Haltech E6M User Manual
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
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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
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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
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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
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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
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Under copyright law, neither this manual nor its
accompanying software may be copied, translated or
reduced to electronic form, except as specified
herein, without prior written consent of Lockin Pty
Ltd trading as Haltech.
Copyright 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
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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.
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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.
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1.3.3. Inlet Air Temperature Sensor
The air temperature sensor is used to compensate for changes in air density due to air
temperature. Cold air is denser than warm air and therefore requires a greater volume of fuel
to maintain the same air/fuel ratio. This effect is most noticeable in forced induction engines.
The Haltech 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.
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1.3.4. The Throttle Position Sensor (TPS)
The throttle position sensor is mounted to the throttle butterfly shaft to measure its rotation. A
TPS is common on many late model engines and the Haltech sensor should attach with little
or no modification. The throttle shaft must protrude from the side of the throttle body. This
may require the machining of the throttle body or the manufacture of a new throttle shaft. The
inner mechanism of the sensor rotates with the shaft. If the shaft is round then file a flat
surface on the shaft so that it will pass through the sensor assembly. The TPS should be
mounted against the side of the throttle body, using two screws, such that the throttle shaft
and the sensor mechanism can rotate freely. The absolute range of sensor movement is not
important as the sensor can be calibrated using the programming software.
Your engine may have a Throttle position sensor already fitted and it is often possible to make
use of this TPS. The Haltech supplied TPS has a resistance value ranging from 0 to 10kΩ.
The resistance value of the installed TPS does not have to be the same since the ECU uses a
throttle calibration function to determine the position of the throttle based on the signal
received from the TPS. Be sure to wire the TPS so that the ECU sees a closed value when the
throttle is closed, the Engine data page field “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.
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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←
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