ecu manager user's guide v1.01

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ECU ManagerUser's GuideV1.01

Based on:

ECU Manager v3.0.9.7Firmware v3.16.34


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Contents

1 Introduction.................................................................................................................. 41.1 WhatisanECU?................................................................................................................ 41.2 WhatisECUManger?........................................................................................................ 4

2 PCInstallation.............................................................................................................. 42.1 Generalinfo....................................................................................................................... 4

2.1.1 MinimumConfiguration: ................................................................................................................. 42.1.2 Hardwarerequirements:................................................................................................................. 42.1.3 SupportedWindowsoperatingsystem:.......................................................................................... 4

2.2 CDROMMethod............................................................................................................... 52.3 DownloadMethod............................................................................................................. 5

3 Definitionofterms........................................................................................................ 54 Gettingstarted............................................................................................................. 54.1 ConnectwithECU.............................................................................................................. 5

4.1.1 Connected....................................................................................................................................... 54.1.2 Timedout..................................................................................................................................... 5

4.1.2.1 Nocommunication?.................................................................................................................... 64.1.2.2 HowtochangetheactiveCOMport?......................................................................................... 6

4.2 Openafile......................................................................................................................... 65 Preferences/Settings................................................................................................... 65.1 Preferences....................................................................................................................... 6

5.1.1 Autoconnect................................................................................................................................... 65.1.2 Fastcommunication........................................................................................................................ 6

5.2 Settings............................................................................................................................. 75.2.1 Portsettings.................................................................................................................................... 75.2.2 Trendsettings.................................................................................................................................. 75.2.3 Dashboardsettings.......................................................................................................................... 7

6 EngineMonitor............................................................................................................. 87 EngineStatus................................................................................................................ 98 EngineParameters....................................................................................................... 98.1 Generalinfo....................................................................................................................... 9

8.1.1 ECUmemoryorganization.............................................................................................................. 98.1.2 TableProperties............................................................................................................................ 10

8.2 BasicEngineSettings....................................................................................................... 118.2.1 CylinderTrims............................................................................................................................... 118.2.2 CrankSensor................................................................................................................................. 128.2.3 IdleRpm........................................................................................................................................ 14

8.2.3.1 Overview................................................................................................................................... 148.2.3.2 TargetPosition.......................................................................................................................... 158.2.3.3 TargetRpm................................................................................................................................ 168.2.3.4 IgnitionControl......................................................................................................................... 168.2.3.5 RpmPID..................................................................................................................................... 178.2.3.6 FeedbackPID............................................................................................................................. 17

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8.2.4 BoostControl................................................................................................................................ 188.2.4.1 Overview................................................................................................................................... 188.2.4.2 TargetBoost.............................................................................................................................. 19

8.2.5 RevLimiter.................................................................................................................................... 198.2.6 LeanProtection............................................................................................................................. 208.2.7 OverboostProtection................................................................................................................... 208.2.8 KnockControl................................................................................................................................ 21

8.2.8.1 General...................................................................................................................................... 218.2.8.2 Individual................................................................................................................................... 21

8.3 IgnitionSettings............................................................................................................... 228.3.1 MainTable..................................................................................................................................... 228.3.2 CTEandIATCompensation........................................................................................................... 228.3.3 VoltageCompensation(Dwelltime)............................................................................................. 23

8.4 FuelSettings.................................................................................................................... 238.4.1 MainTable..................................................................................................................................... 238.4.2 AdaptionTable.............................................................................................................................. 248.4.3 AFRTable....................................................................................................................................... 248.4.4 GeneralFuelSettings.................................................................................................................... 25

8.4.4.1 RequiredFuel............................................................................................................................ 258.4.4.2 ClosedLoop............................................................................................................................... 258.4.4.3 FuelPump.................................................................................................................................. 268.4.4.4 OverrunFuelCut....................................................................................................................... 27

8.4.5 CTEandIATCompensation........................................................................................................... 278.4.6 InjectorDeadTime........................................................................................................................ 288.4.7 StartEnrichment........................................................................................................................... 28

8.4.7.1 AFRdep.CTE............................................................................................................................. 288.4.7.2 AfterStartEnrichment.............................................................................................................. 298.4.7.3 FuelSaver.................................................................................................................................. 29

8.4.8 Transientenrichment.................................................................................................................... 298.5 SensorCalibration........................................................................................................... 29

9 Faultcodes................................................................................................................. 3010 Trending.................................................................................................................. 3011 Log.......................................................................................................................... 3112 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 ECUs, 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 aspectsof a combustion engine. The simplest ECUs control only the quantity of fuel injectedinto each cylinder each engine cycle. More advanced ECUs found on most moderncars also control the ignition timing, variable valve timing (VVT), the level of boostmaintained by the turbocharger (in turbocharged cars), and control other peripherals.

ECUs determine the quantity of fuel, ignition timing and other parameters bymonitoring the engine through sensors. These can include MAP sensor, throttleposition sensor, air temperature sensor, oxygen sensor and many others. Often this isdone using a control loop (such as a PID controller).

Before ECUs most engine parameters were fixed. The quantity of fuel per cylinder percycle 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 useand 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 infoFor some WindowsOperating Systems, administrative access is required to installsoftware on a PC. ECU Manager must be installed on the PC hard drive it cannot berun on a server.

2.1.1 Min imum Configuration:

Compatible Intel Pentiumclass 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:

Windows98 SE Windows ME Windows NT4.0 SP6a Workstations (NOT Servers) Windows 2000 SP2 Windows XP Home and Professional

Windows Vista


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2.2 CD-ROM MethodPlace the CD into the drive. Follow the on screen menu to install ECU Manager. If noon-screen menu appears, use Explorer to find the setup directory on the CD. Bydouble-clicking on the executable filesetup.exethe installation will start.

2.3 Download MethodFrom the Decs web site http://www.decselectronics.com/downloads.html chooseECU Manager vx.x.x.x zipped installation version.After downloading extract the zipped version. Open the directory and by double-clicking on the executable filesetup.exethe 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 startedStart-up ECU Manager.

Make a choice:

4.1 Connect with ECU.

After the selection, Connect to ECU Check your communication status at the bottomof 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 (StandardCOM1)


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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 andthe selected COM port (Standard COM1).

If all of these questions are answered with yes, contact us [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 fi le.

5 Preferences / Settings

5.1 Preferences

5.1.1 Auto connect

ECU Manager will automatic connect with the ECU during the start-up of ECUManager 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 asstable as slow communication because slow communication is working withan interval (100 Frames/s) and fast communication not this speed isdepending 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 scaledas NTC or PTC.

Intake air temperature: Is the value that is interpolated from the IAT Sensor CalibrationTable. The sensor measures the air intake temperature. This sensor can be scaled as NTC orPTC.

Al l these sensors are analogue input s ignals and have their own scaling. See: SensorCalibration

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 pizo microphones bolted to the engine block and connectedstraight to the ECU.

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

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

Ignition advance out:This is the actual ignition advance angle what goes out to the ignitionpower 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 tableor AFR by CTE.

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

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

Injection time before compensation: calculated from volumetric efficiency, injector factorand target AFR.

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

Additi ve fuel tr im: 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 t rim 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 its afast accessible memory. This memory will be lost and initialized by ROM data whenyou power-up the ECU.


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ROM memory is used to store tables and parameters this memory will be used whenyou 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 settingsinto RAM.

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

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 enablechange RPM/Load you are able to change the column and row headers. Note that this is thescaling of the table.

Import Table: This is a function to import a table from another file. When you press this buttonyou can choose a file, when you open this file the changes will be visible on the table, andECU 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 theactive cell where the ECU is pulling data from.

Percentage: If you press one of the percentage buttons ECU Manger will add the percentageto 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 fillin a value, after pressing enter the selected cells will be written to the ECU and the table willbe updated.

Memory:When you finish the configuration do not forget to STORE, copy RAM to ROMbecause RAM will be lost by power up. Or LOAD to undo your changes. See also ECUmemory 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 firingorder and the ignition configuration (waste spark or not). Press Calculate settings and you see theresult in the box Advanced settings. The firing order of most cars is detailed in a workshop manual ortraceable on the internet.

In the box advanced settings you can set a custom cycle angle for each cylinder if you have specialCylinder Trims. Near the column cylinder angle you have a column injector with a checkbox for eachcylinder 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 anyfuel.

The last 6 columns are made to setup the ignition, for each cylinder you can choose an ignition output.

Injector outputs

Software Hardware outputInjector 1 X2-1

Injector 2 X2-9Injector 3 X2-16


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Injector 4 X2-2Injector 5 X2-10Injector 6 X2-17Injector 7 X2-3Injector 8 X2-18

Ignition outputs

Software Hardware outputIgnition output 1 X2-4Ignition output 2 X2-12Ignition output 3 X2-19Ignition output 4 X2-5Ignition output 5 X2-13Ignition output 6 X2-20Do not connect the ignition coil straight to the output, the ignition coil need to be switched byan ignition coil driver.

If you have wasted spark, each coil output can handle two spark plugs on each cylinder which are 360degrees out of phase (and therefore reach TDC at the same time); in the four cycle engine this meansthat one plug will be sparking during the end of the exhaust stroke while the other fires at the usualignition 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 speedof 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 onmagnetically triggered Hall Effect semiconductor devices.

The crank sensor does always have at least 1 missing tooth so the ECU can use the gap asreference 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 crankwheel)


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

Cam sensor mounted on the cam wheel.

Important: The location of the cam sensors trigger posi tion because the ECU need to know ifhe triggers in the firs t 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 dont need a cam sensor because 1 rotation is a complete cycle.

Example configuration:Total teeth =24Number of teeth between gaps =23Cam sensor angle =0 (not important in this case)Crank sensor before tdc =depends of the position angle of the sensorCrank 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 onthe 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 semisequential.

Example configuration:Total teeth =4Number of teeth between gaps =4Cam sensor angle =0 (not important in this case)Crank sensor before tdc =depends of the position angle of the sensorCrank 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 toupdate 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 numberofcylinders of your engine.

Important: The sensor cables need to be sh ielded and connected as shown on thehardware 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 youwant to select.

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

Software Hardware outputGeneral Purpose 1 X2-8General Purpose 2 X2-14General Purpose 3 X2-15General Purpose 4 X2-21General 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 Positionwith another function. In this case the table can be used as minimum value for the valveoutput. (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) youcan uncheck Pre learn and check Set minimum and do not forget to storethe table.

The next step in the line diagram is a choice between an idle valve with or without feedback. Thechoice with feedback is used to have a faster and more accurate control over the idle valve. Most ofthe 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 asminimum position.

In function Pre learn the ecu learns the idle valve position values at different temperatures and writesthem in the table Target Position.In function Set minimum the ECU uses the Target position from this table to set the minimumvalve output. This is to prevent the valve from running out of its control range and theengine 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 P ID 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 Iand 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 theidle 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, whenyou select target position you need to calibrate the table with values from 0-100% valve dutycycle.

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 youwant to select.

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

Software Hardware outputGeneral Purpose 1 X2-8General Purpose 2 X2-14General Purpose 3 X2-15General Purpose 4 X2-21General 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. Whenyou 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 amaximum 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 peakmeasurements.

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 thesensor is mounted.Frequency, Gain, Integrator is depending of the engine material or place where the sensors aremounted.(crankcase or cylinder head)Ignition retard deg/knockis how many crankshaft degrees the ECU will delay the ignition for eachknock it detects.Ignition retard limitthe maximum crankshaft degrees the ECU can retard the ignition angle by KnockControl.Ignition recovery/ cycleis 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 pointfor each cylinder. This setting is depending of the position of the sensor and depending on thebackground 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 youwant. Do not forget to write and when you finished do not forget to press the store button near thetable. 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 coilfor a longer time to have the same amount of energy in the spark. The configured dwell time in BasicEngine Settings will be compensated with the result from this table.The compensated dwell time is used to charge the ignition coil.

8.4 Fuel Sett ings

8.4.1 Main Table

Sequential injection: When you enable sequential injection the ECU will inject once in a cycle foreach cylinder. When this feature is disabled the ECU will inject 2 times in a cycle for each cylinder. Ifthe cam sensor fails the ECU will automatic disable sequential injection, this is a fail safe mode for thecam sensor.

The table contains volumetric efficiency values. Volumetric efficiency is a ratio of what volume of airand 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, andengine 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 youneed 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 willbe 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 funct ionsare also disabled.

Long term fuel trim this used as slow fuel trim to compensate the air humidity. And air pollution oroxygen contents. The typical value for the long term fuel trim is zero.

Additi ve fuel tr im : 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 stopsinjecting. 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 theAFR 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 keyto 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, thecooling water temperature need to be above its set point and the TPS or load are less then there setpoint.

8.4.5 CTE and IAT Compensation

The ECU will compensate the injection time by CTE and IAT. The actual compensation factor will beadded 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 theinjector is delivering fuel.Dead time vs. battery voltage can be calibrated in this table, so the lower the battery voltage thelonger 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 therichest 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 theinjection 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 isrunning there is an amount of fuel that stays in the inlet manifold known as puddle. When the engine isconsuming more fuel the puddle will be bigger but the puddle will also vaporize because of thevacuum and the amount of air that is flying over the puddle. Tau is an amount of fuel that vaporizesand 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 coolanttemperature, MAP manifold air pressure and TPS throttle position sensor. For each sensor there is acalibration 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 ECUwill 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 indicationwill 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 actualvalues 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 thatpoint at the top of the trend screen. This is a nice feature when you want to see the values of a curtainpoint 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 wil l 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 w ill beupdated.

12 Dashboard

This feature is created to have a dashboard overview; with the settings menu you are able to scale thegauges of the dash.

Regards,Decs Electronics

ecu manager user's guide v1.01

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