Haltech E6A User Manual
Contents at a Glance
Page
Introduction...............................................................7
Section 1 ...............Getting Started
Chapter 1 ....................Installation ..............................................15
Chapter 2 ....................Getting Online ......................................... 27
Chapter 3 ....................Engine Identification ............................... 32
Chapter 4 ....................Adjusting Haltech Maps..........................35
Chapter 5 ....................Starting the Engine .................................. 47
Section 2 ...............Other Adjustable Features
Chapter 6 ....................Throttle Effects....................................... 56
Chapter 7 ....................Cold Starting and Running ...................... 59
Chapter 8 ....................Correction Factors .................................. 61
Section 3 ...............Software Features
Chapter 9 ..................File Storage and Retrieval ....................... 65
Chapter 10...................Printing Maps..........................................68
Chapter 11...................Datalog...................................................69
Chapter 12...................Customising the Software........................72
Section 4 ...............E6A Optional Outputs
Chapter 13...................Software Access......................................73
Chapter 14...................Idle Speed Control.................................. 75
Chapter 15...................Closed Loop Control...............................78
Chapter 16...................Auxiliary Outputs .................................... 81
Section 5 ...............Appendices
Appendix A.................Troubleshooting......................................93
Appendix B.................The Advanced Features ........................... 98
Appendix C.................Injector Impedance................................106
Appendix D.................Fuel Systems and Staging......................108
Appendix E .................Trigger Interface................................... 112
Appendix F..................Rotor Phasing ....................................... 123
Appendix G.................Wiring Diagrams................................... 124
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Table of Contents
Introduction
Introduction............................................................................................7
Installation Overview ..................................................................... 7
Before You Begin..........................................................................8
Tool/Supply Requirements.............................................................9
How It Works ...............................................................................9
The Advanced Mode of the E6A ................................................. 11
Haltech E6A Specifications................................................................... 12
Section One ..........Getting Started
Chapter 1 - Haltech E6A Installation.....................................................15
1.1 Overview............................................................................ 15
1.2 Installation Summary..........................................................16
1.3 Expanded Installation Guide............................................... 16
1.3.1 Manifold Absolute Pressure (MAP) Sensor.............16
1.3.2 Coolant Temperature Sensor...................................17
1.3.3 Inlet Air Temperature Sensor.................................. 19
1.3.4 Throttle Position Sensor.......................................... 20
1.3.5 Ignition Module ......................................................20
1.3.6 Exhaust Gas Sensor ................................................ 22
1.3.7 Route Wiring Harness and Connect Sensors............23
1.3.8 Power Relays.......................................................... 23
1.3.9 Fuse Block Assembly.............................................. 24
1.3.10 Electronic Control Unit (ECU)............................... 24
1.3.11 Flying Leads............................................................25
1.3.12 Idle Speed Motor....................................................25
1.3.13 Auxiliary Outputs .................................................... 26
1.3.14 Main Trigger ........................................................... 26
1.3.15 Connect the ECU....................................................26
Chapter 2 - Getting Online .................................................................... 27
2.1 Connecting the Haltech E6A to a Computer .......................27
2.2 Operating the Software....................................................... 27
2.2.1 Computer Requirements.......................................... 27
2.2.2 Installing the Software ............................................ 27
2.2.3 Running the Software from the Hard Disk...............29
2.2.4 Running the Software from the Floppy Disk............29
2.2.5 Azerty Keyboards ................................................... 29
2.2.6 Acknowledging the Risks........................................30
2.3 The Online and Offline Modes............................................ 30
2.4 Using the System Online ..................................................... 30
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2.5 The Main Menu..................................................................31
2.6 How to Quit.......................................................................31
2.7 Checking the Engine Data .................................................. 31
Chapter 3 - Engine Identification .......................................................... 32
3.1 Checking the Identification................................................. 32
Chapter 4 - Adjusting Haltech Maps.....................................................35
4.1 What are maps?..................................................................35
4.2 What is mapping the Engine?..............................................35
4.3 Using the Software.............................................................36
4.4 Accessing The Fuel Map.....................................................36
4.4.1 Fuel Setup............................................................... 36
4.4.2 Adjusting Bar Height in the Map.............................38
4.5 How To Quit ...................................................................... 39
4.6 Accessing The Ignition Map...............................................39
4.6.1 Ignition Setup .........................................................39
4.7 Time Saving Functions .......................................................43
4.7.1 Current Location..................................................... 43
4.7.2 All Ranges .............................................................. 43
4.7.3 Selecting Groups of Bars.........................................43
4.7.4 Percentage Changes................................................44
4.7.5 Linearise.................................................................44
4.7.6 Numeric Mode........................................................44
4.7.7 Bar Increments........................................................ 44
4.7.8 Help Function .........................................................44
4.8 Duty Cycles ........................................................................ 45
4.9 Command Summary for maps.............................................46
Chapter 5 - Starting the Engine ............................................................. 48
5.1 Calibrating the Throttle Position Sensor.............................. 48
5.2 Checking the trigger........................................................... 48
5.3 Checking the Base Timing.................................................. 48
5.4 Loading an Ignition Library Map........................................51
5.5 Determining Engine Fuel Needs .......................................... 52
5.5.1 Tuning for Idle........................................................53
5.5.2 Tuning for No Load................................................ 53
5.5.3 Loading the Engine................................................. 53
5.5.4 On the Dyno ........................................................... 54
5.5.5 On the Road............................................................ 54
5.5.6 Fine Tuning the Engine ........................................... 54
Section Two..........Other Adjustable Features
Chapter 6 - Throttle Effects.................................................................. 56
6.1 Throttle Response .............................................................. 56
6.2 Zero Throttle Map.............................................................. 57
6.3 Full Throttle Map............................................................... 58
Chapter 7- Cold Starting and Running .................................................. 59
7.1 Cold Cranking.................................................................... 59
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7.2 Fuel Correction vs Coolant Temperature ............................60
Chapter 8 - Correction Factors ............................................................. 61
8.1 Fuel Versus Air Temp Map ................................................ 61
8.2 The Battery Voltage Map................................................... 61
8.3 The Ignition Coolant Map .................................................. 62
8.4 The Ignition Inlet Air Temperature Map............................. 62
8.5 Barometric Correction........................................................62
8.6 Post Start Enrichment......................................................... 64
Section Three.......Software Features
Chapter 9 - File Storage and Retrieval .................................................. 65
9.1 Saving Maps and Identification...........................................65
9.1.1 The Save Command................................................ 65
9.1.2 Giving Your Map A File Name................................65
9.2 Loading Maps and Identification......................................... 66
9.3 File Management................................................................ 66
9.3.1 Erasing Unwanted Maps ......................................... 66
9.3.2 Changing Directories............................................... 67
Chapter 10 - Printing Maps ................................................................... 68
10.1 The Print Function.............................................................. 68
Chapter 11 - Datalog............................................................................ 69
11.1 The Datalog Option ............................................................ 69
11.1.1 Setting Up the Datalog Page...................................69
11.1.2 Creating a Datalog.................................................. 69
11.1.3 Viewing the Datalog ............................................... 70
11.1.4 Datalog File Management........................................70
11.1.5 Printing Datalogs .................................................... 71
Chapter 12 - Customising the Software................................................. 72
12.1 The Setup Page..................................................................72
12.1.1 The Display............................................................. 72
12.1.3 Com Port................................................................ 72
Section Four.........E6A Optional Outputs
Chapter 13 - Software Access............................................................... 73
13.1 The Output Options Page................................................... 73
13.2 Enabling Options................................................................74
Chapter 14 - Idle Speed Control ...........................................................75
14.1 Description.........................................................................75
14.2 Using the Idle Speed Motor ................................................ 75
14.3 Adjusting the Idle Speed Control........................................76
Chapter 15 - Closed Loop Control ........................................................ 78
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15.1 Description.........................................................................78
15.2 Using Closed Loop Control................................................78
15.3 Using Different Oxygen Sensors......................................... 80
Chapter 16 - Auxiliary Outputs.............................................................81
16.1 Description.........................................................................82
16.2 Turbo Waste Gate Control ................................................. 82
16.2.1 Description ............................................................. 82
16.2.2 Using the Turbo Wastegate Control........................82
16.2.3 Using the Boost Controller...................................... 83
16.3 Dual Intake Valve Control.................................................. 84
16.4 Torque Converter Lockup.................................................. 84
16.5 Electric Thermatic Fan Control ........................................... 85
16.6 Electric Intercooler Fan Control ......................................... 86
16.7 Shift Light Illumination ....................................................... 87
16.8 Auxiliary Fuel Pump...........................................................88
16.9 Anti-Stall Solenoid Control ................................................ 89
16.10 Staging Signal Function...................................................... 89
16.11 Driver Box (DB3) Staging Signal Function......................... 90
16.12 Turbo Timer....................................................................... 90
16.13 NOS Switch.......................................................................91
16.14 Anti-Lag Switch................................................................. 92
Section Five.......... Appendices
Appendix A - Troubleshooting.............................................................. 93
A.1 Overview............................................................................ 93
A.2 Control Programme Problems............................................. 94
A.3 Starting Problems............................................................... 95
A.4 Idling Problems .................................................................. 96
A.5 Light Throttle and Cruising Problems .................................96
A.6 Full Power Problems .......................................................... 96
A.7 Throttle Response Problems............................................... 96
A.8 Cold Running Problems......................................................97
A.9 Fuel Consumption .............................................................. 97
Appendix B - The Advanced Features...................................................98
B.1 The E6A Outputs...............................................................98
B.2 Direct Fire Ignition.............................................................98
B.2.1 Ignition Outputs...................................................... 98
B.2.2 Synchronising..........................................................99
B.2.3 Coil Setup............................................................. 100
B.2.4 Converting Individual Coils to Waste Spark..........100
B.2.5 Ignition Outputs.................................................... 100
B.3 Sequential Injection.......................................................... 101
B.3.1 Sequential Features on the E6A............................. 101
B.3.2 Sequential Outputs................................................ 101
B.3.3 Synchronising........................................................ 102
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B.4 Multitooth Triggers.......................................................... 103
B.5 Twin Triggers and Twin Distributors................................ 103
B.6 Rotary Engines................................................................. 104
B.7 Summary Table ................................................................ 105
Appendix C - Injector Impedance ....................................................... 106
C.1 The E6A Injector Drivers ................................................. 106
Appendix D - Fuel Systems & Staging................................................ 108
D.2 Fuel Requirement ............................................................. 108
D.2 Injector Flow Capacity ..................................................... 108
D.3 Injector Staging................................................................ 109
D.4 Fuel Pump Capacity.......................................................... 110
D.5 Fuel Rails and Pressure Regulators...................................111
Appendix E - Trigger Interface........................................................... 112
E.1 The Input Trigger............................................................. 113
E.2 Trigger Devices................................................................ 110
E.2.1 Hall Effect Sensors........................................................... 117
E.3 Synchronisation Events..................................................... 118
E.4 Ignition Output................................................................. 119
E.5 Alternate Ignition Systems................................................ 121
Appendix F - Rotor Phasing................................................................ 123
Appendix G - Wiring Diagrams........................................................... 124
Under copyright law, neither this manual nor its accompanying software may be copied,
translated or reduced to electronic form, except as specified herein, without prior written
consent of Invent Engineering Pty Ltd trading as Haltech.
Copyright 1997 Invent Engineering Pty Ltd
10 Bay Rd
Taren Point, NSW 2229
Australia
MS_DOS is a registered trademark of Microsoft Corporation. IBM is a registered
trademark of International Business Machines Corporation
Print Version : 1.4 ......................................................Date : 11 July 1997
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Introduction
Congratulations on your decision to install a Haltech Engine Management System to your
vehicle. Haltech EFI systems have been successfully installed on thousands of vehicles, from
power off-shore boats to twin-turbo Ferraris, from pylon racing aircraft to jet skis and
snowmobiles. Over the past several years, many motorsport enthusiasts have discovered that
the Haltech computer is easy to use and gets the job done correctly - that job being to reliably
make a lot of horsepower and torque in an engine by enabling users to precisely control
ignition timing and fuel-air mixture. Precise ignition and mixture control also leads to excellent
drivability and fuel economy - something that is often lacking in high-performance
carburettored engines.
Haltech users have discovered that the flexibility of the Haltech Electronic Control Unit (ECU)
and PC based programming software leads to the easiest possible installation on everything
from traditional pushrod V8s to high performance turbocharged racing motorcycles. We are
proud of the fact that some of the most respected professional racers and supercar builders in
the world use Haltech equipment for the same reasons that Haltech is popular with
motorsports enthusiasts: it is flexible and friendly; is installed easily; and you can tune your
Haltech simply without having to make the project a major research effort.
Installation Overview
The Haltech E6A system utilises a special-purpose programmable microcomputer designed for
engine management. The E6A system includes the ECU, engine sensors, and a special wiring
harness to connect them, plus programming software and cable for you to tune the system. In
the course of the installation, you will mount four electronic engine sensors, two for
temperature, one for throttle position, and one to sense vacuum/pressure. You will run the
wiring harness through the vehicle, connecting the 12V, ground and signal wires, and plug the
harness connectors into the engine sensors and fuel injectors. An ignition output module will
be mounted in the engine bay and connected to the harness. Finally, you will mount and
connect the ECU itself. Haltech systems provide electronic fuelling control. The engine must
already be configured with intake manifold and suitable injectors, a fuel rail with pressure
regulator, and a high-pressure pump. To control ignition timing, the ECU requires a fixed
trigger from either a distributor, crank angle sensor, or cam angle sensor. If you vehicle lacks
one or more of these components, your Haltech dealer can help you obtain them.
With the Haltech system installed, you tune it by connecting the ECU to an IBM compatible
PC via the supplied communications cable. The Haltech Programming software allows you to
configure and modify the ignition and fuelling data stored in the ECU: it's as simple as
adjusting the heights of the bar graphs displayed on your PC screen. Collectively, the bar
graphs form the "Maps" that instruct the ECU how to inject fuel and when to fire the spark
under different conditions. The programming software has been designed to be functional,
"friendly" and intuitively easy to use.
When the time comes to start your engine, the base fuel map already loaded in the system
could get you going immediately. If not, a little alteration with some assistance from this
manual should get your vehicle running. You then work on fine tuning your maps to suit your
engine exactly. An air:fuel ratio meter and a dyno make tuning easiest, but many people use the
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traditional method of "seat of the pants" feel and tuning by ear, possibly checking spark plug
colour as an indication of fuel mixture. Whichever method you use, you will find that the
ability to instantly change mixtures by the stroke of a key, or the twist of a knob, will make
tuning your Haltech system far easier than tuning a carburettor or mechanical injection system,
and with much better results.
Before You Begin...
1) IT IS BEST TO READ THIS ENTIRE MANUAL BEFORE STARTING.
At the very least, you should read Section One of the manual, and any of the Appendices that
are relevant to your installation. The greater your knowledge of the operation of the Haltech
system, the easier you will find it to understand what you are doing, and why.
2) Read any additional material accompanying this manual that updates the document since it
was written.
3) You may need special parts or additional tools or test equipment in order to complete
installation. Make sure you have these items on hand before you begin to avoid frustration.
Contact your Haltech dealer if you have difficulty.
4) Don't do the minimum work possible. Carelessness in the early stages of installation can
cause you major headaches later on, be it in a few days' or a few months' time. Carelessness
will cost you money and frustration in finding and fixing unnecessary problems. You have the
opportunity to make sure your Haltech system's operation is extremely dependable and easy to
use by doing it right the first time.
There is another reason to exercise care during this installation. You will be dealing with
explosive fuel under pressure, electricity and considerable heat. Inside the combustion
chamber, this is a happy combination. In the garage, they are not. The same kind of danger
exists when working underneath a jacked-up car. Please be careful.
Avoid open sparks, flames, or operation of electrical devices near flammable
substances.
Always disconnect the Battery cables when doing electrical work on your vehicle.
All fuel system components and wiring should be mounted away from heat sources,
shielded if necessary, and well vented.
Make sure there are no leaks in the fuel system and that all connections are
secure.
Disconnect the Haltech ECU from the electrical system whenever doing any arc
welding on the vehicle by unplugging the wiring harness connector from the ECU.
5) Electromagnetic interference (EMI) from unsuppressed spark plugs and leads can cause the
ECU to fail. Please do not use them.
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6) In hot climates, or with turbocharged engines, you may need to employ heat shielding to
prevent heat soak and damage to electrical and fuel parts. Use the coolest surfaces of the
chassis as a heat sink for components and use thermally conductive brackets where
appropriate.
7) We recommend having your system tuned by professionals. An exhaust gas analyser and
fuel pressure meter make tuning vastly easier and help avoid potentially disastrous lean out
conditions that could destroy your engine. Should you wish to tune this unit yourself, make
sure you have some reliable means of determining if your engine is running lean.
Note: In this manual, reference will be made to MAP (Manifold Absolute Pressure - as in MAP
sensor) and the fuel maps stored in the ECU. Both are common industry terms, with entirely
different meanings.
Tool/Supply Requirements
Installation of this system can be easily carried out by professional mechanics and most
experienced home mechanics if the following tools and components are available:
Voltmeter or Test Light
A selection of screwdrivers and spanners
Soldering Iron and solder (we recommend soldering all connections)
Wire Cutters and Pliers
Crimping Tool and assorted terminals
Drill with assorted drill bits
3/8" NPT Tap
1/4" GAS Tap
Electrical Tape or Heat Shrink tubing
Teflon pipe sealing tape
Nylon cable ties
Jeweller’s file (may be needed for mounting Throttle Position Sensor)
Mounting hardware for ECU and relays (mounts/bolts/screws)
IBM-PC compatible computer (preferably laptop) with at least 640kb, one disk drive and
an RS232 serial port.
A good quality Timing Light
How It Works
While the technology involved with electronic fuel injection is complex, the underlying
principles of its operation are really quite straightforward. The object of any fuel delivery
system in a gasoline engine is to determine the amount of air being drawn by the engine, and
supply the appropriate quantity of fuel to "burn" all the oxygen in that mass of air.
A carburettor uses primarily only one parameter to determine fuel metering: air speed. Higher
air speeds through the carburettor result in larger pressure drops across the venturis, and thus
more fuel is sucked through the jets.
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Electronic fuel injection revolves around the use of solenoid actuated injectors. These devices
employ a coil attached to a valve. When the coil is energised, the valve opens and fuel is
allowed to flow. As long as the pressure between the fuel and the air in front of the injector
nozzle is held constant, the rate of fuel flow will remain the same. By accurately controlling the
length of time the injector remains open, precise quantities of fuel can be metered to the
engine.
Since we have no convenient means of directly measuring the amount of air entering the engine
to determine the amount of fuel to deliver, we use a number of engine parameters to determine
an injection opening time. We build a table that breaks the engine's operation into a series of
rpm ranges. At each range, we consider the load on the engine, using either the position of the
throttle or the manifold pressure as a reference to the load on the engine.
Collectively, the ranges in this table (also called a look-up table), form a map of the volumetric
efficiency for the engine. Our standing assumption, therefore, is that for any combination of
engine speed and load, we have a direct reference to the amount of air that is being drawn into
the engine by means of this map.
The Haltech E6A uses a digital microcomputer to measure engine speed and load, and uses
them to access the base fuel map. The base fuel map is a look-up table of injector opening
times stored in non-volatile memory i.e. when power is switched off, the contents of the
memory are retained. By using the programming software, the contents of this memory can be
changed so that you can match injector opening times to the injectors you are using, and to suit
the requirements of your engine.
Having determined the base injection time, the microcomputer then performs a number of
adjustments to this value. Corrections for air temperature and barometric pressure are applied,
since these variables affect the density of air. Extra injection time is also added, when
necessary, for transient throttle movement and the temperature of the engine. At the end of all
these calculations, the final injection time is determined: the time for which the injectors are
actually held open.
Injection pulses usually occur one or more times per engine cycle. The ECU uses a trigger
signal locked to engine speed in order to determine when to inject. When it receives an
appropriate trigger, the ECU applies a magnetising current to the injector coils for precisely as
long as the final computed injection time, providing an extremely accurate delivery of fuel that
will exactly suit the engine's needs.
The ignition timing is determined in a similar way to the fuel needs. The Haltech E6A ECU has
a look-up table configured in the same way as for the fuel, but instead of the fuel delivery in
the table the Ignition Map contains the Ignition Advance for that point. This means that the
ignition point can be controlled with much greater accuracy then ever possible with bobweights and vacuum advance in a distributor.
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The Advanced Mode Features of the E6A
The E6A is designed to be easily programmed, but also be capable of being used on a wide
variety of applications. A typical E6A installation could be : 4, 6 or 8 cylinders,
turbo/supercharged or normally aspirated, distributed ignition (only one ignition output), and
possibly using Closed Loop Control and/or Idle Speed Control. The E6A will control this
‘typical’ engine without problem. It will also provide the ability to control some other features,
such as Turbo Wastegate Control, Thermofans, Torque Converter Clutch Lockup, etc. (For a
full list of Optional Outputs, see Chapter 16). This is what we would call a ‘Basic’ setup.
Of course there are some exceptions to this basic setup. One of the most obvious examples is
the Rotary engine. The ignition system for a Rotary is more complex than a piston engine.
There are also piston engines without distributors. These are known as Direct Fire engines.
They use multiple coils, either one for each plug or one for each pair of plugs. These are just a
couple of examples of non-basic setups. For the purposes of the E6A, we call these
‘Advanced’ setups.
The E6A can be programmed in either Basic or Advanced modes. The software is identical
for both, but in Advanced Mode, the special engine configurations can be employed. The table
below sets out what features are particular to the Advanced Mode. If your engine meets any of
the criteria, you should use the Advanced Mode when programming the E6A. If your engine
does not meet any of the criteria, programme in Basic Mode. The Advanced Mode will not
provide you with any extra abilities or features, but may only complicate some issues.
Setting the programming mode is described in Chapter 3 Engine Identification [4.1]. Once
the Advanced Mode is set when the PC is on line to the Haltech, it will not need to be switched
on again, even if you exit the program. When the programme is started, it will detect the mode
and use it accordingly. You will need to be aware of what mode you are using during
installation. If you are using Basic Mode, ignore any references to Advanced Mode settings.
The following features are available through the Advanced Mode.
Sequential Injection
Direct Fire Ignition
Rotary Engines
Twin Triggers
Twin Distributors
Multitooth Trigger Systems
The use of these features will be determined by your engine configuration. If your engine has
no distributor, for example, you will need to use Direct Fire. The sequential mode is optional.
If you have the hardware and the available outputs you can use sequential if you wish. All the
other features will be determined by your engine. If you need to use any of these features,
you should read Appendix B before you install the system to be fully aware of your
hardware and installation requirements.
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Haltech E6A Specifications
Engine Suitability
• up to 16,000 rpm
• 1, 2, 3, 4, 5, 6, 8, 10, 12 cylinders (1-2 rotors)*
• 2 or 4 stroke
• normally aspirated or supercharged up to 200 kPa (30 psi)
• load sensing by throttle position or manifold pressure
• multipoint, batch-fire, staged or sequenced (up to 4 banks) injection patterns
• distributed ignition systems, or direct fire systems with 1 to 4 coils
NB: Sequential and Direct Fire can not be used together.
Power Requirements
•• Power Source
8.6 to 16 Volts DC
•• Consumption
Haltech ECU: 270 mA at 12 Volts
Injector Load: Dependent on injector type
approx. proportional to injector duty cycle
(typically 0.6 Amps per injector)
Physical Specifications
• ECU Dimensions
Length: 168 mm (6 5/8")
Width: 145 mm (5 5/8")
Depth: 41 mm (1 5/8")
• Weight
ECU: 760g (1.68 lb)
Loom: 1.92kg (4.2 lb)
Sensors: 500g(1.1 lb)
Shipping Weight: 4.5kg (9.9 lb)
(Including manual/packaging)
Input Sensors
• Manifold Absolute Pressure (MAP) Sensor
1 Bar -100kPa to 0kPa (Naturally Aspirated)
2 Bar -100kPa to 100kPa (up to 1 Bar or 15 psi boost)
3 Bar -100kPa to 200kPa (up to 2 Bar or 30 psi boost)
• Temperature Sensors (Air and Coolant)
NTC temperature dependent resistor type.
Operating Range
Continuous -40°C to 100°C (-40°F to 212°F)
Intermittent up to 125°C (257°F)
• Throttle Position Sensor
10 kΩ rotary potentiometer driven from throttle shaft
12
• Engine Speed Pickup
Compatible with most trigger systems:
- 5 or 12 volt square wave;
- pull-to-ground (open collector)
Tach adaptor available for magnetic (or ‘reluctor’) triggers
ECU Outputs
• Injector Driver
4 x 4/1Amp peak-and-hold current limiting drivers:
- up to four low-impedance injectors*
- up to eight high-impedance injectors*
(Expandable using optional Driver Box. See Appendix C)
• Ignition Output
Haltech Ignition Module, trigger by ECU, for directly firing the coil.
(may also be compatible with other igniters. Ask your Haltech dealer.)
• Fuel Pump Control
20A fused relay, features automatic priming and switch-off.
* additional hardware may be required
System Programming Requirements
• Computer
IBM-PC or compatible, preferably laptop or notebooks
CGA, EGA or VGA, colour or monochrome display
640+ kb RAM
• Disk Drive
3.5" Floppy Disk Drive
(5.25" disk available on request)
• Serial Port
Standard RS232C port - 9 pin D connector
(25 pin cable available on request)
COM1 or COM2 (selectable)
Adjustable Features
• Base Fuel Map
22 Fuel ranges, every 500 RPM to 10,500, or
17 Fuel ranges, every 1000 rpm to 16,000
32 Load points per range, up to 16mS with 0.016mS resolution
• Ignition Map
22 Ignition ranges, every 500 RPM to 10,500, or
17 Ignition ranges, every 1000 rpm to 16,000
32 Load points per range, up to 50° advance, with 1° resolution
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• Correction Maps
• Fuel
Cold Start Prime - 32 points
Coolant Temperature Enrichment - 32 points
Air Temperature Adjustment - 32 points
Battery Voltage Correction - 32 points
Closed Throttle (selectable) - 16 points
Full Throttle (selectable) - 32 points
• Ignition
Crank Advance - 32 points
Coolant Temperature Advance/Retard - 32 points
Air Temperature Advance/Retard - 32 points
• Programmable Rev-Limit - selectable as either fuel or ignition
•• Fuel Cut on Deceleration
• Accelerator Pump
Increase and sustain parameters
Coolant enrichment factor
Three speed ranges
• Idle Speed Control
Target Idle Speed
Cold Idle-up Rpm
Post-start Rpm setting
• Closed Loop Control
with both cruise and idle settings
• Programmable Output Options
Miscellaneous
• Map Storage and Retrieval
Maps may be stored to disk and re-used
• Datalogging
Engine data information saved 5 times per second
Store to memory or disk
Limited only by available memory (approx. 11k/minute)
• US or Metric Units
• Real Time Programming
Instant, hesitation free adjustment while engine is running
•• Optional Mixture Trim Module
Provides ±12½% or ±50% adjustment for fast tuning
•• Optional Ignition Trim Module
Provides -8° to +7° adjustment for fast tuning
• Rugged Aluminium Casing
Black anodised with integral cooling fins and mounting brackets.
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SECTION ONE
Getting Started
CHAPTER 1
Haltech E6A Installation
1.1 Overview
The Haltech E6A system comprises the following components
Haltech Electronic Control Unit (ECU)
Coolant Temperature Sensor
Inlet Air Temperature Sensor
Throttle Position Sensor (TPS)
Manifold Absolute Pressure (MAP) Sensor
(1,2 or 3 Bar Sensor - purchased separately to main kit)
Ignition Module
Main Wiring Harness
Haltech E6A system Instruction Manual
Programming Cable
Programming Disk
Relays
Optional Items
Fuel Mixture / Ignition Timing Trim Control
Exhaust Gas Oxygen Sensor
Idle Speed Control Motor
Reluctor Adapter - for magnetic triggers
Driver Box
Other components not supplied as part of the E6A system include:
Inlet Manifold
Throttle body
Throttle linkages
Velocity stacks
Injector Mounts
Fuel injectors
High pressure fuel pumps
Inlet Air Cleaners
Performance ignition systems
Trigger System
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1.2 Installation Summary
1. Mount Manifold Absolute Pressure Sensor.
2. Mount Coolant Temperature Sensor.
3. Mount Inlet Air Temperature Sensor.
4. Mount Throttle Position Sensor.
5. Mount Ignition Module
6. Mount optional Exhaust Gas Oxygen Sensor (if used)
7. Route Main Wiring Harness and connect sensors and ignition module.
8. Mount and connect Power Relays.
9. Mount Fuse Block.
10. Mount ECU inside passenger compartment.
11. Locate and connect flying wires:-
RED + 12 volts battery
GREY Ignition on 12 volts
BLACK Chassis ground
ORANGE (2 wires) Fuel Pump Circuit
12. Install and connect the optional Idle Speed Motor
13. Install and connect any Optional Outputs
14. Connect Trigger signal
15. Connect ECU and test.
1.3 Expanded Installation Guide
1.3.1. Manifold Absolute Pressure (MAP) Sensor
The MAP sensor is used to convert the manifold pressure into an electrical signal for the E6A
ECU to use. The sensor works in absolute pressures, thus its calibration is not affected by
changes in barometric pressure.
There are three types of MAP sensors that can be used with E6A system. Which sensor is
required depends on the engine setup.
1 Bar Sensor (Part No. 039 4070)
( -100kPa to 0 kPa) Normally Aspirated Engines
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2 Bar Sensor (Part No. 886 3189)
(-100kPa to 100kPa) Turbo or Supercharged
Engines up to 100kPa boost
(15 psi , 1 atmosphere)
3 Bar Sensor (Part No. 749 3169)
(-100kPa to 200kPa) Turbo or Supercharged
Engines up to 200kPa boost
(30 Psi, 2 atmospheres)
Note: Make sure you have the correct MAP sensor for your engine. The first three digits
of the part number is stamped on the sensor housing.
Engines running in Throttle Position Mode must use a 1 Bar sensor, not connected to
the manifold, so as to measure the barometric pressure.
Installations using a Barometric Pressure sensor will have two MAP sensors to connect.
One sensor will be for the Manifold pressure, the other will be for Barometric pressure.
The Barometric sensor must be a 1 Bar sensor. It connects to the Spare Input plug near
the Main Connector. This sensor can be mounted with the ECU and must be left open to
the atmosphere.
Mounting
The MAP sensor is usually mounted high on the engine bay firewall or inner guard using two
screws and with the hose nipple facing outwards. Connect the sensor to the inlet manifold via a
short length of vacuum hose and fasten with either hose clamps or nylon cable ties. Connect
the sensor to the main wiring harness using the appropriate plug. (For 1 Bar sensors the plug is
green, for 2 and 3 Bar sensors the plug is orange). Avoid mounting the sensor below the level
of the fuel injectors, because fuel may collect in the vacuum hose and run down into the
sensor. The sensor assembly is weather-proof but it is good practice to mount the sensor in a
protected position away from moisture and heat.
Note: Throttle position mode installations.
If you are using the throttle position to determine engine load, a 1 Bar MAP sensor must be
used, disconnected from the manifold and open to the surrounding air. The E6A will use the
sensor signal to compensate for barometric pressure.
1.3.2. Coolant Temperature Sensor
The coolant temperature is used by the computer to determine warm up corrections and adjust
fuel mixtures.
The coolant temperature sensor has a solid brass temperature sensing tip. Refer to the diagram
for technical details of the sensor. The coolant sensor supplied is an industry standard
component and some engines may already have provision for this type of sensor.
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The coolant temperature sensor is designed to screw into a threaded hole and protrude into the
engine coolant stream. For air cooled engines, the sensor can be embedded directly into the
engine block or used to sense oil temperature.
Locate a suitable position on the engine which will allow the hole and thread to be machined,
and which gives access to the coolant stream. The sensor should be mounted after the engine
and before the thermostat in the coolant circuit. Since most engines have existing temperature
sensor holes, it is often possible to mount the Haltech sensor in one of these holes. A thread
adapter is sometimes necessary. In some engines only one temperature sensor hole exists and is
used for the dashboard gauge sender. It is usually possible to install a tee-piece to allow both
the dashboard sender and the Haltech sender to share access to the same threaded hole.
If it is necessary to drain the coolant from the vehicle to fit the temperature sensor then the
factory manual for the engine should be consulted for the correct procedure to restore the
coolant and purge the cooling system of air.
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1.3.3. Inlet Air Temperature Sensor
The air temperature sensor is used to compensate for changes in air density due to air
temperature. Cold air is denser than warm air and therefore requires a greater volume of fuel to
maintain the same air/fuel ratio. This effect is most noticeable in forced induction engines. The
Haltech E6A will automatically compensate using the signal received from the air temperature
sensor.
The sensor should be mounted to provide the best representation of the actual temperature of
the air entering the combustion chamber, i.e. after any turbo or supercharger, and intercooler,
and as close to the head as possible. The sensor needs to be in the moving air stream to give
fast response times and reduce heat-soak effects.
Note: The Haltech air temperature sensor will read temperatures up to 120° C and
temperatures above this will be interpreted as a fault condition. The air temperature
after some turbos and superchargers can exceed this. If this occurs with your engine you
should consider fitting an intercooler to reduce air temperature and increase charge
density. If this is not possible then the air temperature sensor should be placed upstream
of the turbo or supercharger to monitor ambient air temperature.
Once a suitable position has been located for the air temperature sensor a hole should be drilled
and tapped to accept the sensor. Remove the manifold or inlet tract from the engine before
machining the sensor mount. Do not allow any metal particles to enter the inlet manifold of the
engine as these will be drawn into the engine and damage it. Wash all components before
reassembly.
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1.3.4. The Throttle Position Sensor (TPS)
The throttle position sensor is mounted to the throttle butterfly shaft to measure its rotation. A
TPS is common on many late model engines and the Haltech sensor should attach with little or
no modification. The throttle shaft must protrude from the side of the throttle body. This may
require the machining of the throttle body or the manufacture of a new throttle shaft. The inner
mechanism of the sensor rotates with the shaft. If the shaft is round then file a flat surface on
the shaft so that it will pass through the sensor assembly. The TPS should be mounted against
the side of the throttle body, using two screws, such that the throttle shaft and the sensor
mechanism can rotate freely. Make sure that the axis of rotation of the shaft is exactly
aligned with the axis of rotation of the sensor. Also, do not use the TPS as a throttle stop.
In either case, the TPS will be damaged. The absolute range of sensor movement is not
important as the sensor can be calibrated using the programming software.
1.3.5. Mount Ignition Module.
The Ignition Module has to be mounted on a flat surface (eg. the firewall) to ensure proper
heat dissipation and to avoid stress on the wiring connections. Also it is important to
preventing the module overheating by mounting it away from hot components such as exhaust
manifolds and turbochargers.
Included with the Haltech wiring harness is the Ignition Sub-loom. This connects the Ignition
module to the Main Harness. Locate this loom and connect it to the ignition module.
Connect the 3 flying leads. The black wire with the eye terminal is a ground connection. This
should NOT be grounded to the same point as the ECU to prevent ignition noise getting into
the power supply circuit of the ECU. The blue wire goes to the negative side of the coil. The
red wire should be supplied with Ignition On 12 volts. This can often be obtained from the
positive side of the coil.
NOTE: IF USING THE HALTECH IGNITION MODULE CONSTANT DUTY
CYCLE SHOULD BE SELECTED IN THE IGNITION SETUP PAGE.
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Bosch Ignition Module. The module must be mounted on the bracket, and the bracket must be
mounted to a suitable surface.
Haltech Ignition Module (part number HIM1) supplied with all E6A kits.
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1.3.6. Mount Optional Exhaust Gas Oxygen Sensor
The optional exhaust gas oxygen sensor must be mounted in the exhaust pipe near the exhaust
header or extractors, usually after the collector. The sensor uses the exhaust gas to detect if the
engine is lean or rich. Many late model engines already have provision for an exhaust gas
oxygen sensor and the sensor provided should fit any standard exhaust mount. Some exhaust
systems have the sensor mount up to around half a meter (2 feet) down stream from the
exhaust headers.
If the exhaust system does not have an existing sensor mount then a new mount will have to be
welded to the exhaust system.
When routing the electrical connections to the exhaust gas oxygen sensor do not allow the
harness to touch the exhaust pipe as the heat will damage them.
See Chapter 15 [15.3] for more information on exhaust gas oxygen sensors.
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1.3.7. Route Wiring Harness and Connect Sensors
Lay the main wiring harness out in the engine bay with the sensors mounted to ascertain the
best fit for the harness. Pass the wiring loom through a hole in the engine bay firewall and into
the passenger compartment where the ECU will be mounted. Either use an existing hole or cut
a new hole to suit. Use a rubber grommet or similar device to protect the harness from being
damaged by rubbing on the sharp edge of the hole.
IMPORTANT
•• Do not allow the harness to touch hot exhaust parts including manifolds or
turbochargers.
•• Try to route the main harness away from high voltage ignition leads. Under no
circumstances run any wiring parallel to, or in contact with the ignition leads.
Hint: Be neat. Run the harness in a tidy fashion. Try to run the harness along paths used by
original wiring. Use nylon cable ties to secure the harness in place, but do not stress the wiring
or connectors.
Once the harness is fitted, connect all the sensors to their appropriate plugs.
1.3.8. Power Relays
There are two relays used with the Haltech E6A, the Main Power Relay (with a grey wire) and
the Fuel Pump Relay (two orange wires). These relays are identical parts so it is not important
which relay goes in what connector.
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These relays should be mounted on the firewall or an inner guard. Do not mount the relays
such that they could catch and collect splashed water. Residual water inside the relay housing
will cause them to fail. Mount them with the tab upwards as shown in the diagram.
1.3.9. Fuse Block Assembly
The fuse block assembly holds the fuses that protect the various components of the Haltech
E6A system.
The fuse block is supplied from the factory with fuses installed. The fuse ratings are shown in
the diagram and should not be changed as these have been selected for best protection.
Altering the fuse ratings could cause severe damage to the E6A system.
The fuse block should be positioned so that it can be easily accessed in case of fuse failure. Do
not mount the fuse block where it could be exposed to water. Mount via the two screws holes
in the block. Ensure that vibration will not cause the screws to vibrate loose.
Connect the Fuse Block assembly to the Main Harness.
1.3.10. Electronic Control Unit (ECU)
The Haltech E6A is not designed to be waterproof. It is desirable that the ECU be given as
much protection from the environment as possible. It is recommended that the ECU be
mounted inside the passenger compartment, either on the firewall, under the dashboard or
under the passenger seat.
The ECU has four mounting holes that allow it to be mounted to most flat surfaces. In extreme
cases of vibration, the ECU should be mounted on rubber anti-vibration pads. When mounting
the ECU remember that the communications connector on the loom should remain accessible
for ease of programming.
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1.3.11. Flying Leads
Locate and connect the following flying leads.
Black - (Ground) Locate a good chassis ground point and connect the black wire. The best
spot is direct to the battery negative terminal.
Red - (Supply 12V) Locate a source of continuous 12 volts and connect the red wire.
Connecting direct to the positive battery terminal is suggested.
Grey - (Switched 12V) The grey wire is used to control the operation of the Haltech E6A
power relay. It needs to be connected so that it sees 12V only when the ignition is on
and during cranking. This wire does not draw a large amount of current (< 0.5A). Do
not connect to the accessory outputs of the ignition switch.
Orange - The two orange wires are used to operate the fuel pump. When the Haltech E6A
ECU wants to operate the fuel pump it will close the fuel pump relay connecting the
two orange wires together. The diagrams show two examples of wiring the fuel pump.
Do not add extra relays to the fuel pump circuit.
1.3.12. Install and connect Optional Idle Speed Motor
If you are not using the Idle Speed Control, tie the motor connector back neatly in the engine
bay. If the engine has a suitable Idle Speed Motor, connect it now. If you have to install the
motor, install and connect it now. For details on how to install and plumb the Idle Speed
Motor, see Chapter 14.
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1.3.13. Install and connect any Optional Outputs
If you are planning to use any of the Programmable Optional Outputs, install and connect them
now. Depending on what options you are using, the wiring will be different. For details on
wiring your particular options, refer to Chapter 16, Auxiliary Outputs.
1.3.14 Connect the Trigger Sensor
If the engine has a magnetic trigger input, you will need to connect the Reluctor Adapter now.
For details on how to connect the Reluctor Adapter to the main loom and to the trigger, refer
to Appendix G, Wiring Diagrams, and to Appendix E [E.2].
Hall Effect and Optical triggers need three connections - ground, power and the signal. The
trigger connector on the Main Harness has four pins. These pins and their connections are
shown in the diagram below. The Secondary (Home) Trigger is used for Direct Fire or
Sequential Applications. (See Appendix B). The secondary input can also be used as the Road
Speed input if it is not being used as a home trigger.
You will need to know what wiring your trigger requires. Some triggers need a series resistor
on the power line in order to limit current. Check your trigger system thoroughly. An
incorrectly wired trigger can cause damage, usually to the trigger.
The E6A requires one trigger per ignition event. For example, a V8 engine will require 4
triggers per engine revolution. It is recommended the you read Appendix E, Trigger Interface
for more detailed information on the trigger requirements of the E6A.
1.3.15 Connect the ECU
The ECU can now be connected and tested. Be sure to engage the clip on the main connector.
This will make sure the main connector parts mate correctly and reduces the mechanical strain
on the connector bodies. The system can now be tested as described in the following chapters.
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CHAPTER 2
Getting Online
Now that your Haltech E6A is installed with all the sensors in place the system can be
connected to the programming computer. This will allow the readings from all the sensors to
be displayed on the screen and checked for correct operation.
To connect the PC to the Haltech E6A ECU you will need the programming cable and
programming disk supplied.
2.1 Connecting the Haltech E6A to a Computer
The programming cable supplied with the Haltech E6A is a standard serial link extension cable.
One end of the cable will plug into the Main Harness PC Interface connector (near the main
connector). The other end should plug into the mating connector at the back of your computer.
The plug on the computer may be marked "Serial", "Mouse" or "COM". Almost all laptops
will have this plug. If there is no 9 pin plug which it will connect to, check to see if there is a
25 pin D-type plug available (some desk top computers will have this). If this is the case, an
appropriate cable can be supplied on request. Alternatively, most electronic retailers will have a
25-pin to 9-pin converter.
Any time you wish to communicate with the E6A ECU it needs to be supplied with power.
This usually involves just turning on the ignition switch. If at any stage power is not on, or the
programming cable is disconnected while attempting to communicate, the programming
software will display the message RECONNECT HALTECH. To rectify this, reconnect
power and/or the programming cable.
2.2 Operating the Software
2.2.1 Computer Requirements
The computer required to program the Haltech E6A can be any IBM-PC compatible personal
computer from the XT onwards (i.e. the AT, 386, 486 or Pentium computers). The
requirements are fairly modest. The computer must have at least 640K of RAM (with about
590kb free for executable programmes), one 3.5" disk drive and a CGA, EGA, or VGA screen.
(Virtually all reasonably modern laptops running MS-DOS (version 5.00 or higher) will fit this
description).
2.2.2 Installing the Software.
The Programming Disk supplied with the Haltech E6A has an installation programme that
allows you to install the software onto the PC’s Hard Disk. Most modern PCs have a hard
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disk. If your PC does not have a hard disk, the E6A Programme can ran directly from the disk
supplied. Installing the software on the Hard Disk will speed up the programme and avoid
having to fiddle around with floppy disks. The installation programme need only be run once.
If you do not have a Hard Disk, go to the section titled Running the Software from the
Floppy Drive.
To install the software follow these steps.
Boot up Computer
Turn your PCs power on and boot up MS-DOS as instructed by the computers Users Manual.
If a shell programme or menu utility runs automatically when you boot your computer, exit it
now. You should see something like this:
C:\>_
This is the ‘DOS Prompt’. It is DOS’ way of indicating that it is waiting for a command. The
C: indicates that the C drive is the drive currently selected. If you do not have a hard disk,
your prompt will probably look like this :
A:\>_
Select the Drive
To run the INSTALL programme, you must insert the supplied disk in the disk drive. If the
drive is the A drive, then it must be currently selected. To select the A drive (or B drive if it is
the required drive) type :
a:¬ or B:¬
The ¬¬ key is the Enter Key. On some keyboards it may be called the Return key. You should
now see the prompt :
A:\>_ or B:\>_
Run the INSTALL Programme
To run the Install program type :
install¬
The Install programme will now run. Follow the instructions given. The programme will
suggest that the software will be placed in the HALTECH directory. You can change the
destination directory, but it is not recommended that you do unless you understand how
directories work.
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When it is finished, the installation programme will tell you if the installation is successful. If it
was not, consult the trouble shooting section of this manual.
The E6A Programme is now ready to run.
2.2.3 Running the Software from the Hard Disk.
Boot your computer up as described earlier. If your computer is already on, make sure the C
drive is currently selected. To change to the HALTECH directory type :
cD \haltech¬
or, if you used a different destination directory, type that path.
To start the programme type :
e6a¬
The E6A programme will now run. The next section is on running the software from a floppy
drive. You can skip this section and go straight to the section entitled Azerty Keyboards.
2.2.4 Running the Software from the Floppy Disk.
To run the software from a floppy drive, boot your computer up as described earlier. Insert the
Programming disk in the disk drive. If the drive is the A drive, then it must be currently
selected. To select the A drive (or B drive if it is the required drive) type :
a:¬ or B:¬
You should now see the prompt :
A:\>_ or B:\>_
To start the E6A program type :
e6a¬
The E6A program will now run.
2.2.5 Azerty Keyboards
Most countries use a keyboard where the first six letter keys across the top row are :
qwerty
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This is called a Qwerty keyboard. Some countries use an alternative, which is called and
Azerty keyboard, where the Q and W keys are swapped with the A and Z keys respectively. If
you have an Azerty keyboard, you need to run the software slightly differently. When you
would normally type :
e6a¬
to run the programming software (not the installation software), you need to instead type :
e6a/a¬
The /A tells the programme you have an Azerty keyboard. The programme will adjust
accordingly.
2.2.6 Acknowledging the Risks
Once the program begins running a title page should appear briefly and then a warning screen
will be displayed. Read the warning and only proceed if you are prepared to accept the risks
involved in tuning your own engine. Faulty tuning can be dangerous and/or can damage your
engine.
2.3 The Online and Offline Modes
On the E6A system title page, the software asks whether to operate in ONLINE or OFFLINE
mode. The Offline mode is very useful to familiarise yourself with the Haltech software, but
should not be used to make lasting adjustments to the fuel maps unless there is a special reason
for doing so. If you wish to experiment and familiarise yourself with the software press N for
Offline mode, but if the ECU is installed and power is available then we suggest the Online
mode be selected. Press Y to select Online mode.
2.4 Using the System Online
In the Online mode there is a two-way flow of information between the ECU and the
programming computer. The communication cable must be installed and power must be
available to the ECU before the system can communicate. The Online mode will be used most
frequently. While using the system Online, you can view engine information directly and make
adjustments. Any changes or modifications made on the computer are instantaneous and will
be immediately recorded in the ECU. When the programming cable is removed and the ignition
switched off, the ECU will retain all of its memory. The maps do not need to be saved, but
keeping a copy on disk is always good practice and is recommended. (See 9.1)
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