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UPDATE (February 5, 2023) Work Blog Only, Results Later:
NOTE: Electrical system overhaul, no mechanical changes as of yet, only electrical work.
OEM Engine Harness Delete:
OEM Engine harness and sensors delete, new sensors installed replacing the original ones, these newer sensors offer an advantage in this application since they are provided directly by Emtron and have preset calibrations (Voltage -> Reading Output) in the ECU software. Additionally, along with those more accurate readings, they offer significantly faster response times, especially the MAP Sensor.
1. OEM Engine temp sensor (although the new sensor still retains the same location)
2. OEM Inlet air temp sensor (previously located right after the stock airbox in stock form, was canceled with the new intake setup, which meant the ECU had no idea of what the charge temp was, meant less accurate control over the fueling)
3. OEM Map sensor (although the new sensor still retains the same location)
4. Crank and Cam sensors remain the same, however with the new wiring setup they are now individually wired, so the configuration has changed. This required a major change in the ref sync settings in the ECU to get the timing working properly and accurately, will explain in more detail later.
New Custom Harness:
Completely new wiring harness built from scratch, using the flying harness provided by Emtron as a base. (SL Series AB Flying Harness - Emtron - https://emtron.world/product/sl-series-ab-flying-harness/).
This choice was a bit intimidating at first since I would have to rely on my own research and learning to make it work, no other workshop is familiar with the Emtron ECU platform here, at least not that I know of I asked around a lot. However, luckily the Emtrom documentation and customer support is on point and the same wiring principles of other standalone ECU's were applicable here. Worked with a well-known MOTEC electrician to get it setup properly.
New Sensors:
Along with the new the new wiring harness these new sensors were installed.
1. 4 Bar Emtron Map Sensor (Emtron 4.0 Bar MAP Sensor Kit - Emtron - https://emtron.world/product/emtron-4bar-map-sensor-kit/)
2. BOSCH Water Temp Sensor (BOSCH Water Temp Sensor and Plug - Emtron - https://emtron.world/product/bosch-water-temp/)
3. DELCO Air Temp Sensor (DELCO AIR TEMP Sensor and Plug - Emtron - https://emtron.world/product/delco-air-temp/)
Accessories:
Thought this would be a good opportunity to include some dial that would allow me to have immediate control over anything in the ECU in realtime without the laptop, so I got the 10 position rotary switch, also conveniently provided by Emtron (10 Position Rotary Switch - Small Knob - Emtron - https://emtron.world/product/10-position-rotary-switch-small-knob/).
The great thing is, I can use this knob to control anything I want in the ECU. For example I could have separate fuel table and ignition tables, for when I decide to run higher octane fuel (race gas like C16/Q16). A fuel table for race gas would target a leaner mixture (would be safe to go leaner at WOT with race gas since the higher octane resists detonation), and along with that leaner target mixture I could have a separate ignition table with higher ignition advance values provided the engine is currently knock limited (need to verify this when I get my knock detection equipment, don't want to advance it any further blind).
Main Advantages:
The two main advantages of this new wiring setup is fully sequential 6 channel injection (one injector per cylinder) and direct fire 6 channel ignition (one coil per cylinder).
Previously it was running 3 channel non-sequential grouped injection and 3 channel wasted spark ignition.
The other nice advantages are more accurate readings provided by the sensors, and faster response times for things like acceleration enrichment (improved throttle response, etc).
All these should go hand in hand to provide a better performing engine via improved control.
Conclusion:
I spent the last two nights trying to get it started with the new electrical setup, and I finally did. At first it would not start at all since I did not realize that the electrician already wired the ignition and injection inputs to the ECU by the firing order of the engine, I initially thought he wired it as 1-2-3-4-5-6. This was an issue since I already have the firing order set up in the ECU, after a lot of diagnosis I finally realized that both injection and ignition were wired by the electrian via the firing order 1-5-3-6-2-4, so I changed the firing order in the ECU to 1-2-3-4-5-6 and it fired right up!
Another thing that changed significantly that gave me some head ache was the crank index offset. The original setup before this new electrical work had the crank index offset at 60 degrees for 1-1 timing between the ECU and the timing light, with this new setup it wanted 422 degrees in the crank index offset for accurate timing.
ECU Setup Screenshots (Before & After):
Before:
The crank index offset changed to 422 for accurate ignition timing (cant upload a fifth image which is why I am stating it here)
After:
I will test, tune, provide first impressions and the results later.
Thank you.
NOTE: Electrical system overhaul, no mechanical changes as of yet, only electrical work.
OEM Engine Harness Delete:
OEM Engine harness and sensors delete, new sensors installed replacing the original ones, these newer sensors offer an advantage in this application since they are provided directly by Emtron and have preset calibrations (Voltage -> Reading Output) in the ECU software. Additionally, along with those more accurate readings, they offer significantly faster response times, especially the MAP Sensor.
1. OEM Engine temp sensor (although the new sensor still retains the same location)
2. OEM Inlet air temp sensor (previously located right after the stock airbox in stock form, was canceled with the new intake setup, which meant the ECU had no idea of what the charge temp was, meant less accurate control over the fueling)
3. OEM Map sensor (although the new sensor still retains the same location)
4. Crank and Cam sensors remain the same, however with the new wiring setup they are now individually wired, so the configuration has changed. This required a major change in the ref sync settings in the ECU to get the timing working properly and accurately, will explain in more detail later.
New Custom Harness:
Completely new wiring harness built from scratch, using the flying harness provided by Emtron as a base. (SL Series AB Flying Harness - Emtron - https://emtron.world/product/sl-series-ab-flying-harness/).
This choice was a bit intimidating at first since I would have to rely on my own research and learning to make it work, no other workshop is familiar with the Emtron ECU platform here, at least not that I know of I asked around a lot. However, luckily the Emtrom documentation and customer support is on point and the same wiring principles of other standalone ECU's were applicable here. Worked with a well-known MOTEC electrician to get it setup properly.
New Sensors:
Along with the new the new wiring harness these new sensors were installed.
1. 4 Bar Emtron Map Sensor (Emtron 4.0 Bar MAP Sensor Kit - Emtron - https://emtron.world/product/emtron-4bar-map-sensor-kit/)
2. BOSCH Water Temp Sensor (BOSCH Water Temp Sensor and Plug - Emtron - https://emtron.world/product/bosch-water-temp/)
3. DELCO Air Temp Sensor (DELCO AIR TEMP Sensor and Plug - Emtron - https://emtron.world/product/delco-air-temp/)
Accessories:
Thought this would be a good opportunity to include some dial that would allow me to have immediate control over anything in the ECU in realtime without the laptop, so I got the 10 position rotary switch, also conveniently provided by Emtron (10 Position Rotary Switch - Small Knob - Emtron - https://emtron.world/product/10-position-rotary-switch-small-knob/).
The great thing is, I can use this knob to control anything I want in the ECU. For example I could have separate fuel table and ignition tables, for when I decide to run higher octane fuel (race gas like C16/Q16). A fuel table for race gas would target a leaner mixture (would be safe to go leaner at WOT with race gas since the higher octane resists detonation), and along with that leaner target mixture I could have a separate ignition table with higher ignition advance values provided the engine is currently knock limited (need to verify this when I get my knock detection equipment, don't want to advance it any further blind).
Main Advantages:
The two main advantages of this new wiring setup is fully sequential 6 channel injection (one injector per cylinder) and direct fire 6 channel ignition (one coil per cylinder).
Previously it was running 3 channel non-sequential grouped injection and 3 channel wasted spark ignition.
The other nice advantages are more accurate readings provided by the sensors, and faster response times for things like acceleration enrichment (improved throttle response, etc).
All these should go hand in hand to provide a better performing engine via improved control.
Conclusion:
I spent the last two nights trying to get it started with the new electrical setup, and I finally did. At first it would not start at all since I did not realize that the electrician already wired the ignition and injection inputs to the ECU by the firing order of the engine, I initially thought he wired it as 1-2-3-4-5-6. This was an issue since I already have the firing order set up in the ECU, after a lot of diagnosis I finally realized that both injection and ignition were wired by the electrian via the firing order 1-5-3-6-2-4, so I changed the firing order in the ECU to 1-2-3-4-5-6 and it fired right up!
Another thing that changed significantly that gave me some head ache was the crank index offset. The original setup before this new electrical work had the crank index offset at 60 degrees for 1-1 timing between the ECU and the timing light, with this new setup it wanted 422 degrees in the crank index offset for accurate timing.
ECU Setup Screenshots (Before & After):
Before:
The crank index offset changed to 422 for accurate ignition timing (cant upload a fifth image which is why I am stating it here)
After:
I will test, tune, provide first impressions and the results later.
Thank you.