Initial Setup Introduction

Before attempting to start the engine the setup parameters must be correct.

Use the MoTeC ECU Manager 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

Injector Scaling (IJPU)

Injector Current

Injector Battery Compensation

Refer to the ECU Manager help screens for details.

Calculation Methods

Efficiency Calculation Method.

Load Calculation Method.

Refer to the ECU Manager help screens for details.

Load Sites Selection

Selects the range of load points to suit the selected sensors operational range. For example 0 to 100 for a Throttle position sensor.

Refer to the ECU Manager 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 Setup

Ref / Sync Mode (REF)

Crank Reference Teeth (CRT)

Crank Index Position (CRIP)

These parameters are dependant on the type of trigger system. Refer to the appropriate MoTeC Trigger drawing, or Ignition System drawing.

Note that the trigger sensor type (Hall / Mag, Edges etc) must be setup in the Sensor Setup screens.

Ignition

Ignition Type (IGN)

Number of Coils (COIL)

Ignition Dwell Time (DELL)

Ignition Delay Time

These parameters are dependant on the type of Ignition Module. Refer to the appropriate MoTeC Ignition Module drawing, or Ignition System drawing.


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%.

REF/SYNC Sensor Setup

The REF/SYNC setup parameters must be set to suit the trigger sensors.

Refer to the MoTeC Trigger drawings for details.

Sensor Calibrations

The sensors calibrations must be set to suit the connected sensors.

Refer to the ECU Manager help screens for details.


Input / Output Functions (Initial Setup)

Setup any essential Input / Output functions.

It may be best to start with any non essential functions turned off (eg. Idle Speed Control, Dual RPM Limit etc).

Refer to the ECU Manager help screens for details.


Other Functions (Initial Setup)

Ensure any other functions such as Boost Control, Traction Control etc are all set appropriately.

It may be best to start with any non essential functions turned off (eg. Traction Control, Lambda Control etc).

Refer to the ECU Manager help screens for details.


Initial Calibration Introduction

Before attempting to start the engine the calibration tables should be initialised to sensible values.

Use the MoTeC ECU Manager 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.

Clear any *s from the tables by selecting Clear *s from the ECU Manager software Tools Menu (Press the F9 key). The *s indicate values that have been set correctly, which is inappropriate at this stage.


Fuel Tables (Initial Calibration)

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.

Typically the following table can be used :

-40	-30	-20	-10	0	10	20	30	40	50	60	70	80+
10	9	8	6	4	2	0	-2	-4	-6	-8	-10	-12
Fuel - Engine Temp

The Fuel - Engine Temp compensation table may be used instead of the cold start warm up parameter.

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	30	20	10	5	2	0	0	0	0	5
Fuel - MAP

Check the Fuel - MAP compensation table.

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.

0 kPa	100 kPa	200 kPa	300 kPa	400 kPa	500 kPa
-100	0	100	200	300	400
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.

Fuel - Cold Start

Start with the typical values listed in the help.

Fuel - Acceleration Enrichment

Start with the typical values listed in the help.

Generally acceleration enrichment is not required above 4000 RPM.

Other Fuel Compensation Tables

Typically all other compensation tables should bet set to zero.


Ignition Tables (Initial Calibration)

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.

Typically the following table can be used :

-20	-10	0	10	20	30	40	50	60	70	80	90	100+
-12	-9	-6	-3	0	0	0	0	-3	-6	-9	-12	-15
Other Ignition Compensation Tables

Typically all other ignition compensation tables should bet set to zero.


Initial Starting Procedure Introduction

The ECU Manager software should be used to assist during starting.

The ECU Manager software allows 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. The calibration tables and setup parameters should also be checked.


Pre Start Checks

Calibration Tables & 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 ECU Manager software should indicate that the ECU is connected (At the bottom left corner of the screen)

Diagnostic Errors

Before starting the engine check the diagnostics errors on the ECU Manager : 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.

•	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 circuit).

Test the Sensors

Before starting the engine test that all sensors are giving sensible readings by viewing their values on the ECU Manager : 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 Ignition

Use the ECU Manager : Ignition Test (On the Utilities menu) to ensure that the Ignition System is functioning correctly.

Some special ignition systems do not work in the Ignition Test screen. eg. Mazda Series 4 & 5 and other direct fire ignition systems.

If the Ignition System is wired via the Fuel Pump relay then the ignition test will not work unless this relay is activated.

It will be necessary to place a spark plug on the lead from the ignition coil if the ignition system uses a distributor.

Test the Injectors

Use the ECU Manager : Injector Test (on the Utilities menu) 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.

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 the errors need to be cleared by pressing the Enter key while viewing the ECU Manager : 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.

This can best be done in the Crank Index Position setup screen under the ignition menu. While in this screen the ignition timing will stay fixed at the value set under ‘Test Advance’. This allows the CRIP to be adjusted if necessary until the timing matches the Test Advance.

•	Dial back timing lights such as the Snap-On® brand may not work correctly at cranking - use a traditional timing light.

•	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.

•	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 engine.

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 Tools Menu.

If the Engine won’t start

• 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.

• Check that the ignition is wired in the correct firing order.

• 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 ECU Manager : 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 - Individual Cylinder Trim for cylinder number 1 and verify that it changes the ignition timing for cylinder number 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.


Diagnostic Errors (Operational)

After the engine has started check for diagnostics errors.

To clear any non current errors press the Enter key while viewing the ECU Manager : 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 :

• The Injector Current Setup Parameter IJCU is set too high.

• The battery voltage is too low.

Over Duty Error

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 :

• A bad REF signal has caused extra pulses or a SYNC pulse has been missed - check voltage levels with a scope.

• Bad REF / SYNC alignment.

• Incorrect Setup

No REF Error

Two SYNC signals have occurred without a REF signal.

Possible causes :

• If the RPM is 0 then there is no signal - check the wiring and sensor voltage levels with a scope.

• If RPM is not 0 then a bad SYNC signal has caused extra pulses - check voltage levels with a scope.

• If RPM is low then the REF and SYNC signals may have been swapped.

• Incorrect Setup

SYNC Error

The SYNC signal has occurred before expected.

Possible causes :

• A bad SYNC signal has caused extra SYNC pulses - check voltage levels with a scope.

• A bad REF signal has caused missing REF pulses - check voltage levels with a scope.

• Bad REF / SYNC alignment.

• Incorrect Setup

No SYNC Error

Two or more consecutive SYNC pulses are missing.

Possible causes :

• No SYNC signal - check the wiring and SYNC sensor voltage levels with a scope.

• A bad REF signal has caused many extra pulses - check voltage levels with a scope.

• 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.


Calibration Introduction

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 and Load.

The ECU Manager software should be used to adjust the various calibration tables to suit the engine.

Warning Alarms

Set the Warning Alarms to warn if the engine temperature goes too high. (The warning alarms may be set in the functions menu).

Ensure that the engine is "On Site"

The engine must be "On Site" for changes to the table values to affect the tuning, this means that the engine must be operating at the same RPM and Load as the currently selected site in the calibration table.

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 left of the table) 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.

Use the SPACEBAR key to quickly move the adjustment cursor to the engines current operating point.

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 tables.

To insert or delete sites use the Tools 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.


Dyno Calibration

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 dyno tuning. 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 Calibration

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.

•	If the engine is missing for any reason (including over rich) the sensor may falsely read lean due to the oxygen in the un-burnt mixture.

The Air Fuel Ratio should be adjusted according to the engine load and the desired results, for example 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 0 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 desired lambda value must be set in the Functions - Lambda Control Table.

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 table value then 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 F6 key to change quickly between the Fuel - Main Table and Fuel - Timing Table.

Use the View - Fuel  Screens to check that all the fuel trims and compensations are correct (Press the V key).

Refer to the ECU Manager software help for more details (Press F1).


Ignition Main Table Calibration

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 also maintaining correct mixture readings.

Use the View - Ignition Screen to check that all the fuel trims and compensations are correct (Press the V key).

Refer to the ECU Manager software help for more details (Press F1).


Fuel Injection Timing Calibration

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 ECU Manager software help for more details (Press F1).


Fuel Cold Start Calibration

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 ECU Manager software help for more details (Press F1).


Other Calibration Tables

The other calibration tables may be adjusted as necessary.

Refer to the ECU Manager software help for more details (Press F1).


Data Logging & 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 Interpreter software.

Data Logging is also very useful for identifying 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.


Introduction

Welcome to the MoTeC ECU Manager help system.

Help is available in the following ways:

Help Topics

The Windows help browser may be started by selecting Topics from the Help item on the main menu. The Windows help browser allows a help topic to be selected from the Contents, Index or Find tabs.

ECU Manager Calibration Help

Help is also available by pressing the F1 key or clicking on the Help button on the tool bar.  This shows help that is relevant to the currently selected calibration table.

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 & Trigger Systems

• Trigger Systems

• Valves

• Sensors

• Miscellaneous

Tech Notes

• Traction Control

• Boost Control

• Idle Speed Control

• Closed Loop Lambda Control

• Wideband Lambda Sensor

• Others


ECU Models

The different ECU’s are characterised by the following features:

M400

• 4 injector outputs

• 4 ignition outputs

• Waterproof plastic connector with gold plated contacts

• 512kByte logging memory (option)

• 1 wideband lambda input (option)

• Other optional functions include: Traction Control , Boost Enhancement (Anti-lag), Hi/Lo Injection, Gear Change Ignition Cut, CAM Control, Drive by Wire.

M600

• 6 injector outputs

• 6 ignition outputs

• Waterproof plastic connector with gold plated contacts

• 512kByte logging memory (option)

• 2 wideband lambda inputs (option)

• Other optional functions include: Traction Control , Boost Enhancement (Anti-lag), Hi/Lo Injection, Gear Change Ignition Cut, CAM Control, Drive by Wire.

M800

• 8 injector outputs standard

• 12 injector outputs (option, occupies 4 ignition outputs)

• 6 ignition outputs

• Waterproof plastic connector with gold plated contacts

• 1M logging memory (option)

• 2 wideband lambda inputs (option)

• Other optional functions include: Traction Control , Boost Enhancement (Anti-lag), Hi/Lo Injection, Gear Change Ignition Cut, CAM Control, Drive by Wire, Pro Analysis, Telemetry, Multi Pulse Injection, Servo Motor Control.

M880

• 8 injector outputs standard

• 12 injector outputs (option, occupies 4 ignition outputs)

• 6 ignition outputs

• Military style Autosport connector

• 4M logging memory (option)

• 2 wideband lambda inputs (option)

• Other optional functions include: Traction Control , Boost Enhancement (Anti-lag), Hi/Lo Injection, Gear Change Ignition Cut, CAM Control, Drive by Wire, Pro Analysis, Telemetry, Multi Pulse Injection, Servo Motor Control.


ECU Options

A number of options are available which allow the ECU to be configured for a particular need and can also be updated later if necessary.

The options may be enabled at any time by entering an enable password.

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 in graphical format using the free MoTeC Interpreter software.

Pro Analysis

Enables more advanced functions in the data logging analysis software such as multiple graph overlays, XY plots, maths functions, advanced track map analysis. (Available on M800 & M880 only)

Wideband Lambda Option (Single or Dual)

Allows Wideband Lambda (Air Fuel Ratio) measurement, which may be used for data logging or closed loop control of the Air Fuel Ratio. The ECU is compatible with Bosch LSU or NTK wideband lambda sensors, it is not compatible with the older Bosch 4 wire LSM sensor. (Dual Lambda not available on M400)

Telemetry

Enables the ECU to send telemetry data via a radio to the pits. The data can be viewed in graphical format using the MoTeC Telemetry Monitor software. (Available on M800 & M880 only)

Other

Other options include CAM Control, Drive by Wire, Traction Control, Overrun Boost Enhancement (Anti-lag), Gear Change Ignition Cut, Hi/Lo Injection, Servo Motor Control (M800 & M880 only) & Multi-pulse Injection (M800 & M880 only).


ECU Inputs & Outputs

The 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.

The Inputs and Outputs are shown below.


Sensors Overview

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 to synchronise the Fuel and Ignition to the correct engine cycle for sequential injection and correct firing of multicoil 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 basic operation of the ECU.

The Lambda Inputs may be used for wideband air fuel ratio measurement or wideband or narrow band closed loop lambda control.

The Digital Inputs may be used for wheel speed measurement or to activate functions such as Dual RPM Limit, or Nitrous.

The other inputs may be used for data logging (eg. Exhaust Gas Temp, Gear Box Temp, Driver Boost adjustment etc) or for special calibration features.


Outputs Overview

Fuel Injector Outputs

M400

Up to four injectors may be driven fully sequentially including very low ohm types (0.5 ohms).

M600

Up to six injectors may be driven fully sequentially including very low ohm types (0.5 ohms).

M800  & M880

Up to twelve injectors may be driven fully sequentially by the ECU if the injectors are high resistance types (12 ohms or greater), otherwise up to eight injectors may be driven fully sequentially including very low ohm types (0.5 ohms).

• Four of the Ignition Outputs are used for full sequential 12 cylinder operation.

• Twelve cylinder engines may also be driven as six groups of 2 injectors which leaves all six Ignition outputs available for wasted spark ignition.

• Outputs not used for Fuel Injection may be used as Auxiliary Outputs.

Ignition Outputs

M400

Up to four ignition outputs are available for multi coil applications.

M600

Up to six ignition outputs are available for multi coil applications.

M800 & M880

The Ignition Outputs may be used to drive many different types of ignition systems, which are detailed in the various ignition system drawings.

Up to 6 ignition outputs are available for multi coil applications.

• Outputs not used for ignition may be used as Auxiliary Outputs.

• Up to 8 coils may be driven from one Ignition Output using a MoTeC CDI8 or MoTeC Ignition Expander .

• Up to 12 coils may be driven from two Ignition Outputs using two MoTeC CDI8’s or two MoTeC Ignition Expanders.

Auxiliary Outputs

The ECU’s have eight Auxiliary Outputs that may be used for :

Turbo Waste Gate Control, CAM Control, Idle Speed Control, Gear Change Light, Driver Warning Alarm (plus many others).


Communications Overview

CAN Communications

The CAN Communications system is a high speed network communications system that allows multiple devices to be connected and communicate with each other.

The CAN connection is used for all communications with the PC via the ECU Manager software which includes, calibration, diagnostics checking, retrieving the logged data, firmware upgrading and enabling options.

CAN may be used to communicate with the MoTeC ADL Dash Logger.

CAN will also be used to communicate with future MoTeC devices.

RS232 Serial Communications

Optionally used to communicate with the MoTeC ADL Dash Logger. In this case the ADL is effectively picking up Telemetry data from the ECU. (Note that CAN communications may also be used to connect to the ADL)

Used for Telemetry Output. (M800 & M880 only)


Calibration & Setup Overview

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 Load. Other calibration tables will also affect the fuel injector pulse width such as Air Temperature compensation and Engine Temperature compensation.

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.

A typical 3 dimensional fuel calibration table is shown below.

The calibration tables may also be represented graphically as shown below.

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.

• The Setup Parameters must be correct before attempting to start the engine.


ECU Functions

The ECU’s can perform a large number of functions in addition to the normal Fuel and Ignition control capabilities including, Hi /Lo injection, Individual Cylinder tables for Fuel and Ignition, Rotary ignition split and various sensor compensations

The functions are setup using ECU Manager either in the Functions menu, the Digital Input Functions menu or the Auxiliary Output Functions menu.

Help on each function is available from within ECU Manager by pressing the F1 key when the appropriate screen is shown.

Tech Notes are available from MoTeC on the more complicated functions such as Traction Control.

Note that some functions may not be available depending on the ECU Model and options.

The functions are as follows:

Functions Menu

The following functions are setup in the Functions menu

• Boost Control  **

• Warning Alarms **

• Gear Detection *

• Overrun Fuel Cut

• Ground Sped Limiting *

• Gear Change Ignition Cut *

• Boost Enhancement (Anti-lag) *

• Lambda Control

• Traction Control *

* must also be setup in the Digital Input Functions

** must also be setup in the Auxiliary Output Functions

Digital Input Functions Menu

The following functions are setup in the Digital Input Functions menu

• Speed Measurement

• Period Measurement

• Pulse Measurement

• Dual RPM Limit

• Air Conditioner Request

• Nitrous

• Nitrous + Dual RPM Limit

• Ignition Switch

• Brake

• Logging Enable

• Clutch

• Beacon

• Power Steering

• Cam Position

• Telemetry Control

• Mass Air Flow Frequency Measurement

• RPM Speed Limiting

Auxiliary Output Functions Menu

The following functions are setup in the Auxiliary Output Functions menu

• Idle Speed Control

• Aux Table Controlled Output

• Tacho Signal

• Drive by Wire Control

• Drive by Wire with Idle Speed Control

• Stepper Idle Speed Control

• Fuel Pump Control

• Thermatic Fan Control

• Air Conditioner Fan Control

• Air Conditioner Clutch Control

• RPM / Load Table Output

• Gear Change Light Output

• Fuel Used Pulse Output

• Slip Warning Output

• Alternator Control

• Spray Bars Output

• Status Output

• DC Servo Motor Control

• Cam Control

• Power Hold Output

• Servo Stepper Motor Control

• Fuel Pressure Control


MoTeC Software Overview

The following software is available for the ECUs. Note that the same software is used for all ECU models.

ECU Manager: 	Used for calibration, setup, diagnostics, output testing, upgrading, unloading the logged data and enabling ECU options.

Interpreter: 	Used to analyse the logged data.

Telemetry Monitor:	Used to show real time telemetry data.


PC Requirements

• IBM PC compatible.

• 200 MHz Pentium or faster.

• The PC must have a 25 pin printer port (parallel port) for connection of the MoTeC CAN Cable.

• Operating System: Windows 95, 98, ME, NT4, 2000, XP.


Connecting a PC to the ECU

The PC must be connected to the ECU by a MoTeC CAN Cable. Note that the ECU must be wired with the mating connector.


Installing the Software

The MoTeC Software must be installed on to the PC hard disk before it can be used.

The main software required is the ECU Manager software, if Data Analysis is required then the Interpreter software should also be installed, if telemetry is required then the Telemetry Monitor software should be installed.

The software can be downloaded from the MoTeC web site at www.motec.com.au, or is available on CD.

MoTeC is continually updating the software and newer versions may be downloaded from the web site at no charge.

To install the software after downloading from the web double click on the downloaded file and follow the instructions.

Note that a separate folder (directory) is automatically created for each version of the software. Old versions are kept so that they may be used if necessary.

• 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

To start the MoTeC Software double click the appropriate icon on the desktop or select the appropriate program from the Start menu. For example: Start / Programs / MoTeC / M400 M600 M800 / ECU Manager 2.1.


Data Logging Overview

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 MoTeC ECU Manager software. This is done in the Data Logging Setup screens.

The ECU will remember the logged data even if the ECU power is turned off.

• If the logging memory becomes full the oldest data is overwritten so that the most recent data is always available.

• The ECU must have the Logging option to perform data logging.

Pro Analysis

If the Pro Analysis option is enabled then advanced analysis options such as Track maps, multiple graph overlays, XY plots, maths functions, advanced track map analysis. (Available on M800 & M880 only).

Unloading the Logged Data

The logged data can be extracted by connecting the MoTeC CAN Cable to the ECU and selecting Utilities | Get Logged Data from the ECU Manager menu.

Data Logging Analysis

The MoTeC Interpreter software may be used to analyse the logged data.

The Interpreter software is supplied separately to the ECU Manager software.

The Interpreter software makes it easy to analyse mixture readings and other sensor readings by presenting the data in various graphical formats.

Refer to the Interpreter help screen for more detail.


Telemetry

The MoTeC Telemetry Monitor software may be used to view live information from the ECU via a radio link and shows the ECU data in various graphical forms including dial gauges, bar  graphs and chart recorders.

The Telemetry Monitor software is supplied separately to the ECU Manager software.

(Available on M800 & M880 only)


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 ECU Manager software or it may be recorded using the data logging.

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.


Wiring

Wiring Drawings

For general wiring details refer to one of the following drawings M400 Wiring , M600 Wiring , M800 Wiring , M880 Wiring.

For details on Lambda Sensor wiring refer to Lambda Sensor Wiring.

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.

Wiring details for other sensor types are available from MoTeC.

Wiring Reliability

The wiring 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 mm2) and must be 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 mm2) 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). If it is necessary to cross the plug leads, cross at right angles.

Terminal 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.

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.


Throttle Position or MAP Load Sensing

The load point for the fuel and ignition calibration tables may be based on any defined load measuring sensor.

The most commonly used are the Throttle Position sensor or the MAP (Manifold Pressure) sensor.

Mass Air flow (MAF) sensors are also used particularly where regulations state that the sensors cannot be changed from the factory fitted sensors.

Turbo Charged Engines

Normally 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.

Normally Aspirated Engines

Normally use Throttle Position load sensing.

The MAP sensor may be used to compensate for barometric pressure changes by venting it to atmospheric pressure.

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.


Throttle Position Sensor

Throttle Position Sensor

The Throttle Position sensor must be a potentiometer type, older switch types are not suitable. The sensor will produce a voltage proportional to the angle of the throttle plate.

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 which 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

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.

MAP sensors normally produce 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 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.

If used 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 achieved 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 105 kPa sensor.

Vent the sensor to the atmosphere with the port facing down.

Avoid mounting at a point where air buffeting 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

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.


Engine Temp Sensor

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

Trigger Sensors (REF & 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. Normally  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 specific 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 bolt heads 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 revolution.

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 (i.e. once every 2 revs on a 4 stroke engine).

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 pre-set.

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.


Lambda Sensor

Exhaust Gas Sensor (Lambda Sensor)

The ECU may optionally use a wide band exhaust gas sensor for data logging or closed loop control of the Air Fuel Ratio.

The ECU is compatible with the Bosch LSU wide band sensor and the NTK wide band sensor. These sensors are different to the sensors used on previous model ECUs.

Note that the sensor heater must be connected to these sensors at all times and must be controlled by the ECU by connecting it to one of the Auxiliary Outputs.

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 sealant - use an exhaust gas sensor friendly sealant.

The lifetime of the Sensor will be significantly reduced by leaded fuels.

Refer to the MoTeC Tech Notes and Drawings for more details.

Wiring

See Lambda Sensor Wiring  for details.


Fuel System

An ideal race fuel system is shown below

Lift Pump

The Lift Pump is a low pressure pump designed to lift the fuel from the fuel tank to the swirl pot (header tank).

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.

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 lb/hr for petrol or gasoline.

Notes

•	The pressure pump must be lower than the outlet of the swirl pot.

•	Prime the pump with fuel before use.

•	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.

•	On boosted engines the pressure required from the pump increases with boost pressure because the regulator maintains constant pressure above manifold pressure.

•	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.

•	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.

Fuel Rails

The fuel rails must be free of 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 as 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

Fuel Injectors

The fuel injectors meter the fuel by opening for a short but defined time once per engine cycle (sequential operation).

The injectors must be wired in the firing order of the engine.

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 injectors 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).

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 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 therefore 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 with some better suited to different applications 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.

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 & Setup

The wiring and setup parameters are specific 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.

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.

•	Do not use wire leads as they can cause interference.

•	Do not use resistive suppression leads as they will reduce the spark energy.


Auxiliary Devices

The ECU can control various auxiliary devices 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 Manager Introduction

The ECU Manager software is used for :

• Calibration and Setup

• Sending calibration files to the ECU

• Viewing Sensor readings

• Viewing Diagnostics information

• Testing the Outputs

• Unloading the logged data

• Upgrading the ECU firmware

• Enabling ECU options.

PC Requirements

See the MoTeC Software section earlier in this manual.

Connecting a PC to the ECU

See the MoTeC Software section earlier in this manual.

Installing the Software

See the MoTeC Software section earlier in this manual.


For EMP Users
For E.M.P. Users

This topic covers information that may be useful to users that have previously used the  MoTeC EMP Software, which ECU Manager supersedes.

Windows

The main difference between ECU Manager and the old EMP software is that it is a full 32 bit Windows application. This has allowed a significant number of improvements to be made, the most obvious being the improved graphical user interface.

Familiarity

The operation of ECU Manager is very similar to EMP, including most keyboard shortcuts such as: F5 to switch between Fuel and Ignition and V to show the view screen.

The Adjust menu item is the same as the EMP Select Screen menu and may still be activated by pressing the Esc key. Pressing the Esc key has the advantage of  highlighting the currently selected screen item which often makes navigation to the next screen easier.

All the adjustment screens should be familiar so there is no need to relearn how to configure the ECU.

The Tools menu replaces the old Function menu and may still be activated by pressing the F9 key.

Communications

All communication is done using the MoTeC CAN Cable (No need for both a Serial Cable and a CAN Cable).

This also allows the configuration to be sent and retrieved much faster.

Making Adjustments

To enter adjust mode select Open File or Open ECU from the Adjust or File menus. This is equivalent to selecting Adjust from the EMP main menu.

The usual keys are used for making adjustment: Arrow keys to move around, PgUp and PgDn for making changes, Enter to set the value.

Screen Layouts

A major new feature of ECU Manager is that multiple screen layouts may be created by the user to suit the users preference and the task at hand.

See the topic on Layouts for more detail.

Utility Programs

The utility programs such as Upgrade and Enable ECU Options are built in to ECU Manager rather than being separate programs and may be selected from the Utilities menu.

Note that Convert Files is selected from the File menu.

Notes

Note that because the F10 key is used to access the menu (as dictated by  Windows) the old F10 function of Copy Site up and Right has been reassigned to the F11 key.


ECU Manager Basics

Starting ECU Manager

To start ECU Manager double click the icon on the desktop or select ECU Manager from the Start menu, for example: Start / Programs / MoTeC / M400 M600 M800 / ECU Manager 2.1.

Note that the desktop icon will start the latest version of ECU Manager.

Online Help

Online help is available in two forms:

Context sensitive help is available by pressing F1 or clicking on the help button, this shows help that is relevant to the current screen.

General help is available from the Help menu.

Main Menu

The Main Menu is used to access all of the features of the ECU Manager software.

Select a menu item by using the mouse or use the keyboard by holding down the Alt key followed by the keys corresponding to the underlined letter of the menu items to be selected. For example to select File | Exit hold down the Alt key then press F then X. Alternatively press the F10 key then use the arrow keys and the Enter key to select the desired menu item.

Unavailable Menu Items

Note that some menu items may be unavailable if the ECU is not connected or a file is not opened.

Unavailable items appear grey.

Button Bar (Toolbar)

The Button Bar provides an alternative way of activating some of the commonly used items on the main menu. To find out what each item does hold the mouse pointer over the button of interest until a hint appears.

Note that some items will not be available depending on whether the ECU is connected and if a calibration file is open.

Status Bar

The bottom line on the screen is called the Status Bar and shows the following:

•	ECU Status: Connected or NOT Connected (if the ECU is connected the ECU firmware version is also shown). If the ECU is not connected the reason that it is not connected is shown where the Diagnostics Errors are normally shown.

•	The number of diagnostics errors (if the ECU is connected)


Calibration Files

ECU Manager 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.

Creating a New Calibration File

To create a new calibration file open an existing file and save it to a new file by selecting Save As from the File menu.

Sending a Calibration File to the ECU

To send a calibration file to the ECU select Send File to ECU from the File menu. Note that the ECU must be connected to the PC using a MoTeC CAN Cable.

Changing the Comments

To change the file comments select Edit Comments from the File menu.


Versions & Upgrading

MoTeC is continually updating the software and newer versions may be downloaded from the web site at no charge www.motec.com.au

The software consists of the ECU Manager software that runs on the PC and the control software (firmware) that runs inside the ECU.

The ECU firmware may be updated at any time by the user which allows the latest features to be used.

The ECU Manager version may be viewed by selecting About from the Help menu.

The ECU firmware version is shown on the ECU Manager status line when the ECU is connected.

Matching Versions

The version of ECU Manager and the version of the firmware in the ECU must match in order to be able to communicate with each other.

To communicate with an ECU that has older firmware in it, either the matching ECU Manager software must be used or the ECU firmware must be upgraded to match the version of ECU Manager on the PC.

Upgrading the ECU

To upgrade the ECU firmware select Upgrade ECU Version from the Utilities menu. This will send the new firmware to the ECU and automatically convert the calibration data in the ECU to ensure it is compatible with the new firmware.

Calibration File Versions

The calibration files that are stored on the PC must also match the version of software being used.

To ensure that older version calibration files are not rendered useless the older version calibration files may be converted in order to be used with the new version of the software. To convert older files select Convert  from the File menu.

Calibration files may also be converted from some older ECU models (M4, M48 & M8).

Minor Version Updates

Minor version updates do not require the calibration data to be converted but still require the firmware to be sent to the ECU by selecting Upgrade ECU Version from the Utilities menu.

Minor updates usually contain bug fixes or minor enhancements.

A minor update is one where the number before the decimal point and immediately after do not change, for example 2.10A, 2.10C, 2.11A are all minor updates of version 2.1.

Software Version Release Notes

The changes between the various software versions may be viewed by selecting Release Notes from the Help menu.


Screen Layouts

The screen layouts are completely user definable and may be optimised to suit the users preference, the screen resolution and the task to be performed. For example it may be useful to have screen layouts to suit different types of engines or to perform particular tasks such as CAM Control or individual Cylinder tuning.

The image above shows one possible screen layout that suits an 800x600  screen.

Layout Pages

Separate layouts may be defined on separate pages. A number of pages may be loaded at once and may then be selected by clicking on the tabs at the top of the pages or by pressing the Tab or the Ctrl+Tab keys.

The layout pages are saved to files. To open, close or create new pages select the appropriate menu item from the Layout menu.

Layout Objects

To add an object to the layout page select Add from the Layout menu or right click on an empty space in the layout page and select Add.

To change the properties (settings) of any object right click on the object and select Properties.

To delete an object right click on the object and select Delete.

Adjust Tables and Adjust Graph Objects

In order to make adjustments the layout page must contain an Adjust Table or an Adjust Graph or both.

Note that only one Adjust Table and one Adjust Graph are allowed per page.

Tables

Adjust Tables show the values for the currently selected table and allow adjustments to be made. They also show axis indicators and a target to help positioning of the engine operating point.

Graphs

The table values may also be shown graphically in an Adjust Graph.

The graph may be rotated if necessary by clicking on the rotation buttons or by holding down the Ctrl key while using the arrow keys.

Graph Table

If there is no graph displayed the table object may be switched between table mode and graph mode by pressing the G key.

Y Axis Reversing

On certain graphs it may be desirable to reverse the Y axis so that the graph surface it is easier to see.

To do this select Reverse Y-Axis on the Tools menu or press the Y key.


Making Adjustments

On Line / Off line

Changes may be made directly to the ECU (Online) or to a file (Off line).

On line (ECU Connected)

To make changes directly to the ECU, connect the ECU then select Open ECU from the File menu.

When the ECU is opened 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.

Changes to the ECU are also saved to this file when the ECU is closed.

Off line (ECU not Connected)

To make changes to a file with the ECU offline select Open from the File menu.

The file may be sent to the ECU at a latter date by selecting Send File to ECU from the File menu.

Selecting the Adjust Screen

Once a file or the ECU has been opened the appropriate table or setup screen may be selected from the Adjust menu by using the mouse or the keyboard.

To select the Adjust menu using the keyboard hold down the Alt key followed by the A key then use the arrow keys and the Enter key to make a selection.

Alternatively the Adjust menu may be displayed by pressing the Esc key. This has the advantage that it shows the Adjust menu with the current table selected which often makes it easier to select the next table.

Fuel / Ignition Toggle (F5 key)

The F5 key will quickly toggle the screen between the current Fuel table and the corresponding Ignition table or vice versa.

F6, F7, F8 Key Assignment

The F6, F7,or F8 keys may be assigned to any table by pressing Alt+F6, Alt+F7 or Alt+F8. This assigns the current table to the F6, F7 or F8 keys which allows that table to be returned to quickly.

Selecting the Item to be Adjusted

The cursor selects the table value that 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.

Note that the table does not show all values at once. To view the additional  values move the adjustment cursor to the edges of the table using the arrow keys, this will cause the table to scroll and show the hidden values.

Make sure the Engine is "On Site"

For adjustments to affect the current engine operation the engine operating point must be at the centre of the selected site. The Adjust Table object provides Indicators and a Target to assist in this.

Table  Indicators

Indicators are shown at the top and side of the table (the black triangles). 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.

The site that is closest to the current operating point is also indicated by a red rectangle.

Table Target

A target is shown at the left of the table. This allows more accurate positioning of the engine operating point.

For best calibration the indicator should be within or close to the centre rectangle, this ensures that the ECU tuning is determined mainly by the site being adjusted and not by the adjacent sites.

Up / Down Adjustment

Up or Down adjustments may be made to the selected table value using the PgUp and PgDn keys.

•	Fast adjustments may be made by holding the Ctrl key down while pressing the PgUp or PgDn keys. This will increment the value by ten times the normal amount.

•	If the PgUp or PgDn keys are held down the value will continue to change until the key is released.

Locking in  the New Value

When the desired adjustment has been made the new value must be locked in ("Set") by pressing the Enter key, this stores the new adjustment in the ECUs programmable memory.

•	If the cursor is moved before pressing the Enter key the value will revert to its previous unadjusted value.

Direct Entry

The table values may also be entered directly using the number keys followed by the Enter key.

Set Indicators (*)

A * will appear next to items that have been set, with the exception of tables that are dependent on the engine operating point where a * will only appear if the engine operating point corresponds to the currently selected site. The * indicates that the point has been 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 ALL *'s select  Clear ALL*'s  from the Tools menu.

Closing the ECU or File

When the changes are completed the ECU or file should be closed by selecting Close from the File menu, this will ensure that changes are saved to the associated file.

Context Help

Context sensitive help is available by pressing F1 or clicking on the help button, this shows help that is relevant to the current screen.

See Also…

ECU Manager Basics

Calibration Files

Versions & Upgrading

Screen Layouts

Maths Operations

Quick Lambda

Tools Menu


Maths Operations

Maths Operations

Mathematical operations may be performed on the currently selected value or the WHOLE table or a BLOCK within a table.

To perform a maths function enter the value followed by an operation key (+, -, *, / ), for example 2.5+ will add 2.5 to the current table value.

To apply the maths operation to the whole table type a T before pressing the operation key, for example: 2.5T+ will add 2.5 to the whole table.

Block Operations

To perform maths on a block, mark the block by holding down the shift key while pressing the arrow keys, then perform the maths operation.


Quick Lambda

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 Lambda Table to calculate the new fuel table value. The Lambda Table may be accessed by pressing the F8 key. The adjustment is made to the value closest to the current engine operating point.

This feature may be performed from the Fuel - Main Table or from the Ignition - Main Table.

Quick lambda can also be used to trim the Fuel -  Individual Cylinder Tables by pressing the Q key while the particular table is selected.

•	Note that this feature requires a Wide Band Lambda sensor or meter to be connected to the ECU.


Warning Alarms

If the Warning Alarms have been set then a warning screen will be displayed if any sensor goes outside its alarm limits. This can be particularly useful for automatically monitoring engine temperature during a dyno session. The alarms can be configured in the Functions table.


Tools Menu

The Tools Menu allows selection of various functions as listed on the menu below.

The Tools Menu may also be displayed by pressing the F9 key, in this case the previously selected item will be highlighted which makes it easier to do repetitive operations.

Note that the items on the menu will changes depending on which adjust table  is shown, for example Quick Lambda is not available for all tables

The letter to the right of some menu items is the "hot key". Pressing this key will activate the item without selecting the Tools menu.

Compare Mode On / Off

Turns Compare Mode on or off.

Compare Mode shows the difference between the current file and the selected comparison file.

When Compare Mode is turned on the selected compare file description is shown on  the status line at the bottom of the screen.

The comparison file may be selected by choosing Select Compare File from the Tools menu.

When Compare Mode is turned on an icon will appear at the left of the Adjust Menu items that contain differences.

Select Compare File

Selects the file used for Compare Mode.

Jump to Site

Moves the Cursor block to the Site closest to the current engine operating point.

Quick Lambda

Adjusts the fuel value to achieve the lambda value in the Wide Band Lambda table.

The new fuel value is calculated by checking the difference between the Lambda sensor reading and the value in the Wide Band Lambda Table.

The Lambda reading may be either Lambda 1, Lambda 2 or the Average of both, this is configured in the Wideband Lambda setup.

The engine must be operating near the centre of the site for the calculation to give correct results.

Quick Lambda may be used from the Fuel Main Table, Fuel Injection Timing Table, Ignition Main Table, Fuel Second Load Table & Fuel Individual Tables.

When used from the Fuel Main Table the cursor jumps to the closest site if the cursor is not on site.

When used from the Ignition main Table or Fuel Injection Timing Table the Fuel Main Table site closest to the current operating point is adjusted.

When used from the Fuel Second Load Table or the Fuel Individual Tables the change is made to that table rather than the Fuel Main Table.

Quick Lambda + Copy Up & Right

As for Quick Lambda except that the new value is copied to the sites immediately above, right and diagonally above and right if the sites do not contain a *.

Lambda Was

Adjusts the fuel table value by an appropriate amount by comparing the value entered by the user to the desired lambda value in the Lambda Table.

The value that is entered may be either the current lambda reading from a lambda meter if tuning online or the lambda reading from the logged data if tuning offline.

Note that if a lambda sensor is directly connected to the ECU then online tuning may be performed more easily using the Quick Lambda function.

Overall Trim Table

Trims the whole Table by the percentage indicated by the Overall Trim then sets the Overall Trim back to 0.

This is useful during initial tuning of the Fuel Main Table since an existing table can be used then trimmed to take into account variations in injector sizing etc. Note that it is better to change the IJPU setup parameter if large changes are required as this will ensure that the Table numbers maintain sufficient range and resolution i.e. ensures that the table numbers do not become too small or too large.

Note that during the interpolation the engine may run incorrectly. It is therefore best if the engine is stopped during the interpolation. If the engine is running a warning will be given before the interpolation is started.

Interpolate Vertical Column

Linearly interpolates the current Column between the Upper most value and the Lower most value leaving the Upper most value, the Lower most value and points marked with an * unchanged.

Note that it may be necessary to use the Backspace key to mark the desired points with an *.

Interpolate Horizontal Row

Linearly interpolates the current Row between the left most value and the right most value leaving the left most value, the right most value and any points marked with an * unchanged.

Note that it may be necessary to use the Backspace key to mark the desired points with an *.

Copy Vertical Column Right

Copies the data in the current Column to the Column immediately to its right.

Copy Horizontal Row Up

Copies the data in the current row to the row above.

Copy Site Up And Right

Copies the value of the current site to the sites immediately above, right and diagonally above and right if the sites do not contain an *.

Reverse Y-Axis

Reverses the Y axis for the Graph or Table or both. This makes some graphs easier to see.

Toggle Table Mode

If a table is displayed and there is no graph displayed this will switch the table between table mode and graph mode.

Set All Values To Current

Set all values in the current table to the value of the current site.

Reset ECU

Resets the ECU. This can be useful if changes have been made to a setup item that requires the ECU to be reset, normally this does not happen until a different screen is selected.

Clear All *

Clears all *'s in either the currently displayed table or all tables.

The *’s are normally used to indicate which sites have been tuned.

Clear Current *

Clears the * on the current site.

Set with *

Sets an * on the current site whether or not the engine is currently at that site.

Copy Table from Another File

Copy a table from another calibration file into the current table.

Warning - The current table data will be overwritten.

Import CSV File

Read a CSV (Comma Separated Value) file into the current calibration table.

Normally the CSV file is one that has been written out from another configuration file, possibly for a different ECU type.

Warning - The current table data will be overwritten.

Note that the CSV file must be for the same type of table.

Note also that the site values are not imported therefore the site values must be the same as the sites in the CSV file for the table to have the same result.

Export CSV File

Write the current table to a CSV (Comma Separated Value) file.

May be used to transfer data between different ECU types or for use	in a spreadsheet.

Insert Site

Insert a site to the left of the current site.

The new site value will be half way between the value of the current site the value of the site to the left.

(Available only in the Site setup screens)

Delete Site

Delete the current site.

(Available only in the Site setup screens)


View Screen

The View Screen may be shown by pressing the V key or by selecting the desired view page from the View menu. The View Screen displays all the operating details of the ECU including:

• Sensor data

• Diagnostics errors

• Fuel injection detail including all trims and compensations

• Ignition detail including all trims and compensations

• Boost control detail

• Status information

• Output Status

• Internal voltages etc.

The View Screen has a number of pages that may be accessed by pressing Tab while holding down the Ctrl key or by pressing the first letter of the screen name.

It also allows resetting of The Diagnostic Errors, Maximum RPM and the Fuel Used. The Diagnostic Errors Screen may be accessed directly by pressing the F3 key.

Note that the view screen may be viewed with or without the ECU open (but only if the ECU is connected).


Testing the ECU Outputs

The ECU Outputs (Fuel Injectors, Ignition Outputs and Auxiliary Outputs) may be tested by selecting Test Outputs from the Utilities menu.

This allows verification of the operation of the wiring and actuators. It is also very useful in checking that the injectors are wired in firing order.


ECU Password

A password may be set in the ECU to stop unauthorised access to the ECU configuration data.

The password may be set by selecting Adjust | Security Setup from the main menu.

Channel Locking

Note that the live channel information (RPM, Engine Temp) may still be viewed even when the password has been set unless the particular channel has been locked using the Channel Locking feature. Channels that have been locked cannot be viewed on the View screens or sent as Telemetry data once the ECU password has been set.

Channel locking may be set by selecting Adjust | Security Setup from the main menu.


File Encryption

File Encryption allows a configuration file to be distributed to a customer without the customer being able to view the contents of the file.

An encrypted file can only be sent to an ECU that has it's password set to the same value as the Encryption Number that was used to encrypt the file. An encrypted file cannot be sent to an ECU with no password.

The data in an encrypted file cannot be viewed.

The comments for an encrypted file are the same as those of the file from which it was created. The comments cannot be edited. It is possible to create files with the same comments so care needs to be taken to ensure the correct files are used. Any unnecessary files should be deleted.


Enabling ECU Options

A number of options are available which allow the ECU to be configured for a particular need or updated later if necessary. The options include Data Logging, Lambda, Drive by Wire and others.

The options may be enabled at any time by selecting Utilities | Enable ECU Options from the main menu and entering the enabling password.


Keyboard Reference

PgUp	Adjust Up

PgDn	Adjust Down

Ctrl + PgUp	Fast Adjust Up

Ctrl + PgDn	Fast Adjust Down

Shift + PgUp	Slow Adjust Up (Not available on all tables)

Shift + PgDn	Slow Adjust Down (Not available on all tables)

Enter	Set the adjusted Value

Alt+X 	Close the ECU or File

Esc	Show the Adjust menu with the current screen item highlight

Tab	Select the next Layout page

Spacebar	Jump the cursor to the site closest to the current engine operating point.

F1	Show Help

F3	Show the Diagnostics Errors screen

F4	Toggle between Fuel Trim and Fuel Main table or Ignition Trim & Ignition Main table

F5	Toggle between the Fuel and Ignition screens

Alt+F6	Remember the current screen, Return to it when F6 is pressed

Alt+F7	Remember the current screen, Return to it when F7 is pressed

Alt+F8	Remember the current screen, Return to it when F8 is pressed

F6	Select the Fuel Timing screen (or the Remembered screen)

F7	Select the Boost Limit screen (or the Remembered screen)

F8	Select the Lambda Table screen (or the Remembered screen)

F9	Show the Tools menu

F10	Select the main menu

F11	Copy site up and right

A	Axis Setup

C 	Turn Compare Mode Off / On

E	Edit the File Comments

G	Switch table between table mode and graph mode (if no graph shown)

L 	Lambda Was

Q	Quick Lambda

W 	Quick Lambda plus copy up and right

S	Show the sensors tab on view screen

V	Show the last View screen

Y	Reverse the Y axis on the table, graph or both.

Delete	Delete * at the current site

Backspace	Place * at the current site

Home	Select one of a number of default view angles for the graph.

Ctrl+Arrrow	Change the view angle of the graph

Shift+Arrow	Mark a block on the table (mathematics may be applied to the block)

Ctrl+Shift+Arrow	Copy the current table value to an adjacent cell.

Alt+1...0	Select Individual Cyl 1…10 table (Only when an Individual Table is currently selected)


General Specifications

Physical

Case Size	147mm x 105mm x 40mm (5.8in x 4.1in x 1.6in)

Weight	M400, M600, M800: 0.50 kg (1.10lb)

M880: 0.525kg (1.16 lb)

Power Supply

Operating Voltage: 6 to 22 Volts DC

Operating Current: 0.5 Amps Max (excluding sensor and load currents)

Reverse Battery Protection via External Fuse

Battery Transient Protection

Operating Temperature

Internal Temperature Range:	-10 to 80°C  (14 to 176°F)

Ambient Temperature Range:	-10 to 70°C (14 to 158°F) typical

depending on output loading


Sensor Supply Specifications

Maximum Current

5V ENG Sensor Supply: 	0.20 Amps Max

5V AUX Sensor Supply: 	0.15 Amps Max

8V ENG Sensor Supply: 	0.30 Amps Max

8V AUX Sensor Supply: 	0.30 Amps Max

Accuracy / Temp Drift

5V ENG Sensor Supply: 	± 0.5% max at 25°C + 100ppm/°C max

5V AUX Sensor Supply: 	± 0.5% max at 25°C + 100ppm/°C max

8V ENG Sensor Supply: 	± 5% max over entire temperature range

8V AUX Sensor Supply: 	± 5% max over entire temperature range

Protection

Short circuit

Thermal overload

Connection to battery


Input Characteristics

Analog Voltage Inputs

Suitable for: Potentiometers, Voltage output sensors & Variable resistance sensors.

•	Note that variable resistance sensors require a pullup resistor to the 5V sensor supply.  (Normally a 1000 ohm resistor is used)

Measurement Voltage Range: 0 to 15 V

•	Note that voltages outside this range may affect the readings on other inputs.

Input Resistance: 100k ohms to 0V

Resolution: 3.74 mV

Filter: 150Hz 1st order

Measurement Method: Absolute

Analog Temp Inputs

Suitable for: 2 wire variable resistance sensors and some voltage output sensors.

•	Note that some voltage output sensors may not be able to drive input resistance.

Measurement Voltage Range: 0 to 15 V

•	Note that voltages outside this range may affect the readings on other inputs.

Input Resistance: 1000 ohms to the 5V sensor supply and 100k ohms to 0V.

Resolution: 3.74 mV

Filter: 150Hz 1st order

Measurement Method: Absolute

When used as Switch Inputs

The Analog Temp Inputs may also be used as Switch Inputs

Trigger Levels: Programmable 0 to 15V

Hysteresis: Individually programmable high and low levels.

Lambda Inputs

Wide Band

Sensor Type: NTK or Bosch LSU

Measurement Range : 0.70 to 32.0 Lambda

Narrow Band

The LA1S and LA2S inputs may be used to measure the voltage of normal narrow band oxygen sensors.

If closed loop control is to be used then an external 33k ohm bias resistor from the input to 0V is required to bias the input  to stoichiometric (0.45V) while the sensor is cold.

Voltage Input

The LA1S and LA2S inputs may be used as ordinary voltage inputs.

Specifications are the same as the Analog Voltage inputs except the inputs include a 220k ohm resistor to 5V.

Digital Inputs

Suitable for : Switch to 0V, Logic signal & open collector device (eg Hall Switch)

Pullup Resistor : 4700 ohms to 5V

Voltage Range : 0 to 15V

Positive Trigger Threshold : 3.5 V max

Negative Threshold : 1.0 V min

Hysteresis : 0.5 V Min

Filter Time Constant : 22usec

Trigger Edge: Programmable

Measurement Methods: Switched, Speed / Frequency, Period, Pulse Width


Auxiliary Output Characteristics

The following tables list the characteristics for the Auxiliary Outputs, including the Ignition and Injector Outputs when used as Auxiliary Outputs.

Output	Low Side Driver	High Side Driver	General
	Nominal Max Current (A)	Min Current Limit  (A)	Nominal Max Current (A)	Min Current Limit  (A)	Fly-Back Voltage (V)	Max Freq (Hz)
AUX1	5	7 *	5	7	Recirculate	10000
AUX2	5	7 *	5	7	Recirculate	10000
AUX3	1	3	-	-	60V	10000
AUX4	1	3	-	-	60V	10000
AUX5	1	3	0.7	0.7 *	Recirculate	200
AUX6	1	3	0.7	0.7 *	Recirculate	200
AUX7	1	3	0.7	0.7 *	Recirculate	200
AUX8	1	3	0.7	0.7 *	Recirculate	200
IGN1	1	3	-	-	60V	5000
IGN2	1	3	-	-	60V	5000
IGN3	1	3	-	-	60V	5000
IGN4	1	3	-	-	60V	5000
IGN5	1	3	-	-	60V	5000
IGN6	1	3	-	-	60V	5000
INJ1	2	4	-	-	60V	5000
INJ2	2	4	-	-	60V	5000
INJ3	2	4	-	-	60V	5000
INJ4	2	4	-	-	60V	5000
INJ5	2	4	-	-	60V	5000
INJ6	2	4	-	-	60V	5000
INJ7	2	4	-	-	60V	5000
INJ8	2	4	-	-	60V	5000

Normally the current should not exceed the Nominal Max Current but in some circumstances it may exceed this value for a short period of time as long as it does not exceed the Min Current Limit and as long as the duty cycle is low. The limiting factor is thermal dissipation in the output driver.

The total maximum low side current should not exceed 15A (all outputs added together).

The minimum frequency for all outputs is 15Hz (except when used as a switched output).

Items marked * use a linear current limit, all other outputs shutdown at the current limit.


Ignition Output Characteristics

Source Current: 20mA (Single Coil / Coil per Plug) / 40mA (Wasted Spark)

Source Voltage: 5.7V max at 20mA, 4.6V max at 40mA

Sink Current: 1 Amp max nominal (3 Amp current limit)


Injector Output Characteristics

The Injector outputs can operate in two modes: Peak and Hold mode and Saturated mode.

Peak and Hold Mode

This mode is normally required for low resistance injectors (5 ohms or less). This mode allows the injector current to build up to a high value to open the injector and is then reduced to minimise power dissipation in the injector. Normally this means that the ECU has to dissipate a large amount of power. MoTeC uses a switch mode technique to minimise power dissipation in the ECU. The opening current is referred to as the Peak current and the reduced current as the Holding current.

The peak current is fully programmable from 0 to 6 Amps and is suitable for very low ohm injectors including 0.5 ohms.

Holding Current: 25% of Peak Current

Flyback Voltage: 60V

Diagnostics: Open Circuit, Short to Battery, Peak current not reached.

Saturated Drive Mode

This mode is normally used for high resistance injectors (12 ohms or greater).

Nominal Maximum Current: 2 Amps

Current Limit: 4 Amps

Flyback Voltage: 60V

Diagnostics: Open Circuit, Short to Battery

High / Low Injection

The injector output characteristics may be set independently for High/Low injectors allowing two different types of injectors to be used.


M880 Connector

Mating Connector (for M880 only)

Deutsch : AS6-18-35SN

Wire

Wire to suit connector : 22# Tefzel, Mil Spec : M22759/16-22

Crimp Tool

Crimp Tool : M22520/2-01

Positioner for Crimp Tool : M22520/2-07

•	Note that the Crimp Contacts are type 22D (this is needed to set the crimp tool correctly)

Wire Stripping Tool

The following tool is recommended

Ideal Industries 45-2133 stripping tool with LB1195 wire stop.

Heatshrink Boots

Straight : Racychem 202K153, Hellermann 156-42-G

Right Angle : Racychem 222K153, Hellermann : 1156-4-G


Wire Specifications

M22759/16 Wire Ratings (For Various Wire Gauges)

Insulation Material : Tefzel
Conductor : Tin Plated Copper
Voltage Rating : 600 V
Maximum Temperature : 150 °C

Wire Gauge (AWG)	Cross Sectional Area (mm2)	Max Current  at 100 °C Ambient (Amps)	Resistance ( ohm / m )	Resistance ( ohm / 1000 ft )
22	0.38	5	0.045	14
20	0.61	6	0.028	8.5
18	0.96	9	0.018	5.5
16	1.2	12	0.014	4.3
14	1.9	18	0.009	2.7
12	3.0	24	0.006	1.8
Wire Stripping Tool

The following tool is recommended

Ideal Industries 45-2133 stripping tool with LB1195 wire stop.


CAN Wiring - Multiple Device

The CAN bus should consist of a twisted pair trunk with 100R (0.25Watt) terminating resistors at each end of the trunk.

The preferred cable for the trunk is 100R Data Cable but twisted 22# Tefzel is usually OK.

The maximum length of the bus is 16m (50ft) including the MoTeC CAN Cable (PC to CAN Bus Communications Cable)

CAN Devices (such as MoTeC ADL, BR2 etc) may be connected to the trunk with up to 500mm (20in) of twisted wire.

The connector for the CAN Communications Cable may also be connected to the trunk with up to 500mm (20in) of twisted wire and should be within 500mm of one end of the trunk. If desired two CAN Cable connectors may be used so that the MoTeC CAN Cable may be connected to either side of the vehicle. Both connectors must be within 500mm of each end of the trunk.

Short CAN Bus

If the CAN Bus is less than 2m (7ft) long then a single termination resistor may be used. The resistor should be placed at the opposite end of the CAN Bus to the CAN Cable connector.

Single Device

See CAN Bus Wiring Single Device.


CAN Wiring - Single Device

When a single device (such as an ECU) is connected to the CAN bus then the wiring scheme shown below may be used to provide a connection point for the MoTeC CAN cable.

If the wiring length is less than 2m (7ft) then the terminating resistor is recommended but not essential.

If other devices are connected to the CAN bus a special wiring scheme is required, see CAN Bus Wiring Multiple Device.

5 Pin Connector Type :

Deltron	716-0501	(Non Latching)

Neutrik	NC5FDL1	(Latching)


Pin List by Pin Number

M800

PinNo	Abrev	Description

A1	AUX2  	Auxiliary Output 2

A2	5V-ENG 	5V Engine Sensor Supply

A3	IGN1*  	Ignition Output 1

A4	IGN2*  	Ignition Output 2

A5	IGN3*  	Ignition Output 3

A6	IGN4*  	Ignition Output 4

A7	IGN5*  	Ignition Output 5

A8	IGN6*  	Ignition Output 6

A9	5V-AUX 	5V Auxiliary Sensor Supply

A10	GND   	Battery Negative

A11	GND   	Battery Negative

A12	8V-ENG 	8V Engine Sensor Supply

A13	8V-AUX 	8V Auxiliary Sensor and CAN Supply

A14	AV1   	Analog Voltage Input 1

A15	AV2   	Analog Voltage Input 2

A16	AV3   	Analog Voltage Input 3

A17	AV4   	Analog Voltage Input 4

A18	Auxiliary Output 1

A19	INJ1  	Injector Output 1

A20	INJ2  	Injector Output 2

A21	INJ3  	Injector Output 3

A22	INJ4  	Injector Output 4

A23	AUX3*  	Auxiliary Output 3

A24	AUX4*  	Auxiliary Output 4

A25	AV5   	Analog Voltage Input 5

A26	VBAT	Battery Positive

A27	INJ5  	Injector Output 5

A28	INJ6  	Injector Output 6

A29	INJ7  	Injector Output 7

A30	INJ8  	Injector Output 8

A31 	AUX5  	Auxiliary Output 5

A32	AUX6  	Auxiliary Output 6

A33	AUX7  	Auxiliary Output 7

A34	AUX8  	Auxiliary Output 8

B1	REF   	Crank Reference Timing Input

B2	SYNC  	Cam Sync Timing Input

B3	AT1   	Analog Temperature Input 1

B4	AT2   	Analog Temperature Input 2

B5	AT3   	Analog Temperature Input 3

B6	AT4   	Analog Temperature Input 4

B7	AT5   	Analog Temperature Input 5

B8	DIG1  	Digital Input 1

B9	DIG2  	Digital Input 2

B10	DIG3  	Digital Input 3

B11	DIG4  	Digital Input 4

B12 	LA2-S  	Lambda 2 Sense Voltage

B13	LA2-P  	Lambda 2 Pump Current

B14	0V-COM 	0V Comms

B15	0V-AUX 	0V Auxiliary Sensor Supply

B16	0V-ENG 	0V Engine Sensor Supply

B17 	TX-232 	RS232 Transmit Data

B18 	RX-232 	RS232 Receive Data

B19	AT6   	Analog Temperature Input 6

B20	AV6   	Analog Voltage Input 6

B21	AV7   	Analog Voltage Input 7

B22	AV8   	Analog Voltage Input 8

B23 	CAN-HI 	Can Bus High

B24 	CAN-LO 	Can Bus Low

B25	LA1-S  	Lambda 1 Sense Voltage

B26	LA1-P  	Lambda 1 Pump Current

Note Outputs marked * do not have a recirculation diode

M880

PinNo	Abrev	Description

1	IGN1*  	Ignition Output 1

2	8V-AUX 	8V Auxiliary Sensor and CAN Supply

3	8V-ENG 	8V Engine Sensor Supply

4 	IGN3*  	Ignition Output 3

5 	IGN2*  	Ignition Output 2

6      	AV3   	Analog Voltage Input 3

7      	AV4   	Analog Voltage Input 4

8	AUX2  	Auxiliary Output 2

9 	AUX1  	Auxiliary Output 1

10 	IGN4*  	Ignition Output 4

11	0V-AUX 	0V Auxiliary Sensor Supply

12     	AV5   	Analog Voltage Input 5

13	0V-COM 	0V Comms

14  	GND   	Battery Negative (Also pin 15 & 19)

15  	GND   	Battery Negative (Also pin 14 & 19)

16	5V-ENG 	5V Engine Sensor Supply

17 	IGN5*  	Ignition Output 5

18     	AV2   	Analog Voltage Input 2

19  	GND   	Battery Negative (Also pin 14 & 15)

20	Not Used

21	Not Used

22	Not Used

23	VBAT	Battery Positive (Also pin 32 & 41)

24     	INJ5  	Injector Output 5

25 	IGN6*  	Ignition Output 6

26     	AV1   	Analog Voltage Input 1

27	0V-ENG 	0V Engine Sensor Supply

28     	AT1   	Analog Temperature Input 1

29     	AT5   	Analog Temperature Input 5

30     	AT3   	Analog Temperature Input 3

31    	RX-232 	RS232 Receive Data

32	VBAT	Battery Positive (Also pin 23 & 41)

33 	INJ1  	Injector Output 1

34	5V-AUX 	5V Auxiliary Sensor Supply

35     	AV7   	Analog Voltage Input 7

36     	AV6   	Analog Voltage Input 6

37     	AT6   	Analog Temperature Input 6

38     	AT2   	Analog Temperature Input 2

39     	AT4   	Analog Temperature Input 4

40    	TX-232 	RS232 Transmit Data

41	VBAT	Battery Positive (Also pin 23 & 32)

42     	INJ6  	Injector Output 6

43	AUX3*  	Auxiliary Output 3

44     	AV8   	Analog Voltage Input 8

45     	DIG2  	Digital Input 2

46     	DIG1  	Digital Input 1

47    	CAN-LO 	Can Bus Low

48    	CAN-HI 	Can Bus High

49     	REF   	Crank Reference Timing Input

50     	INJ2  	Injector Output 2

51	AUX4*  	Auxiliary Output 4

52     	DIG3  	Digital Input 3

53     	DIG4  	Digital Input 4

54    	LA1-S  	Lambda 1 Sense Voltage

55    	LA2-S  	Lambda 2 Sense Voltage

56     	SYNC  	Cam Sync Timing Input

57     	INJ7  	Injector Output 7

58	AUX7  	Auxiliary Output 7

59	AUX5  	Auxiliary Output 5

60    	LA1-P  	Lambda 1 Pump Current

61    	LA2-P  	Lambda 2 Pump Current

62     	INJ8  	Injector Output 8

63     	INJ3  	Injector Output 3

64	AUX8  	Auxiliary Output 8

65	AUX6  	Auxiliary Output 6

66     	INJ4  	Injector Output 4

Note Outputs marked * do not have a recirculation diode, see the Output Specifications for more detail.


Pin List by Function

M400

M600

M800	M880	Abrev	Description

Pin No	Pin No

Battery

A26	23,32,41	VBAT	Battery Positive

A10,A11	14,15,19  	GND   	Battery Negative

Sensor Supplies

A12	3	8V-ENG 	8V Engine Sensor Supply

A2	16	5V-ENG 	5V Engine Sensor Supply

B16	27	0V-ENG 	0V Engine Sensor Supply

A13	2	8V-AUX 	8V Auxiliary Sensor and CAN Supply

A9	34	5V-AUX 	5V Auxiliary Sensor Supply

B15	11	0V-AUX 	0V Auxiliary Sensor Supply

Auxiliary Outputs

A18	9 	AUX1  	Auxiliary Output 1

A1	8	AUX2  	Auxiliary Output 2

A23	43	AUX3*  	Auxiliary Output 3

A24	51	AUX4*  	Auxiliary Output 4

A31 	59	AUX5  	Auxiliary Output 5

A32	65	AUX6  	Auxiliary Output 6

A33	58	AUX7  	Auxiliary Output 7

A34	64	AUX8  	Auxiliary Output 8

Ignition Outputs

A3	1	IGN1*  	Ignition Output 1

A4	5 	IGN2*  	Ignition Output 2

A5	4 	IGN3*  	Ignition Output 3

A6	10 	IGN4*  	Ignition Output 4

A7	17 	IGN5*  	Ignition Output 5 (not available on M400)

A8	25 	IGN6*  	Ignition Output 6 (not available on M400)

Injector Outputs

A19	33 	INJ1  	Injector Output 1

A20	50     	INJ2  	Injector Output 2

A21	63     	INJ3  	Injector Output 3

A22	66     	INJ4  	Injector Output 4

A27	24     	INJ5  	Injector Output 5 (not available on M400)

A28	42     	INJ6  	Injector Output 6 (not available on M400)

A29	57     	INJ7  	Injector Output 7 (not available on M400 & M600)

A30	62     	INJ8  	Injector Output 8 (not available on M400 & M600)

Analog Voltage Inputs

A14	26     	AV1   	Analog Voltage Input 1

A15	18     	AV2   	Analog Voltage Input 2

A16	6      	AV3   	Analog Voltage Input 3

A17	7      	AV4   	Analog Voltage Input 4

A25	12     	AV5   	Analog Voltage Input 5

B20	36     	AV6   	Analog Voltage Input 6

B21	35     	AV7   	Analog Voltage Input 7

B22	44     	AV8   	Analog Voltage Input 8

Analog Temp Inputs

B3	28     	AT1   	Analog Temperature Input 1

B4	38     	AT2   	Analog Temperature Input 2

B5	30     	AT3   	Analog Temperature Input 3

B6	39     	AT4   	Analog Temperature Input 4

B7	29     	AT5   	Analog Temperature Input 5

B19	37     	AT6   	Analog Temperature Input 6

Digital Inputs

B8	46     	DIG1  	Digital Input 1

B9	45     	DIG2  	Digital Input 2

B10	52     	DIG3  	Digital Input 3

B11	53     	DIG4  	Digital Input 4

Trigger Inputs

B1	49     	REF   	Crank Reference Timing Input

B2	56     	SYNC  	Cam Sync Timing Input

Lambda Inputs

B26	60    	LA1-P  	Lambda 1 Pump Current

B25	54    	LA1-S  	Lambda 1 Sense Voltage

B13	61    	LA2-P  	Lambda 2 Pump Current

B12 	55    	LA2-S  	Lambda 2 Sense Voltage

Comms

B17 	40    	TX-232 	RS232 Transmit Data

B18 	31    	RX-232 	RS232 Receive Data

B24 	47    	CAN-LO 	Can Bus Low

B23 	48    	CAN-HI 	Can Bus High

B14	13	0V-COM 	0V Comms

A13	2	8V-AUX 	8V Auxiliary Sensor and CAN Supply

Note Outputs marked * do not have a recirculation diode, see the Output Specifications for more detail.


LSU Lambda Sensor Wiring


M400 Wiring


M600 Wiring


M800 Wiring


M880 Wiring


Main Menu

For help select Help | Topics from the main menu.


Multi Config Setup

The multi config system allows up to four configuration files to be loaded into "slots" in the ECU.

The Slots

The first slot is called the "Adjust" slot, this is the normal slot that ECU Manager uses when sending files and making adjustments.

Note that when ECU Manager "opens" the ECU the Adjust slot configuration will be used regardless of the multi config selection.

The other three slots (Slots 1, 2 & 3) are used to store configurations but cannot be adjusted directly.

Making Adjustments

To make adjustments to the files that are to be placed in Slots 1, 2 or 3 the corresponding file on the PC must be loaded into the Adjust slot. Adjustments may then be made and saved to the file. The file may then be sent to slot 1, 2 or 3.

Sending Configuration Files to the Slots

To send a file to a slot, select the slot from the list then click on the Send button and select the required file.

Retrieving Configurations from the Slots

The configurations may be retrieved from the slots and saved in a file. To retrieve a file, select the slot  from the list then click on the Get button then specify the file to save the configuration to.

Active Configuration

One of the slots is nominated as the Active slot by either manually selecting it from the setup screen or via a switch that is connected to the ECU. This active slot will be used when the ECU powers up.

The Active slot may be directly selected from the Multi Config Setup screen, or "Switchable" may be selected which allows the configuration to be selected by connecting one or two switches to the ECU. The switches may be connected to AT6 or AT5 to select between the Adjust slot and one other slot or two switches may be connected to both AT5 and AT6 to select between all four slots.

AT5 Off and AT6 Off  = Adjust Slot

AT5 Off and AT6 On  = Slot 1

AT5 On and AT6 Off  = Slot 2

AT5 On and AT6 On  = Slot 3

NOTE. If the slot has been directly set (not switchable) entering adjust mode will change the slot selection to the Adjust slot. To return to the original slot  the slot must be manually selected again.

Reset Option

The "Reset ECU when switching" option should normally be ticked on. This ensures that the ECU reacts to all necessary setting changes when switching between configurations.

If this option is not ticked then the ECU will only use table changes and will ignore any setting changes.

Note that when this option is on the engine may monetarily cough or stall when changing slots.

Active Config Channel

The active configuration number is available in the channel called "Active Config". This channel may be logged or displayed in ECU Manager. 0 = Adjust, 1 = Slot 1 etc.


Custom Data Sets

The Custom Data Sets specify a custom list of channels that can be transmitted by RS232 Telemetry or via CAN.

Note that Custom Data Set 1 or 2 should be selected as appropriate in the RS232 Telemetry Setup or CAN Setup screens.

Typically RS232 Telemetry is used for Radio Telemetry allowing data to be sent back to the pits.

Typically CAN is used to send data to another device in the vehicle, for example a MoTeC ADL.

The "Save ADL Comms Template" button creates a CAN comms template file suitable for use in the ADL and related products. The template can be loaded into the ADL by selecting the specified template name for one of the CAN slots in the Dash Manager Communications setup. Note that this procedure must be repeated if any changes are made to the Custom Data Set or if the units are changed on any of the selected channels.


Input Setup

The input setup system lists all input channels available in the ECU and allows each one to be assigned to a physical input pin or to an external device (such as an ADL) via CAN communications.

Each input must also be calibrated and various other settings must be entered as detailed below.

Channels

User Channels

The user channels are intended for use when there is no other suitable channel.

The channel name for the user channels may be changed. Note that only the long name can be changed.

Lambda Channels

There are two standard Lambda Channels called Lambda 1 and Lambda 2. These channels should normally be used for Lambda input, however when multiple PLMs are connected via CAN the "Lambda Cyl" channels can be used which allow up to 12 lambdas to be measured.

Input Source

The input source defines which physical input pin or to an external CAN communications input is to be used for the selected channel. The available inputs are as follows:

Physical Input Pins

AT 1…6

AV 1…8

Lambda 1…2

Dig 1…4

CAN Communications Inputs

Ex D1…4  	Expander E816 or E888 Digital Input 1 to 4

Ex A1...A8  	Expander E816 or E888 Analog Input 1 to 8

Ex A9(TC1)... A16(TC8)	Expander E816 Analog Input 9 to 16 or E888 Thermocouple Input 1 to 8

MDD A1...A12	MDD Steering Wheel Analog Inputs 1 to 12

ADL 1…12	ADL  CAN Channels 1…12

PLM 1…12	Up to 12 PLMs configured in collector mode

ECU2  1...12	Second ECU

TCM 	Traction Control Multiplexer

CAN Communications Setup

Note that when using a CAN communications input the CAN communications setup must also be configured. This is done via the General Setup | Communications | CAN Setup menu item.

Calibration

The channel may be calibrated in the following ways:

Predefined Calibrations

A predefined calibration may be selected from the drop down list.

Note that the predefined calibrations are normally only suitable for sensors connected to the AT, AV or Lambda input pins.

The list is limited to calibrations that have the correct units and number of decimal places to suit the channel. If necessary additional calibrations may be selected by ticking "Show all calibrations".

If a suitable calibration is not available then a Custom calibration may be used (see below).

1 to 1 Calibrations

This calibration method is normally used for channels that are supplied via the Digital Inputs or from an external device via CAN communications.

The 1 to 1 calibration simply uses the value as supplied without modification.

The units for the channel should be selected from the list. Note that the list is limited to items that have the correct units type and number of decimal places to suit the channel. If necessary additional units may be selected by ticking "Show all calibrations".

In some cases the value may still need to be rescaled, in which case a custom calibration will be required (see below).

Custom Calibrations

This method allows the calibration to be entered manually by entering the calibration values into a table.

To enter a custom calibration select "Custom", select the appropriate units, then click on the Table button.

To modify a predefined calibration first select "Predefined" and select the desired calibration, then follow the instructions above. This will pre-populate the table with the predefined calibration values.

The units for the channel should be selected from the list. Note that the list is limited to items that have the correct units type and number of decimal places to suit the channel. If necessary additional units may be selected by ticking "Show all calibrations".

Note that if the input is from a Digital Input the meaning of the value will depend on the calibration in the Digital inputs setup and in some cases will have an implied decimal place. See the Digital input setup for more detail.

Note that if the input is from a communications device the input value will be in the resolution of the transmitted value and any decimal points are implied. For example a value of 10.0% at the communications device may be transmitted as 100. This means that the input value that corresponds to 10.0% is 100 not 10.0 and therefore must be entered into the input column of the calibration table as 100.

Internal Wide Band Lambda Calibration

When using the internal wideband lambda inputs the calibration must be set to calibration #38 and the settings in the Input Setup | Wide Band Lambda Setup section must also be configured.

Diag Lo, Diag Hi & Default Value

If the input value exceeds the Diag Hi limit or goes below the Diag Lo limit the sensor will be considered faulty and the channel will take on the Default Value until the ECU is re-powered.

It is important to set an appropriate value for the Default Value to ensure that the engine is not damaged should the default condition occur. For example it may be advisable to select a default value for air temperature that ensures the engine runs rich rather than lean.

If the input source is an AT or AV input pin then the Diag Hi and Lo are set in volts, otherwise if input is from an external communications device or the Digital Input pins then the Diag Hi and Lo are set in the resolution of the transmitted value.

For most sensors that are connected to the AT or AV input pins these can be set to 0.1V and 4.9V however some sensors such as barometric pressure sensors can sometimes go above 4.9V so a higher value may be required.

For communications channels these can normally be set to the minimum and maximum possible values of -32000 & +32000 which avoids the channels going into default.

Note that some channels such as Throttle Position cannot have the Diag Hi and Lo Values set.

Filter

The filter can be used to smooth the input signals.

1 = Off, 10 gives medium level filtering, 50 gives very heavy filtering.

Note that the filter will slow down the response of the sensor which is not desirable for fast moving signals such as Throttle position which the ECU must respond to quickly. Therefore for fast moving signals it is important to have the filter set to 1 (off) unless the signal is inherently noisy such as some Mass Flow sensors which may need a filter setting of 10 or more.

For slower moving sensors such as Engine Temperature a filter value of up to 10 can be used without affecting the signal and is therefore often used to ensure that the signal is as smooth as possible.

The amount of filtering is a trade off between smoothness of the signal verses the response time of the signal.

Warn Lo, Warn Hi

These settings are used by ECU Manager to display warnings during testing and by the ECU to activate a warning light.

Notes

When this dialog is displayed, internal consistency checks are performed on the Input Setup. So, even if you do not make any changes and/or cancel the dialog, when you go to exit, you may be prompted to save changes. (This is especially true when working with a configuration that has been upgraded from an earlier version of ECU Manager.)


Input Setup Calibration Table

The Calibration Table allows an input calibration to be entered manually.

Each column requires an input (measured) value and the corresponding channel value, for example when a sensor measures 1.00 volts the corresponding channel value may be 20.0 degrees. At least two columns must be entered.

Values may be entered out of order if desired as the input values will be sorted into order when OK is pressed. This provides a simple way of adding additional values.

Empty columns are automatically removed when OK is pressed. This provides an easy way to remove values.

Input Values

The input values for the AV and AT inputs are volts except for the Throttle Position channel where the input values are in %. This is because the throttle position has a separate calibration mechanism for setting what input values correspond to 0% and 100%.

For the Digital Inputs the meaning of the value will depend on the calibration in the Digital inputs setup and in some cases will have an implied decimal place. See the Digital input setup for more detail.

If the input is from a communications device the input value will be in the resolution of the transmitted value and any decimal points are implied. For example a value of 10.0% at the communications device may be transmitted as 100. This means that the input value that corresponds to 10.0% is 100 not 10.0 and therefore must be entered into the input column of the calibration table as 100.

Read Value Button

If the ECU is connected the Read Value button will read the current input value. This allows the calibration to be entered by varying the sensor value and entering the corresponding channel values.

Tools

The Tools menu button allows the following operations to be performed:

Insert Site: 	Inserts a site half way between the selected site and the previous site.

Delete Site: 	Deletes the selected site and shuffles all other sites down.

Clear Table: 	Clears all values in the table.

Copy from Another file:	Copies the corresponding tables axis values from another configuration file.

Load Axis: 	Loads axis values from a previously saved file (csv format)

Save Axis: 	Saves the values to a file (csv format)


Axis Setup

The axis setup screen defines the number of axis to be used on the table ,the channel to use for each axis and the sites values for each axis.

Many tables can have an X and a Y axis which may be turned off or on as required. This allows the table to be configured as a 3D table (two axis), a 2D table (1 axis) or even a 1D table which has a single value (no axis)

Channel

A channel must be selected for each axis which may be selected from the list of available channels.

Many tables have a default channel that is the normal channel to use for the particular table, for example the Fuel Air Temp Comp table would normally use the Air Temp channel on the Y Axis. This can be selected by clicking on the Use Default button.

Adding Sites

The values in the table will be automatically sorted into ascending order so a new value may be entered by adding it to the end of the list. Alternatively a site may be inserted by selecting Insert Site from the Tools menu (press the Tools button)

Tools

The tools menu button allows the following operations to be performed:

Insert Site: 	Inserts a site half way between the selected site and the previous site.

Delete Site: 	Deletes the selected site and shuffles all other sites down.

Interpolate Sites: 	Fills in blank sites with interpolated values.

Clear Table: 	Clears all values in the table.

Copy from Another file:	Copies the corresponding tables axis values from another configuration file.

Load Axis: 	Loads axis values from a previously saved axis value file (csv format)

Save Axis: 	Saves the Axis values to a file (csv format) so that they can be loaded into another table using Load Axis.

Hot key:

The axis screen can be activated by pressing A.


Graph Options

The graph options simply set preferences for how the graph is displayed.


Channel Select

The channel selection list allows a channel to be selected from the list of sensor channels or if the "Show non sensor channels is ticked from all available channels.

The Search box allows the list to be reduced to channels that match the search text. Note that the start of words in the channel name can be entered by separating with a space, for example "E T" would show all channel with words that start with E and T such as Engine Temp.


Tools Options

General:

Preserve file timestamps during file conversion:

When upgrading older version configuration files, the date on the new, upgraded file will be the current date/time if this box is not ticked.

If ticked, the date/time of the original file will be applied to the new file, thereby preserving the original date/time.

Adjust Step Size:

By default, when tuning on the Main Fuel table [not applicable on 4D tables] the amount of change in response to a press of the Page Up/Page Down key (the adjust step size) is varied to cause approximately a 1% change. This means the amount of change is less for small table values than for large table values.

Some tuners prefer a fixed amount of adjustment, regardless of the table value. In this case, tick the box and specify the desired adjust step.

The Main Ignition table adjust step size can also be set. (Unlike the Main Fuel table, the Main Ignition table never varies the adjust step).

Folder:

By default, configuration files are stored in the ECU Manager installation directory. If you wish to store your files elsewhere, type-in or browse to the desired location.

ECU Manager will start in this folder when opening or saving a file, when selecting a file to upgrade or when searching for a configuration that matches the connected ECU.

Communications:

Note: The settings on this page cannot be changed when an ECU is opened. In this case, select 'Adjust | Close & Save' from the menu and then re-open the Options dialog.

Options:

The first two options control which MoTeC communications hardware ECU Manager will attempt to use to connect to an ECU.

You may wish to turn one off when you have another device connected (for example, an ADL connected via Parallel Port CAN cable).

Secondary Addressing:

Secondary addressing allows ECU Manager to communicate with two ECUs that are connected to the same CAN bus.

To allow communication with either ECU one ECU must be set to the secondary CAN address.

To set the one ECU to the secondary CAN address connect one ECU only then tick "Set connected ECU to secondary CAN address".  This setting will then be remembered in this ECU.

To communicate with the secondary ECU, ECU Manager must also be set to the Secondary CAN Address by ticking "Set ECU Manager to communicate on secondary CAN address". This setting can then be turned off and on as necessary to allow communication with either ECU.

Hot Keys:

Ctrl+1: Set ECU Manager to run on Primary CAN Address

Ctrl+2: Set ECU Manager to run on Secondary CAN Address

Note: this option will be unavailable (greyed out) if an ECU is not connected.


Ref Sync Capture

The Ref-Sync Capture provides a built in digital oscilloscope function for the Ref & Sync waveforms.

Capturing the Waveform

To capture the waveform click on the Capture button.

NOTE – the capture should be done under light load as the engine may cough during capture.

Viewing the Waveform

Normally you will need to zoom in to see the detail of the waveform. You can zoom the waveform in or out by clicking on the zoom buttons or by pressing the up or down arrow keys.

To pan the waveform left or right click on the pan arrow buttons or press Shift+Left or Shift+Right arrow.

To read the value of the waveform click on the graph to position the cursor. The Ref & Sync voltages and the cursor time value are shown at the top of the graph.

To scale the graph vertically click on the Options button and specify the required Min and Max scale values.

To show only the Ref or Sync trace right click on the graph and select the appropriate setting.

Sample Rate

By default the sample rate is automatically calculated to ensure that a couple of engine cycles are captured. This is based on engine RPM and the crank teeth setup parameter. In some cases it may be necessary to manually adjust the sample rate which can be done by clicking on the Options button.


Engine Log Setup

The Engine Log stores three types of values Tell-tales, Accumulated Values and Histograms.

The Engine Logs are stored permanently until erased by selecting Clear from the Engine Log menu.

The Engine Log setups can be loaded and saved using the Load and Save As buttons.

Viewing the Engine Logs

To view the Engine Log select View from the Engine Log menu then click on the Retrieve button.

Password Protection

The Engine Log Setup can be protected by a password by selecting Access Passwords on the Utilities menu.

Description

The description is used to identify the engine and record any notes about the engines operation.

Tell-tales

Records the maximum or minimum value for a particular channel.

The recording can be qualified by specifying a condition based on any channel

Note that Tell-tales are only recorded while the Engine is running.

Accumulated Values

Accumulates channel values that reset to zero when the ECU is restarted.

This is useful for up-counting channels such as fuel used since it continues to increment even when the fuel used channel has been set back to zero.

Note that this does not affect the selected channel itself.

Histograms

Up to three histograms may be recorded

Each histogram may be qualified by a condition.

Note that histograms are only recorded while the Engine is running.

Example Histograms:

Engine RPM while TP > 80%

Oil Pressure while Engine RPM > 3000


Engine Log View

To view the engine log – click the Retrieve button.

The Engine Logs may be saved by clicking the Save As button, this allows viewing at a latter date by clicking on the Load button and selecting the saved Engine Log file.

Password Protection

The Engine Log can be protected by a password by selecting Access Passwords on the Utilities menu.

General

Log Time Stamp: Indicates the time that the engine log was last modified or cleared.  The time is the PC time.

Tell-tales

Displays the min or max value for each channel.

The reported time is how long ago the event occurred – in engine operating time.

Accumulated Values

Displays the accumulated values for the channels that are configured in the setup.

Histograms

The histograms display the operating time for each "bin" in the histogram.


Details Editor

The Details Editor specifies the details for the Event, Venue and Vehicle.

All the details are attached to the logged data when unloaded so that the logged data may be easily identified and other important parameters can be viewed.

Vehicle Details

The vehicle details are associated with a particular dash or ECU serial number, so that whenever a particular serial number is seen the vehicle details for that serial number are used.

If the serial number has not been seen before it will ask for the new vehicle details to be entered for that particular serial number device.

Details Confirmation

Confirmation of the details will be requested at certain times to make sure that the details are correct.

Item Help

To get help on each screen item click on the [image]  button at the top right of the screen then click on the item of interest, or select the item of interest then press the F1 key.


Enter the event name here. To enter new details and update the date to the current date click the New button.


Click this to clear all event details and update the date to the current date.


Enter the session name here. For example "Practice Session 1"


Enter the outing description here.


Enter any special comments here.


Shows the currently selected venue.


Click this to select from the list of previously defined venues.


Click this to create a new venue.


Specifies the venue type.


Specifies the venue length.


Specifies the units for the venue length.


Specifies the best lap time for this venue.


Specifies the Laps per Tank.


Specifies the directory where the logged data should be stored. It is recommended that a different directory be used for different venues. For example C:\Motec\Logged Data\VenueName

If the directory does not exist it will be created next time the logged data is unloaded.


Click this to select a directory that has already been defined.


Enter any special comments about the venue here.


Chows the currently selected venue.


Click this to select a previously defined vehicle.


Click to create a new vehicle.


Specifies the associated Dash Serial Number.

This allows the correct vehicle details to be selected when the Dash logging is unloaded or a configuration file is sent to it.


Specifies the associated ECU Serial Number.

This allows the correct vehicle details to be selected when the ECU  logging is unloaded.


Click this to enter any special comments about the vehicle.


Enter a vehicle description here.


Enter the Engine ID here.


Enter the driver name here.


Specifies the vehicle type.


Specifies the vehicle drive type.


Enter the vehicle weight here.


Specifies the units for the vehicle weight.


Enter the vehicle Tank Capacity here.


Specifies the units for the fuel tank capacity.


Enter the vehicle track width here.


Specifies the units for the vehicle track width.


Enter the vehicle wheel base here.


Specifies the units for the vehicle wheel base.


Enter the Diff Ratio here.

The ratio may be entered as a decimal number or as a ratio.

To enter a ratio enter two values separated by a colon

For example 48 : 15


Enter the Gear Ratios here.

The ratio may be entered as a decimal number or as a ratio.

To enter a ratio enter two values separated by a colon

For example 48 : 15


Details Confirmation

This screen lists a summary of the Event, Venue and Vehicle details.

The details need to be correct when sending the configuration to the ADL2 and when retrieving the logged data from the ADL2.

To change the details click on the Change button.

For more detail refer to the help in the Details Editor screen.


List a summary of the details.


Enter a short comment here.

This is used in the file selection system in the analysis software.


Click this to change the details.


Important Notes for Version 3

IMPORTANT NOTES WHEN UPGRADING FROM A PREVIOUS VERSION

V3 includes major changes to the operation of many of the ECU’s functions, as a consequence the upgrade process may not be able to convert these functions perfectly.

INITIAL ENGINE TESTING WITH VERSION 3 SOFTWARE SHOULD PROCEED WITH CAUTION, PARTICULARLY FOR TURBOCHARGED OR NITROUS ENGINES

Before Upgrading

Before upgrading the ECU, ensure that you have a copy of the ECU’s current configuration on disk, this is in case you need to revert to the old version of software.

Upgrading

Upgrading the ECU takes longer than for previous versions and may take up to 10 minutes (typically less than 2 minutes). Please be patient - do not disconnect the communication cable or power down the ECU during the upgrade process.

During the upgrade it is recommended that Ignition modules are disconnected as there is a risk of overheating. Caution should also be exercised with other output devices as they may turn on during the upgrade. If using power hold relays they may need to be forced on as the relay may shut off as the upgrade begins.

Notes on the Upgraded Configuration

Boost Control, Idle Control, Traction Control and Nitrous

These functions have all had major changes and improvements, all parameters and tables for these functions should be checked thoroughly and testing of these functions should be performed cautiously.

Inputs

The configuration of the sensor inputs has changed significantly. Check that the Input setup has been converted correctly by checking that all sensors read correctly.

Cold Start Parameters

The Cold Start parameters are no longer available, instead starting is now controlled with the Engine Temp Comp, Cranking Comp and Post Start Comp tables. The upgrade process will convert the old parameters into the equivalent values for these tables.

Acceleration Enrichment

The Fuel Acceleration Enrichment Sensitivity & Decay factors no longer exist. The Fuel Acceleration setup is now done exclusively with tables. The upgrade process will convert the old parameters into the equivalent values for the tables.

Mandatory Tables

A number of tables that were previously optional MUST now be filled in. Note that these tables should already have been filled in by the upgrade process. The tables are:

•	Injector Bat Comp (General Setup | Fuel)

•	Ignition Dwell (General Setup | Ignition)

•	Lambda Characteristic (Sensor Setup | Wideband Lambda Setup)

•	REF Filter Table (Sensor Setup | REF/SYNC Sensor Setup)

•	SYNC Filter Table (Sensor Setup | REF/SYNC Sensor Setup)

Table Axis Setup

The table site setup is now done individually for most tables. Also the channel that is used for each axis is selectable. Check that the upgrade process has set the sites correctly for all tables and that the correct channel is assigned to each axis of the table.

Nitrous

Nitrous users should note that the "Nitrous Offset" parameter no longer exists. Instead, a table MUST be generated to supply the correct fuel at each RPM point as it is now % of IJPU instead of % of total fuel flow.

Digital Input Channels

The channels Digital Input Speed 1, 2, 3 and 4 no longer exist. If using the ECU in conjunction with an MoTeC dash logger the following channels we be sent instead: Ground Speed, Right Ground Speed, Left Drive Speed, and Right Drive Speed. To have these channels appear correctly at the dash logger the CAN comms must be modified or an updated CAN template must be used.


Version 3 Features

Version 3 software is a major upgrade to the M800 software and represents a new level of sophistication and refinement.

The Version 3 software can be sent to any new or existing ‘hundred’ series ECU allowing sophisticated new features to be used even on older ECUs.

The following is a list of some of the new features in V3. For more detail on V3 select Read Me form the Help menu.

New Features:

4D Tables

4D Fuel & Ignition tables allow sophisticated engine mapping based on any three channels (for example RPM, Throttle and MAP)

Ref/ Sync Capture:

The Ref/Sync capture feature allows the Crank and Cam signals to be captured and displayed providing a built in digital oscilloscope feature which is invaluable for checking the integrity of the Ref & Sync signals.

Engine Logs:

V3 includes three engine histogram logs which can be configured to log any channel. For example one engine histogram might log engine RPM and another might log oil pressure. V3 also includes a Tell-tale log for storing minimum and maximum values and also an accumulated values store.

Multiple Configurations

V3 allows up to four configurations can be stored in the ECU and incudes support for on the fly switching.

Other New Features:

V3 includes selectable input channels for all tables. This feature allows extraordinary flexibility in how tables are used and even allows internal channels such a fuel pulse width or ignition timing to be used as table inputs.

The axis sites can be varied independently for almost all tables allowing table sites to be fully optimised for each table.

V3 has a completely revised input setup system including adjustable filtering and diagnostic levels on all input channels.

V3 can accept input data from other devices connected via the CAN bus such as Motec Dash Loggers, Motec PLM Lambda Meters (up to 12 PLMs can be connected), Motec E888/816 Input/Output Expander, or even another Motec ECU.

A Motec E888 or E816 Expander can also be connected to expand the number of outputs (up to eight extra)

Support for up to four drive by wire motors using a Motec DBW4.

Customised sets of channels to be transmitted via RS232 or CAN to another device such as a Motec Dash Logger.

Down shift throttle blip using drive by wire

Down shift RPM limiting to match Engine RPM to gearbox speed.

3D Acccel & Decel tables for both fuel and ignition.

3D Starting Tables based on cranking time and any other channel such as engine temperature.

Major enhancements to the Traction Control system including power reduction via Drive by Wire, Ignition Cut and Ignition Retard. Includes three 3D tables for aim slip which  could be used for driver adjustment, gear compensation, lateral acceleration compensation or for adjustment based on any other channel.

Full throttle and closed throttle timer channels plus two general purpose timer channels can be used by any table, for example a Fuel or Ignition compensation table.

All new Idle speed control which includes Fuel and Ignition compensation tables plus tables for setting the idle RPM which allows RPM adjustment based on a number of channels.

All new Nitrous control system using 3 stages with fade in and out and a start timer for each stage. The stages can be triggered by throttle, ground speed or digital inputs.

Major enhancements to Boost Control including PID control with 3D tables.

Drive by wire can be used in the ORB (Anti-lag) system.

Enhancements to the Lambda Control system including new aim lambda compensation tables which allow the aim lambda to be varied based on any channel, for example driver adjustment channel or the full throttle timer channel.

RPM Limit 3D Table allows the RPM limit to be varied based on any channel, for example gear.

Improved electronic gearbox function.

Plus numerous other functional enhancements and user interface enhancements.

More Information on Version 3

For more detail on V3 select Read Me form the Help menu.