Advanced Engine Management: Pectel SQ6M, The Best
Value in Motorsports ecus
Pictured above the is Cosworth Pectel SQ6M with it's pricey, hardcore, Deutsch Autosport connectors. With two 26 pin connectors and one 55 pin connector it is a competition proven engine management system. This is the engine controller chosen by the BMW factory to run its quad cam V-8 racing engine pictured below. The SQ6M is by far the best "Bang for your buck" as it handles every sensor you can throw at it and it comes standard with 4Mb of of up to 2000Hz data logging, advanced traction control and Fly-By-Wire. It also integrates with dashboard displays and, when you add up the costs of buying upgrades or adding options in lesser systems, the SQ6M comes out a cheaper alternative... Not inexpensive, but competition proven. None of this is cheap unless you just sit on the couch.
When you look at high-end
professional motorsports engine controllers the top tier are Bosch,
Magneti-Marelli, McLaren TAG Electronics, and Cosworth... Anything else
should not even be considered. Of these, Cosworth offers the best value
feature by feature and is the most affordable. The SQ6M is the
controller of choice for RB Racing. If you want a peek at the high end
F1 McLaren ECUs we offer this PDF Document. It also
uses FPGAs for angle based computations like the SQ6M does.
A PDF on the Pectel SQ6M outlines the features and the 107 ECU Pins.
Professional motorsports requires state of the art engine control and data acquisition systems to win. Like it or not, computers are here and the days of brass jets and seat of the pants opinions are simply part of a glorious past. We've been around long enough in the racing game to have witnessed and participated in the changes.
Pectel SQ Series ECUs: Used by BMW, Nissan, Toyota, Lotus, Citroen, Renault, Aston Martin, Ken Block (Ford)...You might get the idea that Pectel Electronics is your best choice for professional motorsports.
2016 WEC GTE Pro World Champion
Aston Martin cinched the 2016 WEC GTE Pro Championship with full Pectel Cosworth electronics. MQ12 Engine controller.
LMP2 2017 Cosworth Electronics
The Gibson 4.2 liter V8 is the spec engine for 2017 LMP2 cars. All Cosworth electronics.
Ken Block's 2016 600HP Ford Focus
The GibsonThe Focus RS
build is a global collaboration between Ford Performance, Block’s
Hoonigan Racing Division and U.K.-based M-Sport. Featuring all-wheel
drive, a new EcoBoost® engine producing 600 horsepower, and a 0-60-mph
launch time of less than two seconds, Ford Focus RS Rallycross cars are
optimized for competition.
Power: 600 hp / Torque: 650 NM ft•lb. Capable of 0-60 mph/under 2 seconds.
Body: 2016 Ford Focus RS, seam welded and reinforced. M-Sport designed, homologated FIA-spec roll cage. Custom body design by Ford Performance and M-Sport, UK. Bespoke underbody protection.
Engine: M-Sport / Ford Performance designed 2000cc 4 cylinder, Garrett Turbo charged.
Transmission: Sadev 6-Speed Sequential along with Sadev rear diff and centre diff release unit.
Interior: Recaro seats, Cosworth Engine Management and data logging, M-Sport multi function bespoke steering wheel.
Wheels: OZ 8"x17".
Tires: Avon Rallycross controlled tire.
Aston Martin Vulcan
Only 24 of these are being made..All controlled by Cosworth Pectel electronics and a with Cosworth Pectel ICD dash.
2016 M6 GT3 BMW
2015 Nissan LMP1
Electronics control the radical 2015 Nissan LMP1. Cancelled for 2016,
Cosworth's engine and electronics worked flawlessly but the absence of
flywheel or battery assist plus other issues doomed it. They did win
thew PR war for coverage. Cancellation had team members scrambling for new jobs in
motorsport. Tim Whitteridge managed the electrical and electronic
systems for the Nissan LMP1 and is currently working as a Data Engineer for Magnus Racing.
The 2013 Nissan factory GTR race car is powered by a Pectel SQ6M featuring: Semi-automatic gearbox control, driver adjustable traction control, drive-by-wire throttle control and auto ‘blip’. Serious equipment for a serious race car. About $500,000.00.
Renaultsport RS01 Pectel
The Renaultsport RS01 is extremely light at around 1,100 kg with a carbon monocoque chassis and a 500 hp 3.8 litre V6 twin-turbo engine run by a Pectel SQ6M Engine Management system with full traction control. Top speed over 300 kph. A very serious race car that is guaranteed to generate a lot of interest in the new Renaultsport Trophy championship series. A serious car with professional level electronics including the new Pectel ICD display.
The Evora GX Racecar uses Pectel SQ6 engine management.
Lotus T125 Pectel SQ6M
If you have a spare
million dollars or so lying around you can be the owner of a 640 bhp
Lotus T125 with a Pectel SQ6M controlling a 3.5 liter Cosworth V8. Six
speed semi automatic with paddle shift. Customers can purchase
these and participate in a European race program.
2014 World Rallycross Champion Cosworth Electronics
Peter Solberg (Norway) the
2014 Rallycross Champion with Cosworth electronics. Motor preparation
by Pipo Moteurs.
Pectel Controlled DS3 2.0L 590 Hp Rallycross
Pectel engine management for the closest thing to a Killer B Rally Car. 590 hp from a 2 liter engine. At the highest level of motorsports you only see Pectel, Magnetti-Marelli or Bosch engine management systems. Citroen DS3.
SQ6M Engine Management
Subaru in rear wheel drive only for the British Touring Car Championship. Cosworth SQ6M Electronics.
M-Sport Ford Fiesta WRC
And another major player that uses Cosworth/Pectel Electronics...M-Sport. Add them all up and you can see the OEM's choose Cosworth/Pectel for their factory race efforts.
Ken Block's Cosworth Pectel SQ6 controlled 1978 Gymkhana Ford Escort
Cosworth Pectel Dash Displays
The SQ6M links directly to a variety of Racing Dash Displays. To the left above is the Pectel Intelligent Color Display and to the right is the Pi Research Omega D4 display. Both dashes feature competition proven Deutsch Autosport connectors.
The Pectel Intelligent Color Display in Digital and Analog Gauge mode. Incredibly flexible display with data logging. Can have up to 256 "screens". Different levels of cost for custom programming. Used by Porsche, Bentley and others on their factory race cars.
ICD Demo Movie
Customization of ICD by Cosworth
The Cosworth Intelligent Color Display (ICD) is infinitely customizable. In this case Cosworth configured a number of screens, six samples of which are above, for Rice Racing in Australia. You pay for this custom design work. Upwards of 256 screens can be displayed.
Cosworth aliveDRIVE data
recorder/video system in the new Corvette. Also used in The British
Touring Car Championship (BTCC) in it's motorsports format where it
replaced less reliable systems including GoPro Cameras. Secure data
transmission and subject to side by side playback review of incidents
by the Race Stewards. Full integration into Pi Toolbox, the defacto
standard in data analysis.
Another screen shot from
the aliveDRIVE system. OEM integration in high volume Corvettes brings
analysis, data recording and video recording to the consumer. Another
professional tool for race teams that is reliable and fully integrated
into the electronics.
Cosworth Steering Wheel
The SQ6M also can connect
to Cosworth's CFW277 (CAN)steering wheel with molded rubber grips and
eight shift lights. Six CAN based switches and two rotary switches.
3.5" sunlight visible TFT display.
Cosworth video showing new
Holloway giving presentation. Simon has moved on to
RML since his long stint at Cosworth.
Pectel origins began at Advanced Engine Research (AER) where engine control units were developed for racing programs. Pectel was subsequently sold to Pi Research, and then to Cosworth.
The SQ6M was the result of a multi-year development at Pectel. One year was devoted to specification planning and two years to hardware and software development. Add up the number of engineers involved and multiply it by the number of years of development and you get a good sense of the complexity. We can appreciate this having developed our own, much less complex, closed-loop RSR Fuel Injection System. The development was geared to provide the maximum flexibility and reliability and to address accuracy, resolution, timing, and data issues on up to 20,000 rpm racing engines where crank and cam sensors and a myriad of many types of sensors are employed.
The SQ6M is protected on both power and ground circuits against both under and over voltages as well as voltage spikes from alternators. The ECU will shut itself down if the voltages are too high and will switch itself back on when the voltage returns to the more normal 8-18 volt bandwidth. Inputs and outputs are also protected to prevent damage to the ECU. Should there be a short or some anomaly these circuits will switch off to prevent damage to the ECU and will switch back on automatically when the fault or sensor is corrected.
Extensive engine diagnostics and internal registers will log intermittent failures which can be viewed in the software to speed the resolution of issues that would otherwise be very difficult to diagnose. Simple issues like a faulty switch or relay, a broken wire, a sensor failure or pinpointing a single failed injector can save an inordinate amount of time.
Drive By Wire Capable
Being able to control
single or multiple fly-by-wire throttle systems is an immensely complex
issue that required six months of Pectel engineering effort. Multiple
channels have to be monitored with complex algorithms to insure the
system operates correctly under all conditions. The SQ6M will shut down
the system if it ascertains there may be any failure or anomaly that is
a safety issue. The computer code to do this had to be validated and
this was an immense undertaking.
In that virtually all race and passenger vehicles have fly-by -wire systems these days, including some of the Harley-Davidson models and many modern sport bikes, this is an important advantage in choosing the SQ6M. No add-on modules are required. We should note that FBW throttles have to be approved for turbocharger applications...most are not designed for this. Bosch Motorsport DV-E5 shown above.
Here we have incorporated
a Bosch FBW 60mm throttle body to our 139 CID Harley Bonneville motor.
Two 2000cc injectors are used for the turbocharged engine...all
controlled by the SQ6M. The programming is logical but complex and involved
multiple PID functions.
Many of the pins in the Pectel SQ6M have two and sometimes three uses.
Unused pins of the twelve injector circuits may be used to run valves
such as in wastegate solenoid control. Any Pulsewidth Modulated
can also be used as an analog input measuring what sensor or input you
choose to specify,
all configurable in software. Users can choose from many pre-defined
sensors or may define the sensor characteristics themselves. Using
existing sensors as opposed to being tied to specific sensors
to a dedicated pin gives the user great flexibility.
Sixteen ignition output channels are available, eight for external coil drivers and eight for internal coil drivers all built into the ECU. There is no need to purchase a separate ignition system. Remaining pins can be configured as analog inputs or PWM outputs. Nothing needs to go to waste by being unused.
With user configurable map load sites up to a 125 site matrix (50 rpm x 25 load) and the ability to adapt to any cam or crankshaft sensor gives the Pectel SQ6M immense flexibility. It is extremely well thought out and proven in many years of competition.
The heart of the SQ6M is a Freescale Motorola dedicated 32 bit, automotive-specific, MPC565 microprocessor running at 56 MHz. An 8 cylinder engine running 20,000 rpm with a myriad of sensors will hardly use half of the processor's capability. To free the MPC565’s workload of running clock cycle calculations for crank sensors, cam sensors, multiple wheelspeed sensors, a second programmable logic controller a FPGA (Field Programmable Gate Array) is employed. Working at extreme speeds the FPGA is infinitely configurable with hundreds of thousands of logic gates and has the calculations ready exactly when the the MPC565’s coded instructions ask for them. Individual cylinder knock control requires this level of sophistication.
The benefit of the FPGA
handling these issues becomes apparent in the
violent world of motorsport or even the situations in normal driving.
Hunting for traction coming out of a corner or headed down the course
at the Bonneville Salt Flats, those fractions of a second wherein
minute changes in torque are necessary, be it via ignition timing,
position, fuel delivery, or cam position, and being able to alter
real time, and not burdening the microprocessor, can make the
difference between winning and losing...or losing control. Think
traction control and advanced ABS systems. More than 500,000
programmable logic gates process the angle based inputs like crank
sensors, cam position sensors, and wheelspeed sensors. Bosch
Motorsport, McLaren Electronics as well as Pectel all use FPGAs to
support their ECUs. Bosch uses
XILINX FPGAS in their LMP1 race applications.
Some people might be fooled by some new system that has 400MHz clock speed but is hampered by 20 x 20 matrices for timing and Lambda targets. Sensor latency, time transport of exhaust gases and other factors are the actual limits in model-based systems.
The SQ6M offers four fuel and spark maps switchable on the fly or controlled by user defined conditions. Add in 4 Mb of 2000 Hz data logging and fast Ethernet communications, GPS inputs, two NTK wideband control circuits, and more things than we will enumerate here and the SQ6M is by far your best option if you want the “best”...not to mention the fact it is cheaper than stacking up separate systems.
No expensive different license levels or upgrades required.
1. No $1,300.00 license for: Pit Speed Limiting, Switchable Fuel, Ignition and Boost Trimming, Knock Control, Intercooler Sprays, DBW and CAM Control, Traction Control, Gear Change Ignition Cut, Anti-Lag, Anti-Wheelie and Launch Control. These are all standard with the SQ6M.
2. No $2,800.00 Development License as everything you could possibly want to do is already standard. The SQ6M is ultimately configurable as it was designed that way. The trick with "Development Licenses" is that they are tied to the trained developer...i.e. unless you are the trained developer your ecu is tied to the developer. Being tied to the seller/developer is like being married with no chance of divorce.
3. No $1,500.00 Drive By
Wire Expanders. No $1,000.00 Knock Modules. No $900.00 Wideband Lambda
to CAN modules.
4. With the SQ6M the costs stop at the ECU...With
others you quickly go past $10,000 in hardware, add-ons and licenses
and are then tied to a developer/expert at $1,200.00 per day plus
travel expenses. We do our own tuning, wiring and systems
integration...and are not dependent on $1,200.00 per day specialists.
Old F1 Cars Never Die...SQ6M
Video showing warm up of Arrows F1 car with Pectel SQ6M controlling
things at Torque Developments
RB Racing History...Fuel DeliveryIn the 1970’s we were on a never ending quest to master the intricacies of carburetors, those infuriating analog devices that have brass jets, emulsion tubes, slides, needles, venturis, accelerator pumps, enrichment circuits, air bleeds, float bowls, needles and seats..Mikunis, Keihins, Bendix-Zeniths, SUs, Webers and a few others.
Ethernet, serial, and CAN communications take up 13 pins of the Pectel ECU. One way to handle this is to use a Deutsch Autosport 13 pin connector. We use a flanged AS010-35PN Bulkhead Receptacle on the motorcycle and make a commo cable using the mating AS610-35SN Plug. Deutsch Autosport caps seal the connectors and Raychem adhesive lined boots seal the 13 wires on the harness and the communications cable.
this particular case we are not using an ICD Display (CAN). We can add
this in the future. We chose to populate the harness with the six
CAN wires to add the display later.
Geokan's Bonneville Bullet is being upgraded from a MSD MC-4 and
own RSR Fuel Injection to the Pectel SQ6M. We get rid of these two
boxes and a tangle of separate wiring systems and gain a sophisticated
data acquisition system in one small SQ6M controller.
don't have to spend
$4,000.00 for a Racepak data logger and sensors as the
Pectel SQ6M does all of
that. You can log 4 Mb worth of dozens of channels at sample rates of
2000Hz (2000 measurements per second). In addition, you don't have to
spend $10,000 on a Motec Engine Controller by the
time you keep adding options and additional boxes. There is no need to
add on knock or wideband lambda modules. Thermocouples, wide
band NTK and knock sensor inputs, as well as sophisticated PID
functions are all standard. Racepak systems only log at 100 to 1000
times per second. It's best to keep it in one box, one integrated
ignition side you
also do not have to purchase a clunky $1,100.00 MSD MC4. From the
ignition standpoint you can support a very sophisticated closed loop
knock sensing strategy without any additional boxes. The MSD does not
do knock detection.
Add up the
Racepak and MSD numbers and add in a lesser engine controller for
$3,000.00 and you are way more expensive that using a Pectel SQ6M, not
mention the three software packages instead of one.
You don't want to end up with two or three different systems and a spaghetti mix of wiring in your engine control and data acquisition. The Pectel SQ6M can log all of your sensors and engine parameters keeping everything neat and tidy with Deutsch Autosport and DTM connectors all wrapped in DR25 heat shrink and adhesive boots and transitions.
degree boots are shrunk to the three Deutsch Autosport connectors.
Generation Pectel SQ6M Mount
The Pectel SQ6M does not come with any mount...that's always up to the installer. We machined up a prototype mount for testing that isolates the SQ6M in rubber and also allows the mount itself to be mounted on rubber isolators or directly to a flat surface. After we verified the mount in the installation we sent it off for hard anodizing and will do the final installation with stainless steel hardware.
Hard anodized black finish, with the SQ6M surrounded by rubber and held in place by stainless steel hardware with four point rubber isolation mounts or directly mounted to a flat surface.
the Pectel SQ6M
the perfect place
for the Pectel SQ6M inside the Road Toad's fairing.
Although the Mil-Spec wiring harness will be sealed, we prefer a
protected environment for the electronics. Four bolts (turn signals)
and six screws
and the Road Toad's fairing shell pops off. We machined and anodized an
rubber isolated mount for the SQ6M and bolted it in the metal tray.
Oh yeah...The metal tray... That's where the radio was. We don't need no stinking radio...and the radio's faceplate opening becomes part of our new turbo dash.
2nd Generation SQ6, SQ6M and SQ6M12 Mount
prior to anodization in hardcoat grey, is the new mount that fits both
the SQ6 and SQ6M Pectel ECUs. Six high temperature 90 degree silicone
the ECU on four sides, the bottom and under the hold down clamps on the
top and sides of the ECU. Stainless steel metric 6mm x 1.0 socket head
cap screws with stainless lock washers are provided.
hold down clamps have 90 degree
silicone rubber extrusions that hold both the sides and the top of the
SQ6 and SQ6M series ECUs. Four 6mm x 1.0 x 25mm stainless socket head
cap screws with lock washers hold the ecu in the mount. An important
consideration is the effect of vibration on connector pins and sockets.
Encasing the SQ6 or SQ6M in rubber and further isolating the billet
mount reduces the stress
on the ecu connections which, if solidly mounted, would increase
fretting of the pin socket interface over time.
frequency vibrations keep the motorsport harness makers in business
i.e. predicted service life and planned replacement harnesses based on
hours of use and the usual teardowns.
The mount is designed for four optional isolation mounts, also in high temperature silicone. These are available in different durometer ratings. 70A high temperature silicone orange durometer mounts pictured above.
40A, 50A, 60A and 70A durometer mounts are available from
the industrial distributor McMaster-Carr, Part Numbers 4403K plus 588,
622, 644, 67, or 71
respectively for the varying durometers. We can supply these at our
cost US $40.00 (purchase cost plus shipping) if you so choose. Colors:
30A (black); 40A (green); 50A, 60A and 70A (orange). These are secured
to the mount with four 6mm x 1.0 x 16mm stainless socket head cap
screws with lock washers.
the isolation mounts are not used, 6mm x 1.0 socket head cap screws can
be directly used
on the four corners. The cost for the mount is $250.00 without the four
isolation mounts or $290.00 with the isolation mounts.. The mount is
hard anodized dark grey.
Included is one extra foot of 90 degree silicone extrusion.
six extrusions are held in place by red high temperature RTV
(supplied). Apply the RTV to the underside of the extrusions, wipe off
any excess, and
bolt in the SQ6/SQ6M and let the RTV cure 24 hours to hold the
extrusions in place.
captured, there is no metal to metal
contact with the ecu. Compatible with Deutsch Autosport connectors as
well as the
88-Way SQ6 Bosch Junior Timer connector pictured above. The fin
structure and case
thickness where the hold down clamps are located is the same for both
the SQ6 and SQ6M.
Pectel Anti-Phase Boost Control
quick-venting solenoids the Pectel SQ6M will control the boost pressure
to both sides of the wastegate's diaphragm. Being able to quickly vent
and pulse width modulate (PWM) the solenoids allows a very precise
boost control. Gone is the old Dial-A-Boost venting pneumatic manual
controller. Boost strategy gets tied into gear selection,
traction control, and other factors including throttle position.
Deutsch DTM connectors connect the solenoids to the SQ6M harness. We
use 1/4" (6mm) reinforced slicone hose for boost pneumatics as it does not kink, is
highly durable and is high temperature (engine compartment) rated.
series engine controller doing its thing with
650hp and Ken Block. Cosworth Motorsports
are well proven at the highest level of competition. The MQ12
is the bigger brother of the SQ6M that we use. Ken Block videos show
what is possible with a high boost four cylinder, four wheel drive, WRC
hot rod. The central nervous system is Ken Block and the MQ12
Cosworth Pectel Multi
Function Display (MFD)
used in Ken Block's Fiesta. Motorsports does get expensive...no Stewart
Warner or Autometer gauges. More Deutsch Autosport connectors. Keeps
tab on everything that is going on in the vehicle. Twelve user
programmable switches and a TFT VGA color display to keep the driver
and co-driver informed.
The Cosworth MQ12 has an additional 300Mhz processor to support the MPC565 and FPGA...plus a 4th Deutsch Autosport connector for a total pin count of 180. It does get complicated. These are used in top tier two-wheeled World Super Bike, four-wheeled Le Mans, and no-wheeled Offshore boat competitions. First Class.
Prodrive WRC VW's and Rallycross Minis use Pectel MQ12
Cosworth MQ12 is the one controller that operates at this level of
motorsport that you can buy off the shelf. It's main competition are
the far more expensive engine management systems from Bosch Motorsport.
VW Golf SCRC for Chinese Rally Championship and the Mini for WRC (World
Rally Car) and RRC (Regional Rally Car) competitions.
controller for the Aston Martin run at Le Mans.
Endurance racing Toyota factory RV8KLM engine that uses the Cosworth Pectel MQ12 controller. The gold insulation shields the inlet system.
2014 Le Mans Factory Toyota TS040 uses Pectel electronics. 1000
Horsepower. 2014 Endurance Championship with the Pectel MQ12.
Superbikes also use Cosworth Engine controllers.
SQ6M Traction Control
comes standard with a complex traction control strategy. When you have
300-360 hp on
tap on two wheels it's a good idea to have full electronic control over
We've added front and rear wheel speed sensors to the Road Toad. Our
advanced electronics ecu will monitor front and rear wheel speeds and
can adjust boost, timing and fuel in real time. Important when
wheelspin gets beyond certain parameters.
very important at
where a torque-based strategy is useful to find traction and keeps
speeds going upward where the conditions vary as you head down the
salt. Front end FPGA keeps track of the angle based computations...way
faster than "seat of pants".
Speed Sensor for SQ6M
rear wheel starts
going way faster than the front wheel and we're losing traction and
speed we can use algorithms to do something about it. Things learned on
the Road Toad get transferred to the Bonneville
Bullett. The SQ6M has a very complex advanced Traction
Control strategy. Take a read of this document before you decide on
some lesser form of engine management.
SQ6M Knock Sensor
Pectel SQ6M has inputs for two acoustic Knock Sensors. Shown is a mount
kit for our ORCA Harley Motors...we only use one knock sensor on the
V-Twin. A PDF
on Pectel Knock Control Strategy shows the complexity of it.
Aircraft Circuit Breakers..Not Fuses
Pectel SQ6M portion
of the electronics we are using Aircraft circuit breakers that "pop up"
and are push to reset. A lot more expensive than fuses but these do not
"blow" and you can see the offending circuit immediately.
SQ6M Wiring Diagram...Bonneville Bullett Turbo
of the wiring diagram but this will only aid in planning purposes. The
actual harness has to be measured on the bike with all the hardware
in place. It is critical that there be no strain or interference issues
and that serviceability is planned for.
we use a 4' x 8' whiteboard to layout the wiring harness. We use 3/4"
adhesive tie wrap pads, plastic tie wraps, velcro, and white gaffers
tape to hold the main harness and connector leads in place. The
adhesive pads can be removed or relocated without damaging the boards
Wires in this harness are MIL-22759 16/18/20 and 22 gauge. Deutsch DTM Plugs and Receptacles use a mix or gold and nickel plated pins and sockets. Deutsch Autosport Connectors are used for the SQ6M. Different wire colors prevent confusion and we also label each wire. This particular harness has 49 outboard connectors. The SQ6M itself has 107 pins. In the case we are using 73 of them.
Concentric Twist Layers
The stiffness of the harness will depend largely on how the underlying wires are arranged. The correct method is concentric twisting where successive layers are twisted in opposite directions...One wire surrounded by six wires, with each successive layer adding six additional wires i.e. 1-6-12-18. The twisting of the wires gives the harness additional flexibility and reduces strain on the wires. The above table provides some insight into the methodology.
twist the wires CW and CCW the best we can by the above format, but we
always run into issues with 2-1 and 3-1 splices so we don't go the
extra mile to put in dummy filler wires to get the 1-6-12-18 etc
layers. We do the concentic twisting and secure the runs with Mil-T-43435B
Lacing Cord. We label each wire with 1/8" yellow shrink tube covered by
clear Raychem RT-375 clear shrink tubing.
leave the exit branches about 4" longer than necessary and then trim
the wires to length for the connector. You can slide the labels up and
down the wire with a bit of force. Labels are necessary for us as we
are constantly interrupted and brain fade sets in.
The stock in-tank pump and regulator simply will not suppport 360hp. We convert the Road Toad to an external 700 hp racing fuel pump, filter and regulator assembly. The gas tank is modified for a return or bypass port and all fuel lines are upgraded to 3/8". Rubber isolated components, laser cut mounting brackets, AN fittings and fiberglass sheathed fuel lines all make sure the 126 Turbo Orca will not run out of fuel.
0-100 psi pressure transducer to monitor fuel pressure.
turbo exhaust manifold is plumbed for the 0-100 psi back-pressure
temperature stainless tube and flexible high temp wire tubing allows
for engine movement. As boost pressure rises you need to plug in
correction factors for the NTK wideband sensor's output.
We also monitor oil pressure. The Pectel SQ6M allows you to set safeguards and correction factors in software for changes in sensor readings. Planning out all the sensor locations for speed, pressure, temperature and Lambda readings takes a bit of planning. At lawyer rates we'd go belly up quickly. The curse of speed and technology.
How do you test an SQ6M before you go to Bonneville...SQ6M
Viper Specialty Regulator
Viper Specialty Performance designed a nifty fuel regulator that incorporates differential pressure and temperature sensing which are then inputted to your engine controller...This simplifies things in terms of wiring, sensor placement and data acquisition.
mounted in the galley of a V-10 Viper engine with a full Pectel Engine
Management System. Dan Lesser, Viper Specialty Performance.
NTK L2H2 Lambda Test Stand Calibration
NTK L2H2 Test Stand for sensor linearization: Propane
with a variable air bleed and three 18mm x 1.5 ports. Used for
calibrating two NTK L2H2 Lambda meters
against a known calibrated meter. Flowing Nitrogen gives Lambda 1.0
(14.57:1 AFR). Free Air at one end of the scale and propane/air
mixtures for richer
points .780 Lambda (11.36 AFR).
Pectel SQ6M engine controllers have 33 points to linearize or calibrate for each of the two NTK sensors. The SQ6M has internal NTK amplifier and heater circuits, so no external devices are required. Alternatively you can purchase a $1,200.00 drum of test gasoline and a $1,200.00 bottle of Lambda calibration gas to do your testing.
Alternatively, simply use the Cosworth/Pectel "Band 10" NTK Lambda
with Deutsch Autosport Connectors. Pectel CalTool Software lists twenty
"Band" designations i.e. 1-20 for NTK Lambda sensors but only the
"Band 10" is the Pectel supplied one. The "Band" numbers were used to
account for sensor variations but only Band 10 is supplied these days.
software also lists AUTO_CALIBRATION for NTK sensors but this was never
SQ6M is also configurable for a 0-5V input from an externally amplifed
wideband sensor (Bosch LSU4.9 ot NTK) as well as simple narrowband
(0-1VDc) sensors. In this regard it offers ultimate flexibility. Keep
in mind O2
or Lambda correction is just a trim function and that base fuel maps
and fuel modifiers have to be
Word of Advice...On your project
you decide on a project involving some form of advanced engine
management be aware of the complexities and costs involved...Then there
is the issue of "experts". Your project can go soaring cost-wise and
won't have a clue on setting up the wiring, the software or tuning
Time and money as they say. Someone has to be paid for their time and
expertise. Be prepared.
Be wary of those who offer delays, excuses and who are spreading fear, uncertainty, and doubt (FUD) about Cosworth/Pectel and other suppliers products because they have burned their suppliers and customers by using them as ATMs to float their failing business. We do our own work as we have firsthand knowledge of the intersects between people, their projects, and so called "experts"... People who drank the purple Cool-Aid, dropped 20+ large ones and got years of promises and delay.
we know of two customers who paid well North of $20,000.00 for high end
motorsport ECUs and ended up having to pay twice, as the first seller,
who held the developer license, totally screwed up. This got
straightened out by a second developer at $1,200.00 per day for on-site
trouble shooting and, later on, custom software updates at $3,500.00
per pop. Does get out of hand.
There are a few reputable engine management consultants and dealers out there for higher end engine management systems like Pectel, Bosch Motorsport, Motec, Life Racing and Syvecs (nee Life Racing). Check their references with former clients before you fork over your money. Make phone calls to recent clients. If they do not provide references do not deal with them. Motec tuners like John Reed , Shane (Tuned by Shane T) Tecklenburg, Tim Whitteridge (email@example.com) of Motorsportselectronics , and Eric Scheib of Electron Speed are reputable. Dan Lesser at Viper Specialty Performance does great work.
Shane Tecklenburg tuning a
Motec M130 on Tom Bookhamer's 120 Inch Bonneville bike on the RB
Racing's Superflow CycleDyn.
We use 30 feet of 8" stainless tubing for exhaust extraction with an 8"
Blower. The blower draws in 1725 CFM of free air mixed with the exhaust
and extracts it far away from the operators and the building. Shane has
more time on dynos in more places all over the world than about anyone
we have ever met. Shane is the "go to guy" when you get serious about
Shane stepped off the
airplane after a 25 hour flight from Bahrain ...tuned a Harley and
headed home. He lives close by so it was a tight but convenient
schedule for Tom and Shane. Tom all the way from Florida and Shane all
the way from EKanoo racing in Bahrain. Strange world of racers. As for
costs, tuners like Shane charge less than half of what a new lawyer
charges per hour or per day. By the time tuners like Shane, John Reed ,
Eric Scheib, or Tim Whitteridge arrive they are the least expensive part of
the project. Figure at least $1,000.00 per day plus expenses to have
them calibrate your system plus aditional expenses for licenses and
custom ecm code development.
In our case we deal with Cosworth directly. They are engine
and engineering people...we can deal with that. Racers. The SQ6M can do
anything. No development licenses. We do our own tuning.