Table Of Contents Introduction .........................................................................................1 Installation Overview ......................................................................................................... 1 Before You Begin............................................................................................................... 2 Tool/Supply Requirements.................................................................................................
4.2 What is mapping the Engine?..................................................................................... 33 4.3 Using the Software ..................................................................................................... 33 4.4 Accessing the fuel maps ............................................................................................. 34 4.5 Navigating the M ap.................................................................................................... 35 4.5.
Chapter 11 Data-log........................................................................................................ 57 11.1 The Data-log Option................................................................................................. 57 11.1.1 Setting Up the Data-log Page ............................................................................ 57 11.1.2 Creating a Data-log ........................................................................................... 57 11.1.
A.1 Overview ................................................................................................................... 82 A.2 Control Program Problems ........................................................................................ 83 A.3 Starting problems....................................................................................................... 84 A.4 Idling Problems ......................................................................................................... 85 A.
Under copyright law, neither this manual nor its accompanying software may be copied, translated or reduced to electronic form, except as specified herein, without prior written consent of Invent Engineering Pty Ltd trading as Haltech. Copyright 1999 Invent Engineering Pty Ltd A.C.N. 000 613 832 Also trading as HALTECH 10 Bay Road Taren Point, NSW 2229 Australia Ph: (+61) (02) 9525 2400 Fax: (+61) (02) 9525 2991 Sales-au@haltech.
Introduction Congratulations on your decision to install a Haltech Engine M anagement System on your vehicle. Haltech EFI systems have been successfully installed on thousands of vehicles such as power offshore boats, twin-turbo Ferraris, pylon racing aircraft, jet skis and snowmobiles. M any motor sport enthusiasts have discovered that the Haltech computer is easy to use and gets the job done correctly.
Before You Begin... WARN ING: AVOID OPEN S PARKS , FLAMES , OR OPERATION OF ELECTRICAL D EVIC ES NEAR FLAMMABLE S UBS TANCES . ALWAYS DISCONNECT THE BATTERY CABLES WHEN DOING ELECTRICAL WORK ON YOUR VEHICLE. DO NOT CHARGE THE BATTERY WITH A 24VO LT TRUCK CHARGER OR REVERS E THE POLARITY OF THE BATTERY OR ANY CHARGING UNIT DO NOT CHANGE THE BATTERY WITH THE ENGIN E RUNNING AS THIS COULD EXPOS E THE ECU TO AN UN REGULATED POWER S UPPLY THAT COULD DES TROY THE ECU AND OTHER ELECTRICAL EQUIPMENT.
explosive fuel under pressure, electricity and considerable heat. Inside the combustion chamber, this is a happy combination. In the garage, they are not. The same kind of danger exists when working underneath a jacked-up car. Please be careful. 5) Electromagnetic interference (EM I) from unsuppressed spark plugs and leads can cause the ECU to fail. Please do not use them.
How It Works While the technology involved with electronic fuel injection is complex, the underlying principles of its operation are really quite straightforward. The object of any fuel delivery system in a gasoline engine is to determine the amount of air being drawn by the engine, and supply the appropriate quantity of fuel to "burn" all the oxygen in that mass of air. A carburettor uses primarily only one parameter to determine fuel metering: air speed.
The F10 and F10A The F10 offers a basic fuel injection system with limited functionality for simple applications, the F10A offers optional outputs such as: Idle Speed Control and O2 Closed Loop fuel control which are dedicated outputs and four programmable outputs. The optional outputs available with the F10A allow the features available on modern cars such as idle control and thermofans be run by the F10A ECU. The F10 has no optional outputs. (Refer Chapter 16 PWM Outputs, 72).
HALTECH F10 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 Normally aspirated or supercharged up to 200 kPa (30psi) - Higher boost pressure MAP sensors available by special arrangem ent • Load sensing by throttle position or manifold pressure • Multipoint, batch-fire or staged Power Requirements • Power Source 8.6 to 16 Volts DC • Consumption Haltech ECU: 270 mA at 12 Volts Injector Load:Dependent on injector type approx.
• Throttle Position Sensor 10 kΩ rotary potentiometer driven from throttle shaft • Engine Speed Pickup Compatible with most “ standard trigger” systems: - 5 or 12 volt square wave; - Pull-to-ground (open collector) - Coil Negative triggering ECU Outputs • Injector Driver F10 and F10A Only 8 x 4/1Amp peak-and-hold current limiting drivers: - Up to 4 low-impedance injectors* - Up to 8 high-impedance injectors* F10-8 and F10A-8 Only 8 x 4/1Amp peak-and-hold current limiting drivers: - Up to 8 low-impedance in
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 per range, up to 16ms with 0.
• Rugged Aluminium Casing Black anodised with integral cooling fins and mounting brackets. • US or Metric Units. • Optional Boost Control Solenoid. • Optional Dual Hall Effect Sensor Kit. • Optional Extra Injector Driver Kit. • Optional Four Wire Heated Oxygen Sensor. • Optional Fully Terminated and Sheathed Wiring Harness In Lieu of Flying Wire Lead Harness. • Optional Haltuner Inexpensive dash mounted Air-Fuel Ratio Meter. F10A and F10A-8 Only • Optional Idle Air Control Motor Housing.
SECTION 1 CHAPTER 1 Getting Started HALTECH F10 INSTALLATION 1.
1.
2 Bar Sensor (Part No. 886 3189) (-100kPa to 100kPa) Turbo or Supercharged Engines up to 100kPa boost (15 psi , 1 atmosphere) 3 Bar Sensor (Part No. 749 3169) (-100kPa to 200kPa) Turbo or Supercharged Engines up to 200kPa boost (30 Psi, 2 atmospheres) Note: M ake sure you have the correct M AP sensor for your engine. The first three digits of the part number are stamped on the sensor housing.
and which gives access to the coolant stream. The sensor should be mounted after the engine and before the thermostat in the coolant circuit. Since most engines have existing temperature sensor holes, it is often possible to mount the Haltech sensor in one of these holes. A thread adapter is sometimes necessary. In some engines only one temperature sensor hole exists and is used for the dashboard gauge sender.
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 air is denser than warm air and therefore requires a greater volume of fuel to maintain the same air/fuel ratio. This effect is most noticeable in forced induction engines. The Haltech F10 will automatically compensate using the signal received from the air temperature sensor.
1.3.4. The Throttle Position Sensor (TPS) The throttle position sensor is mounted to the throttle butterfly shaft to measure its rotation. A TPS is common on many late model engines and the Haltech sensor should attach with little or no modification. The throttle shaft must protrude from the side of the throttle body. This may require the machining of the throttle body or the manufacture of a new throttle shaft. The inner mechanism of the sensor rotates with the shaft.
be welded to the exhaust system. When routing the electrical connections to the exhaust gas oxygen sensor do not allow the harness to touch the exhaust pipe as the heat will damage them. See Chapter 15 [15.3] for more information on exhaust gas oxygen sensors. 1.3.6. Route Wiring Harness and Connect Sensors Lay the main wiring harness out in the engine bay with the sensors mounted to ascertain the best fit for the harness.
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 water. Residual water inside the relay housing will cause them to fail. M ount them with the tab upwards as shown in the diagram. 1.3.8. Fuse Block Assembly The fuse block assembly holds the fuses that protect the various components of the Haltech F10 system. The fuse block is supplied from the factory with fuses installed.
1.3.9. Electronic Control Unit (ECU) The Haltech F10 is not designed to be waterproof. It is desirable that the ECU be given as much protection from the environment as possible. It is recommended that the ECU be mounted inside the passenger compartment, either on the firewall, under the dashboard or under the passenger seat. The ECU has four mounting holes that allow it to be mounted to most flat surfaces. In extreme cases of vibration, the ECU should be mounted on rubber anti-vibration pads.
1.3.10. Flying Leads Locate and connect the following flying leads. Black (Ground) Locate a good chassis ground point and connect the black wire. Red (Battery Supply +12V) Locate a source of continuous +12 volts and connect the red wire. Connecting direct to the positive battery terminal is suggested. Grey (Ignition Switched +12V) The grey wire is used to control the operation of the Haltech F10 power relay.
F10A and F10A-8 Only 1.3.11. Install and connect Optional Idle Speed Motor If you are not using the Idle Speed Control, tie the loom connector back neatly in the engine bay. If the engine has a suitable Idle Speed M otor then you may connect it to the wiring loom, otherwise you can install a Haltech supplied idle air control motor. For details on how to install and plumb the Idle Speed M otor, see Chapter 14. F10A and F10A-8 Only 1.3.12.
PIN A B C D E F FUNCTION GROUND MAIN TRIGGER N/A N/A N/A 13.8 V DC For more information on the F10 trigger system; (Refer Appendix D 92). Trigger Interface, 1.3.14 Connect the ECU The ECU can now be connected and tested. Be sure to engage the clip on the main connector, this will make sure the main connector parts mate correctly and reduces the mechanical strain on the connector bodies. The system can now be tested as described in the following chapters.
CHAPTER 2 GETTING ONLINE Now that your Haltech F10 is installed with all the sensors in place the system can be connected to the programming computer. This will allow the readings from all the sensors to be displayed on the screen and checked for correct operation. To connect the PC to the Haltech F10 ECU you will need the programming cable and programming disk supplied. 2.
If you do not have a Hard Disk, go to the section titled Running the S oftware from the Floppy Drive. To install the software follow these steps. Boot up Computer Turn your PCs power on and boot up M S-DOS as instructed by the computers Users M anual. If a shell program or menu utility runs automatically when you boot your computer, exit it now. You should see something like this: C:\>_ This is the ‘DOS Prompt’. It is DOS’ way of indicating that it is waiting for a command.
2.2.3 Running the Software from the Hard Disk Boot your computer up as described earlier. If your computer is already on, make sure the C drive is currently selected. To change to the HALTECH directory type : F' ?KDOWHFKy or, if you used a different destination directory, type that path. To start the program type : ) y The F10 program will now run. The next section is on running the software from a floppy drive. You can skip this section and go straight to the section entitled Azerty Keyboards. 2.2.
to run the programming software (not the installation software), you need to instead type : ) Dy The /A tells the program you have an Azerty keyboard. The program will adjust accordingly. 2.3 The ONLINE and OFFLINE Modes On the F10 system title page, the software asks whether to operate in ONLINE or OFFLINE mode.
2.6 How to Quit Throughout the program you can exit from any application by using the menu bars or hot keys. Pressing tT in any page will prompt you to exit the program (i.e.. pressing T while holding down the t key). If you wish to exit, press
CHAPTER 3 ECU SETUP 3.1 ECU Setup The F10 ECU can be used to control fuel delivery to many different types of engines and requires specific information about the engine that it is to control. The F10 software has a series of set-up pages that allow the user to program the F10 with these settings, these are: M ain-Setup Fuel Setup 3.1.1 Navigating the Set-up pages The F10 Set-up pages are made up of a series of fields that define the characteristics of the engine that the F10 is to control.
MAP S ensor The F10 needs to know the type of M anifold Absolute Pressure (M AP) sensor being used. Enter the correct description here to match. If using throttle position mode, set this parameter to a 1 Bar sensor. The valid values for this parameter are: 1 BAR, 2 BAR and 3 BAR RPM Limit The F10 can limit the maximum rpm at which the engine will operate. Above this level the F10 completely cuts fuel or ignition (see below) to the engine.
The valid values for this parameter are: 1, 2, 3, 4, 5 and 6 Decel Cut-Off A common fuel saving feature in original equipment computers is a fuel cut-off on deceleration. This will cut fuel delivery to the engine while coasting down hills with a closed throttle. This feature can be enabled or disabled on the F10. It is better, when first tuning, to disable this function.
Post S tart Temp Limit This field sets the temperature at which the post start correction map is either enabled or disabled. The following field “Above/Below” allows the user to enable the Post map above or below the temperature set in Post Start Temp limit (this is particularly useful for engine, which when hot require extra fuel due to vapour lock.
Barometric Lock If you wish to lock the barometric value that is stored by the ECU to a set value and override the start-up barometric correction, enable this option. Normally, unless you are using throttle position as a load reference or have another good reason to do so, leave this option Disabled. Configuring barometric compensation successfully requires an in depth knowledge of your engine and the environment in which it will be operating. (Refer 8.
S witch 3 – Pull to Ground This switch adds a 4.7kΩ pull to ground opposing the Pull-Up 2 resistor. S witch 4 – Filter Capacitor 1 This switch adds a 0.1uF filter capacitor to the input of the trigger circuit. S witch 5 – Filter Capacitor 2 This switch adds a 0.001uF filter capacitor to the input of the trigger circuit after series impedance. S witch 6 – Resistor Bypass This switch applies a short circuit across a 4.7kΩ series resistance on the input of the trigger circuit.
CHAPTER 4 ADJUSTING HALTECH MAPS This Chapter describes the fuel maps that are the heart of the F10s ability to accurately deliver fuel to the engine. The following instructions assume that the user has the software running ONLINE on a PC, with the ECU powered and connected via the supplied programming cable. It is also assumed that the user is familiar with the ECU Set-up described previously. 4.
available page heading. To increase efficiency there are also a number of hot-keys that allow you movement between pages without accessing the menu bar. 4.4 Accessing the fuel maps To access all the fuel and compensation maps press sP , this opens the M aps M enu. From the M aps M enu select the appropriate map using the cursor keys to scroll up or down the list and when the desired map title is highlighted press Enter.
4.5 Navigating the Map For all maps whether single or multi ranged navigating the map is done in the same way (with multi-ranged maps the same navigation between ranges is the same as choosing another map.) Once a map is displayed on the screen by following the instructions above the bar heights can be adjusted to adjust the fuel delivered. The height of the Bars is adjusted by using the up and down arrows keys, the PgUp and PgDn keys ( ) or a combination of these keys with the Shift and Ctrl keys.
Groups of adjacent bars may be highlighted and adjusted together. Hold t while using the left or right arrow keys, r q, and you will highlight a group of bars. This group will now act in unison when increasing or decreasing the height of the Bars. To de-select the highlighted Bars use the s and arrow keys together. 4.5.4 Percentage Changes Pressing Alt-P will prompt you to enter a percentage change to the selected bars.
4.5.6 Numeric Mode Pressing Alt-N will take you into numerical mode, displaying the map as a spreadsheet. This mode is available if required, but graphical mapping is normally exercised as it is much easier to use. Numeric mode allows you to enter the precise injection values across all the rev and load ranges as seen in the diagram below: In numerical mode only a fraction of the entire map is shown on the screen but the whole display can be accessed.
4.6 Duty Cycles Fuel is delivered to the engine by firing the injectors in sync with the engine, allowing fuel to flow during the period that the injector is open. The period of time the injector is open is called the injector pulsewidth. As rpm increases it is possible for consecutive pulses of the injectors to meet so that the injectors are effectively never switched off. This is referred to as 100% duty cycle. When 100% duty cycle is reached the fuel flow from the injectors has reached its maximum.
Injector Duty Cycle appears on the Engine Data Page and on Data-logs for you to monitor the approach to maximum fuel flow.
4.
CHAPTER 5 STARTING THE ENGINE There are a few things that need to be done before the engine should be started. M ake sure that the ECU is powered (ignition on) and the Haltech Software is ONLINE. Go to the Engine Data Page to check that the ECU is communicating properly, and that the sensors are reading correctly. Check that the ECU Set-up: M ain Set-up and Fuel Set-up are correct. 5.
If the engine misfires and blows black smoke then the mixture is rich and the bars need to be lowered. If the engine will not fire or fires but will not continue to run then the mixture could be lean and the bars need to be increased. 5.3.1 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 injection time at idle is much lower than this, it may become difficult to set accurate idle and cruise air:fuel ratios.
5.3.4 On the Dyno Whether the vehicle is on a chassis dyno, or the engine on an engine dyno, the principles of programming the Haltech F10 are the same. Take the engine rpm up to 1000 and apply partial load and adjust the 1000 rpm range. Return the engine to idle and on the 1000 rpm range adjust the bars to draw a straight line from the idle point through the part load setting tested. Continue, adding more load, up to the full load settings. This should be a fairly good approximation to the required curve.
SECTION 2 Other Adjustable Features CHAPTER 6 THROTTLE EFFECTS 6.1 Throttle Response Where the procedures described in the previous chapter tune for constant load running, the methods and features outlined in this section will improve the throttle response of your engine. The manifold pressure sensor used with the F10 is very fast. It can respond much faster than is required to track any sudden changes in load on your engine.
steady load running. Attempting to smooth out engine transients before the fuel maps have been optimised for steady state running may become confusing. The six throttle response bars should be adjusted by trial and error to give optimum throttle response in each rev range. Generally, you may not need much above 3000 rpm, but could expect much higher values below 1500 rpm. Note that throttle response can also be affected by poor manifold design.
CHAPTER 7 COLD STARTING AND RUNNING The Haltech F10 has features to modify fuel delivery to aid in starting and running a cold engine. The Cold Start Prime map gives a cold engine an initial burst of fuel just as the engine begins cranking. The Coolant Correction M ap modifies the normal fuel injection until the engine reaches normal operating temperatures. 7.1 Cold Cranking At cold crank the air speed at the inlet manifold is very low.
CHAPTER 8 CORRECTION FACTORS Note: The following correction factors should not be altered unless you have a detailed knowledge of your engine and the environment in which it operates. Severe damage can be done to your engine if the correction factors are not set properly. The Haltech F10 has two further correction maps to compensate the fuel for changes in inlet air temperature and battery voltage, and also two correction M aps to adjust ignition timing for coolant and inlet air temperatures.
allow the injectors to be accurately flow tested over a range of battery voltages and the corrections calculated accordingly. 8.5 Barometric Correction Note: The description that follows is targeted at advanced applications and unless you wish to compensate for exhaust back pressure or are using the throttle position as your load reference we suggest that you set the barometric lock in the fuel set-up to “disabled” and bypass this section.
Method 3 M ethod 3 requires you to access the Fuel Set-up page and adjust two fields: “Barometric Lock” and “Barometric Pressure Lock at”. - Barometric Lock should be set to enabled, this tells the F10 that you are going to lock a particular value in as the measure barometric pressure. - Barometric Pressure Lock at allows you to set a particular barometric pressure value. This value should be the average barometric pressure in which the engine will be operated.
into the ECU’s memory. It is not necessary or advisable to perform this reset regularly. It should only be done if the vehicle’s regular place of garage is moved or if problems are suspected in the barometric correction. For example, if an engine is tuned at sea level but is intended to be used mainly at a higher altitude, then the reset should be performed once it reaches its new regular location.
to the map below: Estimate of barometri c corr ection using throttle position load sensing When sensing load by MAP sensor the Barometric M ap Should be very close to zero fuel reduction. In theory a M anifold Pressure tuned engine will not require any barometric pressure compensation, but in practice it has been found that slight compensation is required.
8.6 Post Start Enrichment On some engines, in particular rotaries there is a problem with vapour-lock (fuel which due to heating of the fuel rail has vaporised). The additional fuel at start up allows the vapour in the fuel rail to be purged through the injectors and also allow enough fuel to be injected into the motor to allow stable operation. Post start can also be used to give extra enrichment when the engine is cold to assist drivability.
SECTION 3 CHAPTER 9 Software Features FILE STORAGE AND RETRIEVAL Once your Haltech F10 system is configured you should store the entire set of maps and the Set-up to disk. In fact, it is wise to save maps regularly during tuning so that you can return to a known map while you are experimenting in different areas. You can use the file storage and retrieval to enhance the flexibility of your race engine by storing the optimum maps for each race track.
9.2 Loading Maps and Set-up While the ECU system is ONLINE, you can load previously saved map information from computer disk into your Haltech ECU. The contents of the ECU are erased and replaced with the new maps you have chosen. If you are OFFLINE, you can load previously stored maps, view and edit them, then save them for later use. To load new complete maps and set-up information into the ECU, you must first be ONLINE. Press sI then O from the Files sub-menu.
It is a good idea to erase old maps as soon as they become obsolete. This is particularly true if you are trying to build a library of maps. It can become difficult to remember later which maps are current and which are obsolete. 9.4.2 Changing Directories If files can be likened to books in the library, then directories are analogous to names on the shelves. Directories can be used to group related files together. To change directories when loading, saving or erasing maps, press sF.
CHAPTER 10 PRINTING MAPS 10.1 The Print Function You can print the maps and set-up information to a file or printers that accept IBM emulation mode, such as IBM compatible dot matrix printers (consult your printer manual). The Print function should work with other IBM compatible printers, but some special characters such as °, ±, etc. may not print correctly.
CHAPTER 11 DATA-LOG 11.1 The Data-log Option Data logging records the Engine Data at a nominal rate of ten times per second while the ECU is online. This data-log is useful for recording the system's behaviour in any state of operation. It aids trouble-shooting as all the ECU's working parameters are recorded faster than they can be read on the Engine Data Page. To access the Data-log Option press Alt – O to open the Options menu then scroll to the Datalog menu item and press enter.
11.1.3 Viewing the Data- log Once the data-log has finished or has been terminated by the user, the logged information is displayed on the data-log page. At the bottom of the data-log page is a list of the command keys. They are described in detail here: p o J W } - scroll up Data-log one line - scroll down Data-log one line - scroll up Data-log one page - scroll down Data-log one page - jump to start of Data-log - jump to end of Data-log - jump to page # - show statistics (max., min. & avg.
11.1.5 Printing Data- logs You can print Data-logs to a “.txt” file or any ASCII parallel printer, such as IBM compatible dot matrix printers. To print a Data-log, press 3 in the Data-log sub-menu or data-log page. The software will prompt the user whether the data-log should be printed to the printer or to a text file. Press ) to print to a file, or 3 to print to a printer. The software is designed to print to a dot matrix printer.
CHAPTER 12 SOFTWARE SETTINGS 12.1 The Program Set-up window The Set-up window allows you to change the way the software works for you. If you alter any of the parameters on this page, the programming software will remember the changes you have made and they become the default settings. The next time you run the Haltech program, the settings will be as you left them. To access the Program Set-up window press Alt – S to open the Set-up menu then scroll to the Program Set-up menu item and press enter.
SECTION 4 F10 Inputs & Outputs CHAPTER 13 SOFTWARE ACCESS 13.1 The Input/Output Page The Input/Output Page is where the F10 Aux In, Aux Out, Spare and Trim inputs and outputs are configured. F10A and F10A-8 only The F10A and F10A-8 also have the extra injector driver controls in the Input/Output page. To access the Input/Output Set-up page press Alt – S to open the Set-up menu then scroll to the Input/Output Set-up menu item and press enter. 13.1.
WARN ING: WHEN CONFIGURING YOUR S YS TEM TAKE CARE TO S ET THE S PARE INPUT FUNCTION CORRECTLY. IF THE S PARE INPUT FUNCTION FIELD IS S ET TO BARO. S ENSOR EXTERNAL AND THE BARO S ENSOR IS DIS CONNECTED THE EC U MAY PERFORM INCORRECT BAROMETRIC CORRECTION. IF YOU ARE US ING AN EXTERNAL BARO. S ENSOR AND REMOVE IT BE S URE TO RECONFIGURE THE S PARE INPUT FUNCTION TO GENERAL. 13.1.2 Aux In and Aux Out The Aux in and Aux out functions are usually used in conjunction with other outputs or inputs.
Low Impedance High Impedance Injector Impedance (Ω Ω) 4 Disable INJ 1-4 5 Enable INJ 1 Disable INJ 2-4 Disable INJ 1-4 Disable INJ 1-4 Number or Injectors 6 8 10 12 16 Enable Enable Enable Enable Enable INJ 1-3 INJ 1-4 INJ 1-4 INJ 1-4 INJ 1-4 Disable Plus use Plus use Plus INJ 4 DB3 DB3 use Driver Driver DB3 Box Box Driver Box Disable Disable Enable Enable Enable INJ 1-4 INJ 1-4 INJ 1 INJ 1-2 INJ 1-4 Disable Disable INJ 2-4 INJ 3-4 Following is a summary extracted from the wiring diagram in Appendix
F10A and F10A-8 only 13.2 The Output Options Page To access the Output options page press Alt – O to open the options menu then scroll to the Output Options menu item and press enter. The Output Options page contains the controls for the F10 Idle Air Control and Closed Loop Control options. Use the left and right arrow keys to highlight the function you wish to modify, use the TAB key to cycle through the functions, and press ENTER to program the change.
F10A and F10A-8 ONLY 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 while the throttle is closed. This is useful for maintaining steady idle under changing load conditions, e.g. as air conditioner compressors or headlights are switched on and off. The stepper motor may also be programmed to increase the idle rev-rate just after starting, or while the engine is still cold. 14.
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 with no air passing through the idle bypass circuit. The throttle stop should be adjusted to ensure this is the case. Remember that the throttle position sensor will need re-calibration if the throttle limits are altered. Install the idle air circuit and the stepper motor, and attach the idle speed motor to its connection on the F10A harness.
RPM Target Idle RPM + Cold Idle-Up RPM + Start RPM Target Idle RPM + Cold Idle-Up RPM Target Idle RPM Engine Cold Engine Warm 0 5-10 mins 20sec Time Number of S teps This field controls the number of steps that the idle control will operate over.
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 is above the Cold Temperature Limit. Cold Opening position (%) This is the opening position as a percentage of where the stepper motor will return to when it is about to attempt to gain control of the engine.
F10A and F10A-8 ONLY CHAPTER 15 CLOSED LOOP CONTROL 15.1 Description By fitting an oxygen sensor to the exhaust system of an engine, the F10A is able to perform a feedback correction to maintain a consistent air-fuel ratio around stoichiometric mix; i.e.. when exactly the correct amount of fuel is provided to consume all the oxygen of the air drawn into the engine, without any unburnt fuel remaining after combustion.
ONLINE and go to the Output Options Page. Ignition will need to be switched on. Select Closed Loop Control, and adjust the following parameters as necessary. Note: The closed loop control will not work for the first 2 minutes after the ECU is switched on; this allows sufficient time for the oxygen sensor to reach operating temperature. Lower RPM Limit The engine must be running above this speed for the closed loop function to operate.
Engine Cycles at Idle Exhaust gas transportation time is much higher at idle, when the engine is breathing the least. If running the closed loop at idle, a longer time must be allowed to pass before performing a feedback correction response. O2 Sensor Threshold at Idle It is unlikely that the engine will run at idle smoothly at the same air-fuel ratio as at cruise. Typically, a richer mix is necessary. This parameter allows a different threshold voltage to be targeted during closed loop correction at idle.
F10A and F10A-8 ONLY CHAPTER 16 PWM OUTPUTS 16.1 Description The F10A has 4 dedicated PWM outputs; each PWM can draw current through a device at 1A continuously. Some outputs such as BAC control modulate the frequency and duty cycle of the current to control valve positions. Each channel employs a 4.0A peak / 1A hold current driver. This is suitable for driving most relays, solenoids, and other low power devices.
16.2.2 Using the Turbo Waste Gate Control In order to use the Turbo Waste Gate Control function, you will need the following: A suitable pressure solenoid valve (available from your Haltech Dealer); Air hose and fittings; F10A programming software and cable; An overboost relief valve (strongly recommended). The air circuit to the waste gate must be configured appropriately, as in figure 16.2. Install the solenoid valve securely, and power and signal from the output connector on the harness.
Boost Limit If the manifold pressure exceeds this limit, the solenoid valve will immediately be set with a duty cycle value of 5%. This will allow the full manifold pressure to act on the waste-gate actuator and force the waste-gate to open. This value should be set slightly higher than the desired boost pressure as a fail-safe in the event of an over-boost condition. Update Engine Data This field allows the waste-gate duty cycle to be displayed on the engine data page.
The operation is fairly straightforward: each BAC solenoid/valve will have its own operating frequency. By continually operating the valve at this frequency, you can then vary the duty cycle to move the valve in or out. The duty cycle will therefore vary from 0 to 100% whilst the operating frequency is maintained constant. 16.3.2 Using BAC Valves/Solenoids The BAC settings are mostly done in the Idle Air Control section on the Output Options Page.
16.5 Torque Converter Clutch Lockup (TCC) This function controls the clutch lockup solenoid on automatic transmissions. Locking the torque converter reduces the amount of energy lost through the transmission, providing better fuel economy. The solenoid activates whenever the road speed is greater than a programmed value for a given throttle position.
Note: When using the TCC function, the Aux. In & Aux. Out Function in the input/output set-up page must be set for Torque Converter Control. When using TCC, other functions that use the Aux. Input line cannot be used. 16.6 Electric Thermatic Fan Control (TF) This function can be used to switch on a thermofan when the engine temperature exceeds a certain value. The fan will stay on until the engine temperature drops below a second value. Note: The electric fan cannot be driven directly by the ECU.
16.7 Electric Intercooler Fan Control (IF) This function can be used to switch on an electric fan on the intercooler when the inlet air temperature exceeds a certain value. The fan will stay on until the temperature drops below a second value. NB: The electric fan cannot be driven directly by the ECU. A relay must be used to switch the high currents drawn by the fan. To use this function, you must have the following: An electric fan, fused and relay switched; F10 programming software and cable.
16.8 Shift Light Illumination (SL) The F10 can be used to activate a shift light or a piezo buzzer when engine speed exceeds the programmed activation speed. To use the shift light function, you will need the following: A dashboard lamp or buzzer; F10 programming software and cable. The lamp or buzzer should be wired to +12V on one side, and the other to the ECU. The lamp used must not draw more than 0.5 amp of current (i.e. a 6 Watt globe). Alternatively, a high intensity LED may be used.
Run Time The auxiliary fuel pump will switch on if the engine exceeds the engine speed and/or the load bar set above. It will then stay on, even after speed and load have dropped below their respective limits, for a period of time specified by Run Time. A minimum Run Time of 5 seconds is permitted. The Auxiliary Fuel Pump will prime with the main fuel pump, but will only run if the engine condition exceeds either limit.
16.11 Staging Signal Function (SS) This function uses an output to indicate when the engine is in the staging section of map, i.e.. when the load has increased beyond the Staging Load Bar set in the Fuel Set-up page. If enabled, this signal will operate regardless of whether the ECU is running in Staged Injector M ode. Note: The staging signal does not pulse with the other injectors. It switches on and stays activated while the load is above the staging point.
SECTION 5 Appendices APPENDIX A TROUBLESHOOTING This Appendix is devoted to trouble shooting problems that may occur during installation of the F10 ECU. To use this Appendix, find the symptom or symptoms from the list below that best match the problem and then follow the checklist for possible solutions. A.1 Overview Control Program Problems • The Haltech Programming Software will not load up • The Haltech Programming Software will not operate in ONLINE mode.
A.2 Control Program Proble ms Haltech Programming Software will not start up The Haltech programming software should run on any computer that meets the requirements in Chapter 2.2.1. If, after following the instructions in Chapter 2.2.1, the program will not run, the most likely cause will be insufficient memory. If this is the case, you must make more free memory available before running the software. Do not try running the Haltech software from within a shell program - always start from the DOS prompt.
If the Throttle Position Sensor is showing a fault condition then re-calibrate the throttle sensor and check the wiring If the M anifold Absolute Pressure Sensor does not read near atmospheric pressure with the engine off, or if it shows a fault condition, then check that the sensor is connected correctly. Check that you have the correct model sensor and that the M ain Set-up page information has been set correctly.
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 adjusted. If the engine idles too fast or too slow, and you are using an Idle Air Control M otor, firstly check that the Idle Speed Control is enabled, and then lower the target idle setting if necessary. If not using the idle air control motor then adjust the idle using the idle adjust screw on the throttle body. Check for any air leaks in the manifold.
A.8 Cold Running Proble ms If the engine idles poorly when cold then the coolant map may need adjusting. If the engine is hunting slightly when cold, then the coolant correction map is lean and fuel must be increased in this map. Ignition advance also has an effect on the idle speed. If the engine is difficult to drive when cold, particularly with gear changes, try increasing the coolant correction factor for the throttle pump.
APPENDIX B FUEL INJECTORS This Appendix covers issues relevant to Injectors and their use with the F10 ECU. B.1 Injector Impedance Electrically, there are two different types of electronic fuel injectors: S aturation Saturation injectors have a high coil impedance (> 12Ω) and are common in average production cars. Saturation injectors, require a simple switch to operate. When a 16 ohm injector has 12V applied across its terminals, ultimately the current drawn is 0.
excessive (>5 Bar). Running two, high current, low impedance injectors from one driver can result in difficulty obtaining stable air:fuel ratios when injection times are short (around idle and light load). In general, an injector driver will reliably fire two injectors with more than 2.5 ohms coil resistance. Coil resistance can be measured with an ordinary low-ohm resistance meter. If you are unsure which F10 model to choose contact your Haltech dealer for advice.
APPENDIX C FUEL SYSTEMS & STAGING Insufficient fuel flow can lead to lean fuel mixtures resulting in high chamber temperatures and detonation which could cause serious damage. For the safety of your engine, we urge you to check your fuel system's capacity and ensure that there will be sufficient supply at all times. A fuel pressure meter should be used during testing and tuning to ensure that fuel pressure does not fall out of regulation, that is, the fuel pressure does not drop or oscillate.
flow is not in direct proportion to fuel pressure. Increasing fuel pressure will increase injector dead time and reduce the flow rate of the pump. C.3 Injector Staging Another way of increasing injector flow, without compromising good drivability and fuel economy is to employ staged injection. Injector staging allows the use of primary and secondary injectors and is usually only used on high boost turbo or supercharged engines.
Since the pressure regulator operates on a return system, there should always be fuel being returned to the tank, even when fuel flow to the engine has reached its maximum. If this fails to happen, the fuel pressure will fall out of regulation. Therefore the fuel pump must be capable of delivering significantly more fuel than the engine is going to use. As a guide, the pump should flow 30% more fuel than consumed by the engine.
APPENDIX D TRIGGER INTERFACE The flexibility of the F10 trigger input circuitry comes from the ability to switch certain components in and out of the circuit allowing the ECU to interpret a range of different inputs. (Refer 3.1.3 Trigger Set-up, 31). This appendix describes some common application information for the trigger system of the F10 ECU. D.1 Hall Effect and Optical Trigger Pick-ups Hall Effect and optical trigger systems are common in factory EFI installations and come in a variety of forms.
Using the sensor on the crank After a suitable mounting location for the sensor has been found the engine should be positioned at approximately 75° BTDC on cylinder no.1 compression. The magnet should now be placed in the aluminium disk with the south pole facing towards the sensor, making sure the magnet is in line with the sensor when the engine is in this position. This is now the reference point for all the other magnets.
WARN ING: RARE EARTH MAGN ETS ARE EAS ILY D AMAGED AND THE PEEN ING PROCESS (OR LOCATION BY GRUB S CREWS ETC) S HOULD BE VERY CAREFULLY C ARRIED OUT SO AS NOT TO DAMAGE THE MAGN ETS . IF DAMAGED THEY WILL NOT HAVE S UFFICIENT MAGN ETIC S TRENGTH OR MAY FAIL MAGN ETICALLY OR PHYS ICALLY AFTER A PERIOD OF TIME. IF INS TALLED CORRECTLY THE MAGNETS WILL HAVE A LONG LIFE.
6 Cylinder / 3 Rotor Engine For a six cylinder 3 magnets are required in total, positioned exactly 120° apart. Figure 2: Typical 6 cylinder/ 3 rotor application 8 Cylinder For an eight cylinder 4 magnets are required in total, positioned exactly 90° apart.
SENSOR PI N OUTS A B C D E F BLUE YELLOW N/C N/C GREEN RED GROUND PRIMARY TRIGGER SECONDARY (HOME) TRIGGER + 12 VOLTS 96
LIMITED WARRANTY Invent Engineering Pty Ltd trading as Haltech warrants the HaltechTM Programmable Fuel Injection System to be free from defects in material or workmanship for a period of ninety days from the date of purchase. Proof of purchase, in the form of a bill of sale or receipted invoice, which indicates that the product is within the warranty period must be presented to obtain warranty service.
INDEX A I Accelerator Pump · 8 Air · i, ii, iii, 6, 8, 9, 10, 11, 14, 46, 55, 63, 64, 66, 71, idle control · 5, 7, 64, 66, 67 Idle Speed Control · iii, 5, 8, 10, 19, 64, 65, 84 Injector Driver · iii, 7, 9, 61, 87 72, 73, 74, 80, 84, 85 Air Temp · ii, 46, 80 Input/Output P age · iii, 28, 60 B M Base Fuel Map · 8 batch · 6, 90 Boost Control · 9, 60, 73 magnet · 93 MAP sensor · 3, 11, 12, 47, 48, 49, 50 Multipoint · 6, 28 C O Closed Loop Control · iii, 8, 63, 68, 69 Coolant · i, 6, 8, 10, 11, 12, 4
APPENDIX E WIRING DIAGRAMS 99
