E6X Manual Warnings 1. This system is capable of controlling either “intelligent” igniters which have in-built dwell control or “dumb” igniters which rely on the ECU to control dwell. This allows standard igniters to be used in many cases. Most standard igniters are dumb igniters. However, it is very important to set the system up to match the type of ignitor used.
E6X Manual Contents INTRODUCTION .................................................................................................................... 7 SECTION 1 GETTING STARTED ............................................................................... 11 CHAPTER 1 Haltech ECU Installation ............................................................................... 11 1.1 The ECU and Associated Hardware........................................................................... 11 1.
E6X Manual CHAPTER 4 Configuring the ECU ..................................................................................... 36 4.1 Using the ECU Set-up Pages...................................................................................... 36 4.2 The ECU Set-up Pages ............................................................................................... 36 4.2.1 Main Set-up Page ................................................................................................ 36 4.2.
E6X Manual 6.5.3 Useful Software Mapping features...................................................................... 62 6.5.4 Tuning for Idle .................................................................................................... 63 6.5.5 Tuning with No Load .......................................................................................... 63 6.5.6 Loading the Engine ............................................................................................. 64 6.5.6.1 On the Dyno .
E6X Manual 12.3 Dual Intake Valve Control (DIV)............................................................................. 88 12.4 Torque Converter Clutch Lockup (TCC)................................................................ 89 12.5 Electric Thermo Fan Control (TF) .......................................................................... 89 12.6 Electric Intercooler Fan Control (IF) ...................................................................... 89 12.7 Shift Light Illumination (SL) .......
E6X Manual 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 2005 Lockin P/L A.B.N 68 061 744 303 Also trading as HALTECH 10 Bay Road Taren Point, NSW 2229 Australia Ph: (+61) (02) 9525 2400 Fax: (+61) (02) 9525 2991 Sales-au@haltech.com www.haltech.
E6X Manual Introduction Congratulations on your decision to choose a Haltech Engine Management System. Haltech EFI systems have been successfully installed on thousands of vehicles, from power offshore boats to twin-turbo Ferraris, from pylon racing aircraft to jet skis and snowmobiles. Over the past decade, many motor-sport enthusiasts have discovered that the Haltech computer is easy to use and performs well by enabling users to precisely control ignition timing and fuel delivery.
E6X Manual DO NOT CHARGE THE BATTERY WITH A 24VOLT TRUCK CHARGER OR REVERSE THE POLARITY OF THE BATTERY OR ANY CHARGING UNIT DO NOT CHANGE THE BATTERY WITH THE ENGINE RUNNING AS THIS COULD EXPOSE THE ECU TO AN UNREGULATED POWER SUPPLY THAT COULD DESTROY THE ECU AND OTHER ELECTRICAL EQUIPMENT. ALL FUEL SYSTEM COMPONENTS AND WIRING SHOULD BE MOUNTED AWAY FROM HEAT SOURCES, SHIELDED IF NECESSARY AND WELL VENTED. MAKE SURE THERE ARE NO LEAKS IN THE FUEL SYSTEM AND THAT ALL CONNECTIONS ARE SECURE.
E6X Manual Wire Cutters and Pliers Crimping Tool and assorted terminals Drill with assorted drill bits 3/8" NPT Tap 14mm x 1.5 Tap Electrical Tape or Heat Shrink tubing Teflon pipe sealing tape Nylon cable ties Jeweller’s file (may be needed for mounting Throttle Position Sensor) Mounting hardware for ECU and relays (mounts/bolts/screws) IBM-PC compatible computer (preferably laptop) with at least 640kb, one disk drive and an RS232 serial port.
E6X Manual 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.
E6X Manual SECTION 1 CHAPTER 1 Getting Started HALTECH ECU INSTALLATION 1.1 The ECU and Associated Hardware The Haltech E6X system comprises the following components Haltech Electronic Control Unit (ECU) Main Wiring Harness Haltech E6X system Instruction Manual Programming Cable Programming Disk Relays 1.2 Installation Summary The Following is a list of the procedures that will be followed in the installation of the ECU. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15.
E6X Manual 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 ECU to use. The MAP sensor is used to measure engine load or barometric pressure depending on the application. The sensor works in absolute pressure that means when the sensor is used to measure manifold pressure, the pressure reading in the manifold does not need compensation due to changes in barometric pressure.
E6X Manual 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).
E6X Manual sensor holes, it is often possible to mount the Haltech sensor in one of these holes. A thread adapter is sometimes necessary. In some engines only one temperature sensor hole exists and is used for the dashboard gauge sender. It is usually possible to install a tee-piece to allow both the dashboard sender and the Haltech sender to share access to the same threaded hole.
E6X Manual 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. 1.3.
E6X Manual 1.3.5 Mount Ignition Module. The ignition module is used to drive the high currents required to energize the ignition coils. All vehicles that have electronic ignition control will have an ignition module or ignitor that may be compatible with the ECU’s ignition outputs, if the existing ignition module is not compatible (if you are not sure please contact your haltech dealer) installation of a new ignition module will be required.
E6X Manual or cut a new hole to suit. Use a rubber grommet or similar device to protect the harness from being damaged by rubbing on the sharp edge of the hole. WARNING: DO NOT ALLOW THE HARNESS TO TOUCH HOT EXHAUST PARTS INCLUDING MANIFOLDS OR TURBOCHARGERS. TRY TO ROUTE THE MAIN HARNESS AWAY FROM HIGH VOLTAGE IGNITION LEADS. UNDER NO CIRCUMSTANCES RUN ANY WIRING PARALLEL TO, OR IN CONTACT WITH THE IGNITION LEADS. Note: Be neat. Run the harness in a tidy fashion.
E6X Manual 1.3.9 Fuse Block Assembly The fuse block assembly holds the fuses that protect the various components of the Haltech 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 except in special circumstances, as these have been selected for best protection. In some applications where multiple low impedance injectors are being used, the main 3A ECU fuse may blow.
E6X Manual Red (Battery Supply +12V) Locate a source of continuous +12 volts and connect the red wire. Connecting direct to the positive battery terminal is suggested. Grey (Ignition Switched +12V) The grey wire is used to control the operation of the ECU power relay. It needs to be connected so that it sees 12V only when the ignition switch is on and during cranking. This wire does not draw a large amount of current (< 0.5A).
E6X Manual It does not matter which example is used, as both will operate correctly. Note that the orange wires are connected internally within the loom when the relay is closed. As a result it does not matter which orange wire is used to connect to the fuel pump. 1.3.12 Install and Connect Optional Idle Speed Motor If you are not using the Idle Speed Control, tie the loom connector back neatly in the engine bay.
E6X Manual PIN A B C D E F FUNCTION GROUND Trigger or Trigger Positive Trigger Negative Home Negative Home or Home Positive +13.8 V DC 1.3.15 Connect the ECU The ECU can now be connected, be sure to engage the clip on the main connector. The system can now be tested as described in the following chapters.
E6X Manual CHAPTER 2 INSTALLING THE SOFTWARE Now that your ECU is installed the programming software must be installed so that tuning can begin. This Chapter will explain how to install and run HalwinX, the Haltech Programming Software. 2.1 Computer Requirements HalwinX requires a PC running Windows 95 release 2, Windows 98, Windows 2000, Windows Millennium or Windows XP with the following specifications.
E6X Manual 3. Double click on the CD-ROM icon to open the CD-ROM. If the setup software does not automatically open, then double click on the “SETUP.EXE” icon to start the setup software. 4. After double clicking on the ‘SETUP.EXE’ icon, the following screens will appear.
E6X Manual 5. Click on ‘Next >’ to continue and follow the instructions given to you on the windows that appear. 6. When prompted for which type of installation to perform, choose ‘Typical’ if you are unsure. 2.2.2 Running the Software After installing the software, an icon should appear on your desktop similar to the one shown in the picture below. Double click on the icon to start Halwin.
E6X Manual CHAPTER 3 OPERATING THE SOFTWARE Once the ECU is installed, the programming software allows the user to change the settings currently stored in the ECU.
E6X Manual 3.1.1.1 Load From File Load From File allows the user to load a file that contains all the “set-up” and “map” data the ECU requires to run a particular engine. This file has been saved during a previous tuning session when the programming PC was connected to the ECU. When the ECU is “Offline”, the Load Map function can be used to load the information from an E6X map file (denoted by the .6XM file extension) into the front-end software to view its contents.
E6X Manual NOTE: When the save function is used it saves the current map loaded in the programming software. If the ECU is “Offline” the map available in the programming software may not be the map that is stored in the ECU. When you choose the “Save To File” menu item a file dialog similar to the Load map will be displayed. In this case you navigate to the directory of your choosing and type in the filename of your choice. 3.1.1.
E6X Manual 3.1.2 The Map Menu The map menu allows access to the maps contained in the ECU. The following is a description of the map menu and is not a complete description of the maps, for more information on all the maps available and their function refer to CHAPTER 5 Haltech Maps, p46. To open the map menu Press ALT-M.
E6X Manual The individual ranges represent different engine speeds; in the example above the map shown is from the 2000rpm range. The Fuel map menu item will open a sub-menu which allows access to all the fuel map ranges from 0 –8500rpm. The keys: N for Next and P for previous Allow the user to cycle through all the available rpm ranges and allows access to the rpm ranges not accessible via the sub-menu. The 3D view is shown below, To go through the load ranges the user uses the left and right arrow keys.
E6X Manual 3.1.2.3 Fuel Correction Maps Fuel correction maps allow the ECU to calculate corrections to the amount of fuel injected based on the information received from the engine sensors.
E6X Manual 3.1.3 The Set-up Menu The set-up menu allows access to the ECU set-up pages (which contain most of the information about the engine that the ECU is to control) and the program set-up page. The set-up menu contains: - Main Set-up - Fuel Set-up - Ignition Set-up - Trigger Setup - In/Out Set-up - Throttle Setup - ComPort Setup - Screen Colour - Set Password CTRL-M 3.1.4 The Options Menu The options menu allows access to the option pages.
E6X Manual 3.1.6 Password Protection The maps in the ECU can be password protected at the user’s choice. To Set the password the user selects Setup-> Set Password where the user must enter an 8 character password such as “haltech1” or “Beatrice”. The user must use an 8 character password and this password is case sensitive. The dialog for this is illustrated below, and is activated by pressing OK.
E6X Manual 3.2 Online and Offline Operation The programming software can be used in two ways: “Online” and “Offline”. In the Online mode, all the changes made to the maps and set-up data in the software will be transmitted to the ECU. This is what is called online programming and it is in this mode that most tuning is carried out. In the offline mode, making changes to the maps and set-up data will not affect the ECU since communication between the programming PC and the ECU is not active.
E6X Manual Press the Go Online button in the top left hand corner. This will start communications with the ECU. The Status bar will indicate the load status, which is illustrated below, Status Bar When the progress bar reaches 100% the programming software has finished uploading the data from the ECU and the status bar will show “HALTECH CONNECTED” and the status bar will be blue.
E6X Manual 3.3 Hot Key Summary Many of the menu items have shortcut keys or “Hot Keys” which allow the user to access a menu item directly from anywhere in the programming software eliminating the need to navigate the menu structure.
E6X Manual CHAPTER 4 CONFIGURING THE ECU 4.1 Using the ECU Set-up Pages The Set-up pages of the programming software tell the ECU essential information about the engine which it is to control. NOTE: The set-up pages are where tuning should begin, it is important to configure the ECU before any attempt is made to start and operate the engine. Each setup page consists of dialog boxes where the user enters the desired values and settings.
E6X Manual whose vacuum signal is small, or fluctuates greatly. If you are unsure what to use, contact your Haltech dealer. MAP Sensor The ECU needs to know the type of Manifold Absolute Pressure (MAP) sensor being used. If you do not know what sensor you have refer to 1.3.1 Manifold Absolute Pressure (MAP) Sensor, p12. Enter the correct description here to match. If using throttle position mode, set this parameter to a 1 Bar sensor.
E6X Manual Never Always Enable with Aux. In This causes the ECU to only use the primary base fuel and ignition maps. This causes the ECU to only use the secondary base fuel and ignition maps. This causes the ECU to use the primary base fuel and ignition maps when the Aux. In is not connected to ground. The ECU uses the secondary base fuel and ignition maps when the Aux. In is connected to ground. Note: The Aux. In field in the Input/Output Set-up page must be set to Dual Maps Input. Refer to 4.2.
E6X Manual Injection Mode The ECU can operate in 4 different injection modes depending on the application these are: Multipoint injection fires all the injectors together. This is the most common set-up and will normally be used on engines with multipoint injection manifolds (one injector per cylinder). Batch-fire injection is usually used in throttle body or non-turbo rotary set-ups and fires the two banks of injectors alternately.
E6X Manual Staging Bar Number This field sets the point at which the staged injectors are enabled. If the injection mode is not "Staged Injection" then this field will not affect injection. Zero Throttle Map This feature allows the user to adjust a special fuel map that is used only when the throttle is closed. This feature should be used for engines that produce constant vacuum while cruising but irregular vacuum when idling. The zero-throttle Map can allow simple adjustment of the idle fuel settings.
E6X Manual 4.2.3 Ignition Set-up Page The Ignition set-up page contains the information about the ignition and trigger system the ECU is to control. The Ignition Set-up Page is accessed via the set-up menu. Trigger Angle - °BTDC This field defines the angle in °BTDC at which the ECU will be triggered. The ECU uses this value to calculate the time for the next ignition so it is important that this value is correct since it will affect the base ignition timing.
E6X Manual Coil Charge Time (ms) This field is only applicable when constant charge is selected. The value of this field is a measure of time in milliseconds and can range from 0.1ms - 8.2ms. Typical values are about 4-5ms. Output Edge This field defines which edge of the signal triggers the ignition event: falling or rising. The EB023 smart igniter uses a falling edge. Constant Duty Cycle This field defines the duty cycle high time when using the constant duty output type with a smart igniter.
E6X Manual Number of Teeth This field is only applicable if the trigger type is Multi-tooth or Motronic. Multi-tooth The number of teeth on the multi-tooth wheel. Motronic The number of teeth on the Motronic wheel including the missing teeth. Please note that the number of teeth is for a complete engine cycle (720 deg). Eg. If you are using a 24 tooth Cam trigger, the number of teeth would be 24. If you were using this same trigger on the Crankshaft, the number of teeth would need to be set to 48.
E6X Manual when the installation is complete. The lowest Trigger gain possible to achieve steady ignition should be used. Home Input This field is only applicable in some direct fire ignition, sequential or batch injection installations. This field has the same options as "Trigger Input". Home Edge This field is only applicable in some direct fire ignition, sequential or batch injection installations. This field has the same options as "Trigger Edge".
E6X Manual O2 Sensor Display only (does not affect ECU operation). The reading appears on the Engine Data Page as mV.
E6X Manual WARNING: WHEN CONFIGURING YOUR SYSTEM TAKE CARE TO SET THE SPARE INPUT FUNCTION CORRECTLY. IF THE SPARE INPUT FUNCTION FIELD IS SET TO BARO. SENSOR EXTERNAL AND THE BARO SENSOR IS DISCONNECTED THE ECU MAY PERFORM INCORRECT BAROMETRIC CORRECTION. IF YOU ARE USING AN EXTERNAL BARO SENSOR AND REMOVE IT BE SURE TO RECONFIGURE THE SPARE INPUT FUNCTION TO GENERAL. 2nd MAP Sensor This field is only accessible when the Exhaust MAP Sensor is selected on the Spare Input Function.
E6X Manual Ignition Bypass Staging Signal Tacho Output Ignition Toggle Bypass signal compatible with some General Motors ignition systems. This function allows the ignition system to provide the spark at 10° BTDC at cranking speeds (below 500rpm). This aids starting. The Aux Out Function should output a ground signal (~0v) when the RPM is below 500rpm, then switch to ~5v when engine rpm exceeds 500rpm. Logic output that indicates Staging conditions.
E6X Manual CHAPTER 5 HALTECH MAPS 5.1 What are Maps? The Fuel and Ignition requirements of an engine at a given point in time are based on the operating conditions at that time. The operating conditions the ECU uses are: manifold pressure, barometric pressure, air temperature, coolant temperature, throttle position and engine position.
E6X Manual The map above shows the fuel requirements for the engine across the load range at 2500rpm. The yellow bar shows that the engine requires 6.51ms of fuel at 52.87kPa and 2500rpm (This is displayed in the top left corner of the screen as selected data). At the top right corner of the screen, the actual engine data is shown, ie what the engine is currently running. The Ignition Maps work in a similar way, except that it is the ignition advance that is stored in the map instead of the injection time.
E6X Manual Multiple bars can be selected to apply changes to a set of bars. This is achieved by highlighting the first bar in a series of bars by using the left and right cursor keys: ← ,→ → Then hold down the control key while pressing the left or right cursor key: Ctrl - ← , Ctrl - → This will leave the selected bar highlighted and will cause the next bar to the left or right to become highlighted. The up and down cursor key result in a relatively small change in height of the bar or bars selected.
E6X Manual To reduce the bar to 4ms again by using the percentage change function 33% must be used since. 6ms x -33% = 4ms 5.2.4 Linearise When tuning it is often useful to be able to set two load points with a given value and approximate the fuel requirements between those two points with a straight line. The linearise function allows the user set approximate fuel values based on a straight-line approximations as shown below: The above map shows the highlighted bar as much higher than the rest.
E6X Manual All the bars between the 2 extreme bars are highlighted: The map above shows the heights of the bars after the linearise function has been applied. The linearise function calculates the height of the bars between the two extreme bars based on a line drawn between tops of the two extreme bars; the result is a linear fuel map. 5.2.5 Numeric Mode The programming software offers the ability to tune the maps using a spreadsheet style map called “Numeric Mode”.
E6X Manual In numerical mode only a fraction of the entire map is shown on the screen but the whole display can be accessed. To navigate the map use the cursor keys to move the highlighted cell: ↑, ↓,← ← ,→ → To change the value of a cell, highlight that cell, type the value required and then press: Enter The values in the table must be a multiple of 0.016ms, if a different value is entered the program will round to the nearest valid value.
E6X Manual 5.2.6 3D View The 3D view is available for the 3D Fuel and Ignition maps. An example of the 3D maps is shown in this figure below. The adjustments for these maps is similar to the 2D view with the following differences, • To move up and down the RPM range the up and down arrow keys are used instead of N and P. • To move up and down the Load range the left and right arrow keys are used. • The fine increments are controlled by “A” for add and “S” for subtract.
E6X Manual 5.3 The Haltech Maps The Maps that the ECU uses to calculate fuel and ignition requirements are explained in detail here. 5.3.1 Fuel Map – 3-Dimensional The fuel map is accessed through the menu structure under the maps menu or using the hotkeys CTRL-F (2D) or CTRL-ALT-F (3D). The Base fuel map represents the reference on which all fuel corrections are made to calculate the final fuel requirement for the given engine load and engine speed.
E6X Manual Map 1. The second map represents ignition timing split for engine speeds above 2000rpm. This is found in Ignition Trailing Split Map 2. 5.3.4 Fuel Correction Map The following is an explanation of maps that are used to correct the base fuel quantity based on the environmental conditions. 5.3.4.1 Coolant Temperature Correction The coolant temperature correction map is accessed through the menu structure and can be found in the maps menu.
E6X Manual 5.3.4.6 Barometric Pressure Map The barometric pressure correction map is accessed through the menu structure and can be found in the maps menu. The barometric pressure correction map is used to adjust the fuelling based on the barometric pressure measured by the ECU. The map has 32 bars distributed across barometric pressure in the range 523mBar to 1046mBar and each bar represents a percentage correction to the current calculated fuel. 5.3.4.
E6X Manual 5.3.5.3 Coolant Temperature cranking map The coolant temperature cranking map is accessed through the menu structure and can be found in the maps menu. The coolant temperature cranking map is used to apply a set ignition angle based on the coolant temperature measured by the ECU at engine speeds below 380rpm, which are considered to be cranking speeds.
E6X Manual diaphragm to control the boost pressure. Each map has 32 bars distributed across engine speed in the range 0rpm to 16000rpm and each bar represents a duty cycle fed to the bleed valve in the range 5% to 95%. 5.3.10 Torque Converter Control Map The torque converter control map is accessed through the menu structure under the maps menu and is used in conjunction with the torque converter control. Refer to 12.
E6X Manual SECTION2 Tuning The Engine CHAPTER 6 STARTING THE ENGINE Once the ECU is installed and the set-up has been completed it is time to try to start the engine. Before cranking the engine there are a few things that need to be done. Make sure that the ECU is powered (ignition on) and the Haltech Software is online. Go to the Engine Data Page to check that the ECU is communicating properly, and that the sensors are reading correctly. Check again that the set-up information is correct. 6.
E6X Manual To check the base timing you should now start the engine with the Timing Lock “on” and set to an angle that allows the user to accurately measure the ignition timing with a stroboscopic timing light. Crank the engine and check for spark (easily checked with a timing light). Now crank the engine and look for the timing mark with the timing light (ensure you have the timing light connected to the correct cylinder).
E6X Manual It is helpful, when first starting the engine, to have a “Trim Control” connected to the ECU loom to allow quick changes to fuelling refer to 4.2.5 The In/Out Set-up Page, p44. Before starting the engine, go to the fuel map Range 1 (0 rpm), it is this map that the ECU will use to calculate fuel requirements during cranking. The behaviour of fuel calculation around cranking and idle differs depending on the type of load sensing used. 6.5.
E6X Manual To jump to the current range in a 2-dimensional and 3-dimensional map press: HOME 6.5.4 Tuning for Idle The idle mixture is very sensitive to correct bar height. Idle injection times are usually around 1.5 to 2.5 ms, if the injection time at idle is much lower than this, it may become difficult to set accurate idle and cruise mixtures. If the engine is hunting at idle, then the map is probably too lean, particularly in the 500rpm range. Watch the movement of the map arrow carefully.
E6X Manual 6.5.6 Loading the Engine Once the engine has been tuned properly for no load conditions it is possible to begin loading the engine. The best method of applying load to the engine is using a dynamometer. However, if access to a dyno is not possible the engine can be tuned on the road. 6.5.6.1 On the Dyno Whether the vehicle is on a chassis dyno, or the engine on an engine dyno, the principles of programming the Haltech E6X are the same.
E6X Manual 6.5.7 Fine Tuning the Engine When fine-tuning the engine for the road, the same principles apply to all engines. Under full load at all rpm the fuel mixture should be rich. Naturally aspirated engines use an air to fuel ratio of around 12.5:1 to 13.5:1 is usually best (high performance turbo vehicles may go as low as 10.5). When cruising (light to medium load) the mixture should be as close to stoichiometric (14.
E6X Manual CHAPTER 7 THROTTLE EFFECTS 7.1 Throttle Response Where the procedures described in the previous chapter tune for constant load running, the functions outlined in this section will improve the throttle response of your engine. The manifold pressure sensor used with the E6X is very fast. It can respond much faster than is required to track any sudden changes in load on your engine.
E6X Manual The final parameter on the Throttle Pump page is the Coolant Factor. Generally, when the engine is cold, accelerator pump values need to be increased slightly. The E6X therefore applies a coolant correction to the throttle pump in the same way as it does to the base map. The Coolant Factor may be set with values from 0 to 4. Setting it to 0 will negate all coolant correction to the throttle pump. The default setting for this parameter is 0.5. 7.
E6X Manual CHAPTER 8 COLD STARTING AND RUNNING The ECU has four features to correct fuel delivery and ignition timing to aid in starting and running a cold engine. The cold start prime map gives a cold engine an initial burst of fuel just as the engine begins cranking, the coolant correction map modifies the normal fuel injection until the engine reaches normal operating temperatures.
E6X Manual CHAPTER 9 CORRECTION FACTORS Note: The following correction factors should not be altered unless you have a detailed knowledge of your engine and the environment in which it operates. Severe damage can be done to your engine if the correction factors are not set properly. The ECU has further correction maps: inlet air temperature and battery voltage fuel correction and coolant temperature and inlet air temperature ignition correction. WARNING: MOST USERS SHOULD NEVER ADJUST THESE MAPS.
E6X Manual 9.4 The Ignition Inlet Air Temperature Map This Map allows up to 10° advance or retard of the spark timing based on the inlet air temperature. Normally this Map would not need to be used, but in some cases such as high inlet air temperatures on turbo/supercharged engine, retarding the spark may help preserve the engine. 9.5 Barometric Correction NOTE: The description that follows is targeted at advanced applications. Only limited installations use barometric compensation.
E6X Manual The ECU begins with the basic idea that there are three ways to measure barometric pressure variations. 1. The ECU uses a user programmable value for barometric pressure, regardless of the current environmental conditions. 2. The ECU uses a pressure sensor to take a barometric pressure sample from the environment when the car is first turned on and uses this value for the remainder of the time the car is operated.
E6X Manual In this case, the ECU will use the last measured pressure, which is stored in memory with the maps. To complete Method 2 follow these steps: 1. Set the Barometric Lock in the Fuel Set-up page to “disabled”. 2. Make sure the throttle position sensor is properly calibrated. It must exceed 96% throttle for this to work. Also make sure that the MAP Sensor is set correctly in the Identification. 3. Switch the ignition off. 4. Apply full throttle. 5.
E6X Manual When the ECU is configured to measure load by MAP sensor the external MAP sensor is connected to the Spare A/D input. 9.6 Post Start Enrichment On some motors, in particular rotaries there is a problem with vapour-lock (fuel which due to heating of the fuel rail has vaporised). The additional fuel at start up allows the vapour in the fuel rail to be purged through the injectors and also allow enough fuel to be injected into the motor to allow stable operation.
E6X Manual SECTION 3 Software Features CHAPTER 10 DATA LOGGING 10.1 The Data log Option Data logging is simply recording the engine data as it is received by the programming PC so that operation of the vehicle can be assessed. Data logging is particularly useful for diagnosing problems. The data log records at a nominal rate of ten times per second while the ECU is online with the programming PC. The data-logging is accessed through the menu structure under the options menu. 10.1.
E6X Manual 10.1.2 Selecting the Data Channels Once you have opened the Log Data window, you will need to select which channels to log. Select a channel by clicking on the items in the left hand side window. To select more than one item to add, hold down the ‘Ctrl’ key on the keyboard while clicking on additional items. Once you have selected the items that you wish to add, press the ‘>>’ button or press the enter key to add the channels that you have selected from the left hand side column.
E6X Manual This dialog will be familiar to experienced users of the Windows operating system. Type the file name that you wish to save your logged data to in the ‘File name’ field. You can choose which directory to save the file to by clicking on the ‘Save in’ drop down menu. After selecting your file name, click on the ‘save’ button which will close that window. 10.1.4 Displaying The Data To open the Haltech Data Viewer, click on the View logged data button on the Data Logging Options window.
E6X Manual 10.1.4.1 Displaying Channels To display one of the channels that you have logged, click on one of the view buttons. Alternatively the user can press Ctrl 1 to 6 to bring up the appropriate view. When a view is selected, a dialog will be presented which allows you to select which channels are to be displayed on each view. To add or remove channels the user can select the appropriate window (“Available channels” or “Selected channels”) and add or remove channels using the enter key.
E6X Manual To adjust the colour or channel properties the user selects the desired channel and can then select the Channel Colour button or Properties button to adjust the channel colour and ranges. The Properties button controls the range of the view (min and max scale), the unit name and precision. Note if the user wishes to use manual scaling, then min and max numbers selected must be different. It should be noted that with the exception of colour, HalwinX will save these settings so they can be reused.
E6X Manual 10.1.4.5 Data Values The Data Values window displays the numerical values of each data trace at the cursor position. The cursor is displayed as a red line and can be moved with the mouse or by using the arrow keys. 10.1.4.6 Zooming The user has a number of options to zoom in and out of the views. The following options are available to zoom in and out at the cursor: Zooming In Press the ‘Up Arrow’ key.
E6X Manual 10.1.4.7 Changing the Trace Width To modify the width of the traces the user can select Data->Select Pen Width or the user can press Ctrl – W. This brings up a dialog where the user can type in the trace width in pixels. The user applies these changes by selecting enter. Finally to bring up the text view of the selected information the user can select Data->Select Pen Width or the user can press Ctrl-Alt-C.
E6X Manual SECTION4 Inputs & Outputs The ECU has a number of optional inputs and outputs other than the available injection and ignition channels. These are: OUTPUTS: - Idle Speed Control - Auxiliary Out (Aux Out) - Digital Output (Digital Out 1-2) - Pulse Width Modulated Output (PWM 1-4) INPUTS: - O2 Closed Loop Control - Auxiliary In (Aux In) All the inputs and outputs have different functions: - The Idle Speed control outputs can only be used to drive a stepper motor idle control valve.
E6X Manual CHAPTER 11 OUTPUT OPTIONS SET-UP The output options and PWM set-up pages are used to program settings for the output functions of the ECU in a similar way as the set-up pages are programmed. Refer to 4.1 Using the ECU Set-up Pages, p36. 11.1 Idle Speed Control and O2 Closed Loop Control. 11.1.1 Idle Control The idle control dialog is accessed by selecting Options->Idle Speed Control.
E6X Manual Number of Steps This field controls the number of steps that the idle control will operate over. If you have a stepper motor that uses say 150 steps, you can either elect to operate the stepper motor over its entire range of steps by setting the value equal to the max number of steps the motor will do which is 150 in this case, or you can restrict the number of steps it can move through by making this field lower than 150.
E6X Manual Hot Min Position Exactly the same as for when the engine is cold, except the value is used for when the engine is hot, that is the temperature is above the Cold Temperature Limit. Cold Opening position (%) This is the opening position as a percentage of where the stepper motor will return to when it is about to attempt to gain control of the engine.
E6X Manual sensor. If the closed loop function is responding erratically, constantly overdriving to the adjustment limits, or if there is insufficient oscillation in the air-fuel ratio for the catalytic converter to operate, increasing this parameter may help. If it is set too high, the feedback loop will be noticeably slow to respond to change.
E6X Manual 11.2 The PWM Options Page The PWM options page contains the set-up information for the four PWM (pulse width modulation) outputs and the Digital output options. The PWM options page is accessed via the options menu or using: CTRL-O from anywhere in the programming software. The PWM output window contents change depending on the function it is to perform. A comprehensive description of these functions can be found in CHAPTER 12 Digital Outputs & PWM Outputs, p85.
E6X Manual CHAPTER 12 DIGITAL OUTPUTS & PWM OUTPUTS The digital outputs and PWM outputs can be programmed to operate a wide variety of functions. Some of the functions have restrictions to their operation.
E6X Manual Boost Limit Update Eng. Data of map one and map two. The conditions for waste-gate map usage when “Advanced” is selected are: If the ECU is using the primary fuel and ignition maps then the ECU will use waste-gate map one to control boost. If the ECU is using the secondary fuel and ignition maps then the ECU will use waste-gate map two to control boost. Refer to 4.2.1, Main Set-up Page p35.
E6X Manual Off RPM should be set to at least 200 RPM below On RPM, forcing hysteresis in the switching to prevent the solenoid from oscillating when the engine speed is at the switch point. The second configuration is to enable the solenoid for a range of engine speed and to disable the solenoid when the engine speed falls outside this range.
E6X Manual 12.7 Shift Light Illumination (SL) This function can be used to drive a light or buzzer to indicate the engine speed exceeds a programmed level. Light On RPM 0 – 16000 RPM This parameter sets the engine speed at which the output will be enabled. 12.8 Auxiliary Fuel Pump (AP) This function causes the output to turn on when the measured engine load or engine speed exceed the programmed values.
E6X Manual 12.10 Staging Signal Function (SS) This function causes the output to turn on when the engine load exceeds the “Staging Bar” value. Staging Bar No This is the engine load bar at which the output produces and active level. 12.11 Turbo Timer (TT) The turbo timer function allows the ECU to continue running the engine after the ignition has been switched off.
E6X Manual Minimum Throttle Minimum Temp Ignition Retard Start-up Delay If the RPM is below this value the NOS system will not be activated. 0 – 100 % The NOS system will be turned on above this value. 0 – 127 °C / 32 - 261 °F The NOS system will not be activated unless the engine coolant temperature is above this value. 0 – 20 °BTDC The ECU will provide an ignition retard whenever the NOS system is engaged.
E6X Manual The anti-lag system is can be enabled by a switch connected to Aux. In or by meeting all three operating conditions stated above (the last 3 fields). Once the switch is enabled, if the Throttle condition is met, the anti-lag system will be activated. The last two fields allow the ALS to be activated when all three conditions are met regardless of the AUX In setting; this allows the AUX In to be used for another purpose. 12.
E6X Manual 12.16 VTEC This function controls the solenoid used to control the variable valve timing with which some engines are equipped. This feature acts purely to control a switching solenoid and is not capable of controlling continuously variable valve timing. On RPM Off RPM On Load Bar Off Load Bar 0 – 16000 RPM This field defines the engine speed above which the VTEC is enabled. This field must be greater than Off RPM or it will be ignored.
E6X Manual Cold Idle Temp. Cold Duty: Hot Duty: A/C Load Duty: Start-Up Duty: Active (Aux In): 0 – 127 °C / 32 - 261 °F This value is the coolant temperature above which the “hot” base duty cycle value is used and below which the “cold” base duty cycle will be used. 0 – 100 % This is the base duty cycle used when the coolant temperature is below the Cold Idle Temp value. 0 – 100 % This is the base duty cycle used when the coolant temp is above the Cold Idle Temp value.
E6X Manual Active Sw. Posn. HIGH or LOW This defines the active level or polarity of the signal. When this field is set to HIGH the active output is 12V, when the field is set to LOW the active output is 0V. There are two possible configurations for this feature: The first configuration is to have two throttle position ranges; one high and one low. In the lower range the output is inactive and in the upper range the solenoid is active.
E6X Manual SECTION 5 Appendices APPENDIX A TROUBLESHOOTING This Appendix is devoted to trouble shooting problems that may occur during installation and configuration of the ECU. To use this Appendix, identify the symptom or symptoms that best describe the problem from the list below, then follow the checklist for possible solutions. Control Program Problems • The Haltech Programming Software will not start • The Haltech Programming Software will not operate in ONLINE mode.
E6X Manual A.1 Control Program Problems Haltech Programming Software will not start The Haltech programming software should run on any computer that meets the requirements outlined in 2.1 Computer Requirements, p22. If for any reason the programming software will not start up reinstall the software and double check the computer specifications.
E6X Manual A.3 Starting problems Fuel Pump doesn't prime when ignition switched on The Haltech E6X will attempt to run the Fuel pump for about 2 seconds just after the ignition is switched on. The fuel pump relay should be heard clicking in and out with the fuel pump. If the relay clicks but the fuel pump doesn't work then check the wiring of the fuel pump and the 20A fuse in the fuse block.
E6X Manual A.6 Full Power Problems If the engine gasps under full throttle then the mixture may be too lean. If the engine bogs down and blows smoke then the mixture is rich. Recheck the fuel maps. If the maps appear to be correct then ensure that the fuel pressure is not falling out of regulation by using a fuel pressure gauge. Flow test and clean the fuel injectors. In some circumstances it may be necessary to use the Full Throttle Map. Consult Chapter 6 [6.
E6X Manual If the cold start map is supplying too much fuel on warm-up this will also affect the fuel consumption of the vehicle.
E6X Manual APPENDIX B IGNITION AND INJECTION OUTPUTS B.1 Distribution of Outputs The ECU has five injection/ignition outputs, or channels. These five channels are distributed to the ignition and injection drivers differently depending on the ECU’s ignition/injection setup. The output of these drivers are IGN1-IGN4 and INJ1-INJ4.
E6X Manual B.2 Ignition Output Configurations The E6X ignition outputs can be fired differently, depending on the Spark mode, which can be found in the Ignition Setup page. Spark Mode Setting B.2.1 Distributor Ignition The simplest of ignition systems is the distributed setup. The distributor uses a rotor button and cap to distribute the spark to the correct cylinder. In most cases the distributor will contain a triggering device used to trigger an ECU or an ignition module directly.
E6X Manual This gives a mid point, half way between the minimum and maximum timing, of 25°. Rotate the engine to this value (25°) BTDC. Align the centre of the rotor button with the plug lead terminal for cylinder number one. Lock the distributor into place and do not move it. Now rotate the engine to 70° BTDC. i.e. move it back 45° crank degrees. This is now the position where the sensor inside the distributor will need to be aligned with a triggering point.
E6X Manual B.2.
E6X Manual IGNITION # 1 1 IGNITION # 3 3 4 IGNITION # 2 2 IGNITION # 4 Figure B1. Ignition output allocation layout for 4 cylinder with firing order 1, 3, 4, 2. If using Direct Fire on a four-cylinder engine using 4 coils, you must enable the “Coils on 4 cyl – 4 coils” checkbox. Please refer to diagram below. Coils on 4 cyl – 4 coils Setting Figure B2.
E6X Manual Below is how the ignition outputs will be allocated in the Direct Fire Ignition output mode.
E6X Manual 4 Cylinder Waste Spark Ignition Configuration 1 Coil 1 2 3 Coil 2 4 IGNITION # 1 1 3 4 2 IGNITION # 2 Figure B3. Coil layout for flat 4 cylinder with firing order 1, 3, 4, 2. 6 Cylinder Waste Spark Ignition Configuration 1 Coil 1 2 3 Coil 2 4 5 Coil 3 6 IGNITION # 1 1 5 3 6 2 4 IGNITION # 2 IGNITION # 3 Figure B4. Coil layout for 6 cylinder with firing order 1, 5, 3, 6, 2, 4.
E6X Manual 8 Cylinder Waste Spark Ignition Configuration 1 Coil 1 2 3 Coil 2 4 5 Coil 3 6 7 Coil 4 8 IGNITION # 4 IGNITION # 1 1 2 7 8 4 5 6 IGNITION # 2 IGNITION # 3 Figure B5. Coil layout for 8 cylinder with firing order 1, 2, 7, 8, 4, 5, 6, 3.
E6X Manual 4 Cylinder Ignition Toggle The E6X does have the ability to run a 4-cylinder engine in sequential injection mode as well as running two Waste Spark ignition outputs, by using the Ignition Toggle feature. This feature can only be used on a four-cylinder engine, already in Sequential Injection mode. To activate Ignition Toggle, you must firstly make sure that the Ignition Spark Mode is set to Distributor, before changing the Injection Mode to Sequential.
E6X Manual B.7 Ignition Outputs The ignition outputs of the ECU are designed to provide the appropriate signal to drive an ignitor. The ECU is capable of driving either smart (Constant duty) or dumb (Constant charge) ignitors. WARNING: UNDER NO CIRCUMSTANCES SHOULD THE IGNITION OUTPUTS OF THE ECU BE USED TO DRIVE THE COILS DIRECTLY.
E6X Manual Constant Charge The Constant Charge Module (dumb) charges the Ignition Coil with a constant charge time no matter what RPM the engine is doing. Dumb Igniters require the ECU to perform the dwell control or charge time of the ignition coils. The signal from the ECU determines the charge time of the coil and tries to maintain a constant charge time at all engine speed where possible.
E6X Manual The majority of modern ignition modules are the Constant Charge type with inbuilt current control. Current control limits the primary current to avoid damage to ignition components, primarily the Ignition Coil. The primary current charge time is read in milliseconds and is controlled by the coil charge time field. The primary charge time will usually vary between 1.4 ms and >4 ms (some older systems may be up to 8.7ms) depending on the vehicle manufacturer and ignition system used.
E6X Manual Spark Output Mode Setting Ignition Setup page showing Spark Output mode Setup 114
E6X Manual Ignition Spark Edge The ignition “Spark Edge” in the Haltech software sets the natural state of the ignition waveform. Spark Edge can be configured as Falling or Rising. Falling Edge Triggered – Most factory ignition modules are falling edge triggered. These modules expect a naturally low input voltage. When the voltage rises to 12V, the coil is being charged.
E6X Manual B.7.2 Alternate Ignition Systems The output of the Haltech Ignition Module can be used to trigger after-market ignition systems such as MSD or Jacobs. If an aftermarket ignition system such as MSD is to be used, the Spark Edge must be set to Rising. The ignition system may still fire correctly if the Spark Edge is set to Falling, but the ignition timing will incorrectly advance as RPM increases, which can cause engine damage.
E6X Manual G.M. Direct Fire Ignition The G.M. Direct Fire Ignition module (DFI), as used in the V6 Buick, can be connected directly to the E6X ECU. This module serves both as a trigger device and as an igniter. The DFI module has an ignition bypass input from the ECU. This input tells the DFI module to ignore the ECU’s timing signal and fire its own spark at 10° BTDC. This gives a more reliably timed spark for cranking. This input is controlled by the E6X through the Aux. Out Function.
E6X Manual Ford Thick Film Ignition (TFI) The Ford TFI module is fitted to distributors used with Ford’s EEC IV engine management computer system. The E6X ECU can connect directly to this module; however, the TFI module requires a trigger signal, called the SPOUT (see below), that has a 50/50 duty cycle, which is not the standard 70/30 duty cycle of the E6X.
E6X Manual B.3 Sequential Injection Sequential injection allows fuel to be delivered to the engine at a time that produces best combustion. Since this time is different for each cylinder, sequential systems inject fuel at different engine angles for each cylinder. The ECU will control up to four separate fuel channels. This provides full sequential injection for engines up to 4 cylinders, and semisequential for 6 and 8 cylinders engines.
E6X Manual B.3 Semi Sequential Injection The ECU can only provide up to 4 separate fuel outputs. For engines with more than 4 cylinders configured for sequential injection, the ECU will operate in a semi-sequential mode. There are 2 options for semi-sequential injection: The first requires the user to pair the cylinders adjacent in the firing order.
E6X Manual Injection Mode Setting Fuel Setup page showing Injection Mode Setup Note: Sequential injection on 5 and 10 cylinder motors is not possible with the E6X. The ECU has no means of programming the firing order of the engine in software. It uses the channels sequenced in the order mentioned previously. Therefore, it is necessary to wire the injectors according to the firing order.
E6X Manual Summary Table The list that follows shows the different types of output configurations that may be employed. Note that in some cases, an Extra Driver Box is needed to provide sufficient driver power. “Standard” fuel injection is multipoint, staged or batch fire. DF is for Direct Fire. # Cyl.
E6X Manual B.6 Rotary Engines The ECU is capable of providing fuel and spark to twin-rotor Wankel engines, through staged injection and also through controlling Leading and Trailing spark timing. To correctly run this engine using the E6X, the Rotor parameter must be enabled in the Rotary/Cylinder mode setting in the Main setup page. The number of cylinders must also be set to 4.
E6X Manual The leading and trailing sparks are generated separately, with a programmable ignition split time. The split is programmed through the Rotary Trailing Split Map. There are two ranges to the Rotary Trailing Split Map, below 2000 rpm and above 2000 rpm. This map is a measure of split, or delay, from the leading spark, which is computed from the base ignition map normally with all corrections. The map indexes split against the engine load.
E6X Manual APPENDIX C INJECTORS C.1 Injector Impedance Injectors, when classified electrically, fall into 2 categories: Saturation Injectors this type of injector derives its name from the method used to drive it open, the coil is saturated with current to create the magnetic force used to open the injector until the injector is to be closed. This type of injector has a coil impedance > 12Ω, this means that if 12V is applied across the coil the current will not exceed 1A.
E6X Manual C.2 The Injector Drivers The ECU uses switched injector drivers that can control the current passing through an injector by switching the low side of the injector between ground and 12V while the injector is open. When it is required that the injector be turned off, the low side of the injector is left floating which will prevent any current from flowing in the coil. The ECU has 4 separate drivers that are capable of driving either 4A peak - 1A hold or 8A peak - 2A hold.
E6X Manual Appendix D Fuel Systems & Staging The best ECU installation will yield poor results if the fuel system does not meet the demands of the engine. Insufficient fuel flow can lead to lean fuel mixtures and detonation that will ultimately cause serious damage to the engine. For the safety of your engine, we urge you to check your fuel system's capacity and ensure that there will be sufficient supply at all times.
E6X Manual so the absolute maximum injection time at 6000 RPM on this engine is 10 ms. If the injection time needs to be greater than this, then your fuel system cannot meet the demands of the engine. You will need to increase the fuel supply, by increasing injector size, fuel pressure, or adding extra injectors. Refer to Appendix D for details on how to increase fuel supply. As a general rule of thumb, injectors should not run beyond 85% duty cycle.
E6X Manual D.2 Fuel Requirement If you can estimate the power output of a gasoline engine, you can make a reasonable guess at the fuel flow requirement. The following is a guide to the quantity of fuel required: Every 100 hp needs around 50 lb/hr (8.0 US gal/hr) of fuel (6.6 Imp gal/hr) Every 100 kW needs around 670 cc/min (40 L/hr) of fuel This assumes a brake specific fuel consumption of 0.50. The actual fuel flow necessary by injectors and pump are likely to exceed a figure derived this way.
E6X Manual D.3 Injector Staging Another way of increasing injector flow, without compromising good drivability and fuel economy is to employ staged injection. Injector staging allows the use of primary and secondary injectors and is usually only used on high boost turbo or supercharged engines. The ECU will fire only the primary set of injectors until a preset load point, (called “Staging Bar” found in the Fuel setup page) where the ECU will control both primary and secondary injectors together.
E6X Manual firing both sets of injectors at once and fires them with the same duration. This means that if both primary and secondary injectors are of the same flow rate then the first staged bar should theoretically be slightly more than half that of the last un-staged bar. Allow a safety margin by using 60% of the last bar. Once staging is enabled, the bars on the Fuel Maps will change appearance.
E6X Manual D.4 Fuel Pump Capacity You should ensure that your fuel pump is capable of supplying sufficient fuel to feed the engine at maximum power. With the engine switched off (injectors closed) feed the return line of the fuel pressure regulator to a measuring container. In the case of a turbo- or supercharged engine, pressurise the manifold pressure port of the fuel pressure regulator to the maximum boost of the engine. This is necessary as the flow rate of the pump decreases with output pressure.
E6X Manual APPENDIX E TRIGGER INTERFACE Trigger Interface The ECU is capable of accepting many different trigger patterns and trigger types. This appendix will explain the various trigger systems the ECU supports. The following fields configure the trigger input: (Refer to 4.2.
E6X Manual 134
E6X Manual E.1.2 Reluctor Triggers A reluctor trigger produces a signal trace that looks like an upward or positive pulse followed immediately by a downward or negative pulse and then remains flat until the next trigger tooth passes. These sensors normally only have 2 connections: A positive and negative. A common reluctor trigger is the 24-1 trigger used on some Toyota engines. This trigger has 4 connections: trigger positive, trigger negative, home positive and home negative.
E6X Manual E.3 Trigger Edge Trigger Edge The ECU uses the signal transitions from low to high called rising edges and high to low called falling edges to determine engine position, these transitions occur at specific angles across the rotation of the crank (half cycle) or cam (full cycle). In most instances the ECU will only uses one type of transition (rising or falling) for a trigger and this is known as the Trigger Edge.
E6X Manual Some trigger devices have uneven pulse widths to indicate the position of a specific cylinder (often cylinder 1). If rising edges were used as the trigger edge then there would be a variation of 20° between the trigger for cylinder 1 and all other cylinders. This would lead to cylinder 1 being 20° more advanced than all the other cylinders. To ensure even ignition timing the trigger edge would be the falling edge and the trigger angle would be 60° BTDC.
E6X Manual Trigger Angle The trigger angle is simply the angle before top dead centre (BTDC) at which the trigger event occurs. The trigger device used must produce at least one trigger event for each ignition event and each trigger must occur a constant angle BTDC. This value must be greater than the maximum advance you wish to run plus approx 10 deg. Therefore if the maximum advance you wish to run is 40 deg, the Trigger Angle value should be set to at approx 50 deg.
E6X Manual Engine Timing Mark Reference lining up with pickup TDC g de 0 7 Harmonic Balancer CYL 1 REF Sensor Pickup Engine at 70 deg BTDC Trigger Angle Setting Trigger Setup page with Trigger Angle setting 139
E6X Manual Tooth Offset The tooth offset is the number of teeth from the Home signal to the tooth that is chosen to be the trigger tooth. The trigger tooth should be chosen so that the trigger angle is in the correct range as described above. Setting Tooth Offset The first thing required is to obtain a good RPM signal, which can be checked by viewing on the engine data in the Haltech software.
E6X Manual Trigger Pull up The Trigger Pull up setting is only used when in Hall Effect mode. The Trigger pull up is needed for most Hall Effect sensors to make sure the input signal operates of the full 0 – 5v range. This will keep the trigger signal high (~5v), until the Hall effect sensor pulls the signal low when a trigger event occurs. Without this setting activated, ECU may not read RPM, i.e. no RPM will be displayed on the Gauge page.
E6X Manual E.4 Trigger Gain and Reluctor Adaptor Tuning Motronic Filter The Motronic Filter setting defines the level of filtering used to correct the signal provided by sensors when the trigger wheel has missing teeth, such as Motronic. In the E6X this value should be set to 0 if standard reluctor wheel is used, and approx 2 when a missing tooth wheel is used. This value can be changed to suit individual applications and can also be used to condition any reluctor signal if required.
E6X Manual Motronic signal with Motronic Filter = 2 Motronic Filter Setting Trigger Setup page with Motronic Filter setting 143
E6X Manual Reluctor Gain The Trigger Gain defines the amplification of the signal from the Internal Reluctor pickup required to trigger to the ECU. This function has been developed to allow a wide range of Internal Reluctor pickups of varying signal amplitude to drive the ECU. When choosing the Trigger Gain start at zero and increase the gain until a steady trigger signal is seen, this can be done when the timing is checked for the first time.
E6X Manual Fig 3. Clean Motronic signal after Motronic filter with Reluctor Gain = 5 As it can be seen in the scope traces above, the increase of Reluctor Gain from 0 to 5 has altered the reluctor signal to give the processor a clean filtered digital signal to work with. If the Reluctor gain was left on a value of 0, the ECU would experience problems with RPM and consequently with Ignition timing.
E6X Manual E.5 Synchronisation When the ECU is configured to operate an engine that uses direct fire ignition or sequential injection, the ECU needs a reference for engine position often referred to as a “synchronising” signal or a “home” signal. When the ECU is configured to perform full sequential injection or full direct fire ignition it requires a home signal that occurs once in the full cycle (720° of crank rotation and 360° of cam rotation).
E6X Manual E.6 Trigger Type The ECU is capable of triggering from various trigger formats as used on a number of production vehicles other than standard trigger. The trigger types are as follows: Multi-tooth Motronic Twin Trigger Nissan Subaru A (1989 – 2000) Subaru B (2001 – ) Mazda A Daihatsu MGF The ECU uses these triggers to internally produce a “standard trigger” pattern to make timing calculations for ignition and injection.
E6X Manual For Example a 4-cylinder engine with a 24-tooth wheel on the cam and a corresponding home would have the following setup values: Trigger Angle: Trigger Type: Total Teeth: Tooth Offset: 65° Multi-tooth 24 2 (10° to 100° as required) (1 to Total Teeth) With these set-up values, when the home signal occurs the ECU will start counting the trigger teeth (24-tooth wheel), when it reaches the tooth offset it will operate as a standard trigger.
E6X Manual E.6.2 Motronic Style Triggers Motronic style triggers are a type of multi-tooth trigger but are distinct in that they use a missing tooth instead of a separate home signal to synchronise the ECU with engine position. The motronic wheels supported by the ECU to date are those driven by the crank only and are limited to wheels with 60 teeth with 2 missing and 36 teeth with 1 missing.
E6X Manual The Motronic magnetic sensor has two wires, one positive (+), and the other negative (-). The wires are sometimes marked as such, but more often they are not. It is very important that the positive wire connects to the Ground (Pin D on the Trigger Input plug on a fully terminated harness). The negative wire connects to Trigger input (Pin B on the Trigger Input plug on a fully terminated harness).
E6X Manual Wiring a reluctor (magnetic) type Motronic Sensor: Positive wire (+): Connect to “Ground” on the Haltech flying wire harness or “Ground” (which is Pin D, confusing but note the difference, one is an input as shown on the wiring diagram and the other is a pin number on the plug) of the Trigger input plug of the fully terminated harness. Negative wire (-): Connect to "Trigger" on the Haltech flying wire harness (Pin B on the Trigger input plug of the fully terminated harness).
E6X Manual Hints for Setting up Motronic The first thing required is to obtain a good RPM signal which can be checked by viewing on the engine data in the Haltech software. With no fuel injectors connected or with the fuel injectors disabled through the Haltech software you should get a steady 120-180 rpm signal on cranking. Then set the “Timing Lock” to “On” the “Lock timing angle” to 10 deg and the “Trigger Angle” to approx 70 deg.
E6X Manual E.2.3 2 Hall Effect Sensors The E6X can be triggered using the output from various Hall Effect sensors. Some OEM engines as well as aftermarket triggering devices produce the square wave signal the E6X requires. Normally a Hall Effect sensor will require at least 3 connections, power, signal and ground.
E6X Manual E.1.3 Haltech Hall Effect Sensors The Haltech Hall Effect sensor is a two-channel device that can be used to trigger the Haltech range of ECU’s in a wide range of applications. As the Haltech Hall Effect sensor is dual channel, it can provide this synchronisation pulse as well as the trigger signal. The principle behind its operation is quite simple. As a magnet passes the sensor, the output state of the sensor, changes from high to low.
E6X Manual Checking the Sensor If you need to check that the Haltech Hall Effect sensor is operating correctly, then this can be done easily with the use of a multimeter, a magnet and a 1000-Ohm resistor. By powering up the sensor, using 12 volts (PIN F) and ground (PIN A), and connecting a 1K Ohm resistor between 12 volts (PIN F) and the Trigger channel (PIN B) and also between 12 volts (PIN F) and the Home channel (PIN E), so we can be checked to confirm correct operation.
E6X Manual in place with a strong and durable fixing compound such as high strength epoxy, Loctite stud locking compound eg 603, or JBweld. Some users rely only on the fixing compound but to ensure that the magnets remain in place but many prefer that they be retained by mechanical means such as peening, and this gives an added safety factor.
E6X Manual Typical set-ups – S3 4 cylinder / 2 rotor engine For a four cylinder 2 magnets are required in total, positioned exactly 180° apart. Figure 1: Typical 4 cylinder/ 2 rotor application 6 Cylinder / 3 Rotor engine For a six cylinder 3 magnets are required in total, positioned exactly 120° apart.
E6X Manual 8 Cylinder engine For an eight cylinder 4 magnets are required in total, positioned exactly 90° apart.
E6X Manual The S4 Hall Effect Sensor The S4 sensor, which is identifiable by a grey cable gland, operates in the following way: As a south pole passes the sensor face the signal in the secondary (PIN D) channel is switched to a low state. As a north pole passes the sensor a low state will only occur on the primary channel (PIN C). The set-up for this sensor is similar to the S3 except that one extra magnet is required as well as the orientation being changed.
E6X Manual 6 cylinder engine For a six cylinder 4 magnets are required in total. The three north poles are positioned exactly 120° apart while a south pole need to trigger the sensor before the trigger for cylinder No 1. Figure 5: Typical 6 cylinder application 8 Cylinder engine For an eight cylinder 5 magnets are required in total positioned exactly 90° apart. A south pole needs to trigger the sensor before the trigger for cylinder No 1.
E6X Manual SENSOR PIN OUTS A B C D E F BLUE YELLOW N/C N/C GREEN RED GROUND PRIMARY TRIGGER SECONDARY (HOME) TRIGGER + 12 VOLTS Trigger Setup page configuration for Haltech SA Hall Effect Sensor 161
E6X Manual E.6.3 Twin Triggers The Twin Trigger is designed for two purposes. It can be used to provide direct fire ignition on 2 cylinder engines (most motorbike twins) without the use of a Home sensor. The ECU Main Trigger input fires coil 1, and the Home input is used to fire coil 2. The Twin Trigger can also be used to differentiate between coils on an 8 or 12 cylinder using twin distributors. Two four (or six) cylinder distributors, complete with trigger wheels can be used.
E6X Manual Mitsubishi Triggers The Mitsubishi trigger comes in a few different forms, but the output waveforms are very similar. It is a cam sensor and consequently spins at half the engine speed, and is therefore able to measure the full engine cycle position, so can be used as a trigger for direct fire and sequential injection applications. The sensor consists of two signals, which will from now on be referred to as home and trigger.
E6X Manual E.6.4 Nissan Triggers The Nissan optical trigger sensor is used by almost every ECU controlled Nissan engine. It is a cam sensor and consequently spins at half the engine speed, and is therefore able to measure the full engine cycle position, so can be used as a trigger for direct fire and sequential injection applications. The sensor consists of two signals, which will from now on be referred to as home and trigger.
E6X Manual There are 3 common patterns for Nissan triggers, but for each pattern, there is always a unique window. You do not need to know what the patterns are, but you need to know which unique window size to use for a given sensor. The sizes are described by the number of small teeth that it inside of the window of the large slots.
E6X Manual Pattern 2 The second pattern is similar to the first but instead of having different size trigger windows for each cylinder it has pairs of trigger windows matching the two cylinders that are approaching TDC together on opposite strokes (i.e. compression-combustion and exhaustinduction). The first pair is not a true pair; the two windows differ by a number of home pulses in size, all successive pairs are identical in trigger window size so a 4-cylinder engine has one odd pair and one true pair.
E6X Manual Pattern 3 The first pattern has trigger windows sizes that are related to the cylinder number, which they precede and can be calculated using the following equation: Number of Pulses = (Number of cylinders - (Cylinder Number - 1)) × 4 For Example: A 4-cylinder engine that is to be synchronised before cylinder 2 would have a trigger window as follows: Number of Pulses = (6 – (2 – 1)) × 4 = 20 Cyl. 6 Window Cyl. 1 Window Cyl.
E6X Manual Home Window Teeth Setting Nissan Tooth Offset Setting Possible Trigger Setup page configuration for Nissan Cam Angle Sensor 168
E6X Manual E.6.5 Subaru A Triggers (1989-2000) All factory-injected 4-cylinder Subaru engines manufactured before 2001 use a combined crank-angle/cam-angle trigger system. If a Subaru trigger is being used, select the Trigger type as “Subaru A” and connect the Cam angle sensor to the Home Input and the Crank angle sensor to the Trigger Input. Both the Trigger and Home Input should be set to Reluctor and the “Trigger angle” should be approximately 65±2° BTDC.
E6X Manual E.6.9 MGF Trigger The 4-cylinder MG-F uses a unique trigger system similar to that of the Subaru engines. This trigger system uses use a crank-angle trigger system. Select the Trigger type as “MGF” and connect the Crank angle sensor to the Trigger Input. The Trigger Input should be set to Reluctor and the “Trigger angle” should be approximately 65±2° BTDC.
E6X Manual APPENDIX G HALTECH E6X SPECIFICATIONS Engine Suitability • • • • Up to 16,000 rpm 1, 2, 3, 4, 5, 6, 8, 10, 12 cylinders (1-2 rotors)* 2 or 4 stroke Normally aspirated or supercharged up to 200 kPa (30psi) - Higher boost pressure MAP sensors available by special arrangement • Load sensing by throttle position or manifold pressure • Multipoint, batch-fire, staged or sequenced (up to 4 banks) injection patterns • Distributed ignition systems, or direct fire systems with 1 to 4 coils NB: Sequenti
E6X Manual • Throttle Position Sensor 10 kΩ rotary potentiometer driven from throttle shaft • Internal Barometric Pressure Sensor Barometric pressure compensation only • Engine Speed Pickup Compatible with most trigger systems: 5 or 12 volt square wave; Pull-to-ground (open collector) Most inductive/magnetic triggers ECU Outputs • Injector Driver 4 x Two State Programmable Peak-and-hold current limiting drivers capable of driving at: 4Apk/1Ahold 8Apk/2Ahold The above current specifications allow the driver
E6X Manual 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.
E6X Manual • Rugged Aluminium Casing Black anodised with integral cooling fins and mounting brackets. • US or Metric Units. E6X Hardware Options • Boost Control Solenoid. • Dual Hall Effect Sensor Kit. • Extra Injector Driver Kit. • Four Wire Heated Oxygen Sensor. • Fully Terminated and Sheathed Wiring Harness In Lieu of Flying Wire Lead Harness. • Haltuner Inexpensive dash mounted Air-Fuel Ratio Meter. • Idle Air Control Motor Housing. • Idle Air Control Motor.
E6X Manual LIMITED WARRANTY Lockin Pty Ltd trading as Haltech warrants the HaltechTM Programmable Fuel Injection System to be free from defects in material or workmanship for a period of ninety days from the date of purchase. Proof of purchase, in the form of a bill of sale or receipted invoice, which indicates that the product is within the warranty period must be presented to obtain warranty service.
E6X Manual APPENDIX H WIRING DIAGRAMS 176
