https://www.efignition.com/ MijnWebwinkel RSS 2.0 Feed v1.0 https://www.efignition.com/ https://www.efignition.com/ Discover the power of programmable engine management systemsEFIgnition is an advanced, freely programmable engine management system that can control the injection and ignition of virtually any engine. With unparalleled performance and affordability, EFIgnition is the best choice for anyone seeking optimal engine performance, control, and flexibility. On this website, we delve deeper into the technology behind EFIgnition and show you how to successfully install and use these innovative systems. Learn how to harness the power of digital technology to take your vehicle to new heights. Note: Orders placed after Thursday, March 12 will be delivered starting March 30 https://www.efignition.com/c-3629116/engine-management-systems/ https://www.efignition.com/c-3629116/engine-management-systems/ What is the function of an Engine Management System? An Engine Management System utilizes various fundamental data points, including crankshaft position, engine speed, manifold pressure, engine temperature, throttle position, air temperature, and lambda value. Based on this information, the system regulates the appropriate fuel supply and ensures that the air-fuel mixture ignites at the correct moment. What does an Engine Management System offer? You are engaged in an exciting project: a chassis equipped with a powerful engine. You may have already implemented upgrades such as an enhanced exhaust system, improved intake, sharper camshafts with larger valves, or even a turbocharger or supercharger. Consider the Van Diemen racer, originally fitted with a Ford Cosworth engine, now upgraded to a Honda S2000 engine. Van Diemen racer. Originaly fitted with a Ford Cosworth engine, now a Honda S2000 powerplant.The only remaining challenge is: how do you achieve optimal performance Reverting to carburetors and a basic ignition system may seem like the simplest solution; however, this approach can be complicated and limits your tuning capabilities. It often results in endless searches for the causes of performance fluctuations and mechanical issues, without clear visibility into what is malfunctioning due to a lack of measurable data. Furthermore, mechanical systems are prone to contamination if the engine is not used for an extended period. A new era has begun. Electronic fuel injection and ignition systems are now affordable and accessible to all. These technologies simplify the process of working on unique vehicles, enhance the experience, and yield significantly better results. The EFIgnition systems are programmable engine management systems capable of controlling the injection and ignition of virtually any engine, including odd-fire and rotary engines. You will no longer face issues with starting blocks, missing instrument clusters, or complex wiring harnesses that cannot be adapted to your project. You start with a clean slate. A new engine management system or Engine Control Unit (ECU), the EFIgnition ECU, allows you to establish a new wiring harness. With the user-friendly software (Tunerstudio), you can easily implement adjustments such as different camshafts, exhaust systems, compression ratios, intake systems, or even a turbocharger or supercharger simply by modifying the settings in the ECU. Service and Support. You are never alone in this endeavor. We have assisted customers worldwide with our programmable engine management systems. Many of these clients have received remote support for correctly configuring the ECU for their specific applications. Additionally, we operate a workshop where we work daily with these systems. This website provides clear and comprehensive information regarding the use of EFIgnition engine management systems. https://www.efignition.com/c-3632985/efignition-46/ https://www.efignition.com/c-3632985/efignition-46/ The EFIgnition 46 is an advanced sequential engine management system designed for engines with up to 12 cylinders. This system precisely controls the opening of the injector to within one-thousandth of a millisecond and the ignition timing with an accuracy of 0.1 degrees. The EFIgnition 46 is fully programmable and is based on a high-speed automotive-grade 16-bit 25 MHz NXP MC9S12 microprocessor. Features ∙ Robust design ∙ Waterproof ∙ Rapid and efficient adjustment ∙ Reliable and trouble-free operation ∙ Advanced functionalities Injection ∙ Four (46) individual injector controls with an opening time of 1/1000 millisecond. ∙ Semi- and fully sequential injection. ∙ Injector timing adjustable to 0.1 degrees per RPM and load. ∙ Adjustable injection quantity per injector (Injector Trim). ∙ Various adjustable fuel injection strategies (MAP, MAF, AlphaN, ITB). ∙ Adjustable deceleration cut-off for injection. ∙ Closed-loop mixture control with a target air-fuel ratio table. ∙ Injector staging. ∙ Connection for a flex-fuel sensor (E85 or BioEthanol). ∙ Switching of the injection field (Table Switch). Ignition ∙ Six (46) individual ignition outputs for "smart coils" with built-in output stages (V12 in wasted spark mode). ∙ Ignition timing with an accuracy of 0.1 degrees. ∙ Adjustable ignition offset for odd-fire engines (Ducati, Harley Davidson, Maserati, PRV engine). ∙ Switching of the ignition field. ∙ Adjustable coil charge time and correction based on battery voltage and acceleration. ∙ Ignition timing correction based on intake air temperature. ∙ Recognition of idle and load-dependent idle timing. Additional Functionalities ∙ Support for various RPM sensing technologies (VR, HALL, Opto) and trigger wheel configurations. ∙ Adjustable RPM limiter (Spark retard, Spark cut, Fuel cut). ∙ Control of idle RPM via PWM motor or stepper motor. ∙ Launch control, flat shift, sequential shift, and shift load relief for automatic transmissions. ∙ Boost control for turbo engines. ∙ Tachometer output. ∙ Control of electric coolant fan. ∙ Control of variable camshaft timing (on/off). ∙ Barometric correction. ∙ Nitrous gas controller. ∙ 0-5V analog inputs for exhaust gas temperature module and knock sensor module. Communication ∙ USB ∙ Bluetooth with unique PIN code ∙ RS232 ∙ CANbus User-Friendliness The EFIgnition can be configured using the most versatile and user-friendly ECU calibration software ever developed: Tunerstudio. The effectiveness of an engine management system relies not only on the electronics but also on the usability of the software. A clear layout and easily accessible functions are crucial for optimal engine tuning. In the 3D tuning menu, the characteristic fields can be quickly and clearly set. Through a module in Tunerstudio (VE Analyze Live), the ECU can automatically adjust itself, which has proven to be highly effective. Data logs can be created and later analyzed using powerful tools for further optimization of the tuning. Robustness Vehicles must perform under the most extreme conditions, such as: - Very high and very low temperatures - High humidity - Splashing water or submersion in wading vehicles - Dust and dirt - Salt in coastal areas and brine in winter - High frequencies of vibrations - Impacts during off-road useA common cause of failure in engine management systems is moisture intrusion. Therefore, the casing of the EFIgnition has been designed to prevent moisture from reaching the electronics. The electronics are fully vibration-resistant within this casing, allowing for installation in the engine compartment of off-road vehicles. Additionally, components have been selected for their high temperature resistance. - 100% waterproof - 100% vibration-resistant - Impact-resistant - Compact designThrough intelligent component placement, a quad-layer PCB design, and a unique custom housing, the EFIgnition represents the most complete and compact engine management system in the world, measuring 115 mm x 65 mm x 28 mm, excluding the connector. A modern automotive-grade connector with a double seal has been chosen to prevent water infiltration. This connector is compact, has proven to be highly reliable, and is also utilized by OEMs in production vehicles. PCB Design All circuit traces have been manually optimized, with separate ground planes for sensors and actuators to ensure trouble-free operation and accurate sensor value registration by the processor. A central ground point with multiple connections promotes trouble-free operation. Rounded circuit traces ensure correct signal transmission without loss or crosstalk. Components that switch high currents are placed close to the connector, and integrated PCB heat sinks with perforations provide cooling for power-fed components. Low-loss power FETs for the high-power output stages minimize internal heat. Circuit traces carrying high currents are designed to be thick, wide, and short, and the quad-layer PCB design contributes to a more compact construction. The ECU operates excellently on 24V systems and features a short-circuit-proof switched 5V power supply with very low self-consumption. The arrangement of inputs and outputs on the ECU connector is logical, and Bluetooth communication is securely shielded from sensitive areas on the PCB. The stepper motor driver is current-protected, and the components are of the highest quality, exhibiting high resistance to extreme temperatures. Our engineers have refined the design until complete satisfaction was achieved. Subsequently, we dedicated hundreds of hours to testing the ECU, covering tens of thousands of test kilometers in the most remote locations in Europe. Based on these tests, we made further adjustments to the design. The final result is a reliable engine management system, rich in innovations and manufactured with the highest quality components that have been proven in practice. https://www.efignition.com/c-3631987/wiring-loom/ https://www.efignition.com/c-3631987/wiring-loom/ PinFunctieKleur/subkleurBijzonderheden 1 5Volt Blue-Red Supply MAP / TPS 2 Lambda Purple-White Analog 0-5V input 3 Coolant Temperature Yellow Thermistor input 4 Air Temperature Orange Thermistor input 5 Digital input PE0 Purple-Green Switch to GROUND 6 Crank signal + Afgeschermd Grey Crankshaft sensor 7 Cam signal + Afgeschermd Blue CAM phase sensor 8 CAN_L Green CANbus signal low 9 12V Supply Red-Green Fuse 2A 10 Ground Black Ground on engine block 11 Massa Zwart Ground on engine block 12 Stepper 1B Grey-Black Max 1A 13 Stepper 2B Grey-Blue Max 1A 14 Ignition A White Pulse Ignition Coil. Max 60mA 15 Progr.output LED15 Pink Switching to ground Max 5A 16 Progr.output JS11 Brown Switching to ground Max 5A 17 FuelPump relay Purple Switching to ground Max 5A 18 PWM F-idle valve Darkgreen-Brown Switching to ground Max 5A 19 Injection Ch1 Green-White Switching to ground Max 5A 20 Injection Ch2 Green-Pink Switching to ground Max 5A 21 Analog input JS5 Dark-Green Analog input 0-5V 22 Analog input JS4 Blue Analog input 0-5V 23 Throttle Position Blue-White Analog input 0-5V 24 MAP Sensor Blue-Yellow Analog input 0-5V 25 Digital input PE1 Purple-Grey Switch to ground 26 Crank signal - Shielded Grey HALL requires 1V Pull-up 27 Cam sensor - Shielded Grey HALL requires 1V Pull-up 28 CAN_H Yellow CANbus signal low 29 SensorGround Black Ground for sensors 30 SensorGround Black Ground for sensors 31 Ground Black Ground to engine block 32 Stepper 1A Grey-Red Max 1A (12V@power-up) 33 Stepper 2A Grey-Yellow Max 1A (12V@power-up) 34 Ignition B Grey Pulse Ignition Coil. Max 60mA 35 Ignition C Pink Pulse Ignition Coil. Max 60mA 36 Ignition D Brown Pulse Ignition Coil. Max 60mA 37 Ignition E Dark-Green Pulse Ignition Coil. Max 60mA 38 Ignition F Blue Pulse Ignition Coil. Max 60mA 39 Injection Ch3 Green-Purple Switching to ground Max 5A 40 Injection Ch4 Green-Black Switching to ground Max 5A POWER SUPPLY AND SAFETY CIRCUITAt least 2 relays are used for the EFIgnition cable harnesses. Main Relay Fuel pump Relay The main ralay / main relay prevents a voltage drop over the original wiring or components such as ignition switch.The Fuel Pump Relay or fuel pump relay prevents the presence of voltage on components such as fuel pump, injectors, ignition coils and other actuators when the engine is not running. We usually place other relays close to the consumer, such as close to a ventialtor. The diagram looks like this: The relays are powered by the battery. The ignition lock gives the relay voltage coil. The main relay switches on immediately when the key switch is turned. The fuel pump relay is operated by the EFIgnition and only comes on when necessary. A typical behavior is that the fuel pump relay switches on for a few seconds when the ignition is switched on and then falls off. When starting, the EFIgnition recognizes a speed and the relay will switch on again. Each group is separately secured. A fuse close to the battery prevents the cable harness from breaking if there is a short circuit somewhere between the battery and the fuse box. SENSORS CLT IAT TPS MAPThe following sensors are all fairly easy to connect. There are a few points for attention. ∙ The thermistor sensors (temperature sensors) are not allowed to make mass anywhere, except on the sensor mass of the EFIgnition. ∙ The TPS sensor can be connected incorrectly so that it works incorrectly or it becomes an adjustable short circuit. ∙ The MAP sensor will break if it is not connected correctly. ∙ There are not enough sensor ground pins on the ECU. These may / must therefore be shared among several sensors. ∙ There is one 5V output for several sensors. So you must / may also split this. CRANKSHAFT AND CAMSHAFT SENSORVR sensor Connecting an inductive or VR sensor is easy. Provide a shielded cable. The shield may only be grounded at the ECU. There are 2 wires in the disconnected cable which come at the plus and minus of the sensor. A HALL sensor or Opto sensor is a bit more difficult in terms of connection. There is a piece of electronics in the sensor. This electronics needs power to work. As a power supply we can use the same wire that supplies the EFIgnition with voltage. The mass of the sensor is made at the central mass point of the ECU. Most of these sensors switch to ground. While the EFIgnition expects a voltage. A pull-up resistor is then required. This is the 2k2 Ohm (2200 Ohm) resistor in the diagram. We need to raise the negative sensor circuit connection of the EFIgnition a bit so that the signal really goes through a threshold voltage when the sensor switches. We do this by making a voltage divider of 10k and 1k and offering the intermediate voltage to the negative connection of the sensor circuit. CONNECT THE LAMBDA CONTROLLERThe lambda controller ensures that the lambda probe is heated precisely to 750 degrees. It also converts the current signal from the lambda probe to a 0-5 Volt signal to be understood by the ECU. The connection differs per lambda controller. The 14Point7 Spartan2, for example, has 6 wires. The Innovate Motorsports LC-2 has 4. Not all wires will be connected (NC). Function 4-pin Superseal LC-2 Spartan2 12V Pin 1 Purple-Red Red Rood Ground Pin 2 Black Black White 0-5V Pin 3 Purple-White Yellow Green SensorGround Pin 4 Purple-Black NC Black NB output NC Brown Brown SensorStatus NC NC Blue CONNECTING THE INJECTORSImpedance Pay attention to which injectors you use. The EFIgnition circuits are only suitable for high-impedance injectors. Measure the resistance of the injectors. This must be at least 10 Ohm. Connection four-cylinder The EFIgnition has a "Low Side" circuit. This means that the injector is switched to ground. The EFIgnition runs the injector channels in order. So make sure that the correct injector is on the correct channel. See also the diagram below. Connection 6/8/12 cylinder The EFIgnition has 4 final stages for the injection. To control a 6 cylinder we use only 3 and we connect 2 injectors parallel to each channel. The engine is now running semi-sequentially. We can do the same with a V8 engine. But now we use the 4th injection channel. With a V12 we use 3 groups and we connect 4 injectors to each group. Connecting the ignition coil(s) EFIgniton output sends out a pulse. Therefore, ignition coils with a built-in ignition transistor must be used, or an ignition module must be added. The connection of, for example, a VAG DIS ignition coil is as follows: If we use ignition coils without a built-in ignition transistor, we must install an ignition module. The connection then looks like this: V8 / V12 engines The EFIgnition has 6 ignition coil channels. However, we do not all have to use these. A 4 cylinder connected to a DIS coil uses only 2 coil channels. The remaining channels can be used for other functions. With a V8 that runs on a DIS coil, only 4 coil channels are used. We can also run a V8 on 8 individual ignition coils. We then let 2 ignition coils spark at the same time. We call this "wasted spark". For example, it is possible to run a V12 with 12 separate ignition coils. If the V12 has 2 spark plugs per cylinder, then we can work with 12 DIS ignition coils, so that 1 coil causes 2 spark plugs to spark. CONNECT IDLE CONTROLStepper motor The EFIgnition has a stepper motor driver. The stepper motor consists of 2 coil pairs that allow the motor to take small steps by switching the coils on and off, but also by reversing the flow direction. There are 2 channels. Each channel has 2 wires. These belong together. If wire 1A plus 12V, wire 1B is ground. If the ECU switches then wire 1A becomes ground and wire 1B plus 12V. The control is fairly precise. If the connection is incorrect, a coil will get 2x plus or 2x minus, so the motor will not work properly. If we do not use a stepper motor but a PWM F-idle valve (or no stationary control at all) then we can use the IAC outputs to control something. For example a Boost-control solonoid or an E-Fan control. The current may be a maximum of 1A. At rest there is voltage on this circuit. So there will be a current if we connect something to it. The pairs 1A, 1B and 2A, 2B belong together and may not be exchanged. The moment the function becomes active, the flow direction will reverse. To prevent that the relay, the actuator or the lamp always stays on, we must include a diode in the circuit (1N4007). PWM F-Idle Valve This valve works with Pulse Width Modulation. There are roughly 2 variants: ∙ 2 wires ∙ 3 wires The wiring goes about the same, except that a resistor of 20 Ohm must be added for the 3-wire. Note: this must be a resistor that can disipate at least 25Watt of heat. Some 2-wire PWM F-idle valves contain a diode. It is particularly important to have the polarity correct for these valves. Test this before connecting the valve. Wrong connection will cause a short circuit and possibly damage the ECU. If no PWM F-idle valve is applied then this port can be freely assigned. Then you can connect this circuit as below and, for example, connect a relay for a fan to it. ANALOGUE INPUTSVarious accessories can be connected to the analog 0-5V input. Such as a pressure sensor (fuel pressure, oil pressure or barosensor), a potentiometer, a knock module or an EGT module. We have connected a potentiometer in the diagram below. Please note: if ignition outputs E and F are in use, the analogue inputs are occupied and nothing may be connected to them. https://www.efignition.com/c-5007545/efignition-88/ https://www.efignition.com/c-5007545/efignition-88/ The EFIgnition 88 is an advanced sequential engine management system designed for engines with up to 16 cylinders. This system precisely controls the opening of the injector within one thousandth of a millisecond and the ignition timing with an accuracy of 0.1 degrees. The EFIgnition 88 is fully programmable and is based on a high-speed automotive-grade 16-bit 50 MHz NXP MC9S12 microprocessor. Features: ∙ Robust construction ∙ Waterproof ∙ Quick and efficient setup ∙ Reliable and trouble-free operation ∙ Advanced functionalities Injection: ∙ Eight (88) individual injector outputs with opening times accurate to 1/1000 millisecond. ∙ Injector timing adjustable to 0.1 degrees per RPM and load. ∙ Injection quantity per injector is adjustable (Injector Trim). ∙ Various fuel injection strategies can be configured (MAP, MAF, AlphaN, ITB). ∙ Siamese intake semi- and fully sequential injection for up to 8 cylinders. ∙ Adjustable deceleration cut-off for injection. ∙ Closed-loop mixture control with an Air-Fuel ratio target value table. ∙ Injector staging. ∙ Flex Fuel sensor compatible (E85 or BioEthanol). ∙ Injection characteristic field switching. Ignition: ∙ Eight (88) individual ignition outputs for "smart coils" with integrated final stages (V16 in wasted spark mode). ∙ Ignition timing with an accuracy of 0.1 degrees. ∙ Adjustable ignition offset for odd-fire engines (e.g., Ducati, Harley Davidson, Maserati, PRV engines). ∙ Ignition characteristic field switching. ∙ Coil charge time adjustable with corrections for battery voltage and acceleration. ∙ Ignition timing correction based on intake air temperature. ∙ Idle recognition and load-dependent idle timing. ∙ Continuously variable camshaft timing control. Additional Features: ∙ Multiple RPM sensor configurations (VR, HALL, Opto) and trigger wheel options available. ∙ Adjustable RPM limiter (Spark retard, Spark cut, Fuel cut). ∙ Idle speed control via PWM motor or stepper motor. ∙ Launch control, flat shift, sequential shift, and shift relief for automatic transmissions. ∙ Boost control for turbo engines. ∙ Tachometer output. ∙ Control of electric coolant fan. ∙ Variable camshaft timing control (continuously variable for up to 4 camshafts). ∙ Barometric correction sensor input. ∙ Nitrous gas controller. ∙ 0-5V analog input for Exhaust Gas Temperature (EGT) module. ∙ Two-channel knock sensor circuit. ∙ Oil temperature input. ∙ Oil pressure input. ∙ Inputs for Vehicle Speed Sensors (VSS) or Wheel Speed Sensors. Communication: ∙ USB ∙ Bluetooth ∙ WiFi ∙ RS232 ∙ CANbus User-Friendliness: The EFIgnition can be configured using the most versatile and user-friendly ECU calibration software ever developed: Tunerstudio. The effectiveness of an engine management system relies not only on the electronics but also on the usability of the software. A clear layout and easily accessible functions are crucial for optimal engine tuning. In the 3D tuning menu, characteristic fields can be set quickly and clearly. Through a module in Tunerstudio (VE Analyze Live), the ECU can automatically adjust itself, which has proven to be highly effective. Data logs can be created and later analyzed with powerful tools for further optimization of the tuning. Data logs can be created and later analyzed with powerful tools for further optimization of the tuning. Robustness: The electronics are fully vibration-resistant within this casing, allowing for installation in the engine compartment of off-road vehicles. Additionally, components have been selected for their high temperature resistance. - 100% waterproof - 100% vibration-resistant - Impact-resistant - Compact designVehicles must perform under the most extreme conditions, such as: ∙ Very high and very low temperatures ∙ High humidity ∙ Splashing water or submersion in wading vehicles ∙ Dust and dirt ∙ Salt in coastal areas and brine in winter ∙ High frequencies of vibrations ∙ Impacts during off-road use A common cause of failure in engine management systems is moisture ingress. Therefore, the casing of the EFIgnition has been designed to prevent moisture from reaching the electronics. Through intelligent placement of components, a quad-layer PCB design, and a unique custom housing, the EFIgnition 88 stands as the most comprehensive and compact engine management system globally, measuring 190 mm x 82 mm x 28 mm, excluding the connector. Connector: A modern automotive-grade connector with a double seal has been selected to prevent water infiltration. This connector is compact, has proven to be highly reliable, and is also utilized by OEMs in production vehicles. PCB Design: ∙ Ground plane ensures interference-free operation and sharp registration of sensor values by the processor. ∙ Central ground point with multiple ground connections for interference-free operation. ∙ Rounded circuit traces ensure correct signal transport without loss or crosstalk. ∙ Components that switch high currents are placed as close to the connector as possible. ∙ Integrated PCB heat sinks with perforations for cooling components that carry high currents. ∙ Low-loss power FETs for high-power output stages minimize internal heat. ∙ Circuit traces carrying high currents are thick, wide, and short. ∙ Quad-layer PCB design for a more compact build. ∙ Wide range supply voltage input. ∙ Switched 5V power supply. Short-circuit proof. Protected against incorrect connections. Very low power consumption. ∙ Logical placement of inputs and outputs on the ECU connector. ∙ Bluetooth/WiFi communication module safely shielded from sensitive areas on the PCB. ∙ Current-protected stepper motor driver. ∙ Equipped with the highest quality components with high resistance to extreme temperatures. ∙ All circuit traces have been manually optimized. Our engineers have refined the design until complete satisfaction was achieved. Subsequently, we dedicated hundreds of hours to testing the ECU, covering tens of thousands of test kilometers in the most remote locations across Europe. Based on these tests, we further adjusted the design. The final result is a reliable engine management system, rich in innovations and manufactured with the highest quality components proven in practice. https://www.efignition.com/c-5221452/wiring-loom-efignition88/ https://www.efignition.com/c-5221452/wiring-loom-efignition88/ STROOMVOORZIENING EN VEILIGHEIDSCHAKELINGVoor de EFIgnition kabelbomen worden tenminste 2 relais gebruikt. ∙ Main Relay ∙ Fuel pump Relay Met het main ralay / hoofd relais wordt voorkomen dat er een spanningsval optreedt over de originele bedrading of componenten zoals contactslot. Met het Fuel Pump Relay of brandstofpomp relais wordt voorkomen dat er spanning staat op componenten zoals brandstofpomp, injectoren, bobine's en andere actuatoren als de motor niet draait. Andere relais plaatsen we meestal dicht bij de verbruiker, zoals dicht bij een ventialtor. Het schema ziet er als volgt uit: De relais worden gevoed door de accu. Het contactslot geeft de spoel van de relais spanning. Het hoofdrelais gaat meteen aan als het contactslot omgedraaid wordt. Het brandstofpomp relais wordt bediend door de EFIgnition en gaat alleen aan wanneer dat moet. Een typische gedraging is dat het brandstofpomp relais enkele seconden aangaat bij het inschakelen van contact en daarna afvalt. Wordt er gestart, dan herkent de EFIgnition een toerental en zal het relais weer inschakelen. Iedere groep is appart afgezekerd. Een zekering dicht bij de accu voorkomt dat de kabelboom kapot gaat op het moment dat er ergens tussen de accu en de zekeringenkast kortsluiting ontstaat. SENSOREN CLT IAT TPS MAPDe volgende sensoren zijn allemaal redelijk makkelijk aan te sluiten. Er zijn wel een paar aandachtspunten. ∙ De thermistor sensoren (temperatuur sensoren) mogen nergens massa maken, behalve op de sensormassa van de EFIgnition. ∙ De TPS sensor kan verkeerd aangesloten worden waardoor deze verkeerd om werkt of het een regelbare kortsluiting wordt. ∙ De MAP sensor gaat kapot als deze niet correct wordt aangesloten. ∙ Er zitten niet voldoende sensor massa pinnen op de ECU. Deze mogen/moeten dus gedeeld worden over meerdere sensoren. ∙ Er is 1 5V uitgang voor meerdere sensoren. Deze moet/mag je dus ook splitsen. KRUKAS EN NOKKENAS OPNEMERVR sensor Het aansluiten van een inductieve of VR sensor is gemakkelijk. Zorg voor een afgeschermde kabel. De afscherming mag alleen massa maken bij de ECU. In de afgeschemde kabel zitten 2 draden welke aan de plus en aan de min van de sensor komen. Een HALL sensor of Opto sensor is qua aansluiting een beetje lastiger. In de sensor zit een stukje elektronica. Deze electronica heeft spanning nodig om te werken. Als voeding kunnen we dezelde draad gebruiken die de EFIgnition van spanning voorziet. De massa van de sensor maken we aan het centrale massapunt van de ECU. De meeste van deze sensoren schakelen aan massa. Terwijl de EFIgnition een spanning verwacht. Er is dan een pull-up weerstand nodig. Dit is de 2k2 Ohm (2200 Ohm) weerstand in het schema. De negatieve sensorcircuit aansluiting van de EFIgnition moeten we een beetje optillen zodat het signaal echt door een drempelspanning gaat als de sensor schakelt. Dit doen we door een spanningsdeler te maken van 10k en 1k en de tussenspanning aan te bieden op de negatieve aansluiting van het sensorcircuit. LAMBDA CONTROLLER AANSLUITENDe lambda controller zorgt ervoor dat de lambda sonde precies naar 750 graden verwarmd wordt. Ook zet deze het stroomsignaal van de lambda sonde om naar een voor de ECU te begrijpen signaal van 0-5Volt. De aansluiting verschilt per lambda controller. Zo heeft de 14Point7 Spartan2 6 draden. De Innovate Motorsports LC-2 heeft er 4. Niet alle draden worden aangesloten. Functie 4-pin Superseal kabelboom LC-2 Spartan 12V Pin 1 Paars-Rood Rood Rood Massa Pin 2 Zwart Zwart Wit 0-5V Pin 3 Paars-Wit Geel Groen Sensormassa Pin 4 Paars-Zwart NVT Zwart NB uitgang NVT Bruin Bruin Sensorstatus NVT NVT Blauw INJECTOREN AANSLUITENImpedantie Let goed op welke injectoren u gebruikt. De circuits van EFIgnition zijn alleen geschikt voor hoog-impdantie injectoren. Meet de weerstand op van de injectoren. Deze dient tenminste 10 Ohm te zijn. Aansluiting viercilinder De EFIgnition beschikt over een "Low Side" circuit. Dat betekend dat de injector aan massa wordt geschakeld. De EFIgnition loopt de injectorkanalen op volgorde af. Let dus wel goed op dat de juiste injector op het juiste kanaal komt. Zie ook het onderstaande schema. Aansluiting 6/8/12 cilinder De EFIgnition beschikt over 4 eindtrappen voor de injectie. Om een 6 cilinder te kunnen sturen gebruiken we er slechts 3 en sluiten we 2 injectoren parralel per kanaal aan De motor draait nu semi-sequentieel. Hetzelfde kunnen we doen met een V8 motor. Maar nu gebruiken we wel het 4e injectie kanaal. Bij een V12 gebruiken we 3 groepen en op iedere groep sluiten we 4 injectoren aan. ONTSTEKING AANSLUITENEFIgniton stuurt een puls uit. Er moeten dus bobines met een ingebouwde ontstekingstransistor gebruikt worden, of er moet een ontstekingsmodule tussengevoegd worden. De aansluiting van bijvoorbeeld een BERU DIS bobine gaat als volgt: Gebruiken we bobines zonder ingebouwde ontstekingstransistor dan moeten we een ontsteekmodule bijplaatsen. De aansluiting ziet er dan als volgt uit: V8 / V12 motoren De EFIgnition beschikt over 6 bobine kanalen. We hoeven deze echter niet allemaal te gebruiken. Een 4 cilinder die op een DIS bobine wordt aangesloten gebruikt maar 2 bobine kanalen. De overige kanalen kunnen voor andere functies gebruikt worden. Bij een V8 die op een DIS bobine draait worden slechts 4 bobine kanalen gebruikt. We kunnen een V8 ook laten draaien op 8 individuele bobine's. We laten dan 2 bobine's tegelijk vonken. We noemen dit "wasted spark". Zo is het mogelijk om een V12 te laten lopen met 12 losse bobine's. Heeft de V12 2 bougies per cilinder dan kunnen we werken met 12 DIS bobine's waardoor 1 bobine 2 bougies laat vonken. STATIONAIRLOOPREGELING AANSLUITENStappenmotor De EFIgnition beschikt over een steppermotor driver. De steppermotor bestaat uit 2 spoelparen die de motor kleine stapjes laat maken door de spoelen aan en uit te schakelen, maar ook door de stroomrichting om te draaien. Er zijn 2 kanalen. Ieder kanaal heeft 2 draden. Deze horen bij elkaar. Als draad 1A plus 12V geeft, is draad 1B massa. Als de ECU schakelt dan wordt draad 1A massa en geeft draad 1B plus 12V. De aansturing komt vrij precies. Bij verkeerde aansluiting zal een spoel 2x plus of 2x min krijgen waardoor de motor niet goed werkt. Als we geen steppermotor maar een PWM F-idle valve gebruiken (of helemaal geen stationair regeling) dan kunnen we de IAC uitgangen gebruiken om iets mee te bedienen. Bijvoorbeeld een Boost-control solonoid of een E-Fan sturing. De stroom mag maximaal 1A zijn. In rust staat er spanning op dit circuit. Er zal dus een stroom lopen als we er iets op aan sluiten. De paren 1A,1B en 2A,2B horen bij elkaar en mogen niet met elkaar gewisseld worden. Op het moment dat de functie aktief wordt zal de stroomrichting omdraaien. Om te voorkomen dat het relais, de actuator of lamp altijd aan blijft moeten we een diode in de stroomkring opnemen (1N4007). PWM F-Idle Valve Deze klep werkt middels Pulse Width Modulation. Er zijn ruwweg 2 varianten: ∙ 2 draads ∙ 3 draads Het bedraden gaat ongeveer gelijk op, alleen moet er voor de 3-draads een weerstand worden toegevoegd van 20 Ohm. Let er op: dit moet een weerstand zijn die tenminste 25Watt aan warmte kan koelen. Sommige 2 draads PWM F-idle kleppen bevatten een blusdiode. Voor deze kleppen is het bijzonder belangrijk de polariteit goed te hebben. Test dit voor de klep aan te sluiten. Verkeerd om aansluiten zal kortsluiting geven en de ECU mogelijk beschadigen. Als er geen PWM F-idle valve wordt toegepast dan kan deze poort vrij toegewezen worden. Dan kunt u dit circuit aansluiten zoals hieronder en er bijvoorbeeld een relais voor een ventilator op aansluiten. ANALOGE INGANGENOp de analoge 0-5V ingang kunnen diverse accesoires worden aangesloten. Zoals een druksensor (brandstofdruk of barosensor), een potmeter, een knockmodule of een EGT module. In onderstaand schema hebben we een potmeter aangesloten. Let er op: als ontsteking uitgangen E en F in gebruik zijn, zijn de analoge ingangen bezet en mag hier niets op worden aangesloten. https://www.efignition.com/c-7646761/efignition46-vs-efignition88/ https://www.efignition.com/c-7646761/efignition46-vs-efignition88/ The EFIgnition 46 is built on the 25MHz MC9S12C64, while the EFIgnition 88 is based on the 50MHz MC9S12XEP100. Both ECUs operate similarly, utilizing the user-friendly interface software: TunerStudio. This software allows for quick, easy, and effective tuning of both ECUs. EFIgnition 46The smaller and slower processor of the EFIgnition 46 is still up-to-date. It has all the necessary functions, sufficient resolution, and speed to ensure optimal engine performance, whether on the track or on public roads. It includes the necessary inputs for basic sensors: ∙ Crankshaft position ∙ Camshaft position ∙ MAP sensor ∙ TPS sensor ∙ CLT sensor ∙ IAT sensor ∙ Lambda sensor It also has the required outputs to control the engine: ∙ 4x Injector output (HighZ) ∙ 6x Coil output (Going high, 60mA, 12V) ∙ Stepper motor output (4-wire, 750mA) ∙ 1x PWM F-idle output ∙ Fuel pump output (ON/OFF) In certain cases, a choice must be made regarding how a function is utilized: ∙ Coil output C (pin 35) OR freely programmable output (pin 15) ∙ Coil output D (pin 36) OR freely programmable output (pin 36) ∙ Coil output E (pin 37) OR tachometer output (pin 37) OR analog input (pin 21) ∙ Coil output F (pin 38) OR tachometer output (pin 38) OR analog input (pin 22) ∙ Digital inputs (2x): ∙ Ethanol sensor (Flex fuel) ∙ Knock input via external module ∙ Table switch for VE/ignition maps ∙ Idle up (Air conditioning) Communication: ∙ RS232 ∙ USB ∙ Bluetooth ∙ CAN bus ∙ Expansion boards ∙ Displays ∙ Lambda controllers Datalogging/autotune: Possible with connected PC or Android. EFIgnition 88This ECU features a much faster processor with more memory and additional input/output pins, making it a powerful option for demanding projects. It still offers a user-friendly experience and includes many features in the software for further refining engine performance, with a significantly greater number of tuning options compared to the EFIgnition 46. As with the EFIgnition 46, the basic sensor inputs are present: ∙ Crankshaft position ∙ Camshaft position ∙ MAP sensor ∙ TPS sensor ∙ CLT sensor ∙ IAT sensor ∙ Lambda sensor Now, there are more connections supported by software: ∙ 2nd lambda input ∙ Oil temperature ∙ Oil pressure ∙ Barometric correction ∙ Freely assignable analog input ∙ 2x Knock sensor input (conditioning circuit in ECU) ∙ 5x VR/HALL inputs for wheel speed, vehicle speed, or multiple camshafts with continuously variable timing The following outputs are available: ∙ 8x injector outputs (if unused, they are freely assignable) (HighZ) ∙ 8x coil outputs (if unused, they are freely assignable) (Going high, 60mA, 12V) ∙ Stepper motor output (4-wire) ∙ 1x tachometer output ∙ Fuel pump output with PWM function ∙ 9x (!) freely programmable outputs with PWM function Digital inputs (4x) for: ∙ Ethanol sensor (Flex fuel) ∙ Knock input via external module ∙ Table switch for VE/ignition maps ∙ 2-step Launch ∙ ALS Datalogging/autotune: The EFIgnition is equipped with a 16GB internal SD card for datalogging. It also has an internal clock powered by a battery lasting 48 hours. Communication: ∙ RS232 ∙ USB ∙ Bluetooth ∙ WiFi ∙ CAN busExpansion boards ∙ Displays ∙ Lambda controllers ∙ E-throttle modules ∙ Transmission controllers EFIgnition 46 VS EFIgnition 88 in use:The hardware differences are significant. The EFIgnition 46 is a highly capable, stable, and reliable ECU that we enjoy working with. For most projects, this ECU offers sufficient I/Os and software support. The EFIgnition 88 has over twice the number of available ports and features. The analog inputs and 5V supplies on the EFIgnition 88 are protected against overvoltage, with three individually protected 5V supplies (1x internal, 2x external). Software: There is more memory available, and larger maps can be utilized. The software capabilities of the EFIgnition 88 are vastly expanded compared to the EFIgnition 46. While the ECU fundamentally operates similarly to the EFIgnition 46, it allows for more activations and refinements in tuning, so you need not feel intimidated by the numerous options. Conclusion: The EFIgnition 88 is an advancement over the 46. Where the EFIgnition 88 excels: ∙ More analog inputs ∙ More hardware outputs, ideal for engines with more than 4 cylinders ∙ Better and more extensive software support ∙ Faster processor with improved performance, accuracy, and resolution ∙ Enhanced hardware protection ∙ Internal datalogging memory with a clock ∙ PWM outputs for fuel pump/water pump/fan ∙ Knock sensor inputs Kenmerk / SpecificatieEFIgnition 46EFIgnition 88 Processor 16‑bit, 25 MHz (NXP MC9S12C64) 32‑bit, 50 MHz (NXP MC9S12XEP100) Max no. cilinders Up to 12 cilinders Up to 16 cilinders Injection stages 4 (LowZ) 8 (LowZ) Ignition stages 6, Going High, 12V, 220 Ohm 8, Going high, 12V, 220 Ohm Ignition resolution 0,1 degree 0,1 degree Injectie‑strategy MAP, AlphaN, ITB, semi‑ and Full­sequentieel (4C) MAP, MAF, AlphaN, ITB, semi‑ and Full-­sequentieel (8C) Closed‑loop strategy 12x12 AFR Target table Ja, met 16x16 AFR target table Flex‑Fuel support Yes Yes Odd‑fire / ignitionoffset Yes, many odd engine configurations possible Yes, many odd-fire engine configurations possible Inputs (sensors etc.) 2x thermistor inputs (CLT, IAT)3x 0-5V analog inputs (Lambda, MAP, TPS) 3x secure thermistor inputs (CLT, IAT, OIL-T)7x 0‑5V secure analog inputs (2x Lambda, MAP, TPS, OIL-T, Spare, BARO) Outputs up to 3 (shared) 9 individual Size 115×65×28 mm, fully encapsulated Behuizing 190×82×28 mm, fully encapsulated Communication / Interface USB, Bluetooth, RS‑232, CANbus USB, Bluetooth, RS‑232, CANbus, wifi https://www.efignition.com/c-3629412/sensors/ https://www.efignition.com/c-3629412/sensors/ The engine management system works together with various sensors. With these sensors she can determine how much fuel the engine needs. And at what time it must be ignited to achieve optimum combustion. In addition, the system can also perform other functions based on measured values. Such as switching on and off the radiator fan, controlling the turbo pressure, controlling a tachometer or shift-light and much more. The basic set of sensors consists of: ∙ Crankshaft sensor with trigger wheel ∙ MAP sensor ∙ Throttle position sensor (TPS sensor) ∙ Coolant temperature sensor ∙ Air temperature sensor ∙ Lambda sensor (broadband) The following sensors can be connected optionally: ∙ Baro correction sensor ∙ MAF sensor ∙ Camshaft sensor ∙ Knock sensor ∙ EGT sensor ∙ Flex fuel sensor https://www.efignition.com/c-3632494/engine-speed-sensor/ https://www.efignition.com/c-3632494/engine-speed-sensor/ The engine speed sensor is the most important sensor of the engine management system. In addition to the speed, this sensor, together with the trigger wheel determines the crankshaft position. In addition to a crankshaft position sensor, a camshaft phase sensor can also be used. The sensors are available in 3 variants. ∙ The Variable Reluctance sensor ∙ The HALL effect sensor ∙ The OPTO sensor The VR sensor This sensor consists of a magnet around which a coil is wound. By moving a piece of metal towards the sensor, the magnetic field will change. The same happens when we pull the metal away from the sensor. The changing magnetic field in the coil of the sensor will generate a voltage. If the metal object moves towards it, the voltage will be positive, if the metal object moves away from it, the voltage will be negative. The signal coming from the sensor is therefore a varying positive and negative voltage. An alternating voltage. We see a new sinus for every tooth of the trigger wheel. The voltage generated by this sensor differs. At starting speed this will be approximately 1 Volt (measured in the AC position). This can be as high as 100 volts if the engine makes a lot of revs. VR sensorThe HALL effect sensor Responds to magnetism. This sensor has its own magnet, but also a piece of electronics that responds to the proximity of a magnet. In the case of a HALL sensor with built-in magnet, the metal of the trigger wheel ensures that the magnetism reaches the sensor. Most HALL sensors will switch to ground if there is metal nearby. This signal is interrupted if there is no metal nearby. The sensor therefore produces no sine wave and the voltage cannot be measured. A "pull-up" resistor is required to make a switching signal. HALL sensorVR or HALL sensor We usually use a VR sensor as a crankshaft sensor. As a camshaft phase sensor we usually use a HALL sensor. We can sometimes see the difference between those sensors, but you can defenetly measure it. A HALL sensor ALWAYS has 3 connections. Namely a power supply (+), a mass (-) and a signal (0). A VR sensor sometimes has 2 connections and if it is a type with a wire it usually has 3 connections. You can measure the coil between 2 connections. This will give a resistance of between 150 and 1200 ohms. You do not measure anything on the third thread. This is the shielding of the wire. The shield ensures that no interference can occur in the signal due to influences from other wiring. With the ECU, this shield must be grounded. We measure much higher resistance values ​​with a HALL sensor. OPTO sensor This is a light lock sensor. This is found in some Japanese cars. For example in the Mitsubishi 4G63 system, used in the first Mazda MX-5, among others. In terms of connection in identification, it behaves the same as the HALL sensor. OPTO sensor https://www.efignition.com/c-3632495/crank-position-sensor/ https://www.efignition.com/c-3632495/crank-position-sensor/ We want to measure the crankshaft position as precisely as possible. We do this with the help of a sensor, the crankshaft sensor. This is usually a VR sensor. Let's take a look at a trigger wheel. We position the sensor at 0.5 to 1.5 mm from the trigger wheel. Normally perpendicular to the teeth. In the example below, the sensor is perpendicular to the teeth. This is quite a rare setup and I would nor reccomend it this way. But it would work. Triggerwheel met HALL sensor in haakse opstellingTrigger wheel The trigger wheel consists of an iron wheel. Do not take aluminum or stainless steel. The sensor does not respond to this. The trigger wheel has a series of teeth of which 1 or 2 are missing. For example 36 teeth, one of which is missing. We are talking about a 36-1 trigger wheel. 36-1 TriggerwheelBy now defining the missing tooth in the system, the ECU knows when there has been a whole lap and what the angle of the missing tooth is with respect to the Upper Dead Point (TDC) of cylinder 1. Ideally we place the missing tooth of the trigger wheel where no spark will have to be given. The ECU will work less precisely in the missing tooth area. For a four-cylinder engine, an angle of 60-120 degrees is therefore excellent. Note: First comes the missing tooth, 60-120 degrees later comes cylinder 1 on TDC. De triggerhweel instellingenThe ECU can calculate the crank angle from the missing tooth. With a 36-1 trigger wheel, we have a tooth every 10 degrees. However, if we now want to make a spark at 25 degrees before the BDP, the ECU will not see a tooth at that time. She then calculates where the BDP is located by measuring the elapsed time from the last tooth. The more teeth on the trigger wheel, the more precisely it runs. The most commonly used standards are: 60-2, 36-1, 36-2 and 12-1. It is important that the number of teeth must be divisible by the number of cylinders and that it is an even number. A 5 cylinder is therefore best run on a 60-2 trigger wheel. If we have a motorcycle that runs 15,000 rpm, you can better reduce the number of teeth. Otherwise the sensor will no longer read the teeth properly. A commonly used standard for motorcycles is 12-1. The trigger wheel is decoded This means that every tooth of the trigger wheel is counted. If the ECU counts an incomplete number (or too many) of teeth, the process is interrupted. The engine will then "hitch". This is a very annoying behavior. But it points you to an error. The ECU indicates it as a "sync loss". By interrupting the process, the ECU ensures that ignition does not occur at an incorrect time. There are many systems that mask a "sync loss". With these systems, the inflammation may be 10 or more degrees earlier than intended. This can cause engine damage. Decoding the crankshaft angle is therefore very important. It ensures a very precise ignition time and gives a very clear signal when there is a fault in the crankshaft signal. Triggerwheel alternatives On some engines there is no crankshaft pulley on which we can attach a trigger wheel. Measuring on the camshaft is a bad idea. The camshaft turns but half the crankshaft speed and the ignition time will be less precise. What remains is an adaptation to the flywheel. We can also drill holes instead of teeth. The sensor reads the same. So now, for example, we are drilling 58 holes at 6 degrees apart. We do not drill 2 teeth. The sensor reads the wheel exactly the other way around, but we can adjust that by changing the sensor polarity. https://www.efignition.com/c-3632496/cam-phase-sensor/ https://www.efignition.com/c-3632496/cam-phase-sensor/ A HALL sensor is usually used as a camshaft sensor. But a VR sensor also works great (Ford Zetec, Duratec, Toyota Supra). Sequential injection If we want to inject or ignite fully sequentially, we need a camshaft sensor. The camshaft sensor tells the ECU the stroke of the relevant cylinder (intake stroke or stroke). The advantage of a fully-sequential injection is that the engine runs a bit quieter, which picks up more quickly, has fewer emissions and is more economical. We inject the gasoline at exactly the time when it is needed. This is normal just before opening the inlet valve. Then the gasoline has time to evaporate and mix, but there is no more turbulence from other cylinders in the manifold. Sequential ignition (Coil On Plug) The advantage of fully-sequential ignition is that the ignition coils are only switched on when needed. This saves heat. If the engine is used at very high speeds, this can be important for the bobiine's. Technically, a DIS ignition or "Wasted Spark" works equally well. The heat problem only occurs at speeds higher than 10,000. Odd-Fire With Odd-fire V6 engines (The PRV engines from the Peugeot 504/604, Volvo 260, Renault and Alpine, DeLorean, Maserati C114) the phase MUST be known. Whether you use a distributor, dual dizzy or Coil per Plug. Due to the 90-degree block angle on a 120-degree offset crank pin, the ignition is divided into an unequal 90-150-degree interval. If we do not know the correct stroke of the engine, the ignition will not take place on time and these engines can be seriously damaged. The EFIgnition supports odd-fire ignition. Trigger wheel The trigger wheel on the camshaft only contains 1 tooth. The sensor will see this just before the missing tooth (s) of the crankshaft trigger wheel passes. At that moment cylinder 1 comes into operation. If the trigger wheel has more than 1 tooth, you can use "polling". The ECU now checks whether the signal is high or low during the missing tooth (s) of the crankshaft. The remaining teeth are ignored. https://www.efignition.com/c-3632446/map-sensor/ https://www.efignition.com/c-3632446/map-sensor/ The pressure in the manifold is measured with the Manifold Absolute Pressure (MAP) sensor. By looking at the density of the air in the manifold, you can determine how much air is now entering the engine. This is not the same for all engine speeds, because the shape of the intake, exhaust and the camshaft profile also plays a role. A motor therefore has a corresponding degree of filling for every pressure and speed. We call this Volumetric Efficiency. Injection The amount of air entering the engine must now be mixed with the correct amount of gasoline. This can be recorded in the VE index. The VE index indicates the degree of filling of the engine and controls how long the injector is open.VE table for fuel metering Ignition timing The correct moment of ignition of this mixture also depends on the cylinder filling.The burning speed depends on the final compression pressure. When the gas valve is almost closed, there is a high engine vacuum. There is then a low final compression pressure. The flame front will slowly spread over the combustion chamber after ignition. It takes more time before the peak pressure is reached. The inflammation must now be relatively early. If the gas valve is open far, the motor vacuum is low. A lot of air is drawn in and the final compression pressure is high. As a result, combustion will take place quickly and peak pressure will occur quickly. The ignition must now be abandoned otherwise the peak pressure will occur too early and the engine will detonate. The firing moment depends on the speed and final compression pressure. We can record the ignition moment in a similar field of ignition. Types of MAP sensors There are many different forms of MAP sensors. Roughly there are 2 forms:External MAP sensors MAP sensors that are built into the manifold. The extene MAP sensor is connected to a vaccine hose. There are a number of important guidelines:The MAP pipeline must be as short as possible. Then the MAP sensor responds faster. The MAP pipe must be connected to the central pipe of the manifold, preferably not near the gas valve and never directly opposite an inlet pipe to the cylinder head. The MAP sensor must be able to drain. So the connection should preferably point downwards. The internal MAP sensor will have its connection directly to the intake manifold. The seal is provided by a rubber or O-ring. Sometimes these sensors also have a built-in air temperature sensor.The operating pressure of the MAP sensor The pressure of the MAP sensor has been chosen by the manufacturer to give an optimal resolution. The MAP sensor is powered by 5 volts. She gains mass and has an output on it that gives a voltage of 0-5Volt. The height of the voltage indicates the pressure. But there are sensors that have a working pressure of 5-105 Kpa and there are sensors that have a working pressure of 25-400 Kpa. We can record the working pressure of the sensor in the EFIgnition software. It is wise to select a sensor that matches the motor. For example, you do not mount a MAP sensor on a turbless motor that can measure up to 500 Kpa. Because then it only works in a voltage range of 0-1 Volts. The indication is then less precise than if we were to use a sensor that would go up to 105Kpa. The correct sensor works almost over the full 0-5 volts. https://www.efignition.com/c-3632450/throttle-position-sensor/ https://www.efignition.com/c-3632450/throttle-position-sensor/ This sensor registers the position and movement of the gas valve. A number of behaviors can be linked to this. The gas valve position or TPS sensor is a potentiometer (variable resistor). A 5 Volt power supply is connected, a sensor mass and the output is a 0-5 Volt voltage. It is important to connect the sensor properly. Otherwise the sensor becomes an adjustable short circuit! De Throttle Position Sensor (TPS)It is important to position the sensor in the center of its working area. For example, at the extreme throttle position, the sensor's stop will never be touched. The zero and full load adjustment can be calibrated in the EFIgnition software. TPS nul- en vollast calibratieAcceleration enrichment In the event of sudden load changes, the MAP sensor responds too slowly to the changing pressure in the manifold. The gas valve registers this earlier and can inject extra fuel to make the engine accelerate nicely. We can adjust this extra amount of fuel based on how quickly the gas valve opens. Acceleration CurveOver-Run Fuel Cut In addition, the EFIgnition can stop the fuel supply if a high speed, a high engine vacuum and a throttle position of 0 are measured. This is called Decceleration stop. This can make a big difference in fuel consumption. We have seen savings of more than 10%. Over-rrun Fuel CutIdle Load Advance Timing The ignition of the engine runs on a knowledge field. The values are determined based on underpressure in the manifold and engine speed. Now, the pressure in the manifold can change slightly during idling, which will change the moment of ignition. This is not desirable. On the other hand, we actually want that if the engine fails to turn, the ignition is brought forward. This is possible by recognizing that the engine is idling. The speed is then low and the throttle position is 0. The ignition now switches to its own knowledge field and therefore runs more smoothly. Idle Load Advance TimingAlphaN and ITB mode For projects where there is little or no motor vacuum present (motors with Individual Throttle Bodies), we cannot determine the amount of air in the motor properly with the MAP sensor. We can then set the EFIgnition to AlphaN. The Y-axis of the characteristic field is now not determined by the MAP sensor, but by the TPS sensor. By the way, a mix of MAP and TPS is possible in ITB mode. ITB's of Individual Throttle Bodies. Afstellen op AlphaN of ITB modusPower off Lastly, we could switch off appliances if we are full of gas. For example the air conditioning. Or the dynamo. In this case, above a gas valve opening of 85% and above 3000 rpm. https://www.efignition.com/c-3632451/coolant-temperature-sensor/ https://www.efignition.com/c-3632451/coolant-temperature-sensor/ Cold start The engine requires up to 80% extra fuel for a cold start. We can record this in the warmup enrichment menu. If we did not have an engine temperature sensor, we would not be able to add extra fuel. We want to have a slightly richer mixture with a cold engine and to have the speed slightly higher. To prevent stopping and so that the engine runs nicer. Registration of the engine temperature is therefore important. Warmup Enrichement CurveTemperature monitoring In addition, the coolant temperature sensor can detect a too high temperature and switch on a radiator fan. Sometimes the engine cools down too far on the highway. Then the thermostat is broken. This is immediately visible in the EFIgnition software. De temperatuur aanwijzing in TunerStudioNTC Thermistor The sensor contains an NTC Thermistor. This means that the resistance changes with increasing or decreasing the temperature. The EFIgnition registers this resistance and converts it into a temperature. Universal sensor Because it is possible to program the characteristic of the sensor in the software, any sensor can be used. But it must be a double-pole sensor so that the sensor does not make electrical contact with the motor. Some Volvo (740) sensors are double pole but still make contact with the engine. These sensors cannot be used as they will make a "ground-loop". https://www.efignition.com/c-3632452/intake-air-temperature-sensor-iat-mat/ https://www.efignition.com/c-3632452/intake-air-temperature-sensor-iat-mat/ Air density The airdensity consists of 2 components. ∙ The air pressure (measured with the MAP sensor) ∙ The air temperature To measure the air temperature, we place a sensor in the intake path. Preferably not in the manifold. There the sensor could make an incorrect measurement due to the motor heating up. Somewhere for the gas valve is ideal. Bosch IAT sensorThe sensor used is a so-called NTC thermistor. This sensor gives an X resistance at a Y temperature. The curve is not linear. We can program the characteristic of the sensor in the EFIgnition. De NTC curve van de Bosch IATThe air temperature sensor has a number of names: Air Intake Temperature sensor (IAT) Manifold Air Temperature sensor (MAT) Together with the MAP sensor, we can determine the air density and therefore the amount of air entering the engine. If we calculate the airdensity, we see that in addition to the pressure, the temperature can have a major impact. The airdensity changes around 8% if the temperature drops or rises 20 degrees.We must of course compensate for this. Otherwise, the engine will run lean in very cold air and too fat in very hot air. The adjustment curve is already included as standard in the EFIgnition base folder, but it is possible to adjust it. De MAT correctie curveAdjustment of ignition time based on MAT (Manifold Air Temperature) The speed of combustion is influenced by the final compression temperature. If the intake air temperature is high, the combustion will proceed faster and we must allow the ignition to take place later in order to have the peak pressure above the piston on the right moment. We can adjust the ignition time based on the measured air temperature. In this way we prevent the engine from detonating when the turbo warms up and thereby gives higher intake air temperatures. The MAT-Based-Timing-Retard Curve https://www.efignition.com/c-3629434/wideband-lambda-system/ https://www.efignition.com/c-3629434/wideband-lambda-system/ The engine runs excellent. But is it also properly tuned? Or is the engine not running properly, but you have no idea where it is? You will only find out if you can measure the mixture correctly.An engine that runs on a too rich mixture often runs very nicely and picks up well. Unfortunately, due to the incomplete combustion, a lot of soot is released and fuel is lost. For the most part, the soot and excess fuel through the exhaust will be vented into the atmosphere. Precious fuel is wasted, the engine has higher wear due to degreasing of the cylinder wall, contamination of the piston ring grooves and dilution of the oil with fuel. This is not a desirable situation. A smoothly running engine runs economical, clean and powerful. With a wideband lambda system you can determine while driving whether your engine is running on the correct mixture. There are roughly 2 types of lambda sensors: ∙ The "narrowband" sensor ∙ The wideband lambda sensor The "narrowband" sensor The "narrowband" sensor owes its name to its output characteristic. Its output voltage is between 0.2 and 1.2 volts. With a stoichiometric mixture, the "narrowband" sensor will emit a voltage of approximately 0.7 volts. However, the measuring range is so tight that in practice we will see the voltage "jump" from 0.2 to 1.2 volts. The mixture compositions that are important to us are outside the measuring range of the jump sensor. The jump sensor is only used by manufacturers to have a follow-on control in part load in order to be able to meet the emission requirements. Under full load the jump sensor is ignored by the standard ECU. The Wideband Lambda sensor This sensor can detect the mixture in a very wide range. In the case of the Innovate Motorsport LC-2, those values ​​are between 7.5 and 22.5 kilograms of air with 1 kilogram of gasoline. Ideally, the engine runs lightly loaded on a mixture of approximately 15.4 kilos of air on 1 kg of gasoline and fully loaded on approximately 12.6 kilos of air on 1 kilo of gasoline. Both values ​​are outside the range of the "jump" sensor, but well within the range of the broadband lambda sensor. A wideband lambda system is very important so that the fully freely programmable ECU can be set properly. The right mixture under the right conditions ensures a long service life and optimum performanceThe highest burning speed is important for optimum performance. That is why the air-fuel mixture must be exactly right. A too rich mixture means waste and will cause the engine to become dirty and wear out and will yield less efficiency / power. A too poor mixture will give a very high combustion temperature, which can cause the engine to detonate. Detonation is very dangerous and can completely destroy the engine within a few seconds. Physics determines for us that we want different mix compositions under different circumstances. When the engine is lightly loaded, it runs more economically on a somewhat poor mixture. When the engine is heavily loaded, it gives a higher power on a slightly richer mixture at cooler combustion temperatures. A freely programmable ECU in combination with a wideband lambda system gives you unprecedented freedoms for optimum engine performance, efficiency and service life. https://www.efignition.com/c-3630227/innovate-lc-2/ https://www.efignition.com/c-3630227/innovate-lc-2/ The LC-2 is a very compact stand-alone air / fuel ratio controller. The LC-2 is the only one in the world that uses 100% digital wideband air / fuel ratio technology and is therefore one of the fastest controllers available on the market. The evolution of the world’s most popular stand alone digital O² sensor controller, the Innovate Motorsports LC-2 builds upon the legacy of the LC-1 by adding simplicity and leading edge technology. The LC-2 utilizes the only 100% digital wideband air/fuel ratio technology on the market! The LC-2’s patented award-winning DirectDigital™ signal processing technology provides data on exactly how rich or lean an engine is running at any load. The LC-2’s self-calibrating circuitry also compensates for changes in temperature, altitude, and sensor condition. The LC-2 includes a digital input/output, 2 full-programmable analog outputs, and is ideal for applications such as dynamometers, data acquisition systems, standalone ECUs, and gauges. The LC-2 can also be "daisy-chained" for cost-effective individual cylinder monitoring, and is fully compatible with our Modular Tuning System (MTS). Key features include: KEY FEATURES ∙ Patented DirectDigital™ Wideband Technology ∙ Wideband O² Compatible with ALL fuel types ∙ Ability to calibrate O² sensor for maximum accuracy ∙ Integrated dual-color status LED (Green/Red) ∙ *Two configurable linear 0-5v analog outputs ∙ Optional sensor cable lengths available: 3ft, 8ft (Included), and 18ft ∙ Positive lock connectors for all connections ∙ Innovate MTS serial in/out ∙ Serial connection to your PC ∙ Real-time display data on screen and/or with powerful LogWorks software *Two fully programmable linear analog outputs to connect to analog gauges, dyno computers, ECUs, piggyback controllers, and other devices with analog inputs. Analog Output #1 (Yellow) is configured as 0 volt = 7.35 AFR and 5 volts = 22.39 AFR; Analog Output #2 (Brown) 1.1 volt = 14 AFR and .1 volt = 15 AFR. With the provided LM Programmer software these analog outputs may also be configured by the user. https://www.efignition.com/c-3766529/14point7-spartan2/ https://www.efignition.com/c-3766529/14point7-spartan2/ Very affordable and excellent wideband lambda controller for the Bosch LSU 4.9 Lambda probe. Spartan 2 is a purebred Wideband Oxygen Controller for the Bosch LSU 4.9 Wideband sensor with no excess. Spartan 2 is crafted with all automotive grade extended temperature components, this means Spartan 2 offers automotive OEM reliability over the widest operating temperature range possible; -40[C] to 125[C]. Spartan 2 is equipped with both an analog Linear Output and Simulated Narrowband Output that is compatible with most gauges, ECUs, dataloggers, etc… The advanced design, highest quality components, and extensive factory calibration means 0.01 Lambda accuracy — without the need for any calibration. https://www.efignition.com/c-3629419/actuators/ https://www.efignition.com/c-3629419/actuators/ Executive elements of the engine management system ∙ Injectors ∙ Ignition coilActive ∙ Passive ∙ PWM stationary bypass air valve ∙ Stepper motor stationary bypass air valve ∙ Camshaft adjuster ∙ Intake trajectory adjuster ∙ Boost control valve ∙ Electric fan control https://www.efignition.com/c-3632475/injector/ https://www.efignition.com/c-3632475/injector/ Injectors come in many different designs. In addition, it is important that we can recognize the correct injectors and select them based on the following criteria: ∙ Ohmic resistance or impedance ∙ Fit / execution ∙ Yield amount in cc per minute (cc / min) ∙ Ohmic resistance of injectors. We can roughly divide the injectors in impedance into 2 groups: ∙ 10 Ohm = High impedance injector Low impedant injectors By default NOT supported by the EFIgnition. These injectors have a coil with very low resistance. This results in a very high current. The only correct way of controlling these injectors is by means of a "Peak & Hold" circuit. The injector is then pulled open at 4 Ampere, after which the current is squeezed back to 1 Ampere. Due to the high opening current, the injector is quickly pulled open and due to the low holding current, it also closes quickly again. The technique of low impedance injectors is outdated by modern injectors with very low inertia for the valve, so that a strong coil is no longer needed. High impedance injectors These injectors are supported by the EFIgntion. The modern types give a very short and stable opening time. The later types of these injectors give a very nice misting so that little precipitation occurs in the inlet. The engine therefore runs more economically and more stably. Fitment In terms of fit, there are various injectors. The lengths vary, but also the shape and the closure in the head and on the fuel rail. The most famous injectors: ∙ Bosch style ∙ EV1 ∙ EV6 ∙ EV14 ∙ Versions on the Bosch style ∙ Pico injector ∙ EV12 ∙ Denso style injectors ∙ Botum feed injectors Injector flow The yield of the injector is very important. This must be large enough to allow sufficient fuel to be injected under full load at maximum speed in the short time available. But on the other hand, it must not be too large so that the dosability in part load / idle run is still sufficient. Various calculators can be found to calculate the correct injector size. Google on "injector calculator". The connection Connecting an injector is fairly easy. See the example below for a four-cylinder. https://www.efignition.com/c-3632478/ignition/ https://www.efignition.com/c-3632478/ignition/ Types of ignition The ignition coil, together with the spark plug, ignites the mixture in the cylinder. The moment of ignition is determined by the EFIgnition engine management system. Different types of ignition systems can be used: ∙ Distributor ignition ∙ Wasted Spark ignition (DIS) ∙ Coil Per Plug or Coil on Plug (COP) ∙ Dual Dizzy (V8-V12 engines and "Odd Fire" engines such as the Maserati C114 and BiTurbo engines) The used ignition system is easy to select in the software: Types of ignition coils We can distinguish 2 types of ignition coils: ∙ Ignition coil with built-in IGBT ∙ Ignition coil without built-in IGBT Capacitive system (eg MSD) These different systems are treated in the submenus of this website. EFIgnition is designed for ignition coils with built-in IGBT, but by using an additional module it is also possible to control ignition coils without built-in IGBT. A capacitive system can also be controlled. https://www.efignition.com/c-3632487/ignition-coil-with-igbt/ https://www.efignition.com/c-3632487/ignition-coil-with-igbt/ The EFIgnition has no built-in ignition output stages (IGBT). The underlying reason is that these end stages can break due to incorrect control, incorrect connection, a defect in the ignition coil and old age. Nowadays there are very many ignition coils available which already have a built-in IGBT. The EFIgniton sends a 12V pulse via a transistor (FET). This transistor is controlled by the processor. The current is limited so that the print path of the ECU does not immediately melt in the event of a short circuit. The maximum current is 60mA at 14V. ∙ At least 2 ignition coils can be connected to 1 channel ∙ A total of 6 channels are available ∙ A V12 engine with a double spark plug per cylinder is no problem for the EFIgnition (24 coils!) Single coil with build in IGBT Double ignition coil (DIS)with build in IGBT's Tripple ignition coil with build in IGBT's Coil On Plug Coil Near Plug https://www.efignition.com/c-3632488/bobine-without-igbt/ https://www.efignition.com/c-3632488/bobine-without-igbt/ The standard coil only consists of 2 coil pairs. The primary coil must be switched by a special transistor, the IGBT. The secondary coil transforms the magnetic field of the primary coil to a high voltage of approximately 20,000 volts. The IGBT has a tough life. She gets voltages of around 400 Volts kicking her door when switching off the high current that flows through the ignition coil. In addition, incorrect control or connection can burn out the IGBT or the printed circuit board. That is why we have chosen not to build the IGBT into the EFIgnition. So EFIgnition cannot directly control a normal ignition coil without IGBT. It needs an intermediate module with built-in IGBTs to be able to switch the high current and catch the high switch-off voltage. A 12V 60mA control pulse comes from the EFIgnition itself. This is sufficient to control 2 modules per channel. You could therefore easely connect 12 output stages to the 6 available ignition channels. Module numberAlternative codeAantal internal IGBT 0 227 100 200 MTR 04 2 0 227 100 209 3 0 227 100 211 4 https://www.efignition.com/c-3633525/capacitive-ignition-system/ https://www.efignition.com/c-3633525/capacitive-ignition-system/ A high-frequency inverter boosts voltage to around 500 volts. This voltage is stored in a capacitor. If the EFIgnition gives a signal to the ignition module, the capacitor will be discharged over the ignition coil. This creates a spark plug with a very high voltage. Benefits: ∙ This spark will be able to ignite very flammable mixtures. ∙ The charging time of the ignition coil is very short. Cons: ∙ The spark ENERGY is lower than that of a standard inductive system ∙ Sets high demands on high voltage cables and components ∙ The inverter is pricey Because the charging time of the capacitor and ignition coil is so short, a spark can occur shortly in succession. For example, multiple times in the same stroke on the same ignition coil. This way you know for sure that the mixture will ignite. But there is another advantage. If we use an enhanced V8 as an example. We run this engine 6000 rpm and we use a distributor ignition, then we run into problems with an inductive charging system for the ignition coil. The normal loading time of a conventional ignition coil is approximately 2.3 milliseconds. The spark duration is approximately 1 millisecond. 6000 revolutions per minute / 60 seconds = 100 revolutions per second. Dividing 1 second by 100 rpm gives 10 milliseconds per revolution. Because it is a four-stroke V8 engine, we need 8 sparks per 2 full engine rotations. 20 milliseconds / 8 cylinders = 2.5 milliseconds However, we agreed that for a strong spark, we needed 2.3 millisecond of charging time and 1 millisecond of sparking time. This amounts to 3.3 milliseconds. This time is not there! The ECU reserves time for the spark and therefore reduces the loading time of the ignition coil. The ignition coil is therefore loaded less strongly, namely with only 1.5 milliseconds. The spark will therefore become considerably weaker. The solution is a cappacitive system. This can charge in less than 1 millisecond and the spark duration is also much shorter. You then have more than enough time to build up a good spark. So in fact only with distributor systems with 6 or more cylinders does capacitive ignition make sense. MSD 6A https://www.efignition.com/c-3632479/idle-air-control-valve-iacv/ https://www.efignition.com/c-3632479/idle-air-control-valve-iacv/ 2 versions are possible as an air by-pass valve: ∙ The Pulse-Width Modulation Fast idle valve / PWM F-idle valve2 wires ∙ 3 wires ∙ Stepper motor4 wires ∙ 5 wires ∙ 6 wires https://www.efignition.com/c-3632489/pwm-f-idle-valve/ https://www.efignition.com/c-3632489/pwm-f-idle-valve/ With a cold engine the crankshaft experiences more resistance. As a result, the engine will run at slower idle speed. We would prefer the engine to idle a little faster so that it stalls less quickly. To arrange this, we need a idle bypass air valve. This allows some extra air to run into the engine around the throttle valve. As a result, the idle speed will increase and be adjustable. These are available in 2 versions of this valve: PulsWidth Modulation idle Valve (PWM F-idle valve) ∙ 2 wires ∙ 3 wires The 2-wire valve contains a spring to return to the closed position. The 3-wire valve does this with an electromagnetism (a coil). To connect Connecting the PWM-Fidle valve is very easy. 2 wires The 2-wire valve contains a coil to open the valve and a spring to close it. The 2-wire valve receives a plus from the fuse box on 1 of the 2 pins. The other pin goes to PWM F-idle connection on the EFIgnition. Note: some valves (eg Ford) contain an extinguishing diode. Wrong connection causes a short circuit!3 wires The 3-wire valve does not contain a spring but 2 coils. The middle pin is the 12 volt connection. The 2 other pins open or close the valve. In general, a 3-thread valve runs more smoothly. The first 2 connections are the same as the 2-wire valve. A wire with a minimum resistance of 25 watts and 20 ohms will be connected to the 3rd connection. It then closes the valve with a small current while the ECU opens the valve with a current controlled by the microprocessor.Freely programmable If this output is not used for a PWM F-idle valve, then this output can be used universally. The wire can become a ground contact when the function becomes active. For example, a relay for a radiator fan can be connected, a solonoid boost, a camshaft adjuster or whatever you can imagine. An example programming for a radiator cooling motor connected to the Fidle output if it is not used by a PWM Fidle valve​ https://www.efignition.com/c-3632491/steppermotor-idle-control-valve-iacv/ https://www.efignition.com/c-3632491/steppermotor-idle-control-valve-iacv/ The EFIgnition also supports a stepper motor. The stepper motor literally works with steps and is therefore very precise. It is slightly more difficult to adjust properly, but after that the result is better. There are four wires on the EFIgnition that can control the stepper motor. They work in pairs. Wire pair 1A and 1B provide the current for coil 1. Wire pair 2A and 2B provide the current for coil 2. It is an interesting circuit. At rest, a voltage of 12 volts comes from wires 1A and 2A. Dr wires 1B and 2B are ground. If a step has to be taken, it turns around, 1B and 2B now become 12 volts and 1A and 2A now become ground. Channels 1 and 2 can switch independently of each other. This creates magnetism in the engine over and over at a different location, which opens or closes the valve step by step. Freely programmable - use a diode (1N4007) If we do not use a stepper motor, then these 2 channels are available to do something else. For example, to switch a relay for a cooling engine. The wires 1A and 1B then belong together. 1A then comes to terminal 85 of the relay, terminal 1B now comes to terminal 86 of the relay. Connection 30 goes via a fuse to the battery plus. Connection 87 goes to the cooling motor. But it doesn't work yet. Because electricity will flow through the relay coil. After all, 1A has 12 volts, 1B gives mass. The relay will switch. If the function is active there will be 1A mass and 1B 12 volts. The relay remains switched on. A relay in series with these wires with the barrier in the direction of wire 1A prevents this. The relay is now not switched on in the normal state. If the function becomes active, current can flow from wire 1B to the relay, through the diode to wire 1A. Make sure you use the correct relay. This may not contain a diode. https://www.efignition.com/c-3632482/nokkenas-versteller/ https://www.efignition.com/c-3632482/nokkenas-versteller/ Modern engines can contain variable camshaft timing. This allows the torque to be increased in certain speeds. There are 2 types: ∙ On / Off variable camshaft timing or lift (Honda VTEC, first BMW VANOS systems) ∙ Continuously variable camshaft timing (VVT-i, Vanos from the BMW TU engines) The EFIgnition contains several freely programmable ports. These can be assigned as a camshaft adjuster. The EFIgnition 46 can control on / off types of camshaft adjusters. Variable camshaft control is possible with the EFIgnition 88 The control The control is by oil pressure which is controlled by a solenoid valve. The solenoid valve has 2 connections. 12 volts come from the fuse box. The ECU switches to ground on the apropiate port. https://www.efignition.com/c-3632483/variable-intake-trajectory/ https://www.efignition.com/c-3632483/variable-intake-trajectory/ https://www.efignition.com/c-3632484/boost-control-valve/ https://www.efignition.com/c-3632484/boost-control-valve/ Turbo technology is a great way to get more out of an engine. With the EFIgnition we can even control the turbo pressure. With the Boost Control valve. Or better known as Boost Control Solonoid. Normally, a hose runs from the pressure side of the turbo to the Wastegate Actuator. We can place the Boost Control Solonoid in between. This is even fitted as standard on the Borg Warner EFR turbo below. The Boost Control Solonoid transmits the pressure from the pressure side of the turbo to the wastegate actuator at rest. The wastgate actuator works with a press cylinder and a spring. The moment the pressure increases, the spring will be pressed in and open a valve in the turbo, as a result of which the exhaust gases will no longer pass through the turbine housing, but will run into the exhaust via a bypass. The turbo therefore stops building up pressure. Universal Boost Control SolonoidWith the Boost Control Solonoid we can only increase the pressure. It is therefore important to choose a Wastegate Actuator with a low opening pressure. This lowest pressure cannot be manipulated by the EFIgnition. The EFIgnition can increase the turbo pressure based on the accelerator pedal position and speed. For example, we do not have enormous turbo pressure if we do not press the gas pedal deeply. And we get more turbo pressure as we give more gas. This creates the feeling of an atmospherically aspirated engine, but with much more torque. https://www.efignition.com/c-3632485/e-fan-control/ https://www.efignition.com/c-3632485/e-fan-control/ https://www.efignition.com/c-3632982/webshop/ https://www.efignition.com/c-3632982/webshop/ Welcome to the EFIgnition webshop. You can click further in the subcategories to place your item in the shopping cart of your choice. The prices in the webshop are exclusive of VAT. Note: Orders placed after Thursday, March 12 will be delivered starting March 30​ https://www.efignition.com/c-3633202/efignition/ https://www.efignition.com/c-3633202/efignition/ https://www.efignition.com/c-3633208/14point7-lambda-system/ https://www.efignition.com/c-3633208/14point7-lambda-system/ https://www.efignition.com/c-3633209/sensors/ https://www.efignition.com/c-3633209/sensors/ https://www.efignition.com/c-4266507/map-sensors/ https://www.efignition.com/c-4266507/map-sensors/ https://www.efignition.com/c-3644415/triggerwheels/ https://www.efignition.com/c-3644415/triggerwheels/ https://www.efignition.com/c-3633210/actuators/ https://www.efignition.com/c-3633210/actuators/ https://www.efignition.com/c-3773977/ignition/ https://www.efignition.com/c-3773977/ignition/ https://www.efignition.com/c-4351915/fuel-system/ https://www.efignition.com/c-4351915/fuel-system/ https://www.efignition.com/c-3639815/connectors/ https://www.efignition.com/c-3639815/connectors/ https://www.efignition.com/c-3639816/consumables/ https://www.efignition.com/c-3639816/consumables/ https://www.efignition.com/c-3783651/training-engine-management-systems/ https://www.efignition.com/c-3783651/training-engine-management-systems/ The course dates are planned on: ∙ Saturday 4 April 2020 ∙ Saturday 9 May 2020 ∙ Saturday 6 June 2020 ∙ Saturday 4 July 2020 ∙ Saturday 5 September 2020 ∙ Saturday 3 Oktober 2020 ∙ Saturday 7 November 2020 ∙ Saturday 12 December 2020 Engine management systems .....Really hard to learn? Is not too bad. Once you've seen such a system work in real life and you catch up on what the mysterious dark box is actually carrying out. We provide training. In one day (10.30-15.00) we show how you can work with programmable engine management systems. Which parameters matter and what you should take into account. Content The basic topics that will be covered in the course: ∙ Sensors ∙ Actuators ∙ Fuel amount and VE table ∙ Mixture composition and AFR Target table ∙ Lambda control ∙ Ignition timing in / adjust and Ignition timing table ∙ Fine tuning or "tuning" ∙ The software and tools ∙ Programmable outputs ∙ Extra Inputs The approach of the course: A lot of people are busy with their hobby and passion. These people prefer not to leave work on their vehicle to companies. They experience great pleasure in being able to do this themselves. We support these people with the help of this course and the further support process. We thus increase the technical knowledge and skills of our customers and make them independent. Practical information Address: Einsteinstraat 78, Reeuwijk, 2811EP. Course start: 10.30 am (from 10 am the coffee is ready). Break from 12 noon to 12.30 pm, lunch will be provided by us. End of course: somewhere between 3 p.m. and 3.30 p.m. You can register for the course by ordering it and paying for it in the webshop. At checkout you can click "pick up", no shipping costs will be charged. If you are unable to attend and report this in advance, we will transfer you to a later date. You will receive a confirmation e-mail with all further information the Monday before the start of the course.After the course there will be time for networking with like-minded people and asking more specific questions to the trainer. https://www.efignition.com/c-3645167/portfolio/ https://www.efignition.com/c-3645167/portfolio/ ENGINE MANAGEMENT SYSTEMS FOR COMBUSTION ENGINES.That is our specialty. That is our strength. Many people ask us: "I have a brand X car, type Y. Do you know that too?" We are not specialized in brand X and type Y. For example, cars, motorcycles, mopeds, trikes and other vehicles run on our systems. From all brands. And all types. Every day on the road. On the circuit. On the cross track. Off road. But planes also fly. Aggregates are running on it. Mopeds. Boats. If it has a combustion engine, the EFIgnition is ideal for optimizing fuel and ignition control. Our weakness in marketing may be that we are not specialized in brand X and type Y. But we always know more about the control and optimization of the engine of that vehicle than the companies that do specialize in brand X, type Y. Take a look at our extensive portfolio of projects. And understand that we cannot show even 2% of the craziest projects that we work on every day. https://www.efignition.com/c-4775316/alfa-romeo/ https://www.efignition.com/c-4775316/alfa-romeo/ Nord engineA great example of an Alfa Romeo Nord Twin-Spark with ITBs, injection and distributor-less ignition.​The Nord engine is an aluminum four-cylinder with a double camshaft. 8 valves. Developed in 1954 and in production until 1997. This engine is used in almost all classic models of Alfa Romeo. The best known are the Alfa Romeo Giulietta, the GTV, Alfetta, Spider, 75 Turbo and even in the 155 and 164. The later models of this engine already had the L-jetronic system with a 60-2 triggering on the crankshaft and electric injectors. The older models with carburetor are therefore very easy to convert to injection using the EFIgnition system and some donor parts from the newer engine. Het belangrijkste onderdeel voor een goede motorsturing: De krukas pulley met 60-2 triggering en inductieve krukas positie opnemerBut the newer versions also benefit considerably by applying better electronics, replacing the district air weigher with a MAP sensor and applying distributor-free ignition. We have seen the Alfa Romeo Nord engine in Turbo variant deliver well above 300 hp without further reinforcements on the circuit. Without breaking! Twin spark Some "tuners" do not control the 2nd spark plug. It doesn't matter, they argue. The real reason is that their used equipment cannot steer the 2nd coil or lack the knowledge to connect it correctly. The engineers at Alfa Romeo had not just placed a second spark plug in the combustion space. The flame front spreads much faster in the combustion chamber, so that the ignition must be set approximately 10 degrees later in order to get the peak pressure at the right moment. The piston is counteracted less in its rising (compression) stroke. The efficiency of the motor increases as a result. The EFIgnition can control up to 12 ignition coils, so the Twin-Spark engine is no problem at all. VVT The later versions had Variable Valve Timing. The system was called "variatore di fase" by Alfa Romeo. This gives the engine a wider power band (high torque over a wider speed range by hydraulically turning the camshaft. An electric valve in an oil channel ensures switching on. The VVT is excellent to control with the EFIgnition. Necessities ∙ ECU + Wiring harness ∙ 60-2 pulley and crankshaft position sensor from Alfa Romeo ∙ Throttle position sensor ∙ Coolant temperature sensor ∙ MAP sensor ∙ Air temperature sensor ∙ Broadband lambda sensor ∙ EV14 injectors for the best results ∙ 1x DIS coil + cable set for the normal engines, 2x DIS coil + cable sets for the Twin-Spark engines ∙ Stepper motor ∙ Boost-control solonoid for the turbo engines ∙ Installation package The V6 Busso engine The 60 degree V6 engine is available in various variants. The simplest is the 2.0 liter with 12 valves. This occurs for example in the classic GTV and 75. The most powerful is the 3.2 liter 24V. In between there are also interesting variants such as the 2.0 24V Turbo of the 916 GTV. It is a beautifully built "even fire" engine. The later models had a 60-2 trigger wheel on the crankshaft as standard. So even the very early models are very easy to convert to injection. We have worked on these engines in the Alfa Romeo GTV (both the classic model and the 916), the SZ, a 155 racer's and many more models, among others. It is a beautiful engine to look at. And they run fantastic on an EFIgnition system. De Alfa Romeo 155 is er nooit geweest in V6 uitvoering. De EFIgnition systemen maken de motorswap eenvoudiger en de motor draait beter en krachtiger dan op het originele motormanagement systeem.Necessities ∙ ECU + Wiring harness ∙ 60-2 pulley and crankshaft position sensor from Alfa Romeo ∙ Throttle position sensor ∙ Coolant temperature sensor ∙ MAP sensor ∙ Air temperature sensor ∙ Broadband lambda sensor ∙ EV14 injectors for the best results ∙ 1x 6C DIS ignition coil + cable set or 6 pin ignition coils. If the ignition coils from Alfa Romeo are used, 2x3 channel ignition drivers are required ∙ Stepper motor ∙ Boost-control solonoid for the turbo engines ∙ Installation package The Boxer engines Even the 1.4 boxer from the Alfa Romeo Alfasud and 33 is equipped with an EFIgnition. A wonderful engine that makes touring easy. Kicks it easily above 150 hp which is a lot for such a small engine. Deze Alfa Romeo 33 beschikt over meer dan 150 pk uit een 1.4 motortje. Necessities ∙ ECU + Wiring harness ∙ 60-2 pulley and crankshaft position sensor from Alfa Romeo or a 36-1 universal triggerwheel with universal sensor. ∙ Throttle position sensor ∙ Coolant temperature sensor ∙ MAP sensor ∙ Air temperature sensor ∙ Broadband lambda sensor ∙ EV14 injectors for the best results ∙ 1x DIS ignition coil + cable set ∙ Stepper motor ∙ Installation package The Twin Spark engines: The newer Twin Spark engines are found in the Alfa Romeo 155, 145, 146. They are well-balanced engines that can be incredibly powerful when blown. Controlling the Twin Spark system is no problem at all, just like the on-off camshaft adjustment (VVT). We also supported conversion projects where these engines were equipped with a turbo. Among others, Novitec has made kits for these engines. Only its electronics were dramatic. With the EFIgnition this kit really comes into its own. For the later models where the revolution counter and the water temperature run over the CAN bus: No problem. The EFIgnition has a CANbus chip and provides the dashboard with the necessary information. Alfa Romeo 147 with turbokit Necessities ∙ ECU + Wiring harness ∙ MAP sensor ∙ Air temperature sensor ∙ Broadband lambda sensor ∙ four-channel ignition driver ∙ Stepper motor ∙ Boost-control solonoid for the turbo engines ∙ Installation package https://www.efignition.com/c-4776206/austin-healey/ https://www.efignition.com/c-4776206/austin-healey/ Have you ever driven a really good Austin Healey 3000? De Austin Healey 3000 van de heer MorskateOne where you never have to be under the hood again for a carburetor adjustment or ignition? One that shifts fine, steer well, brake and drive? One that you can let your wife ride without having trouble with the service? It's possible. And it's a fantastic experience. The engine is equipped with a new intake manifold with 1 central gas valve with potentiometer, 6 injectors, stepper motor, combined MAP / intake air temperature sensor. A new coolant temperature sensor has been installed and a lambda probe has been installed in the exhaust. The ignition is provided by a distributorless DIS ignition coil. The timing of the spark and the air / fuel mixture is taken care of by the EFIgnition ECU (Engine Control Unit). We can talk about it for a long time. But ... Images speak for themselves. Intake manifold fabricationWiring loom installationThe end resultThis is genuinely a resto mod in its best form. It goes without saying that the capacity has increased. The consumption has decreased less than expected. But that is probably because it is so much fun acceleration with this car. The car produces below 200ppm HC and runs on less than 1% CO. That is enormously clean for such a motor without a catalyst. In itself this engine is no different from other projects. It is just as difficult or easy to convert as other engines. There were a few details that made it interesting: The intake manifold is custom build. The diameter of the supply line of the tank is insufficient for the injection system. Finally, a "swirl pot" was added. An electric carburetor pump fills the buffer tank. The buffer tank contains a high-pressure pump which supplies the injectors with sufficient fuel. A hole had to be drilled in the block for the coolant temperature sensor. This can be next to the thermostat and this is not very exciting. Interested in such a conversion? We can help you with it or carry out the complete conversion for you.Necessities ∙ ECU + Wiring harness ∙ Triggerwheel + crankshaft position sensor ∙ Intake manifold ∙ Throttle body with throttle position sensor ∙ Coolant temperature sensor ∙ MAP sensor with combined air temperature sensor ∙ Broadband lambda sensor ∙ Bosch EV14 injectors ∙ 6C DIS ignition coil with spark plug cables ∙ Stepper motor ∙ Installation package ∙ Proefdraaien met een nieuwe Austin Healey 3000 motor met EFI ombouw.Er is een PiperCams Rally 300 nokkenas gemonteerd op deze motor.Close-up van de bedrading in aanbouw. https://www.efignition.com/c-4776351/aston-martin/ https://www.efignition.com/c-4776351/aston-martin/ James Bond's brand. Beutifull cars... De Aston Martin DBS V8 met mechanische injectieBut the most problematic is the DBS. This has a beautiful V8 engine. A well-developed engine with here and there some flaws in the mechanics. However, these can be easily solved by the company with which I collaborate on these cars. The most important problem is in the fuel system. There is a mechanical injection system on it. These systems can only be adjusted at a few companies at very high costs. And a guarantee up to the front door. You know what that means. When the car was new it worked. Now these cars are 40 years old. And now we can achieve much more with modern electronics. Time for an EFIgnition retrofit. Het typeplaatje schept verwachtingenTogether with the Hovri company in Tynaarlo I regularly work on these cars. The mechanical injection system is carefully assembled, preserved, packaged and returned to the customer so that the car can always be returned to its original condition. Although I don't think anyone would want that. Fijnafstelling aan de unieke gaskleppen van deze DBS na installatie van de EFIgnitionThe engine is equipped with a trigger wheel on the crankshaft pulley with corresponding crankshaft position sensor. The modern Bosch EV14 electric injectors are now placed in the original mechanical injector holes. A new custom-made fuel rail takes care of the fuel distribution to the injectors. Furthermore, the necessary sensors such as a throttle position sensor, coolant temperature sensor, MAP sensor, air temperature sensor and broadband lambda probe are placed. Vervanging van de standaard luchtomloopklep door een stappenmotorFor the ignition there is a choice of a single ignition coil with distributor, a distributor-free ignition system or an ignition coil per cylinder. From a cosmetic point of view, the standard distributor is usually used, but the timing of the spark now comes from the EFIgnition trough the crankshaft position sensor, which already gives a much better running engine and more control. A stepper motor is installed to control idle RPM. Opgeruimde en volle motorruimte in de Aston Martin DBS V8Ultimately, there is little to see from the result. The wiring is easy to hide and the added parts could also have come from the Aston Martin factory. However, the difference in engine running is overwhelming. The engine can now suddenly run on a stoichiometric mixture without losing its stability. Fuel consumption and emissions are greatly reduced. The power increase is difficult to prove with such a potent V8 without losing your driver's license or getting rid of it. But it will certainly be there. The engine responds fine and alert to the gas. Knows an excellent cold start and does exactly what is expected of him. In itself, the Aston Martin DBS V8 is no more complicated to build into an EFI system than other engines. The details are in: ∙ the manufacture of the fuel rails ∙ placing the injectors ∙ placing the trigger wheel and associated sensor ∙ The connection of the MAP sensor in the right place, this connection may not be in the bypass air duct ∙ Synchronous adjustment of the complicated gas valves Another great project is an Aston Martin Lagonda. De geweldig mooie neus van de Aston Martin LagondaA very impressive car. With another fantastic V8 in the engine compartment. De enorme V8 van de Aston Martin LagondaThis car too has been converted to electronic fuel injection and distributor-free ignition. This is now running very well. Soon more photos will appear of this very special Lagonda. Because there is only one like this .. Een hele verzameling Lagonda's!The owner still has a few of them, these will eventually come next for an EFIgnition conversion, I expect. https://www.efignition.com/c-3645270/citroen/ https://www.efignition.com/c-3645270/citroen/ Citroën cars have many enthusiasts. Consider the Citroen DS. But also at the SM. And of course the car with the longest type designation ever: The CX 2500 GTI Turbo II. But also the 2CV. And the more modern cars like the Xantia Aktiva V6 / 2.0CT, XM V6, AX and Saxo Sport. A small impression of the projects at Citroen's that we have implemented in recent years. The Citroen DS Unrivaled in comfort. The engine is unfortunately not that special technically, but it fits well with the character of the car. The i.e. versions were provided from 1973 with the D-jetronic electronically controlled injection system. This system was by no means faultless. The pressure sensor for the intake air pressure works quite roughly. The injectors have a low impedance with ballast resistance and have no best dosing and no atomization, but blow the fuel into the engine with a large jet. With the modern sensors and electronics of today, these cars undergo a true metamorphosis in terms of cold start, flexibility, power, emissions and consumption. Citroen DS wiringloom under constructionIn addition, fun things with the engine are possible. For example, it is not very complicated to convert the lower block of a Citroen CX 2500 to make it suitable for a DS. In combination with the DS cylinder bushes and pistons you get a long stroke and a large bore. The stroke volume then becomes almost 2600cc. In combination with a C35 final transmission, you will get a DS that remains powerful and comfortable. Sensors The engine is more difficult to provide with a modern engine management system than the average engine. This has to do with the lack of the crankshaft pulley. The only correct way to provide the engine with proper crankshaft position recognition is to install a hole pattern in the flywheel. And for that, the gearbox must be dismantled. A distribution table is used to drill a 5 mm deep hole in the flywheel every 6 degrees. We do not drill 2 holes. This creates a 60-2 trigger pattern. After this we let the flywheel balance.The drive wheel of the hydraulic pump, dynamo and water pump runs at camshaft speed. If we place a HALL sensor there, we can inject fuel sequentially. The ignition can also be controlled sequentially. Of course we replace the coolant temperature sensor for a modern one. This can be screwed in easily. The old pressure box is replaced by a modern MAP sensor with built-in temperature sensor and this is placed directly on the manifold for the smallest possible delay of the negative pressure signal. The original throttle position sensor works with "steps". We install a new sensor of the potentiometer type. Finally, we add a sensor that the DS has never had. The broadband lambda sensor. This sensor ensures that we can adjust the engine optimally in terms of consumption, emissions, performance and comfort. In this way we have equipped the DS with a cathalysator. This car therefore meets the> 1994 emission requirements on the four measured gases (oxygen, hydrocarbons, carbon dioxide and carbon monoxide) and is therefore less polluting and odorless. Ignition The engine can be equipped with a coil per cylinder, which fits nicely into the spark plug shaft of the cylinder head. High-voltage cables no longer run over the motor. An alternative is a distributor-free DIS ignition. And it is also possible to continue to use a single ignition coil with distributor to preserve the original looks. The timing, however, comes from the crankshaft position sensor and is therefore extremely stable and accurate, which ensures smooth engine running, lower consumption, fewer emissions and higher performance. De "Penbobine". Voor de Citroën DS en CX gebruiken we een kortere versie.Injection Our first DS projects were still equipped with Citroen CX 2500 GTI injectors. But these injections were not really an "upgrade". In addition, they have already used a best message and they are no longer for sale. That is why we have come up with a way to enable the installation of a new type of Bosch EV14 injector. We have found a very compact injector and made a special adapter. This gives us a much nicer atomization and dosage of fuel. The problem of the digestive fuel hoses of the injector has also been solved. These are now very easy to service. Simple, but very effective. De echte injector upgrade voor de Citroën DS en SMAir circulation valve The DS originally had a range of valves with washing elements and air circulation systems. Certainly the Hydraulique models. We can replace all these systems with 1 component. The stepper motor. This controls the static speed very precisely. The ECU can get an input from the brake contact in order to lower the speed even further for the semi-automatic versions. Citroen had big plans with the DS in terms of motorization. Unfortunately, little came of that and it now has the legacy of the traktion avant. Still, the relatively simple four-cylinder can run beautifully and fits well with the car. Tested in a rally car Finally an image of our system in action: the Rally DS of Harry Martens from Limmen. This car is exposed to considerable hardship almost every week during rallies. And he regularly has something to repair. The only thing he has never had problems with is the engine management system that we have installed for him. The testing ground for reliability and performance! De Citroen DS Rally van Harry MartensWe have complete conversion kits available for the Citroën DS. Necessities ∙ ECU + Wiring harness ∙ Modification flywheel + balancing and crankshaft position sensor ∙ Throttle position sensor ∙ Coolant temperature sensor ∙ MAP sensor ∙ Air temperature sensor ∙ Broadband lambda sensor ∙ EV14 injectors + adapter for the best results ∙ 1x ignition module 1 channel / 1x DIS ignition coil + cable set / 4 pin ignition coils ∙ Stepper motor ∙ Installation package The Citroën SM The EFIgnition developed around the SM engine. The SM has an odd-fire 90 degree V6 Maserati engine designed by Mr. Alfieri. Typo C114. In principle, it was supplied in a carburetor version. Unfortunately, carburetors have some problems. The lead plugs rot out. The fuel in the float chambers evaporates, so the engines often start poorly. Carburetors are struggling with the current fuel (ethanol content) and are now worn out. The first injection models came in 1973. After a few years, these were frequently converted to the simpler carburetors. This is wrong, because the injection models can run much better than the carburetor models! The modernization of the engine control The conversion of the SM to modern fuel injection and electronically controlled ignition has enormous advantages. For example, we have seen an improvement in practical consumption from a normal 1 liter per 8 kilometers to 1 liter at 13 kilometers. The engine runs very smoothly and delivers great torque over the entire speed range. The cold start is no longer a problem and the wear and tear of the engine is over by the precise dosing of the fuel. No more gasoline that pollutes the oil. Also in the city and traffic jams it is now excellent to drive without weird behavior. If you give the car space and you accelerate ... Then the beautiful sound of the odd-fire V6 engine comes up. The torque starts at a low speed and as the revs increase the horsepower increases. In combination with the hydraupneumatic suspension and the Diravi steering, this gives a unique experience. We have provided many SMs with new electronics and were the first pioneers. The odd-fire engine is not an easy engine to fathom. And it has cost us some sweat and tears. But this was more than worth it! Aan het werk op locatie bij een klant aan de fantastische odd-fire V6 van MaseratiSensors A modification to the flywheel is necessary for a proper conversion. Only then does the ECU receive a reliable crankshaft position signal and this ensures optimum timing and precision of the ignition moment. In addition, this engine MUST be equipped with a camshaft sensor. The reason for that: the odd-fire V6 design. This can be placed on the intermediate shaft. Together they form the basis for a new way of lighting. Vliegwiel Citroen SM met 36-1 triggerpatroonThe engine is equipped with a new coolant temperature sensor. This fits in the original hole. The MAP sensor is connected to the manifold through a hose. But not on the original connection. Citroën made a mistake there in 1973 by placing that connection directly opposite an inlet pipe. As a result, the measured pressure at certain speeds will deviate from the actual pressure. An air temperature sensor is placed in the air flow between the filter and the gas valve. The standard throttle position sensor works with "steps" and is not usable. We mount a potentiometer type gas valve position sensor. Finally, a broadband lambda sensor enters the outlet to control the mixture very precisely under all circumstances. Injection There are 2 options. The carburetor models benefit the most from injection manifolds. But these have become very scarce and thrown in the trash by many after an injection-carburetor conversion. An alternative is to replace the carburetors with throttle housings in which injectors can be placed. So-called "Individuval Throttle Bodies" or ITBs. I prefer the original injection manifolds. But the ITBs already give a lot of advantages over the carburetors. Citroen SM voorzien van ITB gasklephuizen en een spacer zodat het luchtfilter weer op de originele plek komtIf the engine has injection manifolds, we will replace the injectors with new Bosch EV14 injectors. The injector is mounted in the manifold through a special adapter. This makes the rubber hoses of the injectors serviceable again. The new injectors dose and atomize better, making the engine quieter, more efficient and more powerful with less consumption and emissions. De nieuwe Bosch EV14 injector past in het originele spruitstuk en geeft een betere verneveling en dosering. De slang aansluiting is servicable.Ignition The ignition of the Citroën SM is special. Originally, the designer Alfieri approached the engine as 2 separate 3-cylinder engines. There were 2 contact points. 2 ignition coils and 1 split rotor / distributor, each with its own ignition coil, providing its own cylinder row. Adjusting these contact points was not easy and a special test bench was needed to synchronize the moment of ignition between the different cylinder banks. Slimmeriks like Van de Laan, Rootselaar and 123 ignition had thought that it could be better with 1 ignition coil. But they made a big mistake. Due to the odd-fire configuration you could partly see it as V8. The ignition takes place every 90 degrees to 150 degrees. It is just about 90 degrees. If we run 6000 rpm, the cycle time of 2 crankshaft revolutions is 20ms. If we calculate with 90 degrees, then we are left with: 720 degrees / 90 degrees = 1/8 of those 20ms. That is 2.5 ms. The ignition coil must be loaded in these 2.5ms and the spark must be made. A normal loading time of an ignition coil is approximately 2.3 ms. The duration that must be reserved for the spark is 1 ms. So there is only 1.5 ms left for the spark. 123 ignitions in particular use less powerful ignition coils because their integrated end stages otherwise become too hot and therefore require an even longer loading time to be able to make a spark of sufficient strength. The original approach to Citroën (or Maserati) was not that bad. It can also be different. With the EFIgnition you can choose: ∙ An ignition system with 1 ignition coil in combination with the PRV rotor / distributor cap (just like the Van der Laan, Rootselaar and 123 but with a much more precise timing). ∙ An ignition system with 2 ignition coils, similar to the original Maserati design. But then again with an exact timing of the ignition moment without passing through the crankshaft position sensor, camshaft sensor and the ECU instead of (expiring) contact points. ∙ An ignition system with 6 ignition coils. This actually the best solution for this engine. The load time problems are absent. Only very short high voltage cables are needed. And the distributor has become superfluous. We apply this conversion the most. This is also the most easy to apply because you cannot be mistaken with the ignition sequence and spark plug cables. Then you can still talk about originality. But in the end the intake manifolds come over it and so you don't see anything of it anymore. But do you have a fantastic and maintenance-free ignition system that you can rely on. De Citroen SM motor voorzien van 6 losse bobine met korte hoogspanningkabelIdle Air Control Valve (IACV) We use a modern stepper motor for very precisely adjustable idle speed. This makes the closed loop motor adjustable and functions such as "dashpot" can be activated (temporarily slightly increasing the idle speed in the event of sudden gas release to prevent oil consumption and turning off). We have complete conversion kits available for the Citroën SM. Necessities ∙ ECU + Wiring harness ∙ Modification flywheel + balancing and crankshaft position sensor ∙ Throttle position sensor ∙ Coolant temperature sensor ∙ MAP sensor ∙ Air temperature sensor ∙ Broadband lambda sensor ∙ EV14 injectors + adapter for the best results ∙ 1x ignition module 2 channel / 6 individual ignition coils ∙ Stepper motor ∙ Installation package Citroen CX 2500 GTi (Turbo) We regularly come across the Citroen CX with the 2400 and 2500 engine in our workshop. The crankshaft pulley is also absent from this engine. We regularly supply kits to CX-Basis in Germany for these cars. They have experimented with a trigger wheel behind the distribution cover. But in the end they abandoned that plan and now they just apply the modification to the flywheel, just like the Citroen DS and SM. This also makes the engine a more difficult candidate for conversion. Prototype aanpassing distributiedeksel van CX-Basis.deMet een verdeeltafel wordt iedere 6 graden een 5mm diep gat in het vliegwiel geboord. 2 gaten boren we niet. Daarmee ontstaat een 60-2 trigger patroon. Hierna laten we het vliegwiel balanceren.The Turbo models are the nicest to tackle. That is where you win the most. The engines are wonderfully smooth and deliver fantastic torque. That the engine has to be removed for adaptation to the flywheel is again not a major disaster. The seal of the price axis of the gearbox is often leaky, so that the clutch housing is full of cooking oil. With a new engine management system, the engine can easily deliver more torque. But the clutch is the weak link in the powertrain of the CX Turbo. This will slip almost immediately as soon as the turbo pressure is increased slightly. The link must therefore already be replaced if you want to experience a little extra pleasure with the upgrade. Aan het werk in de werkplaats van CX-Basis.deInbouw op lokatie bij PSA specialistOptionally, a catheter can also be added after conversion. This makes the car less environmentally harmful. Apart from the coupling, this engine needs no further adjustments. We do, however, recommend replacing the old-fashioned low-impedance gasoline injectors with new EV14 injectors. These dose and spray better. This makes the engine run quieter, nicer, more economical and stronger. A boost-control solo can also be added so that the turbo pressure can be regulated electronically. The turbo pressure meter in the dashboard continues to work. Necessities ∙ ECU + Wiring harness ∙ Modification flywheel + balancing and crankshaft position sensor + bracket ∙ Throttle position sensor ∙ Coolant temperature sensor ∙ MAP sensor ∙ Air temperature sensor ∙ Broadband lambda sensor ∙ EV14 injectors + adapter for the best results ∙ 2x DIS ignition coil + 2 channel ignition driver / 4 pin ignition coil ∙ Stepper motor ∙ Boost controller solonoid for turbo engines ∙ Installation package Citroen Xantia / XM V6 This motor is also a great donor for the Alpine for example. Even in the Volvo 260 we came across this one time. They were known for their problems with the camshafts. But if the engine is kept clean and provided with the modifications of the latter types, then it is truly an executioner of an engine. In a positive way. The switching inlet route, consisting of 2 stages, is special. So in total 3 configurations are possible. The EFIgnition is perfectly capable of correctly controlling these valves and the effect is actually noticeable. The engine has a flat torque curve if both valves in the inlet are set correctly. If you put them the wrong way, the engine becomes explosive in giving off its power. The engine is weaker in certain speed ranges, but oddly enough, it gives you the impression that it is actually stronger. This has to do with the fact that a (strong) linear acceleration is harder to sense than a progressive acceleration. Complex, maar effectief inlaat spruitstuk van de V6 24VCitroen AX / Saxo / TU engines These cars are often equipped with the well-known TU engines. These are relatively simple engines, but capable of major actions due to their robustness. For example, we have equipped a Saxo with a new engine management system in combination with a compressor. Without further mechanical adjustments to the engine. It was a bizarre experience. And it just remains whole. The nicest version is the 1.6 16V. This is a nicely designed motor with the solid bottom block of the TU. But with the 16V head. The motor runs vibration-free, wants to make a tour. We encountered this engine in an AX with Dbilas throttle housings. If you did not know in advance that it was the 1.6 you would suspect that it was a much larger engine. These engines can easily go over 300 hp in combination with a turbo. The EFIgnition is a very good ECU for these engines. Many parts are standard on the engine. Make sure you use a multipoint injection engine as the basis. 2CV The nicest means of transport in the world. And it can be even better. Among other things, we helped the Burton Car Company develop injection kits. But well before that time, we provided various "Ugly Ducklings" with injection and electronic ignition. Sensors The basis is again the adjusted flywheel. The 2V does not have a speed record on the crankshaft as standard. The 123 ignition is often used, but I hear from many customers that they break down very regularly. Time for the right approach. Met een verdeeltafel maken we 5mm diepe gaten in het vliegwiel. Precies iedere 10 graden maken we een gat. In totaal 36 gaten, waarvan er 1 ontbreekt (de missende tand) Een inductieve sensor "leest" de gaten en verteld de ECU wat de krukas hoek op dat moment is. We measure the temperature of the engine in the warmest place in the forced air cooling cover plate. We no longer use the standard fan, we install an electric fan. The ECU controls the switching on of the fan. In practice, the engine rarely appears to have to cool. We place a MAP sensor to measure the pressure in the manifold. The throttle body is used from an Aygo engine. An adapter plate ensures that it fits on the manifold. The Aygo throttle body already has an air temperature sensor and a throttle position sensor. By applying this throttle body, we also immediately have a stepper motor at our disposal. This is integrated in the throttle body. This allows us to adjust the idle speed very precisely. Citroen C1 of Aygo gasklephuis op de 2CV motor Next, we make a broadband lambda probe in the center silencer. Optionally, a sensor can be built in where the original contact points were. Then the 2CV receives a fully sequential injection and inflammation. Injection We use injectors with the smallest possible flow (cc / min) that we could find. This appears to be a great match. The modern injectors spray nicely, dosing nicely. So beautiful that the 2CV can be adjusted very low in speed without skipping. Keep an eye on the oil pressure. Plaatsing van de 2CV injectoren Ignition Instead of the standard single ignition coil, we placed 2 separate ignition coils. But in itself it makes no difference which ignition coil system is chosen, the more modern Visa ignition coil can also be used. Het eend-resultaatThe result is a 2CV that runs much nicer stationary. Has become noticeably more powerful. Has become a lot more economical. And important with an open car: less stink / produces emissions. Optionally, the addition of a catalyst is possible. Of course this conversion is also possible on a Lomax or Burton. A GSA 4-cylinder boxer engine can have a similar conversion. Necessities ∙ ECU + Wiring harness ∙ Modification flywheel + balancing and crankshaft position sensor ∙ Throttle body Aygo / 107 / C1 with sensors ∙ Engine temperature sensor ∙ MAP sensor ∙ Broadband lambda sensor ∙ EV14 injectors + welding sleeve ∙ 2x ignition coil + spark plug cables ∙ Installation package https://www.efignition.com/c-4776759/ferrari/ https://www.efignition.com/c-4776759/ferrari/ The rising horse appeals to the imagination. Unfortunately I notice that a number of these horses are quite crippled. This also applies to this Ferrari 308. Ferrari 308 V8 met Digiplex ontstekingThat's how a Ferrari 308 came in with ignition problems. The "specialist" had been working on it and replaced the original Magneti Marelli DigiPlex ignition modules with 2 "programmable" capacitive ignition units from MSD. Deze MSD kasten zijn leuk voor de USA cars met NOS.Not hindered by any knowledge, it appears. Because the car ran on far too much pre-ignition with detonation as a result. These units are not made for this at all because the trigger points on the flywheel are not adjustable. The amount of "retard" or leaving the inflammation was far too little. These MSD units were not developed for this purpose at all. A bad choice. Detonatiesporen. Het had niet veel gescheeld of er was ernstige zuigerschade ontstaanThe car was no longer usable and the wiring had already been cut to such an extent that it was no longer possible to replace the ignition units. Moreover, these are fairly sensitive so the owner wanted a better solution. De vernaggelde bedrading van de Digiplex unitsThe ignition system of the Ferrari 308 falls under the "Dual Dizzy" category. A double distributor so, which comes across more Italian V8 and V12 engines (but also, for example, the V8 and V12 from Mercedes and BMW). The single EFIgnition is perfectly capable of replacing these 2 Magneti Marelli ignition modules. She does need a "trigger wheel". We modified the pulley a bit and shrunk a 36-1 trigger wheel around it. That will not come loose. Welding on cast steel is not really the solution and there is no room for a bolt. Het triggerwheel zit middels een krimpverbinding op de pulley van de Ferrari 308. Voor de sensor is een nieuw steuntje gemaakt.I played with the thoughts of equipping the engine with penbobines instead of using the distributors. The plan unfortunately received no approval from the owner. De penbobine past mooi in de bougieschachtThe EFIgnition was built in fairly smoothly. The engine starts, starts. Ignition timing is checked and set on time according to the factory data. Ready. You would say. Not quite. Here and there it turned out that modifications had been made over time. Some consisted of simply omitting hoses and components from the mechanical K-jetronic injection system. The engine was therefore stationary, but the adjustment was manipulated so that it almost drowned as soon as the engine was loaded. This is to catch the false air at stationary operation. Een open gat in het aanzuig systeem tussen luchtweger en motor helpt niet echt de afstelling correct te krijgen..After the entire system has been checked and all pipes have been renewed and holes capped, the engine finally runs properly again. It could still be better if the K-jettronic system were removed and the fuel injection was taken over by the EFIgnition. It is unfortunate that the owners of these vehicles almost always go for "originality" and not for an engine that runs as optimally as possible, which would fit more in the spirit of the brand. But ... This Ferrari can hit the road again. Ferrari 400i The first is brought in in a terrible state. She should serve as a donor for a Ferrari 365 replica. She spent a year with a Porsche specialist who "started the engine". We receive a video from that event and it makes us quiet. A V12 is not supposed to sound like that. The question for me is whether the motor is "worth" to transplant. Investigation started. And with the very first part it is "bingo". Het luchtfilter heeft door een backfire in de brand gestaanEn de luchtfilterbehuizing is totaal zwartgeblakerdEn ook de K-jetronic luchtweegklep heeft in de brand gestaanThe big question is: why. Why did the inlet catch fire? The answer can be answered almost immediately. We have 12 cylinders. So there is always an inlet valve open. In addition, we are dealing with K-jetronic. This is a Constant Injection System. So fuel is always injected on all injectors. The pressure varies, causing the flow to increase or decrease. But there is always a good dose of fuel in the inlet. If a spark comes at a time when the inlet valve is still open ... The business catches fire. And that happened here. But why ? It appears that this engine originally, just like the 308, had 2 ignition coils. However, this has been converted to a single ignition coil. The distributor is only designed and has a split rotor. So in fact they are 2 distributors in 1 unit, but in this case the rotor is connected. And if you look carefully, the connections of the distributor do not follow each other, but these always jump 180 degrees. So the first cylinder in the ignition sequence is easy. The next one is 180 degrees opposite. And the Porsche specialist had missed it. This simply connected everything in (the wrong) order and did not switch to the other side of the distributor. The engine was running. But it may be clear that this was not entirely the intention of Ferrari. After cleaning everything, having fished the air filter remnants from the inlet and having put the spark plug cables neatly in place, the engine could be started after a compression test and a fluid check. This caught on quite quickly and ran nicely. It was noticeable that the K-jetronic was contaminated, but it was running like a V12. And that was the goal. Ferrari 400i No2 It will be known fairly quickly if you successfully complete such a project. Quite quickly after the first 400i project, there was another car at the door. A USA "barnfind". A transporter brings the car. First check. Could it contain oil? Yes. Enough. About 3x too much. Almost 20 liters of oil go into this engine as standard. With what I see on the arrow, it should now contain about 60 liters. The big question is: is it oil? Given the odor and viscosity of the liquid, it is more of a gasoline-oil mix. This is extremely dangerous. If you would start the engine with this, the engine will get virtually no lubrication. But apart from that, the gasoline will eventually evaporate sufficiently to form a flammable mixture in the crankcase. Then the engine bursts apart due to a carter explosion. So drain it. To be sure, we prepare 2 bins. And they are full. To the edge. More than 60 liters of fluid come out of the engine. Now the question is: where does the gasoline come from? The K-jetronic system functions by means of an air weigher. A valve is pressed in by the air drawn in. This presses a plunger and as a result, the pressure of the system is increased and more fuel enters the engine. Someone has preceded me and has tried to get the engine going. In the process, the valves of both airweighers are pressed in, so that the plungers are pressed into the chamber and the pressure of the system is increased. Due to the aging of the fuel, it has started to ferment and the plungers are stuck in the pressure regulator. In the full load position. The engine is therefore completely filled with gasoline. We disassemble the K-jetronic pressure regulators. Fortunately, the plunger manages to get out without too much drama. It all still seems to be in reasonably good condition. Downtime and pollution has been the culprit here. But we are not there yet. If, due to the excess fuel, the engine above the piston has made a "liquid lock", connecting rods may also be crooked. So we go on a little further. Now that the fuel problem has been solved we change the oil and filters with the cheapest stuff we can find. Because this oil will soon be flushed out again. Now we can disassemble the spark plugs to measure the compression. And we come across some "specialist work" again. Bougie half gemonteerd. Specialist aan het werk geweest?The thread has been corroded for unknown reason and my predecessor has not been able to fully assemble the spark plug. This got stuck prematurely and has apparently been around for a while. We carefully tap the thread clean and assemble new spark plugs after the compression measurement, which luckily was fine. The new spark plugs can be installed properly again. Then we arrive at the overall state of the fuel system. All vaccumlines have been digested and we are replacing. A nice job in such a crowded engine room. De vele regelaars van de K-jetronic gaan niet overweg kunnen met de staat van deze vaccumledingenSlangetjes, slangetjes, slangetjes. En de ene nog rotter dan de ander.After the repairs on all hoses, the engine can be started after the necessary checks (oil pressure! Spark plug cables!). This catches on. But the engine does not run on all cylinders. It is fairly easy to determine which cylinders do not turn. From under the fender we see all the exhaust pipes running a reasonable length apart. We aim the infrared temperature meter on it and immediately see that 9 of the 12 cylinders are working. But at least 3 moderate to do nothing. Those exhaust pipes stay cold. We continue to puzzle. Spark is not the problem. The spark plugs remain dry and just as new as the package. The refusing cylinders receive no fuel. We disassemble the injectors which luckily goes fairly easily with this engine. We exert them on the tester. And then the problem immediately becomes clear. But actually visual inspection was enough. Uit de oude doos, een K-jetronic injector testerIt is scientifically correct. Test the injectors in this way. But visual inspection was probably enough. Een werkende, een defecte en een nieuwe injectorIt is obvious. The working injector is black, but not affected. The defective injector has been damaged and has residual dried-on gasoline. The new injector is ready to be mounted. A new starting attempt results in an engine running on 12 cylinders. I would have preferred to have replaced all 12 injectors, but that was not done in consultation with the customer. Everything done ? No. With a cold start attempt the next morning, the engine barely starts. A fuel problem, the spark is good. We decide to check the control pressures of the warm-up regulators. De regeldruk controle van de warmdraairegelaarsHowever, the problem presents itself rather quickly. The fuel runs out from under the car. One of the two pressure accumulators failed. The accumulator normally maintains residual pressure on the fuel system to prevent evaporation in the control units. There is a pipe on the back of the accumulator and the fuel leaks out. The membrane is leaky. In combination with the injectors that are not 100% sealed, this means that the system will be pressurized fairly quickly after stopping. The temperature of the engine ensures that all liquid fuel is converted into vapor. And before it is replaced by liquid again, the engine does not get enough fuel to start. After the leaking accumulators have been replaced, the starting problem is more or less solved. the leaking injectors ensure that the engine does not immediately start on 12 cylinders, but the result is acceptable and after one minute the engine runs stably on 12 cylinders. These are the odd jobs that make the work even more interesting. My hands, however, itch these engines completely to build on the EFIgnition ECU. This works easier, more reliably and the engine would get a lot better. https://www.efignition.com/c-3645250/mazda/ https://www.efignition.com/c-3645250/mazda/ MX-5 / Miata This is a very popular car for a turbo conversion. We bought one ourselves and converted it to the EFIgnition engine management system. Even without a turbo that already gave a huge improvement over the standard system because the air weigher could be removed from the inlet. A cast-iron log-style manifold was used with a turbo from a Volvo 740. We fitted this turbo with new bearings and was completely cleaned. The first 1.6 engines had a compression ratio of 1: 9 so the original pistons are excellent for a turbo conversion. Only with a turbo pressure above 0.8 bar the connecting rods are not strong enough and will they bend. Because the car was purchased with a broken engine, we have built a new engine with the original pistons but with reinforced connecting rods. An intercooler has been installed. Together with larger 440cc / minute injectors Plaatsen van de intercooler, past de bumper nog ?The engine is also equipped with a Boost-control solonoid with which the turbo pressure is adjusted to the throttle position. The deeper you step into the gas, the more boost you get. This seems obvious, but turbo engines often make a big boost even with a small throttle position. By applying boost control the whole can be dosed again. The turbo pressure can also be adjusted higher than the waste-gate spring pressure. The ignition system of the Mazda MX-5 1.6 is not very strong. The cables and ignition coils sometimes break through. The loading time of the ignition coil is long (around 5 ms) and the ignition coils are not really very powerful. So we immediately equipped this engine with a coil per cylinder. This is only possible if you also adjust the engine management system for the shorter loading time. In our case of course the EFIgnition. COP's geplaatst en bedrading (tijdelijk) aangepast voor de EFIgnition.The Mazda MX-5 engine was originally developed for the Mazda 323 GTX. This is a turbo variant with four-wheel drive. The engine lay in the front of the car. With the MX-5 it lies in the longitudinal direction. Mazda has been fairly lazy and has made a new thermostat connection at the front of the engine. The rear cylinders therefore get too little cooling. Even if the engine is still standard, you manage to get it to the boil if you quickly drive up a mountain. By reconnecting the water hose to the original location at the back of the engine, cooling is significantly improved. This is called a "Coolant re-route". It requires a few parts that we have made ourselves. With the engine's new torque, traction became a major problem. You have fairly fast wheel spin and with an open differential unfortunately only on 1 wheel. That is why a blocking differential from the 1.8 version was installed. This differential is a lot more reliable. And a barrier differential gives much more traction. Or wheel spin on both wheels ... The car was then turned into an absolute hooligan. Even in 3rd gear, the merry car still managed to draw black stripes. Often also unintentionally. Was the engine really that powerful? Yes. But that was not the cause. The original shock absorbers were almost empty, so the outgoing stroke was no longer damped. At a bump the car literally tried to throw you out of the car. The original shock absorbers have been replaced by Koni-yellow shock absorbers. But they don't work at all on an MX-5. Soft incoming damping, but not appealing. Very strong outgoing damping, but again poorly appealing. The result was that the wheel did not follow the road nicely and already lost some traction. A very exciting driving behavior with a lot of unintended drifts as a result. That seems nice. But it was just very tricky. In the end, the Koni dampers were replaced by Tractive suspension shock absorbers. That transformed the car with the same springs into a smooth-running car. The exciting thing was suddenly over, the car became predictable again. That seems a pity, but it was a relief that the car was no longer trying to kill you. The car served as a test car for the EFIgnition prototypes for a year. And wow, how nice that small 1.6 engine is. Especially on vacation it is very pleasant to tour a village in 5th gear. To be shot at the end of the built-up area without switching as a catapult if you press the gas. Torque, torque, torque and a low vehicle mass makes it all very light-hearted. Testing was certainly not a punishment with this car. MX-5 ITB A completely different project is an MX-5 on ITBs of a motorcycle. No torque in abundance here, but rough atmospheric PKs. And that is great enjoyment too. You have to keep the engine going and it really puts you to work. A completely different driving experience with a great sound. We can tell a lot about it. But the video speaks for itself! Atmosferisch aangezogen Mazda MX-5 / Miata op motorfiets ITB's https://www.efignition.com/c-3645199/porsche/ https://www.efignition.com/c-3645199/porsche/ 911 That fantastically beautiful 911. Once they were transferred to a new owner for less than 10,000 euros. Unfortunately (or luckily?) That time is over. The value of the car makes it so interesting that it is interesting to invest in something so that it becomes a really attractive car. And they are not all in basic form. Consider the carburetor models for which the carburetors are worn out or run so that the engine no longer runs optimally. Think of the CS and turbo models that were equipped with K-jetronic which are affected by a standstill and no longer want to run properly. Consider the first Bosch mechanical injection system based on a line pump in the 911E, 911S, the 911TE and the Carrera RS. Assistentie bij eerste opstart na plaatsing EFIgnition systeemThese engines are relatively easy to convert to a fully-fledged electronic system using the EFIgnition. The distributor can be retained, it can be replaced by a DIS ignition coil, or no less than 12 pen ignition coils can be placed with the twin-spark models. You can make it as expensive as you want. For example, we worked on a car where the ITBs alone cost 10,000 dollars. That looked great. But we also made a set ourselves for a 911 that cost less than 1 / 10th of that amount. The worn-out carburetors yielded more than the complete conversion cost. Porsche 911 ITB low-budget set in aanbouwPorsche 911 CNC gefreesde ITB's met Twin-Spark MSD ontsteking (timing via de EFIgnition)930 Turbo This was a fairly extreme project. We have accepted this project in collaboration with LMB Racing from Wommelgem. The reason: the engine produced just under 70hp on their dyno and ran very badly. The car had to participate in a rally through Greece 2 weeks later. Can you manage that ? Of course it works. Porsche 930 motor met K-jetronicThe work to be performed: ∙ Disassembly K-jetronic ∙ Disassembly of the ignition and distributor Placement of: ∙ combined MAP / air temperature sensor ∙ trigger wheel with crankshaft angle sensor ∙ Engine temperature sensor ∙ Throttle angle sensor ∙ Broadband lambda sensor with controller ∙ 12x (!) Ignition coil ∙ New injector brackets ∙ EV14 injectors ∙ Stepper motor for stationary speed control ∙ Wiring harness De nieuwe injector brackets zijn hier goed zichtbaar. Net als de bobine's en de nieuwe kabelboom (in aanbouw)After conversion, we mounted, started and adjusted the engine. Subsequently, the car was offered for a registration (Belgium) and approved. Less than a week later the car was on transport to Greece where it completed the complete rally without a single problem. And she still runs smoothly. I came across the car a few times in Wommelgem. She was then there in the workshop for maintenance and repair of various mechanical parts. But I was not allowed to arrive with the laptop anymore. She is perfect. Manageable. Predictable. But very fast. See the video and our comments. Het is een WAPEN 912 We also come across this Type4 engine in other vehicles (various VWs, Porsche 914). In the 912 you have to make something special out of it. We have equipped several 912s with the EFIgnition engine management system. A nice story is from a Belgian customer who quietly started the full restoration of his 912. The intention was to use the car as a wedding car. However, the date was approaching faster and faster and the restoration car did not really get through due to various setbacks. A week before the wedding the car looked like this: Porsche 912 een week voor de bruiloftWe made the engine run that day. It was not possible to drive yet. Because the car was far from finished. In addition, there was an oil leak and the engine had to be dismantled again. I repeat. A week before the wedding. I put the settings there as good and bad as it went in the ECU in the hope that the car would run reasonably if it would come on time. No chance ? A week later I received a nice thank you email and the wedding photos. From the same red 912. It was successful and the car drives fantastic. That kind of thank you. That's what we do it for! Porsche 912 trouwautoThis owner of the 912 below has taken the time for the complete restoration. With a particularly good result. What a beautiful car! The Type4 engine has been refurbished, everything is nicely painted and the necessary parts have been given a nice place. The owner has quietly taken the time to work out everything in detail. We have taken care of the installation of the ECU and cable harness. Just like the start-up and adjustment. A week before the RDW inspection, we were able to test drive and on the day of the inspection, the car drove excellent under its own power to the inspection centre for registration. What a great end result! De verzorgde motorruimte van de 912E On the left you see the EFIgnition with fuse box. A DIS coil has been placed at the position of the original dealer. New fuel rails have been made. Stationary speed is controlled with a stepper motor controlled by the EFIgnition. Detail foto van de 912E draaiend op het EFIgnition motormanagement systeem 928 924 / 944 https://www.efignition.com/c-3645231/van-diemen-honda-s2000/ https://www.efignition.com/c-3645231/van-diemen-honda-s2000/ A very special project! A VanDiemen racing car. Originally this car has a blown Ford Cosworth engine. This has been replaced by a high-speed Honda S2000 engine (+ 9000RPM). It is FAST. I was allowed to assist during an open-pit box day to perfect the adjustment. I did this by drawing data logs. It was very effective. The engine runs very pleasant and powerful. https://www.efignition.com/c-3629117/contact/ https://www.efignition.com/c-3629117/contact/ BS-AutoTune - EFIgnition Einsteinstraat 78 2811 EP Reeuwijk Nederland T +31 (0) 182 75 76 82 Bank BS-AutoTuneNL92RABO0364105941 BIC/SWIFT RABONL2U Chambre of Commerce / KvK 30166104 VAT /EORI NL001938585B04 / NL1164165521 If you have any questions or comments, please complete the form below and we will get back to you as soon as possible.