We've been a big fan of the ECUMaster PMU power distribution modules and ADU display dash/logger for some time. I've always said my highest compliment is for a device to do what it says it will do every time. If a device doesn't live up to its' spec sheet or its' functions work inconsistently, we have problems. Doing what they say they'll do has always been my experience with the ECUMaster products and now I can say the same about the EMU Black.
We partnered with a local racer to help with his NB Miata track car and its' K24Z3 engine swap. He brought us a car devoid of any wire and we went nuts with the ECUMaster catalog. A PMU-16 provides power distribution, and ADU5 logger dash and GPS receiver handle the data. And we speced a Black ECU to do engine control. The K24Z3 has a variable centerline intake cam and VTEC on the exhaust cam. Not hugely complicated, but we would need good closed loop control of the intake cam and dual fuel and ignition mapping to cover the high and low side of the VTEC cam. ECUMaster has this covered.
The basics of the Black are 8 injection drivers and 6 ignition drivers. The ECU can driver smart or dumb coils. No external ignition drive required for the those 2-wire coils. The ECU features an on board O2 controller that can accommodate a Bosch 4.2 or 4.9 sensor. The Black has DBW functionality, stepper control, and active knock control. One of the nicest features are 2 direct EGT connections. No need for an external amplifier. Perfect for those 2 rotor setups. I also love having this option for turbo compressor outlet temp measurement. In short, it's a full featured box with a lot going for it. Much more so for the list price of $1099!
The Black, and the entire ECUMaster line, employs user defined CAN bus programming that allow their products to easily interface with each other and products from other manufacturers.
The software is my one complaint. It works well enough. It's just a bit cumbersome, in my opinion. The functionality is pretty good compared to other popular systems. But the layout is disjointed and lacks some of the customizable features available with some of the better GUIs on the market.
Datalogging is pretty good. The Black will log to a laptop only. It does not have on board logging capability. ECUMaster offers a separate logger module. In our case, the ECU is paired with the ADU logger dash which can generate large, high resolution logs while on track. In a dyno setting, the PC logging works well and is real time. It doesn't require a log to be downloaded or processed after a run to be viewed. It's just there is chart screen. All channels are logged simultaneously, so there's practically all the data you'll need in each log with little need to setup what is logged before hand. The one exception to the this is the PID debug parameters. For some reason you're only capable of logging one PID parameter for each individual P, I, and D response. So you have to choose from VVT, boost control, idle, etc., before you generate the log. Not a huge deal but you wouldn't be able to see VVT and boost PID in the same log. Just one of them and a simple overall duty cycle for all others. Also, there is no ability to do math functions on the data after it's been generated. I wanted to look at wheel speed versus engine RPM to verify clutch slip. A very basic math function would take all the guess work out of this. Math functions would be a nice addition. If you do want to do advanced data analysis, you can always export the logs in xls format to your favorite analysis program.
The ECU and GUI have a nice trigger scope function. It's not a true scope, in that it only shows trigger edges and doesn't actually show wave peaks and valleys. What it does show is each edge of crank and up to 2 cam sensors and how they relate to each other. This allowed us to sort the K24Z3 60-2 crank, 3 uneven tooth cam, and 4 even tooth cam trigger without a base map or the need to call tech support. We used the scope function and followed the documentation and help files included in the software. Very good feature.
Speaking of PID, the idle and VVT control functions worked very well on our project. PID configuration can be very frustrating. In my experience, some systems are just easier to configure and more responsive. The Black worked well and was pretty straight forward to configure.
Fuel map auto tuning is an available feature. It works best with a dyno with load control. We used this function when we mapped the K24 and it worked very well. Essentially you engage the function and then just drive the car on the dyno and allow it to hit all the cells you want to calibrate. You'll need to hold the engine steady in each cell for several seconds while the ECU compares actual Lambda to the target and then applies the change. It's a similar function to that offered by other manufacturers and works very well.
In the end, we're happy to say the Black, like the other ECUMaster products we've used, do what they say they will. We're looking forward to using them on more projects and excited about the recently released full rotary engine support with OMP functionality.
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SO WHAT IS THE PMU-16?
The ECUMaster PMU-16 is one of the newest players in the power distribution module arena. It packs an amazing amount of features into a small and affordable package. The case measures only 5.2"x4.4"x1.3" yet allows for 16 output channels (10 25A and 6 15A) and continuous 150A capacity. At LMS, we believe we shouldn't sell something we haven't used and proven ourselves, so we've employed this little guy to do some work within an established package and we're here to report the results.
Over the last several years, solid state power distribution modules have become more common in the automotive performance and racing aftermarket. On the surface, these boxes replace traditional fuses and relays but they are capable of so much more. The PMU-16, for example, allows the user to monitor amp draw and voltage on each individual circuit and set limits for over and under current accordingly. In rush draw is accounted for and user defined. Soft start capability is provided for large draw items, such as cooling fans, to avoid large system draw downs when those items are turned on. PWM output is available, which means the user can control speeds of inductive motors directly through the PMU without the need for external solid state relays. Fans can be run in closed loop, for example, and only run as fast as needed to accurately control temps and prevent spikes in temperatures. CAN bus and analog communication is provided to communicate with the other control units in the system and whatever sensors the user deems necessary to produce proper control logic. At the end of the day, the PMU is capable of so much more than what can be done with simple fuse and relay technology.
Additional features beyond simple power management include integrated 3-axis accelerometer and yaw sensor. These can be linked to the ECU via CAN bus for use in power engine management and traction control. Additionally, there is a crash detection function built in to the PMU so that power will be shutdown if a programmed G load limit is exceeded. Status lights are integrated into the case for each output channel showing current channel function allowing increased ease of troubleshooting. The billet aluminum case is IP-65 rated for water and dust intrusion resistance.
The software contains an integral CAN bus monitor that allows the user to diagnose and decode unfamiliar CAN protocols. If you don't have information on the protocol you're reading, diligent effort can be employed to deconstruct the protocol and write functions into the PMU-16 to work with a wide variety of systems. With the PMU-16, there is no need for 3rd party software or equipment to accomplish this.
The PMU is available in two models, the PMU-16 and PMU-16DL. Both are identical in terms of power management function. The DL model contains an integrated data logger. The logger has a 256MB capacity and can log any channel at up to 500Mhz. Logging is not limited to the power management but is open to anything available on the CAN bus. So the PMU-16DL can be used as a one source logger for an entire chassis, if desired.
WHAT HAS LMS-EFI DONE WITH THE PMU-16?
In short, this is one product that has done everything correctly right from the start. We have had zero issues with the box itself or the software interface. We dreamed up control strategies, programmed the CAN bus interface to communicate with 3rd party ECU and dash displays, and it worked. The dedicated competition car we worked with for this prove out didn't have a need for things like turn signal blinkers or windshield wipers. However, blinkers are easy enough to program and there is a dedicated wiper function, with park logic, for street car use. So what did we do?
Cooling Fans - This car was equipped with two fans. One two-speed fan on the radiator and one single-speed fan on the oil cooler. We used simple digital on/off logic for these fans triggering them based on coolant and oil temp received over CAN bus from the ECU. This is the most basic control structure. We could have chosen PWM speed control of the fans but we just didn't feel it was necessary. Interestingly, one thing the PMU and software allowed us to do is monitor current draw in real time. I never would have guessed the fan would draw around 75A on start up and close to 20A continuously in high speed mode. The software also allows you to monitor total system draw, which would probably be eye opening for most anyone that's never sat down and tried to add up all the systems on a modern EFI car.
Water Pump - This car uses an electric water pump. We decided on PWM control for this pump to control pump speed and as a result, fluid volume. Easy enough to setup a turn on point, base duty cycle, and temperature point for 100% duty. The software allows easy manipulation of these points to dial in responsiveness.
Fuel Pump - The fuel pump power is turned on/off in digital format based on a CAN bus signal from the ECU. Interestingly, we're using a pump that allows speed control via a PWM signal. This signal is controlled by the Syvecs ECU in a closed-loop manner. We program a pressure target for the ECU and the ECU then controls to PWM signal to the pump to maintain the target pressure.
Intercooler Pump - The water to air intercooler uses an electric pump to circulate water from the ice box. Again, we chose a digital on/off control structure based on intake air temp and throttle position. Control logic is limited only to your imagination. You could add run time, engine temp, MAP, or any function your desire to the control logic for any output.
Power Steering Pump - This is one of the coolest functions related to the PMU-16. This car uses a Toyota electric power steering pump. This pump can pull over 50A continuously so we used 3 of the 25A outputs ganged together to control the pump. The PMU-16 allows the user to gang up to 3 outputs together in this manner to increase total load capacity of any given function. Additionally, we're using PWM control on this output to vary the speed of the power steering pump. This gives us true variable assist power steering. Right now we simply have this function running based on wheel speed. The faster the car moves, the lower the assist rate. We could add functions for steering angle, lateral G, etc., but haven't yet seen the need to do so.
ECU and Display Dash - The Syvecs S8 ECU and Plex SDM-500 dash all share information with the PMU-16. The programmable nature of the CAN bus on all three manufacturer's products makes it possible to share information, which greatly decreases the number of sensors and wires necessary to produce a proper control structure. No need for proprietary sensors and modules as some manufacture's require.
Ignition and Injection - Again, with the software, we can easily and closely monitor the exact current draw from the ignition and injectors. This is very helpful for diagnostic work and somewhat eye opening to see what is actually happening during extended high load operation.
THE KEYPAD!
The 12-key ECUMaster keypad is fully sealed and IP-67 rated to be impervious to dust and water. This keypad communicates via CAN bus with the PMU to allow manual control of functions and SO MUCH MORE! Each button has 3 color, programmable back lighting. The buttons can be used as on/off latching, on/off momentary contact, 3-position radio button, or as simple display lights. The logo on each button can be changed and ECUMaster offers a wide variety of logos to customize each key function.
So what did we do with the keypad? We have a master on/off button which takes the place of the ignition key and a start button for the starter. We chose to allow manual momentary contact for the starter but it would be easily possible to setup a control function for one-touch auto-starting fairly easily. Other buttons allow for manual override of fans and pumps. One button is used simply as a check engine light display to display a red light in the event any errors are detected with the PMU or Syvecs S8 ECU. One warning light also illuminates when coolant and/or oil temp are out of range. The light is green when temps are normal, orange when below operating temp, and red when over operating temp. We're considering using the keypad to adjust CAL or traction control calibration in the Syvecs ECU but haven't attempted to implement those features yet.
Conclusions
At the end of the day, the PMU-16 just works. It's been a rare treat in the world of aftermarket engine management to have something function as advertised at every turn. We look forward to implementing more of these units in the future and building on our knowledge base of CAN integration with 3rd parties and control functions. It's been fun to work with a product that allows us to do everything we want and not be hampered by proprietary functions and accessories that do not allow integration with other 3rd party units. Contact LMS-EFI today to see how the PMU-16 can work for you.
]]>LMS-EFI utilizes a technique known as concentric twisting when laying up harnesses for our customers. This process involves building up the individual runs of the wire harness with wires wrapped in spiral layers twisted in alternating directions. Not only does the finished product provide a smooth, even, consistent diameter that looks killer when covered in heat shrink, but the process also has very practical benefits that far outweigh the visual effect so many people talk about.
The photos above shows how the individual wires are laid up in layers and each layer is spiraled in the opposite direction of the layer before. This technique provides superior flexibility and built in strain relief for the individual strands of wire.
The photo above shows the benefits of concentric twisting. If you can imagine a similar bundle of wire simply bunched together in parallel runs and held together with tape, or zip ties, you can see how the wires on the outside of the radius of a curve will need to be stretched to complete the longer run and the wires on the inside of the run would bunch up, since they would be too long. In short, attempting the tight curve shown above, without concentric twisting being employed, would result in a crow's nest situation.
The only downside to employing this technique is time. These runs of wire must be hand laid. Despite internet legend, this can't be done by simply chucking your wire in a drill. In the end, like everything about your car, it's worth the extra labor to do it right the first time. Do it right, do it once.
]]>Most kit harnesses begin life with polyetheylene coated automotive spec wire with bare copper strand conductor wire. As anyone who has torn into a car with auto spec wire underhood can tell you, this wire simply does not stand up to the abuse of underhood conditions very well. Add in the added heat and stress of high performance applications or all out racing conditions, and a better solution is called for. Being stranded on the side of the road in your daily is one thing. But having your race weekend ruined by an otherwise simple electrical gremlin is simply not an option.
Our harnesses begin with mil-spec M22759/32 wire, which holds many benefits over standard auto spec wire. The individual copper strands of the M22759 are tin coated for corrosion resistance. We've all seen bare copper wire turn green when exposed to the elements. This corrosion hurts conductivity, as the majority of electrons flow on the surface of the individual strands of wire. With tin coated wire, the process of corrosion is greatly mitigated and superior conductivity is ensured in tough environments throughout the wire's life span.
The outer wire coating of M22759/16 is Tefzel, a DuPont trade name, or ETFE. In short, Tefzel is much tougher than what you would find in the polyethylene coated wire. It's stronger in terms of abrasion resistance, has a higher heat tolerance, and is more flexible. Polyethylene is generally rated to about 125C. While ETFE is rated to 150C and can withstand periods of 300C for up to 7 hours. The tougher coating also allows it to be much thinner while still offering superior abrasion resistance. This translates into a smaller loom package. In short, ETFE is a superior wire to what most ECU manufacturers supply with their ECUs and anything you'll likely find in the local auto parts store.
In short, the wire we use is smaller, lighter, stronger, more flexible, offers better corrosion resistance, all while being price competitive with the less capable wire offered by many of the aftermarket ECU manufacturers and by the OEs. There really is no excuse to use a lesser capable wire as the basis for your project.
In our next post, we'll discuss the technique and benefits of concentric twisting.
]]>LMS-EFI remains committed to uphold our reputation for superior customer service and support after the sale that has been earned over our years in this business. When our customers purchase parts and services from us, they're not simply buying a part, they're purchasing our commitment to ensure their success and satisfaction in employing those items long after the sale. In short, our mission statement is, "To provide superior products and support in the field of electronic fuel injection and data acquisition".
Call or email today to see how we can help you ensure that your next project is a success.
LMS-EFI, LLC
sales@lms-efi.com
502-515-7482
Chris Ludwig Jason Marshall
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