MoTeC M4, M48 & M8 User's Manual
Contents
1. 41 0 43 0 45 5 550 53 0 550 56 5 58 0 59 5 60 5 62 0 640 620 90 38 0 39 0 40 0 42 0 420 50 0 505 510 52 5 525 55 5 57 5 59 5 61 5 595 38 5 39 0 40 0 38 5 42 5 43 5 43 0 430 43 5 46 5 44 5 44 0 44 5 44 0 A 8 0 9 so o 60 o so 8 _ so 32 30 25 20 20 to 1 o 14 0 14 0 145 15 0 155 165 18 0 20 0 200 21 0 20 5 20 0 20 0 19 5 20 0 The calibration tables may be represented graphically as shown below FUEL 4 The ECU determines the amount of fuel to inject by first calculating the RPM and Load then extracting the corresponding value from the table If the RPM and Load do not match an RPM and LOAD point exactly then the values from the closest sites are mathematically interpolated to arrive at an intermediate value 2D Calibration Tables 2D calibration tables have 3 load sites only Light Load Full Load and Boost 2D calibration is not as precise as 3D calibration a more accurate result will be obtained using 3D calibration MoTeC Overview 5 Setup Parameters The Setup Parameters allow the ECU to be configured for almost any engine The Setup Parameters include Number of Cylinders Ignition Type Sensor Types Injector Current Auxiliary Output Functions etc E The Setup Parameters must be correct before attempting to start the engine ECU Inputs 8 Outputs Th2. Initial Cranking Crank the engine without fuel pressure and check the RPM reading Check that the RPM reading is sensible if the RPM is too high or too low or is erratic then the Setup may be incorrect or there may be a problem with the REF sensor signal If there is no RPM reading then the REF sensor is not working Check that no REF or SYNC Diagnostic Errors occur during constant cranking Diagnostic errors may occur as cranking winds up this is OK but MoTeC Initial Starting Procedure 37 the errors need to be cleared by pressing the Enter key while viewing the E M P Diagnostics Errors screen so that constant cranking may be checked for errors Diagnostic errors may occur as cranking winds down this is also OK Cranking Ignition Timing Check that the Ignition Timing is correct during constant cranking E Dial back timing lights such as the Snap On brand may not work correctly at cranking use a traditional timing light E For some trigger modes one tooth per firing the Ignition Timing is set by the sensor position only In this case the ECU only controls the timing above 500 RPM E If the spark is going to the wrong cylinder on a Direct Fire Ignition then the ignition may be wired incorrectly or the criP Crank Index Position setup parameter may be out by a multiple of the angle between cylinders Starting Fuel System Power up the fuel pumps and check the fuel system for leaks before attempting to start the eng
3. Upgrading etc E The software will only run on an IBM PC compatible computer E Different software is required for all three types of ECU Connecting a PC to the ECU The PC must be connected to the ECU via the MoTeC Computer Interface Cable as shown below The cable must be connected the right way around one end is labelled ECU the other end must be connected to the PC connector marked COM1 The cable is a special cable that contains electronic circuitry a standard cable will not work M4 ECU PC LL Computer Interface Cable DOS Prompt The MoTeC Software must run from the DOS prompt DOS If using a menu program first exit to DOS Windows 3 1 First exit to the DOS prompt as follows From the Program Manager menu select File Exit Windows 95 First start an MS DOS box as follows Select Start Programs MS DOS Prompt 10 MoTeC Software Software Installation The MoTeC Software must be installed on to the PC hard disk To install the software place the MoleC Software Disk into the floppy disk drive From the DOS prompt type A INSTALL then press Enter The software will be automatically installed onto the hard disk A separate directory is automatically created for each version of the software
4. right of the screen as shown below MoTeC PROGRAM INTEGRATOR ECU Type M8 U46 ES Select Version Menu Currently Selected Type and Version lp Select Version INTERPRET Retreive and a CU Radio Telemetry ENABLE Enable ECU Op UPGRADE Upgrade ECU W M8 U45 ES MS U4 NOTES ITEMS M8 UY0 M8 U39 M8 U38 M8 U37 M8 U36 M8 U34 M8 U33 M8 U32 M8 U23 Tl Choose lt Enter gt Select Fi Help Tl Select Enter Start Program F9 Color Mono Esc Select Type Alt X Exit To check which version of the software a particular ECU is running start the latest version of the E M P Software If the ECU is not the correct type or the ECU software version does not match then a screen will be displayed that will show the current ECU type and version To change to another ECU type or version press the Esc key while in the MoTeC Program Integrator this will re display the Select Version menu The appropriate ECU type and version may then be chosen The ECU software version contains an extra digit which may be ignored For example ECU versions 4 60 4 61 etc are all compatible with PC software version 4 6 V46 If the PC does not contain the matching version then the matching version of the PC software must be installed onto the PC or the ECU must be upgraded to an available version E M P Software The MoTeC Engine Management Program E M P is used for Calibration Setup and Diagnostics 12 MoTeC Software E M P include
5. 1 and Switched Ouput 2 A B can sink a maximum current of 2 Amps i He Sheet No Drawing No MoTeC mus M8 ECU Wiring Date 17 1 1994 Drawn TW App Rev B M8 ECU 58 Notes MoTeC Notes 59 60 Notes MoTeC Notes 61
6. ALL s select Clear ALL s from the Function Menu Press the F9 key Adjustment Concepts It is important to note that all adjustments are made directly to the ECU if connected rather than the File The File Data is only updated when exiting from the adjust screens back to the Main Menu it is therefore important to exit to the Main Menu after adjustments have been completed to ensure that the file is updated Graphical Indicators Graphical Indicators are shown at the top and side of the table The indicators show the current engine operating point and therefore indicate which table value or values the ECU is currently using The indicators must point to the same site as the adjustment cursor for any adjustments to change the current engine tuning Target A Target is shown at the top left of the screen This allows more accurate positioning of the engine operating point The indicator only moves if the engine is operating within the currently selected adjustment site For best calibration the indicator should be within or close to the center rectangle this ensures that the ECU tuning is determined mainly by the site being adjusted and not by the adjacent sites Fuel Ignition Toggle The F5 key will quickly toggle the screen between the current Fuel Screen and the corresponding Ignition Screen or vice versa MoTeC E M P Software 53 Warning Alarms Ifthe Warning Alarms have been set then a waming screen will be dis
7. F6 key to change quickly between the Fuel Main Table and Fuel Timing Table Use the Trims Screen to check that all the fuel trims and compensations are correct Press the T key Refer to the E M P Software help for more details Press F1 Ignition Main Table The Ignition Main Table allows adjustment of the Ignition Timing at various RPM and Load points Start with a conservative curve for the particular engine not too advanced and not too retarded Use extreme caution when adjusting the Ignition Timing to ensure that the engine does not knock due to excessive advance Re check the Ignition Timing with a Timing Light to ensure that the what the ECU thinks is the ignition advance is in fact the actual advance The Ignition Timing should be adjusted for maximum torque without knocking by increasing the advance until the torque stops increasing Make sure there is at least 3 or 4 degrees margin to the knock limit Too much retard will cause excessive exhaust gas temperature At idle a more retarded ignition setting is desirable approximately 10 to 15 degrees this makes the idle speed less sensitive to load changes Also the ignition should be flat over the idle RPM range so that timing variations do not cause the engine to hunt since variations in the timing will vary the engine torque The Quick Lambda feature may also be used from the Ignition Main Table which allows ignition timing adjustments to be made while a
8. Old versions are kept so that they may be used if necessary E Do not change the MoTeC directory structure or move the software to a different directory otherwise the software will not operate correctly Starting the Software Start the MoTeC Software from the DOS prompt C 1 by typing MOTEC then press Enter this will start the MoTeC Program Integrator If the software doesn t start it may be necessary to change to the MOTEC directory first by typing CD MOTEC then press Enter The MoTeC Program Integrator lists all the available software programs To start the required program select it from the menu using the up and down arrow keys then press Enter To exit the MoTeC Program Integrator and return to DOS hold down the Alt key then press X E f using a monochrome screen press the F9 key to change the screen colours between colour and black and white E When using Windows 95 it is best to run the software in a full screen rather than a window Press Alt and Enter Software Versions The software will only work with an ECU that is the same type M4 M48 or M8 and is running the matching software version If multiple versions of the software are installed on the PC a list of the available ECU types and versions will be displayed when the MoTeC Program Integrator is started The appropriate ECU type and version may then be MoTeC MoTeC Software 11 chosen The currently selected ECU type and version are shown at the top
9. gas sensor for data logging or closed loop control of the Air Fuel Ratio The sensor should preferably be placed within 0 5 m of the collector pipe on a normally aspirated engine or 0 5 m of the turbo on a turbo charged engine If placed too close to the exhaust outlet the reading may be effected by the outside oxygen The sensor can be contaminated by exhaust manifold sealants use exhaust gas sensor friendly sealants The sensor must reach correct operating temperature gt 400 C before useful readings can be taken which may take a number of minutes depending on the engine load The sensor has an internal heater which adds about 200 C to the sensor temperature The lifetime of the Sensor will be significantly reduced by leaded fuels At the end of the sensors life it becomes slow to respond and won t read richer than about 0 85 Lambda Refer to the MoleC Wide Band Lambda Sensor Tech Note for more details Refer to the MoTeC Wide Band Lambda Sensor Drawing for wiring and ECU setup details Wiring Wiring Drawings Refer to the Loom wiring diagram for the loom wiring details Refer to the drawings at the back of this manual for more general wiring details The wiring details for the REF and SYNC Trigger Sensors and the Ignition Module are specific to the type of sensors and Ignition system MoTeC can provide wiring diagrams for most Trigger Sensors and Ignition systems MoTeC Installation 19 Wiring Reliability The wiri
10. gt AT Injector 7 gt Injector 8 gt Optional Sensors Ignition Outputs gt Lambda 1 Wide Band Mixture Sensors A Lambda 2 IGN 1 gt ignition 1 Shared with Dig Input 4 IGN 2 gt Ignition 2 Shared with Dig Input 3 Wheel Speed or Switch gt 3 Dig Input 1 IGN 3 gt Ignition 3 Shared with Dig Input 2 Wheel Speed or Switch gt Dig Input 2 IGN 4 gt Ignition 4 Shared with Dig Input 1 Wheel Speed or Switch 3 Dig Input 3 Wheel Speed or Switch gt Dig Input 4 Exhaust Manifold Pressure EMAP A Auxiliary Outputs Fuel Pressure gt FP EA g Waste Gate Valve Fuel Temp gt FT SW1 eg Idle Speed Valve eg Fuel Pump Relay etc eg Exhaust Gas Temp Aux Temp 1 sw2 H amp 9 p y eg Intercooler Temp 3 Aux Temp 2 eg Gear Box Temp Aux Temp 3 eg Diff Temp Aux Temp 4 Main Engine Sensors The Main Engine Sensors are required for correct operation of the ECU The engine RPM is derived from the REF trigger sensor The SYNC trigger sensor is required for Sequential Injection or Multi Coil Ignition Systems The Throttle Position Manifold Pressure Air Temp and Engine Temp are used as inputs to the various calibration tables Optional Sensors The Optional Sensors are not required for b
11. gt Select lt Esc gt Previous Menu F9 Color Mono Status Line The top line on the screen is called the status line This line shows the following The current file number Automatically created Customer Entered when the file is created Engine Description Entered when the file is created ECU Status Connected or NOT Connected If the ECU is connected the ECU Software version is also shown MoTeC E M P Software 47 Options Bar The options bar shows the ECU serial number and which options are currently enabled a tick indicates that the option is enabled an x indicates that the option is not enabled and an indicates that the option is temporarily enabled during the evaluation period Menu Bar The bottom line is called the Menu Bar This shows which key strokes are valid and what they do or it gives special instructions Always look at this line to see what options are available Main Menu The Main Menu is used to select the desired operation To select an item use the Up and Down Arrow keys then press the Enter key Adjust The Adjust item gives access to the various calibration and setup screens The calibration screens are detailed later in this document View The View item allows viewing of the engine data and sensor readings Diagnostics The Diagnostics item allows checking of the Diagnostics Errors and allows testing of Injectors Ignition and Auxiliary Outputs while the engine is stopped Fil
12. readings or very low vacuum MoTeC Installation 15 Sensors Throttle Position Sensor The Throttle Position sensor must produce a voltage between 0 and 5 volts proportional to the angle of the throttle plate Switch types are not suitable Throttle sensors generally have a dead band at either end and must be pre loaded to avoid the dead band The Setup Parameters TPHI and TPLO must be set to indicate the fully closed and fully open positions These parameters must be set any time the sensor is moved or replaced It is very important to set these parameters with the butterfly in exactly the same place each time The resistance element inside the sensor may wear due to vibration in high performance engines this can cause erratic readings It is best to replace the throttle position sensor periodically Avoid high pressure washing as this may penetrate the seals and damage the sensor For wiring details refer to the appropriate MoTeC drawing MAP Sensor The MAP Manifold Absolute Pressure sensor measures Absolute Pressure ie pressure relative to a vacuum 0 kPa Absolute Complete Vacuum 100 kPa 1 Bar 14 5 PSI Atmospheric Pressure at sea level is approximately 100 to 102 kPa depending on the day The sensor produces a voltage between 0 and 5V depending on the pressure The pressure sensor may be used to measure the inlet manifold pressure or to measure the barometric pressure depending on the Load Sensing
13. 5 84 0 C Effcy 23 5 101 0 kPa 20 8 C Load 23 5 1000 a 0a Lambda 1 20 1 20 15 3 U Diag Errors 12 FUEL MNR SS T Number of Diagnostic Errors Des ED pD Dwell 0 0 mSec LA Ctrl OFF Table Name AA Name Table Units o 0 0 0 0 0 F1 Help F3 Diag F5 Ign F6 E0I F9 Func PgUp Dn Adj Enter Set Esc Screen End Sensor Readings The calibration screens show basic sensor readings at the top of the screen including RPM Load Point Throttle Position etc The number of Diagnostic Errors is also shown which should normally be zero More detailed information may be shown by displaying the View screen Press the V key Selecting the Site to be Adjusted The cursor shows which table value may be adjusted The cursor may be moved using the arrow keys or by pressing the SPACE BAR which will automatically move the cursor to the current engine operating point MoTeC E M P Software 51 Making Adjustments Up Down Adjustment Up or Down adjustments may be made to the selected table value using the PgUp and PgDn keys E Fast adjustments may be made by pressing the PgUp or PgDn keys in conjunction with the Ctrl key This will increment the value by ten times the normal amount E If the PgUp or PgDn keys are held down the value will continue to change until the key is released Setting the new Value When the desired adjustment has been made the new value must be Set by pressing the Enter key this stores the new adjustment i
14. EF SYNC alignment m Incorrect Setup No REF Two SYNC signals have occurred without a REF signal Possible causes m Ifthe RPM is 0 then there is no signal check the wiring and sensor voltage levels with a scope m f RPM is not 0 then a bad SYNC signal has caused extra pulses check voltage levels with a scope m f RPM is low then the REF and SYNC signals may have been swapped m Incorrect Setup SYNC Error The SYNC signal has occurred before expected Possible causes m Abad SYNC signal has caused extra SYNC pulses check voltage levels with a scope 40 Initial Starting Procedure m A bad REF signal has caused missing REF pulses check voltage levels with a scope m Bad REF SYNC alignment m Incorrect Setup No SYNC Two or more consecutive SYNC pulses are missing Possible causes m No SYNC signal check the wiring and SYNC sensor voltage levels with a scope m Abad REF signal has caused many extra pulses check voltage levels with a scope m Incorrect Setup Multiple REF SYNC Errors Multiple REF SYNC errors may occur often the first error to occur is the correct error Multiple errors may also occur due to incorrect Setup MoTeC Calibration 41 Calibration The Calibration Tables determine how the output devices should be controlled for various sensor readings For example the Fuel Main Table determines the pulse width for the Fuel Injectors for all combinations of RPM a
15. Individual Cylinder Trim for cylinder number 1 requires the Advanced Tuning option and verify that it changes the ignition timing for cylinder no 1 rather than any other cylinder if not then the criP is incorrect and needs to be adjusted by multiples of the angle between cylinders Fuel Pressure Check that correct fuel pressure is maintained under all load conditions Operational Diagnostics Errors After the engine has started check for diagnostics errors To clear any non current errors press the Enter key while viewing the E M P Diagnostics Errors screen The following operational errors may occur in a new installation Injector Errors Open The Injector is open circuit check the wiring Short The Injector is short circuit check the wiring Peak The Injector peak current was not reached Possible causes MoTeC Initial Starting Procedure 39 E The Injector Current Setup Parameter IJCU is set too high E The battery voltage is too low Over Duty The injector duty cycle is too high typically the duty cycle should not exceed 85 If the injectors exceed their maximum duty then larger injectors or higher fuel pressure is needed REF SYNC Errors The possible causes of the various errors are detailed below REF Error Too many REF pulses have occurred between SYNC pulses Possible causes m A bad REF signal has caused extra pulses or a SYNC pulse has been missed check voltage levels with a scope m Bad R
16. M P Software or it may be recorded using the data logging 28 Installation Mount so as to minimise vibration this will help to prolong the ECUs life ECU Cleaning Avoid high pressure washing or degreasing of the ECU MoTeC Initial Setup 29 Initial Setup Before attempting to start the engine the setup parameters must be correct Use the MoTeC E M P Software to adjust the setup parameters Preferably start with a calibration file from a similar engine as this will make setup faster and easier Main Setup Injectors IJPU Injector Pulse width scaling IJCU Current per injector output IJbc Injector Battery Voltage Compensation IJOP Injector Operating Mode M4 amp M48 Only Refer to the E M P help screens for details Calculation Methods EFF Efficiency Point Calculation Method Advanced Tuning Only LOAd Load Point Calculation Method Refer to the E M P help screens for details Load Sites Selection LdS_ Selects the range of load points to suit the manifold pressure range Refer to the E M P help screens for details Number of Cylinders CYLS 4 Stroke engines use positive numbers eg 8 for 8 cyl 2 Stroke engines use negative numbers eg 2 for 2 cyl Rotary engines use 2 for 2 rotor and 3 for 3 rotor Trigger Types rESn Ref Sensor Type M4 amp M48 only 30 Initial Setup SYSn Sync Sensor Type M4 amp M48 only rEF Ref Sync Mode crt Crank Reference Teeth criP Crank Index Posi
17. MoTeC M4 M48 amp M8 User s Manual Contents Introduction ais 1 Additional Documentation oooooonocccccnncnccocononcnoconocananononnnnnnnnann nn nn cn nc nn nnnn nn nncnnnnns 1 AO AAEE E EA A TT 2 OPOS Mnie tada ida 2 Calibration amp Setup ocococininininononnnnonncocncncnnncncnnncncncnnnanancnnncn cnn nnnanan anar nana 3 ECU Inputs 3 Outputs uo ere ee een 5 MoleC Sotware naaa 9 Connecting a PC to the ECU ceeeeccccececececeee cece ee eeeeeeaeeeeeeeeesecaeaeeeeeeeseseeeaaees 9 DOS Prodi asian ea ated een cane Aedes 9 Software Installation anene n acosa 10 Starting the SoftWare vcs canos sia decd ca lcd dica raras 10 Software Versions ci de Ah ee et ee eat 10 EMP SOWA sic ie 11 Data LOQU NO voca A Acai i aie et 12 Upgrading raen a rra hee eesti 13 OSAMA ais 14 Throttle Position or MAP Load Sensing ooocccconocccnnococnnononononanoncnn nano cnn nnnnnncnnnos 14 O ten a e S a aa ead anne sees 15 WIIG yin E E A EE E A san estateidettehs conse A E TE A 18 AN C a EEEE EAE E AEE AE A EEEN 21 ONO SM EE EE E E E E E A E 25 Auxiliary ValS n daa da ea 27 EGU Mountind tdo ole 27 ECU Cleaning is Li da 28 Initial Setup AAA A ars Mine yBonpenr spre 29 Main Setup coccion 29 MESES 30 Sensor SU id de de A ce tt 30 RPM LM ia 31 Input Output amp Misc FUNCTIONS ooococonnoccccnononnnononcnonanoncnn non cnn nn nnnr nan nnnrnnnnnn 31 Initial Calibration naa roaetiS 32 Fuel Tables sc sssccucdeceeseesscec
18. Software 49 Selecting the Adjust Screen The Select Screen menu will be displayed when entering the Adjust Screens so that the desired screen may be selected 96060302 Customer Engine Description ECU Connect UY4 60 SELECT SCREEN FUEL IGNITION Boost Limit Misc Functions Input Output Functions Accel Enrichment Cold Start RPM Limit General Setup Sensor Setup Data Logging Site Setup Fi Help Tl Choose lt Enter gt Select lt Esc gt Previous Menu Selecting a Different Screen The Adjust Screen may be changed at any time by pressing the Esc key to re display the Select Screen Menu Exiting to the Main Menu Press the Esc key to show the Select Screen Menu then select End Alternatively hold down the Alt key then press X Before exiting any changes to the ECU calibration data may be saved to the original file or optionally to a new file which will leave the original file unchanged File Only Edit Mode If the ECU is NOT Connected the File Data may be adjusted directly the changes can then be sent to the ECU at a later date E Itis normally better to make changes with the ECU Connected 50 E M P Software Calibration Screens The FUEL Main Table calibration screen is shown below the other adjust screens are similar Not all the calibration data can be seen at once if the adjustment cursor is moved to the edges of the table the table will scroll 3tomer Engine Description ECU Connect UY RPM 2420 23
19. Sync Syne Hall or Optical Magnetic 7 a 7 es h E Open TP 9 Re Throttle Position Closed MAP Lf 47 Manifold Pressure A 13 Aux Valve or Relay Dx AUX 1 Note 4 Aux Volt AUX 2 IGN 2 Aux Valvi o or Relay Note 5 Aux Valvi o or Relay Dx AUX 3 IGN 3 Note 5 Aux Temp Dig Input 1 AUX 4 IGN 4 Fuel Pui 3 o Relay 30A ad Dig Input 2 Note 5 ov Bat LA LA Note 1 The Fuse is essential to ensure that the ECU is not damaged by reversed battery polarity Note 2 eg Bosch 0 332 014 112 To avoid the fuse blowing due to reverse battery polarity use a diode activated relay Note 3 to the Ignition System is stopped Or use the Fuel pump relay to power the Ignition System This also provides reverse battery protection The Ignition System Relay should be activated 1 eo AZ using the Fuel Pump control wire to ensure PAGE yt cp Ag ee Se Al that the Ignition System is off when the engine D5 AR gt a E O Note 1 Fuse 20 A Ignition Switch Fuse 20 A Note 3 Relay 30A Ignition System See Detailed Drawings Earth at Engine Block Chasis Note 4 The AUX1 Output
20. Tuning setup parameter must also be set to enable Advanced Tuning Data Logging Option Allows logging of the ECU sensors and operating parameters to the internal data logging memory The logged data may then be analysed by the MoTeC INTERPRET Software On the M4 and M48 ECUs the Data Logging option is enabled for an evaluation period of 6 hrs engine running time Wide Band Lambda Option Allows Wide Band Lambda Air Fuel Ratio measurement which may be used for data logging or closed loop control of the Air Fuel Ratio The measurement is fully temperature compensated and will accurately measure ratios of 0 75 to 1 2 Lambda 11 1 to 18 1 when used with the MoTeC wide band exhaust gas sensor The M8 ECU has two Lambda Inputs whereas the M4 and M48 have one On the M4 and M48 ECUs the Wide Band Lambda option is enabled for a evaluation period of 6 hrs engine running time Calibration amp Setup Calibration Tables The Calibration Tables determine how the output devices should be controlled for various sensor readings For example the fuel calibration table determines the base injector pulse width for all combinations of RPM and 4 Overview Load Various other calibration tables will also affect the fuel injector pulse width A typical 3 dimensional fuel calibration table is shown below RPM Loap o 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 6500 7000 too 38 0 40 0
21. ables To insert or delete sites use the Function Menu press the F9 key When sites are inserted or deleted the calibration tables may be adjusted so that the new sites do not affect the tuning 42 Calibration Dyno The alternator should be connected while tuning the engine to ensure that the injectors are working at normal operating voltage The exhaust system should be the same as that in the vehicle as it will effect the engine tuning On multi runner intake manifolds the air box should be fitted as it is an integral part of the intake system and will effect the engine tuning The fuel pressure is critical to the injector flow and should be monitored during dynoing Incorrect fuel pressure will result in incorrect tuning Note that on turbo engines the fuel pressure will vary as the manifold pressure varies because the regulator maintains a fixed pressure above manifold pressure Fuel Main Table The Fuel Main Table allows adjustment of the fuel at various RPM and Load points Work through all the table values systematically so that all points are adjusted for the correct Air Fuel Ratio reading Use extreme caution when adjusting the fuel to ensure that the engine does not run lean at high loads It is best to start rich A temperature compensated wide band Air Fuel Ratio Meter is essential to ensure correct air fuel ratio E If the engine is missing for any reason including over rich the sensor may falsely read
22. al Crimping Use the correct crimping tool for each type of terminal Do a pull test on a sample wire and terminal to verify that the crimp is sound In theory the wire should break before the wire pulls out of the crimp Most crimp tools are only designed for a certain range of wire sizes so be sure to test the crimp with the particular wire size being used 20 Installation Soldering the terminal is a last resort if the correct crimping tool is not available Soldering will cause a stress point where the solder wicks up the wire which is likely to fracture unless all movement is avoided Solder flux can also cause corrosion and may affect the contacts Terminal Damage The various connector terminals are easily damaged if probes are inserted into them Do not insert probes of any kind into the terminals If checking a circuit for continuity gently touch the side of the terminals only or preferably attach a mating connector Wire Splicing Preferably use a crimp splice If soldering a wire splice wire movement near the joint must be avoided otherwise a fracture may occur at the stress point created by the solder Use heatshrink sleeving to insulate and provide support to the wires Wire Strain Avoid pulling the wires tight at the connectors Wire Movement Avoid wire fatigue by tying the wires down close to the connectors Heat Keep the ECU wires away from the exhaust system MoTeC Installation 21 Fuel System An ideal
23. arrangement detailed earlier The ECU Sensor Setup parameters must be set to indicate the type and pressure range of the sensor Avoid severe vibration of the sensor as this can cause fluctuations in the reading Do not mount rigidly to the engine Normally the pressure sensor is mounted to the vehicle body 16 Installation Ifused for Manifold Pressure Sensing For normally aspirated engines use a 100 kPa sensor For turbo charged engines a 300 kPa absolute sensor will measure up to 200 kPa 29 psi of boost above Atmospheric If higher boost will be used a sensor with a higher pressure range will be needed The sensor should be connected to the inlet manifold plenum via a short hose less than 1m The sensor should be mounted above the level of the plenum with the port facing down to avoid moisture accumulating on the sensor element The hose should run downwards all the way to the plenum The plenum take off point should be at a position that best represents the average manifold pressure and has minimal pressure pulsations A small restrictor may be needed at the manifold end of the hose to help reduce pressure pulsations The take off point should not be teed in with other items such as idle speed control valves as they can affect the pressure reading If used for Barometric Pressure Sensing Use a 100 kPa or 105 kPa sensor Vent the sensor to the atmosphere with the port facing down Avoid mounting at a point where air buffetin
24. asic operation of the ECU The Digital Inputs may be used for wheel speed measurement or to activate functions such as Dual RPM Limit or Nitrous Advanced Tuning Only The Lambda Inputs may be used for wide band air fuel ratio measurement or wide band or narrow band closed loop lambda control The other inputs may be used for data logging or for special calibration features MoTeC Overview 7 Fuel Injector Outputs M4 ECU Up to four groups of injectors may be driven by the ECU On engines with more than 4 cylinders 2 or more injectors must be driven in parallel as follows 6 cyl 3 groups of 2 injectors Outputs 1 2 and 3 8 cyl 4 groups of 2 injectors 12 cyl 4 groups of 3 injectors The Injector current must be doubled or trebled as appropriate M48 8 M8 ECU Up to eight groups of injectors may be driven by the ECU On 12 cylinder engines the injectors must be driven as 6 groups of 2 injectors in which case the Injector current must be doubled Ignition Outputs The Ignition System Outputs may be used to drive many different types of ignition modules which are detailed in the various ignition drawings M4 ECU Up to 4 ignition outputs are available for multi coil applications E Ignition Outputs 2 3 amp 4 are shared with Auxiliary Outputs 2 3 8 4 E Outputs not used for ignition may be used as Auxiliary Outputs M48 ECU Two ignition outputs only M8 ECU Up to 4 ignition outputs are available for multi coil a
25. bles may be adjusted as necessary Refer to the E M P Software help for more details Press F1 MoTeC Calibration 45 Data Logging amp Road Testing The calibration must be verified on the road this is best done by logging the air fuel ratio and other sensors and checking them using the MoTeC INTERPRET Software Data Logging is also very useful for uncovering unexpected problems such as an incorrect air temperature reading due to fuel vapour cooling the sensor or excessive air temperature due to hot air entering the intake system Data logging may also be used to verify and fine tune the operation of the various advanced functions such as traction control The light load and overrun calibration must also be completed on the road as these areas cannot be adjusted on a dyno 46 E M P Software E M P Software The Engine Management Program E M P is used for Setup Calibration and Diagnostics of the ECU Main Screen When the E M P Software is started the Main Screen will appear If the ECU is connected the Main Screen will appear as shown below 96062104 Motec Chev 5L U8 with Motec Multi Runner ECU Connect U4 20 Customer M F Engine Description GRAM EMP ECU Version Main Menu Main Menu ECU Connected Adjust View Diagnostics File Help Quit ECU Serial Number Options Bar Serial 120 Ign Y 3D y Sequential Y Advanced Y Log f122k1 J PRO Lambda Menu Bar F1 Help Tl Move Menu Bar lt Enter
26. c H ie tical 8A i all or Optical Injector 4 e a Magnetic J E 3244 syne pu ith E 32 32A Sync Injector 5 5h 22 uo AN 5yne 18A eo ov Injector 6 12A 5v Injector 7 19A 7th MAP c i 20A Manifold Pressure B 28A MAP Injector 8 A PWM Output 1 PA xX Control Valve Note 1 e Optional e 7 Exhaust A B 27A EMAP PWM Output 2 21A Control Valve Optional A Note 1 ZN Optional 2A Fuse 20 A R Bat Ignition Open Bat a aa Switch TP 29A TP Throttle Position C Closed AT 26A at Air Temp 25A so eE ET T Relay 30A 10A ov LA1 24A A14 Ignition po 36a i Lambda Sansona Oo 36A a4 Dig In 4 IGN1 3A System Battery 23A Dig In 3 16N2 Tie See Detailed Switch Input Dig In 2 1GN3 pasi SW Dig In 1 IGN4 16A Drawings Switch 1A Earth at Optional GND Engine Block GND 36 Way Connector FP A 1B 5y 18 Way Connector chaste Fuel Pressure Sig 138 FP Optional 3 FT 7B ete Fuel Temp MM 2B e Aux Relay Optional A 5B Optional Aux Temp 1 8B Aux Temp 1 Switched Output 1 Optional Mi Note 2 ro L Aux Temp 2 E 9B aux Temp 2 Aux Relay een Switched Output 2 98 Optinen Aux Temp 3 148 1 Aux Temp 3 Note 2 Optional Aux Temp 4 fe 138 Aux Temp 4 18B Optional ei mtr a eee Lambda Sensor2 MB Optional Knock 168 Optional Note 1 AAA MZ ran ar The PWM1 and PWM2 Outputs can sink a ie ras Os GI Tr 2 maximum current of 4 Amps BF ee E LB GC Note 2 The Switched Output
27. can sink a maximum current of 4 Amps Note 5 The AUX2 AUX3 AUX4 Outputs can sink a maximum current of 0 6 Amps MoTeC Title M4 ECU Wiring Sheet No Date 22 8 1994 Drawn TW App Rev A M4 Drawing No ECU 56 Sensors Injectors Refer to the g Connect in Firing Sequence Tan eS for Sequential Operation for details 26 Ref Ref Hall or Optical E C U hg Magnetic 5 1st 6 Sig 6 REF Hall REF Mag Injector 1 Sync Ai Injector 2 Sync Hall or Optical Injector 3 H4 Magnetic j 15 Z Sig L SYNC Hall Injector 4 B el SYNC Mag L _ Open Lf Injector 5 TP Se Injector 6 TP Throttle Position ch Injector 7 22 losed Inj 23 Injector 8 Aux Valve or Relay c MAP E 17 Manifold Pressure A 13 AUX 1 Note 4 Aux Valve or Relay AUX V e Auxiliary Voltage Aux Volt aux 21 1602 84 Note 5 Aux Valve or Relay rh ET 35 Engine Temp AUX 3 AT Note 5 Fuel Pump para 4 Xx AUX T O F 20A Auxiliary Temp Aux Temp bay Optional tana Dig Input 1 igital Optional 36 Relay 30A A Dig Input 2 Digital 2 Notet Optional Fuse 20 A Ignition ov Bat A Switch LA Lambda Sensor i LA Opt
28. cific to the particular ignition system Refer to the appropriate MoTeC Ignition System or Ignition Module drawing Distributor Button Alignment If using a distributor the button must be aligned so that it is leaving the tower at Top Dead Centre for that cylinder MoTeC Installation 27 gt Button just leaving tower at TDC Button Rotation The button must be a wide tip type to cater for a wide range of advance points since the advance is changed electronically rather than mechanically Make sure that the button still overlaps the tower at the maximum advance point The distributor should have no mechanical or vacuum advance as this is provided by the ECU Spark Plug Leads The spark plug leads should be high quality Inductive Suppression leads such as Magnicor leads and must be in good condition E Do not use wire leads as they can cause interference E Do not use resistive suppression leads as they will reduce the spark energy Auxiliary Valves The ECU can control various auxiliary valves such as Idle Speed or Turbo Boost control valves Refer to the appropriate MoTeC drawing for setup and wiring details Refer also to any relevant Tech Notes ECU Mounting The ECU should be mounted in an area where the internal temperature of the ECU will not exceed 85 C generally this is in the passenger compartment Allow for adequate air circulation around the ECU The ECU internal temperature may be viewed using the E
29. cne a cea 32 Ignition Fables iia AA AA 33 O cces 34 Acceleration EnrichMent ooooonnnncccccnncccconononccnncnnnnnnnnncnnncnncnnnnnncnnncanann ne ncnnnnnnns 34 Initial Starting Procedure cooococccccccininicoconononononnnnnnnnnennnnoos 35 Pre Start ChE kS iii ai 35 Starting dson a e a e ratas 37 ANETES E IA Gnecksiss E EEE E A EE AEN O E E S EENE 38 Calibration A AEAEE AE E N Gane EE EA 41 Site Table Sunn nnn a a a N 41 RN 42 Fulel Main Ta E r ai idas 42 Ignition Main Table ooooooccccnccnnncocococononoconanonononnnnnnnnnononncnnnnn cnn nn nn nn nnna nan nn acc 43 Fuel Injection TIMIN menenie eee at naire ite 44 GoldiStartis cc3 sess hs cooks Bio eoss toads a e jendig aa dooce a a i endes aievensasedeets o 44 Other Calibration Tables ccccccccccssseseececececeaueeeeeeeeeeseaueeseeeeeeesuaaeeeeeeeneeaeaas 44 Data Logging amp Road TestinQ ooocococcccnncocococccnccnccoconononccnncnananano conc ncnnnnnnnnnnnnno 45 E M P Software sisi ica 46 Main ON 46 MaliMen rata ao EE 47 Context Sensitive HelP oooooooccccnncncccococicoccnncnnononccnnnnncnnnnoncnnnnncnnnnnnncnncancnnannnnes 48 FHC ai a a dd odds aaa ib 48 Galibration and Set P oriunda init ed 48 Calibration Screens oooncccnccccoonocnccnnnonononoconnononononononnnoncnnnnonnrnnnononcnnonnrrananannns 50 For racing and off highway use only Not legal on emissions controlled vehicles unless appropriately certified O Copyright Electronic Performance Sys
30. ction Menu To reset any non current errors press the Enter key Keyboard Reference The main uses for the various keys are as follows PgUp Adjust Up PgDn Adjust Down Enter Set Value Alt X Exit F1 Show Help F3 Show Diagnostics Errors F5 Toggle between Fuel and Ignition screens F6 Toggle between Fuel Main and Fuel EOI screens F7 Toggle between Fuel Main and Boost Limit Main screens F8 Toggle between Fuel Main and Lambda Table screens F9 Show Function Menu F10 Copy site up and right C Compare Mode Off On E Edit File Comments G Graph Table L Lambda Was Q Quick Lambda S Show Status Screen T Show Trims Screen V Show View Screen Delete Delete at current site Backspace Place at current site MoTeC 55 REF Hall REF Mag Injectors Connect in Firing Sequence for Sequential Operation 6 8 Cyl 1 2 4Cyl Injector 1 SYNC Hall EF 43 Injector 2 AUX V Auxiliary Voltage Optional ET Engine Temp AT Air Temp AUXT Auxiliary Temp Optional Digital 1 Optional Digital 2 Optional LA Lambda Sensor Optional PC Calibrator Connector SYNC Mag 14 TER tEh tEh Injector 3 15 7th Injector 4 Sensors Refer to the Trigger Drawings for details 26 Ref Ret Hall or Optical Magnetic y 5 Sig 6 j 6 L__
31. e The File item gives access to the various file management functions Any file may be sent to any ECU by selecting Select File Send Data to ECU from the File menu 48 E M P Software Help The Help item shows general help that is not necessarily available through the context sensitive help system Quit To exit the E M P Software select the Quit item from the menu or hold down the Alt key then press X Context Sensitive Help Context Sensitive Help is available at most times and may be activated by pressing the F1 Key Context Sensitive means that the help screen shows information relevant to the current screen or menu item Files E M P records the ECU calibration and setup data in files that are stored on the PC hard disk this ensures that a permanent record of the data is kept The files also record comments to allow easy identification of each file Any file may be sent to any ECU which will totally re configure the ECU according the calibration and setup data contained in the file Calibration and Setup Selecting Adjust from the Main Menu allows adjustment of the ECU setup and calibration data File Matching Before entering the Adjust Screens the calibration data is first retrieved from the ECU then matched to a file If the ECU data does not match an existing file then a new file will be created at which point an Engine Description and Comment should be entered to describe the file MoTeC E M P
32. e ECU analyses signals from the sensors then controls the Fuel Injectors Ignition System and other auxiliary devices according to the Calibration and Setup Data which is stored in the ECUs programmable memory M4 or M48 INPUTS ECU OUTPUTS Main Engine Sensors i gt REF Injector 1 Trigger Sensors __s sync nesters Fuel Injectors Throttle Position TP Injector 4 4 Injectors on M4 Manifold Pressure MAP Injector 5 8 Inject M4 8 Engine Temp gt ET Injector 6 8 Injectors on M4 8 Inlet Air Temp gt AT Injector 7 Injector 8 Optional Sensors IGN 1 Ignition Output 1 Wide Band Mixture Sensor Lambda AUX 1 Auxiliary Output 1 Wheel Speed or Switch 3 Dig Input 1 Sas Wheel Speed or Switch 3 Dig Input 2 Ignition or Auxiliary Outputs eg Waste Gate Valve eg Idle Speed Valve eg Fuel Pump Relay etc AUX 2 AUX 3 eg Exhaust Gas Temp 3 Aux Temp AUX 4 eg Intercooler Temp gt 3 Aux Volt 6 Overview M8 INPUTS ECU OUTPUTS Main Engine Sensors Injector 1 gt A REF 4 Trigger Sensors gt Injector 2 gt SYNC Injector 3 gt Throttle Position TP Injector 4 gt Fuel Inject Manifold Pressure MAP Injector 5 H gt Fuel Injectors Engine Temp 1 gt ET Injector 6 gt Inlet Air Temp
33. e Width Modulated Auxiliary Outputs and 2 Switched Auxiliary Outputs instead of 4 PWM Auxiliary Outputs No individual cylinder tables Still does individual cylinder trims M8 ECU The M8 ECU has 8 Fuel Injector outputs and is also referred to as an 8 Group Engine Management System The M8 has additional inputs and outputs compared to the M4 amp M48 Options A number of options are available which allow the ECU to be configured for a particular need and updated later if necessary The options may be enabled at any time by entering an enabling password using the MoTeC ENABLE Software The passwords may be purchased from MoTeC E The M4 or M8 Software Update Unit SUU is required to enable the options The SUU must be connected between the ECU and the Computer Interface Cable The M4 SUU is also used for the M48 MoTeC Overview 3 Advanced Tuning Option M4 and M48 Only Allows access to the Advanced Tuning features which include Traction Control 8 Launch Control Narrow Band or Wide Band Lambda Control Gear Change Ignition Cut Individual Cylinder Tuning for Fuel and Ignition Boost Enhancement Wheel Speed Measurement Programmable Load Sites Warning Alarms User definable Air Pressure Air Temp Engine Temp and other compensations for Fuel and Ignition Nitrous Oxide Dual RPM Limit Sensor Calibration Tables Odd Fire Engine capability and more E Advanced Tuning is standard on the M8 ECU E The Advanced
34. efore use E The pumps flow capability is dependant on the required pressure the flow capability of the pump will be less at higher pressures A small pump will maintain correct pressure at light load but will not maintain correct pressure as the flow requirement increases E On boosted engines the pressure required from the pump increases with boost pressure because the regulator maintains constant pressure above manifold pressure E Avoid running the pump dry as this may destroy the pump Filters The filters are necessary to ensure that the fuel pump is not damaged and to ensure that the injectors do not become blocked E The strainer before the pressure pump is essential to prevent the pump from seizing A strainer is used because the pressure pump won t suck through a paper filter Fuel Lines The fuel feed lines must be high pressure type and should be at least 8mm 5 16 inch diameter The return lines should also be at least 8mm 5 16 inch diameter to ensure that the fuel is easily returned to the tank Use proper high pressure hose clamps to ensure that the lines do not blow off under pressure Keep the fuel lines as cool as possible to avoid fuel vaporisation The temperature of the fuel will also affect the mixture due to the change in fuel density Avoid fire risk by ensuring that all hoses and fittings are in good condition and installed correctly MoTeC Installation 23 Fuel Rails The fuel rails must be free o
35. erefore open continuously and cannot deliver more fuel The ECU will set a Diagnostics Error if the duty cycle exceeds the maximum allowed duty cycle Ignition System Ignition System Types Many different types of ignition systems are available and some suit different jobs better than others CDI Distributed CDI systems are suited to high revving engines with 8 or more cylinders and are generally capable of at least 12 000 RPM on an 8 cylinder CDIs are also good at firing fouled plugs 26 Installation HEI Distributed High Energy Inductive HEI distributed ignition systems are generally limited to about 8000 RPM on an 8 cylinder engine but will run a 6cylinder to 11 000 RPM and a 4 cylinder to 15 000 RPM Most modern road cars run HEI ignition systems that are equally well suited to high performance engines as long as the above RPM restrictions are observed Multi Coil HEI or CDI HEI or CDI multi coil systems will generally run any engine to 15 000 RPM Two types of Multi Coil systems are possible Coil per plug One coil for each spark plug fired sequentially Double Ended Wasted Spark Double ended coils have two high tension towers and fire two plugs at the same time one on the compression stroke and the other on the exhaust stroke Each coil is fired sequentially twice per engine cycle and must feed the appropriate two cylinders Ignition System Wiring amp Setup The wiring and setup parameters are spe
36. f any debris that could block the injectors Welded fuel rails can often cause a problem unless they have been properly treated to remove all scale and debris and even then they may corrode and cause problems Aluminium fuel rails mounted directly on the injectors are recommended as they do not suffer these problems The fuel rails must have sufficient volume to minimise fuel pressure pulsation and resonance problems Fuel Pressure Regulator The fuel pressure regulator maintains constant fuel pressure to the injectors which is necessary to ensure constant metering of the fuel Any variation in the fuel pressure will cause a corresponding mixture change The fuel pressure regulator should be mounted at the end of the fuel rail so that fuel is always flowing through the rail This helps to avoid vapour locks Adjustable pressure regulators are available If using Manifold Pressure Load Sensing Connect the regulator port to the plenum this ensures that constant pressure is maintained across the injectors Note that this will cause the fuel pressure required from the pump to increase as the manifold pressure increases If using Throttle Position Load Sensing Leave the regulator port open to the atmosphere unless the MAP sensor is connected to the manifold as is recommended when using idle speed control in which case the regulator port should be connected to the manifold Fuel Injectors The fuel injectors meter the fuel by opening f
37. g occurs any pressure fluctuations will directly affect the mixture It may be desirable to sense the pressure at the air intake as the pressure may vary due to aerodynamic effects Air Temp Sensor The Air Temperature sensor is mainly used to correct for air density change due to air temperature variation The sensor contains a temperature dependant resistor and is designed for high speed response in an air flow The Air Temp sensor must be placed to measure the air temperature before the butterfly and after the inter cooler on turbo charged engines Avoid placing the sensor too close to the stand off vapour in a multi runner manifold as this will cool the sensor and give a false reading The ECU Sensor Setup parameters must be set to indicate the particular type of sensor MoTeC Installation 17 Engine Temp Sensor The Engine Temperature sensor is mainly used for cold start enrichment The sensor contains a temperature dependant resistor and is designed for water immersion The ECU Sensor Setup parameters must be set to indicate the particular type of sensor Trigger Sensors REF amp SYNC The trigger sensors supply the necessary timing information to the ECU so that it knows when to fire the fuel injectors and ignition system Generally two sensors are used REF and SYNC Many different types of trigger sensors and chopper patterns may be used The wiring and ECU setup information for the trigger sensors are specif
38. he help Generally acceleration enrichment is not required above 4000 RPM MoTeC Initial Starting Procedure 35 Initial Starting Procedure The E M P Software should be used to assist during starting The E M P Software allows all calibration tables and setup parameters to be checked all diagnostics errors and sensor readings to be checked and allows the injectors ignition system and auxiliary outputs to be tested while the engine is stopped Pre Start Checks Calibration Tables amp Setup Parameters Check that all Setup Parameters have been set appropriately Check that all calibration tables have sensible values in them Check that any advanced functions such as Traction Control are turned off Power to the ECU If the ECU has power then the E M P Software should indicate that the ECU is connected At the top right corner of the screen Diagnostic Errors Before starting the engine check the diagnostics errors on the E M P Diagnostics Errors screen Any errors must be rectified before starting the Engine To clear any non current errors press the Enter key on the PC while viewing the Diagnostics Errors screen E Note that the Diagnostic Errors are lost if the ECU power is turned off Sensor Errors If an error is shown for a sensor that is not fitted the sensor should be disabled by setting the sensor setup number to zero Sensor Errors may be due to bad wiring to the Sensor either short circuit or open circ
39. ic to the particular system Refer to the appropriate MoTeC drawing Home made sensor systems often cause problems Do not use Chrome molly for chopper disks as it is a non magnetic material Runout of the disk imperfections and boltheads are also potential sources of problems Where possible it is best to use the manufacturers trigger system REF Sensor Supplies the crank position information Some sensors supply one pulse per Top Dead Centre 4 pulses per engine rev on a V8 others supply as many as 360 pulses per engine rev The Engine RPM is derived directly from this signal SYNC Sensor Used to indicate each engine cycle which is required for sequential injection and multi coil operation Generally supplies one pulse per engine cycle 2 revs on a 4 stroke engine E On some special trigger systems the ECU can be synchronised using the REF sensor only eg Ford Narrow Tooth REF SYNC Alignment Most modern distributors supply both REF and SYNC signals in which case the alignment is preset 18 Installation When using separate REF and SYNC sensors the alignment of the two sensors relative to one another is critical Ensure that the sensors are aligned correctly for the type of trigger system being used Refer to the appropriate drawing Allow for any slop in the distributor drive system if the SYNC signal is derived from the distributor Exhaust Gas Sensor Lambda Sensor The ECU may optionally use a wide band exhaust
40. ine Fuel Overall Trim Use the FUEL Overall Trim to vary the mixture when trying to start the engine to see if the engine needs more or less fuel this ensures that the mixture is varied equally for all RPM and Load points Establish how much trim the engine needs on average then trim this out by adjusting the setup parameter IJPU Injector Pulse Width Scaling or by using the Overall Trim Table item in the Function Menu If the Engine won t start m Check for correct fuel pressure Check for fouled plugs Re check for diagnostics errors Re check the Ignition Timing with a Timing Light Check the setup parameters against the drawings 38 Initial Starting Procedure m Check that the ignition is wired in the correct firing order m Check that the ignition is firing on the compression stroke not the exhaust stroke After Start Checks Ignition Timing Check Check the Ignition Timing with a Timing Light to ensure that the actual Ignition Timing corresponds to the ECU Ignition Timing as shown on the E M P View screen Check the timing at high and low RPM to ensure that it is correct at all revs If the timing is correct at one RPM but incorrect at another RPM and the REF sensor is a magnetic type then the trigger edge may be incorrect or the sensor may be wired in the wrong polarity Adjust the setup parameter criP Crank Index Position to correct for small variations in the REF sensor positioning Adjust the Ignition
41. ional Fuse 20 A PC Connector D9 Male Note 3 Relay 30A Ignition System Note 1 See Detailed The Fuse is essential to ensure that the ECU Drawings Earth at Engine Block is not damaged by reversed battery polarity Note 2 To avoid the fuse blowing due to reverse battery polarity use a diode activated relay eg Bosch 0 332 014 112 Note 3 Note 4 The Ignition System Relay should be activated The AUX1 Output can sink a maximum using the Fuel Pump control wire to ensure current of 4 Amps that the Ignition System is off when the engine is stopped Or use the Fuel pump relay to power the Ignition System This also provides reverse battery protection to the Ignition System Note 5 The AUX2 AUX3 AUX4 Outputs can sink a maximum current of 0 6 Amps Title M48 ECU Wiring Sheet No Drawing No MoTeC Date 15 1 1995 Drawn TW App Rev A M48 ECU MoTeC 57 See the 5 Trigger Drawings Sensors Injectors for details Connect in Ref Ref ECU Firing Sequence 3 Hall or Optical i 5A Magnetic Injector 1 1st Injector 2 SA o ___ Injector 3 TA 3rd Syn
42. lean due to the oxygen in the unburnt mixture The Air Fuel Ratio should be adjusted according to the engine load and the desired results power economy emissions etc At high loads the mixture should be approximately 0 89 Lambda for maximum power On turbo charged engines a richer mixture may be required to reduce exhaust temperatures and help avoid knocking At lighter loads the mixture may be adjusted for best emissions 1 00 Lambda or best economy 1 05 Lambda The cranking starting fuel may be adjusted by adjusting the O RPM load sites Typically more fuel is required at cranking than at idle RPM The Quick Lambda feature may be used to quickly adjust each table value with one key stroke Press the Q key The adjustment is made to the value closest to the current engine operating point The Quick Lambda feature may only be used if the ECU is directly measuring the lambda reading The MoTeC Calibration 43 desired lambda value must be set in the Misc Functions Lambda Control Table Requires Advanced Tuning If the maximum value in the table falls bellow 60 then the setup parameter IJPU should be decreased to increase the table values This ensures that the table has sufficiently fine resolution Similarly if the table values reach the maximum of 99 5 the IJPU setup parameter should be increased to decrease the table values Use the F5 key to change quickly between the Fuel Main Table and the Ignition Main Table Use the
43. lso maintaining correct mixture readings 44 Calibration Use the Trims Screen to check that all the ignition trims and compensations are correct Press the T key Refer to the E M P Software help for more details Press F1 Fuel Injection Timing The Fuel Injection Timing table allows adjustment of the Fuel End of Injection Timing at various RPM points and optionally at various Load points This table is only effective if the injectors are fired sequentially Adjusting the Injection Timing ensures that the fuel is injected at the optimum point in the engine cycle so that the engine makes best use of the fuel In theory the fuel should end injection at a point where all the fuel will be sucked into the current induction stroke therefore the end of injection point should be some time before the intake valve closes The optimum point depends on the engine RPM and load Torque economy emissions and idle quality are all effected by the Injection Timing At high duty cycles the Injection Timing will have minimal influence since the injectors are on for most of the engine cycle Refer to the E M P Software help for more details Press F1 Cold Start The Cold Start parameters may be adjusted after the Fuel Main Table has been adjusted and the 0 RPM sites have been adjusted for good hot starting Refer to the E M P Software help for more details Press F1 Other Calibration Tables The other calibration ta
44. n the ECUs programmable memory E If the cursor is moved before pressing the Enter key the value will revert to its previous unadjusted value Quick Lambda The Quick Lambda feature allows the Fuel Main Table values to be adjusted to the correct lambda by simply pressing the Q key This feature uses the Wide Band Lambda reading and the value from the Misc Functions Lambda Control Table to calculate the new fuel table value The adjustment is made to the value closest to the current engine operating point Requires Advanced Tuning This feature may be performed from the Fuel Main Table or from the Ignition Main Table E This feature requires a Wide Band Lambda sensor or meter to be connected to the ECU Direct Entry The table values may also be entered directly using the number keys followed by the Enter key Mathematical operations may also be performed on the currently selected value or to the whole table Press the F1 key while the direct entry screen is shown for details 52 E M P Software Set Indicators An will appear next to items that have been set with the exception of tables that are dependent on the engine operating point where an will only appear if the engine operating point corresponds to the currently selected site The indicates that the point has been correctly tuned The s may be cleared individually or all s may be cleared at once To clear an individual press the Delete key To clear
45. nd Load The E M P Software should be used to adjust the various calibration tables to suit the engine Note that when the engine RPM or Load is between table sites the current fuel value or Ignition value etc is effected by the sites to either side For this reason when adjusting the calibration values it is important that the engine RPM and Load are centred on the current adjustment site to ensure that the values from the adjacent sites have minimal influence on the value being adjusted Use the Target at the top left of the screen to ensure that the engine operating point is centred on the site being adjusted During initial tuning if large adjustments are required to a particular site ensure that the sites around it are also adjusted to a similar value so that the adjacent sites have minimal influence on the current site Graph the calibration data so that any unusual points may be seen and to smooth out areas that can t be tuned easily on the dyno Press the G key Use the SPACEBAR key to quickly move the adjustment cursor to the engines current operating point Set the Warning Alarms to warn if the engine temperature goes too high Misc Functions menu Site Tables The RPM and Load sites for the various calibration tables may be modified in the Setup Sites screen A number of site tables are available which affect different calibration tables use the help to check which calibration tables are effected by which site t
46. ng is critical for reliable operation of the ECU The following points will help to ensure that the wiring is reliable Ground Wiring One of the most common wiring problems is poor ground wiring The ground wire must be grounded properly to the engine block There should be no paint or anodising between the ground wire and the engine block Temporary wiring is likely to cause problems use a proper eyelet terminal that is securely crimped to the ground wire Studs fixed in place by Loctite can also cause a problem as the Loctite becomes an insulator These comments apply to both the ECU ground wire and the Ignition system ground wire The ground wire must be at least 12 3 3 mm and must kept as short as possible Power Wiring The power wire must be wired by the shortest path possible to the battery via a 30 Amp relay and a 20 Amp fuse The relay and fuse must be in good condition and the wires must be crimped securely to the appropriate terminals The relay should be activated by the Ignition Switch The ECU power must NOT be fed directly from the Ignition switch because it probably wont handle the required current The power wire must be at least 12 3 3 mm and must be kept as short as possible Spark Plug Leads The spark plug leads can cause interference in the ECU wiring Keep the ECU wires away from the plug leads wherever possible at least 100mm Where necessary to cross the plug leads cross at right angles Termin
47. oTeC INTERPRET Software may be used to analyse the logged data The INTERPRET Software makes it easy to analyse mixture readings and other sensor readings by presenting the data in various graphical formats Refer to the INTERPRET help screen for more detail MoTeC MoTeC Software 13 Upgrading The ECU Control Software controls the function of the ECU Upgrading the control software allows the latest features to be added to any ECU When the ECU control software is upgraded the ECU calibration data must also be upgraded so that it compatible with the new ECU software The MoTeC UPGRADE Software is used to upgrade the ECU control software and calibration data Upgrade ECU To upgrade the ECU select Upgrade ECU from the UPGRADE Software menu This will send the new ECU control software to the ECU and automatically convert the existing ECU calibration data E To upgrade the software the M4 or M8 Software Update Unit SUU is required The SUU must be connected between the ECU and the Computer Interface Cable The M4 SUU is also used for the M48 Convert Files The UPGRADE software is also used to convert any old calibration files so that they are compatible with the new software version select Convert Files from the menu Calibration files may be converted between the M4 and M48 or vice versa but M8 files cannot be converted to or from M4 or M48 files Software Version Release Notes The changes between the various software
48. or a short but defined time either once per engine rev or once per engine cycle in the case of sequential operation Group Fire Operation All injectors are fired together once per engine rev or in two groups 180 degrees apart once per engine rev 24 Installation Sequential Operation The injectors are fired once per engine cycle and must be wired in the firing order of the engine Sequential operation can improve torque fuel economy emissions and idle quality Sequential operation requires a SYNC trigger signal Sizing The size of the injector determines the maximum amount of fuel that can be delivered to the engine As a rule of thumb the engine will require about 5cc per minute per horse power for petrol or gasoline For alcohol a higher flow rate is required For example A 600 hp V8 will require each injector to flow at least 600 hp x 5 cc min hp 8 injectors 600 x 5 8 275 cc min Note that the flow rate of any particular injector is dependant on the fuel pressure applied to it Sometimes oversize injectors are used to maintain lower duty cycles since high duty cycles reduce the effect of sequential injection since the injectors are turned on for most of the time However this can affect idle fuelling as the injector may have trouble delivering small amounts of fuel Flow Rate Matching The flow rate of injectors can vary between injectors of the same type It is advisable to match the flow rates of injecto
49. played if any sensor goes outside its alarm limits This can be particularly useful for automatically monitoring engine temperature during a dyno session Any alarm may be disabled by setting its limit value to zero Function Menu The Function Menu may be displayed by pressing the F9 key The Function Menu allows selection of various functions such as Compare Files Overall Trim Table Interpolate Vertical or Horizontal Column Copy Column Right Read Table from another File Many Others Help is available on each item by positioning the selection bar on the item of interest and pressing the F1 key Graph Table The calibration data may be graphed by pressing the G key or by selecting Graph from the Function Menu To change the view perspective press the F8 key while viewing the graph View Screen The View Screen displays detailed engine and sensor data and allows resetting of the Maximum RPM and the Fuel Used The View Screen may be viewed by pressing the V key or by selecting Show View Screen from the Function Menu Trims Screen The Trims Screen displays a break down of various trims and compensations applied to the Fuel Ignition and Boost The Trims Screen may be viewed by pressing the T key or by selecting Show Trims Screen from the Function Menu E M P Software 54 Diagnostic Errors Screen The Diagnostic Errors Screen may be viewed by pressing the F3 key or by selecting Show Diagnostic Errors from the Fun
50. pplications E Ignition Outputs 2 3 8 4 are shared with Digital Inputs 1 2 8 3 E Any pins not used as Ignition Outputs may be used as Digital Inputs 8 Overview All ECUs All ECUs may drive up to 8 coils when used with the MoTeC Ignition Expander Auxiliary Outputs The Auxiliary Outputs may be used for Turbo Waste Gate Control Idle Speed Control Gear Change Light Driver Warning Alarm Tacho Output Fuel Pump Control Thermatic Fan Control Fuel Used Signal Air Conditioner Fan Control Air Conditioner Clutch Control RPM Load Activated Output others M4 amp M48 The ECU has four Auxiliary Outputs which may be used as follows Standard Tuning Auxiliary Output 1 User definable Auxiliary Output 2 Tacho Output on M48 not used on M4 Auxiliary Output 3 Tacho Output on M4 not used on M48 Auxiliary Output 4 Fuel Pump Control Advanced Tuning All Auxiliary Outputs are user definable E Note that Auxiliary Outputs 3 and 4 on the M48 ECU cannot be used for PWM functions such as turbo waste gate control or idle speed control M8 All Auxiliary Outputs are user definable E Note that the two Switched Outputs cannot be used for PWM functions such as turbo waste gate control or idle speed control MoTeC MoTeC Software 9 MoTeC Software The MoTeC Software is a collection of software programs that allow the user to perform various tasks such as Calibration Setup Diagnostics Data logging Analysis
51. race fuel system is shown below Fuel Rail Port Pressure Regulator Strainer Pressure Filter 100 micron Pump 4 micron Filter 12 micron Injectors Lift Pump Lift Pump The Lift Pump is a low pressure pump designed to lift the fuel from the fuel tank to the swirl pot The Lift Pump must be capable of flowing enough fuel for full power operation Swirl Pot The swirl pot Header Tank maintains a reserve of fuel to avoid fuel starvation to the engine during cornering and acceleration Fuel starvation can also cause damage to the pressure pump as it relies on the fuel for cooling lubrication and speed limiting The swirl pot also forms a header tank for the pressure pump since the pressure pump is not capable of lifting the fuel from the tank if the tank is lower than the pump Place the swirl pot at the same level or higher than the pressure pump Pressure Pump The Pressure Pump is a high pressure pump that must be capable of delivering the required amount of fuel at the correct pressure at full power 22 Installation It is very important that the pump is capable of maintaining the correct fuel pressure at full power otherwise the engine could be damaged due to a lean mixture A 600 hp engine requires a flow rate of approximately 250 Ib hr for petrol or gasoline Notes E The pressure pump must be lower than the outlet of the swirl pot E Prime the pump with fuel b
52. rs by testing each injector on a flow bench Fuel Pressure The fuel pressure applied to the injector will directly affect the amount of fuel that the injector delivers Doubling the pressure however only increases the fuel flow by about 1 4 times Most injectors will only operate correctly over a certain range of fuel pressures If the pressure is too low then the fuel may not atomise properly If the pressure is too high then the injectors may not turn off fully Many injectors will operate correctly at 2 5 bar 29 psi and some will operate up to 5 bar 73 psi MoTeC Installation 25 Current Different injectors require different operating currents The ECU injector drives must be programmed to suit the injector using the Injector Current setup parameter Pulse Width The amount of time that the injector spends open during each injection pulse is called the Injector Pulse Width and is measured in milliseconds thousandths of a second abbreviated as msec The injector pulse width is controlled by the ECU according to the ECUs calibration data Duty Cycle The Injector Duty Cycle is a measure of the ratio of the time the injector is open pulse width to the available time per engine rev or engine cycle For example if the injectors where on for half the available time then the duty cycle would be 50 The maximum allowable duty cycle is about 85 percent beyond this the injector does not have time to open and close and is th
53. s the following features Storage of the Calibration Data on disk Transfer of any Calibration Data File from the PC into any ECU 3 Dimensional Graphing of the Calibration Data Viewing of all sensor readings and other ECU operating parameters Injector Ignition amp Aux Output testing while the engine is stopped Extensive Help Press the F1 key The E M P Software is covered in more detail later in this manual Data Logging Data Logging allows the ECU operational data to be recorded in a memory chip inside the ECU the data may then be extracted for analysis on a PC Data logging is extremely useful for checking mixture readings sensor readings diagnostics errors and other operating information The items to be logged and the logging rates must be setup using the MoleC E M P Software This is done in the Misc Setup or Data Logging Setup menus depending on the software version The logged data can be extracted from the ECU using the MoTeC INTERPRET Software or by using the MoTeC GETLOG Software depending on the software version E The M4 amp M48 ECUs will remember the logged data even if the ECU power is turned off The M8 ECU requires power to be maintained to the ECU until the logged data has been extracted E If the logging memory becomes full the oldest data is overwritten so that the most recent data is always available E The ECU must have the Logging option to perform data logging Data Logging Analysis The M
54. sofa 10 5 2ofofofoJ 5 Fuel MAP Check the Fuel MAP compensation table Advanced Tuning only The fuel must be increased by 100 every 100 kPa increase in air pressure Normally the MAP table should contain the following values with a straight line increase between values 100 kPa 200 kPa 300 kPa 400 kPa 500 kPa 10 o 100 20 30 40 This table is equally applicable whether the MAP sensor is used for barometric pressure measurement or for manifold pressure measurement Note that the higher pressure sites will only be available if a high pressure MAP sensor is used Other Fuel Compensation Tables Typically all other compensation tables should bet set to zero Ignition Tables Ignition Main Table The table should be smooth Make sure that the Ignition Main Table is initialised with a conservative curve for the particular engine not too advanced and not too retarded Ignition Air Temp Check the Ignition Air Temp compensation table Advanced Tuning only Typically the following table can be used 20 10 o 10 20 30 40 50 60 70 80 90 100 12 9 6 3 o o lof of 3 6 EE EPA 15 34 Initial Calibration Other Ignition Compensation Tables Typically all other ignition compensation tables should bet set to zero Cold Start Start with the typical values listed in the help Acceleration Enrichment Start with the typical values listed in t
55. tails 32 Initial Calibration Initial Calibration Before attempting to start the engine the calibration tables should be initialised to sensible values Use the MoTeC E M P Software to initialise the ECU calibration tables Preferably start with a calibration file from a similar engine as this will make initial calibration faster and easier Graph the tables so that any unusual points can be easily identified Press the G key Clear any s from the tables by selecting Clear s from the E M P Software Function Menu Press the F9 key The s indicate values that have been set correctly which is inappropriate at this stage Fuel Tables Fuel Main Table Check the Fuel Main Table The table should be smooth In general turbo tables look quite different from throttle position tables so it is wise to start with a table from a similar engine Fuel Air Temp Check the Fuel Air Temp compensation table Advanced Tuning only Typically the following table can be used 40 30 20 10 o 10 20 30 40 50 60 70 80 0 esla 17624 2220 2A Ors SAO 12 Fuel Engine Temp The Fuel Engine Temp compensation table may be used instead of the cold start warm up parameter Advanced Tuning only MoTeC Initial Calibration 33 If using Engine Temp compensation the following table can be used 10 0 10 20 30 40 50 60 70 80 90 100 110 60 50 40
56. tems Pty Ltd 1996 The information in this document is subject to change without notice No responsibility will be taken for the consequences of any inaccuracies occurring in this manual 6 June 2003 MoTeC Introduction 1 Introduction i bb Thankyou for purchasing a MoTeC Engine Management System This manual will help you understand the installation and calibration requirements of your MoTeC Engine Management System Additional Documentation Additional documentation is available in the form of Drawings and Tech Notes Please consult your local MoTeC distributor for details Drawing Categories Accessories ECUs Looms Ignition Modules Combined Module amp Trigger Systems Trigger Systems Valves Sensors Miscellaneous Note that the M48 uses the M4 drawings unless there is a specific M48 drawing Tech Notes Traction Control Boost Control Idle Speed Control Closed Loop Lambda Control Wide Band Lambda Sensor Others 2 Overview Overview The MoTeC M4 M48 amp M8 are powerful and compact programmable Engine Management Systems or Engine Control Units ECUs M4 ECU The M4 ECU has 4 Fuel Injector outputs and is referred to as a 4 Group Engine Management System M48 ECU The M48 ECU has 8 Fuel Injector outputs and is referred to as an 8 Group Engine Management System but is otherwise similar to the M4 ECU except for the following m Two Ignition outputs instead of four Two PWM Puls
57. tion These parameters are dependant on the type of trigger system Refer to the appropriate MoTeC Trigger drawing or Ignition System drawing Ignition ign Ignition System Type COIL Number of Coils dELL Ignition Dwell Time dLY Ignition System Delay These parameters are dependant on the type of Ignition Module Refer to the appropriate MoTeC Ignition Module drawing or Ignition System drawing Miscellaneous Setup All parameters must be set appropriately Advanced Tuning only Refer to the E M P help screens for details Sensor Setup Throttle Position Sensor Hi Lo TPLO Throttle Position LO Closed Throttle TPHI Throttle Position HI Wide Open Throttle The Throttle HI and LO points must be set every time the throttle position sensor is moved or replaced so that the throttle can be correctly scaled between 0 and 100 Sensor Selections The Air Temp Engine Temp MAP and other sensor types must be selected in the sensor setup Any unused sensor inputs should be turned off Refer to the E M P help screens for details MoTeC Initial Setup 31 RPM Limit The RPM Limit and associated parameters should be set appropriately Refer to the E M P help screens for details Input Output amp Misc Functions Setup any essential Input Output or Misc functions It may be best to start with any non essential functions turned off eg Traction Control Lambda Control etc Refer to the E M P help screens for de
58. uit 36 Initial Starting Procedure Test the Sensors Before starting the engine test that all sensors are giving sensible readings by viewing their values on the E M P View screen Vary the sensor readings if possible to check for correct operation Check that the Throttle Position Sensor varies smoothly from 0 to 100 when moved from fully closed to fully open Note that the TPHI and TPLO setup parameters must have been set correctly for correct operation of the Throttle Position sensor The MAP sensor should read barometric pressure when the engine is stopped approximately 100 to 102 kPa at sea level depending on the day The Engine Temp and Air Temp sensors must give correct readings Test the Injectors Use the E M P Diagnostics Injector Test to ensure that all injectors are working and that they are wired in the correct firing order for sequential operation WARNING Ensure that the fuel pump is off during this test Test the Ignition Use the E M P Diagnostics Ignition Test to ensure that the Ignition System is functioning correctly m Some special ignition systems do not work in the Diagnostics Ignition Test screen eg Mazda Series 4 amp 5 and other DFI systems m Ifthe Ignition System is wired via the Fuel Pump relay then the ignition test will not work unless this relay is activated m It will be necessary to place a spark plug on the lead from the ignition coil if the ignition system uses a distributor
59. versions may be viewed using the MoTeC NOTES Software 14 Installation Installation Throttle Position or MAP Load Sensing The load point for the fuel and ignition calibration tables may be based on the Throttle Position sensor or the MAP Manifold Pressure sensor Turbo Charged Engines Use Manifold Pressure load sensing connect the MAP sensor to the inlet manifold A Throttle Position sensor is optional and will be used for acceleration enrichment if fitted Partial barometric pressure compensation will be achieved using the MAP sensor only For improved compensation an additional pressure sensor must be connected to the Aux V input on M4 amp M48 EMAP on M8 and the load calculation method should be selected as MAP Aux V for M4 amp M48 MAP EMAP for M8 This additional sensor should be vented to atmospheric pressure Normally Aspirated Engines 3D Fuel and Ignition Tables Use Throttle Position load sensing The MAP sensor may be used to compensate for barometric pressure changes by venting it to atmospheric pressure m If Idle Speed Control is used then the MAP sensor should be connected to the plenum or Manifold Pressure load sensing should be used This is required so that the fuel is varied as the idle speed control valve opens and closes 2D Fuel and Ignition Tables Use Manifold Pressure load sensing see Turbo Charged Engines above Not suitable for multi runner engines engines with erratic pressure
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