Haltech E6GMX User Manual

E6GMX Manual

Warnings

1. The E6GMX ECU must only

applications with a pin-to-pin compatibility. Please contact Haltech for an application list if required. The use of this ECU in any other application will not be supported by Haltech in any way and will void all warranty.

2. The E6GMX has various configurable inputs and outputs that are predetermined by the ECU’s factory harness, such as Thermo fan and Air conditioning control. These features can be changed in the E6GMX at the users choice, but caution must be taken, as the wiring of the factory harness will need to be changed. Failure to check the wiring prior to changing an ECU input or output may lead to damage of the ECU, harness or other components. Damage due to incorrect wiring or software settings will not be regarded as warranty.

be used in the intended GM

3. This system is capable of controlling either “intelligent” igniters which have in-built dwell control or “dumb” igniters which rely on the ECU to control dwell. This allows standard igniter s to be used in many cases. Most standard igniters are dumb igniters. However, it is very important to set the system up to match the type of ignitor used. In the ignition set-up page the set-up should be:

To control intelligent igniters set up as “Constant Duty” To control dumb igniters set up as “Constant Charge”

If the wrong set-up is used the system will not function correctly and it is possible that the igniters may burn out as a result. Burning out of igniters due to incorrect set-up will not be regarded as warranty.

E6GMX Manual

Contents

INTRODUCTION....................................................................................................................7

SECTION 1 GETTING STARTED ...............................................................................11

CHAPTER 1 Haltech ECU Installation...............................................................................11

1.1 The ECU and Associated Hardware...........................................................................11

1.2 Installation Guide.......................................................................................................11

1.2.1 Electronic Control Unit (ECU) ........................................................................... 11

1.2.2 Install and connect the Supplementary Wiring Harness ..................................... 11

1.2.3 Install and Connect any Optional Outputs ..........................................................12

1.2.4 Connect the ECU.................................................................................................12

CHAPTER 2 Installing The Software.................................................................................. 13

2.1 Computer Requirements............................................................................................. 13

2.2 Operating the Software...............................................................................................13

2.2.1 Installing the Software ........................................................................................ 13

2.2.2 Running the Software..........................................................................................15

CHAPTER 3 Operating the Software ..................................................................................16

3.1 The Menu Structure.................................................................................................... 16

3.1.1 The File Menu.....................................................................................................16

3.1.1.1 Load From File.............................................................................................17

3.1.1.2 Save To File .................................................................................................17

3.1.1.3 Load E6K Fuel and Ignition Maps............................................................... 18

3.1.1.4 Quit...............................................................................................................18

3.1.2 The Map Menu.................................................................................................... 19

3.1.2.1 Fuel Maps.....................................................................................................19

3.1.2.2 Ignition Maps ............................................................................................... 20

3.1.2.3 Fuel Correction Maps...................................................................................21

3.1.2.4 Ignition Correction Maps............................................................................. 21

3.1.3 The Set-up Menu................................................................................................. 22

3.1.4 The Options Menu............................................................................................... 22

3.1.5 Data Page Menu.................................................................................................. 22

3.1.6 Password Protection............................................................................................23

3.2 Online and Offline Operation..................................................................................... 24

3.2.1 Going Online....................................................................................................... 24

3.2.2 The Engine Data and Gauge Page.......................................................................25

3.3 Hot Key Summary...................................................................................................... 26

CHAPTER 4 Configuring the ECU..................................................................................... 27

4.1 Using the ECU Set-up Pages...................................................................................... 27

4.2 The ECU Set-up Pages...............................................................................................27

4.2.1 Main Set-up Page................................................................................................ 27

4.2.2 Fuel Set-up Page..................................................................................................29

4.2.3 Ignition Set-up P age............................................................................................ 32

4.2.4 Trigger Setup.......................................................................................................34

4.2.5 The In/Out Set-up Page....................................................................................... 35

Haltech Maps 38

4.3 What are Maps?..........................................................................................................38

4.4 What is Mapping the Engine?.................................................................................... 39

E6GMX Manual

4.4.1 Adjusting Bar Height In a 2D Map..................................................................... 39

4.4.2 All Ranges........................................................................................................... 40

4.4.3 Percentage Changes.............................................................................................40

4.4.4 Linearise.............................................................................................................. 41

4.4.5 Numeric Mode.....................................................................................................43

4.4.6 3D View ..............................................................................................................44

4.5 The Haltech Maps ......................................................................................................45

4.5.1 Fuel Map – 3-Dimensional.................................................................................. 45

4.5.2 Ignition Map – 3-Dimensional............................................................................ 45

4.5.3 Fuel Correction Map ...........................................................................................45

4.5.3.1 Coolant Temperature Correction..................................................................46

4.5.3.2 Air Temperature Correction......................................................................... 46

4.5.3.3 Battery Voltage Correction.......................................................................... 46

4.5.3.4 Fuel Priming Map.........................................................................................46

4.5.3.5 Post Start Map..............................................................................................46

4.5.3.6 Barometric Pressure Map............................................................................. 46

4.5.4 Ignition Correction Maps.................................................................................... 47

4.5.4.1 Coolant Temperature Correction..................................................................47

4.5.4.2 Air Temperature Correction......................................................................... 47

4.5.4.3 Coolant Temperature cranking map............................................................. 47

4.5.5 Zero Throttle Map...............................................................................................47

4.5.6 Full Throttle Map ................................................................................................ 47

4.5.7 Turbo Waste-gate Maps...................................................................................... 48

4.5.8 Torque Converter Control Map...........................................................................48

4.6 Dual Maps.................................................................................................................. 48

4.6.1 Editing Dual Maps .............................................................................................. 49

SECTION2 TUNING THE ENGINE ............................................................................50

CHAPTER 5 Starting the Engine.........................................................................................50

5.1 Calibrating the Throttle Position Sensor ....................................................................50

5.2 Checking the Trigger.................................................................................................. 50

5.3 Checking the Base Timing......................................................................................... 50

5.4 Determining Ignition Timing..................................................................................... 51

5.5 Determining Engine Fuel Needs................................................................................ 51

5.5.1 Starting using the Manifold Pressure Load Sensing ........................................... 52

5.5.2 Starting using the Throttle Position Load Sensing..............................................52

5.5.3 Useful Software Mapping features...................................................................... 52

5.5.4 Tuning for Idle .................................................................................................... 53

5.5.5 Tuning with No Load..........................................................................................53

5.5.6 Loading the Engine .............................................................................................53

5.5.6.1 On the Dyno................................................................................................. 53

5.5.6.2 On the Road.................................................................................................. 54

5.5.7 Fine Tuning the Engine....................................................................................... 54

CHAPTER 6 Throttle Effects .............................................................................................. 55

6.1 Throttle Response....................................................................................................... 55

6.2 Zero Throttle Map......................................................................................................56

6.3 Full Throttle Map ....................................................................................................... 56

CHAPTER 7 Cold Starting and Running............................................................................. 57

7.1 Cold Cranking............................................................................................................ 57

7.2 Fuel Correction Versus Coolant Temperature ........................................................... 57

iii

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CHAPTER 8 Correction Factors..........................................................................................58

8.1 Fuel Ve rsus Air Temp Map ........................................................................................ 58

8.2 The Battery Voltage Map........................................................................................... 58

8.3 The Ignition Coolant Map.......................................................................................... 58

8.4 The Ignition Inlet Air Temperature Map....................................................................59

8.5 Barometric Correction................................................................................................59

8.5.1 Barometric Correction - Method 1...................................................................... 60

8.5.2 Barometric Correction - Method 2...................................................................... 60

8.5.3 Barometric Correction - Method 3...................................................................... 61

8.6 Post Start Enrichment.................................................................................................62

SECTION 3 SOFTWARE FEATURES......................................................................... 63

CHAPTER 9 Data logging................................................................................................... 63

9.1 The Data log Option................................................................................................... 63

9.1.1 Creating a Data log.............................................................................................. 63

9.1.2 Selecting the Data Channels................................................................................64

9.1.3 Logging the Data................................................................................................. 64

9.1.4 Displaying The Data............................................................................................65

9.1.4.1 Displaying Channels ....................................................................................66

9.1.4.2 Changing scales on a View ..........................................................................67

9.1.4.3 Viewing Multiple Datasets...........................................................................67

9.1.4.4 Removing A Dataset ....................................................................................67

9.1.4.5 Data Values.................................................................................................. 68

9.1.4.6 Zooming....................................................................................................... 68

9.1.4.7 Changing the Trace Width ...........................................................................69

SECTION4 INPUTS & OUTPUTS............................................................................... 70

CHAPTER 10 Output Options Set-Up.................................................................................72

10.1 Idle Speed Control and O

Closed Loop Control..................................................... 72

10.1.1 Idle Control ....................................................................................................... 72

10.1.2 O2 Closed Loop Fuel Control...........................................................................74

10.2 The PWM Options Page........................................................................................... 76

CHAPTER 11 Digital Outputs & PWM Outputs.................................................................77

11.1 Turbo Waste Gate Control (TWG)...........................................................................78

11.2 Bypass Air Control (BAC) Valve ............................................................................78

11.3 Dual Intake Valve Control (DIV).............................................................................79

11.4 Torque Converter Clutch Lockup (TCC)................................................................ 79

11.5 Electric Thermo Fan Control (TF).......................................................................... 79

11.6 Electric Intercooler Fan Control (IF)...................................................................... 80

11.7 Shift Light Illumination (SL) .................................................................................. 81

11.8 Auxiliary Fuel Pump (AP)...................................................................................... 81

11.9 Anti-Stall Solenoid Control (AS).............................................................................81

11.10 Turbo Timer (TT)...................................................................................................82

11.11 NOS Switch............................................................................................................ 82

11.12 Anti-Lag Switch.....................................................................................................83

11.13 Air Conditioning .................................................................................................... 84

11.14 Engine Control Relay............................................................................................. 84

11.15 VTEC ..................................................................................................................... 85

11.16 BAC2...................................................................................................................... 85

11.17 BAC/BAC2 Slave (Bipolar idle valves).................................................................86

E6GMX Manual

11.18 TPS Switc h.............................................................................................................86

SECTION 5 APPENDICES ............................................................................................88

Appendix A Troubleshooting ........................................................................................... 88

Appendix B Ignition and Injection outputs ......................................................................92

Appendix C Injectors......................................................................................................100

Appendix D Fuel Systems ..............................................................................................102

Appendix E Trigger Interface......................................................................................... 106

Appendix F Ha ltech E6GMX Specifications................................................................. 110

Appendix G ECU PINOUTS.......................................................................................... 115

PLUG 1..................................................................................................................................115

PLUG 2 (E6GM ONLY)...................................................................................................... 116

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 Lockin Pty Ltd trading as Haltech.

www.haltech.com

Windows is a registered trademark of Microsoft Corporation. IBM is a registered trademark of International Business Machines Corporation

E6GMX Manual

Print Version: 3.03 .......................................................................................Date: 28 June 2004

This manual should accompany:

IBM compatible PC software .................................................................... HalwinX V1.0

Firmware Series............................................................................................................. 11

Firmware........................................................................................................................11

E6GMX Manual

Introduction

Congratulations on your decision to choose a Haltech Engine Management System. Haltech EFI systems ha ve been successfully insta lled on t housands of vehicles, from power offshore boats to twin-turbo Ferraris, from pylon ra cing aircraft to jet skis and snowmobiles. Over the past decade, many motor-sport enthusiasts have discovered that the Haltech computer is easy to use and performs well by enabling users to precisely control ignition timing and fuel de liv e ry . P r e c ise ignit io n a nd mix t ur e c o nt r o l le a ds to ex c e lle n t driv a bilit y an d fu e l ec onomy, something that is often lacking in high-performance carburettor 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 super-car builders in the world use Haltech equipment for the same reasons that Haltech is popular with motor-sports 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 E6GM system utilises a special-purpose programmable microcomputer designed for engine management. The E6GM system is designed to plug directly into your existing GM wiring harness, making installation easy. The standard ECU is removed and replaced with the Haltech E6GM ECU, and you're ready to start re-tuning your engine. Also included in the system is a special short wiring harness that connects into the back of the ECU (for access to communications port and special inputs), plus programming software and cable for you to tune the 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.

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 fueling 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:fi z el ratio m eter and a dyno make tuning easiest, but many people use the traditional method of "seat of the pants" feel and tuning by ear, possibly checking spark plug colour as an indi cation of fuel mi xture. 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 carburetor or mecha nical inje ct ion system,and with much better results.

E6GMX Manual

Before You Begin...

1) IT IS BEST TO READ THIS ENTIRE MANUAL BEFORE STARTING. The greater your knowledge of the ope ration of the Haltec h system, the ea sier you will find it to understand what you are doing, and why. Throughout the manual are Warnings a nd Notes th a t will h e lp your installation run smoothly and indicate the dangers that can exist for you the installer and the Haltech ECU.

2) Read any additional material accompanying this manual that updates the document since it was written .

3) You may need special parts, additional tools or test equipment in order to complete the installa tion. Make sure you have t hese items on hand be fore 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 c os t 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.

WARNING:

AVOID OPEN SPARKS, FLAMES, OR OPERATION OF

ELECTRICAL DEVICES NEAR FLAMMABLE SUBSTANCES.

ALWAYS DISCONNECT THE BATTERY CABLES WHEN DOING

ELECTRICAL WORK ON YOUR VEHICLE.

DO NO T CHARGE THE BATTERY WITH A 24VOLT TRUCK

CHARGER OR REVERSE THE POLARITY OF THE BATTERY OR

ANY CHARGING UNIT

DO NO T CHANGE THE BATTERY WITH THE ENGINE RUNNING

AS THIS COULD EXPOSE THE ECU TO AN UNREGULATED

POWER SUPPLY THAT COULD DESTROY THE ECU AND OTHER

ELECTRICAL EQUIPMENT.

ALL F U EL 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.

E6GMX Manual

5) Electromagnetic interference (EMI) from unsuppressed spark plugs and leads can cause the ECU to fail. Please do not use them.

6) In hot c limate s, or with turbocharged engine s, you may need t o employ he at 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) W e rec ommend having your system tuned by professionals. An exhaust gas analyser and fuel pressure meter make tuning easier and help avoid potentially disastrous lean out conditions that could destroy your engine. Should you wish t o tune this unit yourself, make sure you have some reliable means of determining if your engine is running lean. Haltech offer the Haltuner for this very application. The Haltuner is an inexpensive air-fuel ratio indicator tha t gives a full-sca le deflection from rich to lean over a displa y of 30 bar segments. It is compatible with all Oxygen Sensors that output a 0-1V and can be configured upon request for other sensor ranges. If used in conjunction with a Haltech Oxygen Sensor, the Haltuner will provide air-fuel indication for a range of 11.5:1 to 17:1.

Note: In this manual, reference will be made to MAP

Pressure - as in MAP sensor) and the fuel maps stored in the ECU. Both are

common industry terms, with entirely different meanings.

(Manifold Absolute

E6GMX Manual

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 of a gasoline engine is t o dete rmine the amount of air being drawn by the engine, a nd supply the appropriate quantity of fuel to "burn" all the oxygen in that mass of air. A carburett or uses generally only one pa rameter t o dete rmine fuel mete ring: air spee d. Higher air speeds through the ca rburett or result in larger pressure drops across the venturis, resulting in more fuel being drawn through the jets. Electronic fuel injection is based on 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 difference 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 delivered to the engine. Since there is no convenient means of directly measuring the amount of air entering the engine to determine the amount of fuel to deliver, the injection opening time can be calculated using a number of engine operating conditions. The ECU uses a table that breaks t he engine 's operation into a series of rpm ranges, each range has a series of points that represents the different loads on the engine, using either the position of the thrott le or the manifold pressure as a load reference. The ranges in this 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 ECU 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. Corrections for air temperature and barometric pressure are applied to the base fuel value, 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. Once these corrections have been applied the ECU knows the amount of fuel the engine requires. 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 ECU has a table configured for ignition instead of fuel and applies corrections in a similar way.

E6GMX Manual

SECTION 1 Getting Started

CHAPTER 1 HALTECH ECU INSTALLATION

1.1 The ECU and Associated Hardware

The Haltech E6GMX system comprises the following components Haltech Electronic Control Unit (ECU) Supplementry wiring Harness Haltech E6GMX system Instruction Manual Programming Cable Programming Disk

Optional Items Fuel Mixture / Ignition Timing Trim Control Replacement Manifold Pressure Sensor (MAP)

1.2 Installation Guide

1.2.1 Electronic Control Unit (ECU)

The ECU 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 ca ses of vibration, the E CU should be mounted on rubbe r anti-vibration pads. When mounting the ECU re member that the communic ations connector on the loom should remain accessible for ease of programming.

Unplug the Delco ECU and plug in the Haltech ECU.

1.2.2 Install and connect the Supplementary Wiring Harness

This small harness connects into the back of the ECU. It provides connection to functions that are not available on the standard main connector. These are the two trim inputs (fuel and ignition), two general-purpose Pulse Width Modulation (PWM) outputs (PWM3 & PWM4) and t he communica tions port. The harness is only about a foot long and can be removed once tuning is complete, and t he communications port, PWM’s and trims are no longer required.

E6GMX Manual

1.2.3 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 d if fe r e n t . F or d e t a ils on wiring your particular options, refer to CHAPTER 11 Digital Output s & P WM Outputs, p77.

1.2.4 Connect the ECU

The ECU can now be connected, be sure to engage the clip on the main connector. The system can now be tested as described in the following chapters.

E6GMX Manual

CHAPTER 2 INSTALLING THE SOFTWARE

Now that your ECU is installed the programming software must be installed so that tuning can begin. This Chapter will explain how to install and run HalwinX, the Haltech Programming Software.

2.1 Computer Requirements

HalwinX requires a PC running Windows 95 release 2, Windows 98, Windows 2000, Windows Millennium or Windows XP with the following specifications.

Minimum Requirements: 233MHz processor VGA colour display 800x600 (preferably 1024x768) 4 MB of memory 10 MB of free Disk space

Recommended: PIII 500MHz processor

VGA colour display 1024x768

16 MB of memory 10 MB of free Disk space

2.2 Operating the Software

2.2.1 Installing the Software

Installing Halwin onto your PC is performed similar to any other Windows software package. Installation is outlined below to ensure correct installation :

1. Insert the CD-ROM into your PC’s CD-ROM drive.

2. Double click on the “My Computer” icon on the desktop.

E6GMX Manual

3. Double click on the CD-ROM icon to open the CD-ROM. If the setup software does not automatically open, then double click on the “SETUP.EXE” icon to start the setup software.

E6GMX Manual

4. After double clicking on the ‘SETUP.EXE’ icon, the following screens will appear.

5. Click on ‘Next > ’ to cont inue and follow the instructions given t o you on the windows that appear.

6. When prompted for which t ype of installation to perform, choose ‘Typica l’ if you are unsure.

2.2.2 Running the Software

After installing the software, an icon should appear on your desktop similar to the one shown in the picture below.

Double click on the icon to start Halwin.

E6GMX Manual

CHAPTER 3 OPERATING THE SOFTWARE

Once the ECU is installed, the programming software allows the user to change the settings currently stored in the ECU. The ECU re quires information about the engine it is to operate such as:

- Number of cylinders: it needs this to calculate engine speed, ignition timing and fuel quantity

- The injection mode to be used

- Output options required

This information is called set-up information. The ECU also re quires information about the amount of fuel or ignition timing it must supply based on various engine-operating conditions. An example of t his is the amount of fuel the engine requires based on the current intake air temperature, this information is stored in a “Map”. As the intake air temperature changes so do the fuel requirements of the engine, so the ECU has da ta for the amount of fuel injected for various different temperatures, this set of data is known as a “Map”. These ideas of data storage are discussed further in CHAPTER 4 Configuring the ECU, p27 and 0 Haltech Maps, p38

3.1 The Menu Structure

All of t he windows, maps and settings can be accessed via the menu shown at the top of the Halwin software screen. These menus can be accessed in the usual methods with the mouse or by keyboard To access the menus via keyboard press and hold ALT and t hen P ress the key c orresponding to the first letter of the menu title which you wish to access F, M, S or O. Th is will c a u se a menu to a ppear from which a series of menu item are available. To choose a menu item use the up and down cursor keys:

↑↑↑↑, ↓↓↓↓

When the desired menu item is highlighted: Press Enter

When a key combination like: Press and Hold ALT and then Press F

Is requir ed it will be abbreviated in the manual to ALT-F. The following describes the individual Menus and their contents.

3.1.1 The File Menu

To open the File menu Press ALT-F or alternatively use the mouse to select the File menu. The file menu contains the following items:

- Load From File

- Load E6K/F10/E6GM Fuel and Ignition Maps

- Save to File

- Quit (Ctrl Q)

E6GMX Manual

3.1.1.1 Load From File

Load From File allows the user to load a file that contains all the “set-up” and “map” data the ECU requires to run a particular engine. This file has been saved during a previous tuning session when the programming PC was connected to the ECU. When the ECU is “Offline”, the Load Map function can be used to load the information from an E6GMX map file (denoted by t he .6XM file ext ension) into t he front-end software to view it s cont ents. If the ECU is “Online” using the Load Map function will cause the ECU to be loaded with the information sto red in the file and all information previously stored in the ECU will be lost.

NOTE:

When using the load function be aware that when the ECU is online all “set-

up” and “map” data currently stored in the ECU will be overwritten.

To choose the desired map simply select the de sired file from the dialog and press enter. This is illus trated below,

The se lec te d file name w ill be d ispla ye d in t he hor izont al b lac k ba r be low t he te xt “ Ope ning File”: Press Enter

Wh e n t he E C U is “On lin e ” t he c e n t r a l Sta t u s B a r w ill t ur n re d a n d in d ic a t e t he lo a d st a t u s o f the map.

3.1.1.2 Save To File

The ECU programming software allows the user to save all the information in the ECU to a file on the programming PC. This allows the user to save a map and continue tuning and then, if required, revert to a previous map.

E6GMX Manual

NOTE:

When the save function is used it saves the current map loaded in the

programming software. If the ECU is “Offline” the map available in the

programming software may not be the map that is stored in the ECU.

When you choose t he “ Save To File” menu item a file dialog similar t o the L oad map will be displa yed. In this case you navigate to the directory of your choosing and type in the file name of your choice.

3.1.1.3 Load E6K Fuel and Ignition Maps

This option allows the user to import all the fuel and ignition maps from an E6K into the E6GMX user map. To select this the user selects File -> Load E6K Fuel and Ignition Maps. The following form shall be displayed to the user,

The user selects the maps they wish to import by select ing the appropriate items by clicking on them. In the example shown above all items have been selected. Once the user has selected the items nee ded, the user clicks on the Import File button. This brings up the file dialog box an d t he u ser sele ct s t he d esir ed E6K file. Ple as e no t t ha t menu sett ings will not b e impo rte d. They will need to be configured manually.

3.1.1.4 Quit

Quit allows the user to leave the programming software and return to the operating system. The user can also quit the software using the quit “Hot-Key”: Press CRTL-Q

E6GMX Manual

3.1.2 The Map Menu

The map menu allows access to the maps contained in the ECU. The following is a description of the map menu and is not a complete description of the maps, for more information on all the maps availa ble and their func tion re fer to CHAPTER 5 Haltec h Maps, p46.

To open the map menu Press ALT-M. The map menu contains the following items:

- Fuel Map CTRL-F – 2D View, CTRL – ALT - F – 3D View

- Ignition Map CTRL-I – 2D View, CTRL – ALT – I – 3D View

- Fuel Correction Maps

- Ignition Correction Maps

- Zero Throttle Map

- Full Throttle Map

- Waste-gate Map 1

- Waste-gate Map 2

- Torque Converter Map

3.1.2.1 Fuel Maps

The Fuel Map is constructed of individual ranges containing Injector Pulse Width against Engine Load as shown below.

E6GMX Manual

The individual ranges represent different engine speeds; in the example above the map shown is from the 2000rpm range.

The Fu e l ma p me nu it e m will o p e n a s ub - me nu wh ic h a llow s access to all the fuel map ranges from 0 –8500rpm. The keys: N for Next and

P for previous

Allow the user to cycle through all the available rpm ranges and allows access to the rpm ranges not accessible via the sub-menu.

The 3D view is shown below,

To go through the load ranges the user uses the left and right arrow keys. To cycle through the RPM range the user uses the up and down arrow keys. To select multiple bars the user presses the Ctrl arrow keys to select the bars they wish to tune. To change the bars the user can use “a” and “s” to change the fine increments and Pg-Up and Pg-Down for the rest of the increments.

3.1.2.2 Ignition Maps

The ignition maps menu item allows access to the ignition maps in the same way as the fuel maps.

E6GMX Manual

3.1.2.3 Fuel Correction Maps

Fuel correction maps allow the ECU to calculate corrections to the amount of fuel injected based on the information received from the engine sensors. The fuel correction maps menu item will open a sub-menu that allows access the fuel correction maps:

- Coolant Temperature

- Air Temperature

- Battery Voltage

- Coolant Temperature Prime

- Post Start

- Barometric Pressure

- Gas Temperature (used for Gas (LPG or similar) fuel vehicles)

- Gas Pressure (used for Gas (LPG or similar) fuel vehicles)

3.1.2.4 Ignition Correction Maps

Ignit ion correction maps allow the ECU to calculate c orrections to the ignition timing based on the information received from the engine sensors. The ignitio n c orr ec tion map s men u ite m will op en a sub- men u tha t allo ws access the ignition correction maps:

- Coolant Temperature

- Air Temperature

- Coolant Cranking

These will be described in furthe r detail later.

E6GMX Manual

3.1.3 The Set-up Menu

The set-up menu allows access to the ECU set-up pages (which contain most of the information about the engine that the ECU is to control) and the program set-up page.

The set-up menu contains:

- Main Set-up CTRL-M

- Fuel Set-up

- Ignition Set-up

- Trigger Setup

- In/Out Set-up

- Throttle Setup

- ComPort Setup

- Screen Colour

- Set Password

3.1.4 The Options Menu

The options menu allows access to the option pages. The options set-up pages allow the user to modify the setting for idle control, closed loop O2 Control and the 4 PWM channe ls and any available digital outputs.

The options menu contains:

- Idle Speed Control

- Closed Loop O

- PWM and Digital Output options

- Throttle Pump

- Log Data (CTRL – D)

- View Data Log

Further description of the contents of the options menu is distributed throughout the manual.

control

3.1.5 Data Page Menu

This allows the user to access the engine data in online mode so they can deduce how their engine is performing. The menus that access this are,

- Gauge Page

- Engine Data page.

- Firmware Version Info.

These shall be discussed in detail further on.

E6GMX Manual

3.1.6 Password Protection

The maps in the ECU can be password protected at the user’s choice. To Set the password the user selects Setup-> Set Password where the user must enter an 8 character password such as “haltech1” or “Beatrice”. The user must use an 8-character password and this password is case sensitive. The dialog for this is illustrated below, and is activated by pressing OK.

If at any time the user wishes to remove the password protection, they may do so by selecting Setup-> Null Password.

When an ECU that has been password protected is first connecting to the laptop, the data will transfer 99% of the data before prompting the user for the password to continue. If the password is correct, the user will be given full access to the ECU, if the password is incorrect, the user will only be given access to Data pages and diagnostic data.

E6GMX Manual

3.2 Online and Offline Operation

The programming soft ware can be used in two ways: “Online” and “ Offline”. In the Online mod e , a ll t h e c h a nge s ma d e t o t he ma p s a n d se t - up d a t a in t h e so f t wa r e will be tra n smit t e d to th e E C U. This is wh a t is c a lle d o nlin e p ro gra mmin g a nd it is in t h is mo de t h a t mo st t u nin g is ca rr ied o ut . In the of fline mode , ma king c ha nges t o th e maps a nd set -u p dat a will not af fec t the ECU since communication between the programming PC and the ECU is not active. Working in the offline mode is a convenient way of c hecking maps that have been stored to disk and reviewing Data-logs that were taken when in the Online mode.

It is advised that first time users familiarise themselves with the software in the “Offline” mode before “ Online” opera tion is a tte mpted. Most feature s of the software a re ava ilable in the “ Offline” mode so that the user can learn the controls for navigating the software. The only features not available “Offline” are: The Engine Data Page and the Calibrate Throttle function, these features require communications with the ECU.

The Software can be identified as “ Online” or “Offline” by the label in the middle status bar that indicates whether the software is on or offline. The other indicator is the Go – Offline /Online button. When offline the button displays Go – Online. Whe n online the button displays Go offline.

NOTE:

For changes made in software to be transmitted to the ECU the programming

software should be online.

3.2.1 Going Online

To go “Online” the ECU must have power and there must be a RS-232 communications cable (supplied with most kits) connected to the ECU loom and the programming PC. Start the programming software and the following will appear:

E6GMX Manual

Pr es s t he Go On line bu tt on in the t op le ft h an d co rne r. This will st ar t c ommun ica tio ns wit h the ECU. The Status bar will indicate the load status, which is illustrated below,

Status

Bar

When the progress bar reaches 100% the programming software has finished uploading the da ta fro m th e E CU and th e st at us b ar w ill show “ HALTE CH C ONNECTED” a nd t he st at us bar will be blue. If the text “HALTECH DISCONNECTED” flashes this means that the programming PC cannot communicate with the ECU, check:

- The ECU has power

- The communications cable is connected

- The communications cable is free from faults

3.2.2 The Engine Data and Gauge Page

The Engine Data page, as its title suggests, displays engine information in real time so the user knows the operating conditions of t he engine at all time s. The engine da ta page can be used to test that the ECU and its sensors are working correctly. There are two forms of the Engine Data page, the Text view and the gauge page. Both views are shown below,

E6GMX Manual

3.3 Hot Key Summary

Many of the menu items have shortcut keys or “ Hot Keys” which allow the user to access a menu item directly from anywhere in the programming software eliminating the need to navigate the menu structure. These “Hot Keys” are as follows:

- CTRL-Q - Quit the Programming Software

- CTRL-F - Fuel Maps

- CTRL-I - Ignition Maps

- CTRL-M - Main Set-up

- CTRL-G - Gauge Page

- CTRL-E - Engine Data Page

- CTRL-O - Output Options

- CTRL-T - Throttle Pump

- CTRL-D - Data log

E6GMX Manual

CHAPTER 4 CONFIGURING THE ECU

4.1 Using the ECU Set-up Pages

The Set-up pa ge s of t he programming software tell the ECU essential information about the engine which it is to control.

NOTE:

The set-up pages are where tuning should begin, it is important to configure

the ECU before any attempt is made to start and operate the engine.

Each setup page consists of dialog boxes where the user enters the desired values and settings. To navigate between the settings the user can use the mouse or press the Tab key and e ithe r types in the required value or presses on a check boxes. To apply the changes the user presses the Enter key or clicks on the OK button

4.2 The ECU Set-up Pages

The main set-up pages that de fine the way the ECU operate. These are:

- Main Set-up

- Trigger Set-up

- Ignition Set-up

- Fuel Set-up

- In/Out Set-up These set-up pages must be configured before the engine is even started to insure the fo llow ing: t h e e ngin e will r un , no d a ma ge w ill be c a u se d t o t he e n gine o r e ngin e c omponents an d no da mage w ill be c au sed to the EC U. In a dd ition to t he se se t-u p pa ges are the optio ns set-up pages that configure the following: idle c ontrol, closed loop O2 cont rol and the PWM outputs. These outputs are not critical to starting the engine and are usually left until the engine has been roughly tuned to allow it to idle.

4.2.1 Main Set-up Page

The main set-up page contains basic engine information. The Main Set-up Page is accessed via the set-up menu or using: CTRL-M from anywhere in the programming software.

The fields in the main set-up page are as follows:

Cylinders

The number of cylinders needs to be entered here. This parameter is used to determine the engine speed and other fuel and ignition requirements.

Load Sensing

The ECU can use either the manifold pressure or the throttle position as a means of determining the engine load. Most engines operate using manifold pre ssure to sense engine load. If your engine employs any form of supercharging, you must run in manifold pressure mode. Only engine with long duration cams or multiple throttle bodies or motorbikes require throttle mode - i.e. Engines whose vacuum signal is small, or fluctuates greatly. If you are unsure what to use, contact your Haltech dealer.

E6GMX Manual

MAP Sensor

The ECU nee ds t o know the type of Manifold Absolute P ressure (MAP) sensor being used. If you do not know what sensor you have refe r to Error! Ref e renc e sourc e no t found. E rror! Refe rence sourc e not found., pError! Bookmark not defined.. Ent er the correct description here to match. If using throttle position mode, set this parameter to a 1 Bar sensor.

RPM Limit

The ECU can limit the maximum rpm at which the engine will operate. Above this level the ECU completely cuts fuel or ignition (see below) to the engine. When the engine speed drops below the RPM Limit the E6GMX will resume normal fuel or ignition de livery. This is known as hard limiting. If the RPM Limit is not needed the n set this value above the highest operating point of the engine.

Road Speed Value

This value calibrates the Road Speed reading. The value represents the number of pulses received from the road-speed sensor over a distance of 1 km.

RPM Limit Type

The RPM Limit can either be a fuel cut or an ignition cut. This field determines what fo rm of limit will b e us ed. Be ca ref ul us ing an ignitio n cu t sin ce the unburnt fuel can damage the catalytic converter.

Units

The programming software can display parameters in either Metric or US units. At present HalwinX is fixed to SI units.

RPM Mode

The ECU fuel a nd ignition maps may be arranged either in 500 rpm increments from 0 rpm to 10,500 rpm, or in 1000 rpm increments from 0 rpm to 16,000 rpm. Select the high or low rpm mode here. Changing this se tting alters the way the ECU reads the fuel and ignition Maps, and will change the tuning of the engine dramatically.

Dual Map Setup

This a llows t he user to switch betwee n Fuel and Ignition map 1 and Fuel Ignition map

2. If Dual Map disable is selected, Fuel and Ignition map 1 is selected.

Use of Secondary Map

This defines the method by which the ECU determines which base map to use. The options are:

Never This c auses the E CU to only use the primary base fuel and

Always This causes the ECU to only use the secondary base fuel

Enable with Aux. In This causes the ECU to use the primary base fuel and

ignition maps.

and ignition maps.

ignition maps when the Aux. In is not connected to ground. The ECU uses the secondary base fuel and ignition maps when the Aux. In is connected to ground.

E6GMX Manual

Note:

The Aux. In field in the Input/Output Set-up page must be set to Dual Maps

Input. Refer to 4.2.5 The In/Out Set-up Page, p35

Enable with VTECH This causes the ECU to use the primary base fuel and

ignition maps when the VTECH Output is inactive. The ECU uses the secondary ba se fuel and ignition maps when the VTECH Output is active.

4.2.2 Fuel Set-up Page

The fuel set-up page contains information about the fuel system. The Fuel Set-up Page is accessed via the set-up menu.

The fields in the fuel set-up page are as follows:

Decel Cut Enable/Disable

A common fuel saving feature in original equipment computers is a fuel cut-off on deceleration. This will cut fuel delivery t o the e ngine wh ile coastin g down hills with closed throttle. This feature can be enabled or disabled. It is better, when first tuning, to disable this function.

Decel Cut RPM

This is the RPM above which the Fuel cut out will be applied.

Injection Mode

The ECU can operate in 2 different injection modes depending on the application these are:

Multipoint injection fires all the injectors together. This is the most common set-up an d will n or ma lly be u se d o n e n gine s wit h mult ip o int in je c t io n ma n if old s ( o ne in je c t o r per cylinder).

Batch-fire injection is usually used in thrott le body injected engines and fires the two banks of injectors alterna tely. On eight and t welve inject or fuel rails, with high-flow inje ctors, t his may also help r educ e fuel pressur e osc illations c ause d by a ll injec tors pulsing together.

Enable Injectors

This field allows t he user to t urn on all inje ctor out puts. Turning this checkbox off will disable all injector output which allows easy checking if the trigger and ignition timing when cranking without having to locate the injector fuse and remove it.

E6GMX Manual

P ost Start Temp Limit

This field sets the temperature at which the post start correction map is either enabled or disabled. The following field “Above/Below” sets whether the enabled state corresponds to a temperature above or below the Post Start Temp Limit. The Post Star t c o rr e c t io n map w ill a pp ly c or r e c t ion t o t he in je c t io n t ime s fr o m wh e n t h e mo t or is started to when the engine temperature reaches the Post Start Temp limit.

P ost Start Time Limit

This field sets the period of time across which the Post-start map is to operate.

Ignition Divide By

Ignit ion Divide By is th e nu mbe r of ignitio n pu lses th at will b e counted unt il the next injection pulse. For almost all multipoint systems, injection should occur once per revolution so Ignition Divide By should be set to ha lf the number of cylinde rs. If the system is operating in Batch Fire then a value of 1 is suggested.

Zero Throttle Map

This feature allows the user to adjust a special fuel map that is used only when the throttle is closed. This feature should be used for engines that produce constant vacuum while cruising but irregula r vacuum when idling. The ze ro-throttle Map can allow simple adjustment of the idle fuel settings. This field enables or disables the use of this map.

Throttle P ump Dead-band

This field defines the percentage change in throttle position that must occur before the throttle pump is activated. This feature allows for “jitter” in the throttle that would otherwise over-fuel the engine. The valid range of values is 1-20%.

Full Throttle Map

This feature allows the user to adjust a special fuel map that is used only when the throttle is wide open on normally aspirated engines. With some manifold and or throttle designs, pressures in the manifold can reach close to atmospheric pressure before full throttle is applied. This effect can make tuning difficult around full throttle. This map allows the full load settings to be easily set without interfering with lighter load settings. This field enables or disables the use of this map.

Full Throttle Threshold

This field defines the throttle position at whic h the ECU considers to be full throttle. This field can be set between 70 and 100.

Barometric Lock

This field allows the user to base the barometric corrections on a single point in the barometric correction map. This function is used rather than using the barometric pressure sensor in the ECU if the spare A/D is required for another purpose. The ECU now requires the user to provide a barometric pressure value for performing barometric corrections. This value is programmed via Bar ometr ic Pressure Lock at xxxx (mBars).

E6GMX Manual

Barometric Pressure Lock at xxxx (mBars)

This field contains the barometric pressure value at which the ECU is to be locked if enabled by the field “Barometric Lock”.

WARNING:

BAROMETRIC CORRECTION IS A POWERFUL TOOL WHEN

USED PROPERLY BUT CAN CAUSE SERIOUS DAMAGE TO

ENGINES WHEN IT IS CONFIGURED INCORRECTLY. F OR A

FULL DESCRIPTION OF THE BAROMETRIC CORRECTION

AVAILABLE WITH THIS ECU REFER TO 8.5 BAROMETRIC

CORRECTION, P59

E6GMX Manual

4.2.3 Ignition Set-up Page

The Ignition set-up page contains the information about the ignition and trigger system the ECU is to control. The Ignition Set-up Page is accessed via the set-up menu.

Trigger Angle - °°°°BTDC

This field defines the angle in °BTDC a t wh ich the EC U will be t rigger ed . Th e ECU uses this value to calculate the time for the next ignition so it is important that this va lu e is c o rr e c t sin c e it will a f f e c t t he b a se ign it ion t imin g. Th is se t t in g also app e a r s in the Trigger Set-up page for convenience.

Lock Timing

This field allows the Timing to be locked at a specified angle regardless of engine speed. Select Yes or No to enable or disable Timing Lock.

Lock Timing Angle - °°°°BTDC

This field defines that angle in °BTDC at which the timing is locked. 10° is common but this value can be in the range 0-25°BTDC to suit the timing marks that are available on the timing pulley.

Spark Mode

This field defines the ignition delivery used, which for the E6GMX is fixed to Distributor. (Please note t hat for the V6 GM vehicles fitted wit h t he DFI module, the module requires a Distributor type signal to operate.)

Output Type

This f ie ld de f in e s t h e t yp e o f ign it ion sign a l wit h wh ic h t h e E C U will dr ive t h e ignit e r . The options are: Constant Duty This signal is used to drive intelligent igniter with internal dwell control. Constant Charge This signal is used to drive dumb igniters without internal dwell control. This output type will not accurately control intelligent igniters.

WARNING:

THE CONSTANT DUTY OUTPUT TYPE SHOULD NOT BE USED TO

DRIVE DUMB IGNITERS SINCE SUCH IGNITERS DO NOT HAVE

DWELL CONTROL. DOING SO WILL RESULT IN TOTAL

FAILURE OF THE IGNITER.

Coil Charg e Time (ms)

This field is only applicable when constant charge is selected. The value of this field is a me a su re o f t ime in millis e c onds and can ra nge from 0.1ms - 8.2ms. Typical va lues are about 4-5ms.

Output Edge

This field defines whic h edge of the signal triggers the ignition event: falling or rising.

E6GMX Manual

Constant Duty Cycle

This field defines the duty cycle high t ime when using the consta nt duty output type with a smart igniter. For the EB023 smart igniter the duty cycle high time is 70% with a corresponding 30% low time.

Now that the ignition set-up is correct the ignition system may be connect ed to

the ECU. Be sure that the ECU is reset (by turning the key “off” then “on”)

before you connect the ignition system to be sure that the ECU has enabled any

NOTE:

changes made to the set-up.

E6GMX Manual

4.2.4 Trigger Setup

Trigger Angle - °°°°BTDC

Trigger Type

This field defines the trigger pattern the ECU will see coming from the crank or camshaft angle sensors. The E6GMX is fixed to Standard trigger.

Trigger Input

This field defines t he type of pickup used to trigge r the E CU. The E6GMX is fixe d to Hall effect.

Trigger Edge

The trigger edge defines whether the ECU uses a rising or falling signal from the pickup. For a further description on trigger edge see the appendix.

Trigger Pull-up

The Trigger Pull up setting is only used when in Hall Effect mode. The Trigger pull up is needed for most Hall Effe ct sensors to make sure the input signal operates of the full 0 – 5v range. For GM engines running the factory ignition module, this setting will ne e d t o be s e t t o “Trigger p ull- u p o f f” . Fo r a fu r t he r d e sc r ipt io n on t r igger pu llu p see the appendix.

E6GMX Manual

4.2.5 The In/Out Set-up Page

The In/Out set-up page contains the information about auxiliary c omponents the ECU is to control. The In/Out Set-up Page is accessed via the set-up menu or using: CTRL-N from anywhere in the programming software.

The fields in the ignition set-up page are as follows:

Trim Control (Pin E6)

The optional Trim is a useful t uning and control unit and can be use d to control one of se ver al p ara met er s. I f th er e is n oth ing co nne ct ed to the tr im plug, the tr im will hav e no effect (except with boost control). The available functions are:

Fuel (Fine) ±12.5% adjustment of fuel. Fuel (Coarse) ±50% adjustment of fuel. Ignition +7 to -8 degrees adjustment of ignition advance. Ignition Trailing +7 to -8° adjustment for Rotaries only Boost Control Boost trim for Waste-gate control only. BAC2 This trims the idle speed by modifying the duty cycle driving

the BAC valve through PWM 3 or 4 when set to BAC2 Va lve (open loop idle control). When t he spare A/D is set to BAC2 it overrides all BAC2 PWM parameters and drives the channel with a duty cycle proportional to the trim position.

Spare Input Function (Pin E3)

The Spare input is an analogue input similar to the Trim Control input that can be configured for one of several tasks. The available functions are :

General 0-5 volt input; no effect on ECU operation. Fuel (Fine ±12.5% adjustment of fuel. Fuel (Coarse ±50% adjustment of fuel. Ignition Trim +7 to -8 degrees adjustment of ignition advance. Ign Trailing Trim +7 to -8° adjustment for Rotaries only. Baro Sensor Barometric Pressure Sensor (internal/external). Exhaust MAP Sensor Exhaust Pressure(does not affect ECU operation) Aux RPM Limit Input switch for activating Aux RPM limit. Limit may be

above/below the primary RP M limit. Useful for launching or allowing extra RPM momentarily for overtaking.

O2 Sensor Display only (does not affect ECU operat ion). The reading

appears on the Engine Data Page as mV.

E6GMX Manual

WARNING:

WHEN CONFIGURING YOUR SYSTEM TAKE CARE TO SET THE

SPARE INPUT FUNCTION CORRECTLY. IF THE SPARE INPUT

FUNCTION FIELD IS SET TO BARO. SENSOR EXTERNAL AND

THE BARO SENSOR IS DISCONNECTED THE ECU MAY PERFORM

INCORRECT BAROMETRIC CORRECTION. IF YOU ARE USING

AN EXTERNAL BARO SENSOR AND REMOVE IT BE SURE TO

RECONFIGURE THE SPARE INPUT FUNCTION TO GENERAL.

2nd MAP Sensor

This field is only accessible when the Exhaust MAP Sensor is selected on the Spare

Input Function. It tells the software what sensor is being used (either 1 Ba r, 2 Bar, or

3 Bar sensor) and how to calibrate the reading.

Aux. In Function (Pin B8)

The Auxiliary I nput on the E6GMX can be configured for one of several functions.

Most of these functions relate to the configuration of the system. The available

functions are: Disabled No effect on ECU operation. NOS Input This input is used in conjunction with NOS Switch, p82

TCC Input This input is used in conjunction with Torque Converter

Clutch Lockup (TCC), p84

Turbo Timer This input is used in conjunction with Turbo Timer (TT),

p79.

Anti-Lag Switch This input is used in conjunction with 11.12 Anti-Lag

Switch, p83

Flat Shift Switch This input does not ope rate in conjunction wit h any output.

It is used by the ECU to retard ignition timing to 15° ATDC, allowing the throttle to be held wide open whilst changing gears. This reduces engine deceleration so gear changes will be quicker, but it also prevents the engine from over-revving when the clutch is disengaged. The driver normally depresses the switch just as they are going to disengage the clutch and then releases the switch just after the clutch is re-engaged. The driver can therefore keep the throttle wide open throughout the gear change.

Air Conditioning Request This allows the ECU to intercept the vehicle’s Air

conditioning request signal and grant or refuse t he request based on the current engine operating conditions. See section 11.13 Air Conditioning, p84

Dual Maps This input is used to swap between the primary and

secondary maps. See section 4.6 Dual Maps, p48

E6GMX Manual

Aux. Out Function (Pin D5)

The Aux iliary Out put on the E6 GMX is s et by d efa ult to Ign By pa ss, d ue to the G M

Ignition module requiring this output. It can be configured for one of several

functions, but if you a re running t he factory ignit ion module it will ne ed t o b e se t t o

Ignition Bypass.

The available functions are:

Disabled No effect on ECU operation.

Ignition Bypass Bypass signal compatible with some General Motors

ignition systems. This function allows the ignition system to provide the spark at 10° BTDC at cranking speeds (below 500rpm). This aids starting. The Aux Out Function should output a ground signal (~0v) when the RPM is below 500rpm, then switch to ~5v when engine rpm exceeds 500rpm.

Staging Signal Logic output tha t indicates Staging conditions. If Staging is

se lec te d, a nd t he Stage d inje ct or s ar e firin g, this signa l will be high (5 volts), othe rwise it will be low (~ 0 volts).

Tacho Output Used for driving tachometers when running a multicoil

ignition set-up. This output combines all of the multicoil signals into one out put and t his is used t o provide an RPM measurement.

Ignition Toggle This output is used for rotary set-ups where both the

primary and secondary trailing ignition signals are connected on the single channel. This minimises the amount of outputs needed to run this engine configuration.

Aux Out Voltage

Select either the 0 – 5v or the 0 –12v range depending on the desired output level

required.

Baro Input

Select either the internal barometric sensor or to use another external barometric

sensor.

INJ x Current

The E CU h as two inje ct or o utp ut s: (IN J1) & (I NJ2) . The se h av e t he a bilit y t o dr ive

up to 8A peak and 2A hold current through the injector load. The current control

options must be set properly for the number and type of injectors connected. The

appropriate injector current control settings are further described in the appendix

WARNING:

THE CURRENT CONTROL MUST BE SET CORRECTLTY.

EXCESSIVE CURRENT PASSED THROUGH AN INJECTOR LOAD

FOR A LONG PERIOD OF TIME MAY DAMAGE THE INJECTORS

E6GMX Manual

HALTECH MAPS

4.3 What are Maps?

The Fuel and Ignition requirements of an engine at a given point in time are based on the operating conditions at that time. The operating conditions the ECU uses are: manifold pressure, barometric pressure, air temperature, coolant temperature, throttle position and engine position. The fuel requirements of an engine are dependant on the engine load and as air temperature c hanges (assuming all other values remain the same) so does the quantity of fuel required. These changes are stored in the ECU in a table of numbers called a map. Most Maps are 2-dimensional like the “fuel air temperature” which maps fuel vs. air temperature.

The ECU has two 3-dimensional ma ps: the base fuel map that maps fuel vs. engine load a nd engine speed and the base ignit ion map that maps ignition vs. engine load and engine speed. These 3-dime siona l ma ps are made up of a series of 2-dime nsiona l maps, which make up a range of maps. Be low are two consecutive 2-dimensional maps that make up part of t he 3dimensional fuel map:

E6GMX Manual

The map above shows the fuel requirements for the engine across the load range at 2500rpm. The yellow bar shows that the engine requires 6.51ms of fuel at 52.87kPa and 2500rpm (This is displayed in the t op left corner of the screen as selected data). At the top right corner of the screen, the actual engine data is shown, ie what the engine is currently running.

The Ignition Maps work in a similar way, except that it is the ignition advance that is stored in the map instead of the injection time.

The programming software presents the maps in a bar graph formation to make it easy to visualise fuelling and ignition. Numeric mode can also be selected through the maps menu.

Some of the fuel maps have “Hot-Keys” which eliminate the need to navigate the menu structure to access the maps. Refer to 3.2 Online and Offline Operation, p24

4.4 What is Mapping the Engine?

“ Mapping the engine” is the process of modifying the maps to suit t he requirements for your engine by a djusting the heights of t he bars within the maps. Bars may be adjusted one at a time, or in groups. The Haltech programming soft ware has been designed to make engine mapping simple and intuitive.

4.4.1 Adjusting Bar Height In a 2D Map

The height of the highlighted bars in the map can be readily adjusted by using the up and down cursor keys:

↑↑↑↑, ↓↓↓↓

E6GMX Manual

Multiple bars can be selected to apply changes to a set of bars. This is achieved by highlighting the first bar in a series of bars by using the left a nd right cursor keys:

←←←←,→→→→ Then hold down the control key while pressing the left or right cursor key:

Ctrl - ←←←←, Ctrl - →→→→ This w ill lea v e t he s e le c t e d b a r high light e d a nd will c a u se t h e n e xt b a r t o t h e le f t or r ight t o become highlighted. The up and down cursor key result in a relatively small change in height of the bar or bars selected. To facilitate quick tuning there are a number of ways that allow different increments in bar height.

Some key combinations and bar increments are:

Key Combination Increment

↑ or ↓ PgUp or PgDn 0.207ms Shift-PgUp or Shift-PgDn 0.495ms

0.048ms

4.4.2 All Ranges

When tuning 3-dimensional maps it can often be useful to make changes to the same bar in all the ranges of the map. This allows the user to tune basic fuel values across load in one engine spe ed ra nge f or a ll th e ra nge s so t he fue l will be at least close to th e req uire men ts ac ro ss the full range. “All Ranges” is enabled and disabled by pressing: ALT-R When the software is in any of the ranges of a 3-dimensional map. The text “All Ranges” will ap pe ar in th e midd le le ft of t he scr ee n an d will r ema in th er e un til t he All Range s func tio n is disabled. When All Ranges is enabled all changes made in any range of a three dimensional map will affect the corresponding bar in all the other ranges of that map.

4.4.3 Percentage Changes

When tuning it can be useful to apply a percentage change to all or part of the maps. An example of this would be when the injectors are changed for units with a higher or lower flow rate. To make a percentage changes select the bars that need to be changed and press:

Shift-5 or 5 (5 being the same key containing the % symbol) The so ft war e will t he n p romp t t he use r to ty pe a pe rc ent age ch ange , if a po sitiv e nu mbe r is typed then a percentage increase will result, if a negative number (any number with a ‘-‘ prefix) is typed a percentage decrease will result.

NOTE:

The percentage increase and decrease calculations are based on the current height of the selected bars. This means that if a bar has a 50% increase applied and the user wishes to reverse this increase, a decrease of 33% is required. For

example: if a bar had a height of 4ms and it has a 50% increase applied:

4ms x 50% = 2ms

The new height of the bar will be 6ms.

E6GMX Manual

To reduce the bar to 4ms again by using the percentage change function 33%

must be used since.

6ms x -33% = 4ms

4.4.4 Linearise

When tuning it is often useful to be able to set two load points with a given value and approximate the fuel requirements between those two points with a straight line. The linearise function a llows t he user set a pproximat e fuel values based on a straight-line approximations as shown below:

The above map shows the highlighted bar as much higher than the rest. In this case the estimated fuel requirements for full load operat ion in this ra nge is 12.288ms, it is unlikely t hat the load point to the left of this bar would require such a significant reduction in fuel, it is more likely that a straight line approximation across the load points would be closer to the ba sic f u e l re q u ire me n t s. I n t h is c a s e a str a ight - line ap p ro x ima t ion will be ap plie d be t we e n the 2 extreme bars as follows:

E6GMX Manual

All the bars between the 2 extreme bars are highlighted:

The map above shows the heights of the bars after the linearise function has been applied. The linearise function calculates the height of the bars between the two extreme bars based on a line drawn between tops of the two extreme bars; the result is a linear fuel map.

E6GMX Manual

4.4.5 Numeric Mode

The p rogra mming so ftw are of fer s th e a bilit y to tu ne t he map s usin g a spr ea dsh ee t st yle map called “Numeric Mode”. Numeric mode is accessed by pressing:

File -> Fue l/Ign Map1->Text View

A t a ble o f nu mb e rs will a p pe a r , a s sh o wn be lo w, d isp la yin g t he ma p a s a s pr e a d sh e e t . Visua l mapping is preferred to t uning in numeric mode since the visua l representation shows obvious lumps in the map that are not so obvious in numeric mode.

In numerical mode only a fraction of the entire map is shown on the screen but the whole display can be accessed. To navigate the map use the cursor keys to move the highlighted cell:

↑↑↑↑, ↓↓↓↓,←←←←,→→→→

To change the value of a cell, highlight that cell, type the value required and then press:

Enter

The values in the table must be a multiple of 0.016ms, if a different value is entered the program will round to the nearest valid value.

E6GMX Manual

4.4.6 3D View

The 3D view is available for the 3D Fuel and Ignition maps. An example of the 3D maps is shown in this figure below.

The adjustments for these maps is similar to the 2D view with the following differences,

• To move up and down the RPM range the up and down arrow keys are used instead of

N and P.

• To move up and down the Load range the left and right arrow keys are used.

• The fine increments are controlled by “A” for add and “S” for subtract.

• The copy and paste functions are not available for this view.

To access these views the user can do the following,

• Use the Maps Menu by selecting Maps->Fuel/Ignition Map 1 / 2 -> 3D View

• Ctrl – Alt – F or I

E6GMX Manual

4.5 The Haltech Maps

The Maps that the ECU uses to calculate fuel and ignition requirements are explained in detail here.

4.5.1 Fuel Map – 3-Dimensional

The fuel map is accessed through the menu structure under the maps menu or using t he hotkeys CTRL-F (2D) or CTRL-ALT-F (3D). The Base fuel map represents the reference on which all fuel corrections are made to calculate the final fuel requirement for the given engine load and engine speed. This map should closely reflect the engines fuel requirements at optimum operating temperature and average operating and environmental conditions. This map is where the most tuning is carried out. The fuel map comprises a series of 2-dimesional maps of fuel quantity versus engine load across the range of engine speed. If the “ RP M Mode” in the main set -up page is set to 10500 there a re 22 engine speed ra nges in the fuel ma p from 0rpm in 500rpm increments, if it is set to 16000 there are 17 engine speed ranges from 0rpm in 1000rpm increments. Each range has 32 bars distributed across load and each bar represents the quantity of fuel that is to be injected prior to any corrections. For any given load and rpm the range for the injection time is 0ms to 16ms.

4.5.2 Ignition Map – 3-Dimensional

The ignition map is accessed through the menu structure under the maps menu or using t he hot-keys CTRL-I (2D) or CTRL-ALT-I (3D). The Base ignition map represents the re ference on which all ignition corrections are made to calculate the final ignition timing requirement for the given engine load and engine speed. This map should closely reflect the engines ignition timing requirements at optimum operating temperature and average operating and environmental conditions. This map is where the most tuning is carried out. The ignition map comprises a series of 2-dimesional maps of ignition timing versus engine load across the range of engine speed. If the “RPM Mode” in the main set-up page is set to 10500 there a re 22 engine speed ranges in the ignition map from 0rpm in 500rpm increments, if it is set to 16000 there are 17 engine speed ranges from 0rpm in 1000rpm increments. Each range has 32 bars distributed across load and each bar represents the ignition timing that is to be used prior to any corrections. For the given load and rpm the range for the ignition position is 0°BTDC to 50°BTDC.

4.5.3 Fuel Correction Map

The following is a n explanation of maps that are used to corre ct t he base fue l quantity based on the environmental conditions.

E6GMX Manual

4.5.3.1 Coolant Temperature Correction

The coolant temperature correction map is accessed through the menu structure and can be found in the maps menu. The coolant t empe rat ure c orre ctio n map is use d to a djust the fue lling based on t he c oolan t temperature measured by the ECU. The map has 32 bars distributed across coolant temperature in the range of –40°C to 127°C and each bar represents a percentage correction to the current calculated fuel.

4.5.3.2 Air Temperature Correction

The air temperature correction map is accessed through the menu structure and can be found in the maps menu. The a ir t e mpe r a t u re c o r re c t io n ma p is us e d t o a d jus t t he f u e lling b a se d on t h e air te mp e r a t ur e measured by the ECU. The map has 32 bars distributed across air temperature in the range –40°C to 127°C and each bar represents a percentage correction to the current calculated fuel.

4.5.3.3 Battery Voltage Correction

The battery voltage correction map is accessed through the menu structure and can be found in the maps menu. The b a t tery v olt a ge c o rr e c t io n map is us e d t o a d jus t t he f u e lling b a se d on t h e ba t t e r y vo lt a ge measured by the ECU. The map has 32 bars distributed across battery voltage in the range 8V to 16V and each bar represents an addition correction to the current calculated fuel. The battery voltage correction is applied after all other corrections take place.

4.5.3.4 Fuel Priming Map

The primer map is accessed through the menu structure and can be found in the maps menu. The primer map is used t o add a qua ntity of fuel based on coolant te mperature when t he first trigger is detected by the ECU. The map has 32 bars distributed across coolant temperature in the range –40°C to 127°C and each bar represents a se t quantity of fuel injected prior to and independent o f any ot her inject ion ev ent. The primer inje ctio n will only inje ct fuel onc e on the first trigger event.

4.5.3.5 Post Start Map

The post start correction map is accessed through the menu structure and can be found in the maps menu. The p ost s t a rt c o r re ct ion ma p is u se d t o a d ju st t h e fu e llin g ba se d o n t h e t ime sin c e t h e e ngin e was first started. The E CU has a t ime re ference for the first 120s of engine operation. The map has 16 bars distributed across time in the range 0s to “Post Start time Limit” (refer to

4.2.2 Fuel Se t-up Page, p29) and each bar represents a percentage correction to the current calculated fuel.

4.5.3.6 Barometric Pressure Map

The barometric pressure correction map is accessed through the menu structure and can be found in the maps menu. The b a ro me t r ic pr e ss ur e c o rr e c t io n ma p is u se d t o a dju st t h e f ue llin g ba s e d o n th e ba r ome t r ic pressure measured by the ECU. The map has 32 bars distributed across barometric pressure in the range 523mBar to 1046mBar and each bar represents a percentage correction to the current calculated fuel.

E6GMX Manual

4.5.4 Ignition Correction Maps

The following is an explanation of maps that are used to correct the base ignition timing based on the environmental conditions.

4.5.4.1 Coolant Temperature Correction

The coolant temperature correction map is accessed through the menu structure and can be found in the maps menu. The coolant temperature correction map is used to adjust the ignition timing based on the coolant temperature measured by the ECU. The ma p has 32 bars distributed across coolant temperature in the range –40°C t o 127°C and each bar represents an angle correction to the current calculated ignition angle.

4.5.4.2 Air Temperature Correction

The air temperature correction map is accessed through the menu structure and can be found in the maps menu. The air temperature correction map is used to adjust the ignition timing based on the air temperature measured by the ECU. The map has 32 bars distributed across air temperature in the range –40°C to 127°C and each bar represents an angle correction to the current calculated ignition angle.

4.5.4.3 Coolant Temperature cranking map

The coolant temperature cranking map is accessed through the menu structure and can be found in the maps menu. The coolant temperature cranking map is used to apply a set ignition angle based on the coolant temperature measured by the ECU at engine speeds below 380rpm, which are considered to be cranking speeds. The map has 32 bars distributed across coolant temperature in the range –40°C to 127°C with each bar representing the corresponding ignition angle.

4.5.5 Zero Throttle Map

The zero throttle map is accessed through the menu structure under the maps menu. The zero throttle map is use d with engine s that use Manifold pressure load sensing but cannot produce a stable manifold pressure signal at idle. The zero throttle map is used when the throttle position reads 0% and applies a set amount of fuel in place of the fuel quantity normally extracted for the base fuel map. The map has 16 bars distributed across engine speed in the range 0rpm to 2000rpm and each bar represents a quantity of fuel measured in milliseconds.

4.5.6 Full Throttle Map

The full throttle map is accessed through the menu structure under the maps menu. The full thrott le map is used with engines that use Manifold pre ssure load sensing but c annot produce a stable manifold pressure signal at full throttle. The full throttle map is used when the throttle position reads higher than “ Full Throttle Threshold” (refer to 4.2.2 Fuel Set-up Page, p29) and a pplies a set amount of fuel in which the ecu will inject, regardless of the fuel quantity normally extracted for the base fuel map. The map has 32 bars distributed across engine speed in the range 0rpm to 16000rpm and each bar represents a quantity of fuel measured in milliseconds.

E6GMX Manual

4.5.7 Turbo Waste-gate Maps

The ECU has access to two turbo waste-gate maps that are used to control boost pressure. The two maps are labelled “1” and “2” which operate identically but whose usage differs. For information on map usage refer to 11.1 Turbo Waste Gate Control (TWG), p78. The waste-gate maps are accessed through the menu structure under the maps menu. When turbo waste-gate control is used, the ECU uses the waste-gate maps to determine the duty cycle with which to drive a solenoid that is used to bleed pressure from the waste-gate diaphragm to control the boost pressure. Each map has 32 bars distributed across engine speed in the range 0rpm to 16000rpm and each bar represents a duty cycle fed to the bleed valve in the range 5% to 95%.

4.5.8 Torque Converter Control Map

The torque converter control map is accessed through the menu structure under the maps menu and is used in conjunction with the torque converter control. Refer to 11.4 Torque Converter Cl utch Lockup (TCC), p79 When the torque c onverte r clutch cont rol is use d, the E CU uses the torque converte r control map to determine whether the clutch lock-up should be engaged. The map has 24 bars distributed across throttle position in the range 0% to 70% and each bar represents the road speed at which the clutch lock-up should be engaged in the range 0km/h to 300km/h.

4.6 Dual Maps

A second set of Fuel and ignition maps is provided for use with dual fuel vehicles or for users who wish to use pump fuel day to day and race fuels at the track. The same engine running on diff ere nt fue ls will a lmost alwa ys r eq uire some modif ica tio n to th e fue l and ignit ion map s to produce maximum power (or efficiency), and rather than loading and reloading different maps, the user can simply switch between the two maps which best suit their driving requirements. Dual maps can be used in conjunction with the variable valve controlled engines. Variable valve c ontrol changes the engines operation when engaged, c onsequently a second map can be tu ned to suit this cha nge so t hat th e e ngine will op era te cor rec tly at all po ints o n the load and speed ranges with the variable valve control engaged or disengaged. The Haltech VTEC co n t ro l f e a t ur e c a n be p r ogr a mme d t o h a ve h y st e r e sis o n t he o u t pu t t o pr e v e nt o sc illa t io n s a t the switching point (load or speed), conseque ntly there is a range of speed and or load points at which the engine operates with both the variable valve control engaged and disengaged, this means t hat t he fuel and ignit ion can only be optimised for one state of the variable valve control engageme nt if only one map is used, this may result in the other state having poor fuel and ignition tuning. Switching between the primary and secondary fuel and ignition maps allows both states of variable valve control to be mapped correctly. The turbo waste-gate control solenoid maps can also be configured such that waste-gate Map 1 is used with the primary fuel and ignition maps and waste gate Map 2 is used with the secondary fuel and ignition maps. This allows diffe rent boost levels for different fuels and environments. Re fer to 11.1 Turbo Waste Gate Control (TWG), p78.

E6GMX Manual

4.6.1 Editing Dual Maps

The dual maps can be edited by selecting Ma ps-> Fuel/Ignition Map 2 and selecting the 2D, 3D o r text v ie w. Th e ma p w ill t he n b e e d ited in t h e sa me wa y as the pr ima ry fue l an d ignitio n maps.

E6GMX Manual

SECTION2 Tuning The Engine

CHAPTER 5 STARTING THE ENGINE

Once the ECU is installed and the set-up has been completed it is time to try to start the engine. Before cranking the engine t here are a fe w things that need to be done. Make sure that the ECU is powered (ignition on) and the Haltech Software is online. Go to the Engine Data Page to check that the ECU is communicating properly, and that the sensors are reading correctly. Check again that the set-up information is correct.

5.1 Calibrating the Throttle Position Sensor

The throttle sensor must be calibrated so that the ECU knows the sta rt and stop posit ions of the sensor. First, set the idle throttle opening using the idle-adjust screw. If the required opening for idle is not known, make an estimate but keep in mind that this may be the reason for poor idle later on, and further adjustment may be needed. Choose the "Throttle Setup" item from the setup menu and follow the instructions on the screen. Finally test the throttle calibration by opening the engine data page checking that when the throttle is closed the throttle position reads “0%” and when the throttle is opened it reads “ 100%”. If this test fails try recalibrating the throttle. If you continue to have problems refer to the t roubleshooting guide in the appendix.

5.2 Checking the Trigger

It is a good idea to check that the ECU is receiving a reliable trigger signal. Disable the injector outputs in the Fuel Set-up page to cut all fuel delivery to the injectors. The engine should then be cranked ove r on the sta rter. The engine speed is displayed on the engine data page and should read about 100 to 300 rpm. If the engine speed is zero or is erratic then there is a problem with the trigger set-up, check for these problems and rectify any faults found. Some trigge r types require a RPM signal of at least 120 RPM to ope rate. Please make sure that your c ranking speed e xceeds this amount . If you continue to have problems refer to the troubleshooting guide in the appendix.

5.3 Checking the Base Timing

The ECU uses an engine position reference taken from a cam angle sensor or crank angle sensor. This allows the ECU to calculate ignition timing and fuel events. If the trigger angle is wrong then the ECU cannot function correc tly. To ensure that this trigger angle is corre ct a base timing test is c arried out. The E6GMX has a “ Lock Timing” setting t hat a llows t he user to program the computer to cause all ignition events to occur at a constant angle regardless of timing information in the ignition maps. The Lock Timing can be set between -5° to +25° Before Top Dead Centre (BTDC)). The Lock timing setting is accessed through the ignition set-up.

To check the ba se timing you should now start the engine with the Timing Lock “ on” and set to an angle that allows the user to accurately measure the ignition timing with a stroboscopic

E6GMX Manual

timing light. Crank the engine and check for spark (easily checked with a timing light). Now crank the engine and look for the timing mark with the timing light (ensure you have the timing light connected to the correct cylinder). If the timing is wrong change the trigger angle (in the Ignition or Trigger set -up page) until the timing reads correct ly. If you cannot see t he timing mark you may need t o estimate the t rigger a ngle based on the relative positions of the engine and the c rank position or cam position sensors a nd then t ry the t est again. The trigger angle should be approx 15 deg more than the maximum ignition advance you wish to run.

NOTE:

DO not crank the engine for prolonged periods. To conserve the battery

remove the spark plugs to take some of the load off the starter motor during

cranking.

WARNING:

WHEN CONDUCTING A TIMING CHECK IT IS ADVISABLE THAT

TWO P EOPLE BE PRESENT, ONE TO CHECK THE TIMING AND

THE OTHER TO CRANK THE ENGINE. BE SURE TO

COMMUNICATE PROPERLY ESPECIALLY WHEN DOING THE

TIMING CHECK NEAR MOVING BELTS.

Once the trigger angle is set correctly lock timing should be disabled and fuel injectors enabled so an attempt may be made to start the engine.

5.4 Determining Ignition Timing

The default ignition timing loaded into the ECU at the factory is 15°BTDC across load and engine speed. This map is often sufficie nt to get the engine st arte d. If this ignition ma p is not suitable a basic timing curve should be constructed.

5.5 Determining Engine Fuel Needs

The ECU should now have sufficient set-up information to start and cont rol the engine. The basic fuel map loaded into the ECU at the factory may allow the engine to start and run. The following paragraphs should offer enough information to get the engine running and idle smoothly.

WARNING:

WHEN TUNING AN ENGINE, ESPECIALLY UNDER LOAD, IT IS

ADVISABLE TO HAVE AN INDICATION OF THE AIR-FUEL RATIO

AT WHICH THE ENGINE IS RUNNING. IT IS RECOMMENDED

THAT A WIDE-BAND OXYGEN SENSOR BE USED FOR THIS SINCE

IT DISPLAYS THE AIR-FUEL RATIO QUICKLY.

It is helpful, when first starting the engine, to have a “ Trim Control” connected to the ECU loom to allow quick changes to fuelling refer to 4.2.5 The In/Out Set-up Page, p35. Before starting the engine, go to the fuel map Range 1 (0 rpm), it is this map that the ECU will use to calculate fuel requirements during cranking. The behaviour of fuel calculation around cranking and idle differs depending on the type of load sensing used.

E6GMX Manual

5.5.1 Starting using the Manifold Pressure Load Se nsing

Try to st a r t t h e e ngin e . A t c ra n k ing sp e e d s th e manif o ld pr e ssu r e will be clo se to a t mosp h e ric due to the low airflow around the throttle plate and through the idle passages. This means that th e E C U will use t h e b a rs a t a nd ju st b e low a t mos ph e r ic pr e ss ur e . W he n t h e e ngin e fire s an d th e e n gine sp e e d st a r t s t o ris e t he v a c u um d e v e lop e d in t h e ma n ifo ld will in c re a s e du e t o t he inc re ase d airf low, t he ba rs use d fo r fu el c alc ula tion in t his a rea will be fu rt her to the lef t o f those used at cranking. When the engine is at idle the manifold pressure should be fairly steady, the bars used should be further to the left again.

5.5.2 Starting using the Throttle Position Load Sensing

Try to start the engine. Starting the engine in throttle load sensing mode is easier since the throttle stays closed, the bar that is used for calculation of fuel is the left most bar, When the engine fires the speed will increase and the fuel requirement will change from the 0 rpm range through to the appropriate idle range.

5.5.3 Useful Software Mapping features

It is important to identify the bars which affect t he fuel or you could spend time adjusting the wrong bars and upset fuelling under a totally different load or speed condition. A useful tool for identifying the active fuel bar is the small green arrow (called the map pointer) that points to the current bar in the map the ECU is using for fuel calculations as shown below.

To jump to the current range in a 2-dimensional and 3-dimensional map press: HOME

E6GMX Manual

5.5.4 Tuning for Idle

The idle mixture is very sensitive to correct bar height. Idle injection times are usually around

1. 5 to 2.5 ms, if t he inje ct ion t ime a t id le is mu ch lowe r tha n this , it may be come diffic ult to set accurate idle and cruise mixtures. If the engine is hunting at idle, then the map is probably t oo lean, particularly in t he 500rpm range. Watch the movement of the map arrow carefully. The map arrow pointer should re main sta ble while the en gine is idling. I f t he a rr ow is mo ving e xce ssiv ely in a MAP base d system, then it may be necessary to use the Zero Throttle Map refer to 4.5.5 Zero Throttle Map, p47. Once the engine will idle it is a good idea to wait for the engine to reach operating temperature before pe rforming furthe r changes to maps. This c an be e stablished by checking the coolant temperature reading in the engine data page.

5.5.5 Tuning with No Load

Using the throttle only, increase the engine speed to 1000 rpm. When the engine speed is exactly 1000 rpm the ECU will use only the bars in the 1000rpm range for fuelling calculations meaning no interpolation from adjacent ranges will aff ec t t he mix tu res . Re pe at this process for engine spee ds 1500, 2000, 2500, 3000 et c. The engine should now start and fast idle evenly. Go to the Engine Data Page at this point and check a ll the sensor inputs are reading correctly, and that the temperatures have stabilised before continuing. While free revving at higher engine speeds, check the engine speed on the engine data page. If it becomes erratic, or fails to follow the actual engine speed correctly, check the trigger wiring and make sure that the information in the ignition set-ups is correct. If you continue to have problems refer to the troubleshooting guide in the appendix.

5.5.6 Loading the Engine

Once the e ngine has been tuned properly for no load conditions it is possible to begin loading the engine. The best method of applying load to the engine is using a dynamometer. However, if access to a dyno is not possible the engine can be tuned on the road.

5.5.6.1 On the Dyno

Whethe r the vehicle is on a chassis dyno, or the engine on an engine dyno, the principles of programming the Haltech E6GMX are the same. Take the engine rpm up to 1000 and a pply partial load and adjust the 1000 rpm range. Return the engine to idle and on the 1000 rpm range adjust the ba rs to draw a straight line from the idle point through the part load setting tested. Continue, a dding more load, up to the full load settings. This should be a fairly good approximation to the required curve. Repeat this for the 1500 range, 2000, 2500 etc. The engine should be fairly drivable at this point.

Full load tuning should be approached with caution. An engine at full load that is too lean may begin t o detona te a nd destroy the engine. Before loading t he engine, incre ase the height s of the right-most bars so that they are higher than the line projected by drawing a straight line from the idle and free-rev settings and through the part-load sett ings.

E6GMX Manual

WARNING:

RUN THE MAP RICH, AND LEAN IT TO THE CORRECT

MIXTURES. DO NOT RUN THE MA P LEAN AND ATTEMPT TO

ENRICH TO THE CORRECT MIXTURES.

5.5.6.2 On the Road

Tuning on the roa d is similar to tuning on the dynamometer, but with hills, acceleration, gear ratios and brakes providing the necessary retarding force. Although it is harder to maintain co n st a n t loa d a n d s pe e d , it is st ill p o ssib le t o us e a simila r pr o c e du r e us e d o n t he dyno. It will be necessary to have one person drive while another does the tuning.

Lo ad the en gine b y se lec tin g an a ppr opr iat e ge ar a nd eit he r dr iving up a c ons ta nt gr ade hill, applying the brake or handbrake.

WARNING:

BE VERY CAREFUL USING THE BRAKE TO LOAD THE ENGINE.

THE BRAKES CAN GET VERY HOT AND SUFFER FROM BRAKE

FADE ( R EDUCED BRAKING CAPABILITY) AND THE CARS

HANDLING MAY BECOME UNSTABLE. ALL ROAD TESTING

SHOULD BE DONE AT LOW SPEED.

5.5.7 Fine Tuning the Engine

When fine-tuning the engine for the road, the same principle s apply to all engines. Under full load at all rpm the fue l mixture should be rich. Naturally aspirated engines use an air to fuel ratio of around 12.5:1 to 13.5:1 is usually best (high performance turbo vehicles may go as low as 10.5). When cruising (light to medium load) the mixture should be as close to stoichiometric (14.7:1 AFR) as possible and decelerating conditions may allow the e ngine to be run lean to save fuel. This will result in a particular shape for the map.

Note: All maps for all engines should be smooth. A map with a "lumpy" curve

is most likely wrong. If, when you have finished tuning, the map does have

lumps in it; try to make it visually smooth.

E6GMX Manual

CHAPTER 6 THROTTLE EFFECTS

6.1 Throttle Response

Where the procedures described in the previous cha pter tune for consta nt load running, the functions o utlined in this section will improve the throttle response of your engine.

The manifold pressure sensor used with the E6GMX is very fast. It can respond much faster than is re quired to tra ck any sudden changes in loa d on your engine . The ma nifold pressure seen at t he sensor input does not change as quickly, due partly to the lengt h of t he connecting pipe. This ca n be improved by keeping the lengt h of vacuum hose betwee n the inlet manifold and the pre ssure sensor as short as possible. Even with very short vac uum hose lengt hs there may still be a lag between a transient pressure occurring and the pressure reaching the sensor.

Further, when the throttle is cracked ope n, the sudden change in pressure forces fuel out of atomisation and onto the manifold wa lls, so it fails to enter the combustion chamber properly atomised, and the engine hesitates. This can be corrected by adjustment of the Throttle Pump parameters.

To overcome any lean out during sudden throttle movement, the Haltech system uses a throttle accelerator pump function. This function delivers extra fuel during sudden throttle movements. The Throttle Pump is accessed from the Fuel Maps and Set-up Menu.

Six single ba rs will a ppe ar on t he scr ee n. Th e t wo b ars on th e left are used be low 1500 rpm. The two bars in the middle opera te be tween 1500 a nd 3000 rpm and the two bars on the right are used above 3000 rpm. These bars set the amount of extra fuel that will be add ed to t he current fue l value during a sudden c hange in throttle. This extra fuel is adde d progre ssively as the throt tle movement continues.

The increase bars determine how much extra fuel the engine gets when you open the throttle. Once the throttle movement stops the extra fuel value decays at a rate set by the sustain bars. This feature is used to allow the engine to catch up to the transient that has occurred and, consequently, its value will be dependent on manifold design.

The heights of the increase bars and the sustain bars are adjusted using the same keys that are used for adjusting the fuel curve bars. The left and right arrow ke ys allow you to move from one bar to the next.

The throttle pump values should be set up aft er the fuel and ignit ion maps are correctly tuned for ste ady load running. Attempting to smooth out engine transients before the fuel maps have been optimised for steady sta te running may become confusing. The six throttle response bars should be adjusted by trial and error to give optimum throttle response in each rev range. Generally, you may not need much above 3000 rpm, but could expect much higher values below 1500 rpm.

Note that throttle response can also be affected by poor manifold design. If you have designed your own inlet manifold you may find that although the engine runs well at steady load it leans out if the throttle is opened suddenly. This will o ccur if t he f uel inje cto rs are poorly positioned and the fuel is wett ing down the walls of the inlet manifold rat her than re maining as a mist.

E6GMX Manual

The final parameter on the Throttle Pump page is the Coolant Factor. Generally, when the engine is cold, accelerator pump values need to be increased slightly. The E6GMX therefore applies a coolant correction to the throttle pump in the same way as it does to the base map.

The C oo la nt F a c t or ma y be s e t wit h va lu e s f r om 0 t o 4. Set t in g it t o 0 will n e ga t e a ll c oo la n t correction to the throttle pump. The default setting for this parameter is 0.5.

6.2 Zero Throttle Map

One problem that often occurs with performance engines is rough idling. The manifold de sign, c a m c h a r a c t e ris t ic s, e t c . c a n c a u se in st a b ilit y in t h e a irf lo w. This ma ke s fu e l me t e r ing difficult. In particular, the Map sensor often c annot c orrect ly read the manifold pre ssure, as it is non-existent, weak, or pulsing t oo much. In ma ny cases though, onc e the e ngine has some speed, the manifold pressure signal is useable.

The best method of mapping the engine is using the manifold pressure as the load. If in this configuration idling is causing a problem, the Zero Throttle Map should be tried. This Map maps the fuel delivery at zero throttle below 2000 rpm. There are a few requirements that need to be met before you can use this Map. Firstly, your throttle position sensor must be calibrated properly. Secondly, the Map relies on there being a consistent airflow at zero throttle for a given engine speed. That means that devices such as idle speed motors that vary the airflow at zero throttle will not allow the Zero Throttle Map to operate correctly.

6.3 Full Throttle Map

The manifold and throttle body design can also cause problems tuning at full throttle on normally aspirated engines. In some cases, the manifold pressure can reach close to atmospheric pressure before full throttle is reached. This means that bars close to the full load bar on the Fuel Maps can interfere with the full loa d bar due t o the interpolation betwee n the two bars.

If you are experiencing difficulties maintaining air : fuel ratio at full throttle, it may be necessary to use the Full Throttle Map to set the full throttle mixtures. The Full Throttle Map is activated above t he value set in the Full Throttle Thre shold in the Fuel Set-up, a nd has one programmable bar every 500 rpm up to 16000 rpm.

E6GMX Manual

CHAPTER 7 COLD STARTING AND RUNNING

The ECU has four fea tures to c orrect fuel delivery and ignition timing to aid in starting a nd running a cold engine. The cold start prime map give s a cold engine an initial burst of fuel just as the engine begins cranking, the coolant correction map modifies the normal fuel injection until the engine reaches normal operating temperatures. The ignition-cranking map sets the crank advance for different coolant temperatures and the ignition coolant map corrects the ignition advance from the Ignition Map for different coolant temperatures.

7.1 Cold Cranking

At cranking speeds the air speed at the inlet manifold is very low. This combined with the low temperature results in much of fuel that would normally travel in the air sticking to the manifold walls and consequently it doesn't enter the engine. The cylinder chamber temperature s are also low which leads to poor c ombustion. To overcome these inefficiencies, it is necessary to prime the engine with a long pulse of the injectors at the start of cranking to ensure that the engine has enough fuel in the cylinder to fire.

The ECU provides a cold start fuel prime that is adjustable across coolant temperature. This allows t he durat ion of the prime pulse to be opt imised for cold cranking under a wide variety of conditions. Over priming the engine will ca us e it t o f lood and not start. To clear a flooded engine, open the throttle fully and continuously crank the engine. Do not pump the throttle, as this will o nly worsen the problem.

7.2 Fuel Correction Versus Coolant Temperature

Once started, an engine requires more fuel when it is cold than when it is hot. This is a result of low ma nifold and in-cylinder temperatures where fue l sticks to the walls and doesn't burn properly. The ECU corrects for this by using the fuel coolant map to determine extra fuel requ ired based on the coolant temperature. The ECU will automatically reduce the amount of coolant correction applied to the engine as the throttle is opened and air speed increases. The fuel coolant map should not be adjusted until the base fuel maps are correctly tuned at operating temperature. The fuel coolant map should be tuned during the engine warm-up. Start the c old engine and adjust the fuel c oolant map by following the map pointer and adjusting the bars of the map that t he ECU is using t o obtain a smooth idle. Do not touch the throt tle while a djusting this map. The coolant correction map should be at zero for normal engine operating temperatures.

E6GMX Manual

CHAPTER 8 CORRECTION FACTORS

Note: The following correction factors should not be altered unless you have a

detailed knowledge of your engine and the environment in which it operates.

Severe damage can be done to your engine if the correction factors are not set

properly.

The ECU has further correction maps: inlet air temperature and battery voltage fuel correction and coolant temperature and inlet air temperature ignition correction.

WARNING:

MOST USERS SHOULD NEVER ADJUST THESE MAPS. THESE

MAPS ARE FACTORY SET TO PROVIDE EXCELLENT

CORRECTION FOR ALMOST ALL ENGINES. THESE MAPS

SHOULD NOT BE ADJUSTED UNLE SS TH E USER HAS

EXPERIMENTALLY DERIVED DATA THAT THE CORRECTION

FACTORS COULD BE BETTER CUSTOMISED TO SUIT A

PARTICULAR ENGINE.

8.1 Fuel Versus Air Temp Map

The mass of air entering the inlet manifold varies with the temperature of the air. To compensate for this the ECU uses the fuel air correction map. The values supplied in your ECU have been mathematically determined to give the optimal correction for most engines. The map allows the user to set positive and negative corrections.

8.2 The Battery Voltage Map

The ECU uses fuel injection driver circuitry that compensates for changes in battery voltage. This compensation can be insufficient for the full range of battery voltages that a vehicle's ele c t r ic a l sy st e m ma y e x pe r ie n c e . A s t h e ba t t e r y vo lt a ge fa lls , t h e in je c t or s will ta ke lon ger to turn on and so reduce the effective open time. To compensate, the E6GMX applies the Battery Voltage Map to increase the injector on-time as the voltage drops. This map should not be alt e r e d un le ss t he s ys t e m is c o nn e c t e d t o a f u e l injec t o r te st be nc h th a t will allow th e inje c t or s to be accurately flow tested over a range of battery voltages and the corrections calculated accordingly.

8.3 The Ignition Coolant Map

The Ignition Coolant Map allows up to 10° advance or retard of the spark timing based on engine coolant temperature. This Map should only be used if there is a need to adjust the timing for low or high temperatures.

E6GMX Manual

8.4 The Ignition Inlet Air Temperature Map

This Map allows up to 10° advance or retard of the spark timing based on the inlet air temperature . Normally this Map would not need to be used, but in some cases such as high inlet air te mperatures on turbo/supercharged engine, retarding the spark may help preserve the engine.

8.5 Barometric Correction

NOTE:

The description that follows is targeted at advanced applications. Only limited

installations use barometric compensation.

If you are using a MAP sensor as your load reference we suggest that you set

the barometric lock in the fuel set-up to “disabled” and bypass this section.

If using throttle position for load sensing barometric compensation is required.

Please note that the default map for barometric compensation is flat and a

barometric compensation map must be compiled. See the sample map below.

Fluctuations in barometric pressure vary the de nsit y of the intake air of the engine . At lower barometric pressure, the engine cannot breathe in as much air, and therefore the amount of fuel delivered to the engine must be reduced. This is necessary when a large change in altitude is expe cte d dur ing a driving period ( a Hill Climb event su ch as Pikes Pea k in t he USA is a good example).

The barometric correction map is used by the ECU to determine the fuel adjustments re quired for the given barometric pressure. The ma p shown below is typical of a barometric ma p used in conjunction with throttle position load sensing.

E6GMX Manual

The ECU begins with the basic idea that there are three ways to measure barometric pressure variations.

1. The ECU uses a user programmable value for barometric pressure, regardless of the current environmental conditions.

2. The ECU uses a pressure sensor to take a barometric pressure sample from the environment when the car is first turned on and uses this value for the remainder of the time the car is operated. This method of compensation is limited to applications that use a MAP sensor for load sensing.

3. The ECU uses a pressure sensor to continually measure the barometric pressure during operation of the engine.

8.5.1 Barometric Correction - Method 1

This method requires the user to access the Fuel Set-up page and adjust two fields.

- Set “ Barometric Lock” to “ Enabled”. This tells the ECU that you are going to lock a particular value in as the barome tric pressure value.

- Set “Barometric P ressure Lock at” t o “xxxx mBar”. This fie ld tells the ECU the barometric pressure as measured by the user. This value should be the average barometric press ure the engine w ill be operated in.

Barometric pre ssure changes regularly and Method 1 is only a ba sic approach a t barometric compensation. Set t he Barometric P ressure Lock a t xxxx mBars, where xxxx is the pressure you re quire, for e xample the measured ba rometric pressure is 1000mBa rs. When the fields have been set (as described above) the ECU will assume that the environment always operates at 1000mBars barometric pressure. The ECU will look at the Barometric Correction Map and locate the 1000mBars section of the map. The height of the ba r corresponding to 1000mBars will be taken as the overall enrichment %.

8.5.2 Barometric Correction - Method 2

This method uses a barometric pressure reading taken prior to cranking the engine. This method is restricted to applications that use MAP sensors for load sensing.

This method requires the user to access the Fuel Set-up page and a field.

- Set “Barometric Lock” to “Disabled”.

Wh en t he EC U is powe re d up, it will run a sma ll te st to d et er mine t he ba rome tr ic p res sure . During power up the ECU switc hes the fue l pump. If the engine is not sta rted, t he fuel pump will be swit ch ed of f. At th is t ime, t he ECU a lso re ad s th e MA P Sen sor . If the en gine is not running, t he MAP sensor will indic at e t he c ur ren t b aro met ric pre ssur e. The E CU reme mbe rs this pressure and uses it to perform a barometric correction on the fuel delivery.

If at start up t he engine is cranked before t he fuel pump prime has finished the ECU cannot re a d t he b a r ome t r ic p re s su re f r om t h e MA P se n so r, a s t h e e n gine will b e a p ply in g a v a c u um .

E6GMX Manual

In t his ca se , t h e E CU will u se t h e la st me a su r e d p r e ssu r e , w hic h is s t or e d in me mo r y w it h t h e maps.

To complete Method 2 follow these steps:

1. Set the Barometric Lock in the Fuel Set-up page to “disabled”.

2. Make sure the throttle position sensor is properly calibrated. It must exceed 96%

throttle for this to work. Also make sure that the MAP Sensor is set correctly in the Identification.

3. Switch the ignition off.

4. Apply full throttle.

5. Switch the ignition on but DO NOT crank the engine.

6. Wa it till t he fue l pu mp pr ime fin ishe s (a bout 5 seconds) then release t he throttle.

The c urr en t bar ome tric pr essu re as r ea d by the MAP Sens or will b e p rogra mmed into the ECU’s memory.

It is not necessary or advisable to perform this reset regularly. It should only be done if the vehicle’s regular place of garage is moved or if problems are suspected in the barometric correct ion. For example, if a n engine is tuned at sea level but it is int ended t o be used mainly at a higher altitude, then the reset should be performed once it reaches its new regular location. After that, the aut omatic reading done a t start up will be suf ficie nt for th e E CU to apply barometric compensation.

8.5.3 Barometric Correction - Method 3

This method of ba rometric compensation allows the ECU t o continuously measure barometric pressure and adjust the fuelling throughout the period of operation.

This method requires the user to access the Fuel Set-up page:

- Set “Barometric Lock” to “Disabled”.

This method can only be used if a barometric pressure sensor is connected to the ECU to provide continuous barometric pressure readings. The ECU contains an internal barometric pressure sensor for this purpose. To configure the internal barome tric pressure sensor refer to

4.2.5 The In/Out Set-up Page, p35.

An external 1 Bar MAP Sensor (left open to atmosphere) can be used in place of the internal barometric pressure sensor. The hardware connection of this sensor differs based on the method of load sensing used:

When the ECU is configured to measure load by throttle position, the external MAP sensor is connected to the MAP sensor input. The ECU will aut omat ically use the signal on the MAP sensor input for barometric correction.

E6GMX Manual

When the ECU is configured to measure load by MAP sensor the external MAP sensor is connected to the Spare A/D input.

8.6 Post Start Enrichment

On some motors, in particular rotaries there is a problem with vapour-lock (fuel which due to heating of the fue l rail has vaporised). The additional fuel at start up allows the vapour in the fuel rail to be purge d through the injec tors and also a llow enough fuel to be injected into the motor to allow stable operation. Post start can also be used to give extra enrichment when the engine is cold to assist drivability.

The Post Start Map is accessed via the Maps menu. It covers a programmable period of 1- 120 seconds. The time starts after the first input trigger is received.

Post Start has two programmable settings accessible in the fuel set-up page:

Post Start Time Limit

Post Start Temp. Limit Post Start Temp Limit has a sec ondary field that defines whether post sta rt opera tes above or below the programmed t emperature . For more informa tion on these para meters refe r to 4.2.2 Fuel Set-up Page, p29.

E6GMX Manual

SECTION 3 Software Features

CHAPTER 9 DATA LOGGING

9.1 The Data log Option

Data logging is simply recording the engine data as it is received by the programming P C so that operation of the vehicle can be assessed. Data logging is particularly useful for diagnosing problems. The data log records at a nominal rate of ten times per second while the ECU is online with the programming PC. The data-logging is accessed through the menu structure under the options menu.

9.1.1 Creating a Data log

From the Options menu, select Log Data to bring up the following window. The user can also activate the window by pressing “Ctrl + D”.

E6GMX Manual

9.1.2 Selecting the Data Channels

Once you have ope ned the Log Data window, you will nee d t o se le c t w hic h c h a nn e ls t o lo g. Select a c hannel by clic king on the items in the left hand side window. To select more than one item to add, hold down the ‘Ctrl’ key on the keyboard while clicking on additional items.

Once you have selected the items that you wish to add, press the ‘>>’ button or press the enter key to add the channels that you have selected from the left hand side column. When you have added the items, the items will appear in the right hand side column. When the user shuts down the data-logging window, the channe ls that have been sele cte d will be recalled for future use.

9.1.3 Logging the Data

Once you have selected all the channels that you wish to log, press the ‘Start Data logging’ button. To stop the Data log press the ‘Stop Data logging’ button.

While the data is being logged, the Logging time elapsed will show how lon g the data logging has been running for. The logging time is limited by your hard disk space, but be aware that excessively large log files may be slow to view or require large amounts of resources from your PC to process.

When the data log is terminated the following dialog box will appear.

The comment field can be used to store a brief description of what type of data is logged. This field is optional and can be left blank, but it is advisable to put some text in here. The second field t hat a ppears is for a file name that t he dat a logger will sa v e t h e inf o rm a t ion in. The de fault filename extension will be ‘.csv’. As an e xample, if you type “ lap1” in the file name field, t hen a file will b e sav ed as “ lap1.csv” in the d irectory in whic h Halwin wa s started. If you wish to choose which directory to save the log files to, then press the “ Sa ve File As” button to open the following dialog.

E6GMX Manual

This d ialo g will be f amilia r t o ex pe rien ce d us ers of t he Windows opera ting syst em. Type the file name that you wish to save your logged data to in the ‘File name’ field. You can choose which directory to save the file to by clicking on the ‘Save in’ drop down menu. After selecting your file name, click on the ‘save’ button which will close that window.

9.1.4 Displaying The Data

To open the Haltech Data Viewer, click on the View logged data button on the Data Logging Options window. Note that this only applicable for the data you have just logged.

Alternatively, you can open the Haltech Data Viewer from the Options->View Data Log menu. To open a Dataset the user can c lick on File->Open Data File or the user can click on the folder button on the toolbar. This will open a dialog where the user can select the appropriate Dataset.

Once you have select ed a Dat aset a nd opened it, you will be presented with a window similar to t ha t s how n b elo w. The d at a v iewe r will d ispla y th e f irst cha nn el logge d fr om th e Da ta se t that you have opened.

E6GMX Manual

9.1.4.1 Displaying Channels

To display one of the channels that you have logged, click on one of the view buttons. Alternatively the user can press Ctrl 1 to 6 to bring up the appropriate view.

Wh e n a vie w is se le c t e d , a dia lo g will be pre se n t e d whic h allo ws you to select which channels are to be displayed on each view. To add or remove channels the user can select the appropriate window (“Available channels” or “Selected channels”) and add or remove channels using the enter key.

E6GMX Manual

To adjust the colour or channel properties the user selects the desired channel and can then select the Channel Colour button or Properties button to adjust the channel colour and ranges. The P roperties button c ontrols the range of t he view (min and ma x scale), the unit name and precision. Note if the user wishes to use manual scaling, then min and max numbers selected must be different. It should be noted that with the exception of colour, HalwinX will save these settings so they can be reused.

Another method of displaying channels is to double click on c hannels on the right hand side of the view. As the user selects a Dataset the channels associated with the view appear to the right hand side of the view. To a dd the channe l to the view the user simply double clicks on the channel and to remove it from the view the user double clicks on the channel already loaded. Note displaying t he cha nnels this way implie s that the cha nnels from Data set 1 to 5 are mapped to views 1 to 5 respectively.

9.1.4.2 Changing scales on a View

If the user has multiple scales loaded onto a view then the user can change scales and units by using the Pg Up and Pg down keys.

9.1.4.3 Viewing Multiple Datasets

The Data Viewer allows you to load more than one Dataset. Each Data set is kept in a separate file. This allows you to compare the Datasets. The channels from each Dataset can be accessed by selecting the relevant Dataset from the ‘Loaded Data Sets’ window.

9.1.4.4 Removing A Dataset

To remove a loaded data set, select the ‘Dataset Window’ and select the Dataset you wish to remove. The ‘Dataset Window’ can be displayed by selecting Data->Show Data Window or by pressing Ctrl–Alt–D. To remove the selected Dataset, return to the Data Viewer window and select Data->Remove Dataset or by pressing the ‘Remove Dataset’ button (Next to the file open button) or by pressing ‘Alt-BkSp’.

E6GMX Manual

9.1.4.5 Data Values

The Data Values window displays the numerical values of each data trace at the cursor position. The cursor is displayed as a red line and can be moved with the mouse or by using the arrow keys.

9.1.4.6 Zooming

The user has a number of options to zoom in and out of the views. The following options are available to zoom in and out at the cursor:

Zooming In

Press the ‘Up A rrow’ key.

Click the icon with the mouse pointer

Press Ctrl -Al t-I

Select Data->Zoo m In from the Data menu.

Zooming Out

Press the ‘Down Arrow’ key

Click the icon with the mous e pointer

Press C trl-Alt-o to zoom all the wa y o ut

Select Data->Zoom Out from the Data menu. This will zo om all the way out

Alternatively you can select a section to zoom using the right mouse button. Move the cursor to the desired position and hold the right mouse button down to select and releases at the end of the selection. Red dotted lines indicate the region used for zooming. This is illustrated below.

E6GMX Manual

9.1.4.7 Changing the Trace Width

To modify the width of the traces the user can select Data->Select Pen Width or the user can press Ctrl – W. This brings up a dialog where the user can type in the trace width in pixels. The user applies these changes by selecting enter. Finally to bring up the text view of the selected information the user can select Data->Select Pen Width or the user can press Ctrl-Alt-C.

E6GMX Manual

SECTION4 Inputs & Outputs

The E6GMX ECU has a number of optional inputs and outputs other than the available injection and ignit ion channels. Please note t hat some of these outputs are c urrently used to control factory outputs, but can be rewired and/or configured to run other options if required.

These are:

OUTPUTS:

- Idle Speed Control

- Auxiliary Out (Aux Out)

- Digital Output (Digital Out 1-2)

- Pulse Width Modulated Output (PWM 1-4)

Below is a table showing the ECU’s configurable outputs and their factory information.

ECU Output

Digital Out 1 TCC A7 Digital Out 2 Thermo fan C1 PWM Out 1 A/C Control C2 PWM Out 2 4th Gear C7 PWM Out 3 Spare F2 PWM Out 4 Spare F4 Auxiliary Out (Aux Out) Bypass D5

INPUTS:

- O

- Auxiliary In (Aux In)

- Spare A/D

- Trim

Below is a table showing the ECU’s configurable outputs and their factory information

Auxiliary In (Aux In) A/C Request B8 Spare A/D Spare E3 Trim Spare E6

All the inputs and outputs have different functions:

- The Idle Speed control outputs can only be used to drive a stepper motor

- For the Aux Out functions refer to 4.2.5 The In/Out Set-up Page, p35

Closed Loop Control

ECU Input

idle control valve.

Factory feature Pin

Output Information

Input Information

E6GMX Manual

- The Digital Outputs and PWM Outputs are functionally described in the table below. In some applica tions the Digita l Outputs may be use d for fue l or ignition and will not b e available.

- The O

Closed Loop Control uses the input signal on the O2 pin for O2

corrections only.

- For the Aux In functions refer to 4.2.5 The In/Out Set-up Page, p35

Output Description

General Purpose Outputs

Digital Out 1–2 PWM 1 – 4

Turbo Wastegate NO Bypass Air Control (BAC) NO Dual Intake Valve Torque Converter Control Thermofan Intercooler Fan Shift Light Aux Fuel Pump Stall Saver Staging Signal Turbo Timer NOS Switch Anti-Lag Switch

• •

•

For further detail on the operation of the PWM outputs and digital outputs refer to CHAPTER 11 Digital Outputs & PWM Outputs, p77.

E6GMX Manual

CHAPTER 10 OUTPUT OPTIONS SET-UP

The output options and PWM set-up pages are used to program settings for the output functions of the ECU in a similar way as the set-up pages are programmed. Refer to 4.1 Using the ECU Set-up Pages, p27.

10.1 Idle Speed Control and O2 Closed Loop Control.

10.1.1 Idle Control

The idle control dialog is accessed by selecting Options->Idle Speed Control. The idle control dialog has a series of fields common to the 4-wire bipolar stepper motor control and BAC idle control.

There are ten parameters to be adjusted in the idle speed control:

Enable/Disable

The Idle Speed Control can be switched on or off.

Target Idle Speed

This is the engine speed that the ECU attempts to maintain at idle.

Cold Idle-Up RPM

This speed is added to the Target Speed when the engine temperature is cold.

Start RPM

For a period of around 20 seconds after the engine starts, you can specify an extra increase in idle rpm. Most factory cars will rev 200-300rpm above the cold idle-up RP M f or a sma ll t ime whe n t hey ar e fir st t ur ned on. Sett ing t he St art RP M t o 0 will mean that the engine will rev to the Target Idle Speed + Cold Idle-Up RPM when turned on and resort back to the Target Idle Speed when warm. If you set the Start RPM to 200RPM, then the engine will rev to the Target Idle Sp eed + Cold Idle-Up RPM + 200RP M a nd resort bac k to the Target Idle Spee d + Cold Idle-Up RPM after 20 seconds and then resort back to the Target Idle Speed when warm. Graphically, this can be represented as:

Target Idle RPM + Cold Idle-Up RPM + Start RPM

RPM

Target Idle RPM + Cold Idle-Up RPM

Target Idle RPM

Engine Cold

Engine Warm

20sec

5-10 mins

Time

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Number of Steps

This fie ld con tr ols the n umbe r of s te ps t hat th e id le c ont rol w ill ope ra te ove r. I f you have a stepper motor that uses say 150 steps, you can either elect to operate the stepper motor over its entire range of steps by setting the value equal to the max number of ste ps the moto r will do whic h is 150 in this case, or you can restrict the number of steps it can move through by making this field lower than 150. By restricting the number of steps you can change the time response of the Idle Control but can also af f e c t t he a b ilit y of t h e Id le C on t r ol t o ma in t a in c o n t ro l o f t h e e n gine . This is because in extreme circumstances the Idle Control may wish to move the stepper motor through a large number of t urns, but the Number of Ste ps on the stepper motor may restrict the number of turns the motor ca n physically be permitted to move through, th u s r e du c in g t h e I dle C o nt r o l’s a bilit y t o c on t r ol t h e e n gine a s it d e sir e s. I t is b e st t o start with a smaller value around 100 and increase it until the stepper motor demonstrates that it is capable of bringing the engine to the target idle RPM. If the va lu e is t o o lo w, t h e st e p pe r mo t or will n o t op e n enough to maintain a consistent idle, or if it is too high, the stepper motor may actually miss pulses that are sent to it and therefore it will not operate correctly.

Cold Temperature Limit

This is the te mperature below whic h the engine is defined as be ing cold, and thus the Cold Idle-Up and Cold Opening Steps would apply.

Cold Min Position

When the engine is c old, you can specify the minimum position the st epper motor will return to. This is useful in some applications where valves besides the Idle Air Control Motor can switch extra air flow into the engine that would otherwise confuse the Idle Control into thinking the engine is behaving in a way which it is not. Start with a large value around 80-90% and reduce the value as you go. The idea is to move it down until the engine is idling at such a point where it is close to the target rpm. The target RPM is used to hold the idle once control of the engine has been established. Cold Min Po sitio n is use d t o re st rict th e p osit ion o f th e c ont ro lling va lve s o whe n t he Idle Control wishes to regain control of the engine and bring it down to the target RPM it actually will be able to. If the values you are using are around 80-90%, the Idle Co ntr ol will p rob ably not be ab le t o re gain co nt rol of th e en gine an d accurately bring it down to the target idle RPM. This is why you must start with a large va lue for Cold Min Position and reduce it until the engine is idling happily at the target RPM.

E6GMX Manual

Hot Min Position

Exactly the same as for when the engine is cold, except the value is used for when the engine is hot, that is the temperature is above the Cold Temperature Limit.

Cold Opening position (%)

This is t he op enin g posit ion as a pe rce nt age of whe re t he step pe r moto r will ret urn t o when it is about to a tte mpt to gain control of the engine . When you hit the throttle the en gin e will accelerate and when it starts to decelerate again, there will come a po int during the deceleration when the Idle Control should atte mpt to regain control of the engine and bring it to the target idle RPM. The value you set here will res ult in th e stepper motor assuming a certain position, say 40% out. It will wait here until the decelerating engine comes within range and it feels it can take over control of the engine and bring it back to idle. It will then assume control of the engine with the va lve ope n a t 40 %. Th is may be too high whic h will resu lt in the engine moment ar ily holding at the RPM p roduce d by t he valve a t 40% open ing. This me ans t hat it will take a longer period of time to move the engine back down to target idle. On the other hand, 40% may be too low and when the engine is decelerating, the Idle Control will try to regain control at a point where the valve is going to cause the en gine t o go v e r y c lo se t o st a llin g. Th e se c r e t is t o st a r t wit h a la r ge v a lu e a nd r e du c e it until it takes a normal amount of time for the idle control to regain control of the decelerating engine and bring it back to target idle. A normal amount of time is a hazy description but it is somewhere in the vicinity of not too small so as to go close to stalling the engine and not too large as to take many seconds to return to target idle.

Hot Opening Position (%)

Exactly the same as for when the engine is cold, except the value is used for when the engine is hot, that is the temperature is above the Cold Temperature Limit.

10.1.2 O2 Closed Loop Fuel Control

The O2 closed loop dialog is accessed by selecting Options -> Closed Loop O2. The dialog has a series of fields that require configuration:

Lower RPM Limit

The engine must be running a bove this speed for the closed loop function to ope rate. Normally this would be set a few hundred rpm above or below idle, depending on whether you wish closed loop control to occur at idle speeds.

Upper Throttle Limit

It is genera lly undesirable to run an e ngine at stoichiometric air-fuel ratio when under load. This parameter is used to determine when the driver is demanding sufficient engine output to disengage the closed loop function. The smaller this number, the earlier the feedback control will drop out.

Engine Cycles Between Corrections

The oxygen sensor does not respond immediately to the exhaust gases of the combustion which has just taken place. There is a gas transportation time from the engine to the sensor, plus the sensor reaction time itself. Consequently, the ECU counts a number of engine cycles before accepting the reading from the oxygen

E6GMX Manual

sensor. If the closed loop function is re sponding erratically, constantly overdriving t o th e ad just ment limit s, or if th er e is insu ffic ien t os cilla tion in t he a ir-fuel ratio for the cata lytic conve rter t o operat e, increasing this pa rameter may help. If it is set too high, the feedback loop will be noticeably slow to respond to change.

O2 Sensor Threshold Voltage

This is the sensor voltage by which the E6GMX determines whethe r the engine is lean or rich; it is the target that is sought to be maintained. This is normally set to the voltage that corresponds to an a ir-fuel ra tio of 14.7:1, t he NGK he a te d 4 -wire sen sor threshold voltage is around 600mV this va lue will vary f or d if fe r e n t se n so rs . I t is a ls o known as the sensors reference voltage.

Maximum Fuel Increase

The closed loop algorithm will be permitted to increase the fuel injection time no further than this limit while attempting to enrich the mixture. The valid range for this limit is 5% to 12.5%.

Maximum Fuel Decrease

Again a range of 5% to 12.5% applies to this parameter which is the limit of correction permitted to the base fuel injection time when leaning the mix.

Note: It is preferable to keep the increase and decrease limits small (say around

5-10%). Excessive swinging of the air-fuel ratio can result in surging and poor

operation of the catalytic converter. The closed loop algorithm should never be

used as means to correct bad mapping.

Engine Cycles at Idle

Exhaust gas transportation time is much higher at idle, when the engine is breathing the least. If running the closed loop at idle, a longer time must be allowed to pass before performing a feedback correction response.

O2 Sensor Threshold at Idle

It is unlik ely t ha t the e ngine will ru n a t idle smoo th ly at th e sa me a ir-fuel ratio as at cruise. Typically, a richer mix is necessary. This parameter allows a different threshold voltage to be targeted during closed loop correction at idle.

O2 Sensor Type

The type of sensor used should be selected here. Choose the sensor tha t best describes the sensor you are using. It is a lso possible to at tac h a 5 Volt sensor, such as a UEGO probe, to the E6GMX. Since these sensors are expensive, and have limited life, it is unlikely that they would be used in general running of the car for closed loop feedback control, but rather as an aid during tuning.

E6GMX Manual

10.2 The PWM Options Page

The PWM options page contains the set-up information for the four PWM (pulse width modulation) output s and the Digital output options. The PWM options page is accessed via the options menu or using: CTRL-O from anywhere in the programming software.

The PWM output window contents change depending on the function it is to perform. A comprehensive description of these functions can be found in CHAPTER 11 Digi tal Output s & PWM Outputs, p77.

To change the PWM output function select the required parameter from the drop down box. Wh en the use r c lick s on t he Pr ope rt ies b ut ton th e pa ra met er s pert ain ing to th at fun ct ion will be displayed. Once the desired properties have been entered the user click on the Apply or OK button, or they hit the ente r key. Note this has to be done for both t he P WM options and the properties.

PWM Output Options page

E6GMX Manual

CHAPTER 11 DIGITAL OUTPUTS & PWM OUTPUTS

The digital outputs and PWM outputs can be programmed to operate a wide variety of functions. Some of the functions have restrictions to their operation.

Below is a table showing the ECU’s configurable outputs and their factory information.

ECU Output

Digital Out 1 TCC A7 Digital Out 2 Thermo fan C1 PWM Out 1 A/C Control C2 PWM Out 2 4th Gear C7 PWM Out 3 Spare F2 PWM Out 4 Spare F4 Auxiliary Out (Aux Out) Bypass D5

The functions and their restrictions are described in the table below:

Output Description Digital Out 1–2 PWM 1 – 4 Max #

Turbo Wastegate N/A Bypass Air Control (BAC) N/A Dual Intake Valve Torque Converter Control Thermofan Intercooler Fan Shift Light Aux Fuel Pump Stall Saver Staging Signal Turbo Timer NOS Switch Anti-Lag Switch BAC2 N/A PWM 3 & 4 1

BAC2/BAC Slave N/A PWM 3 & 4 1 TPS Switch

For installation information regarding any hardware associated with the described output functions refer to CHAPTER 1 Haltech ECU Installation, p11. Each individual function and its parameters are described below.

Factory feature Pin

• •

Output Information

•

2 1

Unrestricted

1 Unrestricted Unrestricted Unrestricted Unrestricted

1 Unrestricted

Unrestricted

E6GMX Manual

11.1 Turbo Waste Gate Control (TWG)

The turbo waste-gate control function controls a solenoid tha t ble eds a ir from the waste-gate diaphragm preventing the waste-gate from opening.

Period 1 – 50 ms

This sets the period of oscillation of the solenoid. Most sole noids will operat e at around 30Hz, which corresponds to a period of about 30ms. Enter the desired oscillation period in milliseconds here.

Use Map One or Two or Advanced

There are two maps associated with the TWG control function. Both set the duty cycle driving the solenoid versus engine rpm. This p a r a me t e r s e le c t s wh ic h ma p t h e E C U will use t o d riv e th e bleed solenoid.

“One” and “Two” refer to the waste-gate maps one and two respectively. The “advanced” option refers to conditional use of map one and map two. The conditions for waste-gate map usage when “Advanced” is selected are: If the ECU is using the primary fuel and ignition maps then the EC U will use wast e- gat e ma p one t o co ntr ol boost. If the ECU is using the secondary fue l and ignition maps then the ECU will use waste-gate map two to control boost. Refer to 4.2.1, Mai n Set-up Page p35.

Boost Limit 0 – 209kPa / 0 – 30 psi

If the manifold pressure exceeds this limit, the solenoid valve will imme dia t e ly b e se t wit h a d ut y c y c le va lu e o f 5 % . Th is will expose the waste-gate diaphragm to the full manifold pressure and force the waste-gate to open. This value should be set slightly higher than the desired maximum boost pressure as a fail-safe in the event of an over-boost condition.

Update Eng. Data ENABLED or DISABLED

This field defines whether the duty cycle being used to drive the solenoid is displayed in the engine data page.

11.2 Bypass Air Control (BAC) Valve

The bypass air control func tion controls a solenoid that regulates air around the throttle to control the idle speed of the engine. This option has only one parameter:

Period 1 – 50 ms

This sets the period of oscillation of the solenoid. BAC sole no ids will o per at e a cr oss a ra nge o f fr equ en cie s. E nte r th e desired oscillation period in milliseconds here.

The remaining parameters for idle control can be found in the output options page and are described in 10.1.1 Idle Control, p72.

E6GMX Manual

11.3 Dual Intake Valve Control (DIV)

Some late model engines possess two tuned intake manifolds. One intake tract remains shut at lower rpm where there is less airflow, then opens as airflow demands increase. This provides a broader torque curve. The DIV function controls the solenoid that operates this valve.

Switch On RPM 0 – 16000 RPM

This is the engine speed at which the solenoid is to be energised.

Switch Off RPM 0 – 16000 RPM

This is the engine speed at which the solenoid is to be deenergised.

There are two configurations in which this feature can be used: The first configuration is to have two engine speed ranges; one high and one low. In the lower range the solenoid is disabled and in the upper range the solenoid is enabled. Using this configuration the On RPM should be set to the lower RPM limit of the upper range and the Off RPM should be set to at least 200 RPM below On RPM, forcing hysteresis in the switching to prevent the solenoid from oscillating when the engine speed is at the switch point. The second c onfiguration is to e nable the solenoid for a range of engine speed and t o disable the solenoid when the e ngine speed falls outside this range . To do this the On RPM is se t to the lower RPM limit of the range and the Off RPM is set at the upper RP M limit, when the RPM is lower than On RPM the solenoid is disabled, when the RPM is greater than On RPM but less than Off RPM the solenoid is enabled, when the engine speed is greater than On RPM and Off RPM then the solenoid is disabled.

11.4 Torque Converter Clutch Lockup (TCC)

This function controls the clutch lockup solenoid on automatic transmissions. The function has no control parameters and is simply enabled or disabled. This function is used in conjunction with the torque converter clutch lockup map - refer to 4.5.8 Torque Conver ter Control Map, p48 - and the Aux. In function - refer to 4.2.5 The In/Out Set-up Page, p35.

11.5 Electric Thermo Fan Control (TF)

This function can be used to switch a thermo-fan on when the engine temperature exceeds a certain value. The fan will stay on until the engine temperature drops sufficiently.

Switch On Temp. 0 – 127 °C / 32 - 261 °F

The temperature the engine coolant must exceed to switch the fan on.

Switch Off Temp. 0 – 127 °C / 32 - 261 °F

The te mperature be low which the coolant must drop before the fa n will b e swit c h e d of f . Th is p a r a me t e r should be around 3-5°

E6GMX Manual

lower than the “Switch On temperature” to prevent the fan from switching in and out repeatedly.

11.6 Electric Intercooler Fan Control (IF)

This function can be used to switch an intercooler fan on when the intake-air temperature exceeds a certain value. The fan will stay on until the engine temperature drops sufficiently.

Switch On Temp. 0 – 127 °C / 32 - 261 °F

The temperature the intake-air must exceed to switch the fan on.

Switch Off Temp. 0 – 127 °C / 32 - 261 °F

The temperature below which the intake-air must drop before th e fa n w ill be s witc he d of f. Th is pa rame te r should be around 3-5° lower than the “ Switch On temp.” to prevent the fan from switching in and out repeatedly.

E6GMX Manual

11.7 Shift Light Illumination (SL)

This function can be used to drive a light or buzzer to indicate the engine speed exceeds a programmed level.

Light On RPM 0 – 16000 RPM

This parameter sets the engine speed at which the output will be enabled.

11.8 Auxiliary Fuel Pump (AP)

This function causes the output to turn on when the measured engine load or engine speed exceed the programmed values. The output remains on while these conditions are met and for the programmable period of time after which the conditions are no longer valid.

Load Bar Bar 1 – 32

This is the bar number on the fuel maps which must be exceeded for the extra fuel pump to be switched on. If you wish to switch the extra fuel pump only by engine speed, set this to 0.

Engine Speed 0 – 16000 RPM

The extra fuel pump will turn on when the engine speed exceeds this parameter. If you wish t o switch the pump only by load, set this parameter to 0 rpm.

Run Time 0 – 70 s

The a u xilia r y fu e l p ump will s wit c h on if the en gine ex ceeds the engine speed and/or t he load bar set a bove. It will t h e n s t a y o n , even aft er speed and load have dropped be low t heir respective limits, for a period of time specifie d by Run Time. A minimum Run Time of 5 seconds is permitted.

The Aux iliary Fue l Pu mp will p rime w ith t he main fue l pump , bu t will o nly r un if the a bove conditions are met. Since t here may be a short delay from the time the fuel pump is switche d on to the t ime the extra fuel becomes available, the Load Bar and Engine Speed settings above should be set to enable the auxiliary fuel pump before the primary pump runs out of flow.

11.9 Anti-Stall Solenoid Control (AS)

A solenoid air valve in the manifold may be used to allow extra air into the engine during cranking or extremely low rpm. This can aid in starting the engine, or in preventing it from stalling if engine revs drop too low.

Lower RPM Limit 0 – 16000 RPM

This parameter defines the engine speed at which the output will turn on.

E6GMX Manual

11.10 Turbo Timer (TT)

The turbo timer function allows the E CU to continue running the engine after the ignition has been switched off. This function allows the engine to idle until the coolant and air temperature have fallen below programmable values or a programmable period of time has elapsed. The output is turned on until the programmed conditions are met. This output is used in conjunction with the Aux In. line. Refer to 4.2.3 Ignition Set-up Page, p32.

Air Temp 0 – 127 °C / 32 - 261 °F

This para meter defines the t emperature below which int ake-air must fall before the output will be turned off.

Coolant Temp 0 – 127 °C / 32 - 261 °F

This parameter defines the temperature below which coolant must fall before the output will be turned off.

Run Time 0 – 5 mins

This para meter defines the maximum time for which the output will remain on regardless of the temperature parameters.

11.11 NOS Switch

This function controls the operation of a NOS system.

Note:

It does not control the delivery of the Nitrous Oxide, but simply turns the

system on or off in certain conditions. The NOS system must control the

delivery of the nitrous oxide and must also provide extra fuel delivery.

A swit c h c o nn e c t e d t o t h e Au x ilia ry I nput ena bles the output. Once enabled, if the conditions sta t ed b elo w ar e me t, t he NOS syst em w ill be a ct iva te d. Th e Aux iliary Input Function in the Identification must be set to NOS Switch for the function to operate correctly.

Load Bar Bar 1 – 32

If the Fuel Map Bar Number exceeds this value, the NOS syst e m will b e t urn ed o ff. This is u sed for tu rbo engin es wh er e the NOS is used to help boost the turbo. Once on boost, the NOS can be turned off. Normally aspirated engines, on the other hand, c an use NOS at full load, so this va lue should be set to bar 32.

Max. Rpm 100 – 16000 RPM

If the RPM exceeds this value the NOS system will be switched off.

Min. Rpm 100 – 16000 RPM

If the RPM is below this value the NOS system will not be activated.

Minimum Throttle 0 – 100 %

The NOS system will be turned on above this value.

Minimum Temp 0 – 127 °C / 32 - 261 °F

The NO S syst e m w ill no t b e a c t iva t e d u nle s s t h e e ngin e c oo la n t temperature is above this value.

E6GMX Manual

Ignition Retard 0 – 20 °BTDC

The ECU will provide an ignition retard whenever the NOS system is engaged.

Start-up Delay 0 – 120 s

The ECU will prevent t he NOS syste m operating r egard less of the above conditions until the period of time programmed in this field has elapsed.

11.12 Anti-Lag Switch

WARNING:

DO NOT OPERATE ANTI-LAG FOR PROLONGED PERIODS.

EXHAUST AND TURBO TEMPERTAURES RISE, WHICH MAY

CAUSE ENGINE DAMAGE.

The Anti-Lag switch function allows turbo-charged vehicles to decrease the “lag” associated with boost when the motor is not under full load.

Retard Value 0 – 70 °BTDC

The ignition timing is retarded by this angle when the Anti-Lag conditions for operation are met.

% Inc. Fuel 1 – 50 %

The percentage of fuel increased during Anti-Lag operation.

Zero TPS ONLY ON or OFF

If the Anti-Lag function is to be used when the Throttle Position Sensor value is zero then turn this function ON.

Zero Inj Time 1 – 16 ms

If the zero TPS only func tion is ON then this value determines the amount of fuel injected at zero or no throttle. The valid range is (1-16) ms.

Throttle Perc. 5 – 80 %

The throttle position value below which Anti-Lag is operational. The valid range is (5-80)%.

On RPM 100 – 16000 RPM

This field specifies the RPM above which Anti-Lag is operational.

On Coolant Temp 0 – 127 °C / 32 - 261 °F

This field defines the coolant temperature above which AntiLag is operational

The anti-lag system is can be enabled by a switch connected to Aux. In or by meeting all three operating conditions stated above (the last 3 fields). Once the switch is enabled, if the Throttle condition is met, the anti-lag system will b e a c t iva t e d . The la s t t wo fie ld s a llo w t h e ALS to be ac tivated when all three conditions are met regardless of t he AUX In setting; this allows the AUX In to be used for another purpose.

E6GMX Manual

11.13 Air Conditioning

The Air conditioning function allows the ECU to intercept the vehicles Air Conditioning request and grant or refuse the request based on the current operating conditions.

Throttle Pos. 5 – 100 % This field defines the throttle position above which the Air

conditioning request is disabled. This condition is independent of any other fields.

Engine Speed RPM 1000 – 15000 RPM

This field defines the engine speed above which the Air conditioning request is disabled. This condition is independent of any other fields.

Off Time (s) 0 – 70 s

This field defines a delay after which an Air conditioning re q ue s t will b e a llow e d o n c e the above conditions fall below the set values.

Active AUX In. HIGH or LOW

This field defines the active state of the Air conditioning request line installed in your vehicle. If the line is active high this means that the signal on the line when an Air conditioning request is made is ~5 volts and when the line is idle the voltage is ~0 volts. If the line is active low this means the Air conditioning request is ~0 volts and the idle line is ~5 volts (refer to 4.2.5 The In/Out Set-up Page, p35).

11.14 Engine Control Relay

This fe ature causes the ECU to turn on t he output when the E CU has power. This input can be used to drive a relay that supplies power to the engine bay.

This input has no parameters.

E6GMX Manual

11.15 VTEC

This func tion controls the solenoid used to control the variable valve timing with whic h some engines are equipped. This feature acts purely to control a switching solenoid and is not capable of controlling continuously variable valve timing.

On RPM 0 – 16000 RPM

This field defines the engine speed above which the VTEC is en ab led. This f ield mu st b e gre at er th an O ff R PM o r it will be ignored.

Off RPM 0 – 16000 RPM

This field defines the engine speed below which the VTEC is disa b le d . Th is f ie ld mus t b e le s s t h a n O ff R P M o r it will d e fin e both the switch on and switch off RPM forcing the ECU to ignore On RPM.

On Load Bar Bar 1 - 32

This field defines the engine speed above which the VTEC is en a b le d. Th is f ie ld mu st b e gre a t e r t h a n O ff L o a d B a r or it will be ignored.

Off Load Bar Bar 1 - 32

This field defines the engine load below which the VTEC is disa bled. This field mu st be less t han Off L oad Bar or it will define bot h the switch on and switch off Load forcing the ECU to ignore On Load Bar.

The above Load a nd RPM conditions that cont rol the VTE C function are independe nt of one an ot her an d will swit ch th e VTEC on if eit her On lo ad o r On RP M conditions are met. The function will turn VTEC off when both Off Load and Off RPM conditions are met. Off RPM should be set to at least 200 RPM below On RPM, forcing hysteresis in the swit c h ing t o pr e v e nt t h e so le n oid f ro m o sc illa t in g. Th e sa me sw it c hin g gap should be applied to Off Load Bar and on Load Bar.

11.16 BAC2

Open Loop idle control is an alternative to closed loop idle control offered in the Output Options page . This met hod of control is easier to tune but less accurate and may result in the idle speed drifting from the set point by ~100rpm. The control looks at a set of engine conditions and drives the BAC valve with a duty cycle programmed by the user based on these conditions. This function supports the “BAC2 Idle” trim function (refer to 4.2.5 The In/Out Se t-up P age, p35) , w hic h o ve r r ide s a ll t he p a r a me t e rs be lo w if it is e n ga ged . The id le trim is designed as a tuning aid rather than a full time idle control solution.

The following user programmable parameters det ermine the period and duty cycle applied to the BAC Valve:

Period (ms) 1 – 51 ms

This defines the period of the signal used to drive the BAC valve.

E6GMX Manual

Cold Idle Temp. 0 – 127 °C / 32 - 261 °F

This value is the coolant temperature above which the “hot” base duty cyc le value is used and below which t he “cold” base duty cycle will be used.

Cold Duty: 0 – 100 %

This is the base duty cycle used when the coolant temperature is below the Cold Idle Temp value.

Hot Duty: 0 – 100 %

This is the base dut y cycle used when the coolant temp is above the Cold Idle Temp value.

A/C Load Duty: 0 – 100 %

This is a duty value added to the current duty cycle to increase

the opening size to compensate for the load change associated with the A/C compressor. This is enabled when the A/C makes a request. (Aux. In must be selected a s A/C request. Refer to

4.2.5 The In/Out Set-up Page, p35).

Start-Up Duty: 0 – 100 %

This is a duty value added to the current base value and any

other additions to make the total duty cycle. This is enabled during the first 20 seconds after the engine has started.

Active (Aux In): HIGH or LOW

This is the Active signal level received from the A/C line when it is making a request (opposite of idle position).

11.17 BAC/BAC2 Slave (Bipolar idle valves)

The BAC/BAC2 Slave offers the extra control signal required for Bipolar BAC Valve. This function is used in conjunction with the “ BAC Valve” and “ BAC2” PWM functions. This signal is the inverse of the primary signal produced by the BAC or BAC2 PWM channel.

Slave Channel PWM3 or PWM4

This parameter defines the channel from which the Slave is driven. If the only option is “None” then there are no PWM functions selected that support “BAC/BAC2 Slave”. The options in this list are limited to the PWM channels that are set with valid BAC/BAC2 Slave functions.

11.18 TPS Switch

The TPS switch output switched based on the current throttle position.

Switch On 0 – 100 %

This is the throttle position at which the output produces and active level.

Switch Off 0 – 100 %

This is the throttle position at which the output produces and inactive level.

E6GMX Manual

Active Sw. Posn. HIGH or LOW

This de fines the act ive level or polarity of t he signal. When this field is set to HIGH the active output is 12V, when the field is set to LOW the active output is 0V.

There are two possible configurations for this feature: The first configuration is to have two thrott le position ranges; one high and one low. In the lower range the output is inactive and in the upper range the solenoid is active. Using this configuration the “Switch On” field should be set to the throttle position limit of the upper range and t he “ Switch Off” should be set about 5% below “Switch On”, forcing hystere sis in the switching to prevent the output from oscillating around the switch point. The second configuration is to set t he output in the act ive state for a range of throttle position and to set the output inactive outside this range. To do this the “Switch On” is set to the lower throttle limit of the range and the “Switch Off” is set at the uppe r throttle limit, when the throttle position is lower than “Switch On” the solenoid is disabled, when the throttle position is grea ter t han “ Switch On” but less than “Swit ch Off” the solenoid is enabled, when the throttle position is greater than “Switch On” and “Switch Off” then the solenoid is disabled.

E6GMX Manual

SECTION 5 Appendices

APPENDIX A TROUBLESHOOTING

This Appendix is devoted to trouble shooting proble ms that may occur during installation and configuration of the ECU. To use this Appendix, ide ntify the symptom or symptoms that best describe the problem from the list below, then follow the checklist for possible solutions.

Control Program Problems

• The Haltech Programming Software will not start

• The Haltech Programming Software will not operate in ONLINE mode.

• The Engine Data Page is displaying unusual sensor readings

Starting Problems

• Fuel Pump does not prime when ignition switched on.

• The engine makes no attempt to start

Idling P roblems

• The engine will not idle when cold

• The engine idles too slow

• The engine idles too fast

• The engine surges at idle

Light Throttle and Cruising Problems

• Engine will no t run at light throttle

Full Power Problems

• Engine dies under full throttle

• Engine surges under full throttle

• Engine lacks power at full throttle

Throttle Response Problems

• Poor throttle response

• Poor throttle response when cold

Cold running problems

• Engine runs poorly when cold

Fuel Economy problems

• Poor fuel economy - city cycle

• Poor fuel economy - Highway cycle

E6GMX Manual

A.1 Control Program Problems

Haltech Programming Software will not start

The Haltech programming software should run on a ny computer that me ets the re quirements ou t line d in 2.1 Computer Requi re ments, p13. If for an y reason the programming software will not start up reinstall the software and double check the computer specifications.

Haltech programming software will not run ONLINE

If the Haltech ECU does not respond to the P rogramming software requesting information, then the message HALTECH DISCONNECTED will b e displa ye d. This situ at ion will o cc ur under the following conditions

ECU is not powered up Programming Cable is not connected Incorrect COM port selected Wrong Programming Software Programming Cable is damaged Serial port of programming computer is faulty.

If the software is the wrong version or you suspect that the cable is faulty, contact your Haltech dealer.

Engine Data Page Displays Unusual Readings

If the air temperat ure sensor, or coolant te mperature sensor is showing a continuos maximum or minimum then the sensors are either not operating correctly or are disconnected. Using the wiring diagram of the E CU Loom (wiring diagram can be found at the back of this manual) check that the sensor wires are not damaged. Check for continuity or high resistance with a multimeter. If the wiring is OK then contact your Haltech dealer regarding replacement of faulty sensor.

If the Throttle Position Se nsor is unresponsive or is erra tic then re-calibrate the throttle sensor and check the wiring. Erratic readings can be caused by damaged sensor or electrical noise. If the Manifold Absolute Pressure Sensor does not read near atmospheric pressure with the engine off, or if it shows a fault condition, t hen check that the se nsor is connected correctly. Check that you have the correct model sensor and that the Identification page information has been set correctly.

If the Engine Speed reading is erratic, the trigger (crank or cam signal) is most likely picking up ignition noise from incorrect plugs or leads, electrical noise from cooling fans, starter motor, alternator or other electrical devices in the vehicle. Ensure that the trigger signal wire is properly shielded and that the shield is not grounded at the sensor end.

If the Engine Speed is steady but wrong, check that the Identification page contains the correct information regarding number of cylinders, crank sensor set-up and crank sensor wiring is correct.

If e ngine parameters are a ll showing unusual variation, ma ke sure that the ECU is grounded properly. Also check the engine and chassis grounds to the battery.

E6GMX Manual

A.3 Starting problems

Fuel Pump doesn't prime when ignition switched on

The Haltech E6GMX will attempt to run the Fuel pump for about 2 seconds just after the ignition is switched on. The fuel pump relay should be hea rd clicking in and out with the fuel pump.

Engine makes no attempt to start

Check the following:

Does the engine run with the Standard ECU ECU is operating (will communicate ONLINE) during cranking Battery voltage and connections Fuel Pump runs Injector fuse is OK and injectors fire Ignition system is operating properly and spark is available Ignition timing is correct

If the engine is flooding, reduce the bars in the fuel map that are being used during c ranking in the fuel map, the coolant correction map and the cold prime map. If the engine is not receiving enough fuel and increasing those bars does not help, chec k that fuel pressure is available and that the injectors operate properly (are cleaned and flow-tested).

A.4 Idling Problems

If the engine will not idle when cold but will when the engine is warm then the coolant correction map may need to be adjusted.

If the engine idles too fast or too slow, and you are using an Idle Air Control Motor, firstly check that the Idle Speed Control is enabled, and then lower the target idle setting if necessary. If not using the idle air control motor then adjust the idle using the idle adjust screw on the throttle body. Check for any air leaks in the manifold.

Check the ignition timing at idle and adjust if necessary.

If the engine surges or hunts at idle then the mixtures and timing are wrong. Adjust the fuel maps near idle conditions.

In some circumstances it may be necessary to use the Zero Throttle Map. Consult Chapter 6 [6.2] for information on using the Zero Throttle Map.

A.5 Light throttle and Cruising Problems

If the engine falters under light load then the mixtures may be incorrect, check the Fuel Maps.

E6GMX Manual

A.6 Full Power Problems

If the engine gasps under full throttle then the mixture may be too lean. If the engine bogs down and blows smoke then the mixture is rich. Recheck t he fuel maps.

If the maps appear to be correct then ensure that the fuel pressure is not falling out of regulation by using a fuel pressure gauge. Flow test and clean the fuel injectors.

In some circumstances it may be necessary to use the Full Throttle Map. Consult Chapter 6 [6.3] for information on using the Full Throttle Map.

A.7 Throttle Response Problems

Throttle response of the E6GMX is set using the three pairs of throttle pump settings. If t he engine gasps and flat spots (misfires) when the throttle is suddenly opened then the throttle setting is not high enough or is much too high. If the engine bogs down but continues to run then the mixture is too rich. Experiment with the throttle pump settings to achieve the optimum.

The throttle pump coolant factor affects the throttle pump only when coolant correction is being applied, i.e. before the engine has reached operating temperature. Set the throttle pump increase and sustain figures only when the engine is warm. Wait until the engine is cold again, and the coolant correction map has been set for good stable running, before changing the coolant factor.

A.8 Cold Running Problems

If the engine idle s poorly when cold then the coolant map may ne ed adjusting. If the engine is hunting slightly when cold, then the coolant correction map is just too lean, and so needs a small amount of enrichment. Slight advanc e with the coolant temp. can help. If the engine is difficult to drive when cold, particularly with gear changes, try increasing the coolant correction factor for the throttle pump.

An en gine th at will idle whe n wa rm, b ut fails to id le c old u nle ss a t iny amount of throt tle is applied may require idle speed c ontrol, with a fast-idle function for when the engine is cold. The E6GMX can control an Idle Air Control motor that will perform this function.

A.9 Fuel Consumption

Poor fuel consumption is a result of a too rich mixt ure. If the fuel consumption in t raffic is poor but the highway consumption is good, then it could be the areas of the map used for accelerating that need to be leaned out. The throttle pump may also waste fuel if its values are too high. Also try using the fuel cut off on deceleration feature.

If the city consumption is fair but highway c ruising uses too much fuel then lean out t he light load bars on the 2000 rpm to 3000 rpm maps (This is where most cruising takes place).

If the cold start map is supplying too much fuel on warm-up this will also affect the fuel consumption of the vehicle.

E6GMX Manual

APPENDIX B IGNITION AND INJECTION OUTPUTS Ignition

The simplest of ignition systems is the distributed setup. The distributor uses a rotor button and cap to distribute the spark to the correct cylinder. In most cases the distributor will contain a triggering device use d to trigger an ECU or an ignition module directly.

Rotor phasing (GM Bypass Ignition module)

If the engine is currently fitted with a GM Bypass Ignition Module the Rotor phasing ca n be checked quite easily. The first thing to do is to remove the ECU, so that neither the standard ECU nor the E6GMX is conne cted. Crank the engine . The Ignition module has the a bility t o fire the ignition without the ECU being connected. The Ignition module will fire where it believes is 10 deg BTDC. If the spark timing is not at 10 deg BTDC, move the distributor until it is firing at 10 deg BTDC. Lock the distributor and do not move again. Plug in the E6GMX.

Rotor phasing (No GM Bypass Ignition module)

A common problem that arises whe n distributors are used is cross-firing. This usually occurs when the rotor button is not in the correct position when the ignition output is fired. To correctly set up the distributors “Rotor Phasing” you will need to do the following:

Calculate the minimum and maximum timing requirements of the engine. For this example we will use the following:

Minimum Timing 10° BTDC Maximum Timing 40° BTDC

This gives a mid point, half way betwe en the minimum and maximum timing, of 25°. Rota te the engine to this value (25°) BTDC. Align the centre of the rotor button with the plug lead terminal for cylinder number one. Lock the distributor into place and do not move it.

Now rotate the engine to 70° BTDC. i.e. move it back 45° crank po sit io n w he r e t h e se n so r in sid e t h e dis t rib u t or will n e e d t o b e a ligne d wit h a t r igger ing p oin t . (This may be a magnetic sensor t ooth, or a c hopper disc window). Move the plate t he sensor is mounted on so that this occurs (Do not rotate the engine!).

If it is n ot p o ssib le t o mov e t h e se n so r, it will b e n ecessary to rotate the trigger wheel relative to the shaft and the sensor.

Rotor phasing is not only a problem on distributors with advance mechanisms. Several factory distributors have the ir triggers at points outside 60 - 100°. It is not advisable to just rotate the distributor unt il the trigger is within this window. Care must be take n to ensure t hat t he rotor phasing will not cause a problem.

degrees. This is now the

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B.7 Ignition Outputs

The ignition outputs of the ECU are designed to provide the appropriate signal to drive an ignitor. The ECU is capable of driving either smart (Constant duty) or dumb (Constant charge) ignitors.

WARNING:

UNDER NO CIRCUMSTANCES SHOUL D THE IGNITION OUTPUTS

OF THE ECU BE USED TO DRIVE THE COILS DIRECTLY. THE

IGNITION OUTPUTS OF THE ECU ARE INCAPABLE OF SINKING

SUFFICIENT CURRENT TO GENERATE SPARK AND WILL

SIMPLY FORCE THE IGNITION DRIVERS INTO SHUTDOWN

Constant Duty

Co nst ant Dut y ignit or s co nta in c irc uitr y t hat will op timise th e d well f or th e nex t ignitio n and consequently the ECU only needs to provide a signal that has a constant duty cycle and a timed edge for ignition. A constant duty ignition signal will appear as below:

The function of the Ignition Module is to trigger the Ignition Coil through the Power Transistor, which is part of the Ignition Module. There are two main types of ignition module Constant Dwell and Constant Charge Modules. The Constant Dwell Module (smart) internally determines coil charge (dwell) time. The ECU therefore triggers the ignition module using a constant duty cycle with respect to the engine spe ed (this waveform is equivalent to the output of a points ignition).

+12V

GND

+12V

Duty Cycle 30%

Duty cycle remains constant as RPM increases

Duty Cycle 30%

70%

Low RPM

High RPM

Time

GND

Time

E6GMX Manual

Constant Charge

The Constant Charge Module (dumb) charges the Ignition Coil with a constant charge time no matter what RPM the engine is doing. Dumb Igniters require the ECU to perform the dwell control or charge time of the ignition coils. The signal from the ECU determines the charge time of the coil and tries to maintain a constant charge time at all engine speed where possible.

The coil’s charge time can be determined from the coil negative signal: when the coil switches on, the coil negative voltage drops to zero, as the coil energises the voltage rises slightly until a sharp rise where the ignitor current has reached the upper limit. When the current ceases to increase the coil has maximum energy and any more energy applied by lea v in g it s wit c h e d o n will b e wa st e d a s h e a t . It is a t t his po in t t ha t t h e c o il is sw it c h o f f a n d the coil is fired.

For a dumb igniter with a falling edge spark edge, with 4ms of coil charge time, the ECU ignition output waveform will look like the following waveform

+12V

GND

+12V

GND

4ms Charge

time

Low RPM

Charge time remains constant as RPM rises

4ms Charge time

High RPM

Time

Warning:

Never send a constant duty cycle waveform to a Dumb Ignition Module. Using a constant duty cycle signal on a dumb ignition module may cause the ignition coils to be damaged from overcharging. Ignition modules may also be damaged as a consequence.

E6GMX Manual

The majority of modern ignition modules are the Constant Charge type with inbuilt current control. Current control limits the primary current to avoid damage to ignition components, primarily t he Ignition Coil. The primary current charge time is read in milliseconds and is controlled by the coil charge time field. The primary charge time will usually vary between

1.4 ms and >4 ms (some older systems may be up to 8.7ms) depending on the vehicle manufacturer and ignition system used.

Coil Charge time

The following is a guide to primary charge time and spark duration time for different coil charge times.

Coil Type Typical Charge time

Single Standard Coil 2.5 ms

Single Fast Charge Coil 2 ms

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Spark Output Mode Setting

Ignition Setup page showing Spark Output mode Setup

E6GMX Manual

Ignition Spark Edge

The ignition “Spark Edge” in the Haltech software sets the natural state of the ignition waveform. Spark Edge can be configured as Falling or Rising.

Falling Edge Triggered – Most factory ignition modules are falling edge triggered. The se modules expect a nat urally low input voltage. When the voltage rises to 12V, the coil is be ing charged. When the input volt age returns to 0V, a spark is fired and the coil sits idle until the input voltage to the ignition module is again raised to 12V.

Voltage

+12V

GND

Rising Edge Triggered – Some CDI style ignition modules are known to be rising edge triggered. These modules expe ct to see a na turally high signal. When t he volt age falls t o 0V, the module charges the coil. When the voltage returns to 12V, the spark is fired.

Voltage

+12V

Trigger event drops to 0V

Trigger event Rises to 12V

Waveform Nat urally High

Waveform Nat urally Low

Time

GND

Time

E6GMX Manual

B.7.2 Alternate Ignition Systems

The output of the E 6GMX c an be used to trigger after-market ignition syste ms suc h as MSD or Jacobs. If an aftermarket ignition system such as MSD is to be used, the Spark Edge must be set to Rising. The ignition system may still fire correctly if the Spark Edge is set to Falling, but the ignition timing will inc orre ctly adva nce as RP M incr ease s, whic h ca n cause engine damage.

If you are using an aftermarket ignition system described above the set up page should appear as follows:

Set Constant Duty

Set Risi ng Edge

Set 50% Duty

Ignition Setup page showing aftermarket ignition Setup

When using the MSD 6A, connect the EST OUT wire to the white “Points input” wire.

E6GMX Manual

G.M. Direct Fire Ignition

The G.M. Direct Fire Ignition module (DFI), as used in the V6 Buick, can be connected directly to the E6GMX ECU. This module serves both as a trigger device a nd as an igniter. The DFI module ha s a n ignition bypass input from the ECU. This input tells the DFI module to ignore the ECU’s timing signal and fire its own spark at 10° BTDC. This gives a more reliably timed spark for cranking. This input is controlled by the E6GMX through the Aux. Out Function. The Aux Out Function should output a ground signal when the RPM is below 500rpm, then switch to ~5v when engine rpm exceeds 500rpm. To use the bypass, this function should be set in the Identification to Bypass. Se e Chapter 3 [3.1]. The bypass will allow the DFI module to control spark below 450 rpm.+

Input/Output Setup page showing the GM Bypass Setup

Ign Bypass Setting

E6GMX Manual

APPENDIX C INJECTORS

C.1 Injector Impedance

Injectors, when classified electrically, fall into 2 categories:

Saturation Injectors this type of injector derives its name from the method used to

drive it open, the coil is saturated with current to create the magnetic force used to open the injector until the injector is to

be closed. This type of injector has a coil impedance > 12Ω, th is me a n s t h a t if 12 V is a pp lie d a c ro ss t he c o il t h e c ur r e nt w ill not exceed 1A.

Peak and Hold this type of injector also derives its name from the method used

to drive the injector open. The coil is saturated with current until the ECU detects the current has reached a “ Peak” value (4A), at this point the E CU limits the current to a “ Hold” value (1A). The Peak and Hold currents can vary from injector to injector, the ECU supports 4A Peak - 1A Hold and 8A Peak – 2A Hold per drive r. This type of injector has a coil impedance

< 3Ω

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