HALTECH E6GM

ENGINE MANAGEMENT SYSTEM

INSTRUCTION MANUAL
Contents at a Glance
Pag e
Introduction ................................................................... 7

Section 1 ................. Getting Started

C h ap ter 1 ...................... In stallatio n .................................................. 14
C h ap ter 2 ...................... Gettin g Onlin e ............................................ 16
C h ap ter 3 ...................... Engin e Id en tificatio n .................................. 22
C h ap ter 4 ...................... Adju stin g Haltech Map s ............................ 24
C h ap ter 5 ...................... Starting the Engine ..................................... 35

Section 2 ................. Other Adjustable Features

C h ap ter 6 ...................... Thro ttle Effects ........................................... 42
C h ap ter 7 ...................... C old Startin g an d R u nn ing ........................ 45
C h ap ter 8 ...................... C orrectio n Facto rs ...................................... 47
Section 3 ................. Software Features
C h ap ter 9 .................... File Sto rage and Retrieval .......................... 50
C h ap ter 10 .................... Prin ting Map s ............................................. 53
C h ap ter 11 .................... Datalog ........................................................ 54
C h ap ter 12 .................... C usto misin g th e So ftware.......................... 57

Section 4 ................. E6GM O ptional Outputs

C h ap ter 13 .................... Software Access ......................................... 58
C h ap ter 14 .................... Id le Speed C on trol ..................................... 60
C h ap ter 15 .................... C losed Loo p Co ntro l ................................. 63
C h ap ter 16 .................... Aux iliary Ou tpu ts....................................... 66

Section 5 ................. Appendices

Ap pen dix A.................. Trou b lesh oo tin g ......................................... 68
Ap pen dix B .................. In jector Imp edan ce .................................... 73
Ap pen dix C .................. Fuel Sy stem s an d Stagin g.......................... 75
Ap pen dix D.................. Ignition Ou tp ut ........................................... 78
Ap pen dix E .................. R oto r Ph asin g ............................................. 81
Ap pen dix F .................. W irin g Diagram s ........................................ 83

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Table of Contents

Introduction
In tro du ctio n ................................................................................................... 7
In stallatio n Overview ........................................................................... 7
Before Yo u Begin ................................................................................ 8
Ho w It W orks ...................................................................................... 9

Haltech E6GM Specificatio ns ..................................................................... 11

Section One ........... Getting Started

C hap ter 1 - Haltech E6GM Installatio n ...................................................... 14
1.1 Exp and ed Installation Gu id e................................................... 14
1.1.1 Electro n ic C on trol Un it (ECU) .................................. 14
1.1.2 Install an d C on n ect th e Su p plemen tary Harn ess ...... 15

C hap ter 2 - Getting On line .......................................................................... 16

2.1 Co n nectin g th e Haltech E6GM to a C o mp uter ...................... 16
2.2 Op eratin g th e Software ............................................................ 16
2.2.1 Co m pu ter R eq u iremen ts............................................. 16
2.2.2 Installin g th e So ftware................................................. 17
2.2.3 Ru n nin g th e So ftware fro m th e Hard Disk ................ 18
2.2.4 Ru n nin g th e So ftware fro m th e Flo pp y Disk ............ 18
2.2.5 Azerty Key b oards ....................................................... 19
2.2.6 Ackn owled gin g th e Risks ........................................... 19
2.3 The On line and Offlin e Mo des................................................ 19
2.4 Usin g th e Sy stem Onlin e ......................................................... 20
2.5 The Main Men u ........................................................................ 20
2.6 Ho w to Qu it.............................................................................. 20
2.7 Ch eckin g th e Engin e Data ....................................................... 21

C hap ter 3 - Engine Iden tificatio n................................................................ 22

3.1 Ch eckin g th e Id en tificatio n ..................................................... 22

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C hap ter 4 - Ad ju stin g Haltech Map s.......................................................... 24
4.1 Wh at are m aps? ....................................................................... 24
4.2 Wh at is map pin g th e Engin e? ................................................. 24
4.3 Usin g th e So ftware................................................................... 25
4.4 Accessin g The Fu el Map ......................................................... 25
4.4.1 Fuel Setup .................................................................... 25
4.4.2 Ad ju stin g Bar Height in th e Map................................ 27
4.5 Ho w To Qu it ............................................................................ 27
4.6 Accessin g The Ign itio n Map ................................................... 28
4.6.1 Ign ition Setu p .............................................................. 28
4.7 Tim e Savin g Fu nction s ............................................................ 30
4.7.1 Cu rren t Lo catio n ......................................................... 30
4.7.2 All R an ges .................................................................... 30
4.7.3 Selectin g Grou p s o f Bars ............................................ 30
4.7.4 Percen tage Ch anges .................................................... 31
4.7.5 Lin earise ....................................................................... 31
4.7.6 Nu m eric Mo de ............................................................. 31
4.7.7 Bar Increm ents............................................................. 31
4.7.8 Help Fu nction .............................................................. 31
4.8 Du ty C y cles.............................................................................. 32
4.9 Co m mand Sum mary fo r m ap s ............................................... 34

C hap ter 5 - Starting th e En gin e................................................................... 35

5.1 Calib rating the Th ro ttle Po sitio n Senso r................................. 35
5.2 Ch eckin g th e trigger ................................................................. 35
5.3 Ch eckin g th e Base Tim ing....................................................... 35
5.4 Load in g an Ign itio n Lib rary Map ............................................ 37
5.5 Determ inin g En gin e Fu el Need s ............................................. 38
5.5.1 Tun ing for Idle ............................................................. 39
5.5.2 Tun ing for No Load ..................................................... 39
5.5.3 Load in g th e En gin e ..................................................... 39
5.5.4 On the Dy n o ................................................................ 40
5.5.5 On the R oad ................................................................. 40
5.5.6 Fin e Tu n in g th e En gin e ............................................... 40

Section Two ........... Other Adjustable Features

C hap ter 6 - Thro ttle Effects......................................................................... 42
6.1 Thro ttle Respo n se .................................................................... 42
6.2 Zero Th rottle Map .................................................................... 43
6.3 Full Th rottle Map ..................................................................... 44

C hap ter 7- C old Startin g an d R un n ing....................................................... 45

7.1 Co ld C ran king .......................................................................... 45

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 7.2 Fuel Co rrectio n vs Co o lan t Temp eratu re ............................... 46
C hap ter 8 - Co rrection Factors ................................................................... 47
8.1 Fuel Versu s Air Temp Map ..................................................... 47
8.2 The Battery Vo ltage Map ........................................................ 47
8.3 The Ign itio n Co olan t Map ....................................................... 48
8.4 The Ign itio n In let Air Tem p erature Map ................................ 48
8.5 Baro metric Co rrection ............................................................. 48

Section Three ........ Software Features

C hap ter 9 - File Sto rage an d R etrieval........................................................ 50
9.1 Saving Map s an d Id en tificatio n .............................................. 50
9.1.1 The Save C o mman d .................................................... 50
9.1.2 Giving You r Map A Filen ame .................................... 50
9.2 Load in g Maps and Iden tificatio n ............................................ 51
9.3 File Man agement ..................................................................... 52
9.3.1 Erasing Un wan ted Map s ............................................. 52
9.3.2 Ch an gin g Directories................................................... 52

C hap ter 10 - Prin tin g Map s ......................................................................... 53

10.1 The Prin t Fu nction ................................................................... 53

C hap ter 11 - Datalo g ................................................................................... 54

11.1 The Datalo g Op tio n ................................................................. 54
11.1.1 Setting Up the Datalog Page ....................................... 54
11.1.2 Creatin g a Datalog ....................................................... 55
11.1.3 Viewin g th e Datalo g .................................................... 55
11.1.4 Datalog File Managem ent ........................................... 55
11.1.5 Prin ting Datalo gs ......................................................... 56

C hap ter 12 - Cu sto misin g th e Software ..................................................... 57

12.1 The Setu p Page ........................................................................ 57
12.1.1 The Disp lay .................................................................. 57
12.1.2 Co m Po rt...................................................................... 57

Section Four .......... E6GM O ptional Outputs

C hap ter 13 - So ftware Access..................................................................... 58
13.1 The Ou tpu t Op tion s Page ........................................................ 58
13.2 Enab lin g Op tio n s ..................................................................... 59

C hap ter 14 - Id le Sp eed Co ntro l ................................................................. 60

14.1 Descrip tion ............................................................................... 60
14.2 Usin g th e Id le Speed Moto r .................................................... 60

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14.3 Ad ju stin g th e Id le Speed C on trol ........................................... 61

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C hap ter 15 - Clo sed Lo op C on tro l ............................................................. 63
15.1 Descrip tion ............................................................................... 63
15.2 Usin g C losed Loo p Co ntro l .................................................... 64

C hap ter 16 - Au xiliary Ou tp uts .................................................................. 66

16.1 Descrip tion ............................................................................... 66
16.2 Torq ue Co n verter Lockup ....................................................... 66
16.3 Electric Th ermatic Fan Co n tro l ............................................... 67
16.4 Air Co n ditio nin g C on trol ........................................................ 67

Section Five ........... Appendices

App end ix A - Trou b lesh oo tin g................................................................... 68
A.1 Overview .................................................................................. 68
A.2 Co n tro l Pro gramm e Prob lems ................................................ 69
A.3 Starting Pro blems..................................................................... 70
A.4 Idlin g Prob lem s ........................................................................ 71
A.5 Ligh t Th ro ttle and Cru isin g Pro blems .................................... 71
A.6 Full Po wer Pro b lem s ............................................................... 71
A.7 Thro ttle Respo n se Pro b lem s ................................................... 72
A.8 Co ld R u nn ing Pro b lem s .......................................................... 72
A.9 Fuel Co nsu mp tion ................................................................... 72

App end ix B - In jector Imp edan ce .............................................................. 73

B.1 The E6GM Injecto r Drivers ..................................................... 73

App end ix C - Fu el System s ........................................................................ 75

C .1 Fuel Requ irem ent .................................................................... 75
C .2 Injecto r Flo w C ap acity ............................................................ 76
C .3 Fuel Pu mp Cap acity ................................................................ 76
C .4 Fuel Rails and Pressure Regu lato rs ........................................ 77

App end ix D - Ignition Outp ut .................................................................... 78

App end ix E - R o to r Ph asin g....................................................................... 81

App end ix F - W irin g Diagrams .................................................................. 83

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 U n de r co p yr i gh t la w , n e it h er t hi s ma n ua l no r it s
a c co m pa ny i ng so f tw a re ma y b e c op i ed , t ra n sl a te d o r r e du ce d
t o e le c tr o ni c f or m , ex c ep t a s sp e ci f ie d h er e in , w i th ou t
p r io r w ri t te n c o ns e nt of In v en t E ng i ne e ri n g P ty Lt d t r ad in g
a s H a lt ec h .

 C o py r ig h t 1 99 7 I n ve n t En g in e er i ng Pt y L t d
U n it 7 / 1 30 - 13 4 T a re n P o in t
Rd
T a re n P oi n t, NS W 2 22 9
A u st r al ia

M S _D O S is a r eg i st e re d t ra d em a rk of M i cr o so f t C or p or a ti on .
I B M is a r e gi s te r ed t r ad e ma r k of In t er n at io n al Bu s in es s
M a ch i ne s C or p or a ti o n

Prin t Versio n : 1.4 ...................................................... Date : 13 Jan u ary 1997

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Introduction
C on gratu lation s on yo u r d ecisio n to in stall a Haltech Engine Man agemen t Sy stem to y o ur veh icle.
Haltech EFI sy stem s h ave been su ccessfu lly installed o n th o usand s of veh icles, fro m po wer o ff-
sho re b o ats to twin -tu rbo Ferraris, fro m p ylo n racin g aircraft to jet skis an d sn owmo biles. Over
th e p ast several years, man y m oto rsp o rt enth u siasts h ave disco vered th at th e Haltech com p uter is
easy to u se an d gets th e jo b d on e co rrectly - th at jo b b eing to reliab ly make a lot of h orsepo wer
and torq ue in an en gin e by en ablin g u sers to p recisely co ntro l ign itio n timin g an d fu el-air m ix tu re.
Precise ign itio n an d m ix tu re co n tro l also lead s to ex cellent drivab ility an d fu el eco n om y -
som eth in g th at is o ften lacking in h igh -perform an ce carb u reto red en gin es.

Haltech users h ave discovered th at th e flexib ility o f th e Haltech Electron ic C o ntrol Unit (EC U)
and PC b ased p rogram min g so ftware lead s to th e easiest po ssib le in stallatio n o n every thin g from
trad ition al p ush rod V8s to high p erfo rman ce turb och arged racin g m oto rcy cles. W e are p rou d o f
th e fact that so m e o f th e m o st resp ected p rofessio nal racers and sup ercar b u ild ers in th e wo rld use
Haltech equ ipm ent for the sam e reaso n s th at Haltech is p op u lar with mo to rspo rts en th u siasts: it is
flex ib le and friend ly ; is in stalled easily ; an d y ou can tun e y o ur Haltech sim ply with ou t h avin g to
m ake th e p ro ject a majo r research effo rt.

Installation Overview
The Haltech E6GM sy stem utilises a special-p urp ose pro gramm able micro com pu ter d esign ed fo r
engin e m an agem en t. Th e E6GM sy stem is d esign ed to p lug d irectly into y o ur existing GM wiring
h arn ess, makin g in stallatio n easy . Th e stand ard EC U is rem oved and rep laced with the Haltech
E6GM ECU, an d y ou ’ re read y to start re-tu n in g yo ur engin e. Also in clu d ed in th e system is a
special sh o rt wirin g harness th at co n nects into th e b ack o f th e ECU (for access to
com mu n ication s p o rt and special inp u ts), plu s p rogrammin g so ftware and cab le fo r y ou to tu ne
th e system inclu des th e EC U, engine sen sors, an d a special wiring h arn ess to con n ect them, p lus
p rogram min g so ftware and cab le fo r y o u to tu ne the system.

With th e Haltech sy stem in stalled , yo u tu ne it b y co n nectin g th e EC U to an IBM com patible PC

via the su p plied com mu n ication s cable. Th e Haltech Pro gramm ing so ftware allo ws y ou to
con figu re an d m od ify the ign ition an d fu elin g d ata stored in th e EC U: it's as simp le as ad justing
th e h eigh ts o f th e b ar grap hs d isp lay ed o n y o ur PC screen . Co llectively , th e b ar grap h s fo rm the
"Map s" that in stru ct th e ECU h o w to inject fu el and wh en to fire the spark u nd er d ifferen t
con d itio n s. Th e p rogramm in g so ftware has b een design ed to b e fu nction al, "friend ly " and
in tu itively easy to u se.

Wh en th e time com es to start yo u r en gin e, th e b ase fuel map alread y lo ad ed in th e sy stem co uld
get y ou goin g imm ediately . If n ot, a little alteratio n with som e assistance fro m this man ual sh o uld
get y ou r veh icle ru n nin g. You then wo rk o n fine tun in g y ou r map s to su it y o ur engine exactly . An
air:fu el ratio meter and a d y no make tu nin g easiest, b u t m an y peo ple use th e trad itio nal metho d o f
"seat of the pan ts" feel an d tu n ing by ear, po ssib ly ch ecking sp ark p lug co lo ur as an in dicatio n o f

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fu el mix tu re. Wh ichever meth od yo u u se, yo u will find that th e ab ility to in stan tly chan ge
m ix tures by th e stro ke of a key , o r th e twist o f a kn o b, will make tu nin g y o ur Haltech sy stem far
easier th an tu nin g a carb uretor or m ech an ical injectio n sy stem , an d with mu ch b etter results.

Before You Begin...

1) IT IS BE ST TO RE AD THIS ENTIRE MANUAL BE F ORE STARTING.
At th e very least, y o u sho u ld read Section One o f th e manu al, an d any o f th e App end ices that are
relevan t to y ou r in stallatio n . Th e greater y ou r kn o wledge o f the op eratio n o f th e Haltech system,
th e easier y o u will find it to un d erstan d wh at y ou are d oin g, and wh y .

2) R ead an y ad dition al m aterial acco mp any ing this manu al th at u pd ates the do cum ent sin ce it
was written .

3) Yo u m ay n eed sp ecial p arts or ad d itio n al too ls o r test equ ipm ent in o rd er to co mp lete
in stallatio n. Make sure y o u h ave th ese item s o n h and before yo u b egin to avo id fru stration .
C on tact yo u r Haltech d ealer if y ou have d ifficu lty .

4) Don 't do th e min im u m wo rk p o ssib le. Carelessness in th e early stages o f in stallatio n can cause
y ou major h ead ach es later on , be it in a few day s' o r a few mo nth s' time. Carelessness will cost
y ou mo n ey an d fru stration in find ing and fix in g u nn ecessary pro blems. Yo u have th e o pp o rtu n ity
to m ake su re y o ur Haltech system 's o p eration is extremely d epen dab le and easy to u se by d oin g it
righ t th e first tim e.

There is an o ther reaso n to exercise care d u rin g th is in stallatio n. You will be d ealing with ex plo sive
fu el un d er p ressure, electricity an d co nsid erable heat. In sid e th e co mb ustion chamb er, th is is a
h ap p y co mb in atio n . In th e garage, th ey are n ot. Th e same kin d o f dan ger ex ists wh en working
u nd erneath a jacked -u p car. Please be careful.

Avo id open spa rks, flames, or o pera tio n o f electrical dev ices nea r flamma ble
substa nces.

Always disco nnect the Battery ca bles when do ing electrica l wo rk on your v ehicle.

All fuel system co mponents a nd wiring sho uld be mo unted away fro m hea t so urces,
shielded if necessary, a nd well vented.

Ma ke sure there are no lea ks in the fuel system a nd tha t a ll co nnectio ns are secure.

D isconnect the Ha ltech ECU from the electrica l system whenever do ing a ny a rc
welding o n the v ehicle by unplugging the wiring harness co nnecto r from the ECU .

5) Electrom agn etic in terferen ce (EMI) from un sup p ressed spark p lugs an d lead s can cau se the
ECU to fail. Please d o n ot u se them .

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6) In h ot clim ates, o r with tu rb o ch arged en gin es, y ou may n eed to em p lo y h eat shield in g to
p revent h eat so ak and d am age to electrical an d fu el p arts. Use th e coo lest surfaces of the chassis
as a h eat sin k fo r co mp o nen ts and use thermally con d uctive b rackets wh ere app rop riate.

7) W e reco mm end having yo u r sy stem tu ned b y pro fessio n als. An ex h au st gas an aly zer and fuel
p ressure meter make tu nin g vastly easier and help avo id p otentially d isastro us lean ou t co n ditio ns
th at cou ld d estroy y ou r en gin e. Sh ou ld y ou wish to tun e th is u nit y ou rself, m ake su re y o u h ave
som e reliab le m ean s o f determ inin g if y ou r en gin e is run n ing lean .

Note: In th is m anu al, reference will b e m ade to MAP (Man ifo ld Ab so lute Pressu re - as in MAP
senso r) and th e fu el m ap s sto red in the EC U. Both are co mm on ind ustry terms, with entirely
d ifferen t meanin gs.

How It Works
Wh ile th e tech n olo gy in vo lved with electron ic fu el in jection is co mp lex , th e un d erly in g princip les
o f its o p eratio n are really q u ite straigh tforward . Th e o bject o f an y fuel delivery sy stem in a
gaso line en gin e is to d etermin e th e amo u nt of air b ein g d rawn b y th e en gin e, and sup p ly the
app ro priate q uan tity o f fuel to "bu rn" all th e o x ygen in th at m ass of air.

A carbu reto r u ses p rim arily o n ly o ne parameter to d etermin e fu el m eterin g: air sp eed . Higher air
speed s thro u gh th e carbu reto r result in larger pressu re d ro p s across th e ventu ris, and th u s m ore
fu el is su cked th rou gh the jets.

Electron ic fu el injectio n revo lves aro u nd th e use o f so len o id actu ated in jecto rs. Th ese d evices
emp loy a co il attach ed to a valve. Wh en the coil is en ergised , th e valve op ens and fuel is allo wed
to flo w. As lon g as the pressu re b etween the fuel an d th e air in fron t o f the injecto r no zzle is h eld
con stan t, th e rate o f fu el flow will rem ain th e same. By accu rately con tro lling the len gth o f time
th e in jector rem ain s op en, p recise q uan tities o f fu el can b e m etered to th e en gin e.

Since we have n o co nvenient m ean s o f directly m easu rin g th e am ou n t o f air en terin g th e en gin e to
d etermin e th e amo u nt o f fu el to d eliver, we u se a n u mb er o f en gin e p aram eters to d eterm in e an
in jectio n op enin g time. We b u ild a table that b reaks th e en gin e's o peratio n in to a series of rpm
ranges. At each ran ge, we con sider th e lo ad o n th e en gin e, u sin g eith er the p ositio n of the thro ttle
o r th e m anifold pressu re as a reference to the load on the en gine.

C ollectively , th e ran ges in this tab le (also called a lo ok-up tab le), form a map of the vo lu metric
efficien cy fo r th e engin e. Ou r stand ing assu mp tio n , th erefore, is that fo r an y com b in atio n o f
engin e sp eed an d lo ad , we have a d irect reference to the amo un t of air th at is b eing drawn into the
engin e b y m ean s o f th is map.

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The Haltech E6GM u ses a d igital micro com pu ter to m easu re engine speed and load , an d u ses
th em to access the ba se fu el map . Th e b ase fu el map is a lo o k-u p table of injecto r op enin g times
stored in n o n-vo latile mem ory i.e. wh en po wer is switch ed off, th e co n ten ts o f th e m em o ry are
retain ed . By usin g th e p rogram min g so ftware, the co n ten ts o f th is m emo ry can b e chan ged so that
y ou can match injecto r op enin g times to the injecto rs y o u are u sin g, an d to su it th e req uirements
o f y o ur engine.

Having determ ined th e b ase injectio n time, th e m icro co mp u ter then p erfo rms a n um ber o f
adju stm ents to this value. Co rrection s fo r air temp eratu re and barom etric pressu re are app lied ,
since th ese variables affect th e den sity o f air. Ex tra in jectio n tim e is also ad ded , wh en necessary ,
fo r tran sien t th rottle m ovement and th e temp eratu re of the engine. At th e en d o f all th ese
calcu latio ns, th e fin al in jectio n tim e is d eterm in ed: the time fo r wh ich th e in jecto rs are actu ally
h eld op en.

In jectio n p u lses usu ally o ccur on e or mo re times per en gin e cy cle. The EC U u ses a trigger signal
lo cked to en gin e sp eed in ord er to d etermin e when to inject. Wh en it receives an app rop riate
trigger, the ECU ap p lies a magn etisin g cu rren t to the injecto r co ils fo r p recisely as lo ng as th e final
com p uted in jection tim e, p rovidin g an ex trem ely accu rate d elivery o f fu el th at will exactly suit the
engin e's needs.

The ign ition tim ing is d etermin ed in a sim ilar way to the fuel needs. Th e Haltech E6GM ECU has
a lo o k-u p table co n figu red in the sam e way as fo r th e fu el, b ut instead of the fuel delivery in the
table th e Ign itio n Map con tain s th e Ignitio n Advance fo r th at p o in t. Th is m ean s th at the ign ition
p oin t can b e co ntrolled with mu ch greater accu racy th en ever p o ssib le with b o b-weigh ts and
vacu um ad vance in a d istrib uto r.

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Haltech E6GM Specifications
E ng ine Suitability

• u p to 1 6,0 0 0 rpm
• 1 , 2, 3 , 4, 5 , 6, 8 , 1 0 , 12 cylinders
• no rmally aspirated o r su percharged u p to 2 0 0 kP a (3 0 psi)
• lo ad sensing by thro ttle po sitio n o r manifo ld pressu re
• mu ltipo int injectio n. (Batch-fire and Staged injectio n patterns available by special o rder)
• distribu ted ignition systems, o r direct fire systems with 1 to 4 co ils
NB : Se que ntial a nd Dire c t F ire c a n no t be use d to g ethe r.

P ower Requirements

• Po wer S ourc e
8 .6 to 16 Volts DC
• Co nsumptio n
Haltech ECU: 2 70 mA at 1 2 Vo lts
Injecto r Lo ad: Dependent o n injecto r type
appro x. pro po rtio nal to injector duty cycle
(typically 0 .6 Amps per injector)

P hys ical Specifications

• ECU Dime nsio ns

Length: 1 90 mm (7 1 /2 ")
Width: 1 47 mm (5 3 /4 ")
Depth: 4 1 mm (1 5/8 ")

• We ight
ECU: 7 60 g (1.6 8 lb)
Loo m: 1 00 g (0.3 lb)
Shipping Weight: 1 .5kg (3 .3 lb)
(Inclu ding manual/packaging)

E CU Outputs

• Injector Driv er
4 x 4/1Am p p eak-and -ho ld cu rren t limitin g d rivers:
- up to fo ur low-imp ed ance in jecto rs*
- up to eigh t high -im ped an ce in jectors*
(Ex p an d ab le using o ptio nal Driver Bo x . See App end ix C )

• Ig nition Output

• Fuel P um p Control
Featu res au tom atic prim in g an d switch -off.

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Sys tem Programm ing Requirem ents

• Co mputer
IBM-P C o r co mpatible, preferably laptop o r no tebo oks
CGA, EGA o r VGA, co lou r or mono chro me display
6 40 + kb RAM

• Disk Drive
3 .5" F loppy Disk Drive
(5 .2 5 " disk available o n requ est)

• Se rial P o rt
Standard RS2 3 2C port - 9 pin D connecto r
(2 5 pin cable available o n request)
COM1 o r COM2 (selectable)

Adjustable Features

• Ba se F uel Map
2 2 F u el ranges, every 5 0 0 RP M to 1 0 ,50 0 , o r
1 7 F u el ranges, every 1 0 00 rpm to 1 6 ,00 0
3 2 Lo ad po ints per range, u p to 1 6mS with 0 .0 16 mS resolu tion

• Ig nitio n Ma p
2 2 Ignitio n ranges, every 5 0 0 RP M to 10 ,5 00 , or
1 7 Ignitio n ranges, every 1 0 0 0 rpm to 16 ,0 00
3 2 Lo ad po ints per range, u p to 5 0° advance, with 1 ° resolu tion

• Co rrec tion Ma ps

• Fue l
Cold Start Prime - 3 2 po ints
Coo lant Temperatu re Enrichment - 3 2 po ints
Air Temperatu re Adjustment - 3 2 po ints
Battery Vo ltage Co rrection - 32 points
Closed Throttle (selectable) - 16 points
F ull Thro ttle (selectable) - 3 2 po ints
• Ignition
Crank Advance - 3 2 po ints
Coo lant Temperatu re Advance/Retard - 3 2 po ints
Air Temperatu re Advance/Retard - 3 2 po ints

• Pro gra mma ble Rev -Limit - selectable as either fuel o r ignitio n

• Fue l Cut o n De c e le ra tio n

• Ac c ele ra to r Pump
Increase and su stain parameters
Coo lant enrichment factor
Three speed ranges

13
• Idle Spe e d Control
Target Idle Speed
Cold Idle-u p Rpm
P ost-start Rpm setting

• Clo sed Loo p Co ntro l

with both cru ise and idle settings

• To rque Co nv erte r Clutc h Ope ra tion

• The rmo fan Co ntrol

• Air Co nditio ning Co ntro l

Mis cellaneous

• Ma p S to ra g e a nd Re trie v al
Maps may be stored to disk and re-u sed

• Da talo g ging
Engine data informatio n saved 5 times per seco nd
Store to memo ry o r disk
Limited o nly by available memo ry (appro x. 1 1 k/minute)

• US o r Metric Units

• Re a l Time P rog ramming

Instant, hesitation free adju stment while engine is ru nning

• Optiona l Mixture Trim Module

P rovides ± 12 ½ % o r ± 5 0% adju stment fo r fast tu ning

• Optiona l Ig nitio n Trim Module

P rovides -8 ° to +7 ° adju stment fo r fast tu ning

• Rug ge d Aluminium Casing

Black ano dised with integral co o ling fins and mou nting brackets.

14
SECTION ONE
Getting Started

CHAPTER 1
Haltech E6GM Installation
1.1 Overview
The Haltech E6GM sy stem co m prises the follo win g com p on ents
Haltech Electro n ic C on tro l Un it (ECU)
Sup p lem en tary Wiring Harness
Haltech E6GM system Instruction Man ual
Pro gram min g C able
Pro gram min g Disk

Optio nal Items

Fuel Mix tu re / Ignition Tim ing Trim C o ntrol
R ep lacemen t Manifold Pressu re Senso r (MAP)

1.1 Installation Guide

1.1.1. Electronic Control Unit (ECU)

The Haltech E6GM is no t design ed to b e waterpro o f. It is desirab le that th e EC U b e given as
m uch p rotectio n fro m the environ men t as po ssib le. It is reco mm en d ed that th e EC U b e m ou n ted
in sid e th e p assenger com p artmen t, eith er o n th e firewall, un d er the dashb o ard o r un d er the
p assenger seat.

The EC U h as fo ur mo u ntin g h oles th at allow it to b e m o un ted to m ost flat su rfaces. In extreme

cases o f vib ratio n, the ECU sh o uld be mo un ted o n ru bb er an tivib ration p ad s. W hen mo un ting the
ECU remem ber th at th e com mu n ication s co nn ecto r o n th e lo o m sho uld rem ain accessible fo r
ease of p ro gram min g.

Unplug the Delco E CU and plug in the Haltech ECU.

15
1.1.2 Install and connect the Supplementary Wiring Harness
This sm all h arn ess con n ects in to th e b ack of the ECU. It pro vid es co nn ectio n to fu n ctio ns that are
n ot available on the stan dard m ain co n nector. Th ese are th e two trim inp uts (fu el an d ignitio n) and
th e com mu n ication s p o rt. The harn ess is o nly ab o ut a fo ot lo ng an d can b e rem oved o nce tu n ing
is co mp lete, an d th e co mm u nicatio ns p ort an d trims are n o lo nger req uired.

16
CHAPTER 2
Getting Online
Now th at y ou r Haltech E6GM is in stalled the system can b e co n nected to th e pro gramm ing
com p uter. This will allow the readin gs from all th e sen so rs to be disp lay ed o n the screen and
checked for co rrect op eratio n.

To con n ect th e PC to th e Haltech E6GM EC U y ou will n eed the pro gramm ing cab le and
p rogram min g d isk sup p lied .

2.1 Connecting the Haltech E6GM to a Computer

The p ro gram min g cab le su p plied with th e Haltech E6GM is a stand ard serial lin k ex ten sio n cab le.
One en d o f th e cab le will plu g in to the Main Harn ess PC Interface con n ector (near th e m ain
con n ecto r). Th e oth er end sh o uld plu g in to th e matin g con n ecto r at th e b ack o f y ou r co mp u ter.
The plu g o n th e co mp u ter may b e m arked "Serial", "Mo use" o r "C OM". Alm o st all lapto ps will
h ave th is p lu g. If th ere is n o 9 pin plu g wh ich it will con n ect to, check to see if there is a 25 pin D-
ty pe plu g available (so me desk to p co mp uters will h ave th is). If th is is th e case, an app rop riate
cab le can b e su pp lied o n requ est. Altern atively, mo st electro nic retailers will h ave a 25-p in to 9-
p in con verter.

Any tim e y o u wish to com mu n icate with the E6GM ECU it n eed s to be sup p lied with p ower. This
u su ally invo lves ju st turn ing on the ign itio n switch . If at an y stage po wer is n ot on , or the
p rogram min g cable is d isco nn ected wh ile attemp ting to com mu n icate, the p ro gram min g so ftware
will d isp lay the message R EC ONNEC T HALTECH. To rectify th is, recon n ect po wer an d /or the
p rogram min g cable.

2.2 Operating the Software

2.2.1 Computer Requirements
The com pu ter requ ired to pro gram th e Haltech E6GM can b e any IBM-PC co mp atib le p erso nal
com p uter fro m the XT on ward s (i.e. the AT, 386, 486 o r Pentiu m com pu ters). Th e req uirements
are fairly m od est. The co mp u ter mu st h ave at least 640K of R AM (with ab o ut 590kb free fo r
executab le p ro gram mes), o ne 3.5" d isk d rive an d a CGA, EGA, o r VGA screen . (Virtu ally all
reaso nab ly mo d ern lap top s ru n nin g MS-DOS (versio n 5.00 o r h igher) will fit th is d escriptio n).

17
2.2.2 Installing the Software.
The Pro gramm ing Disk su pp lied with th e Haltech E6GM has an in stallatio n p rogramm e that
allo ws y ou to in stall th e so ftware o nto th e PC ’ s Hard Disk. Mo st m o dern PCs h ave a h ard disk. If
y ou r PC do es n o t h ave a h ard d isk, th e E6GM Pro gramm e can ran d irectly from th e disk su pp lied .
In stallin g th e so ftware o n the Hard Disk will speed u p th e p rogramme and avo id h avin g to fid dle
arou n d with flo p py disks. The installation pro gram me need o nly be run o nce.

If y o u d o n o t h ave a Hard Disk, go to th e sectio n sectio n titled Running the Software from the
F loppy Driv e.

To in stall th e so ftware follo w th ese step s.

B oot up Computer

Turn yo u r PCs p ower o n an d b oo t up MS-DOS as in stru cted by the com pu ters Users Man u al. If a
shell pro gramm e o r m enu utility run s au tom atically wh en y ou b oo t y o ur com pu ter, exit it n o w.
You sh o uld see som eth ing like this:

C:\>_

This is th e ‘ DOS Prom pt’ . It is DOS’ way o f in d icating that it is waitin g fo r a com mand . Th e C:
in dicates th at th e C d rive is th e d rive cu rren tly selected . If y o u d o n o t h ave a h ard disk, y ou r
p rom pt will pro b ab ly lo ok like this :

A:\>_

Select the Driv e

To ru n th e INSTALL p rogram me, yo u m u st insert th e su pp lied disk in the d isk drive. If th e d rive
is th e A drive, then it mu st b e cu rren tly selected. To select th e A d rive (or B d rive if it is the
requ ired drive) typ e :

a:¬ or B:¬
The ¬ key is the Enter Key . On so m e key b oard s it may b e called th e R eturn key. You sh o uld
n ow see the pro mp t :

A:\>_ or B :\>_

18
Run the INSTALL Programme

To ru n th e In stall p rogramm e ty pe :

install¬
The Install p ro gram me will no w ru n. Fo llow the instruction s given . Th e p rogramm e will suggest
th at the so ftware will be p laced in th e HALTECH directo ry. Yo u can chan ge the d estination
d irectory , b u t it is n o t reco mm end ed th at y ou do u nless y ou u nd erstand ho w d irecto ries wo rk.
Wh en it is finished , th e in stallatio n p rogram me will tell yo u if the installation is successful. If it
was n ot, co n su lt th e tro ub le sh o otin g section o f th is m an u al.

The E6GM Pro gram me is n ow read y to ru n.

2.2.3 Running the Software from the H ard Disk.

Boo t yo u r com p uter u p as describ ed earlier. If yo u r co mp uter is already on , make su re the C d rive
is cu rren tly selected . To ch ange to the HALTECH directo ry ty pe :

cD \haltech¬
o r, if yo u u sed a differen t d estin atio n d irectory , ty pe that path .

To start the p ro gram me ty p e :

E6GM¬
The E6GM pro gram me will n o w run . Th e n ext sectio n is o n ru n nin g th e so ftware fro m a flo p py
d rive. Yo u can skip this sectio n an d go straigh t to the section en titled Azerty Keyboards.

2.2.4 Running the Software from the Floppy Disk.

To ru n the software fro m a flo pp y d rive, bo o t y ou r co m pu ter u p as d escribed earlier. In sert the
Pro gram min g d isk in th e d isk d rive. If th e drive is th e A drive, th en it m ust be curren tly selected .
To select th e A d rive (o r B d rive if it is the req u ired d rive) typ e :

a:¬ or B:¬
You sh o uld no w see th e p ro mp t :

A:\>_ or B :\>_

19
To start the E6GM p ro gram me typ e :

E6GM¬
The E6GM p ro gram me will no w ru n.

2.2.5 Azerty K eyboards

Mo st co u ntries u se a keyb o ard wh ere the first six letter keys acro ss th e to p ro w are :

qwerty
This is called a Qwerty key bo ard . So me cou n tries u se an altern ative, which is called and Azerty
key b oard , where th e Q an d W key s are swap p ed with th e A an d Z key s respectively. If y o u h ave
an Azerty keyb o ard , y o u n eed to run the software sligh tly d ifferently. W hen y o u wou ld n o rm ally
ty pe :

E6GM¬
to ru n th e p rogramm in g so ftware (n ot the installation software), y ou need to in stead ty p e :

E6GM/a¬
The /A tells th e pro gramm e y o u h ave an Azerty key b oard. The p ro gram me will ad just
acco rdin gly .

2.2.6 Acknowledging the Risks

Once th e p ro gram b egin s ru nn ing a title p age sho u ld app ear b riefly and then a warn ing screen will
b e d isp layed . R ead the warnin g an d o n ly pro ceed if y ou are prep ared to accep t th e risks in vo lved
in tu n in g yo ur o wn en gine. Fau lty tun ing can b e d an gero u s an d/o r can d amage y ou r en gin e.

2.3 The Online and Offline Modes

On the E6GM system title page, the software asks whether to o perate in ONLINE o r OFFLINE
m od e. The Offline mo de is very useful to fam iliarise yo u rself with the Haltech so ftware, bu t
sho u ld n ot b e u sed to make lastin g ad ju stments to th e fuel map s u nless th ere is a sp ecial reason
fo r d oin g so . If yo u wish to exp erim en t an d familiarise y o urself with th e so ftware p ress N fo r
Offline mo d e, b ut if th e EC U is in stalled and po wer is available then we su ggest th e On lin e m o de
b e selected . Press Y to select Onlin e m od e.

20
2.4 Using the System Online
In th e On line mo de there is a two -way flo w o f in fo rmation between the EC U and the
p rogram min g co mp uter. Th e co mmu n ication cab le m ust be installed an d p o wer mu st b e available
to th e ECU befo re the system can co mm u nicate. Th e On lin e m o de will be used m ost freq uen tly .
Wh ile u sin g th e sy stem On lin e, y o u can view en gin e info rm atio n d irectly an d make ad justmen ts.
Any ch anges o r mo dification s made o n th e com p uter are in stan tan eou s an d will b e im mediately
reco rded in the EC U. W hen th e p rogramm in g cab le is remo ved and th e ign itio n switch ed o ff, the
ECU will retain all o f its m emo ry . Th e maps d o n ot n eed to be saved, b ut keep ing a co py o n d isk
is alway s go od p ractice an d is reco mm en d ed . (See 9.1)

NOTE: If p ower is remo ved or th e com mu n ication cab le is d isco n nected or in terfered with , the
fo llo win g m essage will be d isp lay ed o n th e co mp u ter screen .

RE CONNECT HAL TECH

If th is m essage ap p ears ch eck all co n nectio n s an d ensu re th at the co m mu nicatio n s cab le is no t

b ein g in terfered with. Also be su re th at th e Haltech E6GM u nit is receivin g p o wer. (i.e.. ign ition
switch is tu rned "o n ".)

2.5 The Main Menu

Wh en y o u select On lin e o r Offline mo d e th e Haltech MAIN MENU b ar app ears. Th is m en u b ar
allo ws access to su b men us giving access to m aps, file sto rage/retrieval, engin e d ata and op tion s.

2.6 How to Quit

Thro ugh ou t th e pro gram y ou can ex it fro m any app lication by usin g th e m en u b ars o r h o t keys.
Pressin g § q in any page will p ro m pt y ou to exit the pro gram (i.e.. p ressin g q wh ile h old ing
d own th e § key).If y o u wish to exit Y p ress at the pro mp t.

21
2.7 Checking the Engine Data
The engine data op tio n can o n ly b e u sed wh en the system is Onlin e. This fu n ctio n allows all o f
th e engin e d ata variables to be d isp lay ed o n th e screen

This is a very u sefu l fu nction for analy sin g th e en gin e senso rs. To b rin g u p th e en gin e data p ress
§ e from any application. Otherwise it can be accessed through the menu bar by pressing
¦ O and then E for Engine Data.

Do n ot attemp t start th e en gin e if the Engine Iden tificatio n h as n ot b een set up . Before co n tin u ing
check to see if all th e senso rs are o p eratin g co rrectly b y viewing the engin e d ata page.

22
CHAPTER 3
Engine Identification
3.1 Checking the Identification
The Iden tificatio n p age tells the E6GM essential in formation abo ut the engine characteristics.
With ou t th is in form atio n b ein g co rrect th e en gin e can no t ru n p ro perly. Th e Id entification is m ade
u p o f several fi eld s. Each field can h ave a n u mb er o f settin gs, an d yo u can ch an ge m ost of the
field s.

Use the Up an d Down arrow key s (¢ and £ ) to mo ve b etween fields. Th e field s are either
S electi o n ty pe, or Text ty p e. The Selectio n ty pe field s give y ou a n u mb er o f valid entries for that
field . Fo r ex am p le, the valid n u mb er o f cy lin d ers can be set to 1, 2, 3, 4, 5, 6, 8, 10 or 12. The Tab
and En ter keys (© an d ¬) key s are u sed to chan ge this typ e o f field . Each stro ke of the Tab
key will disp lay th e nex t selection . Th e Shift an d Tab keys together will step b ackwards th ro u gh
th e selectio n s. Once th e d esired selection is d isp layed , th e En ter key is p ressed to p rogram me that
selectio n . Text Field s requ ire y ou to enter either tex t o r nu mb ers. On ce th e field is selected , the
n ew tex t can b e ty p ed in, with the En ter key to fin ish . An ex amp le is th e R ev Limit. Th is field can
b e set b etween 2000 and 16000 rpm . If yo u want the rev limit to occur at 7000rpm , th en y ou
wou ld n eed to select th is field u sin g ¢ or £ and then ty p e 7 0 0 0 ¬.

Here is a descrip tio n o f each o f th e Id entification field s:

Cylinders: The n um ber of engine cylin ders n eed s to b e en tered h ere. Th is p aram eter is u sed to
d etermin e th e en gin e sp eed .

L oad Sens ing: Th e E6GM can use eith er the man ifo ld p ressu re o r th e th ro ttle p osition as a means
o f d etermin ing the en gine lo ad . Mo st en gin es o perate u sin g m an ifold pressu re to sense
engin e lo ad . If y ou r en gin e em plo y s an y form of sup erch arging, yo u mu st ru n in m anifold
p ressure mo de. On ly wild cam s requ ire th rottle m od e - i.e.. engines wh o se vacu um signal
is sm all, or fluctuates greatly. If yo u are u n su re wh at to u se, con tact y ou r Haltech d ealer.

MAP Sensor: The E6GM needs to know the type of Manifold Absolute Pressure (MAP) sensor
being used. If you do not know what sensor you have refer to Chapter 1 [1.3.1]. Enter the
correct description here to match. If using throttle position mode, set this parameter to a 1 Bar
sensor.

RPM L imit: The E6GM can lim it th e m axim um rp m to wh ich the en gine will op erate to . Ab o ve
th is level th e E6GM co mp letely cu ts fuel or ign ition (see b elow) to the en gine. Wh en the
engin e speed d rop s below the RPM Limit th e E6GM will resu m e n orm al fuel or ign ition
d elivery . Th is is kn o wn as h ard lim itin g. If th e RPM Lim it is no t need ed then set th is value
abo ve th e h igh est o p eratin g po int o f th e en gin e.

23
RPM L imit Type: The RPM Lim it can eith er b e a fu el cu t o r an ignitio n cut. Th is field
d etermin es wh at fo rm o f limit will be used. Be careful u sin g an ign itio n cu t o n an en gine
with a cataly tic con verter, as th e u n bu rnt fu el can dam age it.

Units : The Haltech E6GM pro gramm ing so ftware can d isp lay p arameters in eith er Metric or US
u nits.

RPM M ode: The E6GM fuel and ign itio n m aps may be arranged either in 500 rpm in crem en ts to
10,500 rp m, or in 1000 rpm in crem en ts to 16,000 rpm . Select th e high - o r lo w - rp m m o de
h ere. Ch an ging settings alters th e way the EC U reads the Map s, and will ch ange th e tu n ing
o f th e en gin e d ramatically. Do n ot chan ge this setting on ce tu ned un less necessary .

Road Speed Value: Th is valu e calib rates th e R oad Sp eed readin g. Som e app lication s in
Advanced Mo d e can n ot use th e R o ad Sp eed inp u t trigger, and th is field will no t be
d isp lay ed .

Trim Control: Th e op tion al Trim un it can b e used to co n tro l on e o f several parameters. Th is field
selects th e con trolled p arameter. If th ere is n oth ing con nected to th e trim plu g, th e trim
will h ave no effect (except with bo o st con trol). Th e available fun ctio n s are :
Fuel (Fine) ±12.5% adju stm en t of fuel.
Fuel (C o arse) ±50% ad justmen t o f fu el.
Ign ition +7 to -8 degrees ad justmen t o f ign itio n ad van ce.

Spare Input F unction: The Spare in pu t is an analo gu e in p ut sim ilar to th e Trim Co ntro l in pu t
th at can b e co n figured fo r o n e o f several tasks. Its fu nction is set by this field. The
available fu n ctio ns are :
Gen eral 0-5 volt inp u t; n o effect on EC U o p eratio n .
Fuel (Fine) ±12.5% adju stm en t of fuel.
Fuel (C o arse) ±50% ad justmen t o f fu el.
Ign ition Trim +7 to -8 degrees ad justmen t o f ign itio n ad van ce.
Baro Senso r Baro metric Pressure Senso r.
Exh aust MAP Sen sor Exh aust Pressu re.(d oes no t affect o n ECU op eration )
C are mu st b e taken wh en setting this field . The circu it is b iased to 2.5 volts. Th erefore, if
th ere is n oth ing co n nected to the p lu g, th e in pu t will read 2.5 volts. If o ne of the trim s is
selected , th ere will b e n o effect. But if th e Barom etric Senso r is selected, th e read ing will
b e in co rrect, an d will h ave a large effect o n th e op eration o f th e ECU.

2 nd MAP Sens or: Th is field is o n ly accessib le when th e Ex hau st MAP Senso r is selected on the
Spare In pu t Fu n ctio n. It tells th e so ftware wh at senso r is b ein g u sed (eith er 1 Bar, 2 Bar, o r
3 Bar sen so r) an d h o w to calib rate the read ing.

24
Chapter 4
Adjusting Haltech Maps
The tuto rials p resented in th is chap ter are ex amp les of h ow y o u migh t u se the availab le
fu nction s to m ake typ ical mo d ificatio ns to the map s. These tu to rials are aim ed at exp lainin g
b oth wh y and ho w so me ty p ical ch anges migh t b e m ad e. Th ey assum e th at y ou have th e
software ru n nin g Onlin e o n y o ur PC , with th e ECU p o wered and co n nected via th e su p plied
p rogram min g cable.

4.1 What are maps?

The injectio n tim es need ed by the engine at d ifferent con d itio ns is sto red by th e E6GM in a tab le
o f n u mb ers called a lo o k-u p table. Th e E6GM determ in es th e en gin e's lo ad an d sp eed , an d uses
th ese two p aram eters as an in d ex to th e table. Th is table is called th e Fu el Map . Fo r in stan ce, at
an en gin e sp eed of 4000 rp m and at -20kPa, th e relevan t nu m ber in the tab le m ay b e 4.35. If th e
engin e app rox imates -20kPa at 4000 rpm , th en the com pu ter will extract the valu e o f 4.35m s
from th e table as the base injectio n time. Th is valu e is th en adju sted to co mp ensate fo r
n um ero u s co nd itio n s, such as tem perature o r acceleratio n , an d then the EC U h o ld s th e in jecto rs
o pen fo r th at tim e o n th e n ext injectio n .

The Ign itio n Maps wo rk in a similar way , ex cep t th at it is th e ignition advance th at is sto red in
th e lo ok-up tab le in stead o f th e in jectio n time.

It is po ssib le to p rogramme the E6GM by directly ch an ging th e value of each n u mb er b y

p rogram min g in th e n u merical mo de, bu t th is can b e ex trem ely difficu lt, so th e Haltech allo ws
y ou to chan ge the n um bers b y m anip ulating grap hics in maps p resented as b ar graph s. (This is
m uch simp ler an d allo ws y o u to visualise the map )

Since it is d ifficult to in terpret all the tab le's valu es at o n ce, th e pro gramm ing so ftware d ivid es
th e map b y en gin e sp eed in to a series o f rpm ran ges. W ith in th e range, each load p o int is
represen ted by a vertical b ar. Th u s, when y o u view a range fro m th e Fuel Map, y ou see a b ar
chart of injectio n time versu s lo ad for all th e lo ad p oin ts in th e tab le at th at sp eed .

There are o ther tab les in th e E6GM, such as th o se u sed fo r temp eratu re correctio ns. Th ey are
in dex ed by on ly o n e p aram eter, an d so are n ot d ivid ed into ran ges. Th ese tab les are also called
m ap s.

4.2 What is mapping the Engine?

Map pin g th e en gin e is fillin g th e lo ok-up tab les with th e co rrect values fo r yo u r en gin e. This is
d on e by ad justing the h eights of the b ars with in the map s. Bars may b e ad justed o ne at a tim e,

25
o r in gro up s. Th e Haltech p ro gram min g so ftware has been d esigned to make en gin e m app ing as
simp le an d intu itive as p ossible.
4.3 Using the Software
In o rder to make th e so ftware easy to use, th e pro gramm e p resents yo u with a men us bar at th e
to p o f th e d isp lay. The men u b ar is accessed thro ugh sim ple co mb in atio ns of key stro kes. On ce
th e app rop riate men u h as been accessed a su b-m en u ap pears givin g ch oices o n available page
h ead ing. To in crease efficien cy th ere is also a n um b er of h ot-key s th at allow y o u m ovemen t
b etween pages with ou t accessin g th e m en u b ar.

4.4 Accessing the fuel maps

Pressin g ¦m will take y ou to the Map s Men u. Fro m th e Su b-men u ch oo se th e fuel map s
o ptio n. By u sin g th e cu rso r keys to m ove th e h ighlight bar or p ressin g th e un derlined letter o f
th e o ptio n requ ired in the case F . Th is will p ro d uce a furth er sub -men u th at will allo w y ou to
cho o se a ran ge to b e viewed .

4.4.1 Fuel Setup

The Fu el Setup wo rks in an id entical way to the Iden tificatio n. It’s field s are d ifferent and relate
to th e way th e fu el is d elivered to th e engin e. Enter th e Fu el Setu p b y pressin g ¦ s an d th en
b y p ressing F key . Th e fields in th e Fu el Setu p are:

Ign / B y: Ignition Divide By is th e n um b er o f ignition p ulses that will be cou n ted un til th e n ex t
in jectio n p u lse. Fo r almo st all mu ltipo int system s, in jection sh ou ld o ccu r o n ce per
revo lutio n and so Ignition Divide By sho u ld b e set to h alf th e n um b er o f cy lin ders. If the
system is o p eratin g in Batch Fire or Seq u en tial mo d e, o r is a ro tary , th en a value of 1 is
suggested.

Decel Cut-Off: A co m mo n fu el savin g featu re in o rigin al equ ip ment com p uters is a fuel cu t-off
o n d eceleration . Th is will cut fuel delivery to th e en gin e wh ile co astin g d o wn h ills with
closed th ro ttle. Th is featu re can b e en ab led o r d isab led on the E6GM. It is b etter, wh en
first tun ing, to d isab le th is fun ctio n .

Zero Throttle Map: This feature allo ws th e user to ad just a special fu el map th at is used o nly
when th e th rottle is clo sed . Th is can allo w a very qu ick and sim ple adju stm en t of the idle
fu el settings on en gines with d ifficu lt id le characteristics. Th is op tio n can be disabled if no t
requ ired .

F ull Throttle Map: This feature allo ws th e user to ad just a special fu el map th at is used o nly
when th e th rottle is wid e o p en on no rmally aspirated en gines. W ith som e m an ifold an d o r
th ro ttle d esigns, pressu res in th e m an ifold can reach clo se to atm osp heric p ressure before

26
 fu ll thro ttle is ap plied. This effect can make tun in g d ifficult aro u nd full thro ttle. Th is m ap
allo ws th e full load settin gs to be easily set with ou t interfering with lighter lo ad settin gs.
The thro ttle po sitio n at wh ich th is Map is u sed is set b y th e Fu ll Thro ttle Th resh o ld field .
F ull Throttle Threshold: See th e Full Th ro ttle Map field ab o ve for info rmatio n o n th is field .
This field can b e set between 70 an d 100.

B arometric Lock: If y ou wish to lo ck th e b aro m etric valu e th at is sto red by the EC U to a set
valu e an d o verid e th e startu p b aro metric co rrectio n, en ab le th is o ptio n.

B arometric Press ure L ock at (mB ars ): Allo ws y ou to set th e b aro m etric valu e to wh ich
th e ECU co rrection s will b e lo cked . Defau lt is 1013m Bars ( = 1 Atmo sp h ere @ sea level)

See Ch ap ter 3, E ng ine Identification for info rmatio n on ho w to ad ju st these p aram eters.

Once y o u h ave set up the fuel delivery via th e Fuel Setu p, y ou can view th e Fuel Maps. Press
¦ m then F to view the Fuel Sub-Menu. Then chose the range you wish to view by using the
fu nction key s. Wh ile in th e Fu el m ap , each range can b e accessed b y p ressing th e N ,P an d
J keys to m ove to the next, previous range and jump to a particular range.

To view th e m ap at th e 3000 rp m range, p ress “ . Wh en in the Fu el Map s su b -m enu yo u r

d isp lay sho u ld lo ok like th is:

Valu es from th is b ar ch art wo u ld b e u sed wh enever the engine speed falls in th e range between
2750 an d 3250 rpm (or, if in h igh-rp m mo d e, b etween 2500 an d 3500 rp m).
In th e to p left is th e range nu mb er an d the speed range to wh ich it co rrespo n ds. Op po site, in
large n u merals, is the cu rren t en gin e rp m. The bar ch art sho ws injectio n time, up to 16m s,

27
again st the load p aram eter, either th rottle p o sitio n o r m an ifold p ressu re. Th e ax es are scaled
app ro priately fro m the info rmatio n in the Iden tificatio n Page. Acro ss th e b o tto m o f th e screen is
written the nu m ber an d h eigh t o f th e b ar b ein g ad justed , an d o th er en gine data. Abo ve th e
engin e speed readin g is th e R ange an d Bar n u mb er that the EC U is cu rren tly u sin g to calculate
in jectio n tim e.

4.4.2 Adjusting Bar Height In The Map

The height o f th e Bars in the map can b e readily ad ju sted by usin g th e u p and d own arro ws
key s, an d th e PgUp an d PgDn keys (³ ´ ). See the com mand sum mary at th e en d o f th is
sectio n for a fu ll list o f key fun ctio ns. Th e b ar th at is h igh ligh ted o n the com pu ter screen
in dicates th e bar th at y o u are currently ad justing. To ch ange the high ligh ted bar, u se th e left an d
righ t arro w key s (¥ ¤ ).

Try p ressin g th e Up arrow (£ ) o n ce. No tice th at th e o u tlin ed b ar gets taller. No w try pressin g
th e Do wn arro w (¢ ) on ce. You are no w ch an gin g th e fu el d elivery at 3000 rp m at th e lo ad
sho wn for the b ar y ou have selected . Make sure y o u m ove th e b ar b ack to its o rigin al h eigh t
o nce yo u h ave tried ad justin g it so as n ot to d estro y th e m ap yo u have lo ad ed.

Now try usin g the ³ key . Th e ou tlin ed b ar sh ou ld ju mp up 0.096 m S. As the b ar gets taller, th e
fu el delivery is increased and the engine is en rich ed at that speed and load . Now press th e ´
key and the high ligh ted bar sh o uld mo ve d own 0.096 mS.

Note th at th e fu el d elivery fo r th e o u tlin ed b ar is sh own in th e b o tto m co rn er o f th e d isplay.

Note also th at th e injectio n tim e d oes no t necessarily match th e bar heigh t as the in jectio n tim e
is th e actual in jectio n time after vario u s correctio ns h ave taken place. Also , th e arrow ind icates
th e b ar (i.e. nu mb er) currently b ein g accessed b y the engine. If the arro w was no t over th e
h igh ligh ted b ar this wo u ld also cau se the b ar height and injectio n time to b e d ifferent as th e b ar
h eigh t is th e heigh t of the b ar b ein g ad justed , no t necessarily th e valu e o f th e b ar cu rren tly bein g
accessed b y th e en gin e. Try u sin g th e C on trol key an d th e Page Up key to geth er, § ³ ,to
m ove th e b ar u p by 2m S. Move th e Bar b ack d own b y u sing § ´ .

The ch an ges y o u m ad e to ok effect th e instant y ou pressed th e keys. Yo u d o n o t h ave to d o

any th in g else to save th ese chan ges.

4.5 How To Quit

To retu rn to th e Fu el Map Men u from an y of the map display p ages press § f .Or th rou gh th e
m en u s at th e to p o f th e display . Pressing § q keys sim u ltan eo u sly at any page o r map will
allo w y o u to ex it th e Haltech p ro gram an d will return y o u to MS-DOS. Yo u sh ou ld alway s ex it
th e p rogram before switch in g o ff y ou r co m pu ter.

28
29
4.6 Accessing the Ignition Maps
Pressin g ¦ m fro m any p age will take y ou to the Map s Men u . From here y o u cho o se I fo r
th e Ign ition map s. Or y ou can access the ign itio n m aps directly th ro ugh § I fro m any oth er
app lication .

4.6.1 Ignition Setup

The Ign itio n Setup wo rks in an id en tical way to th e Id entification . Its fields are differen t an d
relate to th e way th e ignitio n advance is d etermin ed for the en gine. En ter th e Ign ition Setu p b y
p ressing ¦ s then I . Th e field s in the Ign ition Setu p for Basic Mo de are:

Trig ger Deg rees : Th is field tells th e EC U where to ex p ect th e Main Trigger to o ccu r. Th is field
is very imp ortant for the co rrect op eration of the ign ition . If it is in co rrect, th e sp ark
advance will also b e in co rrect, wh ich co uld lead to en gin e damage. The EC U n eed s to
receive an in pu t trigger at a fix ed engine angle Befo re To p Dead C enter (BTDC ) fo r each
spark. This trigger may b e set b etween 60° and 100° BTDC. See Ch apter 5 [5.2-3] fo r
d etail o n ho w to ch eck the timin g and this field .

L ock Timing at 1 0 Deg rees: Th is field is used fo r testin g th e trigger in p ut. It allows th e timin g to
b e lo cked at ten d egrees regardless o f th e engine speed and ign o res th e ign itio n m ap
settin gs. Th is featu re is furth er d iscussed in Appendix E

Trig ger Edg e : Th is field determ ines wh eth er th e E6GM is to trigger o n a risin g o r a fallin g ed ge.
R efer to Appendix E - Trigg er Interface fo r details on h ow to determine this setting. If a
R elu cto r Ad ap ter is bein g u sed , th is field sho u ld b e set to Falling.

Output Type: Th is field is u sed to d etermin e h ow th e ign itio n o u tp u t sign al is to b e d efin ed .

C on sta n t Dut y sh o uld o n ly be u sed with “in telligen t” igniters o r special aftermarket
systems th at p erfo rm dwell con trol. Co nst a nt Ch a rg e m ay b e selected if the ign iter
o perates sim ply as a switch (“ d um b ” igniter) and req u ire dwell sign al.

Coil Charg e Time: On ly req u ired if Co n stan t C harge selected as Outp ut Typ e. This is th e time
requ ire to ch arge th e co il fully , o r un til th e igniter’s curren t lim it is reached , ty pically 4-5
m s. Refer to Ap pen dix E fo r ad dition al in form atio n.

Coil Break Time: On ly req u ired if Co nstant Ch arge selected as Outp ut Ty p e. This is the
m in imu m time the E6GM sh o uld allo w b efo re th e coil is switched on again, u su ally 1-2
m s. Co il Break Tim e d efin es the ign ition ou tpu t sign al wh en th ere is in su fficient time to
charge th e co il fully . R efer to App end ix E for add itio n al in fo rmation .

Output Edg e: Th e Ou tpu t Ed ge sho u ld b e fallin g with a 30% switch u n less ad vised o therwise by
m aterial relevan t to yo u r ap plicatio n.

30
The Ign itio n Map is ad ju sted in a similar way to th e Fuel Map. The key stro kes are th e same,
except th at o ne increm ent is o ne who le d egree ad van ce o r retard . Th e b est way to initially set up
th e Ign ition Map is to use th e Library Map s, and then return to the Ign itio n Map later if the
ignition curve n eed s m o dification . Ign itio n Lib rary Map s are ex p lain ed in C h ap ter 5 [5.4], Starting
th e Engin e.

An exam ple of an ignition ran ge fo r a n atu rally asp irated engine cou ld lo ok like this :

31
4.7 Time Saving Functions
The follo win g list o f co mm an d s can b e u sed wh enever th e grap h s fo r m ost of the map s are b eing
d isp lay ed b y th e Haltech p rogrammin g so ftware.

Note: W hen two keys are d isp layed to geth er, such as ¦ r , th is m ean s th at th e secon d key m ust
b e p ressed wh ile th e first key is h eld d own. In th is case, th e ¦ key wou ld b e h eld d own wh ile
th e r key is p ressed.

4.7.1 Current Location - ²

Pressin g ² will take y o u to th e range at wh ich th e engin e is ru n nin g, an d h igh ligh t th e bar th at is
currently b eing used . Th is b ar is easily id entified by an arro w d irectly ab ove it p oin tin g do wn . As
th e engin e speed an d lo ad ch anges, th e arro w m o ves with it. Th e Hom e key is usefu l for fin d ing
th e engin e's op eratio n p oin t very q u ickly.

4.7.2 All Ranges - ¦r

Acro ss the ran ges, the curve o f th e fu el m ap do es n o t ch an ge greatly. Usu ally the shap e remains
m uch th e same, an d th e h eigh t ch an ges acco rdin g to th e vo lum etric efficiency o f th e en gine. In
o rder fo r all the fu el ran ges to initially be set u p q uickly , the Haltech E6GM sy stem allo ws yo u to
p rogram me all rpm ran ges sim ultaneo usly with the sam e d ata. ¦ r turn s All Ran g es o n, and
th e word s All R anges ap pears u nd er th e title.

Wh en th e All Ra ng es fu nction is active, a bar ad ju sted o n o n e grap h is cop ied to th e same bar on
all th e ranges. If yo u u se th is o ptio n, y ou can set the sh ape o f th e m ap at an y range, an d all o ther
ranges will b e id en tical at every b ar y ou adju sted . Th is featu re enab les all grap hs to b e given an
in itial sh ape th at sh o uld ru n th e en gin e, albeit rath er rou ghly . On ce y ou have u sed the All Ran ges
o ptio n fo r a startin g p o int, press ¦ r o nce mo re to ex it th e All Ran g es o ption and tailo r each
m ap ind ivid u ally .

This op tion is o n ly availab le o n th e Base Fuel and Ign itio n Maps.

4.7.3 Selecting Groups of Bars

Gro u ps o f ad jacen t bars may b e h ighlighted an d adju sted to geth er.
Hold § while using the left o r righ t arro w key s, ¥ ¤ , an d y ou will high ligh t a gro up o f b ars.
This gro up will no w act in u niso n when in creasin g o r d ecreasin g th e h eigh t o f th e Bars. To
d eselect the high ligh ted Bars u se th e ¦ and arro w key s to geth er.

32
4.7.4 Percentage Changes -¦p
Usin g th is fu nction will pro mp t y o u to en ter a percen tage ch ange to the selected b ars. An entry o f
"20" will in crease each bar by 20%, while an en try o f "-15" will d ecrease the b ars by 15%. This
chan ge o nly affects the high ligh ted bar(s).

4.7.5 Linearise - ¦l
Wh en a gro u p o f b ars is selected (mo re th an two ), th is fu n ctio n can b e u sed to set th e valu es
b etween th e en d po ints. Highlight the b ars between two lo ad po in ts that are kno wn to b e co rrect
and p ress ¦ l . The p ro gram min g software will au tom atically ad ju st all th e b ars b etween th e
two end p oin ts to fo rm a straigh t lin e. This feature facilitates fast p ro gram min g an d th e smo o th in g
o f m aps.

4.7.6 Numeric Mode - ¦n

This will take y ou in to n um erical m od e, d isplayin g th e m ap as a sp readsh eet. Th is m od e is
available if wan ted , bu t graph ical map pin g is recom men ded as it is m uch easier to u se. To exit
from Nu meric Mod e an d go b ack to u sing the map s p ress th e ° key .

4.7.7 Bar Increments - ¦i

The Up an d Down arrows,£ ¢ , no rmally chan ge the bar h eigh t in th e m aps by a p re-
d etermin ed amo un t, usu ally th e sm allest p ossible increm ent. PgUp an d PgDn ch an ge th e b ars also
b y a pre-determ ined amo u nt. Th ese in cremen ts (th e value o f th e key stro ke) can b e chan ged by
th e u ser. ¦i will b ring yo u to a screen wh ere the increments themselves can be ch anged.

Normally , th e b ars are altered b y add in g o r su btractin g a fix ed amo u nt. Th e ad justmen t key s m ay
in stead app ly a percen tage ch ange o n each keystro ke. ¦ p o n th e Bar Increm ent Screen will
switch to p ercen tage in crem en ts, § f will retu rn y ou to fix ed increm ents.

¦ l will space out increm ents evenly between the Up/Down Arrows field and the Ctrl
PgUp /PgDn field .

4.7.8 Help Function - ¦h

A simp le h elp screen can be p ulled u p at an y time by p ressin g ¦ h . All key com man ds are
sum marised an d listed h ere.

33
4.8 Duty Cycles
Fuel delivery is ob tain ed b y p ulsing the injecto rs sy nch ron ised with th e engin e sp eed , allowing
fu el to flow du ring the period that the injecto r is o pen . The time wh ilst op en is called the injecto r
p ulsewid th . As rp m in creases it is p o ssib le for p ulsewidth s to overlap so th at th e in jectors are
effectively switched co mp letely o n . Th is is referred to as 100% d u ty cycle.

Wh en 100% d u ty cycle is reach ed th e fu el flo w fro m the injecto rs h as reach ed its max imu m.
In creasin g revs brin gs with it the dan ger of an engine lean ou t. LEANING OUT AN ENGINE
WILL C AUSE DAMAGE TO THE ENGINE IN MOST C ASES.

The tab les and grap h b elo w sh ow th e p o int at which th e in jectors will reach 100% d uty cy cle.
Care s hould be taken that the eng ine cannot rev above the point when 1 0 0% duty cycle is
reached as there is a danger that damage will be caused to the eng ine. It is n o t co mm on fo r
th is to h app en b ut the p otential fo r d amage u n der th ese circu mstan ces is stron g so care sh o uld be
taken to ch eck th is facto r.

Max imum Injection Time (in millis econds [ms ]) =

(1 2 0,0 0 0 x Ig nDivideB y)
(Rpm x No. Cylinders )

e.g. Max im u m injectio n time for a fo u r cy lin d er, o n ign/b y 2 red -lin ing at 6000 RPM is
(120,000 x 2)/(6000 x 4) = 10,
so th e ab so lute maxim um injectio n time at 6000 R PM on this en gine is 10 m s. If th e in jection
time needs to b e greater th an th is, then y o ur fuel sy stem can no t meet th e d emand s of the engine.
You will n eed to in crease th e fu el su pp ly, b y in creasin g in jector size, fu el p ressure, or ad d ing
extra in jecto rs. Refer to Ap pen dix C for d etails o n h o w to in crease fuel su p ply . As a gen eral rule
o f th um b , in jectors sho u ld no t run bey on d 85% d uty cycle.

34
In jector Du ty C ycle ap pears o n th e Engine Data Page and on Datalo gs fo r y ou to m on itor the
app ro ach to max im u m fuel flo w.

35
36
4.9 Command Summary for Maps
¥,¤ - mo ve left/righ t h ighlighted b ar(s)
£,¢ - in crease/d ecrease high ligh ted bar(s)
³,´ - in crease/d ecrease high ligh ted bar(s)
¨³ ,
¨´ - in crease/d ecrease high ligh ted bar(s)
§³ ,
§´ - in crease/d ecrease high ligh ted bar(s)
§¤ ,
§¥ - select (highligh t) n ex t bar
¦¤ ,
¦¥ - deselect en d b ar

¦P - en ter Percentage chan ge to h igh ligh ted b ars

¦L - Lin earise b etween en d p o ints of h igh ligh ted bars
¦H - bring u p Help screen
¦I - set In crem en ts
¦N - en ter Num eric mo de
¦R - to ggle All Ran ges mo de

N - mo ve to Nex t ran ge
P - mo ve to Previou s ran ge
J - ju mp to range of valu e en tered

² - go to current engine range/b ar

© - switch es o ptio n in setup p ages

37
Chapter 5
Starting the Engine
There are a few th in gs that need to b e d o ne b efo re the engine sho u ld b e started. Make su re that
th e ECU is p owered (ignitio n o n) and the Haltech So ftware is On lin e. Go to th e En gin e Data Page
to ch eck th at th e ECU is co m mu nicatin g p rop erly , an d th at th e sen sors are read in g co rrectly .
C heck again th at th e Id en tificatio n , th e Fu el Setu p an d the Ign ition Setup are all set co rrectly . In
p articular, ch eck th e No . C ylin ders, Ign Div/By, Lo ad Senso r an d Injectio n Mod e param eters. If
any o f th ese are inco rrect, the engin e m ay run , bu t pro per tu n ing will be imp ossible.

5.1 Calibrating the Throttle Position Sensor

The thro ttle sen sor mu st b e calib rated so that th e EC U kno ws the start an d sto p p osition s of the
senso r. Set the idle thro ttle op enin g u sing the idle ad just screw. If th e requ ired op enin g fo r id le is
n ot kno wn , make an estim ate b ut keep in min d th at this may b e th e reason fo r po o r id le later on ,
and furth er ad ju stm en t may b e n eed ed. Ch o ose th e "calib rate thro ttle" o p tio n fro m the o ptio ns
m en u an d fo llo w th e in stru ctio n s o n th e screen .

5.2 Checking the trigger

It is a go od idea to check th at th e E6GM is receiving a reliab le trigger signal. Remo ve th e 20A fuse
from th e fu se b lock. Th is will preven t th e fu el p u mp fro m run n ing an d th e en gin e fro m starting.
The engine sho u ld then b e cranked o ver o n the starter and the rpm disp lay ed o n the engin e d ata
p age sh o uld read ab ou t 100 to 300 rp m. If th e en gin e sp eed is zero or is erratic th en refer to the
sectio n in C hap ter 1 [1.3.14] regard in g trigger setu p. If th e trigger is o p erating co rrectly th en
replace the 20A fuel pu mp fuse.

5.3 Checking the B ase Timing

The E6GM uses a tim ing referen ce taken fro m eith er th e cam an gle senso r o r fly wh eel sen sor.
This give th e E6GM th e reference on wh ich to p osition all ignition tim ing. If th e timin g is wro ng
th en th e E6GM cann o t fu nction correctly. To ensu re that this base timin g is set co rrectly the
E6GM h as a TIMING CHECK F LAG

Wh en th e Timin g C heck Flag is set, th e ignition tim ing is fo rced to 10° Before To p Dead Cen ter
(BTDC). Th is is regard less o f whatever ign itio n timin g Maps are currently in th e E6GM.

To enab le th is flag, press ¦ s fro m th e Su b-Men u select th e Ign itio n Setu p . Usin g th e arrow
key s mo ve to th e Timin g Lock op tion . If it reads Tim ing Check On, th e flag is enab led . If it reads
Tim ing Check Off, th en the flag is d isab led . Th e flag is to ggled b y p ressing © . If the Tim ing
C heck is on , th e EC U will lo ck the tim ing to where it b elieves 10° ad van ce to be.

38
To ch eck th e b ase timin g y ou sho u ld n ow start th e en gin e with the Tim ing Ch eck o n. Th e en gine
sho u ld n ow start an d ru n alth o ugh with o n ly 10° of ignition advance th e id le sp eed may b e lo wer
th an usu al.

If th e en gin e do es n ot start it m ay b e b ecau se the fuel req u iremen ts are n ot righ t. If this is th e case,
it is suggested th at y ou rem ove th e 20Am p fu se for the fuel pu m p and d o the timin g check wh ile
cran kin g. Th is will req u ire two p eop le : o ne to cran k th e en gin e an d o ne to o perate the tim ing
ligh t. It can be difficu lt to ch eck the tim ing accu rately at cran king sp eed s. R emo vin g th e sp ark
p lugs will h elp the engine to ro tate at an even sp eed . On ce y ou h ave ch ecked th e timin g at crank,
leave th e Timin g C h eck on , skip th e n ext section o n lo ad ing an Ignition Lib rary Map an d go to the
sectio n o n Determin in g En gin e Fu el Need s. Once y o u h ave th e en gine startin g an d id ling, return
to th is sectio n, check th e timin g again , an d th en lo ad the Lib rary Map .

Use an ignition tim ing ligh t to check th at the ignition timing is set to 10° BTDC . See th e wo rksh op
m an u al for y ou r en gin e fo r details o n checkin g ign itio n timin g an d th e u se o f a timin g light.

The tim ing sho u ld be locked at 10° BTDC. If it is n o t th en the an gle at wh ich th e EC U is b eing
triggered is no t the sam e as th e angle in the Trigg er Deg rees field in th e Ign itio n Setu p . If the
timin g is miles o ut, go back an d ch eck all th e an gles again. If y o u h ave gu essed th e trigger an gle,
try and calcu late it p ro p erly . R ememb er th at the angle is in cran k d egrees, n ot d istribu tor d egrees.
Also make sure th e th e trigger ed ges are correct. Th ese can h ave a very large affect on th e trigger
angle.

If th e an gle is a little o u t, it is ju st a m atter o f alignin g u p th e actual trigger angle with the angle in
th e Trig ger Deg rees field . Th ere are a few ways to d o th is :

If th e tim ing referen ce is taken fro m a d istribu tor, then y o u m ay b e able to ro tate it wh ile u sing
th e tim in g ligh t u n til the engine is at 10° BTDC . Be wary abo u t ad ju sting th e base timin g in
th is m ann er b y an y m ore th an a few degrees as it can u pset th e ro tor p hasing. Fo r d etails on
ro tor p hasing, see Ap pen dix F.

If th e referen ce is taken fro m a cam an gle sen so r (such as in a distrib u to rless direct fire engin e),
th en if it is p o ssib le, rotate the sen sor while u sing the tim ing ligh t u n til th e engin e is at 10°
BTDC . W ith a cam an gle sen so r, th ere is no need to wo rry ab o ut ro to r ph asin g.

Th e last meth od is to ch ange th e Trigg er Deg rees field in th e Ign itio n Setup . (See th e p revio us
C h ap ter fo r d etails o n h o w to ch an ge th is field ). If yo u are u sing a cran k an gle sen so r th en
th is is th e easiest way to ad ju st th e b ase timin g. Th e Trigger Degrees field tells th e ECU
wh ere th e trigger is o ccu rrin g. Once th e ECU receives th is trigger, it calculates ho w m any
en gin e d egrees to d elay un til it has to fire th e sp ark. Fo r ex amp le, if th e trigger is at 70°
BTDC , an d th e Timin g C heck is o n , th e ECU will delay 60° and th en fire th e sp ark at 10°
BTDC . If ho wever, the trigger was actually at 80° BTDC , b ut th e Trigger Degrees h ad a
value of 70, the EC U wou ld still d elay th e 60° an d the engine wo u ld fire at 20° BTDC.
C h an ging the valu e o f th e Trigger Degrees field to 80 wo u ld in crease th e delay from 60° to
70°, an d th e engin e wou ld n ow fire at 10° BTDC. Wh en adju stin g th e p aram eter, d o so in

39
 sm all step s, say 5 or 10 d egrees at a tim e. This will allo w y ou to check th at y ou are mo ving
in the righ t d irection .

You mu st n ow en sure th at th e timin g d oes no t m o ve as the en gine sp eed chan ges. Give the
engin e a few q u ick revs wh ile usin g th e timin g light to check th at th e ignition timin g stay s at 10°
BTDC. If th e b ase timin g is lo cked at 10° BTDC and do es n o t ch an ge with engine speed th en y ou
are read y to load an Ign itio n Timin g Map and clear th e Timin g C h eck Flag.

If the ig nition does change with engine s peed then s ee the Troubles hooting procedure in
Appendix A

5.4 Loading an Ignition Library Map

The E6GM has an effective and time savin g m eth o d o f p rogramm in g th e ign itio n curve u sing
Library Map s. Each ign itio n timin g Map in th e library is slightly d ifferent. By beco ming fam iliar
with th e lib rary yo u sh ou ld b e ab le to select an ign itio n tim in g Map that will su it y o ur engine.
Each ign itio n timin g Map in the library is accessed by a d ifferent nam e. The name reflects the
characteristics o f th e Map . Names can b e up to eigh t alp hab etic o r nu meric ch aracters in len gth .
The ign ition tim ing lib rary Map s u se these eight ch aracters as sh own, where th e first character is
always a nu mb er.

• Th e first two ch aracters in the ign ition tim ing Map n ame sp ecify th e ign itio n timin g to be
u sed at id le. The exam ple Map n ame sh o wn has 15 degrees of advance at idle.

• Th e th ird character in th e ign itio n timin g Map nam e sp ecifies the Rp m at wh ich max im um
ad van ce o ccu rs (i.e.. ho w q u ickly advan ce ch anges with engin e speed). Th is ch aracter is a
letter o f th e alph abet. Op tio n A h as full advance in by 1500 R p m. Op tion B h as fu ll advan ce
in by 2000 Rp m. Op tion C at 2500, etc. u p to J for 6000 Rp m.

40
• Th e fo urth an d fifth ch aracters in the ign itio n tim in g Map n am e sp ecifies the max im um
ad van ce at atmo sph eric p ressure. C ruise o r ligh t lo ad advance is add ed to th is valu e, wh ile
retard on b oo st fo r tu rbo charged or sup erch arged en gin es is su btracted fro m it.

• Th e sixth ch aracter in th e ign itio n timin g Map nam e specifies th e ex tra ignition advance to
u se at ligh t lo ad s su ch as h igh way cru ise. Th is is eq u ivalen t to the vacu um ad van ce o n a
d istrib uto r. If this ch aracter is A, th ere is n o ex tra advance un d er ligh t load . Each su ccessive
letter o f th e alph abet after A ad ds 3 d egrees o f ignition advance to the fu ll lo ad advan ce
u n der ligh t lo ad, u p to th e letter H. (H = 21°)

• If the engine is tu rbo charged or sup erch arged th en the seventh an d eighth ch aracters specify
th e ign itio n retard th e engin e is to get u nd er b o ost. Th is valu e is su btracted fro m the
atmo sp heric p ressure ad van ce value. If the engin e is n o t tu rbo charged or sup erch arged, th en
leave the n am e o n ly six characters in len gth .

A d escriptio n o f each p arameter is d isplayed on the Lib rary Maps page to save y o u referrin g to
th is man ual.

As m en tion ed abo ve, it is suggested that the tim ing be checked before startin g th e en gin e. If the
ECU su ccessfu lly locks th e timin g at 10° th en y ou sh o uld lo ad a lib rary map th at will get the
engin e started. Try be co n servative : yo u sh o uld n o t b e lo o kin g to gain th e last few percen t in
p erfo rm ance im med iately. If y o u kno w th e facto ry settin gs fo r id le, vacu um an d fu ll lo ad advan ce
fo r y ou r en gine yo u can use th o se valu es to lo ad an ex tremely effective Lib rary Map .

5.5 Determining Engine Fuel Needs

You sh o uld no w b e read y to start th e en gin e. At th is stage, y o u sho u ld n ot be u sin g th e Zero
Thro ttle Map . C heck th at it is disabled in th e Fu el Setu p . Go to th e Fu el m ap s an d d isplay th e 0
rp m ran ge. Du ring cran kin g, th e p o in ter will app ear acro ss th is p age, u n til the engin e speed p icks
u p an d lifts into th e 500 an d 1000 rpm ran ges. Press the ² key to jum p to th e cu rren t lo ad p o in t
imm ediately .

If y o u are u sin g m an ifold pressu re as th e lo ad sen sor, the en gine will b e clo se to atmo sph eric
p ressure du ring crankin g. If y o u are u sin g th rottle p osition , th en th e E6GM will be u sin g b ar 1
while cranking and idlin g. On ce th e en gin e is tun ed, y ou sh o uld no t need to ap ply an y th rottle to
get th e engin e to fire. W hen cranking the engine watch fo r th e in dicato r arro w o ver th e bars. This
will tell y ou wh at b ar th e E6GM is usin g to calcu late the fuel. Th e b ars th at the arro w in dicates are
th e Bars that will n eed to b e ad justed to get th e en gin e to run .

If th e en gin e is no t firin g at all, ch eck th at sp ark is available. Also check th at the spark p lu gs are
clean an d are n o t wet. It is un wise to cran k o n th e starter mo tor for extend ed p erio ds. Th e en gine
sho u ld fire and run with in the first few secon d s o f crankin g.

41
If th e en gin e m isfires and blo ws b lack smo ke th en the mix ture is rich an d th e b ars n eed to be
lo wered . If the engine will no t fire or fires b u t will n o t co ntin ue to run then th e mixtu re co uld be
lean and th e bars n eed to b e in creased .

5.5.1 Tuning for Idle

The idle mix tu re is very sen sitive to co rrect b ar h eigh t. Id le in jectio n tim es are u su ally aro u nd 1.5
to 2.5 m S. If th e in jectio n tim e at id le is m u ch lo wer than th is, it may b eco me difficu lt to set
accu rate idle an d cru ise air:fuel ratios.

If th e en gin e is hu n tin g at id le, th en th e map is pro bab ly too lean , p articularly at th e 500 rpm
p oin t. W atch th e m ovement o f th e m ap arro w carefully . The map arrow sh o uld rem ain stable
while th e en gin e is idlin g. If th e arrow is m oving excessively in a MAP b ased sy stem, then it m ay
b e n ecessary to use the Zero Th ro ttle Map .

R em em b er that th e E6GM in terp o lates again st b oth rp m an d lo ad . If the engine is id lin g at 800
rp m, th en th e in jection tim e is co m pu ted as 60% of the valu e fro m the 1000 rp m range, an d 40%
o f th e value fro m th e 500 rpm ran ge, so b oth ran ges wo u ld h ave to be adju sted to get the co rrect
m ix ture. Sim ilarly, if th e id le m ixtu re is reactin g p oo rly to ch anges o f th e bar in d icated b y th e m ap
p oin ter, then try ad justing the adjacen t b ars. Wait fo r th e en gin e to h eat to op eratin g temp erature
b efo re p erfo rmin g furth er chan ges to m ap s.

5.5.2 Tuning with No Load

Usin g th e th rottle o n ly , increase th e en gin e sp eed to 1000 rp m . If th e en gine is at ex actly 1000 rpm
th en on ly th at ran ge n eed s to be adju sted . Adju st fo r th e crisp est engine resp o nse. Engin es will
u su ally idle rich , th en head to wards sto ichio metric mix ture at high er sp eeds. R epeat fo r 1500,
2000, 2500, 3000 etc. Th e engin e sho u ld n ow start an d fast-id le even ly . Yo u sh ou ld also h ave the
engin e ru nn ing at o peratin g temp eratu re b efo re goin g fu rth er. Go to th e En gin e Data Page at this
p oin t an d check all th e sen so r inp u ts are read ing co rrectly, an d th at th e tem p eratures h ave
stab ilised b efore co n tin u in g.

Wh ile free-revving at h igh er en gin e sp eed s, ch eck th e En gin e R p m read ing on the com pu ter. If it
b eco mes erratic, or fails to follo w the actu al en gin e sp eed co rrectly, check th e sectio n in Ch ap ter 1
o n settin g the trigger. Also m ake su re th at the info rmatio n in th e Id entification an d Setup s is
correct.

5.5.3 Loading the Engine.

Once th e en gin e has b een tun ed p rop erly for no load co n dition s it is po ssib le to begin load ing the
engin e. The best m eth o d o f app ly in g lo ad to th e en gin e is u sing a d y namo m eter. However, if
access to a d yn o is n ot p ossib le th e en gin e can be tun ed o n th e ro ad .

42
5.5.4 On the Dyno
Wh ether th e vehicle is on a chassis d yn o, o r th e en gin e o n an en gin e d y no , th e p rinciples o f
p rogram min g th e Haltech E6GM are the sam e. Take the en gine rpm up to 1000 an d ap ply partial
lo ad an d ad just th e 1000 rp m ran ge. R etu rn the engine to id le and o n the 1000 rp m range ad just
th e b ars to d raw a straigh t lin e fro m th e id le p oin t th rou gh the p art load settin g tested . Co ntin ue,
add in g m ore lo ad, u p to th e fu ll lo ad settings. Th is sho u ld b e a fairly goo d ap p ro x imatio n to the
requ ired cu rve. Rep eat this for the 1500 ran ge, 2000, 2500 etc. Th e en gin e sh ou ld b e fairly d rivable
at th is p o in t.

Full load tu n in g sh o uld b e ap p ro ach ed with cau tion . An en gin e at full load th at is to o lean m ay
b egin to deton ate and destro y p isto n s an d cran ksh afts. Before lo adin g th e en gin e, in crease the
h eigh ts o f th e righ tmo st b ars so th at th ey are high er than th e lin e p rojected by drawin g a straigh t
line fro m th e id le an d free-rev settin gs an d th ro ugh th e p art-lo ad settings. Run the map rich, and
lean it to the correct m ix tures . Do not run the map lean and attempt to enrich to the correct
m ix tures .

5.5.5 On the Road

Tun ing o n the road is sim ilar to tun in g o n th e d yn amo meter, b ut with h ills, acceleratio n , gear-
ratio s an d b rakes p ro vidin g the n ecessary retardin g fo rce. Altho u gh it is h ard er to m ain tain
con stan t lo ad an d speed , it is still p ossible to u se the sam e p rocedu re u sed o n the d yn o . It will be
n ecessary to have o ne p erso n d rive wh ile ano ther do es th e tu n in g.

Load th e en gin e b y selecting an ap p ro p riate gear and eith er d riving up a co nstan t grade h ill,
app ly in g th e b rake or han db rake. B e v ery careful us ing the brake to load the engine. The
brakes can get v ery hot and s uffer from brake fade (reduced braking capability) and the
cars handling may becom e unstable. All road testing s hould be done at low speed.

5.5.6 Fine Tuning the Engine

Wh en fin e tu nin g th e en gin e fo r th e ro ad , th e sam e p rin ciples ap ply to all en gin es. Un d er fu ll lo ad
at all rp m th e fu el m ixtu re sho u ld b e rich. On n on tu rb o cars an air to fu el ratio o f arou n d 12.5:1 to
13.5:1 is usu ally b est (h igh p erfo rman ce turb o vehicles may go as lo w as 10.5). Wh en cruising
(ligh t to med iu m lo ad) the mix ture sh o uld be as close to sto ich io metric (best m ixtu re) as p ossible
and d eceleratin g co nd ition s m ay allo w th e en gin e to be run lean to save fu el. This will result in a
p articular sh ap e fo r th e map. A ty p ical map is sh o wn belo w. Th e ab solu te valu es will vary greatly ,
b ut the shap e sh ou ld b e sim ilar.

Note: All m ap s fo r all en gin es sh ou ld b e sm oo th. A m ap with a "lu m py " cu rve is mo st likely
wro n g. If, when yo u h ave fin ished tu n in g, th e m ap d oes h ave lu mp s in it, try to m ake it visu ally
smo o th .

43
Above: a ty p ical fu el cu rve fo r a n atu rally asp irated en gin e at idle sp eed s.
Below: a ty p ical fu el cu rve fo r a TPS map ped en gine.

44
SECTION TWO
Other Adjustable Features

Chapter 6
Throttle Effects
6.1 Throttle Response
Wh ere the pro ced u res describ ed in the previo u s chap ter tun e fo r co nstant load ru nn in g, the
fu nction s o u tlin ed in th is sectio n will imp rove the thro ttle resp on se o f y o ur engin e.

The man ifo ld p ressu re sen sor u sed with th e E6GM is very fast. It can respo n d mu ch faster than is
requ ired to track an y su dd en chan ges in load on yo u r en gin e. The man ifo ld p ressu re seen at the
senso r in pu t do es n ot chan ge as q u ickly, d ue partly to th e length o f the co n nectin g pip e. This can
b e im pro ved b y keepin g th e length o f vacuu m h o se between th e in let man ifo ld an d th e p ressure
senso r as sh ort as p ossible. Even with very sho rt vacu u m h ose len gth s th ere may still b e a lag
b etween a transien t pressu re o ccu rrin g an d th e pressu re reach ing the sen sor.

Furth er, wh en the thro ttle is cracked o p en , the su d den ch an ge in p ressu re forces fuel ou t o f
atom isation an d o n to the man ifo ld walls, so it fails to enter th e co mb ustion ch amb er p rop erly
atom ised , an d the engine hesitates. This can be co rrected b y adju stm ent of the Thro ttle Pu mp
p arameters.

To o vercom e an y lean ou t du ring su d den th rottle m o vemen t, th e Haltech system uses a thro ttle
accelerator p um p fu nction . Th is fu nction delivers ex tra fuel du rin g su d den th rottle m ovemen ts.
The Thro ttle Pu mp is accessed fro m th e F uel Maps and Setup Menu.

Six single b ars will ap p ear on the screen . Th e two b ars o n th e left are u sed belo w 1500 rp m. The
two b ars in the mid dle op erate between 1500 and 3000 rp m and the two bars o n th e right are u sed
abo ve 3000 rp m . These b ars set th e amo un t of extra fu el th at will be ad d ed to th e current fuel
valu e d u rin g a sud d en ch ange in th ro ttle. Th is extra fu el is ad ded pro gressively as the thro ttle
m ovement con tinu es.

The increase b ars d etermin e h ow mu ch extra fu el the engine gets wh en y ou op en th e thro ttle.
Once th e th rottle m ovemen t sto ps the ex tra fu el valu e decay s at a rate set b y th e su stain bars. This
featu re is u sed to allow th e en gin e to catch u p to th e tran sien t th at h as occu rred and ,
con sequ ently, its value will be d ep end ent o n m an ifold design .

45
The heights of the increase b ars and the su stain bars are ad ju sted usin g th e sam e keys that are
u sed fo r ad justing the fuel cu rve b ars. Th e left an d right arro w key s allo w y ou to m ove fro m o ne
b ar to th e n ext.

The thro ttle pu mp valu es sho u ld b e set u p after the fuel an d m aps are correctly tu ned fo r steady
lo ad ru n nin g. Attemp ting to sm o oth o u t engin e tran sien ts b efo re th e fuel maps have b een
o ptimised fo r stead y state run n in g may b eco me con fusin g. The six thro ttle respo n se b ars sh o uld
b e ad ju sted by trial an d error to give o ptimu m th rottle respo n se in each rev ran ge. Gen erally, y ou
m ay no t need m uch ab o ve 3000 rp m, b ut cou ld ex pect m uch higher valu es b elo w 1500 rpm .

Note th at th rottle resp o nse can also b e affected by p oo r m anifold design . If y ou have d esign ed
y ou r own in let man ifo ld y o u may fin d th at alth o ugh th e en gin e ru n s well at stead y lo ad it leans
o ut if th e th rottle is o p en ed su dd enly . Th is will occu r if th e fu el in jectors are po o rly po sitio n ed
and the fuel is wettin g d own th e walls o f th e in let man ifo ld rather th an remainin g as a m ist.

The fin al param eter on the Th rottle Pu mp page is th e Co olan t Facto r. Gen erally , when th e en gine
is co ld, accelerato r pu mp valu es need to b e in creased slightly . Th e E6GM therefo re ap plies a
coo lant correctio n to th e th rottle p u mp in the sam e way as it d oes to the base m ap.

The Co o lan t Facto r m ay b e set with values fro m 0 to 4. Setting it to 0 will negate all coo lan t
correctio n to th e th rottle p u mp . Th e d efau lt settin g fo r th is p aram eter is 0.5.

6.2 Zero Throttle Map

One pro blem th at o ften o ccu rs with p erfo rm an ce en gin es is ro ugh id ling. Th e m anifo ld design ,
cam ch aracteristics, etc. can cause instab ility in th e air flo w. Th is m akes fu el m etering d ifficult. In
p articular, th e Map sen so r often can n ot correctly read the man ifo ld p ressu re, as it is eith er n on
existent, weak, o r p ulsin g too mu ch. In m any cases th ou gh , on ce th e en gin e h as so me sp eed , the
m an ifold pressu re sign al is usab le.

The best m eth o d o f m ap p ing th e en gin e is usin g th e man ifo ld p ressu re as the load . If in this
con figu ratio n id lin g is cau sing a p rob lem, th e Zero Thro ttle Map sh o uld b e tried. This Map m aps
th e fu el d elivery at zero th ro ttle below 2000 rp m. There are a few req u iremen ts th at n eed to be met
b efo re y ou can use th is Map . Firstly , yo u r th ro ttle p ositio n sen so r mu st b e calib rated p rop erly .
Seco nd ly , th e Map relies o n th ere b eing a co nsisten t air flo w at zero thro ttle for a given en gine
speed . That means that devices su ch as id le sp eed mo tors th at vary th e air flo w at zero thro ttle will
n ot allo w th e Zero Thro ttle Map to op erate co rrectly.

46
6.3 Full Throttle Map
The man ifo ld an d th ro ttle b od y d esign can also cause p ro blems tun ing at fu ll th rottle o n n o rm ally
aspirated en gin es. In so me cases, the man ifo ld p ressure can reach clo se to atm osp heric p ressure
b efo re fu ll th ro ttle is reach ed. This means that bars close to th e full lo ad bar on the Fu el Maps can
in terfere with th e fu ll lo ad b ar d ue to th e in terp olatio n between th e two b ars.

If y o u are ex perien cing difficu lties maintainin g air : fu el ratio at fu ll th ro ttle, it m ay b e n ecessary to
u se the Full Th rottle Map to set th e fu ll th rottle m ixtu res. Th e Fu ll Th ro ttle Map is activated ab o ve
th e valu e set in th e Fu ll Thro ttle Th resh o ld in the Fuel Setup , an d h as o ne p ro gram mable bar
every 500 rp m u p to 16000 rpm .

47
Chapter 7
Cold Starting and Running
The Haltech E6GM has fo u r featu res to m od ify fu el d elivery an d ign itio n timin g to aid in starting
and run n in g a cold en gine. Th e C o ld Start Prime map gives a cold en gine an initial b u rst of fuel
ju st as the en gine begin s cranking. Th e C oo lant Co rrection Map mo d ifies th e n orm al fuel
in jectio n un til th e engin e reach es n ormal op eratin g temp eratures. Th e Ign ition Crankin g Map set
th e cran k advan ce fo r different coo lant tem peratu res. An d finally , th e Ign ition Co olan t Map
m od ifies th e ign itio n ad van ce from th e Ign itio n Map for d ifferen t co o lan t temp eratu res.

7.1 Cold Cranking

At co ld cran k th e air sp eed at the inlet m anifold is very low. As a resu lt a lot of fuel that wo uld
n orm ally travel in th e air, sticks to th e m anifo ld walls an d d oesn't enter th e en gin e. Th e cylin der
cham ber temp eratu res are also low wh ich leads to po o r com b ustion . To o verco me th ese
in efficien cies, it is n ecessary to p rime th e en gine with a lon g p u lse of the injectors at the start o f
cran kin g to ensu re that the engine h as eno u gh fu el in the cylin der to fire.

The E6GM pro vid es a co ld start fu el p rime th at is ad justable at all engin e tem p eratures. This
allo ws th e d uration of the prim e p ulse to be o ptimised for cold cran kin g u nd er a wid e variety o f
con d itio n s. Access the Co ld Start Prim e fu nction fro m th e Fu el Map s an d Setu p Menu .

The cold p rime map sp ecifies an injectio n tim e b ased o n en gin e co o lan t temp eratu re. Th e heigh t
o f th e b ars d efin e th e actu al d u ration that th e in jecto rs are o pen . A typ ical map is already load ed
in to yo u r E6GM an d this sh o uld no t n eed to b e m od ified un less yo u are h avin g trou b le cold
starting the engine. An y ch an ges like this sho u ld be d on e On lin e, so th e ch ange can be reversed if
th e engin e b eco mes harder to start.

Over primin g th e en gin e will cau se it to floo d an d n o t start. To clear a flo o ded en gin e, o p en the
th ro ttle fully an d co ntin uo u sly cran k th e engin e. Do n ot p um p th e th rottle as th is will o n ly wo rsen
th e p rob lem .

The ign itio n tim in g can also b e set fo r co ld cran kin g. As with th e Co ld Prim e Map , th e Crank
Ignition Map sets th e ign itio n timin g to b e u sed wh ile crankin g acco rd in g to th e coo lan t
temp erature. Th is Map is set flat to 15° at factory , b u t it can be ad ju sted to give b etter startin g at
all temp eratu res.

48
7.2 Fuel Correction Versus Coolant Temperature
Once started , an en gin e req uires m ore fu el when it is co ld th an wh en it is ho t. Th is is a resu lt o f
lo w man ifo ld and in -cylin der temp eratu res wh ere fu el sticks to th e walls an d d o esn 't b urn
p rop erly . Th e Haltech sy stem co rrects fo r th is by usin g th e Fuel C o olan t Map to define the
relation b etween en gin e temp eratu re and extra fu el requ ired . Th e E6GM will au tom atically red u ce
th e amo un t of coo lan t co rrection ap p lied to th e en gin e as the th ro ttle is op ened an d air sp eed
in creases. Th e Fuel Co o lan t Map sho u ld n o b e ad ju sted u ntil th e Fu el Map s are co rrectly tu ned at
o peratin g temp eratu re.

Access the Fu el C oo lant Map from th e Fu el Map s and Setu p Men u. Th e m ap d efin es the
p ercentage increase in fuel at any given en gin e temp eratu re. Th e E6GM is sup p lied with a default
coo lant map wh ich may n ot n eed to be mo d ified. If th e co olan t m ap req u ires mo dification , the
chan ges sh o uld be d on e On lin e an d while th e en gin e is warm in g. Start the cold en gine an d ad just
th e Fuel Co olan t Map so that th e en gin e id les even ly. Yo u sh o uld n o t to uch th e th rottle wh ile
adju stin g th is m ap . Fo llow the arro w as th e en gin e warm s to pro vid e go o d ru nn ing mix tures u p to
o peratin g temp eratu re, wh ere th ere sh o uld be zero co o lan t co rrectio n .

49
Chapter 8
Correction Factors
The Haltech E6GM has two fu rther co rrectio n maps to co mp ensate the fuel for chan ges in inlet air
temp erature an d b attery voltage, an d also two co rrection Maps to adju st ignition tim ing fo r
coo lant and in let air temp eratu res. MOST USER S SHOULD NEVER ADJUST THESE MAPS.
These m ap s are facto ry set to p ro vid e ex cellen t co rrection fo r alm ost all en gin es. These m aps
sho u ld n ot b e ad ju sted un less the user has ex perimen tally d erived d ata that th e co rrection factors
cou ld b e b etter cu stom ised to su it a particu lar engin e. Wh en the E6GM software is ru n in the
Offline m od e, th e so ftware will lo ad facto ry-set co rrectio n m aps u nless o th er m aps are load ed .

8.1 Fuel Versus Air Temp Map

The mass o f air en terin g th e in let man ifo ld varies with th e temp eratu re of th e air. To com p en sate
fo r th is, the E6GM uses th e Fu el Air C orrectio n Map . Th e values su p plied in yo ur ECU have b een
m ath em atically determ ined to give the op timal co rrection fo r mo st en gin es.

The Fu el Air C o rrectio n Map is accessed via the Fu el Maps an d Setup Men u. Acro ss the b ottom
o f th e m ap d isp lay ed is th e in let air temp eratu re. An arro w ap pears sho win g wh ich bar the system
is cu rren tly u sin g.

The map d isplay ed is split by a h o rizo ntal lin e. Bars ab o ve this lin e in d icate a p ositive co rrection
m aking the mix ture rich er. Bars b elo w th e lin e in dicate a n egative correctio n m akin g the mix ture
lean er.

A ty p ical Fu el Versus Air Tem p Map was lo aded in to y o ur E6GM at th e facto ry. You sho uld no t
m od ify it u nless yo u ex perien ce trou ble with variatio n in en gin e p erfo rm ance with air
temp erature.

8.2 The Battery Voltage Map

The Haltech E6GM uses in telligen t fu el in jection driver circu itry th at co mp ensates for ch an ges in
b attery voltage. Th is co mp ensatio n can b e in sufficien t fo r th e fu ll range of b attery vo ltages th at a
veh icle's electrical system may ex perien ce. As the battery vo ltage falls, the injecto rs will take
lo nger to tu rn o n and so redu ce the effective o p en time. To co mp ensate, the E6GM app lies the
Battery Vo ltage Map to in crease th e in jector o n-time as th e voltage d rop s. Th is map sh o uld no t be
altered u nless th e sy stem is co nn ected to a fu el in jector test ben ch that will allo w the injecto rs to
b e accu rately flow tested o ver a range o f b attery voltages an d th e correctio ns calculated
acco rdin gly .

50
51
8.3 The Ignition Coolant Map
The Ign itio n Co olan t Map allo ws u p to 10° ad van ce o r retard o f the sp ark timin g b ased on en gine
coo lant tem p erature. Th is Map sh o uld on ly b e u sed if th ere is a need to ad just the tim ing for low
o r h igh temp eratures.

8.4 The Ignition Inlet Air Temperature Map

This Map allows up to 10° advance or retard o f th e sp ark tim ing b ased o n th e in let air temp eratu re.
Normally th is Map wou ld n o t n eed to b e used, bu t in so m e cases su ch as high in let air
temp eratures o n tu rbo /sup erch arged en gin e, retard in g th e sp ark may help p reserve the engin e.

8.5 Barometric Correction

Fluctuation s in baro metric pressu re varies th e d ensity o f th e in take air o f th e en gin e. At lo wer
b aro metric p ressure, th e en gin e can n ot b reath in as mu ch air, and th erefo re the amo un t of fuel
d elivered to th e en gine mu st b e redu ced . In map pin g in Th rottle Po sitio n Mo d e, th e Map sen so r
p rovides a read ing used fo r Baro m etric C orrectio n. Wh en in Man ifold Pressu re Mod e, th ere are
th ree fo rms of Baro metric C orrection p erfo rm ed b y th e E6GM.

The Man ifo ld Abso lu te Pressu re Sen sor (MAP Sen sor) su p plied with th e E6GM measu res the
abso lute pressu re o f th e air in th e in let man ifo ld , an d therefo re au to m atically co rrect fo r sm all
chan ges in b aro metric p ressure. Fo r a given geograph ical area, sm all flu ctuation s in the baro metric
p ressure can b e ad eq u ately h and led by the MAP Sen sor. Th is is th e first form o f co rrection
p erfo rm ed.

Larger fluctu atio ns in b aro metric pressu re are u sually caused b y a ch ange in altitu de. Wh en the
E6GM is p o wered on it ru ns a sm all test to determ ine the baro metric pressu re. As y ou sh o uld
h ave read earlier, th e ECU switch es th e fu el p um p o n at start u p (fu el p um p p rime). If the en gine
is n o t started, the fuel pu mp will be switch ed o ff. At this tim e, th e ECU also read s th e MAP
Sen sor. If the engine is n ot run n in g, th e MAP sen so r will in dicate the prevailing baro metric
p ressure. Th e ECU rem em b ers th is p ressu re and u ses it to p erfo rm a barom etric co rrectio n on the
fu el delivery . Small ch anges in th e b aro m etric p ressure fro m th at p oin t are th en h an d led by the
MAP Senso r. Th is is th e secon d fo rm o f b aro metric co rrectio n th e E6GM p erfo rms.

52
If at start u p th e en gin e is cran ked befo re the fuel pu mp prim e h as finish ed the EC U can n ot read
th e b aro metric p ressu re fro m the MAP senso r as th e en gin e will b e ap ply ing a vacu u m to it. In
th is case, th e E6GM will u se a pressu re read ing sto red in its m emo ry. Th is readin g is set to o ne
atmo sp h ere at sea level (1013 millibars) at th e factory . Th is valu e can b e reset to a p ressure th at is
close to wh at is ex pected in th e geo grap h ic area th e en gin e will b e u sed in. To reset th is value,
fo llo w th ese step s :

1 . Firstly make sure th e th ro ttle po sitio n senso r is pro perly calib rated . It mu st ex ceed 96%
thro ttle for this to wo rk. Also make sure th at th e MAP Sen so r is set correctly in the
Iden tificatio n.

2 . Switch th e ign itio n o ff.

3 . Ap ply full thro ttle.

4 . Switch th e ign itio n o n bu t DO NOT crank the eng ine.

5 . Wait till th e fuel pu m p p rim e finish es (ab o ut 5 seco n ds) then release th e th ro ttle. The
current baro metric pressu re as read b y th e MAP Sen so r will b e pro gramm ed into the
ECU’s mem ory .

It is not neces s ary or adv isable to perform this reset reg ularly. It sho u ld o nly be do n e if the
veh icle’ s regu lar p lace o f garage is mo ved o r if pro b lem s are susp ected in the baro metric
correctio n. For examp le, if an en gine is tu ned at sea level b u t is in tend ed to b e u sed main ly at a
h igh er altitu de, then th e reset sho u ld b e p erfo rm ed o nce it reach es its n ew regu lar locatio n . After
th at, the au to matic read ing do n e at start u p will b e su fficient.

The third fo rm of Barom etric C o rrectio n is p erfo rmed u sing a sep arate Barom etric p ressure
senso r. With a 1 Bar MAP Senso r (left op en to atmo sp heric p ressure) co nn ected to th e Sp are
In pu t, an y chan ges in b aro metric p ressure can be co m pen sated for imm ediately . Th is is necessary
when a large ch an ge in altitu d e is ex p ected d uring a d rivin g p erio d (a Hill C limb event such as
Pikes Peak in th e USA is a goo d ex am p le).

53
SECTION THREE
Software Features

Chapter 9
File Storage and Retrieval
Once y o ur Haltech E6GM sy stem is con figu red y ou sh o uld sto re th e entire set o f maps and the
Id en tificatio n to disk. In fact, it is wise to save maps regu larly du rin g tu n ing so that yo u can return
to a kn o wn map wh ile yo u are ex perimen tin g in differen t areas. Yo u can u se th e file storage and
retrieval to enh ance th e flex ib ility o f y ou r race en gin e b y sto rin g th e op timu m map s fo r each race
track.

The File sto rage an d retrieval fun ctio n s can b e accessed fro m th e Main Men u b y p ressing ¦ f
fo r files. Th is fu nction allo ws yo u to lo ad en gin e m ap s an d id en tificatio n fro m com pu ter d isk.
You can also save th e engin e m ap s an d th e id entification to com p uter d isk.

9.1 Saving Maps and Identification

9.1.1 The Save Command
To store all the map s and iden tificatio n to co mp u ter disk with the system run n in g On lin e, p ress
¦f then S at the Files sub-menu. The list of m aps already stored will appear on the screen.

You can save m ap s th at y o u h ave gen erated Offline to later b e lo ad ed in to the ECU. Yo u can also
save differen t versio ns o f a map to save time wh ile tu nin g track-sid e. Yo u can even have d ifferen t
m ap s fo r different circu its.

9.1.2 Giving Your Map A Filename

C ho o se a n ame to id en tify y ou r saved file. If y ou cho o se the sam e n ame as a m ap th at h as already
b een saved , the old file will be overwritten an d rep laced with th e file yo u are cu rren tly savin g with
th e sam e n ame. If y ou do n ot wish to erase any files alread y saved , ch o ose a n ew filen am e - o ne
th at d oes n o t ap pear o n th e screen .

The nam e y ou ch o ose sh ou ld n o t in clu de an y sp aces o r fu ll sto ps an d can b e u p to eigh t

characters in len gth . Th e n ame mu st start with a letter from th e alp hab et, n ot a n u mb er. For the

54
sake of y ou r o wn m em ory , try to select a n ame that yo u will b e ab le to recogn ise in six mo n ths
time.

As y ou perfect the maps for a p articu lar ap p licatio n yo u m igh t ad d a nu m ber to the en d of the
n am e to in d icate which m ap is m ost recent. Fo r ex amp le y ou might call the map s fo r a Tu rbo ,
Turb o1, Tu rb o2, etc.

After y o u h ave cho sen a n ame fo r th e maps, y ou mu st enter th e name in th e sp ace pro vid ed. The
system will pau se an d ask if it is OK to co ntin ue with th e save. If everyth ing lo o ks correct,
con tinu e by pressin g Y . If yo u en tered th e n ame in correctly , ab ort the Save fu nctio n b y p ressing
N , or R to re-enter a nam e.

9.2 Loading Maps and Identification

Wh ile th e ECU system is Onlin e, y ou can lo ad p revio usly saved map in formation from co mp u ter
d isk into yo u r Haltech EC U. Th e con tents of the EC U are erased an d rep laced with th e new m aps
y ou have ch osen. If y o u are Offline, yo u can lo ad p reviou sly stored m ap s, view and ed it th em,
th en save th em for later use.

To lo ad new co mp lete maps and id entification into th e EC U, yo u m ust first b e On lin e. Press
¦ f then l from the Files sub-menu. The load comm and erases the contents of the ECU and
replaces it with the set o f m ap s sto red on the disk y o u are lo adin g in to the system. Remem ber to
s av e any m aps currently in the E CU that you wis h to retain before loading new maps from a
d is k .

Alth o ugh th e lo ad in g o f th e m ap s sh o uld n o t affect th e ru n nin g o f th e ECU, it is b est that the

engin e is no t un der load wh ile map s are b eing load ed .

Select th e n ame of the map y o u wish to lo ad by usin g th e arro w keys to h igh ligh t that name and
p ress return . If there are m ore files th en will fit in th e wind o w, yo u can scroll do wn th ro u gh the
extra files u sin g th e arro w keys. If y ou kn o w the nam e o f th e file, yo u m ay typ e it in. The
com p uter will th en p au se to ask if everyth ing is OK b efo re co ntin uin g th e lo ad. If y o u are read y to
p roceed , press Y . If th ere is an error, ab o rt b y p ressing N . Th e lo ad will take app rox imately two
m in u tes.

55
9.3 File Management
The EC U's map in form atio n is sto red as a file o n d isk. You may th ink of these files as b o oks in
library, wh ere th e filen ame is the title of the b oo k. So th at the b oo ks d o n ot b eco me difficu lt to
find as y ou r lib rary gro ws, there are a few features th at h elp y ou to o rgan ise yo u r files.

9.3.1 Erasing Unwanted Maps

The Erase fu nction in the Files su b -m en u will d elete old files from disk. Press E fro m th e Files
sub -men u to en ter this fu n ctio n. The list o f m ap s sto red on the disk will ap pear. Use the Up and
Down Arro ws to select th e map y o u wish to erase, o r else ty p e in th e n ame o f th e m ap , th en p ress
retu rn ( ¬ ). The com pu ter will pau se to ch eck th at every thin g is OK. Press Y to con tinu e to
erase, o r else N to abo rt.
It is a go od idea to erase o ld m aps as so on as they becom e o b so lete. Th is is p articu larly tru e if y ou
are tryin g to b u ild a lib rary o f maps. It can b eco me difficu lt to remem ber later which m aps are
current and wh ich are o bso lete.

9.3.2 Changing Directories

If files can be liken ed to b oo ks in th e library, then directo ries are an alo gou s to names on the
shelves. Directo ries can be used to gro u p related files togeth er.

To ch an ge d irectories when lo adin g, savin g o r erasin g maps, p ress ¦ c . The Files List will n ow
d isp lay all d irectories in sq uare b rackets. Select the d irecto ry y o u wan t u sing the Up an d Do wn
arro ws, and pressin g R etu rn. Directo ries can ex ist with in o ther directo ries, so yo u m ay chan ge
several times b efore reach in g th e d irectory y o u seek. On ce y ou h ave fo u nd it, h it ° . The sym bo l
[..] in dicates th e parent directo ry to th e on e y o u are in

56
Chapter 10
Printing Maps

10.1 The Print Function

You can p rint the map s and iden tificatio n info rmatio n to prin ters th at accep t IBM em ulation
m od e, such as IBM com p atib le do t matrix printers (con sult yo u r p rin ter m an u al). Th e Prin t
fu nction sh o uld wo rk with oth er d ot m atrix p rin ters, bu t so m e special characters su ch as °, ±, etc.
m ay no t prin t co rrectly . Select the p rin t fu n ctio n b y p ressing p from th e Options su b-m en u

The system will presen t yo u with o ptio ns on wh ich d ata y ou wish to prin t. There are fo ur o ptio ns.
Their mean in g is as follo ws:

1) Setup Inform ation - th is will p rint o nly th e setu p p ages (ie. Fu el, Main an d
Ignition pages).

2) M aps - Prin ts all the map s in th e sy stem (ie. Fu el, Ign ition an d Co olan t).

3) Output Options - Th is fun ction will print th e current settin gs and the status o f th e
ou tp ut o ption s of the ECU. (ie. Tu rb o Wastegate).

4) P rint All Inform ation - Th is will p rint all o f th e ab ove in fo rm atio n

The sy stem will ask fo r a n ame to p rin t at th e to p o f th e printed o u tp u t. This allo ws yo u to

d ifferen tiate between p rin to uts if y ou have p rinted m ore th an o ne set o f m aps. Th e n ame can be
u p to ten ch aracters in length. Typ e in the n am e an d p ress En ter ( ¬ ).

The system pau ses to allow yo u to set up the p rin ter. If y o u d o n ot wan t to p rin t yo u can leave the
p rin t fu n ctio n b y p ressing ° . Pressin g an y o ther key starts the p rin tin g. Before yo u start p rin ting
th e p rin ter m ust be On line an d mu st h ave po wer and pap er. On ce th e p rintin g h as started y ou can
abo rt th e printin g b y p ressin g ° .

57
Chapter 11
DataLog

11.1 The Datalog Option

This op tion reco rd s th e En gin e Data in fo rmation at ap pro xim ately five times p er secon d wh ile the
engin e is ru n nin g. This datalo g is u sefu l fo r tracking the system's beh avior th ro u gh ch angin g rp m.
It also facilitates tro ub le-sh oo ting, as all the EC U's wo rkin g param eters are record ed faster th an
th ey can be read on th e En gin e Data Page.

The Datalo g Men u is accessed thro ugh th e Options Men u. (Press ¦ o ). Th en select the
D key to make a datalog, the IBM software m ust be running and Online. Or it can be accessed
d irectly b y u sin g § D

11.1.1 Setting Up the Datalog Page

Befo re b egin nin g a d atalog the data p age can o nly disp lay eight p arameters which are selectab le
th ro u gh a simp le m enu . To access the con figu ratio n m en u p ress C and follo w the in structio ns
th at are p resented with the selectio n m enu .

11.1.2 Creating a Datalog

You can ch o ose to reco rd the d atalog eith er in m emo ry o r d irectly to d isk. To reco rd to m emo ry ,
p ress D in the Datalo g su b -m enu . Th is will reco rd en gin e d ata in a co n tin u ou s lo o p, u p to ab ou t
th ree m inu tes i.e.. wh en y ou sto p th e d atalo g, it h as a reco rd of th e p reviou s th ree min utes o f
engin e d ata.

Alternatively , y o u can datalo g d irectly to d isk b y p ressing A . Th e so ftware will ask yo u fo r a

filen ame to enter. Wh en reco rd in g to disk, y o u are limited o nly to the free memo ry left o n d isk.
The d atalog co n su m es abo u t 11kb ytes per minu te o f run nin g. Th us, on the disk su pp lied, there is
o ver 20 min utes of datalog sp ace. Th e disadvantage in d atalo ggin g in th is m ann er is th at th ere will
b e small "gaps" in the datalo g of a few seco nd s as blo cks of in fo rmation are written to disk. If
d atalogging to h ard disk, th ese gap s b eco m e in sign ifican t.

You sh o uld save th e Map s being u sed at the tim e o f th e Datalo g to d isk. It is ad vised to do this
b efo re th e Datalog is taken . Savin g th e Maps makes sure that all the engine info rmatio n (in clu d ing
th e Iden tificatio n an d th e setu p s) are saved to d isk. If th e Datalog is view o ffline at a latter d ate,
th e Map s will n eed to b e lo ad ed so th at the p ro gram min g so ftware kn o ws th e setu p o f th e ECU
and can calib rate th e d ata p rop erly .

58
To stop th e datalo g p ress . If y ou are p erfo rmin g a datalo g to memo ry, the screen will
in stantly ju mp b ack to the Datalo g su b-m en u . If yo u have b een record ing to d isk, there will b e a
m om en t's p ause as the file is clo sed .

11.1.3 Viewing the Datalog

To view th e datalo g y o u h ave just taken , press V from the Datalo g su b -m en u . Th e Engin e Data
in fo rmation will ap p ear as rows across th e screen , with a time in d ex at th e en d o f th e ro w.

At th e b o tto m o f th e screen is a list of the com man d key s. Th ey are d escrib ed in detail h ere:

£ - scroll up datalog one line

¢ - scroll down datalog one line
³ - scroll up datalog one page
´ - scroll down datalog one page
² - jump to start of datalog
¶ - jump to end of datalog
? - jump to page #
S - show statistics (max., min. & avg. of each parameter)
° - exit
If th e p o wer to th e EC U is in terru pted while a d atalo g is ru nn in g, the d atalog will sto p u ntil the
p ower resu m es. Th is will save mem ory wh ile ign ition is switched off.

11.1.4 Datalog File Management

Datalog files may b e saved to d isk, lo aded an d erased in ex actly th e sam e m an n er as m ap s. From
th e Datalog sub -menu , yo u can do th e fo llowing:

S - save datalog to disk. This function is only relevant if you have previously perform ed
a d atalo g to m emo ry.
L - load a datalog from disk.
E - erase a datalog from disk.
Wh en savin g a Datalo g to d isk, y ou sh o uld also save the Maps b ein g u sed at th e time of the
Datalog. It is ad vised to d o th is b efo re th e Datalo g is taken . Savin g th e Maps makes sure that all
th e engin e in fo rmation (in clud ing the Iden tificatio n an d th e setu p s) are saved to disk.

59
Befo re lo ad ing a Datalo g from disk, y o u sho u ld lo ad the Maps that were saved with it so that the
p rogram min g so ftware kn o ws the setu p o f th e ECU an d can calib rate the data p ro perly. Do not
load a Datalog when Online to the E CU, or els e the M aps you load will ov erwrite the Maps
in the E CU. If you want to v iew a s av ed Datalog , s witch to offline mode, load the appropriate
m ap, and then load the Datalog.

11.1.5 Printing Datalogs

You can prin t d atalo gs to any ASC II p arallel p rin ter, su ch as IBM co mp atib le d ot matrix p rin ters.
This will print the current v iew only. If yo u wish to p rint ano ther view, switch to th at view and
p rin t again. To p rin t a d atalo g p ress P in the Datalog su b -menu .

The info rmatio n in th e datalo g is divided in to p ages o f data. The total n u mb er o f p ages in the
current d atalog is d isp layed . Th e so ftware will ask fo r th e n u mb ers o f th e first and last pages y ou
wan t to prin t. If yo u wan t to p rin t th e en tire datalo g , en ter 1 fo r th e first p age, an d th e n um ber
d isp lay ed as th e last page.

The system pau ses to allow yo u to set up the p rin ter. If y o u d o n ot wan t to p rin t yo u can leave the
p rin t fu n ctio n b y p ressing ° . If y ou wan t to re-en ter th e start and en d p age n um bers p ress R .
Any oth er key b egins the p rin ting. Before yo u start p rin ting the prin ter mu st b e On lin e an d m ust
h ave po wer an d p aper. On ce the prin tin g h as started y o u can abo rt th e p rin ting at an y time by
h ittin g ° .

60
Chapter 12
Customising the Software

12.1 The Setup Page

The Setu p win d ow allo ws yo u to chan ge the way th e so ftware works fo r y o u. If y o u alter an y o f
th e p arameters on this p age, the pro gramm ing software will rem emb er the chan ges y o u h ave
m ad e an d th ey becom e th e d efau lt settin gs. The nex t time y ou ru n th e Haltech p rogram me, the
settin gs will be as y o u left them .

The Setu p Win d ow is accessed fro m the Setu p m en u b y pressin g ¦ s . Or b y p ressing § p .

Then fo llow th e key stro ke instruction s ou tlin ed at th e base o f th e win do ws to m ake yo u r settin gs.

The Data Setu p wind o w is accessed th ro u gh the Op tio n s Men u b y p ressing ¦ o . Th en

selectin g d . th e d ata p age win do w will allow yo u to select th e d ata wh ich y ou wish to view at the
b ase of the map s. This is p articularly useful wh en u sing th e CGA vid eo m od e as the size of the
m ap is red u ced to allo w all the en gine data to b e viewed . By redu cin g th e n u mb er o f d ata
p arameters the size of th e m ap is in creased letting sm all chan ges in b ars mo re visib le.

12.1.1 The Display

The Haltech p ro gramm in g so ftware h as been written to su it a graph ical CGA, VGA o r EGA
m on ito r. In mo st cases, th e p rogrammin g so ftware will detect wh at so rt o f d isplay y o u h ave an
select th e ap pro p riate m od e.

You can also ch oo se to o p erate in co lou r or mo n och rom e. Since m any lap top com pu ters are no t
in co lou r, th e m o no chro me setting sh o uld pro vid e better con trast to read th e screen .

12.1.2 Com Port

The pro gram min g software can talk to th e Haltech ECU th ro ugh either COM1 or COM2. Select
th e com po rt y o u are u sing here.

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SECTION FOUR
E6GM Optional Outputs

Chapter 13
Software Access
13.1 The Output Options Page
The Ou tp ut Op tion s Page is wh ere all E6GM op tion s are en abled /d isab led and pro gram med. This
p age may b e accessed in either On lin e or Offline mo d e. R em em b er that an y ch anges y o u m ake in
Offline m od e will n o t affect th e EC U.

Pressin g ¦ o will take y o u to th e Op tio n s Men u . Press O to go to th e Ou tpu t Op tio n s Page.

Alternatively u se th e § o h o t key co mb ination

Here, th e five E6GM o ptio ns are sho wn in five win d ows. C u rrent settin gs are d isp lay ed fo r each
o f th e o p tio n s. Use the left an d righ t arro w key s to h ighlight the fun ctio n y o u are in terested in and
p ress ¬ to select th e o n e y ou wan t.

To ad ju st th e p aram eters o f th e Id le Sp eed C o ntro l o r th e C losed Lo op Co n tro l fu n ctio ns, hit ¬

when th at fun ctio n is highlighted . In th e case of the th ree Au x iliary Outp uts, h ighlight the
chan nel, th en u se th e u p an d d own arrows to mo ve thro u gh its p arameters. Strike ¬ if y o u wish
to m ake a ch an ge. Som e fu nction s h ave map s associated with th em , wh ich are accessed th ro u gh
th eir Op tion s' wind o ws.

A keystroke gu ide is available at th e b otto m o f th e screen . Fu rth er, a sim ple Help wind o w may be
o pen ed b y p ressin g ¦ H . Th is will d escrib e th e fu n ctio n y ou are currently lo o kin g at, an d o ffer
som e ex plan atio n as to ho w its parameters are to b e u sed .

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13.2 Enabling Options
Every o p tio n h as an En ab le flag at th e to p o f its win d ow. To ggling this flag allo ws yo u to switch
th at op tion o n and off. Th e settin gs fo r an o p tio n th at is switch ed o ff will no t ch ange wh en y ou
switch it back o n later. Wh en a map is lo aded fro m d isk, ou tpu t fun ctio n s th at d o n ot m atch what
is in the EC U are au to m atically d isab led. After lo ad in g a map, retu rn to th e Ou tpu t Op tio n s Page
and check th e fu nction s yo u want enab led .

Any ch ange yo u m ake in the Op tion s page will n ot affect th e ECU un less y ou are On line. If y ou
are making ch anges Offlin e, then b e su re to save yo u r d ata to disk so th at it m ay b e later
u plo aded .

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Chapter 14
Idle Speed Control
14.1 Description
A b ip olar stepp er m oto r m ay b e u sed to con tro l the ingress of add itio n al air to th e en gin e wh ile
th e thro ttle is closed. This is u sefu l fo r m ain tain ing steady idle un d er chan gin g lo ad con d itio ns,
e.g. as air co nd ition er com p ressors or head ligh ts are switched o n an d o ff. The step p er mo tor m ay
also be p ro gram med to increase th e id le rev-rate ju st after startin g, o r wh ile the engin e is still co ld.

14.2 Using the Idle Speed Motor

In o rder to use the id le air co n tro l fu nction , yo u m u st h ave a suitable id le sp eed step per mo to r
fitted to the engine

The idle air circu it d raws filtered air in to th e en gin e aro un d th e th rottle p late, as suggested in figure
14-1. No rm ally this is d on e via an air bleed in to the man ifo ld. A valvin g arran gem en t is u sed so
th at the idle sp eed mo to r p inch es o ff the air in to the engin e. Wh en th e engin e is below the d esired
id le speed, the step per mo tor's p lu nger retracts to allow mo re air to en ter the en gine. Wh en the
id le speed is to o h igh , the plu nger ex ten d s. If y o ur en gine do es n o t alread y p ossess an idle air
b yp ass circu it, a su itab ly m ach ined alu min ium b lo ck is available to m ou n t th e id le speed m oto r. A
b alan cin g sy stem o r p lenu m arran gem en t sh o uld be used if emp lo y ing ind ivid u al thro ttle b od ies,
so th at all cy lin d ers ben efit eq u ally fro m th e ad dition al air.

NOTE: You mu st ensu re th at the man ifo ld's air b yp ass aperture is sufficien tly sm all so as to no t
o ver-rev th e en gin e wh en step p er mo tor is fu lly retracted . Fittin g a large id le air valve to a sm all
cap acity en gin e can lead to p o or idle co n tro l an d d angero u sly high en gin e rp m with no thro ttle
con trol.

Fig 1 4.1 . Th e i d le-a ir ci rcu it .

There sh ou ld b e sufficien t airflo w aro u nd the

closed th ro ttle p lates to p ermit th e en gin e to idle
slowly even with n o air p assin g th ro u gh the idle
b yp ass circuit. Th e thro ttle sto p sho u ld be
adju sted to en sure th is is th e case. Rem em ber
th at th e th rottle p osition sen so r will n eed re-
calib ratio n if th e th rottle lim its are altered .
Install th e id le air circu it and the step per mo tor,

64
and attach the id le sp eed m o to r to its co n nectio n o n th e E6GM h arn ess. R u n the E6GM
p rogram min g so ftware On lin e an d go to th e Outp ut Op tion s Page. Ign itio n will n eed to be
switched on .

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The idle sp eed mo tor is o nly ad ju sted when th e ECU determ ines th at th e en gin e is in an idle
con d itio n ; th at is, th ro ttle closed (0%), an d en gin e sp eed an d manifo ld p ressure within lim its (see
b elo w).

14.3 Adjusting the Idle Speed Control

There are ten p aram eters to be adju sted in the idle sp eed con trol.

E nable/Dis able: The Idle Sp eed C on trol can be switch o n o r o ff.

Targ et Idle Speed: Th is is th e en gin e sp eed that the EC U attem p ts to m ain tain at id le.

Cold Idle-Up RPM : Th is sp eed is add ed to th e Target Sp eed wh en the en gine tem peratu re is
cold .

P uls e Divider: With a value o f 1, th e stepp er m o to r wo uld be p ulsed every 4mS. In som e cases
th is may b e faster th an th e mo to r is capab le o f reacting, or may cause th e en gin e sp eed to
o scillate. In creasing th is param eter red u ces th e rate at wh ich the step p er mo tor is p u lsed .

P os t-Start RP M: Th is valu e is add ed to th e Target Id le Sp eed for the first 20 secon d s after
starting. It is of p articu lar u se in preven tin g stallin g d u e to heat so ak wh en startin g a warm engin e.

Norm Idle Bar: Wh en m an ifold pressu re is used as th e lo ad sen sor, excessive vacu um can be
u sed as an ind icatio n th at the engine is n o t at id le (i.e.. th e wheels are d rivin g th e engin e), an d so
th e E6GM will n ot alter th e id le sp eed m o to r. To determ ine this value, go to th e fu el map s wh ile
th e engin e is id ling and press ² . The ran ge an d b ar n um bers will ap pear in the top righ t co rner o f
th e screen. Enter th at b ar n um b er in th is field - th e id le m oto r will b e igno red at a lower m anifold
p ressure.
NB: If u sin g th rottle p o sitio n as th e lo ad p arameter, set th is valu e to 1.

Cold Temperature Limit: th e temp eratu re b elo w which th e en gin e is d efin ed as b ein g co ld, and
th us the Co ld Id le-Up wou ld ap ply .

Rpm Operation L imit: If th e en gin e rp m is ab o ve this speed, the idle mo tor will no t be mo ved .
To ensu re th e sy stem will n ever "h an g" with the idle valve o pen , ch oo se a speed h igh er th an that
at wh ich th e en gine will ru n with th e id le air-b y pass p assage fully op en.

Hot Opening Value: The Idle Sp eed Mo tor can be o pen ed up b y a pro gramm able am ou n t wh en
th e ignition is first turn ed o n. The Ho t Op en in g valu e determ in es wh at amo un t to o pen wh en the
engin e is ab o ve the Co ld Temp erature Lim it. Th e valu e is a n um ber between 1 and 100, b u t is no t
a percen tage o f the total o p en in g ran ge. The valu e sh ou ld b e set to give th e desired flare u p R pm
when th e en gin e is h ot.

66
Cold Opening Value: Th e Co ld Open in g value d etermin es wh at amo u nt to o p en the Idle Mo to r
when th e en gin e is belo w the C old Temp eratu re Lim it. The valu e is a n u mb er b etween 1 an d 100,
b ut is n o t a percen tage of the total op enin g range. Th e value sho uld be set to give th e d esired flare
u p R pm wh en th e engin e is co ld.

67
Chapter 15
Closed Loop Control
15.1 Description
By u sin g th e o xy gen sen sor fitted to th e ex hau st system of an engine, th e E6GM is able to
p erfo rm a feed b ack co rrectio n to maintain a co n sistent air-fuel ratio arou n d stoich io m etric m ix ;
i.e.. wh en exactly the correct am o un t o f fu el is pro vid ed to co nsu me all the ox y gen o f th e air
d rawn in to the engine, with ou t an y u n bu rned fu el remain in g after co mb ustion . Using closed lo op
fu el con tro l ad ap ts for small variation s in fuel qu ality an d day -to -day ru n nin g, p rovides better fuel
eco n om y an d lo wer em issio ns.

Fi g ure 15 .1 Typi cal la mbda sen sor o ut p ut .

An ox y gen senso r (o r lam bd a senso r) is placed

in the ex h au st gas stream usu ally after the
co llecto r b ut b efo re th e cataly tic co n verter. The
O2 senso r po ssesses an o u tp u t voltage
ch aracteristic sim ilar to th at in figure 15-1.
Wh en the ex h au st gas is free fro m o x ygen (i.e..
mix tu re is rich ), th e senso r read s aro un d 1 volt.
Wh en there is an ex cess of o xy gen , th e sen so r
reads clo ser to 0 vo lts. Mo st o x ygen sen so rs'
tran sfer cu rves ch an ge very su d den ly aro u nd
sto ich iom etric mix tu res.

The ob ject in closed lo op co n tro l is to measu re th e voltage o f th e o xy gen sen sor, determ ine
whether the en gine is ru nn ing lean or rich , an d co mp ensate acco rdin gly by adju stin g th e in jection
time. Th e ECU may o verco rrect sligh tly, and th en will p ull the mix ture back to wards the d esired
air-fu el ratio . Th is sligh t o scillatio n either sid e o f sto ich iom etric mix tu re aid s the fun ctio n of the
catalytic co n verter.

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15.2 Using Closed Loop Control
In o rder to use the clo sed loo p fu el con trol fun ctio n , y o u m ust have th e an ap pro priate lam b da
senso r m ou n ted in the exh aust stream . Ru n th e E6GM p rogrammin g so ftware ONLINE an d go to
th e Outp ut Op tion s Page. Switch the Ign itio n to ON. Select Clo sed Lo o p C on tro l an d ad just the
fo llo win g p aram eters as necessary .

L ower RPM L imit: Th e engin e m ust be run n in g ab o ve this sp eed for th e closed lo op fun ctio n to
o perate. No rmally this wo uld be set a few hu n dred rp m abo ve o r b elo w id le, dep en d ing on
whether yo u wish closed lo op con trol to o ccu r at idle sp eeds.

Upper Throttle Limit: It is generally un d esirab le to ru n an en gine at stoich io metric air-fu el ratio
when u n der lo ad. This param eter is u sed to determ ine wh en th e d river is deman din g su fficien t
engin e o utp ut to d isen gage th e closed lo op fu n ctio n. The sm aller th is n u mb er, the earlier the
feed b ack co n tro l will d rop o ut.

E ng ine Cycles Between Corrections : The o xy gen sen sor do es n o t respo n d imm ed iately to the
exh aust gases o f th e co mb ustion wh ich h as just taken p lace. There is a gas tran spo rtatio n time
from th e en gin e to the sen sor, plu s th e sen so r reactio n time itself. C on sequ ently , th e ECU co u nts
a nu mb er o f en gine cy cles b efo re accep tin g th e readin g from the ox y gen sen so r. If the closed lo op
fu nction is resp on d ing erratically , co n stantly overd rivin g to th e ad justmen t limits, o r if there is
in su fficient oscillation in th e air-fu el ratio fo r th e cataly tic co n verter to o p erate, increasing this
p arameter m ay help . If it is set to o h igh, the feed back lo op will be n oticeab ly slow to resp on d to
chan ge.

O2 Sens or Thres hold Voltag e: Th is is th e senso r vo ltage b y which th e E6GM d etermines

whether the en gine is lean o r rich ; it is th e target that is sou ght to b e maintained . Th is is n o rm ally
set to th e vo ltage th at co rrespo n ds to an air-fu el ratio o f 14.7:1, arou n d 600m V. It is also kn own as
th e senso rs referen ce vo ltage.

Max imum Fuel Increas e: The clo sed loo p algo rithm will b e p erm itted to in crease th e fuel
in jectio n tim e n o fu rth er th an this lim it wh ile attemp ting to en rich th e m ixtu re. The valid range fo r
th is limit is 5% to 12.5% .

Max imum Fuel Decreas e: Again a range o f 5% to 12.5% app lies to th is p arameter which is the
limit of correctio n p erm itted to the base fu el in jection tim e wh en lean ing th e mix .

NB: It is preferable to keep th e in crease an d d ecrease lim its small (say aro u nd 5-10%). Ex cessive
swin gin g o f th e air-fu el ratio can resu lt in su rgin g an d p oo r op eration of th e catalytic co n verter.
The clo sed lo op algo rith m sho u ld n ever b e used as m ean s to correct bad map pin g.

E ng ine Cycles at Idle: Ex hau st gas tran spo rtatio n time is m uch higher at id le, wh en th e en gin e is
b reathin g th e least. If ru nn ing the closed lo op at id le, a lo n ger tim e m ust be allo wed to p ass before
p erfo rm ing a feedb ack correctio n resp o nse.

69
O2 Sens or Threshold at Idle: It is u nlikely that th e en gin e will ru n at idle sm oo th ly at th e same
air-fu el ratio as at cru ise. Typ ically , a rich er mix is n ecessary. Th is param eter allo ws a d ifferen t
th resho ld vo ltage to be targeted du rin g clo sed loo p co rrectio n at idle.

O2 Sens or Type: Th e ty p e o f senso r u sed sho u ld b e selected h ere. C h oo se th e senso r th at b est

d escrib es th e senso r y o u are u sin g. It is also po ssib le to attach a 5 Vo lt sen so r, su ch as a UEGO
p rob e, to th e E6GM. Since th ese sen sors are ex pen sive, an d h ave lim ited life, it is u n likely that
th ey wo u ld be u sed in gen eral run n in g of the car for closed lo op feed back co ntro l, b ut rath er as an
aid d urin g tun in g. To u se a 5 vo lt senso r, a ju mp er sh un t needs to b e in stalled on the E6GM
circu it b o ard . Th is shu n t m ay b e later rem oved wh en the UEGO pro b e is rep laced b y th e stan d ard
1 Vo lt senso r o n ce tun ing is co mp lete. Please co n tact yo ur Haltech TM represen tative fo r d etails on
u sin g th is featu re.

70
Chapter 16
Auxiliary Outputs

16.1 Description
The E6GM po ssesses three o u tp u t ch an n els, each o f which m ay b e p rogram med to perform a
certain fun ctio n . Each ou tpu t ch an n el is a pu ll-to -gro un d sty le sign al suitable fo r switch ing
solen oid s, relay s o r low-po wer dashb o ard lam ps.

Do n ot con n ect an y d evice wh ich req uires m ore th an 1 am p con tinu o us current directly to the
ECU - it will n o t o p erate p rop erly . If yo u are switch ing high cu rren ts, u se a su itab le relay , either
m ech an ical o r so lid state, an d con trol the o peratio n o f th e relay with the EC U.

The three o u tpu ts available are: To rqu e Co nverter Co n tro l, Th erm ofan, and Air Co n ditio nin g
C on trol. Th ese fun ctio n s are d escribed below.

16.2 Torque Converter Lockup (TCC)

This fun ctio n co ntro ls the clu tch lo cku p so len oid on auto matic tran smissio n s. Lockin g th e to rq ue
con verter redu ces the am o un t o f en ergy lo st th ro u gh th e transm ission , pro vid ing better fuel
eco n om y .

The soleno id activates wh enever the road sp eed is greater th an a p rogram med value for a given
th ro ttle p ositio n . Th e solen oid will o n ly activate if the en gine tem peratu re is higher th an 46°C
(118°F), an d will b e d isen gaged if th e th rottle p osition ex ceed s 70% o r ro ad sp eed falls below
64kp h. The TCC fu n ctio n also pro vid es fo r a 4th gear/tran sm issio n o ver-tem peratu re switch in p ut.
This sign al ind icates th at th e tran smissio n is h ot, an d en gaged in to p gear. Wh en this is th e case,
th e locku p solen oid is activated regard less o f ro ad sp eed wh en ever th e th rottle is mo re th an 4%
o pen ed .

To u se the TC C fun ction , y o u mu st h ave a sq uare wave signal ro ad sp eed in dicator wh ose
freq u en cy is pro po rtio n al to ro ad speed. On ce th e wirin g is com plete, run the E6GM software in
Onlin e m od e an d go to the Iden tificatio n p age. Th e p aram eter R o ad Sp eed Valu e m ust be set with
th e n um ber of pu lses ex p ected p er kilo meter. If y ou are un sure o f th e ex act valu e for this
p arameter, enter an ap p ro p riate n u mb er and check again st the veh icles sp eed o meter. Ad just the
R oad Sp eed Value u ntil th e Ro ad Speed d isp layed o n th e En gin e Data Page an d th e actual veh icle
speed agree.

71
Go to th e Optio ns p age in the software, and select th e To rq u e C on verter Lo cku p fu nction on the
app ro priate ou tp ut. Th e m ap for the TC C fu nction ind exes th e vehicle ro ad sp eed against the
th ro ttle po sitio n . Wh en , for any given thro ttle p o sitio n, the ro ad sp eed is greater th an that
d isp lay ed in th e map, th e solen oid will b e en ergised . Th e ro ad sp eed m u st then fall 8 kph (5m ph )
fo r th e clutch to b e disengaged . Th is 8 kp h h ysteresis sh ou ld p revent solen oid oscillation du ring
cruising near th e cu t-o ff po int. Th e defau lt map activates the soleno id at 70 kph at smallest thro ttle
o pen ing, an d in creases the activatio n thresho ld to 160kp h at 70% th rottle. Alth o ugh th is m ap m ay
b e cu sto mised as requ ired , it is ad visab le to n ever en gage the lockup belo w 60 kp h (40 mp h ).

16.3 Electric Thermatic Fan Control (TF)

This fu n ctio n can b e u sed to switch on a thermo fan wh en th e engin e temp erature ex ceed s a
certain valu e. Th e fan will stay on un til th e en gin e temp erature dro p s b elo w a seco nd valu e. The
Thermo fan o utp ut is alway s en abled to preven t th e fan b eing switch ed o ff u n in tentio nally.

To adju st th e Thermo fan settin gs, ru n th e E6GM p rogramm in g so ftware and go to th e Optio ns
p age. Select th e Th erm ofan fu nction on the app rop riate ou tpu t an d set th e two temp eratures as
requ ired .

Switch On Tem perature: Th e temp eratu re th e en gin e co olant m ust ex ceed to switch the fan o n.

Switch Off Tem perature: Th e temp erature the en gine co o lan t mu st d ro p below befo re the fan
will b e switched off. Th is p arameter sh ou ld b e at least 5° lower th an the Switch On tem peratu re to
p revent the fan fro m switch ing in and o ut rep eated ly .

16.4 Air Conditioning Control (ACC)

The Haltech E6GM can be used to co n tro l th e Air Co n dition ing C lu tch o n vehicles with air
con d itio n in g fitted. Th e EC U receives an air co nd itio n ing req u est fro m th e d ash switch . Th e EC U
th en uses th e th rottle p o sitio n and the engine rpm to d etermin e if th e clu tch sho u ld b e d isen gaged .
This allo ws max imu m p ower to b e delivered to th e en gin e.

There is on e pro gramm able field, and the enab le, that can be adju sted . Th e field is th e R pm ab o ve
which th e clutch is d isen gaged . Also, th e clutch will b e d isen gaged when th e Th rottle Po sition
exceeds 96% .

72
SECTION FIVE
Appendices
Appendix A
Troubleshooting
This Ap pen dix is d evo ted to tro u ble sh o otin g p ro b lem s th at may occur du ring setting up the
E6GM o n y ou r en gine. To use th is Ap pen dix , firstly id entify th e closest sy mp tom or sy m pto ms
from th e list belo w, an d th en fo llo w th e ch ecklist for p ossible so lu tio ns.

A.1 Overview
Control Programm e P roblem s
• Th e Haltech Program min g So ftware will no t load u p
• Th e Haltech Program min g So ftware will no t op erate in On line mo d e.
• Th e En gin e Data Page is d isp lay in g u nu sual sen sor read ings

Starting Problems
• Fu el Pu mp do es n ot p rim e wh en ign itio n switch ed o n.
• Th e en gin e makes no attemp t to start

Idling P roblem s
• Th e en gin e will n o t id le when co ld
• Th e en gin e id les to o slow
• Th e en gin e id les to o fast
• Th e en gin e su rges at id le

L ig ht Throttle and Cruis ing P roblem s

• En gin e will n o t ru n at ligh t th rottle

F ull Power Problems

• En gin e dies u n der fu ll th ro ttle
• En gin e su rges un d er full thro ttle
• En gin e lacks p ower at fu ll th rottle

Throttle Res pons e Problems

• Po o r th ro ttle resp o nse
• Po o r th ro ttle resp o nse wh en cold

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Cold running problem s
• En gin e ru n s p o orly wh en co ld

F uel Economy problems

• Po o r fu el eco n om y - city cycle
• Po o r fu el eco n om y - High way cy cle

A.2 Control Programme Problems

Haltech Programm ing Software will not start up
The Haltech pro gramm ing so ftware sh ou ld ru n o n an y com pu ter th at meets th e requ irem en ts in
C hap ter 3. If, after follo win g th e in stru ctio ns in C hap ter 3, th e p ro gram me will no t ru n , th e m ost
likely cause will b e in sufficien t m emo ry . If this is th e case, yo u m ust make mo re free m em ory
available before run nin g th e so ftware.

Do n ot try run n ing the Haltech so ftware from ou t o f an o ther sh ell p rogram me - alway s start from
th e DOS p rom p t. If y o u are load ing a n um b er of TSR (Term inate an d Stay Resid ent) u tilities
d urin g b oo tu p, y ou may n eed to d isab le th em before ru n nin g th e Haltech so ftware. Refer to y ou r
com p uter an d DOS referen ce m an u als on memo ry m anagem ent.

Alternatively , y o u may m ake yo u r Haltech d isk bo o tab le b y p lacing it in flo pp y d rive A: and
ty pin g:

c:\> s ys a:

We reco mm en d th at y o u make a b ackup of the o riginal disk b efore try ing this. Yo u sho u ld th en
b e ab le to restart y o ur com pu ter with the disk in drive A:, an d th e Haltech software will lo ad and
ru n auto matically.

If th e so ftware still do es n o t ru n, and y ou see the message "Erro r ## # at xx x x:x xx x ", reco rd th ese
n um bers (o r letters) an d co n tact y o ur Haltech dealer.

Haltech Programm ing Dis k will not run Online

If th e Haltech ECU do es n ot resp o nd to the Pro gram min g software req uestin g in fo rm atio n, th en
th e message R ECONNEC T HALTEC H will be display ed . Th is situation will o ccu r un d er the
fo llo win g co nd ition s

• EC U is n o t p o wered u p
• Pro gramm in g Cab le is n o t co nn ected
• In correct COM p o rt selected - see C hap ter 13
• W ron g Programm in g Disk (i.e. d isk do es n o t m atch EC U)
• Pro gramm in g Cab le is d amaged
• Serial po rt of pro gram min g com p uter is fau lty.

74
If th e d isk is th e wro ng version or y ou susp ect th at th e cab le is faulty , co ntact y o ur Haltech dealer.

E ng ine Data P age Dis plays Unus ual Readings

If th e air temp eratu re senso r, o r co olant temp erature sen so r is sho win g a FAULT con ditio n th en
th e sen so rs are eith er n o t o peratin g co rrectly o r are d isco nn ected . C h eck th at th e senso r wires are
n ot d am aged . C heck co ntin uity between th e p ins and the Main C on n ecto r.

If th e Th rottle Position Sen sor is sh owing a fau lt con d itio n th en re-calib rate the thro ttle sen sor and
check th e wirin g

If th e Man ifold Ab so lute Pressu re Sen sor d oes n o t read near atmo sph eric pressu re with the
engin e o ff, or if it sh o ws a fault co n ditio n, then ch eck th at th e senso r is co nn ected co rrectly .
C heck th at y ou have th e correct mo d el sen so r and that th e Id entification page in formation has
b een set co rrectly.

If th e En gin e Speed read in g is erratic, th e trigger is mo st likely p ickin g u p ignition n oise from
in co rrect p lu gs or lead s, electrical n o ise fro m coo ling fan s, starter m oto r, altern ato r o r o ther
electrical devices in the veh icle.

If th e En gin e Sp eed is steady bu t wro ng, ch eck that th e Id entification page co ntains the co rrect
in fo rmation regard in g n um b er o f cylin ders.

If en gin e p aram eters are all sho win g un usu al variatio n , m ake su re th at the EC U is gro un d ed
p rop erly . Also check th e en gin e an d ch assis grou n ds to th e b attery.

A.3 Starting problems

F uel Pump doesn't prime when ignition switched on
The Haltech E6GM will attemp t to ru n th e Fu el p um p fo r ab o ut 2 secon ds ju st after th e ign itio n is
switched o n . Th e fu el p um p relay sh o uld be heard clicking in and o ut with th e fu el p u mp . If the
relay clicks b ut the fuel pu m p d oesn't wo rk th en check th e wirin g of the fuel pu mp and its relevan t
fu se.

E ng ine makes no attempt to s tart

C heck th e fo llo win g:

• EC U is o p erating (will co mm un icate On line) du rin g crankin g

• Battery vo ltage an d co nn ectio ns
• Fu el Pum p ru n s
• In jecto r fu se is OK an d in jectors fire
• Ign itio n sy stem is op erating p ro p erly an d sp ark is available
• Ign itio n timin g is correct

75
If th e en gin e is floo din g, redu ce th e b ars in th e fu el m ap that are bein g u sed du ring cran kin g in the
fu el map , th e co olan t co rrectio n m ap and the cold prime map .

If th e en gin e is n ot receivin g en ou gh fuel and increasing tho se b ars d oes n o t h elp, check th at fuel
p ressure is available an d th at th e in jectors op erate pro perly (are clean ed and flo w-tested ).

A.4 Idling Problems

If th e en gin e will n o t id le when co ld b ut will wh en th e en gin e is warm th en the co o lan t co rrection
m ap needs to b e ad justed.

If th e en gin e id les to o fast o r to o slow, an d y o u are u sin g an Id le Air C o ntro l Moto r, firstly ch eck
th at the Idle Sp eed Co ntro l is en abled , an d then lo wer the target id le settin g if n ecessary . If no t
u sin g th e id le air con trol mo to r th en ad just the id le u sing the idle ad just screw o n the thro ttle
b od y . C h eck fo r an y air leaks in th e m anifo ld .

C heck th e ignitio n timin g at id le an d ad ju st if n ecessary.

If th e en gin e su rges o r hu n ts at id le then th e m ixtu res and tim ing are wro ng. Readju st the fuel
m ap s n ear id le con d itio n s.

In so me circum stan ces it m ay be n ecessary to u se th e Zero Thro ttle Map . C on sult Ch apter 6 [6.2]
fo r in fo rmation on u sin g th e Zero Thro ttle Map .

A.5 Light throttle and Cruising Problems

If th e en gin e falters un d er ligh t load th en th e m ix tu res might b e to o lean , ch eck the Fuel Maps.

A.6 Full Power Problems

If th e en gin e gasps un d er full thro ttle then th e m ixtu re m ay be too lean . If the engine b ogs d o wn
and b lo ws smo ke th en the mix ture is rich . Recheck th e fu el m ap s.

If th e m aps ap p ear to b e correct th en en sure that th e fu el p ressu re is n o t fallin g o u t o f regulation

b y u sin g a fu el p ressure gau ge. Flo w test and clean th e fu el in jectors.

In so me circum stan ces it m ay be n ecessary to u se th e Fu ll Thro ttle Map . C on su lt C hap ter 6 [6.3]
fo r in fo rmation on u sin g th e Fu ll Thro ttle Map .

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A.7 Throttle Response Problems
Thro ttle resp on se o f th e E6GM is set u sin g th e th ree pairs o f th rottle p u mp settings. If the en gine
gasp s an d flat sp ots (m isfires) wh en th e th ro ttle is su d den ly o pen ed then th e th rottle settin g is no t
h igh en o ugh o r is m uch to o h igh . If th e en gin e b o gs do wn b ut con tinu es to ru n th en the mix ture
is to o rich. Exp erim ent with th e th rottle p u mp settings to ach ieve th e op timu m.

The thro ttle pu mp coo lan t factor affects the thro ttle p um p o nly wh en coo lant correctio n is b eing
app lied , i.e. befo re the engine has reached o p erating tem peratu re. Set th e thro ttle p um p in crease
and sustain figu res on ly when th e en gin e is warm. Wait u n til the engine is co ld again, and the
coo lant correctio n m ap has been set fo r go od stab le ru nn ing, befo re chan gin g th e co olan t facto r.

A.8 Cold Running Problems

If th e en gin e id les p oo rly wh en co ld then th e co olan t m ap may n eed adju stin g. If th e en gin e is
h un ting sligh tly wh en cold , th en th e co olant correctio n m ap is ju st too lean , an d so needs a sm all
amo u nt of enrichm ent. Slight advance with th e co olant temp . can h elp . If th e en gin e is difficu lt to
d rive wh en cold , p articu larly with gear ch anges, try in creasin g th e co olan t co rrectio n facto r fo r the
th ro ttle p um p.

An engine that will id le when warm , b u t fails to id le cold un less a tiny am o un t o f th rottle is
app lied may req uire id le sp eed co n tro l, with a fast-id le fun ction fo r wh en the engin e is co ld. The
E6GM can con trol an Id le Air C on tro l mo tor that will perform th is fu nction .

A.9 Fuel Consumption

Poo r fu el co nsu mp tion is a result of a to o rich m ixtu re. If th e fu el con sum ptio n in traffic is p oo r
b ut the h igh way co n su mp tion is go od , th en it co u ld b e th e areas of the map u sed for accelerating
th at need to be lean ed ou t. Th e th rottle p u mp may also waste fu el if its valu es are too high . Also
try u sin g th e fu el cu toff on deceleratio n featu re.

If th e city co nsu mp tio n is fair b ut h igh way cru isin g u ses too mu ch fu el then lean o u t th e light lo ad
b ars on the 2000 rp m to 3000 rp m map s (This is where m ost cru isin g takes p lace).

If th e cold start m ap is sup p ly in g too mu ch fuel on warm-u p this will also affect th e fuel
con sum p tio n o f th e veh icle.

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Appendix B
Injector Impedance
Electrically , th ere are two d ifferent typ es o f electron ic fu el injecto rs. One ty p e o f in jector,
characterised b y a h igh co il im p ed ance (> 12Ω) is kn o wn as sat u rat i o n injectors. Th e o ther so rt o f
in jector, typ ically with coils o f less th an 6 oh ms imp edan ce, is kn own as p ea k-a nd -ho ld in jecto rs.
The nam es are derived from th e cu rren t waveform th at acco mp anies th e in jector wh en it is
switched on .

Satu ratio n, o r h igh im p ed ance, in jectors, req uire a sim ple switch to o perate. Wh en a 16 o hm
in jector has 12V ap plied to it, th e cu rren t th at is ex p ected to b e d rawn is 0.75 am ps (by Oh m's
law). Ho wever, th e cu rren t in a coil can no t ch ange in stan tly . Wh en po wer is app lied to this
in jector, the cu rren t bu ilds in th e coil o ver a p erio d o f aro un d half a milliseco nd , un til it reaches its
0.75 Am p m ax imu m, i.e. satu ratio n. The coils remain in satu ration un til p o wer is switched o ff at
th e end o f in jection .

In o rder to red u ce o pen in g tim e, th e coil imp edan ce can be red u ced . Very low imp ed ance wo uld
resu lt in very large co n tin u ou s cu rren ts, resu ltin g in a great d eal o f h eat an d waste of energy .
However, a mu ch smaller cu rren t is n eed ed to h old th e in jecto r o p en than is need ed to initially
switch it on . Th u s, such an injecto r is d escrib ed b y two cu rrents: a p eak curren t for o pen in g, an d a
h old cu rren t fo r maintainin g th e fu el flow. Th ese peak-an d-h old , or low im p ed ance, in jecto rs, are
p articularly goo d fo r h igh rp m engines needin g large fuel-flo w rates.

Peak-an d -h o ld injecto rs co me with a wid e variety o f cu rren t requ irem ents. Most peak-an d-h old
in jectors need 2A to switch o n with 0.5A ho ld cu rren t (2/0.5A p eak-an d -h o ld), or are 4/1A p eak-
and -h old . So me very h igh perfo rman ce injecto rs n eed as mu ch as 6A to switch on , esp ecially
u nd er h igh fuel p ressu res.

B.1 The E6GM Injector Drivers

The solid state d evices with in the E6GM EC U th at are u sed to switch the injectors are kn o wn as
th e i njecto r dri vers. Th e E6GM p ossesses fo ur heavy-d uty in jecto r d rivers th at can b e u sed on
eith er saturatio n o r peak-an d-h old in jecto rs. Each d river lim its its current draw to 4 amp s, and ,
u po n reach in g th at limit, clamp s th e cu rren t to ju st 1 amp .

The drivers used in the E6GM are each capab le o f firing two saturation injecto rs. Thu s, with fou r
d rivers, a to tal o f eigh t in jecto rs can be u sed . Each is also cap ab le o f firin g o ne or two 2/0.5A
p eak-an d -h o ld in jectors. If usin g 4/1A peak-an d-h old injecto rs, y ou sho u ld n ot emp loy mo re th an
o ne injecto r per driver. Mo st h igh cu rren t mo to rspo rt in jecto rs can also b e fired (o ne per driver)
p rovidin g fu el p ressures are n ot excessive (>5 Bar). Ru nn in g two high cu rren t, lo w imp edan ce

78
in jectors fro m o ne driver can resu lt in difficu lty in o btainin g stable air:fuel ratios wh en in jection
times are sh o rt (aro u nd idle an d light lo ad ).

In general, an E6GM d river will reliab ly fire two in jectors with m ore than 2.5 o h ms coil resistan ce.
C oil resistan ce can be measured with an o rd inary lo w-o hm resistan ce meter. If y o u d o n o t h ave
eno u gh d river p ower th en yo u will req uire an Ex tra Driver Bo x . If un sure, co n tact y o ur Haltech
d ealer fo r advice. NB: Un der no circum stan ces sh o uld yo u m ix satu ratio n and peak-an d-h old
in jectors on the on e driver. Th is will lead to erratic in jecto r o p eration .

79
Appendix C
Fuel Systems
The best EFI in stallatio n will y ield po or resu lts if th e fu el sy stem d oes no t meet th e d em and s o f
th e engin e. Insu fficien t fu el flo w can lead to en gin e lean o u t an d d eto n atio n wh ich cou ld cause
serio us d am age. Fo r th e safety of yo u r en gin e, we u rge y ou to check y o ur fuel sy stem 's capacity
and ensu re that th ere will b e sufficien t su pp ly at all times. A fu el p ressure meter sho u ld b e u sed
d urin g testin g and tun ing to en su re th at fuel pressu re d o es n ot fall ou t of regu latio n i.e. that the
p ressure do es n o t d rop or o scillate.

This ap p en d ix o ffers gu id elin es to testing yo u r fu el system and su ggests so me so lutio ns if th ere

are sup p ly p rob lem s. If yo u fin d y ou n eed to mo d ify yo u r fu el system and are u nsu re wh at to do ,
con tact a Haltech d ealer fo r ad vice.

Fuel is dangerous. B eware of flames, cigarettes,

electrical sparks, etc.

C.1 Fuel Requirement

If y o u can estim ate the po wer o utp ut o f a gaso lin e en gin e, y o u can m ake a reaso nab le guess at the
fu el flow req uirement. A simp le ru le o f th u mb , th u s, may be exp ressed in m etric or imp erial u n its.

E very 1 0 0 hp needs around 5 0 lb/hr (8.0 US gal/hr) of fuel

(6 .6 Imp gal/hr)

E very 1 00 kW needs around 67 0 cc/min (4 0 L /hr) of fuel

This assum es a b rake sp ecific fu el con sum ptio n o f 0.50. Th e actual fu el flow necessary by
in jectors an d p u mp are likely to ex ceed a figu re d erived this way . This is d u e to th e o verh ead s in
in jector d ead tim e and p um pin g return fu el to maintain regu latio n .

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C.2 Injector Flow Capacity
If y o u h ave pu rchased seco nd han d in jectors, o r have remo ved th e cu rren t in jecto rs while d o ing
work o n th e en gin e, we stro n gly recom men d th at y ou clean and flo w test them . If y o u h ave
b ou ght n ew in jecto rs, it is wo rth flo w testin g th em an y way if y ou do no t kn o w their flo w rate.
Make su re th at y ou test th e injecto rs at th e fu el p ressu re that y ou r regulator is o p eratin g.

You r to tal injector flo w capab ility is given b y th e sum of the injecto r flo w rates. In jecto r flow
rates are usu ally sp ecified in either cc/min o r lb /h r. C heck th at y ou have en ou gh in jector flo w to
m atch th e estim ated p o wer o u tpu t co mfo rtab ly . Keep in m ind th at y o u d o n o t wan t to exceed
85% du ty cycle in jection on tim e, and th at at high rp m, in jecto r d ead tim e can con sum e a
sign ifican t amo u nt o f available injectio n time.

If y o u find that yo ur in jector flo w is insu fficien t, y o u can chan ge to larger in jectors, ad d ex tra
in jectors, o r in crease fuel pressu re. R aising fuel p ressu re to in crease in jecto r flo w rate is no t
reco mm end ed if th e d esired flo w is m ore than 20% th an th e sy stem cu rren tly ach ieves. Fu el flow
is n o t in direct p rop ortio n to fu el p ressure. In creasing fuel pressu re will in crease injecto r dead time
and red u ce the flow rate o f the pu m p.

C.3 Fuel Pump Capacity

You sh o uld en sure that y o ur fuel pu m p is capab le o f su pp ly in g su fficient fuel to feed the en gine
at m axim um p o wer. W ith the engine switched off (in jecto rs clo sed) feed th e return lin e of the fuel
p ressure regulator to a m easu rin g co ntainer. In th e case o f a tu rbo - or su p erch arged engine,
p ressurise th e m an ifold pressu re p ort of th e fuel pressu re regulator to th e m ax imu m b oo st of the
engin e. This is n ecessary as th e flo w rate of th e p um p d ecreases with o utp u t p ressu re. Po wer the
p um p fo r o n e m inu te an d calcu late th e ho u rly fu el flo w rate o f th e p u mp .

Since th e p ressure regulator o perates o n a retu rn system , th ere sho u ld always be fu el b eing
retu rned to the tan k, even wh en fu el flow to the en gine has reached its maxim um . If this fails to
h ap p en , the fu el p ressu re will fall ou t of regu latio n. Therefo re th e fuel pu m p m ust be cap ab le o f
d eliverin g sign ifican tly mo re fu el than th e en gin e is go in g to u se. As a gu ide, th e pu mp sh o uld
flow 30% m ore fuel th an co nsu med b y th e en gin e.

If y o u can n ot ach ieve the req uired fu el flo w fro m on e pu mp , yo u can emp loy two pu mp s in
p arallel. If y ou cho ose to u se a lo w p ressure pu mp to augm en t th e fu el flo w of a high p ressure
p um p, p lace a ch eck valve after th e lo w p ressu re p um p.

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C.4 Fuel Rails and Pressure Regulators
A lo ng fuel rail with n arro w internal d iameter will su ffer fro m p ulsatio n in th e fu el rail. The
in tern al rail d iam eter sh ou ld b e aro un d 12mm (½"). Even so , oscillation s may o ccu r, p articu larly if
th e injecto rs are large. A fu el d amp er can help in remo ving th ese oscillation s. If ru n nin g a
m ultipo int setu p , b atch fire injectio n will also red u ce o scillatio n amp litu d e. Oscillatio ns may o ccu r
o nly within a certain rpm ran ge, so a fu el p ressure meter sho u ld b e mo n ito red thro u gh o ut the
d rivin g range o f the en gine.

On V co nfigu ratio n m oto rs, it m ay b e mo re p ractical to emp loy two regulators, o n e o n each
b an k's rail. The fuel fro m the p um p can b e sp lit to th e two rails, an d th e return lin e fro m the two
regu lato rs can b e jo ined . Since p ressu re regu lato rs work within certain flo w limits, th is m ay also
save having to p urch ase an ex p en sive h igh pressu re / high flo w regu lato r.

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Appendix D
Ignition Output
The E6GM EC U h as o ne d ed icated ignition ou tp ut. Th e o u tpu t signal of the E6GM is a sq u are
edge sign al with 70/30 du ty cy cle (i.e. 70% o ff time, 30% o n time) an d th e falling ed ge in dicates
th e requ ired ign itio n p o int. The ig nition s ignals cannot be used in any circums tances to drive
an ig nition coil directly: they m us t drive som e form of ig niter. Th e E6GM ECU d o es no t
d irectly con trol d well (coil o n time).

A field in th e Ign ition Setup allo ws the sign al p olarity to b e ch an ged . So me high p erfo rman ce
ignition system s req uire similar p o ints to trigger, and th is can b e pro vid ed b y chan gin g th e signal
p olarity . After m arket ignition system s can b e used with the E6GM p ro vidin g th ey are com patible
with the factory hardware, and the E6GM Ign itio n Ou tpu t is con figu red p ro p erly .
An igniter is a d evice wh ich is cap able of sinking the large cu rren ts requ ired to ch arge th e co il.

Cons tant Duty Cycle v s Cons tant Charg e

The E6GM is b est suited to in telligen t igniter m o du les that perform th eir own d well co n tro l. A
con stan t du ty cy cle signal may b e used to fire su ch ign iters. Th e d u ty cy cle o f a squ are wave is
th e ratio of its h igh tim e to its period . E.g. a 70/30 d u ty cycle sign al is h igh fo r 70% o f its period
and low for the rem ain ing 30% regargless of freq u en cy, as sh own in figu re D1. Co n stan t d u ty can
also be u sed o n afterm arket capacitive-, ind u ctive- o r m ultiple-spark d isch arge sy stems such as
MSD o r Jaco bs.

Figure D1. Illu strate co nstan t du ty again st frequ ency

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A "d um b " igniter is on e th at d o es n ot perform an y so rt o f d well con tro l, th u s in pu t sign al d irectly
con trols switch ing o f th e coil. A con stan t du ty cy cle signal is n ot th e b est sign al to u se with this
sort of igniter as it will overh eat the coil at lo w freq u en cies (ie low revs). and no t allo w eno u gh
charge time at h igh frequ enices (ie h igh revs) Since the co il ch arge tim e remains app rox imately
th e sam e regard less o f freq uen cy , it is ap pro p riate fo r th e ECU to con stan tly charge the coil fo r
exactly that tim e b efore firin g.

The co il’ s charge time can b e determ ined fro m the co il -ve signal. W hen th e co il switch es on ,
voltage d ro p s to zero. As the coil ch arges, th e vo ltage rises slightly , u n til a sh arp rise wh ere the
igniter cu rrent limits. Leaving the coil switch ed o n an y lon ger will n ot increase th e en ergy in the
coil o r o f th e sp ark. See figu re D2.

Wh en th e ignition firin g freq u en cy is h igh , th ere will no t be en o ugh time to charge the coil
com p letely . After firin g th e sp ark, th e E6GM will wait fo r a sh o rt p erio d, th en switch the co il on
again , regain in g mu ch of the lost en ergy in “ rin gin g”. This break time sh o uld n o rmally b e 1 to
1.5m s.

Figu re D2. Illustrates C h arge Time & Break Time

C on stan t ch arge time ign itio n u sing a d um b ign iter is m od erately inferio r to th at u sing an
in telligen t igniter with dwell con trol as it do es n ot com pen sate fo r po wer variatio ns or thermal
effects.

84
Mo st GM ignition mo du les h ave an ign itio n b y pass in pu t fro m the EC U. This inp u t tells the
m od ule to igno re th e ECU’ s timin g signal an d fire its o wn sp ark at 10° BTDC . Th is gives a m ore
reliab ly timed spark fo r cranking. Th is in pu t is con trolled b y th e E6GM and allo ws the ign ition
m od ule to co ntrol sp ark below 450 rp m .

85
Appendix E
Rotor Phasing
One of th e m ost im p ortant asp ects to con sider wh en mo d ify in g a distrib u to r or trigger is th e R o to r
Phasing. Take, as an ex am ple a d istribu to r th at u ses a Hall effect sen sor with a cho p per wh eel
attached to the d istribu tor shaft, th e Hall effect sen so r being mo u nted to a p late that is ro tated b y a
vacu um ad van ce m ech anism and by cen trifu gal b ob weigh ts. This is a fairly co nventio nal set up
u sed in man y veh icles with electron ic ign itio n. Sim p ly rem ovin g the advance m ech anisms and
lo cking the p late so th at it can ’ t m ove may n o t b e all th at is req u ired . Th e trigger ed ges gen erated
b y th is mo d ified d istrib uto r will p rob ably fall ou tsid e th e 60° to 100° BTDC wind o w allo wed by
th e E6GM. Som eth ing will have to be mo ved to allo w th e trigger ed ges to fall with in th e requ ired
win d ow.

If th e d istrib uto r sh aft is ro tated so th at th e cho p per wh eel n ow triggers th e senso r at 70° BTDC
th en a p rob lem of roto r p h asin g may have b een ind uced . By th e time the ign itio n p u lse o ccu rs,
which co uld be up to 60° later, th e ro tor bu tton wo u ld h ave passed th e p lu g lead term in al in the
ro to r cap an d th is cou ld lead to arcin g in th e d istribu to r cap. Th e arcing co u ld even b e to the
wro n g p lug lead termin al. If arcin g do esn ’ t o ccu r, th en th e b ack EMF in th e ign itio n co il p rim ary
cou ld d amage the ign iter or the ign itio n sy stem. Eith er way , th e en gin e is no t go ing to run
correctly , if at all.

The correct way is to m ove th e p late that th e sen so r is mo u nted o n . Remember t h at a ll d eg rees
referred to here a re cra n ksh aft deg rees, d ist ri bu t or deg rees wo uld be h a lf t ho se n u mbers
referred to . Ou r ex amp le is an engine that has th e fo llowing timin g requ irem en ts :-

Min imu m Timin g 10° BTDC

Max imu m Timin g 40° BTDC

This gives a mid p o in t, half way b etween th e minim um an d maxim um tim ing, o f 25°. Align the
cen ter o f th e ro tor b utto n with o ne of the p lu g lead termin als. It d oes no t matter wh ich o ne. Th is is
where th e ro to r bu tton h as to b e when th e en gine is 25° BTDC. Now ro tate the d istribu tor shaft so
th at the roto r b u tto n is wh ere it sh ou ld b e wh en the engine is at 70° BTDC . i.e. m o ve it b ack 45°
cran k d egrees. Th is is wh ere the ro to r b utto n h as to b e when th e ch op p er wh eel triggers the
senso r. Let’ s assum e th at the trigger p oin t of the sen sor is ex actly in its cen ter. Mo ve th e p late the
senso r is mo un ted o n so th at o ne o f th e vanes o f th e ch o pp er wheel is leaving the sen sor. Ad just
th e p osition of the plate so th at when th e sh aft rotates in its n o rm al d irectio n , th e center of the
senso r will b eco me ex p osed. If it is n o t p o ssib le to m ove th e sen so r, it will be n ecessary to ro tate
th e trigger wheel relative to the sh aft an d th e senso r.

R oto r p h asin g is n o t o nly a p rob lem on distrib u tors with advance mechan ism s. Several factory
d istribu to rs have th eir triggers at po in ts o utside 60 - 100°. It is n o t ad visable to just ro tate the

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d istribu to r u ntil th e trigger is with in this win do w. C are mu st b e taken to en sure th at th e ro to r
p hasing will no t cau se a pro blem.

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Appendix F
Wiring Diagrams
PUMP R ELAY A1 B1
A2 B2
A3 B3 C RANK GND
A4 B4
A5 B5 C RANK INP
+13.8V A6 B6
TCC CONTROL A7 B7
A8 B8 A/C REQ
A9 B9
VSS A10 B10
MAP+MAT GND A11 B11
GND A12 B12

THFAN CONTROL C1 D1 GND

A/C CONTR OL C2 D2 T+C GND
IDL2 C3 D3 GND
IDL1 C4 D4 EST OUT
IDL3 C5 D5 BYPASS
IDL4 C6 D6 O2 SENS GND
4TH GEAR C7 D7 O2 SENSOR
C8 D8
C9 D9
C OOLANT C 10 D10 GND
MAP C 11 D11
AIR TEMP C 12 D12
THR OTTLE POS C13 D13
+5V C 14 D14
C 15 D15 INJ1
C 16 D16 INJ2

P LUG 2

RX A1 B1 GND
TX A2 B2
IGN TR IM A3 B3 GND
+5V A4 B4
+5V A5 B5 GND
FUEL TRIM A6 B6

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 LIMITED WARRANTY
In v en t E ng i ne e ri n g Pt y L t d tr a di n g a s Ha l te c h
wa r ra n ts t he Ha l te c hT M P ro g ra mm a bl e Fu e l
In j ec t io n S ys t em t o b e f re e f ro m d ef e ct s i n
ma t er i al o r w o rk m an s hi p f or a p er i od of n i ne t y
da y s f ro m t he da t e o f p ur c ha s e.

Pr o of o f p u rc ha s e, in t h e fo r m o f a b il l o f
sa l e o r r ec ei p te d i n vo i ce , w h ic h i n di ca t es th a t
th e p r od uc t i s w i th i n th e w a rr a nt y p e ri od mu s t
be p re s en t ed to ob t ai n wa r ra n ty s er v ic e .
In v en t E ng i ne e ri n g Pt y L t d tr a di n g a s Ha l te c h
su g ge s ts th at th e p u rc h as e r r et a in th e d ea l er ’ s
da t ed b i ll of sa l e as ev i de n ce o f t h e da t e o f
re t ai l p u rc ha s e.

If t h e Ha l te c hT M P r og ra m ma b le F u el I n je c ti o n
Sy s te m i s f ou nd to b e d e fe c ti ve as m e nt i on e d
ab o ve , i t wi l l be r e pl ac e d or r e pa i re d i f
re t ur n ed p r ep a id al o ng w i th pr o of of p u rc h as e .
Th i s sh a ll c o ns t it u te t h e so l e li a bi l it y o f
In v en t E n gi ne e ri n g P ty Lt d t r ad i ng as H a lt e ch .

To th e e xt e nt p e rm i tt e d b y la w , t he f o re g oi n g
is e xc l us i ve a nd in li e u o f a ll o th e r
wa r ra n ti e s or re p re s en t at i on s , e it h er e x pr e ss e d
or i m pl i ed , i n cl ud i ng an y i mp l ie d w a rr a nt y o f
me r ch a nt a bi li t y o r f it n es s . I n n o e v en t s ha l l
In v en t E ng i ne e ri n g Pt y L t d tr a di n g a s Ha l te c h
be li a bl e f or sp e ci a l o r c on s eq u en t ia l d am a ge s .

89