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 OMEX 600 ECU

 

 

 

The OMEX600 Engine Management System is a high performance, easy to install, easy to map system with all of the features now demanded in Motorsport.

 

Omex 600 ECU, up to 4 cylinder Semi-sequential fuelling and DIS ignition

 

  • Semi- sequential fuel injection for up to 4 cylinder engines
     
  • Distributor less or distributor ignition for up to 4 cylinders
     
  • Programmable load and speed sites
     
  • TPS or MAP can be used for main load sensing
     
  • Wide range of crank trigger patterns are suitable (user programmable)
     
  • Turbo wastegate control
     
  • Turbo anti-lag system
     
  • Variable cam control
     
  • Narrow and wide band lambda support
     
  • Push/pull, and single line idle controls in addition to scattered spark control
     
  • Knock sensing capability
     
  • 3 programmable outputs switched on user controlled inputs (eg boost, coolant temp etc)
     
  • Full throttle gear change
     
  • Intercooler water spray control
     
  • Water injection control
     
  • Nitrous ignition retard and fuel enrichment
     
  • Two cooling fan controls
     
  • Barometric compensation with external sensor
     
  • Inbuilt independent fuel and ignition rev limiters
     
  • Separate Tachometer, Shift Light and Fuel Pump outputs
     
  • Magnetic or Hall Effect crank and cam sensors
     
  • Automatic interpolation between mapped sites
     
  • Sophisticated acceleration fuelling setup
     
  • Battery voltage compensation table for fuel injectors (not just a simple number)
     
  • Battery compensation and engine speed compensation for coil charge time
     
  • Mappable coolant temperature compensation for engine warm-up
     
  • Air & coolant temperature compensation for fuel injection pulse width
     
  • Separate cold cranking and decay tables in addition to warm-up fuelling
     
  • User settable ignition trim based on air temperature, coolant temperature, and barometric pressure
     
  • Separate start advance for cranking provides easy starting for high compression engines
     
  • Deceleration fuel cut-off feature for road engines
     
  • Maximum recommended engine speed 12,750 RPM

 

ECU INPUTS
 

Engine Speed and Position

Engine Speed and position is read from a pattern of teeth on the crank. The 600 ECU can be calibrated to use most missing / extra teeth patterns such as Ford 36-1, Bosch 60-2, Rover (all patterns). If using an engine without a crank trigger pattern, an external trigger wheel can be fitted.

Throttle Position Sensor (TPS)

The ECU needs an input of engine load. The Omex ECU can use an input of either throttle position or manifold absolute pressure (MAP). Most normally aspirated engines will use an input of throttle position as this gives excellent throttle response. Forced induction engines need to use MAP as there is no direct relationship between throttle angle and engine load due to the variable of boost pressure. However, forced induction still requires throttle position sensor (TPS) input for idle condition and acceleration fuelling information.
If using the engine's original inlet system, the OE sensor can normally be used.

Manifold Pressure Sensor (MAP)

The ECU needs an input of engine load. The Omex ECU can use an input of either throttle position or manifold absolute pressure (MAP). Most normally aspirated engines will use an input of throttle position as this gives excellent throttle response. Forced induction engines need to use MAP as there is no direct relationship between throttle angle and engine load due to the variable of boost pressure. However, forced induction still requires throttle position sensor (TPS) input for idle condition information. In some cases a MAP sensor can be used on a normally aspirated engine for load.
The rating of MAP sensors is absolute, not boost pressure. Therefore a 2bar sensor is for up to 1bar boost and a 3bar for up to 2bar boost. Normally aspirated engines if using manifold pressure for load would use a 1bar sensor.

Coolant Temperature Sensor (CTS)
 

The coolant temperature sensor is used to give user definable cold running fuel correction based on coolant temperature. A user definable ignition retard based on coolant temperature is also possible. The input from the coolant temperature sensor can be user calibrated in the ECU software allowing nearly all standard sensors to be used.

 

Air Temperature Sensor (ATS)

The air temperature sensor is used to give user definable fuel correction and ignition retard based on inlet air temperature. The input from the air temperature sensor can be user calibrated in the ECU software allowing nearly all standard sensors to be used.

Lambda (Oxygen) Sensor

The ECU can use an input of narrowband or wideband (with external adaptor) lambda to make constant trims to the fuelling for best emissions and fuel economy without affecting ultimate power.
Most modern vehicles are fitted with a lambda sensor as standard.

Knock Control

A dedicated knock sensor input allows sensing of knock and user definable ignition and fuelling trims based on the knock input. An output could also be set to indicate knock to the driver whilst running the engine. Many newer engines have sensors as standard, whilst older engines can have the sensor fitted. This sensor is not required for engine running, it is an optional safety feature.

Full Throttle Gearshift

Full Throttle Gearshift allows the gear to be changed without releasing the throttle, reducing the time taken for the shift, and in turbo applications reducing the slow down of the turbo speed. A clutch switch or gear lever switch must be fitted to indicate that the gear change is occurring, at which point the ECU can retard the ignition in a user definable manner to reduce engine torque and allow the shift.

Auxiliary Inputs

The ECU has three auxiliary inputs that can be used to switch functions such as Anti-lag, Full Thottle Gearshift etc. or provide variable modifiers to functions such as the Traction Control.

 

ECU OUTPUTS

 

Injectors

The 600 series ECU has two injector outputs that are used to control 4 injectors semi-sequentially or up to 8 cylinders batch fired. Injectors should be high impedance, but low impedance injectors can be used with ballast resistors.

Ignition Coils

The ECU has 2 coil outputs allowing up to 8cyl single coil or 4cyl distributor less (DIS wasted spark) ignition.

Idle Control

The 600 ECU can control idle by scatter spark, or if the engine is fitted with an idle air bypass motor, has 4 dedicated idle control wires to allow use of single wire or twin wire idle controls.

Turbo Anti Lag

As found on WRC rally cars, turbo anti-lag keeps the boost pressure high and the turbocharger spinning by keeping the gas flow high, but maintains drivability by controlling the torque. The gas flow can be achieved by jacking open the throttle with a solenoid, air bypass valves, or if a low level of anti-lag is used, often by opening the idle motor fully. To control torque, the ECU retards the ignition and cuts fuel and sparks.

Boost Control

Boost pressure is regulated by the turbo wastegate which is opened at a boost pressure set by the actuator. To increase boost pressure at which the the wastegate is opened, the actuator needs to see a lower pressure than actually exists in the inlet manifold. The ECU can control a solenoid or air injector to do this. The solenoid or air injector can be turned off / on to give low (actuator level) and high (ECU controlled) boost.

VTEC

 

VTEC single switch point cam control with user definable engine load, throttle position, and engine speed switch point and user definable hysteresis levels to aid smooth transitions from one cam profile to the next. Ignition and fuel trims are also possible in the VTEC mode.

 

Cooling Fan Control

 

2 radiator fan outputs allows 2 speed or staged fan control.

 

Shift Light Output

A dedicated shift light output allows an LED or bulb to be set to light at a user definable engine speed to indicate the optimum gearshift point.

Tacho Output

 

An adjustable frequency output allows most tacho's to be controlled by the ECU.

 

Fuel Pump Control

 

A dedicated fuel pump control driver can control a fuel pump relay to prime the pump at ignition ON and then run the pump when the engine is being run.

 

OMEX 600 software
 

MAP3000 Software

The programming kit includes manuals, mapping software, data logging software, and a data cable. These are all of the parts you will need to link between your ECU and a PC allowing full access to the ECU.
The MAP3000 mapping software runs on most PCs under Windows 95 - XP and offers full graphical and tabular control of all maps. Preset menus make setting up the ECU quick and easy whilst a library of start-up maps makes getting the engine started for the first time an easy process.
The ECU when running has a datastream output which can be read by MAP3000 software, recorded on a connected PC, and analysed using the DATA2000 software.

DATA2000 Software

The 600 series ECU can have any of its parameters (inputs, outputs, and all the calculations in between) recorded whilst connected live to a PC. The results of this logging can be viewed using the analysis tool DATA2000

Visit Omex Technology http://www.omextechnology.co.uk/ or email us for more information drew@roverdose.co.uk

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