i E6K Manual Warning This system is capable of controlling either “intelligent “ igniters such as the
4 3/8" NPT Tap 14mm x 1.5 Tap Electrical Tape or Heat Shrink tubing Teflon pipe sealing tape Nylon cable ties Jeweller’s file (may be needed
94 Access to the wiring of the torque converter lockup solenoid and 4th gear/overtemp switch; E6K programming software and cable. Wire the TCC so
95 Install the wiring for the thermofan to one of the Digital/PWM outputs as described in figure 16.6. Be sure that the relay contacts are rated h
96 Switch On Temperature The inlet air temperature that must be exceeded to switch the fan on. Switch Off Temperature The temperature the inlet a
97 Note: The extra fuel pump cannot be driven directly by the ECU. The ECU can be made to drive a relay to power the pump. To use the Auxiliary F
98 Figure 16.9. Example circuit for Auxiliary Fuel Pump. 16.10 Anti-Stall Solenoid Control (AS) A solenoid air valve in the manifold may be us
99 16.12 Driver Box (DB3) Staging Signal Function This function is similar to the previous Staging Signal, except that the signal is inverted so
100 Load Bar If the Fuel Map Bar Number exceeds this value, the NOS system will be turned off. This is used for turbo engines where the NOS is use
101 16.15 Anti-Lag Switch The Anti-Lag switch function allows turbo-charged vehicles to decrease the “lag” associated with boost when the motor i
102 Figure 16.15. Example circuit for an Anti-Lag switch. WARNING: DO NOT OPERATE ANTI-LAG FOR PROLONGED PERIODS. EXHAUST AND TURBO TE
103 16.17 Engine Control Relay This feature allows the 12 volt supply to the engine to be disconnected when the ECU is not powered up. There are
5 necessary, for transient throttle movement and the temperature of the engine. At the end of all these calculations, the final injection time is
104 The above Load and RPM conditions that control the VTECH function are independent of one another and will switch the VTECH on if either On loa
105 SECTION 5 Appendices APPENDIX A TROUBLESHOOTING This Appendix is devoted to trouble shooting problems that may occur during setting up the
106 A.2 Control Program Problems Haltech Programming Software will not start up The Haltech programming software should run on any computer that
107 If the Throttle Position Sensor is showing a fault condition then re-calibrate the throttle sensor and check the wiring If the Manifold Absol
108 A.4 Idling Problems If the engine will not idle when cold but will when the engine is warm then the coolant correction map n
109 and the coolant correction map has been set for good stable running, before changing the coolant factor. A.8 Cold Running Prob
110 APPENDIX B THE ADVANCED FEATURES The Advanced Mode of the E6K offers the user extra flexibility in setting the system up for multiple inject
111 B.2 Direct Fire Ignition B.2.1 Ignition Outputs There are two forms of Direct Fire Ignition. One is to have one coil per spark plug (usually
112 another spark until it does. If the Sync is received, ECU ignition is set back to coil one and the sequence continues. The Home trigger must
113 B.2.4 Converting Individual Coils to Waste Spark One way of overcoming the problem of individual coils on 6 and 8 cylinder engine (and 4 cyli
6 The following features are available through the Advanced Mode. Sequential Injection Direct Fire Ignition Rotary Engines Twin Triggers Twin Dis
114 B.3.2 Sequential Outputs The E6K can run full sequential on an engine with up to four cylinders. When the Ign / By is set to 1 in the Fu
115 B.3.3 Synchronising To be able to synchronise the injectors with the motor, the E6K needs a Synchronisation Event, usually in the form of
116 B.5 Motronic Style Triggers Motronic Style Triggers are a type of multi-tooth trigger but are distinct in that they use a missing tooth inst
117 B.7 Rotary Engines The E6K is capable of providing fuel and spark to twin-rotor Wankel engines, both in direct fire form or with a distribu
118 Pattern 1 The first pattern has trigger windows that are related to the cylinder number which they precede and can be calculated using the f
119 41)Number (Cylinder2cylinders of NumberPulses of Number 6) Cylinders of Number and 3) or (2 Number (Cylinder or4) Cylinders of Number and
120 B.9 Subaru Triggers All factory injected 4 cylinder Subaru engines use a combined crank-angle/cam-angle trigger system. If a Subaru trigger
121 APPENDIX C INJECTOR IMPEDANCE Electrically, there are two different types of electronic fuel injectors. One type of injector, characte
122 WARNING: UNDER NO CIRCUMSTANCES SHOULD YOU MIX SATURATION AND PEAK-AND-HOLD INJECTORS ON THE ONE DRIVER. THIS WILL LEAD TO ERRATIC INJECTOR O
123 APPENDIX D FUEL SYSTEMS & STAGING The best EFI installation will yield poor results if the fuel system does not meet the demands of the
7 HALTECH E6K 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 • N
124 recommended if the desired flow is more than 20% than the system currently achieves. Fuel flow is not in direct proportion to fuel pressure. I
125 Staging is enabled on the Fuel Set-up by selecting the "Staged" Injection Mode. The Staging Bar is also defined on the Set-up (4.4.1
126 APPENDIX E TRIGGER INTERFACE Interfacing the E6K with your particular trigger system may be fairly straightforward or it may be complica
127 Figure E.2 In the previous examples the trigger edge has been shown as the first edge of the trigger pulse. The trigger does not necessaril
128 Many distributors used in electronic ignition systems contain internal components and layouts the same as the distributor described above,
129 of the signal will vary with the speed at which the ferrous metal passes the pole piece. At low speeds the signal may only be several hundred
130 A variation on this type of pickup uses a magnet moving past the pole piece, instead of ferrous metal, but generating the sam
131 The Motronic magnetic sensor has two wires, one positive (+), and the other negative (-). The wires are sometimes marked as such, but more oft
132 Note: The polarity conflicts with Appendix E.2 as regards connection of a reluctor adaptor. Due to hardware constraints of the E6K the polarit
133 Please note that if you wish to use sequential type fuel injection a separate “Home” input is required when using the Motronic type tri
8 • Throttle Position Sensor 10 kΩ rotary potentiometer driven from throttle shaft • Internal Barometric Pressure Sensor Barometric pressure
134 The S3 Hall Effect Sensor The S3 sensor which is identified by a black cable gland, operates in the following way: As a south pole passes th
135 Haltech REM1 rare earth magnets are normally 5mm dia x 2mm depth, although other sizes are available upon special order. The magnets should b
136 Typical set-ups – S3 4 cylinder / 2 rotor engine For a four cylinder 2 magnets are required in total, positioned exactly 180° apart.
137 8 Cylinder For an eight cylinder 4 magnets are required in total, positioned exactly 90° apart. Figure 3: Typical 8 cylinder
138 The S4 Hall Effect Sensor The S4 sensor which is identified by a grey cable gland operates in the following way: As a south pole passes
139 Figure 5: Typical 6 cylinder/ 3 rotor application 8 Cylinder For an eight cylinder 5 magnets are required in total positioned exactly 90°
140 SENSOR PIN OUTS A BLUE GROUND B YELLOW PRIMARY TRIGGER C N/C D N/C E GREEN SECONDARY (HOME) TRIGGER F RED + 12 VOLTS
141 E.3 Synchronisation Events Synchronisation Events (Sync Events) are required for sequential and direct fire systems. The Sync Event gives the
142 E.4 Ignition Output The E6K ECU has one dedicated ignition output, but the two Digital Outputs can also be used for ignition outputs to allow
143 Figure E7. Illustrate constant duty against frequency A "dumb" igniter is one that does not perform any sort of dwell control, th
9 Adjustable Features • Base Fuel Map 22 Fuel ranges, every 500 RPM to 10,500, or 17 Fuel ranges, every 1000 rpm to 16,000 32 Load points p
144 Figure E8. Illustrates Charge Time & Break Time Note: For safety and reliability, always use igniters that are internally current li
145 G.M. Direct Fire Ignition The G.M. Direct Fire Ignition module (DFI), as used in the V6 Buick, can be connected directly to th
146 APPENDIX F ROTOR PHASING One of the most important aspects to consider when modifying a distributor or trigger is the Rotor Phasing. Take, a
147 LIMITED WARRANTY Rockin Pty Ltd trading as Haltech warrants the HaltechTM Programmable Fuel Injection System to be free from defects in
148 WIRING DIAGRAMS
10 • Rugged Aluminium Casing Black anodised with integral cooling fins and mounting brackets. • US or Metric Units. •••• Optional Boost Control
11 SECTION 1 Getting Started CHAPTER 1 HALTECH E6K INSTALLATION 1.1 Overview The Haltech E6K system comprises the following components Hal
12 1.2 Installation Summary 1. Mount Manifold Absolute Pressure Sensors. 2. Mount Coolant Temperature Sensors. 3. Mount Inlet Air Temper
13 There are three types of MAP sensors that can be used with E6K system. Which sensor is required depends on the engine set-up. 1 Bar Sensor (P
ii Introduction...1 Installation Overview ...
14 1.3.2. Coolant Temperature Sensor The coolant temperature is used by the computer to determine warm up corrections and adjust fuel mixtures.
15 1.3.3. Inlet Air Temperature Sensor The air temperature sensor is used to compensate for changes in air density due to air te
16 1.3.4. The Throttle Position Sensor (TPS) The throttle position sensor is mounted to the throttle butterfly shaft to measure its rotation. A
17 WARNING: IF USING “INTELLIGENT” IGNITERS SUCH AS THE HALTECH EB023 IGNITION MODULE CONSTANT DUTY CYCLE SHOULD BE SELECTED IN THE IGNITION SET-
18 1.3.6. Mount Optional Exhaust Gas Oxygen Sensor The optional exhaust gas oxygen sensor must be mounted in the exhaust pipe near the exhaust he
19 These relays should be mounted on the firewall or an inner guard. Do not mount the relays such that they could catch and collect splashed wa
20 1.3.10. Electronic Control Unit (ECU) The Haltech E6K is not designed to be waterproof. It is desirable that the ECU be given as much protec
21 Example 1: Connecting to the positive side of the fuel pump. Example 2: Connecting to the negative side of the fuel pump. It does
22 Hall Effect and Optical triggers need three connections each - ground, power and the signal. The trigger connector on the Main Harness has six
23 CHAPTER 2 GETTING ONLINE Now that your Haltech E6K is installed with all the sensors in place the system can be connected to
iii 4.4.2 Adjusting Bar Height In The Map... 34 4.5 How To Quit...
24 2.2.2 Installing the Software The Programming Disk supplied with the Haltech E6K has an installation program that allows you to install the so
25 The Install program will now run. Follow the instructions given. The program will suggest that the software will be placed in the HALTECH direc
26 2.2.5 Azerty Keyboards Most countries use a keyboard where the first six letter keys across the top row are : qwerty This is called a Q
27 If this message appears check all connections and ensure that the communications cable is not being interfered with. Also be sure that the Hal
28 CHAPTER 3 ENGINE IDENTIFICATION 3.1 Checking the Identification The Identification page tells the E6K essential information about the engine
29 RPM Limit Type The RPM Limit can either be a fuel cut or an ignition cut. This field determines what form of limit will be used. Be care
30 CHAPTER 4 ADJUSTING HALTECH MAPS The tutorials presented in this chapter are examples of how you might use the available functi
31 4.3 Using the Software In order to make the software easy to use, the program presents you with a menus bar at the top of the display. The men
32 Staged injection is usually used on high boost turbo engines. Injector Bank 1 fires all the time, just as in a multipoint set-up. Beyond a set
33 Throttle Pump Deadband This field defines the percentage change in throttle position that must occur before the throttle pump is activated. Th
iv 11.1.1 Setting Up the Datalog Page ... 70 11.1.2 Creating a Datalog..
34 Values from this bar chart would be used whenever the engine speed falls in the range between 2750 and 3250 rpm (or, if in high
35 bar height is the height of the bar being adjusted, not necessarily the value of the bar currently being accessed by the e
36 Trigger Mode This field is only applicable if you are using an Internal Reluctor pickup as the “Trigger Input”. The Trigger
37 Nissan This trigger should be used when the standard Nissan trigger is used. Number of Teeth This field is only applicable if the trigger ty
38 Output Edge This field defines which edge of the signal defines the ignition event: falling or rising. The EB023 smart igniter uses a falling
39 4.7 Time Saving Functions The following list of commands can be used whenever the graphs for most of the maps are being displayed by the Halte
40 4.7.4 Percentage Changes -¦p¦p¦p¦p Using this function will prompt you to enter a percentage change to the selected bars. An entry of "
41 4.7.7 Bar Increments - ¦i¦i¦i¦i The Up and Down arrows, ££££ ¢¢¢¢, normally change the bar height in the maps by a pre-determined amount, usua
42 so the absolute maximum injection time at 6000 RPM on this engine is 10 ms. If the injection time needs to be greater than this, then yo
43 4.9 Command Summary for Maps ¥¥¥¥ , ¤¤¤¤ - move left/right highlighted bar(s) ££££ , ¢¢¢¢ - increase/decrease highlighted bar(s) ³³³³ , ´´
v A.1 Overview ... 105 A.2 Control P
44 CHAPTER 5 STARTING THE ENGINE There are a few things that need to be done before the engine should be started. Make sure that the ECU is powe
45 To check the base timing you should now start the engine with the Timing Lock on. The engine should now start and run although with
46 You must now ensure that the timing does not move as the engine speed changes. Give the engine a few quick revs while using the timing light to
47 • The sixth character in the ignition timing Map name specifies the extra ignition advance to use at light loads such as highway cruise. This
48 5.5.1 Tuning for Idle The idle mixture is very sensitive to correct bar height. Idle injection times are usually around 1.5 to 2.5 ms. If the
49 5.5.4 On the Dyno Whether the vehicle is on a chassis dyno, or the engine on an engine dyno, the principles of programming the Haltech E6K
50 Note: All maps for all engines should be smooth. A map with a "lumpy" curve is most likely wrong. If, when you have finished tuning,
51 A typical fuel curve for a normally aspirated engine sensing load via the MAP sensor A typical fuel curve for a normally aspirated engi
52 SECTION 2 Other Adjustable Features CHAPTER 6 THROTTLE EFFECTS 6.1 Throttle Response Where the procedures described in the previous chapt
53 leans out if the throttle is opened suddenly. This will occur if the fuel injectors are poorly positioned and the fuel is wetting down the wall
vi Print Version: 9.0a...Date: 27 February 2004 This manual
54 CHAPTER 7 COLD STARTING AND RUNNING The Haltech E6K has four features to modify fuel delivery and ignition timing to aid in st
55 default coolant map which may not need to be modified. If the coolant map requires modification, the changes should be done ONLIN
56 CHAPTER 8 CORRECTION FACTORS Note: The following correction factors should not be altered unless you have a detailed knowledge of your engine
57 map should not be altered unless the system is connected to a fuel injector test bench that will allow the injectors to be accurately flo
58 BarometricCompensationFixedBarometricCompensationSensing EngineLoad via TPSContinuousCompensationContinuous CompensationBaro Lock disabledBaro
59 NOTE: If you ever wish to return the E6K to the factory barometric pressure settings then enable the Barometric Lock in the Fuel Set-up page a
60 This bar has a height of –25.9%, so the E6K will provide an enrichment of –25.9%. Changing the pressure value that is locked in as Barometr
61 Method 2 Method 2 is similar to Method 3 as it uses a constant value as the barometric pressure but Method 2 is restricted only to engine mapp
62 Method 1 Method 1 is the most complex and allows continuous barometric pressure readings to be taken and fuel injection times can be adjusted
63 If you wish to use an external 1 Bar MAP Sensor (left open to atmosphere) in addition to the one used to measure engine load (if using manifold
1 Introduction Congratulations on your decision to install a Haltech Engine Management System to your vehicle. Haltech EFI systems have be
64 If you wish to use an external 1 Bar MAP Sensor (left open to atmosphere) then connect this sensor to the Spare A/D input on the wiring loom an
65 When sensing load via Manifold Pressure Mode the Barometric Map Should be very close to zero fuel reduction. In theory a Manifold Pressu
66 SECTION 3 Software Features CHAPTER 9 FILE STORAGE AND RETRIEVAL Once your Haltech E6K system is configured you should store the entire se
67 9.2 Loading Maps and Identification While the ECU system is ONLINE, you can load previously saved map information from computer di
68 9.4 File Management The ECU's map information is stored as a file on disk. You may think of these files as books in library, where the
69 CHAPTER 10 PRINTING MAPS 10.1 The Print Function You can print the maps and identification information to printers that accept IBM emulation
70 CHAPTER 11 DATALOG 11.1 The Data log Option This option records the Engine Data information at a nominal rate of ten times per second while
71 11.1.3 Viewing the Datalog To view the datalog you have just taken, press VVVV from the Datalog sub-menu. The Engine Data information will app
72 Before loading a Datalog from disk, you should load the Maps that were saved with it so that the programming software knows the set-up of the E
73 CHAPTER 12 CUSTOMISING THE SOFTWARE 12.1 The Set-up Page The Set-up window allows you to change the way the software works for you. If you a
2 When the time comes to start your engine, the base fuel map already loaded in the system could get you going immediately. If not, a littl
74 SECTION 4 E6K Inputs & Outputs The E6K has several types of optional inputs and outputs. These are: - Idle Speed Control - O2 Closed Lo
75 CHAPTER 13 SOFTWARE ACCESS 13.1 The Input/Output Page The Input/Output Page is where E6K injector driver options are enabled/disabled and th
76 Following is a summary extracted from the wiring diagram in Appendix G which should provide a simple guide in how to physically connect differe
77 The remaining fields allow you to program the Trim Control, Spare Input Function, Aux In and Aux Out Functions. The Trim Control and Spare Inpu
78 2nd MAP Sensor This field is only accessible when the Exhaust MAP Sensor is selected on the Spare Input Function. It tells the software what se
79 connected on the single channel. This minimises the amount of outputs needed to run this engine configuration. A keystroke guide is ava
80 interested in. In the case of selecting the PWM Outputs, use ©©©© to cycle through the functions, and press ¬¬¬¬ to select the on
81 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
82 Fig 14.1. The idle-air circuit. There should be sufficient airflow around the closed throttle plates to permit the engine to idle slowly even w
83 0Target Idle RPMTarget Idle RPM + Cold Idle-Up RPMTarget Idle RPM + Cold Idle-Up RPM + Start RPMEngine ColdEngine Warm20sec5-10 minsRPMTime Nu
3 DO NOT CHANGE THE BATTERY WITH THE ENGINE RUNNING AS THIS COULD EXPOSE THE ECU TO AN UNREGULATED POWER SUPPLY THAT COULD DESTROY THE ECU AND OTH
84 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
85 CHAPTER 15 CLOSED LOOP CONTROL 15.1 Description By fitting an oxygen sensor to the exhaust system of an engine, the E6K is able to perform a
86 ONLINE and go to the Output Options Page. Ignition will need to be switched on. Select Closed Loop Control, and adjust the following param
87 Engine Cycles at Idle Exhaust gas transportation time is much higher at idle, when the engine is breathing the least. If running the closed
88 Figure 15.2. Wiring different oxygen sensors.
89 CHAPTER 16 DIGITAL OUTPUTS & PWM OUTPUTS 16.1 Description The E6K possesses up to two special purpose digital output channels (depending
90 16.2 Turbo Waste Gate Control (TWG) 16.2.1 Description The wastegate of a turbo is operated when the manifold pressure acting on the
91 Once the solenoid installation is complete run the E6K software in ONLINE mode. Select the Turbo Wastegate Control Function on the appropriate
92 cycle will be taken directly from the Standard Boost Map. As the controller is rotated anti-clockwise, the duty cycle is linearly reduced to 0%
93 16.4 Dual Intake Valve Control (DIV) Some late model engines possess two tuned intake manifolds. One intake tract remains shut at lower rpm wh
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