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INDEX: 1. HOW FUEL INJECTION SYSTEM WORKS: - The Fall of The Carburetor - When You Step on the Gas - The Injector - Engine Sensors 2. About HALTECH™ Engine Management Systems: - Haltech History 3. HALTECH ECU SELECTION GUIDE 4. HALTECH ECU'S: - HALTECH E11v2 Series - Fuel and Ignition Computer - HALTECH E8 Series - Fuel and Ignition Computer - HALTECH E6X Series - Fuel and Ignition Computer - HALTECH F10X Series - Fuel Computer - HALTECH Interceptor - Piggy Back ECU - HALTECH F5 Series - Supplementary Fuel Injector Computer 5. HALTECH ACCESSORIES: - Ignition Coils - S3 Black Hall Effect Sensor Home and Trigger - S4 Grey Hall Effect Sensor 2 Individual Channels - Rare Earth Magnet - Trim Module - Ignition Module - Haltuner - MAP Sensor 1, 2, 3 and 5 BAR - Boost Control Solenoid (30Hz) - Oxygen Sensor 4 Wire - Main Connector and Pins - Idle Air Control Motor - Idle Air Control Motor Housing - Coolant Temperature Sensor - Air Temperature Sensor - Throttle Position Sensor - Programming Cable - 9 Pin - 2m - Power Relay 5 Pin 30A 6. HALTECH SOFTWARE: - Halwin Software - HalwinX Software Unleashed - Haltech DOS Software
For
most of the existence of the internal combustion engine, the carburetor has
been the device that supplied fuel to the engine. On many other machines,
such as lawnmowers and chainsaws, it still is. But as the automobile evolved,
the carburetor got more and more complicated trying to handle all of the operating
requirements. For instance, to handle some of these tasks, carburetors had
five different circuits:
· Main circuit - Provides just enough fuel for fuel-efficient cruising
· Idle circuit - Provides just enough fuel to keep the engine idling
· Accelerator pump - Provides an extra burst of fuel when the accelerator
pedal is first depressed, reducing hesitation before the engine speeds up
· Power enrichment circuit - Provides extra fuel when the car is going
up a hill or towing a trailer
· Choke - Provides extra fuel when the engine is cold so that it will
start
In order to meet stricter emissions requirements, catalytic converters were
introduced. Very careful control of the air-to-fuel ratio was required for
the catalytic converter to be effective. Oxygen sensors monitor the amount
of oxygen in the exhaust, and the engine control unit (ECU) uses this information
to adjust the air-to-fuel ratio in real-time. This is called closed loop control
-- it was not feasible to achieve this control with carburetors. There was
a brief period of electrically controlled carburetors before fuel injection
systems took over, but these electrical carbs were even more complicated than
the purely mechanical ones.
At first, carburetors were replaced with throttle body fuel injection systems
(also known as single point or central fuel injection systems) that incorporated
electrically controlled fuel-injector valves into the throttle body. These
were almost a bolt-in replacement for the carburetor, so the automakers didn't
have to make any drastic changes to their engine designs.
Gradually, as new engines were designed, throttle body fuel injection was
replaced by multi-port fuel injection (also known as port, multi-point or
sequential fuel injection). These systems have a fuel injector for each cylinder,
usually located so that they spray right at the intake valve. These systems
provide more accurate fuel metering and quicker response.
The gas pedal in your car is connected to the throttle valve -- this is the valve that regulates how much air enters the engine. So the gas pedal is really the air pedal.
A partially
open throttle valve
When you step on the gas pedal, the throttle valve opens up more, letting
in more air. The engine control unit (ECU, the computer that controls all
of the electronic components on your engine) "sees" the throttle
valve open and increases the fuel rate in anticipation of more air entering
the engine. It is important to increase the fuel rate as soon as the throttle
valve opens; otherwise, when the gas pedal is first pressed, there may be
a hesitation as some air reaches the cylinders without enough fuel in it.
Sensors monitor the mass of air entering the engine, as well as the amount
of oxygen in the exhaust. The ECU uses this information to fine-tune the fuel
delivery so that the air-to-fuel ratio is just right.
A fuel injector is nothing but an electronically controlled valve. It is supplied with pressurized fuel by the fuel pump in your car, and it is capable of opening and closing many times per second.
When the injector is energized, an electromagnet moves a plunger that opens the valve, allowing the pressurized fuel to squirt out through a tiny nozzle. The nozzle is designed to atomize the fuel -- to make as fine a mist as possible so that it can burn easily.
The amount of fuel supplied to the engine is determined by the amount of time the fuel injector stays open. This is called the pulse width, and it is controlled by the ECU. The injectors are mounted in the intake manifold so that they spray fuel directly at the intake valves. A pipe called the fuel rail supplies pressurized fuel to all of the injectors.
In order to provide the right amount of fuel, the engine control unit is equipped with a whole lot of sensors. Let's take a look at some of them.
In order to
provide the correct amount of fuel for every operating condition, the engine
control unit (ECU) has to monitor a huge number of input sensors. Here are
just a few:
· Mass airflow sensor - Tells the ECU the mass of air entering the
engine
· Oxygen sensor(s) - Monitors the amount of oxygen in the exhaust so
the ECU can determine how rich or lean the fuel mixture is and make adjustments
accordingly
· Throttle position sensor - Monitors the throttle valve position (which
determines how much air goes into the engine) so the ECU can respond quickly
to changes, increasing or decreasing the fuel rate as necessary
· Coolant temperature sensor - Allows the ECU to determine when the
engine has reached its proper operating temperature
· Voltage sensor - Monitors the system voltage in the car so the ECU
can raise the idle speed if voltage is dropping (which would indicate a high
electrical load)
· Manifold absolute pressure (MAP) sensor - Monitors the pressure of
the air in the intake manifold
The amount of air being drawn into the engine is a good indication of how
much power it is producing; and the more air that goes into the engine, the
lower the manifold pressure, so this reading is used to gauge how much power
is being produced.
· Engine speed sensor - Monitors engine speed, which is one of the
factors used to calculate the pulse width
There are two main types of control for multi-port systems: The fuel injectors
can all open at the same time, or each one can open just before the intake
valve for its cylinder opens (this is called sequential multi-port fuel injection).
The advantage of sequential fuel injection is that if the driver makes a sudden
change, the system can respond more quickly because from the time the change
is made, it only has to wait only until the next intake valve opens, instead
of for the next complete revolution of the engine.
Sourced from: www.HowStuffWorks.com
About HALTECH™ Engine Management Systems
Haltech Engine Management Systems are being used for all of the applications listed below in the USA, South America, Canada, Japan, Germany, France, Sweden, Belgium, Switzerland, Holland, Norway, Finland, Portugal, Spain, Italy, United Kingdom, Russia, Hong Kong, Malaysia, Taiwan, Singapore, Indonesia, Cyprus, South Africa, Australia and New Zealand. - Control system for custom conversion from carburetion to injection - Control of fuel injection/ignition on modified engines - Race and rally applications of all descriptions - Used in kits by kit manufacturers - Original equipment in cars and motorcycles - Design and research and development - For use in cars, motorcycles, off-road vehicles, boats, jet skis, outboards, snowmobiles, karts, motor homes, aircraft
PCB Machines
Haltech engine management systems are designed to be as universal as possible with the ability to control single cylinder motor cycles to V8 racing cars and most engines in between. It can control throttle body, multi-point or staged injection, distributor or direct ignition, naturally aspirated or turbo or supercharged engines. Name the application and in most cases Haltech can control it. Haltech has been acknowledged by magazines such as the US "Hot Rod" and "Turbo" Magazines as being the first in the world to develop engine management systems programmable in real time (with the engine running) by personal computers. Haltech currently holds several patents on the system.
Haltech was
started by Steve Mitchell with the backing of his father Bill Mitchell in
1986. The original intention was to develop diagnostic equipment for electronic
fuel injection but a request by "Modern Motor" magazine to solve
the problem of supplying fuel to a supercharged Ford project car led to the
development of a supplementary fuel injection computer. This was followed
by a turbo timer.
Haltech then developed the world's first real time PC programmable engine
management system i.e. programmable with the engine running. Screwdriver adjustable
engine management systems had been available before the first Haltech ECU.
There were systems such as the English Zytek which were very good systems
but expensive, and at that time not programmable in real time. The first system,
the F2 was followed by the F3 model which was produced by the thousands and
there are many of both models still running today.
Later the F7
model was produced, originally for motor bikes and rotaries but it was no
sooner released than customers were reporting proudly how well it was performing
on their V8's! A whole series of fuel only computers followed the F7 with
the F7A, F7B, F7C, F9, F9A to the F10 that we
have today.
The E5 fuel injection computer led to the development of the E6, E6A and E6S fuel injection/ignition timing computers and was the origins of our current successful E6K computer. The E6 series spawned a whole new era of engine management where fuel and ignition was controlled, but also idle speed and many ancillary devices.
Haltech has a staff of engineers that are continually developing new products as well as supporting and updating existing products. Haltech products are designed and manufactured in Australia with Haltech’s own PCB manufacturing facilities to ensure that the greatest care is taken with the assembly of our product.
The Haltech ECU was the first highly adjustable reasonably priced programmable engine management system available and it was the right product at the right time. It is now in use in many countries world wide and the market is still growing.
Sourced from: www.haltech.com
Sourced from: www.haltech.com
HALTECH E11v2 Series - Fuel and Ignition Computer
The
new features for E11v2 are:
- New 3D Generic PWM map
- Diagnostic page for ECU's sensors with default values in case of sensor
failure
- ECU communications revised
- Injector current control added in Fuel Setup page
- VTEC Output option now has definable on/off points
- Turbo Wastegate control changed to allow output below atmospheric pressure
- Mitsubishi STD trigger change to handle late model triggers
- A/C idle control revised
Supported Applications:
All
Nissan motors using optical trigger
Subaru MY01 EJ20T engines
Honda and Toyota engines using 24 tooth trigger
Mazda 13BT
Mitsubishi 4G63
All engines using ‘Standard Trigger’ i.e. 1 Pulse per cylinder.
This includes most Ford and Holden applications. Please keep an eye on this
web site for future updates.
The Haltech E11 ECU is an ECU capable of controlling sequential injection on 4,5,6,8 and 10 cylinder applications. With 14 channels capable of controlling injection and ignition duties, the E11 can support most modern engines with multi-coil ignition systems, as well as conventional distributor ignition systems.
In addition to controlling fuel and spark, the E11 can control various auxiliary engine functions such as:
Stepper motor
and BAC/IAC closed loop Idle Control
Turbo wastegate control for boost control
O2 sensor closed loop mixture control
On board data logging (up to 200 samples per second)
Variable spaced load and RPM 3D maps
Numerous correction maps to ensure smooth drivability under varying operating
conditionsHalwin Software
Typical Applications:
Control of fuel
injection on modified engines
Conversion from carburetion to fuel injection
Race and rally
applications of all description
Design and development purposes
Educational use by universities and technical colleges
Original equipment in cars and motorcycles
Sourced from: www.haltech.com
HALTECH E8 Series - Fuel and Ignition Computer
The Haltech E8 ECU is an ECU capable of controlling sequential injection
on 4,5,6,8 and 10 cylinder applications. With 8 channels capable of controlling
injection and ignition duties, the E8 can support most modern engines with
multi-coil ignition systems, as well as conventional distributor ignition
systems.In addition to controlling fuel and spark, the E8 can control various
auxiliary engine functions such as:
Stepper motor and BAC/IAC closed loop Idle Control
Closed loop turbo wastegate control
O2 sensor closed loop mixture control
On board data logging (up to 200 samples per second)
User definable load and RPM points
Numerous correction maps to ensure smooth drivability under varying operating
conditions
Halwin Software
Typical Applications:
Control of fuel injection on modified engines
Conversion from carburetion to fuel injection
Race and rally applications of all description
Design and development purposes
Educational use by universities and technical colleges
Original equipment in cars and motorcycles
Sourced from: www.haltech.com
