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Table of Contents
Related Manuals for Perfect Power SMT8-T5
Summary of Contents for Perfect Power SMT8-T5
- Page 1 SMT8-T5 Technical Manual V5 LetRipp II...
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Page 2: Table Of Contents
Table of Contents: Page No: INTRODUCTION..................1 HOW DOES IT WORK?................1 CALIBRATION ...................3 AMP CALIBRATION (Shift F4)..............3 ENGINE TEMPERATURE CALIBRATION (shift F5) ........4 RPM CALIBRATION ................6 TPS CALIBRATION ................7 DISPLAY OPTION ................8 TERMINOLOGY ..................8 KNOW YOUR ENGINE .................9 SMT8T_5 PIN-OUT ................... 10 COMMUNICATION WIRING and SEt-up ............ - Page 3 32.6 FUEL MONITOR................. 36 32.7 PULLUP.................... 36 32.8 SUMMARY AUXILARY OPERATIONS ............. 36 Table of Figures: Page no: FIGURE 3. SMT8T5 pin out ................10 FIGURE 4. SMT8T_5 DISPLAY ................22 FIGURE 5. SMT8T_5 Switching................. 34...
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Page 4: Introduction
INTRODUCTION Congratulations on the purchase of the SMT8T_5. This piggyback unit is the result of 20 years experience in the automotive industry and is the latest design in the range of SMT8 piggybacks. The SMT8T_5 (SMT8T Version 5) is a further development from the very popular SMT8T Version 3 and packs unsurpassed features in a very small size. - Page 5 inside the SMT8T_5 and presented as an output, which is then connected to ECU side of the cut wire. SMT8 T CB1 + out Pin 12 of 16 CB1 - out Pin 4 of 16 CB1 + in Pin 13 of 16 Engine Magnetic Sensor FIGURE 1.
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Page 6: Calibration
The above shows a typical ANALOG MODIFICATION map, which does NOTHING. Of course the user can set the scales applied to the tables. The process is called CALIBRATION. CALIBRATION It is a necessary evil requirement. For starters you can ignore it, but eventually you will need to calibrate the SMT8T_5 for optimum results. -
Page 7: Engine Temperature Calibration (Shift F5)
ENGINE TEMPERATURE CALIBRATION (SHIFT F5) The engine temperature is a little different, because the SMT8T_5 first LINEARIZES the input voltage. Here is what you do: Let the engine cool down over night, and measure its temperature. Let’s assume it is 18°C. - Page 8 LETRIPP II SMT8T V5 TECHNICAL MANUAL www.perfectpower.com 2011/09/22...
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Page 9: Rpm Calibration
RPM CALIBRATION The RPM calibration is different. You can only specify the LOW/HIGH end points. Let’s assume we use 600 to 6000 RPM. The UNLINEAR RPM scale looks crazy. BUT: Each RPM step is by the SAME PERCENTAGE higher than the next one. Why? In this way the change in engine parameters are constant. -
Page 10: Tps Calibration
The result of some customization may look like the following: TPS CALIBRATION Each car has a different TPS sensor. The calibration is needed to adapt the SMT8T_5 range to the mechanical range of your sensor. LETRIPP II SMT8T V5 TECHNICAL MANUAL www.perfectpower.com 2011/09/22... -
Page 11: Display Option
The UNLINEAR function is chosen. This is the preferred one, because the airflow changes dramatically with very small butterfly openings. But, the other LINEAR and CUSTOMIZE options are available. DISPLAY OPTION The SMT8T5 has an external display option installed. This option allows the use of the AUXOUT pin 11 as a display output. -
Page 12: Know Your Engine
MAPPING: The process, which results in the signal modification. MAPS: A bunch of numbers. Only one number will be used for mapping at any given time. SIDE-MAPS: The same as maps, just smaller. PARAMETERS: Single entry values, which influence a process as a whole. SYSTEM DEFINITION: Click on/off points, which influence a process. -
Page 13: Smt8T_5 Pin-Out
SMT8T_5 PIN-OUT FIGURE 3. SMT8T5 PIN OUT DESCRIPTION SIGNAL GROUND GROUND BIPOLAR IGNITION OUTPUT BIPOUT NEG. CRANK OUTPUT -IGOUT AUX INPUT AUXIN AFR INPUT OXYIN ENGINE TEMPERATURE ENGTIN ANALOG INPUT ANIN INJECTOR/BOOST DRIVE INJECT PLUG BATTERY AUX OUTPUT AUXOUT POS. CRANK OUTPUT +IGOUT POS. -
Page 14: Communication Wiring And Set-Up
COMMUNICATION WIRING AND SET-UP The SMT8T_5 has a standard USB interface. Once the PC is connected port unit will function. Use the ‘SLOW 1.0’ USB option on LETRIPP. POWER WIRING This wiring must be done for every application. SMT8T_5 PIN 1 NEGATIVE, CHASSIS, of power source PIN 13 POSITIVE, 6-12V, of power source... -
Page 15: Profiles: Pc Screen Setups
The following is a blend of the four corner values: PROFILES: PC SCREEN SETUPS The LetRipp II software can save your favorite screen ‘layout’. This is called a PROFILE. That is to say which tables are open, and their position, and the display points used. -
Page 16: Dyno Display
DYNO DISPLAY The DYNO (Dynamometer) display itself can be seen on the PC screen or on the EXTERNAL displays. 11.1 INSTALLATION The DYNO feature utilizes the AUXIN input to measure road speed. The signal can come from the: Prop-shaft Wheel Speedometer In the absence of any electrical road speed signal a magnetic transducer must be installed and connected to the SMT8T_5 AUXIN, pin 5. -
Page 17: Practical Use Of Dyno Feature
11.4 PRACTICAL USE OF DYNO FEATURE The SMT8T_5 displays three DYNO variables on the PC or external display. They are: Dyno time in sec Dyno Distance Dyno Speed (Speed at end) These items are updated at the end of a dyno run, and remain there until replaced by the next run. -
Page 18: Practical Use Of The Fuel Monitor
Then perform a ¼ mile run from a standing start, and the unit will calculate two different KW readings. Sorry, the real horsepower is not available, but here is the conversion factor: 1 Kilo Watt (KW) 1.36 HP Horse Power KW calculated from the end speed (Trap speed method) The speed at the end of the ¼... - Page 19 RPM Simulation: Entry in RPM It produces no ignition output signal, but the map deflection is affected. TPS Simulation: Entry in Volt It affects the map deflection, and if selected as an analog mapping input, the AOUT signal is active. AMP Simulation: Entry in Volt It affects all AMP readings and maps.
- Page 20 Simulation Observe that the field indication somewhere in the middle of the tables is set. The exact points depend on your scale calibration. The number in this field is used in the mapping process. Change the Set Simulation RPM to 3500RPM and observe that the point changes. The following demonstrates an analog signal modification: Use the ANALOG SIMULATION profile •...
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Page 21: Basic Wiring: Fuel Monitor
BASIC WIRING: FUEL MONITOR Perform Power Wiring: Pin 10 = 12V Pin 1 = Ground, chassis Connect AUXIN to any fuel injector wire and check the display. If it doesn’t show a result while the engine idles, then connect to the other injector wire. In order to get a display: System definition setup: Tick “Aux Boost”... -
Page 22: Basic Wiring: Rpm
BASIC WIRING: RPM The Rpm wiring can be done in two ways: A) For RPM only B) For RPM and ignition modification This section assumes A) For RPM purpose only. For section B) See: Ignition wiring. It is recommended to do this BASIC WIRING RPM first, and in any event. Step1: Connect the +IGIN, pin 13 to any crank signal. - Page 23 The above screen shows the effect of WRONG settings of EDGES PER TURN. All the graph sections without the ‘spikes’ are good settings. Note: Wrong setting produce an unstable and wrong RPM display! This is a good point to calibrate the RPM scale. In the RPM calibration screen enter the bottom and top RPM, and use the choice of linear/un-linear application.
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Page 24: Basic Wiring: Tps
BASIC WIRING: TPS If your engine has an ETC (Electronic Throttle Control) then one of the wiper signals must be used. Otherwise the TPS wiper signal must be used. In the absence of a TPS signal, the AMP signal can be used. If neither of these options are available then you have to be content with NO-MAP DEFLECTION. -
Page 25: Display Wiring
Connect the ECU side to pin12 (or pin 3 BIPOUT) Start your engine and observe that it idles If it does not idle, then: The wiring is wrong The System definition: Neg. Crank Edge must change The System definition: High Crank Lvl must change The Ignition error display shows the errors in 0.15 crank degrees per turn. -
Page 26: System Setup
The display wiring is not easy and requires a soldering iron. It is best that you enlist the help of the local radio technician who can help you. The problem you encounter is the result of the very thin wiring cord, which is nice to look at, but difficult to work with. -
Page 27: Analog: Amp
ANALOG: AMP Locate the AMP signal wire and cut it Wire the sensor side (from the engine) to pin 16 Wire pin 14 to the ECU side (to the ECU) Set in SYSTEM DEFINITION: AMPIN to AOUT Start the engine Your engine should run as normal. -
Page 28: Injection
It works! Now you can do calibration, mapping, limiting. Note that the ECU will ‘undo’ your modification after a while. INJECTION This is a little tricky; you need RPM to trigger an injector output. Connect pin 13 to the crank signal. Anything you can find. While the engine runs check that the STATUS, CRANK ACTIVE comes up. -
Page 29: Boost Control
BOOST CONTROL You need an AMP input from a sensor that is able to read boost, which is compared to the target (but can do without it). The boost output must be directed to an output. This is done in the ‘System Definition’: Boost on INJECT The boost signal is on pin 9, INJECT... -
Page 30: Ignition Control
IGNITION CONTROL Perform the Ignition wiring: Enter a NEGATIVE=RETARD number at the green cursor and observe that the engine tune is changing. Note: Despite wrong setting as follows, the unit defaults to RETARD ONLY and the engine runs retarded. Summary: it is possible that the ECU rejects the SMT8T5 all together and it is possible that you can do RETARD only if the crank pattern is irregular, or very coarsely spaced. -
Page 31: Applications: Limiting An Amp Signal
APPLICATIONS: LIMITING AN AMP SIGNAL You have added a supercharger or turbo to the engine and the engine light comes on as soon as you are boosting. The fuelling is done somewhere else. Perform power wiring Find and cut the AMP signal wire Connect engine side to pin16 Connect ECU side to pin14 Tick System definition: AMP Output... -
Page 32: Application: Modifying The Tps Signal
APPLICATION: MODIFYING THE TPS SIGNAL You like to restrict the cars performance to a safe level. This can be helpful during servicing. Note: This mod does not work with ETC! Perform power wiring Locate and cut the TPS wire Wire the engine side to pin15 Wire the ECU side to pion14 Perform the BASIC RPM wiring Click System definition, TPS Output... -
Page 33: Application: Modifying Lambda
Note: The System definition: Inject Fuel Extrap is set The AMP gradient from 1.00 bar to 2.00 bar is arbitrary The AMP side table multiplier set to zero will result in zero injection The main map has a slight increase towards WOT It can decrease towards 6000 RPM APPLICATION: MODIFYING LAMBDA You either want to save fuel or gain extra power. -
Page 34: Application: Ignition Modification
Note: During cruising if the map entry is 10, the SMT8T5 adds 0.1 volt. This makes the ECU input RICHER and subsequent the ECU will reduce the fuel, which results in a LEANER operation. At full power the SMT8T5 subtracts 0.1V, which makes the signal LEANER. -
Page 35: Application: Boost Control
Negative entry for during Boost Positive entry Note: POSITIVE entries ADVANCE NEGATIVE entries RETARD Entries are in crank degrees. APPLICATION: BOOST CONTROL You have added a turbo to an engine without de-compressing it and need to control the boost. This requires a ‘turbo canister’ of the lowest SAFE boost pressure, normally 0.2-0.35 bar. -
Page 36: Auxilary Operations
The boost PWM output signal opens the ‘BLEED VALVE’ which reduces the canister input pressure, and closes the bypass valve, thus INCREASING the boost: MORE PWM = MORE BOOST If the target pressure matches the boost pressure, then the BOOST PWM plus the BOOST ENGT PWM are output. -
Page 37: Figure 5. Smt8T_5 Switching
An input frequency is modified via the Freq/PWM map and output. PWM (Pulse Width Modulation) modifications: A PWM signal is modified via the Freq/PWM map and output. Boost control: A Boost control PWM signal is output Display output: The display signal is output on the AUXOUT, pin 11. DYNO monitor: The AUXIN signal on pin 5 is used for DYNO performance displays. -
Page 38: Frequency Modification
32.1 FREQUENCY MODIFICATION Input: AUXIN, pin 5 Output: AUXOUT, pin 11 Setup: Aux. Freq. Mod tick Boost on AUXOUT Display on AUX Display off Other functions: Boost can be directed to the INJECT, pin 9 DYNO not available FUEL MONITOR not available 32.2 PWM MODIFICATION Input: AUXIN, pin 5... -
Page 39: Dyno Display
32.5 DYNO DISPLAY Input: AUXIN, pin 5 Output: AUXOUT, not required, can be used by BOOST or DISPLAY Setup: Aux. Freq. Mod Boost on AUXOUT tick Display on AUX off (as required) Display off Other functions: Boost can be directed to the INJECT, pin 9 or AUXOUT, pin 11 DYNO: Auxin to Dyno tick...
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