Electromotive tec3r Installation Manual & Users Manual
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Electromotive tec3r Installation Manual & Users Manual

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Electromotive, Inc
9131 Centreville Road
Manassas,VA 20110
Product Installation Manual
& User's Guide
V1.11
703-331-0100
703-331-0100 fax
support@electromotive.com

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Summary of Contents for Electromotive tec3r

  • Page 1 Product Installation Manual & User’s Guide V1.11 Electromotive, Inc 703-331-0100 9131 Centreville Road 703-331-0100 fax Manassas,VA 20110 support@electromotive.com...

  • Page 2: Table Of Contents

    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 ......................
  • Page 3 D.4. Fuel Injector Pulse Width Derivation ........... 61 D.4.a. Introduction ......................... 61 D.4.b. User Adjustable Pulse Width (UAP) ................63 D.4.c. Pulse Width Offset Time (POT) .................. 65 D.4.d. Volumetric Efficiency Table Corrections ..............66 Tec3r Manual Version 1.11 - Page 3 - ©2017 Electromotive, Inc.
  • Page 4 H.2.a. Reading the Trouble Codes ..................106 H.2.b. Using the Trouble Codes ................... 107 H.2.c. Wiring the Check Engine Light ................. 107 I. Data logging with the Tec3-r..............108 Tec3r Manual Version 1.11 - Page 4 - ©2017 Electromotive, Inc.
  • Page 5 N.1.a. Air-Related Load Problems ..................113 N.1.b. Fuel-Related Load Problems ..................113 N.1.c. Spark-Related Load Problems ................... 113 O.1. Summary of Troubleshooting Topics ..........113 Appendix I. Electromotive Tec3-r ECU Specifications ......114 Outputs ......................114 Inputs ....................... 114 Tuning Features ....................115 Supported Engine Management Configurations .........
  • Page 6 White Connector ........................124 Appendix VIII. Tec3-r Wiring Harness Layout ........125 Appendix IX. Tec3-r Power Harness Schematic ........126 Tec3r Manual Version 1.11 - Page 6 - ©2017 Electromotive, Inc.

  • Page 7: Term And Conditions

    Our warranty period is 1 year as of January 1, 2017. New Product Warranty: Electromotive offers a 1 year warranty on all new XDi and TEC units, for the original purchaser only, from the original purchase date. We warrant our products to free of defects in materials and workmanship during the warranty period.

  • Page 8: Determinations

    This exclusion of damages shall apply to the maximum extent permitted by applicable law and shall continue in effect regardless of whether Electromotive has been advised or should have known of the possibility of any particular damages, regardless of whether any exclusive remedy provided in this Agreement is deemed to have failed of its essential purpose, and regardless of whether the customer is deemed to have been left without an effective remedy.

  • Page 9: Forward

    Direct Fire Units (DFU’s) are available from Electromotive in 2- and 3-coil versions. These DFU’s are completely weather proof, and feature sealed electrical connectors. Additionally, the DFU’s are impedance matched for optimum performance with our Tec3-r.

  • Page 10: Installing The Tec3-R System

    While many OEM’s use Mass Airflow (MAF) sensors to determine the airflow (and thus the load) of an engine, Electromotive systems are designed around Manifold Air Pressure (MAP) sensors as the load-determining device. MAP sensors simply plug into the intake manifold of the engine (after the throttle), and are inherently easier to install than MAF sensors since they are not sensitive to vacuum leaks or engine airflow requirements.

  • Page 11: Pre-Installation Checklist

    8. 60 (-2) Tooth Crank Trigger Wheel or 120 (-4) Tooth Cam Trigger Wheel 9. Coolant Temperature Sensor (CLT) 10. Manifold Air Temperature Sensor (MAT) 11. Manifold Air Pressure Sensor (MAP) 12. Throttle Position Sensor (TPS) Tec3r Manual Version 1.11 - Page 11 - ©2017 Electromotive, Inc.

  • Page 12: Mounting The Main Computer And Dfu

    17. High Pressure Electric Fuel Pump (see notes on Fuel Pump) 18. Fuel Injectors (see notes on Fuel Injectors) 19. Fuel Injector Wiring Harness 20. Throttle 21. Wire Terminal Crimping Tool (available from Electromotive) 22. Shrink Tubing 23. Assorted Wire Crimp Terminals 24. Drill 25.

  • Page 13: Trigger Wheel And Sensor Installation

    60(-2) tooth trigger wheel. The trigger wheel is designed to give uncompromising timing accuracy at the highest engine acceleration rates. As such, Electromotive does not support other triggering systems, particularly those of the “flying magnet” variety. These systems can lead to vastly inaccurate spark timing, and can contribute to engine damage.

  • Page 14: A.4.A. Crankshaft Trigger Installation For 60(-2) Tooth Wheel

    See Appendix II for a listing of applications. Universal trigger wheels are also available in a variety of sizes, and are listed in Appendix II as well. Electromotive can custom-make trigger wheels in nearly any configuration for a one-time tooling fee.
  • Page 15 3-1/2” 60 (-2) Tooth (below 6000rpm) 3-1/2” 60 (-2) Tooth (Above 6000rpm) Greater than 3-1/2” 60 (-2) Tooth wheels Fig A.4.2: Electromotive ½” (12.7mm) crank sensor Fig A.4.3: Electromotive 3/8” (9.53mm) crank sensor Tec3r Manual Version 1.11 - Page 15 -...

  • Page 16: A.4.D. Verifying Trigger Wheel Timing

    DOUBLE the actual desired timing value due to the waste-spark firing of the DFU coils. They are fooled into thinking that the timing is twice as advanced as it actually is. Tec3r Manual Version 1.11 - Page 16 -...
  • Page 17 Tec3r Manual Version 1.11 - Page 17 - ©2017 Electromotive, Inc.

  • Page 18: A.4.E. Camshaft- & Distributor-Mounted Trigger Setups

    ECU. Typically, the sync pulse is generated by the installation of a 1-notch (or 1-tooth) trigger wheel onto the camshaft. A standard Electromotive magnetic (inductive) sensor can then be used to obtain the reading from this trigger wheel. A Hall effect sensor could also be used as a triggering method instead of a magnetic sensor setup.

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

    Note the 87 degree (as measured on the cam wheel) “window” in which the rising edge must occur. A.4.g. TDC Tooth Setup Software Adjustment Parameters Tec3r Manual Version 1.11 - Page 19 - ©2017 Electromotive, Inc.
  • Page 20 6 degrees lower than the actual advance). Situation C Problem: The engine needs less mechanical advance, and the crank sensor is aligned with the 11 tooth. Tec3r Manual Version 1.11 - Page 20 - ©2017 Electromotive, Inc.
  • Page 21 12th or 13th tooth will yield 6° or 12° (respectively) of advance during cranking. Also check that the sensor is centered over the edge of the wheel. Tec3r Manual Version 1.11 - Page 21 -...

  • Page 22: Wiring The Tec3-R

    Volt Input into the Power Harness. A.5.b. Power Harness Installation Electromotive’s Power Harness (PN 070-40000) for the Tec3-r is capable of supplying the +12Volt high-amperage power required to run the DFU’s, injectors, EGO sensor heater and fuel pump. Included in the harness is a fuse block with four fuses (ignition, DFU’s, Injectors and Fuel Pump are fused) and two...

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

    To summarize the main wiring points from Section D:  Injector drivers 1-4 use a Yellow base color. The stripe color indicates the channel (Black-Red- Green-Blue = Channel 1-2-3-4). Tec3r Manual Version 1.11 - Page 23 - ©2017 Electromotive, Inc.

  • Page 24: A.5.D. Wiring The Dfu's

    : Crank Sensor Cam Sensor (if used) MAP sensor (1-Bar sensors use green connector. 2 & 3-Bar use orange connector) Some Throttle Position Sensors EGO Sensor Knock Sensor Tec3r Manual Version 1.11 - Page 24 - ©2017 Electromotive, Inc.

  • 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

    Once an engine has been started, ASE-0 and ASE-1 are very useful to making an engine perform flawlessly in the first few seconds after starting. ASE-1 is a decaying fuel enrichment that is added for a Tec3r Manual Version 1.11 - Page 26 -...

  • Page 27: Getting The Engine To Idle

    Typically, the duration of the required fuel addition is around one second. For this reason, there is a set of enrichment parameters devoted solely to One Second Acceleration Enrichments. Additionally, lower Tec3r Manual Version 1.11 - Page 27 - ©2017 Electromotive, Inc.

  • Page 28: Adjusting The Ve Table

    Fuel requirements generally increase or stay roughly constant above the torque peak. Consequently, the VE Table should be adjusted to reflect the fuel requirements of an engine at all RPM’s (and volumetric efficiencies). Tec3r Manual Version 1.11 - Page 28 - ©2017 Electromotive, Inc.

  • Page 29: Using Tps/Map Blend

    Section D.4.h, the density of air increases drastically with decreased temperature. The plot in Section D.4.h shows the Manifold Air Temperature Fuel Enrichment that would be required for various inlet Tec3r Manual Version 1.11 - Page 29 -...

  • Page 30: Tuning The Idle Air Control Motor

    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 just like the old system; this data will likely still be there.

  • Page 31: B.8.B. Idle Speed Primer

    Once the idle is stable and revs return smoothly to the target idle speed, the car should then be drivable. Little if any adjustments should be required to finalize the idle settings. Tec3r Manual Version 1.11 - Page 31 -...

  • Page 32: B.8.D Error Sensitivity

    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 Tec3r Manual Version 1.11 - Page 32 - ©2017 Electromotive, Inc.

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

    Ford motor is also correct. For those of you outside the U.S., Malpin carries diodes of similar spec to the Radioshack part. FIGURE 3 : Wiring the 2-wire IAC Tec3r Manual Version 1.11 - Page 33 - ©2017 Electromotive, Inc.

  • Page 34: B.8.G. Wiring A 3-Wire Iac

    Care should be taken not to lean the injectors out too much, since engine damage may result. Fuel can be trimmed by + or – 15%. Tec3r Manual Version 1.11 - Page 34 - ©2017 Electromotive, Inc.

  • Page 35: Using The Ignition Advance Trims

    Some tuners like to use the EGO sensor at higher engine loads. This is not necessarily a bad idea, but the limitations of an EGO sensor must be realized. As long as the Desired Air Fuel Ratio Table has Tec3r Manual Version 1.11 - Page 35 -...

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

    C. Direct Fire Units (DFU’s) Introduction DFU’s are made by Electromotive in two variants: 2-coil and 3-coil. Each coil drives two spark plugs in waste-spark ignition setups. Eight cylinder engines will use two 2-coil DFU’s. Twelve cylinder engines will use two 3-coil versions. 2-rotor engines will use 4 single tower coil units. Two cycle applications will use single tower coils as well.

  • Page 37: Dfu To Spark Plugs

    C.2. DFU to Spark Plugs The coils fire in a specific order for each engine configuration. The proper coil must be connected to the correct cylinder in the firing order. Tec3r Manual Version 1.11 - Page 37 - ©2017 Electromotive, Inc.
  • Page 38 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 Tec3r Manual Version 1.11 - Page 38 - ©2017 Electromotive, Inc.
  • Page 39 DFU is wired as shown, the coil labeled “A” will fire coil output “A2.” The coil labeled “B” will fire coil output “B2.” Figure C.2.4 : 6-Cyl DFU Setup Tec3r Manual Version 1.11 - Page 39 - ©2017 Electromotive, Inc.

  • Page 40: Spark Plug Wire Routing

    For the engine to run correctly, the coils must be connected to the appropriate cylinders. Since the Electromotive DFU’s utilize waste-spark coils, it is necessary to know the firing order of an engine to determine which cylinders should be paired together.

  • Page 41: C.3.B. Special Note For Coil-Per-Plug Applications

    , 3-cyl (all), 4-cyl odd fire, 6-cyl odd fire Rotaries : ALL 2-strokes : ALL For these applications, it will be necessary to use our single tower coils, as shown in Figure C.3.1. Tec3r Manual Version 1.11 - Page 41 - ©2017 Electromotive, Inc.
  • Page 42 Leading plugs will go to Tec3r white connector pin W1 (white wire) = first rotor , leading. Tec3r pin W2 (red wire) = second rotor, leading. Trailing plugs will go to Tec3r pin W4 (white wire) = first rotor, trailing.

  • Page 43: Coil And Injector Firing Schemes

    Odd-Fire applications must know the TDC event order of the engine. Read Section C.5 for instructions on this. The following pages show wiring diagrams for the most common engine applications C.4.a. Injector and Coil Firing Patterns for EVEN-FIRE Engines Tec3r Manual Version 1.11 - Page 43 - ©2017 Electromotive, Inc.

  • Page 44: C.4.A. Injector And Coil Firing Patterns For Even-Fire Engines (Continued)

    C.4.a. Injector and Coil Firing Patterns for EVEN-FIRE Engines (continued) Tec3r Manual Version 1.11 - Page 44 - ©2017 Electromotive, Inc.

  • Page 45: 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 _____________________________________________________ Tec3r Manual Version 1.11 - Page 45 - ©2017 Electromotive, Inc.

  • Page 46: C.4.C. Injector And Coil Firing Patterns For 2-Cycle Engine (Continued)

    C.4.c. Injector and Coil Firing Patterns for 2-CYCLE Engine (continued) C.4.d. Injector and Coil Firing Patterns for ODD-FIRE Engines _____________________________________________________ Tec3r Manual Version 1.11 - Page 46 - ©2017 Electromotive, Inc.

  • Page 47: C.4.D. Injector And Coil Firing Patterns For Odd-Fire Engines (Continued)

    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. _____________________________________________________ Tec3r Manual Version 1.11 - Page 47 - ©2017 Electromotive, Inc.
  • Page 48 Remember, 8- cylinder setups fire the coil channels in the order of A Figure C.4.4: Typical Porsche 6-cylinder Dual Plug DFU wiring. Firing Order 1-6- 2-4-3-5 depicted here. _____________________________________________________ Tec3r Manual Version 1.11 - Page 48 - ©2017 Electromotive, Inc.

  • Page 49: Common Firing Orders

    These were used in NASCAR’s Busch-series a few years ago.) However, the firing order does NOT correspond to the order of _____________________________________________________ Tec3r Manual Version 1.11 - Page 49 - ©2017 Electromotive, Inc.

  • Page 50: C.6.A. To Find The Tdc Event Order

    V-Twin with one connecting rod lobe, the TDC events occur in the following fashion for one complete engine cycle: TDC A – 45 – TDC B – 315 – TDC A – 45 – TDC B _____________________________________________________ Tec3r Manual Version 1.11 - Page 50 - ©2017 Electromotive, Inc.

  • Page 51: Rotary Engines

    Consequently, it is recommended that most dual plug applications NOT use the Dual Plug Timing Split. _____________________________________________________ Tec3r Manual Version 1.11 - Page 51 - ©2017 Electromotive, Inc.

  • Page 52: Spark Plug Wire Selection

    (since there is more load). The detriment is that spark plugs and wires are only rated to a certain voltage (30- _____________________________________________________ Tec3r Manual Version 1.11 - Page 52 - ©2017 Electromotive, Inc.

  • Page 53: Fuel Injector Configurations

    When the injectors are wired such that the circuit will flow more than 5 amps, the TEC fires them in peak-and-hold mode. When this is happening, the injector current ramps up to approximately 4 amps very _____________________________________________________ Tec3r Manual Version 1.11 - Page 53 - ©2017 Electromotive, Inc.
  • Page 54 Current Flow per Injector = [1  # of injectors per driver]  Current Flow through Circuit Figure D.1.1 : Parallel wiring of fuel injectors. Note that injectors have an electrical polarity. Typically, positive is on the side marked above. _____________________________________________________ Tec3r Manual Version 1.11 - Page 54 - ©2017 Electromotive, Inc.

  • Page 55: Injector Firing Schemes

    This means that each cylinder will receive a pulse of fuel twice per engine cycle (once per revolution on a 4- stroke). This type of firing scheme requires only the standard Electromotive 60(-2) tooth trigger wheel on the crankshaft. No cam sensor is required. For an outline of the various firing options available with the Tec3-r, see the tables in Section C.3.

  • Page 56: D.2.A. Staged Injection

    As can be seen in Section C.3, we have accounted for most injection scenarios. If your desired injector firing scenario is not listed, it is advised that you call Electromotive Technical Support. Some definitions concerning the language used in Section C.3 are given in sections C.2.a. through C.2.e.

  • Page 57: 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. _____________________________________________________ Tec3r Manual Version 1.11 - Page 57 - ©2017 Electromotive, Inc.

  • Page 58: D.2.D. Full Sequential Injection

    Consequently, rotaries and 2-strokes will inject fuel on every TDC event. See Figure D.2. 3 for an 8-cylinder full sequential wiring schematic. Figure D.2.3 : 6-cylinder full-sequential injection wiring for a 1-6-2-4-3-5 firing order. _____________________________________________________ Tec3r Manual Version 1.11 - Page 58 - ©2017 Electromotive, Inc.

  • Page 59: D.2.E. Rotary Engine Injection

    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. _____________________________________________________ Tec3r Manual Version 1.11 - Page 59 - ©2017 Electromotive, Inc.

  • Page 60: Injector Wiring

    Figure D.3. 1 : TEC³ STD injector channel pin out. Figure D.3. 2 : TEC³ 6/12 injector channel pin out. Figure D.3. 3 : TEC³r Injector channel pin out. _____________________________________________________ Tec3r Manual Version 1.11 - Page 60 - ©2017 Electromotive, Inc.

  • Page 61: Fuel Injector Pulse Width Derivation

    There is no RPM-dependency for the raw fuel curve derivation. The governing principle behind this is that the pulse width requirements for an engine with a smooth (flat) torque curve will not have a very large _____________________________________________________ Tec3r Manual Version 1.11 - Page 61 - ©2017 Electromotive, Inc.
  • Page 62 UAP. An engine at 50% load would require 50% of the UAP, and an engine at 0% load would require 0% of the UAP (the MAP sensor determines the load percentage). Electromotive refers to this as “Linear Thermodynamics.” Keep in mind however, that the Linear Thermodynamic principle is a simplification that is useful for getting an engine up and running quickly.

  • Page 63: D.4.B. User Adjustable Pulse Width (Uap)

    D.4.b. User Adjustable Pulse Width (UAP) Users of Electromotive’s TEC-I and TEC-II systems will remember the User Adjustable Pulse Width (UAP) as the Time On for One Gama (TOG). The UAP and TOG are one and the same; only the terminology has changed.
  • Page 64 The Tec3-r generates a straight line for the pulse width curve from the UAP 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. _____________________________________________________ Tec3r Manual Version 1.11 - Page 64 - ©2017 Electromotive, Inc.

  • Page 65: D.4.C. Pulse Width Offset Time (Pot)

    POT alone can be changed, as in Figure D.4. 3. Figure D.4. 2 : Effect of UAP and POT on injector pulsewidth. Note: UAP=6ms, POT=1ms. _____________________________________________________ Tec3r Manual Version 1.11 - Page 65 - ©2017 Electromotive, Inc.

  • Page 66: D.4.D. Volumetric Efficiency Table Corrections

    Since the Raw Fuel Curve defined by UAP and POT is a two-dimensional graph (i.e. Load vs. Pulse width) and the VE table is a three-dimensional graph (i.e. Load vs. RPM vs. Pulse width), it is easy to _____________________________________________________ Tec3r Manual Version 1.11 - Page 66 - ©2017 Electromotive, Inc.

  • Page 67: D.4.E. Tps/Map Blend Corrections

    RPM’s. If your engine meets any of the following criteria, it is suggested that you consider using the TPS/MAP Blend function:  Radical Camshaft (Long Duration) _____________________________________________________ Tec3r Manual Version 1.11 - Page 67 - ©2017 Electromotive, Inc.
  • Page 68 TPS/MAP Blend is being used. As a result, the pulse width equation from before now becomes: Pulse Width = [(Modified MAP Voltage  5)  UAP  (VE “Absolute” %  100)] + POT _____________________________________________________ Tec3r Manual Version 1.11 - Page 68 - ©2017 Electromotive, Inc.

  • Page 69: D.4.F. Oxygen Sensor Corrections

    For gasoline, this number is 14.64 parts air to 1 part fuel by mass. Thus, for gasoline, the stoichiometric air-fuel ratio is 14.64:1. Different fuels have radically different stoichiometric ratios. _____________________________________________________ Tec3r Manual Version 1.11 - Page 69 - ©2017 Electromotive, Inc.
  • Page 70 RPM. The TPS reading must be below the Closed Throttle Voltage for this parameter to be engaged. This parameter is used for exhaust systems that cannot create enough heat at idle for the EGO sensor to be accurate. _____________________________________________________ Tec3r Manual Version 1.11 - Page 70 - ©2017 Electromotive, Inc.

  • Page 71: D.4.G. Warm-Up Enrichments (Coolant Temperature-Based)

    Pulse Width = [(MAP Voltage  5)  UAP  {(VE “Absolute” % + CLT)  100}] + POT The same calculation method is used for both the EGO and MAT enrichments, which are outlined in subsequent sections. _____________________________________________________ Tec3r Manual Version 1.11 - Page 71 - ©2017 Electromotive, Inc.

  • Page 72: D.4.H. Manifold Air Temperature Enrichments

    85 110 135 160 185 Tem perature, Air Temperature, Figure D.4. 10 : Figure D.4. 9 : Air Density vs. Temperature Recommended Starting MAT enrichment curve for turbo-charged applications _____________________________________________________ Tec3r Manual Version 1.11 - Page 72 - ©2017 Electromotive, Inc.

  • Page 73: D.4.I. Throttle Position Sensor And Map Enrichments

    One Second Acceleration Enrichments can provide. The enrichment value is added to the “VE Absolute” number. _____________________________________________________ Tec3r Manual Version 1.11 - Page 73 - ©2017 Electromotive, Inc.

  • Page 74: D.4.J. Starting Enrichments

    –40C. The enrichment value ramps down to zero when the coolant reaches 80C. The enrichment value entered here is added to the “VE Absolute” value. _____________________________________________________ Tec3r Manual Version 1.11 - Page 74 - ©2017 Electromotive, Inc.

  • Page 75: D.4.K. Battery Voltage Compensation

    11 volts. The battery voltage parameter allow the Tec3r 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 76: D.4.M. Summary

    A fuel pump designed for a carbureted application should be used for the transfer pump (do not use a TBI-style pump as a _____________________________________________________ Tec3r Manual Version 1.11 - Page 76 - ©2017 Electromotive, Inc.

  • Page 77: 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. _____________________________________________________ Tec3r Manual Version 1.11 - Page 77 - ©2017 Electromotive, Inc.
  • Page 78 Central to the topic of injector sizing is the RPM at which the engine will need the injectors to fire. High RPM’s shorten the amount of time between TDC events, thus shortening the maximum injector pulse _____________________________________________________ Tec3r Manual Version 1.11 - Page 78 - ©2017 Electromotive, Inc.
  • Page 79 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. _____________________________________________________ Tec3r Manual Version 1.11 - Page 79 - ©2017 Electromotive, Inc.
  • Page 80 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 _____________________________________________________ Tec3r Manual Version 1.11 - Page 80 - ©2017 Electromotive, Inc.

  • Page 81: Fuel Pump Selection

    Since 99% of all fuel pressure regulators have a vacuum hose port on them, all you need to do is run a vacuum hose from your intake manifold (after the throttle) to the regulator. On boosted _____________________________________________________ Tec3r Manual Version 1.11 - Page 81 - ©2017 Electromotive, Inc.

  • Page 82: Tec3-R Output Functions And Wiring

    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 83 Fig F.1. 3 : Common 4-wire idle air control motor wiring. Note that for the Tec3-r 6/12, terminals B11, B12, B13, and B14 are changed to W11, W12, W13, and W14, respectively. _____________________________________________________ Tec3r Manual Version 1.11 - Page 83 - ©2017 Electromotive, Inc.

  • Page 84: Tachometer Output

    (C-). These types of coils require the use of a tachometer amplifier, since they are designed to trigger off of a 120 Volt signal. Tachometer amplifiers (PN: 150-15210) are available from Electromotive to suit these applications. Figure F.2 1: Typical tachometer wiring.

  • Page 85: The General Purpose Outputs (Gpo's) And The Spare Output

     It is HIGHLY recommended to use a relay on the output of the GPO channels, regardless of amperage draw. F.4.a. Available GPO Functions Radiator Fan: See previous paragraph for functionality. See Figure F.4. 1 for wiring diagram. _____________________________________________________ Tec3r Manual Version 1.11 - Page 85 - ©2017 Electromotive, Inc.

  • Page 86: F.4.B. The Spare Output Function And Harness Layout

    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 87 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. _____________________________________________________ Tec3r Manual Version 1.11 - Page 87 - ©2017 Electromotive, Inc.

  • Page 88: F.4.D. Gpo Wiring Harness Layout

    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...
  • Page 89 2.71 psi Table G.1. 1 : 4.16 psi 28.8 psi 5.61 psi 30.3 psi US to metric unit 7.06 psi 31.7 psi conversion data. 8.51 psi 33.2 psi _____________________________________________________ Tec3r Manual Version 1.11 - Page 89 - ©2017 Electromotive, Inc.
  • Page 90 1 Bar MAP Sensor Figure G.1.2 : 1-Bar MAP sensor output voltage. Output Voltage 2 Bar MAP Sensor Figure G.1.3 : 2-Bar Output Voltage MAP sensor output voltage. _____________________________________________________ Tec3r Manual Version 1.11 - Page 90 - ©2017 Electromotive, Inc.

  • Page 91: Throttle Position Sensor

    Fig. G.2.1: Sample TPS terminal is from the pair whose resistance increased from Step 1 to Step 2. Example: Step 1. Closed Throttle : A-B: ~500 A-C: ~9500 B-C: ~9500 _____________________________________________________ Tec3r Manual Version 1.11 - Page 91 - ©2017 Electromotive, Inc.
  • Page 92 Many different TPS’s have been used by OEM’s in the past few decades. The most common types are driven directly on the throttle shaft by either a dowel pin going through the shaft of a “D” shaped throttle shaft. Various TPS styles are available from Electromotive, as outlined in Figures G.2. 3-5. Arm-Style TPS...

  • Page 93: Coolant Temperature Sensor

    Tuning the CLT-Based enrichments is covered in Section B.7. The Tec3-r is set up to use the GM-style coolant temperature sensors. These sensors are sold by Electromotive under part number 305-71210. They are threaded for a 3/8” NPT hole. Liquid-cooled engines should have the CLT sensor installed somewhere in the coolant passages.
  • Page 94 Cold engine (70F, 20C) : ~3300 Hot Engine (180F, 80C) : ~350 Temp, Temp, Resistance, ohms 100700 25000 13500 7500 3400 1800 Table G.3 1: CLT and MAT sensor resistance _____________________________________________________ Tec3r Manual Version 1.11 - Page 94 - ©2017 Electromotive, Inc.

  • Page 95: Manifold Air Temperature Sensor

    Instead, it should be mounted after the collector. Failure to mount the EGO sensor close to the engine will result in poor performance due to under-heating the sensor. The EGO sensor needs plenty of heat to operate properly. Mild steel threaded bungs for the EGO sensor are available from Electromotive under PN 315-72111.
  • Page 96 DO NOT ATTEMPT TO RUN THE EGO HEATER WITH THE +5V LINE IN THE TEC-3 HARNESS!! Electromotive’s EGO sensors also follow this color code, and are mated to a 4-position female weather-pack connector in the following pin out: Gray : Pin D...

  • Page 97: Wideband O2 Sensor

    The Tec3-r supports an input from most wideband sensor controllers. The wideband controller must have an analog 5-volt output signal. A typical configuration is shown in Figure G.6.1. Figure G.6.1 - Typical Wideband Configuration _____________________________________________________ Tec3r Manual Version 1.11 - Page 97 - ©2017 Electromotive, Inc.

  • Page 98: Faq's And Troubleshooting Tips

    Tip #1. Save your bin file and download it again to the Tec3-r. Turn the key off, and then back on. _____________________________________________________ Tec3r Manual Version 1.11 - Page 98 - ©2017 Electromotive, Inc.

  • Page 99: Knock Sensor

    RPM’s. Mechanical noise can be identified by datalogging a light-load, high-RPM driving situation. If no detonation is heard during the _____________________________________________________ Tec3r Manual Version 1.11 - Page 99 - ©2017 Electromotive, Inc.

  • Page 100: The General Purpose Inputs (Gpi's)

    Just keep in mind that ignition timing should always be VERY conservative with a rotary engine. The Tec3-r uses any 1-wire FREQUENCY-BASED knock sensor input. Electromotive stocks a GM 1-wire knock sensor under PN 305-71410. See Figure G.6.1 for wiring details.

  • Page 101: G.8.B. Wiring The Gpi's

    Air conditioner idle speed increase wiring. Fig. G.8.3 : Alternate air conditioner idle speed increase wiring. Note that the A/C clutch solenoid polarity MUST be known for this method. _____________________________________________________ Tec3r Manual Version 1.11 - Page 101 - ©2017 Electromotive, Inc.
  • Page 102 Fig. G.8.4 : Nitrous timing retard wiring. Fig. G.8.5 : Valet mode on/off wiring. Fig. G.8.6 : Data log on/off wiring. Figure G.8.7: Typical speed sensor wiring _____________________________________________________ Tec3r Manual Version 1.11 - Page 102 - ©2017 Electromotive, Inc.

  • Page 103: G.8.C. Gpi Wiring Harness Layout

    To test for errors in this situation, turn the engine off without removing power from the Tec3-r ECU (this can be accomplished by unplugging the fuel injector _____________________________________________________ Tec3r Manual Version 1.11 - Page 103 - ©2017 Electromotive, Inc.

  • Page 104: Trouble Codes From The Check Engine Output

     61: Idle Speed Motor Driver Thermal Shutdown  62: Idle Speed Motor Driver Short to Battery or Open Load  63: Idle Speed Motor Driver Short to Ground _____________________________________________________ Tec3r Manual Version 1.11 - Page 104 - ©2017 Electromotive, Inc.

  • Page 105: Trouble Code Descriptions

    Code 38 – EGO Rich too Long: This code is set when the oxygen sensor reading is rich for a prolonged period of time. Make sure the sensor is not shorted to +12 Volts. _____________________________________________________ Tec3r Manual Version 1.11 - Page 105 - ©2017 Electromotive, Inc.

  • Page 106: H.2.A. Reading The Trouble Codes

    See Figure H.2. 1 for a graphical representation. Figure H.2.1 : Graphical representation of the check engine light flashing sequence. This example is the output for code numbers 33 and 34. _____________________________________________________ Tec3r Manual Version 1.11 - Page 106 - ©2017 Electromotive, Inc.

  • Page 107: H.2.B. Using The Trouble Codes

    0.25 Amps, which dictates that a light bulb of 3 Watts or less should be used. See Figure H.2.2 for wiring instructions. Figure H.2.2 : Wiring diagram for the check engine output. _____________________________________________________ Tec3r Manual Version 1.11 - Page 107 - ©2017 Electromotive, Inc.

  • Page 108: Data Logging With The Tec3-R

    (not one megabyte!). When the data logging is operating at the highest frequency (25 samples-per- second), about 160 seconds of data can be stored in the memory. _____________________________________________________ Tec3r Manual Version 1.11 - Page 108 - ©2017 Electromotive, Inc.

  • Page 109: Rev Limiters

    The Electromotive rev limiter is very flexible. For ignition control, the timing can be dropped to zero (0) degrees on rev limit, or our 3-stage coil cut can be used. Fuel control can also be controlled with either no fuel cut, a full fuel cut or the new progressive fuel cut.

  • Page 110: Timing Control

    Troubleshooting an engine management system is actually a fairly straightforward process. When viewed in simple terms, an engine that is in good mechanical condition, but will not run properly, can only need one of these three things: _____________________________________________________ Tec3r Manual Version 1.11 - Page 110 - ©2017 Electromotive, Inc.

  • Page 111: Air, Fuel, And Spark

     Check the crank sensor alignment and air gap with the trigger wheel.  Check the crank sensor resistance (should be between 600 and 700 ohms across the red and black wires). _____________________________________________________ Tec3r Manual Version 1.11 - Page 111 - ©2017 Electromotive, Inc.

  • Page 112: Idling Problems

    DFUs are powered correctly, check the ignition advance table.  Engines typically need at least 10 of timing to idle smoothly. Check the Timing Advance Table at the idle MAP/RPM points. _____________________________________________________ Tec3r Manual Version 1.11 - Page 112 - ©2017 Electromotive, Inc.

  • Page 113: Low-, Medium-, And High-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. _____________________________________________________ Tec3r Manual Version 1.11 - Page 113 - ©2017 Electromotive, Inc.

  • Page 114: Appendix I. Electromotive Tec3-R Ecu Specifications

    Appendix I. Electromotive Tec3-r ECU Specifications Outputs Fuel Injector Drivers o 8 x 4.4/1.1amp peak-and-hold injector drivers  6 drivers with Tec3-r o Up to 16 low or high impedance injectors can be driven  Up to 12 injectors with Tec3-r o Low impedance injectors: 2 per driver (1 - 2.6...

  • Page 115: Tuning Features

    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  Once-per-cam-revolution pulse o Manifold Air Pressure (MAP) Sensor ...

  • Page 116: Supported Engine Management Configurations

    Staged injection available for all setups o Coil-per-plug for all applications Rotary o 1-, 2-, and 3 rotor engines. o Full sequential fuel injection w/ staged injection or TBI Coil-per-plug for all applications _____________________________________________________ Tec3r Manual Version 1.11 - Page 116 - ©2017 Electromotive, Inc.

  • Page 117: Data Logging Features

    10 MB of free hard drive space Data Drives o CD-ROM for software installation o 3.5” floppy by request Communications o RS-232 9- or 25-pin D connector COM 1-4 (software selectable) _____________________________________________________ Tec3r Manual Version 1.11 - Page 117 - ©2017 Electromotive, Inc.

  • Page 118: Appendix Ii. Electromotive Trigger Wheel Availability

    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” Outer Diameter PN 230-72672 6” Outer Diameter PN 230-72660 5” Outer Diameter PN 230-72650 3.5”...

  • Page 119: Appendix Iii. Coil Polarity For Redundant Ignition Applications

    Appendix III. Coil Polarity for Redundant Ignition Applications Figure X: DFU Secondary Voltage Polarity – for Redundant Ignition Applications. _____________________________________________________ Tec3r Manual Version 1.11 - Page 119 - ©2017 Electromotive, Inc.

  • Page 120: Appendix Iv. Tec3-R Custom Harness Specification Sheet

    Cyl. 10 Injector Cyl. 11 Injector Cyl. 12 Injector Note: All unspecified wire lengths are 6 ft from ECU. Customer Name: ____________________________________ Address: ________________________________________ ________________________________________ Telephone #: _______________________________________ E-mail: ____________________________________________ Tec3r Manual Version 1.9.G - Page 120 - ©2008 Electromotive, Inc.

  • Page 121: Appendix V. Firmware Upgrade Procedure

    The firmware is the embedded code that is installed in the Tec3r’s processors. Small changes in functionality can be covered with software changes. Larger changes in functionality, particularly the addition of new features, generally require a firmware upgrade.
  • Page 122 Software Upgrade Procedure As was previously stated, the firmware and software versions are completely upgradeable through a simple software download from the Electromotive website. Software upgrades are simple, and can be accomplished with the following steps. 1. Download the software from the Electromotive website onto a PC.

  • Page 123: Appendix Vi. Tec3-R Connector Pin Out Summary

    IAC 1 or 2 Wire To be added by Customer Notes: G1 + G2 + G20 + G21 = 4 amps maximum ** - G21 is White w/ Black Stripe on early harnesses Tec3r Manual Version 1.9.G - Page 123 - ©2008 Electromotive, Inc.

  • Page 124: Appendix Vii. Tec3-R Connector Pin Out Summary

    Injector Channel 5 Light Blue w/ Black Stripe, 18awg Injector Channel 6 Light Blue w/ Red Stripe, 18awg Notes: W18 + W19 + W20 + W21 = 4 amps maximum Tec3r Manual Version 1.9.G - Page 124 - ©2008 Electromotive, Inc.

  • Page 125: Appendix Viii. Tec3-R Wiring Harness Layout

    Appendix VIII. Tec3-r Wiring Harness Layout Tec3r Manual Version 1.9.G - Page 125 - ©2008 Electromotive, Inc.

  • Page 126: Power Harness Schematic

    Appendix IX. Tec3-r Power Harness Schematic Tec3r Manual Version 1.9.G - Page 126 - ©2008 Electromotive, Inc.
  • Page 127 Engine damage can be caused by detonation. DFU: Direct Fire Unit. Electromotive coil packs are referred to as DFUs. Duty Cycle: The percentage of time that a pulse width modulated output is turned on. A duty cycle of 100% indicates a fully turned-on modulation output.
  • Page 128 Millisecond (ms): A length of time equal to one one-thousandth of a second. 1 millisecond = 0.001 second Mixture: A term used to describe the air and fuel entering the engine as a single entity. Tec3r Manual Version 1.9.G - Page 128 - ©2008 Electromotive, Inc.
  • Page 129 Throttle Position Sensor (TPS): A device used to measure the position of the throttle. TOG: This number is normally not used with Tec3-r systems, but was used in earlier TEC-1 and TEC-2 systems. See ‘UAP.’ Tec3r Manual Version 1.9.G - Page 129 - ©2008 Electromotive, Inc.
  • Page 130 When POT 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, expressed in milliseconds. Tec3r Manual Version 1.9.G - Page 130 - ©2008 Electromotive, Inc.

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