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Semi- sequential fuel injection for
up to 4 cylinder engines
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Distributor less or distributor
ignition for up to 4 cylinders
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Programmable load and speed sites
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TPS or MAP can be used for main load
sensing
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Wide range of crank trigger patterns
are suitable (user programmable)
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Turbo wastegate control
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Turbo anti-lag system
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Variable cam control
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Narrow and wide band lambda support
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Push/pull, and single line idle
controls in addition to scattered spark control
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Knock sensing capability
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3 programmable outputs switched on
user controlled inputs (eg boost, coolant temp etc)
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Full throttle gear change
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Intercooler water spray control
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Water injection control
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Nitrous ignition retard and fuel
enrichment
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Two cooling fan controls
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Barometric compensation with external
sensor
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Inbuilt independent fuel and ignition
rev limiters
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Separate Tachometer, Shift Light and
Fuel Pump outputs
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Magnetic or Hall Effect crank and cam
sensors
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Automatic interpolation between
mapped sites
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Sophisticated acceleration fuelling
setup
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Battery voltage compensation table
for fuel injectors (not just a simple number)
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Battery compensation and engine speed
compensation for coil charge time
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Mappable coolant temperature
compensation for engine warm-up
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Air & coolant temperature
compensation for fuel injection pulse width
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Separate cold cranking and decay
tables in addition to warm-up fuelling
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User settable ignition trim based on
air temperature, coolant temperature, and barometric
pressure
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Separate start advance for cranking
provides easy starting for high compression engines
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Deceleration fuel cut-off feature for
road engines
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Maximum recommended engine speed
12,750 RPM
ECU INPUTS
Engine Speed and Position
Engine Speed and position is read from a pattern of
teeth on the crank. The 600 ECU can be calibrated to use most
missing / extra teeth patterns such as Ford 36-1, Bosch 60-2,
Rover (all patterns). If using an engine without a crank trigger
pattern, an external trigger wheel can be fitted.
Throttle Position Sensor (TPS)
The ECU needs an input of engine load. The Omex ECU
can use an input of either throttle position or manifold
absolute pressure (MAP). Most normally aspirated engines will
use an input of throttle position as this gives excellent
throttle response. Forced induction engines need to use MAP as
there is no direct relationship between throttle angle and
engine load due to the variable of boost pressure. However,
forced induction still requires throttle position sensor (TPS)
input for idle condition and acceleration fuelling information.
If using the engine's original inlet system, the OE sensor can
normally be used.
Manifold Pressure Sensor (MAP)
The ECU needs an input of engine load. The Omex ECU
can use an input of either throttle position or manifold
absolute pressure (MAP). Most normally aspirated engines will
use an input of throttle position as this gives excellent
throttle response. Forced induction engines need to use MAP as
there is no direct relationship between throttle angle and
engine load due to the variable of boost pressure. However,
forced induction still requires throttle position sensor (TPS)
input for idle condition information. In some cases a MAP sensor
can be used on a normally aspirated engine for load.
The rating of MAP sensors is absolute, not boost pressure.
Therefore a 2bar sensor is for up to 1bar boost and a 3bar for
up to 2bar boost. Normally aspirated engines if using manifold
pressure for load would use a 1bar sensor.
Coolant Temperature Sensor (CTS)
The coolant temperature sensor is used to
give user definable cold running fuel correction based on
coolant temperature. A user definable ignition retard based on
coolant temperature is also possible. The input from the coolant
temperature sensor can be user calibrated in the ECU software
allowing nearly all standard sensors to be used.
Air Temperature Sensor (ATS)
The air temperature sensor is used to give user
definable fuel correction and ignition retard based on inlet air
temperature. The input from the air temperature sensor can be
user calibrated in the ECU software allowing nearly all standard
sensors to be used.
Lambda (Oxygen) Sensor
The ECU can use an input of
narrowband or wideband (with external adaptor) lambda to make
constant trims to the fuelling for best emissions and fuel
economy without affecting ultimate power.
Most modern vehicles are fitted with a lambda sensor as
standard.
Knock Control
A dedicated knock sensor input allows sensing of
knock and user definable ignition and fuelling trims based on
the knock input. An output could also be set to indicate knock
to the driver whilst running the engine. Many newer engines have
sensors as standard, whilst older engines can have the sensor
fitted. This sensor is not required for engine running, it is an
optional safety feature.
Full
Throttle Gearshift
Full Throttle Gearshift allows the gear to be changed
without releasing the throttle, reducing the time taken for the
shift, and in turbo applications reducing the slow down of the
turbo speed. A clutch switch or gear lever switch must be fitted
to indicate that the gear change is occurring, at which point
the ECU can retard the ignition in a user definable manner to
reduce engine torque and allow the shift.
Auxiliary Inputs
The ECU has three auxiliary inputs that can be used
to switch functions such as Anti-lag, Full Thottle Gearshift
etc. or provide variable modifiers to functions such as the
Traction Control.
ECU OUTPUTS
Injectors
The 600 series ECU has two injector outputs that are
used to control 4 injectors semi-sequentially or up to 8
cylinders batch fired. Injectors should be high impedance, but
low impedance injectors can be used with ballast resistors.
Ignition Coils
The ECU has 2 coil outputs allowing up to 8cyl single
coil or 4cyl distributor less (DIS wasted spark) ignition.
Idle
Control
The 600 ECU can control idle by scatter spark, or if
the engine is fitted with an idle air bypass motor, has 4
dedicated idle control wires to allow use of single wire or twin
wire idle controls.
Turbo Anti Lag
As found on WRC rally cars, turbo anti-lag keeps the
boost pressure high and the turbocharger spinning by keeping the
gas flow high, but maintains drivability by controlling the
torque. The gas flow can be achieved by jacking open the
throttle with a solenoid, air bypass valves, or if a low level
of anti-lag is used, often by opening the idle motor fully. To
control torque, the ECU retards the ignition and cuts fuel and
sparks.
Boost Control
Boost pressure is regulated by the turbo wastegate
which is opened at a boost pressure set by the actuator. To
increase boost pressure at which the the wastegate is opened,
the actuator needs to see a lower pressure than actually exists
in the inlet manifold. The ECU can control a solenoid or air
injector to do this. The solenoid or air injector can be turned
off / on to give low (actuator level) and high (ECU controlled)
boost.
VTEC
VTEC single switch point cam control with
user definable engine load, throttle position, and engine speed
switch point and user definable hysteresis levels to aid smooth
transitions from one cam profile to the next. Ignition and fuel
trims are also possible in the VTEC mode.
Cooling Fan Control
2 radiator fan outputs allows 2 speed or
staged fan control.
Shift Light Output
A dedicated shift light output allows an LED or bulb
to be set to light at a user definable engine speed to indicate
the optimum gearshift point.
Tacho Output
An adjustable frequency output allows
most tacho's to be controlled by the ECU.
Fuel Pump Control
A dedicated fuel pump control driver can
control a fuel pump relay to prime the pump at ignition ON and
then run the pump when the engine is being run.
OMEX 600 software
MAP3000 Software
The programming kit includes manuals, mapping
software, data logging software, and a data cable. These are all
of the parts you will need to link between your ECU and a PC
allowing full access to the ECU.
The MAP3000 mapping software runs on most PCs under Windows 95 -
XP and offers full graphical and tabular control of all maps.
Preset menus make setting up the ECU quick and easy whilst a
library of start-up maps makes getting the engine started for
the first time an easy process.
The ECU when running has a datastream output which can be read
by MAP3000 software, recorded on a connected PC, and analysed
using the DATA2000 software.
DATA2000 Software
The 600 series ECU can have any of its parameters
(inputs, outputs, and all the calculations in between) recorded
whilst connected live to a PC. The results of this logging can
be viewed using the analysis tool DATA2000
from my