Introduction.........................................................................................1 Installation Overview ........................................................................................................1 Before You Begin..............................................................................................................2 Tool/Supply Requirements................................................................................................3 How It Works ..................
4.8.1 Current Location.................................................................................................29 4.8.2 All Ranges ..........................................................................................................29 4.8.3 Selecting Groups of Bars....................................................................................30 4.8.4 Percentage Changes............................................................................................30 4.8.5 Linearise ............
12.1 The Output Options Page .......................................................................................47 12.2 Enabling Options....................................................................................................47 Chapter 13 Auxiliary Outputs ........................................................................................48 13.1 Description ..............................................................................................................48 13.
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 1999 Invent Engineering Pty Ltd A.C.N. 000 613 832 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.
Introduction Congratulations on your decision to install a Haltech Ignition System to your vehicle. Haltech systems have been successfully installed on thousands of vehicles, from power off-shore boats to twin-turbo Ferraris, from pylon racing aircraft to jet skis and snowmobiles.
Before You Begin... 1) IT IS BEST TO READ THIS ENTIRE MANUAL BEFORE STARTING. At the very least you should read Section One of the manual and the Appendices relevant to your installation. The greater your knowledge of the operation of the Haltech system, the easier you will find it to understand what you are doing, and why. Throughout the manual are Warnings and Notes that will help your installation run smoothly and indicate the dangers that can exist for you the installer and the Haltech ECU.
DISCONNECT THE HALTECH ECU FROM THE ELECTRICAL SYSTEM WHENEVER DOING ANY ARC WELDING ON THE VEHICLE BY UNPLUGGING THE WIRING HARNESS CONNECTOR FROM THE ECU. 5) Electromagnetic interference (EMI) from unsuppressed spark plugs and leads can cause the ECU to fail. Please do not use them. 6) In hot climates, or with turbocharged engines, you may need to employ heat shielding to prevent heat soak and damage to electrical and fuel parts.
Wire Cutters and Pliers Crimping Tool and assorted terminals Drill with assorted drill bits 3/8" NPT Tap 1/4" GAS Tap Electrical Tape or Heat Shrink tubing Teflon pipe sealing tape Nylon cable ties Jeweler’s file (may be needed for mounting Throttle Position Sensor) Mounting hardware for ECU and relays (mounts/bolts/screws) IBM-PC compatible computer (preferably laptop) with at least 640kb, one disk drive and an RS232 serial port.
HALTECH IG5 SPECIFICATIONS Engine Suitability • • • • Up to 16,000 rpm 1, 2, 3, 4, 5, 6, 8, 10, 12 or 16 cylinders (1-2 rotors)* 2 or 4 stroke Normally aspirated or supercharged up to 200 kPa (30 psi) – Higher boost pressure MAP sensors available by special arrangement • Load sensing by throttle position or manifold pressure • Distributed ignition systems, or direct fire systems with 1 to 4 coils Power Requirements • Power Source 8.
• Engine Speed Pickup Compatible with most trigger systems: - 5 or 12-volt square wave; - Pull-to-ground (open collector) A Reluctor adaptor is available for magnetic (or ‘reluctor’) triggers supporting most standard tooth patterns. Applications requiring a motronic trigger input need to be specified at the time of order. Only a 60-tooth wheel with 2 teeth missing is supported. ECU Outputs • Ignition Output Optional ECU triggered Haltech Ignition Module for firing the coil.
• Correction Maps • Ignition Crank Advance - 32 points Coolant Temperature Advance/Retard - 32 points Air Temperature Advance/Retard - 32 points • Programmable Rev-Limit – cuts ignition preventing over revving of the engine • Programmable Output Options • Turbo Wastegate Control • Dual Intake Valve Control • Torque Converter Lock-Up • Electric Thermatic Fan Control • Intercooler Fan Control • Shift Light • Anti-Stall Solenoid Control • Turbo Timer • NOS Switch Miscellaneous • Map Storage and Retrieval Maps
SECTION 1 CHAPTER 1 Getting Started HALTECH IG5 INSTALLATION 1.
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 IG5 ECU to use. The sensor works in absolute pressures, thus its calibration is not affected by changes in barometric pressure. There are three types of MAP sensors that can be used with the IG5 system. The sensor required depends on the specific engine configuration. 1 Bar Sensor (Part No.
1.3.2. Coolant Temperature Sensor The coolant temperature is used by the computer to determine the required corrections to ignition timing. The coolant temperature sensor has a solid brass temperature sensing tip. Refer to the diagram for technical details of the sensor. The coolant sensor supplied is an industry standard component and some engines may already have provision for this type of sensor.
14mm x 1.5 The air temperature sensor is used to compensate for changes in air density due to air temperature. This effect is most noticeable in forced induction engines. The Haltech IG5 will allow compensation for ignition timing using the signal received from the air temperature sensor. The sensor should be mounted to provide the best representation of the actual temperature of the air entering the combustion chamber, ie.
1.3.4. The Throttle Position Sensor (TPS) The throttle position sensor is mounted to the throttle butterfly shaft to sense its rotation. A TPS is common on many late model engines and the Haltech sensor should attach with little or no modification. The throttle shaft must protrude from the side of the throttle body. This may require the machining of the throttle body or the manufacture of a new throttle shaft. The inner mechanism of the sensor rotates with the shaft.
WARNING: NOTE: IF USING THE BOSCH IGNITION MODULE (THE EB023 SUPPLIED BY HALTECH ON AN ANGLE BRACKET) CONSTANT DUTY SHOULD BE SELECTED IN THE IGNITION SETUP PAGE. Bosch Ignition Module. The module must be mounted on the bracket, and the bracket must be mounted to a suitable surface.
1.3.6. Route Wiring Harness and Connect Sensors Lay the main wiring harness out in the engine bay with the sensors mounted to ascertain the best fit for the harness. Pass the wiring loom through a hole in the engine bay firewall and into the passenger compartment where the ECU will be mounted. Either use an existing hole or cut a new hole to suit. Use a rubber grommet or similar device to protect the harness from being damaged by rubbing on the sharp edge of the hole.
1.3.8. Electronic Control Unit (ECU) The Haltech IG5 is not designed to be waterproof. It is desirable that the ECU be given as much protection from the environment as possible. It is recommended that the ECU be mounted inside the passenger compartment, either on the firewall, under the dashboard or under the passenger seat. The ECU has four mounting holes that allow it to be mounted to most flat surfaces. In extreme cases of vibration, the ECU should be mounted on rubber anti-vibration pads.
The secondary input can also be used as the Road Speed input if it is not being used as a home trigger. You will need to know what wiring your trigger requires. Some triggers need a series resistor on the power line in order to limit current. Check your trigger system thoroughly. An incorrectly wired trigger can cause damage, usually to the trigger. The IG5 requires one trigger input signal per ignition event. For example, a V8 engine will require 4 triggers per engine revolution.
CHAPTER 2 GETTING ONLINE Now that your Haltech IG5 is installed with all the sensors in place the system can be connected to the programming computer. This will allow the readings from all the sensors to be displayed on the screen and checked for correct operation. To connect the PC to the Haltech IG5 ECU you will need the programming cable and programming disk supplied. 2.
2.2.2 Installing the Software The Programming Disk supplied with the Haltech IG5 has an installation program that allows you to install the software onto the PC’s Hard Disk. Most modern PCs have a hard disk. If your PC does not have a hard disk, the IG5 Program can run directly from the disk supplied. Installing the software on the Hard Disk will speed up program execution and avoid having to fiddle around with floppy disks. The installation program needs only to be run once.
The Install program will now run. Follow the instructions given. The program will suggest that the software will be placed in the HALTECH directory. You can change the destination directory, but this is not recommended unless you understand how directories work. When it is finished, the installation program will tell you if the installation is successful. If it was not, consult the trouble shooting section of this manual. The IG5 Program is now ready to run. 2.2.
2.2.5 Azerty Keyboards Most countries use a keyboard where the first six letter keys across the top row are : θωερτψ This is called a Qwerty keyboard. Some countries use an alternative, which is called an Azerty keyboard, where the Q and W keys are swapped with the A and Z keys respectively. If you have an Azerty keyboard, you need to run the software slightly differently.
If this message appears check all connections and ensure that the communications cable is not being interfered with. Also be sure that the Haltech IG5 unit is receiving power. (i.e. ignition switch is turned "on".) 2.5 The Main Menu When you select Online or Offline mode the Haltech MAIN MENU bar appears. This menu bar allows access to sub-menus giving access to maps, file storage/retrieval, engine data and options. 2.
CHAPTER 3 ENGINE IDENTIFICATION 3.1 Setting Engine Identification The Identification page tells the IG5 information about the engine characteristics. Without this information being correct the engine cannot run properly. The Identification is made up of several fields. Each field can have a number of settings, and you can change most of the fields. Use the Up and Down arrow keys (′ and ≤) to move between fields. The fields are either Selection type, or Text type.
Units The Haltech IG5 programming software can display parameters in either Metric or US units. RPM Mode The IG5 ignition maps may be arranged either in 500 rpm increments to 10,500 rpm, or in 1000 rpm increments to 16,000 rpm. Select the high - or low - rpm mode here. Changing settings alters the way the ECU reads the Maps, and will change the tuning of the engine dramatically. Do not change this setting once tuned. Road Speed Value This value calibrates the Road Speed reading.
Trigger Degrees This field tells the ECU where to expect the Main Trigger to occur. This field is very important for the correct operation of the ignition. If it is incorrect, the spark advance will also be incorrect, which could lead to engine damage. The ECU needs to receive an input trigger at a fixed engine angle Before Top Dead Center (BTDC) for each spark. This trigger may be set between 60° and 100° BTDC. See Chapter 5 for details.
Multi-tooth This trigger pattern is the same as that for the Standard Trigger except that there are multiple trigger events for each spark event. The number of teeth for a multitooth trigger must be a multiple of the spark events. This trigger requires a home signal for synchronisation of the trigger and engine position. Motronic This trigger is a variation of the multitooth trigger pattern. This setting is compatible with the BOSCH Motronic controlled engines.
CHAPTER 4 USING HALTECH SOFTWARE The tutorials presented in this chapter are examples of how to use the Haltech software. They assume that you have the software running online on your PC, with the ECU powered and connected via the supplied programming cable. 4.1 Using the Software In order to make the software easy to use, the program presents you with a menus bar at the top of the display. The menu bar is accessed through simple combinations of key strokes.
4.4 Accessing the Ignition Maps Pressing ƒµ from any page will take you to the Maps Menu. From here you choose Ι for the Ignition maps. Or you can access the ignition maps directly through ♣Ι from any other application. 4.5 The Ignition Maps The ignition map shown above is explained in detail here. The Menu Bar This has the names of four major software menus embedded in it.
Range 3 Bar 13 This information refers to the instantaneous engine speed and load and will follow any changes in these values. °Advance This is the vertical axis of the ignition maps and indicates the advance selected for the relevant engine speed and load. -100 to 100 kPa This is the horizontal axis of the ignition maps and indicates load range at the current engine speed (defined by Range X). This particular map is used in conjunction with a turbo-charged engine operating up to 1 bar of boost.
It is possible to program the IG5 numerically. To enter the numeric mode press ƒν. A spreadsheet of ignition advance data versus engine load and speed will appear. Use the arrow keys to navigate the spreadsheet by moving the highlighted cursor to the required field. Changes can be made by typing the ignition advance as a decimal number representing degrees of advance (°BTDC).
the All Ranges option for a starting point, press ƒρ once more to exit the All Ranges option and tailor each map individually. This option is only available on the Base Ignition Maps. 4.8.3 Selecting Groups of Bars Groups of adjacent bars may be highlighted and adjusted together. Hold ♣ while using the left or right arrow keys, ∞ ⁄, and you will highlight a group of bars. This group will now act in unison when increasing or decreasing the height of the Bars.
Normally, the bars are altered by adding or subtracting a fixed amount. The adjustment keys may instead apply a percentage change on each keystroke. ƒπ on the Bar Increment Screen will switch to percentage increments, ♣φ will return you to fixed increments. ƒλ will space out increments evenly between the Up/Down Arrows field and the Ctrl PgUp/PgDn field. 4.8.8 Online Help The current version of software offers the “help shortcut key”: ♣Η unfortunately this feature is not available.
4.
CHAPTER 5 STARTING THE ENGINE There are a few things that need to be done before starting the engine. 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 all sensors are reading correctly. Check again that the Identification and the Ignition Set-up are correct. 5.
back and check all the angles again. If you have guessed the trigger angle, try and calculate it properly. Remember that the angle is in crankshaft degrees, not distributor degrees. Also make sure the correct trigger edge is selected (rising or falling). If the angle is a little out alter the angle in the Trigger Degrees field. If the correct timing lies outside the 60° to 100° range permitted in this field, mechanical changes will have to be made to the trigger set-up.
• The third character in the ignition timing Map name specifies the Rpm at which maximum advance occurs (ie.. how quickly advance changes with engine speed). This character is a letter of the alphabet. Option A has full advance in by 1500 Rpm. Option B has full advance in by 2000 Rpm. Option C at 2500, etc. up to J for 6000 Rpm. • The fourth and fifth characters in the ignition timing Map name specifies the maximum advance at atmospheric pressure.
5.4.2 On the Road Tuning on the road is similar to tuning on the dynamometer, but with hills, acceleration, gearratios and brakes providing the necessary retarding force. Although it is harder to maintain constant load and speed, it is still possible to use the same procedure used on the dyno. It will be necessary to have one person drive while another does the tuning. Load the engine by selecting an appropriate gear and either driving up a constant grade hill, applying the brake or handbrake.
SECTION 2 CHAPTER 6 Other Adjustable Features COLD STARTING AND RUNNING The Haltech IG5 has two features to modify ignition timing to aid in starting and running a cold engine. The Ignition Crank Map defines the ignition advance at different coolant temperatures during cranking. The Ignition Coolant Map corrects the base ignition timing by advancing or retarding the ignition at different coolant temperatures. 6.1 Cold Cranking The ignition timing can be set for cold cranking.
CHAPTER 7 CORRECTION FACTORS The Haltech IG5 has correction maps to adjust ignition timing for coolant and inlet air temperatures. These maps are set to provide a base correction for almost all engines. 7.1 The Ignition Coolant Map The Ignition Coolant Map allows up to 10° advance or retard of the spark timing based on engine coolant temperature. This Map should only be used if there is a need to adjust the timing for low or high temperatures. 7.
SECTION 3 CHAPTER 8 Software Features FILE STORAGE AND RETRIEVAL Once your Haltech IG5 system is configured you should store the entire set of maps and the Identification to disk. In fact, it is wise to save maps regularly during tuning so that you can return to a known map while you are experimenting in different areas. You can use the file storage and retrieval to enhance the flexibility of your race engine by storing the optimum maps for each race track.
correct, continue by pressing Ψ. If you entered the name incorrectly, abort the Save function by pressing Ν, or Ρ to re-enter a name. 8.2 Loading Maps and Identification While the ECU system is Online, you can load previously saved map information from computer disk into your Haltech ECU. The contents of the ECU are erased and replaced with the new maps you have chosen. If you are Offline, you can load previously stored maps, view and edit them, then save them for later use.
It is a good idea to erase old maps as soon as they become obsolete. This is particularly true if you are trying to build a library of maps. It can become difficult to remember later which maps are current and which are obsolete. 8.3.2 Changing Directories If files can be likened to books in the library, then directories are analogous to names on the shelves. Directories can be used to group related files together. To change directories when loading, saving or erasing maps, press ƒχ.
CHAPTER 9 PRINTING MAPS 9.1 The Print Function You can print the maps and identification information to printers that accept IBM emulation mode, such as IBM compatible dot matrix, inkjet or laser printers, (consult your printer manual). The Print function should work with other printers, but some special characters such as °, ±, etc. may not print correctly. Select the print function by pressing π from the Options sub-menu The system will present you with options on which data you wish to print.
CHAPTER 10 DATALOG 10.1 The Data-log Option This option records the Engine Data information at a nominal rate of 10 samples per second while the engine is running. This data-log is useful for tracking the system's behaviour through changing rpm. It also facilitates trouble-shooting, as all the ECU's working parameters are recorded faster than they can be read on the Engine Data Page. The Datalog Menu is accessed through the Options Menu. (Press ƒο).
10.1.3 Viewing the Datalog To view the datalog you have just taken, press ς from the Datalog sub-menu. The Engine Data information will appear as rows across the screen, with a time index at the end of the row. At the bottom of the screen is a list of the command keys.
THE ECU. IF YOU WANT TO VIEW A SAVED DATALOG, SWITCH TO OFFLINE MODE, LOAD THE APPROPRIATE MAP, AND THEN LOAD THE DATALOG. 10.1.5 Printing Datalogs You can print datalogs to any ASCII parallel printer, such as IBM compatible dot matrix, inkjet or laser printers. This will print the current view only. If you wish to print another view, switch to that view and print again. To print a datalog press Π in the Datalog submenu. The software will ask if you wish to print to the printer or to a text file.
CHAPTER 11 CUSTOMISING THE SOFTWARE 11.1 The Set-up Page The Setup window allows you to change the way the software works for you. If you alter any of the parameters on this page, the programming software will remember the changes you have made and they become the default settings. The next time you run the Haltech program, the settings will be as you left them. The Setup Window is accessed from the Setup menu by pressing ƒσ. Or by pressing ♣π.
SECTION 4 IG5 Optional Outputs CHAPTER 12 SOFTWARE ACCESS 12.1 The Output Options Page The Output Options Page is where all IG5 options are enabled/disabled and programd. This page may be accessed in either Online or Offline mode. Remember that any changes you make in Offline mode will not affect the ECU. Pressing ƒο will take you to the Options Menu. Press Ο while the options menu is open to go to the Output Options Page.
CHAPTER 13 AUXILIARY OUTPUTS 13.1 Description The IG5 possesses a maximum of 4 auxiliary outputs each of which may be programd to control a certain function. Each output is a pull-to-ground style signal suitable for switching solenoids, relays or low-power dashboard lamps. Do not connect any device which requires more than 200 milli-amp continuous current directly to the ECU - it will not operate properly.
13.2.2 Using the Turbo Waste Gate Control In order to use the Turbo Waste Gate Control function, you will need the following: - a suitable pressure solenoid valve; - air hose and fittings; - IG5 programming software and cable; - an overboost relief valve (strongly recommended). The air circuit to the waste gate must be configured appropriately, as in figure 16.1. If it is not directly filtered, the air bleed line to the solenoid should run to the air box or into the car body, free from road dust.
Boost Limit If the manifold pressure exceeds this limit, the solenoid valve will immediately be set with a duty cycle value of 5%. This will expose the waste gate regulator to the full manifold pressure and force the wastegate to open. This value should be set slightly higher than the desired boost pressure as a fail-safe in the event of an over boost condition. Primary Map There are two maps associated with the TWG control function. Both set the duty cycle of the solenoid against the engine rpm.
If the Standard Boost Map is selected as the primary map the duty cycle applied to the solenoid is computed differently. With the controller at its centre position, the solenoid's duty cycle will be taken directly from the Standard Boost Map. As the controller is rotated anticlockwise, the duty cycle is linearly reduced to 0%. When the controller is rotated clockwise from the centre position, the duty cycle is linearly increased to the value in the Maximum Boost Map.
13.4 Torque Converter Lockup (TCC) This function controls the clutch lockup solenoid on automatic transmissions. Locking the torque converter reduces the amount of energy lost through the transmission, providing better fuel economy. The solenoid activates whenever the road speed is greater than a programd value for a given throttle position.
Note: When using the TCC function, the Aux. In Function in the Identification must be set for Torque Converter Control. When using TCC, other functions that use the Aux. Input line can not be used. 13.5 Electric Thermatic Fan Control (TF) This function can be used to switch on a thermofan when the engine temperature exceeds a certain value. The fan will stay on until the engine temperature drops below a second value. Note: The electric fan cannot be driven directly by the ECU.
13.6 Electric Intercooler Fan Control (IF) This function can be used to switch on an electric fan on the intercooler when the inlet air temperature exceeds a certain value. The fan will stay on until the temperature drops below a second value. Note: The electric fan cannot be driven directly by the ECU. A relay must be used to switch the high currents drawn by the fan. To use this function, you must have the following: - an electric fan, fused and relay switched; - IG5 programming software and cable.
To use the shift light function, you will need the following: - a dashboard lamp or buzzer; - IG5 programming software and cable. The lamp or buzzer should be wired to +12V on one side, and the other to the ECU. The lamp used must not draw more than 400mA of current. It is recommended to use a relay if running a high wattage bulb. Alternatively, a high intensity LED may be used. If so, use a series resistor of 330 ohms to limit the current through the LED to around 40mA.
respective values, the output will switch off. The last parameter is the Run Time. This is the maximum time the ECU will allow the engine to continue to run after the ignition switch has been turned off. If either of the temperature conditions are meet before this time, the output (and therefore, the engine) will switch off. The Run Time is set to the nearest half minute. Figure 17.6 – Turbo Timer diagram Note: When using the Turbo Timer function, the Aux.
Minimum Temp The NOS system will not be activated unless the engine coolant temperature is above this value. Ignition Retard The IG5 will provide an ignition retard whenever the Nos system is engaged. The number of degrees retard is set by this field. Note: When using the Nos function, the Aux. In Function in the Identification must be set for Nos. When using Nos, other functions that use the Aux. Input/Output line can not be used.
SECTION 5 Appendices APPENDIX A TROUBLESHOOTING This Appendix is devoted to trouble shooting problems that may occur during setting up the IG5 on your engine. To use this Appendix, firstly identify the closest symptom or symptoms from the list below, and then follow the checklist for possible solutions. A.1 Overview Control Program Problems • The Haltech Programming Software will not load up • The Haltech Programming Software will not operate in Online mode.
A.2 Control Program Problems Haltech Programming Software will not start up The Haltech programming software should run on any computer that meets the requirements in Chapter 2. If, after following the instructions in Chapter 3, the program will not run, the most likely cause will be insufficient memory. If this is the case, you must make more free memory available before running the software. Always start from the DOS prompt. Do not try running the Haltech software from out of another shell program.
Engine Data Page Displays Unusual Readings If the air temperature sensor, or coolant temperature sensor is showing a FAULT condition then the sensors are either not operating correctly or are disconnected. Using the wiring diagram of the Haltech IG5 Loom at the back of this manual check that the sensor wires are not damaged. If the wiring is OK then contact your Haltech dealer regarding replacement of faulty sensor.
APPENDIX B B.1 The IG5 Outputs The IG5 has five outputs, four of which are dual purpose. Refer to the wiring diagram Appendix E for pin numbering of the IGNITION OUTPUT plug. Pin C is always an ignition output and provides the only ignition output when there is a single ignition coil connected to a distributor. Pins A,D,E &F are either ignition outputs or auxiliary outputs. They can provide one or more ignition outputs as required for direct fire ignition systems.
** This configuration could also be used for waste-spark direct fire ignition. B.2 Direct Fire Ignition These are Ignition systems that do not distribute the spark through a distributor cap and rotor. B.2.1 Ignition Outputs There are two forms of Direct Fire Ignition. One has a separate coil per spark plug (usually mounted on top of the plug) and the other uses a waste spark system described later in this section.
Figure B2.2. Coil layout for V8 with firing order 1, 2, 7, 8, 4, 5, 6, 3. It is not necessary for coil one to connect to cylinder one. If, for instance, the original Home trigger occurs before cylinder 6 (not common, but possible) then coil one would need to connect to cylinder 6. The coil order would still be the same. B.2.
Each coil igniter will have its own trigger. If using direct fire, a Home signal is needed for trailing ignition to be generated. Output IGN OUT AUX OUT 1 AUX OUT 2 AUX OUT 3 AUX OUT 4 Distributor Function Leading Spark Trailing Spark Auxiliary Output Auxiliary Output Auxiliary Output Direct Fire Function Leading Spark (both) Trailing Spark front rotor Trailing Spark rear rotor Auxiliary Output Auxiliary Output B.4 Igniters The ignition signals on the IG5 are pulled to ground when activated.
The duty cycle of a square wave is the ratio of its high time to its period. Eg. a 70/30 duty cycle signal is high for 70% of its period and low for the remaining 30% regardless of frequency, as shown in figure E7. Constant duty can also be used on aftermarket capacitive-, inductive- or multiple-spark discharge systems such as MSD or Jacobs. Figure E7. Illustrate constant duty against frequency B 4.
Figure E8. Illustrates Charge Time & Break Time Constant charge time ignition using a dumb igniter is moderately inferior to that using an intelligent igniter with dwell control as it does not compensate for power variations or thermal effects. Note: For safety and reliability, always use igniters that are internally current limited. The Output Signal The BOSCH type Ignition Module operates on the falling edge of the output signal. This means that the spark is fired when output signal drops to 0 V.
the Ignition Setup [3.2], which makes the output suitable for ignition systems that do not need dwell control. 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 IG5 ECU. This module serves both as a trigger device and as an igniter. The DFI module has an ignition bypass input from the ECU (Normally labelled BYPASS). This input tells the DFI module to ignore the ECU’s timing signal and fire its own spark at 10° BTDC.
B.6 Pull-up Resistor Dip Switch Settings These dipswitches are located inside the back cover of the IG5 ignition computer. The dipswitches are arranged to allow pull-up resistors to be switched in to appropriate outputs as required. Some factory ignition systems have built in pull-up resistors and will not require the dip switch pull-ups to be set. The dip switch pull-ups will be required if using factory ignition modules in conjunction with the constant charge and falling edge spark.
APPENDIX C TRIGGER INPUTS Interfacing the IG5 with your particular trigger system is may be straightforward or complicated. The most likely complication to arise is from the variety of trigger types still in use. This appendix contains a lot of useful information about the different trigger types and is essential information to anyone installing an IG5. C.
FigureC.2 In the example shown in figure C.3 the pulse width for cylinder one is different to the pulses of all the other cylinders. If rising edges were used as the trigger input there would be a variation of 20° between the trigger timing for cylinder one and all other cylinders. Falling edge would need to be set in this case and the trigger degrees set to 60° BTDC. Figure C.3 C.2 Trigger Devices C.2.
The most common application is in a direct fire configuration where a synchronisation event is required. 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 changes from high to low. The orientation of the magnets determines the output signals from the sensor.
Fitting the magnets We insist that only Haltech rare earth magnets (part number REM1) be used for the purpose of triggering the sensor. These are strong magnets with good stability to high temperatures and have a long service life. Some rare earth magnets are stronger but break down under excessive temperature, or are too brittle for the purpose, or do not have a long service life. Ordinary magnets ie not rare earth types, may not have the strength required for satisfactory triggering at high speeds.
6 cylinder engine For a six cylinder 3 magnets are required in total, positioned exactly 120° apart. Figure 2: Typical 6 Cylinder 8 cylinder engine For an eight cylinder 4 magnets are required in total, positioned exactly 90° apart.
The set-up for this sensor is similar to the S1 except that one extra magnet is required as well as the orientation being changed. The north pole of the magnet is used to generate the main trigger while a south pole is used to generate the home or synchronisation pulse. Typical setups (s2) 4 cylinder / 2 rotor engine For a four cylinder 3 magnets are required in total. Two north poles positioned exactly 180° apart while a south pole needs to trigger the sensor before the trigger for cylinder No 1.
8 cylinder engine For an eight cylinder 5 magnets are required in total positioned exactly 90° apart..While a south pole needs to trigger the sensor before the trigger for cylinder No 1.
C.2.2 Optical Sensors Optical sensors are often used in original equipment and may be directly connected to the IG5. These devices require three connections: Power (normally +12v) Ground Trigger output Often distributors with this type of sensor have a rising edge trigger at 70 degrees. Many distributors used in electronic ignition systems are fitted with mechanical and/or vacuum advance mechanisms.
INPUT PLUG Pin A B C D Colour Wire BLUE WHITE GREEN GREY OUTPUT PLUG Function Primary Trigger (-) Primary Trigger (+) Secondary Trigger (+) Secondary Trigger (-) Pin A B C D Colour Wire BLACK RED YELLOW BROWN Function Ground +12 Volts Primary Trig Secondary Trig Figure E.4 The magnetic pick up is basically a piece of wire wrapped around a magnetic core and attached to the sensor face, which is called the pole piece. The physical size and shape of such a pick up can take many forms.
C.3 Home Signal (synchronising) On a distributor equipped engine the IG5 does not need to know the number one cylinder position because the distributor sends the spark to the correct plug. With Direct Fire, the IG5 needs to identify the number one cylinder position so that it knows to fire the number one coil. To do this, the ECU needs to receive a synchronisation event which is usually provided by a Home signal.
C.3.1 Multitooth Triggers The IG5 is capable of triggering from a multitooth pick up, as used on a number of production vehicles. The IG5 employs software signal conditioning to convert the multi-tooth trigger to standard trigger form. This is done by counting teeth from a synchronization event (until a certain tooth is encountered which corresponds to the engine location specified as the Trigger Angle. The IG5 then conducts ignition timing as normal.
C.3.3 Twin Triggers and Twin Distributors 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. Here the trigger input causes the IG5 to fire coil 1, and the home signal causes the IG5 to fire coil 2. The Twin Trigger can also be used to differentiate between coils on an 8 or 12 cylinder using twin distributors.
APPENDIX D ROTOR PHASING On engines which are operating a distributor to deliver spark, rotor phasing must be considered when setting the trigger angle and the physical position of the trigger device in the distributor. If the rotor phasing is wrong, there may be a considerable gap for the spark to jump between the rotor and the cap terminal when ignition occurs or worse still, it may be delivered to the wrong terminal and fire the wrong spark plug. When setting the trigger angle (i.e.
L.BLU PINK BRN BLU/RED RED YEL/RED VIO GRN YEL WHT GRN/BLK L.GRN WHT/BLU L.BLU BLU BLK ORG GRN BLK/WHT YEL BLK WHT ORG YEL/RED RED GRY BLK BLK YEL ORG BLK GRY BLK VIO RED BLU BLU/RED BRN PINK BLK BLK BLK/WHT ORG 82 GRN/BLK BLK L.GRN BLU WHT/BLK L.
LIMITED WARRANTY Invent Engineering Pty Ltd trading as Haltech warrants the HaltechTM Programmable Ignition 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.
