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electromotive tec3r manualThe tables are adjustable from 8x8 to 16x16 data points of engine load (MAP) versus engine speed (RPM). With as few as 64 data points and up to 256 data point, interpolation occurs between data points to create seamless curves automatically, unlike other systems that require repetitious entry of hundreds of data values into their maps. Cold Start and Warm-Up Enrichments make for excellent drivability, as do the many other fuel enrichment parameters. Proportional Air Fuel Ratio (AFR) programmability allows the tuner to target different AFR's for varying driving conditions. Multi-Stage Nitrous Oxide activation is a snap, and stage-dependent timing retards are even easier. Boost control, torque converter lockup control, idle air control, and many other features are standard with WinTEC3. WinTEC3 software allows viewing of all sensor readings, output settings, status reading, compensations and full OEM-style diagnostic monitoring. These are firmware revision WT305T3, and WinTEC3 version 3.5.6. (Firmware is the code that is downloaded to the TEC3 and literally performs the engine management). WinTEC3 is the windows software that is run on a PC or laptop to configure and download bin files. You can see your current software and firmware versions by opening the analog engine monitor screen in WinTEC3. The software version will be in the title bar at the top of the screen. The firmware version is in the middle of the screen in the box titled “TEC3 Software Version”. The three wire idle motors require the use of a small adapter now available. A dedicated pin on the TEC3r drives either a 2-wire idle motor or a 3-wire adapter. The idle speed control software has also been entirely rewritten, making idle control smoother and much more responsive. The new idle speed routines work with all supported idle motors. Idle speed performance is nearly identical with 2 and 3 wire frequency valve and with 4-wire stepper type idle motors.http://serenetravels.com/userfiles/debeg-3220c-manual.xml
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The idle speed routines work similarly to the idle speed control used by OEM auto manufacturers. The new system is simpler to set up and the results are vastly improved over the old system. The new idle system is covered in the TEC 3 Manual version 1.9.C pages 34-41. When the TPS registers fully closed voltage and the RPMs are above the decel limit, there is a 500 ms delay before entering decel mode. The delay helps to maintain a smooth cruise when moving on and off the throttle. A MAP value below which decel is activated can optionally be used. This helps to prevent the injectors from cutting off during cruising with engines that cruise very close to fully closed throttle. All rev limiter parameters are now adjustable. A progressive fuel cut has also been added which progressively cuts individual injectors rather than all injectors at once. This progressive cut makes the rev limit far less harsh and works great for staging a dragster with a torque converter. It also improves rev limiter operation when used with a super charger. Basic operation remains the same, but many bugs have been fixed. With the power to manage up to 12 cylinders there are few applications it cannot master. For 2010 the Electromotive Tec3r has been updated with additional memory. This means it now comes standard with the same highly praised WinTEC4 software introduced with the Electromotive TecGT.The Electromotive Tec3r will run most 1, 2, 3, 4, 6, 8 and 12 cylinder engines in a standard phased-sequential injection scheme.Copyright E -Ticket Motorsports 2020. Web Design by Intellisign. North Tonawanda, NY 14120-1137 Phone: (716) 693-5354 The new starting circuitry from the XDI has also been incorporated. The use of advanced, digital computer based technology offers the absolute best power delivery, smoothest drivability and lowest emissions possible. Unlike any other fuel control system, TEC needs only two inputs to establish the base fuel curve.http://rcot.org/userfiles/debeg-3400-uais-manual.xml Where other systems rely on huge tables that must be filled with individual pulse width values, TEC is based on thermodynamically linear fuel delivery. You get up and running quicker with greater flexibility and better results than any other system available. The TEC?r is a PC-programmable engine control system featuring a powerful Windows-based tuning environment. Converting from carburetion to fuel injection has never been easier than with the TEC?r. Whether you choose to run throttle body injection, multi-port, or individual throttle bodies, the TEC?r will provide you with the ability to tune your engine to its peak capabilities. With a few clicks of the keyboard, you will enjoy an idle quality that other engine management systems only dream of having. Electronic Fuel Injection (EFI) control and patented digital Direct Ignition control is standard hardware for every TEC3r. The anodized, laser-etched ECU with waterproof OEM style connectors and harness may be mounted under the hood or in the passenger compartment and will activate separate multi-coil DFU’s (Direct Fire Units) mounted adjacent to (or on) the engine. Run Low or High impedance injectors Graphic Screen Displays may be Printed. Data Logging can be started and stopped manually using a switch, or the system can be configured to automatically start and stop via values pre-set by the user. Electromotive’s web site has detailed information. It starts and drives like a street car in spite of the alcohol fuel, big cam, and 14:1 compression ratio. Converting from carburetion If you are With a few clicks of the Electronic Fuel Injection The anodized, laser-etched ECU with waterproof Use on most engines Comes with software, com cable, and manual. Universal terminated harness with two. Product does not include wiring harness, connectors, instructions or software. Actual product and contents shown. Westminster, MD 21158. The CAN bus must be enabled in the ECU mapping software.http://www.raumboerse-luzern.ch/mieten/boss-dr-3-dvd-video-manual All TEC GT ECUs sold since around 2005 are compatible with the following CAN setup: Pin 4 is CAN low. Something went wrong. View cart for details. All Rights Reserved. User Agreement, Privacy, Cookies and AdChoice Norton Secured - powered by Verisign. To start viewing messages,The harness IS wired for VANOS and functioning. You may run any M50 with any TU. Runs smooth and strong. If your running a turbo setup or a track car this is perfect. It will eliminate ALL emissions and Evap. Comes with a electromotive IAC and GM MAP sensor. I start a new job this week and I need proper transportation.Let me know what you have.Digital Point modules: Sphinx-based search. If you agree to our use of cookies, please continue to use our site. Or Learn more Continue Electromotive Group Login Join HOME Electromotive Group Here to promote one of the most sophisticated EMS's known to man.Confusion is compounded by the User’s Manual figures. If I look at Figure A.4.7 (Ford 5.0L Half-Moon Trigger) and its shown engine rotation, the section labelled RISING edge would actually produce a FALLING edge at the output of the majority of common Hall-effect sensors. The output would stay LOW until the Raised Half transitioned to a Cut Half and then the sensor’s output would show a RISING edge with the “absence” of metal that would stay HIGH until the raised metal flew by again. Of course, people who run a small tooth or a notch don’t really care about the sensor type or any of what I am asking. As long as they center that tooth or notch inside the window they’ll get one Rising and one Falling edge (maybe in reverse order) but a pulse will be seen by the TEC, nonetheless. The reason for my post is that we are having a problem (intermittent CPS message in WinTEC4's gauge cluster) with a TEC3r-equiped car we are tuning. The 4-cylinder inline GM engine comes factory-equipped with a Hall CAM Position sensor which senses a raised section on the intake camshaft.https://energijaprirode.com/images/81-honda-cx500-manual.pdf Attached PDF shows the camshaft profile orientation through two rotations of the crankshaft. Attached schematic shows the Sensor-TEC interface. Still we get an Intermittent CPS fault. Any ideas what could be wrong. We’ll have some scope captures ready for early next week which I’ll try to post. Looking at the waveform we see it's a nice and clean 0-5V square wave, so why does the TEC report an intermittent CAM Sensor fault. Keep us informed on what you find. I wasn't getting it with the WinTec3 software. I'm running a turbocharged GM 2.4 Quad4 in a '96 Sunfire. The engine cycle diagram above is for the LD9 (and probably the Quad4) engine. I'll ask whether we can post some pictures in the Picture fourm. I'll keep posting updates on the CAM sensor issue as we make progress. If this doesn't work we'll test the theory that maybe the TEC needs a zero-crossing (i.e. it wants the G10 signal to dip slightly below G4, the same as a mag sensor would produce) If the signal can't just swing from 0-5 or 0-Vign and needs just a small negative excursion this would be the answer. On the other hand ALL TEC manuals say when using 5V Hall sensors, just feed their output into G10. I think G10 should be referred to G4 and G4 should be a high impedance input of a comparator circuit. It would REALLY help if Jon or someone else from EMI can tell us what the input stage at G10 and G4 looks like (electrically). We don't need detailed schematics (that’s EMI proprietary info), just a general circuit description to allow us to adapt our CAM sensor scheme to the TEC. Also, regarding the WinTEC4 option MAG or HALL - what does that actually do. Whatever the case, assuming we ever solve this issue - we'll post schematics, diagrams, parts lists and any other relevant info that can hopefully help the next guy. This particular CAM sensor's electronics have something called an open-collector output which means that they can only pull the signal LOW and let it float otherwise. Now the CAM sensor output can swing from HIGH to LOW and if you were to measure it you'd see a square wave. Placing the resistor RIGHT at the sensor is probably suggested for wiring convenience but it wouldn't have much impact on cleaning the signal up. There are Hall-effect CAM sensors which PUSH as well as PULL and don't require this resistor, but we aren't dealing with a sensor like that. You want the falling edge to land inside the correct window (as listed above). The cam input is simply a rail to rail opamp setup with an adjustable set point on the negtive input and about 10:1 amplification. In mag mode that set point is basically ground (same ground plane as sensor ground). In hall mode, that set point is about 2.5v. This is why we generally tell people to use a hall sensor for cam sync because with mag, if there is any noise on the line, there could very easily be false triggers. The resistor mentioned earlier for mag sensors essentially reduces input impedance whcih makes it such that any signal noise would have to be much stronger to get through. It has the side effect of reduce strength of the signal we want, but generally not enough to cause a problem. I'm not sure why you're having trouble with this code. Maybe it's a false code. If the code is false, wait for the next release. I might have an imrpovement to the error checking that will solve that problem. Sorry, but now I'm confused and since I'm having Intermittent CAM Sensor error codes all the time, I'm trying to sort things out. Disregard the last comment about the falling edge. I'm also seeing an intermittent cam signal error on a TEC3 configured for hall cam sensor. We are using a stock Mazda cam sensor and stock cam sprocket with one of two raised metal bits ground off. I finally scoped the signal and we are getting approximately a 2.4ms low going pulse every rotation, I believe the problem is that it doesn't fully go to 0 volts and in fact only gets down to about 2.6 volts from battery voltage. Jon, it sounds like from your description above that the signal would indeed need to go below 2.5V for it to be registered, correct. What is the voltage level requirements for the cam sensor input. Try a higher value pullup resistor (say 10k), this will put a smaller load on the transistor in the sensor and allow it to pull lower.Related DiscussionsOK Join Information. Yes No Choose Display Mode Original Dark DONE. For a better experience, please enable JavaScript in your browser before proceeding. It may not display this or other websites correctly. You should upgrade or use an alternative browser. I know tons of people who are using the F.A.S.T. stuff so if we need help with it, I know we can get it. However, he's found this thing called the Total Engine Control 3 (TEC3) from Electromotive. I downloaded their demo software and the instruction manual and have reading it over. One of the things in the manual really confuses me, and I wanted to run it by some of you guys in here to see what you think. This has to do with O2 correction under WOT. This will turn off the oxygen sensor correction at full-load conditions. It will save an engine from having a lean-out condition due to the oxygen sensor reading. Never run a boosted engine in closed-loop during high-boost situations.I've got another friend with a turbo Mustang, and I'm pretty sure he is in closed loop when he's making his pass, and he's running 30 psi. Am I wrong on this? Also these Electromotive people say not to use a rising rate fuel pressure regulator. Instead get a nonadjustable fuel pressure regulator set at the PSI rating for maximum flow of your injectors. That's kind of backwards from what all the Turbo Regals have going, and backwards from some of the guys running big turbos on their drag cars that I know. Are these Electromotive people crazy. Is their stuff any count. What I want to avoid is getting in a situation where we may need some help with it, and finding no one that knows anything about it. Now if we go to the track with F.A.S.T. I know a ton of guys running it and can get help from them. This other stuff I'm not too sure of. Thanks, guys. I run the Electromotive TEC2 on my 87 GN. The Electromtive untis are much more akin to the standard Accel DFI but with more bells and whistles. Electromotive does recommend an adjustable fuel pressure regulator. Electromotive's theory of operation works a little different than how the other companies advise you to set up your system. The Electromotive instruction manual goes to great length to assist you in pickingo ut the correct fuel injector to begin with. The other systems allow you to throw any injector in there and modify the fuel curve based on results. No, the people at Electro are not crazy. They are just selling a product that works a little differently from all the other ECM use that dumb O2 sensor. I use the TEC2 on my hi-10 second GN, Alan Whitter used it on his 9-second GN, and Jim D'Allesandro had a TEC unit on his 7-second white GN. Someone that can tune a DFI controlled motor can tune a TEC controlled motor.In so doing, you do not need to change the fuel pressure to change the amount of fuel introduced into the cylinders; you simply need to change the injector pulse width. There are, however, some guidelines to be followed for selecting a regulator. When you select the injector size needed for an engine, you will need to know the pressure for which the flow rate was established. The fuel rail pressure would then have to be 53.5psi. Though this all may sound complicated, maintaining a constant pressure gradient sounds more difficult than it really is. Since 99 of all fuel pressure regulators have a vacuum hose port on them, all you need to do is run a vacuum hose from your intake manifold (after the throttle) to the regulator. On boosted applications using a draw-through throttle, place the vacuum hose after the turbo compressor. Plumb the hose accordingly. Be aware that when you use a fuel pressure regulator that regulates the fuel pressure to a value that is not the same as the fuel injector flow rating pressure, the injector will no longer run at it’s rated flow. That is, higher pressure will cause a higher flow rate. To keep things straightforward, try to run the fuel pressure for which your injectors are rated. Electromotive offers several regulators with different pressure ratings to make your search as easy as possible.The first line says you generally do NOT need an adjustable regulator like OEM, and then they go on to explain how to determine what fuel pressure regulator rating to get, and that they sell a variety of pressure rated regulators. The other thing that the user manual says it not to use the on-board data logging above 7000rpm as it will cause the injectors to misfire. That is one of the big feature that my friend was turned on by, but he's going to turn his motor to well past 7000rpm so that's not going to help much. It doesn't say anything about the laptop working or not. I wasn't aware that Alan was running it in his car, but I've not seen him race in a long while. He'd have to weight too much to go run NMCA Limited Street anymore like he used to. I think 99 of the Outlaw guys down here that are running EFI are using F.A.S.T. so I know we can get help from them if we need it. Plus, I think we can get a map to get his car running fairly quickly. I think he was really caught by the price of the TEC3 vs. F.A.S.T. with the WB o2 option. I guess I'll just have to wait and see what he does and try to adapt accordingly. Thanks for the reply, Scott. You must have JavaScript enabled in your browser to utilize the functionality of this website. We would love your feedback - please click here to tell us what you think!Pistons, Rods, Etc. Turbo System components. Others Brands and Products we offer. Pistons, Rods, Etc. Valves, Springs, Etc. Turbos, Wastegates, BOV's Small Block and Big Block Chevy We have an All new page with new info and a great shopping experience. Please Click Here to go to the New Electromotive Section. Designed specifically with the smaller, high-revving engines in mind, where space is at a premium and ease of installation is only second to an absolute requirement for unrivaled performance from the Ignition and Fuel Delivery. Making more power per cubic inch or centimeter, these engines will not tolerate spark scatter and dropped ignition events, making Electromotive’s solution virtually mandatory. This concept is also a real crowd-pleaser when the wiring and configuration options of our TEC3r become overwhelming or are just not needed. With a cam-sensor, most 1,2,3,4 and 6 cylinders can be run in full sequential mode. Problem is - being a jack of all trades allows you to be master of none. Only Electromotive delivers a patented ignition circuit with every product. Whether you choose to run throttle body injection, tuned port, multi-port, individual throttle bodies, whatever, just make your choice within the WinTEC software and the TEC3 unit will program your engine for more power. For competition and ultra high output engines, the sophistcation and power of the TEC3 system simply outperforms other production and aftermarket systems. Select Universal Trigger Wheel and Bracket (or Crank Trigger Kit) and Mag Sensor sold separately. Pistons, Rods, Etc. Valves, Springs, Etc. Turbos, Wastegates, BOV's Small Block and Big Block Chevy Our commitment to providing the best parts at the best prices is topped only by our dedication to providing the very best service to our clients. We are here to help - that's the Top End difference. Enter behind Building. Driveway just North of Marilla off of Owensmouth. Carrying nearly the latest technology in standalone engine management, the tecM is built to fit into stock ODB1 E36 ECU's, allowing factory wiring to remain. The twc3r is configurable to 12-cylinder engines. If you have a street or race E36 BMW, you can now have complete control over engine timing and fuel delivery. Now turbocharged and supercharged engines can be precisely tuned for the conditions that the stock ECU cannot accomidate for. You also get to keep all the factory wiring and the ECU stays right where it is from the factory. The advantage to this is that you can have your car up and running on the TECm within 5 minutes of recieving the ECU. For more information and to purchase a TECm please visit: www.electromotivestore.com Designed specifically with the smaller, high-revving engines in mind, where space is at a premium and ease of installation is only second to an absolute requirement for unrivaled performance from the Ignition and Fuel Delivery. Making more power per cubic inch or centimeter, these engines will not tolerate spark scatter and dropped ignition events, making Electromotive’s solution virtually mandatory. Though targeted at smaller engines, the TEC-GT will handle larger jobs as well - able to run 8 cylinder, phased sequential engines. This concept is also a real crowd-pleaser when the wiring and configuration options of our TEC3r become overwhelming or are just not needed. The TEC-gt will run most 1, 2, 3, 4, 6 and 8 cylinder engines in our standard phased-sequential injection scheme. With a cam-sensor, most 1,2,3,4 and 6 cylinders can be run in full sequential mode. Problem is - being a jack of all trades allows you to be master of none. Only Electromotive delivers a patented ignition circuit with every product. For more information and to purchase a TECm please visit: www.electromotivestore.com Whether you choose to run throttle body injection, tuned port, multi-port, individual throttle bodies, whatever, just make your choice within the WinTEC software and the TEC3 unit will program your engine for more power. For competition and ultra high output engines, the sophistcation and power of the TEC3 system simply outperforms other production and aftermarket systems. All TEC3 standalone engine ECU’s come with Manual, WinTEC Software and Communications Cable. Select Universal Trigger Wheel and Bracket (or Crank Trigger Kit) and Mag Sensor sold separately. As of recently, the TEC3r's are being shipped with an upgraded memory chip and WinTEC4 calibration software, this expanded memory chip may be retro-fitted to older TEC3 units, allowing them to run WinTEC4 as well. If you are interested in this upgrade contact us to find out what is involved. For more information and to purchase a TEC3r please visit: www.electromotivestore.com. They work like a champ, been there and done that. Right now have friends using TEC3R on Lamborghini V12 engines, makes all the difference. There are so many thinks you can do with the system. I ask, as a friend has had a problem with the Lamborghini setup. Seems the injectors for the Lamborghini V12 were for a 6 cyl (Lamborghini V12 treated as two 6 cyl engines) and the TEC did not look at them that way.These run well at a very low duty cycle. I ask, as a I’m not knocking it in any way but I do understand it is rather pricy. Is the version 3 the way to go?? Both have advantages and disadvantages. Even with dissy you can still have a fair degree of timing control. However, if your car will not see more than 300’ in altitude changes this is not big deal. If you go with MS3X (the easiest option as it has conditioning circuitry for additional inputs and outputs) then you’ll probably build 4 more injector drivers to bring it up to 12 high impedance driver capability. You’ll also need to spend quite a lot on WIRING - sequential means MUCH MORE cabling. EDIS is mutually exclusive with 12 cylinder sequential fuelling. Take a good look at both Philip’s and my photo albums. It’ll end up saving you many hours of fabrication. EGO correction could go a long way to take care of the fuelling though. I just prefer not to rely on a full time basis on the WBO for correct fuelling. Sequential fuelling naturally uses 13 more outputs than batch fired MS2 would have used:- 12 for fuelling, 1 for a cam sensor plus another physical connection for cam sensor earth, but the original 2 lines used for batch fired MS2 are left over for use by some another application if so desired. By contrast, MS2, pushed to use 3rd party code, can handle 4 cylinder sequential only. The key word here is system. There are many parameters of engine management that must be controlled in concert to come up with that elusive combination of high output, safe operation and drivability. These can work well with minor mods to an other wise stock engine. Once you start swapping turbos and other parts you quickly get outside their range of control. The piggy back systems can use either the stock flow meter or an after market mass air flow or some even convert the sensing system to a MAP (manifold air pressure) system. The condition of a lot of the stock harnesses is less than optimal and the DMEs are known for cold solder joints creating intermittent failures and glitches - not what you want to trust your modified engine with. This is the complete replacement of the stock ?brains? and harness with a modern computer that is capable of far more than the stock DME system.You will need the support of the vendor that you purchased the unit from for installation instructions, base maps to get you started and an almost unending supply of answers to your questions. I have had to ?save? quite a few people that purchased units (from a variety of suppliers) from questionable vendors and then receive no support, in fact the president of Electromotive ( Fred Schuettler) has referred customers to me that required help beyond the capabilities of the original vendors. Sure, there are others with fancier cases and more ?wizz-bang? looking software but what I care about is the accuracy and programability of the ECU.Here is a little quote from the Electromotive literature - With both the stand-alone HPX ignition systems and the Total Engine Control systems, Electromotive utilizes a 58-tooth crank trigger wheel. This ?high resolution? signal feeds continuous information to custom ignition chips so that error is virtually eliminated. This eliminates the dynamic error that the competition suffers from. Others may claim ?? degree accuracy, but without this accurate crankshaft position information, they?re just wishing.? The Tec3r can be programmed to perform the following options: This is where you can get some serious tuning done. We use an engine dyno to dial in the base maps (BIN files) for general engine arrangements (8v 2.5 up to 16v 3.1 liter). The individual tweaks to match custom engine combinations can be done with a little in car testing and retuning.e electrodes come in di?erent sha pes and forms (Fig. 261-8). Sensory nerves may be tested in an antidromic fashion, stimulating the nerve proximally and recording a response distally (Figs. 261-9A and B). ?ey may also be tested in an orthodromic fashion, stimulating the nerve distally and recording the response proximally. ?e response from either technique is referred to as a sen- sory nerve action potential (SNAP). N eural pathology may be identi?ed by examining the CMAP and SNAP parameters (Figs. 261-10A to C). In general, demyelinating diseases will lead to prolonged latency measurements and slowed conduction velocity. Many disease states, such as a compression neuropathy, cause combined dem yeli- nation and loss of, axons in varying proportions. Also, if the pathology is severe, absent responses can occur with either process. Pathology of the myelinated neuron comes in three patterns: conduction slowing, segmental conduction block, and full-length conduction loss. Conduction slow- ing can be seen in demyelination, remyelination and r ein- nervation. Conduction block occurs at a speci?c location A B It is frequently caused by local tra uma, ischemia, autoimmune, metabolic or vascular disease. Axons are spared, and the segments above and below the lesion will conduct signals normally. Axon loss, total or partial, occurs in various disease states and injuries. Some examples include diabetic neu- ropathy, vitamin E de?ciency, alcoholic neuropathy, chronic renal failure with uremia and her editary neu- ropathies such as Charcot -Marie- Tooth disease. Complete axon loss, following a stab wound for instance, results in a characteristic picture. For 3 to 7 da ys after complete axonal injury, the distal nerve will continue to conduct because there are enough stored materials and energy sources for independent function. 6 After this period, the conduction of the distal nerve will fail completely because of neural dissolution, a process known as Wallerian degeneration.