Warning
This system is capable of controlling either “intelligent” 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
i
Introduction.........................................................................................1
This Manual........................................................................................................................1
Installation Overview.........................................................................................................1
Before You Begin...............................................................................................................2
Tool/Supply Requirements................................................................................................. 4
How It Works.....................................................................................................................4
The Advanced Mode Features of the E6H/E6M................................................................5
Haltech E6H/E6M Specifications .......................................................................................... 7
SECTION 1 Getting Started.......................................................... 11
CHAPTER 1 Haltech E6H/E6M 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 E6H/E6M 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
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
ii
4.4.2 Adjusting Bar Height In The Map.......................................................................35
4.5 How To Quit...............................................................................................................36
4.6 Accessing the Ignition Maps...................................................................................... 36
4.6.1 Ignition Set-up.....................................................................................................36
4.7 Time Saving Functions...............................................................................................40
4.7.3 Selecting Groups of Bars .................................................................................... 40
4.8 Duty Cycles................................................................................................................ 42
4.9 Command Summary for Maps................................................................................... 44
Chapter 5 Starting the Engine........................................................................................... 45
5.1 Calibrating the Throttle Position Sensor.................................................................... 45
5.2 Checking the trigger................................................................................................... 45
5.3 Checking the Base Timing......................................................................................... 45
5.4 Loading an Ignition Library Map...............................................................................47
5.5 Determining Engine Fuel Needs................................................................................ 48
5.5.1 Tuning for Idle ....................................................................................................49
5.5.2 Tuning with No Load.......................................................................................... 49
5.5.3 Loading the Engine ............................................................................................. 49
5.5.4 On the Dyno........................................................................................................ 50
5.5.5 On the Road......................................................................................................... 50
5.5.6 Fine Tuning the Engine....................................................................................... 50
SECTION 2 Other Adjustable Features....................................... 53
Chapter 6 Throttle Effects................................................................................................. 53
6.1 Throttle Response....................................................................................................... 53
6.2 Zero Throttle Map......................................................................................................54
6.3 Full Throttle Map....................................................................................................... 54
Chapter 7 Cold Starting and Running...............................................................................55
7.1 Cold Cranking............................................................................................................55
7.2 Fuel Correction Versus Coolant Temperature ........................................................... 55
Chapter 8 Correction Factors............................................................................................ 57
8.1 Fuel Versus Air Temp Map........................................................................................ 57
8.2 The Battery Voltage Map...........................................................................................57
8.3 The Ignition Coolant Map.......................................................................................... 58
8.4 The Ignition Inlet Air Temperature Map....................................................................58
8.5 Barometric Correction................................................................................................ 58
8.6 Post Start Enrichment................................................................................................. 62
SECTION 3 Software Features ..................................................... 64
Chapter 9 File Storage and Retrieval................................................................................ 64
9.1 Saving Maps and Identification..................................................................................64
9.1.1 The Save Command............................................................................................64
9.1.2 Giving Your Map A Filename ............................................................................64
9.2 Loading Maps and Identification ............................................................................... 65
9.3 Upgrading from E6S .................................................................................................. 65
9.4 File Management........................................................................................................66
9.4.1 Erasing Unwanted Maps ..................................................................................... 66
9.4.2 Changing Directories...........................................................................................66
Chapter 10 Printing Maps............................................................................................... 67
10.1 The Print Function.................................................................................................... 67
Chapter 11 DataLog........................................................................................................68
11.1 The Data log Option.................................................................................................68
iii
11.1.1 Setting Up the Datalog Page ............................................................................. 68
11.1.2 Creating a Datalog............................................................................................. 68
11.1.3 Viewing the Datalog..........................................................................................69
11.1.4 Datalog File Management.................................................................................69
11.1.5 Printing Datalogs...............................................................................................70
Chapter 12 Customising the Software............................................................................ 71
12.1 The Set-up Page ....................................................................................................... 71
12.1.1 The Display....................................................................................................... 71
12.1.3 Com Port ...........................................................................................................71
SECTION 4 E6H/E6M Inputs & Outputs.................................... 72
Chapter 13 Software Access...........................................................................................73
13.1 The Input/Output Page ............................................................................................. 73
13.2 The Output Options Page.........................................................................................77
13.3 The PWM Options Page........................................................................................... 77
13.4 Enabling Options......................................................................................................78
Chapter 14 Idle Speed Control........................................................................................ 79
14.1 Description............................................................................................................... 79
14.2 Using the Idle Speed Motor .....................................................................................79
14.3 Adjusting the Idle Speed Control............................................................................. 80
Chapter 15 Closed Loop Control.................................................................................... 83
15.1 Description............................................................................................................... 83
15.2 Using Closed Loop Control ..................................................................................... 83
15.3 Using Different Oxygen Sensors ............................................................................. 85
Chapter 16 Digital Outputs............................................................................................. 87
16.1 Description............................................................................................................... 87
16.2 Turbo Waste Gate Control (TWG)...........................................................................88
16.2.1 Description........................................................................................................ 88
16.2.2 Using the Turbo Waste Gate Control................................................................88
16.2.3 Using the Boost Controller................................................................................ 89
16.3 Bypass Air Control (BAC) Valve ............................................................................ 90
16.3.1 Description........................................................................................................ 90
16.3.2 Using BAC Solenoids ....................................................................................... 90
16.4 Dual Intake Valve Control (DIV).............................................................................90
16.5 Torque Converter Clutch Lockup (TCC)................................................................ 91
16.6 Electric Thermatic Fan Control (TF) ...................................................................... 92
16.7 Electric Intercooler Fan Control (IF) ......................................................................93
16.8 Shift Light Illumination (SL) ..................................................................................94
16.9 Auxiliary Fuel Pump (AP)...................................................................................... 94
16.10 Anti-Stall Solenoid Control (AS)..........................................................................96
16.11 Staging Signal Function (SS)................................................................................ 96
16.12 Driver Box (DB3) Staging Signal Function...........................................................97
16.13 Turbo Timer (TT)................................................................................................... 97
16.14 NOS Switch............................................................................................................ 98
16.15 Anti-Lag Switch.....................................................................................................99
16.16 Air Conditioning ..................................................................................................100
16.17 Engine Control Relay...........................................................................................101
16.18 VTECH.................................................................................................................101
SECTION 5 Appendices............................................................... 103
Appendix A Troubleshooting .........................................................................................103
iv
A.1 Overview.................................................................................................................103
A.2 Control Program Problems......................................................................................104
A.3 Starting problems .................................................................................................... 105
A.4 Idling Problems ....................................................................................................... 106
A.5 Light throttle and Cruising Problems...................................................................... 106
A.6 Full Power Problems............................................................................................... 106
A.7 Throttle Response Problems.................................................................................... 106
A.8 Cold Running Problems .......................................................................................... 107
A.9 Fuel Consumption ................................................................................................... 107
Appendix B The Advanced Features.............................................................................. 108
B.1 The E6H/E6M Injection/Ignition Outputs...............................................................108
B.2 Direct Fire Ignition.................................................................................................. 109
B.2.1 Ignition Outputs................................................................................................109
B.2.2 Synchronising................................................................................................... 109
B.2.3 Coil Set-up........................................................................................................110
B.2.4 Converting Individual Coils to Waste Spark.................................................... 111
B.2.5 Ignition Outputs................................................................................................111
B.3 Sequential Injection................................................................................................. 111
B.3.1 Sequential Features on the E6H/E6M ..............................................................111
B.3.2 Sequential Outputs............................................................................................ 112
B.3.3 Synchronising................................................................................................... 113
B.4 Multi-tooth Triggers................................................................................................ 113
B.5 Motronic Style Triggers .......................................................................................... 114
B.6 Twin Triggers.......................................................................................................... 114
B.7 Rotary Engines ........................................................................................................ 115
B.8 Nissan Triggers........................................................................................................115
B.9 Subaru Triggers ....................................................................................................... 118
B.10 Summary Table......................................................................................................118
Appendix C Injector Impedance..................................................................................... 119
C.1 The E6H/E6M Injector Drivers...............................................................................119
Appendix D Fuel Systems & Staging............................................................................. 121
D.1 Fuel Requirement.................................................................................................... 121
D.2 Injector Flow Capacity............................................................................................ 121
D.3 Injector Staging....................................................................................................... 122
D.4 Fuel Pump Capacity................................................................................................123
D.5 Fuel Rails and Pressure Regulators......................................................................... 123
Appendix E Trigger Interface......................................................................................... 124
E.1 Hall Effect Trigger...................................................................................................124
E.1.1 Hall Effect Sensors ........................................................................................... 125
Typical set-ups - S1/S3 setups ....................................................................................... 128
E.2 Reluctor (Magnetic Coil) Triggers .......................................................................... 133
E.2.1 The E6M Internal Reluctor Adaptor.................................................................134
E.3 Motronic Type Trigger ............................................................................................ 135
E.4 Synchronisation Events ........................................................................................... 139
E.5 Ignition Output......................................................................................................... 140
E.6 Alternate Ignition Systems.......................................................................................142
Appendix F Rotor Phasing............................................................................................. 144
Wiring Diagrams................................................................................................................ 146
v
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 1999 Lockin Pty Ltd
A.B.N. 68 061 744 303
Trading as HALTECH
10 Bay Road
Taren Point, NSW 2229
Australia
Ph: (+61) (02) 9525 2400
Fax: (+61) (02) 9525 2991
Sales-au@haltech.com
www.haltech.com
MS_DOS is a registered trademark of Microsoft
Corporation. IBM is a registered trademark of
International Business Machines Corporation
Print Version: 1.0a.......................................................................................Date: 16 April 2004
This manual should accompany:
IBM compatible PC software .................................................................................. v6.34
Firmware Series...............................................................................................................8
Firmware......................................................................................................................v15
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.
This Manual
This manual covers the installation and operation of the Haltech E6H, E6M, E6H-8 and E6M-
8. The E6M differs from the E6H in that it is equipped with an onboard reluctor adaptor that
allows it to be triggered by reluctor (magnetic coil) trigger systems. The E6H-8 and E6M-8
differ from the standard units in that they can drive a greater number or injectors. In the
manual there are sections that will be relevant to E6M and E6M-8 installations only and
sections that will be relevant to E6H-8 and E6M-8 only, these can be identified by the
heading: “E6M and E6M-8 only” or “E6H-8 and E6M-8 only”. The text associated with
these headings will be indented for the remainder of the relevant text.
Note: In the E6 family of products there is the Haltech E6K, which has a
separate instruction manual. The E6K is not covered in this manual. However
some illustrations of fuel maps etc. in this manual will show “E6K”. The E6K
is identical to the E6M-8 except that it has 4 programmable PWM outputs and
an on-board barometric compensation sensor.
Installation Overview
The Haltech E6H/E6M system utilises a special-purpose programmable microcomputer
designed for engine management. The E6H/E6M 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
1
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.
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.
2
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
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.
3
Tool/Supply Requirements
Installation of this system can be easily carried out by professional mechanics and most
experienced home mechanics if the following tools and components are available:
Voltmeter or Test Light
A selection of screwdrivers and spanners
Soldering Iron and solder (we recommend soldering all connections)
Wire Cutters and Pliers
Crimping Tool and assorted terminals
Drill with assorted drill bits
3/8" NPT Tap
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
4
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 E6H/E6M uses a digital microcomputer to measure engine speed and load, and
uses them to access the base fuel map. The base fuel map is a look-up table of injector
opening times stored in non-volatile memory i.e. when power is switched off, the contents of
the memory are retained. By using the programming software, the contents of this memory
can be changed so that you can match injector opening times to the injectors you are using,
and to suit the requirements of your engine.
Having determined the base injection time, the microcomputer then performs a number of
adjustments to this value. Corrections for air temperature and barometric pressure are applied,
since these variables affect the density of air. Extra injection time is also added, when
necessary, for transient throttle movement and the temperature of the engine. At the end of all
these calculations, the final injection time is determined: the time for which the injectors are
actually held open.
Injection pulses usually occur one or more times per engine cycle. The ECU uses a trigger
signal locked to engine speed in order to determine when to inject. When it receives an
appropriate trigger, the ECU applies a magnetising current to the injector coils for precisely as
long as the final computed injection time, providing an extremely accurate delivery of fuel
that will exactly suit the engine's needs.
The ignition timing is determined in a similar way to the fuel needs. The Haltech E6H/E6M
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
bob-weights and vacuum advance in a distributor.
The Advanced Mode Features of the E6H/E6M
The E6H/E6M is designed to be easily programmed, but also be capable of being used on a
wide variety of applications. A typical E6H/E6M 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 E6H/E6M will control
this ‘typical’ engine without problem. It will also provide the ability to control some other
features, such as Turbo Wastegate Control, Thermofans, Torque Converter Clutch Lockup,
etc. (For a full list of Optional Outputs, see Chapter 16). This is what we would call a ‘Basic’
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 E6H/E6M, we call these
‘Advanced’ set-ups.
The E6H/E6M 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
5
meets any of the criteria, you should use the Advanced Mode when programming the
E6H/E6M. 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.
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 E6H/E6M 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
8.6 to 16 Volts DC
• Consumption
Haltech ECU: 270 mA at 12 Volts
Injector Load: Dependent on injector type
approx. proportional to injector duty cycle
(typically 0.6 Amps per injector)
Physical Specifications
• ECU Dimensions
Length: 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)
• Throttle Position Sensor
10 kΩ rotary potentiometer driven from throttle shaft
7
• Engine Speed Pickup
Compatible with most trigger systems:
- 5 or 12 volt square wave;
- Pull-to-ground (open collector)
E6M and E6M-8 ONLY
An onboard 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. Motronic triggers with 60 teeth less 2 and 36 teeth less 1 or 2 are supported.
An external reluctor adaptor similar to that of the E6M can be used to convert a reluctor signal to a
square wave output to trigger the E6H and E6H-8.
ECU Outputs
• Injector Driver
4 x 4/1Amp peak-and-hold current limiting drivers:
- Up to four low-impedance injectors
- Up to eight high-impedance injectors
E6M and E6M-8 ONLY
4 x extra 4/1Amp peak-and-hold current limiting drivers:
- Up to four extra low-impedance injectors
- Up to eight extra high-impedance injectors
(All units can drive an 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.)
• 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.
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)
8
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.
9
• 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 this can be used to perform 4-cylinder sequential
fuel with waste spark direct fire or for rotary direct fire applications.
• 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% Fuel mixture adjustment for fast tuning. Provides -8° to +7° ignition
advance adjustment for fast tuning. Provides 100% boost adjustment.
10
SECTION 1 Getting Started
CHAPTER 1 HALTECH E6H/E6M INSTALLATION
1.1 Overview
The Haltech E6H/E6M 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 E6H/E6M 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 E6H/E6M 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
11
1.2 Installation 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.
1.3 Expanded Installation Guide
1.3.1. Manifold Absolute Pressure (MAP) Sensor
The MAP sensor is used to convert the manifold pressure into an electrical signal for the
E6H/E6M 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.
12
There are three types of MAP sensors that can be used with E6H/E6M system. Which sensor
is required depends on the engine set-up.
1 Bar Sensor (Part No. 039 xxxx)
(-100kPa to 0kPa) Normally Aspirated Engines
2 Bar Sensor (Part No. 539 xxxx)
(-100kPa to 100kPa) Turbo or Supercharged
Engines up to 100kPa boost
(15 psi , 1 atmosphere)
3 Bar Sensor (Part No. 749 xxxx)
(-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 stamped on the sensor housing identify the part.
The last four digits are a batch number and continually change.
If the engine is running in Throttle Position mode it should 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. If enhanced
barometric correction is required (which is rare) then a second 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.
13
1.3.2. Coolant Temperature Sensor
The coolant temperature is used 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.
14
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 E6H/E6M 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.
15
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 “throttle 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.
16
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 YOU HAVE CONNECTED THE
E6H/E6M TO A COMPUTER
TO E6K IGNITION OUTPUT
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).
17
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 E6H/E6M, 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.
18
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
E6H/E6M 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 E6H/E6M 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.
19
1.3.10. Electronic Control Unit (ECU)
The Haltech E6H/E6M 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
E6H/E6M 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 – E6H/E6M Inputs and Outputs, Section 13.1 for further information. The
following diagram is an example of how to wire the Aux In circuit:
Orange
NOS, Anti-lag, Flat-Shift
Switch, etc
Aux In
GND
The two orange wires are used to operate the fuel pump. When the Haltech E6H/E6M
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.
20
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, E6H/E6M Outputs.
1.3.14 Connect the Trigger Sensor
The E6H/E6M requires one trigger for each ignition event. For example, a V8 engine will
require 4 triggers per engine revolution.
Hall Effect and Optical triggers need three connections each - ground, power and the signal.
E6M AND E6M-8 ONLY
Reluctor (magnetic core) trigger devices for either the main Trigger or the Home
signal require two wires each which connect to form an isolated loop to detect a
trigger. Some triggers need a series resistor on the power line in order to limit current.
21
Check your trigger system thoroughly. An incorrectly wired trigger can cause damage,
usually to the trigger.
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) – E6M and E6M-8 Only
D INPUT B (RELUCTOR) – E6M and E6M-8 Only
E HOME
F 13.8 V DC
It is recommended the you read Appendix E, Trigger Interface for more detailed information
on the trigger requirements of the E6H/E6M.
Note: If you are using a motronic sensor read appendix E.3 Motronic Type
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.
22
CHAPTER 2 GETTING ONLINE
Now that your Haltech E6H/E6M 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 E6H/E6M ECU you will need the programming cable and
programming disk supplied.
2.1 Connecting the Haltech E6H/E6M to a Computer
The programming cable supplied with the Haltech E6H/E6M 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 E6H/E6M 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 E6H/E6M 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).
23
2.2.2 Installing the Software
The Programming Disk supplied with the Haltech E6H/E6M 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 E6H/E6M 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 indicating that it is waiting for a command. The
C: indicates that the C drive is the drive currently selected. If you do not have a hard disk,
your prompt will probably look like this :
A:\>_
Select the Drive
To run the INSTALL 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 :
α:← or Β:←
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 :
ινσταλλ←
24
The Install program will now run. Follow the instructions given. The program will suggest
that the software will be placed in the HALTECH directory. You can change the destination
directory, but it is not recommended that you do unless you understand how directories work.
When it is finished, the installation program will tell you if the installation is successful. If it
was not, consult the trouble shooting section of this manual.
The E6H/E6M Program is now ready to run.
2.2.3 Running the Software from the Hard Disk
Boot your computer up as described earlier. If your computer is already on, make sure the C
drive is currently selected. To change to the HALTECH directory type :
χ∆ ∴ηαλτεχη←
or, if you used a different destination directory, type that path.
To start the program type :
Ε6Η← or Ε6Μ←
The E6H/E6M program will now run. The next section is on running the software from a
floppy drive. You can skip this section and go straight to the section entitled Azerty
Keyboards.
2.2.4 Running the Software from the Floppy Disk
To run the software from a floppy drive, boot your computer up as described earlier. Insert the
Programming disk in the disk drive. If the drive is the A drive, then it must be currently
selected. To select the A drive (or B drive if it is the required drive) type :
α:← or Β:←
You should now see the prompt :
A:\>_ or B:\>_
To start the E6H/E6M program type :
Ε6Η← or Ε6Μ←
The E6H/E6M program will now run.
25
2.2.5 Azerty Keyboards
Most countries use a keyboard where the first six letter keys across the top row are :
θωερτψ
This is called a Qwerty keyboard. Some countries use an alternative, which is called an
Azerty keyboard, where the Q and W keys are swapped with the A and Z keys respectively. If
you have an Azerty keyboard, you need to run the software slightly differently. When you
would normally type:
Ε6Η← or Ε6Μ←
to run the programming software (not the installation software), you need to instead type :
Ε6Η/α← or Ε6Μ/α←
The /A tells the program you have an Azerty keyboard. The program will adjust accordingly.
2.3 The ONLINE and OFFLINE Modes
On the E6H/E6M system title page, the software asks whether to operate in ONLINE or
OFFLINE mode. The OFFLINE mode is very useful to familiarise yourself with the Haltech
software, but cannot be used to make lasting adjustments to the fuel maps except by
modifying maps then saving those maps and re-loading them to the ECU in the on-line mode.
Also lasting changes to the main, fuel and identification pages cannot be made in the
OFFLINE mode. Do not attempt to make lasting changes to the ECU unless there is a special
reason for doing so. If you wish to experiment and familiarise yourself with the software press
N for OFFLINE mode, but if the ECU is installed and power is available then we suggest the
ONLINE mode be selected. Press Y to select ONLINE mode.
2.4 Using the System ONLINE
In the ONLINE mode there is a two-way flow of information between the ECU and the
programming computer. The communication cable must be installed and power must be
available to the ECU before the system can communicate. The ONLINE mode will be used
most frequently. While using the system ONLINE, you can view engine information directly
and make adjustments. Any changes or modifications made on the computer are instantaneous
and will be immediately recorded in the ECU. When the programming cable is removed and
the ignition switched off, the ECU will retain all of its memory.
Note: If power is removed or the communication cable is disconnected or
interfered with, the following message will be displayed on the computer
screen.
RECONNECT HALTECH
26
If this message appears check all connections and ensure that the
communications cable is not being interfered with. Also be sure that the
Haltech E6H/E6M unit is receiving power. (i.e.. ignition switch is turned
"on".)
2.5 The Main Menu
When you select ONLINE or OFFLINE mode the Haltech MAIN MENU bar appears. This
menu bar allows access to submenus giving access to maps, file storage/retrieval, engine data
and options.
2.6 How to Quit
Throughout the program you can exit from any application by using the menu bars or hot
keys. Pressing ♣θ in any page will prompt you to exit the program (i.e.. pressing θ while
holding down the ♣ key). If you wish to exit, press Ψat the prompt.
2.7 Checking the Engine Data
The engine data option can only be used when the system is ONLINE. This function allows
all of the engine data variables to be displayed on the screen
This is a very useful function for analysing the engine sensors. To bring up the engine data
press ♣ε from any application. Otherwise it can be accessed through the menu bar by
pressing ƒΟ and then Ε for Engine Data.
Do not attempt to start the engine if the Engine Identification has not been set up. Before
continuing check to see if all the sensors are operating correctly by viewing the engine data
page.
27
CHAPTER 3 ENGINE IDENTIFICATION
3.1 Checking the Identification
The Identification page tells the E6H/E6M essential information about the engine
characteristics. Without this information being correct the engine cannot run properly. The
Identification is made up of several fields. Each field can have a number of settings, and you
can change most of the fields.
Use the Up and Down arrow keys (′ and ≤) to move between fields. The fields are either
Selection type, or Text type. The Selection type fields give you a number of valid entries for
that field. For example, the valid number of cylinders can be set to 1, 2, 3, 4, 5, 6, 8, 10 or 12.
The Tab and Enter keys (♥ and ←) keys are used to change this type of field. Each stroke of
the Tab key will display the next selection. The Shift and Tab keys together will step
backwards through the selections. Once the desired selection is displayed, the Enter key is
pressed to program that selection. Text Fields require you to enter either text or numbers.
Once the field is selected, the new text can be typed in, with the Enter key to finish. An
example is the Rev Limit. This field can be set between 2000 and 16000 rpm. If you want the
rev limit to occur at 7000rpm, then you would need to select this field using ′ or ≤ and then
type 7000←.
Here is a description of each of the Identification fields:
Cylinders
The number of engine cylinders needs to be entered here. This parameter is used to
determine the engine speed.
Load Sensing
The E6H/E6M can use either the manifold pressure or the throttle position as a means
of determining the engine load. Most engines operate using manifold pressure to sense
engine load. If your engine employs any form of supercharging, you must run in
manifold pressure mode. Only wild cams, motorbikes or heavily ported rotaries
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.
MAP Sensor
The E6H/E6M needs to know the type of Manifold Absolute Pressure (MAP) sensor
being used. If you do not know what sensor you have refer to Chapter 1 [1.3.1]. Enter
the correct description here to match. If using throttle position mode, set this
parameter to a 1 Bar sensor.
RPM Limit
The E6H/E6M can limit the maximum rpm at which the engine will operate. Above
this level the E6H/E6M completely cuts fuel or ignition (see below) to the engine.
When the engine speed drops below the RPM Limit the E6H/E6M will resume normal
fuel or ignition delivery. This is known as hard limiting. If the RPM Limit is not
needed then set this value above the highest operating point of the engine.
28
RPM Limit Type
The RPM Limit can either be a fuel cut or an ignition cut. This field determines what
form of limit will be used. Be careful using an ignition cut on an engine with a
catalytic converter, as the unburnt fuel can damage it.
Units
The Haltech E6H/E6M programming software can display parameters in either Metric
or US units.
RPM Mode
The E6H/E6M fuel and ignition maps may be arranged either in 500 rpm increments
to 10,500 rpm, or in 1000 rpm increments to 16,000 rpm. Select the high - or low rpm mode here. Changing settings alters the way the ECU reads the Maps, and will
change the tuning of the engine dramatically. Do not change this setting once tuned
unless necessary.
Road Speed Value
This value calibrates the Road Speed reading. Some applications in Advanced Mode
cannot use the Road Speed input trigger, and this field will not be displayed.
System Mode
This field sets the operating mode for the software. The software can be used in either
Basic or Advanced Mode. Most installations will only require the Basic Mode. To
determine if you need to use the Advance Mode, see the Introduction.
29
CHAPTER 4 ADJUSTING HALTECH MAPS
The tutorials presented in this chapter are examples of how you might use the available
functions to make typical modifications to the maps. These tutorials are aimed at explaining
both why and how some typical changes might be made. They assume that you have the
software running ONLINE on your PC, with the ECU powered and connected via the
supplied programming cable.
4.1 What are maps?
The injection times needed by the engine at different conditions is stored by the E6H/E6M
in a table of numbers called a look-up table. The E6H/E6M determines the engine's load and
speed, and uses these two parameters as an index to the table. This table is called the Fuel
Map. For instance, at an engine speed of 4000 rpm and at -20kPa, the relevant number in the
table may be 4.35. If the engine approximates -20kPa at 4000 rpm, then the computer will
extract the value of 4.35ms from the table as the base injection time. This value is then
adjusted to compensate for numerous conditions, such as temperature or acceleration, and
then the ECU holds the injectors open for that time on the next injection.
The Ignition Maps work in a similar way, except that it is the ignition advance that is stored
in the look-up table instead of the injection time.
It is possible to program the E6H/E6M by directly changing the value of each number by
programming in the numerical mode (see 4.7.6), but this can be extremely difficult, so the
Haltech allows you to change the numbers by manipulating graphics in maps presented as
bar graphs. (This is much simpler and allows you to visualise the map)
Since it is difficult to interpret all the table's values at once, the programming software
divides the map by engine speed into a series of rpm ranges. Within the range, each load
point is represented by a vertical bar. Thus, when you view a range from the Fuel Map, you
see a bar chart of injection time versus load for all the load points in the table at that speed.
There are other tables in the E6H/E6M, such as those used for temperature corrections. They
are indexed by only one parameter, and so are not divided into ranges. These tables are also
called maps.
4.2 What is mapping the Engine?
Mapping the engine is filling the look-up tables with the correct values for your engine. This
is done by adjusting the heights of the bars within the maps. Bars may be adjusted one at a
time, or in groups. The Haltech programming software has been designed to make engine
mapping as simple and intuitive as possible.
30
4.3 Using the Software
In order to make the software easy to use, the program presents you with a menus bar at the
top of the display. The menu bar is accessed through simple combinations of keystrokes.
Once the appropriate menu has been accessed a sub-menu appears giving choices on
available page heading. To increase efficiency there are also a number of hot-keys that allow
you movement between pages without accessing the menu bar.
Note: When two keys are displayed together, such as ƒρ , this means that the
second key must be pressed while the first key is held down. In this case, the ƒ
key would be held down while the ρ key is pressed.
4.4 Accessing the fuel maps
Pressing ĵ will take you to the Maps Menu. From the Sub-menu choose the fuel maps
option by using the cursor keys to move the highlighted bar or pressing the underlined letter
of the option required, in this case Φ. This will produce a further sub-menu that will allow
you to choose a range to be viewed.
4.4.1 Fuel Set-up
The Fuel Set-up works in an identical way to the Identification. It’s fields are different and
relate to the way the fuel is delivered to the engine. Enter the Fuel Set-up by pressing
ƒσ and then by pressing Φ key. The fields in the Fuel Set-up are:
Ign / By
Ignition Divide By is the number of ignition pulses that will be counted until the next
injection pulse. For almost all multipoint systems, injection should occur once per
revolution and so Ignition Divide By should be set to half the number of cylinders. If
the system is operating in Batch Fire or Sequential mode, or is a rotary, then a value of
1 is suggested.
Decel Cut-Off
A common fuel saving feature in original equipment computers is a fuel cut-off on
deceleration. This will cut fuel delivery to the engine while coasting down hills with
closed throttle. This feature can be enabled or disabled on the E6H/E6M. It is better,
when first tuning, to disable this function.
Injection Mode
Depending on the ECU settings the E6H/E6M splits its injector driver outputs into two
banks (see chapter 13, 13.1). INJ1 and INJ2 form the first bank. INJ3 and INJ4 form
Bank 2 (refer to the wiring diagram at the back of this manual.) In Basic Mode, Fuel
can be injected in three different modes.
Multipoint injection fires all the injectors together. This is the most common set-up
and will normally be used on engines with multipoint injection manifolds (one injector
per cylinder).
31
Batch-fire injection is usually used in throttle body or non-turbo rotary set-ups and
fires the two banks of injectors alternately. On eight and twelve injector fuel rails, with
high-flow injectors, this may also help reduce fuel pressure oscillations caused by all
injectors pulsing together.
Staged injection is usually used on high boost turbo engines. Injector Bank 1 fires all
the time, just as in a multipoint set-up. Beyond a set boost pressure, the second bank
of injectors is enabled. These "staged" injectors are normally upstream of the primary
injectors, adding to their fuel flow. The point at which the E6H/E6M switches in the
secondary injectors is set via the Staging Bar Number field. Staging permits high fuelflow capability, but maintains accuracy and controllability at light load and idle. See
Appendix D [D.3] for more details on staging.
In Advanced Mode, Sequential Injection can also be selected. This option is not a
straight-forward set-up. It requires more outputs for fuel than normally used. Before
selecting this option carefully read the section on sequential injection in Appendix B -
The Advanced Features.
E6H-8 and E6M-8 ONLY
WHEN FINISHED SETTING THE INJECTION MODE, SEE
(INPUT/OUTPUT PAGE) TO SET THE INJ 1 - 4 DRIVERS TO THE
CORRECT STATE: ENABLED OR DISABLED:
THIS IS IMPORTANT AS THE ECU WILL NOT OPERATE
CORRECTLY IF THE INJ 1-4 DRIVERS HAVE NOT BEEN
CONFIGURED PROPERLY. AT WORST, SOME INJECTORS MAY
NOT FIRE OR THE INJECTOR DRIVERS MAY DESTRUCT AFTER
Post 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 the enable state to a temperature
above or corresponding to a temperature below the Post Start Temp Limit. From when
the motor is started to when the engine temperature reaches the Post Start Temp limit,
the Post Start correction map will apply correction to the injection times.
Post Start Time Limit
This field sets the time after start-up to when the post start correction map is disabled.
From when the motor is started to when the time reaches the Post Start Time limit, the
Post Start correction map will apply correction to the injection times.
Staging Bar Number
This field sets the point at which the staged injectors are enabled. See Appendix D
[D.3] for more details on staging. If the injection mode is not "Staged Injection" then
this field will not affect injection.
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 irregular vacuum when idling. Typical engine
WARNING:
CHAPTER 13.1
A PERIOD OF TIME.
32
configurations that fall into this category are multiple throttle body set-ups and wild
cams. The zero throttle Map can allow a very quick and simple adjustment of the idle
fuel settings. This option can be disabled if not required.
33
Throttle Pump Deadband
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. The throttle position at which this Map is used is set by the Full Throttle
Threshold field. The Full Throttle Map can be disabled if not required.
Full Throttle Threshold
See the Full Throttle Map field above for information on this field. This field can be
set between 70 and 100.
Barometric Lock
If you wish to lock the barometric value that is stored by the ECU to a set value and
override the start-up barometric correction, enable this option. Normally, unless you
are using throttle position as a load reference or have another good reason to do so,
leave this option Disabled. Configuring barometric compensation successfully
requires an in depth knowledge of your engine and the environment in which it will be
operating. Chapter 8 [8.5] contains more information on barometric correction and
how it is applied by the E6H/E6M.
Barometric Pressure Lock at xxxx (mBars)
Allows you to set the barometric pressure value to which the ECU corrections will be
locked. The default is 1013mBars ( = 1 Atmosphere @ sea level). Again, unless you
have sufficient knowledge about your engine characteristics and the environment it is
operating in, leave this field as it is. Refer to Chapter 8.5 for more information.
Disable Injector Outputs
Allows you turn off all injector outputs. Setting the value to YES will cut all injector
outputs which allows an easy way to check the trigger when cranking without having
to locate the injector fuse and remove it. Normally this field should be set to NO to
allow the injectors to fire.
See Chapter 3, Engine Identification for information on how to adjust all of the abovementioned parameters.
Once you have set up the fuel delivery via the Fuel Set-up, you can view the Fuel Maps.
Press ƒµ then Φ to view the Fuel Sub-Menu. Then choose the range you wish to view by
using the function keys. While in the Fuel map, each range can be accessed by pressing the
Ν,Π and ϑ keys to move to the next, previous range and jump to a particular range. To view
the map at the 3000 rpm range, press . When in the Fuel Maps sub-menu your display
should look similar to this:
34
Values from this bar chart would be used whenever the engine speed falls in the range
between 2750 and 3250 rpm (or, if in high-rpm mode, between 2500 and 3500 rpm).
In the top left is the range number and the speed range to which it corresponds. The bar chart
shows injection time (up to 16ms) against the load parameter, either throttle position or
manifold pressure. The axes are scaled appropriately from the information in the
Identification Page. Across the bottom of the screen are the engine data parameters. The
Range, Bar number and Height (HGT) of the bar being adjusted is shown on the right hand
side of the screen.
4.4.2 Adjusting Bar Height In The Map
The height of the Bars in the map can be readily adjusted by using the up and down arrows
keys, and the PgUp and PgDn keys (≥ ×). See the command summary at the end of this
section for a full list of key functions. The bar that is highlighted on the computer screen
indicates the bar that you are currently adjusting. To change the highlighted bar, use the left
and right arrow keys (∞ ⁄).
Try pressing the Up arrow (≤) once. Notice that the outlined bar gets taller. Now try
pressing the Down arrow (′) once. You are now changing the fuel delivery at 3000 rpm at
the load shown for the bar you have selected. Make sure you move the bar back to its
original height once you have tried adjusting it so as not to destroy the map you have loaded.
Now try using the ≥ key. The outlined bar should jump up 0.096 ms. As the bar gets taller,
the fuel delivery is increased and the engine is enriched at that speed and load. Now press
the × key and the highlighted bar should move down 0.096 ms. Note that the fuel delivery
for the outlined bar is shown beneath the bar number on the centre of the display. Note also
that the injection time does not necessarily match the bar height as the injection time is the
actual injection time after various corrections have taken place. Also, the arrow indicates the
bar (i.e. number) currently being accessed by the engine. If the arrow was not over the
35
highlighted bar this would also cause the bar height and injection time to be different as the
bar height is the height of the bar being adjusted, not necessarily the value of the bar
currently being accessed by the engine. Try using the Control key and the Page Up key
together, ♣≥ ,to move the bar up by 2ms. Move the Bar back down by using ♣×. The
changes you made took effect the instant you pressed the keys. You do not have to do
anything else to save these changes.
4.5 How To Quit
To return to the File Menu from any other page press ♣φ. Pressing ♣θ will allow you to
exit the Haltech program and will return you to MS-DOS. You should always exit the
program before switching off your computer.
4.6 Accessing the Ignition Maps
Pressing ƒµ from any page will take you to the Maps Menu. From here you choose Ι for
the Ignition maps. Or you can access the ignition maps directly through ♣Ι from any other
section of the program.
4.6.1 Ignition Set-up
The Ignition Set-up page is manipulated in a similar way to the Identification page. Its
fields are different and relate to the way the ignition timing is determined for the engine.
Enter the Ignition Set-up by pressing ƒσ then Ι. The fields in the Ignition Set-up for Basic
Mode are:
Trigger Input
This field defines the type of pickup used to trigger the ECU.
The “Hall Effect” setting supports both Hall effect and Optical triggers since both of
these trigger input types produce a square wave signal. Hall Effect is the only trigger
input available on the E6H and E6H-8
E6M and E6M-8 ONLY
“Int. Reluctor” is chosen if a reluctor (magnetic coil) trigger is to be used. (See
E.2.1 The E6M Internal Reluctor Adaptor)
Trigger Edge
This field is only applicable if you are using a Hall effect pickup as the "Trigger
Input". The trigger edge defines whether the ECU detects the rising or falling edge of
the signal from the pickup.
E6M and E6M-8 ONLY
Trigger Gain
This field is only applicable if you are using an Internal Reluctor pickup as the
"Trigger Input". The Trigger Gain defines the amplification of the signal from
the Internal Reluctor pickup required to trigger to the ECU. This function has
been developed to allow a wide range of Internal Reluctor pickups of varying
36
signal amplitude to drive the ECU. When choosing the Trigger Gain start at
‘0’ and increase the gain until a steady trigger signal is seen, this can be done
when the timing is checked for the first time. During cranking check that there
is ignition and that the timing mark on the pulley wheel does not jump
erratically, if there is no ignition or the timing mark jumps erratically increase
the gain until the timing mark is steady. This should only be done when the
installation is complete.
Trigger Mode
This field is only applicable if you are using an Internal Reluctor pickup as the
“Trigger Input”. The Trigger has two modes: constant mode and adaptive
mode adaptive mode uses software to filter out noise at low RPM when the
reluctor signal is weak. If you are having problems maintaining a clean trigger
at low RPM the adaptive mode may solve this problem. See also Trigger Gain
in the Ignition Set-up.
Home Input
This field is only applicable in advanced mode if direct fire ignition or sequential or
batch injection is required. This field has the same options as "Trigger Input".
Home Edge
This field is only applicable in advanced mode if direct fire ignition or sequential or
batch injection is required. This field has the same options as "Trigger Edge".
E6M and E6M-8 ONLY
Home Gain
This field is only applicable in advanced mode if direct fire or sequential or
batch injection is required. This field has the same options as "Trigger Gain".
Trigger Angle - °BTDC
This field defines the angle in °BTDC at which the ECU will be triggered. The ECU
uses this value to calculate the time for the next ignition so it is important that this
value is correct since it will affect the base ignition timing.
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.
Trigger Type
This field defines the trigger pattern the ECU will see coming from the crank or
camshaft angle sensors. The E6H/E6M currently supports the following trigger types:
Standard This trigger pattern sends one trigger for each spark event. For example a
V8 has 4 firing strokes for each crank revolution, for this engine the ECU would
expect to see 4 trigger events for each crank revolution or 8 events for each cam
revolution.
Multi-tooth This trigger pattern is the same as that for the Standard Trigger except that
there are multiple trigger events for each spark event. The number of teeth for a
37
multitooth trigger must be a multiple of the spark events. This trigger requires a home
signal for synchronisation of the trigger and engine position.
Motronic This trigger is a variation of the multitooth trigger pattern. This setting is
compatible with the BOSCH Motronic controlled engines. The Motronic wheel has
multiple teeth with a set number of teeth missing for synchronisation removing the
need for a separate home signal. The BOSCH Motronic wheel usually has 60 teeth
positions with 58 teeth and 2 missing teeth.
E6M and E6M-8 ONLY
When the ECU is to be triggered by a motronic wheel using a reluctor type
sensor (most but not all motronic systems), it is necessary to specify this when
ordering your E6M system.
Subaru This trigger should be used when the standard Subaru trigger is used.
Twin Trigger This trigger is used in systems that require two independent ignition or
fuel channels such as odd-fire or some twin distributor applications. The second
trigger takes the place of the home signal.
Nissan This trigger should be used when the standard Nissan trigger is used.
Number of Teeth
This field is only applicable if the trigger type is: Multitooth, Motronic. The Number
of teeth :
Multitooth The number of teeth on the multitooth wheel
Motronic The number of teeth on the motronic wheel including the missing teeth.
Only 60 teeth less 2 and 36 teeth less 1 or 2 are supported at present.
Tooth Offset
This field is only applicable if the trigger type is: Multitooth or Motronic. The offset
is the number of teeth after the synchronisation the trigger must occur.
Home Window Teeth
This field is only applicable if the trigger type is Nissan. The home window teeth is
the number of teeth counted during the home window.
Nissan Tooth Offset
This field is only applicable if the trigger type is Nissan. The Nissan tooth offset is
used to delay the trigger event after the synchronisation event defined by home
window teeth.
Spark Mode
This field defines the ignition delivery used, the options are: Distributor, Direct Fire or
Twin Distributor.
Coils on 4-cylinder motor
This field is only applicable if the spark mode is Direct Fire and the number of
cylinders in the main set-up is 4. The options for this field are: 2 or 4. If 2 is selected
waste spark is used. If 4 is selected there is one coil for each cylinder.
Engine Type
This field defines the engine type: Piston or Rotary.
38
Output Type
This field defines the type of ignition signal with which the ECU will drive the igniter.
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 Charge Time (ms)
This field is only applicable when constant charge is selected. The value of this field
is a measure of time in milliseconds and can range from 0.1ms - 8.2ms Typical values
are about 4-5ms.
Output Edge
This field defines which edge of the signal defines the ignition event: falling or rising.
The EB023 smart igniter uses a falling edge.
Duty Cycle (and will fall after xx% of its period)
This field defines the duty cycle high time when using the constant duty output type
with a smart igniter. For the EB023 smart igniter the duty cycle high time is 30% with
a corresponding 70% low time.
The Ignition Map is adjusted in a similar way to the Fuel Map. The keystrokes are the same,
except that one increment is one whole degree advance or retard. The best way to initially set
up the Ignition Map is to use the Library Maps, and then return to the Ignition Map later if the
ignition curve needs modification. Ignition Library Maps are explained in Chapter 5 [5.4],
Starting the Engine.
An example of an ignition range for a turbocharged engine could look like this :
39
4.7 Time Saving Functions
The following list of commands can be used whenever the graphs for most of the maps are
being displayed by the Haltech programming software.
4.7.1 Current Location - ″
Pressing ″ will take you to the range in which the engine is running, and highlight the bar that
is currently being used. This bar is easily identified by an arrow directly above it pointing
down. As the engine speed and load changes, the arrow moves with it. The Home key is
useful for finding the engine's operation point very quickly.
4.7.2 All Ranges - ƒρ
Across the ranges, the curve of the fuel map does not change greatly. Usually the shape
remains much the same, and the height changes according to the volumetric efficiency of the
engine. In order for all the fuel ranges to be set quickly, the Haltech E6H/E6M system allows
you to program all rpm ranges simultaneously with the same data. ƒρ turns All Ranges on,
and the words All Ranges appears under the title.
When the All Ranges function is active, a bar adjusted on one graph is copied to the same bar
on all the ranges. If you use this option, you can set the shape of the map at any range, and all
other ranges will be identical at every bar you adjusted. This feature enables all graphs to be
given an initial shape that should run the engine, albeit rather roughly. Once you have used
the All Ranges option for a starting point, press ƒρ once more to exit the All Ranges option
and tailor each map individually.
This option is only available on the Base Fuel and Ignition Maps.
4.7.3 Selecting Groups of Bars
Groups of adjacent bars may be highlighted and adjusted together.
Hold ♣ while using the left or right arrow keys, ∞ ⁄, and you will highlight a group of bars.
This group will now act in unison when increasing or decreasing the height of the Bars. To
de-select the highlighted Bars use the ƒ and arrow keys together.
40
4.7.4 Percentage Changes -ƒπ
Using this function will prompt you to enter a percentage change to the selected bars. An
entry of "20" will increase each bar by 20%, while an entry of "-15" will decrease the bars by
15%. This change only affects the highlighted bar(s).
4.7.5 Linearise - ƒλ
When a group of bars is selected (more than two), this function can be used to set the values
between the end points. Highlight the bars between two load points that are known to be
correct and press ƒλ . The programming software will automatically adjust all the bars
between the two end points to form a straight line. This feature facilitates fast programming
and the smoothing of maps.
4.7.6 Numeric Mode - ƒν
This will take you into numerical mode, displaying the map as a spreadsheet. This mode is
available if required, but graphical mapping is normally used as it is easier. Numeric mode
allows you to enter the precise injection values across all the rpm and load ranges as seen in
the diagram below:
In numeric 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
the enter/return key. 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.
To exit from Numeric Mode and go back to using the maps press the ° key.
41
4.7.7 Bar Increments - ƒι
The Up and Down arrows, ≤ ′, normally change the bar height in the maps by a pre-
determined amount, usually the smallest possible increment. PgUp and PgDn change the bars
also by a pre-determined amount. These increments (the value of the keystroke) can be
changed by the user. ƒι will bring you to a screen where the increments themselves can be
changed.
Normally, the bars are altered by adding or subtracting a fixed amount. The adjustment keys
may instead apply a percentage change on each keystroke. ƒπ on the Bar Increment Screen
will switch to percentage increments, ♣φ will return you to fixed increments.
ƒλ will space out increments evenly between the Up/Down Arrows field and the Ctrl
PgUp/PgDn field. The result of this operation will be displayed once the field is refreshed,
this can be done by highlighting the field.
4.8 Duty Cycles
Fuel delivery is obtained by pulsing the injectors synchronised with the engine speed,
allowing fuel to flow during the period that the injector is open. The time whilst open is called
the injector pulsewidth. As rpm increases it is possible for pulsewidths to overlap so that the
injectors are effectively switched completely on. This is referred to as 100% duty cycle.
When 100% duty cycle is reached the fuel flow from the injectors has reached its maximum.
Increasing revs brings with it the danger of an engine lean out.
WARNING:
LEANING OUT AN ENGINE WILL CAUSE DAMAGE TO THE
ENGINE IN MOST CASES.
CARE SHOULD BE TAKEN THAT THE ENGINE CANNOT REV
ABOVE THE POINT WHEN 100% DUTY CYCLE IS REACHED AS
THERE IS A DANGER THAT DAMAGE WILL BE CAUSED TO THE
ENGINE
The tables and graph below show the point at which the injectors will reach 100% duty cycle.
It is not common for this to happen but the potential for damage under these circumstances is
strong so care should be taken to check this factor.
Maximum Injection Time (in milliseconds[ms]) =
(120,000 x IgnDivideBy)
(Rpm x No. Cylinders)
eg. Maximum injection time for a four cylinder, on ign/by 2 red-lining at 6000 RPM is
(120,000 x 2)/(6000 x 4) = 10,
42
so the absolute maximum injection time at 6000 RPM on this engine is 10 ms. If the injection
time needs to be greater than this, then your fuel system cannot meet the demands of the
engine. You will need to increase the fuel supply, by increasing injector size, fuel pressure, or
adding extra injectors. Refer to Appendix D for details on how to increase fuel supply. As a
general rule of thumb, injectors should not run beyond 85% duty cycle.
Injector Duty Cycle appears on the Engine Data Page and on Datalogs for you to monitor the
approach to maximum fuel flow.
43
4.9 Command Summary for Maps
∞ , ⁄ - move left/right highlighted bar(s)
≤ , ′ - increase/decrease highlighted bar(s)
≥ , × - increase/decrease highlighted bar(s)
♦≥ ,
♦× - increase/decrease highlighted bar(s)
♣≥ ,
♣× - increase/decrease highlighted bar(s)
♣⁄ ,
♣∞ - select (highlight) next bar
ƒ⁄ ,
İ - de-select end bar
ƒΠ - enter Percentage change to highlighted bars
ƒΛ - Linearise between end points of highlighted bars or linearly interpolate the
increment values in increment set-up
ƒΙ - set Increments
ƒΝ - enter Numeric mode
ƒΡ - toggle All Ranges mode
Ν - move to Next range
Π - move to Previous range
ϑ - jump to range of value entered
″ - go to current engine range/bar
♥ - switches option in set-up pages
44
CHAPTER 5 STARTING THE ENGINE
There are a few things that need to be done before the engine should be started. 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 Identification, the Fuel Set-up and the Ignition Set-up are all
set correctly. In particular, check the No. Cylinders, Ign Div/By, Load Sensor and Injection
Mode parameters. If any of these are incorrect, the engine may run, but proper tuning will be
impossible.
5.1 Calibrating the Throttle Position Sensor
The throttle sensor must be calibrated so that the ECU knows the start and stop positions of
the sensor. 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 "calibrate throttle" option from
the options menu and follow the instructions on the screen.
5.2 Checking the trigger
It is a good idea to check that the E6H/E6M is receiving a reliable trigger signal. Disable the
injector outputs found in the Fuel Set-up page to cut all fuel delivery to the injectors. This will
prevent the engine from starting. The engine should then be cranked over on the starter and
the rpm displayed on the engine data page should read about 100 to 300 rpm. If the engine
speed is zero or is erratic then refer to the section in Chapter 1 [1.3.14] regarding trigger setup. If the trigger is operating correctly then enable the injector output again on the Fuel Set-up
page.
5.3 Checking the Base Timing
The E6H/E6M uses a timing reference taken from either the cam angle sensor or flywheel
sensor. This gives the E6H/E6M the reference on which to position all ignition timing. If the
timing is wrong then the E6H/E6M cannot function correctly. To ensure that this base timing
is set correctly the E6H/E6M has a LOCK TIMING setting.
When the Lock Timing is set, the ignition timing is forced to the Lock Timing Angle (this is a
preset value between -5° to +25° Before Top Dead Centre (BTDC)). This is regardless of
whatever ignition timing Maps are currently in the E6H/E6M.
To enable this flag, press ƒσ from the Sub-Menu to select the Ignition Set-up. Using the
arrow keys move to the Timing Lock option. If it reads Lock Timing On, the flag is enabled.
If it reads Lock Timing Off, then the flag is disabled. The flag is toggled by pressing ♥. If
the Timing Lock is on, the ECU will lock the timing to where it believes the Lock Timing
Angle advance to be.
45
To check the base timing you should now start the engine with the Timing Lock on. The
engine should now start and run although with only Lock Timing Angle° of ignition advance
the idle speed may be lower than usual.
If the engine does not start it may be because the fuel requirements are not right. If this is the
case, it is suggested that you disable the injector output and do the timing check while
cranking. This will require two people : one to crank the engine and one to operate the timing
light. It can be difficult to check the timing accurately at cranking speeds. Removing the spark
plugs will help the engine to rotate at an even speed. Once you have checked the timing at
crank, leave the Timing Lock on, skip the next section on loading an Ignition Library Map
and go to the section on Determining Engine Fuel Needs. Once you have the engine starting
and idling, return to this section, check the timing again, and then load the Library Map.
Use an ignition timing light to check that the ignition timing is set to the angle that you have
entered for Lock Timing Angle °BTDC (a common value is 10° BTDC). See the workshop
manual for your engine for details on checking ignition timing and the use of a timing light.
The timing should be locked at Lock Timing Angle° BTDC. If it is not then the angle at
which the ECU is being triggered is not the same as the angle in the Trigger Degrees field in
the Ignition Set-up. If the timing is miles out, go back and check all the angles again. If you
have guessed the trigger angle, try and calculate it properly. Remember that the angle is in
crank degrees, not distributor degrees. Also make sure the trigger edges are correct. These can
have a very large affect on the trigger angle.
If the angle is a little out, it is just a matter of aligning the actual trigger angle with the angle
in the Trigger Degrees field. There are a few ways to do this :
• If the timing reference is taken from a distributor, then you may be able to rotate it while
using the timing light until the engine is at Lock Timing Angle ° BTDC. Be wary about
adjusting the base timing in this manner by any more than a few degrees as it can upset
the rotor phasing. For details on rotor phasing, see Appendix F.
• If the reference is taken from a cam angle sensor (such as in a distributor-less direct fire
engine), then if it is possible, rotate the sensor while using the timing light until the engine
is at Lock Timing Angle° BTDC. With a cam angle sensor, there is no need to worry
about rotor phasing.
• The last method is to change the Trigger Degrees field in the Ignition Set-up. (See the
previous Chapter for details on how to change this field). If you are using a crank angle
sensor then this is the easiest way to adjust the base timing. The Trigger Degrees field
tells the ECU where the trigger is occurring. Once the ECU receives this trigger, it
calculates how many engine degrees to delay until it has to fire the spark. For example, if
the trigger is at 70° BTDC, and the Timing Lock is on and the timing lock angle is set to
10° BTDC, the ECU will delay 60° and then fire the spark at Lock Timing Angle° BTDC.
If however, the trigger was actually at 80° BTDC, but the Trigger Degrees had a value of
70, the ECU would still delay the 60° and the engine would fire at 20° BTDC. Changing
the value of the Trigger Degrees field to 80 would increase the delay from 60° to 70°, and
the engine would now fire at Lock Timing Angle° BTDC. When adjusting the parameter,
do so in small steps, say 5 or 10 degrees at a time. This will allow you to check that you
are moving in the right direction.
46
You must now ensure that the timing does not move as the engine speed changes. Give the
engine a few quick revs while using the timing light to check that the ignition timing stays at
Lock Timing Angle ° BTDC. If the base timing is locked at Lock Timing Angle ° BTDC and
does not change with engine speed then you are ready to load an Ignition Timing Map and
clear the Timing Lock Flag.
If the ignition timing does change with engine speed then see the Troubleshooting
procedure in Appendix A
5.4 Loading an Ignition Library Map
The E6H/E6M has an effective and time saving method of programming the ignition curve
using Library Maps. Each ignition timing Map in the library is slightly different. By
becoming familiar with the library you should be able to select an ignition timing Map that
will suit your engine. Each ignition timing Map in the library is accessed by a different name.
The name reflects the characteristics of the Map. Names can be up to eight alphabetic or
numeric characters in length. The ignition timing library Maps use these eight characters as
shown, where the first character is always a number.
• The first two characters in the ignition timing Map name specify the ignition timing to
be used at idle. The example Map name shown has 15 degrees of advance at idle.
• The third character in the ignition timing Map name specifies the Rpm at which
maximum advance occurs (i.e.. how quickly advance changes with engine speed). This
character is a letter of the alphabet. Option A has full advance in by 1500 Rpm. Option
B has full advance in by 2000 Rpm. Option C at 2500, etc. up to J for 6000 Rpm.
• The fourth and fifth characters in the ignition timing Map name specify the maximum
advance at atmospheric pressure in the inlet manifold. Cruise or light load advance is
added to this value, while retard on boost for turbocharged or supercharged engines is
subtracted from it.
47
• The sixth character in the ignition timing Map name specifies the extra ignition advance
to use at light loads such as highway cruise. This is equivalent to the vacuum advance
on a distributor. If this character is A, there is no extra advance under light load. Each
successive letter of the alphabet after A adds 3 degrees of ignition advance to the full
load advance under light load, up to the letter H. (H = 21°)
• If the engine is turbocharged or supercharged then the seventh and eighth characters
specify the ignition retard the engine is to get under boost. This value is subtracted from
the atmospheric pressure advance value. If the engine is not turbocharged or
supercharged, then leave the name only six characters in length.
A description of each parameter is displayed on the Library Maps page to save you referring
to this manual.
As mentioned above, it is suggested that the timing be checked before starting the engine. If
the ECU successfully locks the timing at Lock Timing Angle° then you should load a library
map that will get the engine started. Try be conservative - you should not be looking to gain
the last few percent in performance immediately. If you know the factory settings for idle,
vacuum and full load advance for your engine you can use those values to load an extremely
effective Library Map. N.B. The “Lock Timing On” field in the ignition set-up (4.6.1) needs
to be set to “Disabled” for the ignition advance and retard feature to work.
5.5 Determining Engine Fuel Needs
You should now be ready to start the engine. At this stage, you should not be using the Zero
Throttle Map. Check that it is disabled in the Fuel Set-up. Go to the Fuel maps and display the
0 rpm range. During cranking, the pointer will appear across this page, until the engine speed
picks up and lifts into the 500 and 1000 rpm ranges. Press the ″ key to jump to the current
load point immediately.
If you are using manifold pressure as the load sensor, the engine will be close to atmospheric
pressure during cranking. If you are using throttle position, then the E6H/E6M will be using
bar 1 while cranking and idling. Once the engine is tuned, you should not need to apply any
throttle to get the engine to fire. When cranking the engine watch for the indicator arrow over
the bars. This will tell you what bar the E6H/E6M is using to calculate the fuel. The bars
around the position that the arrow indicates are the Bars that will need to be adjusted to get
the engine to run. N.B. The bar that is indicated by the arrow is the bar that the ECU is
referencing for its fuel needs whilst the bar that is highlighted is the bar that you are adjusting.
If the engine is not firing at all, check that spark is available. Also check that the spark plugs
are clean and are not wet. It is unwise to crank on the starter motor for extended periods. The
engine should fire and run within the first few seconds of cranking.
If the engine misfires and blows black smoke then the mixture is rich and the bars need to be
lowered. If the engine will not fire or fires but will not continue to run then the mixture could
be lean and the bars need to be increased.
48
5.5.1 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 the injection time at idle is much lower than this, it may become difficult to
set accurate idle and cruise air:fuel ratios.
If the engine is hunting at idle, then the map is probably too lean, particularly at the 500 rpm
point. Watch the movement of the map arrow carefully. The map arrow should remain stable
while the engine is idling. If the arrow is moving excessively in a MAP based system, then it
may be necessary to use the Zero Throttle Map.
Remember that the E6H/E6M interpolates against both rpm and load. If the engine is idling at
800 rpm, then the injection time is computed as 60% of the value from the 1000 rpm range,
and 40% of the value from the 500 rpm range, so both ranges would have to be adjusted to get
the correct mixture. Similarly, if the idle mixture is reacting poorly to changes of the bar
indicated by the map pointer, then try adjusting the adjacent bars. Wait for the engine to heat
to operating temperature before performing further changes to maps.
5.5.2 Tuning with No Load
Using the throttle only, increase the engine speed to 1000 rpm. If the engine is at exactly 1000
rpm then only that range needs to be adjusted. Adjust for the crispest engine response.
Engines will usually idle rich, then head towards stoichiometric mixture at higher speeds.
Repeat for 1500, 2000, 2500, 3000 etc. The engine should now start and fast-idle evenly. You
should also have the engine running at operating temperature before going further. Go to the
Engine Data Page at this point and check all the sensor inputs are reading correctly, and that
the temperatures have stabilised before continuing.
While free-revving at higher engine speeds, check the Engine Rpm reading on the computer.
If it becomes erratic, or fails to follow the actual engine speed correctly, check the section in
Chapter 1 on setting the trigger. Also make sure that the information in the Identification and
Set-ups is correct.
5.5.3 Loading the Engine
Once the engine 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.
49
5.5.4 On the Dyno
Whether the vehicle is on a chassis dyno, or the engine on an engine dyno, the principles of
programming the Haltech E6H/E6M are the same. Take the engine rpm up to 1000 and apply
partial load and adjust the 1000 rpm range. Return the engine to idle and on the 1000 rpm
range adjust the bars to draw a straight line from the idle point through the part load setting
tested. Continue, adding 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 to detonate and destroy pistons and crankshafts. Before loading the engine,
increase the heights 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 settings.
WARNING:
RUN THE MAP RICH, AND LEAN IT TO THE CORRECT
MIXTURES. DO NOT RUN THE MAP LEAN AND ATTEMPT TO
ENRICH TO THE CORRECT MIXTURES.
5.5.5 On the Road
Tuning on the road is similar to tuning on the dynamometer, but with hills, acceleration, gearratios and brakes providing the necessary retarding force. Although it is harder to maintain
constant load and speed, it is still possible to use the same procedure used on the dyno. It will
be necessary to have one person drive while another does the tuning.
Load the engine by selecting an appropriate gear and either driving up a constant grade 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 (REDUCED BRAKING CAPABILITY) AND THE CARS
HANDLING MAY BECOME UNSTABLE. ALL ROAD TESTING
SHOULD BE DONE AT LOW SPEED.
5.5.6 Fine Tuning the Engine
When fine-tuning the engine for the road, the same principles apply to all engines. Under full
load at all rpm the fuel mixture should be rich. On non turbo cars 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 (best
mixture) as possible and decelerating conditions may allow the engine to be run lean to save
fuel. This will result in a particular shape for the map. A typical map is shown adjacent. The
absolute values will vary greatly, but the shape should be similar.
50
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.
51
A typical fuel curve for a normally aspirated engine sensing load via the MAP sensor
A typical fuel curve for a normally aspirated engine sensing load via the TPS sensor
52
SECTION 2 Other Adjustable Features
CHAPTER 6 THROTTLE EFFECTS
6.1 Throttle Response
Where the procedures described in the previous chapter tune for constant load running, the
functions outlined in this section will improve the throttle response of your engine.
The manifold pressure sensor used with the E6H/E6M is very fast. It can respond much faster
than is required to track any sudden changes in load on your engine. The manifold pressure
seen at the sensor input does not change as quickly, due partly to the length of the connecting
pipe. This can be improved by keeping the length of vacuum hose between the inlet manifold
and the pressure sensor as short as possible. Even with very short vacuum hose lengths there
may still be a lag between a transient pressure occurring and the pressure reaching the sensor.
Further, when the throttle is cracked open, the sudden change in pressure forces fuel out of
atomisation and onto the manifold walls, 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 Option Menu ƒΟ.
Six single bars will appear on the screen. The two bars on the left are used below 1500 rpm.
The two bars in the middle operate between 1500 and 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 added to the
current fuel value during a sudden change in throttle. This extra fuel is added progressively as
the throttle 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 keys allow you to move from
one bar to the next.
The throttle pump values should be set up after the fuel and maps are correctly tuned for
steady load running. Attempting to smooth out engine transients before the fuel maps have
been optimised for steady state 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.
53
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 occur if the fuel injectors are poorly
positioned and the fuel is wetting down the walls of the inlet manifold rather than remaining
as a mist.
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 E6H/E6M therefore
applies a coolant correction to the throttle pump in the same way as it does to the base map.
The Coolant Factor may be set with values from 0 to 4. Setting it to 0 will negate all coolant
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
design, cam characteristics, etc. can cause instability in the air flow. This makes fuel metering
difficult. In particular, the Map sensor often cannot correctly read the manifold pressure, as it
is either non existent, weak, or pulsing too much. In many cases though, once the engine 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 air flow at zero
throttle for a given engine speed. That means that devices such as idle speed motors that vary
the air flow 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 load bar due to the interpolation between 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 the value set in the Full Throttle Threshold in the Fuel Set-up, and has one
programmable bar every 500 rpm up to 16000 rpm.
54
CHAPTER 7 COLD STARTING AND RUNNING
The Haltech E6H/E6M has four features to modify fuel delivery and ignition timing to aid in
starting and running a cold engine. The Cold Start Prime map gives 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 set the crank advance for different coolant temperatures. And finally, the
Ignition Coolant Map modifies the ignition advance from the Ignition Map for different
coolant temperatures.
7.1 Cold Cranking
At cold crank the air speed at the inlet manifold is very low. As a result a lot of fuel that
would normally travel in the air, sticks to the manifold walls and doesn't enter the engine. The
cylinder chamber temperatures are also low which leads to poor combustion. 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 E6H/E6M provides a cold start fuel prime that is adjustable at all engine temperatures.
This allows the duration of the prime pulse to be optimised for cold cranking under a wide
variety of conditions. Access the Cold Start Prime function from the Fuel Maps and Set-up
Menu.
The cold prime map specifies an injection time based on engine coolant temperature. The
height of the bars define the actual duration that the injectors are open. A typical map is
already loaded into your E6H/E6M and this should not need to be modified unless you are
having trouble cold starting the engine. Any changes like this should be done ONLINE, so the
change can be reversed if the engine becomes harder to start.
Over priming the engine will cause it to flood 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 only
worsen the problem.
The ignition timing can also be set for cold cranking. As with the Cold Prime Map, the Crank
Ignition Map sets the ignition timing to be used while cranking according to the coolant
temperature. This Map is set flat to 15° at factory, but it can be adjusted to give better starting
at all temperatures.
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 manifold and in-cylinder temperatures where fuel sticks to the walls and doesn't burn
properly. The Haltech system corrects for this by using the Fuel Coolant Map to define the
relation between engine temperature and extra fuel required. The E6H/E6M 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 Fuel
Maps are correctly tuned at operating temperature.
55
Access the Fuel Coolant Map from the Fuel Maps and Set-up Menu. The map defines the
percentage increase in fuel at any given engine temperature. The E6H/E6M is supplied with a
default coolant map which may not need to be modified. If the coolant map requires
modification, the changes should be done ONLINE and while the engine is warming. Start the
cold engine and adjust the Fuel Coolant Map so that the engine idles evenly. You should not
touch the throttle while adjusting this map. Follow the arrow as the engine warms to provide
good running mixtures up to operating temperature, where there should be zero coolant
correction.
56
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 Haltech E6H/E6M has two further correction maps to compensate the fuel for changes in
inlet air temperature and battery voltage, and also two correction Maps to adjust ignition
timing for coolant and inlet air temperatures.
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 UNLESS THE USER HAS
EXPERIMENTALLY DERIVED DATA THAT THE CORRECTION
FACTORS COULD BE BETTER CUSTOMISED TO SUIT A
PARTICULAR ENGINE.
When the E6H/E6M software is run in the OFFLINE mode, the software will load factory-set
correction maps unless other maps are loaded.
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 E6H/E6M 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 Fuel Air Correction Map is accessed via the Fuel Maps and Set-up Menu. Across the
bottom of the map displayed is the inlet air temperature. An arrow appears showing which bar
the system is currently using.
The map displayed is split by a horizontal line. Bars above this line indicate a positive
correction making the mixture richer. Bars below the line indicate a negative correction
making the mixture leaner.
A typical Fuel Versus Air Temp Map was loaded into your E6H/E6M at the factory. You
should not modify it unless you experience trouble with variation in engine performance with
air temperature.
8.2 The Battery Voltage Map
The Haltech E6H/E6M uses intelligent 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 electrical system may experience. As the battery voltage falls, the
injectors will take longer to turn on and so reduce the effective open time. To compensate, the
57
E6H/E6M applies the Battery Voltage Map to increase the injector on-time as the voltage
drops. This map should not be altered unless the system is connected to a fuel injector test
bench that will allow the injectors 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.
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 temperatures 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 and
unless you wish to compensate for exhaust back pressure or are using the
throttle position 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 a MAP
sensor for load sensing, barometric compensation is automatic as map sensors
are manifold absolute pressure sensors and the readings compensate for
barometric fluctuations. The only application using MAP sensors that would
require barometric compensation would be when the exhaust back pressure
must be taken into account. If using a MAP sensor we recommend that you set
“Barometric Lock” in the fuel set up page to “disabled” (i.e. barometric
compensation is enabled). However please note that if you are using throttle
position load sensing, instead of a MAP sensor, barometric compensation is
always required, ensure that all the bars of the barometric compensation map is
set to zero before any tuning takes place to ensure proper compensation. The
factory default map is zero. For naturally aspirated engines using throttle
position load sensing, barometric correction can be by means of a 1 Bar MAP
sensor connected to the wiring harness in the normal MAP sensor position.
This map sensor is used to measure barometric pressure and must be left open
to the atmosphere; no connection should be made from the MAP sensor input
to the inlet manifold.
Fluctuations in barometric pressure vary the density of the intake air to the engine. At lower
barometric pressure, the engine cannot breath 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
expected during a driving period (a Hill Climb event such as Pikes Peak in the USA is a good
example). The barometric correction on the E6H/E6M is a powerful and therefore relatively
complicated feature, this section aims to describe the different methods that can be used.
58
The E6H/E6M begins with the basic idea that there are three ways to compensate for
barometric pressure variations:
- The first method is to use a preset value for barometric pressure,
irrespective of what is going on in the surrounding environment.
- The second method takes 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.
- The final method is to use a pressure sensor to continually supply the
E6H/E6M with barometric pressure data that can be used to adjust the
injection times.
The first method is the most basic form of correction and will be our starting point. When the
E6H/E6M is manufactured it is configured with a value of 1013mBars as the constant
barometric pressure.
NOTE: If you ever wish to return the E6H/E6M to the factory barometric
pressure settings
then enable the Barometric Lock in the Fuel Set-up page and set the
Barometric Pressure Lock to 1013 mBars. These are the factory settings.
Method 1
Method 1 requires you to access the Fuel Set-up page and adjust two fields. Make sure the
Barometric Lock is Enabled. This tells the E6H/E6M that you are going to lock a particular
value in as the barometric pressure value. The next field down allows you to set a particular
value. This value should be the average barometric pressure in which the engine will be
operated. These two fields are located at the bottom of the Fuel Set-up page:
Note that barometric pressure changes regularly and that Method 1 is only a basic approach at
barometric compensation. Set the Barometric Pressure Lock at xxxx mBars, where xxxx is the
pressure you require, for example 1000mBars. When completed the E6H/E6M will assume
59
that the environment always operates at 1000mBars barometric pressure. It will then look at
the Barometric Correction Map (located in the Maps pull down menu) and locate the
1000mBars section of the correction map. Whatever the height of the bar corresponding to
1000mBars will be taken as the overall enrichment %.
For example, 1000mBars might correspond to the following highlighted bar on the
Barometric Correction Map:
This bar has a height of –25.9%, so the E6H/E6M will provide an enrichment of –25.9%.
Changing the pressure value associated with Barometric Pressure Lock will obviously move
the corresponding bar on the Barometric Compensation Map. Once the bar is highlighted you
can elect to use the height of the bar as it already is or you can change the height of the bar by
using the up and down arrow keys, exactly the same as you would when tuning the
fuel/ignition maps. This will of course change the enrichment % used by the E6H/E6M.
Note: The bar height should only be adjusted if your environment requires it.
Reducing the fuel enrichment may cause your engine to run lean and damage
will occur. Only adjust the height of the bar if you are confident in what you
are doing and have sufficient knowledge about your engine and the
environment in which it is operated.
Method 2
Method 2 is similar to Method 1 as it uses a constant value as the barometric pressure but has
two distinct differences:
- Method 2 is restricted to engines using MAP load sensing.
- Method 1 requires a Barometric lock value that the E6H/E6M will use in
place of a barometric pressure reading. Method 2 requires you to open the
throttle butterfly and force the manifold to the current atmospheric
pressure. This pressure is measured by the MAP sensor and used by the
E6H/E6M for barometric compensation until the engine is switched off and
the process is repeated.
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When the E6H/E6M is powered, it will run a small test to determine the barometric pressure.
As you have read earlier, the ECU switches the fuel pump on at start up (fuel pump prime). If
the engine is not started, the fuel pump will be switched off. At this time, the ECU also reads
the MAP Sensor. If the engine is not running, the MAP sensor will indicate the prevailing
barometric pressure. The ECU remembers this pressure and uses it to perform a barometric
correction on the fuel delivery.
If at start up the engine is cranked before the fuel pump prime has finished the ECU cannot
read the barometric pressure from the MAP sensor as the engine will be applying a vacuum to
it. In this case, the E6H/E6M will use the pressure value as set in Method 3. If you have not
adjusted it from factory settings, this will be 1013 mBars. To complete Method 2 follow these
steps:
1. Firstly 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. Wait till the fuel pump prime finishes (about 5 seconds) then release the throttle.
The current barometric pressure as read by the MAP Sensor will be programmed
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
correction. For example, if an engine is tuned at sea level but is intended to be used mainly at
a higher altitude, then the reset should be performed once it reaches its new regular location.
After that, the automatic reading done at start up will be sufficient for the E6H/E6M to apply
barometric compensation and Method 2 is complete.
Method 3
Method 3 is the most complicated from of compensation since it allows continuous
barometric pressure readings to be taken by which fuel injection times can be adjusted. This
can only be done using an external MAP sensor (1 Bar) left open to the atmosphere to provide
barometric pressure readings.
To setup barometric compensation make sure that the Barometric Lock has been disabled in
the Fuel Set-up page. Go to the Input/Output page. Select the “Spare Input Function” field
and change it to “Baro. Sensor”. When you press enter, a field will appear below that contains
“external”. This field cannot be changed but indicates that an external MAP sensor (1 Bar)
must be used to measure atmospheric pressure in order to perform barometric compensation.
If this setup is used the external MAP sensor must be connected to the spare A/D
61
Alternatively if TPS load sensing is being used the MAP sensor may be connected to the
MAP input on the wiring loom since this is free when using TPS load sensing. In this case
make sure that the Spare Input function is not set to Baro Sensor. The E6H/E6M will
automatically recognise the external 1 Bar MAP sensor at the MAP connection. No further
configuration is required.
Completing Method 3
The E6H/E6M software contains a barometric compensation map that allows the fuel delivery
to be reduced as the barometric pressure falls. As a final step to complete Method 1, you have
the ability to adjust a dedicated barometric correction map. The fuel can be trimmed ±50%.
When sensing load via Throttle Position Mode, the Barometric Correction Map should look
something like the following:
When sensing load via Manifold Pressure Mode the Barometric Map Should be very close to
zero fuel reduction. In theory a Manifold Pressure tuned engine will not require any
barometric pressure compensation, but in practice it has been found that slight compensation
is required. The barometric compensation map should therefore be very close to a straight line
at zero fuel enrichment/reduction:
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 fuel rail has vaporised). The additional fuel at start up allows the vapour in the
fuel rail to be purged through the injectors and also allow 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.
62
The Post Start Map is accessed via the Maps menu. It covers a time of sixty seconds with
each bar corresponding to 4 seconds of time. The time starts after the first input trigger is
received.
Two extra parameters are adjustable. The first is the Temperature setting and the second
indicates whether it operates Above or Below the Temperature setting. As an example, for a
rotary the temperature setting could be set to 60°C (to indicate that the motor is warm or has
been running) and the operation setting to Above. This means that Post Start will operate only
when the coolant temperature is above 60°C.
When operation “Above” is selected, the enrichment only operates at idle. For below settings,
though, the enrichment operates at all throttle positions.
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SECTION 3 Software Features
CHAPTER 9 FILE STORAGE AND RETRIEVAL
Once your Haltech E6H/E6M system is configured you should store the entire set of maps
and the Identification to disk. In fact, it is wise to save maps regularly during tuning so that
you can return to a known map while you are experimenting in different areas. You can use
the file storage and retrieval to enhance the flexibility of your race engine by storing the
optimum maps for each race track.
The File storage and retrieval functions can be accessed from the Main Menu by pressing ƒφ
for files. This function allows you to load engine maps and identification from computer disk.
You can also save the engine maps and the identification to computer disk.
9.1 Saving Maps and Identification
9.1.1 The Save Command
To store all the maps and identification to computer disk with the system running ONLINE,
press ƒφ then Σ at the Files sub-menu. The list of maps already stored will appear on the
screen.
You can save maps that you have generated OFFLINE to later be loaded into the ECU. You
can also save different versions of a map to save time while tuning track-side. You can even
have different maps for different circuits.
9.1.2 Giving Your Map A Filename
Choose a name to identify your saved file. If you choose the same name as a map that has
already been saved, the old file will be overwritten and replaced with the file you are currently
saving with the same name. If you do not wish to erase any files already saved, choose a new
filename - one that does not appear on the screen.
The name you choose should not include any spaces or full stops and can be up to eight
characters in length. The name must start with a letter from the alphabet, not a number. For
the sake of your own memory, try to select a name that you will be able to recognise in six
months time.
As you perfect the maps for a particular application you might add a number to the end of the
name to indicate which map is most recent. For example you might call the maps for a Turbo,
Turbo1, Turbo2, etc.
After you have chosen a name for the maps, you must enter the name in the space provided.
The system will pause and ask if it is OK to continue with the save. If everything looks
correct, continue by pressing Ψ. If you entered the name incorrectly, abort the Save function
by pressing Ν, or Ρ to re-enter a name.
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9.2 Loading Maps and Identification
While the ECU system is ONLINE, you can load previously saved map information from
computer disk into your Haltech ECU. The contents of the ECU are erased and replaced with
the new maps you have chosen. If you are OFFLINE, you can load previously stored maps,
view and edit them, then save them for later use.
To load new complete maps and identification into the ECU, you must first be ONLINE.
Press ƒφ then λ from the Files sub-menu. The load command erases the contents of the ECU
and replaces it with the set of maps stored on the disk you are loading into the system.
Note: Remember to save any maps currently in the ECU that you wish to retain
before loading new maps from a disk since this action will overwrite any maps
currently in the ECU.
Although the loading of the maps should not affect the running of the ECU, it is best that the
engine is not under load while maps are being loaded.
Select the name of the map you wish to load by using the arrow keys to highlight that name
and press return. If there are more files then will fit in the window, you can scroll down
through the extra files using the arrow keys. If you know the name of the file, you may type it
in. The computer will then pause to ask if everything is OK before continuing the load. If you
are ready to proceed, press Ψ. If there is an error, abort by pressing Ν. The load will take
approximately two minutes.
9.3 Upgrading from E6S
To make it easier to upgrade from the E6S family of systems to the E6H/E6M, there is a
function under the File menu called Import E6S maps. This allows you to connect an
E6H/E6M to an existing E6S wiring loom and load E6S maps into an E6H/E6M. All
information in the E6S maps will be retained and loaded into the E6H/E6M.
Note that the Output Options information will be lost and you will have to reset the outputs
you require. This is due to the new hardware in the E6H/E6M. Unfortunately, an entire E6S
map import is not possible. Your new E6H/E6M should now have all the information loaded
into it and can be operated as normal.
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9.4 File Management
The ECU's map information is stored as a file on disk. You may think of these files as books
in library, where the filename is the title of the book. So that the books do not become
difficult to find as your library grows, there are a few features that help you to organise your
files.
9.4.1 Erasing Unwanted Maps
The Erase function in the Files sub-menu will delete old files from disk. Press Ε from the
Files sub-menu to enter this function. The list of maps stored on the disk will appear. Use the
Up and Down Arrows to select the map you wish to erase, or else type in the name of the
map, then press return ( ← ). The computer will pause to check that everything is OK. Press
Ψ to continue to erase, or else Ν to abort.
It is a good idea to erase old maps as soon as they become obsolete. This is particularly true if
you are trying to build a library of maps. It can become difficult to remember later which
maps are current and which are obsolete.
9.4.2 Changing Directories
If files can be likened to books in the library, then directories are analogous to names on the
shelves. Directories can be used to group related files together.
To change directories when loading, saving or erasing maps, press ƒχ. The Files List will
now display all directories in square brackets. Select the directory you want using the Up and
Down arrows, and pressing Return. Directories can exist within other directories, so you may
change several times before reaching the directory you seek. Once you have found it, hit °.
The symbol [..] indicates the parent directory to the one you are in
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CHAPTER 10 PRINTING MAPS
10.1 The Print Function
You can print the maps and identification information to printers that accept IBM emulation
mode, such as IBM compatible dot matrix printers (consult your printer manual). The Print
function should work with other IBM compatible printers, but some special characters such as
°, ±, etc. may not print correctly. Select the print function by pressing π from the Options submenu
The system will present you with options on which data you wish to print. There are four
options. Their meaning is as follows:
Set-up Information
This will print only the set-up pages (ie. Fuel, Main and Ignition pages).
Maps
Prints all the maps in the system (ie. Fuel, Ignition and Coolant).
Output Options
This function will print the current settings and the status of the
output options of the ECU. (ie. Turbo Wastegate).
Print All Information
This will print all of the above information
The system will ask for a name to print at the top of the printed output. This allows you to
differentiate between print-outs if you have printed more than one set of maps. The name can
be up to ten characters in length. Type in the name and press Enter ( ← ).
The system pauses to allow you to set up the printer. If you do not want to print you can leave
the print function by pressing °. Pressing any other key starts the printing. Before you start
printing the printer must be ONLINE and must have power and paper. Once the printing has
started you can abort the printing by pressing °.
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CHAPTER 11 DATALOG
11.1 The Data log Option
This option records the Engine Data information at a nominal rate of ten times per second
while the engine is running. This datalog is useful for tracking the system's behaviour through
changing rpm. It also facilitates trouble-shooting, as all the ECU's working parameters are
recorded faster than they can be read on the Engine Data Page.
The Datalog Menu is accessed through the Options Menu. (Press ƒο ). Then select the ∆ key
to make a datalog, the IBM software must be running and ONLINE. Or it can be accessed
directly by using ♣∆
11.1.1 Setting Up the Datalog Page
Before beginning a datalog the data page can only display eight parameters which are
selectable through a simple menu. To access the configuration menu press Χ and follow the
instructions that are presented with the selection menu.
11.1.2 Creating a Datalog
You can choose to record the datalog either in memory or directly to disk. To record to
memory, press ∆ in the Datalog sub-menu. This will record engine data in a continuous loop,
up to about three minutes i.e.. when you stop the datalog, it has a record of the previous three
minutes of engine data.
Alternatively, you can datalog directly to disk by pressing Α. The software will ask you for a
filename to enter. When recording to disk, you are limited only to the free memory left on
disk. The datalog consumes about 11kbytes per minute of running. Thus, on the disk supplied,
there is over 20 minutes of datalog space. The disadvantage in datalogging in this manner is
that there will be small "gaps" in the datalog of a few seconds as blocks of information are
written to disk. If datalogging to hard disk, these gaps become insignificant.
You should save the Maps being used at the time of the Datalog to disk. It is advised to do
this before the Datalog is taken. Saving the Maps makes sure that all the engine information
(including the Identification and the set-ups) are saved to disk. If the Datalog is viewed
OFFLINE at a latter date, the Maps will need to be loaded so that the programming software
knows the set-up of the ECU and can calibrate the data properly.
To stop the datalog press . If you are performing a datalog to memory, the screen will
instantly jump back to the Datalog sub-menu. If you have been recording to disk, there will be
a moment's pause as the file is closed.
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11.1.3 Viewing the Datalog
To view the datalog you have just taken, press ς from the Datalog sub-menu. The Engine
Data information will appear as rows across the screen, with a time index at the end of the
row.
At the bottom of the screen is a list of the command keys. They are described in detail here:
≤ - scroll up datalog one line
′ - scroll down datalog one line
≥ - scroll up datalog one page
× - scroll down datalog one page
″ - jump to start of datalog
∂ - jump to end of datalog
? - jump to page #
Σ - show statistics (max., min. & avg. of each parameter)
° - exit
If the power to the ECU is interrupted while a datalog is running, the datalog will stop until
the power resumes. This will save memory while ignition is switched off.
11.1.4 Datalog File Management
Datalog files may be saved to disk, loaded and erased in exactly the same manner as maps.
From the Datalog sub-menu, you can do the following:
Σ - save datalog to disk. This function is only relevant if you have previously
performed a datalog to memory.
Λ - load a datalog from disk.
Ε - erase a datalog from disk.
When saving a Datalog to disk, you should also save the Maps being used at the time of the
Datalog. It is advised to do this before the Datalog is taken. Saving the Maps makes sure that
all the engine information (including the Identification and the set-ups) are saved to disk.
69
Before loading a Datalog from disk, you should load the Maps that were saved with it so that
the programming software knows the set-up of the ECU and can calibrate the data properly.
WARNING:
DO NOT LOAD A DATALOG WHEN ONLINE TO THE ECU, OR
ELSE THE MAPS YOU LOAD WILL OVERWRITE THE MAPS IN
THE ECU. IF YOU WANT TO VIEW A SAVED DATALOG, SWITCH
TO OFFLINE MODE, LOAD THE APPROPRIATE MAP, AND THEN
LOAD THE DATALOG.
11.1.5 Printing Datalogs
You can print datalogs to any ASCII parallel printer, such as IBM compatible dot matrix
printers. This will print the current view only. If you wish to print another view, switch to
that view and print again. To print a datalog press Π in the Datalog sub-menu.
The software will ask if you wish to print to the printer or to a text file. Press Φ to print to a
file, or Π to print to a printer. The software is designed to print to a dot matrix printer. If you
do not have a dot matrix printer, print the datalog to a file and then print the file from DOS or
from a word processor / editor. Also, the text file can be loaded into a spreadsheet if extra
analysis is required.
The information in the datalog is divided into pages of data. The total number of pages in the
current datalog is displayed. The software will ask for the numbers of the first and last pages
you want to print. If you want to print the entire datalog , enter 1 for the first page, and the
number displayed as the last page.
The system pauses to allow you to set up the printer. If you do not want to print you can leave
the print function by pressing °. If you want to re-enter the start and end page numbers press
Ρ. Any other key begins the printing. Before you start printing the printer must be ONLINE
and must have power and paper. Once the printing has started you can abort the printing at
any time by hitting °.
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CHAPTER 12 CUSTOMISING THE SOFTWARE
12.1 The Set-up Page
The Set-up window allows you to change the way the software works for you. If you alter any
of the parameters on this page, the programming software will remember the changes you
have made and they become the default settings. The next time you run the Haltech program,
the settings will be as you left them.
The Set-up Window is accessed from the Set-up menu by pressing ƒσ. Or by pressing ♣π.
Then follow the keystroke instructions outlined at the base of the windows to make your
settings.
The Data Set-up window is accessed through the Options Menu by pressing ƒο. Then
selecting δ. the data page window will allow you to select the data which you wish to view at
the base of the maps. This is particularly useful when using the CGA video mode as the size
of the map is reduced to allow all the engine data to be viewed. By reducing the number of
data parameters the size of the map is increased letting small changes in bars more visible.
12.1.1 The Display
The Haltech programming software has been written to suit a graphical CGA, VGA or EGA
monitor. In most cases, the programming software will detect what sort of display you have
and select the appropriate mode.
You can also choose to operate in colour or monochrome. Since many laptop computers are
not in colour, the monochrome setting should provide better contrast to read the screen.
12.1.3 Com Port
The programming software can talk to the Haltech ECU through either COM1 or COM2.
Select the com port you are using here.
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SECTION 4 E6H/E6M Inputs & Outputs
The E6H/E6M has several types of optional inputs and outputs. These are:
- Idle Speed Control
- O2 Closed Loop Control
- Auxiliary In (Aux In)
- Auxiliary Out (Aux Out)
- Digital Output (Digital Out 1-2)
All outputs except the Digital Outputs are available all the time – irrespective of the engine
configuration. Idle Speed and O2 Closed Loop Control are not general purpose outputs – they
can only be used for the stated purpose. Aux Out and Digital Out 1-2 are general purpose
outputs – they can be selected to control any devices from a list of options.
The number of available digital outputs depends on the engine configuration, direct fire and
sequential fuel require more outputs and consequently reduce the number of outputs available
for ancillary control. This means you are limited to the Auxiliary Output to control output
devices.
Below is a summary of the general purpose outputs and the options list they contain:
Output Description
Turbo Wastegate
Bypass Air Control (BAC)
Dual Intake Valve
Torque Convertor Control
Thermofan
Intercooler Fan
Shift Light
Aux Fuel Pump
Stall Saver
Staging Signal
Turbo Timer
NOS Switch
Anti-Lag Switch
Ignition Bypass
Tacho Output
Ignition Toggle
Aux Out Digital Out 1–2
Output Channel
r
r
r
r
r
r
r
r
r
[ [
r
r
r
[
[
[
[
[
[
[
[
[
[
[
[
[
[
[
r
r
r
72
CHAPTER 13 SOFTWARE ACCESS
13.1 The Input/Output Page
The Input/Output Page is where E6M/E6H input/output options are programmed. This page
may be accessed in ONLINE or OFFLINE mode. Remember that any changes you make in
OFFLINE mode will not affect the ECU.
Pressing ƒσ will take you to the Set-up Menu. Press Ν to go to the Input/Output Page.
Alternatively use the ♣ν hot key combination.
Trim Control
The optional Trim unit can be used to control one of several parameters. This field
selects the controlled parameter. If there is nothing connected to the trim plug, the trim
will have 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 Wastegate control only.
Spare Input Function
The Spare input is an analogue input similar to the Trim Control input that can be
configured for one of several tasks. Its function is set by this field. 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 External Barometric Pressure Sensor.
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 RPM limit. Useful for launching
or allowing extra RPM momentarily for overtaking.
O2 Sensor Display only (does not affect ECU operation). The reading
appears on the Engine Data Page as mV.
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.
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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 Bar, 2 Bar, or 3
Bar sensor) and how to calibrate the reading.
Aux. In Function
The Auxiliary Input on the E6H/E6M 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 16.14 NOS Switch
TCC Input This input is used in conjunction with 16.5 Torque
Converter Clutch Lockup (TCC)
Turbo Timer This input is used in conjunction with 16.13 Turbo Timer
(TT).
Anti-Lag Switch This input is used in conjunction with 16.15 Anti-Lag
Switch
Flat Shift Switch This input does not operate in conjunction with 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 the request
based on the current engine operating conditions. See
section 16.16 Air Conditioning
Aux. Out Function
The Auxiliary Output on the E6H/E6M can be configured for one of several functions.
They are all output to the Aux Out pin (pin A) on plug J7 in the wiring loom. 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.
Staging Signal Logic output that indicates Staging conditions. If Staging is
selected, and the Staged injector are firing, this signal will
be high (5 volts), otherwise 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 output and this is used to provide an RPM
measurement.
Ignition Toggle This output is used for rotary set-ups where both the
primary and secondary trailing ignition signals are
74
connected on the single channel. This minimises the
amount of outputs needed to run this engine configuration.
E6M-8 and E6H-8 ONLY
Extra Injector Drivers
The “INJ 1-4 Driver” fields allow you to enable and disable injector drivers depending
on their type and the configuration you are using:
4 5 6 8 10 12 16
Disable
INJ 1-4
Low Impedance
Disable
INJ 1-4
Injector Impedance (Ω)
Enable
INJ 1
Disable
INJ 2-4
Disable
INJ 1-4
Number or Injectors
Enable
INJ 1-3
Disable
INJ 4
Disable
INJ 1-4
Enable
INJ 1-4
Disable
INJ 1-4
Enable
INJ 1-4
Plus use
DB3
Driver
Box
Enable
INJ 1
Disable
INJ 2-4
Enable
INJ 1-4
Plus use
DB3
Driver
Box
Enable
INJ 1-2
Disable
INJ 3-4
Enable
INJ 1-4
Plus
use
DB3
Driver
Box
Enable
INJ 1-4
High Impedance
Consult Appendix C for further information on Injectors and the E6H/E6M Injector
drivers as well as how to test for an Injector’s Impedance.
Following is a summary extracted from the wiring diagram in Appendix G which
should provide a simple guide in how to physically connect different high impedance
injector configurations:
75
INJ1
INJ2
INJ3
INJ4
INJ1
4 Injectors
6 Injectors
Injector
Injector
Injector
Injector
Injector
Injector
INJ1
INJ2
INJ3
INJ4
5 Injectors
Injector
Injector
Injector
Injector
Injector
8 Injectors
Injector
INJ1
Injector
Injector
INJ2
Injector
Injector
INJ3
Injector
INJ4 Not Connected
INJ2
INJ3
INJ4
Injector
Injector
Injector
Injector
Injector
Injector
76
13.2 The Output Options Page
The Output Options Page is where all E6H/E6M options are enabled/disabled and
programmed. This page may be accessed in ONLINE or OFFLINE mode. Remember that any
changes you make in OFFLINE mode will not affect the ECU.
Pressing ƒο will take you to the Options Menu. Press Ο to go to the Output Options Page.
Alternatively use the ♣ο hot key combination
Here, the E6H/E6M Idle Air Control and Closed Loop Control options as well as up to 2
Digital Outputs (depending on engine configuration) are shown in four windows. Current
settings are displayed for each of the options. Use the left and right arrow keys to highlight
the function you are interested in. In the case of selecting the Digital Outputs, use ♥ to cycle
through the functions, and press ← to select the one you want. Some options cannot be used
together because they use the same hardware. These are noted in the detailed descriptions in
Chapter 16. Other restrictions apply when using the Advanced Mode. If you are using this
mode, consult Appendix B for details on these restrictions.
To adjust the parameters of the Idle Speed Control or the Closed Loop Control functions, hit
← when that function is highlighted. In the case of the two Digital Outputs, highlight the
channel, then use the up and down arrows to move through its parameters. Strike ← if you
wish to make a change. Some functions have maps associated with them, which are accessed
through their Options' windows.
A keystroke guide is available at the bottom of the screen. Further, a simple Help window
may be opened by pressing ƒΗ. This will describe the function you are currently looking at,
and offer some explanation as to how its parameters are to be used.
13.3 The PWM Options Page
The PWM Options Page is where all E6H/E6M PWM options are enabled/disabled and
programmed. This page may be accessed in either ONLINE or OFFLINE mode. Remember
that any changes you make in OFFLINE mode will not affect the ECU.
Pressing ƒο will take you to the Options Menu. Press Ω to go to the Output Options Page.
Alternatively use the ♣Ω hot key combination
Here, the four E6H/E6M PWM options are shown in four windows. Current settings are
displayed for each of the options. Use the left and right arrow keys to highlight the function
you are interested in. In the case of selecting the PWM Outputs, use ♥ to cycle through the
functions, and press ← to select the one you want.
A keystroke guide is available at the bottom of the screen. Further, a simple Help window
may be opened by pressing ƒΗ. This will describe the function you are currently looking at,
and offer some explanation as to how its parameters are to be used. For more detail on PWM
options see chapter 16
77
13.4 Enabling Options
Every option has an Enable flag at the top of its window. Toggling this flag allows you to
switch that option on and off. The settings for an option that is switched off will not change
when you switch it back on later. When a map is loaded from disk, output functions that do
not match what is in the ECU are automatically disabled. After loading a map, return to the
Output Options Page and check the functions you want enabled.
Any change you make in the Options page will not affect the ECU unless you are ONLINE. If
you are making changes OFFLINE, then be sure to save your data to disk so that it may be
later up-loaded.
78
CHAPTER 14 IDLE SPEED CONTROL
14.1 Description
A bipolar stepper motor may be used to control the ingress of additional air to the engine
while the throttle is closed. This is useful for maintaining steady idle under changing load
conditions, e.g. as air conditioner compressors or headlights are switched on and off. The
stepper motor may also be programmed to increase the idle rev-rate just after starting, or
while the engine is still cold.
14.2 Using the Idle Speed Motor
In order to use the idle air control function, you must have the following:
- a suitable idle speed stepper motor∗; OR a suitable Bypass Air Control Valve∗∗
- an idle air circuit bypassing the throttle plates;
- E6H/E6M programming software and cable.
∗NB: use only a bipolar stepper motor with two separate windings (four wire), each with at
least 30 ohms resistance. Your HaltechTM representative can supply you with a suitable motor.
Use of three- wire stepper motors may damage the E6H/E6M ECU.
∗∗NB: If you wish to use a Bypass Air Control (BAC) valve to operate Idle Control, you must
carry out all of the same settings as what one would do for a normal stepper motor. The only
difference is that you should disable Idle Speed in the first entry in the Idle Control software
and select BAC as one of the four PWM outputs instead. This will ensure that you are using a
BAC valve to do Idle Control and have turned the stepper motor output off. See Section 16
for more detail on the BAC option and PWM outputs.
The idle air circuit draws filtered air into the engine around the throttle plate, as suggested in
figure 14-1. Normally this is done via an air bleed into the manifold. A valving arrangement is
used so that the idle speed motor pinches off the air into the engine. When the engine is below
the desired idle speed, the stepper motor's plunger retracts to allow more air to enter the
engine. When the idle speed is too high, the plunger extends. If your engine does not already
possess an idle air bypass circuit, a suitably machined aluminium block is available to mount
the idle speed motor. A balancing system or plenum arrangement should be used if employing
individual throttle bodies, so that all cylinders benefit equally from the additional air.
NOTE: You must ensure that the manifold's air bypass aperture is sufficiently
small so as to not over-rev the engine when stepper motor is fully retracted.
Fitting a large idle air valve to a small capacity engine can lead to poor idle
control and dangerously high engine rpm with no throttle control.
79
Install the idle air circuit and the stepper motor, and attach the idle speed motor to its
connection on the E6H/E6M harness. Run the E6H/E6M programming software ONLINE and
go to the Output Options Page. Ignition will need to be switched on.
The idle speed motor is only adjusted when the ECU determines that the engine is in an idle
condition; that is, throttle closed (0%), and engine speed and manifold pressure within limits
(see below).
Fig 14.1. The idle-air circuit.
There should be sufficient airflow around the
closed throttle plates to permit the engine to
idle slowly even with no air passing through
the idle bypass circuit. The throttle stop
should be adjusted to ensure this is the case.
Remember that the throttle position sensor
will need re-calibration if the throttle limits
are altered.
14.3 Adjusting the Idle Speed 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
RPM for a small time when they are first turned on. Setting the Start RPM to 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 Speed + Cold Idle-Up
RPM + 200RPM and resort back to the Target Idle Speed + Cold Idle-Up RPM after
20 seconds and then resort back to the Target Idle Speed when warm. Graphically, this
can be represented as:
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Target Idle RPM + Cold Idle-Up RPM + Start RPM
Target Idle RPM + Cold Idle-Up RPM
RPM
Target Idle RPM
Engine Cold
0
20sec
5-10 mins
Engine Warm
Time
Number of Steps
This field controls the number of steps that the idle control will operate over. If 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
steps the motor will do which 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
affect the ability of the Idle Control to maintain control of the engine. This is because
in extreme circumstances the Idle Control may wish to move the stepper motor
through a large number of turns, but the Number of Steps on the stepper motor may
restrict the number of turns the motor can physically be permitted to move through,
thus reducing the Idle Control’s ability to control the engine as it desires.
It is best to 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 value is
too low, the stepper motor will not open 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 temperature below which the engine is defined as being cold, and thus the
Cold Idle-Up and Cold Opening Steps would apply.
Cold Min Position
When the engine is cold, you can specify the minimum position the stepper 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 Position is used to restrict the position of the controlling valve so when the 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
Control will probably not be able to regain control of the engine and accurately bring
it down to the target idle RPM. This is why you must start with a large value for Cold
Min Position and reduce it until the engine is idling happily at the target RPM.
81
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 the opening position as a percentage of where the stepper motor will return to
when it is about to attempt to gain control of the engine. When you hit the throttle the
engine will accelerate and when it starts to decelerate again, there will come a point
during the deceleration when the Idle Control should attempt to regain control of the
engine and bring it to the target idle RPM. The value you set here will result in the
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
valve open at 40%. This may be too high which will result in the engine momentarily
holding at the RPM produced by the valve at 40% opening. This means that 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
engine to go very close to stalling. The secret is to start with a large value and reduce
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.
82
CHAPTER 15 CLOSED LOOP CONTROL
15.1 Description
By fitting an oxygen sensor to the exhaust system of an engine, the E6H/E6M is able to
perform a feedback correction to maintain a consistent air-fuel ratio around stoichiometric
mix; i.e.. when exactly the correct amount of fuel is provided to consume all the oxygen of the
air drawn into the engine, without any unburnt fuel remaining after combustion. Using closed
loop fuel control adapts for small variations in fuel quality and day-to-day running, provides
better fuel economy and lower emissions.
Figure 15.1 Typical lambda sensor output.
An oxygen sensor (or lambda sensor) is placed in the exhaust gas stream usually after the
collector but before the catalytic converter. The O2 sensor possesses an output voltage
characteristic similar to that in figure 15-1. When the exhaust gas is free from oxygen (i.e..
mixture is rich), the sensor reads around 1 volt. When there is an excess of oxygen, the sensor
reads closer to 0 volts. Most oxygen sensors' transfer curves change very suddenly around
stoichiometric mixtures.
The object in closed loop control is to measure the voltage of the oxygen sensor, determine
whether the engine is running lean or rich, and compensate accordingly by adjusting the
injection time. The ECU may overcorrect slightly, and then will pull the mixture back towards
the desired air-fuel ratio. This slight oscillation either side of stoichiometric mixture aids the
function of the catalytic converter.
15.2 Using Closed Loop Control
In order to use the closed loop fuel control function, you must have the following:
- an appropriate lambda sensor mounted in the exhaust stream;
- E6H/E6M programming software and cable.
Mounting and connection of the sensor is all that is required in installation. Check figure 15-2
for appropriate wiring for different oxygen sensors. Run the E6H/E6M programming software
83
ONLINE and go to the Output Options Page. Ignition will need to be switched on. Select
Closed Loop Control, and adjust the following parameters as necessary.
Note: The closed loop control will not work for the first 2 minutes after the
ECU is switched on; this allows sufficient time for the oxygen sensor to reach
operating temperature.
Lower RPM Limit
The engine must be running above this speed for the closed loop function to operate.
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 generally undesirable to run an engine 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
sensor. If the closed loop function is responding erratically, constantly overdriving to
the adjustment limits, or if there is insufficient oscillation in the air-fuel ratio for the
catalytic converter to operate, increasing this parameter 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 E6H/E6M determines whether 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 air-fuel ratio of 14.7:1, the NGK heated 4-wire sensor
threshold voltage is around 600mV this value will vary for different sensors. It is also
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.
84
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 unlikely that the engine will run at idle smoothly at the same air-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 that best describes
the sensor you are using. It is also possible to attach a 5 Volt sensor, such as a UEGO
probe, to the E6H/E6M. 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.
15.3 Using Different Oxygen Sensors
Almost any oxygen sensor can be used with the E6H/E6M. The sensor available from
HaltechTM is an NGK heated four wire oxygen sensor or a Delco sensor these are the
preferred sensors to use due to their temperature stability and the switch-like characteristic of
their transfer function. Other sensors such as three-wire and single-wire units may also be
used, but be wary of slow reaction times and poor repeatability with cheaper sensors. Wideband oxygen sensors may also be used, and can be particularly useful as a tuning tool, both
via the engine data page or in datalogging. [When viewing O2 sensor voltage readings from a
datalog, remember to allow for sensor response time.]
85
Figure 15.2. Wiring different oxygen sensors.
86
CHAPTER 16 DIGITAL OUTPUTS
16.1 Description
The E6H/E6M possesses up to two special purpose digital output channels (depending on
whether or not the ECU is operated in Advanced Modes), each of which may be programmed
to perform a certain function. Each output channel is a pull-to-ground style signal suitable for
switching solenoids, relays or low-power dashboard lamps.
Each channel employs a 4.0A peak / 1A hold current driver. This is suitable for driving most
relays, solenoids, and other low power devices. Do not connect any device which requires
more than 1 amp continuous current directly to the ECU - it will not operate properly. If you
are switching high currents, use a suitable relay, either mechanical or solid state, and control
the operation of the relay with the ECU.
A number of output functions exist within the E6H/E6M ECU. You may select any function
to be executed on any output channel, but there are restrictions on the number of instances of
a particular function, eg: a maximum of two wastegate channels may be selected to control a
twin turbo engine configuration. Following is a list of available functions to choose from and
their restrictions:
Output Description Digital Out 1–2 Max #
Turbo Wastegate
Bypass Air Control (BAC)
Dual Intake Valve
Torque Convertor Control
Thermofan
Intercooler Fan
Shift Light
Aux Fuel Pump
Stall Saver
Staging Signal
Turbo Timer
NOS Switch
Anti-Lag Switch
Ignition Bypass
Tacho Output
Ignition Toggle
Note: In some Advanced mode applications, one or two of the Digital
Outputs are not available. Torque Converter Clutch Control cannot be used if a
Home Trigger is being used in Advanced Mode.
[
[
[
[
[
[
[
[
[
[
[
[
[
r
r
r
2
1
Unrestricted
1
Unrestricted
Unrestricted
Unrestricted
Unrestricted
1
Unrestricted
1
1
1
Restricted
Restricted
Restricted
87
16.2 Turbo Waste Gate Control (TWG)
16.2.1 Description
The wastegate of a turbo is operated when the manifold pressure acting on the diaphragm
within the wastegate actuator overcomes the return spring allowing exhaust gas to bypass the
turbine. With electronic boost control, the object is to use a solenoid valve to bleed off the
manifold pressure signal seen by the waste gate unit so that it can see only a fraction of the
manifold pressure. The solenoid operates at constant frequency and the duty cycle is altered to
control the drop in pressure signal through the device.
16.2.2 Using the Turbo Waste Gate Control
In order to use the Turbo Waste Gate Control function, you will need the following:
A suitable pressure solenoid valve (available from your Haltech Dealer);
Air hose and fittings;
E6H/E6M programming software and cable;
An overboost relief valve (strongly recommended).
The air circuit to the waste gate must be configured appropriately, as in figure 16.2. Install the
solenoid valve securely, and power and signal from the output connector on the harness. The
wastegate should be re-set so that its operation point is very low, around 20kPa (3 psi).
Note: Be sure to use air hose that is rated to the pressure the engine is expected
to be boosted to. All fittings should be secured so that they will not disconnect
under high pressures.
Figure 16.2. Diagram of Turbo with Wastegate Control Solenoid.
A relief valve should be fitted to the manifold as a backup in case of an air hose failure and
uncontrolled boost.
88
Once the solenoid installation is complete run the E6H/E6M software in ONLINE mode.
Select the Turbo Wastegate Control Function on the appropriate output channel, and set the
following parameters.
Period
This sets the period of oscillation of the solenoid. Most solenoids will operate at
around 30Hz, which corresponds to a period of about 30ms. Enter the desired
oscillation period in milliseconds here.
Boost Limit
If the manifold pressure exceeds this limit, the solenoid valve will immediately be set
with a duty cycle value of 5%. This will expose the wastegate regulator to the full
manifold pressure and force the wastegate to open. This value should be set slightly
higher than the desired boost pressure as a fail-safe in the event of an overboost
condition.
Use Map
There are two maps associated with the TWG control function. Both set the duty cycle
of the solenoid against the engine rpm. The base duty cycle value applied to the
solenoid is derived from either Map 1 or Map 2.
Map Programming
Select the Maps menu and go to map 1 or 2 depending on the map selected for the
TWG you wish to tune. The boost maps indicate %duty cycle ON time of the solenoid
against the engine speed. A programmable bar exists every 500rpm. Increasing the
duty cycle bleeds off more air from the manifold, resulting in a higher boost pressure.
Each bar is adjustable from 5% to 95%. Mapping against rpm permits a varying boost
level with engine speed, so the torque curve for the engine may be customised. These
maps should start with all values at 5%. Load the engine at a constant rpm and
observe the resultant boost pressure at that speed, if the boost pressure is lower than
that desired, increase the height of the bar a small amount.
16.2.3 Using the Boost Controller
The optional HaltechTM Trim Module may be used as an electronic boost controller if the trim
control field in the input/output page is set to “boost control”.
The trim module varies the wastegate duty cycle from the appropriate map value at full
clockwise rotation to 5% duty cycle at full anti-clockwise rotation and linearly reduces the
duty cycle in relation to the trim control position.
The use of two independent boost maps allows an engine to be set up for maximum boost
conditions, but driven safely at lower boost pressures without the need of re-loading maps.
The boost controller may be used by the driver to match the engine's power output to the
current demand: higher boost pressures for qualifying speeds, lower boost levels for engine
preservation or wet roads.
89
16.3 Bypass Air Control (BAC) Valve
16.3.1 Description
The BAC allows you to use a valve to operate Idle Air Control. Traditionally, Idle Air Control
(IAC) motors have been used but require knowledge of either how many steps they have or
experimentally finding the correct operation. BAC valves only require a period (ms) setting as
opposed to the number of steps, min steps in, max steps out, etc as required with stepper
motors. The period in milliseconds is the operating frequency for the particular solenoid. This
frequency can be approximated but an accurate value will help by giving the best response
times. Consult factory information on your particular solenoid if the operating frequency is
unknown: a typical value 10ms.
The operation is fairly straightforward: each BAC solenoid will have its own operating
frequency. By continually operating the valve at this frequency, you can then vary the duty
cycle to move the valve in or out. The duty cycle varies from 0 to 100% whilst the operating
frequency is maintained constant.
16.3.2 Using BAC Solenoids
The BAC settings are mostly done in the Idle Air Control section on the Output Options Page.
Firstly, set a PWM output to operate as BAC and set the operating period. Then go to the
Output Options Page. Select the Idle Air Control. Note that the Idle Speed will be disabled
because you are using a BAC output to do Idle Control and not an IAC Stepper motor. Go
through the settings, as you would do if you were configuring Idle Control for a stepper
motor. A full description of the procedure is available in “14.2 Using the Idle Speed Motor”.
Remember that you are using a BAC solenoid and not a stepper motor so not all of the
settings in 14.2 will relate to BAC.
16.4 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.
In order to use the DIV function, you will need the following:
- a two wire solenoid valve mounted in the air intake (already on the engine);
- E6H/E6M programming software and cable.
Wire the solenoid to the appropriate output, taking note of voltage polarity. (Some solenoids
are non-polar.) Run the E6H/E6M programming software in ONLINE mode and select the
Dual Intake Valve function on the appropriate channel. There are two values to be set.
Switch On RPM
This is the engine speed at which the solenoid is to be energised.
Switch Off RPM
This is the engine speed at which the solenoid is to be de-energised.
90
There are two ways in which this feature can be used:
The first application is to have two RPM 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 application
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.
The second application is to enable the solenoid for a range of RPM and to disable the
solenoid when the RPM falls outside this range. To do this the On RPM is set to the lower
RPM limit of the range and the Off RPM is set at the upper RPM 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 RPM is greater than On RPM and Off RPM
then the solenoid is disabled.
16.5 Torque Converter Clutch Lockup (TCC)
This function controls the clutch lockup solenoid on automatic transmissions. Locking the
torque converter reduces the amount of energy lost through the transmission, providing better
fuel economy.
The solenoid activates whenever the road speed is greater than a programmed value for a
given throttle position. The solenoid will only activate if the engine temperature is higher than
46°C (118°F), and will be disengaged if the throttle position exceeds 70% or road speed falls
below 64kph. The TCC function also provides for a 4th gear/transmission over-temperature
switch input. This signal indicates that the transmission is hot, and engaged in top gear. When
this is the case, the lockup solenoid is activated regardless of road speed whenever the throttle
is more than 4% opened.
To use the TCC function, you must have the following:
A square wave signal road speed indicator whose frequency is proportional to road
speed; (this may require a unit for signal conditioning, such as the HaltechTM RA7)
Access to the wiring of the torque converter lockup solenoid and 4th gear/overtemp
switch;
E6H/E6M programming software and cable.
Wire the TCC solenoid to the appropriate output line on the output connector, and, if it is
available, the 4th gear/overtemp signal to the Aux. In line (the blue flywire on the E6H/E6M
main harness.) The 4th gear/overtemp signal must be a pull-to-ground style signal. If you are
not using this feature, leave the blue flywire disconnected, but insulate the end to ensure sure
that it will not short to the bodywork.
To determine vehicle speed, a square wave signal must be applied to the road speed input
connector. This connector possesses ground and 12 volt signals for powering a Hall effect or
optical sensor. A magnetic or reluctor type signal is incompatible, and you will need to
convert the output from this style of pickup to a square wave. The HaltechTM RA7 Reluctor
Adapter would perform satisfactory conditioning.
Once the wiring is complete, run the E6H/E6M software in ONLINE mode and go to the
Identification page. The parameter Road Speed Value must be set with the number of pulses
expected per kilometre. If you are unsure of the exact value for this parameter, enter an
approximate number and check against the vehicle's speedometer. Adjust the Road Speed
91
Value until the road speed displayed on the Engine Data Page and the actual vehicle speed
agree.
Go to the Options page in the software, and select the Torque Converter Lockup function on
the appropriate output. The map for the TCC function indexes the vehicle road speed against
the throttle position. When, for any given throttle position, the road speed is greater than that
displayed in the map, the solenoid will be energised. The road speed must then fall 8 kph
(5mph) for the clutch to be disengaged. This 8 kph hysteresis should prevent solenoid
oscillation during cruising near the cut-off point. The default map activates the solenoid at 70
kph at smallest throttle opening, and increases the activation threshold to 160kph at 70%
throttle. Although this map may be customised as required, it is advisable to never engage the
lockup below 60 kph (40 mph).
Note: When using the TCC function, the Aux. In Function in the
Identification must be set for Torque Converter Control. When using TCC,
other functions that use the Aux. Input line cannot be used.
16.6 Electric Thermatic Fan Control (TF)
This function can be used to switch on a thermofan when the engine temperature exceeds a
certain value. The fan will stay on until the engine temperature drops below a second value.
Note: The electric fan cannot be driven directly by the ECU. A relay must be
used to switch the high currents drawn by the fan.
To use this function, you must have the following:
An electric thermofan, fused and relay switched;
E6H/E6M programming software and cable.
Install the wiring for the thermofan to one of the Digital outputs as described in figure 16.6.
Be sure that the relay contacts are rated higher than the current drawn by the thermofan.
Run the E6H/E6M programming software and go to the Options page. Select the Thermofan
function on the appropriate output and set the two temperatures as required.
Switch On Temperature
The temperature the engine coolant must exceed to switch the fan on.
Switch Off Temperature
The temperature the engine coolant must drop below before the fan will be switched
off. This parameter should be at least 5° lower than the Switch On temperature to
prevent the fan from switching in and out quickly.
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Figure 16.6. Example circuit for a Thermatic Fan.
16.7 Electric Intercooler Fan Control (IF)
This function can be used to switch on an electric fan on the intercooler when the inlet air
temperature exceeds a certain value. The fan will stay on until the temperature drops below a
second value.
NB: The electric fan cannot be driven directly by the ECU. A relay must be used to switch the
high currents drawn by the fan.
To use this function, you must have the following:
An electric fan, fused and relay switched;
E6H/E6M programming software and cable.
Install the wiring for the intercooler fan to one of the Digital/PWM outputs. This should be
done as described in figure 16.7 for the intercooler fan. Be sure that the relay contacts are
rated higher than the current drawn by the fan.
Run the E6H/E6M programming software and go to the Options page. Select the Intercooler
Fan function on the appropriate output and set the two temperatures as required.
Switch On Temperature
The inlet air temperature that must be exceeded to switch the fan on.
Switch Off Temperature
The temperature the inlet air must drop below before the fan will be switched off. This
parameter should be at least 5° lower than the Switch On temperature to prevent the
fan from switching in and out quickly.
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Figure 16.7. Example circuit for an Intercooler Fan.
16.8 Shift Light Illumination (SL)
The E6H/E6M can be used to activate a shift light or a piezo buzzer when engine speed
exceeds the programmed activation speed.
To use the shift light function, you will need the following:
A dashboard lamp or buzzer;
E6H/E6M programming software and cable.
The lamp or buzzer should be wired to +12V on one side, and the other to the ECU. The lamp
used must not draw more than 0.5 amp of current (i.e. a 6 Watt globe). Alternatively, a high
intensity LED may be used. If so, use a series resistor of 330 ohms to limit the current through
the LED to around 40mA.
Once the wiring has been installed, run the E6H/E6M programming software and go to the
Options page. Select the Shift Light function on the appropriate output and set the value as
desired.
16.9 Auxiliary Fuel Pump (AP)
Running two fuels pumps continuously, or else a single very large flow-rate pump (if one is
available) means excessive noise and heating of the fuel. A street vehicle with very high
potential output will not need a large fuel supply at all times. The second pump would only be
activated when load demands require that the extra flow be available.
Note: The extra fuel pump cannot be driven directly by the ECU. The ECU can
be made to drive a relay to power the pump.
To use the Auxiliary Fuel Pump function, you must have the following:
A properly plumbed fuel pump, wired through a relay;
E6H/E6M programming software and cable.
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