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Electromotive TECgt User Manual

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Terms and Conditions......................................................................... 5
Electromotive Product Warranty ...............................................................................................5
Warranty Replacement ..............................................................................................................5
Warranty Coverage....................................................................................................................5
Length of Warranty....................................................................................................................5
Who the Warranty Protects........................................................................................................5
Warranty Exclusions..................................................................................................................6
How to Obtain Warranty Service ..............................................................................................6
Limitation of Implied Warranties ..............................................................................................7
Exclusion of Damages ...............................................................................................................7
Forward................................................................................................ 8
A. Installing the TECgt System.......................................................... 9
A.1. How it All Works: The Two Pages You Need to Read ....................................................9
A.2. Pre-Installation Checklist................................................................................................10
A.3. Mounting the Main Computer and DFU.........................................................................11
A.4. Trigger Wheel and Sensor Installation ...........................................................................12
A.4.a. Crankshaft Trigger Installation for 60(-2) Tooth Wheel .............................................12
A.4.b. Magnetic Crank Sensor Installation.............................................................................13
A.4.c. Wiring the Magnetic Sensor ........................................................................................15
A.4.d. Verifying Trigger Wheel Timing.................................................................................15
A.4.e. Camshaft- & Distributor-Mounted Trigger Setups......................................................17
A.4.f. Full Sequential Applications - Cam Synchronization..................................................17
A.4.g. TDC Tooth Setup Software Adjustment Parameters...................................................19
A.5. Wiring the TECgt............................................................................................................21
A.5.a. TECgt - Main Power Connections ...............................................................................21
A.5.b. Power Harness Installation ..........................................................................................21
A.5.c. Wiring the Fuel Injectors .............................................................................................23
A.5.d. Wiring the DFU's ........................................................................................................24
A.5.e. Wiring the Engine Sensors...........................................................................................24
B. Tuning Guide ............................................................................... 25
Introduction..............................................................................................................................25
B.1. Adjusting the Timing Advance .......................................................................................25
B.2. Establishing Proper Starting Enrichments ......................................................................26
B.3. Getting the Engine to Idle ...............................................................................................27
B.4. Establishing Proper Acceleration Enrichments...............................................................27
B.5. Adjusting the VE Table...................................................................................................28
B.6. Using TPS/MAP Blend...................................................................................................29
B.7. Tuning for Cold Engines and Cold Weather...................................................................29
B.8. Tuning the Idle Air Control Motor .................................................................................30
B.8.a Configuring the New Electromotive Idle Speed Control .............................................30
B.8.b. Idle Speed primer ........................................................................................................31
B.8.c. Getting Started..............................................................................................................31
B.8.d. Error Sensitivity ...........................................................................................................32
B.8.e. RPM Rate-of-Change Sensitivity.................................................................................32
B.8.f. Wiring a 2-wire IAC:....................................................................................................33
______________________________________________________________________________________
TECgt Manual Version 2.0

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©2008 Electromotive, Inc.

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Summary of Contents for Electromotive TECgt

  • Page 1: Table Of Contents

    B.6. Using TPS/MAP Blend....................29 B.7. Tuning for Cold Engines and Cold Weather..............29 B.8. Tuning the Idle Air Control Motor .................30 B.8.a Configuring the New Electromotive Idle Speed Control ..........30 B.8.b. Idle Speed primer ......................31 B.8.c. Getting Started......................31 B.8.d. Error Sensitivity ......................32 B.8.e.
  • Page 2 D.4.g. Warm-Up Enrichments (Coolant Temperature-Based) ..........69 D.4.h. Manifold Air Temperature Enrichments..............70 D.4.i. Throttle Position Sensor and MAP Enrichments............70 D.4.j. Starting Enrichments ....................72 D.4.k. Battery Voltage Compensation..................73 D.4.l. Deceleration Fuel Cut-Off ....................73 D.4.m. Summary........................74 ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 2 - ©2008 Electromotive, Inc.
  • Page 3 H.2.a. Available GPO Functions ..................101 H.2.b. Wiring the GPO’s: .....................102 I. Diagnostics................... 104 I.1. Trouble Codes from the LED’s Mounted on the TECgt ..........104 I.2. Trouble Codes from the Check Engine Output ..............105 Trouble Code Descriptions ....................106 I.2.a. Using the Trouble Codes .....................107 I.2.b.
  • Page 4 O.1. Low-, Medium-, and High-Load Problems ..............113 O.1.a. Air-Related Load Problems ..................113 O.1.b. Fuel-Related Load Problems ..................114 O.1.c. Spark-Related Load Problems ...................114 P.1. Summary of Troubleshooting Topics................114 Appendix I. Electromotive TECgt ECU Specifications ............114 OUTPUTS ..........................114 INPUTS ..........................115 Tuning Features ........................116 Supported Engine Management Configurations..............117 Data logging Features ......................117...

  • Page 5: Terms And Conditions

    However, in some cases, replacement with a ‘like new’ refurbished product is not possible, and a warranty repair situation occurs. In these situations, Electromotive strives to keep our repair times to a minimum (on average 2 to 3 business days upon receipt - excluding the necessary shipping time).

  • Page 6: Warranty Exclusions

    Consequential damages will not be covered by this warranty. How to Obtain Warranty Service For information on warranty service, contact your Electromotive Value Added Dealer or call Electromotive Technical Support at 1-703-331-0100 from 9am to 5pm Eastern Time Monday through Friday - e-mail [support@electromotive-inc.com]. To obtain warranty service, you will be required to provide: a.

  • Page 7: Limitation Of Implied Warranties

    MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE. Exclusion of Damages ELECTROMOTIVE’S LIABILITY IS LIMITED TO THE COST OF REPAIR OR REPLACEMENT OF THE PRODUCT. ELECTROMOTIVE SHALL NOT BE LIABLE FOR: DAMAGE TO OTHER PROPERTY CAUSED BY ANY DEFECTS IN THE...

  • Page 8: Forward

    The TECgt can be configured to control virtually any 1-, 2-, 3-, 4-, 6-, or 8 cylinder engine, as well as 1 or 2-rotor rotary engines, and dual plug 4 cylinder. The heart of the TEC series of engine management systems has always been a high-resolution ignition, which offers incredibly precise ignition timing even at the highest acceleration rates.

  • Page 9: Installing The Tecgt System

    Under steady-state conditions on a fully warmed-up engine, these are the only necessary inputs for the TECgt to control the fuel and ignition curves. Control of the ignition advance curve is quite simple: there is a table of RPM vs. MAP in which the desired ignition advance angle is entered for every point. The...

  • Page 10: Pre-Installation Checklist

    The coolant temperature sensor (CLT) provides an input for the TECgt to measure the engine temperature. Since cold engines need more fuel than hot engines, tables are provided in the software to allow fuel flow increases as a function of engine temperature.

  • Page 11: Mounting The Main Computer And Dfu

    As long as air is moving around the ECU, there is no risk of damage to the TECgt; just be careful not to burn yourself on the unit! Secure the TECgt ECU with four ¼” socket head cap screws.

  • Page 12: Trigger Wheel And Sensor Installation

    TECgt ECU Dimensions (bolt pattern is 4.3” x 4.3”) A.4. Trigger Wheel and Sensor Installation The foundation of the TECgt ultra-high resolution ignition is the 60(-2) tooth trigger wheel. The trigger wheel is designed to give uncompromising timing accuracy at the highest engine acceleration rates.

  • Page 13: A.4.B. Magnetic Crank Sensor Installation

    Appendix II as well. Electromotive can custom-make trigger wheels in nearly any configuration for a one-time tooling fee. To choose the proper size trigger wheel, find the diameter of the pulley or damper on which the wheel is to be mounted.
  • Page 14 Once a magnetic sensor and trigger wheel are installed, they must be aligned such that the TECgt computer knows where to locate Top Dead Center of the #1 cylinder (referred to as TDC #1). Correct alignment necessitates that the center of the sensor must be aligned with the trailing edge of the 11 tooth after the two missing teeth when the engine is at TDC #1 (see the drawing at the end of this section).

  • Page 15: A.4.C. Wiring The Magnetic Sensor

    If you are unsure which cable is for the crank sensor, measure the resistance between pin G5 on the TECgt harness and the red wire coming out of both the crank and cam cables. The wire that reads zero resistance to pin G5 is the crank sensor wire. See Figure A.4. 4 for details. Consult the end of this section for details on sequential applications.
  • Page 16 ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 16 - ©2008 Electromotive, Inc.

  • Page 17: A.4.E. Camshaft- & Distributor-Mounted Trigger Setups

    120(-4) tooth trigger wheel is necessary. This wheel has two sets of two missing teeth, spaced 180 degrees apart. As such, the input to the TECgt is identical to that of the crank-mounted 60(-2) tooth trigger wheel. Electromotive offers 120 (-4) tooth wheels in 3.25” and 2.75” diameters.
  • Page 18 The red wire from the sensor should go to terminal G23. Keep in mind that when adapting an OEM cam trigger setup to a TECgt, the wheel may need to be rotated to place the rising edge in the appropriate degree window for the TECgt.

  • Page 19: A.4.G. Tdc Tooth Setup Software Adjustment Parameters

    TDC Tooth Alignment Parameter. The timing will be automatically ADVANCED when a number LESS THAN 11 is entered. Situation B Problem: The engine needs less mechanical advance, and the crank sensor is aligned with the 11 tooth. ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 19 - ©2008 Electromotive, Inc.
  • Page 20 In the past, aligning the sensor with the 12 tooth would advance the mechanical timing by 6 degrees. Figure A.4. 9 - TDC tooth for two possible scenarios. ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 20 - ©2008 Electromotive, Inc.

  • Page 21: Wiring The Tecgt

    The TECgt is shipped with the corresponding connector with five feet of wire. See Figure A.5. 1 for a wiring diagram. If you are using the TECgt Power Harness, refer to the next section on installing the Switched +12 Volt Input into the Power Harness.
  • Page 22 The power outputs provide power for the DFU’s, injectors, EGO sensor heater, and Fuel Pump. The switched voltage input is used to turn on the TECgt ECU, and should be wired to a +12Volt source that is activated with the ignition key.

  • Page 23: A.5.C. Wiring The Fuel Injectors

    • Injector drivers 5-6 use a Light Blue base color. The stripe color indicates the channel (Black-Red = Channel 1-2). • All injectors need a +12Volt connection on one terminal and a TECgt Injector Output on the other terminal. ______________________________________________________________________________________ TECgt Manual Version 2.0...

  • Page 24: A.5.D. Wiring The Dfu's

    • Terminal “D” on the DFU connector is the +12Volt connection. • The TECgt harness has two cables for the DFUs. The first cable has three 16awg wires with a shield. The second cable has two 16awg wires with a shield.

  • Page 25: Tuning Guide

    Improper crimps can lead to terminal failure and wire fatigue. To crimp properly, we recommend using a high-quality ratcheting crimp tool (such a tool is available from Electromotive). In the absence of a good crimp tool, the terminals can be soldered. Care should be taken to make absolutely certain that the solder penetrates the terminal and gets to the wire.

  • Page 26: Establishing Proper Starting Enrichments

    An injector that is stuck in the closed position can cause a scenario that can sometimes be confused with a lack of fuel on start-up. The cylinder that is fed by the stuck injector will not be supplied with fuel, ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 26 - ©2008 Electromotive, Inc.

  • Page 27: Getting The Engine To Idle

    Since the MAP sensor reading is used for the primary load calculation on an engine, most applications will not require any MAP Acceleration Enrichments. It is therefore recommended that this ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 27 - ©2008 Electromotive, Inc.

  • Page 28: Adjusting The Ve Table

    Typically, but not always, this goes hand-in-hand with a decreased fuel requirement when below the torque peak. Fuel requirements generally increase or stay ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 28 - ©2008 Electromotive, Inc.

  • Page 29: Using Tps/Map Blend

    When an engine is cold, or when the intake air is cold, it will require additional fuel. To add this fuel, the TECgt uses coolant temperature enrichments that are activated as functions of cranking, normal running, and accelerating. These enrichments are best tuned after an engine has been tuned when warm.

  • Page 30: Tuning The Idle Air Control Motor

    This can help achieve the desired idle RPM, even on applications not using the IAC motor. B.8.a Configuring the New Electromotive Idle Speed Control For information on wiring the 2-wire IAC, refer to the drawings at the end of this section.

  • Page 31: B.8.B. Idle Speed Primer

    Bosch (should be most German cars): Min = 100, Max = 255, Allow shutdown should be checked Mazda: Min = 60, Max = 155, Allow shutdown should not be checked Electromotive Stepper: Min = 50, Max = 185, Allow shutdown does not effect this motor • Pick your idle targets as discussed in Section B.8 •...

  • Page 32: B.8.D. Error Sensitivity

    B.8.d. Error Sensitivity Error Sensitivity controls how rapidly the idle motor will move in reaction to the error of RPM at any given time. The picture below shows how the TECgt unit finds error. Figure 1 B.8.e. RPM Rate-of-Change Sensitivity Rate-of-Change sensitivity controls how rapidly the idle motor moves in reaction to the RPM changing.

  • Page 33: B.8.F. Wiring A 2-Wire Iac

    The settings you will need depend heavily on the size of your engine and the size of the idle motor. For example, if you have a 302 V-8 and are using the Electromotive stepper idle motor, larger sensitivity values will usually be needed because the idle motor must make larger changes to get the engine to respond.

  • Page 34: Tuning The Knock Control

    Control retards timing based on detonation occurrence. When the detonation level detected by the KNK sensor exceeds the value defined in the Knock Threshold setting, the TECgt will begin to retard the timing. More specifically, the timing will be retarded in increments defined by the Rate of Advance Retard. Each time a coil fires, the timing will be retarded by this amount until the knock level has dropped below the Knock Threshold.

  • Page 35: Using The Ignition Advance Trims

    When using the EGO sensor, a 15% Authority Range should be the maximum necessary for a properly tuned engine. An engine that requires more correction than 15% (in either direction) is not tuned properly to begin with. ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 35 - ©2008 Electromotive, Inc.

  • Page 36: Direct Fire Units (Dfu's)

    4 single tower coil units. Two cycle applications will use single tower coils as well. The DFU’s are driven by a 12volt charging system housed in the TECgt ECU. For the Electromotive DFU wiring requirements, refer to Figures C.1.1-5 below.

  • Page 37: Wiring The Dfu's

    16awg wire should be used. See Figure C.1. 1 for details on the coil outputs in the wiring harness. Figure C.1.1: ECU Coil Output Wires (note: shield wire is connected inside the TECgt unit, not connected at the coils).

  • Page 38: Dfu To Spark Plugs

    C1 and C2. If your application requires only the use of one DFU, then A2, B2, and C2 will not be present. Figure C.2. 2 : 4-Cyl DFU Setup ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 38 - ©2008 Electromotive, Inc.
  • Page 39 Figure C.2. 3: 8-Cyl and 4-cyl Dual Plug DFU Setup. Note that the 2 DFU coils will not be labeled C and D from Electromotive. When the 2 DFU is wired as shown, the coil labeled “A” will fire coil output “A2.” The coil labeled “B” will fire coil output “B2.”...

  • Page 40: Spark Plug Wire Routing

    Figure C.2. 5: (The above picture from a twin-plug 6 Cyl. is for reference only), this application does not pertain to the TECgt, if running a V8 the first DFU will have coils A1, B1 the second DFU will have coils A2, B2.

  • Page 41: C.3.A. Common Engine Setups

    1-cyl, 2-cyl 180 , 3-cyl (all), 4-cyl odd fire Rotaries: 2-strokes: For these applications, it will be necessary to use our single tower coils, as shown in Figure C.4. 4 ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 41 - ©2008 Electromotive, Inc.

  • Page 42: Coil And Injector Firing Schemes

    The following pages outline the different injection and ignition firing patterns that are available on the TECgt. It will be necessary to know the firing order for your engine before using the engine configuration tables (some common firing orders are given in the following section).

  • Page 43: C.4.B. Injector And Coil Firing Patterns For Rotary Engines

    C.4.b. Injector and Coil Firing Patterns for ROTARY Engines C.4.c. Injector and Coil Firing Patterns for 2-CYCLE Engines C.4.d. Injector and Coil Firing Patterns for ODD-FIRE Engines ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 43 - ©2008 Electromotive, Inc.

  • Page 44: C.4.E. Examples Of Typical Engine Setups

    C.4.e. Examples of Typical Engine Setups Figure C.4. 1: Typical In-Line 4-cylinder DFU wiring. Firing Order 1-3-4-2 depicted here. Figure C.4. 2: Typical In-Line 6- cylinder DFU wiring. Firing Order 1-5-3-6-2-4 depicted here. ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 44 - ©2008 Electromotive, Inc.
  • Page 45 G25 (white wire) = first rotor, leading. TECgt pin G24 (red wire) = second rotor, leading. Trailing plugs will go to TECgt pin G1 (black wire) = first rotor, trailing. TECgt pin G2 (red wire) = second rotor, trailing.

  • Page 46: Common Firing Orders

    1&6 5&2 3&4 Coil 4 cylinder - Firing Order Most Inline 4-cyl Engines: 1-3-4-2 1&4 3&2 VW Flat 4 (air-cooled): 1-4-3-2 1&3 4&2 Dual Plug 4-cyl: 1-3-4-2 1&4 3&2 ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 46 - ©2008 Electromotive, Inc.

  • Page 47: C.5.A. To Find The Tdc Event Order

    2 secondary spark plug coils (coil outputs A2 and B2), and will fire the trailing spark plugs on rotors 1 and 2, respectively. Typically, rotaries work well with about 7-15 degrees of split between the ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 47 - ©2008 Electromotive, Inc.

  • Page 48: Dual Plug Engines

    Dual Plug Timing Split. C.8. Spark Plug Wire Selection The TECgt outputs an extremely high-energy charge for the ignition coils. Resistor (carbon) core wires work best with this charging method, since they absorb electrical noise generated by the coil firing events.

  • Page 49: Spark Plug Selection

    Use of resistor plugs is highly recommended for optimum noise suppression. If using anything other than a resistor spark plug wire, a resistor plug MUST be used. The bottom line is this: the TECgt system uses an inductive (long duration charge at battery voltage) charging method for the coils, which is ______________________________________________________________________________________ TECgt Manual Version 2.0...

  • Page 50: Fuel Injector Configurations

    When the injectors are wired such that the circuit will flow more than 5 amps, the TECgt fires them in peak-and-hold mode. When this is happening, the injector current ramps up to approximately 4 amps very quickly, then drops to 1 amp for the remainder of the pulse width.
  • Page 51 As far as performance, low impedance injectors are preferred. The reason is simple: low impedance injectors have a faster response time than high impedance injectors. This means that low impedance ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 51 - ©2008 Electromotive, Inc.

  • Page 52: Injector Firing Schemes

    TECgt, see the tables in Section C.3. • Regardless of engine firing order, the TECgt fires its injector output channels in numerical order 1- 2-3-4-5-6. Injector channels must be wired appropriately to match an engine’s firing order.

  • Page 53: D.2.B. Throttle Body Injection (Tbi)

    This firing option could also be used with a rail-fire setup on a V8, though rail- fire is not a recommended practice with the current level of Technology. See Figure D.2. 1 for a TBI wiring schematic. Figure D.2.1: Recommended TBI injector wiring. ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 53 - ©2008 Electromotive, Inc.

  • Page 54: D.2.C. Phase-Sequential Injection

    16 low-impedance injectors could be used with this firing scenario. See Figure D.2. 2 for a typical 8-cylinder phase-sequential injector wiring schematic. Figure D.2. 2: 8-cylinder phase-sequential injector wiring for firing order 1-8-4-3-6-5-7-2. ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 54 - ©2008 Electromotive, Inc.

  • Page 55: D.2.D. Full Sequential Injection

    Consequently, rotaries and 2- strokes will inject fuel on every TDC event. Figure D.2. 3: 6-cylinder full-sequential injection wiring for a 1-6-2-4-3-5 firing order. ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 55 - ©2008 Electromotive, Inc.

  • Page 56: D.2.E. Rotary Engine Injection

    1 and rotor 2. The staged injector pulse width is determined by the settings in the Staged Injector Pulse Width Table in the software. Figure D.2. 4 shows the necessary wiring for a rotary injection application. Figure D.2.4: Rotary injector wiring. D.3. Injector Wiring ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 56 - ©2008 Electromotive, Inc.

  • Page 57: Fuel Injector Pulse Width Derivation

    In the above equation, the variable “MAP Voltage÷5” is the load percentage at which the MAP sensor is operating. Since all MAP sensors output a maximum of +5 Volts at full load, the TECgt uses this number to determine the percentage of full load at which the engine is operating. For a MAP reading of 4.5 ÷...
  • Page 58 MAP signal at low RPM’s. In effect, it “tricks” the TECgt into thinking that the engine is operating at a lower manifold pressure (higher vacuum) with a consistent MAP sensor voltage.

  • Page 59: D.4.B. Time On For One Gama (Tog)

    The TOG is analogous to the fuel flow on a carburetor when the metering rods are in the up position (full fuel flow). This number is the injector pulse width (in milliseconds) when the TECgt sees +5 Volts on the MAP sensor, since +5 Volts on the MAP sensor is the highest load reading that a given MAP sensor can make.
  • Page 60 Table D.4. 2: MAP sensor voltage & kPa relationship. Load 1-Bar 2-Bar 3-Bar Percentage Voltage 0.00 0.25 0.50 0.75 1.00 1.25 1.50 1.75 2.00 2.25 2.50 2.75 3.00 3.25 3.50 3.75 4.00 4.25 4.50 4.75 5.00 ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 60 - ©2008 Electromotive, Inc.
  • Page 61 • Scaled TOG = 8.80ms The TECgt generates a straight line for the pulse width curve from the TOG value at +5 Volts on the MAP sensor to zero pulse width at 0 Volts on the MAP sensor. See Figure D.4. 1 for a graphical representation of this.

  • Page 62: D.4.C. Injector Offset Time (Iot)

    D.4.c. Injector Offset Time (IOT) Users of Electromotive’s other TEC systems will remember the Injector Offset Time IOT as the Pulse Width Offset Time (POT). The IOT and POT are one and the same; only the terminology has changed. The IOT is analogous to the fuel flow through a carburetor when the metering rods are in the down position (minimum fuel flow).
  • Page 63 • Changing TOG and IOT together affects the slope of the fuel curve. • Select TOG and IOT such that the Volumetric Efficiency table corrections are at a minimum. (See next section for more details on this.) ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 63 - ©2008 Electromotive, Inc.

  • Page 64: D.4.D. Volumetric Efficiency Table Corrections

    100% will richen up the fuel curve. The “Pulse width” view mode shows the injector pulse width values that the TECgt will use throughout the operating range. The numbers in the “Duty Cycle” view mode should not exceed the maximum value for an RPM when taking the injector recovery time into consideration.

  • Page 65: D.4.E. Tps/Map Blend Corrections

    TPS reading is both stable and has a low voltage output (typically less than 2 Volts) during these conditions. When the TECgt software is set up to use the TPS/Blend function, it takes the reading from the TPS and the MAP and combines them into one number. This number is then used as the MAP sensor reading.
  • Page 66 Take some time to learn how to use the TPS/MAP blend function. Getting a radically-cammed engine to idle nicely is very easy once you have mastered this feature. ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 66 - ©2008 Electromotive, Inc.

  • Page 67: D.4.F. Oxygen Sensor Corrections

    Air-Fuel Ratio Table defines the desired air-fuel ratio at the various operating points of the engine. When the EGO is turned on (in closed loop operation), the TECgt will try to correct the injector pulse width to make the EGO reading the same as the numbers in the Air-Fuel Ratio Table. This is accomplished by sampling the reading from the EGO sensor, and adjusting the injector pulse width accordingly.
  • Page 68 Unless you know a specific engine’s air-fuel requirements, there is no “target” air-fuel ratio to shoot for. However, ALWAYS run engines on the rich side of stoichiometric when under medium to high load. ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 68 - ©2008 Electromotive, Inc.

  • Page 69: D.4.G. Warm-Up Enrichments (Coolant Temperature-Based)

    The same calculation method is used for both the EGO and MAT enrichments, which are outlined in subsequent sections. Coolant Enrichment Curve Figure D.4. 8: A typical coolant enrichment curve. Coolant temperature, C ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 69 - ©2008 Electromotive, Inc.

  • Page 70: D.4.H. Manifold Air Temperature Enrichments

    The TPS acceleration enrichments provide extra fuel when the throttle is quickly depressed, just like the accelerator pump on a carburetor. Similarly, the MAP sensor rate-of-change enrichments provide fuel enrichments when the manifold pressure changes quickly. Most engines will only need TPS-based ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 70 - ©2008 Electromotive, Inc.
  • Page 71 MAP Acceleration Mode). Since the units are in kPa/sec, smaller numbers make the MAP enrichments more sensitive to MAP changes. The TECgt will only enter into either TPS or MAP Acceleration Mode (not both at the same time). TPS Acceleration Mode always takes precedence to MAP Acceleration Mode.

  • Page 72: D.4.J. Starting Enrichments

    • Fixed One Second Starting Pulse Width Addition (PW-0): This enrichment adds a fixed amount of pulse width to the injectors for a period of one second after the TECgt detects engine cranking. This number is only added when the coolant temperature is below CLT-0. PW-0’s value is added to “IOT.”...

  • Page 73: D.4.K. Battery Voltage Compensation

    11 volts. The battery voltage parameter allow the TECgt to adjust the injector open times up or down to compensate for low or high battery voltages. The value specifies how many microseconds to add or subtract to calculated open time based on the current battery voltage.

  • Page 74: D.4.M. Summary

    • One Second Enrichment After DECEL Ends (DCCL-4): This enrichment is added for one second after the TECgt comes out of Fuel Cut-Off mode. This is intended to help wet down the intake tract walls that were dried off under deceleration. The value of this enrichment is added to the “VE Absolute”...

  • Page 75: Injector Sizing

    The original 4-cylinder BMW M3 engine has a BSFC of around 0.43, while some rotary turbo engines approach 0.60 BSFC. A turbo engine will normally have a BSFC above 0.5. ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 75 - ©2008 Electromotive, Inc.
  • Page 76 High RPM’s shorten the amount of time between TDC events, thus shortening the maximum injector pulse width. Figure E.1. 2 shows the time per revolution as a function of RPM. Table E.1. 1 shows the peak ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 76 - ©2008 Electromotive, Inc.
  • Page 77 17.0 16.0 15.0 14.0 13.0 12.0 11.0 10.0 2000 4000 6000 8000 10000 12000 14000 16000 18000 20000 Figure E.1. 2: Time between revolutions for various engine speeds. ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 77 - ©2008 Electromotive, Inc.
  • Page 78 9500 12.6 10000 12.0 10500 11.4 11000 10.9 11500 10.4 12000 10.0 12500 13000 13500 14000 14500 15000 15500 16000 16500 17000 17500 18000 18500 19000 19500 20000 ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 78 - ©2008 Electromotive, Inc.

  • Page 79: Fuel Pump Selection

    Unlike a stock OEM computer, the TECgt generally does not require an adjustable fuel pressure regulator. The reason for this is quite simple: the TECgt allows you to set the precise fuel injector pulse width for a given RPM/load point. In so doing, you do not need to change the fuel pressure to change the amount of fuel introduced into the cylinders;...

  • Page 80: Tecgt Output Functions And Wiring

    That is, higher pressure will cause a higher flow rate. To keep things straightforward, try to run the fuel pressure for which your injectors are rated. Electromotive offers several regulators with different pressure ratings to make your search as easy as possible.
  • Page 81 1/2” inner diameter plumbing should be used for the balance tube to allow for adequate cylinder-to- cylinder consistency. Electromotive offers a universal IAC Motor Housing for retrofitting an IAC motor onto an engine. The housing is designed around the Ford/Mazda bolt pattern, and as such, it fits many applications. It is also available in “universal”...

  • Page 82: Tachometer Output

    TECgt is first turned on. This ensures adequate fuel rail pressure on start-up. When the TECgt is first turned on, the fuel pump will run for the amount of time defined in the software. If the engine is not cranked during or after this time, the fuel pump will turn off. Once the engine is cranked, the fuel pump will turn back on.

  • Page 83: Caution

    Do NOT connect the fuel pump relay output directly to the fuel pump. This will cause an excessive amount of current to be drawn through the circuit, and may result in damage to your TECgt. Figure F.3.1: Fuel pump relay wiring.

  • Page 84: Tecgt Input Functions And Wiring

    MAP sensor as a load-determining device is well justified. MAP sensors are available from Electromotive in three varieties: 1-, 2-, and 3-Bar. A 1-Bar sensor would be used on a naturally aspirated engine, a 2-Bar sensor would be used on a boosted engine (up to 15psi), and a 3-Bar sensor would be used on a boosted engine (up to 30psi).
  • Page 85 (1-, 2-, or 3-Bar), it is necessary to know the output voltage from the sensor as a function of pressure. With the TECgt turned on, but the engine NOT running, the MAP sensors will output the voltage for atmospheric pressure (since manifold pressure is equal to the atmospheric pressure when the engine in not running).
  • Page 86 Figure G.1.1: MAP sensor wiring. 1 Bar MAP Sensor Output Voltage Figure G.1.2: 1-Bar MAP sensor output voltage. 2 Bar MAP Sensor Output Voltage Figure G.1.3: 2-Bar MAP sensor output voltage. ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 86 - ©2008 Electromotive, Inc.

  • Page 87: Throttle Position Sensor

    (approaching 5V) at full throttle. Switch-type TPS’s will NOT work with a TECgt since they do not output a smooth voltage transition from closed to opened throttle. The throttle position sensor should have a resistance of roughly 10kΩ measured across the +5V and Ground terminals.

  • Page 88: Tps Functionality And Wiring

    Please note that the TPS must use a (roughly) 10kΩ potentiometer! Failure to do so will result in improper impedance matching for the TECgt, and a false sensor reading will result. Fortunately, most TPS’s are of the 10kΩ variety.

  • Page 89: Coolant Temperature Sensor

    PN 310-71330 Fig. G.2.5 Fig. G.2.6 The TPS connects to three wires from the TECgt harness: +5 Volt, Ground, and TPS Signal. See Figure G.2.7 for proper wiring instructions. Fig G.2.7: Proper throttle position sensor wiring G.3. Coolant Temperature Sensor The TECgt is compatible with negative temperature coefficient (NTC) thermister- type coolant temperature sensors.
  • Page 90 B with an ohmmeter. Match the resistance of the sensor to the operating temperature using Table G.3.1. As a guideline, use the following specs: Cold engine (70F, 20C): ~3300Ω Hot Engine (180F, 80C): ~350Ω ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 90 - ©2008 Electromotive, Inc.

  • Page 91: Manifold Air Temperature Sensor

    Tuning the MAT Sensor enrichments is covered in Section B.7 of this manual. The TECgt is set up to use the GM-style MAT sensors. These sensors are sold by Electromotive under part number 305-71220. They are threaded for a 3/8” NPT hole.

  • Page 92: The Exhaust Gas Oxygen Sensor

    Wiring the Sensor Virtually all 4-wire EGO sensors on the market are compatible with the TECgt. Most universal EGO sensors available from the auto parts store have a color code as follows: Black: EGO + Gray: EGO –...
  • Page 93 EGO sensors (1-wire style) often cool down significantly. The positive wire for the heater can be spliced to the Fuel Pump output on the TECgt Power Harness (PN 070-40000). This is the 16awg light green wire. This is NOT the same as the Fuel Pump Relay Ground output of the TECgt, which is a 20awg light green wire from pin G17.

  • Page 94: Wideband O2 Sensor

    TECgt Harness – Pin G33). • Connect the EGO- line on the TECgt (this is the tan 20awg wire going to Pin G32) to the Sensor Ground line (this is black w/ white stripe 18awg wire going to Pin G6).

  • Page 95: Faq's And Troubleshooting Tips

    WIDEBAND EGO Sensor Table, this effectively performs two operations. The first is it configures the TECgt to use the analog voltage on pin G33 as the EGO voltage. The second is that it loads the default wideband sensor values. Since there are so many different controllers, the default values will probably not exactly match the data provided by your controller’s manufacturer.

  • Page 96: Knock Sensor

    TECgt. Turn the key off, and then back G.7. Knock Sensor To compensate for poor fuel quality and other adverse engine operating conditions, the TECgt has the ability to retard timing based on detonation. To perform this task, it uses a knock sensor to sense when the engine is experiencing spark knock.

  • Page 97: The General Purpose Inputs (Gpi's) And General Purpose Outputs (Gpo's) Or Gp I/O's

    That is, they create a connection to ground when turned on. • A MAXIMUM of 1 amp per GPO channel may be run on the TECgt. • It is HIGHLY recommended to use a relay on the GPO channels, regardless of amperage draw.

  • Page 98: H.1.A. Available General Purpose Input (Gpi) Functions

    GPO Trim #2 only effects table 2. See Figure H.1.1 for wiring diagram. A/C Idle Speed Increase: On TECgt installations with an idle air control motor, this feature allows the idle speed to be increased when the air conditioner is turned on. See Figures H.1.2 and 3 for recommended wiring.

  • Page 99: H.1.B. Wiring The Gpi's

    Air conditioner idle speed increase wiring. Fig. H.1.3: Alternate air conditioner idle speed increase wiring. Note that the A/C clutch solenoid polarity MUST be known for this method. ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 99 - ©2008 Electromotive, Inc.

  • Page 100: H.1.C. Gp I/O Wiring Harness Layout

    Figure H.1.6: Typical speed sensor wiring H.1.c. GP I/O Wiring Harness Layout GP O-1 Terminal G10 White w/ Black Stripe, 18awg GP I -2 Terminal G20 Orange w/ Blue Stripe, 18awg ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 100 - ©2008 Electromotive, Inc.

  • Page 101: General Purpose Output (Gpo) Functions

    Instead of retrofitting a thermo-switch mounted somewhere near the radiator’s air stream to turn the fan on and off, you can simply use one channel of the TECgt’s GP I/O function. To accomplish this task, you would first select the Radiator Fan option from the GP I/O menu. Then, you would input the temperature at which the fan should turn on, and the temperature at which it should turn off.

  • Page 102: H.2.B. Wiring The Gpo's

    30 or 40 amps, which should be more than adequate for most applications. High quality relays and relay sockets are available from Electromotive under part numbers 340-91200 and 340-91201, respectively. Part number 340-91200 is a 5-position relay, so it can be used for all applications depicted below.
  • Page 103 A/C clutch with terminals 30 and 87a. When activated, the A/C control will break the (normally-closed) connection between 30 and 87a by grounding pin 85. ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 103 - ©2008 Electromotive, Inc.

  • Page 104: Diagnostics

    The LED’s mounted on the TECgt are used to alert the user’s attention to electrical and crank trigger problems. They are also used to show the mode (in terms of the rpm range) in which the TECgt is operating. Here are the readings from the LED’s : •...

  • Page 105: Trouble Codes From The Check Engine Output

    Note: If a misfire occurs during normal engine operation, but the lower LED on the TECgt was not observed to momentarily flash red, the crank sensor may be at fault. To test for errors in this situation, turn the engine off without removing power from the TECgt ECU (this can be accomplished by unplugging the fuel injector harness, or by hitting the letter “K”...

  • Page 106: Trouble Code Descriptions

    Use this light to warn of coolant temperatures that are too high. When this code is displayed, the TECgt will be using the CLT Failure Default value for coolant-based calculations. As such, there will be no engine temperature input to the TECgt’s ECU.

  • Page 107: I.2.A. Using The Trouble Codes

    TPS Fully Closed Throttle Voltage: 1.1 Volts TPS Wide Open Throttle Voltage: 4.5 Volts TPS High Voltage Failure (0-5V): 4.8 Volts TPS Low Voltage Failure (0-5 V): 0.8 Volts ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 107 - ©2008 Electromotive, Inc.

  • Page 108: I.2.B. Wiring The Check Engine Light

    The Failure Default Value is the voltage that the TECgt will use for its TPS-based calculations when the TPS sensor has failed. Since this is a fixed value, there will be no TPS-based acceleration enrichments when the TPS has failed. However, the Failure Default Value is useful for applications using the TPS-MAP Blend feature because it defines a fixed amount of TPS to blend with the MAP sensor during a TPS failure.

  • Page 109: Pc-Based Data Logging

    (20 samples-per-second), about 109 seconds of data can be stored in the memory. K. Rev Limiters Several different rev limiters are built into the TECgt system. These rev limiters can be engaged in a few different manners, and can be used for a variety of functions. ______________________________________________________________________________________ TECgt Manual Version 2.0...

  • Page 110: Valet Mode Rev Limiter

    The easiest way to wire the Secondary Rev Limiter is to use a standard 4-position relay. Using the relay, Pins 30 and 87 will short to each other when 86 goes to +12 volts : Relay Pin 30 : MAT Sensor Signal (White 20awg, TECgt Pin 21) from the connector AND from the TECgt.

  • Page 111: Fuel Control

    Section B.8. for proper start-up parameters. o If the engine does not start with a small amount of throttle opening, look to either fuel or spark-related problems. ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 111 - ©2008 Electromotive, Inc.

  • Page 112: M.2.B. Fuel-Related Starting Problems

    EXTREMELY CAREFUL NOT TO TOUCH THE SPARK!! It will really be painful, and can be deadly to people with pacemakers! If there is no spark, check the wiring to the DFU and to the TECgt. Pin D on the DFU should have +12volts with the ignition key on.

  • Page 113: Idling Problems

    To function properly, the only air-related load problems arise from improperly sized throttles. Make sure that a throttle can flow enough air for an engine. Stock throttles on heavily modified engines will typically cause upper-rpm performance problems. ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 113 - ©2008 Electromotive, Inc.

  • Page 114: O.1.B. Fuel-Related Load Problems

    • Make sure that the engine sensors are reading correctly. • Make sure that the fuel injectors are firing, and are not clogged. • Check the fuses and relays if a power loss occurs. Appendix I. Electromotive TECgt ECU Specifications OUTPUTS Fuel Injector Drivers o 6 x 4.4/1.1 - 2.2/.5 amp peak-and-hold injector drivers...

  • Page 115: Inputs

    Provides fuel and ignition trims, valet switch, NOS retard, and more Engine Sensor Inputs o Crank Sensor • 2-wire magnetic sensor (compatible w/ some OEM’s) • Uses Electromotive-spec 60(-2) tooth crank trigger • Ultra-high resolution engine position input o Cam Sensor • Necessary for full-sequential applications •...

  • Page 116: Tuning Features

    Individual cylinder fuel trims • Oxygen sensor closed loop corrections • Starting (cranking) enrichments • Cold start / cold weather enrichments • Accelerator pump enrichments • Deceleration fuel cutoff ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 116 - ©2008 Electromotive, Inc.

  • Page 117: Supported Engine Management Configurations

    Total data logging time is limited only by hard drive space Physical Dimensions Length: 6.14” plus 0.65” for connector Width: 4.6” Height: 1.65” Weight: 1.55 lbs Bolt Hole Pattern: 4.3” x 4.3” ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 117 - ©2008 Electromotive, Inc.

  • Page 118: Environmental Considerations

    CD-ROM for software installation Communications o RS-232 9- or 25-pin D connector COM 1-99 (software selectable) Appendix II. Electromotive Trigger Wheel Availability Universal 60(-2) Tooth Crank Trigger Wheels – All Have 1” Center Hole (unless noted) 8.25” Outer Diameter PN 230-72682 7.25”...
  • Page 119 Generation MR2 Turbo & NA Coming Soon Please note that most common engines have trigger kits made by our various dealers. Porsche, Mazda, Toyota, Acura/Honda and Subaru applications are currently covered extensively. ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 119 - ©2008 Electromotive, Inc.

  • Page 120: Appendix Iii. Secondary Coil Polarity For Redundant Ignition Applications

    Appendix III. Secondary Coil Polarity for Redundant Ignition Applications Figure X: DFU Secondary Voltage Polarity – for Redundant Ignition Applications. ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 120 - ©2008 Electromotive, Inc.

  • Page 121: Appendix Iv. Tecgt Custom Harness Specification Sheet

    Appendix IV. TECgt Custom Harness Specification Sheet Note: All unspecified wire lengths are 6 ft from ECU ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 121 - ©2008 Electromotive, Inc.

  • Page 122: Appendix V. Tecgt Custom Harness Spec. Sheet Continued

    Appendix V. TECgt Custom Harness Spec. Sheet continued : Customer Name : ______________________________________________ Address : _____________________________________________________ Telephone # : __________________________________________________ E-mail : _______________________________________________________ ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 122 - ©2008 Electromotive, Inc.

  • Page 123: Software Coding Information

    The “X” digit must match the “X” digit of the software version (see above). This is the firmware version. Firmware for the TECgt starts with “WTL02”. The next two digits XX are the release version, release changes, new feature additions or some other major change will be signified in this number. The last 3 digits are the build number.

  • Page 124: Firmware Upgrade Procedure

    Following this step-by-step procedure should keep everything straightforward during the upgrade process. Firmware Upgrade Procedure Care must be taken when installing different firmware versions on your TECgt ECU. Follow the steps outlined below: 1. Download the Firmware upgrade from the Electromotive website.

  • Page 125: Appendix Vi. Tecgt Connector Pin Out Summary

    Appendix VI. TECgt Connector Pin Out Summary Gray Connector Coil Channel C1 or A2 Black, 16awg Coil Channel B2 Red, 16awg Injector Channel 5 Light Blue w/Black Stripe, 18awg Injector Channel 6 or GP I/O 7 Light Blue w/Red Stripe, 18awg...
  • Page 126 TECgt Connector Pin Out Summary (Continued) : Coil Channel A1 White, 16awg IAC pin C or GP I/O 5 Dark Green w/Black Stripe, 18awg IAC pin D or GP I/O 6 Dark Green w/White Stripe, 18awg CLT Input Gray, 18awg...

  • Page 127: Appendix Vii. Tecgt Wiring Harness Layout

    Appendix VII. TECgt Wiring Harness Layout ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 127 - ©2008 Electromotive, Inc.

  • Page 128: Appendix Viii. Tecgt Power Harness Schematic

    Appendix VIII. TECgt Power Harness Schematic ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 128 - ©2008 Electromotive, Inc.
  • Page 129 BTDC (Before Top Dead Center): When a piston is moving upward, but has not yet reached TDC. Cam Sensor: A device used to provide a once-per-engine cycle pulse to the TECgt. This establishes the stage of engine operation that is occurring for a given TDC.
  • Page 130 Gamma: See TFPW. This number is no longer used with TECgt systems. General Purpose Inputs (GPI): Input channels that the TECgt can use to process data from sensors that are not related to the core engine management sensors. Switches and vehicle speed sensors can be run to the GPIs.
  • Page 131 TOG/UAP: Time on for one Gama (a.k.a. User Adjustable Pulse Width) This number defines the slope of the raw fuel curve. When TOG/UAP is zero, the raw fuel curve will have zero pulse width at zero MAP sensor ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 131 - ©2008 Electromotive, Inc.
  • Page 132 When UAP/TOG is zero, the raw fuel curve will have zero pulse width at zero MAP sensor volts. When the MAP sensor is at +5volts, the pulse width will be the number defined by UAP/TOG, expressed in milliseconds. ______________________________________________________________________________________ TECgt Manual Version 2.0 - Page 132 - ©2008 Electromotive, Inc.

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