1st Gen Haltech ECU Discussion

Damn are yours all the same way?

 

Yea, that is what I was curious about as I have been eyeing the Torque App more closely these days to get a better understanding of 'base' before I turbo. Load has been one of those being monitored to see if I can spot closed to open loop from it vs just afr, but have noticed my load numbers get higher than I would have thought even being sans all my weight currently so gots me thinking about how much my AC is even on when I use it...

 

The haltech gauge is installed.
If you want a simple setup and eliminate extra gauges ( scangauge ii) this is the way to go.
The installation is so simple too, just a small wire harness from haltech ecu to the gauge and a wifi app to setup the gauge from your phone.
You can setup the gauge for 1,2 or 4 reading per page and up to 10 pages.

You can setup a warning number, light, for each reading that blinks if that limit is hit too.
Just another option if u have the haltech

 

Boomslang always uses epoxy on the OEM connector side because it is just wires soldered to pins, there's no mechanical support without the epoxy and it might fatigue the pins off.

 

Worth noting that if you upgrade an Elite ECU from ESP to NSP that it will do some weird linearizing of Trigger/Home Arming Voltages and you'll likely have to reset them yourself to whatever they were in ESP.

 

Idle control is fun with the Haltech, got it recovering more smoothly when it hits an untuned cell now. For anyone that is setting it up themselves the Haltech needs to be setup for a BAC 3 Wire control and both outputs need to be low side drive. RSO is Main Output and Secondary is RSC. Seems like control PWM of 306hz make it happiest. Worth noting the ISC motor has a bi-metal strip that varies how much it is able to be open or closed when it is below coolant warmed up threshold so the Haltech will have different duty cycles by a larger margin than you'd expect at lower coolant temp and introduces a layer of mechanical difference between trucks. Not a big deal, just a weird jump in an otherwise pretty smooth transition from cold to warmed up.

 

How is your truck running @DrabT100, haven't heard from you in a hot minute. Anything new?

 

Funny I just came back to this thread to thank you for the idle control info. I have been struggling with a fluctuating idle for a few months. Currently my throttle body is at Maxbore for refurb, I should have it back by mid week. My truck has been running great other than that issue, I have been dialing in the closed loop boost control and have it solid at 10 psi. Trying for 12 but it breaks up pretty bad, going to play with the plug gap next. I really want to switch to COP but I have to keep in mind that any mods have to be reversed for state inspection time.

 

@treyus30 looks like they barely beat ya to market but it also looks like you'll beat em on price

https://www.haltech.com/product/ht-038010-prndl-signal-converter-suits-toyota-a340/

 

Lol

And I'll be in stock

 

Pi

I'm finding I have to keep my duty cycles really high to hit even double waste gate pressure. Like 70%+. I got to 11 today myself (wg @ 7)

And I too dialed in idle oscillations like... Yesterday haha

 

What frequency are you running the Mac valve at?

 

30Hz I believe

 

What does this do?

 

Converts your gear shift lever (limiter) into an analog voltage for a single pin read

 

What we were talking about, keeps you from wasting a bunch of inputs just for the auto trans range selector. Haltech has stated they want to support the A340 well, and I guess they're trying to follow through now. Before it wasted a ton of inputs just for the switch, not to mention the speed sensors and solenoids that would still need to be connected. The only super easy solution to the issue before this was using a linear potentiometer on the shifter linkage arm instead.



Means you have to find a place for something like this to bolt up and then plot the voltage output values for each range and put them into a chart for the haltech to parse so it can match each position with a voltage... Haltech is just reducing the legwork, but at a hefty cost for resistor pack.

 

Pretty decently sized update released for all Haltech ECUs with NSP software including lots of drivability fixes and feature additions. I've highlighted a few that I think are great for us if anyone is interested in discussing.


Important Notes - Release 3.08.0
Requires NSP V1.34.0.0 or newer.

This update includes an important update to the functionality of NTK Wideband sensors.
This update improves the accuracy of these sensors, and allows the Haltech software to better compensate for variations in individual sensors, due to manufacturing tolerances and/or age and wear of the sensors.
Upon completion of the update, NTK sensors will be required to perform a free air calibration of their sensors, followed by an engine re-tune.

• Display Minimum, Display Maximum, Warning Minimum and Warning Maximum settings are now stored in the NSP software, rather than within the ECU.
  • This change means that tuners can now configure these ranges once for their laptop, rather than once per ECU.
  • The values can be changed by right clicking on a gauge displaying a channel and clicking Properties. This will bring up a window allowing these to be set for the channel.

Features

• Adds the requirement to perform a free air calibration with NTK wideband sensors.
• NTK wideband sensors will need to have a free air calibration done after upgrading to this version.
• CAN Wideband controllers will the firmware to be upgraded. This should happen during the firmware upgrade process.
• Wideband sensor failure DTC enables and severity settings have been moved to the Wideband O2 -> Engine Protection tab.
• The Sensor X tab will no longer appear for sensors where Input Type is On-board/CAN Controller.
• Improves RPM channel smoothness and RPM Limiter consistency on missing tooth triggers.
• Transient Throttle now has optional Decay Rate tables.
  • This can improve transient throttle behavior by requiring a smaller initial fuel correction, which then decays down a percentage each engine cycle.
• Wired inputs being used for a state input now have a Button Mode setting. This allows Push On, Push Off behavior.
  • This is the same behavior as the CAN Keypad already has.
  • Some functions specifically disable this behavior, so you won't see the Button Mode setting.
• Electrical - Engine Starter Control behavior has changed when Button Input Type is Momentary
• The CAN keypad Button Mode setting will no longer appear on the wiring tab for the keypad input.
  • The Button Mode still shows up when Button Input Type is On/Off Switch.
  • If you require Push On, Push Off behavior, set Button Mode to On/Off Switch
  • When upgrading your firmware, the Button Input Type will be automatically converted to On/Off Switch if you were using a keypad input configured as Push On, Push Off.
• Trigger Error Counters and flags now get reset when Engine State transitions from Cranking to Running.
• Trigger DTCs are now less likely to false trip.
• Decel Cut:
  • Renamed Arming TPS to Arming Engine Demand
  • Arming Engine Demand now looks at the Engine Demand channel, rather than the Throttle Position channel.
  • This improves behavior on Drive By Wire Throttle engines, as the Idle Offset adds to the Throttle Position, but not the Engine Demand.
  • Arming Engine Demand now functions as a hysteresis for every time Decel Cut activates.
• Improved Paddle Shift input responsiveness from 10-20ms to 3-5ms.
• Improved responsiveness between Paddle Shift function receiving an input and the Transmission Control function taking action.
• Transmission Control now obeys values of 0 in the Flat Shift Link Delay table.
• Transmission Control - Post Shift Lock-out setting has been upgraded from a single setting to two tables: Lock-out After Up Shift and Lock-out After Down Shift.
• Upgrading to this firmware will fill out these tables with your Post Shift Lock-out setting value.
• Downgrading firmware to a previous version will revert the Post Shift Lock-out setting to the default value.
• Added support for Transmission Type: Liberty - Multiple Outputs Active.
• Fuel Pressure Sensor now has a Filter table.
  • When firmware upgrading to this version, the table gets set to 200ms to match previous firmware hard-coded filtration.
  • When creating a new map or restoring defaults, this gets configured to match the filtration of the Manifold Pressure sensor.
  • This should improve accuracy of the Injector Pressure Difference channel during transient situations.
  • This should reduce the likelihood of the Fuel Pressure - Diagnostics - Operating DTC from false-tripping during transient situations.
• Check Engine Light:
  • Added Check Engine Light Cause channel.
  • Added Power On Option setting.
    • Selects the behavior of the Check Engine Light when the ECU is powered on.
    • Until Start: The light will be on until the engine speed reaches the Cranking RPM.
    • 2 seconds or until engine starts: The light will be on for 2 seconds, but will turn off when the engine speed reaches the Cranking RPM.
    • This has the benefit that the driver can see if there is a problem without having to start the engine, simply by seeing whether or not the light goes off.
• Fuel Pressure Sensor sample rate has been increased from 40Hz to 200Hz.
• Fuel Level Sensor sample rate has been slowed and filtration increased in order to reduce fluctuations.
• Fuel Tuning - O2 Control: STFT Max Enrich, STFT Max Disenrich, LTFT Max Enrich, LTFT Max Disenrich settings have been converted to tables.
• Fuel Tuning - O2 Control Default values have been updated to be more responsive.

• Cam Control
  • Added Cam Control State channels for Intake & Exhaust, Bank 1 and 2.
  • These channels give an indication of what the Cam Controller is doing. Typically this will be:
    • Controlling during operation.
    • Calibrating Input during initial engine start-up. In this state, the outputs operate to move the angle toward 0.
    • Targetting 0 when target angle is 0 degrees. In this state, the outputs operate to move the angle toward 0.
    • Dead Band when Solenoids Per Camshaft is 2 and the current cam angle is closer to the target cam angle than the Controller Dead Band setting. Outputs will be off.
  • Changes to improve BMW VANOS control (when Solenoids Per Camshaft is 2)
  • Added Controller Dead Band setting.
  • Added Solenoid Dead Time setting.
    • When an output is on, the pulse width will be increased by this value in order to compensate for the dead time of the solenoid.
  • Increased maximum Proportional gain.

• Rotary Trim Modules: Added Input Light Direction setting too allow for mounting keypads in various orientations.
  • Typically use forward when keypad is oriented with LEDs along the top or left side of the buttons. LED order will be Green, Amber, Red.
  • Typically use backward when keypad is oriented with LEDs along the bottom or right side of the buttons. LED order will be Red, Amber, Green.
• Boost Control changes for CO2 Boost Control
  • CO2 Bottle Pressure sensor has been added to the sensors page.
  • CO2 Regulator Pressure setting has been added to the Boost Control page.
  • Boost Control Solenoid Pressure Difference channel added.
  • Boost Control Solenoid Pressure Difference is calculated differently, depending on whether Boost Control is trying to increase or decrease pressure.
    • When increasing pressure, the pressure difference will be the CO2 Regulator Pressure - Wastegate Pressure.
    • When decreasing pressure, the pressure difference will be Wastegate Pressure - Barometric Pressure (assumed to be standard atmospheric pressure if Barometric Pressure sensor is disabled)
  • Added Dead Time table.
  • Added Dead Band when Output Type is Two Solenoids.
• Cruise Control now has an optional Separate Enable Input. [Elite 2500, 1500, Falcon Plug-in only]
  • This is to support vehicles which have a cruise control enable switch which isn't electrically connected to the other cruise control inputs.
• Pit Lane Speed Limiter: added Cut Type setting to allow the choice between RPM Limit Calculated from Fastest Vehicle Speed and Cut Percentage Table
  • Cut Percentage Table will require tuning the Cut Percentage and Ignition Correction tables carefully to prevent exceeding speed limits.
  • RPM Limit Calculated from Fastest Vehicle Speed is the default, as that is how previous firmware functioned.
  • If the fastest vehicle speed is greater than 0: an RPM limit is calculated using the current engine RPM and vehicle speed.
    • RPM Limit = Speed Limit * Current RPM * 0.97 / Current Speed.
    • This equation effectively utilizes the current gear ratio.
    • If the fastest vehicle speed is 0:
      • If you have Gear Ratios enabled: Calculates RPM Limit = Speed Limit / Ratio for 1st Gear * 0.97.
      • Otherwise: No limit gets applied.
• Subaru SI Drive channel is now available when Subaru WRX STI G4 or Subaru Impreza WRX G3 is selected as the Vehicle CAN.
• Shock Travel Sensor readings are now transmitted on Haltech CAN bus at 50 Hz if enabled.
  • Uncalibrated values on CAN ID 0x3F0 (1008 in decimal)
  • Calibrated values on CAN ID 0x3F1 (1009 in decimal)
  • Resolution is 0.1mm. Values are signed.
• O2 Control now has optional Generic Conditions.
• Home percentage of valid travel and Worst home percentage of valid travel channels are now disabled when the trigger pattern doesn't support them.
  • In previous firmware, these would show "Trigger not supported", which caused confusion and the channels flashed red.
• Transmission Control - Dyno Mode added Dyno Mode Exit Speed setting.
  • This allows Dyno Mode to automatically exit when Driven Wheel Speed gets low.
  • This defaults to half of your Dyno Mode Entry Speed.
  • Dyno Mode Minimum Speed has been renamed to Dyno Mode Entry Speed
• Added Track Temperature sensor.
• Added Wheelie Bar, Wheelie Bar Left and Wheelie Bar Right pressure sensors.
• Vehicle Name is now initially blank to prevent so many ELITE_DEFAULT folders being created.
• Launch Control End RPM and Launch Control RPM Error are now always updated regardless if Launch Control is ON or OFF.
• Renamed some wiring tab input type drop-down selection settings.
  • From CAN Input to CAN Vehicle Bus
  • From Digital - Switched to either State/Switch/Button Input or Digital - Switched Output, as appropriate.
• PD16 output Frequency and Duty Cycle channels now display the frequency and duty cycle requested by the ECU, even when the PD16 is timed out.
  • previously, they would show as Device Time Out
  • This change improves the time taken for PD16 outputs to turn on if the PD16 turns on or reboots when the ECU is already on.
• Elite 550, 750, 950 can now use I/O Box B.
• Check Engine Light function no longer shows an error when no output is configured.
• Generic Sensor: New Sensor Type: Distance
• Turbo Speed Sensors can now use PD16 SPIs as inputs.
• Renamed Total Fuel Used Since Engine Startup channel to Total Fuel Used Since Engine Startup - Calculated
• Added Total Fuel Used Since Engine Startup - Measured channel.
  • This is automatically calculated if you have the Fuel Flow and Fuel Return Flow sensors enabled.
• I/O Box DPIs can't be selected as state (on/off) inputs.
• Injector predefined setups are now available. Look for the "Select Stage # injectors" under the "Fuel System" tab.
• Nitrous Controllers and Water Injection Advanced Minimum RPM setting: minimum value reduced to 500 rpm.
• On-board Pressure Sensor will now redify if selected for both Manifold Pressure and Barometric Pressure.
• Ride Height sensors now accept double the calibration range. Up to 1 meter / 38 inches.

Fixes

• Nitrous Controllers - Disable During Limiter will now only disable if RPM is higher than the lower of RPM limit - Fuel and RPM Limit - Ignition, or within 100 RPM.
• Fixes an issue where PD16 SPI input period channels show 0 when frequency is 0. They now show as Timeout.
• This fixes an issue where Vehicle Speed sensors coming in via PD16 SPIs would show Device Timeout until the vehicle started moving, and that it would stay on the wrong value when coming to a stop.
• Fixes an issue where a low vehicle speed can falsely read as very high or negative.
• Fixes an issue with false tripping PD16 DTCs for Boost Voltage Low.
• These are codes P1972, P199A, P19C2, P19EA
• Fixes an issue where PD16 SPIs sometimes ignored the Pull Up setting, and the Pull Up was always off.
• Adds a description to the blue question mark next to generic comparisons.
• Shock Travel Sensor channels now show "Error in source channel" if there is an error in the associated Shock Travel Uncalibrated channel.
• Fixes the O2 Control Gain units when using Narrowband sensors.
• Fixes an issue where Injector Stages wouldn't work when number of outputs was less than the number of cylinders.
• This was only an issue if the greyed out Injector Configuration setting was set to Per Cylinder or Shared Opposing Cylinder.
• Fixes firmware checking for the Electrical - Engine Starter Control - Starter Motor Lockout Conditions - Not In Neutral / Park
• Fixes an issue where Starter Motor output would not work when Start Button was a Vehicle CAN input.
• Electrical Load Switch Idle-up now functions.
• Transmission Control - the yellow warning about Torque Converter Lock-up for GM 4L80 transmission has been changed. It now prompts for a PWM solenoid to be configured.
• Cruise Control Speed +/- Increment setting no longer greys out when Input Type is set to Digital Switched.
• Cruise Control no longer shows a yellow warning when Input Type is Digital - Switched and there is no Rest Position input.

 

Damn, that's a lot. Not sure how much I'll actually see a difference from, but the trigger fixes are promising as I've gotten those issues on crank for seemingly no reason, at random

 

The trigger stuff is always nice to see an improvement in. But yeah I think the O2 control is the biggest improvement stuff, having tables for the enrich and disenrich is nice to retain good and safe control when in boost, most ECU systems try not to have the O2 control doing too much in boost to avoid an error throwing them lean. The tuner just uses it for logging to set the initial table accurately in those high intensity zones where rate of change is hard to adjust. Now we can specify the rate and total amt of change.

 

I really like the amount of support and updating this system is getting. It'll be interesting to see how that translates to driveability.