”, the log will be started only when the programmed RPM is reached. If a button on the dashboard is preferred, select it on the internal datalogger. After that, go to “Interface settings” menu and set up the datalogger button on a spot under “Dashboard setup.

Log is automatically stopped when memory is full, ECU is turned off or the button is pressed.

Via FTManager software, the log can be started or ﬁnished through the “Start log” and “Stop log” in the tool bar. The “Erase memory” will clear all the logs in the FT600 memory.

Sampling rate

The sample rate deﬁnes the log quality. Higher sample rates create more detailed logs, however, the logging time available will be shortened. For competition vehicles, especially drag racing, it is recommended to use a high sample rate to have high detail level on the log.

The lower the sample rate, the more “square” will be the graph and less detailed. On the other, the higher the sample rate, the more detailed the log.

Internal datalogger 1/3

Memory status

Allfiles will be lost

by pressing the button

Erase memory

Auto start.

Auto finish.

WARNING:

below.

Internal datalogger 4/6

Automaticaly start or finish log

Datalogger status

REC

To manually start

or stop recording use

the button below

Start Log

By RPM

By wheel speed or driveshaft

Internal datalogger 6/6

25Hz

50Hz

Sampling rate

Internal datalogger 2/6

Disabled Enabled

Datalogger activation

Dashboard and /or automaticaly

Datalogger external switch

Internal datalogger 5/6

Start above:

Finish below:

5000

RPM

100Hz

200Hz

Delay to finish log

2,00

Datalogger enabled

Select if the datalogger is enabled or not and set the start/ﬁnish mode. Through dashboard a touchscreen button will start or stop the

recording. Through external switch an white input must be wired to an on/off switch to enable the recording. While the input is grounded the datalogger will be recording.

It is possible to choose two modes for the Internal Datalogger:

Basic: All channels are logged with the same sampling rate. Advanced: allows the user to select the channels that will be logged

and their sampling rate. Functions and sensors added after setting the internal datalogger on advanced mode will be automatically logged with the default sampling rate, but this can be changed if desired.

Automatically erase memory at 100% usage

If this option is checked, the memory will be erased when it reaches 100% capacity, this means older logs will be permanently erased and the recording of new logs will be possible.

NOTE: During the erasing process it’s not possible to record

a log.

Individual channel options

In this menu it is possible to setup each channel individually about line color, if it will be visible or not, its scale and, when in the advanced mode, its sampling rate.

Internal datalogger status

At the Dashboard Screen of the ECU, a round icon is shown besides engine RPM. This icon indicates the Internal Datalogger status.

• Internal datalogger stopped: grey “Data” button

• Recording: green “Data” button, blinking light red icon with the word REC

• Memory full: red “Data” button with the word FULL

NOTE: When memory is full, connect the ECU to the PC and

download the data thought FTManager Software.

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Other functions

FT600

Log download

The log download must be through FTManager. Connect the FT600 to the computer with the USB cable

Open the FTManager, and click on the Datalogger icon. The FTManager Datalogger will open. To download, click on the Download icon and a window will pop up showing all logs saved on the ECU. Select the ﬁles and click ok.

The datalog software will open. Use the mouse to browse the graph and check the values on the left panel.

G-Force acceleration: records the vehicle’s acceleration force. G-Force braking: records the vehicle’s braking force. Pitch angle: records the vehicle’s pitch angle. Pitch rate: records the vehicle’s pitch rate.

Lateral G-Force: registers the vehicle’s lateral force. Roll: registers the vehicle’s roll angle.

19.2 Accelerometer and gyroscope

FT600 has an internal 9-axis accelerometer which provides the following data:

NOTE: See section 15:19 for the accelerometer

calibration.

ATTENTION: In order for the accelerometer and gyroscope

to work properly and have correct readings, a calibration of the sensor is required. The FT600 should be installed as vertical as possible, with a maximum inclination of 45 °. The connectors must face the front of the vehicle. The screen must face the rear of the vehicle.

Speed under acceleration: calculates the speed based on the vehicle’s acceleration.

Distance under acceleration: measures the traveled distance based on the vehicle’s acceleration.

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Direction: records the calculated position in degrees based on the moment the vehicle launched.

NOTE: The features: speed under acceleration, distance

under acceleration, roll angle and pitch angle are calculated only after a valid launch (when with the 2-step activated the engine hits TPS higher than 50% or the 2-step rev limiter).

19.3 Idle speed control

This FT600 can control idle speed through electronic throttle, step motor, PWM valve and by timing.

To enable the idle speed control by electronic throttle, it is needed to setup the menu “Electronic throttle” under “Engine setup” menu. After that, you can follow this menu to setup idle parameters.

Actuator reaction level: this parameter is the aggressiveness that the timing and the actuator will be changed of position in order to control a RPM fall. The higher this number, the more aggressive is the reaction of the control.

High reaction levels may lead the idle speed to be unstable.

Idle speed by timing

This control uses a target RPM for idle speed and works by advancing and retarding the engine timing to keep the engine running near the speciﬁed RPM.

As the FT600 idle speed control has an advanced integration with the idle speed by timing control, this one stays always enabled when any other kind of idle speed control is selected. By doing this, the idle speed actuator is always kept in a position where the idle speed by timing control can set the timing away from the maximum and minimum timing positions.

Maximum and minimum timing limits: these values are the limits for advance and retard when ECU is controlling the idle by timing.

Idle speed control settings 2/7

Idle ignition timing limits

Maximum

+25,00

-5,00

Minimum

Actuator position

This parameter will be only available when the position on idle is set as ﬁxed. This table relates the actuator position in function of the engine temperature.

Idle speed control settings 1/9

Advanced ()PC

Idle control

speed

Basic

Idle control

reaction level

Position on idle

Automatic: in this mode, idle actuator is automatically opened and closed by the ECU in order to make the engine idle near the target RPM.

Fixed: in this option, idle actuator assumes a ﬁxed position, set up later according to engine temperature.

ETC reference position: this parameter is the actuator position when the engine is turned off or cranking. It is also used as a stable reference during the automatic idle speed control. Setup a value that’s enough for a cold start of the engine. Start with a value around 4% for electronic throttle and 30% for step motor.

Idle speed control settings 2/9

Automatic

Standard reference

openning (cold)

3,0

Fixed

Standard reference

openning (hot)

6,0

Idle speed control settings 5/7

95 °C

16,0

Post-start position

This parameter will be only available when the position on idle is set as ﬁxed. The table controls the actuator opening after the engine start. The table is an actuator position vs time. After the time slip, the position is deﬁned by the actuator position table based on engine temperature.

Idle speed control settings 6/7

2 s

+2,5

RPM for idle speed

This table tells the ECU the target RPM the idle control will assume, according to engine temperature. On intermediate temperature ranges, target RPM is automatically interpolated.

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When “Position on idle” is set to “ﬁxed” this table represents the actuator position X engine temperature.

Idle speed control settings 5/7

95 °C

RPM

1000

Post-Start position

This parameter is a RPM increase (or % of increase in the actuator position for ﬁxed idle position). The table shows the actuator position according to time post engine start.

19.4 Deceleration cut-off

The purpose of Deceleration cut-off is to improve fuel economy when the engine is at 0% throttle situations.

This aids in the deceleration of the vehicle by making use of engine braking while driving in trafﬁc. This function is valuable to the reduction of fuel consumption

On a circuit racing or autocross vehicle is utilizing heavy braking going into a turn, it is necessary that it has a quick and clean response from the engine upon re-opening the throttle.

Deceleration cut-off will aid in dynamic braking from the engine as well as overall fuel economy.

A standard RPM of 2000rpm is recommended. Setting a very low RPM may cause the engine to turn off involuntarily during deceleration

The “Cut-off Delay for TPS=0%” parameter is the time (in seconds) delay before fuel is actually cut-off after releasing the throttle. Such delay exists to prevent the engine from instantly becoming lean when the throttle is released. It also rapidly cools the combustion chamber without being excessive, and avoids situations in which the cut-off might oscillate, especially when the throttle is lightly pressed. A standard delay of 0.5s is suggested.

Such delay exists to prevent the engine from instantly becoming lean when the throttle is released.

Idle speed control settings 6/7

2 s

RPM

+500

Compensation by load: used to compensate actuator position when suddenly loads (like AC or fan) are added to engine and can affect idle. It is possible to set an target RPM compensation when the AC is on and fuel/actuator opening compensation for AC and fans.

Idle speed control settings 9/9

Disab.

Thermatic Fan 1

compensation

10,5

Enab.

Disab.

Thermatic Fan 2

10,5

Enab.

compensation

Idle speed control on movement: when this option is checked the idle speed control will turn on when the TPS percentage is 0% and the engine RPM is 700 rpm above the set target.

Deceleration cut-off

Disabled

Cut when =0TPS

and above:

2500

RPM

Enabled

Cut delay

0,5

19.5 Revolution limiter

This function is very important for engine protection, limiting the RPM with two different options of cut-off:

Fuel Injection: the fuel injection is cut-off instantly, as the ignition is still operating. It is a very smooth and clean cut-off. Recommended only for naturally aspirated engines, it is the standard setting in vehicles with original injection systems.

Ignition: the engine ignition is cut-off when the conﬁgured RPM is reached. It is recommended for high-power engines, especially turbocharged ones, being the most efﬁcient and safe option.

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Limitador de rotação /12

Desativado Ativado

Ignição

Injeção

Valor único

Tabela

Revolution limiter 2/2

Rev limiter

7000

RPM

Rev limiter by engine temperature

When the option “table by engine temperature” is selected, it’s possible to set different rev limiters according to engine temperature

Revolution limiter 1/2

Disabled Enabled

Ignition

Fuel injection

Single value

Tabel

Revolution limiter 2/2

-20 °C

RPM

2000

ON/OFF: The thermatic fan will switch on/off depending on the temperatures that are set. There’s also the option to turn on the thermatic fan when the A/C is on, to do so select “turn on with A/C”

There’s an option that allows one of the fans to be activated when A/C is turned on. As these fans may draw considerable load, a fuel compensation is also available.

To test the fan output, just click on the “Test output” button. If it doesn’t work, check the install or test another output.

Through FTManager, the output conﬁguration is done in the “Sensors and calibration” menu - Outputs.

19.6 Shift Light

When the engine reaches the RPM set in this parameter, the screen will display a blinking message (“SHIFT”) indicating that gear must be shifted.

To switch an external shift light, it is necessary to conﬁgure an auxiliary output at the “Input and Output Setup” menu. If no auxiliary output has been conﬁgured as Shift Light, the message “Output not conﬁgured!” will be displayed. Even so, it is possible to set the Shift Light RPM on the screen

Shift light 1/3

Test output:

Output selection

None

Blue 5: Avaliable

Blue 6: Avaliable

Blue 7: Avaliable

Test

Shift light 3/3

Turn on shift light

with RPM above

RPM settings

Shift light 2/3

Disabled Enabled

Single value

Each gear

Output options

Dashboard

Output pin

PWM proportional control: The thermatic fan will be controlled by a solid state relay via PWM control, this creates a very linear and progressive control of the engine temperature.

8000

RPM

19.7 Thermatic Fan #1

There are to two ways to set up the control of the thermatic fan #1, either by an on/off command or a PWM proportional control.

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19.8 Thermatic Fan #2

This FT600 can control up to two cooling fans on different temperatures. There’s an option that allows one of the fans to be activated when

A/C is turned on. As these fans may draw considerable load, a fuel compensation is also available.

To test the fan output, just click on the “Test output” button. If it doesn’t work, check the install or test another output.

Through FTManager, the output conﬁguration is done in the “Sensors and calibration” menu - Outputs.

Turn-on while AC

Turn off below:

+75

°C

Electric fan #1 2/3

Fuel compensation

+15

Electric fan #1 1/3

Test output:

Blue 7: Fuel pump

Blue 8: Available

Gray 5: Available

Gray 6: Available

Output selection

Test

Turn-on over:

+95

°C

Electric fan #1 3/3

19.9 Air conditioning

To control air conditioning through FT600, ﬁrst you have to setup an output to control the A/C relay. Then, setup the input that will receive signal from the A/C button on the car dashboard. Check chapter 13 for more information.

Air conditioning 1/5

Test output:

Gray 7: Available

Gray 8: Available

Yellow 1: Available

Yellow 2: Available

Air conditioning 3/5

Positive

Negative

Output selection

Disab. Enab.

Test

Turn-off A/C

with above:TPS

95,0

Fuel

enrichment

+10,0

Input selection

Turn-off A/C under:

Air conditioning 5/5

Air conditioning 2/5

None

White 1: Available

White 2: Available

White 3: Air temperature

White 4: Pedal #1

Air conditioning 4/5

700

RPM

Turn-on delay

Disab. Enab.

Turn-off A/C above:

7000

RPM

19.10 Fuel pump

This output activates the fuel pump relay through lowside (0V) or highside (12V).

You can choose from the following options: Always enabled (the output is permanently activated while the

ignition switch is on) Timed (when the ignition switch is turned on, the output is activated

for a deﬁned activation time, afterwards the output is deactived. When engine speed signal is received, the ECU reactivates the output.). During start (when the output is activated while it’s below the starting engine speed).

It’s required to use a relay that supports the necessary current for the fuel pump. Through the FTManager software, the output conﬁguration is done through the menu “Sensors and calibration” and then “Outputs”

The turn on delay will happen in 3 different situations:

- When starting the engine with the AC button turned on, the turn on delay will start to count after the RPM for engine start is overcome. In this case, the reference is engine start, not the moment when the AC button is switched on.

- When turning off and then turning on the AC button, the turn on delay will count from the moment the AC button is turned off. If the time between turning off and then turning on is bigger the turn on delay set, the AC will be immediately activated.

- When the engine RPM is below the minimum RPM the turn off is immediate. The delay will count from the moment the RPM is below the minimum RPM. To turn on again, the delay will start to count when the engine RPM is 50RPM higher then the minimum.

Fuel pump 3/3

Output Signal

Activated at 0V

Activated at 12V

Disabled

Always enabled

Timed

During start

Fuel Pump 2/3

Enabled

Activation time

3,50

19.11 Cold start auxiliary

This feature is very useful for cold starts on methanol and alcohol engines using a gasoline injection auxiliary kit. The table shows the auxiliary injector time versus temperatures

The ECU will activate the output according to the time set on the table once it detects the ﬁrst tooth from engine RPM on every engine start.

The cold start auxiliary is disabled when cranking the engine with the accelerator pressed with TPS above the value set in the parameter “Disable injection on engine start with TPS above” in the “Injection”

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FT600

PWM frequency

Activated at 12V

Activated at 0V

Output Signal

Progressive nitrous control 6/20

Others functions

menu, under “Engine settings”. Output signal: Activation through 0V in the blue or gray outputs. The

yellow outputs have the possibility to activate the outputs through 12V. Time versus temperature curve: This table is composed of a pulse

in seconds of the cold start injector depending on engine temperature.

Cold start auxiliary 1/3

None

Blue 5 Cold start auxiliary:

Blue 6Avaliable:

Blue 7Avaliable:

Test :output

Output selection

Test

Temp Motor

Cold start auxiliary 3/3

[]°C

Time

[S]

Time table by temperature

-20,0

3,5

Cold start auxiliary 2/3

Disabled

20,00,0

3,5

Enabled

Output signal

Activated at 0V

Activated at 12V

[S]

19.12 Camshaft control

This function allows the control of a variable valve timing control system (or a drag racing 2-gear automatic system). Select the output used to control the camshaft solenoid, and then, inform the RPM that the solenoid must be turned on. Only on/off camshaft systems can be controlled.

Select an auxiliary output as “Progressive nitrous output” and how the control will be performed: by time (after 2-step), by rpm or by wheel speed.

Also, select the enable mode:

• Always enabled;

• External switch: select a white input. When the input is grounded the progressive nitrous will be enabled;

• Dashboard switch: a touchscreen button must be conﬁgured to enable or disabled the progressive nitrous;

• Synchronized with Pro-Nitrous: the progressive nitrous control will activate when the Pro-Nitrous (Drag race features menu) conditions are met;

Progressive nitrous control 2/20

Disabled Enabled

RPM based control

Time based control

Speed based control

Progressive nitrous control 3/20

Enable progressive nitrous

Always enabled

Progressive nitrous arm switch

Dashboard switch

Synchronized with Pro-Nitrous

The ﬁrst parameter to be conﬁgured is the TPS opening percentage, above which the injection of nitrous will be activated.

The next parameter is the percentage of fuel enrichment for 100% nitrous.

After this, set the PWM output frequency and the output signal. To regular solenoids, use between 25 and 30Hz, big shot solenoids use 50Hz. The next screen will show the engine temp protection, where you can deﬁne a minimum engine temperature for progressive nitrous.

Progressive nitrous control 5/20

Progressive output

TPS for 0%

of nitrous:

TPS for 100%

of nitrous:

Camshaft control 1/2

Test output:

Grey 8: Fuel pump

Yellow 1: Available

Yellow 2: Available

Yellow 3: Available

Output selection

Test

Disab. Enab. Disab. Enab.

1500

RPM

Camshaft control 2/2

Turn-on over:Turn-on under:

7000

RPM

19.13 Progressive nitrous control

This auxiliary output conﬁguration gives access to setting the ratio for the fuel-nitrous mixture (or nitrous only) through pulse-width modulation (PWM) sent to the solenoids.

Progressive nitrous control 7/20

Disab. Enad.

isable Nitrous when

engine temperature under:

°C

Nitrous PWM

for 2-step

The fuel enrichment for 2-step is a fuel compensation when the 2-step is enabled. The timing retard for 2-step is a compensation applied to the timing conﬁgured in the 2-step function. The minimum and maximum RPM is a RPM window and work as a safety feature, so the progressive nitrous will only active if the engine rpm is inside the window. The total time to return PWM control is a delay ramp to reactivate the progressive nitrous when it is disabled by any safety features or switch. This ramp avoids the progressive nitrous to return in a big shot, helping the traction on pedaling.

Progressive nitrous control 8/20

Fuel enrichment

for 2-step

+75,0

%DC

Timing retard

for 2-step

-5,0

Progressive nitrous control 9/20

Minimum RPM

for activation

RPM

Maximum RPM

for activation

8000

RPM

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Progressive nitrous control 10/20

Total time to return PWM control

0,00

Progressive nitrous has 3 safety

parameters: TPS, RPM and Switch

When nitrous is turned off and

then turned on again, it is

recommended this return to be

progressive, reaching the

maximum programmed PWM

only after the time set here.

Next is the nitrous injection map based on RPM. The higher the percentage conﬁgured in this map, the higher the amount of nitrous (or nitrous + fuel) injected

The maximum RPM is the same chosen on “Fuel Injection Setup. With the FTManager you can edit axis and add or remove cells. When using 2 injector banks the fuel enrichment will happen on both.

Progressive nitrous control 13/20

Delay to start fuel

compensation

0,00

7000

6000

RPM

5000

Nitrous: Enrichment 15/20

-0,90

+5 +45

0,000

Fuel enrichment by %PWM 14/20

bar

-0,70

-0,80

+25

+15

+10+20

+50,0

%DC

+75 lb/h

Nitrous: Ignition retard 19/20

2500 RPM

-15,9

Nitrous: Ignition retard 20/20

Time to deactivate timing compensations

0,00

Delay

0,00

Ramp

In the end, there are the OFF delay and the OFF ramp and are used to keep the engine safe, avoiding an immediate timing advance that could damage the engine.

19.14 Generic duty cycle output

This feature allows the control, through PWM, of a solenoid valve that manages the wastegate valve, therefore regulating the boost pressure. Through an external button, you can activate the Boost+ function (optional use), which is an instant increase in the boost %DC while the Burton is turned on.

FuelTech recommends using a 3-way button N75 solenoid. For more information about its installation, see chapter 13.8 in this

manual.

The ON delay for NOS fuel compensation avoids the extra fuel to get earlier than the NOS in the cylinder, very common when the fogger is far from the injectors.

The Progressive fuel table by nitrous duty cycle and the Auxiliary fuel enrichment table compensation are related to the percentage of fuel added according to %DC of nitrous or engine load/rpm.

Nitrous: Enrichment 16/20

Time to deactivate fuel compensations

0,00

Delay

Ramp

0,00

Timing retard by %PWM 18/20

10%

-15,9

Nitrous: Enrichment 17/20

Delay to start timing

compensation

0,00

After the end of nitrous shot, normally is necessary to keep the compensations on for a few tenths of seconds, since the intake is full of nitrous that will be consumed by the engine. The OFF ramp makes the compensation ends smoothly.

The delay to start the timing compensation has the same purpose of fuel compensation, the time nitrous takes to reach the cylinder.

The Progressive timing table by nitrous duty cycle and Auxiliary timing retard compensation are related to the timing retard (always negative values) according to the %DC of nitrous and engine load/rpm.

The ﬁrst parameter is the output which will drive the boost solenoid. Select among the available outputs. After this, select the Boost+ input, if necessary.

In the FTManager, this setting is done in the “Sensors and calibration”, then “Inputs” and “Outputs”.

Generic duty cycle output 92/

Input selection

None

White 1: avaliable

White 2: avaliable

White 3: Oilpressure

White 4: 2-step

Generic duty cycle output 3/9

Disabled Enalbed

Control by RPM

Control by time

Generic duty cycle output 92/

Input selection

None

White 1: avaliable

White 2: avaliable

White 3: Oilpressure

White 4: 2-step

Control by spped

Control by MAP

The next screen allows to quickly enable or disable the function and choose the control mode: by rpm, by time (after 2-step) or by speed.

Generic duty cycle output 3/9

Disabled Enalbed

Control by RPM

Control by time

Control by spped

Control by MAP

Generic duty cycle output 69/

PWM frequency

Output Signal

Activated at 0V

Activated at 12V

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Generic duty cycle output 79/

Disab. Enab.

Generic duty cycle

increase button:

2-step

duty cycle

“Programmed boost when TPS is over” is the minimum TPS value to activate the boost solenoid. When the progressive output is selected, boost output is progressive to boost table, starting at 10% to the “Programmed boost when TPS is over” value.

• The recommended frequency for most PWM 3-way valve is 20Hz. The output signal depends on the solenoid installation. Check Chapter 13.8 for further information.

• Select if you want to use the Boost+ button.

The boost duty cycle for 2-step is the boost level when the 2-step is on, which overrides any other boost table.

Generic duty cycle output 8/9

RPM based boost duty cycle table

Revs

[]RPM

PWM

[%]

400

800600

[%]

100

Generic duty cycle output 9/9

100

400

1500

3000 4500 6000 90007500

Once your parameters are setup in there will be boost duty cycle table by rpm, speed or time. The boost by time starts after the 2-step release.

19.15 Boost activated output

This function is used to activate an auxiliary output according to MAP readings.

Generic duty cycle output 8/9

RPM based boost duty cycle table

Revs

[]RPM

PWM

[%]

400

800600

[%]

100

Select the output signal sent when it is activated. The only outputs capable of switching 12V are the yellow.

Deﬁne the vaccum/boost range to trigger the output.

Boost activated output 4/5

Always active

Active only on 2-step

Not active only on 2-step

Boost activated outputs 5/5

Disab. Enab.

Minimum RPMto

trigger

7000

RPM

Disab. Enab.

Minimum TPSto

trigger

90,0

There are 3 different activation modes: “always active”, “active only on 2-step” or “Not active only on 2-step”. This means that even if the vacuum/boost conditions are met, the activation mode condition must be respected.

As safety features, minimum TPS and RPM values can be set, so the output will not activate if one or more conditions are not met.

19.16 Tachometer output

By default, the tach output is conﬁgured on the grey #8 wire, but can be set on one of the yellow wires also.

If one of these outputs is not available, the blue #1 to #8 and grey #1 to #7 can also be used, but an external 12V pull-up with a 1K resistor.

In the FTManager, this setup is at “Sensors and calibration” - “Outputs”

Generic duty cycle output 79/

Disab. Enab.

Generic duty cycle

increase button:

2-step

duty cycle

Select an available output to trigger a relay or any other external device. In the FTManager, this setup is at “Sensors and calibration” - “Outputs”

19.17 Wastegate boost pressure control

The active control function of the wastegate valve pressure is used for a more precise control of turbo pressure in street, circuit and, mostly, drag race cars. The control can be performed by time after 2-step, by gear and engine RPM, by gear elapsed time, by a single target or by engine RPM, besides speciﬁc targets for 2-step, 3-step and burnout mode.

IMPORTANT:

- The pressure controlled by BoostController is the pressure at the top of the wastegate valve.

- You can set the maximum MAP pressure and maximum MAP pressure on 2-step.

- When the BoostController is off the target is zero, and each time the read pressure, for any reason, exceeds 1.45psi the decrease solenoid is activated.

Installation diagram

1 - Decrease solenoid/injector trigger – connected to the blue or

yellow output; 2 - Decrease solenoid; 3 - Increase solenoid/injector trigger – connected to the blue or

yellow output; 4 - Increase solenoid; 5 - 12V from relay;

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6 - Intake or CO2 bottle; 7 - Pressure sensor; 8 - Pressure sensor hose; 9 - Intake; 10 - Free air; 11 - Injectors block; 12 - 3 way Valve or N75; 13 - Actuation of 3 way valve or N75; 14 - Control pressure Wastegate; 15 - FT dual valve block; 16 - Connection to second Wastegate or must be blocked;

Diagram with regular solenoids

1 2 3 4 5

Max

30cm

Diagram with 3 way Valve

Diagram with N75 Valve

Max

30cm

Wastegate

Max

30cm

8 7

N75

Diagram with injectors block

Diagram with FT dual valve block

Max

30cm

Max

30cm

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Others functions

IMPORTANT: Use a PS150 pressure sensor connected to any white

input. Setup as “Wastegate pressure”.

NOTE: The pressure sensor (7) must be connected to the top

of the wastegate with a hose (8) with a maximum length of 1ft. It prevents damage to the pressure sensor caused by vibration.

IMPORTANT:

- The pressure sensor must be installed on an exclusive line, and not shared with any other connection, to avoid reading errors.

- For the correct operation of the system, use only FuelTech PS sensors line: PS-150, PS-300, etc.

WARNING: The boostcontroller test (when set as time based

after 2-step) will only work with the engine turned off.

To test this feature with the engine running, a valid launch is required (when with the 2-step activated the engine hits TPS higher than 50% or the 2-step rev limiter).

Set the input for the pressure sensor as PS-10B, PS-20B, PS-150 and PS-300 or BoostController2 MAP. In FTManager access the menu “sensors and calibration/inputs”.

Set the outputs of the increase and decrease solenoid valves.

NOTE: It is recommended to use the yellow or blue outputs

for connecting the solenoids.

IMPORTANT: Avoid using different color outputs for solenoids. Use

two yellow outputs or two blue outputs.

In datalogger you can configure the channels for monitoring BoostController pressure.

FTManager setting

Through FTManager you can make all settings required for the operation the BoostController.

FT600 Input setting

In the “Sensors and calibration” menu select the “Wastegate pressure”, after this set the associated input and the sensor type used.

Input select

None

White 1: Avaliable

White 2: Two Step

White3: Avaliable

White 4: Avaliable

Wastegate pressure 1/XX

Sensor type

Wastegate pressure 3/XX

Input value

Reading

3,50

bar bar

Wastegate pressure 2/xx

MAP Boost (6bar/87psi- 0 a 5V)

PS10A (10bar/145psi- 1 a 5V)

PS10B (10bar/145psi- 1 a 5V)

PS20B (20bar/290psi- 1 a 5V)

PS150 (10,2bar/150psi - 0,5 a 4,5V)

Output value

Sensor offset

+0,36

bar

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FT600 setting

In this menu, you can setup the BoostController basic functions.

Wastegate boost pressure control

General conﬁg

Lauch targets

Main targets

Overall trim

Basic: You can access all control settings through the FT600 screen. Control gain: Adjust the control gain according to the valve response.

If it is taking to achieve the target it is necessary to increase the gain, if it overshoots the target it is necessary to reduce this value.

Advanced (PC): Some settings are available only in FTManager software.

General conﬁg 1/13

Disabled Enabled

Basic

Advanced (PC)

All control options

enabled

Pressure source: When conﬁguring your boost controller, it is necessary to inform the ECU where your pressure will be sourced from; intake manifold, or C02 bottle.

When using a bottle, an industrial pressure regulator is required, limiting the line pressure according to the desired conﬁguration. Two manometers must be used, one before the regulator indicating the pressure in the bottle and the other after the regulator showing pressure in the line.

General conﬁg 3/13

Pressure source

Intake manifold pressure

Co2 bottle

Valve mode

Dual 2 way valve (Co2 compatible)

Single 3 way valve (Co2 not compatible)

Valve model: You can choose which valve type will be used, high or low ﬂow injectors, FuelTech 2 valve block or BoostController2 solenoid.

You can set a minimum value for BoostController activation by TPS and MAP.

General conﬁg /513

High ﬂow injector (>80lb/h)

Low ﬂow injector (<80lb/h)

Valve model

FT dual valve block

BoostController2 valve

Disab. Enab.

Proportional output: from 10% TPS the output is proportional to the map. The programmed pressure is reached when the TPS reaches the value set.

General config 7/13

Progressive output

when this option is enabled, the output is progressive to table. Programed value will be reached for the TPS setup beside.

MAP maximum pressure and MAP maximum pressure on 2-step: Allow to set a MAP maximum pressure during 2-step and out of the

General conﬁg 2/13

General conﬁg 4/13

Co2 bottle pressure

10.0

General conﬁg 6/13

Activate boost when

TPS is over

Programmed value

when TPS is:

Control gain

PSI

Disab. Enab.

Activate boost when

MAP is over

0.0

psi

2-step. This function will not adjust the MAP pressure according to a target and will make the pressure bounces around the target. This maximum pressure must be used only as a safety feature to prevent overboost.

Output activation: the output can be triggered at 0V or 12V

General config 8/13

Disab. Enab.

Maximum MAP

pressure

3,00

psi

Disab. Enab.

2-Step maximum

MAP pressure

3,00

psi

General config 9/13

Output activation

Activated at 0V

Activated as 12V

Boost+ button: Increases boost pressure while is switched on.

General config 12/13

Disab Enab

Boost+ Scramble

Button increase:

12.0

psi

Button mode

Activated at 12V

Activated at 0V

General config 13/13

Boost+ button input selection

None

White 1: Avaliable

White 2: Avaliable

White 3: Avaliable

White 4: Avaliable

Launch targets

Deﬁnes the target pressure at the top of the valve in 2-step, 3-step and burnout mode.

Wastegate boost pressure control

General conﬁg

Launch targets

Main targets

Overall trim

2-step target: Set the target pressure during 2-step. 3-step target: Set the target pressure during 3-step. Burnout target: Set the target pressure during burnout mode.

Launch targets 2/2

Burnout target

12.0

psi

2-step target

29.0

psi

Launch targets 1/2

3-step target

12.0

psi

Boost maps

In this function you can set modes of boost maps by time after 2-step (single-stage), by gear and engine RPM (a stage for each gear), by gear elapsed time (a stage by each gear) and single value target.

Wastegate boost pressure control

General conﬁg

Lauch targets

Main targets

Overall trim

By time after 2-step: Allows a detailed ramp up to 32 time points. The intermediate values are interpolated.

Main targets 1/8

Time based after 2-step

Gear and Engine RPM

Gear elapsed time

Single target valve

Engine RPM based

Time

[s]

Boost

[bar]

Main targets 2/8

Time based wategate pressure after 2-step

0.10

0.00

2.00

1.00

0.15

3.00

4.00

0.350.20

5.00

[psi]

Page 80

FT600

()

Others functions

2.50

2.00

1.50

1.00

0.50

0.00

Main targets 3/8

5.00

2.50

7.50

10.00

By gear and engine RPM: set up a stage for each gear, with up to 8 points per engine RPM. It is necessary that the gear change detection function is enabled. It does not depend on 2-step.

Main targets 1/8

Time based after 2-step

Gear and Engine RPM

Gear elapsed time

Single target valve

Engine RPM based

Wastegate pressure for gear 1 - 2/8

2400 RPM

psi

1.05

By gear elapsed time: Set up a stage for each gear, with up to 8 time points after the shift.

Main targets 2/8

Wastegate pressure table for gear 1

Time

[s]

Boost

[bar]

Main targets 8/8

Gear 1

Gear 3

Gear 5

2,50

0.00

Chart curves

5,00

7,50

Gear 2

Gear 4

Gear 6

1.200.50

[bar]

10,00

2.50

2.00

1.50

1.00

0,50

0,00

Main targets 1/8

Time based after 2-step

Gear and Engine RPM

Gear elapsed time

2,50

Main targets 8/8

5,00

Single target valve

Engine RPM based

7,50

10,00

250

200

150

100

0,00

Single target value: Sets a ﬁxed pressure for BoostController. The wastegate valve will always work this pressure.

This mode is recommended for dynamometer tests.

Main targets 1/8

Time based after 2-step

Gear and Engine RPM

Gear elapsed time

Single target valve

Engine RPM based

Main targets 2/8

Wastegate pressure fixed target

0.0

psi

By engine RPM: Adjust the wastegate pressure according to the engine RPM only.

[RPM]

[bar]

Revs

7500

Main targets 2/8

RPM based wategate pressure

1000

0.50

10000

0.50

0.70

30002000

[bar]

Main targets 1/8

Time based after 2-step

Gear and Engine RPM

Gear elapsed time

Single target valve

Engine RPM based

2.50

2.00

1.50

1.00

0,50

Main targets 8/8

2500

Pressure

5000

Overall Trim:

It is possible to do a target pressure overall trim. Target pressure overall trim is available to any kind of boost control

type.

Wastegate boost pressure control

General conﬁg

Launch targets

Main targets

Overrall trim

Overall trim

Wastegate target pressure overall trim

+1,00

bar

When boost control type is selected by gear, the overall trim can be individually applied.

NOTE: Is mandatory to have gear change detection habilitated

to use any kind of gear control.)

Overall trim

Wastegate target pressure overall trim

0,30

0,2030,15

0,25

0,1050,10

19.18 Power shift (GearController)

This feature allows gear shifting in manual transmission gearboxes (sequential or not) without the use of the clutch (ﬂat shifts).

NOTE: This feature can only be used on dog engagement

equipped gearboxes. Synchronized gearboxes may be severely damaged when trying to shift gears without using the clutch, even if used with the power shift feature.

When this function is activated, the white inputs number 19 and 20 will be automatically setup as gear shifter force sensor.

It is possible to setup the ignition timing during the cut in two different ways: using the main timing table or using a ﬁxed timing.

Main table: timing on gear shifts will use the values set in the main timing table.

Fixed timing: adjust the ignition timing according to the selected gear.

Power shift

Disable Enable

This feature allows ﬂashifts

(gear shifts without using the clutch

or lifting the trottle) on dog

engagement equipped gearboxes

(Liberty Pro-Shift, Liberty Face Plate,

etc). Shifter sensor uses

white wires #19 and #20.

GearController 1/8

Ignition timing

for gear shift

Main table

Fixed timing

Ajuste rápido do mapa principal

White wires #19 or #20 are currently in use for another

Mapa de Compensação por rotação

feature. By activating the GearController these

Esta função corta a ignição durante um

inputs will be redeﬁned. Do you want to proceed ?

Mapa de lambda para malha fechada

GearController 1/8

Desativado Ativado

Attention!

tempo conﬁgurado assim que

Assistente de mapeamento

a troca de marcha é detectada.

Yes

Page 81

Others functions

()

White input#20

White

Blue

Orange

FT600

Cut duration: the cut duration conﬁguration is adjusted in ms and the values are conﬁgurable by gear.

The cut duration is used to disengage the current gear, therefore, the next gear engagement is done by the mechanical system of the gearbox.

Power shift

GearController 2/8

Cut duration (in miliseconds)

for gear shift:

1 - 2

170

2 - 3

160

3 - 4

200

5 - 6

230

Fixed timing: this setting ﬁxes the ignition timing during the gear shifts. It is conﬁgurable by gear.

Power shift () 3/8GearController

Fixed timing (BTDC)

for gear shift

1 - 2

-2,00

2 - 3

-2,00

3 - 4

-2,50

5 - 6

-4,50

Set the % of the ignition cut for each gear.

Power Shift

GearController 4/8

Cut percentual level

for gear shift

1 - 2

2 - 3703 - 4

5 - 6

Shifter type: select the shifter type - H/Inline pattern or sequential shifter. Also select if your shifter is normal or inverted.

The shifter voltage cut level is used to disengage the current gear, therefore, the force to the back means the voltage to disengage odd gears (1st, 3rd, 5th) and force to the front refers to the cut to disengage even gears (2nd, 4th).

Power Shift

Force to the back:

1.00

GearController 8/8

Shifter voltage levelfor cut

Force to the front:

4.00

Power shift lever connection diagram

1- connect the blue wire from the shifter to the input #19 - white wire

(pin 33 - FT600’s B connector);

2- connect the orange wire from the shifter to the input #20 - white

wire (pin 34 - FT600’s B connector);

3- connect the two white wires from the shifter to the green/black wire

from the ECU - sensors ground (pin29 FT600’s B connector);

Connector B

Strain Gage Sensor

11 121314

18 19 20

2627282930 31 32 33 34

21 22

6789

15 16

23 24 25

When forcing the shifter, check the voltage reading in the FT600 diagnostic panel or in the log, while shifting gears.

- If the voltage goes from 2.5V towards 5V, select the Normal shifter type.

- If the voltage goes from 2.5V towards 0V, select Inverted as shifter type.

Power Shift

H pattern

Sequential

GearController 6/8

Transmission type

Normal (5V to the front)

Inverted (0V to the front)

Power Shift

H pattern

Sequential

GearController 6/8

Transmission type

Normal (5V to the front)

Inverted (0V to the front)

With the car stopped, push the shifter to the front and check the voltage read in the FT600 diagnostic panel. The recommended value is between 4 and 4.5V (or 0.5 and 1V - inverted transmission).

If the lever signal reaches 0V or 5V easily, lower the sensitivity gain in order to keep it below 5V and above 0V, the shifter voltages must never hit these limits.

Power Shift

GearController 7/8

Sensitivity gain for

shifter sensor

7 2.55

Read

Green/Black Ground for sensor s-

White input#19

19.19 Start Button

This function allows the control of the vehicle’s starter motor through an output (blue, gray or yellow wires) and an input (white wire) or through the FT screen.

Page 82

FT600

Others functions

Select whether you want to start the engine through the FT LCD screen (must setup the "Start Button" item on the FT dashboard" or through an external switch

If Dashboard is chosen the starter motor remains engaged while the button is being pressed and until the engine RPM goes above the "RPM for engine start" (set in the Engine Setup menu". As soon as the engine is running, the function of the button on the dashboard is now changed to turn the engine off when pressed (by cutting fuel and spark).

When external switch is selected. Select whether the input is activated when it receives 0V (ground)

12V. The output that actives the starter relay can be programmed whether to send 0V or 12V when activated.

Start button 1/4

Disabled Enabled

DashBoard

External button

Select an output to activate the engine starter relay.

Start button 2/4

Test

Grey Avaliable7:

Grey Tachometer output8:

Yellow Avaliable1:

Yellow Avaliable2:

Test output:

Output selection

Cold start auxiliary 1/3

None

Blue 5 Cold start auxiliary:

Blue 6Avaliable:

Blue 7Avaliable:

Test :output

Output selection

Test

Temp Motor

Time

Cold start auxiliary 3/3

Time table by temperature

[]°C

[S]

-20,0

3,5

Cold start auxiliary 2/3

Disabled

Output signal

20,00,0

3,5

Enabled

Activated at 0V

Activated at 12V

[S]

19.21 Internal MAP sensor signal output

On this menu it’s possible to set up an output to send the singal of the internal MAP sensor to another equipment like a Datalogger for example.

19.22 Pit limit

This feature limits the speed to a set value, it can be activated through a dashboard button, an external button or an external switch.

External button: will keep the function activated for as long as it’s pressed, deactivating when the button is released.

External switch: When pressed, it’ll keep the function activated until it’s pressed again, the same applies for the dashboard button.

Both can be set up using a white wire or via CAN 2.0.

Select the input to the start button.

Input selection

Start button 3/4

None

White O2 General1:

White 2: 2-step

WhiteiConditioning3: Ar

WhiteOil pressure4:

Deﬁne which is the activation signal to the input button and to the output if 12V or 0V.

Start button 4/4

Output activation

Activated at 0V

Activated at 12V

Input activation

Activated at 0V

Activated at 12V

19.20 RPM activated output

This function allows enable output when the RPM is above a determined value.

19.23 Active traction control

This function actively controls the vehicle traction by changing ignition timing and the electronic throttle to try to obtain the best possible traction on various track conditions.

NOTE: To use this feature, the vehicle must have at least 2

wheel speed sensors with speed differences between them.

Page 83

Others functions

Settings

On this menu it’s possible to set up all the options regarding the traction control.

Always active: The control is always active and will function whenever the parameters deﬁned in the settings are met.

Only with validated launch: the control will only function after a valid launch (when the settings for 2step are reached before launch)

Dashboard: Activates the control through a button on the dashboard. External switch: Activates the control though an external on/off

switch. External button: Activates the control while the button is pressed,

deactivates when released.

FT600

Table selection mode

Here it’s possible to set the quantity of tables and how to select them.

Dashboard: When selected, a button must be set up at “dashboard setup” menu, this button will switch between tables.

By gear: When selected, the tables will be assigned according to the current gear. That being: ﬁrst gear > table-1, second gear> table-2, and so on.

External analog selector: When selected, it’s possible to use an external multi-position selector by setting the voltage level for each table.

If External button or External switch is selected, a white wire or CAN (Switchpanel-8 or OEM) must be set up.

After one of the activation options are selected, it’s possible to choose whether the control will be enabled or disabled when the ECU starts.

Next the minimum RPM must be set, this is the lowest RPM the control will allow the engine to drop to, and below this RPM the control will not actuate.

The same principle is applied to the settings of minimum and maximum speed (of the reference wheel), the control will not actuate below the minimum speed or above the maximum speed.

There’s also the possibility to deactivate the control right after a gear change is detected, allowing for some wheel slip during this set amount of time.

Target tables

The tables can be set up three different ways. Time based after validated launch: creates a 6x16 TPS% by Time

after validated launch, target slip table. Engine RPM based: creates a 4x8 TPS% by engine RPM target slip

table. Vehicle speed based: creates a 6x16 TPS% by wheel speed target

slip table.

Page 84

FT600

Control actuation

In this menu it’s possible to set up how the traction control will actuate on the vehicle.

The reaction level can be set between 1(less agressive) and 10(very agressive), and it dictates how the traction control will actuate.

Initial slip is the minimum wheel slip allowed, this is needed when the vehicle launches to get the car moving easily.

The strategy of the traction control to maintain the slip target is to retard the timing ﬁrst, and if the slip is still increasing it will start to cut the ignition too.

Others functions

19.24 Generic Outputs

In this menu it’s possible to set up to 8 different outputs for various uses like activating exhaust diverts, turn off alternators during drag races, and many others that require datalogging. These outputs must be activated by either an white input or via CAN with the SwitchPanel-8.

Page 85

Drag race features

FT600

20. Drag race features

This menu gathers all options normally used in drag race applications. All the time based features start after releasing the 2-step button which indicates the moment when the vehicle launched.

20.1 Burnout mode

The Burnout Mode is a function used to facilitate the processes of warming up the tires and using the two-step.

When pressing the two-step button, the two-step function is activated.

• by an external button* - a white input is required. One click to enable and another to disable the burnout mode.

• by an external switch* - similar to the button, but in this case the function is enabled while the input is grounded.

* In the FTManager, this setup is at “Sensors and calibration” - “Inputs” The burnout mode can be automatically disabled by RPM. When the

engine RPM is below an editable value. This option is not available for “external switch” option.

20.2 3-step (boost spool)

The 3-step is quite similar to the 2-step function, however, with more aggressive strategies to assist in the boost spool.

Burnout 1/3

4000

RPM

Disabled

Enabled

Burnout rev limiterRev limiter

7500

RPM

When Burnout mode is activated, it disables the standard RPM Limiter, instead the ECU uses this RPM limiter as the engine’s RPM limit.

Lock 2-step

ignition timing at:

Map

-16,0

Burnout 2/3

Fixed

Burnout 2-step fuel enrichment

Disabled

mode when goes down of:RPM

Burnout 3/3

Turn off burnout

2000

RPM

Enabled

Burnout 3/5

Burnout activation mode

DashBoard

Burnout external button

Burnout external switch

But when the two-step button is being pressed, the value considered is the one set for the two-step parameter. The values adopted for ignition timing retard and enrichment are the ones conﬁgured on the two-step function.

There are 3 different ways to enable the burnout mode:

• by dashboard button: a touchscreen button in the FT600 dashboard enables the function.

3-Step (Boost spool/footbrake) 1/5

Disabled

3-step button

Automatic by boost

Enabled

Automatic activation uses the

same trigger as 2-step (button

or speed) and automaticaly switch to 2-step parameters

when boost rises to what

was set up.

3-Step (Boost spool/footbrake) 3/5

3-step enabled

until boost reaches:

2,50

bar

7000

RPM

Cut on:

There are two ways to activate this function, one uses an external button (must use a white wire attached to a button, usually on the foot brake) and the other is through 2-step button.

In this case, you must press the 2-step button and the 3-step will be activated until the engine reaches a predeﬁned boost pressure, at this point the 3-step will be deactivated and the 2-step will be activated.

If using an external button to trigger the 3-step, when it is triggered simultaneously with 2-step button, the 2-step will prevail.

3-Step (Boost spool/footbrake) 4/5

Disab.

Start correction

before:

200

RPM

Minimum toTPS

activate timing retard

and enrichment

Enab.

3-Step (Boost spool/footbrake) 5/5

Ignition timing

Map

-16,0

Fixed

Fuel

enrichment

It is possible to start the 3-step mode before the RPM rev limiter and to set a minimum TPS value to activate it.

Page 86

FT600

Clutch

Line Lock

Drag race features

20.3 2-step rev limiter

The two-step active with a retarded ignition timing, and a mixture enrichment given in percentage (also programmable).

2-step rev. limiter 1/6

Disabled

2-step button

By speed

Input sensor

Enabled

Front wheels

Rear wheels

Speed for 2-step

deactivation

mph

Input selection

2-step rev. limiter 3/6

When pressing the two-step button, usually installed on the steering wheel or driven by a launch control / transbrake switch, the system activates an ignition cut in a programmable RPM.

In the FTManager, this setup is at “Sensors and calibration” - “Inputs”

2-step rev. limiter 2/6

Nenhuma

None

Branco 1: Disponível

White 1: 2-step

Branco 2: Disponível

White 2: Oilpressure

Branco 3: Temperatura do ar

White 3: Air temperature

Branco 4: Pedal 1

White 4: TPS

Cut on:

7000

RPM

Ground

Button

Clutch Pedal

White input#2

White wire

Ground

2-Step Button

Line lock

Use a yellow output to control the line lock solenoid and setup this output as Line Lock through the FTManager or the screen. The other side of the solenoid must be connected to the battery negative or chassis.

2-step rev. limiter 4/8

Maximum level

Ignition cut

RPM progression range

200

RPM

Ground

White input#2

Line Lock Yellow wire output

Start correction

1000

RPM

2-step rev. limiter 5/8

before:

2-Step Button

Dislab.

Minimum toTPS

activate timing retard

and enrichment

Solenoid

Ground

Enab.

Clutch switch: for drag racing vehicles with manual transmission and clutch, this switch tells the ECU whenever the pedal is pressed. Connected to a white input.

This is an auxiliary feature to the 2-step and it helps releasing the 2-step at the same moment the clutch is being released.

If the clutch switch is pressed when the 2-step is deactivated, nothing happens, but, if the 2-step is active, then the clutch switch will hold the 2-step enabled until the clutch is released. The 2-step button can be released after this that the 2-step feature will still be active.

The 2-step button still works as usual. The clutch switch is fully optional.

Clutch switch electrical diagram

Connect the clutch switch to any white input and setup this input through the FTManager or through the screen. The other side of the clutch switch must be connected to the battery negative or chassis.

2-step rev. limiter 6/8

Ignition timing

Map

-16,0

Fixed

Fuel

enrichment

It is possible to set the ignition cut maximum level, that is the percentage of ignition events cut to keep the engine under the rev limiter.

The RPM progression range acts as a smoothing for ignition cut.

Example: rev limiter at 8000rpm, RPM progression range at 200rpm. From 8000rpm the ignition cut level will gradually increase until it reaches 90% cut at 8200rpm.

The “Start compensation X RPM before” helps to spool the turbo and have a more stable rev limiter.

The minimum TPS to activate timing retard and fuel enrichment allows the driver to hold the engine in the rev limiter without any compensation when not needed.

The time based compensations will only work after the release of a valid 2-step. This means hold the 2-step button with more then 50% TPS or reach the rev limiter on time at least.

Page 87

Drag race features

FT600

ATTENTION: When the 2-step is by wheel speed, its working

can be checked through the first page of Diagnostic Panel, since it is not being used any 2-step button input.

A maximum electronic throttle opening can be set, allowing the driver to launch with the pedal to the ﬂoor while the ECU controls the maximum position of the throttle to aid in getting standardized launches.

To prevent the driver to activate the 2-step on a run, there are 2 safety parameters. Block 2-step by time or by RPM. This way, even if th driver press the 2-step button, it will not activate before the time slip or above the RPM.

When using the 2-step by an input sensor, you must indicate an above or below value which the 2-step must be considered active.

2-Step: Speed 3-Step: Auto

Speed MAP pressure Active function

Lower than target Lower than target 3-step Lower than target Higher than target 2-step

2-Step: Sensor 3-Step: Button

Sensor Button 3-step Active function

Active condition Released 2-step Active condition Pressed 3-step

Not Active condition Pressed 3-step

2-Step: Sensor 3-Step: Auto

Sensor Button 3-step Active function

Active condition Lower than target 3-step Active condition Higher than target 2-step

2-Step: CAN 3-Step: Button

Button 2-step CAN Button 3-step Active function

Pressed Pressed 3-step Pressed Released 2-step

Released Pressed 3-step

2-Step warning LEDs

2-step without valid launch condition: Yellow 2-step with valid launch condition (ign cut or TPS): Green Invalid launch: Red blinking for 5 seconds Valid Launch: LED is turned off (it would be green until a valid launch) 2-step + staging control: Blue Staging control button without 2-step: Purple

Active function tables

The following tables show what will be the active function with the 2-step and 3-step combinations

2-Step: Button 3-Step: Button

Button 2-step Button 3-step Active function

Pressed Pressed 3-step Pressed Released 2-step

Released Pressed 3-step

2-Step: Button 3-Step: Auto

Button 2-step MAP pressure Active function

Pressed Lower than target 3-step Pressed Higher than target 2-step

2-Step: Speed 3-Step: Button

Speed Button 3-step Active function

Lower than target Released 2-step Lower than target Pressed 3-step

Higher than target Pressed 3-step

2-Step: CAN 3-Step: Auto

Button 2-step CAN MAP pressure Active function

Pressed Lower than target 3-step Pressed Higher than target 2-step

20.4 Linelock Brake Control

This function allows the use of a line lock solenoid to keep the brake line of the trailing wheels pressurized and to facilitate the exit, avoiding that the pilot has to modulate the brake with the foot at the time of the exit.

For correct use of this function press the brake pedal, operate the 2-step, release the brake pedal and the line lock will be activated. When you release the 2-step, the Line Lock solenoid is automatically disabled.

Select whether to activate the line lock on burnout, 3-step and / or 2-step modes.

An output must be conﬁgured as “Output line lock”. Brake pressure control: This function enables brake pressure control

through a PWM curve. This is used to lower the brake line pressure to a desired value and standardize the launches.

It is necessary to have a white input must be setup as “Brake pressure” connected to a 1500psi pressure sensor.

Line lock brake control 1/5

Disabled Enabled

Burnout

3-step

Line lock brake control 3/5

Pressure

[]PSI

PWM

[%]

Acionamento

2-step

PWM table by pressure

Line lock brake control 2/5

Brake pressure control

Brake pressure sensor Must be setup for this function

Line lock brake control 4/5

Test output:

9080

100

None

Blue Avaliable5:

[%]

Blue Avaliable6:

Blue Avaliable7:

Select line lock output

PWM frequency

Test

Page 88

FT600

Drag race features

Line lock brake control 5/5

Output activation

Activated at 0V

Activated at 12V

20.5 Timing table for rev launch

This timing table is only used for burnout mode, 2-step and 3-step. This is not a compensation table, but a table with absolute timing values, which ignores any other timing table or compensation.

Select the desired output, all the outputs will be displayed, except the ones used for injection and ignition. In the FTManager, this setup is at “Sensors and calibration” - “Inputs”.

The gear shift by single value sends a signal every time the engine reaches the selected RPM. When using the each gear mode, each gear shift will be on its own RPM. To use this mode the gear detection must be activated.

The gear shift is enabled after the 2-step is released, so, after the last gear the 2-step must be activated again to perform the shifts again.

When selecting this mode, the “First gear shift by time and RPM” will be available. It allows the gear shift to be performed not only by RPM, but also by time. This means that there are 2 conditions (time and RPM) to be met to gear shift. It is not possible to use this control with automatic transmissions with more than one solenoid.

Disab.

Lock time between

gear shift

0,60

Gear shift output 3/4

Enab.

Pulse trigger

time:

0,25

Gear change output 3/3

Gear change RPM

2-3

1-2

7500

3-4

7000

4-5

7000

5-6

6500

20.7 Time based fuel enrichment

Enables a time based fuel compensation that starts after the 2-step deactivation. This compensation is a time (seconds) versus compensation (%) feature. After you enter the table, a graph will be displayed.

Spool assist table

MAP

2,00

1,00

0,00

2000

20,0

4000

6000

RPM

19,7

20,0

20,0 20,5

19,7

20,0

19,5

21,0

[°]

20.6 Gear shift output

This feature allows switching on an external solenoid to shift the gears. The activation strategy can be either by a ﬁxed RPM value for all the gears or different RPM for each gear just like the shift light feature.

Gear shift output 1/16

Disabled Enabled

Automatic shift by RPM

Manual upshift input button

Automatic and Manual shift allowed

Gear change output 2/3

Disabled Enabled

RPM setup

Single value

Each gear

First gear change by time

1,50

Time based advanced/retard timing

Enables a time based timing compensation that starts after the 2-step deactivation. This compensation is a time (seconds) versus degrees BTDC (º BTDC) feature. After you enter the table, a graph will be displayed.

Time based enrichment 1/3

Disabled Enabled

Activates a fuel compensation

by time after the lauch.

Alloes the use of richer or poorer

mixtures according to the

time after the lauch.

Time based enrichment 2/3

Time based fuel enrichment curve

0,00

+50

0,55

+35

Time

Percent

[s]

[%]

1,25 3,002,50

+15

+30

[%]

Page 89

Drag race features

[]

FT600

Time based enrichment 3/3

+100

+80

+60

+40

+20

-20 0,00

2,00 3,00 4,005,006,00 7,00

1,00

Time based revolution limiter

The RPM control is based on seven RPM and time points that can be determined as shown in the image above.

This function is frequently used in drag racing cars, because it makes it easier to control the vehicle, once it allows the traction to be recovered through an ignition cut ramp.

Time based advance/retard 1/3

Disabled Enabled

Activates a time based timing

map, starting at the lauch point.

Allows the power control

on specific moments.

Time based advance/retard 3/3

0,00

-2,00

-4,00

-6,00

-8,00

-10,0

-12,0 0,00

1,00

2,00 3,00 4,005,006,0

Time based advance/retard 2/3

Time based advance/retard curve

0,00

-10,0

0,55

-8,50

Time

Degrees

[s]

[º]

,00

1,25

-5,00

-2,00

3,002,50

+2,00

[°]

Time based speed (cut)

This feature is the same as the time based RPM (cut) but instead of using the engine RPM, it uses the wheel speed or the driveshaft RPM.

[]RPM

Time

Revs

[s]

Time based RPM (cut)

RPM based ignition map

0,00

4500

2,701,00

[%]

4500

1,250,80

4700

RPM

Time based RPM (cut) 1/4

Disabled Enabled

Time based RPM (cut)

performs ognition cuts to

keep engine RPM under

a predefined curve.

RPM progressive range

200

RPM

Time based RPM (cut)

Time

[s]

Cut [%]

Ignition cut curve

0,00

It will perform ignition cut to keep the wheel speed/driveshaft RPM under a predeﬁned curve.

The “Time based RPM (cut) - Limit” is the maximum level, which means the percentage of ignition events that will be cut to keep the engine under the rev limiter.

The RPM progression range acts as a smoothing for ignition cut.

Example: rev limiter at 8000rpm, RPM progression range at 200rpm. From 8000rpm the ignition cut level will gradually increase until it reaches 90% cut at 8200rpm.

Values less than 90% may not keep the engine under the rev limiter. Bigger RPM progression ranges tend to stabilize more smoothly the rev limiter, but allows the RPM to pass the RPM set as your rev limit.

For inductive ignition systems it is recommended to use 90% maximum

level and 200 RPM progression range. For capacitive system, like MSD, it is recommended to use 100% maximum level and 1 RPM progression range.

The last screen will show the graph.

10000

9000

8000

7000

6000

5000

4000

0,00

Time based RPM (cut)

1,001,502,0

0,50

,00

2,50

Time based RPM (retard)

This feature is very similar to the time base RPM (cut), instead of cutting the ignition, it will retard the timing, to have a smoother way to control power and torque to the wheels. The function starts after 2-step.

It is recommended to use this function together with the Time based RPM (cut) to have a better control of the engine, this way the control itself will be smoother.

Time based RPM (retard) 1/4

Disabled Enabled

Time based RPM (retard)

enables a timing retard

table to keep engine

RPM under a

predefined curve.

Time based (retard) 4/4RPM

0,0

-2,0

-4,0

-6,0

-8,0

-10,0

-12,0 0,00

2,00 3,00 4,00 5,00 6,00 7,00

1,00

RPM progression range

Time

Degress

[º]

200

RPM

0,00

[s]

-10,0

Time based (retard) 3/4RPM

Ignition retard curve

0,55

-8,5

1,25

-5,0

Time based (retard) 2/4RPM

RPM based ignition retard curve

0,55

0,00

3500

3800

3,002,50

+2,0

-2,0

Time based (retard) 4/4RPM

Revs

2,00 3,00 4,005,00 6,00 7,00

1,00

-2,00

-4,00

-6,00

-8,00

-10,0

-12,0

Time

Revs

[]RPM

0,00

[s]

0,00

1,25

3700

[°]

Chart curves

4500

3,002,50

5500

Degrees

RPM

1 - Green Speed curve; 2 - Purple speed curve; 3 - Buttons for chart selection that will be in the upper layer; 4 - Check boxes to enable or disable graphic display.;

Time based speed (cut)

This feature is the same as the time based RPM (cut) but instead of using the engine RPM, it uses the wheel speed (with a wheel speed sensor or by calculating speed) or the driveshaft RPM. It will perform ignition cut to keep the wheel speed/driveshaft RPM under a predeﬁned curve. Generally speaking, this speed/RPM control seeks to limit the wheel speed during the run.

Time based driveshaft (cut) 1/4

Disabled Enabled

Driveshaft RPM

Speed (traction)

Speed progression range

Kmh

Time based driveshaft (cut) 2/4

Speed based ignition cut

Time

[s]

Speed [kmh]

0,00

1,100,50

[kmh]

Page 90

FT600

Degrees

Drag race features

Time based driveshaft (cut) 3/4

Ignition cut curve

Time

[s]

Cut [%]

0,00

2,701,00

[%]

The ﬁrst screen will brieﬂy explain how the feature works and it will ask what the speed reference is, if it is a wheel speed or drive shaft RPM. You must have a wheel speed sensor or a driveshaft RPM sensor enabled to use this feature.

The ﬁrst parameter to be set is the speed/RPM progression range, which is the Speed/RPM range from start the ignition cut to its maximum level.

A 10 Mph speed progression range means that if your control starts at 80 Mph, the ignition cut maximum level will be at 90 Mph.

The next screen is the wheel speed/driveshaft RPM versus time table. After the 2-step, every time the speed/RPM goes above the curve, the ECU will perform ignition cuts.

Time based driveshaft (cut) 4/4

10000

9000

8000

7000

6000

5000

4000

0,00

1,00 1,50 2,00 3,00

0,50

2,50

Time based speed (retard)

This feature reads the wheel speed (or the driveshaft RPM) and applies ignition compensation, according to the two RPM curves (A and B) to control launch.

The basic idea is to retard the ignition timing, reducing power to the wheels. When the wheel speed reaches the programmed in the “speed curve A”, the ECU starts the programmed retard in the “delay curve A point”.

As the speed increases, and goes toward the curve “B” speed, the retard applied to the timing (that is interpolated between the two retard curves) is incremented. Thus, if the initial retard made by curve A is not sufﬁcient to hold the speed of the vehicle, the retard will increase as much as the RPM increase.

In cases where the speed/RPM exceeds the limits of the curve “B”, the maximum retard (entered in curve B) will be applied.

Time based speed (retard) 1/6

Disabled Enabled

Time based speed control allows

the car to regain traction

through a timing retard ramp.

Driveshaft RPM

Speed (traction)

Time based speed (retard) 2/6

Time

Speed [mph]

0,55

0,00

[S]

3800

3500

Speed curve A

1,25 3,002,50

3700

5000

5500

[s]

Time based speed (retard) 3/6

Time

Speed [mph]

Speed curve B

0,25

0,00

[s]

0,45 1,500,95

120

mph

The ﬁrst screen allows to select the speed/RPM reference (wheel speed or driveshaft RPM). You must have a wheel speed sensor or a driveshaft RPM sensor enabled.

The next screens will show the speed/RPM curves A and B.

Time based speed (retard) 4/6

Time

0,00

[s]

Degrees

-10,0

[°]

Retard curve A

0,55

1,25

-8,5

-5,0

-2,0

3,002,50

+2,0

[°]

Time based speed (retard) 5/6

Retard curve B

0,00

-10,0

0,55

-8,5

Time

[s]

[°]

1,25

-5,0

-2,0

3,002,50

+2,0

[°]

After this, the ignition retard curves A and B

Time based speed (retard) 6/6

10000

8500

7000

5500

4000

2500

1000

0,00

1,00

2,00 3,00 4,00 5,00 6,00 7,00

Time based speed (retard) 6/6

10000

8500

7000

5500

4000

2500

1000

0,00

Chart curves

Speed A Speed B

Retard A Retard B

2,00 3,004,00 5,00 6,0

1,00

,00

1 2 3 4

1 - Green speed curve A; 2 - Purple speed curve B; 3 - Pink timing retard curve A; 4 - Blue timing retard curve B; 5 - Buttons for chart selection that will be in the upper layer; 6 - Check boxes to enable or disable graphic display;

In the end, a graph will be displayed with all the curves (speed/RPM A and B, retard A and B)

Note that the speed and retard curves shown on the graph form speed and retard zones. They have the following characteristics:

• When below the curve A, there is no retard applied to the engine;;

• When the speed/RPM is equal to the programmed curve A, the ignition retard is equal to the programmed in curve A;

• For speed/RPM between the two curves, the retard is interpolated, in other words, the more the speed/RPM exceeds the curve A towards to curve B, the more retarded the timing will be;

• If the speed/RPM programmed is overcoming the curve B, the ignition retard is equal to the value programmed in curve B.

20.8 Pro-Nitrous

This feature controls up to 6 time based nitrous stages, with individual settings for each stage.

Pro-Nitrous

Pro-Nitrous settings

Pro-Nitrous fuel table

Pro-Nitrous fuel compensation

Pro-Nitrous timing table

Page 91

Drag race features

Pro-Nitrous settings

To active the Pro-Nitrous it is mandatory fulﬁll 3 requirements:

1. Active the Pro-Nitrous button (external switch in one of the white inputs or a dashboard button in FT600 display).

2. The elapsed time after 2-step cannot be more than 15s, otherwise Pro-Nitrous will not be turned on. In other words, the vehicle must launch in less than 15s after 2-step deactivation.

3. TPS must be above minimum percentage conﬁgured.

FT600

Also, you will be able to pedal the throttle to get back traction. The RPM activation window is necessary to protect the engine, not

allowing having a nitrous shot in a low RPM or by deactivating nitrous before the rev limiter

The Pro-Nitrous timers and delays table gathers the on and off settings for stages and compensations. A pedaling delay can also be set, so, if the driver pedals in a run, the Pro-Nitrous can be reactivated progressively.

In the FTManager, this table is as shown below.

Pro-Nitrous settings 12/13

Pro-Nitrous activation window

Upper

Lowe

2000

8000

4000

8000

5000

8500

60006000

8500

Pro Nitrous fuel table 1/7

Delay to start fuel compensation

0,30

0,25

Turn on

RPM

Turn off

(in seconds)

0,2030,15

Pro-Nitrous settings 13/13

0,00

10,00

0,1050,10

Pro-Nitrous Stages

1,00

2,00

10,00

4,00

6,00

5,953,95

10,00

[s]

With these 3 requirements fulﬁlled, the Pro-Nitrous stages will start and follow the conﬁgured time. The fuel and timing compensations will also start at this point. If any condition fails, the Pro-Nitrous is deactivated and FT600 will use fuel, timing and O2 closed loop main tables.

Pro-Nitrous settings 2/13

Disabled Enabled

Enable function by

Dashboard Switch

Pro-Nitrous switch

Number of stages

Pro-Nitrous settings 11/13

TPS to Pro-Nitrous activation

Turn on with above:TPS

95,0

Turn off with below:TPS

90,0

Pro-Nitro 4/14

Stages activation outputs

Activated at 0V

Activated at 12V

The ﬁrst parameter to be set is the enabling mode:

• Dashoboard button: a touchscreen button in the LCD screen that can be found in the Dashboard settings menu.

• External switch: a white input must be used with an external switch. While the input is grounded, the Pro-Nitrous will be on.

FuelTech FT600 allows ﬁring the solenoids by switching 12V or 0V (ground), which must be setup in the grays or yellow outputs.

All the Pro-Nitrous inputs and outputs can be set both by touchscreen or FTManager, in the “Sensor and calibration” menu.

Pro-Nitrous fuel tables

Here all the fuel compensation for Pro-Nitrous can be conﬁgured according to each stage.

Pro Nitrous fuel table 1/7

Delay to start fuel compensation

(in seconds)

0,30

0,25

0,2030,15

0,1050,10

Fuel Pro-Nitrous stage 1 - 2/7

2400 RPM

1,005

Delay

Ramp

Pro Nitrous fuel table 8/8

Time to deactivate fuel compensations

0,10

0,00

1,00

100,0 %DC

1,00

1205 lb/h

100,0 %VE

0,15

1,00

0,050,10

1,00

[s]

Pro-Nitrous has two different TPS limits. One limit is to turn on with a minimum TPS, the other is to turn off with a maximum TPS. The recommend is set the TPS to turn on at least 5% higher than the TPS to turn off. This way there will be a hysteresis that won’t let Pro-Nitrous turn on and turn off several times when TPS is around activation TPS.

Page 92

FT600

On the ﬁrst screen is the conﬁguration that allows setting a delay to start the fuel compensation, based on the time that the nitrous shot takes to get to the combustion chamber.

After the delay, there are the fuel tables to each stage. You can program the fuel compensation over RPM and it is calculated considering the main fuel table.

Since the injectors are closer to the combustion chamber than the nozzles/foggers, the purpose is that the fuel and nitrous get to the combustion chamber at the very same time.

In the FTManager software is possible to visualize the total calculated fuel table.

It is possible to set an OFF delay and OFF ramp after each stage. It helps because moments after shut down the nitrous solenoid, the intake still full of nitrous that will be consumed by the engine.

Drag race features

Nitrous stage cylinder trim and bottle pressure compensation

• This is a fuel injection cylinder trim for the Pro-Nitrous feature.

Pro-Nitrous cyl trim 1/2

Cylinders

-11,0-11,0-17,0

+1,0

+9,0

+3,0

+7,0 0,0

Stag.

• Bottle pressure compensation: compensates the bottle pressure drop that happens in a run. The bigger the nitrous consumption, the bigger the pressure drops, and consequently the nitrous mass is smaller. With this, less fuel is necessary.

-3,0

Pro Nitrous fuel table 1/7

Delay to start fuel compensation

(in seconds)

0,30

0,25

0,2030,15

0,1050,10

Pro Nitrous fuel table 8/8

Time to deactivate fuel compensations

0,00

1,00

0,10

1,00

Delay

Ramp

Timing Pro-Nitrous stage 1 - 2/7

1,00

0,050,10

1,00

0,15

1,00

400 RPM

-2,75

[s]

20.9 Time based output

This feature allows activating an auxiliary output by time, which can be used to release the parachute, turn on the nitrous or even switch on the torque converter lockup solenoid.

Pro-Nitrous cyl trim 2/2

400 PSI

Nitrous stage timing tables: After the delay, there are the timing tables to each stage. You can program the timing compensation over RPM and it is calculated considering the main timing table. In the FTManager software is possible to visualize the total calculated ignition table.

Time based output 2/5

Disabled Enabled

Time to trigger after 2-step

5,00

Also, there are conditions, besides time, to trigger the output. The conditions are: minimum RPM, minimum TPS, minimum driveshaft RPM and minimum wheel speed.

Page 93

Drag race features

FT600

Time based output 4/5

MinimumtoRPM

trigger

5800

RPM

Minimum speed

to trigger

150

km/h

Enab.

Disab.

MinimumtoTPS

90,5

Enab.

trigger

On / Off

One pulse

Time based output 3/5

Output trigger type

Pulse trigger

0,5

Disab.

Minimum driveshaft

5800

RPM

Time based output 5/5

Enab.

to triggerRPM

Disab.

All these options can be enabled or disabled. The output signal can be an ON/OFF signal (remaining on while the conditions are valid) or a pulse (to release the parachute, for instance), which the duration is programmable

The available activation conditions are: minimum RPM, minimum TPS, minimum driveshaft RPM.

If the output trigger type is ON/OFF, when one of the conditions stops being met, the output is turned off.

When activated, the output switches to 0V. In the FTManager, select the output in the “Sensors and calibration” menu, then “Outputs”.

ignition to control the front height of the vehicle. The retard stage is a ﬁrst line of defense to keep the ride height under

control, the cut stage is a more aggressive way to stop the height/or pitch rate from keep increasing.

Always active: As long as the engine is running this feature will be active, independent how or where the car is positioned, even when testing the car on a car lift. This function is highly recommended for motorcycles.

Disab.

Height for timing

retard stage

11,0

Wheelie control 3/9

Enab.

Disab.

timing retard stage

Pitch rate for

5,0

°/S

Enab.

Timing retard

-10,0

Wheelie control 4/9

Timing return ramp

1,00

Drag racing only: This feature will be activated after releasing the 2 step button/switch, during the next 15s it will be operating.

Set height (in) or pitch rate (º/s) to activate the retard control. It is possible to use both sensors at the same time.

Height compensation 36/

0,00

-0,80-0,88

15,0

16,0

-0,90

17,0

-0,88

se ndsco

0,10

-1,00

0,20

-0,75

-0,88

-0,80

Pitch rate compensation 4/6

0,00

-0 80 -0,88.

250.0

300.0

-0,90

°/s

350.0

-0,88

se dscon

1.00

-1,00

20.0

-0,75

-0,88

-0,80

20.10 Wheelie Control

This function reads height and pitch sensors to help prevent the from leaving the track surface. It is recommended for rear wheel drive cars and bikes.

Wheelie control

Retard stage

Cut stage

As the retarding control, there are height and pitch rate conﬁgurations to the cut stage. The cut level can be conﬁgured, and it is possible to deﬁne a minimum time to the cut occurs.

250.0

300.0

350.0

-0 80 -0,88.

-0,90

°/s

-0,88

Wheelie control 6/9

Minimum cut duration

2,00

Cut by pitch rate 4/7

se dscon

1.00

0,00

-1,00

20.0

-0,75

-0,88

-0,80

Wheelie control 5/9

Disab.

Height for cut stage

15,0

Enab.

Disab.

Pitch rate for

cut stage

1,5

°/S

Enab.

Drag racing only: This feature will be activated after releasing the 2 step button/switch, during the next 15s it will be operating.

Set height (in) or pitch rate (º/s) to activate the retard control. It is possible to use both sensors at the same time.

Cut by height 3/7

0,00

-0,80-0,88

15,0

16,0

-0,90

17,0

-0,88

se ndsco

-1,00

0,10

0,20

-0,75

-0,88

-0,80

Cut stage

Retard Stage

This feature retards the ignition timing when the front of the car reaches the limit height that has been programmed. The cut stage cuts the

There is also the option to trigger an auxiliary output when the retard or cut is being performed. The output can be used to release the chute, shift gears, etc.

In the FTManager, select the output in the “Sensors and calibration” menu, then “Outputs”.

Page 94

FT600

Drag race features

To use this function, a height sensor or a pitch rate sensor must be installed and conﬁgured in the “Sensors and calibration” menu, then “Inputs”.

20.11 Davis Technologies

The Davis Technologies Proﬁler is a traction control module, for rear wheel drive cars, which controls ignition timing and ignition cut by driveshaft RPM. This module allows direct communication with FT600.

In the FTManager, go to “Sensor and calibration” menu, then “Inputs” and select the white input wires that will do the communicate with the Davis Technologies Proﬁler.

Input selection

None

White 1: Avaliable

White 2: Avaliable

White 3: Air temperature

White 4: TPS

Timing signal 1/2

SmartDrop (TM) Signal 2/2

Input selection

None

White 1: Avaliable

White 2: Avaliable

White 3: Air temperature

White 4: TPS

20.12Time based throttle opening

This feature creates a curve for a time based progressive opening of the electronic throttle.

You can create a curve based on time by maximum percentage of throttle opening.

20.13 Staging control

This function helps the car alignment when pre-staging after the burnout. When activated, it's possible to control the transbrake solenoid frequency to hold the car properly.

Staging control 1/4

Disabled Enabled

Trans staging intensity

(each pulse reduction DC)

10,0

Frequency

(pulses per second)

Input selection

After conﬁguring the inputs and outputs, its necessary to adjust the safety parameters, like the number of button presses to apply security, the additional intensity for security and the maximum time for output duration for solenoid protection.

Staging control 3/4

None

White 1: O2 sensor

White 2: 2-step

White 3: Avaliable

White 4: Avaliable

Staging control electrical diagram with Hella solid state relay

Use the diagram below to wire the staging control feature. Any white wire can be used for the 2-step and staging buttons. The other side of the buttons must be connected to the battery negative or

to a switched 12V when needed.

IMPORTANT: The use of a solid state relay is mandatory for this feature to work properly.

ground

or 12V

Staging

Button

White wire

Blue, Gray or Yellow wire

2-Step /Transbrake

Button

Ground

Activation

+12V to load/transbrake

Switched power

12V ee(us fus )

Do not

Connect

Solid State Relay

Hella

Page 95

Alert settings

FT600

21. Alert settings

This is the menu where you can set all the alert warnings, including safety mode and engine shut down.

21.1 Safe mode RPM limiter

Safe mode protects the engine whenever an alert is activated, limiting max engine RPM while the alert condition is still happening.

Safe mode limiterRPM

Shift light 3/3

Turn on shift light

with RPM above

6500

RPM

Over rev

Setup the RPM for alert and the action the ECU must perform.

Disabled

Over Rev 1/2

Over Rev Alert

6000

RPM

Enabled

Alert only

Safe Mode

Engine shutt off

Over Rev 2/2

The Alert will appear only on the Ft500 display. The engine will enter Safe mode with defined Rev limiter.

Overboost

Setup an overboost value to activate the alert and the action the ECU must perform.

Overboost 1/2

Disabled

Overboost alert

3,50

bar

Enabled

3000

RPM

21.2 Alerts

The conﬁguration of alerts allows the programming of sound and visual alerts whenever a dangerous situation to the engine is detected. It is possible to setup up to three different actions when any alert is displayed on the screen:

Alert only: alert is displayed on the screen, but the engine continues to work normally.

Safe mode: besides the alert displaying on the screen, engine has its max RPM limited to what was set up on the “Safe mode rev limiter” parameter

Engine shut off: besides the alert displayed on the screen, engine is immediately shut off by fuel and ignition cut.

Shift alert

When engine reaches the RPM set on this parameter, an alert can be shown at the dashboard and/or an auxiliary output can be activated to control an external shift light.

Engine temperature

Setup an engine temperature to activate the alert and the action the ECU must perform.

Engine Temperature 1/2

100

Enabled

°C

Disabled

Engine temperature alert

Injector duty cycle

Setup a percentage value that indicates injector’s saturation.

Injector duty cycle 1/2

Disabled

Injector duty cycle alert

Enabled

Oil Pressure

Enter a value that would be considered as excessive oil pressure excess and one that’s considered for low oil pressure. Also, select how the ECU reacts when this alert is activated.

Shift Alert 1/2

Test output:

None

Blue 7: Fuel pump

Blue 8: Electric fan #1

Gray 5: Available

Output selection

Test

Shift light 2/3

Disabled Enabled

RPM settings

Single value

Each gear

Output options

Dashboard

Output pin

Oil Pressure 1/2

Disab. Enab.

Low oil pressure alert

1,50

bar

Disab. Enab.

High oil pressure alert

5,00

bar

Page 96

FT600

Alert settings

Minimum oil pressure

Setup a minimum oil pressure value above X RPM and how the ECU reacts.

Minimum Oil Pressure 1/2

Disabled

Minimum Oil Pressure alert

3,00

bar

Enabled

when above:RPM

5500

RPM

Low fuel pressure

Setup a value to activate the alert and how the ECU reacts.

Low Fuel pressure 1/2

4,40

bar

Enabled

Disabled

Low Fuel pressure alert

Base fuel pressure

Setup here a tolerance for the base fuel pressure.

Base Fuel pressure 1/2

Disabled

Base Fuel pressure Allowed range

1,50

bar

The base fuel pressure is what the pressure regulator should keep with MAP = 0 psi, that, in most of cases is 45psi with the engine turned off and the fuel pump turned on.

Enabled

0,20

bar

High exhaust gas temperature alert (EGT)

Set the high exhaust gas temperature value for alert and the alert type as: “Alert only” “Safe mode” or “Engine shut off”.

NOTE: This function only works for EGT probes reading a

single cylinder. EGTs for the entire bank or a single EGT for the motor are not considered for this alert.

Exhaust gas temp. High EGT 1/2

Disabled Enabled

Alert

Exhaust gas temp. high (EGT)

800

ºC

Exhaust gas temp. High EGT 2/2

Warning only

Safe mode

Engine shut oﬀ

The alerts will be validated

of problem condition and

after 2 seconds of engine

running to prevent false

after 0.1 second

they will be chacked

triggering after start.

Low exhaust gas temperature alert (EGT)

Set the low exhaust gas temperature value for alert and the alert type as: “Alert only” “Safe mode” or “Engine shut off”

NOTE: This function only works for EGT probes reading a

single cylinder. EGTs for the entire bank or a single EGT for the motor are not considered for this alert.

Exhaust gas temp. Low (EGT) 1/2

Disabed Enabled

Alert

Exhaust gas temp. low (EGT)

100

ºC

Exhaust gas temp. Low EGT 2/2

Warning only

Safe mode

Engine shut oﬀ

The alerts will be validated

of problem condition and

after 2 seconds of engine

running to prevent false

after 0.1 second

they will be chacked

triggering after start.

When engine is turned on, the vacuum/boost makes the fuel pressure regulator to manage the fuel pressure in a 1:1 ratio.

Example: an engine idling with -8.7psi of map pressure must have

34.8psi of fuel pressure if differential pressure is set as 43.5psi. If

the MAP sensor is reading 29psi, the fuel pressure must be 72.5psi. If the tolerance range is 5.8psi, the differential pressure can vary from

37.7 psi to 49.3psi.

22. Favorites

In this menu it is possible to have access to the most used functions of the ECU. It gives quick access to functions as:

Main fuel injection table

Main ignition table

Iddle speed control settings

Internal datalogger

Favorites

Accel fuel enrich and decay

Engine start

Two step rev. limiter

Overall fuel trim

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Interface settings

FT600

23. Interface settings

Here are the settings related to the interface like measure units, buzzer sound, LCD backlight, etc.

23.1 Day/night mode selection

There are 4 options to select. Day mode: adjust brightness the display to value in LCD backlight

settings menu. Night mode: adjust brightness the display to value in LCD backlight

settings menu.

Dashboard: Enable button on dash to control mode. Day/night external switch: this option is necessary conﬁgure a white

input with vehicle light switch.

Day/night mode selection 1/3

Selection

Day mode

Night mode

Dashboard

Day/night external switch

23.2 LCD blacklight settings

Day/night mode selection 2/3

Input selection

None

White O2 General1:

White 2: 2-step

WhiteiCtioning3: Ar ondi

WhiteOil pressure4:

By gear: select the LED to edit, choose its color, set the RPM you want it to turn on for each gear and which LEDs will be activated.

5000 6000

5200

5300

LED bar 3/3

LED

6200

6300 7300

7000

7200

RPM

Color

LED bar 2/3

LEDfor Colors

Led

[RPM]

Gear

Side LEDs

It Is possible to set side LEDs choosing from up to 52 alerts options.

Adjust LCD brightness and select between night and day modes.

LCD Backlight settings

Day Mode

100%

Nigth Mode

36%

23.3 LED conﬁguration

This function allows you to conﬁgure all optional LED’s

LED bar

Select here the options on how the shift light LEDs will work. It is possible to set the LEDs to turn on in a ﬁxed RPM, progressively or with different values by gear.

LED bar 1/3

Disabled Enabled

Operation mode

Single value

Each gear

Single value: select the LED you want to edit, choose its color and the RPM value to activate it .

LED bar 2/3

LEDfor Colors

[RPM]

Color

Led

Alert mode

Always enabled

Blinking

LED bar 3/3

LEDfor Color

Led

Color

6000

7000 8000

50004000

[RPM]

Color: Select the LED color. Warning mode: This menu has two options; always enabled or

blinking;

Condition: Select the function will be associated to this LED. Activation mode: set the maximum and minimum values to turn the

LED on. Operation 2 and 3: This option provides more activation conditions

to the same LED.

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FT600

Interface settings

Side LEDs 2/7

Disabled Enabled

LED mode

Always enabled

Blinking

Co rlo

Side LEDs 3/7

Battery

and

RPM

Avaliable

LCD blacklight settings

Adjust LCD brightness side LED’s and select between night and day modes.

LEDs Testing

This option verify if all LEDs are working properly. Selecting this function the LEDs must to turn on with the same color and at the same time, in case any LED do not turn on you must get in contact with FuelTech maintenance sector.

23.4 Alert sound settings

This parameter allows for setting the volume of sounds generated by touching the display. When the mute option is selected, the ECU is silent when the screen is touched.

Alert Sound settings

Interface sound volume

100%

Alerts sound volume

36%

23.5 Dashboard setup

There are 96 conﬁgurable positions on the dashboard, with minimal size of 1x1. It’s possible to select sizes as 1x2, 2x1, 2x2, 3x2 and 3x1.

First, select the position where you want the information to be, then the reading that will be displayed and the reading size.

Dashboard setup is very simple, ﬁrst select the number of dashboards you want (1 to 4), after that set the space will be used, and then, choose the information you want and select right to deﬁne the gauge size.

Dashboard setup 1/7

Dashboard quantity

Information select:

Display configuration 2/5

TPS

MAP

O2 Sensor #1

Oil Pressure

Fuel Pressure

NOTE: After version 3.10 of FTManager is possible to set 4

different dashboards directly in the software clicking over the free gauges and editing the informations.

Data

Dashboard setup 3/7

MAP

P.Comb

Display conﬁguration 3/5

Size exhibit

RPM Bar

Lambda 1

Free

Battery

Available

Ignition

Dado (1x2)

Alvo WG

0.00

T.Engine

TPS

Clicking in the upper corners of the touchscreen the other conﬁgured dashboards will appear, as illustrated below, or it is also possible to set a white input as a button/switch key to change the dashboards.

9864

7325

RPM

234568910

Exit

Exhibition limits and alerts

On some sensors, maximum and minimum values may be set up to activate alerts on the dashboard. In this case, the sensor changes it’s color to indicate something is wrong. The sensors readings with these options are: MAP, air temperature, engine temperature, battery voltage, fuel pressure, oil pressure, TPS, dwell, ignition timing, primary injection time, secondary injection time, O2 sensor 1, O2 sensor 2 and delta TPS

Display configuration 4/5

Exhibition limits

Minimum

-40

°C

Maximum

+150

°C

Display configuration 5/5

°C

Disab. Enab.Disab. Enab.

Alert over:Alert lower:

°C

RPM bar

When clicking the RPM bar parameter, it is possible to setup the RPM where the red zone starts.

Display configuration

Red zone RPM

5500

RPM

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Interface settings

FT600

23.6 Startup screen selection

Select the screen shown right after the ECU is turned on. In case the option “Open the main menu after startup” is selected and the ECU is set up with a user password, the ECU will ask for the user password.

Startup screen selection

Open the main menu after startup

Open the dashboard after startup

Open the favorites menu after startup

23.7 Password Protection setup

It is possible to set 2 different kinds of password:

The FTManager software access is also blocked by the Map password.

WARNING: Passwords come disabled by default, when you

enable a password you will be blocking access to people using the ECU, even yourself. When you choose a password, be sure you will remember it, as for safety reasons this password will only be removed through the total reset of the ECU (all maps and data are erased).

Password protection setup 1/9

Disabled

Change password

Enabled

Map password

Password protection setup 2/9

Injection menu

All

Main fuel injection table

Overall fuel trim

RPM compensation

O2 closed loop

Maintenance Password

This password only used to block editing Odometer and Houmeter.

Password protection setup

ECU

MAP

ECU Password

Activating the ECU password allows three types of blocking protection:

• FTManager: choose this option to activate an FTManager access password, but keep all touchscreen menus accessible. Do this to avoid that a password being activated without your consent.

• Menus: This option protects all the ECU menus, only giving access to information displayed on the on board computer and engine status.

• Engine Start: Engine start blocking. All menus will be available for viewing and editing, but the ECU system will be blocked until the password is inserted.

Password protection setup 1/2

Disabled

Change password

Enabled

ECU password

Password protection setup 2/2

Menus

Engine Start

FTManager

Map Password

This password blocks all the map menus of the fuel and ignition table adjustments, engine settings, aux function and ﬁle manager. Alert settings, shift alert, display and initial screen are left unprotected. When this password is enabled, it’s not possible to change any ignition or fuel maps.

23.8 Clear peaks

At the Dashboard, values read by the sensors connected to the module are displayed in real time. On the bottom of each box on the display, the minimum (on the left) and maximum (on the right) values read by the sensor are shown.

It is possible to clear this data by accessing the option “Clear Peaks”, under the “Interface Settings” menu.

Interface settings

Clear peaks

Configuração do painel de instrumentos

Seleção da tela principal

Configuração de favoritos

Warning!

Are you sure you want

to clear peaks?

Yes

23.9 Measurement units

In this menu it is possible to change the measurement unit for some parameters as pressure, temperature, speed and O2 readings.

Pressure Units: bar, PSI or kPa; Temperature units: °C or °F; O2 sensor units: Lambda, AFR Gasoline or AFR Methanol; Speed units: km/h or mph

Measurement Units 1/2

Pressure unit

bar

Psi

kPa

Temperature unit

°C

°F

Measurement Units 2/2

O2 Sensor unit

Lambda

AFR

Speed unit

kph

mph

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FT600

23.10 Demonstration mode

The demonstration mode can be enabled to show the main features of FuelTech FT600 and its working. You can set the waiting time to get in the demo mode. To exit, just touch the screen.

23.11 Touchscreen calibration

This function allows the touchscreen re calibration, use it whenever you notice the screen is unresponsive. Calibrate the screen with you ﬁnger or with a pen.

IMPORTANT

Now touch screen calibration

will be perfomed. Touch points

at the positionsEXACTLY

shown by arrows.

Touch screen to continue!

CALIBRATION 3 touches left

23.12 Serial number and software version

In this menu, it is possible to verify the software version and the equipment’s serial number.

Interface settings

1 2

Make sure you have these numbers in hand whenever the FuelTech Technical Support is contacted to facilitate and optimize the assistance.

Serial number and version 1/2

Software Version

General version

1.00

Serial number

002814.0023041.035

Compatibility

version

1.00

Serial number and version 2/2

Software Version

General version

1.00

2.00

ECU:

1.00

Interface:

Compatibility

Bootloader:

version

1.00

23.13 Odometer and Hourmeter

This function was speciallyu designed for engines that require a milage or timing control.

1 - Odometer: Inser the mileage of the vehicle in the “total” ﬁeld,

this value can be eddited only through the FTManager with the speciﬁc password, there is a “Partial” odometer that is possible to zero the value anytime.

2 - Hourmeter: Follows the same principle of the Odometer,

registering the engine hours in the “Total” ﬁeld, having another ﬁeld for “Partial” hours.

NOTE: These values are saved in the FuelTech memory,

independently of the map that is active. The values can only be changed through the FTManager and through a previously conﬁgured password.

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