Haltech E6K User Manual

E6K Manual

Warning

This system is capable of controlling either “intel ligent “ igniters such as the Haltech EB023 igniter, which has in-built dwell control or “dumb” igniters which contain no such control. This allows standard igniters 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 igniter 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, also it is possible to burn out the igniters as a result. Burning out igniters due to wrong set-up will not be regarded as warranty

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Introduction..........................................................................................			1
Installation Overview .........................................................................................................			1
Before You Begin...............................................................................................................			2
Tool/Supply Requirements.................................................................................................			3
How It Works .....................................................................................................................			4
The Advanced Mode Features of the E6K .........................................................................			5
Haltech E6K Specifications ...................................................................................................			7
SECTION 1		Getting Started...........................................................	11
CHAPTER 1		Haltech E6K Installation ..........................................................................	11
1.1	Overview ....................................................................................................................		11
1.2 Installation Summary .................................................................................................			12
1.3	Expanded Installation Guide ......................................................................................		12
1.3.1. Manifold Absolute Pressure (MAP) Sensor.......................................................			12
1.3.2. Coolant Temperature Sensor ..............................................................................			14
1.3.3. Inlet Air Temperature Sensor .............................................................................			15
1.3.4. The Throttle Position Sensor (TPS) ...................................................................			16
1.3.5. Mount Ignition Module. .....................................................................................			16
1.3.6. Mount Optional Exhaust Gas Oxygen Sensor....................................................			18
1.3.7. Route Wiring Harness and Connect Sensors......................................................			18
1.3.8. Power Relays......................................................................................................			18
1.3.9. Fuse Block Assembly.........................................................................................			19
1.3.10. Electronic Control Unit (ECU) .......................................................................			20
1.3.11. Flying Leads .....................................................................................................			20
1.3.12. Install and connect Optional Idle Speed Motor................................................			21
1.3.13. Install and connect any Optional Outputs ........................................................			21
1.3.14 Connect the Trigger Sensor...............................................................................			21
1.3.15 Connect the ECU...............................................................................................			22
CHAPTER 2		Getting ONLINE ......................................................................................	23
2.1	Connecting the Haltech E6K to a Computer ..............................................................		23
2.2	Operating the Software...............................................................................................		23
2.2.1 Computer Requirements......................................................................................			23
2.2.2 Installing the Software ........................................................................................			24
2.2.3 Running the Software from the Hard Disk..........................................................			25
2.2.4 Running the Software from the Floppy Disk ......................................................			25
2.2.5 Azerty Keyboards................................................................................................			26
2.3 The ONLINE and OFFLINE Modes..........................................................................			26
2.4 Using the System ONLINE........................................................................................			26
2.5 The Main Menu ..........................................................................................................			27
2.6	How to Quit ................................................................................................................		27
2.7	Checking the Engine Data..........................................................................................		27
2.8	Online Help ................................................................................................................		27
CHAPTER 3		Engine Identification ................................................................................	28
3.1	Checking the Identification ........................................................................................		28
Chapter 4 Adjusting Haltech Maps...................................................................................			30
4.1	What are maps? ..........................................................................................................		30
4.2	What is mapping the Engine?.....................................................................................		30
4.3	Using the Software .....................................................................................................		31
4.4	Accessing the fuel maps .............................................................................................		31
4.4.1 Fuel Set-up ..........................................................................................................			31
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4.4.2 Adjusting Bar Height In The Map.......................................................................			34
4.5 How To Quit...............................................................................................................			35
4.6	Accessing the Ignition Maps ......................................................................................		35
4.6.1 Ignition Set-up.....................................................................................................			35
4.7	Time Saving Functions...............................................................................................		39
4.7.3 Selecting Groups of Bars.....................................................................................			39
4.8	Duty Cycles ................................................................................................................		41
4.9 Command Summary for Maps ...................................................................................			43
Chapter 5 Starting the Engine ...........................................................................................			44
5.1	Calibrating the Throttle Position Sensor ....................................................................		44
5.2	Checking the trigger ...................................................................................................		44
5.3	Checking the Base Timing .........................................................................................		44
5.4	Loading an Ignition Library Map...............................................................................		46
5.5	Determining Engine Fuel Needs ................................................................................		47
5.5.1 Tuning for Idle ....................................................................................................			48
5.5.2 Tuning with No Load ..........................................................................................			48
5.5.3 Loading the Engine .............................................................................................			48
5.5.4 On the Dyno ........................................................................................................			49
5.5.5 On the Road.........................................................................................................			49
5.5.6 Fine Tuning the Engine .......................................................................................			49
SECTION 2 Other Adjustable Features .......................................			52
Chapter 6		Throttle Effects.................................................................................................	52
6.1	Throttle Response.......................................................................................................		52
6.2	Zero Throttle Map ......................................................................................................		53
6.3	Full Throttle Map .......................................................................................................		53
Chapter 7 Cold Starting and Running ...............................................................................			54
7.1	Cold Cranking ............................................................................................................		54
7.2	Fuel Correction Versus Coolant Temperature ...........................................................		54
Chapter 8		Correction Factors ............................................................................................	56
8.1	Fuel Versus Air Temp Map........................................................................................		56
8.2	The Battery Voltage Map ...........................................................................................		56
8.3	The Ignition Coolant Map ..........................................................................................		57
8.4	The Ignition Inlet Air Temperature Map....................................................................		57
8.5	Barometric Correction................................................................................................		57
8.6	Post Start Enrichment.................................................................................................		65
SECTION 3 Software Features......................................................			66
Chapter 9 File Storage and Retrieval ................................................................................			66
9.1	Saving Maps and Identification..................................................................................		66
9.1.1 The Save Command ............................................................................................			66
9.1.2 Giving Your Map A Filename ............................................................................			66
9.2	Loading Maps and Identification ...............................................................................		67
9.3	Upgrading from E6S ..................................................................................................		67
9.4	File Management........................................................................................................		68
9.4.1 Erasing Unwanted Maps .....................................................................................			68
9.4.2 Changing Directories...........................................................................................			68
Chapter 10		Printing Maps ...............................................................................................	69
10.1 The Print Function....................................................................................................			69
Chapter 11		DataLog ........................................................................................................	70
11.1 The Data log Option .................................................................................................			70
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11.1.1 Setting Up the Datalog Page .............................................................................				70
11.1.2 Creating a Datalog.............................................................................................				70
11.1.3 Viewing the Datalog..........................................................................................				71
11.1.4 Datalog File Management .................................................................................				71
11.1.5 Printing Datalogs...............................................................................................				72
Chapter 12		Customising the Software ............................................................................		73
12.1	The Set-up Page .......................................................................................................			73
12.1.1 The Display .......................................................................................................				73
12.1.3 Com Port ...........................................................................................................				73
SECTION 4 E6K Inputs & Outputs..............................................				74
Chapter 13		Software Access ...........................................................................................		75
13.1	The Input/Output Page .............................................................................................			75
13.2	The Output Options Page .........................................................................................			79
13.3 The PWM Options Page...........................................................................................				79
13.4	Enabling Options......................................................................................................			80
Chapter 14		Idle Speed Control........................................................................................		81
14.1	Description ...............................................................................................................			81
14.2	Using the Idle Speed Motor .....................................................................................			81
14.3	Adjusting the Idle Speed Control .............................................................................			82
Chapter 15		Closed Loop Control ....................................................................................		85
15.1	Description ...............................................................................................................			85
15.2	Using Closed Loop Control......................................................................................			85
15.3	Using Different Oxygen Sensors..............................................................................			87
Chapter 16		Digital Outputs & PWM Outputs.................................................................		89
16.1	Description ...............................................................................................................			89
16.2	Turbo Waste Gate Control (TWG)...........................................................................			90
16.2.1 Description ........................................................................................................				90
16.2.2 Using the Turbo Waste Gate Control ................................................................				90
16.2.3 Using the Boost Controller................................................................................				91
16.3	Bypass Air Control (BAC) Valve ............................................................................			92
16.3.1 Description ........................................................................................................				92
16.3.2 Using BAC Valves/Solenoids ...........................................................................				92
16.4	Dual Intake Valve Control (DIV).............................................................................			93
16.5	Torque Converter Clutch Lockup (TCC) ................................................................			93
16.6	Electric Thermatic Fan Control		(TF) ......................................................................	94
16.7	Electric Intercooler Fan Control		(IF) ......................................................................	95
16.8	Shift Light Illumination (SL) ..................................................................................			96
16.9	Auxiliary Fuel Pump (AP) ......................................................................................			96
16.10 Anti-Stall Solenoid Control (AS) ..........................................................................				98
16.11 Staging Signal Function (SS) ................................................................................				98
16.12 Driver Box (DB3) Staging Signal Function ...........................................................				99
16.13 Turbo Timer (TT)...................................................................................................				99
16.14 NOS Switch............................................................................................................				99
16.15 Anti-Lag Switch ...................................................................................................				101
16.16 Air Conditioning ..................................................................................................				102
16.17 Engine Control Relay ...........................................................................................				103
16.18 VTECH.................................................................................................................				103
SECTION 5		Appendices ...............................................................		105
Appendix A		Troubleshooting .........................................................................................		105
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A.1 Overview .................................................................................................................		105
A.2 Control Program Problems ......................................................................................		106
A.3 Starting problems ....................................................................................................		107
A.4 Idling Problems .......................................................................................................		108
A.5 Light throttle and Cruising Problems ......................................................................		108
A.6 Full Power Problems ...............................................................................................		108
A.7 Throttle Response Problems....................................................................................		108
A.8 Cold Running Problems ..........................................................................................		109
A.9 Fuel Consumption ...................................................................................................		109
Appendix B The Advanced Features ..............................................................................		110
B.1 The E6K Injection/Ignition Outputs ........................................................................		110
B.2 Direct Fire Ignition ..................................................................................................		111
B.2.1 Ignition Outputs ................................................................................................		111
B.2.2 Synchronising ...................................................................................................		111
B.2.3 Coil Set-up ........................................................................................................		112
B.2.4 Converting Individual Coils to Waste Spark....................................................		113
B.2.5 Ignition Outputs ................................................................................................		113
B.3 Sequential Injection .................................................................................................		113
B.3.1 Sequential Features on the E6K........................................................................		113
B.3.2 Sequential Outputs............................................................................................		114
B.3.3 Synchronising ...................................................................................................		115
B.4 Multi-tooth Triggers ................................................................................................		115
B.5 Motronic Style Triggers...........................................................................................		116
B.6 Twin Triggers ..........................................................................................................		116
B.7 Rotary Engines ........................................................................................................		117
B.8 Nissan Triggers........................................................................................................		117
B.9 Subaru Triggers .......................................................................................................		120
B.10 Summary Table......................................................................................................		120
Appendix C	Injector Impedance .....................................................................................	121
C.1 The E6K Injector Drivers ........................................................................................		121
Appendix D Fuel Systems & Staging .............................................................................		123
D.1 Fuel Requirement ....................................................................................................		123
D.2 Injector Flow Capacity ............................................................................................		123
D.3 Injector Staging .......................................................................................................		124
D.4 Fuel Pump Capacity ................................................................................................		125
D.5 Fuel Rails and Pressure Regulators .........................................................................		125
Appendix E	Trigger Interface.........................................................................................	126
E.1 The Input Trigger.....................................................................................................		126
E.2 Trigger Devices........................................................................................................		127
E.2.1 E6K Internal Reluctor Adaptor.........................................................................		129
E.2.2 Motronic Trigger...............................................................................................		130
E.2.3 Hall Effect Sensors ...........................................................................................		133
Typical set-ups – S3 ............................... ........................................................................		136
E.3 Synchronisation Events............................................................................................		140
E.4 Ignition Output.........................................................................................................		142
E.5 Alternate Ignition Systems.......................................................................................		144
Appendix F	Rotor Phasing .............................................................................................	146
Wiring Diagrams ................................................................................................................		148

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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.

© Copyright 2004	Lockin Pty Ltd
	A.B.N. 68 061 744 303
	Also trading as	HALTECH
	10 Bay Road
	Taren Point, NSW 2229
	Australia
	Ph: (+61) (02)	9525 2400
	Fax: (+61) (02)	9525 2991
	[e-mail]
	www.haltech.com

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

Print Version: 9.0a.................................................................................	Date: 27 February 2004
This manual should accompany:
IBM compatible PC software ..................................................................................	v6.34
Firmware Series ...............................................................................................................	8
Firmware ......................................................................................................................	v14

vi

Introduction

Congratulations on your decision to install a Haltech Engine Management System to your vehicle. Haltech EFI systems have been successfully installed on thousands of vehicles, from power off-shore boats to twin-turbo Ferraris, from pylon racing aircraft to jet skis and snowmobiles. Over the past decade, many motorsport enthusiasts have discovered that the Haltech computer is easy to use and gets the job done correctly - that job being to reliably make a lot of horsepower and torque in an engine by enabling users to precisely control ignition timing and fuel-air mixture. Precise ignition and mixture control also leads to excellent drivability and fuel economy - something that is often lacking in high-performance 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 supercar builders in the world use Haltech equipment for the same reasons that Haltech is popular with motorsports enthusiasts: it is flexible and friendly; is installed easily; and you can tune your Haltech simply, without having to make the project a major research effort.

Installation Overview

The Haltech E6K system utilises a special-purpose programmable microcomputer designed for engine management. The E6K system includes the ECU, engine sensors, and a special wiring harness to connect them, plus programming software and cable for you to tune the system. In the course of the installation, you will mount four electronic engine sensors, two for temperature, one for throttle position, and one to sense vacuum/pressure. You will run the wiring harness through the vehicle, connecting the 12V, ground and signal wires, and plug the harness connectors into the engine sensors and fuel injectors. An ignition output module will be mounted in the engine bay and connected to the harness. Finally, you will mount and connect the ECU itself. Haltech systems provide electronic fuelling control. The engine must already be configured with intake manifold and suitable injectors, a fuel rail with pressure regulator, and a high-pressure pump. To control ignition timing, the ECU requires a fixed trigger from a distributor, crank angle sensor, or cam angle sensor. If your vehicle lacks one or more of these components, your Haltech dealer can help you obtain them.

With the Haltech system installed, you tune it by connecting the ECU to an IBM compatible PC via the supplied communications cable. The Haltech Programming software allows you to configure and modify the ignition and fuelling data stored in the ECU: it's as simple as adjusting the heights of the bar graphs displayed on your PC screen. Collectively, the bar graphs form the "Maps" that instruct the ECU how to inject fuel and when to fire the spark under different conditions. The programming software has been designed to be functional, "friendly" and intuitively easy to use.

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When the time comes to start your engine, the base fuel map already loaded in the system could get you going immediately. If not, a little alteration with some assistance from this manual should get your vehicle running. You then work on fine tuning your maps to suit your engine exactly. An air:fuel ratio meter and a dyno make tuning easiest, but many people use the traditional method of "seat of the pants" feel and tuning by ear, possibly checking spark plug colour as an indication of fuel mixture. Whichever method you use, you will find that the ability to instantly change mixtures by the stroke of a key, or the twist of a knob, will make tuning your Haltech system far easier than tuning a carburettor or mechanical injection system, and with much better results.

Before You Begin...

1) IT IS BEST TO READ THIS ENTIRE MANUAL BEFORE STARTING.

At the very least, you should read Section One of the manual, and any of the Appendices that are relevant to your installation. The greater your knowledge of the operation of the Haltech system, the easier you will find it to understand what you are doing, and why. Throughout the manual are Warnings and Notes that will help 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 or additional tools or test equipment in order to complete installation. Make sure you have these items on hand before you begin to avoid frustration. Contact your Haltech dealer if you have difficulty.

4)Don't do the minimum work possible. Carelessness in the early stages of installation can cause you major headaches later on, be it in a few days' or a few months' time. Carelessness will cost you money and frustration in finding and fixing unnecessary problems. You have the opportunity to make sure your Haltech system's operation is extremely dependable and easy to use by doing it right the first time.

There is another reason to exercise care during this installation. You will be dealing with explosive fuel under pressure, electricity and considerable heat. Inside the combustion chamber, this is a happy combination. In the garage, they are not. The same kind of danger exists when working underneath a jacked-up car. Please be careful.

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 NOT CHARGE THE BATTERY WITH A 24VOLT TRUCK CHARGER OR REVERSE THE POLARITY OF THE BATTERY OR ANY CHARGING UNIT

2

DO NOT 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 FUEL SYSTEM COMPONENTS AND WIRING SHOULD BE MOUNTED AWAY FROM HEAT SOURCES, SHIELDED IF NECESSARY, AND WELL VENTED.

MAKE SURE THERE ARE NO LEAKS IN THE FUEL SYSTEM AND

THAT ALL CONNECTIONS ARE SECURE.

DISCONNECT THE HALTECH ECU FROM THE ELECTRICAL SYSTEM WHENEVER DOING ANY ARC WELDING ON THE VEHICLE BY UNPLUGGING THE WIRING HARNESS CONNECTOR FROM THE ECU.

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

6)In hot climates, or with turbocharged engines, you may need to employ heat shielding to prevent heat soak and damage to electrical and fuel parts. Use the coolest surfaces of the chassis as a heat sink for components and use thermally conductive brackets where appropriate.

7)We recommend having your system tuned by professionals. An exhaust gas analyser and fuel pressure meter make tuning vastly easier and help avoid potentially disastrous lean out conditions that could destroy your engine. Should you wish to tune this unit yourself, make sure you have some reliable means of determining if your engine is running lean. Haltech offer the Haltuner for this very application. The Haltuner is an inexpensive air:fuel ratio indicator that gives a full scale deflection from rich to lean over a display 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 (Manifold Absolute Pressure - as in MAP sensor) and the fuel maps stored in the ECU. Both are common industry terms, with entirely different meanings.

Tool/Supply Requirements

Installation of this system can be easily carried out by professional mechanics and most experienced home mechanics if the following tools and components are available:

Voltmeter or Test Light

A selection of screwdrivers and spanners

Soldering Iron and solder (we recommend soldering all connections) Wire Cutters and Pliers

Crimping Tool and assorted terminals Drill with assorted drill bits

3

3/8" NPT Tap 14mm x 1.5 Tap

Electrical Tape or Heat Shrink tubing Teflon pipe sealing tape

Nylon cable ties

Jeweller’s file (may be needed for mounting Throttle Position Sensor) Mounting hardware for ECU and relays (mounts/bolts/screws)

IBM-PC compatible computer (preferably laptop) with at least 640kb, one disk drive and an RS232 serial port.

A good quality Timing Light

How It Works

While the technology involved with electronic fuel injection is complex, the underlying principles of its operation are really quite straightforward. The object of any fuel delivery system in a gasoline engine is to determine the amount of air being drawn by the engine, and supply the appropriate quantity of fuel to "burn" all the oxygen in that mass of air.

A carburettor uses primarily only one parameter to determine fuel metering: air speed. Higher air speeds through the carburettor result in larger pressure drops across the venturis, and thus more fuel is sucked through the jets.

Electronic fuel injection revolves around the use of solenoid-actuated injectors. These devices employ a coil attached to a valve. When the coil is energised, the valve opens and fuel is allowed to flow. As long as the pressure between the fuel and the air in front of the injector nozzle is held constant, the rate of fuel flow will remain the same. By accurately controlling the length of time the injector remains open, precise quantities of fuel can be metered to the engine.

Since we have no convenient means of directly measuring the amount of air entering the engine to determine the amount of fuel to deliver, we use a number of engine parameters to determine an injection opening time. We build a table that breaks the engine's operation into a series of rpm ranges. At each range, we consider the load on the engine, using either the position of the throttle or the manifold pressure as a reference to the load on the engine.

Collectively, the ranges in this table (also called a look-up table), form a map of the volumetric efficiency for the engine. Our standing assumption, therefore, is that for any combination of engine speed and load, we have a direct reference to the amount of air that is being drawn into the engine by means of this map.

The Haltech E6K uses a digital microcomputer to measure engine speed and load, and uses them to access the base fuel map. The base fuel map is a look-up table of injector opening times stored in non-volatile memory i.e. when power is switched off, the contents of the memory are retained. By using the programming software, the contents of this memory can be changed so that you can match injector opening times to the injectors you are using, and to suit the requirements of your engine.

Having determined the base injection time, the microcomputer then performs a number of adjustments to this value. Corrections for air temperature and barometric pressure are applied, since these variables affect the density of air. Extra injection time is also added, when 4

necessary, for transient throttle movement and the temperature of the engine. At the end of all these calculations, the final injection time is determined: the time for which the injectors are actually held open.

Injection pulses usually occur one or more times per engine cycle. The ECU uses a trigger signal locked to engine speed in order to determine when to inject. When it receives an appropriate trigger, the ECU applies a magnetising current to the injector coils for precisely as long as the final computed injection time, providing an extremely accurate delivery of fuel that will exactly suit the engine's needs.

The ignition timing is determined in a similar way to the fuel needs. The Haltech E6K ECU has a look-up table configured in the same way as for the fuel, but instead of the fuel delivery in the table the Ignition Map contains the Ignition Advance for that point. This means that the ignition point can be controlled with much greater accuracy then ever possible with bobweights and vacuum advance in a distributor.

The Advanced Mode Features of the E6K

The E6K is designed to be easily programmed, but also be capable of being used on a wide variety of applications. A typical E6K installation could be : 4, 6 or 8 cylinders, turbo/supercharged or normally aspirated, distributed ignition (only one ignition output), and possibly using Closed Loop Control and/or Idle Speed Control. The E6K will control this ‘typical’ engine without problem. It will also prov ide the ability to control some other features, such as Turbo Wastegate Control, Thermofans, Torque Converter Clutch Lockup, etc. (For a full list of Optional Outputs, see Chapter 16). This is what we would call a ‘Basic’ set-up.

Of course there are some exceptions to this basic set-up. One of the most obvious examples is the Rotary engine. The ignition system for a Rotary is more complex than a piston engine. There are also piston engines without distributors. These are known as Direct Fire engines. They use multiple coils, either one for each plug or one for each pair of plugs. These are just a couple of examples of non-basic set-ups. For the purposes of the E6K, we call these ‘Advanced’ set-ups.

The E6K can be programmed in either Basic or Advanced modes. The software is identical for both, but in Advanced Mode, the special engine configurations can be employed. The table below sets out what features are particular to the Advanced Mode. If your engine meets any of the criteria, you should use the Advanced Mode when programming the E6K. If your engine does not meet any of the criteria, program in Basic Mode. The Advanced Mode will not provide you with any extra abilities or features, but may only complicate some issues.

Setting the programming mode is described in Chapter 3 Engine Identification [3.1]. Once the Advanced Mode is set when the PC is on line to the Haltech, it will not need to be switched on again, even if you exit the program. When the program is started, it will detect the mode and use it accordingly. You will need to be aware of what mode you are using during installation. If you are using Basic Mode, ignore any references to Advanced Mode settings.

5

The following features are available through the Advanced Mode.

Sequential Injection

Direct Fire Ignition

Rotary Engines

Twin Triggers

Twin Distributors

Multi-tooth Trigger Systems

The use of these features will be determined by your engine configuration. If your engine has no distributor, for example, you will need to use Direct Fire. The sequential mode is optional. If you have the hardware and the available outputs you can use sequential if you wish. All the other features will be determined by your engine.

Note: If you need to use any of these features, you should read Appendix B before you install the system to be fully aware of your hardware and installation requirements.

6

HALTECH E6K SPECIFICATIONS

Engine Suitability

∙Up to 16,000 rpm

∙1, 2, 3, 4, 5, 6, 8, 10, 12 cylinders (1-2 rotors)*

∙2 or 4 stroke

∙Normally aspirated or supercharged up to 200 kPa (30psi) - Higher boost pressure MAP sensors available by special arrangement

∙Load sensing by throttle position or manifold pressure

∙Multipoint, batch-fire, staged or sequenced (up to 4 banks) injection patterns

∙Distributed ignition systems, or direct fire systems with 1 to 4 coils

NB: Sequential and Direct Fire can only be used together in limited set-ups.

Power Requirements

∙Power Source

8.6to 16 Volts DC

∙Consumption

Haltech ECU: 270 mA at 12 Volts

Injector Load: Dependent on injector type

approx. proportional to injector duty cycle (typically 0.6 Amps per injector)

Physical Specifications

∙ ECU Dimensions
Length:	140 mm (5 17/32")
Width:	145 mm (5 5/8")
Depth:	41 mm (1 5/8")
∙ Weight
ECU:	615g (1.35 lb)
Loom:	1.92kg (4.2 lb)
Sensors:	500g(1.1 lb)
Shipping Weight:	4.5kg (9.9 lb)
	(Including manual/packaging)

Input Sensors

∙ Manifold Absolute Pressure (MAP) Sensor (supplied at extra cost)

1 Bar	-100kPa to 0kPa		(Naturally Aspirated)
2 Bar	-100kPa to 100kPa		(up to 1 Bar or 15 psi boost)
3 Bar	-100kPa to 200kPa		(up to 2 Bar or 30 psi boost)
Higher boost pressure MAP sensors available by special arrangement
∙ Temperature Sensors (Air and Coolant)
NTC temperature dependent resistor type.
Operating Range
	Continuous	-40°C to 100°C		(-40°F to 212°F)
	Intermittent	up to 125°C		(257°F)

7

∙ Throttle Position Sensor

10 kΩ rotary potentiometer driven from throttle shaft

∙Internal Barometric Pressure Sensor

Barometric pressure compensation only

∙Engine Speed Pickup

Compatible with most trigger systems:

-5 or 12 volt square wave;

-Pull-to-ground (open collector)

A Reluctor adaptor is available for magnetic (or ‘reluctor’) triggers supporting most standard tooth patterns. Applications requiring a motronic trigger input need to be specified at the time of order. Only the 60 tooth wheel with 2 teeth missing and 36 tooth wheel with 1 tooth missing are supported.

ECU Outputs

∙ Injector Driver

8x 4/1Amp peak-and-hold current limiting drivers:

-Up to eight low-impedance injectors*

-Up to sixteen high-impedance injectors* (Expandable using optional Driver Box. See Appendix C)

∙Ignition Output

To optional Haltech Ignition Module, trigger by ECU, for directly firing the coil. (May also be compatible with other igniters. Ask your Haltech dealer.)

∙Pulse Width Modulated (PWM) Output

4 x Dedicated PWM outputs

-Suitable for controlling turbo wastegate, solenoids, valves, shift lights, etc.

∙Special Purpose Digital Output

Up to 2 special purpose digital outputs

-12Volt logic outputs

-Suitable for switching fans, shift lights, anti-lag, NOS, etc.

∙Fuel Pump Control

20A fused relay, features automatic priming and switch-off.

* Additional hardware may be required

System Programming Requirements

∙ Computer

IBM-PC or compatible, preferably laptop or notebooks CGA, EGA or VGA, colour or monochrome display 640+ kb RAM

∙ Disk Drive

3.5" Floppy Disk Drive

(5.25" disk available on request)

∙ Serial Port

Standard RS232C port - 9 pin D connector (25 pin cable available on request)

COM1 or COM2 (selectable)

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Adjustable Features

∙ Base Fuel Map

22 Fuel ranges, every 500 RPM to 10,500, or

17 Fuel ranges, every 1000 rpm to 16,000

32 Load points per range, up to 16ms with 0.016ms resolution

∙ Ignition Map

22 Ignition ranges, every 500 RPM to 10,500, or

17 Ignition ranges, every 1000 rpm to 16,000

32 Load points per range, up to 50° advance, with 1° resolution

∙ Correction Maps

∙ Fuel

Cold Start Prime - 32 points

Coolant Temperature Enrichment - 32 points Air Temperature Adjustment - 32 points Battery Voltage Correction - 32 points Closed Throttle (selectable) - 16 points

Full Throttle (selectable) - 32 points

∙ Ignition

Crank Advance - 32 points

Coolant Temperature Advance/Retard - 32 points Air Temperature Advance/Retard - 32 points

∙Programmable Rev-Limit - selectable as either fuel or ignition

∙Fuel Cut on Deceleration

∙Accelerator Pump

Increase and sustain parameters

Coolant enrichment factor

Three speed ranges

∙Idle Speed Control

Target Idle Speed Cold Idle-up Rpm Post-start Rpm setting

∙Closed Loop Control

With both cruise and idle settings

∙ Programmable Output Options

Miscellaneous

∙ Data logging

Engine data information logged at a nominal rate of 10 times per second Stored to memory or disk Limited only by available memory (approx. 11k/minute).

∙ Map Storage and Retrieval

Maps may be stored to disk and re-used.

∙ Real Time Programming

Instant, hesitation free adjustment while engine is running.

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∙ Rugged Aluminium Casing

Black anodised with integral cooling fins and mounting brackets.

∙US or Metric Units.

∙Optional Boost Control Solenoid.

∙Optional Dual Hall Effect Sensor Kit.

∙Optional Extra Injector Driver Kit.

∙Optional Four Wire Heated Oxygen Sensor.

∙Optional Fully Terminated and Sheathed Wiring Harness

In Lieu of Flying Wire Lead Harness.

∙Optional Haltuner

Inexpensive dash mounted Air-Fuel Ratio Meter.

∙Optional Idle Air Control Motor Housing.

∙Optional Idle Air Control Motor.

∙Optional Ignition Coils

Available as Single, Dual and Rotary Pack (4).

∙ Optional Ignition Expander

Toggles ignition output freeing one ignition output for systems requiring maximum outputs For example it allows a 4 cylinder engine to operate with full sequential injection and waste spark direct fire since the ignition requires only one of the ECU’s o utputs.

∙Optional Ignition Igniter with Dwell Control

Available as single and dual igniters.

∙Optional Ignition Igniter without Dwell Control

Available as single, dual and triple igniters.

∙Optional Mixture / Ignition / Boost Trim Module

Provides ±12½% or ±50% adjustment for fast tuning Provides -8° to +7° adjustment for fast tuning Provides ±100% adjustment.

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SECTION 1	Getting Started
CHAPTER 1	HALTECH E6K INSTALLATION
1.1 Overview

The Haltech E6K system comprises the following components Haltech Electronic Control Unit (ECU)

Coolant Temperature Sensor

Inlet Air Temperature Sensor

Throttle Position Sensor (TPS)

Manifold Absolute Pressure (MAP) Sensor

(1,2 or 3 Bar Sensor - purchased separately to main kit at extra cost) Main Wiring Harness

Haltech E6K system Instruction Manual Programming Cable

Programming Disk Relays

Optional Items

Ignition Module

Fuel Mixture / Ignition Timing / Boost Trim Control

Exhaust Gas Oxygen Sensor

Idle Speed Control Motor

Driver Box

Other components not supplied as part of the E6K system include:

Inlet Manifold

Throttle body

Throttle linkages

Velocity stacks

Injector Mounts

Fuel injectors

High-pressure fuel pumps

Inlet Air Cleaners

Performance ignition systems

Trigger System

Haltuner Air/Fuel Ratio Meter

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1.2Installation Summary

1.Mount Manifold Absolute Pressure Sensors.

2.Mount Coolant Temperature Sensors.

3.Mount Inlet Air Temperature Sensors.

4.Mount Throttle Position Sensors.

5.Mount Ignition Modules

6.Mount optional Exhaust Gas Oxygen Sensor (if used)

7.Route Main Wiring Harness and connect sensors and ignition module.

8.Mount and connect Power Relays.

9.Mount Fuse Block.

10.Mount ECU inside passenger compartment.

11.Locate and connect flying wires:

RED	+ 12 volts battery
GREY	Ignition on 12 volts
BLACK	Chassis ground
ORANGE	(2 wires) Fuel Pump Circuit

12.Install and connect the optional Idle Speed Motor

13.Install and connect any Optional Outputs

14.Connect Trigger signal

15.Connect ECU and test.

1.3Expanded Installation Guide

1.3.1. Manifold Absolute Pressure (MAP) Sensor

The MAP sensor is used to convert the manifold pressure into an electrical signal for the E6K ECU to use. The sensor works in absolute pressures, thus its calibration is not affected by changes in barometric pressure. The vacuum and, in the case of forced air induction engines, the pressure under boost, is proportional to the load under which the engine is operating and the ECU uses the electrical signal as a load reference.

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There are three types of MAP sensors that can be used with E6K system. Which sensor is required depends on the engine set-up.

1 Bar Sensor (Part No. 039 4070)
( -100kPa to 0 kPa)	Normally Aspirated Engines
2 Bar Sensor (Part No. 886 3189)
(-100kPa to 100kPa)	Turbo or Supercharged
	Engines up to 100kPa boost
	(15 psi , 1 atmosphere)
3 Bar Sensor (Part No. 749 3169)
(-100kPa to 200kPa)	Turbo or Supercharged
	Engines up to 200kPa boost
	(30 Psi, 2 atmospheres)

Note: Make sure you have the correct MAP sensor for your engine. The first three digits of the part number are stamped on the sensor housing.

If the engine is running in Throttle Position mode, it can either use the internal barometric pressure sensor located inside the E6K or use a 1 Bar MAP sensor (left open to atmosphere) to measure the barometric pressure.

If the engine is running in Manifold Pressure Mode, at least one MAP sensor must be used. The first MAP sensor must be connected to the MAP Input plug on the wiring loom and provides an indication of the engine load. The second MAP sensor is used for barometric compensation and is optional. The internal barometric pressure sensor can be used inside the E6K or if desired an external

1 Bar MAP sensor (left open to atmosphere) can be fitted. It connects to the Spare Input plug near the Main Connector.

Mounting

The MAP sensor is usually mounted high on the engine bay firewall or inner guard using two screws and with the hose nipple facing outwards. Connect the sensor to the inlet manifold via a short length of vacuum hose and fasten with either hose clamps or nylon cable ties. Connect the sensor to the main wiring harness using the appropriate plug. (For 1 Bar sensors the plug is green, for 2 and 3 Bar sensors the plug is orange). Avoid mounting the sensor below the level of the fuel injectors, because fuel may collect in the vacuum hose and run down into the sensor. The sensor assembly is weather-proof but it is good practice to mount the sensor in a protected position away from moisture and heat.

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1.3.2. Coolant Temperature Sensor

The coolant temperature is used by the computer to determine warm up corrections and adjust fuel mixtures.

The coolant temperature sensor has a solid brass temperature sensing tip. Refer to the diagram for technical details of the sensor. The coolant sensor supplied is an industry standard component and some engines may already have provision for this type of sensor.

The coolant temperature sensor is designed to screw into a threaded hole and protrude into the engine coolant stream. For air cooled engines, the sensor can be embedded directly into the engine block or used to sense oil temperature.

Locate a suitable position on the engine which will allow the hole and thread to be machined, and which gives access to the coolant stream. The sensor should be mounted after the engine and before the thermostat in the coolant circuit. Since most engines have existing temperature sensor holes, it is often possible to mount the Haltech sensor in one of these holes. A thread adapter is sometimes necessary. In some engines only one temperature sensor hole exists and is used for the dashboard gauge sender. It is usually possible to install a tee-piece to allow both the dashboard sender and the Haltech sender to share access to the same threaded hole.

If it is necessary to drain the coolant from the vehicle to fit the temperature sensor then the factory manual for the engine should be consulted for the correct procedure to restore the coolant and purge the cooling system of air.

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1.3.3. Inlet Air Temperature Sensor

The air temperature sensor is used to compensate for changes in air density due to air temperature. Cold air is denser than warm air and therefore requires a greater volume of fuel to maintain the same air/fuel ratio. This effect is most noticeable in forced induction engines. The Haltech E6K will automatically compensate using the signal received from the air temperature sensor.

The sensor should be mounted to provide the best representation of the actual temperature of the air entering the combustion chamber, i.e. after any turbo or supercharger, and intercooler, and as close to the head as possible. The sensor needs to be in the moving air stream to give fast response times and reduce heat-soak effects.

Note: The Haltech air temperature sensor will read temperatures up to 120° C and temperatures above this will be interpreted as a fault condition. The air temperature after some turbos and superchargers can exceed this. If this occurs with your engine you should consider fitting an intercooler to reduce air temperature and increase charge density. If this is not possible then the air temperature sensor should be placed upstream of the turbo or supercharger to monitor ambient air temperature.

Once a suitable position has been located for the air temperature sensor a hole should be drilled and tapped to accept the sensor. Remove the manifold or inlet tract from the engine before machining the sensor mount. Do not allow any metal particles to enter the inlet manifold of the engine as these will be drawn into the engine and damage it. Wash all components before reassembly.

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1.3.4. The Throttle Position Sensor (TPS)

The throttle position sensor is mounted to the throttle butterfly shaft to measure its rotation. A TPS is common on many late model engines and the Haltech sensor should attach with little or no modification. The throttle shaft must protrude from the side of the throttle body. This may require the machining of the throttle body or the manufacture of a new throttle shaft. The inner mechanism of the sensor rotates with the shaft. If the shaft is round then file a flat surface on the shaft so that it will pass through the sensor assembly. The TPS should be mounted against the side of the throttle body, using two screws, such that the throttle shaft and the sensor mechanism can rotate freely. The absolute range of sensor movement is not important as the sensor can be calibrated using the programming software.

Your engine may have a Throttle position sensor already fitted and it is often possible to make use of this TPS. The Haltech supplied TPS has a resistance value ranging from 0 to 10kΩ.

The resistance value of the installed TPS does not have to be the same since the ECU uses a throttle calibration function to determine the position of the throttle based on the signal received from the TPS. Be sure to wire the TPS so that the ECU sees a closed value when the throttle is closed, the Engine data page field “thr ottle position” should read “closed” or “0%” when the throttle is closed.

Note: Make sure that the axis of rotation of the shaft is exactly aligned with the axis of rotation of the sensor. Also, do not use the TPS as a throttle stop. In either case, the TPS will be damaged.

1.3.5. Mount Ignition Module.

The Ignition Module has to be mounted on a flat surface (eg. the firewall) to ensure proper heat dissipation and to avoid stress on the wiring connections. Also it is important to prevent the module overheating by mounting it away from hot components such as exhaust manifolds and turbochargers.

Included with the Haltech wiring harness is the Ignition Sub-loom. This connects the Ignition module to the Main Harness. Locate this loom and connect it to the ignition module but do not connect the ignition sub-loom to the main loom until the ignition settings in the ECU are verified by connecting the ECU to a computer.

Connect the 3 flying leads. The black wire with the eye terminal is a ground connection. This should NOT be grounded to the same point as the ECU to prevent ignition noise getting into the power supply circuit of the ECU. The blue wire goes to the negative side of the coil. The red wire should be supplied with Ignition On 12 volts. This can often be obtained from the positive side of the coil.

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WARNING:

IF USING “INTELLIGENT” IGNITERS SUCH AS THE HALTECH EB023 IGNITION MODULE CONSTANT DUTY CYCLE SHOULD BE SELECTED IN THE IGNITION SET-UP PAGE. IF USING A “ DUMB” IGNITER (MOST STANDARD IGNITERS ARE DUMB) THE CONSTANT CHARGE CYCLE SHOULD BE SELECTED

DO NOT CONNECT THE IGNITION SUB-LOOM TO

THE MAIN WIRING LOOM UNTIL AFTER YOU HAVE

CONNECTED THE E6K TO A COMPUTER (SEE PG 30)!

TO E6K IGNITIONOUTPUT

Bosch Ignition Module (Supplied as Haltech part EB023): The module must be mounted on the bracket, and the bracket must be mounted to a suitable surface. It behaves and is configured in the same fashion as the Haltech module as seen below.

Haltech Ignition Module (part number HIM1).

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1.3.6. Mount Optional Exhaust Gas Oxygen Sensor

The optional exhaust gas oxygen sensor must be mounted in the exhaust pipe near the exhaust header or extractors, usually after the collector. The sensor uses the exhaust gas to detect if the engine is lean or rich. Many late model engines already have provision for an exhaust gas oxygen sensor and the sensor provided should fit any standard exhaust mount. Some exhaust systems have the sensor mount up to around half a meter (2 feet) down stream from the exhaust headers.

If the exhaust system does not have an existing sensor mount then a new mount will have to be welded to the exhaust system.

When routing the electrical connections to the exhaust gas oxygen sensor do not allow the harness to touch the exhaust pipe as the heat will damage them.

See Chapter 15 [15.3] for more information on exhaust gas oxygen sensors.

1.3.7. Route Wiring Harness and Connect Sensors

Lay the main wiring harness out in the engine bay with the sensors mounted to ascertain the best fit for the harness. Pass the wiring loom through a hole in the engine bay firewall and into the passenger compartment where the ECU will be mounted. Either use an existing hole or cut a new hole to suit. Use a rubber grommet or similar device to protect the harness from being damaged by rubbing on the sharp edge of the hole.

WARNING:

DO NOT ALLOW THE HARNESS TO TOUCH HOT EXHAUST PARTS INCLUDING MANIFOLDS OR TURBOCHARGERS.

TRY TO ROUTE THE MAIN HARNESS AWAY FROM HIGH VOLTAGE IGNITION LEADS. UNDER NO CIRCUMSTANCES RUN ANY WIRING PARALLEL TO, OR IN CONTACT WITH THE IGNITION LEADS.

Note: Be neat. Run the harness in a tidy fashion. Try to run the harness along paths used by original wiring. Use nylon cable ties to secure the harness in place, but do not stress the wiring or connectors.

Once the harness is fitted, connect all the sensors to their appropriate plugs.

1.3.8. Power Relays

There are two relays used with the Haltech E6K, the Main Power Relay (with a grey wire) and the Fuel Pump Relay (two orange wires). These relays are identical parts so it is not important which relay goes in what connector.

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These relays should be mounted on the firewall or an inner guard. Do not mount the relays such that they could catch and collect splashed water. Residual water inside the relay housing will cause them to fail. Mount them with the tab upwards as shown in the diagram.

1.3.9. Fuse Block Assembly

The fuse block assembly holds the fuses that protect the various components of the Haltech E6K system.

The fuse block is supplied from the factory with fuses installed. The fuse ratings are shown in the diagram and should not be changed as these have been selected for best protection. Altering the fuse ratings could cause severe damage to the E6K system.

The fuse block should be positioned so that it can be easily accessed in case of fuse failure. Do not mount the fuse block where it could be exposed to water. Mount via the two screws holes in the block. Ensure that vibration will not cause the screws to vibrate loose.

Connect the Fuse Block assembly to the Main Harness.

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1.3.10. Electronic Control Unit (ECU)

The Haltech E6K is not designed to be waterproof. It is desirable that the ECU be given as much protection from the environment as possible. It is recommended that the ECU be mounted inside the passenger compartment, either on the firewall, under the dashboard or under the passenger seat.

The ECU has four mounting holes that allow it to be mounted to most flat surfaces. In extreme cases of vibration, the ECU should be mounted on rubber anti-vibration pads. When mounting the ECU remember that the communications connector on the loom should remain accessible for ease of programming.

1.3.11. Flying Leads

Locate and connect the following flying leads.

Black (Ground)

Locate a good chassis ground point and connect the black wire.

Red

(Battery Supply +12V) Locate a source of continuous +12 volts and connect the red wire. Connecting direct to the positive battery terminal is suggested.

Grey

(Ignition Switched +12V) The grey wire is used to control the operation of the Haltech E6K power relay. It needs to be connected so that it sees 12V only when the ignition switch is on and during cranking. This wire does not draw a large amount of current (< 0.5A). Do not connect to the accessory outputs of the ignition switch.

Green

(Aux In) The green wire is used as the Aux In channel. If you wish to use the Aux Input for NOS, Torque Converter control, a turbo timer, anti-lag switch, etc consult Section 4 – E6K Inputs and Outputs, Section 13.1 fo r further information. The following diagram is an example of how to wire the Aux In circuit:

NOS, Anti-lag, Flat-Shift

Switch, etc

Aux In

GND

Orange

The two orange wires are used to operate the fuel pump. When the Haltech E6K ECU wants to operate the fuel pump it will close the fuel pump relay connecting the two orange wires together. The diagrams show two examples of wiring the fuel pump. Do not add extra relays to the fuel pump circuit.

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Example 1: Connecting to the positive side of the fuel pump.

Example 2: Connecting to the negative side of the fuel pump.

It does not matter which example is used, both will operate correctly. Note that the orange wires are connected internally within the loom when the relay is closed. As a result it does not matter which orange wire is used to connect to the fuel pump.

1.3.12. Install and connect Optional Idle Speed Motor

If you are not using the Idle Speed Control, tie the loom connector back neatly in the engine bay. If the engine has a suitable Idle Speed Motor then you may connect it to the wiring loom, otherwise you can install a Haltech supplied idle air control motor. For details on how to install and plumb the Idle Speed Motor, see Chapter 14.

1.3.13. Install and connect any Optional Outputs

If you are planning to use any of the Programmable Optional Outputs, install and connect them now. Depending on what options you are using, the wiring will be different. For details on wiring your particular options, refer to Section 4, E6K Outputs.

1.3.14 Connect the Trigger Sensor

If the engine has a reluctor type magnetic trigger device for either the main Trigger or the Home signal, you will need to connect to the reluctor adaptor input wiring now. For details on how to connect the main loom to the trigger, refer to Error! Reference source not found..

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Hall Effect and Optical triggers need three connections each - ground, power and the signal. The trigger connector on the Main Harness has six pins. These pins and their connections are shown in the diagram below. The Secondary (Home) Trigger is used for Direct Fire or Sequential Applications. (See Appendix B). If your wiring harness is of the flying wire type you should ensure that the trigger wire is shielded and that the shielding is properly grounded to protect against external interference to the signal from “noise”.

PIN	FUNCTION
A	GROUND
B	MAIN TRIGGER
C	INPUT A (RELUCTOR)
D	INPUT B (RELUCTOR)
E	HOME
F	13.8 V DC

You will need to know what wiring your trigger requires. Some triggers need a series resistor on the power line in order to limit current. Check your trigger system thoroughly. An incorrectly wired trigger can cause damage, usually to the trigger.

The E6K requires one trigger per ignition event. For example, a V8 engine will require 4 triggers per engine revolution. It is recommended the you read Appendix E, Trigger Interface for more detailed information on the trigger requirements of the E6K.

Note: If you are using a motronic sensor read appendix E.2.2 Motronic Trigger

1.3.15 Connect the ECU

The ECU can now be connected and tested. Be sure to engage the clip on the main connector. This will make sure the main connector parts mate correctly and reduces the mechanical strain on the connector bodies. The system can now be tested as described in the following chapters.

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CHAPTER 2

GETTING ONLINE

Now that your Haltech E6K is installed with all the sensors in place the system can be connected to the programming computer. This will allow the readings from all the sensors to be displayed on the screen and checked for correct operation.

To connect the PC to the Haltech E6K ECU you will need the programming cable and programming disk supplied.

2.1 Connecting the Haltech E6K to a Computer

The programming cable supplied with the Haltech E6K is a standard serial link extension cable. One end of the cable will plug into the Main Harness PC Interface connector (near the main connector). The other end should plug into the mating connector at the back of your computer. The plug on the computer may be marked "Serial", "Mouse" or "COM". Almost all laptops will have this plug. If there is no 9 pin plug which it will connect to, check to see if there is a 25 pin D-type plug available (some desk top computers will have this). If this is the case, an appropriate cable can be supplied on request. Alternatively, most electronic retailers will have a 25-pin to 9-pin converter.

Any time you wish to communicate with the E6K ECU it needs to be supplied with power. This usually involves just turning on the ignition switch. If at any stage power is not on, or the programming cable is disconnected while attempting to communicate, the programming software will display the message RECONNECT HALTECH. To rectify this, reconnect power and/or the programming cable.

You may now connect the Ignition Sub-Loom to the main wiring loom

2.2 Operating the Software

2.2.1 Computer Requirements

The computer required to program the Haltech E6K can be any IBM-PC compatible personal computer from the XT onwards (i.e. the AT, 386, 486 or Pentium computers). The requirements are fairly modest. The computer must have at least 640K of RAM (with about 590kb free for executable programs), one 3.5" disk drive and a CGA, EGA, or VGA screen. (Virtually all reasonably modern laptops running MS-DOS (version 5.00 or higher) will fit this description).

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2.2.2 Installing the Software

The Programming Disk supplied with the Haltech E6K has an installation program that allows you to install the software onto the PC’s Hard Disk. Most modern PCs have a hard disk. If your PC does not have a hard disk, the E6K Program can run directly from the disk supplied. Installing the software on the Hard Disk will speed up the program and avoid having to fiddle around with floppy disks. The installation program need only be run once.

If you do not have a Hard Disk, go to the section titled Running the Software from the Floppy Drive.

To install the software follow these steps.

Boot up Computer

Turn your PCs power on and boot up MS-DOS as instructed by the computers Users Manual. If a shell program or menu utility runs automatically when you boot your computer, exit it now. You should see something like this:

C:\>_

This is the ‘DOS Prompt’. It is DOS’ way of indicat ing that it is waiting for a command. The C: indicates that the C drive is the drive currently selected. If you do not have a hard disk, your prompt will probably look like this :

A:\>_

Select the Drive

To run the INSTALL program, you must insert the supplied disk in the disk drive. If the drive is the A drive, then it must be currently selected. To select the A drive (or B drive if it is the required drive) type :

or

The key is the Enter Key. On some keyboards it may be called the Return key. You should now see the prompt :

A:\>_

or

B:\>_

Run the INSTALL Program

To run the Install program type :

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