OVERVIEW: The
034 EFI STAGE II ECU is a progression of the original low cost,
feature packed 034EFI ECU. The original was a fuel only engine
controller that allowed a straightforward approach to replacing
factory CIS, carbeuration and other EFI fuel control. The STAGE II
ECU continues with an even faster microprocessor used in some of
the newest factory OEM applications. Unlike other controllers on
the market with processors developed in the 80's, the STAGE II ECU
uses the fastest, most up-to-date microprocessor available.
Ignition programmability is now also a part of the 034 EFI
product, including Direct Fire Distributorless! For the ultimate
in tuning accuracy and performance, now fuel and ignition can be
programmed precisely for every application. STAGE Iic is now
available, and all a, b and c levels of the STAGE II ECU use the
same hardware, so upgrading to the next level is a simple software
flash away, upgrading the controller will never be necessary.
The ECU uses what is often called the speed density method for
fuel calculation. The basic operation is simple. The ECU receives
trigger information from the hall sender or a timing wheel, and
fires ignition and injects fuel with a pulse width that is
proportional to the engines current load. The 034 STAGE II ECU
uses many other variable parameters in order to precisely control
any engine. These parameters are variable because different engine
systems need different values to control an running performance.
This is why few people successfully adapt OEM engine controllers
for use on different engines that were not designed for that
system.
AVALABLE NOW: STAGE
IIa - $ See catalog for pricing (Fuel
Only, 1 GPO, includes raw wiring and ECU connectors, flying lead
harness available for $30)
STAGE
IIb - $ See catalog for pricing (Fuel,
Distributor Ignition, Idle Control, 1 GPO and more, includes raw
wiring and ECU connectors, flying lead harness available for $40)
STAGE
IIc - $ See catalog for pricing (Features
Direct Fire Ignition, 4 GPO's and more, includes raw wiring and
ECU connectors, flying lead harness available for $50)
The 034EFI STAGE II ECU is developed to
be: - Powerful - Flexible - Accurate - Value packed -
Easy to tune - AND Affordable Please read more about the 034EFI
Stage II Specifications below...
SPECIFICATIONS:
8 ignition and 8 injector
drivers will support up to 8 cyl direct fire/sequential, or up to
16cyl semi-sequential and semi-batch fired.
Operating Temperature -40 to
+85° C
Battery Voltage Range +6.0 to
+20 VDC continuous
Current Consumption 0.05 - 20
Amperes [@ 100% duty cycle]
Injector impedance: High or Low
impedance, 12+ ohms recommended for multiple injector per
channel. Coil Support, built in driver (TTL) or standard 2-wire
grounded coil.
Maximum RPM 25,000+, tested at
over 35krpm.
Trigger Modes: -Stage IIa and IIb:
Hall Effect or VR Sensor (multi- window (or equal # of cylinders,
cam driven) factory distributor or cam gear equipped) -Stage
IIc: Hall or VR, 60-2, 60-1, 36-1, 24-1, 20-1, 12-1,
Chevy LS1 and others. 0-5 volt signal or low current 12v signal.
Sequential Valve-timed operation: Each
phase drives a single injector typically in the intake port, and
near the intake valve. This configuration fires a single injector
pulse to each injector every two-engine revolutions. The phasing
of the injection can be timed to TDC or any position of valve
actuation desired.
Closed Loop Operation: Using a standard 3
or 4-wire narrowband, or 0-1v wideband output from a 3rd
party wideband controller (recommended) O2 sensor, the ECU will
run in closed loop operation according to a programmable MAP x RPM
matrix where different air/fuel ratio values can be entered.
Acceleration Enrichment: Acceleration
enrichment values are programmable according to TPS speed and
minimum and maximum pulsewidth values ensures smooth running,
shifting, throttle response and acceleration.
Temperature Compensation: Air and Water
temp. inputs are programmable to allow the fuel curve to be
adjusted by air and water temp increases/decreases.(Temp
Compensation Screenshot)
Cold and Warm Start Supplementary Pulsing: Extra
pulses at a user dictated pulsewidth and temp range can be
programmed to replace the cold-start-injector function to allow
smooth starting when engine is either hot or cold.
Data Logging: A Time vs. Signal map will
accurately track and save-to-file sensor outputs for further
analysis. Sampling rates from 2 seconds to 100ms. Logging can be
exported to Excel and manipulated, including graphing, statistical
analysis using Solver and other tools. A great tool for monitoring
water temps, intake air temps, air/fuel ratio, RPM, Injector PW,
MAP, Aux. Input, etc. (Plotter
Screenshot)
TPS mapping: A RPM vs Throttle Opening
matrix allows detailed mapping of part throttle fuel manipulation
where WOT can be more accurately MAP based due to a more stable
manifold pressure, but more inconsistent manifold pressure at part
throttle openings can be dictated by throttle opening vs. MAP.
Fuel Map Downloading: At any time, all the
parameters in the ECU can be downloaded to a file on the computer
for future reference, or for differing conditions. Maps can be
downloaded or uploaded "On The Fly" to analyze
differences between different fuel maps, or to compensate for
different injector size, boost pressure, camshaft specification,
altitude, weather condition, track/street driving, fuel type, etc.
Auxiliary Sensor Input: This input is
provided to allow the user to connect a signal-conditioned sensor
to modify the engines performance. Possible Uses would be to allow
a cockpit fuel trim control (using a 0-5v regulator), or allow
some other sensor such as an exhaust temperature sensor or MAF to
add or subtract basic fuel according to the tunable Auxiliary
mapping table. A 0-5v range is required.
4 Auxiliary Driver Output "GPO" (General
Purpose Output): 4 separate PWM
(pulse-width-modulated) outputs are available and programmable
using RPM, MAP, Water temp, throttle position and aux. input.
These drivers can be used for electronic boost control, water
injection, nitrous-oxside, launch control, variable valve timing,
cooling fan, fuel pump relay trigger and many other uses. (GPO
Screenshot)
Closed Loop Boost control:
Uses one of the GPO outputs to
control a solenoid valve to manipulate pressure to the wastegate
actuator. 9x9 fully programmable boost map allows tailoring of the
boost 'curve' for any application.
32 Bit Graphical Programming Package: To
ensure that programming and tuning of the 034 EFI Stage II is as
simple and pain free as possible, it has been developed as a
software package that runs under 32-bit Windows programming that
is both intuitive and packed full of features that power users
want and need for flexibility. Each unit comes with programming
software, which allows full monitoring of all sensory inputs, and
allows full tuning capabilities.
3 Dimensional 16x16 matrix Fuel Mapping: 16RPM
(X axis) points by 16Manifold pressure (Y axis) forming an 16 x 16
Matrix (256
points) allows very detailed programming of the fuel curve. The
engine specific behavior can be adjusted as required to
accommodate poor volumetric efficiency due to cam overlap, engine
resonance, or other engine specific issues that can be attributed
to a specific manifold pressure/RPM range. Many engines require
little or no adjustment of the mapping parameters, while modified,
high compression, or heavily cammed engines may need some work in
the mapping, particularly at lower RPMs where manifold vacuum is
poor or unstable.
Sensor Power Voltage Protection: Since it
is necessary to provide an external +5v supply to some of the
external sensors, we have provided a self resetting circuit
breaker that will open in the event that a +5v to ground short
occurs on any of the sensor channels. This circuit also functions
to save the ECU from damage, when a +12v line is accidentally
connected to the +5v supply.
Configurable RPM range: To Calibrate
tachometer settings, Stage II ECUs allow a full scale RPM range to
be specified so that the user will be able to get the most
possible resolution from the RPM axis in the 3D mapping. It
wouldn't’t make a great deal of sense building a 5000 RPM RV
engine, but having 10000 RPM mapping range if the engine never
sees the second half of the RPM portion of the map. (Configuration
Screenshot)
Configurable Rev-limiter: Rev-limiter can
be set to any RPM within the functional range; it is a soft-touch
limiter that cuts fuel to every other injector, unlike the factory
all or nothing fuel cut out. Typically, the factory rev-limiters
are set in the 6800RPM range, the stock rev-limiter should be
disabled to set the ECU rev-limit higher than that point.
Barometric Pressure Compensation: This
configuration that allows tunable compensation from a sensor that
reads the local barometric pressure. This feature is useful for
vehicles that are expected to perform well in significantly
varying altitudes.
Sequential Fuel Injection Via Camshaft TDC Hall
Sender: The 034ECU pulses each injector based on 5
pulses for each time the cam turns one revolution. It will read
this signal from any factory hall sender that uses a 5-window
distributor such as in all the normally aspirated 4kq and 80/90q
cars. The turbo cars are equipped with a one window distributor,
and thus will need a hall sender mounted near the cam gear with 5
steel pins will be required, or the use of the 5-window
distributor. The 1-window hall wheel can also be modified to the
proper # of cylinders. Iic system degree based and thus Sequential
regardless of cam TDC reference.
Fuel Pump Relay Output: Allows battery
savings when engine is not turning. Can also be used as a rollover
fuel shutoff control. Will prime fuel pump temporarily just like
the factory systems, shuts off fuel pump as soon as RPM stop. This
output is a ground trigger, always power fuel pump with a load
reduction relay.
Tachometer Output:
The ECU will drive any standard tach through a convenient
output.
Battery Polarity Reversal Protection: Should
the battery be installed, or jumped incorrectly, no permanent
damage will occur to the ECU.
Power Spike Protection: A high current
surge-arresting device has been fitted to the ECU that protects
the ECU from high voltage transients such as a starter motor load
dump.
Back EMF Protection on ALL driver outputs: Circuitry
includes protection for driving inductive loads on every driver
output. The back EMF voltage is clamped to approximately +40 VDC.
External Input Protection: Each of the
sensor connections and external inputs have protection circuitry
to prevent damage to the ECU in the event of an unplanned
connection to a voltage source outside the normal operation of
that channel. This is especially useful in preventing damage to
the ECU from improper connections, or accidental shorts of sensory
inputs to the +12v supply.
Battery Voltage Compensation: A Pulsewidth
affect value for voltage compensation can be entered.
IGNITION CONTROL Stage IIb Features
Distributor Ignition Control: Will fire
with most stock and aftermarket distributors using hall senders
with one window for each cylinder.
High Current Coil Output: Will drive most
standard and high performance coils past 45KV and up past 25,000
RPM
Ignition Timing Retard: Based on MAP, RPM,
and MAT (Manifold Air Temp), up to 20 degrees of dynamic retard
can be programmed from a static initial advance setting giving
fully accurate timing control under varying conditions in varying
applications. (Ignition
Mapping Screenshot)
Configurable Coil Settings: Allowed to
accommodate a variety of coils and to tune to the maximum
capability of any coil including Target Dwell Time, Min. Dwell
Time.
Stage IIc Features
Full Distributorless Ignition Control: Using
a toothed wheel for RPM and TDC Reference, will run any engine
from 1-16 cylinders, Coil-On-Plug 1-8 cylinders, and waste spark
up to 16 cylinders. Timing accuracy to 1/4 degree, the ultimate in
ignition timing accuracy and power!
Degree Based Ignition Control: Where
distributor systems and even some DIS systems often run on
inaccurate "event based systems" where 1 trigger signals
the ECU to an upcoming ignition event, 034EFI Stage Iic calculates
timing on a fully "Degree Based System" meaning the ECU
always has complete information on crankshaft position, down to a
very fine degree. This is the only accurate way to calculate
ignition timing for high performance, "distributorless"
systems.
Cylinder-By-Cylinder timing Control: Because
the system is degree based, different ignition phases can be
"advanced or retarded" by the degrees the event occurs
at, this allows the ultimate ignition tuning strategy not only for
the entire engine, but for each cylinder! (Ignition
Mapping Screenshot)
Ignition Timing Retard: Based on MAP, RPM,
and MAT (Manifold Air Temp), up to 20 degrees of dynamic retard
can be programmed from a static initial advance setting giving
fully accurate timing control under varying conditions in varying
applications.
Dual Stage Rev Limiter: A dual stage
rev-limiter is implemented in Iic to provide a smoother, more
accurate rev-limiter of engine speed. In addition to the standard
fuel cut rpm limiter, a programmable timing retard is also used to
pull power before the fuel cut is realized. Thus, the driver will
begin to anticipate the fuel cut by feeling power drop off as
ignition timing is pulled back. Timing values from 0 to -50 can be
used to accomplish this. For more information, see the Tuning
Manual.
Launch Control and Anti-lag: Using the Aux.
input, a second stage timing retard based revlimiter can be
implemented to facilitate Launch Control or Anti-lag capabilities.
Configurable Coil Settings: Allowed
to accommodate a variety of coils and to tune to the maximum
capability of any coil including Target Dwell Time, Min. Dwell
Time, as well as adjusting dwell times based on manifold pressures
High Current Coil Output: Will drive most
standard and high performance coils past 45KV and up past 30,000
RPM (tested)
IDLE CONTROL (Stage IIb, c)
IAC Configuration Settings: Using a
universal GM-style IAC the 034 EFI Stage II system will drive to a
high level of accuracy idle speed, fully programmable.
Idle Temp Compensation Map: Different idle
speed settings can be configured based on engine water
temperature.
Ordering Information ECU's are available
immediately. We can usually ship the unit within 2 days with 10'
flying lead harness. This includes the software, a fuel map to get
you started, and all the tech support within reason. For cars up
to 250hp, a 30lb or 310cc injector is recommend, cars over this up
to 350 hp should use a 45lb or 470cc injector - contact for
ordering info on injectors. GM water sensor available for $30, GM
air temp. sensor available for $35 with the purchase of ECU. Many
factory sensor will work so contact us to see what works.
Typically we like to ship insured FedEx which runs about $30
**NOTE: This is NOT a bolt on system, and is not
smog legal. Anyone with little fabrication experience, or those
who want a turnkey project car should stick with the limited,
stock fuel system. Though this system is easy to program, and will
result in magnificent performance, it will require a period of
tuning until the fuel and timing curve is acceptable under varying
conditions and circumstances. If you like to fabricate, like to
tweek, are patient, and find enjoyment in a project well done-
please contact us with any questions and we can move forward.
