MoTeC M880 User Manual
M oTe C M400/M600/M800/M880 User’s Manual
Contents
Introduction ........................................................................ 1
Additional Documentation ...................................................................................1
Overview ............................................................................. 3
ECU Models........................................................................................................ 3
Options ...............................................................................................................4
ECU Inputs & Outputs......................................................................................... 6
Calibration & Setup ...........................................................................................10
ECU Functions.................................................................................................. 11
MoTeC Software ................................................................ 15
PC Requirements.............................................................................................. 15
Connecting a PC to the ECU ............................................................................15
Installing the Software....................................................................................... 16
Starting the Software ........................................................................................16
ECU Manager Software .................................................................................... 16
Data Logging.....................................................................................................16
Telemetry.......................................................................................................... 17
Installation ........................................................................ 19
Throttle Position or MAP Load Sensing ............................................................19
Sensors............................................................................................................. 20
Wiring................................................................................................................ 23
Fuel System...................................................................................................... 26
Ignition System .................................................................................................30
Auxiliary Valves................................................................................................. 32
ECU Mounting................................................................................................... 32
ECU Cleaning ................................................................................................... 32
Initial Setup....................................................................... 33
Main Setup........................................................................................................ 33
Sensor Setup .................................................................................................... 34
Input / Output Functions.................................................................................... 35
Other Functions ................................................................................................35
Initial Calibration .............................................................. 37
Fuel Tables ....................................................................................................... 37
Ignition Tables .................................................................................................. 38
Initial Starting Procedure ................................................ 41
Pre Start Checks............................................................................................... 41
Starting .............................................................................................................43
After Start Checks............................................................................................. 44
Calibration ........................................................................ 47
Warning Alarms ................................................................................................47
Ensure that the engine is “On Site” ................................................................... 47
Site Tables........................................................................................................ 48
Dyno .................................................................................................................48
Fuel - Main Table.............................................................................................. 48
Ignition - Main Table .........................................................................................49
Fuel - Injection Timing....................................................................................... 50
Fuel - Cold Start................................................................................................ 51
Other Calibration Tables ................................................................................... 51
Data Logging & Road Testing........................................................................... 51
ECU Manager Software ................................................... 53
Introduction ....................................................................................................... 53
For EMP Users .................................................................................................54
Basics ............................................................................................................... 55
Calibration Files ................................................................................................ 57
Versions & Upgrading ....................................................................................... 57
Screen Layouts................................................................................................. 59
Making Adjustments.......................................................................................... 62
View Screen...................................................................................................... 72
Testing the ECU Outputs .................................................................................. 73
ECU Password..................................................................................................73
File Encryption ..................................................................................................73
Enabling ECU Options ......................................................................................74
Keyboard Reference ......................................................................................... 75
Appendices....................................................................... 77
Appendix A: General Specifications.................................................................. 77
Appendix B: Sensor Supplies............................................................................ 78
Appendix C: Input Characteristics..................................................................... 79
Appendix D: Auxiliary Output Characteristics....................................................81
Appendix E: Ignition Output Characteristics...................................................... 82
Appendix F: Injector Output Characteristics...................................................... 83
Appendix G: M880 Connector........................................................................... 84
Appendix H: Wire Specifications ....................................................................... 85
Appendix J: CAN Wiring - Multiple Device ........................................................ 86
Appendix K: CAN Bus Wiring - Single Device................................................... 87
Appendix L: Pin list by Function ........................................................................ 88
For racing and off highway use only
Not legal on emissions controlled vehicles unless appropriately certified
Copyright – Motec Pty Ltd 2001-2003
While every effort is taken to ensure correctness, no responsibility will be taken for the consequences of any
The information in this document is subject to change without notice.
inaccuracies or omissions in this manual.
7 November, 2003
MoTeC Introduction 1
Introduction
Thank you for purchasing a M oTe C Engine Management System.
This manual will help you understand the installation and calibration
requirements of your M oTe C Engine Management System.
Additional Documentation
Additional documentation is available in the form of Drawings and Tech
Notes. Please consult your local M oTe C distributor for details.
Drawing Categories
Accessories
ECUs
Looms
Ignition Modules
Combined Module & Trigger Systems
Trigger Systems
Valves
Sensors
Miscellaneous
Tech Notes
Traction Control
Boost Control
Idle Speed Control
Closed Loop Lambda Control
Wideband Lambda Sensor
Others
MoTeC Overview 3
Overview
The M oTe C M400, M600, M800 & M880 ECU’s are powerful and compact
programmable Engine Management Systems or Engine Control Units
(ECUs).
ECU Models
The different ECU’s are characterised by the following features:
M400
• 4 injector outputs
• 4 ignition outputs
• Waterproof plastic connector with gold plated contacts
• 512kByte logging memory (option)
• 1 wideband lambda input (option)
• Other optional functions include: Traction Control , Boost Enhancement
(Anti-lag), Hi/Lo Injection, Gear Change Ignition Cut, CAM Control, Drive
by Wire.
M600
• 6 injector outputs
• 6 ignition outputs
• Waterproof plastic connector with gold plated contacts
• 512kByte logging memory (option)
• 2 wideband lambda inputs (option)
• Other optional functions include: Traction Control , Boost Enhancement
(Anti-lag), Hi/Lo Injection, Gear Change Ignition Cut, CAM Control, Drive
by Wire.
M800
• 8 injector outputs standard
• 12 injector outputs (option, occupies 4 ignition outputs)
• 6 ignition outputs
• Waterproof plastic connector with gold plated contacts
• 1MByte logging memory (option)
• 2 wideband lambda inputs (option)
4 Overview
• Other optional functions include: Traction Control , Boost Enhancement
(Anti-lag), Hi/Lo Injection, Gear Change Ignition Cut, CAM Control, Drive
by Wire, Pro Analysis, Telemetry, Multi Pulse Injection, Servo Motor
Control.
M880
• 8 injector outputs standard
• 12 injector outputs (option, occupies 4 ignition outputs)
• 6 ignition outputs
• Military style Autosport connector
• 4MByte logging memory (option)
• 2 wideband lambda inputs (option)
• Other optional functions include: Traction Control , Boost Enhancement
(Anti-lag), Hi/Lo Injection, Gear Change Ignition Cut, CAM Control, Drive
by Wire, Pro Analysis, Telemetry, Multi Pulse Injection, Servo Motor
Control.
Options
A number of options are available which allow the ECU to be configured for a
particular need and can also be updated later if necessary.
The options may be enabled at any time by entering an enable password.
Data Logging Option
Allows logging of the ECU sensors and operating parameters to the internal
data logging memory. The logged data may then be analysed in graphical
format using the free M oTe C Interpreter Software.
Pro Analysis
Enables more advanced functions in the data logging analysis software such
as multiple graph overlays, XY plots, maths functions, advanced track map
analysis. (Available on M800 & M880 only).
Wideband Lambda Option (Single or Dual)
Allows Wideband Lambda (Air Fuel Ratio) measurement, which may be used
for data logging or closed loop control of the Air Fuel Ratio. The ECU is
compatible with Bosch LSU or NTK wideband lambda sensors, it is not
MoTeC Overview 5
compatible with the Bosch 4 wire LSM sensor. (Dual Lambda not available on
M400)
Telemetry
Enables the ECU to send telemetry data via a radio to the pits. The data can
be viewed in graphical format using the MoTeC Telemetry Monitor program.
(Available on M800 & M880 only).
Other
Other options include CAM Control, Drive by Wire, Traction Control, Overrun
Boost Enhancement (Anti-lag), Gear Change Ignition Cut, Hi/Lo Injection,
Servo Motor Control (M800 & M880 only) & Multi-pulse Injection (M800 &
M880 only).
6 Overview
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ECU Inputs & Outputs
The ECU analyses signals from the sensors, then controls the Fuel Injectors,
Ignition System and other auxiliary devices according to the Calibration and
Setup Data which is stored in the ECUs programmable memory.
The Inputs and Outputs are shown below.
M400/M600/M800/M880
Main Engine Sensors
REF Trigger Senso
Sync Trigger Senso
Throttle Position Senso
Manifold Pressure Senso
Engine Temp Senso
Air Temp Senso
Optional Sensors
Wide Band Lambda Senso
Wide Band Lambda Senso
eg. Oil Temp
eg. Intercooler Temp
eg. Fuel Temp
eg. Diff Temp
eg. Exhaust Temp
eg. Fuel Pressure
eg. Gear Lever Force
eg. Lateral G Force
eg. Driver Fue l Adjustmen
eg. Driver Boost Adjustmen
Wheel Speed or Switch Dig 1
Wheel Speed or Switch
Wheel Speed or Switch
Wheel Speed or Switch
REF
SYNC
TP INJ4
MAP INJ5
ET INJ6
T INJ7
LA1
LA2
T3
T4
T5
T6
V3
V4
V5
V6
V7
V8
Dig 2
Dig 3
Dig 4
INJ1
INJ2
INJ3
INJ8
IGN1
IGN2
IGN3
IGN4
IGN5
IGN6
AUX1
AUX2
AUX3
AUX4
AUX5
AUX6
AUX7
AUX8
Fuel Injector Outputs
INJ 5&6 not available
Note:
on M400
INJ 7&8 not available
Note:
on M400 & M600
Ignition Outputs
Note: IGN3-6 may be used as
Injector outputs on M800 &
M880 with 10/12 cyl option
Note: IGN 5&6 not available
on M400
Auxiliary Outputs
uxiliary Devices such as
Idle Speed Motors
Boost Control Valves
Relays
Warning Lights
etc
Communications
RS232 Communications
CAN Communications
Main Engine Sensors
The Main Engine Sensors are required for correct operation of the ECU.
The engine RPM is derived from the REF trigger sensor.
The SYNC trigger sensor is required to synchronise the Fuel and Ignition to
the correct engine cycle for sequential injection and correct firing of multicoil
ignition systems.
MoTeC Overview 7
The Throttle Position, Manifold Pressure, Air Temp and Engine Temp are
used as inputs to the various calibration tables.
Optional Sensors
The Optional Sensors are not required for basic operation of the ECU.
The Lambda Inputs may be used for wideband air fuel ratio measurement or
wideband or narrow band closed loop lambda control.
The Digital Inputs may be used for wheel speed measurement or to activate
functions such as Dual RPM Limit, or Nitrous.
The other inputs may be used for data logging (eg. Exhaust Gas Temp, Gear
Box Temp, Driver Boost adjustment etc) or for special calibration features.
Fuel Injector Outputs
M400
Up to four injectors may be driven fully sequentially including very low ohm
types (0.5 ohms).
M600
Up to six injectors may be driven fully sequentially including very low ohm
types (0.5 ohms).
M800 & M880
Up to twelve injectors may be driven fully sequentially by the ECU if the
injectors are high resistance types (12 ohms or greater), otherwise up to eight
injectors may be driven fully sequentially including very low ohm types (0.5
ohms).
Four of the Ignition Outputs are used for full sequential 12 cylinder
operation.
Twelve cylinder engines may also be driven as six groups of 2 injectors
which leaves all six Ignition outputs available for wasted spark ignition.
Outputs not used for Fuel Injection may be used as Auxiliary Outputs.
Ignition Outputs
The Ignition Outputs may be used to drive many different types of ignition
systems, which are detailed in the various ignition system drawings.
8 Overview
M400
Up to four ignition outputs are available for multi coil applications.
M600
Up to six ignition outputs are available for multi coil applications.
M800 & M800
Up to 6 ignition outputs are available for multi coil applications.
Outputs not used for ignition may be used as Auxiliary Outputs.
Up to 8 coils may be driven from one Ignition Output using a M oTe C CDI8
or M oTe C Ignition Expander .
Up to 12 coils may be driven from two Ignition Outputs using two M oTe C
CDI8’s or two M oTe C Ignition Expanders.
Auxiliary Outputs
The ECUs have eight Auxiliary Outputs that may be used for :
Turbo Waste Gate Control, Idle Speed Control, Gear Change Light, Driver
Warning Alarm, Tacho Output, Fuel Pump Control, Thermatic Fan Control,
Fuel Used Signal, Air Conditioner Fan Control, Air Conditioner Clutch Control,
RPM / Load Activated Output, or other functions.
CAN Communications
The CAN Communications system is a high speed network communications
system that allows multiple devices to be connected and communicate with
each other.
The CAN connection is used for all communications with the PC via the ECU
Manager software which includes; calibration, diagnostics checking,
retrieving the logged data, firmware upgrading and enabling options.
CAN may be used to communicate with the M oTe C ADL Dash Logger.
CAN will also be used to communicate with future M oTe C devices.
RS232 Serial Communications
Optionally used to communicate with the M oTe C ADL Dash Logger. In this
case the ADL is effectively picking up Telemetry data from the ECU. (Note
that CAN communications may also be used to connect to the ADL)
MoTeC Overview 9
Used for Telemetry Output (M800 & M880 only).
10 Overview
Calibration & Setup
Calibration Tables
The Calibration Tables determine how the output devices should be
controlled for various sensor readings. For example the fuel calibration table
determines the base injector pulse width for all combinations of RPM and
Load. Other calibration tables will also affect the fuel injector pulse width such
as Air Temperature compensation and Engine Temperature compensation.
The ECU determines the amount of fuel to inject by first calculating the RPM
and Load then extracting the corresponding value from the table. If the RPM
and Load do not match an RPM and LOAD point exactly then the values from
the closest sites are mathematically interpolated to arrive at an intermediate
value.
A typical 3 dimensional fuel calibration table is shown below.
The calibration tables may also be represented graphically as shown below.
MoTeC Overview 11
Setup Parameters
The Setup Parameters allow the ECU to be configured for almost any engine.
The Setup Parameters include Number of Cylinders, Ignition Type, Sensor
Types, Injector Current, Auxiliary Output Functions etc.
The Setup Parameters must be correct before attempting to start the
engine.
ECU Functions
The ECU’s can perform a large number of functions in addition to the normal
Fuel and Ignition control capabilities including Hi /Lo injection, Individual
Cylinder tables for Fuel and Ignition, Rotary ignition split and various sensor
compensations
The functions are setup using ECU Manager either in the Functions menu,
the Digital Input Functions menu or the Auxiliary Output Functions menu.
Help on each function is available from within ECU Manager by pressing the
F1 key when the appropriate screen is shown.
Tech Notes are available from M oTe C on the more complicated functions
such as Traction Control.
Note that some functions may not be available depending on the ECU Model
and options.
The functions are as follows:
Functions
The following functions are setup in the Functions menu
• Boost Control **
• Warning Alarms **
• Gear Detection *
• Overrun Fuel Cut
• Ground Sped Limiting *
• Gear Change Ignition Cut *
• Boost Enhancement (Antilag) *
• Lambda Control
• Traction Control *
* must also be setup in the Digital Input Functions
** must also be setup in the Auxiliary Output Functions
12 Overview
Digital Input Functions
The following functions are setup in the Digital Input Functions menu
• Speed Measurement
• Period Measurement
• Pulse Measurement
• Dual RPM Limit
• Air Conditioner Request
• Nitrous
• Nitrous + Dual RPM Limit
• Ignition Switch
• Brake
• Logging Enable
• Clutch
• Beacon
• Power Steering
• Cam Position
• Telemetry Control
• Mass Air Flow Frequency Measurement
• RPM Speed Limiting
Auxiliary Output Functions
The following functions are setup in the Auxiliary Output Functions menu
• Idle Speed Control
• Aux Table Controlled Output
• Tacho Signal
• Drive by Wire Control
• Drive by Wire with Idle Speed Control
• Stepper Idle Speed Control
• Fuel Pump Control
• Thermatic Fan Control
• Air Conditioner Fan Control
• Air Conditioner Clutch Control
• RPM / Load Table Output
• Gear Change Light Output
• Fuel Used Pulse Output
• Slip Warning Output
• Alternator Control
• Spray Bars Output
• Status Output
MoTeC Overview 13
• DC Servo Motor Control
• Cam Control
• Power Hold Output
• Servo Stepper Motor Control
• Fuel Pressure Control
MoTeC Software 15
MoTeC Software
The following software is available. Note that the same software is used for all
ECU models.
ECU Manager: Used for calibration, setup, diagnostics, output testing,
upgrading, unloading the logged data and enabling
ECU options.
Interpreter: Used to analyse the logged data.
Telemetry Monitor: Used to show real time telemetry data.
PC Requirements
IBM PC compatible.
200 MHz Pentium or faster.
The PC must have a 25 pin printer port (parallel port) for connection of the
M oTe C CAN Cable.
Operating System: Windows 95, 98, ME, NT4, 2000, XP.
Connecting a PC to the ECU
The PC must be connected to the ECU by a M oTe C CAN Cable. Note that the
ECU must be wired with the mating connector.
MoTeC
Connected to the
Printer Port
CAN Cable
16 Software
Installing the Software
The M oTe C Software must be installed on to the PC hard disk before it can be
used.
The main software required is the ECU Manager software, if Data Analysis is
required then the Interpreter software should also be installed, if telemetry is
required then the Telemetry Monitor software should be installed.
The software can be downloaded from the M oTe C web site at
www.motec.com.au
M oTe C is continually updating the software and newer versions may be
downloaded from the web site at no charge.
To install the software after downloading from the web double click on the
downloaded file and follow the instructions.
Note that a separate folder (directory) is automatically created for each
version of the software. Old versions are kept so that they may be used if
necessary.
Do not change the M oTe C directory structure or move the software to a
different directory, otherwise the software will not operate correctly.
, or is available on CD.
Starting the Software
To start the M oTe C Software double click the appropriate icon on the desktop
or select the appropriate program from the Start menu. For example: Start /
Programs / MoTeC / M400 M600 M800 / ECU Manager 2.1
ECU Manager Software
The ECU Manager software is covered in more detail later in this manual.
Data Logging
Data Logging allows the ECU operational data to be recorded in a memory
chip inside the ECU, the data may then be extracted for analysis on a PC.
Data logging is extremely useful for checking mixture readings, sensor
readings, diagnostics errors and other operating information.
MoTeC Software 17
The items to be logged and the logging rates must be setup using the M oTe C
ECU Manager software. This is done in the Data Logging Setup screens.
The ECU will remember the logged data even if the ECU power is turned off.
If the logging memory becomes full the oldest data is overwritten so that
the most recent data is always available.
The ECU must have the Logging option to perform data logging.
Pro Analysis
If the Pro Analysis option is enabled then advanced analysis options such as
Track maps, multiple graph overlays, XY plots, maths functions, advanced
track map analysis. (Available on M800 & M880 only).
Unloading the Logged Data
The logged data can be extracted by connecting the M oTe C CAN Cable to the
ECU and selecting Utilities | Get Logged Data from the ECU Manager
menu.
Data Logging Analysis
The M oTe C Interpreter software may be used to analyse the logged data.
The Interpreter software is supplied separately to the ECU Manager
software.
The Interpreter software makes it easy to analyse mixture readings and other
sensor readings by presenting the data in various graphical formats.
Refer to the Interpreter help screen for more detail.
Telemetry
The MoTeC Telemetry Monitor software may be used to view live information
from the ECU via a radio link.
The Telemetry Monitor software is supplied separately to the ECU Manager
software.
The Telemetry Monitor software shows the ECU data in various graphical
forms including dial gauges, bar graphs and chart recorders.
MoTeC Installation 19
Installation
Throttle Position or MAP Load Sensing
The load point for the fuel and ignition calibration tables may be based on any
defined load measuring sensor.
The most commonly used are the Throttle Position sensor or the MAP
(Manifold Pressure) sensor.
Mass Air flow (MAF) sensors are also used particularly where regulations
state that the sensors cannot be changed from the factory fitted sensors.
Turbo Charged Engines
Normally use Manifold Pressure load sensing (connect the MAP sensor to the
inlet manifold).
A Throttle Position sensor is optional and will be used for acceleration
enrichment if fitted.
Normally Aspirated Engines
3D Fuel and Ignition Tables
Normally use Throttle Position load sensing.
The MAP sensor may be used to compensate for barometric pressure
changes by venting it to atmospheric pressure.
If Idle Speed Control is used then the MAP sensor should be connected to
the plenum or Manifold Pressure load sensing should be used. This is
required so that the fuel is varied as the idle speed control valve opens
and closes.
20 Installation
Sensors
Throttle Position Sensor
The Throttle Position sensor must be a potentiometer type, older switch types
are not suitable. The sensor will produce a voltage proportional to the angle of
the throttle plate.
Throttle sensors generally have a dead band at either end and must be preloaded to avoid the dead band.
The Setup Parameters TPHI and TPLO must be set to indicate the fully
closed and fully open positions. These parameters must be reset any time the
sensor is moved or replaced. It is very important to set these parameters with
the butterfly in exactly the same place each time.
The resistance element inside the sensor may wear due to vibration in high
performance engines which can cause erratic readings. It is best to replace
the throttle position sensor periodically.
Avoid high pressure washing as this may penetrate the seals and damage the
sensor.
For wiring details refer to the appropriate M oTe C drawing.
MAP Sensor
The MAP (Manifold Absolute Pressure) sensor measures Absolute Pressure
(ie. pressure relative to a vacuum).
0 kPa Absolute = Complete Vacuum
100 kPa = 1 Bar = 14.5 PSI
Atmospheric Pressure at sea level is approximately 100 to 102 kPa,
depending on the day.
MAP sensors normally produce a voltage between 0 and 5V, depending on
the pressure.
The pressure sensor may be used to measure the inlet manifold pressure or
to measure the barometric pressure depending on the Load Sensing
arrangement detailed earlier.
The ECU Sensor Setup parameters must be set to indicate the type and
pressure range of the sensor.
MoTeC Installation 21
Avoid severe vibration of the sensor as this can cause fluctuations in the
reading. Do not mount rigidly to the engine. Normally the pressure sensor is
mounted to the vehicle body.
If used for Manifold Pressure Sensing
For normally aspirated engines use a 100 kPa sensor.
For turbo charged engines a 300 kPa absolute sensor will measure up to 200
kPa (29 psi) of boost (above Atmospheric). If higher boost will be achieved a
sensor with a higher pressure range will be needed.
The sensor should be connected to the inlet manifold plenum via a short hose
(less than 1m). The sensor should be mounted above the level of the plenum
with the port facing down to avoid moisture accumulating on the sensor
element. The hose should run downwards all the way to the plenum.
The plenum take off point should be at a position that best represents the
average manifold pressure and has minimal pressure pulsations. A small
restrictor may be needed at the manifold end of the hose to help reduce
pressure pulsations. The take off point should not be teed in with other items
such as idle speed control valves as they can affect the pressure reading.
If used for Barometric Pressure Sensing
Use a 105 kPa sensor.
Vent the sensor to the atmosphere with the port facing down.
Avoid mounting at a point where air buffeting occurs, any pressure
fluctuations will directly affect the mixture.
It may be desirable to sense the pressure at the air intake as the pressure
may vary due to aerodynamic effects.
Air Temp Sensor
The Air Temperature sensor is mainly used to correct for air density change
due to air temperature variation.
The sensor contains a temperature dependant resistor and is designed for
high speed response in an air flow.
The Air Temp sensor must be placed to measure the air temperature before
the butterfly (and after the inter cooler on turbo charged engines).
Avoid placing the sensor too close to the stand-off vapour in a multi-runner
manifold as this will cool the sensor and give a false reading.
22 Installation
The ECU Sensor Setup parameters must be set to indicate the particular type
of sensor.
Engine Temp Sensor
The Engine Temperature sensor is mainly used for cold start enrichment.
The sensor contains a temperature dependant resistor and is designed for
water immersion.
The ECU Sensor Setup parameters must be set to indicate the particular type
of sensor.
Trigger Sensors (REF & SYNC)
The trigger sensors supply the necessary timing information to the ECU so
that it knows when to fire the fuel injectors and ignition system. Normally two
sensors are used, REF and SYNC.
Many different types of trigger sensors and chopper patterns may be used.
The wiring and ECU setup information for the trigger sensors are specific to
the particular system. Refer to the appropriate M oTe C drawing.
Home made sensor systems often cause problems. Do not use Chrome molly
for chopper disks as it is a non magnetic material. Runout of the disk,
imperfections and bolt heads are also potential sources of problems. Where
possible it is best to use the manufacturers trigger system.
REF Sensor
Supplies the crank position information.
Some sensors supply one pulse per Top Dead Centre (4 pulses per engine
revolution on a V8), others supply as many as 360 pulses per engine rev.
The Engine RPM is derived directly from this signal.
SYNC Sensor
Used to indicate each engine cycle, which is required for sequential injection
and multi coil operation.
Generally supplies one pulse per engine cycle (ie: once every 2 revs on a 4
stroke engine).
On some special trigger systems the ECU can be synchronised using the
REF sensor only (eg. Ford Narrow Tooth)
MoTeC Installation 23
REF / SYNC Alignment
Most modern distributors supply both REF and SYNC signals in which case
the alignment is pre-set.
When using separate REF and SYNC sensors the alignment of the two
sensors relative to one another is critical. Ensure that the sensors are aligned
correctly for the type of trigger system being used. Refer to the appropriate
drawing. Allow for any slop in the distributor drive system if the SYNC signal
is derived from the distributor.
Exhaust Gas Sensor (Lambda Sensor)
The ECU may optionally use a wideband exhaust gas sensor for data logging
or closed loop control of the Air Fuel Ratio.
The ECU is compatible with the Bosch LSU wideband sensor and the NTK
wideband sensor. These sensors are different to the sensors used on
previous model ECUs.
Note that the sensor heater must be connected to these sensors at all times
and must be controlled by the ECU by connecting it to one of the Auxiliary
Outputs.
The sensor should preferably be placed within 0.5 m of the collector pipe on a
normally aspirated engine or 0.5 m of the turbo on a turbo charged engine. If
placed too close to the exhaust outlet the reading may be effected by the
outside oxygen.
The sensor can be contaminated by exhaust manifold sealant - use an
exhaust gas sensor friendly sealant.
The lifetime of the Sensor will be significantly reduced by leaded fuels.
Refer to the M oTe C Tech Notes and Drawings for more details.
Wiring
Wiring Drawings
Refer to the Loom wiring diagram for the loom wiring details. Refer to the
drawings at the back of this manual for more general wiring details.
The wiring details for the REF and SYNC Trigger Sensors and the Ignition
Module are specific to the type of sensors and Ignition system. M oTe C can
provide wiring diagrams for most Trigger Sensors and Ignition systems.
24 Installation
Wiring Reliability
The wiring is critical for reliable operation of the ECU. The following points will
help to ensure that the wiring is reliable.
Ground Wiring
One of the most common wiring problems is poor ground wiring.
The ground wire must be grounded properly to the engine block. There
should be no paint or anodising between the ground wire and the engine
block. Temporary wiring is likely to cause problems, use a proper eyelet
terminal that is securely crimped to the ground wire. Studs fixed in place by
Loctite® can also cause a problem as the Loctite® becomes an insulator.
These comments apply to both the ECU ground wire and the Ignition system
ground wire.
The ground wire must be at least 12# (3.3 mm
possible.
Power Wiring
The power wire must be wired by the shortest path possible to the battery via
a 30 Amp relay and a 20 Amp fuse. The relay and fuse must be in good
condition and the wires must be crimped securely to the appropriate
terminals. The relay should be activated by the Ignition Switch. The ECU
power must NOT be fed directly from the Ignition switch because it probably
wont handle the required current.
The power wire must be at least 12# (3.3 mm
possible.
2
) and must be kept as short as
2
) and must be kept as short as
Spark Plug Leads
The spark plug leads can cause interference in the ECU wiring. Keep the
ECU wires away from the plug leads wherever possible (at least 100mm). If it
is necessary to cross the plug leads, cross at right angles.
Terminal Crimping
Use the correct crimping tool for each type of terminal. Do a pull test on a
sample wire and terminal to verify that the crimp is sound. In theory the wire
should break before the wire pulls out of the crimp.
Most crimp tools are only designed for a certain range of wire sizes so be
sure to test the crimp with the particular wire size being used.
MoTeC Installation 25
Soldering the terminal is a last resort if the correct crimping tool is not
available. Soldering will cause a stress point where the solder wicks up the
wire which is likely to fracture unless all movement is avoided. Solder flux can
also cause corrosion and may affect the contacts.
Terminal Damage
The various connector terminals are easily damaged if probes are inserted
into them. Do not insert probes of any kind into the terminals. If checking a
circuit for continuity gently touch the side of the terminals only, or preferably
attach a mating connector.
Wire Splicing
Preferably use a crimp splice. If soldering a wire splice, wire movement near
the joint must be avoided otherwise a fracture may occur at the stress point
created by the solder. Use heatshrink sleeving to insulate and provide support
to the wires.
Wire Strain
Avoid pulling the wires tight at the connectors.
Wire Movement
Avoid wire fatigue by tying the wires down close to the connectors.
Heat
Keep the ECU wires away from the exhaust system.
26 Installation
Fuel System
An ideal race fuel system is shown below
Fuel
Tank
Swirl
Pot
Filter
12 micron
Lift
Pump
Strainer / Water Separator
Strainer
100 micron 4 micron
Pressure
Pump
Filter
Fuel Rail
Injectors
Pressure
Regulator
Port
Lift Pump
The Lift Pump is a low pressure pump designed to lift the fuel from the fuel
tank to the swirl pot (header tank).
The Lift Pump must be capable of flowing enough fuel for full power
operation.
Swirl Pot
The swirl pot (header tank) maintains a reserve of fuel to avoid fuel starvation
to the engine during cornering and acceleration. Fuel starvation can also
cause damage to the pressure pump as it relies on the fuel for cooling,
lubrication and speed limiting.
The swirl pot also forms a header tank for the pressure pump since the
pressure pump is not capable of lifting the fuel from the tank if the tank is
lower than the pump. Place the swirl pot at the same level, or higher than the
pressure pump.
Pressure Pump
The Pressure Pump is a high pressure pump that must be capable of
delivering the required amount of fuel at the correct pressure at full power.
MoTeC Installation 27
It is very important that the pump is capable of maintaining the correct fuel
pressure at full power otherwise the engine could be damaged due to a lean
mixture.
A 600 hp engine requires a flow rate of approximately 250 lb/hr for petrol or
gasoline.
Notes
The pressure pump must be lower than the outlet of the swirl pot.
Prime the pump with fuel before use.
The pumps flow capability is dependant on the required pressure, the flow
capability of the pump will be less at higher pressures. A small pump will
maintain correct pressure at light load but will not maintain correct
pressure as the flow requirement increases.
On boosted engines the pressure required from the pump increases with
boost pressure because the regulator maintains constant pressure above
manifold pressure.
Avoid running the pump dry as this may destroy the pump.
Filters
The filters are necessary to ensure that the fuel pump is not damaged and to
ensure that the injectors do not become blocked.
The strainer before the pressure pump is essential to prevent the pump
from seizing. A strainer is used because the pressure pump won’t suck
through a paper filter.
Fuel Lines
The fuel feed lines must be high pressure type and should be at least 8mm
(5/16 inch) diameter. The return lines should also be at least 8mm (5/16 inch)
diameter to ensure that the fuel is easily returned to the tank.
Use proper high pressure hose clamps to ensure that the lines do not blow off
under pressure.
Keep the fuel lines as cool as possible to avoid fuel vaporisation. The
temperature of the fuel will also affect the mixture due to the change in fuel
density.
Avoid fire risk by ensuring that all hoses and fittings are in good condition and
installed correctly.
28 Installation
Fuel Rails
The fuel rails must be free of any debris that could block the injectors. Welded
fuel rails can often cause a problem unless they have been properly treated to
remove all scale and debris and even then they may corrode and cause
problems. Aluminium fuel rails mounted directly on the injectors are
recommended as they do not suffer these problems.
The fuel rails must have sufficient volume to minimise fuel pressure pulsation
and resonance problems.
Fuel Pressure Regulator
The fuel pressure regulator maintains constant fuel pressure to the injectors
which is necessary to ensure constant metering of the fuel. Any variation in
the fuel pressure will cause a corresponding mixture change.
The fuel pressure regulator should be mounted at the end of the fuel rail so
that fuel is always flowing through the rail. This helps to avoid vapour locks.
Adjustable pressure regulators are available.
If using Manifold Pressure Load Sensing
Connect the regulator port to the plenum as this ensures that constant
pressure is maintained across the injectors.
Note that this will cause the fuel pressure required from the pump to increase
as the manifold pressure increases.
If using Throttle Position Load Sensing
Leave the regulator port open to the atmosphere, unless the MAP sensor is
connected to the manifold as is recommended when using idle speed control,
in which case the regulator port should be connected to the manifold.
Fuel Injectors
The fuel injectors meter the fuel by opening for a short but defined time once
per engine cycle (sequential operation).
The injectors must be wired in the firing order of the engine.
Sizing
The size of the injector determines the maximum amount of fuel that can be
delivered to the engine.
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