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ECOTRONS LLC Small engine EFI tuning guide –V2.8 Confidential ECOTRONS Page 4 2014-4-2 Quick Answers  Q: Is it easy to tune Ecotrons EFI?  This is depending on how much you know EFI and how much time you want to spend on learning. First of all, Ecotrons EFI is coming from an automotive industry professional engine control system. It is more sophisticated than  most of the aftermarket EFI systems. Though we tried to make the tuning software simple and user friendly, it still requires some software skills and practice to get familiar with. We recommend the below:  7. If you have done EFI conversions and used other EFI tuning software before, and if you are not shy to learn some new software user interface; or 8. if you have a strong engineering background, like electrical engineering or computer science, you have a good base to learn our software; or 9. if you are college students, and the purpose of the project is to learn and practice anyway; You should be able to use our tuning software to tune the EFI. For most weekend racers, hobbyists or similar users, who are mechanical inclined, but shy of computer skills, we recommend you to just log data with our EFI, send data to us, and let us do the tuning for you. You can always try to tune it by yourself. This is no reason you cannot learn the software. It is only matter of your willingness and time. Ecotrons tech support team provides tuning help via Emails, not on the phone, because 1) we need data logs via Email first, 2) phone calls are often filled with basic questions on EFI and computer skills which are supposed to learn via reading manuals. Note: Ecotrons EFI is meant to provide a complete EFI kit that includes almost all parts for you to convert a carburetor engine. It is not a Plug and Play, aka PNP, system. Tuning is required more or less. The benefit of Ecotrons EFI is that you get a complete kit, instead of an ECU with a harness. Plus you get tuning support from Ecotrons. With others, you may be left un-answered, or alone. Q: I finished the EFI installation; my engine does not start, why? Go back to your installation manual, in the last chapter, there are detailed procedures for you to trouble-shoot the starting problem. If still cannot find answers there, you can jump to chapter 2 of this manual for further trouble shooting on engine start issues. The EFI installation manual can be downloaded here: www.ec otrons.com /support Q: How do I log data and send the data files? Assuming you have installed the ProCAL (default directory should be C:\ProCAL or D:\ProCAL). Otherwise, install the ProCAL to your laptop. ProCAL is coming in the CD with the EFI kit or you can download it from our website. Details on how to use ProCAL can be found in our ProCAL manual, also downloadable. 2. Run ProCAL (load the correct A2L and CAL file); Confidential ECOTRONS Page 5 2014-4-2 3. Key on, and key on only; 4. Go to menu -> run -> connect; 5. Go to menu -> run -> start measuring and start recording 6. Do your test, or start the engine; 7. When done the test, go to menu -> run -> stop recording 8. go to menu -> run -> Play back; 9. A window pops-up, and click "open", it will take you to where the logged files are. All files are in a folder called “C:\ProCAL\record", assuming C:\ProCAL is where you installed the ProCAL. All files are recorded in sub-folder names as “dd-mm-yyyy-hh-mm-ss”. 10. You need to copy all 3 logged files and send to us. (Every time there are 3 CSV files logged); you can even zip the whole "record" folder and send to us, we can help you to analyze it. Q: How do I change a calibration? Assume you want to change the value of the calibration variable "VAL_xxxxx" to "1234": 2 Key-ON, run ProCAL with the correct A2L/CAL files, connect it to ECU; 3 In ProCAL menu, go to: "Advanced" -> "add advanced calibrations"; 4 Pop up a window, type in "VAL_xxxxx", select it, and click "add to", and then click "OK". 5 Back to ProCAL window, "VAL_xxxxx" should be displayed in a small window. Double click it and change its value to "1234". Hit "Enter"; 6 Go to menu; "run" -> "burn to ECU". Confidential ECOTRONS Page 6 2014-4-2 1 Download.......completed. 2 Start the engine, see the effect. Chapter 1 System Requirements ? Laptop tuning software ProCAL Ecotrons tuning software ProCAL can be installed and run in the Microsoft Windows XP, Vista, Win7 or Win8.1. Note: during the installation of the ProCAL, it is automatically set as the compatibility mode for Windows XP. ? Smart Phone tuning software Ecotrons DroidCAL DroidCAL is the version of ProCAL that can be run on an Android based smart phones and tablets. Note: On your phone, you can directly search “Ecotrons” in “Google Play Store” and it is free to download. Note: ProCAL and DroidCAL are free and you can always download them at our website: www.ec otrons.com /support ? Load the correct files by using ProCAL S19 file: this is a Motorola format microprocessor executable file; Confidential ECOTRONS Page 7 2014-4-2 A2L file: this is a description file that contains the ECU info for ProCAL; CAL file: this is a calibration data file that contains parameters users can tune. CAL file is one part of the S19 file. Note: most customers don't need the S19 file; unless an ECU software update is necessary; It is enough to have the A2L file and CAL file to run ProCAL and tune your engines. If you have not got A2L file and CAL file in your CD from EFI kit or the software package via Email, please contact us: info@ecotrons.com Often the user will need to load different A2L file and CAL file than the default ones coming with the ProCAL. For example, a software update or new calibration release will give you newer A2L file and CAL file. To load the new A2L file and CAL file, in ProCAL, go to "File->Open", and then go to the right folder and select the files. For more details, please download the ProCAL software Manual. http://www.ecotrons.com/support/ Chapter 2 Engine Start ? Start issue trouble shooting After install the EFI system, the engine doesn’t start, why? There are some questions need to be answered first: 1 .which signal is used as the pick-up signal? Is it the stock pickup (coil), or a Hall Effect Sensor? Or is it from the Kill witch wire? If it is a stock pickup (coil) signal, connect the orange wire labeled as CKP from the ECU harness to the pick-up signal of your stock CDI ignition. The other wire of the pickup sensor usually is grounded in your stock system. Connect the green GND wire from the EFI harness to the pickup ground. If it is a hall sensor, please check: is the hall sensor installed correctly (see Chapter 1)? You need find out what polarity the magnet has. Usually our Hall sensor is triggered by the S polarity magnet; and the distance from the hall sensor to the magnet should be in the range from 2mm to 5mm,. If it is the stock kill switch wire, you need connect the orange CKP wire to the kill wire, and connect the green wire from the ECU harness to the chassis or the ground of the stock system. If possible, use a scope to check the kill wire signal is clean, meaning, only one pulse per revolution. Make sure your engine block is connected to the 12V negative, so all grounds are common! Confidential ECOTRONS Page 9 2014-4-2 1) The pickup is correct, but the engine still doesn’t start, why? Do you have the MAP sensor connected to the intake manifold for 4 stroke engines? The Map sensor needs to measure the vacuum for 4 stroke engines to start. For 2 stroke engines, MAP sensor can be hanged in the air and measure the ambient pressure only. 2) Does the fuel pump turn on for a few seconds when powering on the ECU? If the fuel pump does not turn on after the ECU power is on, then check your wire connection. Or if the fuel pump does not turn on when the engine is spinning, you need to check the CKP wire connection. 3) Is there a RPM reading by ECU? Start to use ProCAL to read the RPM. Connect your laptop to the ECU. If there is no RPM reading when the engine is spinning; that means something wrong with the CKP signal, or the MAP sensor signal for 4 stroke engines. 4) Is there any fuel injection when cranking? ? un-screw and pull out the injector, ? Seal the hole of injector mount; ? Hold the injector in air, point it to a safe direction, and use a cloth to block fuel jet! ? crank the engine; If there is no injection, please check the CKP wire connection, and/or MAP sensor connection Have you connected the engine chassis to the negative of the battery? Have you connect the green wire labeled GND to the negative of the battery or to the chassis? Confidential ECOTRONS Page 10 2014-4-2 All grounds must be shared with the negative terminal of the 12V battery. 5) No spark? Do you use the stock ignition system or use Ecotrons ECU to control the ignition? If stock ignition system, check your stock CDI, coil, and spark plug. If use Ecotrons ECU to control the ignition, please check the installation of Ecotrons CDI and Coil, and make sure the high voltage cable is fully plugged to the spark plug. Please see the installation manual for details. If you are using a multi-tooth trigger wheel, and an Ecotrons VRS sensor, please double check the installation, and the setting of the trigger wheel in the ProCAL software. (Details are in the later chapter). · No fuel flow? When the fuel pump is running, (with key on), do you see fuel flowing in the fuel line? Are there bubbles in the fuel hose? Is the pressure regulator installed correctly? Can you see the fuel flowing back to the tank in the return line after a couple of times of key-cycles? One way to check fuel supply system is to unplug the high pressure fuel line to the fuel injector, point it to a fuel bottle, and turn on the power; you should see fuel sprout out of the high pressure line. · Is the fuel pressure enough? This is a frequent issue mostly because of the low battery, or incorrect installation of the fuel supply system. A lot of installation problems end up as the low fuel pressure. The best way to trouble shooting the fuel supply system is to install a fuel pressure gauge, which can be bought in any auto parts store. Confidential ECOTRONS Page 11 2014-4-2 When the power is on, the fuel pressure should reach 3 bar or 43 psi normally. If the pressure is significantly low, then check your battery voltage, or fuel supply system. · Is the idle air enough? You may not have enough idle air, to start the engine. Try crack-opening the throttle, like 2%-5% throttle, and then crank the engine. Does it fire? · Is there enough starting fuel? The start fuel may not be enough, give a quick enrichment by using “VAL_fFlApp” (see Section 2.3 for details) ? · Log data and send us. “I have checked all the above items, and I think they are all normal, but I still can’t start the engine”. Please log some data with ProCAL and send us; and we will help you to trouble shoot. Note, when logging data for start issue, follow these steps: Key on à connect ProCAL to ECU à start recording à crank engine à engine not started à stop recording à find the data log files à send by email. Some engines have 2 pulses per revolution, and some engines have some unique pulses like negative pulses only. All these need to be identified to have the correct CKP signal. One way is to log data with ProCAL and send to us. It is also helpful to send us some pictures of your EFI installation, especially on how you connect the loose end wires. ? Global fuel tuning VAL_fFlApp (RAM_VAL_fFlApp) - "global fuel enrichment factor, user defined" In ProCAL: Menu à Calibrations à Fuel system à Global fuel enrichment factor à VAL_fFlApp = 1.0 (default). It's a global enrichment factor multiplied on the base fuel, meaning, if you change it to 1.5, you’ll get 1.5 times of the fuel everywhere. And it applies to all operating conditions (start, warm-up, and steady-state, transient). It has a range of 0-4.0. This factor is only supposed to be used temporarily. It's kind of "quick and dirty" fix just for you to fire the engine up and not to stall. The change should be removed once you know the system better, and tune the engine with appropriate parameters. Certainly you can en-lean the fuel global-wise, by setting it to smaller than 1.0. ? Start fuel factor CUR_fCldSta_TmSta - "start fuel factor for cold start, dependent on engine start temperature." In ProCAL: Menu à calibrations à fuel system à start fuel factor à This is probably the most important tuning parameter for engine start. ? Start fuel can NOT be self-tuned by the ECU. Self-tuning is only possible in the "close-loop" control, which is only active after the engine is fully warmed up. ECU cannot learn the engine during the start. ? Every engine can be different. The start fuel could be different from one to the other. Especially if you have modified the intake manifold or added an adaptor for the throttle, or simply because your engine is different than ours, the base calibration engine, which is a 125cc GY6 engine. The initial wall wetting and the amount of lost fuel during start could be significantly different from engine to engine. ? Good news, we tried to calibrate the start fuel to be a little rich, and to cover more engines, and to make your initial fire-up successful. So most likely, you can start your engine after a few tries. Yet, you could end up tune your start fuel by your-self. Because this part can only be done via trials. ? Tuning tips: read your engine temperature before start, "Tm", in ProCAL, locates the closest break point of "TmSta" in the table, and change the associated start fuel factor value. Try to start the engine, after a few trials; you identify the best value for that temperature. Then you can apply the similar changes to the neighbor points. ? Start fuel only applies during start. Once the start of engine is ended, indicated by that the engine speed (N) is greater than 1000rpm; the start fuel will be inactive. The after-start fuel and warm-up fuel will take over. Example: Early in the morning, Key on, connect your laptop, read the Tm (or ECT), in ProCAL, say, it's 9 deg C. Then find the cell in the table where the break point is the closest, 10C in this case; and the existing value is 5.0; meaning, 5 times enrichment is the pre-set. Most likely you are starting a little leaner at that temperature; so you would increase the value to 5.5; and then "burn to ECU". Then you crank the engine again; see if the starting is better. If not, you may have to wait for next day morning, and increase it to 6.0; and try it again. You may end up over-enriching the start fuel, which causes black smokes, and strong smell, and even engine flooding. In that cas e, you may go to the other direction, reducing the enrichment factor. Confidential ECOTRONS Page 15 2014-4-2 The challenge is that there is no direct measure which tells you whether it's too rich or too lean. It's really based on your feeling and experiments. Note: If your are in the high altitude, there is alo altitude correct factor CUR_fStaAlt_fAlt, need be turnd to get a easy start. ? After-Start and Warm-up fuel factor CUR_fAst_TmSta - "after-start fuel enrichment factor, dependent on engine start temp." The output of this Curve will be added on top of 1.0 as the after-start factor. It will be ramping down to 1.0 with the engine running time increased after start. In ProCAL: Menu à calibrations à fuel system à after start and warm-up factor à Note: After-start factor is actually = 1 + look-up table value. For example, if you set the table value as 0.6; the after-start factor is = 1.6 Why? It is easy for software implementation. CUR_fWmp_Tm - "Warm-up fuel enrichment factor, dependent on engine temp." In ProCAL: Menu à calibrations à fuel system à after start and warm-up factor à Same: warm-up factor is actually = 1 + look-up table value. For example, if you set the table value as 0.6; the warm-up factor is = 1.6 Why? It is easy for software implementation. Start control strategy: Note: The finial factor is fAstWamp=fAst * fWmp, so you need tune the both variables after start. Confidential ECOTRONS Page 19 2014-4-2 Q: What is the difference between after-start fuel and warm-up fuel? After-start fuel is carrying over the start-fuel enrichment, and quickly ramping down to 1.0. It is dependent on the engine start temperature only. Warm-up fuel is dynamically adjusting the fuel dependent on how fast the engine temperature warms up. It also takes into account of the impact of engine load and speed. Q: Tips for after-start and warm-up fuel Too complicated? Good news! You do NOT have to tune these 2 factors in most cases, because: ? They are normalized for most engines, close to good for most engines. ? They are designed for emission reduction purposes. For after-market conversions, pre-set data are often good enough. ? Exceptions #1: if you notice the engine clearly fires for the start (during first couple of revolutions), and the RPM rises quickly to more than 800rpm, but then stalls immediately; this tells you that the after-start fuel is not enough. You will need to increase the after-start fuel factor. ? Exception #2: if you notice that the engine starts, and idles at relatively good rpm, like 1800rpm, but then slowly it dies with engine warms up. This tells you that you may need to enrich the warm-up fuel to keep engine running after the start-up and after-start fuel factors ramping out. Q: Engine starts, and idling, and can stay running, but kind of rough. What's next? Confidential ECOTRONS Page 20 2014-4-2