Haltech Platinum Sprint RE (HT050900) User Manual

PLATINUM

SPRINT RE

(HT050900)

QUICK START GUIDE

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 12 months 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.

IGNITION WIRING WARNING

This system is capable of controlling either Auto-Dwell (also known as intelligent or smart ignitors)
which have in-built dwell control or ECU Dwell ignitors (also known as dumb ignitors or Constant
Charge Ignitors), which contain no such control. This allows standard ignitors to be used in many cases.

Auto-dwell ignitors are commonly found on early EFI engines with electronic ignition.
ECU-dwell ignitors are commonly found in modern ECU controlled ignition systems.

Most standard ignitors are ECU Dwell.
It is very important to set the system up to match the type of ignitor used!.
In the ignition set-up page the setting should be:
To control Auto-dwell ignitors set up as “Constant Duty”
To control ECU-dwell ignitors set up as “Constant Charge”
If the wrong setting is applied, damage to the ignition system may 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.

GENERAL INSTALLATION 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!

PLATINUM SPRINT RE

Quick Start Guide

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 requires for maximum output under all
operating conditions.

This quick start guide will walk you through installation of a Haltech ECU into a
vehicle. This guide is accompanied by the full service manual located on the
software CD provided with the ECU that you or your tuner will need to refer to
before completing your installation and configuration. The Manual can also be
downloaded from the Haltech website www.haltech.com

Installation

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, the optimum position being the intake pipe before the
throttle. The sensor needs to be in the moving air stream to give fast response times
and reduce heat soak effects.
The air temp sensor plug is labeled with the letters A and B and should be wired
with the signal wire (Grey) to pin B and signal ground wire (Black/White) to pin A

Figure 1– Air Temperature Sensor and Terminations

Coolant Temperature Sensor

PLATINUM SPRINT RE

RECOMMENDED POWER RELAY CONFIGURATION

[B] AVSS 0.50

[R] AVSS 0.50

[R/L] AVSS 1.25

TO ECU PIN 11

TO INJECTORS

SWITCHED +12V SUPPLY

FROM IGNITION SWITCH

30

87

87

85

86

ECU POWER RELAY

30

87

87

85

86

FUEL PUMP RELAY

30

87

87

85

86

IGNITION POWER RELAY

[B/Y] AVSS 0.50

[B] AVSS 0.50

[R/W] AVSS 0.50

[P] AVSS 0.50

[P] AVSS 0.50

[P] AVSS 0.50

20A

15A

10A

20A

[R] AVSS 1.25

[R] AVSS 1.25

TO BATTERY

POSITIVE +

30

87

87

85

86

INJECTION POWER RELAY

[P] AVSS 0.50

TO ECU PIN 10

[B] AVSS 0.50

[R/Y] AVSS 1.25

TO IGNITION COILS

TO ECU PIN 12

[O/L] AVSS 1.25

TO POSITIVE SIDE OF FUEL PUMP

[R]AVSS 1.25

[O/GY]AVSS 1.25

[R/Y]AVSS 1.25

[R/W] AVSS 0.50

TO ECU PIN 23

TO CHASSIS GROUND

[B] AVSS 2.00

FUSE BLOCK CONNECTOR

PACKARD: 1200 4943

[B] AVSS 0.50

NOTES

BOSCH RELAY P/N: 332 019 150

OR EQUIVALENT MUST BE USED

WIRING NOTES:

1. MAIN WIRE COLOUR LISTED FIRST

E.G. RED/GRN INDICATES RED WIRE WITH GREEN STRIPE

2. USE V-90 HT PVC INSULATION.

3. WIRE SIZES ARE SHOWN IN AVSS (sq.mm)

[R] AVSS 1.25

[R/W] AVSS 1.25

HALTECH, SYDNEY AUSTRALIA

DATE: 5TH NOVEMBER 2010

SHEET 2 OF 2REV F

PLATINUM SPRINT 500 WIRING

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
drilled and tapped, and which gives access to the coolant stream. 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.

The coolant temp sensor plug is labeled with the letters A and B and should be
wired with the signal wire (violet) to pin B and sensor ground wire (black/white) to pin A.

Figure 2 – Coolant Temperature Sensor and Terminations

Throttle Position Sensor (TPS)

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 10k ohms. 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.

Figure 3 – Throttle Position Sensor

MAP Sensors

USB CO NNECTO R

CAN CO NNECTO R

INTER NAL MAP

SENSO R FITT ING

The Platinum Sprint RE ECU's are fitted with an internal MAP sensor rated to 22psi
(150 kPa). Connect the internal sensor to the inlet manifold* via vacuum hose to the
external fitting on the ECU.

* Tap into a high point on the inlet manifold to avoid fuel entering the vacuum line,
as damage to the sensor will occur.

Figure 4 – Internal Map Sensor Fitting

Alternatively an external MAP sensor can be fitted via the harness allowing higher
manifold pressures.
The External MAP sensor when used are 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 and harness branch. 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.
Haltech can supply 1 – 5 Bar Map sensors depending on your application,alternatively
OEM map sensors can be used as long as you have the calibration information to
calibrate the sensor in the ECU Manager Software.

Figure 5 – Manifold Absolute Pressure Sensor and harness Termination

Fuel Pumps

1234

5678

Device

1

Terminating

Resistor

Required

Device

2

Terminating

Resistor

Not Required

Device

3

Terminating

Resistor

Not Required

Device

4

Terminating

Resistor

Required

CAN BUS

Pin # Function

1 Ground
2 120 Ohm Terminating Resistor Loop
3 CAN LO
4 12V Out
5 Reserved
6 120 Ohm Terminating Resistor Loop
7 CAN HI
8 Reserved

85 87 87

86 30

TO 12V IGNITION SUPPLY

TO - TRIGGER FROM ECU

TO FUEL PUMP + TERMINAL

TO 12V SUPPLY

FUEL PUMP

+

_

TO GROUND

VIA FUEL PUMP FUSE

FUSE

POSITIVE SWITCHED

FUEL PUMP CONTROL

12V FUEL PUMP RELAY

The Black / Yellow wire is used to operate the fuel pump relay. When the Haltech ECU
wants to operate the fuel pump it will close the fuel pump relay which will supply the
fuel pump with 12V From the Battery.

Figure 6- Fuel Pump Wiring

Fuel Pumps continued

It is important that the fuel pump is capable of the correct fuel pressure at full
power, otherwise the engine could be damaged due to a lean fuel mixture. For
example, a 500hp engine requires approximately 210lb/hr for a petrol engine.
The fuel pump must always be mounted lower than the outlet of the fuel tank or
surge tank. Ensure that all care is taken to keep fuel cool. A change in fuel
temperature will change the air/fuel ratio because as fuel temperature increases its
density decreases.

Fuel Injectors

The Platinum Sprint RE is designed to be used with high impedance injectors only.
Injector impedance can be checked using a multimeter. Injector impedance must be

greater than 8 Ohms, if injectors are used that are less than 8 Ohms, excessive current

draw will cause the ECU to cease firing all injector outputs above 1500 RPM.
Fuel injectors are each wired with a 12V supply with the ground being supplied
through the ECU, it is recommended that the supply for the Injectors be wired as
shown in the appendix of this guide, incorporating an injector relay.
The wires labeled as the injector wires will provide the ground to each injector.
When wiring for sequential injection, fuel injectors should be wired with inj 1 output to
Rotar 1 Primary, inj 2 output to Rotor 2 Primary and so on.
Always ensure fuel injector sizing is correct for your application and does not
exceed approximately 80% duty cycle for safe operation.
If low impedance injectors are used, an optional Injector Ballast Resistor Box must be
purchased and installed. Order as Haltech Part # HT020600

WARNING!

Ignition Outputs

1. COIL NEGATIVE #1

2. CHASSIS GROUND

3. N/A

4. +12V IGNITION

5. ECU IGNITION OUTPUT #1

6. N/A

7. N/A

HALTECH

HECU1

7 6 5 4 3 2 1

+

-

+12 V S WI TCH ED G ROU ND

Haltech HECU1 Pin out

HALTECH 1 CHANNEL IGNITION MODULE

HALTECH
ECU

IGN 1

COIL # 1

+

-

+12 V SW ITC HED

GRO UND

HALTECH
ECU

IGN 1

COIL # 1

CDI UNIT

The Platinum Sprint RE ECU cannot control the ignition coils directly.
Some sort of ignition amplifier such as a power transistor, Haltech ignition module or
high intensity spark unit (CDI unit eg MSD 6A, crane HI6, M&W pro12 etc) must be used
to interface the ECU with the coils. This ignition module supplies the ground to the
coil only when the ECU directs it to – each coil also requires a 12V source (with the
exception of CDI units where the 12V will often come from the CDI unit itself).
Many factory cars will have ignition modules external to the ECU.
These factory modules can be used in conjunction with the Platinum Sprint RE ECU.
The ignition output wires from the Platinum Sprint RE wire harness should be used to
trigger the ignition amplifier – when wiring the ignition amplifier ensure that the system is
wired in cylinder order for direct fire ignition setup or in order of the outputs for waste
spark setup. (ie Ign 1 will fire first, then Ign 2 will fire next etc until the last ignition
channel is reached regardless of engine firing order.)

Figure 7 – Ignition Wiring using Haltech Ignition Module

Figure 8– Ignition Wiring Using CDI Unit

Digital Pulsed Outputs (DPO)

The Platinum Sprint RE ECU has 4 digital outputs.
The first two outputs are preset to the Tacho and Thermofan functions and the
remaining two outputs are user configurable.

Digital Pulsed outputs are capable of outputting pulsed waveforms with varying duty
and frequency. DPO's can be used to control various devices such as thermo fans,
shift lights, water injection solenoids ,intercooler fans etc.
When a Digital Pulsed output is activated by the ECU the output will switch to ground.
Solenoid valves and shift lights etc can be run directly from the output, however
high current devices such as thermo fans and additional fuel pumps must be activated
through a relay. This way the DPO is only switching a relay and not a high current draw device.

Digital Pulsed Outputs are limited to 800mA Max current draw.

Digital Pulsed Inputs (DPI)

Digital Pulsed Inputs are capable of accepting pulsed input information such as for a road speed
sensor. These inputs measure the time periods between the pulses and can process this
information to provide quantities such as road speed.

High Tension Leads (spark plug leads) / Capacitive Discharge Ignition Units (CDI )

High tension leads and CDI units can cause significant noise or interference on the ECU wiring.
Keep all ignition wires a minimum of 100mm from any other wires and ECU components. If
ignition wires must be crossed, ensure wires cross ignition leads at right angles.
Keep power and grounding points separate to those used for ECU.

Wire connections

When using crimp connectors ensure that the correct crimping tool is used – if in doubt do a pull
test on a crimp connector, the wire should break before the wire pulls out of the crimp.
Terminal soldering can weaken a connection and should only be used as a last resort.
If solder joints are used, ensure joints are well isolated from movement as solder joints are
prone to fracture.
When splicing 2 wires it is preferable to use a crimp splice – again if using a solder joint, ensure
joint is limited in its range of possible movement as solder joints are prone to fracture. Always use
heatshrink sleeving to insulate wires and provide

Powering up the ECU

The Platinum Sprint RE requires 12VDC to operate.
Please connect both the Red and Red/White cables to a switched +12VDC supply within
the vehicle. This is best achieved on a vehicle with an existing wiring harness by wiring
both these inputs to the output of the Engine Control Relay via an inline 10A fuse.
Please do not connect these cables directly to the ignition switch, as it will not be able to
handle the current required to operate the ECU.
Please refer to the wiring diagrams contained within this quick start guide for a
recommended power relay setup on an un-wired vehicle.

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.

Grounding

One of the most common wiring problems experienced is poor grounding. There should
be no paint, anodizing or other surface layer protection between the ground wire and
engine block or chassis. Temporary wiring will almost certainly cause a problem, use a
proper ground eyelet terminal and do not use loctite or similar locking agents as they
may become insulators preventing good earth connection.

ECU Ground (Black) should be connected to the chassis of the vehicle, and
Signal Ground (Black / White) should be connected directly to the Battery negative
terminal.

Please make sure your Engine block has a ground strap to the chassis.

Figure 9 – Main Power Wiring

Vehicle Specific Setup

The Platinum Sprint RE ECU is capable of operating all Injected versions of the
Mazda Rotary 12A/13B Engine.

To make things easier we have generated four separate setup pages,one for each
generation of Mazda Rotary Engines. Each Setup page will show you how to wire the
ECU to that particular engine, as well as how to configure the ECU for each engine.

Please Note: Setup pages refer to engines as they were released from Mazda, with
standard crank angle sensors and coils.

If you have swapped engine components from other engines, you will may need to refer
to multiple vehicle setup pages to configure the ECU properly. eg, If you have fitted a
2nd Generation RX7 (FC3S)/Turbo II timing cover and crank angle sensor to a 3rd
Generation RX7 (FD3S)/13BREW engine, you will need to go to the 2nd Generation
RX7 Setup page for help on configuring the Trigger, while the 3rd Generation RX7
setup page will be needed for help on configuring the Fuel and Ignition.

1st Generation RX7 and Earlier (SA22)

The Platinum Sprint RE ECU can be used on early engines retro fitted with Electronic
Fuel Injection Hardware. The easiest trigger conversion is to source a Crank Angle
Sensor from a second generation RX7 or Turbo II engine.