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E8
User Manual
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Haltech E8 User Manual

E11/E8 INSTRUCTION MANUAL
Version 2.0 - 4 August, 2008
Haltech E11/E8 Instruction Manual
Table of Contents
Introduction .............................................................................................................................................. 6
INSTALLATION AND WIRING GUIDE ......................................................................................................... 6
Before You Begin ..................................................................................................................................... 6
Tools and Materials that you will need .................................................................................................... 8
INSTALLATION GUIDE .................................................................................................................................. 9
Sensors and Device Pin Outs ................................................................................................................ 11
Manifold Absolute Pressure Sensor ...................................................................................................... 11
Coolant Temperature Sensor ................................................................................................................ 13
Inlet Air Temperature Sensor ................................................................................................................ 13
Throttle Position Sensor ........................................................................................................................ 14
Ignition Modules ..................................................................................................................................... 14
Power Relays ......................................................................................................................................... 16
Trigger Wiring (Crank and Cam Angle Sensors) .................................................................................. 16
Wiring Injectors ...................................................................................................................................... 19
Wiring Ignition ........................................................................................................................................ 19
SETUP GUIDE .............................................................................................................................................. 21
Powering Up for the first time ................................................................................................................ 24
Setup Menus .......................................................................................................................................... 25
Main Setup ............................................................................................................................................ 25
Trigger Setup ......................................................................................................................................... 31
Ignition Setup ......................................................................................................................................... 35
Fuel Setup .............................................................................................................................................. 40
Sensor Setup ......................................................................................................................................... 47
Program Setup ....................................................................................................................................... 48
Options Menu ........................................................................................................................................ 49
Auxiliary Output Options ....................................................................................................................... 52
Analogue Input Options ......................................................................................................................... 71
Digital Input Options ............................................................................................................................. 73
Timed Inputs ......................................................................................................................................... 73
STARTING YOUR ENGINE .......................................................................................................................... 75
TUNING GUIDE ............................................................................................................................................ 76
Introduction ............................................................................................................................................ 76
What are maps? .................................................................................................................................... 76
Mapping an Engine ................................................................................................................................ 76
Using Halwin for Tuning ........................................................................................................................ 76
Fuel Maps .............................................................................................................................................. 80
Ignition Maps ......................................................................................................................................... 84
Fuel Correction Maps ............................................................................................................................ 86
Staged Injection ..................................................................................................................................... 94
O2 Closed Loop Tuning ......................................................................................................................... 96
Ignition Correction Maps ...................................................................................................................... 100
Idle Control ......................................................................................................................................... 102
Turbo Wastegate Control .................................................................................................................... 107
Closed Loop Boost Control .................................................................................................................. 108
Variable Cam Timing Control .............................................................................................................. 111
Anti-Lag Output .................................................................................................................................... 114
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Copyright © Haltech 2008
Haltech E11/E8 Instruction Manual
HALWIN USER GUIDE .............................................................................................................................. 118
Halwin Menu Structure ........................................................................................................................ 118
Data Logging (PC) ............................................................................................................................... 134
Data Logging (On Board) .................................................................................................................... 142
Keystrokes Reference ......................................................................................................................... 145
Glossary ............................................................................................................................................... 149
Appendix A: Electronic Engine Management Overview ...................................................................... 150
Appendix B: Trigger Sensors (Crank Sensors) ................................................................................... 155
Appendix C: Fault Finding ................................................................................................................... 162
Appendix D: E11v2 ECU Specifications .............................................................................................. 163
Copyright © Haltech 2008
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Haltech E11/E8 Instruction Manual
Page: 4
Copyright © Haltech 2008
Under copyright law, neither this manual nor its accompanying software may be copied, translated or reduced to electronic form, except as specified herein, without prior written consent
of Lockin Pty Ltd trading as Haltech. Copyright 2004
Lockin Pty Ltd
A.B.N. 68 061 744 303
also trading as Haltech
3 Centre Pl
Wetherill Park, 2164
Australia Ph: (+61) (02) 9729 0999 Fax: (+61) (02) 9729 0900
sales@haltech.com.au
http://www.haltech.com
WARNING
This system is capable of controlling either “intelligent” ignitors which have in-built
dwell control (commonly found on early EFI engines with electronic ignition) or “dumb”
ignitors which contain no such control (modern ECU controlled ignition systems). This
allows standard ignitors to be used in many cases. Most standard ignitors are dumb
igniters.
It is very important to set the system up to match the type of ignitor used!.
In the ignition set-up page the set-up should be:
To control intelligent ignitors set up as “Constant Duty”
To control dumb ignitors set up as “Constant Charge”
If the wrong set-up damage to the ignition system will occur.
Burning out ignitors due to wrong set-up will not be regarded as Warranty!
Please ensure all power supplies are disconnected before commencing any wiring.
Failure to follow all the warnings and precautions in this manual can lead to damage to
engine components and may possibly void your warranty. Incorrect setup of the ECU can
also lead to damaged engine components.
Damaged components due to incorrect setup will not be regarded as warranty repairs.
Haltech E11/E8 Instruction Manual
Copyright © Haltech 2008
Page: 5
LIMITED WARRANTY
Lockin Pty Ltd trading as Haltech warrants the HaltechTM Programmable Fuel Injection System to be free from defects in material or workmanship for a period of ninety days from the date of purchase.
Proof of purchase, in the form of a bill of sale or receipted invoice, which indicates that the product is within the warranty period, must be presented to obtain warranty service. Lockin Pty Ltd trading as Haltech suggests that the purchaser retain the dealer’s dated bill of sale as evidence of the date of retail purchase.
If the HaltechTM Programmable Fuel Injection System is found to be defective as mentioned above, it will be replaced or repaired if returned prepaid along with proof of purchase. This shall constitute the sole liability of Lockin Pty Ltd trading as Haltech.
To the extent permitted by law, the foregoing is exclusive and in lieu of all other warranties or representations, either expressed or implied, including any implied warranty of merchantability or fitness. In no event shall Lockin Pty Ltd trading as Haltech, be liable for special or consequential damages.
Haltech E11/E8 Instruction Manual

Introduction

Congratulations on purchasing a Haltech Engine Management System. This fully programmable product opens the door to virtually limitless performance modification and tuning of your vehicle. Programmable systems allow you to extract all the performance from your engine by delivering precisely the required amount of fuel and ignition timing that your engine needs for optimum output under all operating conditions.
This Installation and Wiring Guide will guide you through installing your Haltech ECU onto your vehicle. This section accompanies the Setup Guide and Tuning Guide that you or your tuner will need to refer to before completing your installation and configuration.

Before You Begin

IT IS BEST TO READ THIS ENTIRE MANUAL BEFORE STARTING.
At the very least, you should read Section One of the manual before you begin the wiring part of the 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.
Read any additional material (if supplied) accompanying this manual that updates the document since it was written.
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.
Don't do the minimum work possible. Carelessness in the early stages of installation can cause greater problems later on. 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 !. Another reason to exercise care during this installation is make sure there is no Fuel leaks and no wiring un-insulated which can cause a spark or a short and cause a fire or an explosion. Also make sure you follow the proper workshop precautions like when working underneath a jacked-up car, make sure you use safety stands.
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Copyright © Haltech 2008

Installation and Wiring Guide

Haltech E11/E8 Instruction Manual
Electromagnetic interference (EMI) from unsuppressed spark plugs and high tension leads can cause the ECU to fail. Please do not use them.
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 shield any wiring that may be affected by heat.
We recommend having your system tuned by a Haltech Dealer or by a Workshop that has the proper tuning equipment like exhaust gas analyser, fuel pressure meter, Dynamometer etc. Otherwise trying to guess or tune by ear can lead to disastrous lean out conditions that could destroy your engine.
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.
Copyright © Haltech 2008
Page: 7
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 24 Volt truck charger or reverse the polarity of the battery or any charging unit. Do not charge 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 ventilated. 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.
After completing the installation, make sure that there are no fuel leaks, and no wiring left un-insulated in case a spark or short-circuit occurs and causes a fire. Also make sure that you follow all proper workshop safety procedures. If you're working underneath a jacked-up car, always use safety stands!
Haltech E11/E8 Instruction Manual

Tools and Materials that you will need

Installation of this system can be easily carried out by professional mechanic(s) 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
(It is recommended that all connections be soldered except where crimped terminations are used. Soldering crimped terminations can cause the wire at the crimp to become weak. Most crimped terminations have sufficient strength alone as long as the appropriate crimping tool has been used)
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)
Personal Computer (preferably a laptop or portable computer) running Windows 95/98, Windows 2000 or Windows XP with an RS232 serial port. See section for the requirements of your PC.
A good quality Timing Light
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Copyright © Haltech 2008

Installation Guide

The installation guide will guide you through a typical installation. For details on the sensors and devices mentioned here, see section on Devices and Pin Outs.
Flying Lead Loom Installation on bare engine
The following list outlines the procedure for installing the E11 ECU with a flying lead harness: Unpack your ECU and identify the following components (some components may vary if you ordered a specific kit):
ECU
Main Wiring Harness
Coolant Temperature Sensor (purchased separately)
Air Temperature Sensor (purchased separately)
MAP Sensor (1, 2 or 3 Bar – purchased separately)
ECU Instruction Manual (which you are reading)
Programming Cable
Programming Disc with Programming Software
Fuse blocks and relays (on wiring harness)
Throttle Position Sensor (optional)
Idle Stepper motor (Optional)
Mounting Devices:
Locate a suitable location for the ECU. Ensure that the loom will reach the necessary parts of the engine and mount the ECU.
Locate a suitable location for your Fuse block, fuel pump relay, ignition relay, injector relay, ECU relay and any additional relays used for auxiliary devices (e.g. Thermofan, turbo timers, etc.). Mount all your relays. Run the loom into the engine bay, but leave the ECU connector disconnected.
Inputs:
Connect the Throttle Position Sensor (TPS).
Connect the Coolant Temperature Sensor.
Connect the Air Temperature Sensor.
Connect the MAP sensor (optional).
Connect O2 sensor (optional).
Connect the crank angle sensor to Trigger (sometimes referred to as a crank trigger). Sometimes these are driven off the cam, but still give a crank position. Leave the wiring in such a way so that changes to sensor wiring can be made if required when setting up.
Connect any cam angle sensors if applicable to the Home input. Leave the wiring in such a way so that changes to sensor wiring can be made if required when setting up.
Outputs:
When running the wiring for outputs, run any power and ground wiring back to the points where they will be connected, but do not connect power or ground connections yet.
Run the injector wires within the loom to the fuel injectors (each injector shares a common +12V with the
Note: Installation of engine management systems is a complex exercise to be undertaken
only after careful planning and research into the application for which the product is to be used. Damage to engine components is a distinct possibility if care is not taken during the installation and setup of the Haltech Engine Management System. If you are unsure about how to wire any components of your engine, please consult Haltech or an experienced installer for advice.
Haltech E11/E8 Instruction Manual
wires labelled “injector output” from the ECU providing the ground to switch the injector on and allow the fuel to flow).
Connect your fuel pump back to the fuel pump relay.
Run the loom from all ignition outputs to ignition modules (often called ignitors or spark amplifiers) but leave the ignition modules disconnected at this stage. See warning at beginning of manual. Connect ignition modules to coils and run wiring for coil(s) power supply back to the relay.
Connect idle control motors if applicable.
Connect any other auxiliary devices such as thermo-fans or turbo wastegate solenoids.
Power & Ground:
Connect all ground connections to a central location, any unused black wires in the wire harness can be grounded.
Connect power from the battery to the fuse block. Try to keep the wires from the battery to fuse block short and ensure that this run of wire is well protected from damage to its insulation in case of a short circuit.
Connect power from the fuse block to each relay that supplies power to injectors, ignition, ECU and any other auxiliary devices that require a switch 12V supply.
Ensure that the ignition modules and fuel injectors are disconnected at this stage.
Connect the ECU to the loom and connect a laptop computer to the D9 serial connector. Proceed to the Setup Guide.
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Copyright © Haltech 2008
IMPORTANT INSTALLATION NOTE !!
To avoid damage to ignition components, never connect the ignition modules to the ECU until the ECU is configured. The same applies to the Fuel System, never connect fuel injectors until the ECU is configured, otherwise the engine may flood with fuel.
When wiring a Haltech ECU, it's extremely important that you have good connections to the vehicle's electrical ground and battery power. If possible, supply power to the fuel injectors, ECU and ignition system directly from the positive terminal of the 12V Battery (via relays). Don't just look for any wire that has 12 volts while the ignition is on, and assume that's good enough.
Trying to get power from unknown wires causes many problems and makes it very hard to diagnose a fault. That wire may have a large voltage drop, or be picking up electrical noise which can interfere with the ECU. Avoid running wires next to starter motor cables or ignition coils and their wiring, including high tension Leads. Also keep the ECU's wiring away from the antenna cables of radio transmitting equipment (e.g. CB, UHF radios) and cables from high powered car audio systems. All can cause ECU malfunctions.
When crimping cables, use a good crimp tool. After crimping each connector, pull on the cable and connector and make sure that it doesn't come loose. If you're soldering connections, make sure that you have a large enough soldering iron to ensure that the joint gets hot enough and allows a good flow of solder onto the wires. Some cheap or faulty irons just barely melt the solder, which only sticks to the wire instead of making a good solder connection. Properly insulate all connections.
Haltech E11/E8 Instruction Manual

Sensors and Device Pin Outs

Manifold Absolute Pressure Sensor

Figure 1 - MAP Sensor
The MAP sensor is used to convert the manifold pressure into an electrical signal for the 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.
There are three types of MAP sensors that can be used with the system. Which sensor is required depends on the engine set-up.
Sensor Name Range of Operation Application
1 Bar Sensor (Part No. 039 4070)
(Green plug)
-100kPa to 0 kPa Normally Aspirated Engines
2 Bar Sensor (Part No. 886 3189)
(Orange plug)
-100kPa to 100kPa
(15 psi of boost, 1 atmosphere)
Turbo or Supercharged Engines up to 100kPa boost
3 Bar Sensor (Part No. 749 3169)
(Orange plug)
-100kPa to 200kPa
(30 Psi of boost, 2 atmospheres)
Turbo or Supercharged Engines up to 200kPa boost
Note: Make sure you have the correct MAP sensor for your engine. The first three digits of the part
number are stamped on the sensor housing.
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. 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 weatherproof but it is good practice to mount the sensor in a protected position away from moisture and heat.
Copyright © Haltech 2008
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Haltech E11/E8 Instruction Manual

Coolant Temperature Sensor

The coolant temperature sensor has a solid brass temperature-sensing tip. Refer to the diagram for physical details of the sensor at the back of this manual. 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 gives access to the coolant stream before you drill and tap the thread. The sensor should be mounted 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. If necessary drain the coolant from the vehicle to fit the temperature sensor then consult the factory manual on how to purge the cooling system of air and check the engine does not require topping­up with coolant after the engine has reached operating temperature.
Figure 2 - Coolant Temp Sensor

Inlet Air Temperature Sensor

The air temperature sensor is used to compensate for changes in air density due to air temperature. Cold air has a higher density 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 ECU will automatically compensate using the signal received from the air temperature sensor (once the air temperature correction map is setup and enabled in the programming software).
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. Be aware in some situations, mounting the sensor into the inlet manifold (especially at the rear) may case Heat Soak problems.
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 this is done so you don’t get any metal particles entering the inlet manifold, as these will be drawn into the engine and may cause damage.
Figure 3 - Air Temp Sensor
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 turbo 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.
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Copyright © Haltech 2008
Haltech E11/E8 Instruction Manual

Throttle Position Sensor

Figure 4 - Throttle Position Sensor
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 lower value when at zero throttle than at full throttle.
Note: Make sure that the axis of rotation of the shaft is exactly aligned with the axis of rotation of the sensor, otherwise some binding may occur. Also, do not use the TPS as a throttle stop. In either case, the TPS will be damaged.

Ignition Modules

The Ignition Module should be mounted on a flat surface (eg. the firewall) to ensure proper heat dissipation and to avoid stress on the wiring connections. It is also important to prevent the module overheating by mounting it away from hot components such as exhaust manifolds and turbochargers.
Included with your ignition module, should be a wiring diagram for your ignition module. Follow the directions on these instructions to connect your ignition module(s) to your main wiring harness. Locate the ignition wires in the main loom. Using the supplied pins, crimp the pins onto the appropriate wires and insert them into the appropriate locations in the ignitor plug, but do not connect it to the ignitor until the ignition settings in the ECU are verified by connecting the ECU to a computer with Haltech programming software.
Copyright © Haltech 2008
Page: 13
Haltech E11/E8 Instruction Manual
Figure 5 - Haltech Dual Channel Ignition Module
Exhaust Gas Oxygen Sensors (Optional)
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.
Figure 6 - O2 Sensor
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Copyright © Haltech 2008
Warning
If using “Intelligent” ignitors such as the old Bosch 008 ignition module (rare), Constant Duty Cycle Mode should be selected in the Ignition Setup Page. If using a “Dumb” ignitor (Most standard ignitors are dumb, as are modern Haltech ignitors), the Constant Charge Mode should be selected in the ignition setup page.
Do not connect the ignition sub-loom to the main wiring loom until after you have configured the ECU by connecting it to a computer with Halwin programming software.
Haltech E11/E8 Instruction Manual

Power Relays

There are three relays used with the Haltech ECU, the main power relay, the ignition relay and the fuel pump relay. These relays look almost identical, to determine which relay should go into which connector the diagram on the side or top of the relay will need to be compared to the diagram in the Haltech wiring diagram.
Figure 7 - Power Relay
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.
Fuse Block Assembly
The fuse block assembly holds the fuses that protect the various components of the engine management system.
The fuse block is supplied from the factory with fuses installed. The fuse ratings and connections are shown in the wiring diagram at the end of the manual. The fuse ratings have been selected to protect the Haltech ECU and the electrical systems that supply it. Fuse ratings should only be changed if the expected normal load current exceeds the factory specification. Altering the fuse ratings could cause severe damage to the system.
The fuse block should be positioned so that it can be accessed easily in case of fuse failure. Do not mount the fuse block where it could be exposed to water. Mount the fuse block using the two screws holes in the block ensuring that vibration will not cause the screws to vibrate loose.
Figure 8 - Fuse Block

Trigger Wiring (Crank and Cam Angle Sensors)

The most critical sensor on the engine is the engine speed sensor, without this sensor the ECU would not know that the engine is moving and therefore it would never fire a spark nor inject any fuel.
The ECU gets information from the crankshaft and camshaft position sensors in the form of electrical impulses over a period of time. When the ECU knows what pulses to expect it can compare this to what pulses it receives and determine the engine speed and position at any point in time.
Copyright © Haltech 2008
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Haltech E11/E8 Instruction Manual
There are two main types of sensor used for this application;
Reluctor Sensor Types
Variable Reluctance Transducers (VRT or simply reluctor) – this kind of sensor produces a sine wave output. Generally a VRT sensor will have only 2 wires (a third wire may be present but its generally a shield wire to help protect the signal from “noise”).
VRT sensors DO NOT require a power supply, they will have a signal wire and a ground wire only, the way they work is almost the opposite of an electric motor with only one brush where the sensor has a magnet inside with a coil of wire wrapped around it. As a ferrous material passes by the magnet the magnetic field is disrupted and a voltage spike is created in the coiled wires surrounding the magnet producing a sine wave. This signal is what is fed into the ECU. The ECU cannot interpret a sine wave directly and must first process the sine wave into a digital signal before it is able to use this information. The part of the ECU hardware that conditions the reluctor signal is called a reluctor adapter and it converts the reluctor signals shown above to a square waveform similar to that of the Hall effect trigger. The reluctor adapter and its tuning is dealt with in detail further later on.
Hall Effect Sensor Types
The second type of sensor found of crank and camshafts known as a Hall Effect (this includes optical sensors) sensor. This style of sensor has a transistor and some electronics built into the sensor itself and will generally require a power supply and ground of some sort. For this reason a hall effect sensor usually has at least 3 wires. The output of this style of sensor is a digital square wave.
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Copyright © Haltech 2008
Figure 9: Reluctor Style Sensor Figure 10: Reluctor Scope Trace
Figure 11: Hall Effect Sensor (Optical)
Haltech E11/E8 Instruction Manual
Because the output from a hall effect sensor is already in digital form the ECU does not need to do any signal conditioning to be able to use it.
When given the option a hall effect sensor is always the best option to put on an engine and it reduces the amount of work required of the ECU.
In applications where either direct fire ignition or sequential fuel injection is required the ECU must have a way of determining where it is in the firing order at any point in time and which cylinders are on compression and which are on exhaust. The only way of determining this is to use a sensor connected to the camshaft that sends a signal to the ECU when the engine is approaching cylinder 1 TDC on the compression stroke.
Flying Leads
Locate and connect the following flying leads.
Black (Ground)
Locate a good chassis ground point or the negative terminal of the battery 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 ECU 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.
Orange
The two orange wires are used to operate the fuel pump. When the Haltech 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.
Figure 12 - Fuel Pump Wiring
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.
Copyright © Haltech 2008
Page: 17
Haltech E11/E8 Instruction Manual

Wiring Injectors

When wiring fuel injectors all Injectors share a common +12V supply voltage with the ECU INJ output supplying the ground for the injector when fuel delivery is required. It is also essential for the +12V supply voltage to the injector to be the same +12V supply that goes to the ECU. If using the Haltech long flying lead harness this is already preterminated, if you are wiring your own harness you will need to ensure you make this connection.
When wiring E8 or E11 for sequential fuel injection, fuel injectors should be wired with inj1 output to cylinder 1, inj2 output to cylinder 2 and so on, the injectors firing sequence will be set in the software via the firing order found on the advanced tab of the main setup page. If semi-sequential injection mode is used the injection sequence will always be Inj1, inj2, inj3 inj 4 etc regardless of the firing order set in the software.

Wiring Ignition

See below for some tables describing typical ignition wiring layouts
On the E8 and E11v2 ECU’s an external ignition amplifier (otherwise known as an ignition module, an ignitor or ignition power transistor) is required. Some Ignition coils have these modules built into the coil itself, others do not. As a general rule of thumb any coil with only 2 wires does NOT have the ignition module built into it, you will need an additional ignition amplifier on these coils. If in doubt of your ignition module requirements call your Haltech representative or the manufacturer of the ignition system.
When wiring E8 or E11 for direct fire ignition, ignition outputs should be wired with ign1 output to cylinder 1, ign2 output to cylinder 2 and so on, the ignition firing sequence will be set in the software via the firing order found on the advanced tab of the main setup page. If wasted spark ignition is used the ignition sequence will always be Ign1, ign2, ign3 ign 4 etc regardless of the firing order set in the software.
Distributor Ignition
Distributor ignition output is always on IGN 1.
Twin Distributor Ignition
Ignition output will always appear on IGN 1 and IGN 2 channels. In the majority of cases, IGN 1 will be the first output to fire.
Waste Spark Ignition
When setup for waste spark ignitions, the order of the ignition outputs is simply in the order of the outputs. IGN 1 will fire first, then IGN 2 will fire next etc until the last ignition channel is reached regardless of engine firing order. The following example is for a 6-cylinder engine that fires 1-5-3-6-2-4.
Figure 13 - Waste Spark Ignition Configuration
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Copyright © Haltech 2008
1
2
3
4
5
6
Ignitor
+ Coil
1
Ignitor
+ Coil
2
Ignitor
+ Coil
3
ECU
IGN1
IGN2
IGN3
Haltech E11/E8 Instruction Manual
Direct Fire Multi-Coil Ignition (1 coil per cylinder)
Wire each ignition output to its corresponding coil with IGN1 output wired to cylinder 1’s coil/Ignitor, IGN2 output wired to cylinder 2’s coil/Ignitor etc. The firing order for ignition will be taken from the firing order that is specified in the Main Setup in the programming software. Its important to note the difference in wiring order between direct fire and wasted spark – in direct fire mode the ECU will fire the ignition outputs according to the firing order entered into the software where as in wasted spark mode the ECU will disregard what is in the software and fire the ignition outputs in the order of the Haltech ignition output (ie IGN 1, IGN2, IGN3 etc.) Note: E8 ECU is only capable of driving 4 individual coil channels, and can therefore only do direct fire on a 4 (or less) cylinder engine.
Figure 14 - Direct Fire Ignition Configuration
Copyright © Haltech 2008
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1
2
3
4
5
6
ECU
IGN1
Ignitor + Coil 1
IGN2
Ignitor + Coil 2
IGN3
Ignitor + Coil 3
IGN4
Ignitor + Coil 4
IGN5
IGN6
Ignitor + Coil 5
Ignitor + Coil 6
Haltech E11/E8 Instruction Manual
This section will guide you through setting up the software and calibrating the necessary values to enable you to start your engine and achieve a steady idle. By the end of this section, the vehicle will not be ready to be driven, but will be ready to be tuned which is described in the Tuning Guide in section 3.
This setup guide assumes basic knowledge of automotive fuel, ignition and triggering systems. If you find settings or concepts that are confusing or difficult to understand, please refer to the appendices of this manual for more background information on these topics.
It is assumed that you are competent with operating your personal computer and are familiar with the basic concepts of the Windows operating system environment. The Halwin software and this manual have made every possible attempt to keep the setup procedure simple. This section will cover only the bare minimum information required to operate the Halwin software package for the setup procedure outlined. For more details on the advanced features, make sure that you read section – The Halwin User Guide.
Halwin Programming Software
Computer Requirements
The programming software requires a PC running Windows 95 release 2, Windows 98, Windows 2000, Windows Millennium or Windows XP with the following specifications.
Minimum Requirements:
233MHz processor
VGA colour display 800x600 (preferably 1024x768)
4Mb of memory
10 MB of free Disk space
Installing Halwin
Installing Halwin onto your PC is performed similar to any other Windows software package. Installation is outlined below to ensure correct installation:
Insert the CD-ROM into your PC’s CD-ROM drive.
Run the executable file “SETUP.EXE” from the CD-ROM drive. Continue at step 3. Otherwise, skip ahead to step 6. (Note: on some later Software versions, the disk may auto-run setup.exe)
Double click on the “My Computer” icon on the desktop.
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Setup Guide

Note: Haltech will NOT provide support on operating your PC
Haltech E11/E8 Instruction Manual
Figure 15 - Halwin Software Installation
Double click on the CD-ROM icon to open the CD-ROM. If the setup software does not automatically open, then double click on the “SETUP.EXE” icon to start the setup software.
Figure 16 - Halwin Software Installation
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Haltech E11/E8 Instruction Manual
After double clicking on the ‘SETUP.EXE’ icon, the following screens will appear.
Figure 17 - Halwin Software Installation
Figure 18 - Halwin Software Installation
Click on ‘Next >’ to continue and follow the instructions given to you on the windows that appear.
When prompted for which type of installation to perform, choose ‘Typical’ if you are unsure.
Starting Halwin
After installing the software, an icon should appear on your desktop similar to the one shown in the picture below.
Figure 19 - Halwin Icon
Double click on the icon to start Halwin.
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Haltech E11/E8 Instruction Manual

Powering Up for the first time

Going Online with the Software
With your programming cable (RS232) attached to your ECU and the other end connected to your laptop, power up the ECU by turning your key to IGN. Start the programming software on your PC. The following window will appear on the screen when the software detects the ECU connected and able to communicate with the software. If you do not get this window displayed, then check your ECU power and serial connection. If you are using a USB/Serial adaptor ensure that the adaptor is emulating the same port that you have selected for communications in the program setup tab of Halwin (default is COM1 in Halwin).
Figure 20 - Halwin Online Prompt
Select the option Online. This will load the map from the ECU into the programming software. The status indicator will show how much of the map has been loaded.
Figure 21 - Halwin loading map
After the map has been loaded into the ECU, the status indicator will show that the ECU is ‘ONLINE’. When Online, all changes made to the maps will be sent to the ECU. When operating the software Online, some caution is required as some changes are applied immediately in real time.
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WARNING
Now is the time to double check that your ignition modules and fuel injectors are not connected to the ECU. Powering up the ECU with the wrong configuration can lead to damage to your ignition modules and/or ignition coils or excessive fuel deposited in your engine if you leave these devices connected.
Haltech E11/E8 Instruction Manual
Figure 22 - Halwin Online

Setup Menus

Main Setup

If the map for your engine is unavailable for your vehicle, then you will need to create your own settings by following through the settings below.
Figure 23 - Main Setup
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Haltech E11/E8 Instruction Manual
Engine Config Group
• Engine Type – Select your Engine type, Piston (reciprocating) engine or Rotary engine.
• No of Cylinders - Set this field to the number of cylinders your engine contains if you are
configuring for a piston engine
• No of Rotors – Set this field to the number of Rotors when configured for a Rotary engine Type.
• Load Sensing - Set this to match the load sensing method you are using. Most engines will
operate using manifold pressure to sense engine load. If your engine employs any form of supercharging or Turbo charging, select a suitable MAP sensor range. Engines with wild cams, most motorbikes, multi-throttle bodies or heavily ported rotaries will require a TPS as the load sensing. If you are unsure what to use, contact your Haltech dealer.
Correction Maps Group
Click on the checkboxes on the left to place a tick next to the correction maps that you wish to have enabled. To disable a map, click on the checkbox to clear the tick. Choices are Inj Coolant Map, Inj Air Temp Correction Enable, Post Start Enrich Enable, Primer Map Enable, Post Start Type, Battery Correction Map Enable, Barometric Correction Enable, Ignition Coolant Map Enable. Ignition Air Map Enable and Post Start Timing Offset.
RPM Group
• Max Cranking RPM - When the engine RPM is below this value, the engine is considered to be
cranking under the starter motor power. When the RPM exceeds this value, the engine is considered to be started and running. This allows the ECU to determine what is Cranking and what is Running.
• Rev Limit Enable - Click on this checkbox if you want to enable the Rev Limiter.
Rev Limiter Options Group
Figure 24 - Rev Limiter Settings
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Haltech E11/E8 Instruction Manual
• Rev Limit Type – Select which output the Rev Limiter will use - Fuel or Ignition.
Note: Be careful when using “Ignition” for Rev Limiting on vehicles with
Catalytic Converters. Unburned fuel can overheat and damage the converter.
• Rev Cut Type – The method for cut-out to Ignition or Fuel can be either Hard or Soft. Hard cut is
an instant stop to Fuel or Ignition and Soft Cut is a progressive or gradual cut (see figure xx). Selecting Hard Cut with Fuel as the Rev Limit Type, the injection time will be set to Zero if the RPM exceeds the value set in the RPM Limit field. If Ignition is used as the Rev Limit Type, then spark charge Time will go to Zero when RPM exceeds the value in the RPM Limit field. When using Soft cut, you can choose the type of sequence or aggressiveness of the cut by selecting Linear, Hard to Soft, Soft to Hard or a Custom style.
Figure 25 - Soft Cut Rev Limiter
Miscellaneous Group
• Engine Operating Temp - When the coolant temperature is below this temperature, the engine is
considered to be cold. Features such as injector primes that depend upon operating temperature will use this temperature to decide if the engine is at operating temperature.
Throttle Group
• WOT Value % - Wide Open Throttle (WOT) value. When using Full Throttle Maps, this threshold
defines over what percentage a full throttle map will work at. Example: if you set WOT value say 95% and WOT Map is enabled (Setup/Fuel Setup/Maps Group), when the Throttle position exceeds 95% the Full Throttle Map will take effect.
• Throttle pump Dead Band - Some Throttle Position Sensors (TPS) may have some residual
noise. When watching the Engine Data page you may notice the TPS value move slightly even when no physical throttle movement is present. In some cases having a worn throttle shaft or multiple throttle bodies, engine vibration may cause throttle movement which can trigger a Throttle Pump Correction (causes an unexpected rich fuel mixture at idle or at a light load). If you think this
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Copyright © Haltech 2008
4900 5000 5100 5200 5300 5400 5500 5600
Soft to
Hard
Linear
Hard to
Soft
Haltech E11/E8 Instruction Manual
is causing a problem, then increase the Dead Band value slightly higher than the jitter or fluctuation value read from the TPS Engine Data Page reading. Typical values are around 0.5% to 2%.
Main Setup - Advanced Tab
Figure 26 - Advanced Setup Window
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Haltech E11/E8 Instruction Manual
Firing Order
The firing order table is filled out with respect to cylinder number 1. Here are some examples of common engine firing orders:
4 Cylinder 4 stroke Piston
1st Cylinder to fire 1
2nd Cylinder to fire 3
3rd Cylinder to fire 4
4th Cylinder to fire 2
8 Cylinder 4 stroke Piston
1st Cylinder to fire 1
2nd Cylinder to fire 8
3rd Cylinder to fire 4
4th Cylinder to fire 3
5th Cylinder to fire 6
6th Cylinder to fire 5
7th Cylinder to fire 7
8th Cylinder to fire 2
Firing Angles
To cater for ‘odd fire’ engines, certain triggers make use of the firing angles. To configure the firing angles, type in the angle at which the cylinder fires with respect to cylinder number 1. This means that Cylinder 1 Angle will always be zero.
Example:
If you have an ‘even fire’ 4 cylinder engine with firing order 1-3-4-2, then the angles will be:
Cylinder 1 Angle = 0 Since the angles are with respect to cylinder 1, the definition means that
this angle must be zero.
Cylinder 3 Angle = 180 With an even fire engine, all angles between all cylinders are always
evenly spaced. Therefore, for a 4 cylinder engine will have 720/4=180 degrees between cylinder events. Since cylinder 3 is the next to fire, it will be 180 away from cylinder 1.
Cylinder 4 Angle = 360 Cylinder 4 will fire 180 degrees after cylinder 3, therefore it fires 360
degrees after cylinder 1.
Cylinder 2 Angle = 540 Cylinder 2 fires 180 degrees after cylinder 4, therefore it fires 540 degrees
after cylinder 1.
For even fire engine applications (most engines) the cylinder firing angle does not need to be calculated by hand, simply press the “auto generate firing angles” button on the setup page and the correct firing angles will be generated. It is only in the case of an odd fire crankshaft that the firing angles need to be hand generated (ie where the angle between each cylinders TDC is not constant).
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6 Cylinder 4 stroke Piston
1st Cylinder to fire 1
2nd Cylinder to fire 5
3rd Cylinder to fire 3
4th Cylinder to fire 6
5th Cylinder to fire 2
6th Cylinder to fire 4
Haltech E11/E8 Instruction Manual
Listed below are typical cylinders angles for typical firing order, piston engines.
4 Cylinder 4 stroke Piston firing order 1-3-4-2
Cylinder Angle
Cylinder 1 Angle 0
Cylinder 2 Angle 540
Cylinder 3 Angle 180
Cylinder 4 Angle 360
6 Cylinder 4 stroke Piston firing order 1-5-3-6-2-4
Cylinder Angle
Cylinder 1 Angle 0
Cylinder 2 Angle 480
Cylinder 3 Angle 240
Cylinder 4 Angle 600
Cylinder 5 Angle 120
Cylinder 6 Angle 360
8 Cylinder 4 stroke Piston firing order 1-8-4-3-6-5-7-2
Cylinder Angle
Cylinder 1 Angle 0
Cylinder 2 Angle 630
Cylinder 3 Angle 270
Cylinder 4 Angle 180
Cylinder 5 Angle 450
Cylinder 6 Angle 360
Cylinder 7 Angle 540
Cylinder 8 Angle 90
Copyright © Haltech 2008
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Haltech E11/E8 Instruction Manual
The Trigger and Ignition setup pages are the most Important part of any Installation!.
Getting these settings wrong or not understanding them will lead you into problems. The ECU has no idea what is connected to it or what it supposed to see. This is why the settings must be properly set to suit the application. The other issue is making sure the ECU can interface to the sensor(s) which different types of signals like Hall Effect signals and Reluctor (Magnetic sensor). Interfacing to these signals may require the use of external signal conditioners such as the Haltech RA10.

Trigger Setup

Figure 27 - Trigger Setup Screen
Trigger Group
• Type of Trigger System - Select the type of trigger that your engine uses from the options in the
drop down menu.
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