ECU Installation April2010

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Company founder, Richard Bendell, has over 30 years engineering experience and is

Copyright MoTeC – May 2008 Page 2

well known within the automotive arena. MoTeC prides itself on employing only the highest quality of staff throughout all levels of the organisation. We now employ over 30 people in our Australian Research Centre and many more world wide.

• Engine Management Systems: M4, M48, M400, M600, M800, M880• Advanced and Sport Dash Loggers ADL3 and SDL3• Advanced Central Logger ACL• Professional Lambda Meter PLM• Traction Control Multiplexer TCMux• Ignition Expander IEX• Sensors• Mini Dash Display MDD• CAN based I/O Expansion E888/816 • Multiple Drive By Wire module DBW4 • VCS Video Capture System

MoTeC produces a wide range of products designed to complement each other. The importance of data logging became apparent with the introduction of the MoTeC M8 Engine Management System (ECU). With the use of data logging for channels other than basic engine parameters, it was necessary to design a specific logging system. In 1998, the ADL was released and in 2005 this was superseded by the ADL2 and the club level SDL was introduced.

As a matter of course MoTeC has continually developed and sourced sensors and transducers to complement our core products.

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• Backup - Worldwide dealer support network, With Track Support as well as email


and phone support• Quality / Manufacturing Standards - Manufactured to Internationally recognised

standards of quality and reliability with relevant electromagnetic compatibility standards (EMC) as required in various countries around the world.

• Years of Experience Design - highly refined through years of experience in top level racing and rallying to ensure optimum performance.

• Proven - Used by many top race and rally teams around the world.• Unmatched Performance - Motorola 32 Bit 33 MHz Microprocessor with Time

co-processor.• OEM Compatibility - Compatible with the majority of OEM Trigger Sensors,

Ignition Systems, Temp Sensors, Pressure Sensors, Injectors etc. This makes a MoTeC ECU a cost effective replacement for the standard ECU.

• Universal - Can be used with different engines without modification: Rotary, 2 Stroke, 4 stroke, Odd Fire, Any number of cylinders (1 to 12). Any injector type (programmable current). Any trigger sensor type. Any Ignition System including DFIs

• Documentation - Drawings are available for most Trigger Sensors, Ignition Systems and Auxiliary devices

• Sequential Injection - Full sequential injection for optimum performance. End or start of Injection Timing mappable against Load and RPM.

• Diagnostics - Full Sensor and Injector diagnostics, saves time in the event of a problem. Injectors, Ignition system and Auxiliary devices can be tested without the engine running.

• Updateable Software - The control software may be updated by the user


to take advantage of new features as they become available. There is no charge for software updates and they are available on the www.motec.com.au website.

• Calibration Software - Highly functional and easy to use calibration and diagnostics software

• Electrical Transient Protection & High RFI Immunity Protected against electrical transients and designed to resist the effects of Radio Frequency Interference (RFI)

• Options: Additional specialist functions may be enabled by the user when needed

• Wideband Air Fuel Ratio Measurement Option - Cost effective, high accuracy, fast response monitoring of the air fuel ratio.

• Data Logging Option - Data logging allows analysis of the vehicle which is essential to ensure optimum performance. The Analysis Software allows easy interpretation of the logged data by showing the data in various graphical formats.

• Advanced Features - Many advanced functions including: Traction Control / Launch Control, Waste Gate Control, Gear Change, Ignition Cut and Overrun Turbo Boost Enhancement.

• Cam Control - Allows 3D position control of variable cams, e.g. BA Falcon and BMW Vanos.

• Drive by Wire - Control of electronic throttles.

The move to fuel injection on virtually all types of engines by OEM manufacturers


meant that a programmable ECU became a necessary tool to extract the maximum performance from a modified engine.

The first generation Engine Management Systems had 8 bit microprocessors with adjustments made by the turn of a screwdriver. This method was soon replaced by more advanced 16 bit ECUs with very basic software.

Today’s 32 bit ECUs (M4, M48, M8, M400, M600, M800, M880) offer extremely fast and accurate data processing and control. Combined with the latest modern software, the flexibility and programmability of these units is almost limitless.

The quickest way to identify the ECUs is by their decals, but sometimes this is not so


easy. Basic identification is by the size of the ECU casing and the connector configuration. A wiring diagram from the internet site will be very helpful.

An ECU is chosen based on the number of inputs and outputs that are needed; a good start is the number of cylinders the engine has and what type of ignition system (number of coils etc). Next would be the number of other devices the ECU will be required to run, for example: fuel pumps, thermo fans, air conditioning systems, etc. The ‘hundred series’ ECUs have twice as many outputs as the earlier generation ECUs.

Special engine features will need to be considered like - Does it have cam control and is it switched (on/off) or fully variable? Does it have large numbers of valves or solenoids? Some compromises in output requirements may be possible depending on whether the ECU is to be used on a street car or a race car, e.g. can we remove things like Air Conditioning?

Options


•Advanced Functions - Upgrades a Clubman to all of the features of the Pro. Some of the features include: traction control, launch control, gear change ignition cut, ground speed limiting and over run boost enhancement (anti-lag).•Data Logging - Enables 512 kB data logging on the M4, M48, M400 and M600, 1 MB on the M800 and 4 MB on M880 ECUs. M4 and M48 ECUs have four different logging sets to choose from which can be sampled up to 20 sets/second. The M400/600/800/880 type logging system allows the user to individually select from over 300 channels at logging rates up to 200 samples/second.•Wideband Lambda (Air Fuel Ratio) - Enables the use of high accuracy, fully temperature compensated Wideband Lambda sensor. Single sensor on the M4, M48 and M400 and dual sensors on the M600, M800 and M880.•Pro Analysis (M400/M600/M800/M880 only) - Unique to the ‘hundred series’ ECUs, the Pro Analysis provides advanced analysis capabilities of the data collected, including: Multiple Graph Overlays, XY Plots, Maths Functions, and additional Track Map reports.•Servo Control (M800/M880 only), Cam Control and Drive By Wire (M400/M600/M800/M880) - Options to run special features required for some applications.

Flash memory means that the ECU does not need constant power to remember its


tuning settings. Flash logging memory means the recorded data remains even when the ECU has no power, and the logging can be retrieved any time after the event. ECUs left laying on bench tops for years will still remember their settings and have the last logged events available.

MoTeC is continually updating its ECU software to take into account new model vehicles and new functions. All software can be downloaded from the MoTeC web site and then simply sent to the ECU using the software's Upgrade feature.

• Looms & Sensors - Different looms are required for each ECU along with a wide


range of sensors

• Laptop Interface cables - The M400, M600 & M800 use a CAN cable, while PCI cables (PC Interface cables) are available for M4 and M48 ECUs. M4 ECUs with a serial number greater than 3000 can use a standard RS232 cable.

• Traction Control Multiplexer - Converts 2 - 4 wheel speeds into a signal that may be fed into one digital input.

• Ignition Expander - Converts one ignition output into up to 8

• Thermocouple Amplifier - Converts K-Type Thermocouple signal into a 0 to 5 V DC signal for use with analogue inputs.

• Professional Lambda Meter - Reads exhaust gases to determine mixture strength using either a Bosch LSU or Uego NTK sensor. Has an analogue output that can be read by an ECU.

• Beacon Receiver - Used by the M400, M600 and M800 to divide data into laps

• Mini Digital Display - Displays ECU data on a number of available screens

• E888 and E816 - Input expansion units which will allow extra external sensor information to be transmitted to the ECU via a CAN network. Only available on the M400, M600, M800 and M880.

• DBW4 - CAN expansion device which will allow the M400, M600, M800 or M880 to control up to four DBW throttle bodies.

• GPS - GPS speed and direction are available for ECU tuning and GPS Latitude and Longitude can be logged for use with i2 (Track Mapping, Google Earth)

• VIDEO (VCS) - MoTeC Video Capture System with live data overlay from CAN bus

• A software and resource CD is included with MoTeC products, but the software is


regularly updated so it will become necessary to download the latest software from the MoTeC website. Go to www.motec.com.au/software/latestreleases(or software.motec.com.au/release)

• Previous releases of software can also be downloaded from www.motec.com.au/software/oldreleases/

• To be informed of the latest software release you can join the MoTeC software announce mailing list by sending an email to [email protected]

To download software, click on the link and a dialog will appear asking if you would


like to open the file or save it to your computer.

Choose ‘Save’ and a ‘Save As’ file dialog will appear. Save the file to a location on your PC – the ‘desktop’ is suitable. The file will then begin to download. The time taken for this can vary widely and will depend on the speed of the connection to the internet.

Once the file has been downloaded, it needs to be ‘run’ to install the software. Find the program in the location it was downloaded to and double-click on it to run the installation.

ECU Basics


An ECU takes measurements from various sensors via input pins. The information received from the sensor inputs is used by the ECU as reference points for all its calculations. Sensors let the ECU know the engine’s running conditions at all times.

Certain sensors are required for comprehensive control of the engine, i.e. Crank/Cam Trigger, Throttle Position, Manifold Pressure, Air Temperature, Engine Temperature.

A number of other sensors can be added, such as: Lambda (Air/Fuel ratio), Wheel Speed, Exhaust Gas Temperature, Oil Pressure etc, depending on the particular installation.

Analogue Voltage inputs are designed to work with sensors that have their own


external power supply and send a voltage signal back to the ECU that is proportional to their state.

The AV inputs work the same as a normal volt meter. With no sensor connected the AV input will read 0 V.

Analogue Temperature inputs are designed to work with two wire, variable


resistance sensors that have no external power supply. A 1000 ohm internal pull-up is used to 5 volts to add voltage to the circuit.

With no sensor connected to an AT input the input will read 5 V.

Standard


2 wire : Resistance varies with temperatureTypical Resistance : 2500 ohms (Delco) or 3300 ohms (Bosch) at 20 deg C

High SpeedUse a High Speed Air Temp sensor on turbos where the intercooler out temperature varies quickly (small or no intercooler)

Air Temp MountingMount before the butterfly (and after the intercooler if turbo charged)Mount away from fuel “stand-off” to avoid the sensor being cooled by the fuel vapour

Operation: MoTeC signal voltage varies as the wiper moves. Must produce a voltage


between 0 and 5 volts, proportional to the angle of the throttle plate.Drive by Wire:DBW systems will generally have two sensors on the throttle body and two sensors on the throttle pedal. The two sensors in each pair will work opposite to each other in most cases (one high to low voltage, the other low to high voltage).Which Pin is which?Consult the MoTeC drawing or:Use a multimeter set to the 20,000 ohm (20 K) range1: With throttle closed, find the two pins with the lowest resistance between them. The remaining pin is the 5 V pin.2: With one probe on the 5 V pin, find the pin whose resistance changes when the throttle moves. This is the Signal pin.3: Now that you know the Signal and 5 V pin, the third pin is the 0 V pin.Pre-load the SensorThe sensor has a dead band at either end so it must be rotated slightly to move the wiper into the operating range of the sensor. The ECU will warn the tuner if the throttle is set incorrectly.Life TimeVibration can cause high wear : Replace regularly, say once a year in motorsport applicationsAvoid high pressure washing

Contains a diaphragm that bends depending on the pressure through the port. The


resistance of the diaphragm changes with the amount it bends, which changes the voltage on the signal pin. •Sensor Pressure Ranges - 1 bar, 2 bar, 3 bar or 5 bar•Units: MoTeC ECUs display pressure in kPa (kilo pascals) or PSI (pounds per square inch)100 kPa = 1 bar = 1000 mbar = 14.5 PSI•When used for Manifold Pressure SensingThe manifold take off point should be at a position that best represents the average manifold pressure with minimum pulsationsA filter value can be set in the ECU software (M400, M600 and M800)Face the port down and mount above the take off point so that any moisture can drain out; ensure that the hose runs downhill all the way to the manifoldDon’t T-off idle fittings etc, must be direct to the manifold

•When used for Barometric CompensationAvoid sensing air buffeting. Face the port down

•VibrationSevere vibration of the sensor can cause fluctuations in the reading. Avoid mounting on the Engine.

•Rule of thumb: “double the air, double the fuel”

Air flow meters measure the volume of air that is being drawn into the engine. This


information is then used as the efficiency and load axis. The MoTeC ECU can be used with analogue voltage output or frequency output Air flow meters.

Air Flow Meters are generally the most accurate way of measuring engine air intake volume but are usually sized with emissions and fuel economy in mind, therefore they can have low resolution when pushed outside of “normal” engine running conditions.

This is a temperature sensor designed to work over a very wide range, 0 – 1250


degrees C. The EGT is simply used to measure the temperature of the exhaust gas.

Individual cylinder EGTs is a cheaper alternative to individual cylinder Lambda sensors to indicate how well all the cylinders are balanced, but if budget permits individual Lambda is much better.

When initially tuning an engine it is important to have a Lambda sensor or t t th i /f l ti f th i With thi i f ti th


meter to measure the air/fuel ratio of the engine. With this information the mixture can be adjusted at individual load sites for maximum power.•Life expectancy (Wideband) Leaded at least 50 hours, pump unleaded at least 500 hoursDependant on fuel type and application, very rich mixtures will shorten sensor life.• Contaminants

Can be damaged by gasket sealants and anti-seize and some fuel additivesSealants are now available that are exhaust gas sensor friendly

• Operating TemperatureFor a 4 wire LSM sensor, connect the internal heater unless exhaust gas will exceed 800 deg CWarm up time 1 to 2 minutes (Faster for LSU and NTK Sensors)Greater than 400 deg C for correct operationFor a 4 wire sensor, the heater can add approx 200 deg CExcepting ‘blow out’, the LSU and NTK can operate at temperatures down to ambient.

• PositionAt least 0.5 m from engine and 0.5 m from exhaust outlet, after Turbo, 0.5 m from collectors

• OrientationThinking of a clock the sensor should be about two or ten o’clock

• MisfireAny misfire will cause a Wideband sensor to read lean due to additional oxygenNote that the misfire may have been caused by over rich mixture

The health of the engine can be monitored with the addition of extra pressure


sensors. Oil pressure is very important to the health of any engine and should always be monitored, especially in motorsport applications.

Fuel Pressure should also be monitored as it may need to be used as a compensation to the main fuel table.

Crank case pressure will indicate the engine’s mechanical health, e.g. condition of piston rings.

MoTeC sells a wide range of sensors with varying measurement ranges. The most accurate measurements are made with sensors that are correctly sized for the application.

Note: VDO sensors should never be mounted to the engine block, always remote mount.

ECU digital inputs can measure frequency based signals like wheel speed or digital


Air Flow Meters. The inputs use simple switching levels to tell the ECU if the input is on or off. For Speed and Frequency measurements the ECU counts how many pulses per second.

The trigger sensors are used to determine where the engine is in its cycle. A crank


sensor can be used by itself but this can only give information relative to 360 degrees and not 720 degrees. A crank sensor alone will only allow the engine to run as group or batch fired. Normally only used on two stroke engines.

For sequential firing a second sensor is required on the cam shaft, this will give a trigger pattern for 720 degrees (complete four stroke cycle). Certain manufacturers may have both the crank and cam sensors in the distributor or on the camshaft.

Hall sensors use a magnetic field effect to switch between a low voltage (usually 0 V)


and a high voltage (5 V, 8 V or 12 V) to form a ‘square wave’. Both the rising and falling edges are valid reference points for the ECU input.The tooth material must be magnetically soft, such as mild steel. Do not use stainless steel.The two common types of Hall sensor are the vane, where a thin tooth passes between the poles of the sensor or the probe which read a thick tooth that passes past the sensor’s end. The vane types will usually be found in distributors (Late Camira, 5 Lt Commodore, early EFI Magna).

Refer to drawing T01 (datasheet Hall effect sensors Slotted HKZ101) for more details.

The magnetic sensor generates a voltage between the coil wires when the magnetic


field strength is changed by a tooth passing the sensors.

The sensor may be wired for either a Rising or Falling waveform by reversing the wires.The output voltage amplitude increases with increased RPM.The output voltage amplitude also depends on the gap between the sensor and the tooth.The tooth material must be magnetically soft, like mild steel. Do not use stainless steel.Can use a large number of teeth due to small tooth dimension requirementsOften used as crank sensorsThe ECU needs to know whether the wave form is rising or falling, this is best determined using an oscilloscope. *Refer to drawing number T02 for more details

* Note: M400, M600 and M800 software version 3.3 contains a scope capture function ideal for working out edges.

The ECU will analyse the signal input to decide whether it is a valid trigger or not.


The voltage defined as the trigger level refers to ‘A’, the Arm voltage. If the signal goes above A, then the signal must reach voltage ‘P’ – Peak. If this is reached, then the ECU is triggered when the signal drops to 0V – Trigger.VPK = 1.3 * VARM, therefore VARM = 3/4*VPKR1 = VARM / 4R2 = VARM / 2The trigger levels for magnetic sensors are set by the user to take into account the wide output ranges of the various sensors. For magnetic sensor calibration in the ECU, a trigger voltage is entered at each of up to 11 RPM sites. Errors:Low: If the signal reaches A, but not P, then this will produce a ‘Peak Error’.Runt: If the signal goes above R2 and then drops back below R1 before reaching A, this produces a ‘Runt’ or rnt error. This is a warning to indicate that there is noise that may potentially become a problem, but that it is not affecting operation at this stage.NT: A noise pulse has occurred after the Arm point but before the Trigger point.NA: A noise pulse has occurred before the Arm point.

Note: When piggy-backing some factory magnetic sensors there may be a voltage offset from zero, this can be accounted for in the M400, M600 and M800 software.

REF Sensor (Crankshaft)


Generates pulses to indicate crank position and RPM for Ignition and Fuel Timing

May be derived from the Crank, Distributor or Cam

At least 1 tooth per TDC (8 cyl = 4 teeth on crank or 8 teeth in distributor)

SYNC Sensor (Camshaft)

Normally one pulse per engine cycle and is located on the camshaft.

Required for Multi Coil Ignition, Sequential Injection or if the REF sensor has more than one tooth per TDC

Most Variable Cam Control engines will have a specific tooth pattern for the Sync as well as the Ref for Cam position measurements.

Note: Some special trigger systems do not need a separate SYNC to synchronise (e.g. Ford Narrow Tooth distributors)

Sync Relative Position refers to the percentage of time the Sync Pulse occurs Between two Ref teeth, 50% means the Sync pulse happens exactly half way between two Ref teeth. Can vary due to mechanical play in cam/distributor drive. All timing for fuel and ignition is done from the Index Tooth and not the Sync tooth. In a setup where the crank tooth pattern is evenly spaced teeth, the index tooth is the one which occurs straight after the Sync tooth. The Crank Index position is the ECU’s reference for where the index tooth is relative to TDC for compression on number one cylinder.

MoTeC ECUs can handle all of the types below, check MoTeC drawings for OEM


applicationsTypically who uses what:Toyota - 36 tooth MagneticNissan - 360 slot OpticalHonda - 16 or 24 tooth MagneticMitsubishi - 4 slot Optical or HallMazda Rotary - 24 tooth MagneticMazda Piston - 4 slot optical or HallGM - Hall, 360 optical, Magnetic or Hall with DFIsFord - Hall in distributor, Magnetic on crankPorsche & BMW – 36 or 60 tooth Magnetic on Crank with Magnetic or Hall on CAM

Wheel speed sensors can be directly connected to the ECU and, as with crank and


cam sensors, the factory fitted items are usually the best.

The ECU digital inputs are designed with Hall sensors in mind so magnetic sensors may not work at low speed. Remember a magnetic sensor output will vary with speed and the ECU Digital input needs a signal of at least 3 V to trigger. If magnetic wheel speed sensors must be used, MoTeC can supply a Magnetic to Hall signal converter known as a DMC.

MoTeC would NEVER recommend splicing into factory ABS systems as it may lead to unpredictable braking performance.

ECU Basics Outputs


Fuel Injectors, the Ignition System and various other auxiliary devices, such as fuel pump, thermo fans, variable cam shafts and water spray are controlled according to the calibration and setup data which is stored in the ECU’s programmable memory.

• Operation: The amount of fuel injected depends on how long the injector is open


and what fuel pressure is supplied• Group Fire Injection: The injectors are fired twice per engine cycle on a four

stroke engine. All injectors may be fired together or sometimes they are fired in two groups separated by 180 crank degrees

• Sequential Injection: Each individual cylinder is treated as a separate engine, its injector only fires when it needs to - better torque, improved fuel economy and better idle; a synchronisation (‘sync’) signal is required.

• Sizing: 5 cc/min/HP. e.g. 8 cylinder 600 HP: Each injector must flow at least 600 x 5 / 8 = 375 cc/min. This is assumed at Lambda 1.00 so if running richer, the desired Lambda reading needs to be taken into account.

• Resistance & Current: Different injectors have different resistance from 0.5 ohms to 16 ohms. This means that they require different operating currents to open them. MoTeC ECUs have programmable current injector drives with saturated and peak/hold capability

• Dead Time: Approximately the amount of time the injector takes to open from when the injector pulse starts. Varies with battery voltage and fuel pressure. Varies between different kinds of injectors but is usually about 1 msec or less at 14 volts. This dead time needs to be accounted for with Battery Voltage Compensation.

• Spray Patterns: Some injectors have better spray patterns and atomise the fuel better than others. Injector position can dictate what type of spray pattern is needed.

A device is normally continuously powered, the ECU output is switched to ground to


turn the device 'on'.Frequency: Number of complete cycles in one second, measured in Hertz. 1 Hz = 1 cycle/second.Cycle: Time from when a device is turned 'on' until the next time it is turned 'on'. Pulse Width: The time in seconds the device is 'on'.Duty Cycle: Percentage of time the device is 'on' in one cycle.

Low resistance injectors use “Peak and Hold” current control where the injector is


allowed to build to a maximum current flow before the output is controlled to reduce the maximum current to a quarter of its peak value. The injector needs maximum current to open and then a much smaller current to remain open. With no current control the low resistance injector and ECU output can be damaged.

High resistance injectors do not need any current control, the high resistance ensures that the current does not build to dangerous levels.

The ECU needs to know the mechanical characteristics of an injector. The Injector


Battery Compensation setup allows the ECU to add an extra amount of pulse width to cover the injector’s natural mechanical lag.

The Battery Compensation setup is particularly important for vehicles where the battery voltage can vary a large amount (total loss battery systems) or in the event of an alternator failure.

The Battery Compensation table adds the extra pulse width automatically and independent of the main fuel map so the tuner does not need to worry about it.

Dwell Time


The ECU must control the Dwell Time (Coil Charge time)Too short will cause a weak spark Too long will cause overheating of the Coil and Ignition ModuleDwell time should be tested for each coilModern ignition modules are sensitive to dwell time, please consult MoTeC for detailsModern ignition coils can also be affected by spark plug choice

Capacitor Discharge Ignition (CDI)


Max RPM : 18000 8 Cyl (MoTeC CDI8) used as an ignition expander with a MoTeCECU

Good at firing fouled plugs

Short spark duration may cause misfire at light load

Special CDI coil should be used

Dwell time control is not required

Incorrect rotor button alignment may cause misfire problems with rotor buttons that


are not designed for EFI applications. Rotor buttons for EFI systems usually have a wide tip (10 mm) that faces the distributor high tension post in the distributor cap. Mechanical advance systems use a narrow tip which is approximately 5 mm wideand will limit the total range of advance when used with an EFI system.

If using a mechanical/vacuum advance type distributor the mechanical/vacuum advance systems needs to be locked.

Wasted Spark Multi Coil DFI


Coils have two High Tension towersTwo spark plugs fire together, one on compression and the other on exhaustThe coils must be driven by separate modulesThe modules are fired in sequence by the ECUThe ECU must have multiple ignition outputs to drive each coil (half the number of cylinders)Some have integrated modulesMay not be suitable for racing applications with very large overlap cams

Stand alone DFI, e.g. Delco, Ford EDISSome DFI systems can operate stand alone because the crank sensors are wired directly to them. The ECU does not need to sequence the coils as this is handled by the stand alone module.

These systems can cause problems when ignition cut is used for RPM limiters etc, because the inbuilt module will take over with a set advance if the ECU ignition signal stops. Possibly not suitable for racing applications.

Coil on Plug DFI


Each spark plug has a separate coilThe coils must be driven by separate modulesThe modules are fired in sequence by the ECU (sequentially)Will generally have much shorter dwell times than ignition systems using coils with ignition leads

Run ignition wiring as far from the ECU wiring (especially sensor signals) as possible.


Otherwise reconsider the wiring loom and layout.

If the loom must cross the ignition wiring it should do so at right angles to minimise the interference.

Some ignition coils are sensitive to the type of spark plug used. If the ignition system uses resistive type plugs from the factory NEVER use non-resistive plugs as coil failure may result.

Switched Output:


• Fuel Pump• Shift Light• Thermo Fan

Pulse Width Modulated• Boost Control• Idle Control• Drive By Wire

Frequency• Tachometer

Most outputs on MoTeC ECUs are low current, so check relevant drawings for external devices. Some will need to be controlled through a high current relay.

Turbo Waste Gate


Pulse Width Modulation (PWM) Valve controls air pressure to waste gate control actuatorMay be driven by ECU Auxiliary Outputs

Idle Speed ControlPWM Valve TypeStepper Motor TypeDBW

Drive By WireMoTeC supports a range of DBW motors including several Bosch models and the BA Falcon systems.

For trouble free operation of an EFI system the mechanical and electrical installation


need to be done to a high standard.

Fuel PumpsLift P d P P T b i i t


Lift Pump and Pressure Pump. Turbos increase pressure requirement(injectors fighting against manifold pressure)Flow Rates 250 lb/Hr = 600 HP approx

Fuel FiltersEssential to avoid damage to the fuel pumps and blocking of the injectors

Pressure pump strainerEssential to avoid pressure pump failureDon’t use paper filter because pressure pumps don’t suck well

Swirl PotsPurpose - Avoid fuel starvation. Place at the same level as the pressure pump

Fuel Rail Fuel always flowing through rail ( from end to end )Manufacturing - Aluminium is best (Steel or copper will corrode and block the injectors)

Fuel Pressure RegulatorVent to Atmosphere or Manifold?• Throttle Position Controlled : Atmosphere• Manifold Pressure Controlled : Manifold• Position : End of rail or remote mounted

Fuel LinesHigh PressureDiameter suitably sized for applicationKeep Cool.First Time Check : Fire Risk

Fuel Pressure DamperHelps minimize pressure fluctuations caused by rapid changes in injector pulse width.

Ground Wiring


Both the ECU and the Ignition System must have a good ground connection at the engine blockRemove paint or anodisingLoctite may insulate studsPower WiringWire to the battery through a 30 ampere relay and 20 ampere fuse Wire via the shortest path possibleWire the ignition system power via the fuel pump relayDon't wire direct from the ignition switch : it probably can’t handle the currentInjectors and ECU should be wired to the same sourceSensor WiringThe crankshaft and camshaft Trigger and wheel speed sensors should be wired in shielded type wire and kept away from high tension wires and large alternator wires. Wire via the shortest path possible – keeping in mind the above.Do not connect sensor 0 volts to ground. It may introduce unwanted noise into the ECU.Connect shielding at the ECU end only

Each pin manufacturer will have a specific crimping tool for a pin. The correct tool


should always be used to ensure a good electrical connection. Over-crimping can break wire strands so always seek manufacturers advice if tool settings are needed.

Poor quality wire strippers can remove strands of the wire core making the wire connection weaker.

The wire used should be good quality automotive wire. Good quality wire will generally have less resistance per meter meaning a smaller wire size can be used, making a smaller lighter loom.

Use flush cutters designed for cutting wire neatly. Side cutters can squash the wire strands out of shape making crimping difficult.

There is no need to make the loom overly complicated this will only make it harder


to trace potential problems.

Multiple power and ground wires should always be spliced from one point, again to make problem tracing easier.

Injector power supply MUST come from the same source as the ECU for correct current control of injectors. Hint: have individual injector power wires all spliced from ECU power supply near ECU.

Use all the earth pins the device has to share load across them and largest size wire that fits the connector. Remember all the current the ECU must pass goes through the earth wires so they need to be big enough for all the injectors, ignition system and outputs.

Spare inputs and outputs may become useful in the future, so having a connector ready to use saves complicated loom modifications.

A simple spread sheet will make tracing wires simple.

When ever possible avoid soldering wires together, always use a crimp terminal.


Special crimp splicing terminals can be purchased but if none are available cut the head off a spare ECU pin and use its crimp section.

A piece of hot melt glue heat shrink should then be used as strain relief.

The ECU outputs can be likened to a distributor ignition system. The poles on the


distributor fire in a set order one after the other. The ignition leads are connected from the distributor to the correct cylinder in engine firing order.

Most sensors that can be wired to a MoTeC ECU will have a specific drawing. When


using a sensor or set of sensors for an ECU function it may be necessary to wire them specifically, a Technical Note for the function may be needed.

All MoTeC drawings (datasheets) are available from a Resource Disc or from the internet at www.motec.com.au. Technical Notes can be obtained through a MoTeCdealer.

Casting or machining marks in trigger disc teeth or base circle can be picked up as


false teeth at high RPM (especially with magnetic sensors) causing Ref/Sync errors. Discs that are not concentric with their shafts will also cause high RPM false triggers.

Sensors not mounted rigidly can vibrate, again causing false triggers.

Other items spinning around near the sensor could be picked up as teeth also so make sure trigger disc allows enough distance from bolt heads etc.

High current devices such as ignition systems can induce electrical pulses or “noise” into trigger sensor wires.

A strong, rigid mounting is essential for trigger sensors. The example on the left is of


the correct way to mount a GT101 sensor in an extreme application on a Top Alcohol Hydroplane.

The sensor on the right was completely inadequate and on a more extreme application on a Top Fuel Hydroplane. In this example the RPM reading lasted right up until the throttle was depressed for the first time!

If the Sync tooth moves enough that it is now occurring before a different Ref tooth


(assume falling edge for both Ref and Sync), your fuel and Ignition timing will be out by the number of degrees between Ref teeth. Remember the CRIP number is set based on the position of the teeth; if the position of the teeth is moved the ECU will have no way of knowing.


The program can be started from the ‘Start’ menu, or from a desktop shortcut. Both


are added automatically during the installation.

If the ECU is connected, the left side of the status bar will show the firmware version in green. Next to this are Diagnostic Errors in red. The screen above shows ECU Manager prior to opening the ECU file.

The serial number of the ECU is displayed on the top left side of the screen. Below that is the list of options that have been enabled in this ECU.

From either the ‘Adjust’ or ‘File’ menu choose ‘Open ECU’ (‘Open File’ if working offline).

When you connect to an ECU, the software checks to see if the current file in the


ECU matches a file in the computer.

If the file does not exist then a new file is created on the computer. If the file already exists then you have a choice of using the current file or creating a new file.

It is good practice to create a new file if any major changes are to be made, this allows the original file to be at hand if anything goes wrong.

Once a new file is created or the matching file selected, ECU Manager will open a


layout screen displaying various information. More than one layout can be open at the same time - press the ‘tab’ key to move between them. Each screen layout is fully customisable (see ‘Layout’ section below). You may choose to set up different screens for different engines or screens that suit tuning different parts of the same engine, e.g. cam control.

The ECU software version is displayed at the lower left.

MoTeC Software has an online help system, it is accessible at any time by pressing the F1 key.

Each layout can be customised by the user. To get you started, there are a number of


pre-defined layouts based on the available screen resolution. Common resolutions are: 1024 x 769, 800 x 600 and 640 x 480 pixels.

It is also possible to start with a blank layout, the user can then add components. Most common is the ‘Adjust Table’ as this also displays menu items when not displaying fuel or ignition tables.

From the ‘Layout’ menu select ‘New Page’ and the dialog above (left) will appear. After choosing one of the options, the user is asked to enter a name for the new template.

Right clicking on a blank area of the Layout will give access to the “Add” function.


Choose the required display item from the list. An “Adjust Table” has already been added to the Layout above.

Shown above are the properties for a Dial Gauge. Next to it is a dial gauge for RPM


showing font and colour changes.

Properties include the channel selection (e.g. wheel speed, RPM), label and range.

At any time it is possible to change any table’s axis parameters and scale. Simply


right click in the table area and select the “Axis Setup” option or press the “A” key.

On the “Axis Setup” screen it is possible to directly enter new values for the scale or


change the axis parameter altogether.

The “Tools” menu allows the user to insert or delete a site. Inserting a site will create a site value half way between the highlighted site and the one below it. Deleting a site will remove the highlighted site.

If the table axis scale is linear between two sites it is possible to just enter the first site and the last site and interpolate between them.

There are also options to clear the entire axis, copy the same axis from another file, save the axis or load an axis.

To change any parameter simply start typing the desired number and the Direct Entry window will automatically appear. The Direct Entry window will indicate the allowable range of numbers for the particular parameter.

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For most parameters there will be some basic help or recommended settings in the help box to the left of the parameters window. If a more clear description is needed some parameters have extra help screens available when the “F1” key is pressed.

Both help screens will change when the tuner moves to a different parameter.

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The Adjust menu has the various items that you can alter in the MoTeC ECU. There


are sub menus under each of the items in this window.

To start with, the ECU needs to know what type of engine it is controlling. You enter this information in the “General Setup“, “Main Setup“.

Using either the mouse or keyboard:1. Select “Adjust “ with mouse or press “Escape”2. Select “ General Setup “ from the sub menu using mouse or up and down arrow keys.3. Select “Main Setup”

Note: ECU Manager supports that same keyboard functionality as earlier DOS based M800 software.

The EMP software has a built in help system. When an item is highlighted, a help


screen is displayed on the right hand side of the screen. You can also press the “F1“ key to get additional information where available.

Number Of Cylinders: In this case four. For two stroke or rotary engines a negative number is used.

Efficiency selection sets the input sensor that is used for the “Y” axis of the main fuel


screen. Typically set to Throttle Position for naturally aspirated engines and MAP for turbo engines.

Load selection sets the input sensor that is used for the “Y” axis of the main Ignition


screen. Load and Efficiency do not necessarily have to be set the same.

Injector scaling is the maximum injector opening time expected for the engine that


is being tuned. This scaling value may need to be changed during the tuning process. Start with a recommended scaling value.

As explained earlier, different injector types will need a different control method.


The Injector Current setting tells the ECU how to control the output to suit the injector.

Injector current setting is based on the resistance measured across the pins of the injector. Care must be taken as some cars like Nissans and Mitsubishis can have extra resistors in series with the injector.

Press F1 for a list of popular injector settings.

The ECU adds an extra amount of pulse width to the injector automatically to


compensate for Dead Time. The user can set this table specifically for an injector based on Battery Voltage and Fuel Pressure.

If a fuel pressure sensor has not been installed only a 2D table is required.

The Ignition outputs, like the injector outputs, can control different types of ignition


systems. Ignition Type specifies how the ignition outputs should be controlled.

Care must be taken with the Ignition Type as an incorrect setting WILL damage ignition components. In general ignition type will be set as 1 for fall trigger. A common exception is the MSD systems which are rising edge triggered and therefore set as 2.

The coil Dwell time is generally between 1.8 to 3 milliseconds. The Dwell time is very


small when compared to the time between spark firings, 20 milliseconds at 6000 RPM. At 6000 RPM if the wrong edge is chosen the coil will be Dwelled for the 17 milliseconds instead of 3 milliseconds, six times what is necessary. Too long a Dwell time will result in the module overheating and generally failing.

If the wrong edge is chosen the engine will continue to run as normal but the module will become very hot and the ignition timing will be advanced. It is very likely the module will fail in a short time.

Some coils with inbuilt modules can limit the Dwell time themselves in the event of too much Dwell time from the ECU. In this event the spark can fire too advanced causing loss of performance or even engine damage.

The ECU will assign an ignition output for each individual coil. For wasted spark


engines this will be set as half the number of cylinders.

Some individual coil V8 engines will be wired as wasted spark so that two individual coils are fired at the same time. In this case the number of coils would be four.

It is possible to make all ignition trim act as a percentage change or as a direct


degrees. Generally this will be set as degrees as this is a more literal change.

The Dwell table will need to be set for the particular coil/module. It must be noted


that too much dwell time can destroy modules so care must be taken. Please consult MoTeC for coil dwell time details.

The ECU uses the mode number to understand the ref and sync signals that are


being sent from the sensors. The ECU will base its ref/sync error checking on this number also.

Number of Ref teeth per crank revolution. Some engines have the Ref sensor on the


cam shaft, e.g. Nissan RB six cylinders. In this case the number of Ref teeth must be halved as the cam turns at half crank speed.

Finding Crank Index Position for multi tooth modes:


• Place engine at TDC for number one cylinder on the Compression stroke• Wind engine forward until Sync tooth lines up with Sync sensor. • ECU is flagged at this point to look for the next Ref tooth.• Wind engine forward until next Ref tooth lines up with the Ref sensor.• The Crank Index Position is now the number of degrees from this point

forward to TDC Compression number one again.

For missing tooth modes the ECU looks for the missing tooth event straight after the Sync (similar to multi tooth modes) and assigns the first tooth after the missing tooth gap as the index tooth.

For additional tooth modes the ECU looks for the additional tooth event straight after the Sync and then assigns the next normal tooth as the index tooth.

The Ref and Sync sensors need to be set to the correct type. Generally only Hall or


Magnetic sensors are used. Optical sensors such as Nissan 360 tooth are designated as Hall type.

Hall:


Either edge of a Hall sensor’s signal can be used. It is best to choose the Ref and Sync edges that produce the best Sync Relative Position, i.e. closest to 50%.

Magnetic:The edge used for a Magnetic sensor can change depending on how it is wired. Due to the simple construction of the magnetic sensor there is no right or wrong way to wire it. To be absolutely sure of the edge setting the ref sync capture function or oscilloscope should be used.

Version 3.3 software for M400, M600 and M800 contains a capture function that


allows the user to take an oscilloscope trace of the ref and sync inputs as the ECU sees them. In the past it was often necessary to carry around a separate oscilloscope to get vital information for setting the ECU trigger parameters.

From this capture of Hall sensors it can be seen that either edge of both the Ref (yellow) or Sync (blue) could be chosen.

Magnetic Ref and Sync. The blue Sync trace shows a falling edge.


The yellow Ref trace shows a missing tooth. It is only when the missing tooth occurs that the Ref edge can be seen, in this case falling.

Also note that the Ref signal has an offset (it is not centred around 0 V). In this case the REF Trigger Voltage parameter would need to be set. This scenario would only happen when the Ref or Sync signal was shared with a factory ECU and the factory ECU was offsetting the signal. MoTeC ECUs themselves will not offset the Ref or Sync signals.

For Magnetic sensors a table is set to ignore any background signals (noise) that can


be picked up by the Ref and Sync inputs. Filters by voltage level.

The engine is brought up to each RPM point and the maximum Ref/Sync voltage taken from the Sensor View Screen, 30% of this voltage level is entered in the table.

A time based Filter. Any pulse of shorter time duration will be ignored.


Calculated based on RPM and width of tooth in degrees:0 RPM = “tooth degrees” x 401000 RPM = “tooth degrees” x 206000 RPM = “tooth degrees” x 520000 RPM = “tooth degrees” x 2

Electrical interference induced onto Ref or Sync wires from high current devices like


ignition systems are generally high voltage, short duration “noise” spikes that can be filtered with a time based filter. Extra signals caused by imperfections in the trigger disc are usually long duration, low voltage spikes that can be filtered with a voltage trigger level.

In the above picture it can be seen that the Ignition Spike cannot be filtered by the Voltage Level Trigger but is of short enough duration to be removed by the Time Filter. The Extra “Tooth” possibly caused by bad machining of the trigger disc is of longer duration than the Time Filter but of lower voltage than the Trigger Level.

Note: As engine RPMs rise, the output of a magnetic sensor will rise and therefore the output due to the Extra “Tooth”. Trigger level tables must be correctly set for the entire RPM range.

The Input Setup screen shows the details of each channel. Double click the channel


to be setup.

Each sensor that has been wired to the ECU or is sent via the CAN bus must have a calibration before it will work.

The input for Manifold Pressure has been chosen.


• Input Source: Assigns an input pin to the channel, AV2. Can also be assigned as a CAN channel, e.g. from ADL or E888.

• Calibration: A predefined calibration can be chosen or a custom calibration entered.

• Default Value: The channel value used if a sensor has failed• Filter: Used to filter unstable sensor inputs. Care should be taken to not

over-filter input signals as response may suffer.• Diagnostic Lo and Hi: Voltage levels used to diagnose a failed sensor.• Warning Lo and Hi: The tuner can set sensor levels deemed to be a

problem, e.g. oil pressure too low. When alarm limits are exceeded and laptop is online screen will display warning text which needs to be acknowledged (press “enter”) before tuning can continue. Can be used to activate an output configured for a warning light.

When choosing to create a custom calibration a suitable channel unit should be


selected.

Once the channel unit has been selected click the “table” button.

The table allows the sensor input to be calibrated to suit a non standard sensor. A


value entered in the table must be continuously increasing or continuously decreasing. The table values are given in voltage.

First a calibration scale must be entered, this can be up to 26 points over the range that is required. The example here is a temperature sensor.

Take the sensor and place it in a liquid next to a sensor with a known calibration (one of the standard sensors listed is a good start). Using the reading of the standard sensor heat or cool the liquid to points matching your table. With the calibration tables voltage cell for the current temperature point highlighted press the “Read Value” button and the voltage will be entered in the table. Repeat this process for all table temperature values to form your calibration curve.

Sensor calibration tables will extrapolate past each end based on the last two entered values.

For a digital input you are able to choose from a large selection of functions. Most


of the functions are simply to tell when a device or function is on/off, e.g. Air Conditioner Request.

Some input functions are also to measure pulses similar to the Ref and Sync inputs. Speed can read to rotational speed, RPM or frequency. You can also measure pulse and period measurements.

Some special functions are used for variable cam shaft positions and digital MAF sensors.

Each Digital Input function will have a Parameters page allowing the tuner to enter


the conditions under which the input operates. In the case of a speed sensor “1” is entered as the Measurement Type.

The Calibration for a wheel speed input will set the relationship between the


number of teeth the sensor will see in one rotation and the rolling circumference of the tyre. The details of how to calculate the Calibration number are in the F1 help screen.

Hint: It is best to measure the circumference by rolling the car through three rotations of the wheel and then finding the average of this measurement. Manufacturers tyre dimensions do not account for tyre pressure or car weight. The tyre should be a race temperature.

One more step to turning the Wheel Speed channel on is to assign the Digital Input


information to a channel in the Input Setup.

Because the Wheel Speed has already been calibrated in another section of the software a simple “1 to 1” calibration is used.

As before, the speed information can be collected from another external device such as an ADL2 on CAN, hence the extra speed setup step in the version 3 software.

All Auxiliary Outputs have a large number of functions available to them, pressing


the F1 key from the Parameters screen will display the list of functions and their parameter setting number.

Note: Some functions are only available to specific pins, e.g. Drive by Wire, Stepper Motor Idle Control. Consult MoTeC drawings (datasheets) for details.

As for the Digital Input, each output function will have specific condition parameters.


For a Fuel Pump output only a delay time needs to be entered, this sets a number of seconds over which the pump primes when the ECU is powered. The fuel pump output will always be on if there is an RPM reading.

Parameters for a Thematic Fan would include on and off engine temperatures.

The output “logic” can be set with the Polarity parameter. Some devices need the


output to be switched “on” to turn the device “on”, e.g. a fuel pump. There may be situations where a device output needs to be switched “on” to turn the device “off”.

ECU outputs in general are required to switch to earth to turn a device “on”.


For example, if pin 85 on a Bosch relay is connected to permanent 12 V (from ignition switch) to turn the relay “on” pin 86 needs to be switched to earth by the ECU output. This is the most common way and requires the MoTeC output to be configured as “0” or “Low Side”. If pin 86 of the relay was wired directly to a chassis earth, pin 85 would be connected to the ECU output and have 12 V switched to it, the ECU output would be set as “High Side”.

Some devices have special requirements to have the output switched to ground and 12 V alternately; this setting is not commonly used.

Note: Output Mode is not the same as Polarity.

Low Side: The internal switch of the Auxiliary output connects the Device circuit to ground through the ECU

High Side: The internal switch of the Auxiliary output connects the Device circuit to power through the ECU

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It is possible to label the injector and ignition outputs in the software to make it


easier for the tuner to identify a particular cylinder, e.g. when adjusting an individual cylinders ignition advance.

Note: this does not affect the order in which the injector or ignition outputs are fired, it merely labels the outputs in the software for easy of viewing.

After completing the input setup for all sensors it is required that the closed


and fully open positions of the throttle sensor be set. This screen is to scale the sensor voltage readings into a scale of 0% (closed) to 100% (fully open). If the throttle butterfly and hence the sensor is adjusted the Hi and Lo positions need to be reset using this screen.

• Make sure TPLO parameter is highlighted and no one is pressing the accelerator pedal.

• Press “enter” key to set TPLO value• Using down arrow or mouse highlight TPHI parameter, press the

accelerator pedal to the floor (making sure it is not binding on anything)• Press “enter” key to set TPHI value

Mechanical checks should be made to ensure the pedal operates the throttle butterfly correctly.

For Drive by Wire applications all four throttle positions (two throttle body and two throttle pedal) will need to be set in a similar way.

Revision: Setting up an ECU.


1. In the ECU Manager software select adjust.2. In main setup enter the correct values3. Enter injector and ignition details4. Set up Ref and Sync sensor inputs5. Go into Sensor setup. Assign inputs and enter the sensor calibration numbers.6. Calibrate the throttle position sensor.

Once the ECU has been calibrated for all sensors and engine details it is necessary to


perform some checks before the engine is started.

Press “V” for the sensors view screen and check that all your values appear


to be realistic. •Check the throttle position goes from 0% to 100% without error. •Engine temperature and air temperature should be approximately the same if engine has not been running. •Manifold Pressure should be approximately 100 kPa depending on Altitude.•Is there enough battery voltage?

An output test should be done to ensure that all devices connected to the ECU are


working properly. It is very important to check that the firing order of the injectors and ignition is correct. The output test function can be found in the “Utilities” menu.

It is recommended that the ignition test is done first. If the injector test is done first there is the possibility that some fuel could be injected, this fuel could be ignited if the ignition test is done second.

For the Ignition test it is possible to use a timing light to check that each coil is firing. Another method of checking ignition is to remove the spark plugs and lay them across the engine (to earth the plug body) to see the spark. This test confirms that multi coil installations have been wired in firing order.

Note: Some ignition modes cannot be tested, e.g. Ignition Expanders, CDI8 and OEM Rotary modes.

Note: Wiring recommendations state that ignition power should be from the fuel pump relay, it may be necessary to bridge relay for this test.

Note: The Output Test will not work if there is any RPM signal.

For the injector test disable the fuel pump so that fuel is not injected. Start test for


each injector in turn, the injector will be able to be heard clicking. If it is difficult to determine exactly which injector is operating, remove the plug to confirm.

All outputs to other devices that have been configured should be checked, e.g. Fuel


Pump, Thermo Fan.

Note: Some output functions cannot be checked with the Output Test function, e.g. Stepper or Servo motors.

Press “V” for the Sensors View Screen and check the RPM at cranking. This is to


ensure that the correct Ref details (including filters and magnetic levels if applicable) have been entered and the wiring is adequate.

Disconnecting the injectors and ignition ensures that the basic ECU information can be checked without the possibility of an incorrect setting causing a misfire and possible engine damage.

From the Sensors View Screen press the “Tab” Key until the “Status View Screen” (or


press “S” key) is displayed.

Cranking the engine the “Ref/Sync Synchronised” status must go to “OK”. Synchronisation can take up to 720 degrees.

It must be noted that magnetic sensors can cause Ref/Sync errors within the first crank revolutions due to the low speed and therefore low output voltage. If synchronisation does not occur the errors need to be checked.

Located in the “Ignition” menu is the test page for the “Crank Index Position”. The


Crank Index Position page includes a “Test Advance” setting, this is the ignition timing value that will be locked when in this page, all other ignition advance tables are ignored.

With injectors still unplugged, connect the ignition system. Crank the engine and using a timing light confirm that the Test Advance timing and actual ignition timing on the engine match, if they do not, alter the Crank Index Position value (this will automatically update the CRIP setting in the “Ref/Sync Sensor Setup”). The point of the test is to make sure your CRIP value is accurate.

The engine should not be placed under any load at this point.

If the engine is wasted spark it is possible for the CRIP to be out 360 degrees and the engine will still run. It is highly important in this instance that the original physical CRIP measurement is done on the engine.

Hint: If the actual advance is more than the Test Advance, the CRIP must be increased buy the number of degrees difference. If the actual advance is less than the Test Advance the CRIP must be decreased.

Once this is done the injectors can be reconnected.

Going into the Main Ignition map. Set starting and idling ignition timing points in the


Main Ignition table. 10-15 degrees will be suitable for most applications.

If no start file is available the MoTeC Sample file will suffice as a starting point.

The correct amount of fuel that is needed to start the engine is difficult to predict so


it is suggested that the standard Fuel map supplied with the ECU be used. The Fuel Overall Trim located in the main Fuel menu is used to adjust injector pulse width while cranking until the engine fires. MoTeC may be able to supply a start up file for common engines.

If everything is right the engine will go.


Warm it up.

Recheck all sensor readings with the engine running.


Just as some added reassurance it is suggested that the CRIP be rechecked once the


engine is running.

If the RPM is not correct it is unlikely that the ECU will be synchronised. If the ECU is


not synchronised it will not attempt to fire the injectors or ignition. RPM and Sync Status MUST be correct to start with.

There may be a sensor reading incorrectly which may be affecting fuel or ignition.

Was everything plugged back in after initial checks?

Every device used to start the engine requires enough power to operate. If battery voltage drops too low there may not be enough power to allow correct operation of devices. Try a jump battery.

Some engines can be very particular about how much fuel and how much timing is required to start them from cold, it may take a bit of experimentation.

Once the ECU has been calibrated for all sensors and engine details it is necessary to


perform some checks before the engine is started.

Documents

ECU Installation April2010