Haltech F9A User Manual
V2.0
Contents at a Glance
F9
Page
Introduction................................................................7
Section 1 ...............Getting Started
Chapter 1..................... Installation................................................15
Chapter 2..................... Getting Online.......................................... 26
Chapter 3..................... Engine Identification................................ 31
Chapter 4..................... Adjusting Haltech Maps ..........................34
Chapter 5..................... Starting the Engine................................... 44
Section 2 ...............Other Adjustable Features
Chapter 6..................... Throttle Effects........................................48
Chapter 7..................... Cold Starting and Running.......................51
Chapter 8..................... Correction Factors.................................... 53
Section 3 ...............Software Features
Chapter 9................... File Storage and Retrieval........................ 56
Chapter 10................... Printing Maps........................................... 59
Chapter 11................... Datalog.....................................................60
Chapter 12................... Customising the Software........................63
Section 4 ...............Appendices
Appendix A.................Troubleshooting....................................... 64
Appendix B................. Injector Impedance................................... 69
Appendix C................. Fuel Systems and Staging........................71
Appendix D.................Wiring Diagrams...................................... 76
F9A
Introduction.................................................................................... 79
Chapter 1..................... Wiring Notes............................................80
Chapter 2..................... Using the Software Features.................... 81
Chapter 3..................... Idle Speed Control...................................82
Chapter 4..................... Closed Loop Control................................ 84
Chapter 5..................... Auxiliary Outputs.....................................89
Appendix A.................Wiring Diagrams...................................... 99
1
F9 Table of Contents
Introduction
Introduction............................................................................................... 7
Installation Overview....................................................................... 7
Before You Begin............................................................................ 8
Tool/Supply Requirements.............................................................. 9
How It Works................................................................................... 9
The Advanced Mode of the F9A ...................................................11
Haltech F9 Specifications ....................................................................... 12
Section One ..........Getting Started
Chapter 1 - Haltech F9 Installation......................................................... 15
1.1 Overview..............................................................................15
1.2 Installation Summary ........................................................... 16
1.3 Expanded Installation Guide................................................ 16
1.3.1 Manifold Absolute Pressure (MAP) Sensor............. 16
1.3.2 Coolant Temperature Sensor.................................... 17
1.3.3 Inlet Air Temperature Sensor................................... 19
1.3.4 Throttle Position Sensor...........................................20
1.3.5 Route Wiring Harness and Connect Sensors............20
1.3.6 Power Relays............................................................ 21
1.3.7 Fuse Block Assembly............................................... 21
1.3.8 Electronic Control Unit (ECU)................................ 22
1.3.9 Flying Leads............................................................. 23
1.3.10 Configure DIP switches............................................ 24
1.3.11 Route Optional Auxiliary Loom............................... 25
1.3.12 Connect the ECU......................................................25
Chapter 2 - Getting Online...................................................................... 26
2.1 Connecting the Haltech F9 to a Computer........................... 26
2.2 Operating the Software......................................................... 26
2.2.1 Computer Requirements........................................... 26
2.2.2 Installing the Software.............................................. 26
2.2.3 Running the Software from the Hard Disk...............28
2.2.4 Running the Software from the Floppy Disk ........... 28
2.2.5 Azerty Keyboards..................................................... 28
2.2.5 Acknowledging the Risks.........................................29
2.3 The Online and Offline Modes............................................. 29
2.4 Using the System Online......................................................29
2.5 The Main Menu.................................................................... 30
2.6 How to Quit.......................................................................... 30
2.7 Checking the Engine Data....................................................30
2
Chapter 3 - Engine Identification............................................................ 31
3.1 Checking the Identification.................................................. 31
Chapter 4 - Adjusting Haltech Maps....................................................... 34
4.1 What are maps?....................................................................34
4.2 What is mapping the Engine?............................................... 34
4.3 Using the Software............................................................... 35
4.4 Accessing The Fuel Map......................................................35
4.4.1 Fuel Setup................................................................. 35
4.4.2 Adjusting Bar Height in the Map .............................37
4.5 How To Quit......................................................................... 38
4.6 Time Saving Functions......................................................... 38
4.6.1 Current Location....................................................... 38
4.6.2 All Ranges ................................................................38
4.6.3 Selecting Groups of Bars..........................................39
4.6.4 Percentage Changes..................................................39
4.6.5 Linearise...................................................................39
4.6.6 Numeric Mode..........................................................39
4.6.7 Bar Increments.......................................................... 40
4.6.8 Help Function........................................................... 40
4.7 Duty Cycles.......................................................................... 41
4.8 Command Summary for maps.............................................. 43
Chapter 5 - Starting the Engine............................................................... 44
5.1 Calibrating the Throttle Position Sensor.............................. 44
5.2 Checking the trigger............................................................. 44
5.3 Determining Engine Fuel Needs ..........................................44
5.3.1 Tuning for Idle.......................................................... 45
5.3.2 Tuning for No Load..................................................45
5.3.3 Loading the Engine................................................... 45
5.3.4 On the Dyno ............................................................. 46
5.3.5 On the Road.............................................................. 46
5.5.6 Fine Tuning the Engine............................................46
Section Two..........Other Adjustable Features
Chapter 6 - Throttle Effects..................................................................... 48
6.1 Throttle Response................................................................. 48
6.2 Zero Throttle Map................................................................ 49
6.3 Full Throttle Map .................................................................50
Chapter 7- Cold Starting and Running....................................................51
7.1 Cold Cranking ......................................................................51
7.2 Fuel Correction vs Coolant Temperature............................. 52
Chapter 8 - Correction Factors................................................................ 53
8.1 Fuel Versus Air Temp Map.................................................. 53
8.2 The Battery Voltage Map..................................................... 53
8.3 Barometric Correction..........................................................54
8.4 Post Start Enrichment...........................................................54
3
Section Three .......Software Features
Chapter 9 - File Storage and Retrieval.................................................... 56
9.1 Saving Maps and Identification............................................ 56
9.1.1 The Save Command.................................................. 56
9.1.2 Giving Your Map A Filename.................................. 56
9.2 Loading Maps and Identification ......................................... 57
9.3 File Management..................................................................57
9.3.1 Erasing Unwanted Maps........................................... 57
9.3.2 Changing Directories................................................58
Chapter 10 - Printing Maps..................................................................... 59
10.1 The Print Function................................................................59
Chapter 11 - Datalog...............................................................................60
11.1 The Datalog Option.............................................................. 60
11.1.1 Setting Up the Datalog Page..................................... 60
11.1.2 Creating a Datalog....................................................60
11.1.3 Viewing the Datalog.................................................61
11.1.4 Datalog File Management ........................................61
11.1.5 Printing Datalogs...................................................... 62
Chapter 12 - Customising the Software ..................................................63
12.1 The Setup Page..................................................................... 63
12.1.1 The Display .............................................................. 63
12.1.3 Com Port................................................................... 63
Section Four.........Appendices
Appendix A - Troubleshooting ............................................................... 64
A.1 Overview..............................................................................64
A.2 Control Programme Problems.............................................. 65
A.3 Starting Problems................................................................. 66
A.4 Idling Problems ....................................................................67
A.5 Light Throttle and Cruising Problems..................................67
A.6 Full Power Problems ............................................................ 67
A.7 Throttle Response Problems.................................................67
A.8 Cold Running Problems ....................................................... 68
A.9 Fuel Consumption ................................................................68
Appendix B - Injector Impedance........................................................... 69
B.1 The F9 Injector Drivers........................................................ 69
Appendix C - Fuel Systems & Staging ...................................................71
C.1 Fuel Requirement ................................................................. 71
C.2 Injector Flow Capacity......................................................... 71
C.3 Injector Staging .................................................................... 72
4
C.4 Fuel Pump Capacity.............................................................73
C.5 Fuel Rails and Pressure Regulators......................................74
Appendix D - Wiring Diagrams.............................................................. 75
5
F9A Table of Contents
Introduction............................................................................................. 79
Chapter 1 - Wiring Notes........................................................................ 80
Chapter 2 - Using the Software Features ................................................ 81
2.1 Enabling Options..................................................................81
Chapter 3 - Idle Speed Control................................................................ 82
Chapter 4 - Closed Loop Control............................................................ 84
4.1 Using Different Oxygen Sensors.......................................... 86
Chapter 5 -Auxiliary Outputs..................................................................87
5.1 Turbo Waste Gate Control (TWG)....................................... 88
5.2 Dual intake Valve Control (DIV).........................................90
5.3 Torque Converter Lockup (TCC).........................................90
5.4 Electric Thermatic Fan Control (TF) ................................... 92
5.5 Electric Intercooler Fan Control (IF) ................................... 93
5.6 Shift Light Illumination (SL) ............................................... 94
5.7 Auxiliary Fuel Pump (AP) ................................................... 94
5.8 Anti-Stall Solenoid Control (AS)......................................... 96
5.9 Staging Signal Function (SS)............................................... 96
5.10 Turbo Timer (TT)................................................................. 97
Appendix A -F9A Secondary Harness Wiring Diagram......................... 98
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 Invent
Engineering Pty Ltd trading as Haltech.
© Copyright 1995 Invent Engineering
Pty Ltd
Unit 7 / 130-134 Taren
Point Rd
Taren Point, NSW 2229
Australia
MS_DOS is a registered trademark of Microsoft
Corporation. IBM is a registered trademark of
International Business Machines Corporation
Print Version : 1.5 ..................................................Date : 5 February 1998
6
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 several years, 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
carburetted engines.
Haltech users have discovered that the flexibility of the Haltech Electronic Control Unit
(ECU) and PC based programming software leads to the easiest possible installation on
everything from traditional pushrod V8s to high performance turbocharged racing
motorcycles. We are proud of the fact that some of the most respected professional racers and
supercar builders in the world use Haltech equipment for the same reasons that Haltech is
popular with motorsports enthusiasts: it is flexible and friendly; is installed easily; and you
can tune your Haltech simply without having to make the project a major research effort.
Installation Overview
The Haltech F9 system utilises a special-purpose programmable microcomputer designed for
engine management. The F9 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. Finally, you will mount and
connect the ECU itself. Haltech systems provide electronic fuelling control. The engine must
already be configured with intake manifold and suitable injectors, a fuel rail with pressure
regulator, and a high-pressure pump. If you 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 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
7
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.
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.
Avoid open sparks, flames, or operation of electrical devices near flammable
substances.
Always disconnect the Battery cables when doing electrical work on your vehicle.
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.
8
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.
Note: In this manual, reference will be made to MAP (Manifold Absolute Pressure - as in
MAP sensor) and the fuel maps stored in the ECU. Both are common industry terms, with
entirely different meanings.
Tool/Supply Requirements
Installation of this system can be easily carried out by professional mechanics and most
experienced home mechanics if the following tools and components are available:
Voltmeter or Test Light
A selection of screwdrivers and spanners
Soldering Iron and solder (we recommend soldering all connections)
Wire Cutters and Pliers
Crimping Tool and assorted terminals
Drill with assorted drill bits
3/8" NPT Tap
1/4" GAS Tap
Electrical Tape or Heat Shrink tubing
Teflon pipe sealing tape
Nylon cable ties
Jeweler’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.
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.
9
Electronic fuel injection revolves around the use of solenoid actuated injectors. These devices
employ a coil attached to a valve. When the coil is energised, the valve opens and fuel is
allowed to flow. As long as the pressure between the fuel and the air in front of the injector
nozzle is held constant, the rate of fuel flow will remain the same. By accurately controlling
the length of time the injector remains open, precise quantities of fuel can be metered to the
engine.
Since we have no convenient means of directly measuring the amount of air entering the
engine to determine the amount of fuel to deliver, we use a number of engine parameters to
determine an injection opening time. We build a table that breaks the engine's operation into a
series of rpm ranges. At each range, we consider the load on the engine, using either the
position of the throttle or the manifold pressure as a reference to the load on the engine.
Collectively, the ranges in this table (also called a look-up table), form a map of the
volumetric efficiency for the engine. Our standing assumption, therefore, is that for any
combination of engine speed and load, we have a direct reference to the amount of air that is
being drawn into the engine by means of this map.
The Haltech F9 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 E6A ECU
has a look-up table configured in the same way as for the fuel, but instead of the fuel delivery
in the table the Ignition Map contains the Ignition Advance for that point. This means that the
ignition point can be controlled with much greater accuracy then ever possible with bobweights and vacuum advance in a distributor.
10
The Advanced Mode Features of the F9A
This is an upgraded version of the F9 with expanded capabilities in controlling and using
various engine accessories. The F9A can perform such functions as Turbo Waste Gate
control, Closed Loop Lambda control, etc.
If you have purchased an F9A, these extra options would already be available. Refer to the
F9A Section of this manual for instructions in using the extra functions.
If you have an F9 system, and would like to make use of the F9A’s abilities, you can
upgrade at any time without having to strip your vehicles wiring or purchase a new ECU. A
supplementary loom is included with the upgrade that provides connection to all auxiliary
circuits. Contact your Haltech dealer for information on how to get your system upgraded.
11
Haltech F9 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 (30 psi)
• load sensing by throttle position or manifold pressure
• multipoint, batch-fire, staged injection
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: 168 mm (6 5/8")
Width: 145 mm (5 5/8")
Depth: 41 mm (1 5/8")
• Weight
ECU: 760g (1.68 lb)
Loom: 1.1kg (2.4 lb)
Sensors: 170g(1.1 lb)
Shipping Weight: 3kg (9.9 lb)
(Including manual/packaging)
Input Sensors
• Manifold Absolute Pressure (MAP) Sensor
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)
• 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)
12
• Throttle Position Sensor
10 kΩ rotary potentiometer driven from throttle shaft
• Engine Speed Pickup
Compatible with most trigger systems:
- 5 or 12 volt square wave;
- pull-to-ground (open collector)
Tach adaptor available for magnetic (or ‘reluctor’) triggers
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*
(Expandable using optional Driver Box. See Appendix C)
• Fuel Pump Control
20A fused relay, features automatic priming and switch-off.
* additional hardware may be required
System Programming Requirements
• Computer
IBM-PC or compatible, preferably laptop or notebooks
CGA, EGA or VGA, colour or monochrome display
640+ kb RAM
• Disk Drive
3.5" Floppy Disk Drive
(5.25" disk available on request)
• Serial Port
Standard RS232C port - 9 pin D connector
(25 pin cable available on request)
COM1 or COM2 (selectable)
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
• Correction Maps
• Fuel
Cold Start Prime - 32 points
13
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
• Programmable Rev-Limit
• 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 (Optional)
Miscellaneous
• Map Storage and Retrieval
Maps may be stored to disk and re-used
• Datalogging
Engine data information saved 5 times per second
Store to memory or disk
Limited only by available memory (approx. 11k/minute)
• US or Metric Units
• Real Time Programming
Instant, hesitation free adjustment while engine is running
• Optional Mixture Trim Module
Provides ±12½% or ±50% adjustment for fast tuning
• Rugged Aluminium Casing
Black anodised with integral cooling fins and mounting brackets.
14
SECTION ONE
Getting Started
CHAPTER 1
Haltech F9 Installation
1.1 Overview
The Haltech F9 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)
Main Wiring Harness
Haltech F9 system Instruction Manual
Programming Cable
Programming Disk
Relays
Optional Items
Fuel Mixture Trim Control
F9A Upgrade Kit with Auxiliary Loom
Optional Items with F9A (Only)
Exhaust Gas Oxygen Sensor
Idle Speed Control Motor
Other components not supplied as part of the F9 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
15
1.2 Installation Summary
1. Mount Manifold Absolute Pressure Sensor.
2. Mount Coolant Temperature Sensor.
3. Mount Inlet Air Temperature Sensor.
4. Mount Throttle Position Sensor.
5. Route Main Wiring Harness and connect sensors.
6. Mount and connect Power Relays.
7. Mount Fuse Block.
8. Mount ECU inside passenger compartment.
9. Locate and connect flying wires: RED + 12 volts battery
GREY Ignition on 12 volts
BLACK Chassis ground
ORANGE (2 wires) Fuel Pump Circuit
BROWN Trigger Input
10. Configure Trigger dip-switches
11. Route Optional Auxiliary loom. (Optional)
12. 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 F9
ECU to use. The sensor works in absolute pressures, thus its calibration is not affected by
changes in barometric pressure.
There are three types of MAP sensors that can be used with the F9 system. The sensor
required depends on the engine setup.
1 Bar Sensor (Part No. 039 4070)
( -100kPa to 0 kPa) Normally Aspirated Engines
16
2 Bar Sensor (Part No. 886 3189)
(-100kPa to 100kPa) Turbo or Supercharged
Engines up to 100kPa boost
(15 psi, 1 atmosphere)
3 Bar Sensor (Part No. 749 3169)
(-100kPa to 200kPa) Turbo or Supercharged
Engines up to 200kPa boost
(30 Psi, 2 atmospheres)
Note: Make sure you have the correct MAP sensor for your engine. The first three digits
of the part number is stamped on the sensor housing.
Engines running in Throttle Position Mode must use a 1 Bar sensor, not connected to
the manifold, so as to measure the barometric pressure.
Installations using a Barometric Pressure sensor (F9A only) will have two MAP sensors
to connect. One sensor will be for the Manifold pressure, the other will be for
Barometric pressure. The Barometric sensor must be a 1 Bar sensor. It connects to the
Spare Input plug on the F9A loom. This sensor can be mounted with the ECU and must
be left open to the atmosphere.
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.
Note: Throttle position mode installations.
If you are using the throttle position to determine engine load, a 1 Bar MAP sensor must be
used, disconnected from the manifold and open to the surrounding air. The F9 will use the
sensor signal to compensate for barometric pressure.
1.3.2. Coolant Temperature Sensor
The coolant temperature is used by the computer to determine warm up corrections and adjust
fuel mixtures.
The coolant temperature sensor has a solid brass temperature sensing tip. Refer to the diagram
for technical details of the sensor. The coolant sensor supplied is an industry standard
component and some engines may already have provision for this type of sensor.
17
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
adaptor 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.
18
1.3.3. Inlet Air Temperature Sensor
14mm x 1.5
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 F9 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. 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. The absolute range of sensor
movement is not important as the sensor can be calibrated using the programming software.
Even if you are going to sense engine load via a MAP sensor, a TPS MUST BE
CONNECTED. The TPS allows the ECU to provide improved throttle response and
driveability.
1.3.5. 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.
IMPORTANT
• 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.
Hint: 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.
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1.3.6. Power Relays
There are two relays used with the Haltech F9, 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.
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.
1.3.7. Fuse Block Assembly
The fuse block assembly holds the fuses that protect the various components of the Haltech
F9 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 F9 system.
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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.
1.3.8. Electronic Control Unit (ECU)
The Haltech F9 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 antivibration pads. When
mounting the ECU remember that the communications connector on the loom should remain
accessible for ease of programming.
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1.3.9. Flying Leads
Locate and connect the following flying leads.
Black - (Ground) Locate a good chassis ground point and connect the black wire. The best
spot is direct to the battery negative terminal.
Red - (Supply 12V) Locate a source of continuous 12 volts and connect the red wire.
Connecting direct to the positive battery terminal is suggested.
Grey - (Switched 12V) The grey wire is used to control the operation of the Haltech F9
power relay. It needs to be connected so that it sees 12V only when the ignition 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 E6A
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.
Brown - (Trigger) This is the wire used to sense how fast the engine is going. It should
connect directly to the negative terminal of the ignition coil. (On a rotary, the leading coil
negative is preferable). For engines with more than one coil, or for capacitive or multiplespark discharge systems, there is usually a tachometer output from the ignition system for the
dashboard tachometer to which the brown wire should be connected.
Blue - (Aux Input) This wire is used as an auxiliary input to the ECU, it is used by
applications such as the Staging Signal, Turbo Timer and Torque Converter Clutch.
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1.3.10. Configure Trigger DIP - Switches
The input trigger is used by the F9 to determine engine speed and when to fire the injectors.
The standard connection for this wire is to the negative terminal of the ignition coil. If the
engine does not use standard points or a electronic ignition system then it may be necessary to
reconfigure the input circuit. The trigger configuration DIP switches can be found by
removing the back cover from the F9 ECU. Refer to the following tables (see below) for DIP
switch functions and settings.
Switch 1 ON: Adds 1k pull-up resistor to battery.
Use an open collector (digital) outputs.
Switch 2 ON: Engage primary filter capacitor.
Switch 3 ON: Engage secondary filter capacitor.
Switch 4 & 5: Changes trigger threshold level (see below)
Trigger level Switch 4 Switch 5
+5.0 Volts OFF OFF
+3.4 Volts ON OFF
+2.5 Volts OFF ON
+2.0 Volts ON ON
Refer to the following tables for switch settings for common ignition systems. All ECU’s are
factory set for Category A ignition systems.
Category A Category B Category C Category D
Points style MSD 6A/6T Firepower ECI Porsche 911/930
Transistor MSD 7AL/7x Buick Indy
Assisted Direct Fire
Direct Fire MSD 8 GM MSD
GM HEI Electromotive
Jacobs
Stinger 1
Stinger
Thermo-Fire
(Most Others)
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Switch 1 2 3 4 5
Category A OFF ON ON ON OFF
Category B OFF OFF ON OFF ON
Category C OFF OFF OFF ON ON
Category D ON OFF OFF ON ON
1.3.11 Route Optional Auxiliary Loom
The auxiliary loom may be routed in a similar manner to that of the main loom. Refer to the
F9A Supplementary Manual for installation details.
1.3.12 Connect the ECU
The ECU can now be connected and tested. Be sure to engage the clip on the main connector.
This will make sure the main connector parts mate correctly and reduces the mechanical
strain on the connector bodies. The system can now be tested as described in the following
chapters.
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CHAPTER 2
Getting Online
Now that your Haltech F9 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 F9 ECU you will need the programming cable and
programming disk supplied.
2.1 Connecting the Haltech F9 to a Computer
The programming cable supplied with the Haltech F9 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 F9 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.
2.2 Operating the Software
2.2.1 Computer Requirements
The computer required to program the Haltech F9 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 programmes), 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).
2.2.2 Installing the Software.
The Programming Disk supplied with the Haltech F9 has an installation programme 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 F9 Programme can ran directly from the disk
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supplied. Installing the software on the Hard Disk will speed up the programme and avoid
having to fiddle around with floppy disks. The installation programme 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 programme 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 programme, 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 :
Dy or %y
The y 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 Programme
To run the Install program type :
LQVWDOOy
The Install programme will now run. Follow the instructions given. The programme will
suggest that the software will be placed in the HALTECH directory. You can change the
destination directory, but it is not recommended that you do unless you understand how
directories work.
When it is finished, the installation programme will tell you if the installation is successful. If
it was not, consult the trouble shooting section of this manual.
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The F9 Programme is now ready to run.
2.2.3 Running the Software from the Hard Disk.
Boot your computer up as described earlier. If your computer is already on, make sure the C
drive is currently selected. To change to the HALTECH directory type :
F'?KDOWHFKy
or, if you used a different destination directory, type that path.
To start the programme type :
Iy
The F9 programme will now run. The next section is on running the software from a floppy
drive. You can skip this section and go straight to the section entitled Azerty Keyboards.
2.2.4 Running the Software from the Floppy Disk.
To run the software from a floppy drive, boot your computer up as described earlier. Insert
the Programming disk in the disk drive. If the drive is the A drive, then it must be currently
selected. To select the A drive (or B drive if it is the required drive) type :
Dy or %y
You should now see the prompt :
A:\>_ or B:\>_
To start the E6A program type :
The E6A program will now run.
HDy
2.2.5 Azerty Keyboards
Most countries use a keyboard where the first six letter keys across the top row are :
TZHUW\
This is called a Qwerty keyboard. Some countries use an alternative, which is called and
Azerty keyboard, where the Q and W keys are swapped with the A and Z keys respectively. If
you have an Azerty keyboard, you need to run the software slightly differently. When you
would normally type :
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HDy
to run the programming software (not the installation software), you need to instead type :
HDDy
The /A tells the programme you have an Azerty keyboard. The programme will adjust
accordingly.
2.2.6 Acknowledging the Risks
Once the program begins running a title page should appear briefly and then a warning screen
will be displayed. Read the warning and only proceed if you are prepared to accept the risks
involved in tuning your own engine. Faulty tuning can be dangerous and/or can damage your
engine.
2.3 The Online and Offline Modes
On the F9 system title page, the software asks whether to operate in ONLINE or OFFLINE
mode. The Offline mode is very useful to familiarise yourself with the Haltech software, but
should not be used to make lasting adjustments to the fuel maps unless there is a special
reason for doing so. If you wish to experiment and familiarise yourself with the software
press N for Offline mode, but if the ECU is installed and power is available then we suggest
the Online mode be selected. Press Y to select Online mode.
2.4 Using the System Online
In the Online mode there is a two-way flow of information between the ECU and the
programming computer. The communication cable must be installed and power must be
available to the ECU before the system can communicate. The Online mode will be used most
frequently. While using the system Online, you can view engine information directly and
make adjustments. Any changes or modifications made on the computer are instantaneous and
will be immediately recorded in the ECU. When the programming cable is removed and the
ignition switched off, the ECU will retain all of its memory. The maps do not need to be
saved, but keeping a copy on disk is always good practice and is recommended. (See 9.1)
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