Introduction

Help >

Introduction

Thank you and congratulations on your Spitronics Product purchase. We are sure that you will be satisfied with this robust, compact and user friendly products, which was designed to meet today's requirements. These products was developed around the people involved with automotive computers. We hope that it will give you years of trouble free operation.

Please read this manual to learn about the safety precautions and design features of your product. Failure to use and install this product properly will cause injury to people and / or damage to equipment. This manual was written with the novice and professional engine tuner in mind, and we would like to urge you to install the product according to our recommendations. This is the best way to get the most out of your product.

This manual is a comprehensive manual with all the information on all our products and software in one. Browse through it and see which parts is relevant to your product. Note that this manual is a work in progress and is continually updated. The date in the file name will indicate if you have the latest information in jour file.

For technical support please contact the distributor from whom the product was purchased. The distributor information can be found from the Spitronics website www.spitronics.com under support.

You may send any further requests or suggestions to info@spitronics.com

Copyright © 2013. All rights reserved.


About Spitronics

Help > Introduction >

Spitronics

Spitronics is a design and manufacturing company that is situated in South Africa. We specialize in designs of electronics and mechanical products since 1991. Our main product is After Market Engine Management Systems. Spitronics has a full time, in house Research and Development Team that consists of software-, hardware-, firmware- and research engineers. We constantly design new products and upgrade existing ones. This ensures the end user of the latest technology.

Products
Spitronics makes use of surface mount technology and an Automated Machine Process for production manufacturing. This process results in more reliable quality products at reduced cost and smaller physical dimensions. This will ensure the end user of the best value for his money. Each product go through a Three Stage Quality Control Process before they are shipped to independent wholesalers.

Dealer Network

Spitronics has a comprehensive Infrastructure with passionate people to provide friendly support. From wholesalers across South Africa, to a network of independent distributors and dealers, both local and international, to assist the consumer with installation, back-up and service. Training is offered by Spitronics or the wholesalers on a regular basis, to help independent distributors and dealers keep up with the latest technology designed by Spitronics. E-Mail support is extensive to help customers in distant places.

Sponsors
Spitronics is actively involved with a number of motorsport events across the country where technical support is made available, such as 4x4, drag, circuit and oval track racing.

Support

Our website are packed with all the latest files and programs so please browse through it and download the relevant information on it. Update firmware are posted regularly and is free of charge. If you have any inquiries do not hesitate to contact us on our website for advice and service.


About the Manual

Help > Introduction >

Galaxy Manual

This Galaxy Manual is a comprehensive information database with all the relevant products included. The advantage is that you don't have to search through all the manuals to find the right one for your product. The manual will change regularly as it is updated. The date is included on the filename and the latest version can always be downloaded from our website under http://www.spitronics.co.za/downloads/index.php and then go to Manuals and download file called Galaxy Manual. It is compressed in a RAR format.

Another advantage is that if new features come with newer product versions, the old ones will still be available. Please take time to browse through this manual and familiarize yourself to where the info is that you are looking for. The info will be categorized in folders and sub folders. This will help you to sift through it and find what u are looking for quickly.

Please always start with the Terms & Conditions of this product. You need to know how this product is presented to the public should you have any queries later. It is also by Law that this T&C's must be visible and read by you the valued customer.

Work through the Product Selection and understand the differences between the products and how to select the best one for your application. See the selections charts. If you still have difficulty please feel free to email us under support found on www.spitronics.com and we'll be glad to return some info to you.

Then start with the Safety Precautions for your product before you begin to install it. This will save time and money later for mistakes that can be made. The precautions came about from common mistakes that customers have made in the past. Remember these are electronic products and they can be damaged if not installed properly and used in the prescribed manner.

Then you may proceed to the Hardware Installation part. Also see under Specific engine instruction if your application has custom setup procedures.

Then it will be Galaxy Software next. Again here very important always work through the startup procedure to ensure that you do not damage the product.

If there is anything that is not clear or confusing please let us know so we can change or describe it in a different manner. You can send the info or request to support found on www.spitronics.com


About the Wholesalers

Help > Introduction >

Wholesalers

Spitronics has developed an infrastructure over the past two decades for their products. This infrastructure consist of three Independent Wholesalers, many Independent distributors, lots Independent agents all over the world and then customers. Through the years decided to split development away from sales & service. We privatized our local sales and service in South Africa with three independent wholesalers. The advantage is that we can optimize our skills to develop the products to be the best value for money and the wholesalers can focus on sales and after-sales serve. We work closely with them and ensure that they get proper training and that their requirements are met in the product. We also help with marketing the product.

In South Africa Spitronics will sell only to the wholesalers directly as they are equipped with people and knowledge on installation and service of our products. They specializes in sales and aftersales service. Should you enquire from us regarding sales or service, we will forward your request to the wholesaler in you region. If you have any difficulties to contact them directly for sales or service, please let us know on our website www.spitronics.com You will find these wholesalers under Local Support (South Africa) and select the closest one in you Region.

There is also a dealer listing of the different areas in South Africa and neighboring countries. They may also assist you with support and sales. Note that these are recommended independent dealers from our wholesalers and we do not take responsibility for their work.


Abbreviations

Help > Introduction >

Abbreviations_0

Abbreviations

AC Alternating Current
AFR Air to Fuel Ratio
ATDC After Top Dead Centre
BDC Bottom Dead Centre
BTDC Before Top Dead Centre
CAS Crank Angle sensor
DC Direct Current
ECU Engine Control Unit
EFI Electronic Fuel Injection
GS Galaxy Software
MAP Mean Absolute Pressure
PWM Pulse Width Modulation
RPM Revolutions Per Minute
TCU Transmission Control Unit
TDC Top Dead Centre
TPS Throttle Position Sensor
V Volt
VSS Vehicle Speed Sensor
VVT Variable Valve Timing
VVT-I Variable Valve Timing with Intelligence
VVTL-I Variable Valve Timing with Lift and Intelligence


Product Selection

Help >

ECU_ Product_Selection_Main Ver 3.4

Product Selection

Spitronics continuously develop products in the automotive industry. They have been in the market for more than a decade and as their expertise grow they develop new models that improve on hardware and software as engine and electronic technology improves. Their latest models are Mercury2, Neptune2 and Pluto. See the Sub folders for features & specifications. Then view the How to Choose section to determine which unit would best suit you.

The Mercury2 Engine Control Unit (ECU) or Transmission Control Unit (TCU) is the flagship of our range. It is epoxy filled for ruggedness and reliability. It has the latest technology in short circuit protected drivers to prevent damage during faulty installations. It has many inputs and outputs to control from small to complex engines or transmissions. Simply change the firmware to choose between ECU or TCU.

Pluto is our low cost Engine Control Unit (ECU) which is made very small to use on motorcycles etc. where space is a problem. It has coil and injector drivers on board to simplify wiring and reduce costs. It has lots of features for such a miniature ECU and also replace our trusty old Venus ECU. It is suitable for small to medium engine features.

Neptune2 is the low cost Transmission Control Unit TCU which replace the old TCU hand built units. It has direct drivers for the solenoids on board to simplify wiring and reduce costs. It is suitable for small to medium transmission features. It can connect to most sensors found on transmissions.

The Mercury Coil Driver is a quality high performance spark generator. It comes in 2x2, 4x4 and 6x6 configuration. It is very compact and epoxy filled. The drivers are over-current and over temperature protected in short circuit circumstances. It has a primary cut-off voltage of 360V which will generate around 36kV breakthrough voltage. It can be used with other ECU systems.

The Coil Driver / Relay Combo is a combination of the Single Coil Driver & Electronic Relay in the same enclosure. This will reduce cost for distributor applications. The relay can handle 45 Amp and is epoxy sealed. The driver is over-current and over temperature protected in short circuit circumstances. The Coil driver is over-current and over temperature protected in short circuit circumstances. It has a primary cut-off voltage of 360V which will generate around 36kV breakthrough voltage. It can be used with other ECU systems.

The Single Coil Driver is a quality high performance spark generator for distributor applications. It is very compact and epoxy filled. The driver is over-current and over temperature protected in short circuit circumstances. It has a primary cut-off voltage of 360V which will generate around 36kV breakthrough voltage. It can be used with other ECU systems.

The Electronic Relay is the high quality solid state relay. It has no contacts that can burn or foul up. The relay can handle 45 Amp and is epoxy sealed. The driver is over-current and over temperature protected in short circuit circumstances. This relay can be used for many applications as 12V will switch it on and open circuit will switch it off. It is also used for the fuel pump duty cycle driver.

The Type 1 Stepper Idle Control is a high quality controller for 4 Pole stepper motors. It can be used on the Mercury2 and Pluto ECU's.

The Type 2 Stepper Idle Control is a high quality controller for Bi-Polar stepper motors. It can be used on the Mercury2 and Pluto ECU's.

The 1.1 Bar Map Sensor is a reliable low cost sensors that is mounted in the engine bay. It is used as an altitude sensor or manifold pressure sensor for normal aspirated engines.

The 2.5 Bar Map Sensor is a reliable low cost sensors that is mounted in the engine bay. It is used as manifold pressure sensor for normal aspirated and turbo engines with boost up to 1.5 Bar above sea level pressure.

The Aluminum Map Sensor is a durable high quality version of the pressure sensors. It comes in 1.1 Bar, 2.5 Bar, 3.0 Bar and 4.0 Bar pressure range. The 4 Bar sensor could also be used as fuel pressure sensor for normal aspirated engines.

The USB 9Pin Cable is the standard communication interface to computers and tuning software. This cable has electronics in the connecter to convert UART micro protocol to USB Computer protocol. It has optic isolation to shield sensitive laptops from the harsh signal environment found in automotive industry. This electronics is only used during tuning of units. Spitronics decided to keep it separate from their products to reduce production cost. This style cable is used on Venus2, Mercury and Neptune. The older Venus require a Female to Female converter connecter.

The USB 6Pin Cable is the new standard communication interface to computers and tuning software. This cable has electronics in the enclosure on the cable to convert UART micro protocol to USB Computer protocol. It has optic isolation to shield sensitive laptops from the harsh signal environment found in automotive industry. This electronics is only used during tuning of the units. Therefore Spitronics decided to keep it separate from their products to reduce production cost. This style cable is used on Pluto, Mercury2 and Neptune2. The older units will require a converter cable with different connecter setups.

The Firmware Programmer is used to change the firmware in all the Spitronics products. The connecter may differ from product to product. You may require a different connecter cable for older products. See the sub folders for explanation on connectors.


Frequently Asked Questions

Help > Product Selection >

FAQ Ver 3.4

Frequently Asked Questions

1. Is this unit a replacement for my car's standard computer? No the Spitronics products are unique with its own connecters and operation. Some of the signals can be interfaced with the standard units to maintain other functions like instruments etc.

2. Which product will suit my application? It is easy to determine by the How to Choose and Comparison Chart topic further in this chapter. Read through all the points and narrow down which unit is suitable for your application.

3. What do I get with the kit? Once you made a selection please look at the Kit Packing Lists to see what is included in the kit and what else you need to buy separate. All kits come with harnesses to connect onto existing engine plugs. It does not include the engine connecters as there are too many variations. You simply solder the harness onto your existing connecters. We do stock some of the connecters but will only quote them on enquiry. Then the ECU kits come with a 2.5 Bar Map sensor which may be changed on request to a different type.

4. What do I need to buy extra? Any sensors not included in the kit like Air & Water temperature sensor, Oxygen sensor etc. that is not on the engine or has to be replaced due to failure or service date expire. The USB communications cable is sold separately because you only need one as a tuning tool. It is a must have component for the setup and tuning of the products. The Programmer is optional to change the firmware or install upgrades on the products afterwards. It is recommended for customers abroad were you are far from support.

5. Is the unit Plug & Play No it is more like Wire & Play. Meaning that there is a certain amount of installation time soldering and wiring to be done before the unit can be switched on. Then you may need to tune it to your engines parameters due to minor variation differences between engines.

6. Can I install and tune this unit successfully? These products was developed for the DIY market. But you do need a fair bit of knowledge and hand skills to complete this project. Most auto electrical people should be able to assist if you have difficulties. If you study the manual properly you should be able the get your engine reasonably drivable with fair consumption and performance.

7. Does the unit need to be Dyno-Tuned after install? Some tuners found a way to tune it on the road quite successfully especially if there are no Dyno's available. If you do have a facility and a recommended tuner it is advisable to have it tuned properly. Some units that is engine-specific may come with a tuned MAP on it for that engine. Then minor tuning is required and not necessary for a Dyno Tune.

8. Is the unit pre tuned? No but we do put a startup MAP on the unit. These units are universal for different engines and it cannot cater for all variations in sensor and driver setup like injector sizes, fuel pressure etc. in some units that is engine-specific we will load a tuned MAP on it for that engine. It should start and be drivable around 90%. But some fine setup will make it more efficient.

9. Can this unit work for diesel engines? No Spitronics is busy to develop a Diesel version but it will only be finished in the near future.

10. Can this unit work for direct injectors? No but it is under development with the Diesel development which will be finished in the near future.

11. Can this unit work for Throttle by Wire systems? No but it is under development which will be finished in the near future.

12. Is this a piggy back system? No this is a standalone computer and does not require any other electronic units apart from its own units and the sensors on the engine.

13. Can this unit control my VVTI cams? It can control cams in open loop at this stage. Loop control is under development which will be finished in the near future.

14. Does this unit do Knock sensing? No knock sensing may be developed in the near future.

15. Does this unit do self-tuning? No the units does have loop control with the oxygen sensor and idle valve, but all tuning is done in open loop and these systems will fine adjust in real time to optimize fuel mixtures.

16. Can this unit be used for racing fuels? Yes it does have two selection MAP's to tune the engine for different fuels. These maps can be selected with a switch at startup.

17. Can these units interface to my vehicle' ECU via the CAN BUS No, these devices do not have CAN BUS capability.


ECU How to Choose

Help > Product Selection >

ECU_ Choose Ver 3.4

How to choose the right ECU

Choosing the right ECU the first time is important to save time and confidence. Please read this part with an open mind to help you choose wisely. Sometimes the cheapest option is not the best one and it may end up costing u more. There are 2 group choices to be made. Firstly which product range to choose and secondly which hardware class to choose for that product. Work through each point and narrow down your final choice.

Product Choice.

1. You need to consider your budget. Spitronics has the economy Pluto and Neptune2 range and the high quality Mercury2 range. Mercury2 being more expensive due to protected drivers, epoxy filled enclosure, more inputs and outputs and lastly external firing modules for coils with no intelligence.

2. If you have people installing the unit that does not have lots of experience, Mercury2 is definitely the choice. It does not damage easily if short circuits are made. If installed properly, the economy range performs just as well as the Mercury2 range.

3. If you are abroad or far from Spitronics' home base, it is also best to go for the Mercury2 option. Courier and time lost could be far more expensive than the money saved with the low cost products.

4. If you require the unit to be installed under harsh conditions like an off-road vehicle with lots of vibration and dampness it is best to go for the Mercury2 unit. It is epoxy-filled for vibration and moisture. Pluto can be epoxy-filled by yourselves after tuning should you require to do so.

5. If it is a complex engine with lots of drivers and sensors the economy range may not be adequate and you need the Mercury2 anyway. Browse through the product comparison chart to see if the product will be the right one.

6. The Economy range are repairable with some of the damage because it is not sealed. We do have a one year reduced exchange rate should any of the ECU's or TCU's be damaged. See the pricelist for more info or contact our dealers.

7. Coils also need to be considered. If you go for Mercury2, coils with built-in drivers are connected directly. Coils without built-in drivers require the Mercury2 Coil Driver. See how many coils you have to buy the right combination of the Coil Driver. If you decide on the Pluto which has built-in coil drivers, it can connect to coils without built-in drivers directly. If you have coils with built-in drivers, then you need to wire in the 220 Ohm pull-up resistors and switch the firmware to external drivers. On Pluto this setup is critical to have it right at startup or you may damage coils or drivers permanently.

Hardware Class Choice

1. If your engine has more than 1 coil or a wasted spark coil pack, you will require an Advance or Ultimate ECU. If not your engine should house a distributor with rotor to distribute the spark. Mostly older type engines.

2. If it has a distributor and more than 4 cylinders you need the Intermediate ECU for correct fuel distribution with Split-Sequential or Full-Sequential delivery. A 3 cylinder will also require the Intermediate. If you are really on a tight budget you may use a Standard system and share the injectors on the 2 drivers. Note that there is a different way to connect low and high impedance injectors. Note also that standard systems can only do trigger per event signals.

3. If your trigger in the distributor is one pulse per spark event, then you may use the Standard or Intermediate. If it has a crank trigger with TDC slot or complex distributor signal with Home pulse you will require the Intermediate ECU.

4. Make sure that there is firmware for your application for the specific ECU. Some firmware requires the abilities of Mercury2 and is not available on the economy range products.

5. Should you plan to do upgrades in the future buy the Advance or Ultimate ECU. You may also consider the programmer to change the firmware in the future.

6. Note that higher class ECU's will operate with lower class firmware for the same product. So if you buy an Advance ECU, you may start off with Standard or Intermediate firmware.

7. These hardware classes could be changed over the internet in the future following an upgrade payment. So you may buy a Standard ECU and upgrade it later to an Advance ECU. You may also consider the programmer to change the firmware in the future.


ECU Comparison Chart

Help > Product Selection >

ECU_ Features_Comparison Ver 3.3

ECU Features Comparison Chart

 | Pluto | Mercury2 |
Hardware Inputs |  |  |
Map Sensor | 1 | 1 |
TPS Sensor | 1 | 1 |
Water Temp Sensor 2K NTC | 1 | 1 |
Air Temp Sensor 10K NTC | 1 | 1 |
Lambda | 1 | 1 |
Altitude Sensor |  | 1 |
Built In Altitude Sensor | 1 |  |
Tuning Pot | 1 | 1 |
Fuel Pressure Sensor |  | 1 |
Dual Map Switch | 1 |  |
Battery Volts | 1 | 1 |
Crank Trigger Pulse | 1 | 1 | Note 1
TDC/Home Pulse | 1 | 1 | Note 1
VVTI Cam 1 Pulse |  | 1 | Note 1
VVTI Cam 2 Pulse |  | 1 | Note 1
USB/Programmer 6Pin Molex | 1 | 1 |
Hardware Outputs |  |  |
Injector Drivers Negative Out | 2(4) | 8 | Note 2
Internal Coil Drivers Negative Out | 4(2) |  | Note 2
External Coil Triggers Positive Out |  | 8 |
RPM Output | 1 | 1 |
Electronic Relay Output |  | 1 |
Relay Output | 1 | 1 |
GP Outputs | 2 | 2 |
Features |  |  |
Graph Tuning | 1 | 1 |
Matrix Tuning | 1 | 1 |
Idle Control | 1 | 1 | Note 3
Dual Maps | 1 | 1 |
Micro Fueling or Fazed Injector | 1 | 1 |
Full Sequential Injector Control |  | 1 |
Fuel Pressure Control |  | 1 |
V-Tech Cam Control | 1 | 1 |
VVTI Cam Control |  | X |
Launch control | 1 | 1 |
Anti-Lag control |  | X |
Flat-Shift control |  | X |
Boost control |  | X |
Throttle x Wire control |  | X |
RPM Calibration | 1 | 1 |
Power Management |  | 1 |
Epoxy filed |  | 1 |
Can be Epoxy filed | 1 |  |
Notes |  |  |
Note 1 - Only magnetic sensors directly - Requires an external Pull-up Resistor for Hall or Optic Sensors. Cam 1 input may be used for Dual Map selection.
Note 2 - There are 6 drivers that are shared by the injectors and coils.
Note 3 - For Stepper motors external hardware is required
X - Capable - Firmware not yet developed |  |  |


TCU How to Choose

Help > Product Selection >

TCU_ Choose Ver 3.4

How to choose the right TCU

Choosing the right TCU the first time is important to save time and confidence. Please read this part with an open mind to help you choose wisely. Sometimes the cheapest option is not the best one and it may end up costing u more. There are 2 group choices to be made. Firstly which product range to choose and secondly which hardware class to choose for that product. Work through each point and narrow down your final choice.

Product Choice.

1. You need to consider your budget. Spitronics has the economy Pluto and Neptune22 range and the high quality Mercury2 range. Mercury2 being more expensive due to protected drivers, epoxy filled enclosure and lastly more inputs and outputs.

2. If you have people installing the unit that does not have lots of experience, Mercury2 is definitely the choice. It does not damage easily if short circuits are made. If installed properly, the economy range performs just as well as the Mercury2 range.

3. If you are abroad or far from Spitronics' home base, it is also best to go for the Mercury2 option. Courier and time lost could be far more expensive than the money saved with the low cost products.

4. If you require the unit to be installed under harsh conditions like an off-road vehicle with lots of vibration and dampness it is best to go for the Mercury2 unit. It is epoxy-filled for vibration and moisture. Neptune2 can be epoxy-filled by yourselves after tuning should you require to do so.

5. If it is a complex transmission with lots of drivers and sensors the economy range may not be adequate and you need the Mercury2 anyway. Browse through the product comparison chart to see if the product will be the right one.

6. The Economy range are repairable with some of the damage because it is not sealed. We do have a one year reduced exchange rate should any of the ECU's or TCU's be damaged. See the pricelist for more info or contact our dealers.

7. The best way to see if the unit can handle the transmissions to see if firmware is available for it. Transmissions differ more than engines and some have complicated operations.

Hardware Class Choice

1. At this stage only the Neptune2 is sold in Standard or Intermediate configuration. That is to make a low cost solution for the very common transmissions like A343E found on the 1UZ. The Standard can do 4 solenoids and does not have a speedo output for speedo calibration. The Intermediate can do 6 solenoids and speedo calibration.

2. Mercury2 can do up to 12 solenoids with speedo calibration. It is only sold in Intermediate firmware.

3. Make sure that there is firmware for your application for the specific TCU. Some firmware requires the abilities of Mercury2 and is not available on the economy range products.

4. Should you plan to do upgrades in the future buy the Intermediate TCU. You may also consider the programmer to change the firmware in the future.

5. Note that higher class TCU's will operate with lower class firmware for the same product. So if you buy an Intermediate TCU, you may start off with Standard firmware.

6. These hardware classes could be changed over the internet in the future following an upgrade payment. So you may buy a Standard TCU and upgrade it later to an Intermediate TCU. You may also consider the programmer to change the firmware in the future.


TCU Comparison Chart

Help > Product Selection >

TCU_ Features_Comparison Ver 3.2

TCU Features Comparison Chart

 | Neptune2 | Mercury2 |
Hardware |  |  |
TPS Sensor | 1 | 1 |
RPM Sensor | 1 | 1 | Note 1
Speed Sensor | 1 | 1 | Note 1
Oil Temp Sensor |  | 1 |
Low Range Sensor |  | 1 |
Shifter Selection Switch | 1 | 1 |
Tuning Maps Selection Switch | 1 | 1 |
Tiptronic Up Switch | 1 | 1 |
Tiptronic Down Switch | 1 | 1 |
GP Outputs | 2 | 2 | Note 2
Solenoid Drivers Negative Out |  | 8 | Note 3
Solenoid Drivers Positive Out | 7 | 8 |
Speedo Output | 1 | 1 | Note 4
Electronic Relay Output |  | 1 |
Relay Output |  | 1 |
Battery Volts | 1 | 1 |
Features |  |  |
Tiptronic Function | 1 | 1 |
Quad Tuning Maps | 1 | 1 |
Individual Gear Profiles | 1 | 1 |
Duty Cycle Control | 1 | 1 |
Speedo Calibration | 1 | 1 |
Lockup Control | 1 | 1 |
Lockup Selectable / Gear | 1 | 1 |
Transfer Box Ratio Adjustments |  | 1 |
Number of Gears Capable | 8 | 8 |
Power Management |  | 1 | Note 5
Epoxy filed |  | 1 |
Can be Epoxy filed | 1 |  |
Notes |  |  |
Note 1 - Only magnetic sensors directly - Requires an external Pull-up Resistor for Hall or Optic Sensors. Cam 1 input may be used for Dual Map selection.
Note 2 - Reserved for the 2 Dashboard Lockup and Function display LED's
Note 3 - 2 drivers is used for Lockup and Function display LED's
Note 4 - Use one Solenoid driver if available
Note 5 - Hardware can keep itself powered after Ignition Off


Kit Packing Lists

Help > Product Selection >

Kit_Packaging_List Ver 3.4

Kit Packaging List

Kit List | Describtion of Kit | Possible Triggers | Possible Drivers
Description |  |  |
Kit 1 - Pluto All Round |  |  |
- Pluto ECU | This Kit is suitable for all the possible variations of wiring of the Pluto ECU. | Crank 60-2/60-1/36-2/36-1/36-6/30-2/18-1/12-1/12+1/6T+TDC/24T+TDC/Subaru 6+7T/Jeep 18-6/ Distributor /Single Pulses/24+TDC/Nissan/Honda/ /Mazda/Ford etc. | 6 Drivers for Injectors and coils Split Sequential injection and wasted spark coil firing 2 GP Outputs Relay Out and RPM out
- E21 Harness
- E22 Harness
- Map Sensor 2.5 Bar
- 2x Relays
Kit 2 - Pluto Econo Advance |  |  |
- Pluto ECU | This Kit simplify wiring for engines up to 6 Cylinder. It has 2 common fuse and no TDC wiring. | Crank 60-2/60-1/36-2/36-1/36-6/30-2/18-1/12-1/12+1/ Distributor /Single Pulses/Nissan/Some Single pickup distributors etc. | 6 Drivers for Injectors and coils Split Sequential injection and wasted spark coil firing 2 GP Outputs Relay Out and RPM out
- E27 Harness 2xRelay 6xDrv
- E24 Harness 1x Trig
- Map Sensor 2.5 Bar
Kit 3 - Pluto Single Trig |  |  |
- Pluto ECU | This kit is the same as the All Round kit but does not have a TDC pickup wire in the harness. It simplify wiring where there is no TDC pickup. | Crank 60-2/60-1/36-2/36-1/36-6/30-2/18-1/12-1/12+1/ Distributor /Single Pulses/Nissan/Some Single pickup distributors etc. | 6 Drivers for Injectors and coils Split Sequential injection and wasted spark coil firing 2 GP Outputs Relay Out and RPM out
- E21 Harness
- E24 Harness 1x Trig
- Map Sensor 2.5 Bar
- 2x Relays
Kit 4 - Pluto Econo Standard |  |  |
- Pluto ECU | This Kit simplify wiring for small engines up to 4 Cylinder. It has 2 injectors and 1 coil. It has 1 common fuse and no TDC wiring. | Crank 60-2/60-1/36-2/36-1/36-6/30-2/18-1/12-1/12+1/ Distributor /Single Pulses/Nissan/Some Single pickup distributors etc. | 2 Drivers for Injectors and 1 driver for coils Split Sequential injection and distributor coil firing 2 GP Outputs Relay Out and RPM out
- E23 Harness 1xRelay 3xDrv
- E24 Harness 1x Trig
- Map Sensor 2.5 Bar
Kit 5 - Mercury2 Non VVTI |  |  |
- Mercury2 ECU | This Kit is suitable for all the possible variations of wiring of the Mercury2 ECU Except the 2 VVTI Cam sensors. | Crank 60-2/60-1/36-2/36-1/36-6/30-2/18-1/12-1/12+1/6T+TDC/24T+TDC/Subaru 6+7T/Jeep 18-6/ Distributor /Single Pulses/24+TDC/Nissan/Honda/ /Mazda/Ford etc. | 6 Drivers for Injectors 6 Drivers for coils Full Sequential injection up to 6 Cylinder and wasted spark coil firing 2 GP Outputs, 2xRelay Out and RPM out
- M01-P1 Harness
- M02-P2 Harness
- M03-P3 Harness
- M04-P4 Harness
- Map Sensor 2.5 Bar
Kit 6 - Mercury2 All Round |  |  |
- Mercury2 ECU | This Kit is suitable for all the possible variations of wiring of the Mercury2 ECU. | Crank 60-2/60-1/36-2/36-1/36-6/30-2/18-1/12-1/12+1/6T+TDC/24T+TDC/Subaru 6+7T/Jeep 18-6/ Distributor /Single Pulses/24+TDC/Nissan/Honda/ /Mazda/Ford etc. | 6 Drivers for Injectors 6 Drivers for coils Full Sequential injection up to 6 Cylinder and wasted spark coil firing 2 GP Outputs, 2xRelay Out and RPM out
- M05-P1 Harness
- M02-P2 Harness
- M03-P3 Harness
- M04-P4 Harness
- Map Sensor 2.5 Bar
Kit 7 - TCU Neptune2 Kit for ECU |  |  |
- Neptune2 TCU | This Kit is suitable for all the possible variations of wiring of the Neptune2 TCU when it is used with a ECU. | RPM can be any number of pulses up to 90 per revolution. Speed can be any number of pulses up to 60 per Prop shaft revolution. TPS 0 to 5 Volt. Tiptronic buttons. Shifter sensing & Map switch | 6 Drivers for solenoids 2 LED outputs for dash indication of lockup etc.
- N01-P1 Harness
- N03-P2 Harness
- 2x Push Buttons
Kit 8 - TCU Mercury2 Kit |  |  |
- Mercury2 TCU | This Kit is suitable for all the possible variations of wiring of the Mercury2 TCU when it is used with a ECU. | RPM can be any number of pulses up to 90 per revolution. Speed can be any number of pulses up to 60 per Prop shaft revolution. TPS 0 to 5 Volt. Tiptronic buttons. Shifter sensing & Map switch. Low range switch. Oil Temperature sensor. | 6 positive and 6 negative Drivers for solenoids. 2 GP outputs. Relay & Speedo Output. 2 LED outputs for dash indication of lockup etc.
- T01-P1 Harness
- M02-P2 Harness
- T03-P3 Harness
- T04-P4 Harness
- 2x Push Buttons
Lexus VVTI Kit - Mercury2 |  |  |
- Mercury2 ECU Advance | This Kit is suitable for all the possible variations of wiring of the Mercury2 ECU & Mercury2 TCU. It is combined for the Lexus 1UZ VVTI engines also the 3UZ. |  |
- M05-P1 Harness
- M02-P2 Harness
- M03-P3 Harness
- M04-P4 Harness
- IN02 Harness
- Map Sensor 2.5 Bar
- Mercury2 TCU Intermediate
- T01-P1 Harness
- M02-P2 Harness
- T03-P3 Harness
- T04-P4 Harness
- 2x Push Buttons
Lexus non VVTI Kit Local |  |  |
- Pluto ECU Advance | This low cost Kit is suitable for the 1UZ non VVTI Lexus engine. All the possible variations of wiring of the Pluto ECU & Neptune2 TCU. The Harness does not support the TDC sensor. It is combined to simplify wiring. |  |
- E21 Harness
- E24 Harness
- IN01 Harness
- Map Sensor 2.5 Bar
- 2x Relays
- Lexus Gear
- Idle Control Type 1
- S01 Harness
- Neptune2 TCU Intermediate
- N01-P1 Harness
- N03-P2 Harness
- 2x Push Buttons
Lexus non VVTI Kit Internasional |  |  |
- Mercury2 ECU Advance | This Kit is suitable for the 1UZ non VVTI Lexus engine. All the possible variations of wiring of the Mercury2 ECU & Mercury2 TCU. The Harness does not support the TDC sensor. It is combined to simplify wiring. |  |
- E21 Harness
- E24 Harness
- IN01 Harness
- Map Sensor 2.5 Bar
- 1x 2Way Coil Driver
- 2x Relays
- Lexus Gear
- Idle Control Type 1
- S01 Harness
- Mercury2 TCU Intermediate
- N01-P1 Harness
- N03-P2 Harness
- 2x Push Buttons
Kit 9: Pluto Cam Controller |  |  |
- Pluto ECU | This Kit is combined to use the Pluto as add on product for Cam & NOS control and also GP outputs. All the wiring is included. | RPM can be any number of pulses up to 90 per revolution. TPS 0 to 5 Volt. | 6 Drivers Duty controlled. 2 GP outputs. Relay and RPM output.
- E28 Harness
- E21 Harness
Kit 20: Pluto Only |  |  |
Kit 21: Neptune2 Only |  |  |
Kit 22: Mercury2 Only |  |  |


Mercury2 ECU/TCU

Help > Product Selection >

Mercury_Overview Ver 3.4

Mercury2 Overview

The MERCURY2 Control Unit is designed to be a cost effective replacement for high tech Engine Control Units (ECU) and Transmission Control Units (TCU). It uses unique and easy features which are easy to install and tune. It is designed with the novice and professional installer in mind.

This universal South African made product that can easily be customized for various engines or transmissions. It can be used for many applications such as racing engines, vehicle conversions, custom built vehicles, replacement parts for production vehicles etc. It is a compact reliable system which is epoxy filled to make it rugged and water tight for harsh environments and easy to mount in the driver's compartment.

The Mercury2 unit is designed to connect directly to most sensors and drive units that is found on engines and transmissions. No need to modify them. It consist of the latest in high speed micro controllers with surface mount technology. These units are machine soldered to minimize human error.

The Mercury2 cover features like Lambda control, idle control, launch control, fuel pressure control, cam control, line pressure control, tiptronic gear control, stepper motor control and lots more. It has 6 positive drivers that can be converted to 12 coil igniters drivers, 8 negative drivers for injectors or GP outputs, rpm output, relay and electronic relay outputs. These drivers are ranging from 3.5 Amp to 6 Amp.

There are 9 analog input signals to measure water, air or oil temperature, throttle position, manifold pressure, lambda, fuel pressure, altitude etc. Then there are 4 trigger inputs to measure crank, cam & prop shaft angles.

The software is user-friendly and makes all the above features customizable by the tuner. This makes the Mercury2 adaptable for most engines and transmissions. Activations of features can be done over the internet making the unit viable to keep in stock and customize on demand.

This Mercury2 was designed to be universal and adaptable. Some firmware are customized to suit customers. New applications can easily be incorporated. Upgrades can be done over the internet.

To learn more about this amazing package browse through the features and specifications in the sub folders.


Features

Help > Product Selection > Mercury2 ECU/TCU >

Mercury2_ Features Ver 3.4

Mercury2 Features

ECU Features

Note that these are all the current features covered by the Mercury2. There are some on the charts that is in the process to be developed in the future. The hardware has the capability for it. Also note that not all of the features may be included on the same ECU as there is limited amount of drivers available. Some of the hardware classes may not include certain features due to the price range. See the selection chart for the ability of the different classes.

Fuel Delivery

· Accurate fueling such as batch, Split Batch, Split Sequential, and Full Sequential gives better performance and fuel consumption due to constant atomization on each cylinder.

· Fueling is done in graph or matrix method for the tuners preference.

· All graphs or matrix data are interpolated to smooth fuel calculation accuracy for best performance though the operating ranges.

· Fuel is calculated with MAP sensor or TPS versus RPM signals or a combination of the 2. This will accommodate most engines ranging from street to racing and from economy to performance.

· Other sensors that are used to alter the fuel mixture are Water, Air, Altitude, Lambda, Battery Volts, Fuel Pressure and throttle response.

· Fuel injection timing is adjustable on gear type crank angle sensors as low as 12 pulses per revolution.

· Adjustable MAP sensor reading angle for multiple throttle body systems.

· Two types of micro fuel injection methods (staged injectors) namely Ratio adjust or Graph Fazed method.

· Fuel pressure control with pressure compensation maps.

Ignition Spark & Timing

· The ECU can do Single & Multi Coil Spark Systems

· Use standard coil packs on the engine.

· Can be connected to most intelligent coils with internal drivers directly.

· The Mercury2 high performance firing module ensure a high performance spark adequate to ignite most mixtures of different fuels.

· Very accurate ignition timing especially with the gear type triggers.

· Timing is calculated with MAP sensor or TPS versus RPM signals or a combination of the 2. This will accommodate most engines ranging from street to racing.

· Other sensors that is used to alter the Ignition Timing is Water, Air and Altitude,

· Battery Volts is used to compensate for coil charge time.

Sensors

· The ECU use most standard sensors on the engine - No need to do modifications on distributors or converter boards.

· Custom Bolt-On Timing Gears may be used for older engines that run carburetors or engines with incorrect setups. Gear type triggers do make timing more accurate and responsive during blip conditions. This is the preferred method for racing applications.

· Sensors can be calibrated to accommodate the different types found on the engines.

Idle Control & Cold Start - This functions will ease with starting a cold engine and keep the RPM's constant when air conditioners or automatic transmissions draw power from the engine. Idle control is included on board for one and two wire idle valves. The Spitronics stepper control units can be connected to control quad and bipolar stepper motors.

Launch Control - this feature will increase boost pressure during pull-off to eliminate Turbo Lag. Various methods are available to activate launch like buttons clutch switches TPS position etc.

Two General Purpose Outputs - This can be used for injectors, fan control, shift light, Aircon Cut-Out on Pull-Off or Up-Hill etc.

Standard Harness - No need to keep several harnesses in stock for different engines. There are however custom harnesses for certain engines that will ease installation time. All the input wiring harnesses use screened cables for neatness of installation and to prevent electromagnetic interference which may cause erratic behavior of the ECU.

Compact Electronics - This will make the ECU easy to install under the dashboard as it takes very little space.

Complete Kits for Most Engines.

Cost Effective - No need to buy expensive systems as all the necessary features are included with the ECU.

Rotary Systems - The 2 & 3 rotor engines are covered by this ECU.

External Map Sensor - easy to change between 1Bar, 2.5Bar, 3Bar & 4Bar configurations External sensors are used to reduce the delay in the vacuum signal It makes the ECU more versatile to adapt to standard MAP sensors found on engines.

Altitude Compensation - this feature is important as the ECU will automatically compensate for differences in pressure.

Fuel Pressure control - will control the speed of the fuel pump which eliminate the need for the mechanical fuel pressure regulator and return fuel line. It also compensate injector time versus fuel pressure to ensure accurate mixtures during blip conditions.

Standard Tuning Software - the features that is not used or allowed in the tuning software will be blanked out.

Easy DIY Instructions - Save a lot of money on installation if you are a person who is up to the challenge.

Start-Up Maps included - This will make for easy start-up & tuning with the help of a Lambda sensor

User Friendly Tuning Software which is extensively explained in the manual.

Tuning map can be locked to prevent tampering. Useful for engine builders to give guarantees.

No Dyno Required - Tune your own vehicle and save some more money. Just following the instructions in the manual carefully.

(Note that the last four points are for the person who is handy with tools and understand wiring and operation of an engine. If you are not sure, download the software, Map, manual and drawing and experiment with it first. It's free of charge!)

TCU Features

Note that these are all the current features covered by the Mercury2. There are some on the charts that is in the process to be developed in the future. The hardware has the capability for it. Also note that not all of the features may be included on the same ECU as there is limited amount of drivers available. Some of the hardware classes may not include certain features due to the price range. See the selection chart for the ability of the different classes.

Tiptronic

· Automatic Mode where the driver set the maximum target gear allowed.

· Semi-Automatic Mode where the driver has more manipulation of the gears with the added automatic features.

· Manual Mode where the driver has complete control over the transmission with the added protection against over revving.

Map Selection Switch - let the driver set up his transmission in 4 different profiles like Automatic, Tiptronic, Towing, Off-road, Racing etc.

Shifter Position input

· The TCU can sense all kinds of shifter sensors to operate correctly in all lever positions.

· If no shifter sensor is available then the reverse light signal can be used to lockout shifting in reverse.

Gear Profile Adjustments - Each gear can be manipulated to shift up or down when the tuner requires it. These settings work on RPM, Speed and TPS values.

Line Pressure Adjustments - These pressures can be adjusted on a graph with the TPS representing engine load. There may be a number of graphs according to the transmission requirement.

Indication LED's - The TCU has 2 dashboard LED's to indicate when lockup is engaged or which gear is selected in tiptronic mode. This will help the driver in off road conditions to protect his transmission.

Sensors

· TPS sensor will indicate to the TCU what the driver's intend is. Then it will shift accordingly.

· RPM signal will be used to shift the transmission to harness the engine power correctly and be economical.

· Speed sensor will be used as protection against down gear over revving and also other shift algorithms.

· Transmission Oil Temperature sensor will change line pressures during cold conditions to soften gear shifts.

· Low range sensor will adjust speed settings in the transmission automatically.

· Sensors can be calibrated to suit most engines and transmissions.

Solenoids

· Shift solenoids will manipulate which gear must be selected

· Duty control solenoids will control line, lockup and shift control solenoids to make the transmission as comfortable to the driver as possible.

General Purpose outputs - These outputs can be used for custom features like speed warning siren etc.

Speedo output - this signal drives speedometers and can be calibrated on the vehicle.

Selectable Lockup - can switch on in all gears if transmission permits

Standard Harness - No need to keep several harnesses in stock for different engines. There are however custom harnesses for certain engines that will ease installation time. All the input wiring harnesses use screened cables for neatness of installation and to prevent electromagnetic interference which may cause erratic behavior of the ECU.

Compact Electronics - This will make the TCU easy to hide under the dashboard as it takes very little space.

Complete Kits for Most transmissions.

Cost Effective - No need to buy expensive systems as all the necessary features are included with the TCU.

Standard Tuning Software - the features that is not used or allowed in the tuning software will be blanked out.

Easy DIY Instructions - Save a lot of money on installation if you are a person who is up to the challenge.

Start-Up Maps included - This will make for easy start-up & tuning with the help of a Lambda sensor

User Friendly Tuning Software which is extensively explained in the manual.

Tuning map can be locked to prevent tampering. Useful for transmissions builders to give guarantees.

No Dyno Required - Tune your own transmissions and save some more money. Just follow the instructions in the manual carefully.

(Note that the last four points are for the person who is handy with tools and understand wiring and operation of transmissions. If you are not sure, download the software, Map, manual and drawing and experiment with it first. It's free of charge!)


Specifications

Help > Product Selection > Mercury2 ECU/TCU >

Mercury2_Specifications Ver 3.4

Mercury2 Specifications

Power Supply

12V Ignition power 200mA, filtered by reverse polarity Diode, 700mA Poly switch and 25V Tranzorb

12V Relay power 14A Max, filtered by reverse polarity Diode

2.5mm2 Earth Strap

Inputs

4x Trigger inputs - Magnetic Isolated (Hall or Optic inputs require a 1K pull-up resistor)

5x Analogue input 0 - 5V

1x 2K NTC Temperature Sensor Input

1x 10K NTC Temperature Sensor Input

1x Lambda Input 0 - 1 V or Processed 0 - 5V signal.

Software UART Connection via USB2 converter cable

Firmware Programmer Connection

Outputs

8x 6A P Channel Mossfets 12V output Floating, Over-current protected

8x 3.5A N Channel Mossfets Ground output Floating, Over-current protected

1x Fuel Relay 3.5A Ground Output Floating, Over-current protected

1x RPM 3.5A Ground Output Floating with 1K pull-up resistor to 12V, Over current protected

2x General Purpose 3.5A Ground Output Floating, Over-current protected

5V 600mA Power Output for TPS & Map Sensor

Electronic Relay 5V 5mA output for Spitronics custom 45A solid state relay

Dimensions

Size 145mm x 68mm x 21mm

Weight 240g

4 x Connector Type Plastic Molex 12, 10, 8, 6

1 x Connector D-Sub F/M 9 Pin

Load Sites ECU

Tuning Pallet | load sites | Resolution | Adjustment | Adjustment |
 |  |  | Resolution | Range |
Fuel Vacuum Graph | 64 | Auto Range | 0.1 ms | 0 to 25 ms | Interpolated
5 x Fuel RPM Graph | 32 | Auto Range | 1% | -50% to 50% |
Micro Fuel Vacuum Graph | 32 | Auto Range | 0.1 ms | 0 to 25 ms | Interpolated
Dynamic Timing Graph | 150 | 100 RPM | 1° | 0° to 45° | Interpolated
2 x Vacuum Timing Graph | 32 | Auto Range | 1° | -15° to 25° | Interpolated
Trailing Degrees Graph | 30 | 500 RPM | 1° | 0° to 45° | Interpolated
Water Temperature Timing Graph | 24 | 0° to 120° | 1° | -50° to 50° | Interpolated
Water Temperature Fuel Graph | 24 | 0° to 120° | 1% | -50% to 50% | Interpolated
Air Temperature Timing Graph | 24 | -20° to 100° | 1° | -50° to 50° | Interpolated
Air Temperature Fuel Graph | 24 | -20° to 100° | 1% | -50% to 50% | Interpolated
Lambda MAP Graph | 24 | Auto Range | 1% | -50% to 50% | Interpolated
Lambda RPM Graph | 24 | Auto Range | 1% | -50% to 50% | Interpolated
Fuel Matrix | 16x16 | Auto Range | 0.1 ms | 0 to 25 ms | Interpolated
Graph Matrix | 16x16 | Auto Range | 1° | 0° to 45° | Interpolated
Fuel Pressure Set point Graph | 12 | Auto Range | 0.1 Bar | 0 to 7 Bar | Interpolated
Fuel Pressure Correction Graph | 30 | Auto Range | 1% | -50% to 50% | Interpolated
Battery Fuel Graph | 20 | 0.5V | 1% | -50% to 50% | Interpolated
Battery Charge Time Graph | 20 | 0.5V | 1% | -50% to 50% | Interpolated

Load Sites TCU

Tuning Pallet | load sites | Resolution | Adjustment | Adjustment |
 |  |  | Resolution | Range |
Gear Profiles Upshift | 3 | Auto Range | 1% | 0 to 100% | Interpolated
Gear Profiles Downshift | 3 | Auto Range | 1% | 0 to 100% | Interpolated
Gear Profiles Lockup | 2 | Auto Range | 1% | 0 to 100% | Interpolated
3 x Duty Control Graph | 50 | 100 % TPS | 1% | 0 to 100% | Interpolated


Selection Chart

Help > Product Selection > Mercury2 ECU/TCU >

Mercury2 Selection Ver 3.4

Mercury2 ECU Selection

The Mercury2 is sold in six hardware classes categorized by the features required for each engine or transmission. The advantage is that basic applications is sold cheaper than more complex applications. These features can be activated or changed over the internet which eliminates time lost and courier costs. This makes it viable to have these units in stock at low entry cost and activate the features later when the project is started. The PC Tuning software is standard for all units. Certain features will be blanked out if it is not available. The firmware categories are Micro, Basic, Standard, Intermediate, Advance and Ultimate. On the ECU only 3 classes are implemented at this stage and on the TCU only 1 class. Please look at the following charts to see which hardware class will suit your application.

ECU Selection Chart

Mercury2 Hardware | Standard | Intermediate | Advance | Ultimate |
Hardware Inputs |  |  |  |  |
Map Sensor | 1 | 1 | 1 | 1 |
TPS Sensor | 1 | 1 | 1 | 1 |
Water Temp Sensor 2K NTC | 1 | 1 | 1 | 1 |
Air Temp Sensor 10K NTC | 1 | 1 | 1 | 1 |
Lambda | 1 | 1 | 1 | 1 |
Altitude Sensor | 1 | 1 | 1 | 1 |
Built In Altitude Sensor |  |  |  |  |
Tuning Pot | 1 | 1 | 1 | 1 |
Fuel Pressure Sensor |  |  | 1 | 1 |
Dual Map Switch |  |  |  |  |
Battery Volts | 1 | 1 | 1 | 1 |
Power Management | 1 | 1 | 1 | 1 |
Crank Trigger Pulse | 1 | 1 | 1 | 1 | Note 1
TDC/Home Pulse | 1 | 1 | 1 | 1 | Note 1
VVTI Cam 1 Pulse |  |  |  | 1 | Note 1
VVTI Cam 2 Pulse |  |  |  | 1 | Note 1
USB/Programmer 6Pin Molex | 1 | 1 | 1 | 1 |
Hardware Outputs |  |  |  |  |
Injector Drivers Negative Out | 2 | 8 | 8 | 8 |
Internal Coil Drivers Negative Out |  |  |  |  |
External Coil Triggers Positive Out | 1 | 1 | 8 | 8 |
RPM Output | 1 | 1 | 1 | 1 |
Electronic Relay Output | 1 | 1 | 1 | 1 |
Relay Output | 1 | 1 | 1 | 1 |
GP Outputs | 2 | 2 | 2 | 2 |
Features |  |  |  |  |
Graph Tuning | 1 | 1 | 1 | 1 |
Matrix Tuning | 1 | 1 | 1 | 1 |
Idle Control | 1 | 1 | 1 | 1 | Note 2
Dual Maps | 1 | 1 | 1 | 1 |
Micro Fueling or Fazed Injector | 1 | 1 | 1 | 1 |
Full Sequential Injector Control |  | 1 | 1 | 1 |
Fuel Pressure Control |  |  | 1 | 1 |
V-Tech Cam Control | 1 | 1 | 1 | 1 |
VVTI Cam Control |  |  |  | X |
Launch control | 1 | 1 | 1 | 1 |
Anti-Lag control | X | X | X | X |
Flat-Shift control | X | X | X | X |
Boost control |  |  |  | X |
Throttle x Wire control |  |  |  | X |
RPM Calibration | 1 | 1 | 1 | 1 |
Epoxy filed | 1 | 1 | 1 | 1 |
Can be Epoxy filed |  |  |  |  |
Notes |  |  |  |  |
Note 1 - Only magnetic sensors - Requires external Pull-up Resistor for Hall or
Optic Sensors. Cam 1 input may be used for Dual Map selection. |  |  |  |  |
Note 2 - For Stepper motors external hardware is required |  |  |  |  |
X - Capable - Firmware not yet developed |  |  |  |  |

TCU Selection Chart

Mercury2 Hardware | Intermediate | Notes
Hardware |  |
TPS Sensor | 1 |
RPM Sensor | 1 | Note 1
Speed Sensor | 1 | Note 1
Oil Temp Sensor | 1 |
Low Range Sensor | 1 |
Shifter Selection Switch | 1 |
Tuning Maps Selection Switch | 1 |
Tiptronic Up Switch | 1 |
Tiptronic Down Switch | 1 |
GP Outputs | 2 |
Solenoid Drivers Negative Out | 8 | Note 3
Solenoid Drivers Positive Out | 8 |
Speedo Output | 1 |
Electronic Relay Output | 1 |
Relay Output | 1 |
Battery Volts | 1 |
Features |  |
Tiptronic Function | 1 |
Quad Tuning Maps | 1 |
Individual Gear Profiles | 1 |
Duty Cycle Control | 1 |
Speedo Calibration | 1 |
Lockup Control | 1 |
Lockup Selectable / Gear | 1 |
Transfer Box Ratio Adjustments | 1 |
Number of Gears Capable | 8 |
Power Management | 1 | Note 5
Epoxy filed | 1 |
Can be Epoxy filed |  |
Notes |  |
Note 1 - Only magnetic sensors directly - Requires an external Pull-up Resistor for Hall or Optic Sensors. Cam 1 input may be used for Dual Map selection.
Note 3 - 2 drivers is used for Lockup and Function display LED's
Note 5 - Hardware can keep itself powered after Ignition Off


Pluto ECU

Help > Product Selection >

Pluto_Overview Ver 3.4

Pluto Overview

The PLUTO Control Unit is designed to be a low cost effective replacement for high tech Engine Control Units (ECU). It uses unique and easy features which are easy to install and tune. It is designed with the novice and professional installer in mind.

This universal South African made product can easily be customized for various engines. It can be used for many applications such as racing engines, vehicle conversions, custom built vehicles, replacement parts for production vehicles etc. It is a compact reliable system which can be epoxy filled to make it rugged and water tight for harsh environments and easy to mount in the driver's compartment.

The Pluto unit is designed to connect directly to most sensors and drive units that is found on engines. No need to modify them. It consist of the latest in high speed micro controllers with surface mount technology. These units are machine soldered to minimize human error.

The Pluto cover features like Lambda control, idle control, launch control, cam control, stepper motor control and lots more. It has 6 negative 7 Amp 200 Volt drivers that can drive basic coils directly without the need of a coil igniter driver. These drivers are combined with injector drivers. There are 2 negative low voltage drivers for injectors or GP outputs. Then there is a RPM output & Relay output. This 4 drivers are 3.5 Amp each current protected.

There are 7 analog input signals to measure water & air temperature, throttle position, manifold pressure, lambda etc. Then there are 2 trigger inputs to measure crank, cam angles.

The software is user-friendly and makes all the above features customizable by the tuner. This makes the Pluto adaptable for most engines. Activations of features can be done over the internet making the unit viable to keep in stock and customize on demand.

This Pluto was designed to be universal and adaptable. Some firmware are customized to suit customers. New applications can easily be incorporated. Upgrades can be done over the internet.

To learn more about this amazing package browse through the features and specifications in the sub folders.


Features

Help > Product Selection > Pluto ECU >

Pluto_ Features Ver 3.4

Pluto Features

Note that these are all the current features covered by the Pluto. There are some on the charts that is in the process to be developed in the future. The hardware has the capability for it. Also note that not all of the features may be included on the same ECU as there is limited amount of drivers available. Some of the hardware classes may not include certain features due to the price range. See the selection chart for the ability of the different classes.

Fuel Delivery

· Accurate fueling such as batch, Split Batch, and Split Sequential gives better performance and fuel consumption due to constant atomization on each cylinder.

· Fueling is done in graph or matrix method for the tuners preference.

· All graphs or matrix data are interpolated to smooth fuel calculation accuracy for best performance though the operating ranges.

· Fuel is calculated with MAP sensor or TPS versus RPM signals or a combination of the 2. This will accommodate most engines ranging from street to racing and from economy to performance.

· Other sensors that are used to alter the fuel mixture are Water, Air, Altitude, Lambda, Battery Volts and throttle response.

· Fuel injection timing is adjustable on gear type crank angle sensors as low as 12 pulses per revolution.

· Adjustable MAP sensor reading angle for multiple throttle body systems.

· Two types of micro fuel injection methods (staged injectors) namely Ratio adjust or Graph Fazed method.

Ignition Spark & Timing

· The ECU can do Single & Multi Coil Spark Systems

· Use standard coil packs on the engine.

· Can be connected to most coils without internal drivers directly. The latter requires a pull-up resistor.

· Very accurate ignition timing especially with the gear type triggers.

· Timing is calculated with MAP sensor or TPS versus RPM signals or a combination of the 2. This will accommodate most engines ranging from street to racing.

· Other sensors that is used to alter the Ignition Timing is Water, Air and Altitude,

· Battery Volts is used to compensate for coil charge time.

Sensors

· The ECU use most standard sensors on the engine - No need to do modifications on distributors or converter boards.

· Custom Bolt-On Timing Gears may be used for older engines that run carburetors or engines with incorrect setups. Gear type triggers do make timing more accurate and responsive during blip conditions. This is the preferred method for racing applications.

· Sensors can be calibrated to accommodate the different types found on the engines.

Idle Control & Cold Start - This functions will ease with starting a cold engine and keep the RPM's constant when air conditioners or automatic transmissions draw power from the engine. Idle control is included on board for one and two wire idle valves. The Spitronics stepper control units can be connected to control quad and bipolar stepper motors.

Launch Control - this feature will increase boost pressure during pull-off to eliminate Turbo Lag. Various methods are available to activate launch like buttons clutch switches TPS position etc.

Two General Purpose Outputs - This can be used for injectors, fan control, shift light, Aircon Cut-Out on Pull-Off or Up-Hill etc.

Standard Harness - No need to keep several harnesses in stock for different engines. There are however custom harnesses for certain engines that will ease installation time. All the input wiring harnesses use screened cables for neatness of installation and to prevent electromagnetic interference which may cause erratic behavior of the ECU.

Compact Electronics - This will make the ECU easy to install under the dashboard as it takes very little space.

Complete Kits for Most Engines.

Cost Effective - No need to buy expensive systems as all the necessary features are included with the ECU.

Rotary Systems - The 2 & 3 rotor engines are covered by this ECU.

External Map Sensor - easy to change between 1Bar, 2.5Bar, 3Bar & 4Bar configurations External sensors are used to reduce the delay in the vacuum signal It makes the ECU more versatile to adapt to standard MAP sensors found on engines.

Altitude Compensation - this feature is important as the ECU will automatically compensate for differences in pressure.

Standard Tuning Software - the features that is not used or allowed in the tuning software will be blanked out.

Easy DIY Instructions - Save a lot of money on installation if you are a person who is up to the challenge.

Start-Up Maps included - This will make for easy start-up & tuning with the help of a Lambda sensor

User Friendly Tuning Software which is extensively explained in the manual.

Tuning map can be locked to prevent tampering. Useful for engine builders to give guarantees.

No Dyno Required - Tune your own vehicle and save some more money. Just following the instructions in the manual carefully.

(Note that the last four points are for the person who is handy with tools and understand wiring and operation of an engine. If you are not sure, download the software, Map, manual and drawing and experiment with it first. It's free of charge!)


Specifications

Help > Product Selection > Pluto ECU >

Pluto_Specifications Ver 3.4

Pluto Specifications

Power Supply

12V Ignition power 200mA, filtered by reverse polarity Diode, 700mA Poly switch and 25V Tranzorb

2.5mm2 Earth Strap

Inputs

2x Trigger inputs - Can be Magnetic or Hall or Optic inputs or combination of 2.

1x Map sensor input 0 - 5V

1x built in Altitude sensor input 0 - 5V optional

1x TPS sensor input 0 - 5V

1x Water Temperature Input - 2K NTC Resistance Sensor

1x Air Temperature Input - 10K NTC Resistance Sensor

1x Lambda Input 0 - 1 V or Processed 0 - 5V signal.

1x Dual Map Input

1x Tuning POT input 0 - 5V

Software UART Connection via USB2 converter cable

Firmware Programmer Connection

Outputs

6x 7A N Channel Mossfets output Ground Floating (coil or injector drivers - any combination)

1x Fuel Relay 3.5A Ground Output Floating, Over-current protected

1x RPM 3.5A Ground Output Floating with 1K pull-up resistor to 12V, Over current protected

2x General Purpose 3.5A Ground Output Floating, Over-current protected

5V 600mA Power Output for TPS & Map Sensor and Magnetic Pickups

Dimensions

Size 95 x 60mm x 21mm

Weight 72g

3 x Connector Type Plastic Molex 12, 10, 6

Load Sites

Tuning Pallet | load sites | Resolution | Adjustment | Adjustment |
 |  |  | Resolution | Range |
Fuel Vacuum Graph | 64 | Auto Range | 0.1 ms | 0 to 25 ms | Interpolated
5 x Fuel RPM Graph | 32 | Auto Range | 1% | -50% to 50% |
Micro Fuel Vacuum Graph | 32 | Auto Range | 0.1 ms | 0 to 25 ms | Interpolated
Dynamic Timing Graph | 150 | 100 RPM | 1° | 0° to 45° | Interpolated
2 x Vacuum Timing Graph | 32 | Auto Range | 1° | -15° to 25° | Interpolated
Trailing Degrees Graph | 30 | 500 RPM | 1° | 0° to 45° | Interpolated
Water Temperature Timing Graph | 24 | 0° to 120° | 1° | -50° to 50° | Interpolated
Water Temperature Fuel Graph | 24 | 0° to 120° | 1% | -50% to 50% | Interpolated
Air Temperature Timing Graph | 24 | -20° to 100° | 1° | -50° to 50° | Interpolated
Air Temperature Fuel Graph | 24 | -20° to 100° | 1% | -50% to 50% | Interpolated
Lambda MAP Graph | 24 | Auto Range | 1% | -50% to 50% | Interpolated
Lambda RPM Graph | 24 | Auto Range | 1% | -50% to 50% | Interpolated
Fuel Matrix | 16x16 | Auto Range | 0.1 ms | 0 to 25 ms | Interpolated
Graph Matrix | 16x16 | Auto Range | 1° | 0° to 45° | Interpolated
Fuel Pressure Set point Graph | 12 | Auto Range | 0.1 Bar | 0 to 7 Bar | Interpolated
Fuel Pressure Correction Graph | 30 | Auto Range | 1% | -50% to 50% | Interpolated
Battery Fuel Graph | 20 | 0.5V | 1% | -50% to 50% | Interpolated
Battery Charge Time Graph | 20 | 0.5V | 1% | -50% to 50% | Interpolated


Selection Chart

Help > Product Selection > Pluto ECU >

Pluto_Selection Ver 3.4

Pluto Selection

The Pluto is sold in six hardware classes categorized by the features required for each engine. The advantage is that basic applications is sold cheaper than more complex applications. These features can be activated or changed over the internet which eliminates time lost and courier costs. This makes it viable to have these units in stock at low entry cost and activate the features later when the project is started. The PC Tuning software is standard for all units. Certain features will be blanked out if it is not available. The firmware categories are Micro, Basic, Standard, Intermediate, Advance and Ultimate. On the ECU only 5 classes are implemented at this stage. Please look at the following charts to see which hardware class will suit your application.

Pluto Hardware | Standard | Intermediate | Advance | Ultimate |
Hardware Inputs |  |  |  |  |
Map Sensor | 1 | 1 | 1 | 1 |
TPS Sensor | 1 | 1 | 1 | 1 |
Water Temp Sensor 2K NTC | 1 | 1 | 1 | 1 |
Air Temp Sensor 10K NTC | 1 | 1 | 1 | 1 |
Lambda | 1 | 1 | 1 | 1 |
Altitude Sensor |  |  |  |  |
Built In Altitude Sensor | 1 | 1 | 1 | 1 | Note 1
Tuning Pot | 1 | 1 | 1 | 1 |
Fuel Pressure Sensor |  |  |  |  |
Dual Map Switch | 1 | 1 | 1 | 1 |
Battery Volts | 1 | 1 | 1 | 1 |
Power Management | 1 | 1 | 1 | 1 |
Crank Trigger Pulse | 1 | 1 | 1 | 1 |
TDC/Home Pulse | 1 | 1 | 1 | 1 |
VVTI Cam 1 Pulse |  |  |  |  |
VVTI Cam 2 Pulse |  |  |  |  |
USB/Programmer 9Pin D-Sub |  |  |  |  |
USB/Programmer 6Pin Molex | 1 | 1 | 1 | 1 |
Hardware Outputs |  |  |  |  |
Injector Drivers Negative Out | 2 | 4 | 2(4) | 2(4) | Note 2
Internal Coil Drivers Negative Out | 1 | 1 | 4(2) | 4(2) | Note 2
External Coil Triggers Positive Out |  |  |  |  |
RPM Output | 1 | 1 | 1 | 1 |
Electronic Relay Output |  |  |  |  |
Relay Output | 1 | 1 | 1 | 1 |
GP Outputs | 2 | 2 | 2 | 2 |
Features |  |  |  |  |
Graph Tuning | 1 | 1 | 1 | 1 |
Matrix Tuning | 1 | 1 | 1 | 1 |
Idle Control | 1 | 1 | 1 | 1 | Note 2
Dual Maps | 1 | 1 | 1 | 1 |
Micro Fueling or Fazed Injector | 1 | 1 | 1 | 1 |
Full Sequential Injector Control |  |  |  |  |
Fuel Pressure Control |  |  |  |  |
V-Tech Cam Control | 1 | 1 | 1 | 1 |
VVTI Cam Control |  |  |  |  |
Launch control | 1 | 1 | 1 | 1 |
Anti-Lag control | X | X | X | X |
Flat-Shift control | X | X | X | X |
Boost control |  |  |  |  |
Throttle x Wire control |  |  |  |  |
RPM Calibration | 1 | 1 | 1 | 1 |
Epoxy filed |  |  |  |  |
Can be Epoxy filed | 1 | 1 | 1 | 1 |
Notes |  |  |  |  |
Note 1 - This sensor is optional and must be installed on request
Note 2 - There are 6 drivers to share in combination with injectors and coils
Note 3 - For Stepper motors external hardware is required |  |  |  |  |
X - Capable - Firmware not yet developed |  |  |  |  |


Neptune2 TCU

Help > Product Selection >

Neptune_Overview Ver 3.4

Neptune2 Overview

The NEPTUNE2 Control Unit is designed to be a cost effective replacement for high tech Transmission Control Units (TCU). It uses unique and easy features which are easy to install and tune. It is designed with the novice and professional installer in mind.

This universal South African made product can easily be customized for various transmissions. It can be used for many applications such as racing engines, vehicle conversions, custom built vehicles, replacement parts for production vehicles etc. It is a compact reliable system which can be epoxy filled to make it rugged and water tight for harsh environments and easy to mount in the driver's compartment.

The Neptune2 unit is designed to connect directly to most sensors and drive units that is found on transmissions. No need to modify them. It consist of the latest in high speed micro controllers with surface mount technology. These units are machine soldered to minimize human error.

The Neptune2 cover features like line pressure control, tiptronic gear control and shift safety limits. It has 6 positive 7 Amp drivers that can drive control solenoids directly. It has 2 negative GP outputs that is used for the 2 dashboard LED's. It has a relay output. These drivers are 3.5 Amp.

There are 3 analog input signals to measure throttle position, shifter position and map selection. Then there are 2 trigger inputs to measure RPM & prop-shaft speed.

The software is user-friendly and makes all the above features customizable by the tuner. This makes the Neptune2 adaptable for most transmissions. Activations of features can be done over the internet making the unit viable to keep in stock and customize on demand.

This Neptune2 was designed to be universal and adaptable. Some firmware are customized to suit customers. New applications can easily be incorporated. Upgrades can be done over the internet.

To learn more about this amazing package browse through the features and specifications in the sub folders.


Features

Help > Product Selection > Neptune2 TCU >

Neptune_ Features Ver 3.4

Neptune2 Features

Note that these are all the current features covered by the Neptune2. There are some on the charts that is in the process to be developed in the future. The hardware has the capability for it. Also note that not all of the features may be included on the same TCU as there is limited amount of drivers available. Some of the hardware classes may not include certain features due to the price range. See the selection chart for the ability of the different classes.

Tiptronic

· Automatic Mode where the driver set the maximum target gear allowed.

· Semi-Automatic Mode where the driver has more manipulation of the gears with the added automatic features.

· Manual Mode where the driver has complete control over the transmission with the added protection against over revving.

Map Selection Switch - let the driver set up his transmission in 4 different profiles like Automatic, Tiptronic, Towing, Off-road, Racing etc.

Shifter Position input

· The TCU can sense all kinds of shifter sensors to operate correctly in all lever positions.

· If no shifter sensor is available then the reverse light signal can be used to lockout shifting in reverse.

Gear Profile Adjustments - Each gear can be manipulated to shift up or down when the tuner requires it. These settings work on RPM, Speed and TPS values.

Line Pressure Adjustments - These pressures can be adjusted on a graph with the TPS representing engine load. There may be a number of graphs according to the transmission requirement.

Indication LED's - The TCU has 2 dashboard LED's to indicate when lockup is engaged or which gear is selected in tiptronic mode. This will help the driver in off road conditions to protect his transmission.

Sensors

· TPS sensor will indicate to the TCU what the driver's intend is. Then it will shift accordingly.

· RPM signal will be used to shift the transmission to harness the engine power correctly and be economical.

· Speed sensor will be used as protection against down gear over revving and also other shift algorithms.

· Sensors can be calibrated to suit most engines and transmissions.

Solenoids

· Shift solenoids will manipulate which gear must be selected

· Duty control solenoids will control line, lockup and shift control solenoids to make the transmission as comfortable to the driver as possible.

General Purpose outputs - These outputs are used for the dashboard LED's.

Speedo output - this signal drives speedometers and can be calibrated on the vehicle. Note that it uses a positive driver if one is available.

Selectable Lockup - can switch on in all gears if transmission permits

Standard Harness - No need to keep several harnesses in stock for different engines. There are however custom harnesses for certain engines that will ease installation time. All the input wiring harnesses use screened cables for neatness of installation and to prevent electromagnetic interference which may cause erratic behavior of the ECU.

Compact Electronics - This will make the TCU easy to hide under the dashboard as it takes very little space.

Complete Kits for Most transmissions.

Cost Effective - No need to buy expensive systems as all the necessary features are included with the TCU.

Standard Tuning Software - the features that is not used or allowed in the tuning software will be blanked out.

Easy DIY Instructions - Save a lot of money on installation if you are a person who is up to the challenge.

Start-Up Maps included - This will make for easy start-up & tuning with the help of a Lambda sensor

User Friendly Tuning Software which is extensively explained in the manual.

Tuning map can be locked to prevent tampering. Useful for transmissions builders to give guarantees.

No Dyno Required - Tune your own transmissions and save some more money. Just follow the instructions in the manual carefully.

(Note that the last four points are for the person who is handy with tools and understand wiring and operation of transmissions. If you are not sure, download the software, Map, manual and drawing and experiment with it first. It's free of charge!)


Specifications

Help > Product Selection > Neptune2 TCU >

Neptune_Specifications Ver 3.4

Neptune2 Specifications

Power Supply

12V Ignition power 200mA, filtered by reverse polarity Diode, 700mA Poly switch and 25V Tranzorb

2.5mm2 Earth Strap

Inputs

2x Trigger inputs - Can be Magnetic or Hall or Optic inputs or combination of 2.

1x TPS Sensor input 0 - 5V

1x Map Selection sensor input 0 - 5V

1x Shifter sensor input 0 - 5V

1x Upshift Button to ground

1x Downshift Button to ground

Software UART Connection via USB2 converter cable

Firmware Programmer Connection

Outputs

7x 7A P Channel Mossfets output 12V Floating

2x General Purpose 3.5A Ground Output Floating, Over-current protected for dashboard LED's

5V 600mA Output for TPS

Dimensions

Size 145mm x 68mm x 21mm

Weight 118g

3 x Connector Type Plastic Molex 12, 10, 8

1 x Connector D-Sub F/M 9 Pin

Load Sites

Tuning Pallet | load sites | Resolution | Adjustment | Adjustment |
 |  |  | Resolution | Range |
Gear Profiles Upshift | 3 | Auto Range | 1% | 0 to 100% | Interpolated
Gear Profiles Downshift | 3 | Auto Range | 1% | 0 to 100% | Interpolated
Gear Profiles Lockup | 2 | Auto Range | 1% | 0 to 100% | Interpolated
3 x Duty Control Graph | 50 | 100 % TPS | 1% | 0 to 100% | Interpolated


Selection Chart

Help > Product Selection > Neptune2 TCU >

Neptune_Selection Ver 3.4

Neptune2 Selection

The Neptune2 is sold in six hardware classes categorized by the features required for each engine or transmission. The advantage is that basic applications is sold cheaper than more complex applications. These features can be activated or changed over the internet which eliminates time lost and courier costs. This makes it viable to have these units in stock at low entry cost and activate the features later when the project is started. The PC Tuning software is standard for all units. Certain features will be blanked out if it is not available. The firmware categories are Micro, Basic, Standard, Intermediate, Advance and Ultimate. On the TCU only 2 classes are implemented at this stage. Please look at the following charts to see which hardware class will suit your application.

Neptune2 Hardware | Standard | Intermediate | Notes
Hardware |  |  |
TPS Sensor | 1 | 1 |
RPM Sensor | 1 | 1 |
Speed Sensor | 1 | 1 |
Oil Temp Sensor |  |  |
Low Range Sensor |  |  |
Shifter Selection Switch | 1 | 1 |
Tuning Maps Selection Switch | 1 | 1 |
Tiptronic Up Switch | 1 | 1 |
Tiptronic Down Switch | 1 | 1 |
GP Outputs | 2 | 2 | Note 1
Solenoid Drivers Negative Out |  |  |
Solenoid Drivers Positive Out | 4 | 6 |
Speedo Output |  | 1 | Note 2
Electronic Relay Output |  |  |
Relay Output | 1 | 1 |
Battery Volts | 1 | 1 |
Features |  |  |
Tiptronic Function | 1 | 1 |
Quad Tuning Maps | 1 | 1 |
Individual Gear Profiles | 1 | 1 |
Duty Cycle Control | 1 | 1 |
Speedo Calibration |  | 1 |
Lockup Control | 1 | 1 |
Lockup Selectable / Gear | 1 | 1 |
Transfer Box Ratio Adjustments |  |  |
Number of Gears Capable | 8 | 8 |
Power Management |  |  |
Epoxy filed |  |  |
Can be Epoxy filed | 1 | 1 |
Notes |  |  |
Note 1 - These drivers are used for the dashboard LED's
Note 2 - This output use one of the 6 Positive drivers if available.


Mercury Coil Driver

Help > Product Selection >

Mercury_Coil_Driver_Overview Ver 3.4

Mercury Coil Driver Overview

The MERCURY Coil Driver is designed for coils without electronic drivers built into them. It is only recently that new generation engines have built in coil drivers. Some cars today still requires external drivers to determine and control the charge current for the coils. New generation coils also bolt onto the plug eliminating the need for high tension leads. Most manufacturers prefer to minimize electrical interference.

The Mercury ECU can drive coils with built in drivers directly but you have to use the external Mercury coil driver for basic coils. This driver comes in 2x2, 4x4 and 6x6 driver configuration. This means each driver has a trigger signal. If you have for example a 4 cylinder with 4 coils you require the 4x4 driver. The mercury may be configured for wasted spark or single coil. If it is wasted spark then 2 of the trigger pairs will be connected together. That means there are 2 trigger signals from the mercury and they will got to 2 trigger wires in the coil driver. This will split 2 triggers to 4 coil drivers. See the wiring diagrams on these connections.

The Mercury coil driver use a specialized component that can drive the primary up to 360 Volts creating a 36 Kilo Volt output on most coils. The driver is current limited to 10 Amp and has a soft discharge feature should the ECU not trigger it within a certain time. It has over temperature protection that will prevent overheating of the driver in long charge time duty cycles.

The driver requires a positive signal to charge and a negative transition to fire the coil.

To learn more about this amazing package browse through the features and specifications in the sub folders.


Specifications

Help > Product Selection > Mercury Coil Driver >

Mercury_Coil_Driver_Specifications Ver 3.4

Mercury Coil Driver Specifications

Coil maximum primary voltage - 360 Volt

Coil maximum charge current - 10 Amp protected

Coil lockout against accidental trigger when charge signal is too long

LED Indication

Yellow Power on indication

Green Trigger indication for input signal on Channel 1

Red Overload indication for output signal on Channel 1

Power required

12V 100mA

Inputs

2, 4 or 6 Trigger inputs - 5 to 12 volt charge, 0-1 volt trigger and off.

Outputs

2, 4 or 6 Trigger Outputs - 10A 360V to ground protected

Dimensions

Size 95 x 60mm x 21mm

Weight 120g Epoxy Filled

2 x Connector Type Plastic Molex 8, 6


Coil Driver / Relay Combo

Help > Product Selection >

Mercury_Combo_Overview Ver 3.4

Mercury Combo Overview

The Mercury Combo Driver has a single coil driver and an electronic relay build into the same unit. This save money and space. It is intended for smaller engines with distributers. The relay is a solid state relay and does not have contacts that can burn or corrode.

The Coil Driver is designed for coils without electronic drivers built into them. It is only recently that new generation engines have built in coil drivers. Some cars today still requires external drivers to determine and control the charge current for the coils. New generation coils also bolt onto the plug eliminating the need for high tension leads. Most manufacturers prefer to minimize electrical interference.

The Mercury ECU can drive coils with built in drivers directly but if you have to use the external Mercury coil driver for basic coils. This driver com in single channel driver configuration for engines with distributors. See the wiring diagrams on these connections.

The Single coil driver use a specialized component that can drive the primary up to 360 Volts creating a 36 Kilo Volt output on most coils. The driver is current limited to 10 Amp and has a soft discharge feature should the ECU not trigger it within a certain time. It has over temperature protection that will prevent overheating of the driver in long charge time duty cycles.

The driver requires a positive signal to charge and a negative transition to fire the coil.

The Electronic Relay is designed to eliminate mechanical parts and contacts found in relays. It is more durable and has current limit protection of 45 Amp. This relay will be switched on or off by the ECU and let battery power through to coils, injectors, fuel pump etc.

Note that a fuse box after this relay is still important to protect certain circuits from over current. 45 Amp can melt thinner wires causing a fire hazard.

To learn more about this amazing package browse through the features and specifications in the sub folders.


Specifications

Help > Product Selection > Coil Driver / Relay Combo >

Mercury_Combo_Driver_Specifications Ver 3.4

Mercury Combo Driver Specifications

Coil maximum primary voltage - 360 Volt

Coil maximum charge current - 10 Amp protected

Coil lockout against accidental trigger when charge signal is too long

Relay Maximum current - 45 Amp protected

LED Indication

Yellow Power on indication

Power required

12V 45 Amp

Inputs

1x Coil Trigger input - 5 to 12 volt charge, 0-1 volt trigger and off.

1x Relay Trigger input - 5 to 18 volt for On condition, 0-1 volt for Off condition.

Outputs

1x Trigger Output - 10A 360V to ground protected

1x 12 Volt output 45 Amp

Dimensions

Size 49 x 45mm x 21mm

Weight 50g Epoxy Filled

6 x Fly Leads


Single Coil Driver

Help > Product Selection >

Mercury_Single_Coil_Driver_Overview Ver 3.4

Mercury Single Coil Driver Overview

The Mercury Single Coil Driver is designed for coils without electronic drivers built into them. It is only recently that new generation engines have built in coil drivers. Some cars today still requires external drivers to determine and control the charge current for the coils. New generation coils also bolt onto the plug eliminating the need for high tension leads. Most manufacturers prefer to minimize electrical interference.

The Mercury ECU can drive coils with built in drivers directly but if you have to use the external Mercury coil driver for basic coils. This driver com in single channel driver configuration for engines with distributors. See the wiring diagrams on these connections.

The Single coil driver use a specialized component that can drive the primary up to 360 Volts creating a 36 Kilo Volt output on most coils. The driver is current limited to 10 Amp and has a soft discharge feature should the ECU not trigger it within a certain time. It has over temperature protection that will prevent overheating of the driver in long charge time duty cycles.

The driver requires a positive signal to charge and a negative transition to fire the coil.

To learn more about this amazing package browse through the features and specifications in the sub folders.


Specifications

Help > Product Selection > Single Coil Driver >

Mercury_Single_Coil_Driver_Specifications Ver 3.4

Mercury Single Coil Driver Specifications

Coil maximum primary voltage - 360 Volt

Coil maximum charge current - 10 Amp protected

Coil lockout against accidental trigger when charge signal is too long

LED Indication

Yellow Power on indication

Power required

12V 100mA

Inputs

1x Trigger input - 5 to 12 volt charge, 0-1 volt trigger and off.

Outputs

1x Trigger Output - 10A 360V to ground protected

Dimensions

Size 49 x 45mm x 21mm

Weight 50g Epoxy Filled

4 x Fly Leads


Electronic Relay

Help > Product Selection >

Mercury_Relay_Overview Ver 3.4

Mercury Relay Overview

The Mercury Relay Driver is designed to eliminate mechanical parts and contacts found in relays. It is more durable and has current limit protection of 45 Amp. This relay will be switched on or off by the ECU and lets battery power through to coils, injectors, fuel pump etc.

Note that a fuse box after this relay is still important to protect certain circuits from over current. 45 Amp can melt thinner wires causing a fire hazard.

To learn more about this amazing package browse through the features and specifications in the sub folders.


Specifications

Help > Product Selection > Electronic Relay >

Mercury_Relay_Specifications Ver 3.4

Mercury Relay Specifications

Relay Maximum current - 45 Amp protected

LED Indication

Yellow Power on indication

Power required

12V 45 Amp

Inputs

1x Relay Trigger input - 5 to 18 volt for On condition, 0-1 volt for Off condition.

Outputs

1x 12 Volt output 45 Amp

Dimensions

Size 49 x 45mm x 21mm

Weight 50g Epoxy Filled

4 x Fly Leads


Stepper Idle Control

Help > Product Selection >

Mercury_Idle_Control_Overview Ver 3.4

Mercury Idle Control Overview

The Mercury Idle Control is designed to control small stepper idle motors. There are 2 types namely Type 1 for 4 coil common steppers mostly found with Toyota engines and Type 2 for Bi-Polar steppers mostly found on GM engines. This unit is micro based and receive an open or close signal from the ECU. Idle control is done in loop mode by the ECU. It is used as an add-on to expand the ECU' outputs.

To learn more about this amazing package browse through the features and specifications in the sub folders.


Specifications

Help > Product Selection > Stepper Idle Control >

Mercury_Idle_Control_Specifications Ver 3.4

Mercury Idle Control Specifications

LED Indication

Yellow Power on indication

Power required

12V 5 Amp

Inputs

1x Trigger input - 0 to12 volt duty controlled.

Outputs

4x ground outputs 3.5 Amp protected

Dimensions

Size 49 x 45mm x 21mm

Weight 50g Epoxy Filled

1 x Connector Type Plastic Molex 8


Map Sensor

Help > Product Selection >

MAP_Sensor_Overview Ver 3.4

MAP Sensor Overview

The Map Sensor is designed to measure the manifold's intake pressure and use that signal as a fuel mixture control parameter. This sensor is enclosed in a plastic holder to protect it in the engine compartment. They come in 2 versions, 1.1 Bar in a red enclosure and 2.5 Bar in a black enclosure. The accuracy of these sensor makes it possible to use the 2.5 Bar sensor for normal aspirated engines. It will be scaled by the software

The 1.1 Bar is still preferred for altitude compensation sensor on the Mercury.

To learn more about this amazing package browse through the features and specifications in the sub folders.


Specifications

Help > Product Selection > Map Sensor >

Map_Sensor_Specifications Ver 3.4

Map Sensor Specifications

Power required

5V 50 mA

Pressure Range

Red = 1.15 Bar Max

Black = 2.5 Bar Max

Outputs

1x Analogue 0 to 5V

Dimensions

Size 49 x 45mm x 21mm

Weight 50g Epoxy Filled

1 x Connector Type Plastic Molex 8


Aluminium Map Sensor

Help > Product Selection >

MAP_Sensor_Alu_Overview Ver 3.4

Aluminum MAP Sensor Overview

The quality Aluminum Map Sensor is designed to measure the manifold's intake pressure and use that signal as a fuel mixture control parameter. This sensor is enclosed in an aluminum holder to protect it in the engine compartment. They come in 4 versions, 1.1 Bar, 2.5 Bar, 3 Bar and 4 Bar. The accuracy of these sensor makes it possible to use the 3 Bar sensor for normal aspirated engines. It will be scaled by the software. In some cases the 4 Bar sensor is also used as a fuel pressure sensor for normal aspirated engines.

The 1.1 Bar is still preferred for altitude compensation sensor on the Mercury.

To learn more about this amazing package browse through the features and specifications in the sub folders.


Specifications

Help > Product Selection > Aluminium Map Sensor >

Map_Sensor_Alu Ver 3.4

Aluminum Map Sensor Specifications

Power required

5V 50 mA

Pressure Range

1.15 Bar Max

2.5 Bar Max

3.0 Bar Max

4.0 Bar Max

Outputs

1x Analogue 0 to 5V

Dimensions

Size 44 x 40mm x 25mm

Weight 30g

3 Core Fly Lead


Firmware Programmer

Each product has a selection of firmware programs. These programs are the heart of the microprocessor that initialize the product to operate in a specific way. Each engine has different sensors and electrical accessories and requires different programs. The firmware programmer allows the users to change the Firmware program in the ECU for different engines or applications. The programmer is also used for upgrading to the latest version of the manufacturers firmware. The programmer is bought optional and not a requirement. It is very useful if the agent is far from the manufacturer. The firmware software is freeware after development. Read the Precautions first to prevent damage.

See the sub folders for further explanation.


Precautions

1. Do NOT program the incorrect product firmware in your product. This will lock the microprocessor for operations thus destroying the hardware. Each products firmware starts with the product name to minimize mistakes. Most of the firmware do have hardware lockout protection but the Test Programs and the older products do not have this protection feature. So do take care on this action.

2. Do NOT press the [image] button at any time in the Programmer Software. This will erase the product ID Code rendering it useless. This product will then have to be reprogrammed by the manufacturer resulting in courier charges and time loss.

3. Disconnect all the output harnesses from the product. The programmer will switch the outputs to the high state which means that coils and injectors will be switched on. This may damage the coil drivers or coils and fill the engine with fuel.

4. Follow the Startup Procedure to make sure that the right firmware and settings is loaded into your product to prevent damage. Some agents may neglect or misunderstand you on your application. It is your responsibility to check for mistakes.

After programming check the information screen to see if the right firmware is loaded. Note the program number and description.


Istallation

Help > Product Selection > Firmware Programmer >

Debug_Programmer_B Ver1.0

Installation

On the www.Spitonics.co.za website under Downloads and Firmware Programmer download and run the file mcu_ide.exe to install the software program. You may download the latest version from the manufacturer's internet at the following link:

http://www.silabs.com/Support%20Documents/Software/mcu_ide.exe

Follow the onscreen instructions till you are asked for the following. Click on Custom and uncheck Examples and Utilities.

You will not need these and they will only take up unnecessary disk space. No harm if you install the complete programmer. Connect the USB programmer to the PC only and start the program at the start button, activate Silicone Laboratories and click on Silicone Laboratories IDE.

Now click on Options, Connect Options and select USB Debug Adapter and also C2 interface.

Click OK and you are all set to use the Programmer.


Operation

To program your Product first connect the Programmer to the Product's Com Port. Connect only the 12 Way connector and earth the Product. Switch the ignition on. Click on the [image] button to connect.

The download [image] button will become active, click on it.

Now use the Browse button to select the correct HEX file on the hard disk or CD. Do not at any stage press the Erase all code space button.

Select the Files of Type to be Intel Hex (*.hex) then go to Look in: to search for the correct file.

Click Open when it is selected.

Click Download to program the Product.

Click the disconnect [image] button when it is finished and switch the ignition off. Disconnect the programmer and connect the USB to RS232 Converter cable. Do not connect the output cables before you run through the startup procedure. This will ensure that load the right firmware and not to damage the Product.


ECU Firmware Numbers

Help > Product Selection > Firmware Programmer >

ECU_Program_No Ver3.4

 | ECU Program Numbers |  |  |  |  |  |  |
 | Last Update 26_September_2015 |  |  |  |  |  |  |
 |  |  |  |  |  | No Firmware for this Model |  |
 |  |  |  |  | X | Firmware Exist |  |
 |  |  |  |  |  | Planed Development *Test Faze |  |
 |  |  |  |  |  | Future Firmware development |  |
Program Number |  | Mercury | Mercury2 | Venus | Pluto |  |  | Pluto Venus Special Mods
Ver |  | 3.4 | 3.4 | 3.4 | 3.4 | Description | Hardware Class |
1 |  | X | X | X | X | Standard Pulses | Combo (Std/Int) |
2 |  |  |  |  | X | Fuel Only | Standard |
3 |  |  |  |  |  |  |  |
4 |  |  |  |  | X | Crank Signal Converter | Micro |
5 |  |  |  |  | X | Cam Controler | Basic |
6 |  |  |  |  |  |  |  |
7 |  | X | X |  | X | 12-1 4Cyl | Combo (Int/Adv) |
8 |  |  |  |  |  | 12-1 6Cyl | Combo (Int/Adv) |
9 |  | X | X |  | X | 18-1 4Cyl | Combo (Int/Adv) |
10 |  |  |  |  |  | 18-1 6Cyl | Combo (Int/Adv) |
11 |  |  |  |  |  | 36-1 1Cyl | Combo (Int/Adv) |
12 |  |  |  |  |  | 36-1 2Cyl | Combo (Int/Adv) |
13 |  | X | X |  | X | 36-1 3Cyl | Combo (Int/Adv) |
14 |  | X | X | X | X | 36-1 4Cyl | Combo (Int/Adv) |
15 |  | X | X |  | X | 36-1 6Cyl | Combo (Int/Adv) |
16 |  | X | X |  | X | 36-1 8Cyl | Combo (Int/Adv) | Intermediate Only
17 |  |  |  |  |  | 36-1 12Cyl | Combo (Int/Adv) |
18 |  |  |  |  |  |  |  |
19 |  | X | X |  |  | 36-2 Beams VVT | Combo (Int/Adv) |
20 |  | X | X | X | X | 36-2 4Cyl | Combo (Int/Adv) |
21 |  | X | X |  | X | 36-2 6Cyl | Combo (Int/Adv) |
22 |  | X | X |  | X | 36-2 8Cyl | Combo (Int/Adv) | Intermediate Only
23 |  | X | X |  |  | 36-2 12Cyl | Combo (Int/Adv) |
24 |  |  |  |  |  |  |  |
25 |  |  |  |  |  | 60-2 1Cyl | Combo (Int/Adv) |
26 |  |  |  |  |  | 60-2 2Cyl | Combo (Int/Adv) |
27 |  |  |  |  |  | 60-2 3Cyl | Combo (Int/Adv) |
28 |  | X | X | X | X | 60-2 4Cyl | Combo (Int/Adv) |
29 |  | X | X |  | X | 60-2 5Cyl | Combo (Int/Adv) | Intermediate Only
30 |  | X | X |  | X | 60-2 6Cyl | Combo (Int/Adv) |
31 |  | X | X |  | X | 60-2 8Cyl | Combo (Int/Adv) | Intermediate Only
32 |  |  |  |  |  | 60-2 12Cyl | Combo (Int/Adv) |
33 |  | X | X |  | X | 24-2 4Cyl | Combo (Int/Adv) |
34 |  | X | X |  | X | 24-1 4Cyl | Combo (Int/Adv) |
35 |  | X | X |  | X | 24+TDC 4Cyl | Combo (Int/Adv) |
36 |  | X | X |  | X | 24+TDC 6Cyl | Combo (Int/Adv) |
37 |  |  |  |  |  |  |  |
38 |  |  |  |  |  |  |  |
39 |  | X | X |  | X | Nissan 4 Cyl | Combo (Int/Adv) |
40 |  | X | X |  | X | Nissan 6 Cyl | Combo (Int/Adv) |
41 |  |  |  |  |  | Nissan 8 Cyl | Advance |
42 |  | * | * |  |  | 36-6 Nissan 350Z 6 Cyl | Advance |
43 |  |  |  |  |  |  |  |
44 |  | X | X |  | X | Subaru 6T+7T | Advance |
45 |  | X | X |  | X | Subaru 36-6 | Advance |
46 |  |  |  |  |  |  |  |
47 |  |  |  |  |  |  |  |
48 |  |  |  |  |  | Mitsibutsi 4Cyl 2+2Home | Combo (Int/Adv) |
49 |  | * | * |  |  | Mitsibutsi 4Cyl 3+4Home | Combo (Int/Adv) |
50 |  |  |  |  |  |  |  |
51 |  |  |  |  |  |  |  |
52 |  | X | X | X | X | 2 Rotary 36-1 | Advance | 4Coil 4Inj (no GP outs)
53 |  |  |  |  |  | 2 Rotary 36-6 | Advance |
54 |  | X | X |  | X | 2 Rotary 24+TDC | Advance | 4Coil 4Inj (no GP outs)
55 |  | X | X |  |  | 3 Rotary 36-1 | Advance |
56 |  |  |  |  |  | 3 Rotary 36-6 | Advance |
57 |  |  |  |  |  | 3 Rotary 24+TDC | Advance |
58 |  |  |  |  |  |  |  |
59 |  |  |  |  |  |  |  |
60 |  | X | X | X | X | Lexus 36-1 2Coil | Advance |
61 |  |  |  |  |  | 36-1 Lexus Racing | Advance |
62 |  | X | X |  |  | 36-2 Lexus VVT | Advance |
63 |  | X | X |  |  | 36-2 6Cyl VVT | Combo (Int/Adv) |
64 |  |  |  |  |  | 36-1 4Cyl 1Coil 1 Inj Nissan | Standard |
65 |  |  |  |  |  | STD 4Cyl 1Coil 1 Inj | Standard |
66 |  | X | X |  |  | 60-2 12Cyl 2Coil | Advance |
67 |  |  |  |  |  |  |  |
68 |  | X | X |  | X | 12+1 4Cyl | Combo (Int/Adv) |
69 |  |  |  |  |  |  |  |
70 |  |  |  |  |  |  |  |
71 |  |  |  |  |  | Ford 8 Slots + Large | Combo (Int/Adv) | Intermediate Only
72 |  |  |  |  |  |  |  |
73 |  |  |  |  |  |  |  |
74 |  |  |  |  |  |  |  |
75 |  |  |  |  |  |  |  |
76 |  |  |  |  |  | Mercedes 4Cyl | Advance |
77 |  |  |  |  |  | Mercedes 6Cyl | Advance |
78 |  |  |  |  |  | Mercedes 8Cyl | Advance |
79 |  |  |  |  |  |  |  |
80 |  |  |  |  |  |  |  |
81 |  |  |  |  |  | 36-1 6Cyl Weber 2Inj | Combo (Int/Adv) |
82 |  |  |  |  |  | 60-2 6Cyl Weber 2Inj | Combo (Int/Adv) |
83 |  |  |  |  |  |  |  |
84 |  |  |  |  |  |  |  |
85 |  |  |  |  |  | 4+Home 4Cyl | Combo (Int/Adv) |
86 |  |  |  |  |  | 6+Home 6Cyl | Combo (Int/Adv) |
87 |  |  |  |  |  |  |  |
88 |  |  |  |  |  | Mazda Etude 4+2Home 4Cyl | Advance |
89 |  | X | X | X | X | 30-2 4Cyl | Advance |
90 |  |  |  |  |  | 60-6+Home 3Cyl | Combo (Int/Adv) |
91 |  |  |  |  |  | 36-4 3Cyl Suzuki 10T/22T | Advance |
92 |  |  |  |  |  | Honda V2 4Cyl 12+3TDC | Advance |
93 |  |  |  |  |  |  |  |
94 |  |  |  |  |  |  |  |
95 |  |  |  |  |  |  |  |
96 |  | X | X |  | X | 18-6 + TDC 6Cyl Jeep | Combo (Int/Adv) |
97 |  |  |  |  |  |  |  |
98 |  |  |  |  | X | 36-1 Spark Only 1-6Cyl | Intermediate |
99 |  |  |  | X |  | 36-2 4Cyl 2Coil 4Inj | Combo (Int/Adv) |
100 |  |  |  |  |  |  |  |


TCU Firmware Numbers

TCU Program Numbers |  |  |  |  |
Last Update 26_September_2015 |  |  |  |  |
 |  |  | No Firmware for this Model |  |
 |  | X | Firmware Exist |  |
 |  |  | Planed Development |  |
 |  |  | Future Firmware development |  |
Program Number | Mercury2 | Neptune2 |  |  | Special Mods
Ver | 3.2 | 3.2 | Description | Hardware Class |
1 | X | X | Lexus A343E 4 Speed | Combo (Std/Int) |
2 | X |  | Lexus A650E 5 Speed | Intermediate |
3 | X |  | Aisan U340E | Intermediate |
4 |  |  |  |  |
5 |  |  |  |  |
6 |  | X | GM 4L60E 4 Speed | Intermediate |
7 |  | X | GM 4L80E 4 Speed | Intermediate |
8 |  | X | GM 5L40E 5 Speed | Intermediate |
9 |  |  |  |  |
10 |  |  |  |  |
11 |  | X | Ford E40D 4 Speed | Combo (Std/Int) |
12 |  |  |  |  |
13 |  |  |  |  |
14 |  |  |  |  |
15 |  |  |  |  |
16 |  |  |  |  |
17 |  |  |  |  |
18 |  | X | Jatco RE4R01A 4 Speed | Combo (Std/Int) |
19 |  |  |  |  |
20 |  |  |  |  |
21 |  |  |  |  |
22 |  |  |  |  |
23 |  |  |  |  |
24 |  | X | Mitsi GT3000 V6 | Intermediate |
25 |  |  |  |  |
26 |  | X | ZF 4HP22/24 | Intermediate |
27 |  |  |  |  |
28 |  |  |  |  |
29 |  |  |  |  |
30 |  |  |  |  |
31 |  |  |  |  |
32 |  |  |  |  |
33 |  |  |  |  |
34 |  |  |  |  |
35 |  |  |  |  |
36 |  |  |  |  |
37 |  |  |  |  |
38 |  |  |  |  |
39 |  |  |  |  |
40 |  |  |  |  |
41 |  |  |  |  |
42 |  |  |  |  |
43 |  |  |  |  |
44 |  |  |  |  |
45 |  |  |  |  |
46 |  |  |  |  |
47 |  |  |  |  |
48 |  |  |  |  |
49 |  |  |  |  |
50 |  |  |  |  |
51 |  |  |  |  |
52 |  |  |  |  |
53 |  |  |  |  |
54 |  |  |  |  |
55 |  |  |  |  |
56 |  |  |  |  |
57 |  |  |  |  |
58 |  |  |  |  |
59 |  |  |  |  |
60 |  |  |  |  |
61 |  |  |  |  |
62 |  |  |  |  |
63 |  |  |  |  |
64 |  |  |  |  |
65 |  |  |  |  |
66 |  |  |  |  |
67 |  |  |  |  |
68 |  |  |  |  |
69 |  |  |  |  |
70 |  |  |  |  |
71 |  |  |  |  |
72 |  |  |  |  |
73 |  |  |  |  |
74 |  |  |  |  |
75 |  |  |  |  |
76 |  |  |  |  |
77 |  |  |  |  |
78 |  |  |  |  |
79 |  |  |  |  |
80 |  |  |  |  |
81 |  |  |  |  |
82 |  |  |  |  |
83 |  |  |  |  |
84 |  |  |  |  |
85 |  |  |  |  |
86 |  |  |  |  |
87 |  |  |  |  |
88 |  |  |  |  |
89 |  |  |  |  |
90 |  |  |  |  |
91 |  |  |  |  |
92 |  |  |  |  |
93 |  |  |  |  |
94 |  |  |  |  |
95 |  |  |  |  |
96 |  |  |  |  |
97 |  |  |  |  |
98 |  |  |  |  |
99 |  |  |  |  |
100 |  |  |  |  |


USB Communication Cable

Help > Product Selection >

USB_Overview Ver 3.4

USB Communication Cable

Communication between devices and the Galaxy Software is done via a USB Cable manufactured by Spitronics. The reason for this is to reduce production cost and board space. These components are only used during tuning and you do not need the cable once the ECU/TCU are tuned. The electronics in the cable consist of the USB converter as well as isolation devices. This cable will protect the laptop during high voltage interference.

This cable requires drivers to be installed to operate. They can be downloaded from the Spitronics website under Downloads - USB Drivers. The baud rate to all products are 19200.

As development progressed over the years these product were upgraded as well. So keep in mind that cables between the products do differ. In some cases you may require an adapter to use the USB cable on older products.

History

TCU, EMU and Titan units were the fore runners. They used a RS232 to USB converter with a 9 Pin Male D-Sub connecter. With these units you had the option of a third party converter and breaking out pins. Note that this connecter is the same as the Mercury and Neptune one but the cable electronics is different. The electronics is not compatible with Venus, Mercury, Mercury2, Neptune, Neptune2 or Pluto.

Venus used a USB to UART converter with a 9 Pin Female D-Sub connecter. This was to stop confusion and the different connectors was easy to identify the product it was used for. But the male pins on the ECU were susceptible for static spikes. During the era of the Venus the cable changed to the isolation cable due to laptops that "hang" with interference wiring. Some of the cables had the electronics in the wire covered with heat shrink and most have it in the D-Sub holder.

Mercury, Neptune and Venus2 were using the same electronics as the Venus cable except with the 9 Pin Male D-Sub connecter. We changed this unit back to the standard connector due to static electricity on the male pins that were exposed. Spitronics do solder the 9 Pin D-Sub connecters back to back to make USB cables between Venus, Mercury and Neptune compatible.

Pluto Mercury2 and Neptune2 use the new generation cable. It will be standard to all the new products released. Here Spitronics have done away with the D-Sub connecter and go for a 6 Pin Molex connecter which is the same type as the harness connectors. The reason is it is plastic which eliminates the static connection with the human body and it clips in place preventing it from falling out during tuning. It is also more durable. With this cable the electronics is also in the wire covered with a plastic enclosure. Again this USB cable's electronics is compatible with Venus, Mercury and Neptune. You only require a converter cable harness to make it work.

Note that only the Spitronics USB cables are compatible with their products. They are not expensive cables.


Safety Precautions

Help >

Safety Precautions

The following guidelines in this manual will ensure proper product operation the first time. Failure to install the product correctly may damage it or other equipment permanently. These failures will solely be the responsibility of the installer and no guarantees will be given by us. Make sure you have read the Terms and Conditions in this manual or on the website www.spitronics.co.za before you install this product. By installing the product you automatically agree to these conditions. All equipment is tested before it leaves the factory. We accept no liability for malfunctioning of the equipment, or to injury that may result from installation or the use of the equipment. We also accept no liability for costs of traveling of transportation of the equipment or parts or vehicle recovery due to failures of any equipment. Please read the instructions and drawing and make sure you understand before you begin.

2.1 Operator Safety

  • Use only proper tools and products suited for auto installations. Substandard products and installation procedures may cause failure to the equipment having your customer break down in dangerous areas.
  • Use correct thickness of wire to carry the entire current requirement for that circuit. Too thin wires will heat up and may start a fire causing injury.
  • Use fuses to protect each circuit separately. Joint circuits require large fuses which may heat and melt lesser circuits causing fires.
  • Solder joints, and cover it with shrink sleeve to prevent loose connections which may cause fires. Space solder-joints so that they do not sit next to each other in the harness thus minimizing the chance of a short circuit.

See the individual Safety Precautions for each product.


Mercury2

Help > Safety Precautions >

Mercury2_Safety Ver 3.4

Mercury2 Safety Precautions

Connecting

Never connect a Mercury2 on other harnesses that have the same connecters.

Connect the ECU earth strap and the harness Earth wires to a proper earth on the body.

Leave the output connectors 10 way and 8 way disconnected when you switch the ECU on the first time.

Test the installation before connecting the ECU. This will prevent damage due to faulty wiring.

Make sure that relay pin numbers of the relay correspond with the drawing. Some relays differ in the contact pattern may damage the ECU.

Check that coil connections are secure. Loose connections will damage the coil driver Mossfets.

The TPS must be connected correctly as it may damage the ECU or TPS permanently.

Do not put cutout switches from coil negative to ground as this will damage the coil permanently. Rather break the supply line through a switch so that the module does not have power.

Do not connect the ECU outputs directly to solenoids or fuel pumps unless shown on a drawing. Check the current rating in the Specifications.

Test the coil resistance to see which type coil you are using and if it is still functional. This is important to program the correct parameters. See Coil Selection. If you are not sure take it to your agent for a test, or start with the lowest Coil Time value namely 2 milliseconds.

Make sure of the type of injectors and connect them according to the recommendations. There is a wiring difference between low and high impedance injectors.

Never connect direct injection injectors to the ECU. Their resistance are very low and will damage the ECU and the Injector.

The trigger input may not be connected to coil negative. The high voltage spikes on coil negative will damage the unit permanently.

Make sure about the correct Jumper Settings before you switch the ignition on.

Do not disconnect high tension leads and let them hang loose. It creates feedback voltage that may destroy the ECU.

Never run HT leads with ECU harnesses. A crack in the HT lead will cause a spark to jump to the ECU damaging it.

Power

Ensure that the fuse is the minimum required value. Too large fuse will not blow resulting in driver or coil destruction.

Connect the relay supply power directly to battery positive via a fuse as shown in the drawings otherwise voltage drops will cause lean mixtures.

Connect the injectors to its own relay if mechanical relays are used as other items will cause a voltage drop and result in leaner mixtures.

Do not connect screen wires on the engine. The starter will draw current through then melting the harness. It will also bring all the engine interference in the ECU.

Ensure a proper earth between battery negative and chassis and also between battery negative and the engine. Do not earth the engine on the body or the body on the engine.

Do not disconnect the battery while engine is running. The alternator will create high voltage spikes which may damage the ECU permanently.

Ensure that all connections from the battery and alternator are secure.

Connect the alternator charge wire directly to battery positive and not to the harness somewhere.

Never switch the power on, if the ECU earth strap is not grounded properly - this may damage sensors or the ECU.

Programmer

If you have a firmware programmer, ensure you only load firmware with the starting name Mercury22.

Interference

Install free-wheel Diodes on other relays to prevent spikes from interfering with the ECU.

Connect screen input wires as close to the sensor wires to minimise exposure of open wires to electro-magnetic noise.

The spark plug leads can cause interference with the ECU wiring. Keep the ECU wires away from the ignition leads wherever possible. If it is necessary to cross the ignition leads, cross it at right angles.

Wiring Reliability
The wiring is critical for reliable operation of the ECU. The following points will help to ensure that the wiring is reliable:

Ground Wiring
One of the most common wiring problems is poor ground wiring. The ground wire must be grounded properly to the chassis and there must be no paint or anodizing between the ground wire and mounting point. Temporary wiring is likely to cause problems, use the proper terminal that is securely crimped to the ground wires. These comments apply to both the ECU ground wire and the ignition system ground wires.

Power wiring
The power required for the fuse box must be wired by the shortest possible path to the battery via relays activated by the ECU. This power must not be fed directly from the ignition switch because it won't be able to handle the required current. The relay must be in good condition and the wires must be crimped securely to the appropriate terminals.

Terminal crimping
Use the correct crimping tool for each type of terminal. Do a pull test on a sample wire and terminal to verify that the crimp is properly done. In theory the wire should break before the wire pulls out the crimp. Most crimp tools are only designed for a certain range of wire sizes so be sure to test the crimp with the particular wire size being used. Soldering the terminal is the last resort if the correct crimping tool is not available.

Terminal Damage
Connector terminals are easily damaged if probes are inserted into them. If checking a circuit for continuity gently touch the side of the terminal only.

Wire splicing
use a crimp splice to join wires. If you solder a wire in a splice ensure that wire movement near the splice is avoided because a fracture might occur at the stress point created by the solder. Use heat shrink to insulate and provide support to the wires. Never simply connect wire splices without solder or a crimp splice. These type of joins will corrode rendering it without connection. Never use 'Vampire Taps' & 'Plastic Butt Splices'. The first is an absolute NO. Vampire taps only work under ideal conditions and wire thickness. Too big and they make a poor connection, too small and they chop the wire in half. Both of these failures are acceptable for stereo systems, but not when you're hooking up things like injectors or ignition coils.

Wire strain

Avoid pulling wires tight at the connectors. Ensure that wires are kept away from hot or sharp parts in the engine. Also ensure that engine movement does not put strain on the wires, as metal fatigue will break the wires in time, resulting in ECU failure.


Pluto

Help > Safety Precautions >

Pluto_Safety Ver 3.4

Pluto Safety Precautions

Connecting

Never connect a Pluto on other harnesses that have the same connecters.

Connect the ECU earth strap and the harness Earth wires to a proper earth on the body.

Leave the output connector 10 way disconnected when you switch the ECU on the first time.

Test the installation before connecting the ECU. This will prevent damage due to faulty wiring.

Make sure that relay pin numbers of the relay correspond with the drawing. Some relays differ in the contact pattern may damage the ECU.

Check that coil connections are secure. Loose connections will damage the coil driver Mossfets.

Ensure that the Trigger Output Level of the coils is correctly set for the coils you are using, before you connect the 10 Way connecter. Having this wrong may damage the ECU and coil permanently.

The TPS must be connected correctly as it may damage the ECU or TPS permanently.

Do not put cutout switches from coil negative to ground as this will damage the coil permanently. Rather break the supply line through a switch so that the module does not have power.

Do not connect the ECU outputs directly to solenoids or fuel pumps unless shown on a drawing. Check the current rating in the Specifications.

Test the coil resistance to see which type coil you are using and if it is still functional. This is important to program the correct parameters. See Coil Selection. If you are not sure take it to your agent for a test, or start with the lowest Coil Time value namely 2 milliseconds.

Make sure of the type of injectors and connect them according to the recommendations. There is a wiring difference between low and high impedance injectors.

Never connect direct injection injectors to the ECU. Their resistance are very low and will damage the ECU and the Injector.

The trigger input may not be connected to coil negative. The high voltage spikes on coil negative will damage the unit permanently.

Make sure about the correct Jumper Settings before you switch the ignition on.

Do not disconnect high tension leads and let them hang loose. It creates feedback voltage that may destroy the ECU.

Never run HT leads with ECU harnesses. A crack in the HT lead will cause a spark to jump to the ECU damaging it.

Power

Ensure that the fuse is the minimum required value. Too large fuse will not blow resulting in driver or coil destruction.

Connect the relay supply power directly to battery positive via a fuse as shown in the drawings otherwise voltage drops will cause lean mixtures.

Connect the injectors to its own relay if mechanical relays are used as other items will cause a voltage drop and result in leaner mixtures.

Do not connect screen wires on the engine. The starter will draw current through then melting the harness. It will also bring all the engine interference in the ECU.

Ensure a proper earth between battery negative and chassis and also between battery negative and the engine. Do not earth the engine on the body or the body on the engine.

Do not disconnect the battery while engine is running. The alternator will create high voltage spikes which may damage the ECU permanently.

Ensure that all connections from the battery and alternator are secure.

Connect the alternator charge wire directly to battery positive and not to the harness somewhere.

Never switch the power on, if the ECU earth strap is not grounded properly - this may damage sensors or the ECU.

Programmer

If you have a firmware programmer, ensure you only load firmware with the starting name Pluto.

Interference

Install free-wheel Diodes on other relays to prevent spikes from interfering with the ECU.

Connect screen input wires as close to the sensor wires to minimise exposure of open wires to electro-magnetic noise.

The spark plug leads can cause interference with the ECU wiring. Keep the ECU wires away from the ignition leads wherever possible. If it is necessary to cross the ignition leads, cross it at right angles.

Wiring Reliability
The wiring is critical for reliable operation of the ECU. The following points will help to ensure that the wiring is reliable:

Ground Wiring
One of the most common wiring problems is poor ground wiring. The ground wire must be grounded properly to the chassis and there must be no paint or anodizing between the ground wire and mounting point. Temporary wiring is likely to cause problems, use the proper terminal that is securely crimped to the ground wires. These comments apply to both the ECU ground wire and the ignition system ground wires.

Power wiring
The power required for the fuse box must be wired by the shortest possible path to the battery via relays activated by the ECU. This power must not be fed directly from the ignition switch because it won't be able to handle the required current. The relay must be in good condition and the wires must be crimped securely to the appropriate terminals.

Terminal crimping
Use the correct crimping tool for each type of terminal. Do a pull test on a sample wire and terminal to verify that the crimp is properly done. In theory the wire should break before the wire pulls out the crimp. Most crimp tools are only designed for a certain range of wire sizes so be sure to test the crimp with the particular wire size being used. Soldering the terminal is the last resort if the correct crimping tool is not available.

Terminal Damage
Connector terminals are easily damaged if probes are inserted into them. If checking a circuit for continuity gently touch the side of the terminal only.

Wire splicing
use a crimp splice to join wires. If you solder a wire in a splice ensure that wire movement near the splice is avoided because a fracture might occur at the stress point created by the solder. Use heat shrink to insulate and provide support to the wires. Never simply connect wire splices without solder or a crimp splice. These type of joins will corrode rendering it without connection. Never use 'Vampire Taps' & 'Plastic Butt Splices'. The first is an absolute NO. Vampire taps only work under ideal conditions and wire thickness. Too big and they make a poor connection, too small and they chop the wire in half. Both of these failures are acceptable for stereo systems, but not when you're hooking up things like injectors or ignition coils.

Wire strain

Avoid pulling wires tight at the connectors. Ensure that wires are kept away from hot or sharp parts in the engine. Also ensure that engine movement does not put strain on the wires, as metal fatigue will break the wires in time, resulting in ECU failure.


Product Hardware Description

These products all require to be installed in the correct manner to function properly. This chapter explain how each one is installed and tested.

See the sub folders for further explanation.


ECU

Help > Product Hardware Description >

ECU_Hardware_0

ECU Hardware

This Spitronics ECU hardware is continuously developed as electronic components reach the market. The hardware differs in operation and the number of inputs and outputs. Read carefully through the information to see which hardware will be suitable for your application.

Note that certain new products is backwards compatible with older products even if it has better electronics. This is to give customers with old products peace of mind with backup service. It also let customers upgrade products to new features without having to redo the installation. The Titan was replaced with Venus and the major difference was that RS232 were discontinued. Now Spitronics introduced Pluto that replaces Venus and the improvement is size, Communication Connecter, Duel Map switch and electronic components.

The Mercury range is a new range with more capabilities than Pluto. It also use external coil drivers and is epoxy filled. The drivers are all current protected against short circuits. Mercury2 replace Mercury with the edition of 4 more drivers. The USB communication connector is the new 6 way plastic model. The LED's on the ECU changed in function as they are now attached to drivers.

Below is a history of the latest products. Hardware that is being discontinued will not be covered in this manual.

Titan - Hardware Discontinued

Venus - Hardware Discontinued

Venus Duel Map Racing - Hardware Discontinued

Mercury - Hardware Discontinued

Pluto - In production

Mercury2 - In production

Please read the sub folders for more information on these hardware.


TCU Layout

Help > Product Hardware Description > TCU >

Connector_Pinouts_1

Connector Pin-Outs

These charts indicate what signal is found on each Pin of the harnesses. Note that the sample pictures is the harness connector viewed from the wire side. Or it could be the PCB connector viewed from the Pin side.

12 Way

10 Way

8 Way

6 Way

4 Way

See the sub folders for Product Pin-Outs.


Mercury2 Layout

Help > Product Hardware Description > ECU > ECU Layout >

ECU_Mercury_ 0

Mercury2 Layout

1. Yellow LED - 5 Volt Power on

2. Green1 LED - RPM Output

3. Green2 LED - N8 output

4. Red1 LED - P8 output

5. Red2 LED - P7 output

6. Coms - Communication Connecter 6 Way - USB Cable & Programmer

7. Jumpers Hall Sensors - Crank Pull-up Left - TDC Pull-up Right

8. P1 - Input Connector 12 Way

9. P4 - Input and Output Connector 6 Way

10. P2 - Positive Output Connector 10 Way

11. P5 - Positive & Ground Output Connector 4 Way

12. P3 - Ground Output Connector 8 Way

13. Mounting Holes 5mm


Mercury2 Connector

Help > Product Hardware Description > ECU > ECU Layout >

Mercury_Conectors_1

Mercury Connector Pin-Outs

Mercury Input / Outputs |  |  |  | Mercury Input / Outputs
 |  |  |  | Sensor Inputs |  | Driver Outputs
P1 - 12 Way Input
Water Temp | 7 | 1 | Air Temp | Water Temp |  |  | N1 Ground
Lambda | 8 | 2 | TPS | Air Temp |  |  | N2 Ground
.+5 Volt Out | 9 | 3 | MAP | TPS |  |  | N3 Ground
.+12 Volt Ign | 10 | 4 | GND | MAP |  |  | N4 Ground
TDC Sensor | 11 | 5 | Cam2 Sensor | Lambda |  |  | N5 Ground
Crank Sensor | 12 | 6 | Cam1 Sensor | Altitude |  |  | N6 Ground
 |  |  |  | Fuel Sensor |  |  | N7 Ground
P2 - 10 Way TCU |  |  |  | POT |  |  | N8 Ground
P2 12 Volt | 6 | 1 | P1 12 Volt |  |  |  |
P4 12 Volt | 7 | 2 | P3 12 Volt | Programmer 1 |  |  | P1 12 Volt
P6 12 Volt | 8 | 3 | P5 12 Volt | Programmer 2 |  |  | P2 12 Volt
Electronic Relay | 9 | 4 | Relay Out |  | Mercury |  | P3 12 Volt
.+12 Volt In | 10 | 5 | .+12 Volt In | Transmit | ECU |  | P4 12 Volt
 |  |  |  | Receive |  |  | P5 12 Volt
P3 - 8 Way ECU |  |  |  |  |  |  | P6 12 Volt
N6 Ground | 5 | 1 | N5 Ground | TDC Sensor |  |  | P7 12 Volt
N4 Ground | 6 | 2 | N3 Ground | Crank Sensor |  |  | P7 12 Volt
N2 Ground | 7 | 3 | N1 Ground | Cam1 Sensor |  |  |
RPM Out | 8 | 4 | GP1 Out | Cam2 Sensor |  |  | RPM Out
 |  |  |  |  |  |  | Relay Out
P4 - 6 Way |  |  |  |  |  |  | Electronic Relay
Fuel Sensor | 8 | 1 | GP2 Out |  |  |  | GP1 Out
POT | 9 | 2 | Altitude |  |  |  | GP2 Out
.+5 Volt Out | 10 | 3 | GND | .+12 Volt Ign |  |  |
 |  |  |  | .+12 Volt In |  |  | .+5 Volt Out
P5 - 4 Way |  |  |  | GND |  |  | GND
N8 Ground | 3 | 1 | N7 Ground |  |  |  |
P8 12 Volt | 4 | 2 | P7 12 Volt |  |  |  |
Comms - 6 Way USB |  |  |  |  |  |  |
Programmer 2 | 4 | 1 | Programmer 1 |  |  |  |
Receive | 5 | 2 | Transmit |  |  |  |
.+5 Volt Out | 6 | 3 | GND |  |  |  |


Pluto Layout

Help > Product Hardware Description > ECU > ECU Layout >

ECU_Pluto_0

Pluto Layout

1. Yellow LED - 5 Volt Power on

2. Green LED - Multi Function - Normally Crank Trigger

3. Red LED - Multi Function - Normally TDC Trigger

4. Coms - Communication Connecter 6 Way - USB Cable & Programmer & Inputs

5. P1 - Input Connector 12 Way

6. P2 - Ground Output Connector 10 Way

7. Mounting Holes 5mm


Pluto Connector

Help > Product Hardware Description > ECU > ECU Layout >

Pluto_Conectors_1

Pluto Connector Pin-Outs

Pluto Input / Outputs |  |  |  | Pluto Input / Outputs
 |  |  |  | Sensor Inputs |  | Driver Outputs
12 Way Input |  |  |
Water Temp | 7 | 1 | Air Temp | Water Temp | Pluto ECU |  | N1 Ground
Lambda | 8 | 2 | TPS | Air Temp |  |  | N2 Ground
.+5 Volt Out | 9 | 3 | MAP | TPS |  |  | N3 Ground
.+12 Volt Ign | 10 | 4 | GND | MAP |  |  | N4 Ground
TDC Sensor | 11 | 5 | TDC Power | Lambda |  |  | N5 Ground
Crank Sensor | 12 | 6 | Crank Power |  |  |  | N6 Ground
 |  |  |  | Programmer 1 |  |  |
10 Way TCU |  |  |  | Programmer 2 |  |  | RPM Out
N1 Ground | 6 | 1 | N2 Ground |  |  |  | Relay Out
N3 Ground | 7 | 2 | N4 Ground | Receive |  |  | GP1 Out
N5 Ground | 8 | 3 | N6 Ground | Transmit |  |  | GP2 Out
RPM Out | 9 | 4 | Relay Out |  |  |  |
GP2 Out | 10 | 5 | GP1 Out | Crank Sensor |  |  | Crank Power
 |  |  |  | TDC Sensor |  |  | TDC Power
6 Way USB |  |  |  |  |  |  |
Programmer 2 (Tuning Pot) | 4 | 1 | Programmer 1 (Dual Map Sw) |  |  |  |
Receive | 5 | 2 | Transmit | .+12 Volt Ign |  |  | .+5 Volt Out
.+5 Volt Out | 6 | 3 | GND | GND |  |  | GND


Sensor Inputs

Help > Product Hardware Description > ECU >

Sensors_0

Sensors and Inputs

The Spitronics ECU's were designed to read most standard sensors on most engines without modification to them. This will ease with installation and costs.

See the sub folders for explanation on each different type.


Trigger Sensors

Help > Product Hardware Description > ECU > Sensor Inputs >

Sensor_Trigger_1

Trigger Sensors

The trigger sensors on an engine is used to determine crank and cam angles. A crank sensor can be used by itself for non VVTI engines but this can only give information relative to 360 degrees. This engine will only run with split sequential injection and wasted spark coil firing. The Cam sensor will give the ECU information over 720 degrees. This will determine the 4 strokes for sequential injection or coil firing. The VVTI engines have additional cam sensors that indicate their position relative to the crank sensor. This will let the ECU manipulate and measure the cam for RPM and load variances.

There are three types of sensors. The Inductive sensor, Optic sensor and Hall type sensor. The inductive sensor is a coil wound over a magnet. The teeth on the crank gear will disturb the magnetic field and that will generate a voltage spike over the 2 wires. Hall and optic sensors both give a square wave output and are treated exactly the same. They have electronic components in the sensor which convert the signals to square wave. The Hall sensor uses magnetic field where optic uses infrared light. In both cases a beam is broken and detected.

Trigger Sensor Location
The engine trigger sensor is normally located on the engine block and picks up from a toothed wheel on the crankshaft. The physical position of the sensor may vary.

TDC sensor location
The TDC sensor is normally located on the valve cover and picks up a single tooth from the camshaft. The physical position of the sensor may vary, but it always needs to pick up from the camshaft or a device that turns at the same speed as the camshaft.

Operation of an inductive sensor:
The inductive sensor generates a voltage between the coil wires when the magnetic field strength is changed by a tooth passing the sensors. The sensor must be wired for a Falling waveform, this is best determined using an oscilloscope. The output voltage amplitude increases with increased RPM. The output voltage amplitude also depends on the gap between the sensor and the Tooth. The Minimum acceptable output voltage under cranking conditions is 3v.

Testing an Inductive Sensor:
Inductive sensors has a wired coil with a magnet. The sensor either has two or three wires from which the third wire is not connected to the coil. The sensor coil resistance may vary from 150ohm to 1200ohm. Multi meter polarity will not change the coil resistance reading. A multi meter switched to AC voltage can be used to test the sensor polarity without an oscilloscope. Connect the wires from the coil to the multi meter and move a metal object to the sensor. Look closely at the polarity indicator, if it indicates positive when moving closer and negative when moving away from the sensor then the red wire of your meter is on the positive of the sensor and the black wire of your meter is on the ground of the sensor.

Operation of a Hall Effect Sensor:
Hall sensors use a magnetic field effect to switch between a low voltage (usually 0 V) and a high voltage (5 V or 12 V) to form a 'square wave'. Both the rising and falling edges are valid reference points for the ECU input.

Testing a Hall Effect Sensor:

Hall Effect sensors normally have three wires. A supply wire (5v + or 12v +), an earth wire and a signal out. This sensor is equipped with electronic components that require power to operate. Incorrect connections will cause damage to the sensor. First test for resistance on all the pins and swop the test leads around to make sure it is not an inductive sensor. Put the multi meter on diode test and measure voltage drop over the pins. You should get a voltage drop between 0.5v and 1.9v. This is an indication that it is a Hall Effect sensor.

Now take two 1k ohm resistors and tie one end of each to 12v +. This will ensure that if you connect the supply wrong the sensor will not be damaged. Connect ground to the one sensor pin and the two resistors onto the remaining two pins. Connect the multi meter black wire for the remainder of this test. Connect the multi meter red wire onto any of the other pins. Now move a metal object to the sensor or in the gap and away. If the signal varies between 0v and 12v then this pin might be the sensor signal output. Now put the red wire on the other pin and repeat the metal process. The voltage should not change, but might be less than 12v due to the drop over the resistor. If so then this is the supply pin.

Now change the earth pin to the next and repeat the process. Note that you may get a similar reaction if you have the earth and signal pins swopped, the pin that reacts most to the iron pulse is the signal and the other the earth.

Remember this is a guideline to black box testing and not a failsafe operation.


Water Temperature

Help > Product Hardware Description > ECU > Sensor Inputs >

Sensor_Water_1

Water Temperature Sensors

The water temperature sensor is used by the ECU for cold startup enrichment, engine over temperature limit and thermostatic radiator fan control.

Operation
The resistance of the temperature sensor changes in relation to the temperature it senses. It has a negative temperature resistance co-efficiency and the name is NTC. Note that the Spitronics ECU use a 2K resistance NTC and this is the value at 25°C.

Four Pin Sender units; which Pin is which?
Use a multi-meter set to the 10,000 ohm (10 K) range. With the sender unit at approximately 25°C, measure the resistance it should be between 1800ohm and 2200ohm at 25°C. Those two pins will be used for the ECU. The remaining two pins are normally used for the dash cluster and measure in the region of 3500ohm at 25°C. This same test can be done on engines with multiple sender units to determine which sender unit will be used for the ECU. eg Toyota 1uz-fe where there is three water temperature sender units.

Multiple Devices on One Sender Unit.
Do not share temperature sender units between two devices. Only one device may be coupled onto a sender unit at any time. Both devices will excite the sensor with current which in turn will change the signal value and then both will display the wrong temperature. In such a case you may need to add an extra sensor for the Spitronics ECU. The only exception for this rule is when a data logging device is used that has no internal pull up resistor. eg. Race Technology DL1.

Sensor Location.
The ideal location for the temperature sender unit is on the engine side of the thermostat as this side will show the exact temperature at all times. The radiator side of the thermostat will show lower temperatures and take longer to react.

Air Cooled Engines
For air cooled engines it is better to measure cylinder head temperature for cold start compensation as the oil takes too long to pick up temperature. A simple cylinder head temperature sender unit can be made by clamping an NTC 2k ohm thermistor on a lug terminal and bolting it onto the cylinder head.


Air Temperature

Help > Product Hardware Description > ECU > Sensor Inputs >

Sensor_Water_1

Air Temperature Sensors

The air temperature sensor is used by the ECU to correct for air density changes due to air temperature variation. This input can also be used for general purpose output controls. eg. Intercooler fan or water spray pumps.

Operation
The resistance of the temperature sensor changes in relation to the temperature it senses. It has a negative temperature resistance co-efficiency and the name is NTC. Note that the Spitronics ECU use a 10K resistance NTC and this is the value at 25°C.

Testing if it is the right sensor.
Use a multi-meter set to the 20,000 ohm (20 K) range. With the sender unit at approximately 25°C, measure the resistance it should be between 8000ohm and 1200ohm.

Multiple Devices on One Sender Unit.
Do not share temperature sender units between two devices. Only one device may be coupled onto a sender unit at any time. Both devices will excite the sensor with current which in turn will change the signal value and then both will display the wrong temperature. In such a case you may need to add an extra sensor for the Spitronics ECU. The only exception for this rule is when a data logging device is used that has no internal pull up resistor. eg. Race Technology DL1.

Sensor Location
The ideal sensor location is before the butterfly and after the intercooler if turbo charged. Mount away from fuel "stand-off" to avoid the sensor being cooled by the fuel vapor. Use a High Speed Air Temp sensor on turbo applications where the intercooler out temperature varies quickly.


MAP Sensor

Help > Product Hardware Description > ECU > Sensor Inputs >

Sensor_MAP_1

MAP Sensor

The Mean Absolute Pressure (MAP) sensor provides instantaneous manifold pressure information to the ECU. The data is used to calculate air density and determine the required fuel required for optimum combustion and influence the advance or retard of ignition timing. This sensor is a reliable replacement for the Mass meter type sensors.

Come in 1.1 Bar, 2.5 Bar, 3 Bar and 4 Bar versions.

Operation
The Pressure Sensor requires 5 volts DC which is supplied from sensor by the ECU. It then generates a signal from 0 to 5 volt equivalent to the pressure range of the sensor.

Sensor Location
The manifold take off point should be at a position that best represents the average manifold pressure with minimum pulsations. A filter can be fitted inline to reduce manifold pressure pulsations. Don't T-off idle fittings etc. The take-off pipe must be direct to the manifold. When mounting the MAP sensor face the port down and mount above the take-off point so that any moisture can drain out and ensure that the hose runs downhill all the way to the manifold if possible.

MAP sensor types
The MAP sensors available from Spitronics is Motorola series sensors that come in two packaged styles; Sealed plastic enclosure or Aluminum machined enclosure.

The MAP sensors are rated at 1.1 bar, 2.5 bar, 3 bar and 4 bar respectively. Be sure to order the correct map sensor for your application.

In some cases the vehicle's existing MAP sensor can be used, please ensure that you have the sensor wired and calibrated correctly.

Map Sensor Calibration
The MAP sensor needs to be calibrated to function correctly. Please refer to your area's atmospheric pressure and calibrate the MAP sensor accordingly. Calibration needs to be done with the ECU switched on, but the engine must not be running.

Sample Sensor Pinouts


TPS Sensor

Help > Product Hardware Description > ECU > Sensor Inputs >

Sensor_TPS_1

Throttle Position Sensor

The throttle position sensor is used by the ECU to determine what the driver's intent is. It is also a representation of the load that will be required by the engine. This input is critical for idle control operation, accelerator pump operation etc. in some cases it can be used as fuel calculation parameter with RPM.

Operation:
The TPS is a variable resistor normally around 5K ohms. The signal voltage varies as the wiper moves. It is connected to 5 volts from the ECU and then the wiper signal will produce a voltage between 0 and 5 volts, proportional to the angle of the throttle plate.

Which Pin is which?
Use a multi-meter set to the 20,000 ohm (20 K) range.

· With throttle closed, find the two pins with the lowest resistance between them. They are C & B. The remaining pin is the 5 V pin A.

· With one probe on the 5 V pin A, find the pin whose resistance changes when the throttle moves. This is the Signal pin B.

· The remaining pin is the earth pin C.

This same route can be used on a four pin throttle position sensor, note that only three of the four pins will be connected or one pin may be a switch to ground or 5 Volt as an idle activation switch. The Spitronics ECU does not require this pin.

Pre-load the Sensor
The sensor has a dead band at either end so it must be rotated slightly to move the wiper into the operating range of the sensor.

Life Time
Vibration can cause high wear. Avoid high pressure washing on the sensor.

TPS Sample Pin outs:


Lambda

Help > Product Hardware Description > ECU > Sensor Inputs >

Sensor_Lambda_1

Lambda Sensor

The Lambda Sensor or Oxygen Sensor is used by the ECU to display Air / Fuel ratios and optimize the fuel economy after the vehicle has been tuned. Note that in the ECU software is shows a voltage signal and not the actual air-fuel ratio. The reason is that the ECU is not a tuning tool with calibration software. It is merely using the sensor for control purposes which is tuned to the correct mixture.

Different Lambda sensors
1 to 4 wire sensors is normally narrow band sensors. Their signal could be used directly in the ECU as it is a 0.1 volt to 0.9 volt signal. The 5 and 6 wire sensors requires drive electronics and give a 0 to 5 volt signal. This processed signal could be used by the ECU.

Testing a Lambda sensor for the correct Pin-outs
Test the resistance with an Ohm Meter between two pins at a time. The heater element normally has the same colors and has a resistance of 6 to 12 ohm. Connect the element wires to earth and 12 volt as above. The element does not have a specific polarity. The sensor output can only be measured while the engine is running. Connect the two remaining wires to the ECU signal input wires as indicated on the drawing. The sensor will only give an output when the engine has achieved some temperature. If the sensor is not working, swop the signal and earth wires and test again. The sensor will not be damaged if the earth and signal output has been swopped.

Life expectancy.
The life expectancy of a lambda sensor varies due to fuel type and application. On unleaded fuel around 500 hours. Very rich mixtures will shorten sensor life. Lambda sensors can be damaged by gasket sealants and anti-seize and some fuel additives

Position
The ideal position for mounting the lambda sensor is at least half a meter from the engine and after the exhaust collector or turbo down pipe. The lambda should be orientated on the top or side of the pipe. Never at the bottom.

Sample Sensor Pin outs


Tuning POT

Help > Product Hardware Description > ECU > Sensor Inputs >

Sensor_POT_1

Tuning POT

The multi-function variable resistance potentiometer can be configured in the software to perform numerous features. These features include making changes to the fueling, ignition angle or adjusting the launch RPM without having to connect a laptop computer.

Operation
The POT is a variable resistor normally around 5K ohms. The signal voltage varies as the wiper moves. It is connected to 5 volts from the ECU and then the wiper signal will produce a voltage between 0 and 5 volts, proportional to the angle of the throttle plate.

Sample sensor Pin out


Fuel Pressure

Help > Product Hardware Description > ECU > Sensor Inputs >

Sensor_Fuel_1

Fuel Pressure Sensor

The fuel pressure sensor is the feedback component in fuel pump control, and informs the ECU what pressure is in the fuel rail. The ECU can vary the speed of the fuel pump to increase or decrease fuel pressure accordingly. The sensor gives a continual feedback of fuel rail pressure so that the ECU can make any pressure adjustments almost instantaneously. This setup allows the engine to run without a manual fuel pressure regulator or return line.

The 4 Bar sensor can be used as a fuel pressure sensor. Note that the setting is different.

Operation
The Pressure Sensor requires 5 volts DC which is supplied from sensor by the ECU. It then generates a signal from 0 to 5 volt equivalent to the pressure range of the sensor.

Sensor Location
The fuel pressure sensor must be mounted inside the engine bay. The pressure input pipe must be securely connected to the high pressure fuel line with a T piece. The sensor must be mounted higher than the fuel line with the pressure nipple facing downwards. This will let an air bubble between the sensor and the fuel. This will prevent damage form the fuel not actually contacting the sensor element and acts as a damper to the pulsing fuel. The other pipe must be connected to the intake manifold. It could be joined with the MAP sensor line if the takeoff pip has a large enough hole to prevent delays in the signal.

Pressure sensor types
The fuel pressure sensor available from Spitronics is Motorola series sensor

The fuel pressure sensor is rated at 5.5 bar differential pressure (DP) and the aluminum one is 4 Bar MAP.

Sample Sensor Pinout and layout


Altitude Pressure

Help > Product Hardware Description > ECU > Sensor Inputs >

Sensor_Altitude_1

Altitude Sensor

The altitude pressure sensor provides instantaneous altitude pressure information to the Mercury2 ECU. Pluto has an optional built in sensor on the electronic board. The data is used to calculate air density, which in turn determines the required fuel compensation for optimum combustion and influence the advance or retard of ignition timing as the altitude changes. The sensor is the same as the 1.1 Bar Map sensor used.

Operation
The Pressure Sensor requires 5 volts DC which is supplied from sensor by the ECU. It then generates a signal from 0 to 5 volt equivalent to the pressure range of the sensor.

Sensor Location
The altitude pressure sensor can be mounted inside the cabin and the pipe should be left open to ambient pressure.

Pressure sensor types
The pressure sensor available from Spitronics is Motorola series sensors that come a 1.1 Bar calibration.

Sample Sensor Pinouts


Launch Control

Help > Product Hardware Description > ECU > Sensor Inputs >

Sensor_Launch_1

Launch Control Sensor

The launch control input is an analogue input that combines a digital switch with a resistor to make a dual function input. There are different ways to activate launch but most methods use the switch on the dashboard. Same cases a push button is used and other an on/off switch. This function is mainly used on drag race applications to keep the engine RPM at the desired RPM before taking off. It also helps to spin the turbo before taking off. This increase boost pressure at startup.

The clutch switch is a whisker switch that will deactivate launch the moment the clutch pedal is released.

The connections for Mercury and Pluto differ. Please see the sub folders for connections.


Mercury2

Help > Product Hardware Description > ECU > Sensor Inputs > Launch Control >

Sensor_Launch_2

Mercury2 Launch Control Wiring

The input for the launch button is situated with the 6 Pin Molex connecter pin 5. It is also diverted to the 9 Pin D-Sub Comms connector. See the product software on settings for Launch control for the different options.

Option 1

Dashboard pushbutton only will be activated as long as the button is pressed.

Option 2

Dashboard pushbutton with resistor and clutch pedal switch. This method will latch the launch action and deactivate it the moment the clutch pedal is released. This method is more automatic and will let the driver focus on other things.

Option 3

Dashboard on/off switch is used for the TPS 90% method. When switched on, this method will activate Launch up to 90% TPS value, and cancel it above 90% TPS value. Revs must fall below 3000 RPM to re-activate the launch feature.

Option 4

Use the tuning POT with TPS 90% ta make an adjustable Launch RPM for different traction. To disable this function turn it clockwise so that launch RPM is very high.


Pluto

Help > Product Hardware Description > ECU > Sensor Inputs > Launch Control >

Sensor_Launch_3

Pluto Launch Control Wiring

The input for the launch button is situated with the 9 Pin D-Sub connecter pin 8. You can make an adapter for using the Launch while you have the tuning software connected. See the bottom of the chapter for the drawing. See the product software on settings for Launch control for the different options.

Option 1

Dashboard pushbutton only will be activated as long as the button is pressed.

Option 2

Dashboard pushbutton with resistor and clutch pedal switch. This method will latch the launch action and deactivate it the moment the clutch pedal is released. This method is more automatic and will let the driver focus on other things.

Option 3

Dashboard on/off switch is used for the TPS 90% method. When switched on, this method will activate Launch up to 90% TPS value, and cancel it above 90% TPS value. Revs must fall below 3000 RPM to re-activate the launch feature.

Option 4

Use the tuning POT with TPS 90% ta make an adjustable Launch RPM for different traction. To disable this function turn it clockwise so that launch RPM is very high.

Tuning Adapter

Use the same D-Sub connecter but a female type. You can solder them back to back together. Note that the female male different pins than the male connecter.


Dual Map Switch

Help > Product Hardware Description > ECU > Sensor Inputs >

Sensor_MAP_0

Dual Map Switch

The Dual MAP selection switch is a normal on off switch that is connected to the ECU. When it is on it will connect the input to earth which will indicate to the ECU which map is required. Note that the ECU only test this switch at startup and not on the fly. The reason is that all the maps has to be uploaded from flash memory and then new settings must be implemented. So the ECU must be switched off and on to change to the alternate map.

See the sub folders on how to wire the different ECU's.


Mercury2

Help > Product Hardware Description > ECU > Sensor Inputs > Dual Map Switch >

Sensor_MAP_2

Mercury2 Dual Map Switch

The Mercury2 ECU does not have a dedicated input for the Dual MAP selection switch. It can be selected on one of three inputs if any of them is not used by the tuner. The inputs is the Cam 2 input, the fuel pressure sensor and the altitude sensor. Two of them are situated on the 6 Pin connector and one on the 12 Pin input connector. The switch on/off will select which map will be used. If not connected or off it will always be Map 1. If the switch is on, it will be Map 2.See the product software on settings for Dual Map control for the different options.

Altitude Sensor

The 6 way connector pin 2 which is the altitude input. Open is map 1 and close is map 2.

Fuel Pressure Sensor

The 6 way connector pin 4 which is the fuel pressure input. Note that here a 1 K pull-up resistor is required to 5 volt. Do not connect it to 12 volt. It will damage the ECU. Open is map 1 and close is map 2.

Cam 2 input

The 12 way connector pin 5 which is the cam 2 sensor input. Open is map 1 and close


Pluto

Help > Product Hardware Description > ECU > Sensor Inputs > Dual Map Switch >

Sensor_MAP_3

Pluto Dual Map Switch

The input for the Dual MAP selection switch is situated on the 6 Pin Molex Comms connecter pin 4. You can make an adapter for dual MAP switch you have the tuning software connected. See the bottom of the chapter for the drawing. See the product software on settings for Dual Map control for the different options.

Selection Switch

Dashboard on/off will select which map will be used. If not connected it will always be Map 1. If the switch is on it will be Map 2.

Tuning adapter

The tuning adapter cable will let you use a switch while tuning. If you do not have this cable start the ECU on Map 2 and then connect the comms cable.


Driver Outputs

Help > Product Hardware Description > ECU >

Drivers_0

Drivers and Hardware

The Spitronics ECU's were designed to control the hardware found on most engines without modification to them. This will ease with installation and costs.

See the sub folders for explanation on each different type.


Fuel Injectors

Help > Product Hardware Description > ECU > Driver Outputs >

Driver_Injectors_1

Fuel Injector Outputs

The fuel injector outputs drive the fuel injectors to allow measured amounts of fuel into the engine. These signals are on/off control signals that is varied by duty cycle. The more fuel is required the higher the duty cycle will be. The injectors are connected to common positive and the drive signal from the ECU is a ground signal.

Operation
The injectors are solenoid valves that is opened by current to let fuel pass through the Nozzle. The Nozzle has a spray pattern that will help in atomizing the fuel with air. This in turn will make a combustible mixture.

Injection types

Batch Injection

With this method injector drivers are being pulsed at the same time once per revolution. Although not preferred, and very rare firmware from Spitronics that use this method, fuel metering and timing is done very accurately and should still give excellent results. Split the injectors in groups to divide the current evenly between the available driver outputs. For bigger engines keep the mean supply current below the current capability of that product. See the specifications. More outputs are available in the intermediate and advance units. See the specific wiring diagram. The biggest disadvantage with this method is the fuel pressure that pulse due to uneven tapping of it. Advantage is easy wiring.

Split Batch Injection

With this method, two injector drivers are being pulsed 180° out of faze. Although not preferred, fuel metering and timing is done very accurately and should give excellent results. Split the injectors in two groups to divide the current on the 2 driver outputs. Put alternate numbers on the firing order together to ensure a more even fuel distribution. For bigger engines keep the mean supply current below the current capability of that product. More outputs are available in the intermediate and advance units. See the specific wiring diagram.

Split Sequential Injection

This method will inject on the two cylinders that move up and down together simultaneously and then in sequence on the other cylinders at the same position. It will inject once per revolution and will start at BDC or it may be adjusted otherwise. Fuel is injected very accurately and excellent CO adjustments can be achieved. The advantage of this method is that each cylinder receives it fuel under the same conditions, resulting in very smooth idling and revving. It is definitely better on power and consumption than the batch injection method. Injectors are wired in the same sequence as wasted spark. The fuel is distributed more evenly from the fuel pump and pulsing of fuel pressure comes to a minimum. The ECU only requires half the amount of drivers than cylinders on the engine. See the driver selection chart on how to combine these injectors.

Full Sequential Injection

With this method each injector require a driver. Fuel is injected once in 2 revolutions and normally starts at Bottom Deck Centre (BDC). Note not all the ECU's have enough drivers so this feature is mainly for the Mercury2 up to 8 cylinders. Disadvantage is that this method do require the Cam or home pulse to sink injection with fazes and low impedance injectors require a ballast resistor. Advantages is better fueling at lower RPM and longer duty cycle makes for more accurate measuring on large injectors. See the wiring diagram on how to combine the injection methods.

Throttle Body Injection

With this method, injectors are situated at the throttle body. The first generation injection systems used this method. It is important to inject in the right sequence especially on the 4 barrel systems. Some injectors is aimed at certain ports and must be pulsed in sequence to get a smooth distribution of the fuel mixture. See the specific wiring diagram to ensure the correct injectors are on the correct drivers. Advantage of this method is easy to convert carburetor engines to fuel injection.

Micro Fueling or Fazed Injection

The ECU allows for the use of dual injectors per cylinder to be used. This has the advantage for turbo and duel fuel applications. If the power range of an engine is very big one injector is too small at maximum load or too large to control at minimum load. Then the ECU will use 1 injector for light loads and 2 for high loads. The second injector could also be phased in with a different fuel mix for racing. Wiring is done in two ways depending on how many drivers are available on the ECU. Some may require an electronic relay to power the second set. See the wiring methods in the sub folders.

Injector Sizing
Sizing example: 5 cc fuel is required for every 1 HP. This means that an 8 cylinder 600 HP requires 600 HP x 5 cc / 8 injectors = 375 cc/min. This is assumed at Lambda 1.00 (14.7 AFR) so if you are running richer, the desired Lambda reading needs to be taken into account. This calculation is based on information from the interned and should be researched with other manufacturers.

Resistance & Current
Different injectors have different resistance from 0.5 ohms to 16 ohms. This means that they require different operating currents and wiring circuits to open them. The Spitronics ECU's were designed for high impedance injector. They draw 1 Amp each and can be connected together on the drivers in parallel. Note the specifications on how much current the drivers can handle between the different products. Low impedance 3 to 5 ohm injectors require current limited drivers or peak and hold drivers. With a minor wiring difference the ECU's can do low impedance injectors connected in series. They draw 4 Amp each but in series they draw 2 Amp. Again see the specifications on the ratings of the ECU's. If you want to do full sequential you need to add a 3.3 Ohm 10 Watt resistor in series to limit the current. Injectors with lower resistances like direct injection drivers cannot be used with the Pluto or Mercury2 ECU.

Dead Time
Approximately the amount of time the injector takes to open from when the injector pulse starts. Varies with battery voltage and fuel pressure. Varies between different kinds of injectors but is usually about 1 milliseconds or less at 14 volts. This dead time needs to be accounted for with Battery Voltage Compensation.

Spray Patterns
Some injectors have better spray patterns and atomize the fuel better than others. Injector position can dictate what type of spray pattern is required.

Cycle, Duty Cycle and Pulse Width

A fuel injector is continuously powered by positive, the ECU output switch to ground to turn the injector 'on'.
Frequency: Number of complete cycles in one second, measured in Hertz. 1 Hz = 1 cycle/second. It is engine RPM / 60.
Cycle: Time from when an injector is turned 'on' until the next time it is turned 'on'.
Pulse Width: The time in seconds the injector is 'on'.
Duty Cycle: Percentage of time the injector is 'on' in one cycle.

Most injector ratings is to be used within 85% duty cycle. You may get more fuel through with higher fuel pressure but stay within the working limits of the injector.

See the sub folders for explanation on wiring and connections.


High Impedance

Help > Product Hardware Description > ECU > Driver Outputs > Fuel Injectors >

Driver_Injectors_2

High Impedance Injectors

These drawings explain only how the injectors is connected for each driver. The amount of connections will vary with engine size. Please look at specific drawings for your application.

Batch & Split Sequential Wiring

With this method you always combine 2 drivers in Parallel In this drawing A1 is on cylinder 1 and A2 is on the cylinder that moves with it.

Batch & Split Sequential Wiring with staged injectors

With this method you still combine 2 drivers in parallel. The electronic relay will split the power from getting to the staged injectors. The ECU will switch the electronic relay on with a positive signal from one of the positive drivers reserved for this function. This will be for the Mercury2 ECU. Pluto will require a pull-up resistor on the GP outputs if it is available. Do make sure that the driver can take the combined current for the 4 injectors. Mercury with serial number lower than 300 could only handle 3.5 amp where the later models and Mercury2 can handle 6 Amp per driver. In this drawing A1 & A2 is the primary injector and A3 & A4 is the staged injectors. A1 & A3 is on cylinder 1 and A2 & A4 is on the cylinder that moves with it.

Full Sequential Wiring

With this method only one injector is connected per driver.

Full Sequential Wiring with staged injectors

The electronic relay will split the power from getting to the staged injectors. The ECU will switch the electronic relay on with a positive signal from one of the positive drivers reserved for this function. This will be for the Mercury2 ECU. Pluto will require a pull-up resistor on the GP outputs if it is available. Some applications has enough drivers and then the staged drivers is connected as above onto its own driver. No electronic relay will be required. In this drawing A1 is the primary injector and A2 is the staged injectors.


Low Impedance

Help > Product Hardware Description > ECU > Driver Outputs > Fuel Injectors >

Driver_Injectors_3

Low Impedance Injectors

These drawings explain only how the injectors is connected for each driver. The amount of connections will vary with engine size. Please look at specific drawings for your application.

Batch & Split Sequential Wiring

With this method you always combine 2 drivers in series. This will lower the voltage to each of them simulating a current limit driver. In this drawing A1 is on cylinder 1 and A2 is on the cylinder that moves with it.

Batch & Split Sequential Wiring with staged injectors

With this method you still combine 2 injectors in series. The electronic relay will split the power from getting to the staged injectors. The ECU will switch the electronic relay on with a positive signal from one of the positive drivers reserved for this function. This will be for the Mercury2 ECU. Pluto will require a pull-up resistor on the GP outputs if it is available. Do make sure that the driver can take the combined current for the 4 injectors. Mercury with serial number lower than 300 could only handle 3.5 amp where the later models and Mercury2 can deliver 6 Amp per driver. In this drawing A1 & A2 is the primary injector and A3 & A4 is the staged injectors. A1 & A3 is on cylinder 1 and A2 & A4 is on the cylinder that moves with it.

Full Sequential Wiring

With this method only one injector is connected per driver. Then you must install a ballast resister to reduce the current. In some cases where the injector is on the large side you may omit the resistor as the driver on the Mercury2 can handle the current and the fuel will cool the injector. Note the resistors will produce heat so it is advisable not to tape them in the harness. They may require air cooling on them. On the Pluto feel if the enclosure generate excessive heat in the last case.

Full Sequential Wiring with staged injectors

With this method you must install the ballast resistors. The electronic relay will split the power from getting to the staged injectors. The ECU will switch the electronic relay on with a positive signal from one of the positive drivers reserved for this function. This will be for the Mercury2 ECU. Pluto will require a pull-up resistor on the GP outputs if it is available. Some applications has enough drivers and then the staged drivers is connected as above onto its own driver. No electronic relay will be required. In this drawing A1 is the primary injector and A2 is the staged injectors.


Mercury2 Driver Selection Chart

Help > Product Hardware Description > ECU > Driver Outputs > Fuel Injectors >

Chart_Injectors_1

Injectors Combination Mercury2

Injectors | 3 Cyl | 4 Cyl | 4 Cyl | Subaru | Subaru | 5 Cyl | 5 Cyl |
Injection Type | F/Seq | S/Seq | F/Seq | S/Seq | F/Seq | S/Seq | F/Seq |
Firing Order | 123 | 1342 | 1342 | 1324 | 1324 | 12453 | 12453 |
DRV 6 |  |  |  |  |  |  |  |
DRV 5 |  |  |  |  |  |  | 5 |
DRV 4 |  |  | 2 |  | 4 |  | 4 |
DRV 3 | 3 |  | 4 |  | 2 |  | 3 |
DRV 2 | 2 | 2 & 3 | 3 | 3 & 4 | 3 |  | 2 |
DRV 1 | 1 | 1 & 4 | 1 | 1 & 2 | 1 | 12345 | 1 |
Injectors | V6 Cyl | V6 Cyl | V6 Cyl | V6 Cyl | Str 6 Cyl | Str 6 Cyl | V8 Cyl | V8 Cyl
Injection Type | S/Seq | F/Seq | S/Seq | F/Seq | S/Seq | F/Seq | S/Seq | F/Seq *
Firing Order | 123456 | 123456 | 142536 | 142536 | 153624 | 153624 | 18436572 | 18436572
DRV 8 |  |  |  |  |  |  |  | 2
DRV 7 |  |  |  |  |  |  |  | 7
DRV 6 |  | 6 |  | 6 |  | 4 |  | 5
DRV 5 |  | 5 |  | 3 |  | 2 |  | 6
DRV 4 |  | 4 |  | 5 |  | 6 | 3 & 2 | 3
DRV 3 | 3 & 6 | 3 | 2 & 6 | 2 | 3 & 4 | 3 | 4 & 7 | 4
DRV 2 | 2 & 5 | 2 | 4 & 3 | 4 | 5 & 2 | 5 | 8 & 5 | 8
DRV 1 | 1 & 4 | 1 | 1 & 5 | 1 | 1 & 6 | 1 | 1 & 6 | 1
DRV x | Injector Driver numer x |  |  |  |  |  |  |
S/Seq | Split-Sequential Injection |  |  |  |  |  |  |
F/Seq | Full-Sequential Injection |  |  |  |  |  |  |
* | Only if firmware is available |  |  |  |  |  |  |


Pluto Driver Selection Chart

Help > Product Hardware Description > ECU > Driver Outputs > Fuel Injectors >

Chart_Injectors_2

Injectors Combination Pluto

Note that on Pluto these drivers are shared with the coil drivers. The coils start from Driver 1 where the injectors start from Driver 6. If either of them take all the drivers it will be a fuel only or a timing only ECU.

Injectors | 3 Cyl | 4 Cyl | 4 Cyl | Subaru | Subaru | 5 Cyl | 5 Cyl
Injection Type | F/Seq | S/Seq | F/Seq | S/Seq | F/Seq | S/Seq | F/Seq
Firing Order | 123 | 1342 | 1342 | 1324 | 1324 | 12453 | 12453
DRV 1 |  |  |  |  |  |  |
DRV 2 |  |  |  |  |  |  | 5
DRV 3 |  |  | 2 |  | 4 |  | 4
DRV 4 | 3 |  | 4 |  | 2 |  | 3
DRV 5 | 2 | 2 & 3 | 3 | 3 & 4 | 3 |  | 2
DRV 6 | 1 | 1 & 4 | 1 | 1 & 2 | 1 | 12345 | 1
Injectors | V6 Cyl | V6 Cyl | V6 Cyl | V6 Cyl | Str 6 Cyl | Str 6 Cyl | V8 Cyl
Injection Type | S/Seq | F/Seq | S/Seq | F/Seq | S/Seq | F/Seq | S/Seq
Firing Order | 123456 | 123456 | 142536 | 142536 | 153624 | 153624 | 18436572
DRV 1 |  | 6 |  | 6 |  | 4 |
DRV 2 |  | 5 |  | 3 |  | 2 |
DRV 3 |  | 4 |  | 5 |  | 6 | 3 & 2
DRV 4 | 3 & 6 | 3 | 2 & 6 | 2 | 3 & 4 | 3 | 4 & 7
DRV 5 | 2 & 5 | 2 | 4 & 3 | 4 | 5 & 2 | 5 | 8 & 5
DRV 6 | 1 & 4 | 1 | 1 & 5 | 1 | 1 & 6 | 1 | 1 & 6
DRV x | Injector Driver numer x
S/Seq | Split-Sequential Injection
F/Seq | Full-Sequential Injection


Ignition Coils

Help > Product Hardware Description > ECU > Driver Outputs >

Driver_Coils_0

Ignition Coils

Different Types of spark systems

Distributed Spark System
With this system which was popular in the older cars there is only one ignition coil for all the cylinders. The spark is distributed to the spark plugs with a rotor and distributor cap. Here only one driver is required from the ECU. The disadvantage of this system is that the coil has to charge and discharge a couple of times in one revolution. With high revving and performance motors this means that spark quality will deteriorate withy increased RPM's. Another problem were spark deterioration with the gap between rotor and cap. It also has a higher maintenance service. Very important for these systems is the rotor fazing. Please view it further in the manual. Advantage is one coil and driver and full sequential spark system.

Wasted Spark System
With this system there is one coil for the two cylinders that move up and down simultaneously. The cylinders that are 360 degrees apart are paired. These coils have two High Tension towers which spark on the two plugs simultaneously, one on compression stroke and the other on exhaust stroke. Each dual coil is be driven by its own driver in sequence from the ECU. The advantage is less drivers and coils and better spark than distributors. This method only require a crank gear with TDC slot. Disadvantage is the coils energy is divided between 2 spark plugs.

Multi Coil Spark system

With this system there is one coil for every spark plug. The coils must be driven by separate drivers from the ECU. This makes the ECU larger and more expensive. The coils are fired in full sequential or wasted spark method. The advantage is more spark energy per cylinder. Disadvantage is the number of coils and drivers required.

Coil drivers or Igniters

Different Types of Coils

Coil Selection

It is important to know which coil is on the engine as a faulty setting here may destroy the ECU driver or coil. Always start the ECU with a disconnected output connecter till you set the trigger level output to the correct setting, or wire the ECU correctly. Start with a 5A Fuse in the coil positive circuit which will blow quickly if you have an error. If you have coil packs with a common positive, insert 5A fuses in each driver signal to protect the coil against damage.

Oil filled coils

This point-condenser coil has a resistance of +/- 1.5 ohm and a charge-time of 7 m/s. the spark on this coil will be weak. Should you need to use it, do not connect the ballast resistor. If the coil has a resistance of 3 to 3.5 ohms it has a built in ballast resistor and will produce poor spark. Do not use these ones.

Electronic ignition coils were designed for variable dwell systems to improve spark at high Rpm's. They have a resistance of +/- 0.8 ohm. It has a charge time of 3 to 5 m/s. they can be used effectively but this is being phased out by manufacturers.

For all of the above coils the Pluto ECU Trigger Level Output must be set to ECU Driver so that the ECU charge the coil with a negative pulse and fire it with a positive going pulse. Mercury2 use external drivers and does not have a software setting.

Epoxy filled coils

These hard resin coils consist of single, wasted spark or combinations of coils in a single housing. Some have built in driver electronics. If it has no driver there is usually a common pin and one pin for each coil. To measure this coil put the meter on Ohms and measure all the points. You should get a 0.8 Ohm reading for each coil. If you measure over the two coils it should read 1.6 Ohm. For all of the above coils the ECU Trigger Level Output must be set to ECU Driver so that the ECU charge the coil with a negative pulse and fire it with a positive going pulse.

Epoxy filled coils

If you measure high resistances or open circuit, then the coils has an internal driver. These coils normally have a positive, ground and trigger input for each coil. These coils are normally charged with a positive pulse and fired with a negative going pulse. Using these coils with the Pluto ECU requires an external resistor between the trigger and positive of the coil. The reason is that the Pluto ECU only gives a ground signal for normal coils. For all these coils the ECU Trigger Level Output must be set to External Driver so that the ECU charge the coil with a positive pulse and fire it with a negative going pulse. Mercury2 can drive these coils directly without mods. These Coils with internal drivers can be connected two coils per output. You must add a pull-up resistor per driver and make sure on the firing order that the cylinders of these coils move up en down simultaneously.

Spark Plugs and Leads

· Use high quality inductive suppression leads such as Bougi Cord.

· Don't use wire leads: Possible interference.

· Be careful when changing spark plug type. Always consult the vehicle's owner's manual first. Some ignition coils are sensitive to the type of spark plug used. If the ignition system uses resistive type plugs from the factory NEVER use non-resistive plugs as coil failure may result.

· Run high tension leads as far from the ECU wiring as possible (especially sensor signals). Otherwise reconsider the wiring loom and layout. If the loom must cross the ignition wiring it should do so at right angles to minimize the interference.

See the sub folders for explanation on wiring and connections.


Mercury2

Help > Product Hardware Description > ECU > Driver Outputs > Ignition Coils >

Mercury_Coils_0

Mercury2 Coil Wiring

The Mercury2 ECU was designed for the latest technology in engines. Most coils today found on engines has built in drivers to minimize wiring and interference. These coils require a positive charge signal and will spark at negative transition of that signal. The Mercury2 has 8 positive drivers. It can trigger up 8 coils in sequential and 12 coils in wasted spark mode. Note that firmware determine this action. See availability in the firmware chart.

If the coils do not have built in drivers, the Mercury 2,4 or 6 way drivers can be added again for up to 8 coils in sequential and 12 coils in wasted spark configuration.

See the Sub folders for the different wiring methods.


Coils Only

Help > Product Hardware Description > ECU > Driver Outputs > Ignition Coils > Mercury2 >

Mercury_Coils_2

Coil Wiring for basic coils

With the Mercury Coil Driver only one coil may be connected to each output. The Mercury2 use a wasted spark firing algorithm so when you have single coils on the engine, you need to combine 2 trigger inputs of the firing module to one output of the Mercury2. The coil driver triggers of the two cylinders that move up and down together are tied together.


Coils with Build in Drivers

Help > Product Hardware Description > ECU > Driver Outputs > Ignition Coils > Mercury2 >

Mercury_Coils_1

Coil Wiring for coils with built in drivers

Coils with built in drivers is connected directly on the Mercury2 output. Single coils is combined so that the two cylinders that move up and down together are tied together. The Mercury2 use a wasted spark firing algorithm.

Wasted spark coil is connected only one per Mercury2 driver and up to 6 coils.

Single coils must be combined 2 per Mercury2 driver and up to 12 coils.


Driver Selection Chart

Help > Product Hardware Description > ECU > Driver Outputs > Ignition Coils > Mercury2 >

Chart_Mercury_Coils_1

Coils Combination Mercury

Note that multi coil on Mercury will use the other drivers that were available for idle, fuel and fazed injector control. That firmware is not popular and mostly for racing engines with serious overlap cams.

Coils | Distributor | 3 Cyl | 4 Cyl | 4 Cyl | Subaru | Subaru | 5 Cyl
Coil Comb. | M/Coil | M/Coil | W/S Coil | M/Coil | W/S Coil | M/Coil | M/Coil
Firing Order |  | 123 | 1342 | 1342 | 1324 | 1324 | 12453
DRV 6 |  |  |  |  |  |  |
DRV 5 |  |  |  |  |  |  | 5
DRV 4 |  |  |  | 2 |  | 4 | 4
DRV 3 |  | 3 |  | 4 |  | 2 | 3
DRV 2 |  | 2 | 2 & 3 | 3 | 3 & 4 | 3 | 2
DRV 1 | 1 | 1 | 1 & 4 | 1 | 1 & 2 | 1 | 1
Coils | V6 Cyl | V6 Cyl | V6 Cyl | V6 Cyl | Str 6 Cyl | Str 6 Cyl | V8 Cyl
Coil Comb. | W/S Coil | M/Coil | W/S Coil | M/Coil | W/S Coil | M/Coil | W/S Coil
Firing Order | 123456 | 123456 | 142536 | 142536 | 153624 | 153624 | 18436572
DRV 6 |  | 6 |  | 6 |  | 4 |
DRV 5 |  | 5 |  | 3 |  | 2 |
DRV 4 |  | 4 |  | 5 |  | 6 | 3 & 2
DRV 3 | 3 & 6 | 3 | 2 & 6 | 2 | 3 & 4 | 3 | 4 & 7
DRV 2 | 2 & 5 | 2 | 4 & 3 | 4 | 5 & 2 | 5 | 8 & 5
DRV 1 | 1 & 4 | 1 | 1 & 5 | 1 | 1 & 6 | 1 | 1 & 6
DRV x | Coil Driver numer x
M/Coil | Multi Coil - 1 per Cylinder
W/S Coil | Wasted Spark Coil


Pluto

Help > Product Hardware Description > ECU > Driver Outputs > Ignition Coils >

Pluto_Coils_0

Pluto Coil Wiring

The Pluto ECU was designed with built in coil drivers to minimize cost. It can drive up to 6 coils directly but keep in mind the 6 drivers are shared for injectors as well. Most coils today found on engines has built in drivers to minimize wiring and interference. These coils require a positive charge signal and will spark at negative transition of that signal. The Pluto's coil triggers can be inverted by the software to trigger these coils. Note that a 220 Ohm 5 Watt pull-up resistor will be required on the coil.

See the Sub folders for the different wiring methods.


Coils Only

Help > Product Hardware Description > ECU > Driver Outputs > Ignition Coils > Pluto >

Pluto_Coils_2

Coil Wiring for basic coils

With the Pluto only one coil may be connected to each output. The Pluto use a wasted spark firing algorithm even if single coils are wired for 4 cylinders.


Coils with Build in Drivers

Help > Product Hardware Description > ECU > Driver Outputs > Ignition Coils > Pluto >

Pluto_Coils_1

Coil Wiring for coils with built in drivers

Coils with built in drivers must be connected with a 220 Ohm 5 Watt pull-up resistor on the trigger. The trigger signal must be set to External Coil Driver in the tuning software. This must be done before connecting the 10 way connecter. Single coils is combined so that the two cylinders that move up and down together are tied together. The Pluto use a wasted spark firing algorithm.

Wasted spark coil is connected only one per Pluto driver and up to 6 coils.

Single coils must be combined 2 per Pluto driver and up to 12 coils.


Driver Selection Chart

Help > Product Hardware Description > ECU > Driver Outputs > Ignition Coils > Pluto >

Chart_Pluto_Coils_1

Coils Combination Pluto

Note that on Pluto these drivers are shared with the injector drivers. The coils start from Driver 1 where the injectors start from Driver 6. If either of them take all the drivers it will be a fuel only or a timing only ECU.

Coils | Distributor | 3 Cyl | 4 Cyl | 4 Cyl | Subaru | Subaru | 5 Cyl | 5 Cyl
Coil Comb. | M/Coil | M/Coil | W/S Coil | M/Coil | W/S Coil | M/Coil | W/S Coil | M/Coil
Firing Order |  | 123 | 1342 | 1342 | 1324 | 1324 | 12453 | 12453
DRV 6 |  |  |  |  |  |  |  |
DRV 5 |  |  |  |  |  |  |  | 5
DRV 4 |  |  |  | 2 |  | 4 |  | 4
DRV 3 |  | 3 |  | 4 |  | 2 |  | 3
DRV 2 |  | 2 | 2 & 3 | 3 | 3 & 4 | 3 |  | 2
DRV 1 | 1 | 1 | 1 & 4 | 1 | 1 & 2 | 1 | 12345 | 1
Coils | V6 Cyl | V6 Cyl | V6 Cyl | V6 Cyl | Str 6 Cyl | Str 6 Cyl | V8 Cyl |
Coil Comb. | W/S Coil | M/Coil | W/S Coil | M/Coil | W/S Coil | M/Coil | W/S Coil |
Firing Order | 123456 | 123456 | 142536 | 142536 | 153624 | 153624 | 18436572 |
DRV 6 |  | 6 |  | 6 |  | 4 |  |
DRV 5 |  | 5 |  | 3 |  | 2 |  |
DRV 4 |  | 4 |  | 5 |  | 6 | 3 & 2 |
DRV 3 | 3 & 6 | 3 | 2 & 6 | 2 | 3 & 4 | 3 | 4 & 7 |
DRV 2 | 2 & 5 | 2 | 4 & 3 | 4 | 5 & 2 | 5 | 8 & 5 |
DRV 1 | 1 & 4 | 1 | 1 & 5 | 1 | 1 & 6 | 1 | 1 & 6 |
DRV x | Coil Driver numer x |  |  |  |  |  |  |
M/Coil | Multi Coil - 1 per Cylinder |  |  |  |  |  |  |
W/S Coil | Wasted Spark Coil |  |  |  |  |  |  |


General Purpose Outputs

Help > Product Hardware Description > ECU > Driver Outputs >

Drivers_GPout_1

General Purpose Outputs

The general purpose outputs can be configured to perform several functions required by the installer. These functions can be to control electric cooling fans, shift lights, V-Tech Cams, idle valve control, battery charge warning, economy light etc. to name but a few. Some of these functions will be on/off control while other may be duty cycle control. The drivers are not strong enough to perform certain functions and has to be wired via a relay. Please make sure about the specifications of your product and the correct wiring.

Wiring for a relay.

Note that the power that supply the relay at Pin 86 must be switched by the ECU or the ignition. Always wire the smallest fuse in the main power close to the battery in case of short circuits.

Wiring for direct accessories.

Note that the power that supply the accessories must be switched by the ECU or the ignition.

Wiring for duty cycle controlled inductive loads.

Note that the power that supply the accessories must be switched by the ECU or the ignition. The Free Wheel diode is important to filter out feedback interference and must always be connected with the stripe on the positive wire. If this is wrong it will create a short and damage will occur. See the idling control section on different idle valves and their connections with different products.


Relay Output

Help > Product Hardware Description > ECU > Driver Outputs >

Drivers_Relay_1

Power Relay Wiring

The ECU control the power to all the control hardware via the power relay circuit. These 2 relays act also as safety cutout for the fuel pump in case of no engine RPM signal. When you switch the ignition on the ECU will switch the relay output on for 3 seconds. If the engine is not cranked in that time it will be shut off again. This is to prime the fuel rails. In case of an accident these relays will be shut down in one second after the engine has died. This will stop the fuel pump from pumping fuel in ruptured lines. Do not connect control hardware to other power sources as they will feed back power after the ECU is switched off.

Mechanical Relays

Always use 2 mechanical relays if possible. Use one for injectors and lambda sensor and equipment that draws constant current. This will prevent uneven voltage drops on the line that will case the injectors to open unevenly and fuel mixtures to vary. Use the other relay for coils and fuel pump where little voltage drop does not influence operation. Note the fuels box example in the drawing below. Pin 86 of the relay is tied to ignition power so that they are disconnected when the ignition is off. It is the same power line that power the ECU on the 12 way connector.

Electronic Relay

The electronic relay was designed by Spitronics to eliminate contact wear and be waterproof. It is a solid state product with no moving parts. It can handle current up to 45 Amp and is short circuit protected. You only need one relay as the power handling should be enough. Note that one large fuse before the unit is recommended and the normal fuses for the different circuits. See the drawing below.


Rev Counter

Help > Product Hardware Description > ECU > Driver Outputs >

Drivers_RPM_1

RPM Output for Tachometers

The rev counter output can be used to drive an external rev counter (Tachometer), data logger or Spitronics transmission control unit. This output is a ground square wave signal with a 1K pull-up resistor to 12V. The output of the square wave is adjustable to calibrate external rev counters. See the tuning software for more details. Most digital tachometers or ECU's can be connected directly but there are 3 main types. It is important to know which type you have as the spike circuit could damage the other 2 permanently.

Digital Tachometers

This type can be connected directly on the ECU RPM output.

Magnetic Pickup Tachometers

The type requires a spike circuit that is based around earth. Since the 12 volt square wave only goes to earth it does not trigger the tachometer. In this case a 10uF 25V capacitor can be used to isolate the DC which will generate a 6 volt spike circuit around earth. If you use a polarized cap pot the positive to the ECU side. If their ref wire is 12 Volt you may need to turn the cap around. If you use a non-polarized cap you should be ok both sides. You may need to add a 1K resistor in option 2 for their electronics. In some cases you may require a 1K resistor on both sides as in option 3. You may also need to tweak the capacitance in some cases. There is no fixed circuit that will work with all of them.

HV Spike Tachometers

The type requires a high voltage spike more than 100 volt to operate. The reason is that this type was connected to coil negative. Spitronics manufacture a circuit that uses a relay coil and a high voltage Mossfet to achieve this. Do not use this circuit unless you are absolutely sure the tachometer requires it. You will damage other electronics. Break out the contacts as thy will make a noise.


Fuel Pressure Control

Help > Product Hardware Description > ECU > Driver Outputs >

Fuel_Control_0

Fuel Pressure Control

The Mercury2 ECU has the feature to control fuel pressure by controlling the speed of the fuel pump. This is done with pulse width modulation of the power that is supplied to the fuel pump. In some cases the positive driver of the Mercury2 is strong enough to directly control the fuel pump. But most fuel pumps draw more than 6 amp power at full delivery which will current limit the driver. To remedy this an amplifier is used in the form of the Spitronics electronic relay. The relay is pulsed in then it does all the hard work and protect the ECU. Note that all inductive loads that are pulsed requires the free wheel diode over the power wires. This will divert generated currents back through the inductive loads eliminating electrical interference. Note that cathode or the stripe on the diode must always be on the positive side, otherwise it will act as a short circuit and may damage itself and other components. Always put a fuse inline to protect and as close to the power supply as possible.

Please see all the settings required under the Product Software Description.


Rotor Phasing

Help > Product Hardware Description > ECU >

Rotor_Fazing_0

Setting Distributor Timing and Rotor Fazing

This setup for distributors with rotors requires 2 settings. One is to align the rotor with actual crank degrees and the other is to align the software with the sensor timing. You always align the rotor firs and at 25°BTDC. Once this is done you set the sensor alignment with software under Product Software Description.

Rotor Fazing

Rotor fazing is a mechanical adjustment to ensure that the Rotor is under the relevant high tension pole during the spark generation. If it is not under the pole, the spark will have to bridge the gap in the distributor which will cause less energy at the spark plug. It will also generate interference on the sensors causing erratic misfires. As most cars operate between 14 and 36 °BTDC you must ensure that the Rotor is under the pole during this span. That is why we use 25° to place the Rotor under the Pole. Then it can advance a total of 11 degrees, up to 36° or retard a total of 11 degrees, down to 14° and still have contact between rotor and pole. See Illustration below:

Rotate the engine so that the static timing mark is at 25° BTDC. If the marks does not go that far take the 12° mark and multiply the distance on the pulley or plate by 2. If you are not sure if No 1 piston is on fire, unscrew No 1 plug and blow through a rubber pipe into the cylinder. If no air can be blown into the cylinder then both valves are closed and the piston is on fire stroke. Otherwise turn the crank on full turn to the timing mark and check again. Put the distributor into the hole and ensure that the rotor is positioned under plug wire of piston No 1. If the distributor does not want to go in completely, it may be stuck on the oil pump shaft. Rotate the engine it a bit holding the distributor in place till it mates with the oil pump. Also note that the rotor rotates in one direction as it is inserted. Take it back to the 25° mark. Now turn the distributor till the rotor is exactly under the no 1 pole. Lock the distributor nut properly and ensure that wiring is tied in the correct manner to prevent damage or strain due to engine movement. NB! Do not adjust the distributor again. Rotor fazing is now complete.


ECU Power Supply

Help > Product Hardware Description > ECU >

Mercury_Power_0

Mercury2 Power Supply

The Mercury2 ECU requires 2 power sources to enable it to do its own power management. One source is ignition 12 volt to power the ECU on the 12 way connector for electronics and sensors. This is normally less than 200mA. The ECU then switch on battery power via a relay and feed that back to the 10 way connector to supply the coil drivers etc. with switched power. This is to ensure that it does not overload the ignition circuit and to keep harsh components like ignition coils away from the instrument harness. The ECU will use this battery power to keep itself powered when the ignition is switched off. This allow the ECU to do proper shutdown and save certain values. It could also be for turbo timers is the firmware is developed for that. Note that Pluto does not have power management features.

For this circuit with relays and for Pluto please view the Relay Wiring under Driver Outputs and replace the electronic relay with the 2 mechanical relays.


Fuel Supply

Help > Product Hardware Description > ECU >

Fuel_Supply_0

Fuel Supply

The fuel supply is mostly a basic mechanical system which is not controlled by the ECU except for switching controlling the power of the fuel pump. The Mercury2 does have a fuel pressure control feature which gives the ECU more control over the system.

The basic fuel rail and pressure regulator system.

External Fuel Pump

In this system the fuel pump is supplied from the tank via a petrol filter through a thick pipe ant gravity feed pressures. The pump pressurizes the fuel through the fuel rail with injectors against a fuel pressure regulator. The regulator senses the intake manifold pressure and adjusts the fuel pressure to a set level. This is done by returning the excess pressure and fuel via a return line straight back to the tank. The return fuel also cool the fuel pump. The fuel pump is on full power. Some systems also has a high pressure fuel filter to prevent dirt from entering the injectors.

Internal Fuel Pump

In this system the fuel pump is mounted inside the tank with a sift as a pre filter. The pump pressurizes the fuel via high pressure fuel filter through the fuel rail with injectors against a fuel pressure regulator. The regulator senses the intake manifold pressure and adjusts the fuel pressure to a set level. This is done by returning the excess pressure and fuel via a return line straight back to the tank. The fuel in the tank cool the fuel pump. The fuel pump is on full power. Some systems has the pressure regulator built into the tank and then there is only one fuel line to the fuel rail and injectors.

Pressure controlled Fuel Pump

In this system the fuel pump is mounted inside or outside the tank with a pre filter. The pump pressurizes the fuel via high pressure fuel filter through to the fuel rail and injectors. In the fuel rail a fuel pressure sensor will relay the pressure to the ECU. The ECU will speed control the fuel pump with duty cycle to increase or decrease the pressure. There is no return line or mechanical fuel pressure regulator. The fuel pressure sensor also senses the manifold pressure.

Problems in fuel systems.

The fuel supply line to the pump is too thin. This will cause the fuel pump to such a very low pressure on the inlet. When the fuel becomes hotter it will percolate due to the low pressure. This gas will then activate the pump making the pressure erratic. The gas will then be pressurized and at the injector tip and will displace petrol and cause lean mixtures.

Fuel pump heats up. It could be mounted too close to the exhaust or the pump is too large for the fuel rail system. This will have too little fuel flowing through it and cooling it off. It could be a dirty fuel pressure filter down stream that cause the pump to pump at too high pressures. If the pump is hot it will also cause the fuel to percolate and make gas bubbles. Do not bring the return line to the front of the fuel pump. The fuel must be cooled off in the tank.

Mechanical fuel pressure failure. Inside is diaphragms that could rupture or become soft with heat. Then accuracy may be a factor in cold and hot conditions. The vacuum line to the intake manifold can leak causing pressure differences.

Fuel lines are too this. If the line to the fuel rail is too thin the fuel pressure to drop before it reaches the injectors. If the return line is too thin the fuel pressure regulator cannot regulate properly.

Erratic fuel pressure is usually caused by batch fuelling as all the injector open and close at once. This makes for in accurate fuel supply between the cylinders upstream and downstream.

Fuel pump is noisy and makes uneven sounds. These pumps get damaged by dirt, water and air bubbles. It is good practice to put an inline filter in front of the pump to ensure that dirt does not go through the pump. This will also indicate if air is in the system as most filters are see-through. It may suck in air through the connections.


Mercury2 Basic Wiring Diagrams

Help > Product Hardware Description > ECU >

Drawing_Mercury_0

Mercury2 Basic Wiring Diagrams

The Mercury2 drawings in this sub folders is just basic information drawings and not complete with all variations. Please download the Drawing Manual for more details on specific applications.


M01-P1

Help > Product Hardware Description > ECU > Mercury2 Basic Wiring Diagrams >

Drawing_Mercury_M01_P1


M02-P2

Help > Product Hardware Description > ECU > Mercury2 Basic Wiring Diagrams >

Drawing_Mercury_M02_P2


M03-P3

Help > Product Hardware Description > ECU > Mercury2 Basic Wiring Diagrams >

Drawing_Mercury_M03_P3


M04-P4

Help > Product Hardware Description > ECU > Mercury2 Basic Wiring Diagrams >

Drawing_Mercury_M04_P4


Pluto Basic Wiring Diagrams

Help > Product Hardware Description > ECU >

Drawing_Pluto_0

Pluto Basic Wiring Diagrams

The Pluto drawings in this sub folders is just basic information drawings and not complete with all variations. Please download the Drawing Manual for more details on specific applications.


P01-P1

Help > Product Hardware Description > ECU > Pluto Basic Wiring Diagrams >

Drawing_Pluto_P01_P1


P02-P2

Help > Product Hardware Description > ECU > Pluto Basic Wiring Diagrams >

Drawing_Pluto_P02_P2


P03-P3

Help > Product Hardware Description > ECU > Pluto Basic Wiring Diagrams >

Drawing_Pluto_P03_P3


TCU

Help > Product Hardware Description >

TCU_Hardware_0

TCU Hardware

This Spitronics TCU hardware is continuously developed as electronic components reach the market. The hardware differs in operation and the number of inputs and outputs. Read carefully through the information to see which hardware will be suitable for your application.

Note that certain new products is backwards compatible with older products even if it has better electronics. Some require a minor change on the harness but for the better of the system. This is to give customers with old products peace of mind with backup service. It also let customers upgrade products to new features without having to redo the installation. The TCU was replaced with Neptune and the major difference was that RS232 were discontinued. Then Neptune2 replaced Neptune with a more compact unit and the new style USB connecter.

The Mercury range is a new range with more capabilities than Neptune. It also is epoxy filled. The drivers are all current protected against short circuits. Mecrury2 replaced the Mercury unit with the main difference 4 extra drivers and the new style USB connecter.

Below is a history of the latest products. Hardware that is being discontinued will not be covered in this manual.

TCU - Dicontinued

Mercury - Dicontinued

Mercury2 - In production

Neptune - Dicontinued

Neptune2 - In production

Please read the sub folders for more information on these hardware.


Mercury2 Layout

Help > Product Hardware Description > TCU > TCU Layout >

TCU_Mercury_ 0

Mercury2 Layout

1. Yellow LED - 5 Volt Power on

2. Green1 LED - Multi Function - Normally RPM Pulse

3. Green2 LED - Multi Function - Normally Speed Pulse

4. Red1 LED - Multi Function

5. Red2 LED - Multi Function

6. Coms - Communication Connecter 6 Pin - USB Cable & Programmer

7. P4 - Input and Output Connector 6 Way

8. P1 - Input Connector 12 Way

9. P2 - Positive Output Connector 10 Way

10. P3 - Ground Output Connector 8 Way

11. Mounting Holes 5mm


Mercury2 Connector

Help > Product Hardware Description > TCU > TCU Layout >

Mercury_TCU_Conectors_1

Mercury2 Connector Pin-Outs

Mercury2 Input / Outputs |  |  |  | Mercury2 Input / Outputs
 |  |  |  | Sensor Inputs |  |  | Driver Outputs
12 Way Input |  |  |  |  |  |  |
Up Shift Button | 7 | 1 | Down Shift Button |  | Up Shift Button | Mercury TCU |  | Mode LED
Shifter Select Sw | 8 | 2 | TPS |  | Down Shift Button |  |  | Lockup LED
.+5 Volt Out | 9 | 3 | 4Way Map Select Sw |  | Shifter Select Sw |  |  |
.+12 Volt Ign | 10 | 4 | GND |  | 4Way Map Select Sw |  |  | N1 Ground
Speed Sensor | 11 | 5 | Spare Trigger |  | Speed Sensor |  |  | N2 Ground
RPM Sensor | 12 | 6 | Spare Trigger |  | RPM Sensor |  |  | N3 Ground
 |  |  |  |  | TPS |  |  | N4 Ground
8 Way ECU |  |  |  |  |  |  |  | N5 Ground
Mode LED | 5 | 1 | Lockup LED |  | Spare Trigger |  |  | N6 Ground
N4 Ground | 6 | 2 | N3 Ground |  | Spare Trigger |  |  |
N2 Ground | 7 | 3 | N1 Ground |  |  |  |  | P1 12 Volt
Speed Out | 8 | 4 | GP1 Out |  | POT |  |  | P2 12 Volt
 |  |  |  |  | Spare Analogue |  |  | P3 12 Volt
10 Way TCU |  |  |  |  | Spare Analogue |  |  | P4 12 Volt
P2 12 Volt | 6 | 1 | P1 12 Volt |  |  |  |  | P5 12 Volt
P4 12 Volt | 7 | 2 | P3 12 Volt |  | Programmer 1 |  |  | P6 12 Volt
P6 12 Volt | 8 | 3 | P5 12 Volt |  | Programmer 2 |  |  | P7 12 Volt
Electronic Relay | 9 | 4 | Relay Out |  |  |  |  | P8 12 Volt
.+12 Volt In | 10 | 5 | .+12 Volt In |  | Transmit |  |  |
 |  |  |  |  | Receive |  |  | Relay Out
6 Way |  |  |  |  |  |  |  | Electronic Relay
Spare Analogue | 8 | 1 | GP2 Out |  | .+12 Volt Ign |  |  | GP1 Out
POT | 9 | 2 | Spare Analogue |  | .+12 Volt In |  |  | GP2 Out
.+5 Volt Out | 10 | 3 | GND |  |  |  |  | Speed Out
 |  |  |  |  | GND |  |  |
P5 - 4 Way |  |  |  |  |  |  |  |
N6 Ground | 3 | 1 | N5 Ground |  |  |  |  | .+5 Volt Out
P8 12 Volt | 4 | 2 | P7 12 Volt |  |  |  |  |
Comms - 6 Way USB |  |  |
Programmer 2 | 4 | 1 | Programmer 1 |  |  |  |  |
Receive | 5 | 2 | Transmit |  |  |  |  |
.+5 Volt Out | 6 | 3 | GND |  |  |  |  |


Neptune2 Layout

Help > Product Hardware Description > TCU > TCU Layout >

TCU_Neptune_ 0

Neptune2 Layout

1. Yellow LED - 5 Volt Power on

2. Green LED - Multi Function - Normally RPM Pulse

3. Red LED - Multi Function - Normally Speed Pulse

4. Coms - Communication Connecter 6 Pin - USB Cable & Programmer

5. P1 - Input Connector 12 Way

6. P2 - Positive Output Connector 10 Way

7. Mounting Holes 5mm


Neptune2 Connector

Help > Product Hardware Description > TCU > TCU Layout >

Neptune_Conectors_1

Neptune2 Connector Pin-Outs

Neptune2 Input / Outputs |  |  |  | Neptune2 Input / Outputs
 |  |  |  | Sensor Inputs |  | Driver Outputs
12 Way Input |  |  |
Up Shift Button | 7 | 1 | Down Shift Button | Up Shift Button | Neptune2 TCU |  | Mode LED
Shifter Select Sw | 8 | 2 | TPS | Down Shift Button |  |  | Lockup LED
.+5 Volt Out | 9 | 3 | 4Way Map Select Sw | Shifter Select Sw |  |  |
.+12 Volt Ign | 10 | 4 | GND | 4Way Map Select Sw |  |  |
Speed Sensor | 11 | 5 | Speed Power | Speed Sensor |  |  | Speed Power
RPM Sensor | 12 | 6 | RPM Power | RPM Sensor |  |  | RPM Power
 |  |  |  | TPS |  |  |
10 Way TCU |  |  |  | POT |  |  | P1 12 Volt
P6 12 Volt | 6 | 1 | P5 12 Volt |  |  |  | P2 12 Volt
Speed Out / P4 12 Volt | 7 | 2 | P3 12 Volt | Programmer 1 |  |  | P3 12 Volt
P2 12 Volt | 8 | 3 | P1 12 Volt | Programmer 2 |  |  | P4 12 Volt / Speed Out
.+12 Volt In | 9 | 4 | P7 12 Volt |  |  |  | P5 12 Volt
Mode LED | 10 | 5 | Lockup LED | Transmit |  |  | P6 12 Volt
 |  |  |  | Receive |  |  | P7 12 Volt
6 Way USB |  |  |  |  |  |  |
Programmer 2 (Spare In) | 4 | 1 | Programmer 1 (Spare In) | .+12 Volt Ign |  |  |
Receive | 5 | 2 | Transmit | .+12 Volt In |  |  |
.+5 Volt Out | 6 | 3 | GND |  |  |  |
 |  |  |  | GND |  |  | .+5 Volt Out


Sensor Inputs

Help > Product Hardware Description > TCU >

Sensors_TCU_0

Sensors and Inputs
 Image result for crank trigger sensor

The Spitronics TCU's were designed to read most standard sensors on most transmissions without modification to them. This will ease with installation and costs.

See the sub folders for explanation on each different type.


TPS Sensor

Help > Product Hardware Description > TCU > Sensor Inputs >

Sensor_TCU_TPS_1

Throttle Position Sensor

The throttle position sensor is used by the TCU to determine what the driver's intent is. The TCU will use the TPS, engine RPM and road speed to calculate a shift pattern to use. This sensor is very important and must be a stable signal. Most of the time the TCU will operate side by side to the ECU. The TCU can tap into the signal from the existing TPS or as with Spitronics ECU's there is a yellow wire that is installed in the harness for this signal. Do not connect any supply or earth to existing TPS connections. Just the signal wire is connected. See the drawings on this.

Operation:
The TPS is a variable resistor normally around 5K ohms. The signal voltage varies as the wiper moves. It is connected to 5 volts from the ECU and then the wiper signal will produce a voltage between 0 and 5 volts, proportional to the angle of the throttle plate.

Which Pin is which?
Use a multi-meter set to the 20,000 ohm (20 K) range.

· With throttle closed, find the two pins with the lowest resistance between them. They are C & B. The remaining pin is the 5 V pin A.

· With one probe on the 5 V pin A, find the pin whose resistance changes when the throttle moves. This is the Signal pin B.

· The remaining pin is the earth pin C.

This same route can be used on a four pin throttle position sensor, note that only three of the four pins will be connected or one pin may be a switch to ground or 5 Volt as an idle activation switch. The Spitronics ECU does not require this pin.

Pre-load the Sensor
The sensor has a dead band at either end so it must be rotated slightly to move the wiper into the operating range of the sensor.

Connecting the TCU TPS to an existing ECU TPS sensor.

TPS Sample Pin outs:


RPM Sensor

Help > Product Hardware Description > TCU > Sensor Inputs >

Sensor_RPM_1

RPM Sensors

The RPM sensor for the TCU is important to determine the correct shift pattern. This will keep the engine in its optimum gear at all times. It will also prevent erratic shifting and over-revving of the engine.

The TCU is mostly used together with an ECU so the RPM signal comes from the ECU via a green wire installed in the harness. In some cases the RPM signal is tapped into an existing sensor and some cases is requires a sensor to be installed. The last case is where engines with carburetors and distributors is used. Do not connect the RPM signal to coil negative. It requires a signal converter board to filter out the high voltage. The RPM signal can be any pulse that is equivalent to engine RPM. The signal can sense a bolt on the alternator etc. the pulses can be adjusted up to 60 pulses per engine revolution.

There are three types of sensors. The Inductive sensor, Optic sensor and Hall type sensor. The inductive sensor is a coil wound over a magnet. The teeth of a gear will disturb the magnetic field and that will generate a voltage spike over the 2 wires. Hall and optic sensors both give a square wave output and are treated exactly the same. They have electronic components in the sensor which convert the signals to square wave. The Hall sensor uses magnetic field where optic uses infrared light. In both cases a beam is broken and detected.

Operation of an inductive sensor:
The inductive sensor generates a voltage between the coil wires when the magnetic field strength is changed by a tooth passing the sensors. The sensor must be wired for a Falling waveform, this is best determined using an oscilloscope. The output voltage amplitude increases with increased RPM. The output voltage amplitude also depends on the gap between the sensor and the Tooth. The Minimum acceptable output voltage under cranking conditions is 3v.

Testing an Inductive Sensor:
Inductive sensors has a wired coil with a magnet. The sensor either has two or three wires from which the third wire is not connected to the coil. The sensor coil resistance may vary from 150ohm to 1200ohm. Multi meter polarity will not change the coil resistance reading. A multi meter switched to AC voltage can be used to test the sensor polarity without an oscilloscope. Connect the wires from the coil to the multi meter and move a metal object to the sensor. Look closely at the polarity indicator, if it indicates positive when moving closer and negative when moving away from the sensor then the red wire of your meter is on the positive of the sensor and the black wire of your meter is on the ground of the sensor.

Operation of a Hall Effect Sensor:
Hall sensors use a magnetic field effect to switch between a low voltage (usually 0 V) and a high voltage (5 V or 12 V) to form a 'square wave'. Both the rising and falling edges are valid reference points for the ECU input.

Testing a Hall Effect Sensor:

Hall Effect sensors normally have three wires. A supply wire (5v + or 12v +), an earth wire and a signal out. This sensor is equipped with electronic components that require power to operate. Incorrect connections will cause damage to the sensor. First test for resistance on all the pins and swop the test leads around to make sure it is not an inductive sensor. Put the multi meter on diode test and measure voltage drop over the pins. You should get a voltage drop between 0.5v and 1.9v. This is an indication that it is a Hall Effect sensor.

Now take two 1k ohm resistors and tie one end of each to 12v +. This will ensure that if you connect the supply wrong the sensor will not be damaged. Connect ground to the one sensor pin and the two resistors onto the remaining two pins. Connect the multi meter black wire for the remainder of this test. Connect the multi meter red wire onto any of the other pins. Now move a metal object to the sensor or in the gap and away. If the signal varies between 0v and 12v then this pin might be the sensor signal output. Now put the red wire on the other pin and repeat the metal process. The voltage should not change, but might be less than 12v due to the drop over the resistor. If so then this is the supply pin.

Now change the earth pin to the next and repeat the process. Note that you may get a similar reaction if you have the earth and signal pins swopped, the pin that reacts most to the iron pulse is the signal and the other the earth.

Remember this is a guideline to black box testing and not a failsafe operation.


Speed Sensor

Help > Product Hardware Description > TCU > Sensor Inputs >

Sensor_Speed_1

Speed Sensors

The Speed sensor for the TCU is important to determine the correct shift pattern. This will keep the engine in its optimum gear at all times. It will also prevent erratic shifting and over-revving of the engine.

The Speed sensor is normally situated at the tail piece of the transmission. In 4x4 vehicles it is at the back of the transfer case. If there is no sensor available for the TCU, it may be tapped into an existing sensor and some cases a sensor can be installed to sense the prop-shaft bolts. The speed signal can be any pulse that is equivalent to prop-shaft rotation. The pulses can be adjusted up to 60 pulses per engine revolution.

There are three types of sensors. The Inductive sensor, Optic sensor and Hall type sensor. The inductive sensor is a coil wound over a magnet. The teeth of a gear will disturb the magnetic field and that will generate a voltage spike over the 2 wires. Hall and optic sensors both give a square wave output and are treated exactly the same. They have electronic components in the sensor which convert the signals to square wave. The Hall sensor uses magnetic field where optic uses infrared light. In both cases a beam is broken and detected.

Operation of an inductive sensor:
The inductive sensor generates a voltage between the coil wires when the magnetic field strength is changed by a tooth passing the sensors. The sensor must be wired for a Falling waveform, this is best determined using an oscilloscope. The output voltage amplitude increases with increased RPM. The output voltage amplitude also depends on the gap between the sensor and the Tooth. The Minimum acceptable output voltage under cranking conditions is 3v.

Testing an Inductive Sensor:
Inductive sensors has a wired coil with a magnet. The sensor either has two or three wires from which the third wire is not connected to the coil. The sensor coil resistance may vary from 150ohm to 1200ohm. Multi meter polarity will not change the coil resistance reading. A multi meter switched to AC voltage can be used to test the sensor polarity without an oscilloscope. Connect the wires from the coil to the multi meter and move a metal object to the sensor. Look closely at the polarity indicator, if it indicates positive when moving closer and negative when moving away from the sensor then the red wire of your meter is on the positive of the sensor and the black wire of your meter is on the ground of the sensor.

Operation of a Hall Effect Sensor:
Hall sensors use a magnetic field effect to switch between a low voltage (usually 0 V) and a high voltage (5 V or 12 V) to form a 'square wave'. Both the rising and falling edges are valid reference points for the ECU input.

Testing a Hall Effect Sensor:

Hall Effect sensors normally have three wires. A supply wire (5v + or 12v +), an earth wire and a signal out. This sensor is equipped with electronic components that require power to operate. Incorrect connections will cause damage to the sensor. First test for resistance on all the pins and swop the test leads around to make sure it is not an inductive sensor. Put the multi meter on diode test and measure voltage drop over the pins. You should get a voltage drop between 0.5v and 1.9v. This is an indication that it is a Hall Effect sensor.

Now take two 1k ohm resistors and tie one end of each to 12v +. This will ensure that if you connect the supply wrong the sensor will not be damaged. Connect ground to the one sensor pin and the two resistors onto the remaining two pins. Connect the multi meter black wire for the remainder of this test. Connect the multi meter red wire onto any of the other pins. Now move a metal object to the sensor or in the gap and away. If the signal varies between 0v and 12v then this pin might be the sensor signal output. Now put the red wire on the other pin and repeat the metal process. The voltage should not change, but might be less than 12v due to the drop over the resistor. If so then this is the supply pin.

Now change the earth pin to the next and repeat the process. Note that you may get a similar reaction if you have the earth and signal pins swopped, the pin that reacts most to the iron pulse is the signal and the other the earth.

Remember this is a guideline to black box testing and not a failsafe operation.


Shifter Sensor

Help > Product Hardware Description > TCU > Sensor Inputs >

Sensor_Shifter_1

Shifter Sensors

The Shifter sensor is important for the TCU to put the correct shift pattern on the solenoids for other positions than forward gears. It also tells the TCU which gear may not be exceeded. For example if the shifter is in position 2, the TCU will not shift above 2nd gear unless it is allowed in that position.

The Shifter sensor is normally situated on the transmission where the shifter lever enters. Some transmissions do not have this sensor and it may be situated in the shifter itself. Other transmissions has hydraulic switches inside the transmission. If there is no sensor available you may connect the sensor wire to the reverse light or a reverse ground switch. The TCU must know when it is in reverse to prevent shifting forward gears.

There are different types of sensors. Some shifter sensors may be analogue and some may be digital. The TCU requires an analogue signal that is calibrated. If it is a digital sensor, Spitronics has a converter board that convert the signal to analogue.

Spitronics Shifter sensor:
The sensor in the Spitronics shifter convert the digital position switch to analog resistance by a series of resistors with progressive values. The TCU will measure the resistance and then calculate in which position it is.

GM Shifter sensors:
The transmissions have pressure switches that connects to oil channels inside. The switch pattern indicates in which position the lever is situated. Spitronics has a converter board with resistors to convert this digital pattern to an analog signal. The drawing below is for the 5L40E.


Map Selection Switch

Help > Product Hardware Description > TCU > Sensor Inputs >

Sensor_Map_1

Map Selection Switch

The TCU can save up to 4 different maps with a Map selections switch. This switch can be calibrated in the software. It is also a digital switch that is converted to analog signal with resistors.


Oil Temperature Sensor

Help > Product Hardware Description > TCU > Sensor Inputs >

Sensor_Oil_1

Oil Temperature Sensor

The Mercury2 TCU can sense the transmission oil temperature and make line pressure adjustment accordingly. This will ensure the shifting is smooth even if the transmission is still cold. The sensor is situated inside the transmission and the pins is connected to the main connector. The sensor is also a NTC resistor as is water and air sensors. On the Mercury2 there are two inputs for different values of the NTC sensor. One is a 2K input and the other a 10K input. Depending on the type of sensor the wiring diagram will indicate the correct one to wire.

Note that Neptune2 does not have temperature sensor control.


Tiptronic Buttons

Help > Product Hardware Description > TCU > Sensor Inputs >

Sensor_Tiptronic_1

Tiptronic Switches

Each TCU has the ability to wire 2 switches for Tiptronic functions. When the Map is set to operate in Tiptronic mode, these buttons will give the driver the option to shift the transmission manually to his command.

There are a couple of variations to the buttons but all wire in the same connections on the TCU. Please view the relevant drawings for that.


Driver Outputs

Help > Product Hardware Description > TCU >

Drivers_TCU_0

TCU Drivers

The Spitronics TCU's were designed to drive most standard solenoids found in transmissions directly. Some are On/Off solenoids that is switched with 12V DC and other are control solenoids that is pulsed with a Duty cycle pulse. The control solenoids normally has a lower resistance and is never controlled at 100% duty cycle. Other drivers are used for dashboard LED's and Speedometers.

See the sub folders for explanation on each different type.


Shift Solenoids

Help > Product Hardware Description > TCU > Driver Outputs >

Drivers_Shift_1

Shift Solenoids

These solenoids are normally On/Off solenoids and they are switched on with 12V DC. In some cases they may be earthed inside the transmission so the TCU must switch 12 volt out to switch them on. Other cases may be the common wire comes out of the transmission. In this case the TCU can switch ground signal and the common wire is tied to positive 12 volt via a power relay. Neptune2 have only positive drivers where Mercury2 has positive and negative drivers.

These solenoids normally are high impedance 10 to 20 ohm and draw around 1 Amp current. The transmission my use a couple of these solenoids in different combinations to achieve the different gears.


Control Solenoids

Help > Product Hardware Description > TCU > Driver Outputs >

Drivers_Control_1

Control Solenoids

These solenoids are normally duty controlled solenoids. In most cases the common wire comes out of the transmission. In this case the TCU can switch ground signal and the common wire is tied to positive 12 volt via a power relay. It could also be the other way round. Neptune2 have only positive drivers where Mercury2 has positive and negative drivers.

These solenoids normally are low impedance 3 to 6 ohm and draw around 2 - 3 Amp current. The transmission my use a couple of these solenoids to control all kinds of pressures. The Line pressure on most transmissions is duty controlled according to TPS positions. The Lockup clutch on most transmissions is also duty controlled for smooth shifting. Some transmissions have shift control solenoids that help with smooth shifting.

The control solenoids require a free-wheel diode to filter out back flow voltage spikes. See the two different way to connect the diode.

See the specific wiring diagrams for connections of these solenoids.


Speedometer Output

Help > Product Hardware Description > TCU > Driver Outputs >

Drivers_Speed_0

Speedometer Output for Instrument Cluster

The Speed output can be used to drive an external speedometer or data logger. This output is a square wave signal and is adjustable to calibrate external speedometers. See the tuning software for more details.

See the sub folders on how to connect Mercury2 or Neptune2 to these speedometers.


Mercury2

Help > Product Hardware Description > TCU > Driver Outputs > Speedometer Output >

Drivers_Speed_1

Mercury2 Speedometer Wiring

The Mercury2 output is a ground square wave signal with a 1K pull-up resistor to 12V. Most digital speedometers can be connected directly but there are 2 main types.

Digital Speedometers

This type can be connected directly on the ECU Speed output.

Magnetic Pickup Speedometers

The type requires a spike circuit that is based around earth. Since the 12 volt square wave only goes to earth it does not trigger the speedometers. In this case a 10uF 25V capacitor can be used to isolate the DC which will generate a 6 volt spike circuit around earth. If you use a polarized cap pot the positive to the TCU side. If their ref wire is 12 Volt you may need to turn the cap around. If you use a non-polarized cap you should be ok both sides. You may need to add a 1K resistor in option 2 for their electronics. In some cases you may require a 1K resistor on both sides as in option 3. You may also need to tweak the capacitance in some cases. There is no fixed circuit that will work with all of them.


Neptune2

Help > Product Hardware Description > TCU > Driver Outputs > Speedometer Output >

Drivers_Speed_2

Neptune2 Speedometer Wiring

The Neptune2 output is a positive square wave signal that has to be pull-down with a 1K resistor to ground. Most digital speedometers can be connected directly but there are 2 main types.

Digital Speedometers

This type can be connected directly on the ECU Speed output.

Magnetic Pickup Speedometers

The type requires a spike circuit that is based around earth. Since the 12 volt square wave only goes to earth it does not trigger the speedometers. In this case a 10uF 25V capacitor can be used to isolate the DC which will generate a 6 volt spike circuit around earth. If you use a polarized cap pot the positive to the TCU side. If their ref wire is 12 Volt you may need to turn the cap around. If you use a non-polarized cap you should be ok both sides. You may need to add a 1K resistor in option 2 for their electronics. In some cases you may require a 1K resistor on both sides as in option 3. You may also need to tweak the capacitance in some cases. There is no fixed circuit that will work with all of them.


Vehicle Specific Special Instructions & Plug Pinouts

Help > Product Hardware Description >


Lexus 1uz-fe vvt-i

Help > Product Hardware Description > Vehicle Specific Special Instructions & Plug Pinouts >

Lexus 1UZ-FE VVTI Special instructions

The intake flap
is controlled by firmware as there is not a set of input settings in the software. This is done according to the Toyota manual. The flap will be powered or activated whenever the RPM's are between 2500 and 4900 regardless of throttle position. It will also be powered if the throttle is less than 60% depressed regardless of RPM. Said in another way, the flap will not be powered at over 60% throttle and at lower than 2500 RPM or higher than 4900 RPM. This output is on GP2 and gives a ground signal. The other end is connected to 12 volt relay power.

The VVTI Cams
is retarded when the RPM's is within the low and high limit of GP2 settings and the throttle is pressed more than the V-Tech TPS value. Said in another way, the cams is in advance position whenever the throttle is pressed less than the V-Tech TPS value, or the RPM's is outside the low and high limit of GP2 settings. Inj 5 and Inj 6 drivers are used to control the cams with duty cycle. For now it is used in open loop control and is either in fully advanced or fully retarded position. The cam sensors are wired in for loop control and firmware to control it is under development. GP 2 settings will not affect the GP2 output for the intake flap.

Micro Fuel Relay
driver is connected on Coils 6 driver. When the micro fuel injector is activated, this Coil 6 output will switch on activation an external electronic driver that powers up the duel set of injectors. The drive signal of these injectors is connected with the drive signal of the primary injectors. Not that this driver is shared with the idle valve firmware but micro fuel will take priority on the driver. That means if micro fuel Injector Ration Adjust has a value greater than 0 in the idle valve firmware will be disabled.

Fuel Pump Control
driver Coil 5 is share with the Duel idle valve but the fuel pump firmware will take priority. That means if Fuel Pressure senor is selected then the idle Dual Idle Valve firmware will be disabled.

Valve Idle Control
is connected on Coil 6 driver for a single coil valve and also Coil 5 for a dual coil idle valve.


Spitronics Simulator

Help > Product Hardware Description >


Introduction

Help > Product Hardware Description > Spitronics Simulator >
Introduction

The Spitronics Simulator is a diagnostic tool designed to help you test Spitronics products. The Spitronics simulator is compatible with:

- Spitronics ECU's; EMU, TITAN, VENUS and MERCURY
- TCU's; TITAN, NEPTUNE and MERCURY
- Firing modules; F10, F11 and all newer modules
- Idle control; TYPE 1 and 2
- Selective non Spitronics management units with the correct harness for the simulator.

Please read through the manual to make sure you follow the correct setup requirements.


Hardware Setup

Help > Product Hardware Description > Spitronics Simulator >
Hardware Setup
Important!
The ECU is automatically grounded through the 12 way connector, do not apply a separate ground to the unit, unless testing an old EMU or a TITAN TCU

Power is supplied to the simulator through the MERC01 cable that is supplied with every simulator.

Connecting Instructions
1. Connect the red connector of the simulator to 12V positive and the black connecter to negative.
2. Connect the power harness (MERC01) and connect the correct harness for the unit you want to connect (e.g. if you want to test a MERCURY then you connect the MERC02 Cable).
3. Connect the unit (MERCURY, VENUS etc.).
4. Make sure the green power (PWR) LED on the simulator comes on when power is applied. Also the units LED's will switch on and this will signify that the unit is powered up

Inputs and Outputs

LED Indicators
The LED's will indicate all simulated outputs:

Relay = Fuel Relay
E-Relay = Electronic Relay

 Coil5 = Coil Driver 5
Coil6 = Coil Driver 6
Coil3 = Coil
Driver 3
Coil4 = Coil Driver 4
Coil1 = Coil
Driver 1
Coil2 = Coil Driver 2

GPO1 = General Purpose Output 1
RPM = RPM Output

Inj1 = Injector Driver 1
Inj2 = Injector Driver 2
Inj3 = Injector Driver 3
Inj4 = Injector Driver 4
Inj5 = Injector Driver 5
Inj6 = Injector Driver 6
 GPO2 = General Purpose Output 2
 PWR = Power
TRIG = Trigger

Turning Knobs
The Turning knobs simulates all inputs:

TPS = Throttle Position Sensor
RPM = Engine Revolutions per minute
POT = Potentiometer
Cam1 = Cam Sensor Degrees
MAP = Manifold Absolute Pressure Sensor
Cam2 = Cam Sensor Degrees
Altitude = Altitude Pressure Sensor
Speed = Road Speed
Water = Water Temp Sensor
Lambda = Exhaust Gas Sensor
Air = Air Temp Sensor
Fuel Pressure = Fuel Pressure Sensor

Up and Down Buttons
These two buttons are mainly for TCU testing to simulate the up and down shift buttons. This buttons are connected to the DB37 and can be used for other purposes as well.

Program Button
The program button is not only there to program the simulator into the correct program, it can be used to change the RPM speed to simulate high and low speeds as well as removing RPM from the unit to test startup or fuel relay. If the simulator is set on 0 RPM and the power is removed for a very short time and put back on again the PRM's will still be 0 and the unit will switch the fuel relay driver on and then off again if there is still no RPM to simulate fuel pump prime when the key is turned on.


Connectors

Help > Product Hardware Description > Spitronics Simulator >

Connectors

DB37
The DB37 connector connects to the MERC and VEN harnesses that will connect to the specific unit you want to test.

DB9
The DB9 connector connects to your programmer so you can update your simulator's firmware if there are new features available. Be sure to never upload incorrect firmware into the simulator as it will lock the internal processor. Once the processor is locked the simulator will have to be sent back to Spitronics to be repaired.

6Way
The 6Way connecter is for the MERC01 harness to give power to the simulator. There may be extras in the future.


Signal Simulating

Help > Product Hardware Description > Spitronics Simulator >

Signal Simulating
The simulator is capable of simulating more than 30 different triggers; Crank and TDC (Top Dead Center) position sensors as well as two Cam sensors. The simulator program can be changed via the program button located on the simulator

Changing Programs
Note:
When programming the Simulator, two rapid flashes signifies a zero

Switch the simulator off
Hold the button in while turning the power on to enter program mode.
Release the button and press once, the green trigger LED will flash indicating the current mode of the simulator. If the simulator is in the correct mode and do not want to change the mode, simply just switch the power off and on again to retain that mode.
Enter the new program: press the program button on the simulator to enter a program

Note:
Press the button 5 times in succession to enter a zero in the first character. Press the button 10 times to enter a zero in the second character.

Example1: To enter program 09 to simulate a 36-1 trigger, enter a zero by pressing the button 5 times, when the simulator will confirm a zero by flashing back twice fast, enter a 9 by pressing the button 9 times, the simulator will then flash the program back at you to confirm the correct program. The simulator is now in program 09.

Example2: To enter program 12 to simulate a 60-2 trigger, enter a 1 by pressing the button once, when the simulator has confirmed a 1 by flashing back once, enter a 2 by pressing the program button twice, the simulator will then flash the program back to confirm the correct program. The simulator is now in program 12.

Switch the simulator power off and on again to apply the changes.

Programming the Simulator
The simulator firmware can be updated as new versions are released. In most cases the new firmware will activate more triggers to be simulated.

Important!
Do not attempt upload any non-simulator related firmware onto the simulator, the simulator may be damaged and will have to be sent back to Spitronics to be repaired.


Simulator Harness Configurations

Help > Product Hardware Description > Spitronics Simulator >
Simulator Harness

Note
The simulator has a series of different harnesses for different applications, make sure to use the correct harness.

MERC01
MERC01 is a standard harness that comes with every simulator and it supplies power to the simulator. It's got a positive (red) wire and a negative (black) wire.

MERC02
MERC02 is a standard harness that comes with every simulator. It is specific for testing a MERCURY ECU.

MERC03
MERC03 is an optional extra harness that has to be bought separately. It is specific for testing a MERCURY TCU.

MERC04
MERC04 is an optional extra harness that has to be bought separately. It is specific for testing an idle control.

MERC05
MERC05 is an optional extra harness that has to be bought separately. It is specific for testing a firing module.

VEN01
VEN01 is an optional extra harness that has to be bought separately. It is specific for testing a VENUS ECU.

VEN02
VEN02 is an optional extra harness that has to be bought separately. It is specific for testing a NEPTUNE TCU.


Trigger Table / Program Numbers

Help > Product Hardware Description > Spitronics Simulator >
Trigger Table

Crank Gears

Program 01
8-1 Gear - 16 Pulse/Rpm,
(8 Teeth Crank Pulse with 1 Tooth Slot)

Program 02 1
 2-1 Gear - 12 Pulse/Rpm
( 11 Teeth Crank Pulse with 1 Tooth Slot)

Program 03
12+1 Gear - 60 Pulse/Rpm - Magnetic, 12 Teeth Crank Pulse with 1 TDC Tooth

Program 04
12+Home Gear -12 Pulse/Rpm,
(1. 12 Tooth Crank Pulse)
(2. 1 Tooth Cam Home Pulse)

Program 05
18-1 Gear - 18 Pulse/Rpm
(1. 17 Teeth Crank Pulse with 1 Tooth Slot)

Program 06
24-1 - 24 Pulse/Rpm - Magnetic
(1. 23 Teeth Crank Pulse with 1 Tooth Slot)

Program 07
24-2 Gear - 24 Pulse/Rpm
(1. 22 Teeth Crank Pulse with 2 Tooth Slot)

Program 08
30-2 Gear - 30 Pulse/Rpm
(1. 28 Teeth Crank Pulse with 2 Tooth Slot)

Program 09
36-1 Gear - 36 Pulse/Rpm
(1. 35 Teeth Crank Pulse with 1 Tooth Slot)

Program 10
36-2 Gear - 36 Pulse/Rpm
(1. 34 Teeth Crank Pulse with 2 Tooth Slot)

Program 11
60-1 Gear - 60 Pulse/Rpm
(1. 59 Teeth Crank Pulse with 1 Tooth Slot)

Program 12
60-2 Gear - 60 Pulse/Rpm
(1. 58 Teeth Crank Pulse with 2 Tooth Slot)

Program 13
Suzuki 3Cyl 36-4 Gear - 36 Pulse/Rpm
(1. 36 Teeth Crank Pulse with 2x2 Tooth Slots)

Program 14
Colt V6 - 18 Pulse/Rpm - Hall Sensors
(1. 3 Pulse Crank Gear)
(2. 4 Pulse ID Cam Gear (3 Small 1 Large)

Program 15
Subaru 6&7 Tooth - 36 Pulse/Rpm
(1. 6 Pulse Crank Gear "Weird 6 Tooth")
(2. 7 Pulse Cam Gear "Weird 7 Tooth")

Program 16
Subaru 36-6 Gear Pulse/Rpm
(1. 30 Teeth Crank Pulse with 3x2 Tooth Slots)

Program 17
Mazda 4+Home - 8 Pulse/Rpm
(1. 4 Tooth Crank Gear)
(2. 1 Tooth Cam Home Pulse)

Program 18
Fiat 4Cyl 1.8L 16V 6&3 - 36 Pulse/Rpm - Magnetic Crank Hall Cam
(1. 6 Tooth Crank Gear)
(2. 3 Tooth Cam Home Pulse - 1 Small 2 Large)?

Distributors

Program 30 TEST Program
(1. Crank Pulse)
(2. TDC Pulse)
(3. Cam1 Pulse)
(4. Cam2 Pulse)

Program 31
24+TDC - 12 Pulse/Rpm
(1. 24 Teeth Distributor Pulse)
(2. TDC Distributor Pulse)

Program 32
Nissan 4Cyl - 30 Pulse/Rpm - Hall Sensors
(1. 4 x Progressive Slots Smaller)

Program 33
Nissan 6Cyl - 45 Pulse/Rpm - Hall Sensors
(1. 6 x Progressive Slots Smaller)

Program 34
Nissan V8 - 45 Pulse/Rpm - Hall Sensors
(1. 4 x Progressive Slots Smaller + 4 x Intermediate Pulses)

Program 35
Ford Slots 8Cyl - 60 Pulse/Rpm - Hall Sensors
(1. 8 Slots 1 Large 7 Small (Positive Edge))
(Channel 2 Inverted (Negative Edge))

Program 36
Daewoo Matiz 60-6 30 Pulse/Rpm - Magnetic
(1. 60-2-2-2 Distributor Pulse)
(2. Home Pulse)

Program 37
Honda 4Cyl - 12 Pulse/Rpm - Hall Sensors
(1. 4 Slots)
(2. 1 Pulse Home)

Program 38
Hyundai 4Cyl 16 Valve 1600 18 Pulse/Rpm - Hall Sensors
(1. 4 Pulse Timing)
(2. 2 Pulse TDC)

Program 39
Mazda 4Cyl 12 Pulse/Rpm - Hall Sensors
(1. 4 Pulse Distributer)
(2. 2 Pulse Home)

Program 40
Alfa 4Cyl - 76 Pulse/Rpm - Hall Sensors
(1. 4 Slots - First 2 Large then 2 Small)

Program 41
Spitronics 4 Slots - 12 Pulse/Rpm - Hall Sensors
(1. 4 Slots - 1 Large 3 Small)

Program 42
Spitronics 6Cyl - 45 Pulse/Rpm - Optic
(1. 6 Slots 1 Large 5 Small)

Program 43
Nissan SR20 4Cyl - 12 Pulse/Rpm - Hall Sensors
(1. 4 Slots)
(2. 1 Pulse Home)


Product Software Desciption

Help >

Product_Software_0 Ver 3

Product Software Description

These controller products like ECU, TCU, Cam and Boost controllers all require tuning software to set up the different parameters and compensation graphs. These programs run in galaxy under applications or plugins. This chapter explain each program in detail.

See the sub folders for further explanation.


Galaxy Software Basics

Help > Product Software Desciption >

Galaxy_Software_0 Ver 3

Galaxy Software

The Galaxy Software is used to configure settings on devices. To obtain and install Galaxy, please refer to our Galaxy Installation Guide which can be downloaded from the Spitronics website (http://www.spitronics.com). Navigate to 'Downloads' → 'Tuning Software' → 'Galaxy Ver 3' → 'Galaxy Install Guide.pdf'. Click here to download this file directly.

After downloading the software you can access the help files, which will guide you on using Galaxy, by clicking on the Help [image] button in the toolbar.


Applications

Help > Product Software Desciption >

P0_M0_0 Ver 3

Applications

This part of the software is where the main software of all the products are executed from. Galaxy will detect which device is connected and then open the relevant application lik ECU or TCU and also the correct version of the software.

See the sub folders for explanations.


ECU

Help > Product Software Desciption > Applications >

P0_M0_0 Ver 3.3

Application ECU

This ECU software is generic to all Spitronics ECU's. The hardware differs in features and the number of inputs and outputs. If a feature is not used, it will be blanked out so that the tuner cannot access it. Read carefully through the information to see which feature is specific to the hardware you purchased.

Note that this Ver 3 Software is also designed to work with our older products. The hardware may be discontinued but the firmware can be upgraded to accommodate newer features that were developed at a later stage. Also note that for Venus and Titan only a few popular firmware programs were developed. Always browse the website under Firmware for each product to see if the required firmware is supported for it.

Titan - Hardware Discontinued

Venus - Hardware Discontinued

Venus Duel Map Racing - Hardware Discontinued

Mercury - Hardware Discontinued

Pluto - In production

Mercury2 - In production


Software Main Screen

Help > Product Software Desciption > Applications > ECU >

P0_M0_0 Ver 3.3

Main Software Screen

The explanations is done further in the manual under specific descriptions.

To start Galaxy click the [image] icon on the desktop.

Click on Applications and ECU

The main Galaxy ECU screen is divided into many sections namely:

Galaxy and product versions

Galaxy tool bar and shortcut icons - These are common between different products.

Product Page buttons - These are specific to each product.

Main screen or tuning pallet - This is where all information or product setup or tuning graphs are displayed and tuned.

Real time analog values for each sensor in the product is displayed here.

Status bar where all information around the product is displayed.


Toolbar

Toolbar Shortcut Buttons

Close Galaxy
 Connect / Disconnect ECU
 Refresh USB connections
 Upload data map to PC
 Open Event viewer
 Open Galaxy Settings
 Open Live updater
 Open map file
 Save current map file onto PC
 Save current map file onto ECU

Open and Save a Map directly to Device
 Close Current Map file
 Password protect map file
 Cascade open windows
 Tile open windows vertically
 Tile open windows horizontally
 Minimise all open windows
 Show error codes
 Clear error codes
 Open Galaxy assistant
 Open request support
 Open Distributor Login
 About Galaxy
 Open Galaxy help file
 Close ECU application
 Enable or disable poll timer
 Show or hide live values


View Selection

ECU Information
 Keyboard Shortcuts
 ECU Settings
 Graph Timing Map
 Graph Injection Map
 Lambda Correction Map
 Engine Temperature & Air Temperature Correction Maps
 Battery Voltage Correction Map
 Fuel Pump Control Map
 Ignition Timing Matrix Map
 Fuel Injection Matrix Map
 Show / Hide All Maps
 Easy Tune Selection
 Activate / De activate Auto follow
 Activate / De activate Mouse function
 ECU Flash Memory indication. When green the memory is up to date and when yellow the memory has not yet been updated.


Real Time Display

The Real Time Display is the live status displays of all the current analogue input and output parameters for quick and easy reference.

Lambda
Lambda millivolt input. Note the Lambda value is not displayed in AFR.

MAP
Current Manifold absolute pressure in BAR. 1 BAR (14psi) is ambient pressure at sea level. The MAP sensor will read the vacuum pulled by the engine and boost pressure on a charged applicaiton.

Injector
This is the current injector time in Milli seconds (MS). This is the actual amount of time that the injectors are open, not duty cycle.

Duty
Fuel Injector Duty cycle displayed in percentage. It is the amount of time a fuel injector is energized or on during an engine cycle (intake, compression, combustion and exhaust). If the duty cycle exceeds 95% consider replacing the fuel injectors with a bigger size.

TPS
Throttle position input in percentage. If the TPS has been calibrated it should read from 0% to 100% when the throttle is opened.

RPM
Engine revolutions per minute

Timing
This is the current Ignition angle before top dead centre (BTDC). Setting the ignition timing, so that the spark is initiated before top-dead-center, is necessary because of the time delay before the explosion reaches maximum force. The objective is to ensure the piston has begun its downward (power) stroke as the expanding gases reach their maximum pressure.

Water
Water temperature in degrees celcius. A temperature difference of 1 degree celcius is the equivalent of a temperature difference 1.8° Fahrenheit.

Air
Air temperature in degrees celcius. A temperature difference of 1 degree celcius is the equivalent of a temperature difference 1.8° Fahrenheit.

Battery
ECU voltage input from power source

Altitude
Current Altitude pressure in BAR. 1 BAR (14psi) is ambient pressure at sea level.

Fuel Pressure
Current fuel pressure in BAR

POT
Multi function pot input in percentage.


Status Bar

Displays if a data map has been opened

ECU flash memory indication, when green the memory is up to date and when yellow the memory has not yet been updated

Indicates an existing connection

Displays an successful save of the flash memory

Error count indicator with the last known error


Device Information

Help > Product Software Desciption > Applications > TCU >

P1_M0_0 Ver 3.3

Device Version and Information

The device information screen displays vital information regarding the Spitronics Product that has been connected. Note that Firmware is the program that is loaded into the hardware to make the electronic unit operate in a specific way. This is normally a HEX file which is loaded into the product by a debug programmer. Software is the tuning interface that runs on the computer and it is used to tune the product's parameters.

Serial Number

This is a unique number assigned to each product. It is saved on maps and recognized by the database on its status etc.

Hardware release

Displays which type of device has been connected to the Galaxy software. In this case and a Mercury2 electronic control unit.

Hardware class

Displays the Hardware class of the product that has been connected to the Galaxy software. The hardware class will determine which firmware can be uploaded onto the product. This feature allows the unit to open certain or all functions of the electronics. Note that the amount of features determine the price of the unit. This feature can be changed over the internet to allow for remote upgrades of the unit. The hardware classes are as follows;

1. Micro

2. Basic

3. Standard

4. Intermediate

5. Advance

6. Ultimate

Product Release

The product release section displays the function of the device connected. Eg, Engine control unit, Transmission Control unit etc. The Mercury2 hardware can be used with different firmware to control different applications. It will also indicate to the software which application to open like ECU or TCU etc.

Firmware Class

Displays the class of the firmware that has been downloaded onto the device. Each program supplied will have a certain firmware class according to the features used on it. You may load any firmware for a specific product into the Mercury2 as long as the firmware does not outrank the hardware class. The firmware classes are as follows;

1. Micro

2. Basic

3. Standard

4. Intermediate

5. Advance

6. Ultimate

Program Number

Displays the current firmware program that has been uploaded onto the device. The program is identified by a number and description. See the firmware list of programs for the ECU.

Protocol Version

Displays the current protocol version number between the firmware and the PC software. This must be the same for the hardware and software to communicate. The firmware will indicate to the software which version program to open.

Firmware Version

Displays the sub version of the current firmware that has been uploaded onto the device. It is an alphabetic number and has no effect on the protocol version used. This version is used when corrective firmware is released. Always use the latest version available.

Program Restriction

Displays the Firmware number which the ECU is locked to. If it says No Restriction it means that any Mercury2 program can be programmed into the unit. provided it does not outrank the hardware class. If there is a number, it means the Mercury2 is locked to a specific program and only that program may be loaded onto the unit. This is for sponsored or specials which was approved by the manufacturer.

On the top bar you will find the product software version. Note that version 3.2 will be standard with the Firmware version 3.2.

The first 3 is version 3 PC Software.

The second 2 is the protocol version between the PC software and the firmware. When new features are programmed into the unit, this protocol version will change in the PC software and in the Firmware.

The .6 at the end is a sub version and has no effect on the firmware. This version will indicate corrective or improved PC software.


Shortcut Keys

Help > Product Software Desciption > Applications > ECU >

P2_M0_0 Ver 3.3

Shortcut Keys

The shortcut keys section is a quick reference to all the shortcut keys available in the Galaxy software.


Setup

Help > Product Software Desciption > Applications > ECU >

P0_M0_0 Ver 3.3

Setup

This is the Setup of all the parameters in the ECU.

See the sub folders for explanations.


Engine Settings

Help > Product Software Desciption > Applications > ECU > Setup >

P3_M1_0 Ver 3.3

Engine Settings

See the sub folders for explanations.


Map Information

Help > Product Software Desciption > Applications > ECU > Setup > Engine Settings >

P3_M1_A Ver 3.3

MAP Information

The Map information screen, Name Model and Engine, contains info for the ECU application for a specific vehicle. This helps the tuner to recognize previous work and tuning data. It is saved in the ECU and also in PC maps. It does not affect any tuning on the engine.

Map Number- The firmware consists of 2 maps for different fuel setups or tuning algorithms. This is only an indication and the map cannot be forced on this page. This block is updated when the ECU is switched on. If no selection switch is connected, the ECU will default to Map 1. Note that the maps cannot be changed during engine running. The power of the ECU has to be cycled for the new Map to be loaded.

Dual Map Selection The map selection is determined by the Dual Map Selection switch. Note that this block varies depending on the product used. For Mercury2 and Venus there are no specific input dedicated to the Map switch. On Mercury2 you may select between Cam 2, Fuel Pressure input and Altitude input to be used for the Map selection switch. Depending on which input is not used for its specific tasks. On Venus it is the TDC input that is used for the Map switch if available. Pluto has a dedicated input and this whole block will be blanked out. This switch is read at startup and the map cannot be changed during running. The ECU power has to be switched of first to effect the selection and then the switch will determine on which map the ECU will start. If the driver want to change maps he simply through the switch and switch the ECU off and on again. Then if it started on map 2, the Map No will indicate 2 when the software is restarted. Press the upload button [image] to read the new map information. See the wiring diagrams for info on the different connections.

NB!! Note that the fuel sensor input requires a 1K pull-up resistor to 5V and not 12 Volt. This may damage the processor.


Engine Configuration

Help > Product Software Desciption > Applications > ECU > Setup > Engine Settings >

P3_M1_B Ver 3.3

Engine Configuration

Cylinders - Most ECU firmware will lock this selection for a specific number of cylinders. Other firmware like the standard unit will open this dropdown menu for the tuner to decide for which engine it is required.

Map Teeth (Gear Type Trigger Only) - This setting is used to synchronize at which the crank angle degrees the manifold vacuum should be sampled. This is very useful for engines with individual throttle bodies or engines with long duration camshafts, (big valve overlaps) that has poor vacuum signal at low RPM's. This setting can be adjusted up to 180° of engine rotation after TDC. If it is a 36-1 gear as in this example, then 9 teeth will result in 90° after TDC. Start at 90° after TDC and adjust the teeth more or less at idling till the best vacuum signal is achieved. Hint. Test what is the maximum number of teeth allowed to adjust with the arrows, and then start in the middle. With throttle bodies you connect the Map sensor only to piston no 1 or its counterpart that move in the same degrees. Do not use a common vacuum rail.

Map sensor - Spitronics have a selection of 4 Map Sensors to choose from. 1.1 Bar, 2.5 Bar, 3.0 Bar and 4.0 Bar. Select the one that is supplied with the ECU. The most popular one is 2.5 Bar.

Map Range - Here the tuner will select the pressure range that the engine has to perform under. The ECU allow the user to use a turbo sensor and use it for normal aspirated applications. If you engine is normal aspirated select 1.1 Bar. If it has a turbo choose a value of 0.1 Bar higher that your max boost value. Remember that the boost is added to 1 Bar atmospheric pressure. For ex the engine is required to run at 0.8 Bar boost, select 1.9 Bar. This means at sea level you can run 0.8 Bar boost without running the tuning pressure off the scale. Leaving too large unused scale will reduce valuable tuning space and not use the injector potential to its fullest.

RPM Range - This setting is used to adjust the scales of the RPM tuning graphs to the engine max RPM. If you use a higher value you will reduce valuable tuning load sites.

Two Stroke - This Setting will select 2 or 4 stroke to correct the injector duty % indication bar. If it is on 4 stroke the injector time is calculated over 2 RPM's while on 2 stroke the injector time is calculated over 1 RPM. For example 10 milliseconds on 4 stoke means that the injector will inject 5 milliseconds each RPM to make up 10 milliseconds. While on 2 stroke 10 milliseconds will inject the full 10 milliseconds each RPM. If you have an engine that does not rev high and the injectors is too small you may put it on 2 stroke to double the injector time. Note however the injector duty % during tuning must not go over 100% as this will occur at a lower RPM. 85% Max is a recommended maximum duty cycle as the injector may stay open after that.

Rotary Engine - This block is checked when rotary firmware is loaded into the ECU. It is only an indication for the Rotary Firmware. There will an additional trailing degrees timing map in this firmware.

Engine Shutdown - The tuner may choose how he wants his engine to shut down. Fuel first means that the ECU will run normally but stop injecting fuel. This will let the spark burn the last fuel till the engine stops without any fuel on the pistons. That is handy for rotaries where the injectors is far from the intake valve. It may sound as if the engine keeps going for a moment after switched off. Fuel & Spark cuts both immediately when the key is turned off. There may be unburned fuel on the pistons but the engine dies immediately.


General Purpose Outputs

Help > Product Software Desciption > Applications > ECU > Setup > Engine Settings >

P3_M1_C Ver 3.3

General Purpose Outputs

There are two general purpose GP outputs to configure for several different functions. These outputs can be configured to use the analogue signals and switch a relay on or off when certain limits have been reached.

Example: RPM for a shift light, RPM or TPS to switch nitrous on, Water temperature to control a fan relay etc.

The appropriate limit values are set in the min and max blocks. For example for a shift light select RPM and set the minimum value at 5000 and maximum at 8000. The light will switch on at 5100 RPM's and switch off at 8100 RPM's. If the min value is smaller than the max value, the relay will switch on between the limits and off outside the limits. If the minimum value is higher than the max value, the relay will switch off between the limits and on outside the limits.

Note also that the relay will switch on or off at the set value +/- 1 increment. For the above example the relay will switch on at 5100 and off at 8100 when the RPM's increase, and on at 7900 and off at 4900 when the RPM's decrease. This means that if an analogue value hovers around a limit, there is a two increment dead band that ensures that the relay is not erratic.

Note! that on GP 1 the water temp works different from all the other logics. The output will go on when Max + 1 is reached and go off when Min - 1 is reached. This is to allow the tuner to set a dead band value for the fan to start and stop. This will prevent the fan from start and stopping too much.

Note! If you don't use these outputs, select off so that valuable processor time can be saved. On certain firmware these outputs will be disabled as their drivers may be used in the application. These outputs source 2A to ground. For larger currents use a relay externally. See the drawings.

The following values may be set for the different conditions:

RPM - RPM/min 100rpm increments

Vacuum - pressure 0.1 Bar increments

TPS - percentage at 1% increments

Water temperature - degrees at 1°C increments

Air temperature - degrees at 1°C increments

POT value - percentage at 1% increments

Battery voltage - voltage 0.1volt increments

Altitude - pressure 0.01 Bar increments

Fuel pressure - pressure 0.1 Bar increments

VTech TPS

On GP2 the V-Tech TPS value and RPM selection can be implemented together for V-Tech cams or NOS solenoids. To use this feature select RPM an put a value in the V-Tech block. When the TPS value is below the set point in the V-Tech block, the relay will not switch on. When the TPS value it is above the set point, then the relay will be on between the 2 RPM limits. If you want to use the RPM output for a shift light or other feature put a value of 0 in the V-Tech block. Then the TPS part will be disabled.

Pulses/RPM

This feature is used for Rev counter calibration. You can adjust the number of pulses per revolution for the rev counter output. This is handy for engine conversions. On some engines you may enter 0 which will then divert the trigger signal on the RPM output. This is handy if the standard ECU is still live and doing other functions in the car. Then it requires its original trigger sensor.

This GP Values is used on certain firmware to achieve certain functions. See the specific instructions for that engine type.

For more detail on the settings see the sub folders.


General Purpose Output 1

Help > Product Software Desciption > Applications > ECU > Setup > Engine Settings > General Purpose Outputs >

P3_M1_C1 Ver 3.3

General Purpose Output 1

When the output is not in use, not used will be selected.

GPO 1 RPM
The output will switch on at the min RPM and off again when the max RPM has been reached.

Used for:
Variable cam timing activation
Intake manifold flap control
Shift light

GPO 1 Vacuum
The output will switch on at the min BAR and off again when the max BAR has been reached.

Used for:
Water methanol injection activation
Intercooler water sprayers
Maximum boost light activation

GPO 1 TPS
The output will switch on at the min TPS % and off again when the max TPS % has been reached.

Used for:
Full throttle switch on nitrous activation.
Supercharger clutch engagement

GPO 1 Water Temperature
The output will switch on at the highest temperature and off again when the lowest temperature has been reached. Note the Min / Max values.

Used for:
Radiator fan thermomatic control
Radiator water sprayer activation

GPO 1 Air Temperature
The output will switch on at the min temperature and off again when the max temperature has been reached..

Used for:
Intercooler fan thermomatic control
Intercooler water sprayer activation

GPO 1 Pot Value
The output will switch on at the min pot % and off again when the max pot % has been reached..

Used for:
Pot position activation

GPO 1 Battery Voltage
The output will switch on at the min Battery voltage and off again when the max Battery voltage has been reached..

Used for:
Battery voltage warning light activation

GPO 1 Altitude
The output will switch on at the min altitude BAR and off again when the max altitude BAR has been reached..

Used for:
High altitude warning light activation

GPO 1 Fuel Pressure
The output will switch on at the min Fuel pressure BAR and off again when the max Fuel pressure BAR has been reached..

Used for:
Low fuel pressure warning light activation


General Purpose Output 2

Help > Product Software Desciption > Applications > ECU > Setup > Engine Settings > General Purpose Outputs >

P3_M1_C2 Ver 3.3

General Purpose Output 2

When the output is not in use, not used will be selected

GPO 2 RPM
The output will switch on at the min RPM if the TPS Percentage is above the V-tec TPS value and off again when the max RPM has been reached or if the TPS goes below the V-tec TPS value.

Used for:
Variable cam timing activation
Intake manifold flap control
Nitrous activation

GPO 2 Vacuum
The output will switch on at the min BAR and off again when the max BAR has been reached.

Used for:
Water methanol injection activation
Intercooler water sprayers
Maximum boost light activation

GPO 2 TPS
The output will switch on at the min TPS % and off again when the max TPS % has been reached.

Used for:
Full throttle switch on nitrous activation.
Supercharger clutch engagement

GPO 2 Water Temperature
The output will switch on at the Min temperature and off again when the Max temperature has been reached.

Used for:
Radiator water sprayer activation
Water temperature warning light activation

GPO 2 Air Temperature
The output will switch on at the min temperature and off again when the max temperature has been reached..

Used for:
Intercooler fan thermomatic control
Intercooler water sprayer activation

GPO 2 Pot Value
The output will switch on at the min pot % and off again when the max pot % has been reached..

Used for:
Pot position activation

GPO 2 Battery Voltage
The output will switch on at the min Battery voltage and off again when the max Battery voltage has been reached..

Used for:
Battery voltage warning light activation

GPO 2 Altitude
The output will switch on at the min altitude BAR and off again when the max altitude BAR has been reached..

Used for:
High altitude warning light activation

GPO 2 Fuel Pressure
The output will switch on at the min Fuel pressure BAR and off again when the max Fuel pressure BAR has been reached..

Used for:
Low fuel pressure warning light activation


Timing Settings

See the sub folders for explanations.


Timing Configuration

Help > Product Software Desciption > Applications > ECU > Setup > Timing Settings >

P3_M2_A Ver 3.3

Timing Configuration

Maximum trailing - this is the max timing allowed on rotary engines, that the trailing spark plugs may be delayed after the leading spark plugs.

Maximum Timing - this is the max timing allowed in degrees by all the timing maps combined. If the graphs are tuned for more degrees it will be limited by this value.

Minimum coil time - 2ms to 5ms. This is the minimum charge time which the tuner can select. The ECU will vary the charge time automatically according to vacuum load from the minimum to the maximum value. It can be adjusted in 0.1 millisecond intervals. A 2.0 milliseconds is a preferred starting value.

Maximum coil time - 2ms to 5ms. This is the maximum charge time in milliseconds which the tuner can select. The ECU will vary the charge time automatically according to vacuum load from the minimum to the maximum value. If the ECU temperature heats up, it is a result of too large charge times. It can be adjusted in 0.1 millisecond intervals. A 3.5 milliseconds is a preferred starting value. During cold starting this value is used till the engine reaches 60°C. Thereafter spark control will commence.

Vacuum Timing Split - this value sets the RPM split between the Low & High Vacuum Timing maps. This value is selected about 500 to 1000 RPM's above idling.

Altitude comp. - this value sets the timing advance ratio for every 1000 meter above sea level. A value of 3 means that the timing will be advanced by 6 degrees at 2000 meter above sea level. If you tune the vehicle at a higher altitude make sure this value is set. Then when the driver descend to lower altitude the ECU will retard the timing automatically.


Timing Calculation

Help > Product Software Desciption > Applications > ECU > Setup > Timing Settings >

P3_M2_B Ver 3.3

Timing Calculation

This block will allow the tuner to choose how he wants to set up timing for this engine. Each of these methods will be discussed in detail under the tuning chapter further in the manual.

Graph MAP

This is for standard engines with a good vacuum signal and allow for easy tuning in the street.

Graph MAP+TPS

This is for standard engines with a poor vacuum signal at low RPM's and still allow for easy tuning in the street. The ECU will use the TPS signal to calculate a MAP signal at low RPM's when there is no or little vacuum. It is used for engines where the vacuum signal is correct above 1500RPM's.

Matrix MAP

This is for standard engines with a good vacuum signal and allows for easy dyno tuning.

Matrix TPS

This is for normal aspirated engines with poor vacuum signal or throttle bodies and allows for easy dyno tuning. Note that is recommended to add the altitude sensor to compensate for altitude pressure changes. TPS versus RPM does not compensate for pressure changes.

Graph MAP + Matrix TPS

This is for turbo racing engines with a good or poor vacuum signal and allows for easy dyno tuning. Note that is recommended to add the altitude sensor to compensate for altitude pressure changes in the TPS matrix. Here the normal aspirated tuning is done on the matrix and the boost timing tuning is done on the vacuum timing graph.


Crank angle sensor

Help > Product Software Desciption > Applications > ECU > Setup > Timing Settings >

P3_M2_C Ver 3.3

Crank Angle Sensor

This block is used to indicate to the ECU exactly where TDC is situated on all the different type of trigger sensors. This will synchronize software timing with the actual spark timing.

On gear type trigger wheels the Gear Teeth will indicate to the ECU how many teeth after the slot is TDC. The Timing Sensor will do finer adjustments to precisely set the timing between the teeth.

For Example if you put the engine of a 60-2 trigger wheel on TDC, you may count the number of teeth from the slot anti clockwise to the pickup sensor plus the one just past the sensor. Then you may adjust the Timing Sensor from 0 to 9 degrees to precisely align the timing light to the tuning software.

Eg. With the engine running match the timing as close as possible by using the Gear teeth setting. The ECU reads 10' advance, but you see 12' advance on the engine. The Timing sensor 'BTDC will now be adjusted to accommodate the difference which is 2. With the Timing sensor adjusted the Timing light and the ECU should now be matched.

Important:
When using a Advance / Retard timing light on a wasted spark system the timing light will double the timing. So if the timing light reads 20' advance, the actual ignition timing is 10' advance.

On single event triggers you will find that gear teeth is not adjustable only the degrees between the triggers. On a 4Cyl Nissan for example it may be adjusted to 180 degrees.


Coil Combination

Help > Product Software Desciption > Applications > ECU > Setup > Timing Settings >

P3_M2_D Ver 3.3

Coil Configuration

This block indicates or select the type of coil combinations used by the firmware. Some firmware programs will allow the user to select between the different coil combinations on his engine. Note if you have an intermediate or lower hardware class ECU you may not select wasted spark or coil per cylinder. Most coil per cylinder engines is fired by wasted spark and then split by the external driver to single coil drivers. The ECU's with internal drivers can fire single coils for 4 Cylinder engines. Note that this is firmware specific so see the wiring diagrams for connections.

The combo files can be loaded into intermediate an advance ECU's. In an intermediate ECU only the single Distributer option will be available. In an advance ECU the tuner my select between single and wasted spark.

Note! On the Rotary programs the tuner may select between coil per cylinder or wasted spark. If the engine has the three coil setup where the leading spark plugs are on a wasted spark coil and the trailing are on coil per cylinder, set this value on wasted spark, and connect the two leading coil trigger wires together on the wasted spark coil negative. Then the charge time for the leadings will combine without overlapping and destroying the coil. Note that on high RPM's the leading spark will become weaker due to less time available to charge the coil. It has to charge twice per revolution. The trailing however have twice as much time available so the spark will be stronger. It has to charge once per revolution.

Dual Distributor
Two ignition coil outputs will be activated and phased to run a dual distributor system
Eg. Lexus 1uz-fe

Single Distributor
Only one ignition coil output will be activated and phased to run a single distributor

Wasted Spark
Coil outputs equal to half the cylinders will be activated to run a wasted spark ignition coil.
Eg. Opel Corsa C

Coil per cylinder
Coil outputs equal to the amount of cylinders will be activated to coil per cylinder.
Eg. BMW e46 m3


Coil Driver Selection

Help > Product Software Desciption > Applications > ECU > Setup > Timing Settings >

P3_M2_E Ver 3.3

Coil Driver Selection

This block select the type of coil driver used by the ECU. If it has internal coil drivers like Titan Venus and Pluto, the installer may choose to select Internal or External drivers. The Mercury2 unit does not have internal drivers so it is set up default to External configuration and this block will be hidden.

Internal is for coils with no electronic drivers. They have a resistance of around 0.8 Ohm and must be protected by the ECU from overcharging. Charging occur between 2 and 5 milliseconds and currents around 6 Amp is normally maximum. These coils normally have two wires and occasionally a screen ground for the iron core or one point of the high voltage side.

External is for coils that have built in electronics and requires only a trigger pulse to charge and discharge the coil. In this case there may be a 220 Ohm 10 Watt pull-up resistor required. This is due to the internal driver that can only source a ground signal. The F10 firing modules from Spitronics has these pull-up resistors built in. These coils normally have 3 or more wires. Ground, 12 volt power and trigger pulse. Most of them also has a misfire detection wire for the standard ECU.

It is very important to do this selection before the coils are connected and powered up. This is due to an inverted trigger pulse between the 2 options. If you have it wrong it may destroy the driver and / or ECU. Therefore this block needs to be typed in to change.

Note that this setting may be different if engine maps are loaded into the ECU. The software will prompt you before loading the map. Please read the instruction before selecting Yes or No.


Injector Settings

Help > Product Software Desciption > Applications > ECU > Setup >

P3_M3_0 Ver 3.3

Injector Settings

See the sub folders for explanations.


Fuel Configuration

Help > Product Software Desciption > Applications > ECU > Setup > Injector Settings >

P3_M3_A Ver 3.3

Fuel Configuration

Start enrichment - this value is set in milliseconds and this enrichment is added to the calculated fuel the moment when the engine has started. It will then be phased out in a few revolutions. This will enrich the mixture till the engine runs stable.

Maximum Fueling - this value is set in milliseconds for the max injector time allowed to your engine during running. For four-stroke engines this value is calculated by the time it takes for 2 crank revolutions at maximum RPM. For two-stroke engines this value will be calculated over one revolution. The calculation is for 4 stroke at 7000RPM is seconds=60 * 2 / Max RPM=120/7000 = 0.017 = 17 milliseconds. For a 2 stroke it at 7000RPM is seconds=60 / Max RPM = 60/7000 = 0.085 = 8.5 milliseconds. Now the recommended injector time is 85% of that value which result in 14 and 7 milliseconds respectably. If your duty cycle of the injectors at full load max RPM reaches over 85% you may have to go for larger injectors or increase the fuel pressure to maximum safe pressures.

Start Prime Pulse - This setting in milliseconds is the initial fuel that will be squirted in the engine to ease starting. It is only injected once the engine start to crank and not when the ignition is switched on. Half of this value will be squirted every time the fuel pedal is pressed more than 20%. This feature is handy on very cold days for starting. If the engine is flooded you may keep the pedal fully pressed to the floor while cranking. This will tell the ECU to cut injectors and only provide spark. Once the engine starts release the pedal and then injection will commence.

Idle Cut-off TPS - This setting is used for the idle control. The ECU will not control the idle motor if the TPS value is above this value. It would however raise the RPM whenever the engine RPM falls below the set point under idle control. It is also used for TPS blending. See the chapter for Graph MAP + TPS fueling.

Vacuum Fuel Cut off & RPM Fuel Cut off - This feature is useful in town and downhill driving and will save fuel. It will let the engine run against compression as you are decelerating. It will also prevent flaming in the exhaust during accelerator blip. When the MAP sensor value is below this setting and the engine RPM is above this setting, the injectors will be cut.

There is a dead band feature built into these settings to prevent jerking when cruising close to the parameters. If you can feel a jerk when the feature is activated or deactivated, adjust these settings till it change over smoothly.

Injection Teeth - This feature adjusts the start injection degrees. It is only available on gear type triggers as low as 12 teeth per revolution. Normally for split sequential injection should be at 180° ATDC or bottom deck. For full sequential it is TDC or top deck. Put the engine on the degrees where you want to start injection. Count the number of teeth from the slot or missing teeth in the gear, in an anti-clockwise direction, to the sensor. If the pickup is in the slot imagine the tooth there and count it as well. Even if it is 60. The firmware will move injection in the slot to the closest teeth as this is not as critical as spark timing. You may during tuning change this value to see if you get better atomization and performance increase.

Degrees per tooth.
36 teeth trigger wheel - 10' per tooth
60 teeth trigger wheel - 6' per tooth

TPS Gain -This setting will adjust the rate at which the TPS sensor will move the MAP bar to the right of the graph during TPS Blending mode. This will simulate a MAP signal and the gain adjustment will produce the right amount of fuel during pull-off. See tuning further in the manual.


Accelerator Pump

Help > Product Software Desciption > Applications > ECU > Setup > Injector Settings >

P3_M3_B Ver 3.3

Accelerator Pump

Accelerator Pump
The accelerator pump setting is used to richen the fuel mixture when accelerating to avoid flat spots or bog. Here you can select not to use it, use either the TPS or MAP or both signals.

Enrichment %
This is a percentage of fuel that will be added momentarily when the accelerator pump is activated. The base value of the Maximum Fuel Value is used. If your max fuel value is 20 milliseconds and you set 50%, then a value of 10 milliseconds per injection cycle is used. Not that if you have the split sequential algorithm then 5 milliseconds per stroke will be used. In most cases 40% is sufficient. This value is also compensated with the water temperature graph value.

Sensitivity
The activation sensitivity can be adjusted from 1 to 10. The lower the value, the more sensitive the accelerator pump will be. If the accelerator pump is set too sensitive it will activate randomly and cause the vehicle to over fuel. Rather keep the activation sensitivity as high as possible to avoid this from happening.

Max RPM
This is the maximum RPM that the pump settings will be active. At high RPM you do not need an accelerator pump. A standard is 1500 to 2200 RPM. If a value was initiated before this limit was reached it will finish the decay cycle.

Strokes
This is the number of engine firing strokes that the fuel must be applied and decayed over the amount of cycles. If it is a 4 cylinder engine, a value 0f 8 will inject 4 full revolutions of fuel. There are two firing strokes per revolution. If it was a 6 cylinder engine, a value 0f 12 will inject 4 full revolutions of fuel. Always tune for the lowest value to eliminate flat spots. If a value of example 10 is selected it means that the enrichment amount will be decayed by a tenth every cycle till the tenth stroke.


Injection Type

Help > Product Software Desciption > Applications > ECU > Setup > Injector Settings >

P3_M3_C Ver 3.3

Injection Type

This setting will allow different methods of fuel injection. The firmware in the ECU will blank out the methods that is not adjustable.

Batch Injection will pulse all the injectors for all the cylinders at the same time.

Split Batch Injection will pulse two sets of injectors 180° apart from each other.

Split Sequential Injection will pulse two injectors per driver together for the two cylinders that move at the crank degrees. It will follow the sequence of the firing order. There may be 2 to 6 drivers in the sequence. The injector will pulse once per RPM and the injection time on the software will be divided in two. With other words for each RPM half the fuel is injected.

Full Sequential Injection will pulse one injector per driver in the same sequence as the firing order. The injector will pulse once every two RPM's and it will inject all the fuel in one squirt. Here a cam pulse or home signal is required if you need to sink the injectors with a certain stroke one the engine. If there is no home pulse it will still do full sequential injections but the stroke it will inject is not guaranteed. Note that when you crank the engine it will crank in split sequential mode till starting. This feature is not available for ECU's with too little drivers. Make sure there are firmware developed for your engine.


Throttle Selection

Help > Product Software Desciption > Applications > ECU > Setup > Injector Settings >

P3_M3_D Ver 3.3

Throttle Selection

This setting will select if the MAP sensor is read twice per RPM on single throttle plenum or once per two RPM's when there is vacuum on multiple throttles. Note that with multiple throttles only vacuum of cylinder 1 or the piston that moves with it is used. Also make sure that the throttles is perfectly balanced as vacuum differences between them will result in un even mixtures as the ECU only measures one of them. Also note that this selection may have a little flat spot as the MAP signal is read in 2 RPM's but it can be tuned out with the accelerator pump feature.


Fuel Calculation

Help > Product Software Desciption > Applications > ECU > Setup > Injector Settings >

P3_M3_E Ver 3.3

Fuel Calculation

This block will allow the tuner to choose how he wants to set up fueling for this engine. Each of these methods will be discussed in detail under the tuning chapter further in the manual.

Graph MAPThis is for standard engines with a good vacuum signal and allow for easy tuning in the street.

Graph MAP+TPS

This is for standard engines with a poor vacuum signal at low RPM's and still allow for easy tuning in the street. The ECU will use the TPS signal to calculate a MAP signal at low RPM's when there is no or little vacuum. It is used for engines where the vacuum signal is correct above 1500RPM's.

Matrix MAP

This is for standard engines with a good vacuum signal and allows for easy dyno tuning.

Matrix TPS

This is for normal aspirated engines with poor vacuum signal or throttle bodies and allows for easy dyno tuning. Note that is recommended to add the altitude sensor to compensate for altitude pressure changes. TPS versus RPM does not compensate for pressure changes.

Graph MAP + Matrix TPS

This is for turbo racing engines with a good or poor vacuum signal and allows for easy dyno tuning. Note that is recommended to add the altitude sensor to compensate for altitude pressure changes in the TPS matrix. Here the normal aspirated tuning is done on the matrix and the boost fueling tuning is done on the vacuum fuel graph.


Sensor Settings

Help > Product Software Desciption > Applications > ECU > Setup >

P3_M4_0 Ver 3.3

Sensor Settings

See the sub folders for explanations.


Active Sensors

Help > Product Software Desciption > Applications > ECU > Setup > Sensor Settings >

P3_M4_A Ver 3.3

Active Sensors

This block let the tuner select the different sensors that are to be used for his application. Not all the sensors are used but each one has different features that makes the engine perform at its best. If a sensor is not used, leave the block unchecked. This will free up valuable processor time. Also make sure the wiring to that sensor is properly isolated as there is power on the leads that could short circuit, damaging the ECU as a result. Some of the sensors cannot be altered or will be forced on by the firmware.

Calibration
 Some of the inputs can be calibrated by clicking on the calibrate button. This allows for a wider range of sensor to be used and calibrated in the software.

See the sub folders for explanations.


TPS

Help > Product Software Desciption > Applications > ECU > Setup > Sensor Settings > Active Sensors >

P3_M4_A Ver 3.3

TPS Sensor

This sensor indicate to the ECU what the driver's intent is. It is also used for many features in the ECU. Such as fueling, accelerator pump, idling control, fuel cutoff, cam control, automatic transmission control etc. It is possible to control the engine without this sensor but with limited drivability. So if there is one on the engine rather connect it. If not, deselect the check box. For the ECU to operate correctly this sensor needs to be calibrated. Note that when pressing the throttle while calibrating, the Fuel Prime function may squirt some petrol on the cylinders. You may disconnect the 8 and 10 way connectors to that none of these functions will have an effect.

Click on the calibrate [image] button left of the TPS check box and do the following procedure:

The TPS value must increase with throttle depression. If it is decreasing, click on Polarity to select Negative. This feature is normally used where the original ECU is still connected and wiring cannot be altered. In this case you connect only the ECU TPS signal wire to their signal wire. Do not connect the ground or 5 volt signal wires but isolate them to prevent shorts. Now click the Calibrate button. The current TPS value will be written into the two blocks Min and Max.

Press the fuel pedal in completely and release the pedal completely. The Min and Max values will be indicate the range of the TPS. Click the Save button. You may now test the TPS signal by pressing the pedal in and releasing it. The TPS real time value should operate from 0 to 100%. Then click on the Save to ECU [image] button to make the changes permanent.


MAP

Help > Product Software Desciption > Applications > ECU > Setup > Sensor Settings > Active Sensors >

P3_M4_A Ver 3.3

MAP Sensor

This sensor measures the MAP (Mean Absolute Pressure) in the intake plenum. This is the main sensor that the ECU use to calculate the fuel amount to inject in an engine. This sensor does have its shortcomings when it comes to engines with overlap cams where the intake vacuum falls away at low RPM's. Then the ECU need to rely on other type sensors like TPS or Mass volume in conjunction to air temperature, altitude and RPM's. For multiple throttles this sensor also is in adequate but there is a few tricks that the ECU can do to remedy this. See the tuning chapter.

The Filtered checkbox can be used to smooth an erratic map sensor signal. It will average the current sample with the last sample. The down fall is that it may create a minor flat spot under blip conditions. This need to be corrected with the accelerator pump feature.

The sensor do need to be set up correctly by selecting the Type and range under Engine Configurations.

If the sensor is not used uncheck it to free up valuable processor time.

age one of the ECU's.


Water Temperature

Help > Product Software Desciption > Applications > ECU > Setup > Sensor Settings > Active Sensors >

P3_M4_A Ver 3.3

Water Temperature

The water temperature sensor is used mainly for cold start compensation with fuel and spark timing. There is however a couple of functions that do compensate with this signal like idle control, accelerator pump, prime pulse etc. Neglecting to wire it in may result in the engine not being drivable when it is cold. It is a 2K NTC (Negative Temperature Co efficient) resistor. It is the popular sensor under most engine manufacturers. It has a fixed calibration curve which is programmed in the firmware and it cannot be altered. It can however be slightly calibrated by giving it an offset percentage. The normal setting is 100%. Click on the calibrate [image] button left of the Water sensor check box.

Reduce or increase the value to slightly shift the reading value. Do this at the critical temperature for instance where the fan must come on or off. If the error is large you may need to replace it or get the correct sensor.

These sensors are measured at 25°C with an ohm meter to see which type it is. If you have the wrong type you may need to change the sensor to a 2K sensor. Save to ECU [image] button to make the changes permanent.


Air Temperature

Help > Product Software Desciption > Applications > ECU > Setup > Sensor Settings > Active Sensors >

P3_M4_A Ver 3.3

Air Temperature

The Air temperature sensor is used to compensate with fuel and spark timing for density changes in warm or cold air. Neglecting to wire it in may result in the engine detonating when it is Hot. It is a 10K NTC (Negative Temperature Co efficient) resistor. This sensor deviates plenty between manufacturers so it is difficult to cater for all types. It has a fixed calibration curve which is programmed in the firmware and it cannot be altered. It can however be slightly calibrated by giving it an offset percentage. The normal setting is 100%. Click on the calibrate [image] button left of the Air sensor check box.

Reduce or increase the value to slightly shift the reading value. Do this at the critical temperature for instance where the engine is at running temperature. If the error is large you may need to replace it or get the correct sensor.

These sensors are measured at 25°C with an ohm meter to see which type it is. If you have the wrong type you may need to change the sensor to a 10K sensor. Save to ECU [image] button to make the changes permanent.


Fuel Pump Control

Help > Product Software Desciption > Applications > ECU > Fuel Pressure Graph >

P3_M4_A Ver 3.3

Fuel Pressure

The Mercury2 ECU has the ability to control fuel pressure by speed controlling the fuel pump with Pulse Width Modulation. This is achieved by pulsing the driver at 300 Hz, with a required duty cycle and then measuring the actual fuel pressure with an electronic pressure sensor. The duty cycle is then adjusted to reach the required fuel pressure in loop control. At startup for the first time disconnect the 8 and 10 way connecters till you have set the control up properly. Reason is that the ECU may start the pump at full pressure and damage the lines.

This advantage of this feature is that the ECU can compensate for pressure fluctuations as this will vary the fuel amount going through the injector. It also eliminates the need for a fuel pressure regulator and return line to the tank. It can also compensate for turbo engines to increase fuel pressure above manifold pressures.

There are a few requirements to ensure stability of the fuel pressure. The fuel pressure sensor must be mounted higher than the fuel line where it is connected. The pipe must go downwards from the sensor to the fuel line. This will ensure a pocket of air between the sensor and fuel which will suit as a damping effect and isolate the sensor from the fuel to enhance reliability. Use high quality fuel hoses and clamp them properly to the sensor and fuel line. The ECU does have shutdown protection should the pipe come off and pressure signal falls below a certain level. There will however spill petrol as the pump has momentum and the one way valve will prevent the fuel in the rail to return to the tank. This fuel is under pressure so it will spill at the severed line. Do not mount the fuel pump close to the exhaust as it will heat up and the fuel will percolate. The air pockets will cause the cavitation in the pump resulting in erratic pressure. This air bubbles can only be perched through the injectors which also result in incorrect mixtures.

To use this feature proceed with the following steps. Start by switching the sensor on. Click on show graph.

Click the calibrate [image] button and type in 100. Click OK. If you have an accurate fuel pressure gauge or a different fuel pressure sensor you may calibrate it with this value. It is a percentage correction which allow only for range calibration. That means calibrate it at the working pressure. The sensors supplied are calibrated according to the manufacturer signal specs.

Now set up the following parameters.

Type in the Fuel sensor value that you are using. They come in 4 Bar Map, 5.5 Bar Differential pressure, and 7 Bar Map. The most popular sensor is the 5.5Bar. Note that the low pressure side of the sensor must be tied to the intake manifold pressure just as a normal fuel pressure regulator. This sensor will automatically compensate for the intake manifold pressure.

The fuel pressure real-time bar will also be scaled to this maximum.

Fuel Control sensitivity will adjust the how the ECU will react to pressure changes. Fast or slow reaction will control the pressure range. 1 is for the fastest reaction. If it is set on too fast the fuel pressure will become erratic. Select the fastest value at which the pressure will not hunt.

Fuel Safety Pressure is the protection feature that will cut the pump in case of fuel line breakage. Especially to the sensor as this is a thin line. Use a 1 Bar setting.

Fuel Pump Low & High duty cycle limits the control to not pass these limits. Some fuel pumps need to do a minimum RPM or their veins will not deploy to pump fuel. If this is the case the pump will start to make funny noises and the fuel pressure becomes erratic. Sometimes it helps to turn the pump position so that the veins protrude downwards. Set the minimum duty cycle so that the pump run smooth at lowest pressure. Keep in mind that this setting will prevent the ECU from controlling at lower pressures. So set the graph correctly to compensate for this.

The high setting will limit the pump at a certain pressure. This is handy to prevent the pump from over pressure on the thinner fuel lines to the sensor. Do make sure that the pump can supply the right pressure at full load high RPM.

Now you need to set the graphs correctly. Click the page button

There are different ways to set this control system up. With the 4 & 7 Bar MAP, (Mean Absolute Pressure) sensors, you need to compensate on the graph for manifold pressure fluctuations. The reason is that the Map sensor do not compensate for manifold pressure like a fuel pressure regulator. The fuel pressure need to be adjusted with manifold pressure to keep a constant over the injector. This settings in the graph below will keep a constant pressure of 2 Bar over the injector through the manifold pressure range.

For the 5.5 Differential pressure sensor the compensation is automatic as the open line is connected to the intake manifold. This settings in the graph below will keep a constant pressure of 2 Bar over the injector through the manifold pressure range. If you leave the line open to atmospheric pressure it will result in fuel pressure variations with altitude and will influence tuning of the engine.

For Turbo engines with the Map sensor the graph below will keep a constant pressure of 2 Bar over the injector through the manifold pressure range. Note on the graph below how the pressure increases to 5 Bar at 2 Bar boost pressure. For the 5.5 Differential pressure sensor the compensation the graph will be flat as the graph above.

The fuel pressure compensation graph will allow the ECU to compensate for fuel pressure variations during blip conditions where the injectors suddenly draw more fuel. The fuel pressure signal will react faster than the pump can be speed up or slow down due to mechanical delays. Here the injector opening times will be manipulated in order to add or reduce fuel for pressure variation. To set this graph, start with a flat line. Load the engine at light cruise settings like 2000 RPM and say 20% throttle. This may be varied as the type of engine may be happy at different RPM's. Now adjust the fuel mix to be in stoich area. Now increase the fuel pressure by half a bar increments. Do not go too high as the fuel lines may burst. Every time adjust the graph lower to maintain the same fuel mixtures. Now reduce the pressure and increase the graph again to stay in the right mixtures. Put the pressure settings back to normal.

Now as fuel pressures vary to control variations the injector times will be compensated for and the A/F Ratio will remain constant. These graphs are interpolated.


Battery

Help > Product Software Desciption > Applications > ECU > Setup > Sensor Settings > Pot Input >

P3_M4_A Ver 3.3

Battery Voltage

The ECU can compensate for battery voltage variation. The reason is that voltage will influence the charge time of the coils and the speed at which the injectors open. This means that when voltage drop to certain levels the spark will become weaker and the fuel mixture leaner. To compensate for this there is a graph where the coil charge time and the injector time could be compensated according to voltage drop.

On the Titan and Venus range ECU's where the POT input was shared with the battery input, you must switch the POT on [image] and set it on Battery.

This battery selection is disabled for other ECU's.

Click on the page [image] button. Now you can set the graph according to the sample.

The blue graph adds a certain percentage to the injector duty cycle and the red one add a certain percentage time to the current charge time. This is not an easy one to tune but it is recommended to lower the values and see if the result is better or does not make a difference in starting. Always go for the lowest values. You may also decrease the values with higher battery charge. This may help protecting the coil drivers. These graphs are interpolated.


Lambda Control

Help > Product Software Desciption > Applications > ECU > Lambda Correction Graph >

P3_M4_A Ver 3.3

Lambda

This ECU has the ability to do loop control with the lambda sensor and the injector time. The tuner may set up parameters for lambda control and then the ECU will compensate air fuel ratio according to the lambda sensor in real time. This will result in the optimum mixture even if all the maps is not setup accurately, or due to variations in environment which is difficult to tune such as moisture, air density etc. You need to tune the engine properly first and then activate this control afterwards.

To set up this feature click on lambda and then show graph.

Target volts is the desired Stoich area where the sensor determine the best mixture of 14.7 air to fuel ratio. These narrow band lambda sensors have a voltage output of 0.1 to 0.9 volt. A voltage of 0.45 volt = 14.7 A/F ratio = 45%. We work in % as this is easier to simplify between the 1 volt and 5 volt signal. This unit can receive a wide band signal of 0 to 5 volts but the electronics for driving the sensor is not in the ECU. It will require a separate electronic board. The ECU does not convert this volt signal in A/F ratio or lambda values as it is not required for control. There is a difference in volts for different type wide band sensors. The tuner use an accurate test instrument to tune the engine and set his A/F Ratios correctly in real time.

Startup delay will give the sensor's element time to heat up so that it can measure accurately. A normal setting here is 30 to 45 seconds. If the temperature of the engine is below 30°C then lambda control will be disabled. When you start the engine time it with a stopwatch till you can see that it measures quickly.

Control % is the value of injector compensation. It can be adjusted from 0 to 20%. This means that if on 10%, the ECU will lengthen or shorten the injector signal by 10% to achieve stoich. Always try and tune the engine as accurately on open loop and give the lambda just a little control to smooth it out. If you give it a large % and the sensor fail your engine may be out of A/F ratio tuning.

No. Samples helps average a number of samples out so that the control is not erratic. Because the sensor has a 0.6 seconds reaction time the ECU tends to over react. Increasing the number of samples to use bring stability to the control program.

The 3 limits will help the tuner to set the control up so that at idle or high RPM and high load the lambda control will be disabled. A narrow band sensor cannot always control where a slightly richer or leaner mixture is required.

Sensor input tells the unit what signal to cater for. A 1 volt or 5 volt signal. A wideband signal is linear and can cover a wider range of A/F measurements. Then you may set it for idling or high load conditions.

Now click on the Lambda page [image] button.

On these two graphs you can manipulate the target voltage of the sensor for control by the ECU. This means if you have a 10% increase on the graph and the target volts is on 45%, then the ECU will use 49.5% as the new target volts. Now remember on a narrow band sensor this makes a larger difference in fuel as on a wide band sensor. Normally a car idling requires a richer mixture so does a heavier load condition. The top graph compensate according to load and the bottom graph according to RPM. These graphs are interpolated.

The dark green bar is the Real Time Map value and the light green bar is your cursor position for adjustment. The red bar is the lambda vacuum limit.

The Brown bar is the Real Time RPM value and the light green bar is your cursor position for adjustment. The dark green bar is the minimum lambda RPM and the Red bar is the maximum lambda RPM. So the lambda sensor will only be active between the minimum and maximum range.

The real time lambda display is shown on the right hand status bar. It will show a small graph to ease with tuning. If you double click on it a normal bar is displayed.


Pot Input

Help > Product Software Desciption > Applications > ECU > Setup > Sensor Settings >

P3_M4_A Ver 3.3

Tuning POT

This potentiometer or variable resistor is a handy tool that let the tuner or user change settings in real time while the ECU is operating. It is a device that connects to the communication port plug or can be wired in permanently. The following functions can be activated for it.

See the sub folders for explanations.


Injector

Help > Product Software Desciption > Applications > ECU > Setup > Sensor Settings > Pot Input >

P3_M4_A1 Ver 3.3

Tuning POT Injector

Injector will change the injector time with 10% in the example richer or leaner. The POT needs to be in the middle to have no effect on current fueling. This is handy in a race car if the driver has an A/F Ratio gauge installed. Then he can manipulate fueling and remember under which conditions he has to lean or richen the mix. Then he can make adjustments on the graph at a later stage.

Example; When a Pot register of 10 has been selected the Pot will give a total of 10% increase and 10% decrease from the center position.


Timing

Help > Product Software Desciption > Applications > ECU > Setup > Sensor Settings > Pot Input >

P3_M4_A2 Ver 3.3

Tuning POT Timing

Timing will advance or retard the timing by 5 degrees in this example. The POT needs to be in the middle to have no effect on current timing. Again useful as racing tuning provided the driver has a knock sensor and light fitted to the engine.


Launch Control

Help > Product Software Desciption > Applications > ECU > Setup > Turbo Settings >

P3_M5_A Ver 3.3

Launch Control

The Launch control feature will adjust the RPM limiter, enrich the fuel mixture and retard the timing. These parameters are implemented in different ways to suit the driver. Launch control will spin the turbo to higher RPM's while the vehicle is stationary. This will create boost pressure so that when the driver launch, there will be no turbo lag. These Launch settings will only be implemented the moment engine revs reaches Launch revs minus 500RPM. Example is the limiter is set as 5500RPM then the timing and fuel compensation will only start above 5000RPM. This will help the engine to rev up to launch effortlessly. Should the engine revs go above 5500RPM the fuel will be cut to limit the engine from over revving. Spark will continue to ignite unburnt fuel. See the Product Hardware description for different wiring options.

There are basically 2 methods to implement this feature. One is with a switch and one is semi-automatic. For both methods set the Tuning POT selection on Launch.

Method 1 (Switch or Clutch and switch)

Select Clutch under Launch Deactivation. Set the desired RPM limit normally lower than engine limit. 4500 to 5500 is mostly preferable depending on the racing track grip. Timing is set from 1 to 10 depending of the engine characteristics. Fuel enrichment is set from 10 to 20% to create more burning fuel in the exhaust which is the power to spin the turbo. Now to activate this feature.

If you have only wired the Dashboard switch you only need to press the switch and press the accelerator pedal. The moment you need to launch just release the switch with the clutch.

If you have the switch and the clutch pedal switch and resistor, you press the clutch in to make the Clutch Pedal switch, press the Dash Board switch once and launch is activated. No need to keep the Dash Board switch pressed. Press the accelerator. The moment the clutch is released the launch switch will break and launch is deactivated. To activate this feature again you need to repeat the procedure. This feature let the driver concentrate on his pull-off and not switch and clutch timing.

Method 2 (TPS 90% - Semi-Automatic)

With this method you do not need to wire the Clutch button in. You do however need the Dash Board switch or the Tuning POT installed. This method requires the driver not to press the pedal over 90% during launch activation. Pressing it deeper will deactivate launch to normal settings. The driver may need to practice this. He may also use a GP output to switch a light on at 80% TPS to ensure that he do not press it too deep. Both methods require the engine to rev lower than 3000RPM before activating the launch feature. This will prevent the feature from activating during gear shift.

With the Dash Board switch do the following settings:

Select TPS 90% under Launch Deactivation. Set the desired RPM limit normally lower than engine limit. 4500 to 5500 is mostly preferable depending on the racing track grip. Timing is set from 1 to 10 depending of the engine characteristics. Fuel enrichment is set from 10 to 20% to create more burning fuel in the exhaust which is the power to spin the turbo. Now to activate this feature.

Press the Dash Board switch once. Now press the accelerator no more than 90%. The launch parameters will spin the turbo. When the driver release the clutch he also press the accelerator 100%. This will deactivate the launch feature. To activate this feature again you need to repeat the procedure. Note that the rev must be lower than 3000RPM

With the tuning POT do the following settings:

Set the desired RPM limit to 0. This will indicate to the ECU that it must use the POT value to calculate a limit value. Now set the POT register to the maximum allowable launch RPM. Example 55 means 5500RPM. This will mean that when the POT is turned fully clockwise it will be 5500RPM.

This feature is useful as different tracks give better traction and allows for higher launch PRM's. To activate this feature the driver simply press the clutch and press the accelerator till just below 90%. Now he adjust the tuning POT till he sees the desired RPM on his rev-counter. When he release the clutch he press the accelerator 100%. Launch will then deactivate. This feature will activate automatically once the revs falls below 3000RPM because it does not have the Dash Board switch. If you want to cancel this feature set the launch revs 500RPM above the normal engine limiter. Then turn the POT fully clockwise. He may need to increment his tuning POT to calibrate it to his engine revs.


Aspiration

Help > Product Software Desciption > Applications > ECU > Setup > Sensor Settings >

P3_M4_A Ver 3.3

Altitude Compensation

The ECU can compensate for altitude differences in pressure. It will adjust the fuel mixture and the timing in relation to altitude.

Select Altitude and click on Compensate. The Altitude sensor is pre calibrated. You do however need a 1.1 Bar MAP sensor. The real time bar below will indicate the actual altitude pressure of your surroundings.

Set the Aspiration to Normally Aspirated.

Under Timing Settings set the Altitude Comp to 3 degrees per 1000 meter [image] .

Fuel Compensation

Pluto has an optional on-board map sensor which can be used for altitude. This has to be ordered by the wholesalers. The Mercury2 can do Altitude compensation by wiring a 1.1 Bar Map sensor onto it. This is important because the normal MAP sensor will not reach the maximum scale on the tuning graph at high altitude. In a typical fuel graph for vacuum in the example below, an engine was tuned at sea level where the MAP sensor reached 1 Bar. Now at around 2000 meter above sea level the graph will only reach 0.83 Bar which means it will not reach the hump in the graph where extra fuel is added for full throttle. It also did not cross the red tuning bar so it means the high RPM Fuel will also not be used to enrich the total RPM range at full throttle.

The ECU will use the Altitude sensor to measure how much air pressure is available and then scale MAP sensor to reach the tuning max at 1 BAR. In the example below is the same engine but with altitude compensation activated.

As you can see the blue bar is the altitude sensor, and it now indicates 0.83 Bar where the MAP sensor used to be, but the MAP sensor now stands on 1 Bar at full throttle. And this is at high altitude. Now the ECU will use the altitude sensor to calculate the fuel adjustment. In this example at sea level without altitude sensor and at 1 Bar the ECU calculated [image] . At 2000 meter it calculated [image] without altitude sensor. With Altitude sensor activated, it then calculated [image] . As you can see the difference is due to the MAP bar not reaching the hump at the right hand of the graph. The difference in pressure is around 16% which calculates to 14.3 milliseconds. Notice first and last calculation was both at 1 Bar on the graph but the fuel is reduced at altitude.

The same system applies for the Matrix tuning. For racing applications where TPS versus RPM fueling is used, the altitude sensor becomes even more important as RPM versus TPS cannot compensate for altitude pressure differences. The ECU will adjust calculated fuel with pressure difference to ensure a more accurate fuel mixture. The TPS versus RPM tuning is normally for engines with throttles or poor vacuum signal due to overlap camshafts. You need to activate the compensation values before tuning an engine. Even if you are inland at high altitude. The ECU will tune with the reduced fuel so that when you decent to sea level the fuel will be added.

Timing Compensation

With timing compensation the ECU will gradually add timing with increase of altitude. The tuner can select the number of degrees advance per 1000 meter increase in altitude. In this example we used 3 degrees which result in 1 degree for every 333 meters. Note that this will advance the calculated timing in total. There is no extra graphs to tune.

You need to activate the compensation values before tuning an engine. Even if you are inland at high altitude. The ECU will tune with the added degrees so that when you decent to sea level the timing will be retarded.


Angle Sensors

Help > Product Software Desciption > Applications > ECU > Setup > Sensor Settings > Active Sensors >

P3_M4_A Ver 3.3

Angle Sensors

These inputs are required by the ECU to determine exactly the angles of the Crank and the cams so that spark and injection timing can be calculated. Some cams can also be positioned by the ECU. Then the cam signals will be compared to the crank signal to determine the right position for loop control.

If a signal is not allowed by the Firmware, it may be blanked out or forced on. On the crank trigger there is a test function. When it is on, the firmware will analyze the pickup during cranking to see if it is correctly set up. If it is wired incorrectly or if it is the wrong firmware for the trigger combination, the software will show errors en not start the engine. The errors will have numbers indicating a fault code and description.

Trigger signals also have a positive or negative selection. This will indicate to the ECU on which edge of the pulse it must start calculations. On magnetic type sensors there is a positive and a negative wire. If it is wired incorrectly the tuner may select positive in software without the need to change the wires around.

On a Hall sensor it must be wired correctly. But certain encoders my use the positive or negative edge of the signal. The reason is that the signal varies in length but a certain edge is used which is equally divided into crank angle degrees. Note however that the Hall sensors do require a pull-up resistor to work correctly. This is selected by jumpers.

On Pluto there is no cam sensors. The Cam 1 selection is used to indicate to the ECU to use the on board Map sensor as the Map sensor and not altitude.

The Mercury2 ECU trigger signals goes through isolating capacitors giving it the ability to tap into existing magnetic trigger signals. Note the wiring diagrams and make sure you use the correct wire. The reason is there is always a reference wire that is ground from the Mercury and also a 12V signal that are required for the Hall or optic type sensors. Do not connect the Mercury2 reference wire to the existing sensor only the signal wire. Connecting two reference wires together which are at different voltage levels will damage one of the ECU's.


Idle Control

Help > Product Software Desciption > Applications > ECU > Setup > Sensor Settings >

P3_M4_B Ver 3.3

Idle Control

The ECU has the feature to control different types of idle motors on an engine.

Before adjusting the idle control settings you need to select which type of valve is on the engine. Note that the stepper type idle motor (4 to 6 wire), require the external electronic driver. Also note that the electronic unit differs between the 4 Wire bipolar type motor and the 6 Wire common supply type motor.

Type Selection

The Type Selection can select between the two-wire spring-loaded Idle Valve, the three-wire spring or non-spring loaded Dual idle valve, the Bipolar Stepper motor or common supply Stepper motor. Stepper motors do not use the Low Limit and High Limit settings as they keep their position when there is no signal present. If there is no idle control select Not used to free up valuable processor time.

Idle Valve
Two wire spring loaded idle valve

Dual Idle Valve
Three spring or non-spring loaded idle valve. Picture below is a non-spring loaded idle valve

Stepper Motor
Four or Six wire idle valves operate with a Spitronics Type 1 or Type 2 stepper motor controller. Picture below is a 4 wire bipolar stepper motor

Settings

RPM - this setting is the preferred target RPM's when the engine is on running temperature. When it is cold the ECU will automatically increase engine RPM's with up to 300 RPM's. This is calculated according to fuel enrichment on the water compensation map. Every 15% will increase 100 RPM on the Idle control.

Start % - this setting is used to increase the air intake when the engine is started hot or cold. The ECU will open the idle valve with this %.

Response Time Up - this setting will determine the rate at which the valve opens when the actual RPM's fall below the set point in Idle RPM. The further the RPM fall below the set point, the faster the ECU will open the valve to let in more air. Low values will create a faster response time and high values will create a slower response time. This setting must prevent the engine from stalling when you switch the aircon on or put it in drive.

Response Time Down - this setting will determine the rate at which the valve closes when the actual RPM's go above the set point in Idle RPM. The further the RPM goes above the set point, the faster the ECU will close the valve to decrease airflow into the engine. This value is set higher than the Response Up value, to eliminate hunting. Low values will create a faster the response time and high values will create a slower response time. This setting must bring fast idling down as fast as possible without hunting the engine.

Low Limit duty cycle - this setting will preload the solenoid against the spring in the idle valve so that the valve starts to open immediately when the ECU starts increasing the value. It can also be used to set minimum idling RPM for throttle valves that closes completely. To set the value start with a larger % and decrease until the desired idling RPM is reached. When you adjust the value you need to accelerate a little so that the ECU can bring the value from the open to close.

High Limit duty cycle - this setting is used to limit the maximum idle RPM's. No need to open the valve more than necessary. It also allow for the use of large valves in smaller engines. Just make sure that when the engine is cold, it can still lift the RPM up to approx. 1500 RPM. This can be tested by entering a large Idle RPM value and see to where the ECU can increase the RPM to. You need to lower the RPM first when you changed the value.

TPS Idle Cutoff %

This value is used to disable the idle control when the driver touches the throttle. The reason is that the ECU must know when not to control idle as the driver may need just a little bit of revs.


Turbo Settings

Help > Product Software Desciption > Applications > ECU > Setup >

P3_M5_0 Ver 3.3

Turbo Settings

See the sub folders for explanations.


Engine Limiter

Help > Product Software Desciption > Applications > ECU > Setup > Turbo Settings >

P3_M5_B Ver 3.3

Engine Limiter

This block holds a few protection features. Setting them may prevent the driver from damaging the engine in normal and racing conditions.

Boost limiter - This feature will cut the injectors clean if the MAP sensor detects a manifold pressure that is higher than the set value. It is not a boost controller but it is to protect against boost controller or waste-gate failure. It can be adjusted in tenths of a bar resolution. The spark will not be cut.

Over temperature limit - This feature and the next one will protect the engine against over temperature. The injectors will be cut until the revs fall below the next setting.

Temperature RPM limit - This is the maximum limp mode RPM's when the engine is over temperature. If it is due to a burst hose it is better to switch off before the engine is damaged. If it is due to low water the lower revs will help to cool it down instead of disabling the engine.

RPM limit - This feature will prevent the engine from over-revving and can be adjusted in 100 RPM intervals. RPM limit can be achieved by three methods.

Soft - This mode will retard the timing in three stages and then cut the fuel completely. The result will be a smooth soft loss of power. Each 100 RPM over the limit the timing will be retarded further. First retard is 15 °BTDC, then 10 and then 5 °BTDC. Then after the third stage, fuel will be cut but not the spark. This will prevent fuel from entering the exhaust and backfire there. This is the preferred method for engine over rev limiting. Note that the engine may reach 300RPM above the set value.

Hard - This mode will cut the fuel and spark completely. It has a jerk feel and may result in small detonations in the exhaust.

Spark Only - This mode will cut only the spark. This will give the backfire sensation when unburned fuel is ignited in the exhaust. Note that damage to the exhaust system might occur in this method.


Micro Fuelling Injector

Help > Product Software Desciption > Applications > ECU > Setup > Turbo Settings >

P3_M5_C Ver 3.3

Micro Fueling

The Mercury2 ECU has a few features where it can use 2 injectors per cylinder. The way these injectors are implemented differs for different applications. If you use one fuel and the primary and secondary injectors does not differ too much in size then the Ratio method is preferred. If you want to use different fuels together and the secondary injectors is a lot bigger than the primary injector then the Graph method is preferred. On the hardware side, there is also different wiring configurations for different firmware. If there is enough drivers for all the injectors then they are wired to them. If there is not enough drivers then an extra electronic relay is used to power the injector's separately. So please note on the wiring diagram how to wire them. The hardware connections does not affect the software settings.

If you are not using micro fueling set it on OFF to free up some microprocessor time.

Ratio Micro Fuelling

This feature use only the primary injector at low manifold vacuum and when the manifold pressure goes high, it will add a secondary injector to increase the fuel amount to the engine. This will allow the engine to be tuned more optimized on low and high loads. This is necessary for high boost applications where the range if the injector's usage become limited. There are 2 limit values and the ration value. If any of the two limits are reached the micro fueling will be activated.

The ECU will calculate the difference in injector time between one and both injectors, so that the same amount of fuel enters the engine under the same conditions. This method should make the transition as smooth as possible. This is done by decreasing the injector time by a fixed % which is calculated in the explanation below.

The Injector ratio adjust % field is calculated by the primary injector cc divided by the total injector cc multiply by 100.

Example: Primary = 100cc, Secondary = 200cc.

Compensation = Primary Injector x 100 = 100cc x 100 = 33%

Primary + Secondary Injectors 100cc + 200cc

If you are not sure on the injector sizes set the 2 limit values high so that the secondary injectors stay off. Tune the engine at 3000RPM's with the primary injectors up to a load where the injector duty % is around 70% [image] . Set the A/F Ratio with the Fuel Ratio setting [image] to be at stoich. Now start with 50% Injector ratio adjust value. Decrease the 2 limit values so that the secondary injectors start to operate. Reduce or increase the Injector ratio adjust % so that the same air fuel ratio at the same load is reached. You may need to reduce the vacuum with the throttle to stop the injectors, while changing the Injector ratio adjust %. Now reset the Fuel Ratio setting [image] to 100%.

The Injection duty limit is the one value where the secondary injectors will be implemented. If you set it at 70% then the moment the primary injector reaches this value, the secondary injectors are implemented. This will result in a combined lower injector duty cycle.

The Injection duty time is the second value where the secondary injectors will be implemented. If you set it at 12 milliseconds then the moment the primary injector reaches this value, the secondary injectors are implemented. This will result in a combined lower injector time.

Note that there is a dead band implemented on both limits so that the injectors does not become erratic at the changeover load.

Graph micro fueling

This feature is ideal for Methanol Injectors. It will not influence the primary injector time like the ratio method. It will just bring a secondary set of injectors in at a certain boost pressure and progressively adjust the injector time for the secondary injectors on a graph in milliseconds. If you select Graph a second graph on the Fuel graph will become visible. Click on the fuel graph menu [image] button and set the graph as follows.

The brown graph will be for the primary injectors and the blue graph for the secondary injectors. There is no real time display for this value but the milliseconds is exactly as on the graph where the orange boost bar cross. Note that when these injectors do come in working zone, you need to keep the primaries constant or reduce them under the same pressure. The reason is that they may be close to the maximum duty cycle of 100%. This graph is interpolated.

Check the relevant drawings of which drivers will be used for this micro fueling.


Application Settings

Help > Product Software Desciption > Applications > ECU > Setup >

P3_M6_0 Ver 3.3

Application Settings

This block is to set up the types of easy tuning that the tuner prefers. This will ease in his selection on the graphs as only his selection will be displayed.


Ignition Timing Graph

Help > Product Software Desciption > Applications > ECU >

P4_M0_0 Ver 3.3

Ignition Timing Graph

See the sub folders for explanations.


Dynamic Timing Map

Help > Product Software Desciption > Applications > ECU > Ignition Timing Graph >

P4_M0_A Ver 3.3

Timing Graph RPM

The dynamic timing map is the wide open throttle map. Here you set the maximum timing of the engine through the entire RPM range. The blue line represents the RPM timing split for the vacuum timing graphs. When the RPM's is lower than this value, the low vacuum timing graph is used. When the RPM's is higher than this value, the high vacuum timing graph is used.

The RPM timing split can be adjusted to suite the specific engine. Please see Timing Settings

The brown bar is the real time RPM value and will move from left to right as the engine RPM varies.

Note that below 400 RPM is the cranking timing set at 10 degrees. This will help start the engine without kickback. During cranking no vacuum timing will be added.

Tuning


Vacuum Timing Map

Help > Product Software Desciption > Applications > ECU > Ignition Timing Graph >

P4_M0_B Ver 3.3

Timing Graph Vacuum

On this graph you can set the amount of ignition advance and retard for a specific vacuum or boost pressure value. There are two maps with 32 divisions for the map sensor which can be adjusted in 1° intervals.

The degrees you set here will be added or subtracted to the dynamic timing map.

The dark green bar is the real time map value and the green bar is your cursor position for active adjustment.

These graphs are interpolated between the dots but not between the graphs. This is handy to set a low RPM timing and a running RPM timing curve. It is also used to lower idle timing to a fixed vale.

. These buttons select between the graphs

Tuning


Fuel Injection Graph

Help > Product Software Desciption > Applications > ECU >

P5_M0_0 Ver 3.3

Fuel Injection Graph

With these 2 graphs the main fuel ratio is determined according to engine load and RPM. It is easy to tune and is the preferred method for tuning without a Dyno. Most tuners use this method on the Dyno as well as it is quick to set up. The matrix however is the automotive standard as most tuners are familiar with it. Either way you may tune both methods and select with the fuel calculation selection to see which one is best for your application. These two graphs act like a 64 bit single row x 5 column 32bit matrix.

The Top graph represent the intake and throttle flow profile that is compared to the air that enters the cylinder. There is 5 graph selection bars that each represent a RPM graph in the second graph. This graph is interpolated with 3 points in between dots.

The bottom graph represent the airflow through the intake with RPM compensation. The reason is that airflow going into the cylinder changes with air speed at different RPM's. There is 5 graphs to compensate more evenly for different load variations. These graphs are interpolated between them so that as you change over from one load setting to the next, there will be a smooth transition.

See the sub folders for explanations.


MAP vs Injector Time Graph

Help > Product Software Desciption > Applications > ECU > Fuel Injection Graph >

P5_M0_A Ver 3.3

MAP vs Injector Time Graph

This is the main vacuum correction map. It represents the intake and throttle flow profile that is compared to the air that enters the cylinder. The fuel amount is then selected on the graph for that amount of air. As the calculations will be huge to determine the volume of air in the cylinder, this graph will adjust it in real time with the help of an air-fuel ratio gauge called a lambda gauge. Left to right is engine load and up/down is fuel in milliseconds.

There are 5 tuning points on the graph. Low (Green), Low Cruise (Brown), Cruise (Blue), High Cruise (Orange) and High (Red). This is variable points that is set up by the tuners and each point is represented by an RPM compensation graph on the bottom graph. Note that interpolation between the 5 graphs make for a smooth transition. So it is important to have the MAP bar on these tuning points when tuning the relevant RPM graph. To adjust these bars click on the Set Fuel Split and select which one you want to move.

Press the [image] buttons to move the bar. Note that bars move in a certain domain and cannot move past other bars.

The vertical dark green bar is the engines current manifold pressure and the light green bar is where your cursor is and where you can change the values.

The decimal precision button will select between 1.0 or 0.1 milliseconds per key stroke. You may press the D hotkey for fast selection.

Fuel Ratio
The fuel ratio tab is used as a global fuel adjustment scale. When the ratio has been set to 100, it will use 100% of the fueling as tuned in the vacuum and rpm graphs. This is mainly used to adapt a tuned map from one vehicle onto another (same make & model) vehicle with slight fuel pressure deviations. It is also a handy tuning toot as it can add or subtract 1 or 10 % with hot keys QAWS from the total fuel to change enrichment quickly.

See the Tuning chapter for more explanation.


RPM Fuel Compensation Graph

Help > Product Software Desciption > Applications > ECU > Fuel Injection Graph >

P5_M0_B Ver 3.3

RPM Fuel Compensation Graph

This graph represent the airflow through the intake with RPM compensation. The reason is that airflow going into the cylinder changes with air speed at different RPM's. There is 5 graphs to compensate more evenly for different load variations. These graphs are interpolated between them so that as you change over from one load setting to the next, there will be a smooth transition.

Press one of these [image] buttons to select the graph you want to adjust. You can also activate Real Time Tracking by pressing R on the keyboard. Then the graph that is active will be displayed and tuned. The graph is divided in five divisions on the top graph with the colored vertical lines. Select the Low (Green), Low Cruise (Brown), Cruise (Blue), High Cruise (Orange) or High (Red) graph and adjust the fuel enrichment over the rpm range for the specific throttle position.

Use the Low map for slow town driving and idling deviations. This will be a fuel saver map in urban conditions.

Use the Low Cruise map for light cruise values on the engine. This map is used for setting the fuel for urban roads.

Use the Cruise map for normal deviation in fair load values on the engine. This map is used for setting the fuel for open roads.

Use the High Cruise map for normal deviation in higher load values on the engine. This map is used for setting the fuel for acceleration and uphill roads.

Use the High map for full throttle condition (WOT). This map is to get the maximum power from the engine. It is normally set in the richer side on the Lambda slide bar. The engine should not run lean through the RPM range.

The Brown bar is the engines current RPM and the Green bar is where your cursor is and where you can change the values.

To understand the interpolation between the graphs look at the top graph. Between the Red and Orange graph is 10% fuel difference. This means when the MAP value is on orange bar 0% fuel will be added to the millisecond value of the MAP value. When the MAP value is on red bar 10% fuel will be subtracted to the millisecond value of the MAP value. If it is in between the two bars only 5% fuel will be subtracted to the millisecond value of the MAP value. So this means the change is graduate.

See the Tuning chapter for more explanation.


Lambda Correction Graph

Help > Product Software Desciption > Applications > ECU >

P6_M0_0 Ver 3.3

Lambda Correction Graph

These two graphs will manipulate the target volts used by the Lambda control program. If you adjust a 20% compensation it means that the target volts of 0.45 Volt or 45% will be increased by 20%. That will result in a new target volts of 0.54 Volt or 54%. The control program will now enrich the mixture in real time to meet this voltage value from the sensor.

The top graph will compensate to load on the engine with a maximum pressure limit value.

The bottom graph will compensate according to RPM with a minimum [image] and maximum [image] value.

See the sub folders for explanations.


Temperature Correction Graph

Help > Product Software Desciption > Applications > ECU >

P7_M0_0 Ver 3.3

Temperature Correction Graph

These two graphs will compensate for Water and Air temperature variation which makes a difference in fuel mixture and flame speed. Both has an adjustment for fuel and timing.

The top graph will compensate to water temperature and the blue bar is the real time water temperature.

The bottom graph will compensate to air temperature and the yellow bar is the real time air temperature.

See the sub folders for explanations.


Water Temperature Graph

Help > Product Software Desciption > Applications > ECU > Temperature Correction Graph >

P7_M0_A Ver 3.3

Water Temperature Graph

This map is mostly used for engine temperature fuel and timing correction for cold starting. A cold engine requires a richer mixture and in some cases a little more ignition advance. It is also used to adapt the prime pulse and idle target RPM's

The blue line represents the cold start fuelling and the red line the cold start ignition advance, which can be selected by clicking on the Fuel or Timing box.

Tuning.

You need to tune the engine under normal circumstances with both these graphs set a 0%. Then on a cold morning you can lift the graph till the car starts. If you blip it slightly there must be no flat spot. Tune for the lowest graph that has no flat spot. As the temperature increase keep tuning the graph till the engine is hot. You may increase the timing slightly but watch for detonation during the blip action.


Air Temperature Graph

Help > Product Software Desciption > Applications > ECU > Temperature Correction Graph >

P7_M0_B Ver 3.3

Air Temperature Graph

This map is used for variations in outside temperature as well as turbo engines and it compensate for fuel and timing. Cold air requires a richer mixture and in some cases a little more ignition advance. Hot air also have a faster fuel burnt so the timing may need to be retarded.

The blue line represents the fuelling and the red line the ignition advance, which can be selected by clicking on the Fuel or Timing box.

Tuning.

This is a very hard condition to tune as you need a controlled environment. Tune the engine under normal circumstances with both these graphs set a 0%. Then on a cold morning you can lift the graph looking at the air fuel ratio for the amount. On a hot day do the same and check for detonation here. 4x4 vehicles normally start to ping a lithe on hot days in the bush. Retard the timing till it stops.


Fuel Pressure Graph

Help > Product Software Desciption > Applications > ECU >

P8_M0_0 Ver 3.3

Fuel Pressure Graph

These graphs are used for the electronic fuel pressure control program. The top graph is the set point or target pressure for the fuel pump to ensure that the pressure over the injectors is constant. The bottom graph is a fuel compensation graph for variable fuel pressure.

See the sub folders for explanations.


Ignition Timing Matrix

Help > Product Software Desciption > Applications > ECU >

P9_M0_0 Ver 3.3

Ignition Timing Matrix

This matrix tuning platform can be stand alone or combined with the graphs to help the tuner to best tune his engine. Matrix is best suited for Dyno tuning as you need to keep the RPM's steady while changing the load with TPS or MAP signal. Let's discuss the different parts of the pallet:

If you select a block on the tuning pallet you may use this block to adjust the value.

The initial setup requires that you set this block to achieve the required RPM range. In the example we choose 500 RPM per tuning block which will result in 7500 RPM total. Note that most of the major changes in values come in at lower RPM on the engine. That means you can select 400 RPM per block which will have a maximum of 6000 RPM. Should the engine go above 6000 RPM, the last value of the top RPM block will remain. Load however still will change the fuel amount as it increases to the right of the pallet. This will let the tuner set the engine to a finer setting at lower RPM's.

This selection let the tuner customize the pallet to his liking.

Tuning Pallet or Matrix

This system is based on a 16x16 3D interpolation pallet. There is 15 points calculated between each of these blocks in vertical as well as horizontal direction.

Focus Window

The focus window is a guide to help the tuner to position the load and RPM value in the middle of the matrix block so that tuning can be accurate. If you tune between blocks it will have an error effect on that blocks real value resulting in inaccurate timing.

3D Display

The 3D display is just a graphical view of the matrix data. It aids in identifying blocks that are poorly tuned.

See the sub folders for explanations.


Matrix Map

Help > Product Software Desciption > Applications > ECU > Ignition Timing Matrix >

P9_M0_A Ver 3.3

Matrix MAP

This configuration is for standard engines with a good vacuum signal at idling. It is also preferred with Dyno Tuning. Once the engine setup is done you may proceed with tuning. This type of timing calculation can be used with or without the altitude sensor. Altitude however does make the timing profile more accurate.

NB! Before you may proceed with tuning go through the setup of the ECU and work step by step through the startup procedure. This will ensure that the software timing is calibrated actual engine timing. This chapter is explaining how to tune this matrix and not the procedure for tuning. See the tuning chapter on procedure.

To use this type of timing calculation select the Matrix MAP button.

Select the RPM increments so that your pallet cover the RPM range of your engine.

You may use the easy tune function to tune whole pallet, row or column at once. This is handy for initial setup as well as progressive tuning.

You may select which of the tuning parameters is preferred by you. Click on the [image] menu and see do the selection.

To adjust values in the tuning pallet you may click on a block or use the arrow key to highlight that block. Then press the plus or minus key or the comma and point key to increment and decrement the value by one degree at a time. You may also roll the mouse wheel or click on the block, type the value and press enter. You may also adjust the block with this tuning black value on the top of the pallet.

To get the engine to start you may need to load a startup map or set realistic parameters in the pallet that the ECU can start the engine. Now start with the lower RPM rows and lock the Dyno on an RPM that goes through the center of the focus window.

Now increase the load so that the MAP signal is in the center of the focus window. When this happen the yellow block on the panel may be adjusted.

Use an external Knock sensing device or Knock Ears to listen for detonation. If you hear detonation you may retard the timing 2 to 3 degrees.

The Real Time Tracking button will automatically track the tuning block with the real time signals. This is handy for the tuner as he only need to concentrate on the focus window and then adjust the value. The 'R' key on the keyboard will switch this button on and off.

The Mouse button does not have an effect on or off for this page as it is done automatically.


Matrix TPS

Help > Product Software Desciption > Applications > ECU > Ignition Timing Matrix >

P9_M0_B Ver 3.3

Matrix TPS

This configuration is ideal for tuned racing engines and multiple throttle bodies. It is also for normal aspirated engines. This type of calculation requires an altitude sensor to compensate for pressure differences due to altitude changes. It is also preferred with Dyno Tuning. Once the engine setup is done you may proceed with tuning.

NB! Before you may proceed with tuning go through the setup of the ECU and work step by step through the startup procedure. This will ensure that the software timing is calibrated actual engine timing. This chapter is explaining how to tune this matrix and not the procedure for tuning. See the tuning chapter on procedure.

To use this type of timing calculation select the Matrix MAP button.

Switch the altitude sensor on before tuning.

Select the RPM increments so that your pallet cover the RPM range of your engine.

You may use the easy tune function to tune whole pallet, row or column at once. This is handy for initial setup as well as progressive tuning.

You may select which of the tuning parameters is preferred by you. Click on the [image] menu and see do the selection.

To adjust values in the tuning pallet you may click on a block or use the arrow key to highlight that block. Then press the plus or minus key or the comma and point key to increment and decrement the value by one degree at a time. You may also roll the mouse wheel or click on the block, type the value and press enter. You may also adjust the block with this tuning black value on the top of the pallet.

To get the engine to start you may need to load a startup map or set realistic parameters in the pallet that the ECU can start the engine. Now start with the lower RPM rows and lock the Dyno on an RPM that goes through the center of the focus window.

Now increase the load so that the MAP signal is in the center of the focus window. When this happen the yellow block on the panel may be adjusted.

Use an external Knock sensing device or Knock Ears to listen for detonation. If you hear detonation you may retard the timing 2 to 3 degrees.

The Real Time Tracking button will automatically track the tuning block with the real time signals. This is handy for the tuner as he only need to concentrate on the focus window and then adjust the value. The 'R' key on the keyboard will switch this button on and off.

The Mouse button does not have an effect on or off for this page as it is done automatically.


Graph Map + Matrix TPS

Help > Product Software Desciption > Applications > ECU > Ignition Timing Matrix >

P9_M0_C Ver 3.3

Graph MAP + Matrix TPS

This configuration is ideal for tuned racing engines with Turbo chargers. The normal aspirated part is tuned on the TPS versus RPM matrix and the boost pressure part is tuned on the timing graph. This type of calculation requires an altitude sensor to compensate for pressure differences for the TPS matrix. It is also preferred with Dyno Tuning. What this sensor will do is compare boost pressure to altitude pressure and ensure that the boost graph only start working when positive pressure is reached. This will eliminate the need to set the boost timing at certain pressure limits. It will also adjust the timing amount for the TPS matrix according to altitude. To tune this calculation method disconnect the turbo and tune the normal aspiration part as thorough as you can on the TPS matrix. Then connect the turbo and tune the boost pressure timing on the graph. Once the engine setup is done you may proceed with tuning.

NB! Before you may proceed with tuning go through the setup of the ECU and work step by step through the startup procedure. This will ensure that the software timing is calibrated actual engine timing. This chapter is explaining how to tune this matrix and not the procedure for tuning. See the tuning chapter on procedure.

To use this type of timing calculation select the Graph MAP + Matrix TPS button.

Switch the altitude sensor on before tuning.

Matrix TPS

Set the vacuum timing split to select between 2 boost pressure timing graphs. This is handy for idling and cruising timing differences.

Select the RPM increments so that your pallet cover the RPM range of your engine.

You may use the easy tune function to tune whole pallet, row or column at once. This is handy for initial setup as well as progressive tuning.

You may select which of the tuning parameters is preferred by you. Click on the [image] menu and see do the selection.

To adjust values in the tuning pallet you may click on a block or use the arrow key to highlight that block. Then press the plus or minus key or the comma and point key to increment and decrement the value by one degree at a time. You may also roll the mouse wheel or click on the block, type the value and press enter. You may also adjust the block with this tuning black value on the top of the pallet.

To get the engine to start you may need to load a startup map or set realistic parameters in the pallet that the ECU can start the engine. Now start with the lower RPM rows and lock the Dyno on an RPM that goes through the center of the focus window.

Now increase the load so that the TPS signal is in the center of the focus window. When this happen the yellow block on the panel may be adjusted.

Use an external Knock sensing device or Knock Ears to listen for detonation. If you hear detonation you may retard the timing 2 to 3 degrees.

The Real Time Tracking button will automatically track the tuning block with the real time signals. This is handy for the tuner as he only need to concentrate on the focus window and then adjust the value. The 'R' key on the keyboard will switch this button on and off.

The Mouse button does not have an effect on or off for this page as it is done automatically.

Graph MAP

Use the graph selection buttons or the 'T' key to select which of the boost graphs is being adjusted.

The Real Time Tracking button will automatically select between these graphs and tune at the current MAP sensor values. This is handy for the tuner as he only need to concentrate on the knock sensor and then adjust the value. The 'R' key on the keyboard will switch this button on and off.

You may use the easy tune function to tune whole graph at once. This is handy for initial setup as well as progressive tuning.

You may select which of the tuning parameters is preferred by you. Click on the [image] menu and see do the selection.


Fuel Injection Matrix

Help > Product Software Desciption > Applications > ECU >

P10_M0_0 Ver 3.3

Fuel Injection Matrix

This matrix tuning platform can be stand alone or combined with the graphs to help the tuner to best tune his engine. Matrix is best suited for Dyno tuning as you need to keep the RPM's steady while changing the load with TPS or MAP signal. Let's discuss the different parts of the pallet:

If you select a block on the tuning pallet you may use this block to adjust the value.

This decimal block will select between 1.0 or 0.1 milliseconds resolution tuning.

The initial setup requires that you set this block to achieve the required RPM range. In the example we choose 500 RPM per tuning block which will result in 7500 RPM total. Note that most of the major changes in values come in at lower RPM on the engine. That means you can select 400 RPM per block which will have a maximum of 6000 RPM. Should the engine go above 6000 RPM, the last value of the top RPM block will remain. Load however still will change the fuel amount as it increases to the right of the pallet. This will let the tuner set the engine to a finer setting at lower RPM's.

This selection let the tuner customize the pallet to his liking.

Tuning Pallet or Matrix

This system is based on a 16x16 3D interpolation pallet. There is 15 points calculated between each of these blocks in vertical as well as horizontal direction.

Focus Window

The focus window is a guide to help the tuner to position the load and RPM value in the middle of the matrix block so that tuning can be accurate. If you tune between blocks it will have an error effect on that blocks real value resulting in inaccurate timing.

3D Display

The 3D display is just a graphical view of the matrix data. It aids in identifying blocks that are poorly tuned.

See the sub folders for explanations.


Matrix Map

Help > Product Software Desciption > Applications > ECU > Fuel Injection Matrix >

P10_M0_A Ver 3.3

Matrix MAP

This configuration is for standard engines with a good vacuum signal at idling. It is also preferred with Dyno Tuning. Once the engine setup is done you may proceed with tuning. This type of fuel calculation can be used with or without the altitude sensor. Altitude however does make the fuel profile more accurate.

NB! Before you may proceed with tuning go through the setup of the ECU and work step by step through the startup procedure. This chapter is explaining how to tune this matrix and not the procedure for tuning. See the tuning chapter on procedure.

To use this type of fuel calculation select the Matrix MAP button.

Select the RPM increments so that your pallet cover the RPM range of your engine.

You may use the easy tune function to tune whole pallet, row or column at once. This is handy for initial setup as well as progressive tuning.

You may select which of the tuning parameters is preferred by you. Click on the [image] menu and see do the selection.

To adjust values in the tuning pallet you may click on a block or use the arrow key to highlight that block. Then press the plus or minus key or the comma and point key to increment and decrement the value by one degree at a time. You may also roll the mouse wheel or click on the block, type the value and press enter. You may also adjust the block with this tuning black value on the top of the pallet.

To get the engine to start you may need to load a startup map or set realistic parameters in the pallet that the ECU can start the engine. Now start with the lower RPM rows and lock the Dyno on an RPM that goes through the center of the focus window.

Now increase the load so that the MAP signal is in the center of the focus window. When this happen the yellow block on the panel may be adjusted.

Use an external Lambda sensing device or Air/Fuel Ration gauge to measure the air fuel-ratio. If the mixture go to lean back off the throttle and adjust the values before you increase load. A lean mixture may damage the engine due to overheating. Especially on turbo engines.

The Real Time Tracking button will automatically track the tuning block with the real time signals. This is handy for the tuner as he only need to concentrate on the focus window and then adjust the value. The 'R' key on the keyboard will switch this button on and off.

The Mouse button does not have an effect on or off for this page as it is done automatically.


Matrix TPS

Help > Product Software Desciption > Applications > ECU > Fuel Injection Matrix >

P10_M0_B Ver 3.3

Matrix TPS

This configuration is ideal for tuned racing engines and multiple throttle bodies. It is also for normal aspirated engines. This type of calculation requires an altitude sensor to compensate for pressure differences due to altitude changes. It is also preferred with Dyno Tuning. Once the engine setup is done you may proceed with tuning.

NB! Before you may proceed with tuning go through the setup of the ECU and work step by step through the startup procedure. This chapter is explaining how to tune this matrix and not the procedure for tuning. See the tuning chapter on procedure.

To use this type of fuel calculation select the Matrix MAP button.

Switch the altitude sensor on before tuning.

Select the RPM increments so that your pallet cover the RPM range of your engine.

You may use the easy tune function to tune whole pallet, row or column at once. This is handy for initial setup as well as progressive tuning.

You may select which of the tuning parameters is preferred by you. Click on the [image] menu and see do the selection.

To adjust values in the tuning pallet you may click on a block or use the arrow key to highlight that block. Then press the plus or minus key or the comma and point key to increment and decrement the value by one degree at a time. You may also roll the mouse wheel or click on the block, type the value and press enter. You may also adjust the block with this tuning black value on the top of the pallet.

To get the engine to start you may need to load a startup map or set realistic parameters in the pallet that the ECU can start the engine. Now start with the lower RPM rows and lock the Dyno on an RPM that goes through the center of the focus window.

Now increase the load so that the TPS signal is in the center of the focus window. When this happen the yellow block on the panel may be adjusted.

Use an external Lambda sensing device or Air/Fuel Ration gauge to measure the air fuel-ratio. If the mixture go to lean back off the throttle and adjust the values before you increase load. A lean mixture may damage the engine due to overheating. Especially on turbo engines.

The Real Time Tracking button will automatically track the tuning block with the real time signals. This is handy for the tuner as he only need to concentrate on the focus window and then adjust the value. The 'R' key on the keyboard will switch this button on and off.

The Mouse button does not have an effect on or off for this page as it is done automatically.


Graph Map + Matrix TPS

Help > Product Software Desciption > Applications > ECU > Fuel Injection Matrix >

P10_M0_C Ver 3.3

Graph MAP + Matrix TPS

This configuration is ideal for tuned racing engines with Turbo chargers. The normal aspirated part is tuned on the TPS versus RPM matrix and the boost pressure part is tuned on the timing graph. It is also preferred with Dyno Tuning. This type of calculation requires an altitude sensor to compensate for pressure differences for the TPS matrix. What this sensor will do is compare boost pressure to altitude pressure and ensure that the boost graph only start working when positive pressure is reached. This will eliminate the need to set the boost fueling at certain pressure limits. It will also adjust the fuel amount for the TPS matrix according to altitude. To tune this calculation method disconnect the turbo and tune the normal aspiration part as thorough as you can on the TPS matrix. Then connect the turbo and tune the boost pressure timing on the graph. Once the engine setup is done you may proceed with tuning.

NB! Before you may proceed with tuning go through the setup of the ECU and work step by step through the startup procedure. This chapter is explaining how to tune this matrix and not the procedure for tuning. See the tuning chapter on procedure.

To use this type of fuel calculation select the Graph MAP + Matrix TPS button.

Switch the altitude sensor on before tuning.

Matrix TPS

Select the RPM increments so that your pallet cover the RPM range of your engine.

You may use the easy tune function to tune whole pallet, row or column at once. This is handy for initial setup as well as progressive tuning.

You may select which of the tuning parameters is preferred by you. Click on the [image] menu and see do the selection.

To adjust values in the tuning pallet you may click on a block or use the arrow key to highlight that block. Then press the plus or minus key or the comma and point key to increment and decrement the value by one degree at a time. You may also roll the mouse wheel or click on the block, type the value and press enter. You may also adjust the block with this tuning black value on the top of the pallet.

To get the engine to start you may need to load a startup map or set realistic parameters in the pallet that the ECU can start the engine. Now start with the lower RPM rows and lock the Dyno on an RPM that goes through the center of the focus window.

Now increase the load so that the TPS signal is in the center of the focus window. When this happen the yellow block on the panel may be adjusted.

Use an external Lambda sensing device or Air/Fuel Ration gauge to measure the air fuel-ratio. If the mixture go to lean back off the throttle and adjust the values before you increase load. A lean mixture may damage the engine due to overheating. Especially on turbo engines.

The Real Time Tracking button will automatically track the tuning block with the real time signals. This is handy for the tuner as he only need to concentrate on the focus window and then adjust the value. The 'R' key on the keyboard will switch this button on and off.

The Mouse button does not have an effect on or off for this page as it is done automatically.

Graph MAP

There are 5 tuning points on the graph. Low (Green), Low Cruise (Brown), Cruise (Blue), High Cruise (Orange) and High (Red). This is variable points that is set up by the tuners and each point is represented by an RPM compensation graph on the bottom graph. Note that interpolation between the 5 graphs make for a smooth transition. So it is important to have the MAP bar on these tuning points when tuning the relevant RPM graph. To adjust these bars click on the Set Fuel Split and select which one you want to move.

Press the [image] buttons to move the bar. Note that bars move in a certain domain and cannot move past other bars.

The vertical dark green bar is the engines current manifold pressure and the light green bar is where your cursor is and where you can change the values.

The decimal precision button will select between 1.0 or 0.1 milliseconds per key stroke. You may press the D hotkey for fast selection.

The fuel ratio tab is used as a global fuel adjustment scale. When the ratio has been set to 100, it will use 100% of the fueling as tuned in the vacuum and rpm graphs. This is mainly used to adapt a tuned map from one vehicle onto another (same make & model) vehicle with slight fuel pressure deviations. It is also a handy tuning toot as it can add or subtract 1 or 10 % with hot keys QAWS from the total fuel to change enrichment quickly. Always start with 100% value.

The Real Time Tracking button will automatically select between these graphs and tune at the current MAP sensor values. This is handy for the tuner as he only need to concentrate on the knock sensor and then adjust the value. The 'R' key on the keyboard will switch this button on and off.

You may use the easy tune function to tune whole graph at once. This is handy for initial setup as well as progressive tuning.

You may select which of the tuning parameters is preferred by you. Click on the [image] menu and see do the selection.


Startup Procedure

Help > Product Software Desciption > Applications > ECU >

ECU_Startup_0 Ver 3.3

Startup Procedure

This procedure is very important as this is a universal ECU that can cater for many combinations of engines. Setting values here may damage the ECU or some of the engine components permanently. The Maps supplied by the agents are not guaranteed to be set up correctly for your application. It is your responsibility to make sure it is setup correctly. Common failures are short circuited wires in the installation. Coil drivers set incorrectly for internal or external coils resulting in damaged coils or ECU. Injectors stuck in open condition causing fuel to flood a cylinder and resulting in bend connecting rods. Too large fuses resulting in damaged electrical components.

See the sub folders for explanations.


Engine & System Preperation

Help > Product Software Desciption > Applications > ECU > Startup Procedure >

ECU_Startup_A Ver 3.3

Engine and system preparation.

Before connecting the ECU check the following:

1. Install new spark plugs on engines that were stored a long time.

2. Service and test the injectors to ensure they all have the same fuel delivery and that the filters on them are clean.

3. First ensure that the installation is correct according to the Hardware Installation manual.

4. Test the electrical wiring a multi meter according to the Installation Testing Procedure.

5. Power up the fuel pump by loosening the fuel pump positive from the relay circuit and connecting it to 12V battery positive. Check the fuel pressure is around 3.5Bar and check for fuel leaks. Reconnect to the relay.


Connecting the ECU for the fist time

Help > Product Software Desciption > Applications > ECU > Startup Procedure >

ECU_Startup_B Ver 3.3

Connecting the ECU for the first time

Now you can proceed with the following steps. If any steps do not correlate with the ECU operation, stop and look for the faults. Ensure that the ECU is earthed!!! Notice that there may be steps not applicable to certain ECU's. Then you may skip them.

1. Remove the coil and injector fuses.

2. Ensure that the Jumper Settings are correct inside the ECU.

3. Connect only the 12 way connector leaving the other connectors open. Switch the Ignition on. Do not start the engine. The yellow LED on the ECU must come on. Also the blue LED on the Idle control board must come on if one is installed. If the yellow LED does not come on switch the ECU off immediately as there may be a short on the 5 Volt output that will damage the ECU. Then the green LED will also come on and switch off. This will indicate that the ECU has a legal program loaded and the processor is running.

4. Now switch the Ignition off and connect the Laptop with the USB cable to the unit. Switch the ignition on. Start the PC software and connect to the ECU. The engine data like the water temp sensor should be displayed. It should read more or less correctly for the cold engine.

5. Go through the setup pages one by one and ensure that all the settings are correct for this engine. Especially the Trigger Level Output on Pluto. This setting may damage the ECU or coils if set incorrectly!!! (Not applicable to Mercury2)

6. Ensure that the trigger sensors from the distributor or crank are set up correctly. Also their Trigger Level selection must be leading or trailing edge.

7. Check the Rotor's Fazing it you have a distributor system. This will make electrical interference on the ECU and Laptop if it is set incorrectly.

8. Calibrate the TPS and Map sensors and save the calibration as described under active sensors.

9. Set the maximum RPM range and Map sensor type and range.

10. The Map sensor value should be reading the atmospheric pressure of your region. Check the Altitude chart for the correct pressure in your area.

11. Make sure the Test function next to the trigger is on.

12. You may now crank the engine without the other connectors. Check that the Green LED flashes. Also look at the RPM signal on the timing map. It should show 200 to 300 rpm constant. If it shows erratic and run wild, do not proceed. First find the fault. It must be constant.

13. Look if any error code is displayed at the bottom. If there is remedy the fault first.

14. Save [image] the data to the ECU if it has been changed.

15. Switch the ignition off and connect the other connectors.

16. Remove all the fuses. Switch the ignition on. The relays will come on for three seconds the switch off again. If not check the relay wire according to the drawing. If you have electronic relays check the LED on them.

17. Switch the ignition off and insert the fuel pump fuse. Start with 5A. If it blows check the wiring and try 7.5A as some pumps draw more power than others. Do not go to larger amp fuses as there may be short somewhere.

18. Switch the ignition on, the fuel pump must start for three seconds and switch off.

19. Switch the ignition off and insert the coil fuses of 5A. If it blows check the wiring.

20. Now crank the engine with a timing light and check if the spark timing is in the 10°BTDC region. If not check the Timing Chapter for the correct setup. Do not attempt to start if the timing is not right or erratic. You may need to loosen the plug wire and make a small gap so that the timing light pick up the pulse of the spark plug. For coils that are bolted onto the plug try using the trigger wire from the ECU. If this does not work, take a separate wire and wound it three times around the inductive pickup of the timing light and then insert this wire between the trigger wire and the coil. This will amplify the signal three times so that it will trigger the timing light. Set the timing light to zero timing as wasted spark systems read double the degrees. This means if the timing light is adjusted to 10 degrees it is actually 20 degrees timing.

21. Switch the ignition off and insert the injector fuses of 5A. If it blows check the wiring.

22. Crank the engine. It should start. If the engine backfires or misses stop and do some checks. See the Faultfinding chapter to guide as to what the symptoms may be.

23. The vacuum bar should move to the left of the map while cranking at closed throttle. If your setup is correct it should start and idle smoothly.

24. Make sure the RPM is constant before revving the engine. If it jumps more than 300 rpm intervals, recheck the trigger polarity. It must be steady.

25. Look at the exhaust. If there is black smoke, it is very rich. Try leaning it out on the water temp graph by lowering the dot on the right side of the yellow bar.

26. Once the engine idles, calibrate the timing so that the Timing value on the software and the timing light is on the same value.

27. During the heating up faze, blip the accelerator from time to time. If the engine has a flat spot it may be lean and need some more fuel. Adjust the Fuel Graph Manifold Pressure till the flat spot reduces.

28. The blue LED in the Idle control should go off once the target RPM is reached. If it flashes then the ECU is trying to control the idling but nothing happens. It means the fault is to the idle motor side. Maybe a wiring fault or sticky motor or valve. It may also be a blocked airway or the throttle opening is too large. Remember for every 15% of enrichment on the water correction graph, the ECU will raise the set RPM's by 100.

29. As the engine heats up, the water sensor value must increase. Adjust the mixture on the water graph or by lowering the Fuel Graph Manifold Pressure till the engine is at normal temperature.

30. The water graph should now be around 85°C with no fuel enrichment. If it is not, you can calibrate the sensor slightly on the setup page. The engine should rev up smoothly. If it has a flat spot it requires more fuel. Increase the Fuel Graph Manifold Pressure slightly till the flat spot is nearly gone. Also check that the timing is not the result of the flat spot. Check with the timing light that the timing increase as the software indicates.

31. Let the engine idle and adjust the Fuel Graph Manifold Pressure till it idles smoothly. Always try to make the mixture as lean as possible because it is difficult to feel when it is too rich.

32. Save [image] the data to the ECU. Also save a copy to the Laptop at this stage. The car may stutter and die. Restart again and proceed with tuning.


Fault Finding

Faults and Remedies

The ECU yellow LED does not come on

  1. The ignition wire does not have 12Volt
  2. There is a short on the 5 Volt output from the ECU. The magnetic crank or distributor sensor, TPS and MAP sensor use 5 volt. Check the wiring.

The Software does not connect to the ECU with the USB Converter

  1. The Baud rate must be set to 19200 in the Device Manager.
  2. No Driver for this Device installed - The USB converter must have a driver CD which has to be installed first.
  3. Faulty USB converter.
  4. Faulty ECU.

The engine does not start for the first time

  1. Check for error codes. This is always the first place to look and a good indication of the problem.
  2. Go through the Startup Procedure to ensure ECU operation is correct.
  3. If you crank the engine and it does not want to start, disconnect the high tension leads at the plugs one by one and see if there is spark on the plugs. If not:

a. Check if the green LED on the ECU flash while cranking. If not check the crank or distributor signals. Gaps of magnetic pickups may be too large.

b. Check if sensor polarity is correct.

c. Check if the fuel and Coil relays pull in at ignition on. If not check that the numbers on the relays are correctly wired. Electronic relays has a LED that will come on at Ignition on.

d. Test if the coils have positive supply +12 Volt when cranking the engine.

e. Test the coil resistance from the relevant connecter to see if there is an open circuit.

f. Test the coil to see if faulty.

g. If distributor type check the spark at the coil HT pole.

  4. If there is spark, take out one of the spark plugs. If it is dry it means there is no fuel. Check for:

a. Ensure the fuel pump is running during cranking.

b. Test the fuel pressure by loosening a bolt on the fuel rail somewhere. Hold a rag over the joint to prevent spillage. Keep a fire extinguisher close by.

c. Check TPS calibration to ensure flood control is not activated.

d. Ensure that the injectors was checked and serviced if the engine stood for a long time.

e. Put your fingers on the injectors and feel if they pulse during cranking.

f. If not, check the software injector time bar for milliseconds signal. It should be more than about 5 milliseconds during cranking.

g. If it shows zero milliseconds, check the map calibration, TPS calibration, fuel cut off function settings. There should be an error code helping you to identify which control program prevent the injectors from pulsing.

  5. If the plugs are wet it means there is fuel. Check the following:

a. It may be that the start fueling was too much and the plugs were flooded. Dry them and try again. You may also push the throttle in completely and crank the engine till it tries to start or the plugs become dry.

b. It may be that ignition timing is setup incorrectly. Then firing occurs at the wrong time and failing to ignite the fuel mixture. Check the timing setup again for the specific engine.

c. The plugs may be old or dead. Replace.

  6. If the engine tends to stop cranking suddenly, check the following:

a. It may be that the timing is too fast. Reduce timing by 10 degrees. Add more teeth if a crank gear are used.

b. If there is a magnetic crank or distributor sensor, check that positive and negative wires are not switched around.

c. If more than one coil is used, check for incorrect wiring or firing order.

Engine Backfires during Cranking

  1. Check for error codes. This is always the first place to look and a good indication of the problem.
  2. The engine backfires through the intake.

a. Faulty ignition timing or firing order. Check again the timing setup for the specific engine.

b. If there is a magnetic crank or distributor sensor, check that positive and negative wires are not switched around.

c. If more than one coil is used, check for incorrect wiring or firing order.

d. Check if the RPM bar jumps erratic in the PC software. If it does, the gap of the magnetic sensors may be too large or the signal is too weak or interference from the ignition coils.

  3. The engine backfires through the exhaust.

a. Too lean fuel mixture. Increase by 10 at a time on the fuel ratio adjuster.

b. Water temperature sensor or compensation map incorrect.

c. Some of the plugs may be old or dead. Replace.

Engine start but it stalls directly afterwards

  1. Check for error codes. This is always the first place to look and a good indication of the problem.
  2. Check the map sensor in the fuel map field is operating. The red bar should be on altitude pressure value. If not, it may be a calibrating error or faulty wiring.
  3. The fuel mixture may be too lean. Try to enrich using the fuel ratio adjuster.
  4. The temperature sensor may be faulty causing the cold engine to give a warm signal to the ECU. Thus leaning the mixture out.
  5. Incorrect Fuel Cutoff settings. A symptom will be that the milliseconds bar on the real time block will jump to 0.
  6. Incorrect Engine Limiter settings

Engine start but is very rich

  1. Check the map sensor in the fuel map field is operating. The red bar should be on altitude pressure value. If not, it may be a calibrating error or faulty wiring.
  2. The fuel ratio adjuster is set too high. Start with 100%.
  3. Check if the water temp sensor is working. If not it will keep on enriching the mix as if for a cold engine.
  4. Some of the plugs may be dead, and then the engine loses manifold vacuum resulting in enriching the other pistons.
  5. Fuel maps tuned too high. Lower the values.
  6. Fuel pressure regulator regulates too high. Measure the pressure. It should be between 2.5 and 3.5 bar.

RPM signal very erratic.

  1. Check for error codes. This is always the first place to look and a good indication of the problem.
  2. Incorrect magnetic trigger polarity.
  3. Interference on pickup. See also Precautions.

Engine start but do not rev up

  1. Check for error codes. This is always the first place to look and a good indication of the problem.
  2. Check the map sensor in the fuel map field is operating and calibrated. The red bar should move to the right if the throttle is pressed.
  3. Too lean mixture. Try increasing the main jet value.
  4. Rev limiter is set too low
  5. Check the micro fueling and boost limiter blocks and see if the settings there are correct. A symptom will be that the milliseconds bar on the real time block will jump to 0.
  6. The Fuel Cut-Off settings are wrong.
  7. Incorrect rotor fazing or timing. Check with a timing light.
  8. The magnetic crank or distributor sensor's negative and positive wires are changed around. The gap may be too large.
  9. Fuel pressure or flow rate to low. Dirty fuel filter.
  10. Faulty fuel pump.

Idle Control does not work

  1. Check if the wiring is correct as indicated on the drawing. If it is an idle valve, make sure the diode is intact. If it is a stepper controller, make sure the sequence is wired correctly. It may try to close instead of open.
  2. Faulty TPS setting. Make sure the TPS is calibrated correctly. It must go from 0 to 100% over the full range.
  3. Check the idle control settings according to the idle control explanation.
  4. Make sure that the throttle position is set correctly at idling. The idle valve can only close as much as this setting.
  5. Check if the idle valve or stepper motor is not stuck. The idle valve can be pulsed with 12Volt to see if it opens and the stepper normally vibrates when the ignition is switched on. It may still be stuck even if it vibrates. So take the stepper off and see if it opens.
  6. If the blue LED on the stepper idle controller is constantly on during idle, it means that the idle computer does not receive the RPM pulse from the ECU. Recheck the wiring.
  7. If the blue LED on the idle controller flash it means that the idle computer tries to adjust the RPM but nothing happens. The idle motor itself is sticky or wired incorrectly. Open it up and clean and lubricate. With the long shipment on ships it corrodes on the inside. The wiring to the idle motor may be incorrect. The airway of the idle motor is blocked.

The Automatic transmission does not shift

  1. Connect to the TCU and see if the TPS and RPM signals are present. If not ensure the correct wiring connections between the TCU and UCU are correct.
  2. See the relevant TCU manual for information.

Spark plugs does not last

  1. Fuel mixture too rich.
  2. Wrong temperature plugs.
  3. Charge time too long. Reduce the time.

Flat Spot when accelerating

  1. Another vacuum line tied into the Map sensor line.
  2. Restricted vacuum line.
  3. Vacuum line too long.
  4. Too small port for Map sensor on intake manifold.
  5. Incorrect fuel setting of maps or accelerator pump.

Engine lack power, idle erratic, or runs lean

  1. The fuel pressure is erratic. This may be due to the pump sucking air on the in feed which causes cavitation and loss of pressure. This happens more frequent when the engine is hot.
  2. Injector positive is wired incorrectly. It does not have its own supply direct from the battery via relay 1.
  3. Incorrect setting of fuel maps.
  4. Fuel pressure or flow rate to low. Dirty fuel filter.
  5. Faulty fuel pump.

ECU cuts and start erratic or randomly during driving - See Electrical Interference

Copyright © 2013. All rights reserved.


Electrical Interference

Help > Product Software Desciption > Applications > ECU >

ECU_Interference_0 Ver 3.3

Electrical Interference

Electrical Interference is a big problem in the automotive environment. High voltage coils, inductive motors and solenoids all induce high voltage spikes into electrical wiring. Some also propagate through the air and is received as antenna by other wires. The microprocessor operates with 3 volt or less and is prone to become unstable or erratic with these spikes in voltage. There is sensors like the Lambda that is a voltage sensor that has a signal of less than one volt. Induction interference is difficult to filter out without impairing on the speed of transition pulses. The same with the crank and cam sensors. They operate on voltage spikes induced by a magnet. The processor has to determine what the correct spike is and what interference is. There is a limit to what it can do. Another problem is this is a universal product that has to connect to all types and makes of engine sensors. Therefor it is absolutely important to do an installation correctly to minimize these interferences.

Tips on wiring:

· Never run input sensor wires or output wires with high tension leads. These wires are not isolated to withstand a 30 000 volt spike in case a plug wire come loose and is cracked. That spark will feed back into the ECU and it is not designed to withstand that voltage. It will damage permanently. Even the Mercury2 with current protection drivers is just to protect against short circuits. Not HV!!

· Always connect screened sensor wires as close to the sensor keeping it screened as much as possible. Never tie screened wires into the old harness that was not screened. Although some manufacturers get away without screening it means they designed filters for that specific sensor combination and does not connect to different setups like the Spitronics ECU.

· Always earth the product with thick wires as close to the body as possible. Connect the black screen wires from the harnesses onto the ECU or earth wire.

· No screen wire must be connected to the engine. This will make a ground connection for the starter if the earth strap from the battery come loose. Is will overheat and cause a fire hazard. Also the engine electrical noise will be transferred into the wire causing interference.

· ECU power comes from the ignition key. This must be clean powers as any interference here will affect the ECU directly. Make sure that the Ignition power is not used for solenoids and high current electrical components such as coils, injectors, idle control, fuel pump and other solenoids. These items must be powered from the battery via a relay circuit. See the drawing. This wrong action may also damage the key circuit.

  • Battery earth straps should go from the battery negative to the body and also from the battery negative to the engine. Do not connect the body earth strap to the starter as all the starter noise will be transferred to body earth.
  • Connect the main charge wire from the alternator to the battery positive terminal rather than the vehicle harness. The battery acts as the smoothing capacitor and it will dampen the alternator interference.

·

Interference or feedback is caused by the following reasons:

  1. Earth wires incorrect.
  2. Sensor wires are not screened properly.
  3. The screen wires are connected to the engine.
  4. Faulty High Tension sparkplug wires.
  5. Incorrect spark plugs - use non resistor spark plugs for loose standing coils and resistor plugs for coils bolted onto the plug.
  6. HT lead run too close to sensitive input wires.
  7. The Ignition Positive wire is used for high current devices that generate voltage spikes. Connect all coils. Injectors and idle controls etc. via relay circuits from the fuse box supplied.
  8. Poor voltage supply to the ECU.
  9. Large relays do not have decoupling diodes and induce spikes on the ignition wire. Install free running diode supplied according to drawings.
  10. Incorrect alternator wiring.
  11. Incorrect battery earth straps.
  12. Incorrect rotor fazing. The spark has to jump a gap in the distributor inducing spikes on the pickup device.


Error Codes

Help > Product Software Desciption > Applications > ECU >

ECU_ErrorCodes_Ver 3.4

ECU Error Codes

The ECU software has error codes displayed in the information tool bar at the bottom. These errors will help the tuner to find problems during startup and tuning.

Error 1 to 5 is implemented around the crank, cam or distributor signal. Sometimes interference may invoke the wrong error. Always crank the engine first without any output connectors on the ECU. This will eliminate interference from coils etc.

Error 7 to 13 indicate when the ECU will cut fuel or spark due to some control limit that is reached. This helps to eliminate confusing when the ECU take over fuel or spark.

The following list explain the different error codes

1=Missing teeth - the crank sensor senses too little teeth per revolution

2=Too many teeth - the crank sensor senses too much teeth per revolution

3=Incorrect pick-up wiring - the crank sensor trigger edge need to be swopped or the wires must be swopped

4=Missing TDC pulse - the TDC pulse is not present

5=Missing home pulse - the Home pulse is not present

6=Not Defined

7=Fuel Safety Cut-out - the fuel pressure sensor low limit is reached

8=Economy Fuel Cut - the downhill economy fuel cut is implemented

9=Rev Limiter - the engine rev limit is exceeded

10=Boost Limiter - the boost pressure limit is exceeded

11=Water Temperature Limiter - the water temperature limit is exceeded

12=Launch Limiter - the launch limit RPM is exceeded

13=Lambda Control Limit - the lambda control limit is reached


TCU

Help > Product Software Desciption > Applications >

P0_M0_0 Ver 3.1

Application TCU

This TCU software is generic to all Spitronics TCU's. The hardware differs in features and the number of inputs and outputs. If a feature is not used, it will be blanked out so that the tuner can't access it. Read carefully through the information to see which feature is specific to the hardware you purchased.

Note that this Ver 3 Software is also designed to work with our older products. The hardware may be discontinued but the firmware can be upgraded to accommodate newer features that were developed at a later stage.

TCU - Dicontinued

Mercury - Dicontinued

Mercury2 - In production

Neptune - Dicontinued

Neptune2 - In production

Please read the sub folders for more information on these hardware.


Software Main Screen

Help > Product Software Desciption > Applications > TCU >

P0_M0_0 Ver 3.1

Main Software Screen

The explanations is done further in the manual under specific descriptions.

To start Galaxy click the [image] icon on the desktop.

Click on Applications and TCU

The main Galaxy TCU screen is divided into many sections namely:

Galaxy and product versions

Galaxy tool bar and shortcut icons - These are common between different products.

Product Page buttons - These are specific to each product.

Main screen or tuning pallet - This is where all information or product setup or tuning graphs are displayed and tuned.

Real time analog values for each sensor in the product is displayed here.

Status bar where all information around the product is displayed.


Toolbar

Toolbar Shortcut Buttons

Close Galaxy
 Connect / Disconnect TCU
 Refresh USB connections
 Upload data map to PC
 Open Event viewer
 Open Galaxy Settings
 Open Live updater
 Open map file
 Save current map file onto PC
 Save current map file onto TCU
 Open and save Map file to device directly
 Close Current Map file
 Password protect map file
 Cascade open windows
 Tile open windows vertically
 Tile open windows horizontally
 Minimise all open windows
 Show error codes
 Clear error codes
 Open Galaxy assistant
 Open request support
 Open Distributor Login
 About Galaxy
 Open Galaxy help file
 Close ECU application
 Enable or disable poll timer
 Show or hide live values


View Selection

TCU Information

Keyboard Shortcuts

TCU Settings

Gear Profile Settings

Duty Solenoid Graphs

Show / Hide All Maps

Easy Tune Selection

Activate / De activate Auto follow

Activate / De activate Mouse function

TCU Flash Memory indication. When green the memory is up to date and when yellow the memory has not yet been updated.


Real Time Display

The Real Time Display is the live status displays of all the current analogue input and output parameters for quick and easy reference.

Gear

This block indicates the actual gear selected by the TCU. It is not the shifter position.

Shifter

The yellow letter indicate the desired gear selected by the driver when the Tiptronic is in automatic mode. The red letter indicates the shifter position is a shifter sensor is connected to the TCU.

Tiptronic Buttons

These arrows indicate red when the Up or Down switches are pressed.

Low Range

This block will indicate the low range selection if the TCU is wired to a low range switch of a 4x4 transfer gearbox.

Lockup

This is the lockup clutch indication when it is engaged in the torque converter

Solenoid Display

This displays the shift solenoid configuration for a gear.

Map Number

This block indicates which Map is in use.

Throttle Position

This bar indicate TPS movement

Oil Temperature

This bar indicates the temperature of the transmission fluid.

Battery

This bar indicate the TCU voltage input from the ignition power.

RPM

Engine RPM's can be displayed analogue or digital. Double click on the gauge will toggle between modes.

Fuel Pressure

Road Speed can be displayed analogue or digital. Double click on the gauge will toggle between modes.


Setup

Help > Product Software Desciption > Applications > TCU >

P3_M0_0 Ver 3.1

Setup

This is the Setup of all the parameters in the TCU.

Note that the calibrations is done in Map 1 and is saved separately from the tuning Maps. This is to prevent parameters from changing with different maps and having to do all the calibrations for each map. The TCU comes with parameters that is not necessary calibrated for your vehicle application as they are all mostly unique. So do go through the calibrations first before tuning your maps.

See the sub folders for explanations.


Engine Settings

Help > Product Software Desciption > Applications > TCU > Setup >

P3_M1_0 Ver 3.1

Engine Settings

See the sub folders for explanations.


Map Information

Help > Product Software Desciption > Applications > TCU > Setup > Engine Settings >

P3_M1_A Ver 3.1

Map Information

The Map information screen, Name Model and Engine, contains info for the TCU application for a specific vehicle. This helps the tuner to recognize previous work and tuning data. It is saved in the TCU and also in PC maps. It does not affect any tuning on the engine.

Number - The firmware consists of 4 maps for different transmission setups or tuning algorithms. This is only an indication and the map cannot be forced on this page. The map is determined by the Map Selection switch that is selected.

NB!! Note that the sensor calibrations can only be done in Map number 1.


Engine Configuration

Help > Product Software Desciption > Applications > TCU > Setup > Engine Settings >

P3_M1_B Ver 3.1

Engine Configuration

Cylinders - Number of cylinders on the engine can be selected in this block. It is not used by the current firmware but reserved for future development of different firmware.

Idle RPM - Idle RPM of the engine can be typed in this block. It is used by the firmware to release the lockup clutch if the revs fall below this value plus 200 RPM. Example if you select 600 the lockup will release below 800 RPM's.

Engine Max RPM - Maximum RPM of the engine can be typed in this block. It is used to scale the gear profile graphs so that the whole graph can be used for tuning. It also calibrate the maximum scale of the analogue RPM gauge.

Pulses / RPM - This setting is the number of RPM pulses per engine revolution that the TCU receives. It is used for correct revolution calculation and display.


General Purpose Outputs

Help > Product Software Desciption > Applications > TCU > Setup > Engine Settings >

P3_M1_C Ver 3.1

General Purpose Outputs

There are two general purpose GP outputs to configure for several different functions. These outputs can be configured to use the analogue signals and switch a relay on or off when certain limits have been reached.

Example: RPM for a shift light, Oil temperature to control a fan relay or Shifter to switch a reverse alarm on etc.

The appropriate limit values are set in the min and max blocks. For example for a shift light select Speed and set the minimum value at 150 and maximum at 200. The light will switch on at 151 Km/h and switch off at 201 Km/h. If the min value is smaller than the max value, the relay will switch on between the limits and off outside the limits. If the minimum value is higher than the max value, the relay will switch off between the limits and on outside the limits.

Note also that the relay will switch on or off at the set value +/- 1 increment. For the above example the relay will switch on at 151 and off at 201 when the speed increase, and on at 199 and off at 149 when the speed decrease. This means that if an analogue value hovers around a limit, there is a two increment dead band that ensures that the relay is not erratic.

Note! If you don't use these outputs, select Not Used so that valuable processor time can be saved. On certain firmware these outputs will be disabled as their drivers may be used in the application. These outputs source 2A to ground. For larger currents use a relay externally. See the drawings.

The following values may be set for the different conditions:

RPM - RPM/min 100rpm increments

Speed - road speed at 1 Km/h increments

TPS - percentage at 1% increments

Oil temperature - degrees at 1°C increments

Gear - select a number of gears

Shifter - select 1,2,3,D,N,R,P

Mode - select a Map from 1 to 4

Speedometer Output

This feature is used for Speedometer Calibration. You can adjust the number of pulses per revolution for each prop shaft revolution. This is handy for engine conversions.

This GP Values is used on certain firmware to achieve certain functions. See the specific instructions for that engine type.

For more detail on the settings see the sub folders.


Transmission Settings

Help > Product Software Desciption > Applications > TCU > Setup >

P3_M2_0 Ver 3.1

Transmission Settings

Gears - This setting tells the software how many forward gears the transmission has. In some firmware profiles, this setting is forced and cannot be changed. The user may select fewer gears for specific profiles like low range etc if he does not want to shift to higher gears.

Converter Stall Speed - This setting is used in some firmware programs to control the lockup minimum engage RPM's.

Maximum Speed - This setting is mainly used to adjust the maximum speed calibration of the analogue speedometer display.

Speed Sensor Pulses / RPM - This setting is the number of pulses per one prop shaft revolution received from the Speed sensor. It is used for correct speedometer calculation in conjunction with the Speedometer Calibration value. You may see this as a course adjustment but the main advantage is that uneven pulses may be used like a 36-1 gear where you would then use a value of 35 pulses.

Lockup TPS Low - When the TPS value drop below this setting in %, the lockup will be switched off. This will smooth the down shifting of the Transmission. This features can be set 0% and 100% to deactivate if you require the lockup to stay on.

Lockup TPS High - When the TPS value rise more than this setting in %, the lockup will be switched off. This will protect the TCC with hi torque engines. This features can be set 0% and 100% to deactivate if you require the lockup to stay on.

Shift Solenoids - This setting tells the software how many shift solenoids the transmission has. In most firmware programs this setting is forced and cannot be changed.

Duty Control Solenoids - This setting tells the software how many control solenoids the transmission has. In most firmware programs this setting is forced and cannot be changed.

Transfer Box Ratio - This setting tells the software what the transfer gearbox ratio is so that when low range is selected the speed settings on the gear profiles can be adjusted.


Sensor Settings

Help > Product Software Desciption > Applications > TCU > Setup >

P3_M3_0 Ver 3.2

Sensor Settings

See the sub folders for explanations.


Active Sensors

Help > Product Software Desciption > Applications > TCU > Setup > Sensor Settings >

P3_M3_A Ver 3.1

Active Sensors

This block let the tuner select the different sensors that are to be used for his application. Not all the sensors are used but each one has different features that makes the transmission perform at its best. If a sensor is not used, leave the block unchecked. This will free up valuable processor time. Also make sure the wiring to that sensor is properly isolated as there is power on the leads that could short circuit, damaging the TCU as a result. Some of the sensors cannot be altered or will be forced on by the firmware.

NB! Note that all these calibrations must be made in Map 1 as they will be the same in the other Maps,

Calibration
 Some of the inputs can be calibrated by clicking on the calibrate button. This allows for a wider range of sensor to be used and calibrated in the software.

RPM Sensor

This input is forced on and essential to the operation of the TCU. It can be any pulse configuration even uneven pulses. As long as you enter the number of pulses per one revolution of the engine. In some conversions you may add a sensor that scans a bolt on the crank or camshaft as the engine may be of a carburetor type. It is not possible to control the engine without this signal. This signal normally is diverted from the ECU.

Battery

This input is not used in the TCU control parameters at this stage but merely an indication for the tune. It may be used on the GP outputs to switch on a battery low lamp which indicate that the alternator is not charging.

TPS

This sensor indicate to the TCU what the driver's intent is. It is also used for features such as kick down, lockup control and smooth shifting. It is not possible to control the engine without this sensor. This signal normally is diverted from the ECU. For the TCU to operate correctly this sensor needs to be calibrated. Note that when pressing the throttle while calibrating, the Fuel Prime function on the ECU may squirt some petrol on the cylinders. You may disconnect the 8 and 10 way connectors on the ECU to that none of these functions will have an effect.

Click on the calibrate [image] button left of the TPS check box and do the following procedure:

The TPS value must increase with throttle depression. If it is decreasing, click on Polarity to select Negative. This feature is normally used where the original TCU is still connected and wiring cannot be altered. In this case you connect only the TCU TPS signal wire to their signal wire. Do not connect the ground or 5 volt signal wires but isolate them to prevent shorts. Now click the Calibrate button. The current TPS value will be written into the two blocks Min and Max.

Press the fuel pedal in completely and release the pedal completely. The Min and Max values will be indicate the range of the TPS. Click the Save button. You may now test the TPS signal by pressing the pedal in and releasing it. The TPS real time value should operate from 0 to 100%. Then click on the Save to TCU [image] button to make the changes permanent.

Speed

This sensor indicate road speed to the TCU. It is also used for features such as kick down, gear down and smooth shifting. It is not possible to control the engine without this sensor. This signal is normally connected at the back of the transmission to measure prop shaft rotation. This sensor is set up in 2 parts. Firs input the number of pulses per one prop shaft rotation in the [image] block. Click on the calibrate [image] button left of the Speed check box.

Change the offset value till the speed value reads the same as the car, speedometer or as a GPS reading. Click the OK button. Then click on the Save to TCU [image] button to make the changes permanent.

Oil Temperature Sensor

This sensor indicate transmission oil temperature to the TCU. It is not used in all TCU firmware but it does help to smooth shifting when the transmission is cold. There is 2 selections for different sensors. Normally 2k or 10k which alter the sensor calibration. Note that this does use a different wire in the harness as well. Select None if it is not used.

This sensor can be calibrated but it is only an offset adjustment to make it accurate at a critical temperature. Most firmware is pre calibrated for that sensor on the TCU. Click on the calibrate [image] button.

Now adjust the offset value to match your accurate thermometer. Click the OK button. Then click on the Save to TCU [image] button to make the changes permanent.

Low Range Switch

This feature indicate to the TCU when low range is selected. This will do an automatic adjustment on the speed values entered in the transmission profiles. The arrow will select the signal logic for low range. Note that light on the real-time bars must be green when it is in low range.

Also set the ratio for the transfer box in the [image] block. Check the wiring diagrams to connect it properly.


Map Selection

Help > Product Software Desciption > Applications > TCU > Setup > Sensor Settings >

P3_M3_B Ver 3.2

Map Selection

The TCU has the feature of setting up to 4 different Maps for the transmission. This can be normal Automatic mode, Towing Mode, Tiptronic Mode, Racing Mode, low range mode etc. Should a TCU start with the wrong selection due to pre setup, you may select 1 Map and first set the TCU up with all calibrations. Then select the 2 or 4 Map selections and load the relevant Maps in them.

1 Map

This is for standard cars where the driver only need automatic mode.

2 Map buttons

This mode has 2 Maps and require the Tiptronic buttons to be installed. Pressing the Down button for 2 seconds will switch to Map number 2. Pressing the Up button for 2 seconds will switch to Map back to number 1. Note that the software will disconnect and then reconnect. It may take a couple of seconds. This is to read the new data from flash memory in the TCU. The TCU will do this in less than a second though. It can be done while driving. Also note that the TCU will default to Map 1 on startup.

This mode requires a rotary 4 Map switch to be installed on the TCU. Each position will activate the relevant Map to be used. Note that Map 1 and 2 may be changed while driving whilst 3 and 4 must be stationary. Should you switch to them while driving, nothing will happen until the speed is 0 km/h. Note that the TCU will start in the Map where the switch is positioned. This switch can be calibrated to suit different styles and versions of the Map selection switch. Note that this calibration is always in mode one and is saved in the TCU. Loading other maps will not alter the calibration. If this button is not available it is either Pre Ver 3.2 firmware or the TCU is currently on a Map greater than 1. In the last case click on 1 Map do the calibration and then click on 4 Map Switch before you save the data to TCU. The older versions was preprogrammed and could not be changed.

Click on this button to enter calibration mode.

Put the Map switch in position 1. As a test you can go through all the positions to position 4 to see if the real time value change significantly. Note that the value must progress up or down as the switch goes from 1 to 4. If it goes up and down or down and up it will not calibrate correctly. Then the resistor values need to be changed on the switch.

Put the Map switch in position 1 and click on 1. It will become green.

Go through the other positions 2, 3 & 4.

Put the map switch in position 1 again and click Save & Close. Put the Switch selection to 4 Map Switch again. Then click [image] to make the calibration permanent.

Note that the other Maps may not have data in and then the software will indicate Setup data could not be read. In this case click on Cancel and load a map into that Map memory.


Shifter Sensor

Help > Product Software Desciption > Applications > TCU > Setup > Sensor Settings >

P3_M3_C Ver 3.2

Shifter Sensor

This block will set up the type of shifter position sensor on different transmissions. Some will be blanked out by the firmware and other will leave the installer choices on his method of wiring. Note that the TCU is mostly concern in reverse so that it will prevent it from changing the shift solenoids as this action will put some transmissions in neutral or lock mode which can be detrimental.

Logic Input

This is for specific firmware where a complex switch is fitted on the transmission. Different switches will combine to indicate in which position the shifter is. The software will indicate all the shifter positions.

Reverse Low

This setting is used where a switch is mounted on the shifter which gives a ground signal when reverse is selected. Note that the software will only indicate drive or reverse.

Reverse High

This setting is used where the signal is connected to the reverse light between the switch and the bulb. It is a positive signal that switch on the reverse lights. The bulbs need to be working as they act as pull down resistors. Note that the software will only indicate drive or reverse.

Pot Input

The software will indicate all the shifter positions if the TCU has a signal representing all the different positions. This selection is for shifters with a potentiometer to indicate the lever position like the Spitronics Shifter or some Ford shifter models. Spitronics also manufacture a resistor encoder board for shifters with complex logic selector switches. The advantage is that the TCU only requires one input for multiple switches. This values for the shifter can be calibrated while for some firmware it will be pre-calibrated. If this button is not available it is either Pre Ver 3.2 firmware or the TCU is currently on a Map greater than 1. In the last case click on 1 Map do the calibration and then click on 4 Map Switch before you save the data to TCU. The older versions was preprogrammed and could not be changed.

Click on this button to enter calibration mode.

If your shifter or transmission has only 3 positions, uncheck position 3 & 4 so that they do not form part of the calibration procedure.

Put the Shifter in Park. As a test you can go through all the positions to position up to 1st in sequence to see if the real time value change significantly. Note that the value must progress up or down as the switch goes from P to 1. If it goes up and down or down and up it will not calibrate correctly. Then the resistor values need to be changed on the switch.

Put the Shifter in Park and click on P. It will become green.

Go through the other positions R, N, D, 2 & 1.

Put the Shifter in Park again and click Save & Close. Then click [image] to make the calibration permanent.


Map Options

Help > Product Software Desciption > Applications > TCU > Setup > Sensor Settings >

P3_M3_D Ver 3.1

Map Options

This block gives the tuner options on how he would like to set up the tiptronic operation and LED indication for each Map. This is useful for modes like towing, racing and low range. If it is used as automatic only without buttons select Not used. These modes may be set up differently for each of the 4 modes.

Automatic

This is a standard feature on most cars today. The driver use the tiptronic buttons to set the desired gear for the TCU. This does not control the shift directly but merely the indication to the TCU which gear should not be exceeded during driving. This is useful in a pass where you go uphill and need a lower gear. If you release the throttle in a corner the TCU will select a higher gear only to gear down again when you press the throttle after the corner. There is no different tuning on the gear profiles for automatic.

This desired gear is indicated on the software by [image]. This means if it is a 5 speed transmission and you are in in 4th gear, if you press the down shift button, the maximum desired gear is set to 3. If a shift is allowed, then the TCU will shift to 3rd gear and give the driver the feeling that he downshifted the transmission. If a shift is not allowed the TCU will wait till the speed is slow enough to do a shift to 3rd gear safely. Now if the driver stop and pull off, the transmission will start in 1st gear and shift normally to 3rd gear and back as required.

Should he however accelerate to maximum revs where the marker pass the blue top dot on its right side, the transmission will select 4th gear to prevent over revving. It will also set the desired gear to 4th.

If the driver is stationary and press the up button, the desired gear select will be [image]. Then if he press up while stationary the desired gear will be [image]. This means the transmission will be automatic mode till 2nd gear unless the revs are higher as the blue dot.

Semi-automatic

This feature is more direct and will shift the transmission directly if a legal shift can be performed. This mode is used for towing where it is difficult to set the transmission up for different loads. Here there are changes on the profile maps to move the up and down shift points further from normal automatic mode. This means the middle dot of the blue line moves more to the right and the middle dot of the brown line move more to the left. This will cause the engine to go higher in revs before upshifting and lower in revs before down shifting. Then the driver can decide when a shift is required and shift the transmission with the buttons. The TCU will shift up and down when low speed or high RPM's is achieved, making the transmission still semi-automatic and drivable.

Manual

This mode is completely manual. It is used for off-road driving or Dyno tuning. The driver can select the gear while standing still and then the transmission will pull off in that gear. This is useful in sand and snow when the driver need to pull off in 2nd gear. The transmission will stay in that gear even if the engine over-rev. This is useful in 4x4 mode where a steep slippery hill must be crossed. The lockup clutch remains in automatic mode and will only engage under low load conditions. Remember that when driving in loose sand or on the Dyno. The transmission may over-heat due to the lockup that is not engaged and creating heat in the circulating oil. You may need to back off the power to engage the lockup and then put the power back on.

LED

The 2 LED's on the dashboard may be selected to indicate in function mode where the green is the lockup clutch and the red is the desired gear selected or in gear mode where the 2 indicate in binary code which gear is selected by the TCU.


Sensor Calculation

Help > Product Software Desciption > Applications > TCU > Setup > Sensor Settings >

P3_M3_E Ver 3.1

Sensor Calculation

This block is for future use on specific firmware.


Transmission Profiles

Help > Product Software Desciption > Applications > TCU >

P4_M1_0 Ver 3.1

Transmission Profiles

These profiles are used to set up each gear to shift on its own pattern and according to certain criteria. This feature will let the installer set up the TCU for custom drive trains to the liking of his customer. The up and down shift algorithms can be manipulated with ease.

Marker

This yellow square block is called the Marker. It is a graphical point on the graph that indicates the crossing point of the vertical TPS signal with the horizontal RPM signal. It let the user see where the crossing point is and when it pass the shift lines.

Brown down shift line

When the marker move over to the left of this line a down shift will occur. This is usually when the RPM's drop too low in a gear or the throttle is pressed and the engine needs a lower gear to accelerate.

This line has 3 dots.

· The bottom dot will always stay on the 0% TPS line. This dot is used to shift down at closed throttle and low RPM's.

· The top dot is usually set at 90% throttle and more or less in the middle of the RPM range. This dot is used as a safety limit for the maximum RPM's where shift down may occur. If the marker is on the right side of this dot, even if it is lower in TPS, the TCU will not shift to a lower gear. When you choose a RPM value for this dot, make sure that after the shift there is still RPM's to gain in the lower gear. Otherwise the TCU will have to shift up immediately causing hunting in the transmission.

· The middle dot is normally set on 40% TPS value and slightly to the right of a straight line between the top and bottom dot. This will let the transmission shift down at lighter throttles during acceleration from higher gears. This will to help get the vehicle move with ease without laboring the engine.

Blue up shift line

When the marker move over to the right of this line an up shift will occur. This is usually when the RPM's increase too high in a gear or the throttle is release after the required speed is achieved. Then the engine needs a higher gear to coast.

This line has 3 dots.

· The bottom dot will always stay on the 0% TPS line. This dot is used to shift up at light throttle and low RPM's.

· The top dot is usually set at 90% throttle and more or less at maximum RPM range. This dot is used as a safety limit for the maximum RPM's to prevent engine over revving. When you choose a RPM value for this dot, make sure that after the shift the engine did not reach the engine limiter due to the shift time. In 1st gear you may need to drop this value as the engine pick up revs very fast and the transmission take around 2 seconds to do the actual shift.this may cause the engine to over rev.

· The middle dot is normally set on 40% TPS value and slightly to the right of a straight line between the top and bottom dot. This will let the RPM increase more before shifting at low throttle position. This will to help get the vehicle move with ease without laboring the engine.

Gear number and lockup.

This block indicates which gear's profile are being adjusted. If you click the arrows it will select between the profiles. The lockup check box will indicate to the TCU that you want to engage lockup clutch in the torque converter for this gear. Note that lower gears normally has too little time to use this feature. The standard is usually the top 2 or 3 gears. You may in tiptronic off-road select it in each gear as you spend some time in it. Note that not all transmissions have the lockup available in lower gears.

Gear down speed

This block is used to force a down shift to the lower gear when the road speed falls below this value. The reason is that if a lockup clutch did not engage the RPM will fall to idle due to the slippage in the converter. Then the TCU will shift down causing the shift to be harsh. In this case lower the brown bottom dot to an RPM that is lower than idle. This will prevent downshift at low RPM and force down shift only if the rad speed is slow enough. This is also the case with Aisan transmissions where 1st and 2nd gear has free running clutches. If you go fast in the gear and release the throttle the engine will fall to idling.

Note that in first gear this value is used as an upshift limit. The reason is that if you are on a downhill and let the car coast by itself, it must engage second gear. Her a value of around 10km/h is selected. As the road speed increase above this value 2nd gear will be selected. This will put the transmission in the right ratio when the driver start to accelerate.

Gear shift time

This block is used to give the transmission time to complete a shift before the next shift will be made. The reason is that the transmission is mechanical and it takes up to 2 seconds to complete a shift procedure. If the time is too short the TCU will start comparing the marker and speed values for the next shift. The result will be that the transmission will skip gears. Note that the TCU cannot shorten shift times, it has to be modified by a transmission specialist.

Kick down speeds.

When the road speed is above this value no down shift will occur. This acts the same as the top brown dot but just with a speed setting and with the exception that the shift time is ignored. The reason is that road speed is not influenced like RPM's due to torque converter slippages. The advantage of this setting is that it enables the TCU to shift 2 gears simultaneously during hard accelerating from a slow cruise in a higher gear. Like overtaking a car when the transmission was in a high gear coasting. The TCU will shift one gear down then wait for the shift time to time out. But if the road speed is lower than the kick down speed, the TCU will shift immediately to a lower gear. This happen very fast and the transmission will shift 2 gears.

Reset profile

This helps the tuner to put all the dots on the tuning pallet if no map is loaded in the TCU. They are not necessary placed where they should be.


Control Solenoid Graphs

Help > Product Software Desciption > Applications > TCU >

P5_M1_0 Ver 3.1

Control Solenoid Graphs

This graph will determine the line pressure which acts on the clutches. This pressure is a pulse width modulation signal and is calculated according to the throttle position. It is critical that the TPS is calibrated and operates correctly.

Duty solenoid 1 is usually for the line pressure. The higher the Duty Cycle, the less the line pressure will be on the clutches. Never go higher than around 70% Duty Cycle at light throttle as this may damage some control solenoids. Always go for the lowest value without the shift being too harsh. If you feel slippage during shift, back off the throttle immediately and decrease the graph setting at that TPS value. These clutches are not made to endure slippage and may damage permanently.

Duty solenoid 2 & 3 are firmware specific and can be viewed in the special files.

Graph selector

Click on the dropdown menu to select between the grahs to tune. You may press the "T" button to toggle between them. The "H" button will hide or show all 3. Note that some firmware will only allow 1 graph to be available.


Tuning

Help > Product Software Desciption > Applications > TCU >

TCU_Tuning_0 Ver 3.1

Tuning Principles

The TCU normally comes with standard profiles preloaded. These profiles differ a lot due to engine RPM and road speed differences for each type of vehicle. There is a large difference between petrol and diesel engines and also 4x4 and two wheel drive vehicles. It is recommended to start with a profile that is more or less similar to your configuration. Always start with Profile 1 in automatic mode as this is the profile in which you have to calibrate all the sensors, so that it is the same for the other profiles. Any calibration in other profiles will be replaced with the calibration of Profile 1 at startup.

Procedure of Tuning.

Standing Still

First go through the setup and enter all the relevant settings that you do know like the pulses per RPM and revolution of the speed sensor etc.

Calibrate the TPS sensor.

Start the engine and check the rev counter calibration is correct, then save the data and switch the engine off.

Switch the ignition on and do the following settings while you are standing still.

Start with the following option settings.

Set the Gear Down Speed and the Kick Down Speed for all the gear profiles to 0 as in the block below.

Set the Gear Down Speed for first gear to 100 as in the block below.

This will disable the speed settings so that you can set the RPM settings first. It will not work for Tiptronic as you do need the required speed settings.

Now set the Up Shift (Blue Line) High Dot to 90% TPS value, and to the maximum RPM value allowed for that gear. Do this for each gear. Set Gear one a bit lower to compensate for the shift time of the transmission.

Now set the Down Shift (Red Line) High Dot to 90% TPS value and half of the maximum RPM value allowed for that gear. Do this for each gear. An example is, if you want a gear to reach 6000RPM under WOT, adjust the Down Shift High Dot to 3000RPM. This will be a save value to start with, so that shift down does not the over-rev engine.

Now set the Up Shift (Blue Line) Low Dot to idle RPM plus 800 RPM. An example is if idle RPM is 800, set this Dot to 1600RPM. Do this for each gear and add 100RPM to the next gear.

Now set the Down Shift (Red Line) Low Dot to idle RPM plus 200 RPM. An example is if idle RPM is 800, set this Dot to 1000RPM. Do this for each gear again adding 100RPM per gear. This will ensure that the gear does shift back when idling RPM is reached.

Now set the Up Shift (Blue Line) Middle Dot to 40% TPS value, and set the RPM value slightly right form a straight line between the Low and High Dot. Do this for each gear.

Now set the Down Shift (Red Line) Middle Dot to 40% TPS value, and set the RPM value slightly right form a straight line between the Low and High Dot. Do this for each

Preparation is now done and the gearbox should shift and make the vehicle drivable. Save this to the TCU.

Driving and Basic Settings

Now start the engine and pull off in drive. Find a quiet level road and calibrate the speedometer.

Should the transmission at any time feel like slipping, immediately back off the throttle and decrease the line pressure graph at that TPS setting. It is graph one. These clutches are small and will burn quickly and also burn the oil. If the transmission has more than one control solenoid se the specific instructions on how to adjust the different graphs. Note that lowering the graph will increase line pressure that will result in a firmer shift.

The first setting to adjust is light throttle pull off. Push the throttle to about 5 to 10 % TPS value and feel each gear when it shifts forward. This is an important setting if you crawl in traffic. If it shifts too quick to your liking, move the Up Shift (Blue Line) Low Dot more to the right and vice versa. Do this for each gear.

The next setting to adjust is low throttle gear down. For this setting we use the Gear Down Speed setting. It is better to use actual road speed for gear down than RPM's. The reason is that torque converter's slip gives a false sense of drivetrain RPM's at low engine RPM's. This is due to the stall speed of the torque converter. There is also a difference in RPM when the Torque Converter Clutch is engage or not. First you need to set the Down Shift (Red Line) Low Dot to idle RPM minus 200 RPM. An example is if idle RPM is 800, set this Dot to 600RPM. Do this for each gear. This will prevent the TCU to gear down by revs.

Enter a value for the Gear Down Speed setting in, for all the gears except Gear 1. Leave it at 100 Km/h. Use a value which you thing it should gear down. Start with a lower value to prevent lockup of the wheels.

Now accelerate to top gear and release the throttle. Now feel each gear when it shifts back. If it shifts back harsh or too quickly, decrease the value and vice versa. Do this for each gear.

The Gear Down Speed setting in Gear 1 is used as a forward shift speed to second gear. This is handy when the vehicle starts rolling on a downhill where the driver does not touch the throttle. When the vehicle exceeds this speed, the TCU will automatically shift to second gear. This speed must be higher than the second gear, Gear Down Speed setting, otherwise the transmission will hunt between the gears. On the Lexus gearbox this setting is important as 1st and 2nd gear has a free running clutch and no engine brake, which means that RPM stay at idle regardless of the speed of the vehicle. Start with a value of 10km/h.

Now to set the Up Shift (Blue Line) Middle Dot, press the throttle in about 40% TPS value. Again feel each shift if it takes place at the right RPM's. If it shifts too quickly move the Dot more to the right and vice versa. Do this for each gear.

Now to set the Down Shift (Red Line) High Dot RPM value, you need to cruise in the gears higher than gear 1, and at an RPM just lower than this Dot value. Then kick the throttle in quickly to reach a value higher than 90% TPS value. Now when the TCU shift the previous gear, feel if the RPM in this gear is too high or too low. Adjust the Dot only left or right. This kick back should occur at a RPM where the lower gear still have range to improve the vehicle speed, without over revving the engine. It should also not be too low so that the engine labor in higher gear and not be able to gear down under high load conditions. Do this for each gear.

To set the Down Shift (Red Line) Middle Dot for gear down when Throttle is pressed is a bit trickier. You need to cruise in each gear at low RPM. Then press the throttle in at certain depths and feel is gear down occurs at the correct acceleration. Adjust this Dot left and right till kickback occurs at the correct throttle opening.

The last shift setting to adjust is the Kick Down Speed setting. This setting lets the TCU gear down regardless of the RPM or if the Gear Shift Time has lapsed. It will also let the TCU shift back two gears at a time. The TCU will gear down when the speed is below this value and the throttle is pressed to a TPS value greater than the Down Shift (Red Line) High Dot TPS value. This is set at 90% TPS. To start with a reasonable value, use 50% of the maximum speed for the lower gear. Example if Gear 2 can reach a speed of 100 Km/h, use 50Km/h as a setting for Gear 3. This will leave ample room for the lower gear to accelerate the vehicle. If you found that the engine revs in the lower gear is too low increase this value. Do this for all the gears except Gear 1.

Gear Shift Time is important to let the transmission complete its hydraulic action before the TCU attempt its next shift. A setting here is normally 2.5 to 3 seconds. If the time is too short the TCU will do calculations for the next gear while the transmission has not yet engaged that gear. This will result in the transmission skip gears and the engine revs fall too low. It will then kickback and start an erratic shift process. Rather start with a larger value and decrease till you detect inadequate operation. Then increase the time slightly. Also note that during the shift time at full throttle the engine may over-rev. then decrease the blue top dot's RPM value.

Now drive around with the vehicle under normal city and highway conditions feeling the TCU operation. This will indicate where little adjustment may be required to get the shift to perfections.

Save the profile in the TCU and also on the PC as Profile 1 Automatic.galaxy.

Now select Profile 2 and load the file Profile 1 Automatic.galaxy from the PC into the TCU. Press Connect and save it to the flash in the TCU and then start editing from there.

Repeat the save process and go to the next profile. For low range you may need to start over as with Profile 1. This is due to the speed settings that will be different.

Once you are familiar with tuning you may tune the middle and top dots also in the up and down dimension. This is mostly a feeling by you if the transmission do what you want it to do. Try to see what the marker does while driving and try to get the shift lines where the transmission feel smooth. Be careful while driving as you may get distracted and cause an accident.


Startup Procedure

This is a very important procedure to prevent damage to the TCU and Transmission. If at any time the clutches slip, back off the TPS immediately and increase the line pressure or check if its fluid levels are correct. Do not continue like this because the clutches are very delicate and can damage in seconds.

Transmission and system preparation.

Before you connect the TCU do the following:

1. If it is a conversion, service the Transmission filter and oil. Make sure if the Transmission uses ATF or synthetic oils. Check the oil level when the engine is running in drive.

2. First ensure that the installation is correct according to the Hardware Installation procedure.

3. Test the electrical wiring a multi meter according to the Test Procedure file provided.

8.2 Connecting the TCU for the first time

Now you may proceed with the following steps. If any steps do not correlate with the TCU operation, stop and look for the faults. Ensure that the TCU is earthed!!!

1. Remove the solenoid fuses.

2. Connect only the 12 way connector leaving the 10 way connector open. Switch the Ignition on. Do not start the Engine. The yellow LED on the TCU must come on. If the yellow LED does not come on switch off immediately as there may be a short on the 5 Volt output that will damage the TCU.

3. Now switch the Ignition off and connect the Laptop to the TCU. Switch it on again. Start the PC software and connect to the TCU. The Transmission data like the TPS and gear position should be displayed.

4. Start with Profile 1 in automatic. If it show profile 2 or more click on 1 Map or turn the profile switch to MAP 1.

5. Go through the setup page and ensure all the settings are correct for the Transmission.

6. Calibrate the TPS sensor and save the calibration as described under active sensors. The TPS and speed sensor must be calibrated in Profile 1.

7. Put the shifter in different positions and see if the software recognize reverse and drive as well as other positions if it has the capability.

8. Start the engine and make sure the rev counter is calibrated.

9. Switch the ignition off and connect the 10 way connector. Replace the fuse and start again.

10. Put the shifter in drive and the software on the gear profiles. Pull off in first and see if the speedometer works.

11. If the gears are slippery reduce the line pressure value on the graph according to the tuning principles.

12. Calibrate the speedometer asking a passenger to do the calibration value till it reads the same as the car speedometer or a GPS. Or do this with the wheels off the ground and comparing to the vehicle speedometer. Once you are on the road use the GPS for accuracy.

13. See if the transmission select all the gears and gear back.

14. Do fine tuning according to the tuning principles.

15. Save the data for that profile and start tuning the other profiles and functions.


Fault Finding

Faults and Remedies

The TCU yellow LED does not come on

  1. The ignition wire does not have 12Volt
  2. There is a short on the 5 Volt output from the TCU. The magnetic crank sensor, distributor sensor or the TPS sensor use 5 volt. Check the wiring.
  3. Check if the TCU is earthed.

The Software does not connect to the TCU with the USB to RS232 Converter

  1. Incorrect or faulty USB converter.
  2. The Baud rate must be set to 19200 in the Device Manager.
  3. No Device Driver for the USB cable is installed on the PC.

The TPS does not want to calibrate

1. Check the wiring according to the drawing. See if it has 5 Volt, Ground and if the signal varies between 0 and 5 Volt.

2. Check Calibration procedure again. Make sure that the calibration is in profile 1 and that it is reset before calibration and saved in the TCU after calibration.

The RPM signal does not indicate

1. Incorrect sensor wiring. See drawings.

2. Wrong harness for the sensor type. Make sure if you have a hall or magnetic sensor or pulse.

3. Incorrect jumper setting.

4. Sensor gap too large. Make gap between 0.5 and 1mm between sensor and iron teeth.

5. Incorrect Setup or Calibration.

The Speedometer does not indicate

1. Incorrect sensor wiring. See drawings.

2. Wrong harness for the sensor type. Make sure if you have a hall or magnetic sensor or pulse.

3. Incorrect jumper setting.

4. Sensor gap too large. Make gap between 0.5 and 1mm between sensor and iron teeth.

5. Incorrect Calibration.

The Shifter positions indicates wrong

1. Incorrect wiring. See drawings.

2. Reverse logic setting is wrong. Change the level for activation.

3. Shifter is not earthed.

The TCU does not want to shift from 1st gear to second

1. One of the above sensors is not working correctly.

2. Incorrect profile settings. See Tuning Principles.

The Marker moves past the up or down shift line without shifting

1. Faulty Number of Gears setting

2. Incorrect profile settings. See Tuning Principles.

3. Faulty Shifter Position switch.

The TCU shift before the Marker moves past the up or down shift line

1. Incorrect Speed settings for Gear down Speed or Kick down Speed.


Aisan A650E Lexus 5 Speed

Help > Product Software Desciption > Applications > TCU > Transmission Specific Special Instructions >

Program 2 Aisan A650E 5 Speed Special instructions Ver 3.2D 07_04_2016

This firmware and software are under construction and development continues. It is now quite drivable and can be set up with a bit of knowledge and understanding. Work that still need to be done is tiptronic selection and lockup clutch settings for 2nd gear as well as settings to override the Lockup TPS Low and High. Also off-road settings to achieve engine braking in lower gears. Work is in progress to make upshifts faster than the shift times when the throttle is released. Different ratios in the drive train do make a big difference in line pressure settings and also the gear profile settings. Note that the TPS sensor to use is the one on the throttle motor and not the one on the cable side. The throttle also needs to be modified to become a normal throttle by cable.

The A650E Transmission has a direct clutch for 2nd gear and accumulators for the other gears. This means that the main line pressure Graph 1 is applied directly via a control solenoid on the second gear clutch. The control solenoid will apply a certain amount of the line pressure which is adjusted on Graph 2.

Graph 1 will adjust the main line pressure of the transmission. Because this action is inverted for safety in limp mode, it means that the higher the graph the lower the line pressure will be. The reason for this is that in case of solenoid failure the line pressure will be high to prevent the clutches from slipping and be damaged.

Graph 2 will adjust the shift pressure from 1st to 2nd gear. If there is a momentarily slip between shifts or no second gear, it means the pressure is too low. You need to raise the graph at that TPS setting. If the shift is harsh it means the pressure is too high. You need to lower the graph at that TPS setting. If you can't get enough firmness in the shift you may need to raise the main line pressure by lowering the line of graph 1 at that TPS setting.

Graph 3 will adjust the pressure when shifting from 2nd gear to 3rd gear to achieve a smooth shift. If there is a momentarily slip between shifts it means the pressure is too low. You need to raise the graph at that TPS setting. If the shift is harsh or it means the pressure is too high. You need to lower the graph at that TPS setting. If you can't get enough firmness in the shift you may need to raise the main line pressure by lowering the line of graph 1 at that TPS setting.

Note that the TPS settings for the lockup clutch must be set 0% and 100%.

Tuning Tips

Start with the A650E startup map supplied by Spitronics. Make sure all the sensor calibrations is done and operate correctly. This will be important especially for TPS, RPM Speed and Oil temperature. These sensors will influence how the pressures and shift times are applied. Go to GP settings and switch GP 1 to Not used. We will do the oil temperature compensation last. To calibrate the speed setting you may lift the drive wheels from the ground and compare the TCU speed to the speedometer. Then later do a fine calibration on the road. If the speedometer is dependent on the TCU then you will have to calibrate it on a quiet road with a GPS. See speed calibration in the software under active sensors. NB. If at any time a gear slips immediately back off the throttle and increase the pressures according to the manual. These clutches are very small and could damage easily.

Do not be afraid to play with the settings to see what the effect is. This way you will understand the operation of the TCU. Always start with the light load settings and if it feels like the clutches is slipping release the throttle and adjust the pressures.

Graphs

Start with graph 1 and feel the shift firmness between 3rd & 4th and also 4th & 5th gears. The reason is that you need to determine a line pressure first which will then be applied to the lower gears. Make sure that the transmission is now on operating temperature. It should be from 50°C to 70°C

Now start with 1st to 2nd gear at a very light throttle like 5%. If it is a hard shift lower the graph 2 line at that TPS value. If it sounds as it slips or does not get 2nd gear and the software indicates 2nd raise the graph till it shifts to 2nd gear. If it shifts acceptable go to 3rd gear. The graph 3 line should be around 10% to 15% higher than the graph 2 line. Notice if there is a slip between the shifting process raise the line till it connects firmly. If the shift is too harsh lower the line slightly and test again. If this pressure is too high it will try to engage 2nd and 3rd gear simultaneously casing the engine to loose RPM as the transmissions will try to lock up. If you cannot get a firm shift it means the main line pressure is too low at that TPS value. Decrease graph 1 line slightly and test again. Now increase the throttle by 10% or more and adjust it the same as above. Repeat the process till you are at 100% TPS value.

Gear Profiles

Again see the tuning part in the manual for setting up the profiles. The A650E transmission has free-wheel clutches in 1st, 2nd, and 3rd gear when the shifter is in drive position. This is a safety feature should a sensor or TCU packs up during driving and the TCU does an accidental shift to a lower gear. For off-road braking you need to put the shifter in 2nd or 1st position to achieve engine braking. Note that 2nd the engine braking is achieved by the applied line pressure to the clutch. Note on the picture below how the line pressure is dropped at 0% TPS. This will release the clutch and free wheel 2nd gear. The moment the throttle increase in TPS value, the pressure will be up and 2nd will engage in positive drive. Drop it just far enough so that total free wheel is achieved. If you de accelerate from 3rd gear and 2nd is engaged, it must not have engine braking at close throttle. If you can feel 2nd engage or see a slight RPM increase, reduce both the 2nd and 3rd graph values.

Another thing to keep in mind here is to reduce the speed and RPM for shifting to 2nd when you reduce speed with the vehicle. Do the following adjustments.

3rd Gear

This engine idles at 600 RPM. As you can see the brown bottom dot is at 500 RPM which means the TCU will not shift down on RPM. This is set like that because the free wheel clutch will let the engine idle even if you are going at 50 Km/h. so to get it to shift to second set the gear down speed low. Also note the middle brown dot is set at 15% TPS and 1400 RPM. Should you accelerate fast it will engage the 2nd quickly while power is still low. Then the harsh kickback will be reduced. You can also set the speed limit so that any downshift above this speed will not be permitted.

Note that this system does not control the fly by wire throttle so if you press the accelerator the TCU cannot reduce the power for a smooth shift. The shift from 3rd to 2nd and from 2nd to 1st is very harsh because the engine have a lot of power. However the shift will come quick and without delay from the TCU. Set the profiles so that it does not kick back to 1st. Also from 3rd to 2nd must be set at low speed and low rpm.

2nd Gear

Again notice that the low brown dot is below RPM setting. This means that this profile will not downshift on RPM value but on speed. Set the gear down speed very low as this engine can use second gear for pull-off if you did not come to a complete stand-still. Note also that the brown line goes up steep so a kickback to first will only occur when the throttle is blipped. You can also prevent kick back with the kick down speed setting. Remember to drop the line pressures as discussed at closed throttle.

1st Gear

1st gear is straight forward. But set it up to select second gear quickly as the engine has enough power in second to accelerate. Then the amount of energy put on these clutches are reduced and the wear and tear will be minimum. Important to note is than the gear down speed in 1st is actually a gear up speed and it must be higher in value than the 2nd gears gear down speed. This will prevent hunting between 1st & 2nd.

Oil Temperature Compensation

For the A650E transmission oil temperature is critical due to the direct clutch system. We used the settings in the GP1 output block to lower the oil pressure applied to the 2nd gear when it is cold. It will also raise the pressure when it is hotter than normal. This will prevent harsh or slipping clutches. First tune the transmission at normal operating temperature till you are satisfied with the shift times and load settings. Then take note at which temperature this occur. Now set the GP1 selection on oil temperature and enter this operating temperature in the Min block. In the example it was set at 65°C. The Max block is a gain setting that will reduce the 2nd graph pressure when the transmission temperature is below 65°C by a certain percentage. When the transmission is cold and second gear is harsh, increase this Max value. If 1st to 2nd is too soft reduce this value. When the transmission temperature goes above 65°C, then the pressure will be raised in the same manner.


CAM Controller

Help > Product Software Desciption > Applications >

P0_M0_0 Ver 3.4

CAM Controller

The universal CAM controller is a Pluto ECU with custom firmware to control other features that the ECU normally lack due to the amount of drivers or signal inputs. It is a standalone add on and can be used with any type of ECU. It is sold in Basic hardware class which make it very cost effective.

It has the following features.

1. It can control 4 VVTI camshafts in open loop with separately tunable duty cycle signals with TPS lockout,

2. It can control 2 Nitrous solenoids with separately tunable duty cycle with TPS lockout. This is handy for ratio control.

3. It can control a single or dual Idle valve motor directly

4. It can control Spitronics manufactured stepper drivers for idle control motors.

5. It has 2 GP outputs that can be configured for TPS, RPM or Battery voltage signals.

6. The GP2 output can also be used for V-Tech camshafts.

7. It can scale RPM signals for rev counter calibration

8. It has Dual Map capabilities to enhance duel fuel applications.

See the sub folders for explanations.


Setup

Help > Product Software Desciption > Applications > CAM Controller >

P3_M0_0 Ver 3.4

Setup

The universal cam controller use the Ver 3.4 ECU software to minimize development cost and bring the unit at a good price to the market. This means that some of the tuning blocks does not have the right meaning. Once you get to memorize them you will find it very easy to setup and tune. This manual is not extensive and only explains the relevant settings for the controller. You may need to read the ECU manual if you are not familiar with it. Only the settings used in this firmware and their differences with the ECU will be discussed.

Just as with the ECU this block can be used to memorize tuning and customer data.

The controller has dual map capability and this will indicate which Map is in use. See the wiring diagrams on how to wire the Dual Map Switch.

This block set the Maximum RPM to scale the graphs to maximize tuning space. Choose 300 to 500 RPM above the engine limiter of the ECU.

These work the same as in the ECU program with the exception that only RPM. TPS and Battery Voltage may be selected. That is the only signals wired into the controller. Another change from the ECU is that if you use a single idle valve or stepper, GP1 will be disabled. If you use a dual idle valve then GP2 will also be disabled. The reason we changed this around is that the V-Tech feature sit on GP2 and it can then be used with an idle valve controller. This will maximize the use of the product. See the ECU manual for further description.

This block will pulse the RPM output at the set number of pulses per revolution. This is handy to calibrate some rev counter signals. In this case the setting is for a 6 cylinder rev counter.

The CAM controller can read any form or RPM signal. See the Hall and Magnetic setup as well as tapping into other ECU signals. Note that there is a special filter required for connecting to Coil Negative. The amount of pulses per revolution is entered into this block. It does not have to be even pulses. In this example the trigger signal was tapped into the crank sensor of the 1UZ VVTI engine which has a 36-2 crank wheel. Note that you enter only the pulses which will be 34. It can take pulses from 1 pulse to 120 pulses per revolution.

This block is used to select between 2 cam control options.

Option 1 (Coil per cylinder)

This option use the first 4 graphs on the Fuel Graph RPM compensation map to adjust 4 cams separately in the RPM domain. The top Graph will do the TPS lockout for all 4 camshafts.

Option 2 (Wasted spark)

This option use the first 2 graphs on the Fuel Graph RPM compensation map to adjust 4 cams in 2 pairs in the RPM domain. The top Graph will do the TPS lockout for all 4 camshafts. Then it will use the second 2 graphs to control 2 NOS solenoids separately in the RPM domain. The green limit bar on the top graph is used for TPS lockout.

The TPS and Map sensor is locked in the on position. Although MAP is not wired and ignored it has to be enabled to make use of the graphs. The TPS signal is converted to the MAP signal. The TPS must be calibrated to work properly. See the ECU manual for more information on this procedure.

The Battery signal may be switch off but it's merely for the GP outputs to have a low battery feature for NOS applications.

The trigger signal may be selected to positive or negative transitions.

The Idle Control block works exactly as the ECU descriptions with the exception of the two GP outputs that is exchanged. Note that the Type selection must be on Not used for the GP outputs to function.

This is all the relevant settings.


Real Time Display

Help > Product Software Desciption > Applications > CAM Controller >

P0_M0_0 Ver 3.4

Real Time Display

Only 3 real time signals are available on the CAM controller. The other are either blanked out or set to zero.

The TPS signal are copied onto the MAP signal to make use ot the top graph there.

RPM signal can also be digital by double clicking on the guage.

Battery signal/


Tuning Graphs

Help > Product Software Desciption > Applications > CAM Controller >

P5_M0_0 Ver 3.4

Tuning Graphs

The Cam controller use the fuel graphs as they contain the information to set the cams to work properly. Mostly cams are adjusted to RPM as they improve the volumetric efficiency due to air mass. This will broaden the torque curve of the engine. In some cases they are also adjusted with throttle position. Newer technology engines requires the cams to be adjusted in a window in the RPM range and only when the throttle is opened at a certain percentage.

This graph is used as a TPS block out signal. A 10 on the vertical scale represent 100% duty cycle. The bottom graph represent the TPS signal from to 100%.This graph will only adjust the maximum duty cycle allowed at that TPS position. This will not activate the outputs to the cams. That is set at the bottom graph. As you can see that values lower than 30% in this example has no signal, and higher is 100% signal. The bottom graph's value will be compared to this graph and the lowest value between them will be used. This means under 30% TPS value it does not matter what the value is set on the bottom graph. The outcome will be 0%.

The green half vertical line is the TPS lockout point for the NOS solenoids. This is used so that NOS can only be applied at fully opened throttles as a safety measure. In this example it is set to 80% throttle opening. Below this % the solenoids will be off. To adjust this setting use the adjustment block and arrows below.

This graph is used in the RPM domain and has a graph representing each of the 4 cam outputs. Green is cam 1 on driver one, then brown for cam 2 on driver 2 and so forth. The vertical scale go from -45 to +45 which total 100% duty cycle. The horizontal scale is engine RPM. In this example the duty cycle is adjusted from 25% to 75% and back to 25% which is required by this engine. The differences on the left is just to indicate the amount of line on top of each other. It will still be 4 outputs to each cam although pares will have the same duty cycle.

In this example Option 2 (Wasted spark) was selected. Green and Brown is used for 2 cams each. Blue and orange is used for the NOS solenoids. In this case the blue solenoid will open at lower RPM's then the orange one. For NOS control solenoids the duty cycle may be gradually phased in adjusting a ration between the fuel and oxygen solenoids.


Plugins

The part of the Galaxy software is where sub programs are executed from. These programs is not part of the main software but is used to change or test certain features of the products.

See the sub folder for the relevant descriptions.


VenusTitan Tester

Help > Product Software Desciption > Plugins >

Plugin_ VenusTitan Tester_1 Ver 3.3

Venus Titan Tester

The Venus Titan Tester plugin is a help program to test all the inputs and outputs of the hardware. It will start even if the hardware is locked of the firmware is above the hardware class. It also has a Firmware HEX file that will calibrate the inputs so that they can be checked for range operation. This firmware does not alter the Map data in the ECU.

NB! Note however that it is critical to only load the correct HEX file for your product. Make sure that the Test Program has the product name in front of it as it may lock the processor from operations rendering the product useless.

Venus Titan Test Instructions

NB!! Always turn the simulator off before the unit is connected, this will prevent damage to the unit as well as the simulator.

1. Simulator Harness required: Mercury Ver1.0

2. Connect the unit to the simulator using the correct harness provided.

3. Connect the USB Debug Adapter.

4. Switch the simulator on. Set It on Program 30

5. Load the Venus Titan Test Program 30 Ver 3.3 30_10.Hex file. It can be found on the website under downloads.

6. Turn simulator off and connect the Spitronics USB cable to the Mercury unit.

7. Turn simulator on.

8. Immediately the LED's on the unit and on the simulator will start to pulse.

9. Open the Galaxy [image] software.

10. In Galaxy open the plugin called "Venus Titan Tester"

Check that the ECU info is correct. Ignore the Firmware class as you load a test program in with a different firmware class. If the Program restriction has a number in the ECU will only allow that firmware.

11. Now adjust all the pots and observe there operation as the following points will describe.

12. The Lambda Pot will adjust this bar from left to right. Full scale will be reached at approx. 2/3 of POT movement.

13. The Potentiometer TPS will adjust this bar full scale from left to right.

14. This bar will represent the battery voltage measured at pin 10 of the 12 way connector in respect to the enclosure.

15. The Potentiometer POT does not operate here.

16. The Water POT adjust this bar. Note that the first 1/3 of POT movement has no effect.

17. The Air POT will adjust this bar. Note that the pot minimum is not at the bar min.

18. The RPM POT will adjust this gauge. Note that there is 2 RPM ranges that can be selected by the pressing the PROG button on the simulator. High range should go to approx. 10 000 RPM

19. The MAP POT will adjust this gauge. POT movement will scale it full range.

20. The Green LED on the ECU must flash.

21. Now observe the LED,s on the Simulator. They will flash in the following sequence.

22. All off

23. GP2, N5, N3, N1, GP1, RELAY

24. N6, N4, N2, RPM

25. All off

26. GP2

27. N5, N6

28. N3, N4

29. N1, N3

30. GP1, RPM

31. RELAY

32. The tests are now complete. You may now load back the working program.


TCU Tester

The TCU Tester plugin is a help program to test all the inputs and outputs of the hardware. It will start even if the hardware is locked of the firmware is above the hardware class. It also has a Firmware HEX file that will calibrate the inputs so that they can be checked for range operation. This firmware does not alter the Map data in the TCU.

NB! Note however that it is critical to only load the correct HEX file for your product. Make sure that the Test Program has the product name in front of it as it may lock the processor from operations rendering the product useless.

TCU Test Instructions

NB!! Always turn the simulator off before the unit is connected, this will prevent damage to the unit as well as the simulator.

1. Simulator Harness required: TCU Ver1.0

2. Connect the unit to the simulator using the correct harness provided.

3. Connect the USB Debug Adapter.

4. Switch the simulator on. Set It on Program 45

5. Load the TCU Test Program 45 Ver 3.1 30_10.Hex file. It can be found on the website under downloads.

6. Turn simulator off and connect the Spitronics USB cable to the TCU unit.

7. Turn simulator on.

8. Immediately the LED's on the unit and on the simulator will start to pulse.

9. Open the Galaxy [image] software.

10. In Galaxy open the plugin called "TCU Tester"

Check that the TCU info is correct. Ignore the Firmware class as you load a test program in with a different firmware class. If the Program restriction has a number in the TCU will only allow that firmware.

11. Now adjust all the pots and observe there operation as the following points will describe.

12. The Potentiometer TPS will adjust this bar full scale from left to right.

13. This bar will represent the battery voltage measured at pin 10 of the 12 way connector in respect to the enclosure.

14. The Potentiometer POT will adjust this shifter block through all the positions. P R N D 2 1

15. The MAP POT will adjust this Map block through all the positions. 1 2 3 4

16. The RPM POT will adjust this gauge. Note that there is 2 RPM ranges that can be selected by the pressing the PROG button on the simulator. High range should go to approx. 10 000 RPM

17. The Speed POT will adjust this gauge. Note that there is 2 Speed ranges that can be selected by the pressing the PROG button on the simulator. High range should go to approx. 200 Km/h

18. Press the Down button and the Down Arrow must go Red.

19. Press the Up button and the Up Arrow must go Red.

20. The Oil and L/R does not work in this test.

21. Now observe the LED's on the Simulator. They will flash in the following sequence.

22. All off

23. GP2, GP1, P1, P3, P5, RELAY

24. P2, P4, P6

25. All off

26. GP2

27. GP1

28. P1, P2

29. P3, P4

30. P5, P6

31. RELAY

32. The tests are now complete. You may now load back the working program.


Pluto Tester

The Venus Titan Tester plugin is a help program to test all the inputs and outputs of the hardware. It will start even if the hardware is locked of the firmware is above the hardware class. It also has a Firmware HEX file that will calibrate the inputs so that they can be checked for range operation. This firmware does not alter the Map data in the ECU.

NB! Note however that it is critical to only load the correct HEX file for your product. Make sure that the Test Program has the product name in front of it as it may lock the processor from operations rendering the product useless.

Pluto Test Instructions

NB!! Always turn the simulator off before the unit is connected, this will prevent damage to the unit as well as the simulator.

1. Simulator Harness required: Mercury Ver1.0

2. Connect the unit to the simulator using the correct harness provided.

3. Connect the USB Debug Adapter.

4. Switch the simulator on. Set It on Program 30

5. Load the Pluto Test Program 30 Ver 3.3 30_10.Hex file. It can be found on the website under downloads.

6. Turn simulator off and connect the Spitronics USB cable to the Mercury unit.

7. Turn simulator on.

8. Immediately the LED's on the unit and on the simulator will start to pulse.

9. Open the Galaxy [image] software.

10. In Galaxy open the plugin called "Pluto Tester"

Check that the ECU info is correct. Ignore the Firmware class as you load a test program in with a different firmware class. If the Program restriction has a number in the ECU will only allow that firmware.

11. Now adjust all the pots and observe there operation as the following points will describe.

12. The Lambda Pot will adjust this bar from left to right. Full scale will be reached at approx. 2/3 of POT movement.

13. The Potentiometer TPS will adjust this bar full scale from left to right.

14. This bar will represent the battery voltage measured at pin 10 of the 12 way connector in respect to the enclosure.

15. The Potentiometer POT does not operate here.

16. The Water POT adjust this bar. Note that the first 1/3 of POT movement has no effect.

17. The Air POT will adjust this bar. Note that the pot minimum is not at the bar min.

18. The RPM POT will adjust this gauge. Note that there is 2 RPM ranges that can be selected by the pressing the PROG button on the simulator. High range should go to approx. 10 000 RPM

19. The MAP POT will adjust this gauge. POT movement will scale it full range.

20. The Green LED on the ECU must flash.

21. Now observe the LED,s on the Simulator. They will flash in the following sequence.

22. All off

23. GP2, N5, N3, N1, GP1, RELAY

24. N6, N4, N2, RPM

25. All off

26. GP2

27. N5, N6

28. N3, N4

29. N1, N3

30. GP1, RPM

31. RELAY

32. The tests are now complete. You may now load back the working program.


Neptune Tester

The Neptune Tester plugin is a help program to test all the inputs and outputs of the hardware. It will start even if the hardware is locked of the firmware is above the hardware class. It also has a Firmware HEX file that will calibrate the inputs so that they can be checked for range operation. This firmware does not alter the Map data in the TCU.

NB! Note however that it is critical to only load the correct HEX file for your product. Make sure that the Test Program has the product name in front of it as it may lock the processor from operations rendering the product useless.

Neptune Test Instructions

NB!! Always turn the simulator off before the unit is connected, this will prevent damage to the unit as well as the simulator.

1. Simulator Harness required: Neptune Ver1.0

2. Connect the unit to the simulator using the correct harness provided.

3. Connect the USB Debug Adapter.

4. Switch the simulator on. Set It on Program 45

5. Load the Neptune Test Program 45 Ver 3.1 30_10.Hex file. It can be found on the website under downloads.

6. Turn simulator off and connect the Spitronics USB cable to the Neptune unit.

7. Turn simulator on.

8. Immediately the LED's on the unit and on the simulator will start to pulse.

9. Open the Galaxy [image] software.

10. In Galaxy open the plugin called "Neptune Tester"

Check that the TCU info is correct. Ignore the Firmware class as you load a test program in with a different firmware class. If the Program restriction has a number in the TCU will only allow that firmware.

11. Now adjust all the pots and observe there operation as the following points will describe.

12. The Potentiometer TPS will adjust this bar full scale from left to right.

13. This bar will represent the battery voltage measured at pin 10 of the 12 way connector in respect to the enclosure.

14. The Potentiometer POT will adjust this shifter block through all the positions. P R N D 2 1

15. The MAP POT will adjust this Map block through all the positions. 1 2 3 4

16. The RPM POT will adjust this gauge. Note that there is 2 RPM ranges that can be selected by the pressing the PROG button on the simulator. High range should go to approx. 10 000 RPM

17. The Speed POT will adjust this gauge. Note that there is 2 Speed ranges that can be selected by the pressing the PROG button on the simulator. High range should go to approx. 200 Km/h

18. Press the Down button and the Down Arrow must go Red.

19. Press the Up button and the Up Arrow must go Red.

20. The Oil and L/R does not work in this test.

21. Now observe the LED's on the Simulator. They will flash in the following sequence.

22. All off

23. GP2, GP1, P1, P3, P5, RELAY

24. P2, P4, P6

25. All off

26. GP2

27. GP1

28. P1, P2

29. P3, P4

30. P5, P6

31. RELAY

32. The tests are now complete. You may now load back the working program.


Mercury Tester

The Mercury Tester plugin is a help program to test all the inputs and outputs of the hardware. It will start even if the hardware is locked of the firmware is above the hardware class. It also has a Firmware HEX file that will calibrate the inputs so that they can be checked for range operation. This firmware does not alter the Map data in the ECU.

NB! Note however that it is critical to only load the correct HEX file for your product. Make sure that the Test Program has the product name in front of it as it may lock the processor from operations rendering the product useless.

Mercury Test Instructions

NB!! Always turn the simulator off before the unit is connected, this will prevent damage to the unit as well as the simulator.

1. Simulator Harness required: Mercury Ver1.0

2. Connect the unit to the simulator using the correct harness provided.

3. Connect the USB Debug Adapter.

4. Switch the simulator on. Set It on Program 30

5. Load the Mercury Test Program 30 Ver 3.3 30_10.Hex file. It can be found on the website under downloads.

6. Turn simulator off and connect the Spitronics USB cable to the Mercury unit.

7. Turn simulator on.

8. Immediately the LED's on the unit and on the simulator will start to pulse.

9. Open the Galaxy [image] software.

10. In Galaxy open the plugin called "Mercury Tester"

Check that the ECU info is correct. Ignore the Firmware class as you load a test program in with a different firmware class. If the Program restriction has a number in the ECU will only allow that firmware.

11. Now adjust all the pots and observe there operation as the following points will describe.

12. The Lambda Pot will adjust this bar from left to right. Full scale will be reached at approx. 2/3 of POT movement.

13. The Fuel Press POT will adjust this bar full scale from left to right.

14. The Altitude POT will adjust this bar full scale from left to right.

15. The Potentiometer TPS will adjust this bar full scale from left to right.

16. This bar will represent the battery voltage measured at pin 10 of the 12 way connector in respect to the enclosure.

17. The Potentiometer POT will adjust this bar full scale from left to right.

18. The Water POT adjust this bar. Note that the first 1/3 of POT movement has no effect.

19. The Air POT will adjust this bar. Note that the pot minimum is not at the bar min.

20. The RPM POT will adjust this gauge. Note that there is 2 RPM ranges that can be selected by the pressing the PROG button on the simulator. High range should go to approx. 10 000 RPM

21. The MAP POT will adjust this gauge. POT movement will scale it full range.

22. Press the program button for low RPM and turn the RPM pot for slower RPM. The 2 x Green LED and the 2 x Red LED on the ECU must flash in sequence like running lights.

23. Now observe the LED,s ón the Simulator. They will flash in the following sequence.

24. All off

25. GP2, N5, N3, N1, GP1, P1, P3, P5, RELAY

26. N6, N4, N2, RPM, P2, P4, P6, E-RELAY

27. All off

28. GP2

29. N5, N6

30. N3, N4

31. N1, N3

32. GP1, RPM

33. P1, P2

34. P3, P4

35. P5, P6

36. RELAY, E-RELAY

37. The tests are now complete. You may now load back the working program.


Device Upgrade

The Galaxy software has the ability to upgrade a TCU, Titan or Venus from version 2 software to version 3 software. This means the user is not required to send his unit to the wholesaler. All he will need is the relevant upgrade file for that product and the activation done by the wholesaler. Note that there may be charges involved. Please contact the wholesaler in your area for assistance. This product will then be able to work with both versions of the software as long as the relevant Firmware is downloaded in the product.

How to upgrade.

Contact a wholesaler found on Spitronics website. Close the deal with him and give him your product type and serial number. He will activate your system on the web and send you the Upgrade Firmware and Map for that product. You will need a PC with internet access. Then proceed with the next steps.

Load the Upgrade File for that product. The Green LED on the front will stay on which means the product is ready to upgrade. If the Green LED go off it means that the product already has Ver 3 Software capability. Just make sure that the serial number on the software match your products serial number. The last batch of Venus ECU's were upgraded in the factory.

Open Galaxy only and at the bottom you will see if the software recognize a connection to your product.

Now load the Map file and press connect. Then press Download to device. If it complains about a different product map just press ok. Make sure that the product is connected after the Map is loaded.

Now click on the Plugins and Device Upgrade.

The relevant product info will be shown.

Once the wholesaler activated the upgrade for this product on the website you may press Upgrade. Galaxy will un-log this unit and upgrade it to version 3 software. The Software will indicate Upgrade Successful and the Green LED will go off. Close this plugin.

Now load the relevant version 3 firmware.

Open the Application for this product.

Note that map files for version 2 & 3 are not compatible. The product will have to be re-tuned. Also note that if you load version 2 firmware back again, the old map will still be intact. Loading different versions of firmware will not wipe the map data for the other version.

Your product is now successfully upgraded to version 3 software.


Device Clasification

Help > Product Software Desciption > Plugins >

Plugin_ Device Classification_7 Ver 3.3

Device Classification

The Galaxy software has the ability to change the products hardware class over the internet. This means the user may upgrade his product from example a Standard to an Advance without the need to send the unit to the wholesaler. All he will need the activation done by the wholesaler. Note that there will be charges involved. Please contact the wholesaler in your area for assistance.

How to change the Hardware Class.

Contact a wholesaler found on Spitronics website. Close the deal with him and give him your product type and serial number. He will activate your product on the website. Then proceed with the next steps.

Open Galaxy and then click on the Plugin Device Classification.

The relevant product info will be shown.

Once the wholesaler activated the class change for this product on the website you may press Assign. Galaxy will update the new hardware class for this unit. Close this plugin.

Open the Application for this product.

Your product is now successfully upgraded with hardware class.


Terms & Conditions

Help >

Terms & Conditions

1. Definition

Unless the context dictates otherwise, the words and expressions set forth below shall bear the following meanings and cognate expressions shall bear corresponding meanings:

1.1. "Company" means Spitronics Micro Ignitions CC (Registration Number: 2004/103899/23) a close corporation duly incorporated in accordance with the laws of the Republic of South Africa.

1.2. "CPA" means the Consumer Protection Act, 2008.

1.3. "Customer" means the buyer of the Goods.

1.4. "Goods" means the goods supplied by the Company.

2. Application of Terms and Conditions

The Customer agrees that all current and future orders for and sales of the Goods are subject to the following terms and conditions, which the Customer acknowledges to have read and understood.

3. Prices

3.1. The Company's listed prices are subject to alteration at any time without prior notice.

3.2. The prices contained in quotations, estimates and acceptances of orders are based on the quantities and any other details specified therein and the Company reserves the right to revise prices in the event of a change in the quantities or any other details.

3.3. All prices quoted by the Company are subject to fluctuations in exchange rates, duties, surcharges, freight and transport costs, and clearing agents' charges. If suppliers increase their prices, the Company shall be entitled to pass on these increases to the Customer.

3.4. The prices quoted do not include charges for consultations, installation, training, repairs or any other services. Such charges will be charged by the Company in addition at its then current rates.

3.5. All prices quoted exclude Value Added Tax, unless otherwise stated.

3.6. A quotation by the Company is only open for acceptance within 7 (seven) days from date thereof, unless otherwise agreed to in writing by the Company.

4. Payment Terms

4.1. Payment in respect of Goods must be made in advance on the date of order, unless otherwise agreed to in writing by the Company. No Goods will be released to the Customer until full payment has been received.

4.2. The price for the Goods must be paid in cash or via debit card, credit card or electronic funds transfer, without any set-off or deductions and free of any costs, charges or exchange. Payment via cheque will not be accepted.

5. Orders and Delivery

5.1. All orders are accepted subject to availability of Goods. The Supplier reserves the right to withdraw any Goods from its catalogue.

5.2. Delivery dates and times are estimates only, although the Company will endeavour to adhere to any stated delivery times. The period specified for delivery on the Company's quotation:

5.2.1. is exclusive of any period occupied in developing, altering or adapting tools or any experimental work connected with the same;

5.2.2. shall commence from the Company's final settlement of details and specifications of the Goods and not from the date of order;

5.2.3. is subject to the lead time the Company is given by its suppliers.

5.3. The Company shall not be liable for any costs incurred by the Customer as a result of any delay in the supply or delivery of the Goods.

5.4. Unless otherwise agree by the Company in writing, the Customer shall bear all costs of transport of the Goods.

5.5. Delivery and passing of risk in the Goods shall be deemed to have taken place when the Goods leave the Company's premises. Notwithstanding the aforesaid, ownership in the Goods shall remain vested in the Company until the full purchase price in respect thereof has been paid in accordance with these terms and conditions.

5.6. If the Customer or its agent fails to take delivery of the Goods, or in any way delays the delivery of the Goods, then the risk in the Goods shall immediately pass to the Customer and the Customer shall be liable to pay all reasonable costs of storing, insuring, and handling the Goods until delivery takes place.

5.7. The Customer shall have no claim against the Company if the Goods fail to arrive at their destination or for any loss of or damage to the Goods, arising from any cause, while they are in transit, irrespective of who was responsible for the transport or delivery.

5.8. The Company shall be entitled to cancel any order for Goods if the Customer commits a breach of any of these terms and conditions, and fails to rectify such breach within 5 (five) days of the Company's notice requiring the Customer to rectify such breach, or fails to make payment to the Company on due date.

6. Warranties and Indemnities

6.1. The Company makes no warranties regarding the Goods, other than as provided for in terms of section 55 read with section 56 of the CPA.

6.2. The Company shall not be liable for and the Customer indemnifies the Company from any claim, liability, loss, injury, damage, cost, expense or penalty whatsoever and howsoever arising in relation to the Goods and the use thereof, other than a claim for liability, loss, injury, damage, cost, expense or penalty arising from or attributable to:

(a) harm as provided for in terms of the provisions of Section 61 of the CPA;

(b) the gross negligence of the Company or any person acting for or controlled by the Company.

6.3. The Company shall not be liable for and the Customer hereby indemnifies and holds the Company harmless from any claim, liability, cost, expense or penalty suffered or incurred as a result of installation, use or maintenance of the Goods which does not comply with the Company's instructions.

7. Installation and use of the Goods

7.1. Employees of the Company are not allowed to install the Goods or work on any vehicle.

7.2. It is the Customer's responsibility to obtain an installation manual, safety precautions and wiring diagrams and understand it before installations begins. These are available on the CD accompanying the Goods and on the Company's website.

7.3. The Company recommends that the Goods should only be installed by an installer approved by the Company. Notwithstanding the aforesaid, the Company shall not be liable for any claim, liability, loss, injury, damage, cost or expense arising from installation of the Goods by such an installer or any other person or entity.

7.4. The Goods must be installed, used and maintained in accordance with the Company's instructions from time to time.

7.5. The Company offers a repair service on management systems only. The Customer will be liable for the fees charged by the Company in respect of such services from time to time.

7.6. The Customer must ensure that the Goods are used in accordance with all applicable rules, laws and regulations in force from time to time. The Company shall not be liable for any claims, costs, expenses or penalties arising from use of the Goods in contravention of any rule, law or regulation.

7.7. In the event that the Customer sells the Goods to or installs them for third parties, the Customer shall ensure that such third parties comply with the Company's instructions regarding the installation, use and maintenance of the Goods. The Customer hereby indemnifies and holds the Company harmless from any claim, liability, cost, expense or penalty suffered or incurred by the Company as a result of the Customer not ensuring that the Goods are installed, used and/or maintained by a third party in accordance with the Company's instructions.

8. Return of Goods

8.1. The Customer may only return Goods to the Company in the event that they fail to satisfy the requirements and standards contemplated in Section 55 of the CPA, and then only within the periods set out in Section 56 of the CPA.

8.2. Subject to the provisions of clause 8.1, the Customer shall not be entitled to return any Goods to the Company unless the Company agrees thereto to in writing beforehand, the Goods are in the same condition as in which they were sold and have not been used or damaged. In the event that the Company agrees to the return of Goods, otherwise than in terms of the provisions of clause 8.1, the Customer shall pay to the Company a handling fee in an amount which is equal to 20% (twenty percent) of the price at which the Customer purchased the Goods from the Company.

9. Force Majeure

In the event of any act of God, strike, war, warlike operation, rebellion, riot, civil commotion, lockout, combination of workmen, interference of trade unions, suspension of labour, fire, accident, or (without regard to the foregoing enumeration) of any circumstances arising or action taken beyond or outside the reasonable control of the Company preventing it from the performance of any obligation to the Customer (any such event hereinafter called "Force Majeure") then the Company shall be relieved of its obligations to the Customer during the period that such Force Majeure continues and shall not be liable for any delay or failure in the performance of any obligations or loss or damage which the Customer may suffer due to or resulting from the Force Majeure.

10. General

10.1. This is the whole agreement between the parties containing all of the express provisions agreed on by the parties with regard to the subject matter hereof. No party may rely on any representation which allegedly induced that party to enter into this agreement, unless the representation is recorded herein.

10.2. No agreement varying, adding to, deleting from or cancelling this agreement and no waiver of any right under this agreement shall be effective unless in writing and signed by or on behalf of the parties.

10.3. No relaxation by a party of any of its rights in terms of this agreement at any time shall prejudice or be a waiver of its rights (unless it is a signed written waiver) and a party shall be entitled to exercise its rights thereafter as if such relaxation had not taken place.

10.4. If any provision of this agreement is, or becomes, invalid or unenforceable, it shall be severable from the rest of the agreement, which shall continue to be binding on the parties.