Haltech E6K User Manual

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E6K Manual
Warning
This system is capable of controlling either “intelligent “ igniters such
as the Haltech EB023 igniter, which has in-built dwell control or
“dumb” igniters which contain no such control. This allows standard
igniters to be used in many cases. Most standard igniters are dumb
igniters.
However, it is very important to set the system up to match the type of
igniter used. In the ignition set-up page the set-up should be:
To control intelligent igniters set up as “Constant Duty”
To control dumb igniters set up as “Constant Charge”
If the wrong set-up is used the system will not function correctly, also
it is possible to burn out the igniters as a result. Burning out igniters
due to wrong set-up will not be regarded as warranty
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1 2 3 4 5 6 ... 153 154

Summary of Contents

Page 1 - Warning

i E6K Manual Warning This system is capable of controlling either “intelligent “ igniters such as the

Page 2 - SECTION 1

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

Page 3 - SECTION 3

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

Page 4 - SECTION 5

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

Page 5

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

Page 6

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

Page 7 - Introduction

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

Page 8 - Before You Begin

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

Page 9 - Tool/Supply Requirements

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

Page 10 - How It Works

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

Page 11

102 Figure 16.15. Example circuit for an Anti-Lag switch. WARNING: DO NOT OPERATE ANTI-LAG FOR PROLONGED PERIODS. EXHAUST AND TURBO TE

Page 12

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

Page 13 - HALTECH E6K SPECIFICATIONS

5 necessary, for transient throttle movement and the temperature of the engine. At the end of all these calculations, the final injection time is

Page 14

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

Page 15

105 SECTION 5 Appendices APPENDIX A TROUBLESHOOTING This Appendix is devoted to trouble shooting problems that may occur during setting up the

Page 16

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

Page 17 - SECTION 1 Getting Started

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

Page 18 - 1.2 Installation Summary

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

Page 19 - Mounting

109 and the coolant correction map has been set for good stable running, before changing the coolant factor. A.8 Cold Running Prob

Page 20

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

Page 21

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

Page 22

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

Page 23 - TO E6K IGNITION OUTPUT

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

Page 24 - 1.3.8. Power Relays

6 The following features are available through the Advanced Mode. Sequential Injection Direct Fire Ignition Rotary Engines Twin Triggers Twin Dis

Page 25 - 1.3.9. Fuse Block Assembly

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

Page 26 - 1.3.11. Flying Leads

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

Page 27

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

Page 28 - 1.3.15 Connect the ECU

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

Page 29 - 2.2.1 Computer Requirements

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

Page 30

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

Page 31

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

Page 32

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

Page 33

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

Page 34

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

Page 35

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

Page 36 - 4.1 What are maps?

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

Page 37 - 4.4.1 Fuel Set-up

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

Page 38

126 APPENDIX E TRIGGER INTERFACE Interfacing the E6K with your particular trigger system may be fairly straightforward or it may be complica

Page 39

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

Page 40

128 Many distributors used in electronic ignition systems contain internal components and layouts the same as the distributor described above,

Page 41

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

Page 42

130 A variation on this type of pickup uses a magnet moving past the pole piece, instead of ferrous metal, but generating the sam

Page 43

131 The Motronic magnetic sensor has two wires, one positive (+), and the other negative (-). The wires are sometimes marked as such, but more oft

Page 44

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

Page 45

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

Page 46

8 • Throttle Position Sensor 10 kΩ rotary potentiometer driven from throttle shaft • Internal Barometric Pressure Sensor Barometric pressure

Page 47

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

Page 48

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

Page 49 - 4.9 Command Summary for Maps

136 Typical set-ups – S3 4 cylinder / 2 rotor engine For a four cylinder 2 magnets are required in total, positioned exactly 180° apart.

Page 50 - 5.3 Checking the Base Timing

137 8 Cylinder For an eight cylinder 4 magnets are required in total, positioned exactly 90° apart. Figure 3: Typical 8 cylinder

Page 51

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

Page 52

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

Page 53

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

Page 54 - 5.5.3 Loading the Engine

141 E.3 Synchronisation Events Synchronisation Events (Sync Events) are required for sequential and direct fire systems. The Sync Event gives the

Page 55 - 5.5.6 Fine Tuning the Engine

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

Page 56

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

Page 57

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

Page 58 - 6.1 Throttle Response

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

Page 59 - 6.3 Full Throttle Map

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

Page 60 - 7.1 Cold Cranking

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

Page 61

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

Page 63 - 8.5 Barometric Correction

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

Page 64

11 SECTION 1 Getting Started CHAPTER 1 HALTECH E6K INSTALLATION 1.1 Overview The Haltech E6K system comprises the following components Hal

Page 65 - Method 3

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

Page 66

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

Page 67 - Method 2

ii Introduction...1 Installation Overview ...

Page 68 - Sensing Engine Load via TPS

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

Page 69

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

Page 70 - Completing Method 1

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

Page 71 - 8.6 Post Start Enrichment

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

Page 72 - SECTION 3 Software Features

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

Page 73 - 9.3 Upgrading from E6S

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

Page 74

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

Page 75

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

Page 76

22 Hall Effect and Optical triggers need three connections each - ground, power and the signal. The trigger connector on the Main Harness has six

Page 77

23 CHAPTER 2 GETTING ONLINE Now that your Haltech E6K is installed with all the sensors in place the system can be connected to

Page 78

iii 4.4.2 Adjusting Bar Height In The Map... 34 4.5 How To Quit...

Page 79 - 12.1.3 Com Port

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

Page 80

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

Page 81 - 13.1 The Input/Output Page

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

Page 82 - 8 Injectors

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

Page 83

28 CHAPTER 3 ENGINE IDENTIFICATION 3.1 Checking the Identification The Identification page tells the E6K essential information about the engine

Page 84

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

Page 85 - 13.3 The PWM Options Page

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

Page 86 - 13.4 Enabling Options

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

Page 87 - 14.1 Description

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

Page 88

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

Page 89 - Engine Warm

iv 11.1.1 Setting Up the Datalog Page ... 70 11.1.2 Creating a Datalog..

Page 90

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

Page 91 - 15.1 Description

35 bar height is the height of the bar being adjusted, not necessarily the value of the bar currently being accessed by the e

Page 92

36 Trigger Mode This field is only applicable if you are using an Internal Reluctor pickup as the “Trigger Input”. The Trigger

Page 93

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

Page 94

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

Page 95 - 16.1 Description

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

Page 96 - 16.2.1 Description

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 "

Page 97

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

Page 98 - 16.3.1 Description

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

Page 99

43 4.9 Command Summary for Maps ¥¥¥¥ , ¤¤¤¤ - move left/right highlighted bar(s) ££££ , ¢¢¢¢ - increase/decrease highlighted bar(s) ³³³³ , ´´

Page 100

v A.1 Overview ... 105 A.2 Control P

Page 101

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

Page 102

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

Page 103

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

Page 104

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

Page 105 - 16.14 NOS Switch

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

Page 106

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

Page 107 - 16.15 Anti-Lag Switch

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,

Page 108 - 16.16 Air Conditioning

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

Page 109 - 16.18 VTECH

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

Page 110

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

Page 111 - SECTION 5 Appendices

vi Print Version: 9.0a...Date: 27 February 2004 This manual

Page 112 - A.2 Control Program Problems

54 CHAPTER 7 COLD STARTING AND RUNNING The Haltech E6K has four features to modify fuel delivery and ignition timing to aid in st

Page 113 - A.3 Starting problems

55 default coolant map which may not need to be modified. If the coolant map requires modification, the changes should be done ONLIN

Page 114 - A.6 Full Power Problems

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

Page 115 - A.9 Fuel Consumption

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

Page 116 - Microprocessor

58 BarometricCompensationFixedBarometricCompensationSensing EngineLoad via TPSContinuousCompensationContinuous CompensationBaro Lock disabledBaro

Page 117 - B.2.2 Synchronising

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

Page 118 - B.2.3 Coil Set-up

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

Page 119 - B.3 Sequential Injection

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

Page 120 - B.3.2 Sequential Outputs

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

Page 121 - B.4 Multi-tooth Triggers

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

Page 122 - B.6 Twin Triggers

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

Page 123 - B.8 Nissan Triggers

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

Page 124 - Pattern 2

65 When sensing load via Manifold Pressure Mode the Barometric Map Should be very close to zero fuel reduction. In theory a Manifold Pressu

Page 125 - Nissan 6-Cylinder Trigger 2

66 SECTION 3 Software Features CHAPTER 9 FILE STORAGE AND RETRIEVAL Once your Haltech E6K system is configured you should store the entire se

Page 126 - B.10 Summary Table

67 9.2 Loading Maps and Identification While the ECU system is ONLINE, you can load previously saved map information from computer di

Page 127 - C.1 The E6K Injector Drivers

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

Page 128

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

Page 129 - D.2 Injector Flow Capacity

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

Page 130 - D.3 Injector Staging

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

Page 131 - D.4 Fuel Pump Capacity

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

Page 132 - Figure E.1

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

Page 133 - Figure E.3

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

Page 134

74 SECTION 4 E6K Inputs & Outputs The E6K has several types of optional inputs and outputs. These are: - Idle Speed Control - O2 Closed Lo

Page 135

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

Page 136 - E.2.2 Motronic Trigger

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

Page 137

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

Page 138 - Ω resistance, Porsche

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

Page 139 - E.2.3 Hall Effect Sensors

79 connected on the single channel. This minimises the amount of outputs needed to run this engine configuration. A keystroke guide is ava

Page 140

80 interested in. In the case of selecting the PWM Outputs, use ©©©© to cycle through the functions, and press ¬¬¬¬ to select the on

Page 141

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

Page 142 - ° apart

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

Page 143

83 0Target Idle RPMTarget Idle RPM + Cold Idle-Up RPMTarget Idle RPM + Cold Idle-Up RPM + Start RPMEngine ColdEngine Warm20sec5-10 minsRPMTime Nu

Page 144 - ° BTDC

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

Page 145 - ° apart. A south

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

Page 146

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

Page 147 - E.3 Synchronisation Events

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

Page 148 - E.4 Ignition Output

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

Page 149

88 Figure 15.2. Wiring different oxygen sensors.

Page 150

89 CHAPTER 16 DIGITAL OUTPUTS & PWM OUTPUTS 16.1 Description The E6K possesses up to two special purpose digital output channels (depending

Page 151 - G.M. Direct Fire Ignition

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

Page 152 - Remember that all degrees

91 Once the solenoid installation is complete run the E6K software in ONLINE mode. Select the Turbo Wastegate Control Function on the appropriate

Page 153 - LIMITED WARRANTY

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%

Page 154 - WIRING DIAGRAMS

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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