SCREWDRIVER ECU
Contents
1. SC REWDRIVER EC U 1 12 VOLT BATTERY 9 BLACK li 5 BLIJE z Back i INJECTORS 1 5 OHM 16 OHM 16 MAX q EES FUEL PUMP i 3 ME IGNITION SWITCH g HE COIL NEGATIVE q7 E aa T T 7 t WHITE OR RED M MOTEC AIR TEMP SENSOR 18 t i T an 16 HEG a Jol fe Q COOLANT TEMP SENSOR BOSCH 2500 OHM 3 T i3 T 4 8 110 16118 MOTEC 1 315 7 9 15117 MK 2 WIRING DIAGRAM SCREWDRIVER CONNECTOR LOOKING AT PLUG REAR MAY 1990 REV 003 WIRING CONNECTIONS Red 12V directfrom battery paired together Black 12V direct to battery Blue injector supply paired together Black injectorearth Brown 12V supply to one high pressure fuel pump Purple 12V supply from ignition switch White ignition contact breaker Black Sheathed with two pin plug forintake airtemperature sensor White Copyright MoTeC Pty Ltd Reproduction in whole orin partis prohibited without written approval from MoTeC Pty Ltd MoTeC SETTING UP THE MOTEC E C U CYLINDER SELECTION Switches 1 and 2 can be amanged by the user to give settings for 4 6 8 and 12 cylinder setting by following the coding arangement on the facie board Be careful to follow the printed lines from the code panel to the switches Rotary engines and twin ignition V8 engines require 4 cylinder settings2. LIGHTLOAD When setting the light load it is suggested that the engine is run at a speed comesponding to the maximum torque seed but with little load approximately 1 5 to 1 10 of full throttle torque to simulate road load and the adjustment set to the lowest setting that produces smooth engine operation On lightly modified engines this point may corespond to 0 5 to 1 CO but will probably be more for highly tuned engines Again this adjustment is camied out only when the red LE D forthe light load is illuminated ACCELERATION ENRICHMENT Best camed out on road Is applicable primarily to lightly modified engines or engines which capable of running satisfactory with a lean light load part throttle or cruising mixture and therefore require additional fuel for hesitation free acceleration The adjustment should be set to the minimum setting that produces stumble free acceleration from a low speed post throttle condition Page 40f5 Wace TURBO OR SUPERC HARGED ENGINES The vacuum line now a pressure line when on boost should be placed so that it will read what the engine sees under all conditions If a Plenum system is used a tapping into it is O K If multiple runners with butterflies in each runner is used the tapping must be on the engine side of the butterflies The set up is camied out exactly the same way as fora naturally aspirated engine but giving only enough throttle to avoid the boost mix light from coming on This a
3. Use either vehicles low pressure standard pump to lift from fuel tank via water separator fuel filter to headertank into one of the bottom connections 3 Draw off from other bottom connection to high pressure pump and then to engine fuel rail 4 The fuel rail ca mes fuel to the injectors and is pressurised by the fuel regulator to 45 50 PSI As the high pressure pumps should always be supplying in excess of maximum engine demand the fuel not required by the engine is forced across the regulator and then directed to one of the top header tank connections to supplement the LP pump The excess is then retumed via the other top connection to the fuel tank In particular single rayon braid nose SAE 10085 hydraulic hose 250 PSI W P with high grade correct dia worm drive clips must be used Screw fittings and hoses are obviously 0 K but do not use nomal low pressure fuel hose under any circumstances as it is not designed for use at 50 P S I BEFORE ARST SIART UP CHEC K FUEL SYSTEM FOR LEAKS Disconnect brown 12V pump supply and connect pumps both low pressure and high pressure in tum to battery supply Run for 5 mins and check all threaded and push on connections for any leaks Rectify and check again Your thoroughness in this area could well determine your investment s life as well as yourown E C U CHECK Plug in loom to E C U Tum on ignition both relays should close one supplying power to the E C U the other power to the fuel pum
4. meters have lag or delay pernod of up to and in some cases over 10 seconds If the engine is very highly tuned you may not want to hold it fora long perod but 5 seconds is long enough Then back off and watch the CO meter and it will respond asthe slug of gas produced while under load passes through the meter and is processed Adjustment of the 4000 RP M calibration can then be camed out and the same speed and load be again applied and the results checked Most engines give maximum power with CO readings in the 5 region Anything under 3 0 is dangerous as it is too lean for constant high power operation Although if tuning a Page 30f5 Wace lightly modified engine for maximum fuel economy a figure of 4 is O K One problem often encountered is that while the gas analyser is adjusted for zero and span it may not have been calibrated with span gasof a known CO percentage for some time We have found a number of analysers with erors greater than 2 CO which is enough to give serously defective information which you are using to tune your mega dollar engine Periodic calibration checks with Span gas minimises this source of error Once you have worked up to full power at 3000 or 4000 R P M which is indicated by the appropriate R P M light coming up and are happy with the reading of CO level we recommend that you stop and record the number displayed by allowing the E C U to cycle through to the appropriate R P M setting If the number i
5. e butterfly system is fitted Length of this line is not critical 7 The E C U must not be fitted in the engine compartment of exposed to direct sunlight through glass and should alwaysbe mounted on soft anti vibration mounts 8 In the case of V8 engines fitted with twin points and twin coils it is necessary to connect the white wire to the points or earth side of one coil only and the E C U to be switched for 4 cylinder operation 9 If a rotary engine is being used the white wire is to be connected to one coil only points side and the E C U to the switched to 4 cylinder operation 10 Fuel regulator vacuum lines to be connected below butterflies apart from high boost turbo or supercharger applications Page 50f5
6. llows the establishment of a fuel curve for the engine under naturally aspirated conditions Once this has been achieved the examination of the fuel numbers will show where the highest number occurs This will be peak torque speed Then run the engine at this speed and gradually increase the load and throttle opening the boost mix light will come on and the mixture enrichment should be wound on while watching the CO levels We must emphasise that the load should be increased Slowly to allow the boost mixture compensation to be given relative to the increased in load If the load boost is increased too quickly relative to the increase of fuel detonation or piston buming will occurasa result of a lean mixture We suggest that 6 CO be a minimum level This is a little on the rich side but safe Under some circumstances where turbo temperatures are a problem at high engine speeds due to other problems a richer boost mix setting can help cooling although after 8 CO some power loss will result It is only necessary to do one full boost run to establish the upper limit of engine operation At this point it is related to the previously set naturally aspirated curve however it is advisable to check the level of enrichment 1000 RPM either side of the max torque setting If necessary the naturally aspirated settings can be compromised a little to give adjustment to the full boost fuel curve THINGS TO BE AWARE OF DURING INSTALLATION 1 It is advisable not to
7. most important that the following recommendations are adhered to for correct operation of the injection system If the system is being fitted to a vehicle not designed for fuel injection it is highly probable that the fuel tank has no provision for the prevention of surge or slosh as the tank nears 1 3 or less capacity This results in the high pressure pump being momentarily starved and therefore running dry during comering and under acceleration This situation will most certainly result in the engine cutting out when power is needed and the total destruction of the pump within a very short period as they require continuous fuel flow for their sseed regulation and intemal cooling This can be a very expensive problem With the exception of some race vehicles it is difficult to have the H P pump s mounted below the minimum tank level and drawing from the bottom of the tank thus we recommend the use of the following system 1 Construct a headertank typically 3 inches dia 75 mm and 4 inches high 100 mm with two 3 8 0 D pipes brazed or welded into the bottom and two one 3 8 0 D pipes brazed or welded into the sides near the top Matenal preferably aluminium but steel O K This header tank can be firewall mounted orboot mounted but should be several inchesabove level of H P pump This header tank Page 2of5 MoTeC is not under pressure other than the residual tank retum line pressure drop but welding mus be checked for leaks 2
8. p s After 3 seconds the pump relay should drop out The red LE D s next to the fuel calibration adjustments should light up in order giving a display of the value relative to the appropriate adjustment This should step through each adjustment every 15 seconds until the cycle is complete when it will repeat for as long as is required only to be stopped by tuming the ignition off or starting the engine SUGGESTED INITIAL START UP SETTINGS 1 Set switches 1 and 2 for cylinder number 2 Set switches 3 4and 5 to ON OFF ON 3 Set switch 6 to appropriate setting 4 Tum on ignition switch But do not start engine 5 As and only when the red LED is illuminated adjust the calibration adjustment with a small screwdriver until the number 50 appears in the display panel Set all the adjustments at this level Depending on the injector size these settings will allow the engine to both start and run although it may be too rich If much too rich stop and reset switches 3 4 and 5 back to OFF OFF ON which will effectively reduce fuel flow by approximately 20 and repeat engine run until rough setting has been achieved Setting fuel calibration for full load Start the engine and after any run in period during which time the light load setting and the range may have to be adjusted increase engine speed to 3000 R P M 4000 RPM for a highly tuned engine and gradually increase dynamometer load while watching the CO reading Remember most CO
9. s high e g 90 the basic range setting is too low we would suggest you go up two ranges and bearing in mind each range changes the number by 20 units therefore in this case 2 ranges would be 40 units which means that the setting of 90 would have to be reduced by 40 to read 50 On the other hand if the R P M setting was low e g 25 it would suggest the range setting is too high and should be reduced one range and that 20 should be added to the 25 and therefore should read 45 Having established a basic setting at one R P M in this case 45 cycle the ECU through and set R P M adjustments below this R P M range by adding 20 units to higher R P M adjustments e g 4000 65 5000 65 6000 65 1000 65 etc and decrease by 5 units for lower R P M settings e g 3500 40 3000 40 2500 400 etc This will give a fuel curve which may assist in reaching optimum settings a little more quickly than starting from a random number Repeat this gradual working up to full load and CO level checking and fuel adjustment at each other R P M range The results of excessively rich mixtures over a long period are washed bores and high ring wear while the results of running with lean mixture for very short periods are total destruction of the engine always start with rich settings and creep up to full power If using an engine dynamometer that has fast and stable torque read out it is possible to simply dial fuel supply to maximum torque at each speed range very quickly
10. see section THINGS TO BE AWARE OF INJ ECTION TIME RANGE SWATCHES Switches 3 4 and 5 give 8 combinations of injection maximum on times varying from 4 5 ms to 30 ms Each range has a 20 overlap with the ranges preceding and subsequent to the one in operation SWATCH SEQUENCES SWITCH No 3 4 amp 5 Range 1OFF OFF OFF LEANESTSETTING 2ON OFF OFF 30FF ON OFF 40N ON OFF 5OFF OFF ON 60ON OFF ON 7OFF ON ON 80N ON ON RIC HEST SETTING To make a range setting change push rocker switches gently with screwdriver It should be clearly understood that if the injectors used are too small in their flow capacity they may be full on and not supply sufficient fuel to cater for the requirements of a modified engine Most standard injectors as fitted by the motor manufacturer are sized to suit the H P output of that particular engine and have very little extra capacity at all We can assist in injector sizing or injector supply INJ EC TOR TYPE ELEC TRIC AL RESISTANCE VALUE SWITCH NO 6 Broadly most injectorscan be classified as either high or low resistance types We have provided for both types Low value injectors of the 1 to 6 OHMStype would be controlled with the switch No 6 in the OFF position while high value injectors of the 6 to 16 OHMStype would be controlled with switch No 6 in the ON position A simple multimeter can determine the type of injector by measuring resistance acrossthe two contact pins of the injector FUEL SUPPLY It is
11. take battery 12V from master switch if fitted to vehicle supply problems can occur if switch is wom orhashigh resistance contacts 2 Never supply 12V direct to injectors for checking or testing as permanent damage usually occurs All injectors run at considerably reduced but various voltages depending on type The MoTeC E C U allows for this 3 The brown fuel pump supply wire is designed to operate only one Bosch type high pressure fuel pump current capacity isa peak 10 amps continuous If additional pumps are required the brown wire can be used to signal extemal relays for multiple pump operation This system is protected bya 15 amp fuse in the E C U We strongly advise that that brown supply line be used wherever possible asit is controlled by the microprocessor to isolate pumpsin the event of accident where the engine has stopped but pumpsare not manually stopped After 3 seconds this is done automatically thus reducing any potential for fire if the driver is incapacitated 4 If connection for purple ignition supply is made at coil positive terminal make sure that the system is not fitted with ballast resistor and that full 12 voltsis available 5 The temperature sensor must be placed in the air stream that the engine sees eg in turbo it must be placed after the intercooler if fitted or after the compressor if no intercooler fitted 6 Vacuum lines must be after the butterfly s and from each runner if individual runner multipl
Download Pdf Manuals
Related Search