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ECU Manager User's Guide

V1.01

Based on: ECU Manager v3.0.9.7 Firmware v3.16.34

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Contents 1 Introduction .................................................................................................................. 4

1.1 What is an ECU? ................................................................................................................ 4

1.2 What is ECU Manger? ........................................................................................................ 4

2 PC Installation .............................................................................................................. 4

2.1 General info ....................................................................................................................... 4 2.1.1 Minimum Configuration: ................................................................................................................. 4 2.1.2 Hardware requirements: ................................................................................................................. 4 2.1.3 Supported Windows operating system: .......................................................................................... 4

2.2 CD‐ROM Method ............................................................................................................... 5

2.3 Download Method............................................................................................................. 5

3 Definition of terms ........................................................................................................ 5

4 Getting started ............................................................................................................. 5

4.1 Connect with ECU. ............................................................................................................. 5 4.1.1 Connected ....................................................................................................................................... 5 4.1.2 Timed out… ..................................................................................................................................... 5 4.1.2.1 No communication? .................................................................................................................... 6 4.1.2.2 How to change the active COM port? ......................................................................................... 6

4.2 Open a file. ........................................................................................................................ 6

5 Preferences / Settings ................................................................................................... 6

5.1 Preferences ....................................................................................................................... 6 5.1.1 Auto connect ................................................................................................................................... 6 5.1.2 Fast communication ........................................................................................................................ 6

5.2 Settings ............................................................................................................................. 7 5.2.1 Port settings .................................................................................................................................... 7 5.2.2 Trend settings .................................................................................................................................. 7 5.2.3 Dashboard settings .......................................................................................................................... 7

6 Engine Monitor ............................................................................................................. 8

7 Engine Status ................................................................................................................ 9

8 Engine Parameters ....................................................................................................... 9

8.1 General info ....................................................................................................................... 9 8.1.1 ECU memory organization .............................................................................................................. 9 8.1.2 Table Properties ............................................................................................................................ 10

8.2 Basic Engine Settings ....................................................................................................... 11 8.2.1 Cylinder Trims ............................................................................................................................... 11 8.2.2 Crank Sensor ................................................................................................................................. 12 8.2.3 Idle Rpm ........................................................................................................................................ 14 8.2.3.1 Overview ................................................................................................................................... 14 8.2.3.2 Target Position .......................................................................................................................... 15 8.2.3.3 Target Rpm ................................................................................................................................ 16 8.2.3.4 Ignition Control ......................................................................................................................... 16 8.2.3.5 Rpm PID ..................................................................................................................................... 17 8.2.3.6 Feedback PID ............................................................................................................................. 17

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ECU Manager User's Guide 22-4-2009 2

8.2.4 Boost Control ................................................................................................................................ 18 8.2.4.1 Overview ................................................................................................................................... 18 8.2.4.2 Target Boost .............................................................................................................................. 19

8.2.5 Rev Limiter .................................................................................................................................... 19 8.2.6 Lean Protection ............................................................................................................................. 20 8.2.7 Over boost Protection ................................................................................................................... 20 8.2.8 Knock Control ................................................................................................................................ 21 8.2.8.1 General ...................................................................................................................................... 21 8.2.8.2 Individual ................................................................................................................................... 21

8.3 Ignition Settings ............................................................................................................... 22 8.3.1 Main Table ..................................................................................................................................... 22 8.3.2 CTE and IAT Compensation ........................................................................................................... 22 8.3.3 Voltage Compensation (Dwell time) ............................................................................................. 23

8.4 Fuel Settings .................................................................................................................... 23 8.4.1 Main Table ..................................................................................................................................... 23 8.4.2 Adaption Table .............................................................................................................................. 24 8.4.3 AFR Table ....................................................................................................................................... 24 8.4.4 General Fuel Settings .................................................................................................................... 25 8.4.4.1 Required Fuel ............................................................................................................................ 25 8.4.4.2 Closed Loop ............................................................................................................................... 25 8.4.4.3 Fuel Pump.................................................................................................................................. 26 8.4.4.4 Overrun Fuel Cut ....................................................................................................................... 27

8.4.5 CTE and IAT Compensation ........................................................................................................... 27 8.4.6 Injector Dead Time ........................................................................................................................ 28 8.4.7 Start Enrichment ........................................................................................................................... 28 8.4.7.1 AFR dep. CTE ............................................................................................................................. 28 8.4.7.2 After Start Enrichment. ............................................................................................................. 29 8.4.7.3 Fuel Saver .................................................................................................................................. 29

8.4.8 Transient enrichment .................................................................................................................... 29

8.5 Sensor Calibration ........................................................................................................... 29

9 Fault codes ................................................................................................................. 30

10 Trending .................................................................................................................. 30

11 Log .......................................................................................................................... 31

12 Dashboard ............................................................................................................... 31

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1 Introduction This manual is intended to help users of install and utilize ECU Manager. It includes an introduction to ECU’s, which may be informative to first time users. Detailed technical information and complete parameter descriptions are available in this handbook.

1.1 What is an ECU? An Engine Control Unit (ECU) is an electronic device which controls various aspects of a combustion engine. The simplest ECUs control only the quantity of fuel injected into each cylinder each engine cycle. More advanced ECUs found on most modern cars also control the ignition timing, variable valve timing (VVT), the level of boost maintained by the turbocharger (in turbocharged cars), and control other peripherals. ECUs determine the quantity of fuel, ignition timing and other parameters by monitoring the engine through sensors. These can include MAP sensor, throttle position sensor, air temperature sensor, oxygen sensor and many others. Often this is done using a control loop (such as a PID controller). Before ECUs most engine parameters were fixed. The quantity of fuel per cylinder per cycle was determined by a carburetor or injector pump.

1.2 What is ECU Manger? ECU Manager is a toolset for Decs Engine Control Units. This software is easy to use

and designed to configure your Decs ECU with features as monitoring, logging and trending.

ECU manager runs as a 32-bit application on MS Windows®.

2 PC Installation

2.1 General info For some Windows® Operating Systems, administrative access is required to install software on a PC. ECU Manager must be installed on the PC hard drive – it cannot be run on a server.

2.1.1 Minimum Configuration: • Compatible Intel Pentium® class system • Supported Windows operating system (see list 2.1.3) • 512 MB memory • 85 MB of hard disk space • Internet Explorer 5.0 or greater for installation and on-line Help

2.1.2 Hardware requirements: • Serial port or USB-Serial • USB

2.1.3 Supported Windows operating system:

• Windows® 98 SE • Windows ME • Windows NT® 4.0 SP6a Workstations (NOT Servers) • Windows 2000 SP2 • Windows XP Home and Professional • Windows Vista

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2.2 CD-ROM Method Place the CD into the drive. Follow the on screen menu to install ECU Manager. If no on-screen menu appears, use Explorer to find the setup directory on the CD. By double-clicking on the executable file setup.exe the installation will start.

2.3 Download Method From the Decs web site http://www.decselectronics.com/downloads.html choose ECU Manager vx.x.x.x zipped installation version. After downloading extract the zipped version. Open the directory and by double-clicking on the executable file setup.exe the installation will start.

3 Definition of terms Engine speed revolutions per minute (rpm) Inlet pressure (hPa) 1000hpa = 1 Atm Temperature degrees Centigrade (C) Time (fuel flow) pulse length (ms) Exhaust mixture AFR (A/F) Throttle opening (%) Ignition degrees before top dead centre (degs. TDC) CTE Coolant Temperature (C) IAT Intake air temperature (C) TPS Throttle Position Sensor (%) MAP Manifold air pressure (hPa)

4 Getting started Start-up ECU Manager.

Make a choice:

4.1 Connect with ECU. After the selection, “Connect to ECU” Check your communication status at the bottom of the page.

4.1.1 Connected

4.1.2 Timed out…

In this case ECU Manager opened a communication port. But did not recognize a Decs ECU on the selected COM port (Standard COM1)

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http://www.decselectronics.com/downloads.html

4.1.2.1 No communication? • Is the ECU is powered? • Is the ignition key on? • Is the communication cable connected between the Decs ECU and the selected COM port (Standard COM1). If all of these questions are answered with yes, contact us at [email protected]

4.1.2.2 How to change the active COM port? • First Disconnect.

• Then Select another port:

• And connect again.

4.2 Open a file.

5 Preferences / Settings

5.1 Preferences

5.1.1 Auto connect ECU Manager will automatic connect with the ECU during the start-up of ECU Manager if the auto connect function is enabled.

Enable auto connect

5.1.2 Fast communication This can be useful when you are logging. But fast communication is not as stable as slow communication because slow communication is working with an interval (100 Frames/s) and fast communication not this speed is depending of external factors such as: frame sizes, cable length etc....

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Select fast communication

5.2 Settings

5.2.1 Port settings

Change the active comport.

See: How to change the active COM port?

5.2.2 Trend settings

Open Trend settings screen. See: Trending

5.2.3 Dashboard settings

Open Dashboard settings screen. See: Dashboard Menu buttons

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6 Engine Monitor

All readings are actual values unless you have no communication with the ECU.

• RPM: Actual engine revolutions in a minute. • Manifold air press: Intake manifold pressure measured on the vacuum line. MAP is standard

used as load signal. • Mass air flow: This instrument measures the weight of the intake air. • Throttle position: Some sensors measures the throttle position. The sensor can be mounted

on the throttle body or on the accelerator. • Coolant temperature: Is the value that is interpolated from the CTE Sensor Calibration Table.

The sensor itself is mounted in the cool water system of the engine. This sensor can be scaled as NTC or PTC.

• Intake air temperature: Is the value that is interpolated from the IAT Sensor Calibration Table. The sensor measures the air intake temperature. This sensor can be scaled as NTC or PTC. All these sensors are analogue input signals and have their own scaling. See: Sensor Calibration

• Ignition advance table: This value is interpolated from the Ignition Main Table depending of the engine load and engine rpm. See: Ignition Main Table

• Knock regulation: This value is zero unless you have knocks caused by misfires. This detection is done by 1 or 2 piëzo microphones bolted to the engine block and connected straight to the ECU.

• Ignition compensation dep. CTE (Coolant Temperature): The compensation is interpolated from the Ignition CTE Comp. Table. and this compensation will be added to ignition time from table to become the actual ignition advance angle.

• Ignition compensation dep. IAT (Intake air Temperature): The compensation is interpolated from the Ignition IAT Comp. Table and this compensation will be added to ignition time from table to become the actual ignition advance angle.

• Ignition advance out: This is the actual ignition advance angle what goes out to the ignition power module. (Coils cannot be straight connected to the Decs ECU)

• AFR: Measured AFR. • AFR from table: This value is AFR value depending of the engine load and engine rpm. See:

AFR Table

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• AFR depending on CTE: AFR depends on CTE from table. • AFR target: The ECU will use the richest from both AFRs to calculate the injection time

or AFR from table or AFR by CTE.

• Injection duty cycle: is the percentage of time the injector is open. 0% the injectors are closed and 100% the injectors are continuously open during a cycle.

• Volumetric efficiency: is a flow or efficiency characteristic of the engine depending on load and rpm. See: Fuel Main Table. This value is used to calculate the injection time before the compensations. The calculation from volumetric efficiency to injection time depends on the injector factor and AFR target.

• Injection time before compensation: calculated from volumetric efficiency, injector factor and target AFR.

• Closed loop compensation: If closed loop is enabled the ECU will try to reach its target AFR. If the volumetric efficiency in the Fuel Main Table is not correct, fuel trim by AFR will compensate the difference. The ECU will also store the compensation in the Adaption Table. See: Adaption Table

• Additive fuel trim: is a long term fuel trim which is active at a little load. • Multiplicand fuel trim: is a long term fuel trim which is active at a higher load.

Additive and multiplicand fuel trim are depending on air humidity and oxygen contents. • Fuel trim adaption: This value is a fuel compensation factor depending on the engine load

and engine rpm. See: Adaption Table • Injection compensation dep. CTE: The compensation is interpolated from the Injection CTE

Comp. Table and this compensation will be added to become the actual Injector time out. • Injection compensation dep. IAT: The compensation is interpolated from the Injection IAT

Comp. Table and this compensation will be added to become the actual Injector time out.

7 Engine Status

This screen is a status overview of all sensors, ECU controls, and Protections.

8 Engine Parameters

8.1 General info

8.1.1 ECU memory organization The ECU contains two types of memory: • RAM memory is a temporary memory that the ECU uses to make calculations it’s a

fast accessible memory. This memory will be lost and initialized by ROM data when you power-up the ECU.

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• ROM memory is used to store tables and parameters this memory will be used when you power-up the ECU.

So when you make changes, changes will be exECUted in RAM. ROM needs to be stored manually.

To store all variables, not tables, press arrow down.

To store tables, press the store button near each table.

Load or arrow up is useful when you want to undo your changes. The ECU will put the ROM settings into RAM.

Remember: When you finish the configuration, do not forget to STORE the changes, (copy RAM to ROM), otherwise RAM will be lost on ECU power-up. Or press LOAD to undo your changes.

8.1.2 Table Properties

• Show Graph: This button is useful when you want to see this table in a graph.

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• Change RPM/Load: The column and row headers are normally frozen. When you enable change RPM/Load you are able to change the column and row headers. Note that this is the scaling of the table.

• Import Table: This is a function to import a table from another file. When you press this button you can choose a file, when you open this file the changes will be visible on the table, and ECU Manager will ask if you want to write this table.

• Auto cursor: When you enable auto cursor and the engine is running the ECU will select the active cell where the ECU is pulling data from.

• Percentage: If you press one of the percentage buttons ECU Manger will add the percentage to the selected cells and automatic write this selected cells to the ECU.

• Textbox: When you make a selection the ECU will activate this textbox and you are able to fill in a value, after pressing enter the selected cells will be written to the ECU and the table will be updated.

• Memory: When you finish the configuration do not forget to STORE, copy RAM to ROM because RAM will be lost by power up. Or LOAD to undo your changes. See also ECU memory organization.

8.2 Basic Engine Settings

8.2.1 Cylinder Trims

On this tab page you can setup your engine configuration or cylinder configuration. At the left side you have the box “quick settings” where you can set the number of cylinders the firing order and the ignition configuration (waste spark or not). Press “Calculate settings” and you see the result in the box “Advanced settings”. The firing order of most cars is detailed in a workshop manual or traceable on the internet. In the box advanced settings you can set a custom cycle angle for each cylinder if you have special Cylinder Trims. Near the column cylinder angle you have a column injector with a checkbox for each cylinder this checkbox is meant to switch of injectors. This can be useful if you want to start-up your engine and check your ignition without injecting any fuel. The last 6 columns are made to setup the ignition, for each cylinder you can choose an ignition output. Injector outputs Software Hardware output Injector 1 X2-1 Injector 2 X2-9 Injector 3 X2-16

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Injector 4 X2-2 Injector 5 X2-10 Injector 6 X2-17 Injector 7 X2-3 Injector 8 X2-18 Ignition outputs Software Hardware output Ignition output 1 X2-4 Ignition output 2 X2-12 Ignition output 3 X2-19 Ignition output 4 X2-5 Ignition output 5 X2-13 Ignition output 6 X2-20 Do not connect the ignition coil straight to the output, the ignition coil need to be switched by an ignition coil driver. If you have wasted spark, each coil output can handle two spark plugs on each cylinder which are 360 degrees out of phase (and therefore reach TDC at the same time); in the four cycle engine this means that one plug will be sparking during the end of the exhaust stroke while the other fires at the usual ignition time. Remember: Do not forget to write when you finished the configuration.

8.2.2 Crank Sensor

A crank sensor is a component used on combustion engine to monitor the position and rotation speed of the crankshaft. This information is used to control the ignition timing and other engine parameters. Crank sensors in engines usually consist of a magnet and an inductive coil, or they may be based on magnetically triggered Hall Effect semiconductor devices. The crank sensor does always have at least 1 missing tooth so the ECU can use the gap as reference for its cycle. The crank sensor can be used in different setups:

1. As crank sensor together with a cam sensor. (This setup is showed in this example with 60-2 on the crank wheel)

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• Crank sensor mounted on the main crank pulley, the flywheel, or occasionally on the crankshaft itself.

• Cam sensor mounted on the cam wheel.

Important: The location of the cam sensors trigger position because the ECU need to know if he triggers in the first part of the cycle or the last (0 -360 deg or 360 – 720 deg)

2. When a crank sensor is mounted on the distributor (a good reference has at least 24-1 teeth) In this case you don’t need a cam sensor because 1 rotation is a complete cycle. Example configuration: Total teeth = 24 Number of teeth between gaps = 23 Cam sensor angle = 0 (not important in this case) Crank sensor before tdc = depends of the position angle of the sensor Crank sensor need to be enabled. Cam sensor is not enabled. 3. A setup for engines with four or eight pulses in a cycle. This setup can be used for older types of engines with a sensor in the distributor or a sensor on the flywheel that generates four or eight pulses in a cycle. In this case you need to use the distributor for the ignition and the injectors will inject semi sequential. Example configuration: Total teeth = 4 Number of teeth between gaps = 4 Cam sensor angle = 0 (not important in this case) Crank sensor before tdc = depends of the position angle of the sensor Crank sensor need to be enabled. Cam sensor is not enabled. In this situation the ECU cannot very often update the rotation speed and position so it is best to update the engine configuration to setup 1. or setup 2. With at least 24 – 1 teeth in a cycle.

4. At last there is the selection 2 stroke or 4 stroke (cycle = 360 deg or 720 deg) Important for all configurations: The total teeth number needs to be dividable by the number of cylinders of your engine. Important: The sensor cables need to be shielded and connected as shown on the hardware drawing.

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8.2.3 Idle Rpm

8.2.3.1 Overview

In Idle Rpm overview you see:

• Target position, this value depends on CTE and is the result of the table in the tab page Target Position.

• Engine rpm, this are the actual engine revolutions. • Target rpm, this value depends on CTE and is the result of the table in the tab page Target

Rpm. • PWM frequency, this is the modulation frequency depending on the type of idle valve. The

different modulation frequencies are selectable to prevent resonations in the valve. • Valve output 0-100% (duty cycle) is in common used for servo valves and spring return valves.

(2 wires) In the dropdown box below Valve output 0-100% you can choose which Hardware output you want to select.

• Valve output 100-0% is the inverse output of the idle control, so 0% Valve output is 100% duty cycle. 100% Valve output is 0% duty cycle. This function can be used for 3 wire valves with an open and close control.

Software Hardware output General Purpose 1 X2-8 General Purpose 2 X2-14 General Purpose 3 X2-15 General Purpose 4 X2-21 General Purpose 5 X2-22

At the right side of the screen you can see the Actual values of the parameters. In the line diagram you can make selection between Target position or Rpm PID loop.

When you select the Rpm PID instead of target position, you can use the table Target Position with another function. In this case the table can be used as minimum value for the valve output. (Figure 8.2.3.2 below “Set minimum” need to be ON (checked). How to calibrate the minimum values in the Target Position table:

• The engine needs to run steady on the Rpm PID loop. • Ensure Idle control is enabled • Ensure your CTE sensor is calibrated. • The engine need to be cold.(best situation freezing morning) • In the figure “8.2.3.5 Rpm PID” you need to set the PID out limits

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- “start position” so that the engine can start (valve a little bit open). - “minimum” to the absolute minimum 0.0 - “maximum” to absolute maximum 100.0

and this PID need to be configured so the engine is running steady, • Set the switches in the mode as shown in the figure above. • Uncheck function “Set minimum”, see figure below • Check function “Pre learn” • Start your engine. • Now when the engine is running you need to wait until the engine is hot.

When the engine is hot (depends on the thermostat temp, e.g. 90 deg) you can uncheck “Pre learn” and check “Set minimum” and do not forget to store the table.

The next step in the line diagram is a choice between an idle valve with or without feedback. The choice with feedback is used to have a faster and more accurate control over the idle valve. Most of the time is the function with feedback and the function Target Position mode used together. An idle valve with feedback has a build in potentiometer.

8.2.3.2 Target Position

Depending of the switches in “Overview” this table is used as Target position or can be used as minimum position. In function “Pre learn” the ecu learns the idle valve position values at different temperatures and writes them in the table Target Position. In function “Set minimum” the ECU uses the Target position from this table to set the minimum valve output. This is to prevent the valve from running out of its control range and the engine from stalling.

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8.2.3.3 Target Rpm

In the Target Rpm table you can configure the idle speed at different coolant temprtatures.

8.2.3.4 Ignition Control

The engine will respond quicker when you enable the Ignition control. The ignition control will be active when the TPS is below the setting in the top-right corner.

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8.2.3.5 Rpm PID

Rpm related PID is a PID setting to control the idle valve See overview. Start position is the position when you turn on the ignition key. Loop speed is the general control speed of the PID loop, the loop speed has a big influence on the I and the D factor.

8.2.3.6 Feedback PID

Feedback PID is used to control the idle valve depending on the analogue response he gets from the idle valve.

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8.2.4 Boost Control

8.2.4.1 Overview

In Boost Control Overview you see

• Target position, this value depends on TPS and is the result of the table in the tab page Target Boost. This table has two functions depending on the valve output switch. In this case, when you select target position you need to calibrate the table with values from 0-100% valve duty cycle.

• Actual MAP, this is the actual Intake manifold air pressure. • Target MAP, this value depends on TPS and is the result of the table in the tab page Target

Boost. This table has two functions depending on the valve output switch. In this case, • PWM frequency, this is the modulation frequency depending on the type of idle valve. The

different modulation frequencies are selectable to prevent resonations in the valve. • Valve output 0-100% (duty cycle) is in common used for servo valves and spring return valves.

(2 wires). In the dropdown box below Valve output 0-100% you can choose which Hardware output you want to select.

• With checkbox Valve output inverted you can invert the valve output duty cycle, 100% valve output is 0% duty cycle and 0% valve output is 100% duty cycle

Software Hardware output General Purpose 1 X2-8 General Purpose 2 X2-14 General Purpose 3 X2-15 General Purpose 4 X2-21 General Purpose 5 X2-22 At the right side of the screen you can see the Actual values of the parameters.

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8.2.4.2 Target Boost

This table has two functions depending on the valve output switch in Boost Control Overview. When you select target position you need to calibrate the table with values from 0-100% valve duty cycle. When you select the PID you need to calibrate the table with values from 0-1500hPa if you have a maximum intake pressure of 1,5 Bar (Absolute).

8.2.5 Rev Limiter

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8.2.6 Lean Protection

Lean Protection will be active when the AFR value exceeds the set point. The sensitivity is used to set the alarm more or less sensitive to prevent an alarm by small peak measurements.

8.2.7 Over boost Protection

Over boost Protection will be active when the Manifold air pressure exceeds the set point. The sensitivity is used to set the alarm more or less sensitive to prevent an alarm by small peak measurements.

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8.2.8 Knock Control

8.2.8.1 General

On this page it is possible to configure the Knock Control in general. At the left side you can select which sensor triggers which cylinder depending on which bank the sensor is mounted. “Frequency”, “Gain”, “Integrator” is depending of the engine material or place where the sensors are mounted.(crankcase or cylinder head) “Ignition retard deg/knock” is how many crankshaft degrees the ECU will delay the ignition for each knock it detects. “Ignition retard limit” the maximum crankshaft degrees the ECU can retard the ignition angle by Knock Control. “Ignition recovery/ cycle” is how many crankshaft degrees per cycle the ignition recovers after a knock.

8.2.8.2 Individual

On this screen you can readout the knock sensor for each cylinder and configure the knock set point for each cylinder. This setting is depending of the position of the sensor and depending on the background noise of each cylinder.

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8.3 Ignition Settings

8.3.1 Main Table

The ECU will interpolate this table to get the ignition angle. With the function auto cursor the active cell will light up. There are 4 buttons -5%,-1%,+1%,+5% when you make a selection and press one of the buttons the selection will be changed with the factor on the chosen button.

When you press you will see a graph form this table.

When you select edit graph in the top-left corner you can select points and track them to value you want. Do not forget to write and when you finished do not forget to press the store button near the table. See ECU memory organization.

8.3.2 CTE and IAT Compensation

The ECU will compensate the ignition angle by CTE and IAT. The actual compensation will be added to the main ignition angle.

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8.3.3 Voltage Compensation (Dwell time)

Dwell time is the time to charge the ignition coil. When the voltage is lower you need to charge the coil for a longer time to have the same amount of energy in the spark. The configured dwell time in Basic Engine Settings will be compensated with the result from this table. The compensated dwell time is used to charge the ignition coil.

8.4 Fuel Settings

8.4.1 Main Table

Sequential injection: When you enable sequential injection the ECU will inject once in a cycle for each cylinder. When this feature is disabled the ECU will inject 2 times in a cycle for each cylinder. If the cam sensor fails the ECU will automatic disable sequential injection, this is a fail safe mode for the cam sensor. The table contains volumetric efficiency values. Volumetric efficiency is a ratio of what volume of air and fuel that enters and leaves the cylinder compared to the cylinder volume at each load and speed. With the volumetric factor filtered out of this table the ECU will calculate the actual injection time. The result in injection time depends on Injector factor in general Fuel Settings and target AFR.

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Injector factor represents a factor depending on Size and number of injectors, fuel pressure, and engine displacement. See: General Fuel Settings

8.4.2 Adaption Table

The adaption Table is made to compensate the deviation between the target AFR and measured AFR. The ECU will write the difference in volumetric efficiency in this table. So with this function the ECU is a self learning device and will compensate the difference. “Clear” will set the table to zero. “Compensate” will compensate the Volumetric or Fuel Main Table when the compensation is done you need to set the table to zero. “Refresh” will refresh the table because a table will never automatic refresh.

8.4.3 AFR Table

In this table you can set the target AFR depending on rpm and load. If the Volumetric Efficiency table is set to your engine characteristic, the ECU will calculate the injection time so that the target AFR will be reached.

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8.4.4 General Fuel Settings

8.4.4.1 Required Fuel

Required Fuel represents a weight of fuel depending on Size and number of injectors, fuel pressure, and engine displacement. Required fuel can be calculated with Quick Settings.

8.4.4.2 Closed Loop

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Closed loop: This is the short fuel trim. When this function is disabled all other fuel trim functions are also disabled. Long term fuel trim this used as slow fuel trim to compensate the air humidity. And air pollution or oxygen contents. The typical value for the long term fuel trim is zero. Additive fuel trim: is a long term fuel trim which is active during a low load. Multiplicand fuel trim: is a long term fuel trim, and it is active during a higher load. The injection advance angle is the crank angle before tdc of each cylinder when the injector stops injecting. The best stop angle is when the inlet valve opens. Distance between the AFR sensor and exhaust valve this can be checked by doing steps in the AFR target when the distance is ok the measured AFR will overlap the target AFR.

8.4.4.3 Fuel Pump

Fuel pump: When the engine start the fuel pump starts if the fuel pump is enabled of course.

-Pressurize timeout is the time that the fuel pump is running after switching in the ignition key to pressurize the injectors and fuel lines.

-Engine stop timeout is a delay to stop the fuel pump after the engine has stopped.

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8.4.4.4 Overrun Fuel Cut

Overrun fuel cut: is active when the function is enabled, the rpm need to be above its set point, the cooling water temperature need to be above its set point and the TPS or load are less then there set point.

8.4.5 CTE and IAT Compensation

The ECU will compensate the injection time by CTE and IAT. The actual compensation factor will be added to the main injection time.

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8.4.6 Injector Dead Time

Injector dead time is the time between the injector gets the open pulse and the moment when the injector is delivering fuel. Dead time vs. battery voltage can be calibrated in this table, so the lower the battery voltage the longer the dead time.

8.4.7 Start Enrichment

8.4.7.1 AFR dep. CTE

AFR depending on CTE is used to enrich the engine when your engine is cold running. So now you two AFR values, one from the AFR Table and one from this table the ECU will choose the richest AFR to have a good fuel mixture.

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8.4.7.2 After Start Enrichment.

This table is developed to extend the injection time for cold starting. After 500 crank rounds the injection time is reduced to its original time 100.0%.

8.4.7.3 Fuel Saver

This table is added to reduce the AFR depending on CTE enrichment to its main AFR Table. Specially for accelerating with a cold engine the higher the revolution the less choke you need.

8.4.8 Transient enrichment Transient enrichment is engineered to calculate the acceleration enrichment, when the engine is running there is an amount of fuel that stays in the inlet manifold known as puddle. When the engine is consuming more fuel the puddle will be bigger but the puddle will also vaporize because of the vacuum and the amount of air that is flying over the puddle. Tau is an amount of fuel that vaporizes and X is a percentage of fuel that will be added to the puddle. The standard x-tau setup is working well for most engines.

8.5 Sensor Calibration

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The tab page Sensor Calibration has subdivisions as IAT inlet air temperature, CTE coolant temperature, MAP manifold air pressure and TPS throttle position sensor. For each sensor there is a calibration table. After doing some modifications do not forget to store. For most of the sensors you can also configure a minimum, maximum and default value. When the sensor is going out of range greater then maximum or less than minimum, the ECU will generate a fault code and the ECU will use the default value. After accepting the fault codes the ECU will use the calibration table again, unless the sensor is still in alarm. For sensors where no default value is available the ECU will alarm and use the out of range value.

9 Fault codes

When a new fault code appears, Fault codes in the menu bar will start flashing. When you press the Accept button ECU manager will accept all fault codes and the flashing indication will stop. The clear button will clear this list and reset all fault codes. Active fault codes will come back.

10 Trending

The values at the top of the trend screen are actual values unless you select cursor. This function is integrated to make a log file visible by opening a log file or to visualize the actual values in a trend. You can make a trend by pressing start; ECU Manager will ask to save a copy from the trend on the hard disk. When you press pause it will break, when you press stop it will stop and close the file.

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When you enable cursor and select a point in the trend you can see the value of all variables of that point at the top of the trend screen. This is a nice feature when you want to see the values of a curtain point in a log file. With the settings menu you are able to scale all values in this trend screen. Important: When you are trending/logging only these values will be updated.

11 Log

Main group: Main group are the values who are visualized in the trend screen. Injector Times: This is created for service logs or online support. Sync data: This is a special log function for time based functions. Service: This is created for service logs or online support. Important: When you are trending/logging only the values wath you are logging will be updated.

12 Dashboard

This feature is created to have a dashboard overview; with the settings menu you are able to scale the gauges of the dash. Regards, Decs Electronics

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