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 OMEX 710 ECU

 

 

The OMEX710 Engine Management System is a high performance, easy to install, easy to map system with all of the features now demanded in Motorsport.

 

The OMEM710 Engine Management System is an ultra high performance ECU system designed specifically for high end users who require the absolute best at an excellent price for their engines. With up to 6 ignition outputs and up to 12 fuel outputs the OMEM710 is suitable for up to 12 cylinder engines.

 

  • Up to 12 cylinder distributor less (DIS) or 6 cylinder ‘coil on plug’ ignition with no external amplifiers
     
  • Up to 12 cylinder ‘coil on plug’ ignition using external amplifiers
     
  • Sequential fuel injection for up to 12 cylinder engines
     
  • Inner and outer injectors mapped on both speed and load
     
  • Programmable load and speed sites
     
  • TPS, MAP or MAF can be used for main load sensing
     
  • Wide range of crank trigger patterns are suitable (user programmable)
     
  • Turbo wastegate control
     
  • Turbo anti-lag system
     
  • Constantly variable cam control
     
  • Inbuilt 1/2MB data logging
     
  • Narrow and wide band lambda support
     
  • Twin lambda sensors
     
  • Individual cylinder trims for fuelling
     
  • Push/pull, and single line idle controls in addition to scattered spark control
     
  • Knock sensing capability
     
  • Security protected calibrations
     
  • Full throttle gearchange
     
  • Intercooler water spray control
     
  • Water injection control
     
  • Nitrous ignition retard
     
  • Cooling fan control
     
  • Internal 1 bar MAP sensor for barometric correction or NA load sensing if required
     
  • Inbuilt independent fuel and ignition rev limiters
     
  • Tachometer, Shift Light and Fuel Pump outputs (and other programmable 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 cutoff feature for road engines
     
  • Maximum recommended engine speed 12,750 RPM
     
  • High strength billet machined aluminium case for physical and electrical protection

 

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 throttle position, mass air flow (MAF) 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 or MAF 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 inputs 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.
2 inputs are available for 'V' engines. 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 igniton 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 occuring, 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 funtions such as the Traction Control.

 

ECU OUTPUTS

 

Injectors

The 710 series ECU can control up to 12 injectors sequentially with controls for staged injectors. Injector start angle can be mapped and single cylinder trims are possible. Injectors should be high impedance, but low impedance injectors can be used with ballast resistors.

Ignition Coils

The ECU has 6 coil outputs allowing up to 12cyl DIS or 6cyl coil-per-plug ignition. Individual ignition trims are possible. Primary / secondary ignition can be controlled allowing for twin-spark and leading / trailing ignition (typically for rotary engines)

Idle Control

The 710 ECU can control idle by scatter spark, or if the engine is fitted with an idle air bypass motor, can control single wire or twin wire idle motors.

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.

 

The 710 ECU also features twin channel infinitely variable cam control for engines such as the Honda K20 iVTEC.

 

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 tachos 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.

 

Data logging

 

The 710 series ECU can store 15 of its parameters (inputs, outputs, and all the calculations in between) at user selectable rates on the inbuilt 1/2MB memory chip. Unlimited recording of the parameters can be made whilst connected live to a PC. The results of this logging can be viewed using the analysis tool DATA2000

 

OMEX 710 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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