Haltech E6M Manuel d'utilisateur

i Warning This system is capable of controlling either “intelligent” igniters such as the Haltech EB023 igniter, which has in-built dwell contr

4 Tool/Supply Requirements Installation of this system can be easily carried out by professional mechanics and most experienced home mechanics if

94 Figure 16.7. Example circuit for an Intercooler Fan. 16.8 Shift Light Illumination (SL) The E6H/E6M can be used to activate a shift light

95 The extra pump must be connected in parallel with the primary fuel pump. Figure 16.9 suggests a possible layout. The check valve is necessary t

96 Figure 16.9. Example circuit for Auxiliary Fuel Pump. 16.10 Anti-Stall Solenoid Control (AS) A solenoid air valve in the manifold may be us

97 16.12 Driver Box (DB3) Staging Signal Function This function is similar to the previous Staging Signal, except that the signal is inverted so

98 Note: When using the Turbo Timer function, the Aux. In Function in the Identification must be set for Turbo Timer. When using TT, other functi

99 Figure 16.14. Example circuit for a NOS switch. 16.15 Anti-Lag Switch The Anti-Lag switch function allows turbo-charged vehicles to decreas

100 The anti-lag system can be enabled by a switch connected to the Auxiliary Input or by meeting all three operating conditions stated above (th

101 Active AUX In. This field defines the active state of the Air conditioning request line installed in your vehicle. If the line is active high

102 This field defines the engine speed below which the VTECH is disabled. This field must be less than Off RPM or it will define both the switch

103 SECTION 5 Appendices APPENDIX A TROUBLESHOOTING This Appendix is devoted to trouble shooting problems that may occur during installation o

5 combination of engine speed and load, we have a direct reference to the amount of air that is being drawn into the engine by means of this map.

104 A.2 Control Program Problems Haltech Programming Software will not start up The Haltech programming software should run on any computer that

105 If the Throttle Position Sensor is showing a fault condition then re-calibrate the throttle sensor and check the wiring If the Manifold Absol

106 A.4 Idling Problems If the engine will not idle when cold but will when the engine is warm then the coolant correction map needs to be adjust

107 and the coolant correction map has been set for good stable running, before changing the coolant factor. A.8 Cold Running Problems If the e

108 APPENDIX B THE ADVANCED FEATURES The Advanced Mode of the E6H/E6M offers the user extra flexibility in setting the system up for multiple in

109 B.2 Direct Fire Ignition B.2.1 Ignition Outputs There are two forms of Direct Fire Ignition. One is to have one coil per spark plug (usually

110 The Home trigger must occur before the main trigger each time coil one is to be fired. For example, on a four cylinder with waste spark, coil

111 B.2.4 Converting Individual Coils to Waste Spark One way of overcoming the problem of individual coils on 6 and 8 cylinder engines (and 4 cyl

112 B.3.2 Sequential Outputs The E6H/E6M can run full sequential on an engine with up to four cylinders. When the Ign / By is set to 1 in the Fue

113 B.3.3 Synchronising To be able to synchronise the injectors with the motor, the E6H/E6M needs a Synchronisation Event, usually in the form of

6 meets any of the criteria, you should use the Advanced Mode when programming the E6H/E6M. If your engine does not meet any of the criteria, prog

114 B.5 Motronic Style Triggers Motronic Style Triggers are a type of multi-tooth trigger but are distinct in that they use a missing tooth inste

115 B.7 Rotary Engines The E6H/E6M is capable of providing fuel and spark to twin-rotor Wankel engines, both in direct fire form or with a dist

116 Pattern 1 The first pattern has trigger windows that are related to the cylinder number which they precede and can be calculated using the

117 41)Number (Cylinder2cylinders of NumberPulses of Number 6) Cylinders of Number and 3) or (2 Number (Cylinder or4) Cylinders of Number and

118 B.9 Subaru Triggers All factory injected 4 cylinder Subaru engines use a combined crank-angle/cam-angle trigger system. If a Subaru trigger

119 APPENDIX C INJECTOR IMPEDANCE Electrically, there are two different types of electronic fuel injectors. One type of injector, characterised

120 WARNING: UNDER NO CIRCUMSTANCES SHOULD YOU MIX SATURATION AND PEAK-AND-HOLD INJECTORS ON THE ONE DRIVER. THIS WILL LEAD TO ERRATIC INJECTOR O

121 APPENDIX D FUEL SYSTEMS & STAGING The best EFI installation will yield poor results if the fuel system does not meet the demands of the

122 recommended if the desired flow is more than 20% than the system currently achieves. Fuel flow is not in direct proportion to fuel pressure. I

123 Staging is enabled on the Fuel Set-up by selecting the "Staged" Injection Mode. The Staging Bar is also defined on the Set-up (4.4.1

7 HALTECH E6H/E6M SPECIFICATIONS Engine Suitability • Up to 16,000 rpm • 1, 2, 3, 4, 5, 6, 8, 10, 12 cylinders (1-2 rotors)* • 2 or 4 stroke

124 APPENDIX E TRIGGER INTERFACE The Trigger interface is where the E6H and E6M differ in operation. The E6M has an onboard reluctor adaptor, w

125 Figure E.2 In the previous examples the trigger edge has been shown as the first edge of the trigger pulse. The trigger does not necessaril

126 The most common application is in a direct fire configuration where a synchronisation event is required. As the Haltech Hall effect sensor is

127 By powering up the sensor, using 12 volts (PIN B) and ground (PIN A) the secondary trigger channel (PIN D) can be checked to identify a south

128 Typical set-ups - S1/S3 setups 4 cylinder / 2 rotor engine For a four cylinder 2 magnets are required in total, positioned exactly 180° apa

129 8 Cylinder For an eight cylinder 4 magnets are required in total, positioned exactly 90° apart. Figure 3: Typical 8 cylinder

130 The S2/S4 Hall Effect Sensor The S2 and S4 Hall effect sensors differ slightly in their electrical characteristics but are functionally iden

131 Figure 5: Typical 6 cylinder/ 3 rotor application 8 Cylinder For an eight cylinder 5 magnets are required in total positioned exactly 90°

132 SENSOR PIN OUTS A BLUE GROUND B YELLOW PRIMARY TRIGGER C N/C D N/C E GREEN SECONDARY (HOME) TRIGGER F RED + 12 VOLTS

133 E6M and E6M-8 ONLY E.2 Reluctor (Magnetic Coil) Triggers The E6M is capable of accepting a reluctor (magnetic coil) trigger since it has a

8 • Engine Speed Pickup Compatible with most trigger systems: - 5 or 12 volt square wave; - Pull-to-ground (open collector) E6M and E6M-8 ONL

134 positive to negative seen in figure E.5a corresponds to the metal being directly in line with the sensor. E.2.1 The E6M Internal Reluctor Ad

135 Note: Since there are a large number of reluctor distributors it may be necessary to connect an external custom reluctor adapter unit if the o

136 harness). The negative wire connects to Trigger input (Pin B on the Trigger Input plug on a fully terminated harness). If you cannot determine

137 Note: The polarity conflicts with E.2 Reluctor (Magnetic Coil) Triggers as regards connection of a reluctor adaptor. Due to hardware constrain

138 If using a reluctor type sensor go to the “Ignition” set-up page and set the “Trigger Mode” to “Constant”. Note: that if you wish to use seq

139 E.4 Synchronisation Events Synchronisation Events (Sync Events) are required for sequential and direct fire systems. The Sync Event gives the

140 E.5 Ignition Output The E6H/E6M ECU has one dedicated ignition output, but the two Digital Outputs can also be used for ignition outputs to a

141 Figure E7. Illustrate constant duty against frequency A "dumb" igniter is one that does not perform any sort of dwell control, th

142 Figure E8. Illustrates Charge Time & Break Time Note: For safety and reliability, always use igniters that are internally current li

143 G.M. Direct Fire Ignition The G.M. Direct Fire Ignition module (DFI), as used in the V6 Buick, can be connected directly to the E6H/E6M ECU.

9 Adjustable Features • Base Fuel Map 22 Fuel ranges, every 500 RPM to 10,500, or 17 Fuel ranges, every 1000 rpm to 16,000 32 Load points p

144 APPENDIX F ROTOR PHASING One of the most important aspects to consider when modifying a distributor or trigger is the Rotor Phasing. Take, a

145 LIMITED WARRANTY Lockin Pty Ltd trading as Haltech warrants the HaltechTM Programmable Fuel Injection System to be free from defects in

146 WIRING DIAGRAMS

10 • Rugged Aluminium Casing Black anodised with integral cooling fins and mounting brackets. • US or Metric Units. • Optional Boost Control So

11 SECTION 1 Getting Started CHAPTER 1 HALTECH E6H/E6M INSTALLATION 1.1 Overview The Haltech E6H/E6M system comprises the following componen

12 1.2 Installation Summary 1. Mount Manifold Absolute Pressure Sensors. 2. Mount Coolant Temperature Sensors. 3. Mount Inlet Air Temper

13 There are three types of MAP sensors that can be used with E6H/E6M system. Which sensor is required depends on the engine set-up. 1 Bar Senso

ii Introduction... 1 This Manual...

14 1.3.2. Coolant Temperature Sensor The coolant temperature is used to determine warm up corrections and adjust fuel mixtures. The coolant temp

15 1.3.3. Inlet Air Temperature Sensor The air temperature sensor is used to compensate for changes in air density due to air temperature. Cold

16 1.3.4. The Throttle Position Sensor (TPS) The throttle position sensor is mounted to the throttle butterfly shaft to measure its rotation. A

17 WARNING: IF USING “INTELLIGENT” IGNITERS SUCH AS THE HALTECH EB023 IGNITION MODULE CONSTANT DUTY CYCLE SHOULD BE SELECTED IN THE IGNITION SET-

18 1.3.6. Mount Optional Exhaust Gas Oxygen Sensor The optional exhaust gas oxygen sensor must be mounted in the exhaust pipe near the exhaust he

19 These relays should be mounted on the firewall or an inner guard. Do not mount the relays such that they could catch and collect splashed wa

20 1.3.10. Electronic Control Unit (ECU) The Haltech E6H/E6M is not designed to be waterproof. It is desirable that the ECU be given as much pro

21 Example 1: Connecting to the positive side of the fuel pump. Example 2: Connecting to the negative side of the fuel pump. It does

22 Check your trigger system thoroughly. An incorrectly wired trigger can cause damage, usually to the trigger. The trigger connector on the Mai

23 CHAPTER 2 GETTING ONLINE Now that your Haltech E6H/E6M is installed with all the sensors in place the system can be connected to the program

iii 4.4.2 Adjusting Bar Height In The Map... 35 4.5 How To Quit...

24 2.2.2 Installing the Software The Programming Disk supplied with the Haltech E6H/E6M has an installation program that allows you to install th

25 The Install program will now run. Follow the instructions given. The program will suggest that the software will be placed in the HALTECH direc

26 2.2.5 Azerty Keyboards Most countries use a keyboard where the first six letter keys across the top row are : θωερτψ This is called a Qwer

27 If this message appears check all connections and ensure that the communications cable is not being interfered with. Also be sure that the Halt

28 CHAPTER 3 ENGINE IDENTIFICATION 3.1 Checking the Identification The Identification page tells the E6H/E6M essential information about the en

29 RPM Limit Type The RPM Limit can either be a fuel cut or an ignition cut. This field determines what form of limit will be used. Be careful usi

30 CHAPTER 4 ADJUSTING HALTECH MAPS The tutorials presented in this chapter are examples of how you might use the available functions to make ty

31 4.3 Using the Software In order to make the software easy to use, the program presents you with a menus bar at the top of the display. The men

32 Batch-fire injection is usually used in throttle body or non-turbo rotary set-ups and fires the two banks of injectors alternately. On eight a

33 configurations that fall into this category are multiple throttle body set-ups and wild cams. The zero throttle Map can allow a very quick and

iv 11.1.1 Setting Up the Datalog Page ... 68 11.1.2 Creating a Datalog..

34 Throttle Pump Deadband This field defines the percentage change in throttle position that must occur before the throttle pump is activated. Th

35 Values from this bar chart would be used whenever the engine speed falls in the range between 2750 and 3250 rpm (or, if in high-rpm mode, betw

36 highlighted bar this would also cause the bar height and injection time to be different as the bar height is the height of the bar being adjust

37 signal amplitude to drive the ECU. When choosing the Trigger Gain start at ‘0’ and increase the gain until a steady trigger signal is seen, th

38 multitooth trigger must be a multiple of the spark events. This trigger requires a home signal for synchronisation of the trigger and engine p

39 Output Type This field defines the type of ignition signal with which the ECU will drive the igniter. The options are: Constant Duty This s

40 4.7 Time Saving Functions The following list of commands can be used whenever the graphs for most of the maps are being displayed by the Halte

41 4.7.4 Percentage Changes -ƒπ Using this function will prompt you to enter a percentage change to the selected bars. An entry of "20"

42 4.7.7 Bar Increments - ƒι The Up and Down arrows, ≤ ′, normally change the bar height in the maps by a pre-determined amount, usually the sma

43 so the absolute maximum injection time at 6000 RPM on this engine is 10 ms. If the injection time needs to be greater than this, then your fuel

v A.1 Overview ... 103 A.2 Control P

44 4.9 Command Summary for Maps ∞ , ⁄ - move left/right highlighted bar(s) ≤ , ′ - increase/decrease highlighted bar(s) ≥ , × - increase/de

45 CHAPTER 5 STARTING THE ENGINE There are a few things that need to be done before the engine should be started. Make sure that the ECU is powe

46 To check the base timing you should now start the engine with the Timing Lock on. The engine should now start and run although with only Lock T

47 You must now ensure that the timing does not move as the engine speed changes. Give the engine a few quick revs while using the timing light to

48 • The sixth character in the ignition timing Map name specifies the extra ignition advance to use at light loads such as highway cruise. This

49 5.5.1 Tuning for Idle The idle mixture is very sensitive to correct bar height. Idle injection times are usually around 1.5 to 2.5 ms. If the

50 5.5.4 On the Dyno Whether the vehicle is on a chassis dyno, or the engine on an engine dyno, the principles of programming the Haltech E6H/E6M

51 Note: All maps for all engines should be smooth. A map with a "lumpy" curve is most likely wrong. If, when you have finished tuning,

52 A typical fuel curve for a normally aspirated engine sensing load via the MAP sensor A typical fuel curve for a normally aspirated engi

53 SECTION 2 Other Adjustable Features CHAPTER 6 THROTTLE EFFECTS 6.1 Throttle Response Where the procedures described in the previous chapt

vi Print Version: 1.0a...Date: 16 April 2004 This manual sh

54 Note that throttle response can also be affected by poor manifold design. If you have designed your own inlet manifold you may find that althou

55 CHAPTER 7 COLD STARTING AND RUNNING The Haltech E6H/E6M has four features to modify fuel delivery and ignition timing to aid in starting and

56 Access the Fuel Coolant Map from the Fuel Maps and Set-up Menu. The map defines the percentage increase in fuel at any given engine temperature

57 CHAPTER 8 CORRECTION FACTORS Note: The following correction factors should not be altered unless you have a detailed knowledge of your engine

58 E6H/E6M applies the Battery Voltage Map to increase the injector on-time as the voltage drops. This map should not be altered unless the system

59 The E6H/E6M begins with the basic idea that there are three ways to compensate for barometric pressure variations: - The first method is to u

60 that the environment always operates at 1000mBars barometric pressure. It will then look at the Barometric Correction Map (located in the Maps

61 When the E6H/E6M is powered, it will run a small test to determine the barometric pressure. As you have read earlier, the ECU switches the fu

62 Alternatively if TPS load sensing is being used the MAP sensor may be connected to the MAP input on the wiring loom since this is free when us

63 The Post Start Map is accessed via the Maps menu. It covers a time of sixty seconds with each bar corresponding to 4 seconds of time. The time

1 Introduction Congratulations on your decision to install a Haltech Engine Management System to your vehicle. Haltech EFI systems have been succ

64 SECTION 3 Software Features CHAPTER 9 FILE STORAGE AND RETRIEVAL Once your Haltech E6H/E6M system is configured you should store the entir

65 9.2 Loading Maps and Identification While the ECU system is ONLINE, you can load previously saved map information from computer disk into your

66 9.4 File Management The ECU's map information is stored as a file on disk. You may think of these files as books in library, where the fi

67 CHAPTER 10 PRINTING MAPS 10.1 The Print Function You can print the maps and identification information to printers that accept IBM emulation

68 CHAPTER 11 DATALOG 11.1 The Data log Option This option records the Engine Data information at a nominal rate of ten times per second while

69 11.1.3 Viewing the Datalog To view the datalog you have just taken, press ς from the Datalog sub-menu. The Engine Data information will appear

70 Before loading a Datalog from disk, you should load the Maps that were saved with it so that the programming software knows the set-up of the E

71 CHAPTER 12 CUSTOMISING THE SOFTWARE 12.1 The Set-up Page The Set-up window allows you to change the way the software works for you. If you a

72 SECTION 4 E6H/E6M Inputs & Outputs The E6H/E6M has several types of optional inputs and outputs. These are: - Idle Speed Control - O2 C

73 CHAPTER 13 SOFTWARE ACCESS 13.1 The Input/Output Page The Input/Output Page is where E6M/E6H input/output options are programmed. This page

2 mount and connect the ECU itself. Haltech systems provide electronic fuelling control. The engine must already be configured with intake manifol

74 2nd MAP Sensor This field is only accessible when the Exhaust MAP Sensor is selected on the Spare Input Function. It tells the software what se

75 connected on the single channel. This minimises the amount of outputs needed to run this engine configuration. E6M-8 and E6H-8 ONLY Extra

76 INJ1INJ2INJ3INJ44 InjectorsInjectorInjectorInjectorInjectorINJ1INJ2INJ3INJ45 InjectorsInjectorInjectorInjectorInjectorInjectorINJ1

77 13.2 The Output Options Page The Output Options Page is where all E6H/E6M options are enabled/disabled and programmed. This page may be access

78 13.4 Enabling Options Every option has an Enable flag at the top of its window. Toggling this flag allows you to switch that option on and of

79 CHAPTER 14 IDLE SPEED CONTROL 14.1 Description A bipolar stepper motor may be used to control the ingress of additional air to the engine wh

80 Fig 14.1. The idle-air circuit. There should be sufficient airflow around the closed throttle plates to permit the engine to idle slowly even w

81 0Target Idle RPMTarget Idle RPM + Cold Idle-Up RPMTarget Idle RPM + Cold Idle-Up RPM + Start RPMEngine ColdEngine Warm20sec5-10 minsRPMTime Nu

82 Hot Min Position Exactly the same as for when the engine is cold, except the value is used for when the engine is hot, that is the temperature

83 CHAPTER 15 CLOSED LOOP CONTROL 15.1 Description By fitting an oxygen sensor to the exhaust system of an engine, the E6H/E6M is able to perfo

3 WARNING: AVOID OPEN SPARKS, FLAMES, OR OPERATION OF ELECTRICAL DEVICES NEAR FLAMMABLE SUBSTANCES. ALWAYS DISCONNECT THE BATTERY CABLES WHEN DOI

84 ONLINE and go to the Output Options Page. Ignition will need to be switched on. Select Closed Loop Control, and adjust the following parameters

85 Engine Cycles at Idle Exhaust gas transportation time is much higher at idle, when the engine is breathing the least. If running the closed lo

86 Figure 15.2. Wiring different oxygen sensors.

87 CHAPTER 16 DIGITAL OUTPUTS 16.1 Description The E6H/E6M possesses up to two special purpose digital output channels (depending on whether or

88 16.2 Turbo Waste Gate Control (TWG) 16.2.1 Description The wastegate of a turbo is operated when the manifold pressure acting on the diaphrag

89 Once the solenoid installation is complete run the E6H/E6M software in ONLINE mode. Select the Turbo Wastegate Control Function on the appropri

90 16.3 Bypass Air Control (BAC) Valve 16.3.1 Description The BAC allows you to use a valve to operate Idle Air Control. Traditionally, Idle Air

91 There are two ways in which this feature can be used: The first application is to have two RPM ranges; one high and one low. In the lower ran

92 Value until the road speed displayed on the Engine Data Page and the actual vehicle speed agree. Go to the Options page in the software, and s

93 Figure 16.6. Example circuit for a Thermatic Fan. 16.7 Electric Intercooler Fan Control (IF) This function can be used to switch on an elec