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Installation and Operator’s Manual

MPI-16/8 Series Capacitive Discharge Ignition Systems

MURPHY POWER IGNITION San Diego, CA. USA

September ,2001

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TABLE OF CONTENTS 1.0 System Description

1.1.........Technical Overview ................................................................................. 5 1.2 Controller Specifications ........................................................................ 8 1.3 Special Features ................................................................................... 13

1.3.1 Spark Plug Demand Voltage (KV) measurement .................... 13 1.3.2 Energy Control ........................................................................ 14 1.3.3 Primary and Secondary Diagnostics ........................................ 14 1.3.4 Compression Detection .............................................................. 15

1.4 System applications ............................................................................... 16 1.4.1 4-Stroke engines ...................................................................... 16 1.4.2 2-Stroke engines ........................................................................ 16 1.4.3 Coil Selection Guidelines .......................................................... 16 1.4.4 Crank Method Selection Guidelines .......................................... 18

2.0 MECHANICAL INSTALLATION REQUIREMENTS .................................... 21

2.1 Controller ................................................................................................. 21 2.2 Sensors ..................................................................................................... 22 2.3 Coils ......................................................................................................... 27

3.0 ELECTRICAL INSTALLATION........................................................................ 28

3.1 Controller Enclosure Grounding .............................................................. 28 3.2 Power Wiring and External Fusing Requirements .................................. 28

3.2.1 Using Engine Starting Batteries for MPI Power........................ 29 3.3 Internal Fuses ........................................................................................... 29

Location and rating .................................................................................. 31 3.4 Sensor Wiring .......................................................................................... 32

3.4.1 Sensor testing techniques........................................................... 32 3.5 Coil Wiring and Primary Harness ............................................................ 39 3.6 Field Wiring Diagrams for External Equipment ...................................... 48

3.6.1 Using the MPI to Power Annunciators ...................................... 48 3.6.2 Tachometer Connections ........................................................... 50 3.6.3 Fuel Shutoff Valves ................................................................... 50 3.6.4 Relay Output Connections ......................................................... 61 3.6.5 Discrete Input Connections........................................................ 62 3.6.6 Using the 4/20 mA Input ........................................................... 63

3.7 Secondary Modbus Port Specifications ................................................... 64 4.0 Keypad/Display Panel Functional Description 66

4.1 Introduction .............................................................................................. 66 4.2 Programming ............................................................................................ 68 4.3 Parameter Descriptions............................................................................. 70

5.0 PRELIMINARY SYSTEM CHECKOUT ......................................................... 119

5.1 Power Connections ................................................................................ 119 5.2 Panel and Firmware Verification.............................................................. 119 5.3 Engine Data Verification .......................................................................... 120 5.4 Firing Order and KV Measurement Check............................................... 120 5.5 Crankshaft and Camshaft Sensors and Alignment Check ........................ 121 5.6 Dry Run Check ......................................................................................... 124 5.7 Idle Test Run ............................................................................................ 124 5.8 Testing Shutdown Devices ....................................................................... 125

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5.9 Full Load Test........................................................................................... 125 6.0 TROUBLESHOOTING GUIDE ......................................................................... 125

6.1 Error Messages ......................................................................................... 126 7.0 Firmware Release History ..................................................................................... 128

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THIS EQUIPMENT IS SUITABLE FOR USE IN CLASS I,DIV 2, GROUPS BCD OR NON-HAZARDOUS LOCATIONS ONLY

WARNING-EXPLOSIVE HAZARD- SUBSTITUTION OF COMPONENTS MAY IMPAIR

SUITABILITY FOR CLASS I, DIV 2

WARNING- DEVIATION FROM THESE INSTRUCTIONS MAY RESULT IN IMPROPER ENGINE OPERATION WHICH COULD CAUSE ENGINE DAMAGE AND/OR PERSONAL INJURY.

WARNING- THIS IGNITION SYSTEM MUST BE PROGRAMMED PRIOR TO USE ON AN ENGINE. REFER TO THE PROGRAMMING SECTION FOR COMPLETE INSTRUCTIONS.

Note to Reader: Please feel free to notify Murphy Power Ignition of any errors or omissions. Email to: [email protected] Fax to: 619-516-5103 Write to: MPI, 6302 Riverdale St. San Diego Ca 92120

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1.0 System Description

1.1 Technical Overview

The MPI 16/8 series ignition systems are capacitive discharge, low-tension type designs. The system is capable of generating precise spark timing that improves fuel economy, load balance and ignition stability. The controller design incorporates a state-of-the-art, 16-bit, microprocessor. This technology provides the user with a highly flexible solution to his ignition needs. Because of the microprocessor-based design, the user can select from one of five methods of crankshaft sensing. This degree of flexibility permits the user to take advantage of the best method for his specific application.

A unique feature of this product is the new, patented, spark plug demand voltage measurement that is available through the use of any MPI coil. It allows the microprocessor to:

1. measure demand on each cylinders plug for diagnostic purposes 2. use the measured demand for automatic energy control 3. use the measured demand in the unique “camless” crank method to determine the

compression stroke eliminating the need for a camshaft sensor.

This new design includes a keypad/display that has its own microprocessor. It communicates with the controller’s Signal Processing Module (SPM) using the industrial standard MODBUS RTU protocol. All programming functions are done through this keypad/display, no chips or PC or hand held computer is required to program it for an application or run special off-line diagnostic tests. The units can be purchased with the keypad/display mounted in the door or purchased without a display in the door. The display can be purchased separately and mounted in a remote location. The communication link is a serial RS-485 port that can drive cables up to ¼ mile in length.

The latest design incorporates a new shutdown interface that allows an external shutdown device to “ground” the “U” lead similar to how a magneto is controlled. Or, a more sophisticated approach can be used such as controlling the ignition enable signal from a PLC, or a newer annunciator.

The system is modular in design. For engines of 8 cylinders or less, the user can select a lower cost MPI-8D model. The MPI-8D or theMPI-8 (non-display unit) has all of the features of the MPI-16 series. The difference is the MPI-8 uses a single, 8-channel output module.

The MPI ignition product line includes the following: 1. Four controller versions, MPI-16D,-16,8D,8 2. Five coil styles

IT-230 non-haz open lead ITX-230FM (flange mount) CSA approved ITX-230RM (remote mount) CSA approved ITX-150-12/6 integrals (coil-on-plug) 12”, 6” respectively, CSA approved

3. Primary Harnesses, Refer to drawings 200611, 200612 4. Sensors and related harnesses. 5. Trigger disks.

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Figure 1.0 Products

IT-230

ITX-230FM

ITX-230RM

ITX-150-6/12

MPI-16D Controller

Sensors and trigger disks

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Figure 2.0 Typical installation block diagram

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1.2 Controller Specifications General:

Ignition Type: Capacitive-Discharge Maximum Spark Energy: 125 mJ Number of Cylinders: 8/16 4-Stroke/2-Stroke Supply Power: 12-32 VDC, 4 amps avg. at maximum firing rate. Accuracy: 0.25 degrees Max RPM: 2000 Operating Temp –20, +70 C

Hazardous Rating: CSA Class 1, Div 2, Groups B,C,D T4 Temp Code Certificate # 1130657 Communications:

Serial Port #1 Primary: RS-485, Modbus RTU Slave protocols, 9600 Baud Used for MPI keypad/display panel

Serial Port #2 Secondary: RS-485, Modbus RTU Slave protocol, 2400, 4800, 9600 baud rates available, data format 1,8,1 no parity

Note: available in 4th qtr 2001 Used for communicating with a customer furnished Modbus Master Device. Supports multi-word writes, multi- read functions. This port provides for a remote located user to observe the systems operation. A limited number of parameters are made available for writing to over this port. This port provides for concurrent operation of the “Operator Pages” during normal run operations. No off-line diagnostics or programming functions is supported over this port, those are only available over the primary port.

Inputs:

PIP (Position Input Pulse): Function: provide incremental crankshaft pulses. Any quantity in the range of 30-360

per revolution can be used. Signal source: ring gear teeth, drilled holes in the flywheel or crank or camshaft

mounted trigger disk Sensor type: passive mag pick-up or active hall-effect sensor, min input 2.5 volts peak

Electrical Interface: 7 K ohm input impedance,

1/REV (Once Per Revolution): Function: provide a reference pulse for the start of a new engine cycle and is also used

for RPM measurement. 1 pulse located at TDC#1, +,- 15 degrees. Signal source: hole, ferrous target, trigger disk Sensor type: passive mag pick-up, or active hall-effect sensor, min input 2.5 volts peak Electrical Interface: 7 K Ohm input impedance

CAMREF (Cam Reference): Function: 1 pulse at TDC#1 compression is required for cycle distinction for 4-stroke

applications where a non-camless method is desired or if non-MPI coils are in use. This pulse must act as a “window” for the 1/REV pulse on the compression stroke.

Caution: The polarity of this pulse is user programmable, for the MPI dual hall-effect the polarity selected should be “negative”. For other sensors the user must know the polarity and match the programmed polarity to it.

Signal Source: magnet target, can be north or south pole, user must know for correct wiring of the MPI dual hall-effect sensor.

Sensor type: MPI Dual Hall-effect

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Electrical Interface: Internally pulled up to 10 volts. Sinks 5 mA. IGN Enable (Ignition Enable): Function: Control over ignition, closed contacts disables ignition, shuts down Tank capacitor charging circuits. Signal Source: external switch or relay or PLC open-collector or open-drain. Sensor Type: manual switch, relay contacts or PLC discrete output Electrical Interface: Opto-Isolated, internally pulled up to +15 volts. Sinks 5 mA. Use an external dry contact (do not apply an external voltage) A/B Select: Function: selects the timing schedule, open contact for schedule A, closed for B

This input also selects which 4/20mA input is active. Signal Source: external switch or relay or PLC open-collector or open-drain. Sensor Type: manual switch, relay contacts or PLC discrete output Electrical Interface: Opto-Isolated, internally pulled up to +15 volts. Sinks 5 mA. Use external dry contact only (do not apply an external voltage)

Alarm Acknowledge: Function: This input is used to clear the alarm que. Signal Source: external switch or relay or PLC open-collector or open-drain. Sensor Type: manual switch, relay contacts or PLC discrete output Electrical Interface: Opto-Isolated, internally pulled up to +15 volts. Sinks 5 mA. Use external dry contact only (do not apply an external voltage)

4/20 Milliampere A&B Function: Each of these provides for controlling the ignition timing (retard only) from an external device. Signal Source: Many options here, these inputs can be driven by different sources. Any

compatible temperature transducer could be used to protect against detonation. A device that sensor fuel quality could be used. A PLC with a 4/20 mA output channel could be used. Another aspect of the flexibility is that any transducer can be monitored without affecting timing. The display can be scaled to read out in useful units. Check with your distributor on how to scale these inputs to show appropriate engineering units. For example, if a temperature transducer is connected, the reading shown on the display can be scaled from the 4-20 mA to a temperature in degrees F or C.

Sensor Type: Analog transducer externally powered. Electrical Interface: The MPI inputs have a 250 ohm dc termination across the +,-

terminals. This input must be externally sourced. Note: these inputs cannot be wired in series, each input must be driven by a dedicated sensor.

“The U Lead”: Function: This lead provides power to run ignition powered devices. It can also be

grounded to shutdown ignition. This lead is connected to the tank capacitor through a 30K ohm resistor on the output module. Only Ouput Module #1 is used. The connection from the Output Module to the USER IO board is made at the time of assembly, no extra wiring is required.

Signal Source: Any device that applies a ground can be used. Sensor type: Annunciators, overspeed devices etc. Electrical Interface: This input is pulled up to the 24 volts supply through a 3k resistor and

an opto-isolator diode on the USER I/O board. The ignition-powered devices will have this interface voltage applied to it whenever the tank capacitor drops below 24 volts. During operation the tank pulses will not decrease all the way to zero volts when it is fired. It will only drop down to 24 volts. This may be a problem for some equipment such as tachs and other speed monitoring devices.

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Check the spec on these devices to be sure they’re compatible. They may need to see the voltage drop down closer to ground before it can recognize the pulse.

The “V” lead: Function: This is the common “sense” lead that comes in from each coil. The signal that is

carried into the unit on this lead is used to determine the demand voltage on the plug.

Signal Source: Any MPI coil Sensor Type : Any MPI coil Electrical Interface: The V lead is internally jumpered from the V pin on J1 (primary

connector) to the sense lead input on the SPM. The user only needs to make the sense lead connections from the coils to the primary harness.

24 Volt Supply: Function: This is the main supply connection to the unit. This input supplies power to the

tank capacitor charging circuitry, the low voltage level for the digital logic is derived, and the 15volt supply for any active sensors is derived from this input. This input also supplies power to the keypad/display unit.

The circuit design has taken in account the need to keep current peaks at a minimum. They are a source of noise to other equipment sharing the same supply and higher currents result in higher voltage drops which could create problems as well. The MPI has significant internal storage capacity. High current peaks during the tank capacitor charging cycle are taken from the local storage devices. The microprocessor controls an electronic switch so that it can isolate this input from the charging supplies while maintaining power in all other areas. The microprocessor isolates this input from the charging circuits during the firing cycle as well as the charging cycle. After the tank capacitors have fired out to the coil and then has been fully re-charged, the microprocessor connects this input to the internal storage capacitors for re-charging at a much slower rate therefore reducing the peak current demands from the 24 volts supply. Although 16 awg is recommended, the system will function perfectly well through 18 awg wire.

Caution: The 24volt supply is distributed throughout the unit through fuses to

each major internal assembly. But, if the 24+ lead is inadvertently connected to the 24 RTN (ground) terminal instead of the 24 VDC Input terminal, a high current flow could result and damage can occur. All of the connections with “RTN” as part of the name are internally connected together. If any of these RTN connections are wired they could provide a redundant path back to the supply -, effectively grounding the unit. Therefore, it is recommended to install a fuse in the 24+ line between the supply and controller to provide a means of protection if this ever happens. Please refer to the electrical installation drawings for details.

Outputs: Coil Drivers: Pins A,B,C,D,E,F,G,H,J,K,L,M,N,P,R,S Electrical Characteristics:

These outputs conductors are connected to the tank capacitor through an electronic switch. This product uses a power device widely accepted in all fields where electronic switching of high current is required. The technology is called “Insulated-Gate-Bipolar-Technology” or IGBT. This technology is a combination of FET and Bi-Polar processes. The FET provides the ability to turn the device on and off by an

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application of appropriate voltage on the Gate and Emitter. The Bi-polar section handles the high current flows with the advantage that bi-polar solid state physics offers over a FET output circuit semiconductor. It’s the best of both worlds combined in to a single device. The IGBT and associated circuits provide a high-side output interface. This means that the positive side of the coil is sourced by the IGBT when its time to fire. There is no common rail voltage that is constantly applied to the + side of the primary. These outputs can withstand shorts to ground indefinitely without suffering any damage. They can be shorted to each other without damage. They can be left open circuited indefinitely without resulting in any damage. When a primary lead is open the voltage on the lead will float up to the tank voltage but its through a 250 K Ohm resistor therefore little energy can be delivered. The low DC resistance of the primary winding provides a current path for the IGBT bias circuits which is why the tank voltage appears on this lead if it is open. Lastly the IGBT cannot be turned on while the primary lead is open.

The “T” Lead: Each Coil (-) connection must be connected back to the output module via the T lead in order for the tank capacitor, IGBT and coil to have a complete circuit when the IGBT closes. The T lead goes back to the (-) side of the tank and it must be common to all coil (-) terminals. The T lead must be connected to the ground terminal of the ignition powered device or to a common ground shared by the device and the T lead. The skid frame can work, the engine block can be used, but the best method to be certain a reference is made to the T lead is to run a small gauge wire from the device ground terminal back to the T lead. The T lead must be the heavy gauge from the coils, 18-16 awg. The most reliable method it to run all of the coil (-) leads into a junction box and all of them jumpered together. Then connect the T lead to this common node and it’s done.

The “U” Lead: This lead has been defined in the input circuit specifications with an emphasis placed on the shutdown circuit. As an output, it is the supply voltage for ignition powered devices. This lead is connected internally to a 30 K , 2 watt resistor and the other end of the resistors connects to the tank capacitor. The purpose of the 30 K resistor is to limit the current drain so the charging circuits are not constantly working and creating excess internal heat. The other purpose it to protect the charging circuits from a direct short to ground if the device being powered is designed to ground the IGN input as in the case of many Murphy annunciators. The user must calculate the total load current from the devices being powered and compute the resultant voltage drop (IR drop) across the 30 K resistor. The available voltage at the device for the applied load will be the tank voltage less the voltage drop across the resistor.

ISO_CAM, ISO_PIP, ISO_1/REV: These are opto-isolated outputs of the indicated signal. These are 2-terminal, collector/emitter connections. They are intended for use by other equipment and provide an isolated barrier between these outputs and the signal used by the MPI controller. These outputs can be shorted together without affecting the MPI operation.

The maximum load current is 5 mA. The maximum pull up voltage is 60 VDC

Relay Contacts: For the Ignition On,Alarm, and Shutdown relays Form C configuration Maximum closed contact current: 1.0 Amps Maximum open contact voltage: 30 VDC

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1.3 Special Features The MPI controller has been designed with several features that were made possible by the new “smart coil” technology and the capabilities of the system’s microprocessor. These features are discussed in the following pages to help the user better understand what these features can do for him. Having a better understanding will lead to quicker diagnosis of problems and shorter down time. The features that are considered as part of newly developed technology are:

1. Spark Plug Demand Voltage (KV) Measurement 2. Energy Control 3. Compression Detection

1.3.1 Spark Plug Demand Voltage Measurement

The term spark plug demand voltage is known by several different names, but they all mean the same thing. Some of the other identities are:

1. secondary voltage 2. breakdown voltage 3. KV measurement

These all refer to that condition when the voltage impressed across the plug gap is high enough to cause current to flow across the gap in the form of an arc. Once the arc starts the voltage across the gap is reduced to approximately < 1000 volts or 1Kilo Volt (KV). The breakdown voltage alone does not guarantee combustion, other important factors are the total electrical energy of the arc, the duration of the arc and the air/fuel ratio within the gap. But if the breakdown does not occur there will be no normal combustion. This is why the breakdown voltage is such an important piece of information. It is a leading indicator for diagnosing combustion related problems and provides prognostic indications as well.

There are many factors that can affect how high the voltage much reach before an arc can occur. Here are some of the major factors:

1. Plug gap distance, longer distance requires more voltage. 2. Dielectric properties of the atmosphere between the gap, air/fuel ratio. 3. Cylinder pressure at the precise angle when the voltage is building up.

[It could be argued that factors 1&3 contribute to the dielectric properties but they are delineated for better understanding.]

The primary benefit derived from knowing the breakdown voltage is being able to predict the end of the plug life. The user can see very precisely when the demand voltage is approaching the maximum KV available. Knowing this information may allow the user to run longer between plug changes than before when the plugs were changed based on a time-table that ensured large margin of safety.

Since each plug’s demand voltage is measured and displayed, the system provides individual cylinder diagnostics.

The measurement of the demand voltage is accomplished by using the signal provided by the coil sense lead. The sense signal shape replicates the actual voltage waveform applied to the plug. The microprocessor uses a transfer function of the coil circuit. A transfer function is a mathematical equation (model) that relates all of the variables that determines the spark plug voltage waveform up to the instant of breakdown. These variables include:

1. coil turns ratio 2. coil primary and secondary inductance 3. coil primary and secondary resistance 4. tank capacitance 5. initial charge of tank voltage 6. IGBT turn-on to breakdown time

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Of these factors the first four are constants. The fifth is the initial charge of tank voltage, which is known. And lastly, the sense lead and associated circuitry provides the direct measurement from the secondary side of the coil of how long it took for the voltage to reach the breakdown point from the instant the IGBT was turned on. With all of these factors applied to the transfer function’s algorithm the resultant calculated output based on these measure and fixed factors is the actual KV amplitude at the precise moment of breakdown.

1.3.2 Energy Control: The energy control feature provides a means of automatically reducing the energy

applied to the plug but not to the point where reliable breakdown is sacrificed. The objective is to reduce the erosion rate of the plug’s high voltage and ground electrodes caused by the electrical current flowing during the arcing period.

The demand voltage plays a crucial part in this scheme since it provides a measurement of the minimum required voltage. The Automatic Control algorithm can reduce the maximum available voltage and still provide some “headroom” for reliable combustion. The tank voltage and stored energy are related by the following relationship:

E (energy in joules) = ½ Tank Capacitance x Voltage2 It can be seen that by controlling the tank charge in volts the energy can be controlled as

well. Changing the tank capacitance would mean a change in the component, which is not a practical thing to do. By reducing the voltage, the maximum output voltage on the secondary is directly influenced. The relationship between the peak secondary voltage and the tank voltage is:

Vmaxsec(KV) = Vtank x coil turns ratio. The coil turns ratio is the ratio of the actual times the secondary wire has been wrapped

around the core of the coil to the actual number of time the primary wire has been wrapped around on the core. This is a fixed number. The relationship shows a direct relationship between the primary voltage and the secondary voltage. It’s important to remember this relationship is useful for calculating the maximum possible secondary voltage if no breakdown occurs.

The energy control algorithm calculates the maximum secondary voltage that can be theoretically generated and calls it the Maximum Available KV. The actual measured voltages from each plug are made and the highest one is picked out for the control feedback. This is referred to as the Max Measured KV. Both of these variables can be seen on the display as the control loop (algorithm) works. As the control reduces the Max Available it compares it to the Max Measured. When they are within a safe margin the control loop holds the Max Available constant. As the Max Measured (demand) increases over time, the Max Available will be raised to maintain the margin to ensure reliable combustion.

1.3.3 Primary and Secondary Diagnostics: The ability to measure the secondary demand voltage significantly enhances the system’s diagnostic capabilities. The system also monitors the tank voltage at specific times to determine the tank discharge rate. The rate of tank discharge is a leading indicator of certain conditions that can be diagnosed and dealt with. The combination of these secondary and primary measurements provides a very useful diagnostic tool The system diagnoses every plug for every firing for one of 5 conditions.

1. Normal operation: this is the condition where the plug is reading within the expected KV range. The controller measures the secondary breakdown voltage and also checks for a normal tank discharge rate.

2. Open Primary: The secondary demand voltage indicates no arc on the plug and the tank capacitor has not discharged.

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3. Shorted Primary: The secondary demand voltage indicates no arc on the plug and the tank discharge rate was almost instantaneous.

4. Open Secondary Lead: The secondary demand indicated no arc on the plug and the tank discharge rate was excessively long.

5. <5 KV: This could be a normal condition, but the secondary indication was so low that it was unable to discern any arc. The tank discharge rate shows a faster than normal discharge rate. If the plugs are test fired in atmosphere the dielectric strength of air is low and a very low demand is placed on the secondary output. An arc would occur but it would be at a very low demand, <5KV. For an engine running at idle with low cylinder pressure and an air fuel mixture in the gap the demand would also be low. Fuel reduces the dielectric strength. Under load the additional cylinder pressure increases the dielectric strength more significantly than the fuel need to maintain the load so the overall dielectric strength increases and requires a higher breakdown voltage.

1.3.4 Compression Detection: The secondary demand is significantly affected by pressure built up in the cylinder. Therefore, if the system uses the coil to arc the plug under different pressure conditions the measured demand would reflect at least the relative difference in these conditions. For 4-stroke cycle engines the piston makes 2 trips up through the cylinder before it repeats the process. One time coming up to the top, the valves in the head are closed and the piston compresses the air/fuel charge in the cylinder. The next time it comes up the exhaust valve is open to allow the piston to literally shove the burnt gases out of the cylinder preparing it for the subsequent ingestion of a fresh air/fuel charge. Since the ignition arc needs to occur on the compression stroke the system must be able to determine when the compression stroke is occurring. If there was a way to initially indicate to the system which stroke was which during initial cranking cycles, it could keep track of the subsequent cycles simply by using the PIP and 1/REV sensors on the crankshaft. These two sensors provide indications of the completion of crankshaft revolutions but they cannot provide the system with an initial indication of the compression stroke. This system, through the secondary demand measurement can accomplish this. The algorithm for initially synchronizing to the compression stroke is accomplished by a special test fire mode during cranking. During this test firing mode, while the engine is cranking, the system fires cylinders #2-n, where n is half of the cylinders. The sequence starts with cylinder #2 in the firing order and it continues to fire through the order on 4 successive revolutions. For example, if it’s an 8-cylinder engine with a firing order of 1,8,4,3,5,6,7,2 the system will fire cylinders 8,4,3 &5 for four consecutive revolutions. This provides the system with readings during 2 compression and 2 exhaust strokes for each of these cylinders. The system uses the crankshaft sensors to provide the accurate timing pulses necessary to fire half of these cylinders at the same crank angle. This means the plug is fired when the piston is in the same relative position coming up to the top of the cylinder on each stroke. We know that on one trip up the pressure will be significantly higher than the other at the same position in the cylinder. So will the demand voltage. The measurements of the demand voltage are stored and processed to determine the cycle pattern. After 4 revolutions for half of the engine’s cylinders the high-demand, low-demand pattern is easily seen. The result is the system knows what the cycle, compression or exhaust, will occur on the 5th and subsequent cycles. The cylinder’s pressure affect on the plug demand voltage provides a true indication of the stroke. Even a camshaft sensor has to be aligned mechanically, it cannot tell the system that the engine is on compression. The system has to “assume” that the user has aligned it to the compression stroke and the signal polarity is correct for the compression stroke.

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1.4 System Applications This section is dedicated to providing guidelines regarding system level decisions. The

information presented is intended to help assure that all of the major design decisions have been addressed.

CAUTION NOTE: All systems should provide a means of holding off the fuel during

start up until the ignition controller has indicated it is firing. The controller has a relay called IGN_ON that is intended to support this function. A pure time delay for the fuel valve is NOT the best approach since this would assume the ignition would come on. The best approach is to use the IGN_ON relay to control shut-off valves directly (if it draws less than 1.0 amps) or to indicate to a fuel control system when it can apply fuel to the engine.

1.4.1 Four-Stroke Engines

This ignition system is ideally suited for 4-stroke engines in the horsepower range of 500-3000 bhp, 4-16 cylinder engines. The features this system contains have been specified based on needs encountered by this engine group. Applying this system to an engine of less than 500bhp may not be the best economic approach since smaller engines typically use fewer features and have fewer number of cylinders than their larger counterparts. Many of the smaller engines can also be found to operate well over the upper RPM limit of 2000 rpm.

1.4.2 Two-Stroke Engines

This system can be used on many 2-stroke slow-speed engines. These engines typically run in the rpm range of 250-475 rpm. This system can accommodate this speed. Consideration needs to be given to the use of this system in that this system can only fire up to 16 outputs and no two outputs can be fired simultaneously. Since most slow-speed engines have large bores, there are typically 2 spark plugs per cylinder in order to increase the burn rate of such a large volume of fuel-air charges. The MPI ignition system can fire 2 coils wired in parallel. A maximum energy level of 125 mJ is divided between the two coils. This energy level is typical of systems that are specifically designed for large-bore, slow-speed engines. The new feature in the MPI system that provides for spark plug demand voltage measurement is also available for dual coil, however the sense leads must be separated into two common nodes. Say for example there are two coils per cylinder, a left side and right side coil per cylinder. All of the left side coils would have their respective sense leads chained together and go to a select switch. All of the right side coils would do the same. The common of the select switch would be wired into the system. Then the user would position the select switch to read the KV levels from either the left or right set of coils. The diagnostic checks are still functional with dual coils. For engines that have 2 cylinders simultaneously firing, which means four coils firing at once, the user needs a 4-position selector switch for the sense lead. The tank capacitors need to be put in parallel in order to maintain adequate energy to each coil. The user should consult the distributor for this type of application. Another solution to this application is to use two MPI controllers, each one dedicated to firing one of the two simultaneously fired cylinders. This would also require 2, 2-position selector switches for the sense lead.

1.4.3 Coil Selection Guidelines

MPI offers 5 different coil styles. They are divided into two basic categories, 230 volt, and 150 volt. These are the nominal primary firing voltages. There are 3 different coil styles of the 230 volt and 2 styles for the 150 volt coils. Listed below are the 5 different coils and their intended application: 1. IT-230 : This coil is intended for non-hazardous applications. It is also the least

expensive coil. It provides duration of 400-600 usec and draws a current pulse of 7-10 amps peak. The “G” stud is the critical ground for the secondary

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circuit. A jumper is made from the “G” terminal to the mounting bracket. These coils are intended to be mounted directly onto the head so that the coil bracket makes electrical ground connection to the head.

2. ITX-230FM: This is a CSA rated coil for Class 1, Div 2 locations. It has a nickel plated 3-bolt flange for mounting to the valve cover. It has the same electrical performance as the basic IT-230 coil. This coil is useable on engines such as the lean-burn 3516 Cat engine.

3. ITX-230RM: This is another CSA rated coil for Class 1, Div 2 locations. It is the Remote Mount version of the basic coil. It is completely encased in a metal housing. The mounting flanges provide the electrical ground for the secondary and therefore should be mounted directly onto the head or if mounted off the head, the cases should have a grounding wire brought from the mounting bracket to the cylinder head for a short loop for the spark plug current. This coil accommodates a shielded primary harness and a shielded secondary harness. This coil has the same electrical performance characteristics as the basic IT-230 coil, therefore the spark duration is 400-600 usec.

4. ITX-150-6: This is another CSA rated coil for Class 1, Div 2 locations.

The “-6” refers to its overall length of 6 inches. This coil has the benefit of threading directly onto the shielded spark plug, which eliminates the need for a high-tension lead and its associated cost.

However, due to its small diameter it is impossible to have many turns of wire wrapping around the core. This creates a very low inductance, almost a short circuit, and the spark duration is very short. The duration is in the neighborhood of 150-200 usec. This short duration is too short for some applications. Due to the in-cylinder mixing of fuel and air the ignition reliability for such short duration must be carefully analyzed. This short duration reduces the statistical probability of having fuel in the plug gap while the arcing is occurring. Engines that have induction systems that are designed to provide a higher concentration of fuel near the plug will work better with these coils than engines that try to achieve a more homogeneous mixture. Selecting these coils based on price alone will not guarantee reliable ignition will occur.

Another penalty the user pays with these coils is the higher current peaks they draw. These coils will pull up to 40 amp peaks through the primary winding. This high current peak puts more stress on all of the components in the primary circuit path. Also, more noise is generated with these coils due to the high current spikes.

Another drawback to these coils is the harsher environment they must operate in. Being directly mounted to the plug there is much more heat conducted to the coil that reduces reliability and longevity. The higher heat contributes to higher corrosion rates as well. In humid environs, moisture tends to build up in and around the coil when the engine is shutdown for any length of time because the coil does not breath well mounted down in the plug well. This also contributes to the higher corrosion rates. The poor breathing location also adds to the thermal issues.

5. ITX-150-12: This is the same coil as the ITX-150-6 except it is 12 inches in length. All of the benefits and drawbacks of the –6 coil apply to this coil as well.

17

1.4.4 Crank Method Selection Guidelines “Crank method” is the term used to define how the signals that are needed for timing and position reference are generated. The system provides for a selection of 5 different ways (methods) to install the sensors for providing these signals. The user can choose one that best suites his needs. What is described here is what each method entails and the pros and cons of each one. The basic signals that are needed by the system are briefly defined.

1. PIP signal: This is the incremental pulse that provides for tracking the crankshaft in between the 1/REV (top-dead-center) pulse. The PIP provides the angular position change information that allows the system to measure the movement of the crankshaft. These pulses are not directly related to the firing points. The controller compares the programmed timing angles to the measured position and when these two match a trigger pulse is generated for the appropriate cylinder.

2. 1/REV signal: This is the once-per-revolution pulse, obviously it occurs once per revolution of the crankshaft and is normally set up to occur at TDC #1 cylinder. There is a correction or calibration factor that the user can set into the system that allows for this pulse to occur within +,- 15 degrees of true TDC. This calibration is typically needed for very small adjustments but is does allow the user to very precisely match the digitally displayed timing to the indication seen with a timing strobe light.

3. CAMREF signal: This signal indicates when the 1/REV signal has occurred on the compression stroke. This signal is not needed for 2-stroke applications. A sensor on the camshaft normally generates the signal. For the two No-Cam methods this sensor is not required, the CAMREF signal is generated by the controller firmware. This is described in more detail below. It is very important to make sure the actual signal polarity on the compression stroke is the same as the polarity programmed in the controller. The controller allows for either positive or negative active signals in order to accommodate not only MPI hall-effect sensors (which ALWAYS output active negative signals) but other mfr’s sensors as well. If the polarity of the signal on compression is opposite to the programmed polarity, the matching polarities will occur on the exhaust stroke and therefore the system will be firing 360 degrees out of phase.

The following describes these methods, the order has no significance.

1. Ring Gear ( or drilled holes in the flywheel) For this method the PIP signal is generated by a 2-pin magnetic pick-up mounted so that

it senses the ring gear teeth. The user programs the number of teeth per revolution into the controller. The range of teeth is 30-360 regardless of the timing pattern. The signal minimum amplitude is 2.5 volts.

The 1/REV signal is usually a 2-pin magnetic pick-up also. For most applications a hole is drilled or stud of ferrous material is installed to generate the pulse. The hole or stud can be ¼” dia. x ¼” dp(or protruding). This is assuming the user installs the MPI 2-pin pick-up. The minimum signal amplitude is 2.5 volts.

Mounting a magnet pin on the camshaft so that a hall-effect sensor can be used usually generates the CAMREF signal. The signal needs to be aligned so that it is active when the 1/REV occurs on the #1 tdc compression. The CAMREF signal polarity is critical and must match the signal when cylinder #1 is on compression. If the programmed polarity is mismatched, the controller has no way to know this set up is wrong and it will use the programmed polarity as the compression stroke. Therefore the ignition will be fired 360 degrees out of phase.

Pros: This method is one of the easiest to set up and it provides very accurate, stable timing. Cons: The magnetic pick-ups mounted in the bell housing can become covered with grease

and debris over time. This requires periodic cleaning and checking. This method requires a

18

camshaft sensor to generate the CAMREF signal thus increasing cost and complexity. The come-in speed is critical since the signal strength is directly related to the speed of the passing teeth. For some engines the speed can be difficult to reach due to a weak starting system. This requires the sensor gap to be reduced, which increases the potential for extra pulses once operating speeds are reached. The user must find the best gap that allows reliable starting without excess sensitivity that could cause unwanted pick up of flywheel anomalies.

For large bore 2-stroke engines this method is often used with the exception that the ring gear teeth are NOT used but holes are drilled instead. Typically, the large bore engine flywheel teeth are chipped and worn to the extent the magnetic pick-up has difficulty reading them. Drilling 30 holes for the PIP and one hole for 1/REV is a reasonable method for the large bore 2-strokes.

To date this method is rarely used since we have the compression detection scheme that eliminates the external CAMREF signal and its sensor. If coils other than MPI are used then this method is often used.

2. Crank Disk

This method consists of mounting an MPI trigger disk on the end of the crankshaft. The disk has embedded magnets that provide the PIP signal and one magnet of opposite polarity that generates the 1/REV signal. The MPI dual hall-effect sensor is used for sensing the magnets. The CAMREF signal is generated by installing a magnet on the camshaft and mounting a second MPI hall-effect sensor to produce the CAMREF signal. The polarity of the CAMREF signal is critical and must match the programmed polarity on the compression stroke. IF the programmed polarity is mismatched the controller will fire the engine 360 degrees out of phase. Pros: This method allows the sensor for the PIP and 1/REV to mount outside the bell housing in a more benign environment. Timing accuracy is excellent. Another plus is the come-in speed is very low. This is a popular method for large bore 2-stroke engines. Cons: The disk requires the user to fabricate a mounting hub for the disk and brackets for the pick-up. This adds material and labor to the overall installation cost. The use of the CAMREF sensor is also an additional cost if the MPI coils and the compression detection scheme are not selected.

3. CAM Disk This method employs a single triggering disk that mounts on the engine’s camshaft. The disk provides the PIP and 1/REV signals. Since this disk is mounted on the camshaft the 1/REV signal is always generated on tdc#1 compression. The firmware in this case knows to not expect a 1/REV on every crankshaft revolution. There are many disks available that can mount to the camshaft directly without needing additional hubs or brackets. Pros: This method is simple and easy to install. Since magnets are used the system come-in speed is very low. Cons: The timing accuracy and stability is limited by the mechanical condition of the cam drive mechanism. Also the disk is an additional cost item. The overall system cost is comparable to the ring gear method since it requires only a single sensor. The disk offsets the cost of the 2 mag pick-ups.

4. No-Cam Ring Gear

This method is one of two that uses the compression detection scheme that measures the spark plug demand voltage and determines compression by comparing readings over several successive firings. The details of this were described in a preceding section. In brief, the controller fires half of the engine’s cylinders for four successive revolutions as soon as it has detected a good PIP count from the PIP and 1/REV signals. This usually occurs after 1-2 revolutions after the started has engaged. At the end of the 4th revolution of test firings the controller can determine what the stroke will be for cylinder #1 is on for the 5th rev. On the

19

5th rev the controller starts firing cylinders on every other rev and on the correct stroke. The firmware generates an internal CAMREF signal using the 1/REV and PIP signals after the correct stroke cycle is determined from the test-firing phase. The internally generated CAMREF signal occurs every 720 degrees in sync with #1 TDC compression.

The PIP signal for this method is generated in the same way as the regular ring gear method. Gear teeth or evenly spaced holes can be used. The 1/REV signal is also generated the same way as in the ring gear method, a hole or ferrous stud post is located to pass under the 1/REV sensor at tdc#1.

Pros: This method eliminates the need for a camshaft sensor and the associated effort to

install and align. Using this method also relieves the user to ensure the CAMREF signal polarity is correct because there is no CAMREF sensor and polarity to worry about. This is a very popular method. It also eliminates the cost of the camshaft sensor.

Cons: As with the ring gear method that has sensors in the bell housing, they are subjected to contaminants and oils that can render the pick-up inoperative.

5. No-Cam Crank Disk

This method is similar to the Crank Disk method but this method does not require a camshaft sensor. The compression is detected as described above. The user mounts an MPI trigger disk to the crankshaft and uses the MPI dual hall-effect sensor for the PIP and 1/REV signals. Pros: no camshaft sensor, no alignment issues, cleaner environment for the PIP and 1/REV sensor. Cons: Requires user to mount a trigger disk to the crankshaft , and fabricate a bracket to mount the dual hall-effect sensor. This method has not been used much but it is becoming a popular method because of the higher reliability of the single sensor mounted outside of the bell housing.

20

2.0 Mechanical Installation

2.1 Controller Mounting Considerations The controller has four shock mounts for vibration isolation. The unit should be mounted so that the front panel is vertical. The front panel should not be exposed to direct sunlight, as it will fade the panel over time. Also avoid locating the unit in close proximity to exposed exhaust manifolds or locations where the temperature can exceed 65 C. Figure 3.0 Controller Mechanical Envelop

Modifications made to the enclosure are not recommended. We often see metal shavings from drilling holes in the enclosure scattered across the electronic circuit boards causing shorts and failures. Any units received for repair with mechanical modifications will be automatically treated as out of warranty

21

2.2 Sensors

2.2.1 Sensor criteria for the Ring Gear, Crank Disk, No-Cam RG and No-Cam CD methods.

When either the Ring gear or No-Cam RG method is used, the 2-pin mag pick-up, MPI p/n 200203 should be used for both PIP and 1/REV. The 1/REV could use one output of the MPI dual hall-effect sensor 200201 or 200211 if the user mounts a magnet on the crankshaft. However; in most applications the user will put 2 mag pick-ups on the flywheel, one on the gear teeth for the PIP signal and one on a drilled hole for the tdc reference signal 1/REV.

Figure 4.0 is the specification control drawing for MPI’s 2-pin, mag pick-up sensor.

Figure 4.0 2-pin Magnetic Pick-Up sensor.

This passive i.e. non-powered sensor is normally used for sensing holes, gear teeth, or ferrous studs or pins. The signals this sensor is normally used for are the PIP and 1/REV.

The 1/REV hole in the flywheel for the 1/REV signal needs to be ¼ in dia min x ¼ deep min.

A larger or deeper hole can be used up to the size of the sensor housing dia of 5/8 in. A hole too large would produce two pulses one at the leading edge of the hole and one at the trailing edge. If the hole is larger than 5/8” the sensor has time to null out during the interval the hole is moving under the sensor and then it will generate the second pulse when the trailing edge of the hole passes under it.

Programming the polarity for signals that use passive mag pick-ups is not a critical item. The default polarities for the PIP and 1/REV signals are set to “POSITIVE” and this does not need to be changed unless the MPI active dual hall-effect sensor is used as it is for other crank methods.

Setting the passive, mag pick-up sensor gap: For a hole in the flywheel the sensor should be turned in until it is stopped by the surface, then

back it out from ¼ to 1 full turn and lock it down by tightening the jam nut. For a ferrous target that protrudes from the surface, the sensor should be turned in until it

touches the top of the target piece then back it out ¼ to 1 turn and locked down. If the sensors are set for a 1 turn gap and the system does not read a good PIP count, the gap should be reduced. Some

TITLE

DWG. NO.DRN BYORIG DATE

JDN

PAGE NUM. TOTAL PAGES

1 1

DATE REV DESCRIPTION REL BYREV

B

PIN A: Signal +PIN B: Signal -

A

NOTE 3

MP

I-20

02

03

GEAR

5/8-18UNF

2 PIN SENSOR (MPI 200203)

200203

10/09/01

PRE-PRODUCTION RELEASE---

4.25

3.14

3.00

05/20/00 JDN

SIZE SCALELEGAL

MURPHY POWER IGNITION6302 RIVERDALE ST.SAN DIEGO, CA 92120

NONE

PRODUCTION RELEASE--- 06/05/00 SHN

MS3106A-10SL-2P or Equiv

Specifications:1. Resistance: 430 +,- 20% Ohms @ 75 F2. Inductance: 140 mH3. Output Voltage: 3.0 volts Pk-Pk min @ 0.055 gap, 100 IPS, 8k Load4. Temp Range: -65, +225 degrees F.

22

engines crank slowly and there isn’t enough target speed at the wider gaps to generate the minimum signal amplitude (2.5 volts) to be detected. Some engines have a small amount of run-out so that the gap may widen during operation and prevent sufficient signal strength from forming. In general, its best to start wide, 1 turn, and go shorter if needed. To start off with a very short gap (1/4 turn) risks contact from the flywheel or picking up unwanted signals from scratches or other marks on the flywheel.

When a CAMREF sensor is required as it is with the Ring gear and Crank Disk methods, we

recommend the use of the MPI Dual Hall-Effect sensor, MPI p/n 200201 rev A (1.8” reach) or the MPI p/n 200211 (6” reach). The default polarity for the CAMREF signal is set to “NEGATIVE” since the MPI dual hall-effect sensor is the usual choice. This active i.e. powered sensor requires a magnetic target for triggering. This sensor has both a north pole and a south pole output signal. Refer to Figure 5.0 (dwg 200201) for details. The target magnet can be the MPI p/n 200205, which is has the south pole facing outward therefore pin-4 should be used as the CAMREF signal. If an MPI trigger disk is used with a single magnet imbedded in the circumference, it will have the north pole field facing outward. Therefore pin-2 should be used when the target is the disk with a single magnet embedded in it.

The output signal polarities from the MPI 200201 and 200211 sensors are always active low, i.e. “negative going”. The programmed polarity for any signal (PIP, 1/REV or CAMREF) using this sensor, should always be programmed for “NEGATIVE”. The output(s) are normally high (>10 volts) and go low (<1 volt) when the appropriate magnet target is in front of the sensor head. Only one of the outputs will respond in presence of a magnetic field, and it is dependent on the field polarity. MPI provides several styles of disks that contain a single magnet for this purpose, consult the factory for engine compatibility.

Figure 5.0 Dual Hall-effect Sensor

TITLE

DWG. NO.DRN BYORIG DATE

SHN

PAGE NUM. TOTAL PAGES

1 1

DATE REV DESCRIPTION REL BYREV

2

3

1

4

PIN 1: [brown] VCC (Hall Supply 15V)PIN 2: [white] N POLE OUT (1/REV)PIN 3: [blue] GROUND (SIGRTN)PIN 4: [black] S POLE OUT (PIP)

VCC

0V

PIN 2: N POLE VOUT

NORTH POLE FIELD DETECTED

SOUTH POLE FIELD DETECTED

PIN 4: S POLE VOUT

NOTES:

1. When using this sensor the controller must be programmed for a NEGATIVE polarity for the specific signal supplied by this sensor.

2. The flats must be aligned as shown to the target.

3. All specifications herein are applicable to the MPI p/n 200211 sensor with the exception it is a 6" reach sensor.

CRANK TRIGGER DISKor CAM TRIGGER DISK

VCC

0V

MPI-200201

5/8-18UNF

4 PIN SENSOR (MPI 200201) Specification Control Drawing

200201

10/09/01

PRE-PRODUCTION RELEASE---

2.801.80

1.70

JDN05/20/00

PRODUCTION RELEASE---SIZE SCALELEGAL

Murphy Power Ignition6302 RIVERDALE ST.SAN DIEGO, CA 92120

NONE

06/05/00 SHN

FOR CAMREF SENSING A NORTH POLE MAGNETPIN 1: [brown] VCC (Cam Supply 15 V)PIN 2: [white] N POLE OUT (CAMREF)PIN 3: [blue] GROUND (SIGRTN)PIN 4: [black] S POLE OUT (not used)

If a SOUTH POLE magnet is used the CAMREFsignal would be on pin 4 [black]

2

3

1

4

ONE MAGNET CAMDISK

A 6/7/00 internal pull-up res,higher gauss levelsaxial mounted elements,

23

CAMREF and 1/REV Alignment Procedure: The alignment requirement can be stated briefly as, The 1/REV signal on the compression stroke must have its programmed signal edge occur within the active period of the CAMREF signal. The CAMREF signal is typically active for a large crankshaft angle, 10-30 degrees. The leading edge (falling edge) of CAMREF should occur in advance of the 1/REV which is typically a very narrow signal 1-3 crank degrees wide. The trailing edge (rising edge) of the CAMREF signal should occur after the 1/REV signal has occurred. During cranking, the system displays the angular distance between the leading CAMREF edge and the 1/REV as part of the displayed parameters on the front panel LCD. The spacing from 1/REV to the trailing edge of the CAMREF signal is also displayed. The operator can monitor these 2 values to see if the 1/REV is within the CAMREF window. This alignment measurement is only active during the engine cranking cycle. The last measured distances of these events are saved when the engine rpm exceeds the crank/run rpm. During normal operation the system checks for the CAMREF signal occurrence and if the signal is missed more than the run time tolerance the controller will shut the unit down and post the error on the s/d & alarm page. Refer to Figure 4.0 which shows how these signals appear on a scope. As stated above, the CAMREF signal is a negative polarity pulse when using the MPI sensor. The system defaults to the negative polarity but it should be verified. It is very important to verify that the CAMREF polarity is programmed correctly. If the incorrect polarity is selected it will “fool” the controller into firing on the exhaust stroke. WARNING: The controller must be programmed for the correct CAMREF POLARITY. The signal polarity default ( i.e. out of the factory) is “NEGATIVE” in order to be compatible with the MPI 200201, 200211 sensors. If other mfr’s sensors are used, the signal polarity must be determined and the unit programmed appropriately prior to starting the engine. TDC #1 comp TDC #1 exhaust TDC #1 comp 1/REV CAMREF

(negative polarity)

Figure 6.0 Signal Timing and CAMREF -1/REV Alignment for Ring Gear method

CAMREF

1/REV

200203

Gear teeth Or holes

Mag Pick-ups

1/REV hole

Dual Hall-Effect One output used

Flywheel

CAM shaft

Aligned at TDC #1 compression

200203

PIP

PIPs

24

PIPs south pole magnetss

Figure 7.0 Signal Timing and CAMREF - 1/REV Alignment for Crank Disk method 2.2.2 Sensors used for the CAMDISK method.

When the CAM DISK method is selected, the MPI dual hall-effect sensor is the one to use. The signals that come off the disk are the PIP and 1/REV. Since the disk is camshaft mounted there is no need for a CAMREF signal. Both PIP and 1/REV polarities should be programmed for NEGATIVE polarity. The programmed number of PIPs per rev should be the total magnet count ON THE DISK. For example if there are 60 magnets on the disk including both the south pole magnets and the single north pole magnet, the number to program is 60. Even though the north pole magnet is used for the 1/REV signal it is used by the firmware to take care of some PIP tasks as well. Therefore, program the PIPs/Rev for the total number of magnets used.

Figure 8.0 shows the method. Refer to dwg 200315 for wiring details. The disk mounts on the camshaft or accessory drive that runs at camshaft speed. MPI has disks designed for several common engine applications and new ones will be added as encountered. The disk is similar to the crank mounted disk. The “R” stamp indicates the 1/REV magnet location. The sensor alignment is straightforward. Position the engine at TDC#1 comp and position the “R” magnet directly under the sensor head. Fine tune the timing through the front panel after the engine is running.

Compression

360 crank degrees

CAMREF

1/REV north pole magnet “R”

Trigger Disk on crankshaft

CAM shaft

Aligned at TDC #1 compression Gap ½ to 1 turn

200201 dual hall-effect

Normal Gap in PIP pulse train

PIPs

1/REV

CAMREF


PIP and 1/REV

360 crank degrees

Exhaust Exhaust

25

Figure 8.0 CAM Disk Sensor alignment


Trigger Disk On camshaft

PIP magnets

1/REV magnet, occurs once every 720degrees

Stamped “R”

Aligned at TDC #1 compression

PIP and 1/REV

Gap in PIP pulses

PIPs

1/REV

720 crank degrees 720 crank degrees

26

2.3 Coil Installation Mounting considerations:

The coil mounting location can play a major role in the performance and life expectancy of the coil. Mounting the coils where it is subjected to high temperatures (> 100 C) is the primary cause of premature failure. Exhaust leaks and turbo-chargers are common sources of excessive heat. The heat from the electrical energy delivered is quite small and does not contribute to the coil’s operating temperature to any significant degree.

The location of the coils can also play an important role in the performance of the coil and therefore the performance of the engine. All of the “230” series coils use the mounting bracket or flange of the “FM” coil to complete the secondary circuit paths. The secondary path includes the coil output connection, the high-tension lead, the spark plug, spark plug threads and the remaining conductive path back to the coil mounting bracket or flange. This path should be a short as possible and of the lowest possible resistance achievable. Some spark plugs have a resistor element internal to it for reducing secondary current and noise. But all external paths leading up to and beyond the plug should be tight and have the lowest resistance possible. This means that any electrical connection in this secondary path should be free of dirt, corrosion and paint in the connection path. Painting over a connection is not an issue and it may help keep it free of corrosion. Connection points, for example the surface that the mounting bracket comes in contact with, should be wire brushed down to clean metal.

The best ground for the coil is a direct connection by the coil’s mounting bolts to the

cylinder head of the respective spark plug. What is are not good ideas are: 1. relying on rigid conduits with coils mounted on it to provide the coil grounds 2. relying on flex or shielded cable connections for a ground 3. relying on any ground other than the engine head or block. Since the secondary circuit completes through the mounting hardware, the coils best

location is on the head close to the plugs. Having a good, low resistance connection form the coil ground to the cylinder head ensures the plug receives the most energy, fastest rise times and reduces the potential for stray electrical interference with the controller. A total secondary loop length in excess of 3 feet can reduce the plug energy and reduce voltage rise times.

Refer to drawing 200611 for coil wiring.

27

3.0 Electrical Installation

3.1 Controller Enclosure Grounding The enclosure provides a stud welded to the inside of the door for the external earth ground wire. The purpose of grounding the enclosure is to eliminate any potential build up on the enclosure. It also makes the enclosure an electrical shield. The enclosure ground is not used for reference by any of the operating circuits. Any voltage or scope measurements should be referenced to the 24 volt supply return.

3.2 Power Wiring and External Fusing Requirements

The 24 volt power is brought in on 16 awg wire. It is recommended to provide a 10- amp fuse on the positive feed externally. The controller has separate fuses for each module assembly internally. But, if the positive 24 volts wire is inadvertently connected to the controller ground or any of the returns, the excess current will not flow through any of the internal fuses and therefore the current will continue to flow. The external fuse in the positive feed, wire will provide the protection against this type of wiring error. Refer to drawing 200600, which shows the external fuse. Figure 10.0 shows a section of the 200600 drawing that pertains to the external fuse Figure 10.0 External Fuse

Grounding stud

Customer’s earth ground wire

Murphy Power Ignition

MPI-16D/8D

10 A Fuse

+24 Volts DC 24 Volts RTN

Chassis Ground

Ignition Controller

Figure 9.0 Enclosure Grounding

28

3.2.1 Using Engine Starting Batteries for MPI Power

There are many applications where the MPI power will come from the storage batteries that are used to crank the engine for start. In many cases the battery terminal voltage will droop during the high current draw by the starter down to 12-15 volts or lower. In this case the display panel will not operate, its lower limit is 18 VDC, however the MPI WILL FUNCTION AT LOW VOLTAGE. It can be disconcerting not to be able to see the system parameters during cranking, but the ignition will come on if the signals are good and the KV measurement is working for camless crank methods.

If the panel needs to be seen during crank, a method that has been used with success is to incorporate a commercial power supply that runs off 60Hz AC and outputs 24 VDC. The battery (+) lead and +24 volt lead from the commercial supply are wired into a “high-select” or “best battery” circuit that can be easily made with an off the shelf component. Figure 10.1 shows the scheme that will allow the higher of the 2 supplies to power the load. With this scheme the commercial supply will power the system whenever the batteries droop below 24 VDC. If the commercial supply is set for 28 VDC it will supply power 100% of the time unless it fails and the batteries take over as a back up source. Remember the system will start without the panel working.

The M5060SB600 is a full wave bridge rectifier available through Allied Electronics or other electrical supply companies. It cost approximately $30.

Figure 10.1 Dual Supply Arrangement 3.3 Internal Fuses The MPI controllers contain five internal fuses, one for each module assembly. FU1-2amp: This fuse protects circuits on the USER I/O board. If this fuse opens the 3 relays, IGN_ON, ALARM, and SHUTDOWN will be inoperative, and the isolated repeater signals will not function and the “U” lead shutdown feature will not work. The ignition system will continue to run the engine if it opens. LED D3 comes on (red) indicating this fuse is ok. To date no controller has had this fuse open.

Murphy Power Ignition

MPI-16D/8D

10 A Fuse

+24 Volts DC

24 Volts RTN

Chassis Ground

Rigid or Flex Conduit

Ignition Controller

AC

AC + AC -

+ _-

Commercial Supply

+24

Batt + Batt -

M5060SB600 (Crydom)

29

FU2-7amp: This fuse protects Output Module #1. If this fuse opens the cylinders connected to this output module will cease firing. The engine will run exceedingly rough and will not maintain load. The Tank1 voltage will drop to near zero. Firing will continue on the cylinders connected to Output Module #2. This output module also supplies the Tank voltage on the “U” lead. If this fuse opens the “U” lead voltage will droop to zero. The specific annunciator specifications need to be reviewed to determine what the affect it will have if the “CD” supply voltage is removed. LED D15 comes on (red) indicating this fuse is ok. The user can also check the Vtank1 through the display for normal level. Vtank1 will also be low if the Ignition Enable input is asserted. This fuse will not blow if any of the outputs are shorted to ground or together. If this fuse is blown there may likely be a problem with the output module itself. In the past this fuse has be found open. On earlier production units the fuse’s rating was 5 amps. The current peaks exceed 5 amps under normal conditions, the design relies on the time between firings to cool and stay in tact. We have found that over the past year the fuse surface temperature is higher than expected. This is in part due to the close proximity of the fuse to a heat sink on the USER I/O board that runs up near 60 C. Another factor has been the contact area made by the fuse in the fuse clip was less than ideal. This smaller area of contact contributed to raising the surface temperature due to the higher power density created by the smaller surface for the current to flow over. The units produced starting in the 3rd qtr of 2001 have had changes made in this area. A better clip is now in place and a higher rated fuse (7 amp) is now standard. There have been no further reports of this fuse opening. FU3-7amp: This fuse protects Output Module #2. If this fuse opens all cylinders connected to this module will cease firing. The engine will run exceedingly rough and it will not maintain load. As with FU2 if the Vtank2 reading on the display is low, and the Ignition Enable is not asserted, i.e. enabled, this indicates the fuse may be open. LED D16 (red) is on to indicate the fuse is ok. FU4-2amp: This fuse protects the Display panel power wiring. If this fuse is open the display will be blank but the system will run the engine if everything else is ok. LED D17 (red) will be on to indicate the fuse is ok. FU5-2amp: This fuse protects the SPM module. If this fuse is open the system not function. The display will remain on but no data will be shown since it all comes from the SPM. On earlier production units this fuse was located on the SPM itself. For greater convenience it was moved onto the USER I/O module. This fuse also conducts the current for any powered sensors such as the MPI 200201 dual hall-effect. The voltage supply appears on the terminal strip on the USER I/O as the Cam Sensor Supply +15 and the Hall Sensor Supply +15. These 2 connections are the same node internally. The 15 volt regulator is located on the SPM. Since the +15 volts is applied to external devices and the wiring can be run long distance away from the controller the chances for shorting this power wire to ground or a return is not small. This is one of the common causes for the fuse blow. It is easy to isolate the external +15 volts from the system by pulling out the wire in either the CAM Supply +15 position or the Hall Sensor Supply +15 position or both if used and testing a new fuse. LED D18 (red) is on to indicate the fuse is ok.

30

Figure 11.0 USER I/O Module Internal Fuse Locations

24 Volts for Output Module #1 FU2 : 7amp slo-blow

24 Volts for Output Module #2 FU3: 7amp slo-blow 24 Volts for the Keypad/Display Panel. FU4: 2 amp std delay FU5: 2 amp for the SPM Board std delay

Note: The load side of the fuses face towards the center of the module, the 24 volt bus faces the terminal blocks.

FU2: 2amp, std delay, for 24 volt loads on the USER I/O module only.

31

3.4 Sensor Wiring

The sensor wiring connections for the three signals, PIP, 1/REV and CAMREF are shown on installation drawing 200610. Over the past year since this product has been introduced there have been some things seen in the field worth mentioning here.

One concern stems from a practice that has been seen regarding removing the sensors for cleaning. In some instances the cable have been left connected to the sensor while it is backed out from the threaded hole. This has resulted in the twisting of the wires within the cable causing shorts and other breaks. It is recommended that the sensor signal cable be removed before removing the sensor.

The sensors supply very little current to the electrical load they are connected to and therefore do not require heavy gauge wiring. It is recommended that at least 20awg wire is used for physical durability.

Sensor cables usually come with a shield drain wire. It is recommended that this be connected to the closest “shield” terminal to the signal wiring. Only one end of the shield needs to be connected. In cases where there is a combination of flexible and rigid conduit used there is no need to connect the drain wire or shield unless there are other wires in the same conduit that contain sufficient energy that could interfere with the sensor signal. There are 2 conduit hub entries available. One should be used for the power and discrete I/O (switch inputs, relay contacts) wiring. The other should be used exclusively for the signal wiring which include the PIP, 1/REV, and CAMREF signals and also included are the 2 4/20mA inputs. If a remote communication cable is used it can go through either conduit.

If any splicing is required to extend the signal cables, it can be done using standard commercial practices. This includes the use of wire nuts. Since the signal current is quite low a low impedance solder connection is not absolutely necessary.

3.4.1 Sensor Testing Techniques There are two sensor types used and they can be tested offline to ascertain their condition. The 2-pin, magnetic pick-up sensor, can be tested by checking the resistance with an ohmmeter between pins A and B. With the cable off and reading directly onto the connector pins, the reading should fall between 400-500 ohms. This reading can be performed without removing the sensor since the teeth will not affect the dc resistance. The pins should be solidly secure in the sensor connector. If either pin appears loose this can cause the internal wire to break away making for an intermittent connection and the sensor should be replaced. The sensor and cable can be tested together by lifting the cable out of the USER I/O terminals and reading across the 2 wires with the sensor connected. The reading should fall between 400-500 ohms. The dual hall-effect sensor can only be checked with the cable connected and power on. If the sensor is being for the CAMREF signal the state of the signal can be seen in the diagnostic page or the I/O page. The CAMREF parameter displayed is active when power is applied. To check for proper operation the value should be “high” with no magnet present under the sensor head. When the correct polarity magnetic target comes within range of detection the value should change to “low”. The range of detection is basically the area of the sensor head but the target’s magnetic strength can affect this range. The sensor requires 160 Gauss to switch, which is a fairly low level of magnetic strength. The sensor can tested be removing it from its mounting location and with the cable connected and power applied the user can place a small magnet on or near the face and observe the CAMREF parameter change. The most common mistake is using the wrong output for the target’s magnetic polarity.

32

Testing the sensor when it’s being used for the PIP and 1/REV signals is not as easy as it is when it’s used for the CAMREF signal because there is no static display of the PIP or 1/REV states. Since this sensor is a static type, i.e. it does not require any target speed but just the presence of a magnetic field, it can be checked statically with an inexpensive voltmeter. If a trigger disk is being used and it can be rotated either by itself or by barring the engine over manually, the voltage on the PIP should drop from 12-15 volts to less than 2 volts when the south-pole magnet is under the head. The 1/REV should show a high or 12-15 volt reading until the north-pole “R” magnet is placed under the head and then it should drop to <2 volts. The most common mistake is wiring the south-pole output to the 1/REV input and the north-pole output to the PIP input. If these tests do not reveal the proper condition there could also be a problem with the supply voltage, which is 15 volts or there could be a problem with the ground lead. The ground lead in the controller should only be connected to a SIGRTN terminal. The supply pin on the sensor cable connector can be read with the voltmeter. Put the positive probe on pin-1 (brown) and the negative probe on pin-3 (black). The voltmeter should show a positive reading of 15 +,- 2 volts. Refer to drawing 200610 for sensor and device wiring.

33

Use this page for notes.

1 2 3 4

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REV REV DESCRIPTIONDATE REL BY

PRE-PRODUCTION RELEASE04/26/00--- JDN

24 VDC Input24 V RTN

CAM Sensor Supply (15V)CAMREF+ (signal)SIGRTN

SHIELD

SHIELD

IGN_EN (SWITCH)SWITCH RTNAB_SEL (SWITCH)

SWITCH RTNALARM_ACK (SWITCH)SWITCH RTN

Hall Sensor Supply (15V)PIP Signal

SIGRTN1/REV Signal (typ TDC #1)

SIGRTN

4/20MA CHA+4/20MA CHA-

4/20MA CHB-4/20MA CHB+

SHIELD

IGNITION ON RELAY N.O.IGNITION ON RELAY COMMONIGNITION ON RELAY N.C.ALARM RELAY N.O.ALARM RELAY COMMONALARM RELAY N.C.SHUTDOWN RELAY N.O.SHUTDOWN RELAY COMMONSHUTDOWN RELAY N.C.

SHIELD

spare

spareU Lead

+24VGND

REDBLACK

BROWNWHITE (NORTH POLE) BLACK (SOUTH POLE)

BLUE

REDBLACKSILVER

REDBLACK

SILVER

MPI-16/MPI-8 USER I/O BOARD

MPI P/N 200201DUAL OUTPUTHALL EFFECT

MPI P/N 200203/200204VARIABLE RELUCTANCE SPEED SENSOR

MPI P/N 200203/200204VARIABLE RELUCTANCE SPEED SENSOR

4-20mA DEVICE

4-20mA DEVICE

SPST SWITCH/DEVICEIGNITION ENABLE/DISABLE

SPST SWITCH/DEVICE

SPST SWITCH/DEVICE

A/B TIMING CURVE SELECT

ALARM ACKNOWLEDGE

CONNECT AS REQUIRED

MPI P/Ns200540 - 180 deg (Jacketed Shield)200541 - 90 deg (Jacketed Shield)1

MPI P/Ns200520 - Shielded, 180 deg200521 - Shielded, 90 deg200522 - Unshielded, 180 deg200523 - Unshielded, 90 deg

2

1

2

2

123456789101112

123456789101112

123456789101112

AB

AB

AB

AB

MPI-16/MPI-8 INSTALLATION FOR USE WITH CRANKSHAFTRING GEAR SENSOR AND CAMSHAFT SENSOR.

PHASE+

PHASE+

PHASE+

PHASE-

PHASE-

PHASE-

MOMENTARY SWITCH - N.O.

MOMENTARY SWITCH - N.C.

ON

OFF

RTNBATT_OFFBATT_ON

MPI GENERATOR

MPI REGULATOR AND BATTERY PACK

IF THE MPI GENERATOR AND REGULATOR/BATTERY PACK ARENOT GOING TO BE USED, REPLACE WITH A POWER SUPPLYCAPABLE OF +24V @ 4 A CONTINUOUS CURRENT3

3

1 3JDN

OTHER +24VDEVICES

16 AWG16 AWG16 AWG

16 AWG16 AWG

16 AWG16 AWG

20 AWG20 AWG

20 AWG20 AWG

20 AWG20 AWG

20 AWG20 AWG

20 AWG20 AWG

CONNECT TO

CONNECT TO

CONNECT TO

NOTES:

THIS SENSOR USES A PERMANENT MAGNET FOR TRIGGERING THE 4-PIN SENSOR4

4

200610

CAM SENSOR

GEAR TEETH SENSOR (PIP)

1/REV (TDC INDEX)

CH A

CH B

5

SENSOR USES A HOLE OR FERROUS STUD ON THE CRANKSHAFT FLYWHEELMOUNTED/DRILLED DIRECTLY UNDER THE SENSOR WITH THE FLYWHEEL5

6

PRODUCTION RELEASE---

REFER TO DRAWING 200315 IN THE INSTALLATION MANUAL FOR ADDITIONAL INFORMATION

MANUAL FOR ADDITIONAL INFORMATION.REFERENCED AT TDC DURING COMPRESSION. REFER TO THE INSTALLATION

06/06/00 SHN

NON-INCENDIVE FIELD WIRING



NON-INCENDIVVE FIELD WIRING





TB1-A

TB1-B

TB1-C

THE SIGNAL IT PROVIDES MUST "STRADDLE" THE 1/REV SIGNAL ON THE COMPRESSION STROKE

1

2

3

4

NORTH POLE

SOUTH POLE

WHT

BLU

BRN

BLK

A 9/21/00 REMOVAL OF THE 3-PIN THE SENSOR SHN

NOTE: USE EITHER THE WHT or BLK LEAD DEPENDING ON THE MAGNET POLARITY

MPI MAGNET P/N 200205 IS A PROVIDES A SOUTH POLE POLARITY

A

SHIELD BRAID

MPI DISKS P/N 200221 USES A NORTH POLE MAGNET

6 Internally wired to the U Lead

6

35

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SHIELD

EARTH GROUND (CHASSIS)





SIGRTN



SHIELD


SHIELD

spare

spareU Lead

+24VGND

REDBLACK

BROWNWHITE (NORTH POLE) BLK (SOUTH POLE)

BLUE


4-20mA DEVICE

4-20mA DEVICE


SPST SWITCH/DEVICE

SPST SWITCH/DEVICE


ALARM ACKNOWLEDGE

CONNECT AS REQUIRED

MPI P/Ns200530 - Shielded, 180 deg200531 - Shielded, 90 deg200532 - Unshielded, 180 deg200533 - Unshielded, 90 deg

1

MPI P/Ns200540 - 180 deg (Jacketed Shield)200541 - 90 deg (Jacketed Shield)2

123456789101112

123456789101112

123456789101112

AB

AB

MPI-16/MPI-8 INSTALLATION FOR USE WITH CRANKSHAFTTRIGGER DISK SENSOR AND CAMSHAFT SENSOR.

PHASE+

PHASE+

PHASE+

PHASE-

PHASE-

PHASE-



ON

OFF

RTNBATT_OFFBATT_ON

MPI GENERATOR


IF THE MPI GENERATOR AND REGULATOR/BATTERY PACK ARE NOT GOING TO BEUSED, REPLACE WITH A POWER SUPPLY CAPABLE OF +24V @ 4 A CONTINUOUS CURRENT.3

3

2 3JDN

OTHER +24VDEVICES

16 AWG16 AWG16 AWG

16 AWG16 AWG

16 AWG16 AWG

20 AWG

20 AWG

20 AWG

20 AWG

20 AWG

20 AWG

20 AWG20 AWG

20 AWG20 AWG

NOTES:

REQUIRES EITHER MPI P/N 200207 30 POLE TRIGGER DISK OR MPI P/N 200208 60 POLE TRIGGERDISK FOR CRANKSHAFT SENSING. REFERENCE MAGNET FOR 1/REV INDEXED AT TDC DURING COMPRESSION.4

5

200610

CH A

CH B

BROWNWHITE

BLACKBLUEMPI P/N 200201

DUAL OUTPUTHALL EFFECT

CONNECT TO 1234

2

4

PIP AND 1/REV (TDC INDEX)

5








TB1-B

TB1-A

TB1-C

63K PULL-UP RESISTORS REQUIRED FOR MPI P/N 200201 DUALOUTPUT HALL EFFECT SENSORS. DO NOT USE PULL UP RESISTORSFOR MPI P/N 200201 REV A SENSORS.

6R1

3K

R2

3K


2

CONNECT TOCAM SENSOR 1

2

3

4

NORTH POLE

SOUTH POLE

WHT

BLU

BRN

BLK

NOTE: USE EITHER THE WHT or BLK LEAD DEPENDING ON THE MAGNET POLARITY

MPI MAGNET P/N 200205 IS A PROVIDES A SOUTH POLE POLARITY

A

SHIELD BRAID

THIS SENSOR USES A PERMANENT MAGNET FOR TRIGGERING THE 4-PIN SENSOR

REFER TO DRAWING 200315 IN THE INSTALLATION MANUAL FOR ADDITIONAL INFORMATIONTHE SIGNAL IT PROVIDES MUST "STRADDLE" THE 1/REV SIGNAL ON THE COMPRESSION STROKE

Internally wired to the U Lead

36

1 2 3 4

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B

C

D

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D

C

B

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Date: 23-Oct-2001 Sheet of File: \\..\200610_pg3.Sch Drawn By:



SHIELD

EARTH GROUND (CHASSIS)





SIGRTN



SHIELD


SHIELD

spare

spareU Lead

+24VGND

REDBLACK

BROWNWHITE

BLACKBLUE

USER I/O


4-20mA DEVICE

4-20mA DEVICE


SPST SWITCH/DEVICE

SPST SWITCH/DEVICE


ALARM ACKNOWLEDGE

CONNECT AS REQUIRED

MPI P/Ns200540 - Unshielded, 180 deg200541 - Unshielded, 90 deg

1

1

123456789101112

123456789101112

123456789101112

AB

AB

MPI-16/MPI-8 INSTALLATION FOR USE WITHCAMSHAFT TRIGGER DISK SENSOR

PHASE+

PHASE+

PHASE+

PHASE-

PHASE-

PHASE-



ON

OFF

RTNBATT_OFFBATT_ON

MPI GENERATOR


IF THE MPI GENERATOR AND REGULATOR/BATTERY PACK ARENOT GOING TO BE USED, REPLACE WITH A POWER SUPPLYCAPABLE OF +24V @ 4 A CONTINUOUS CURRENT

2

2

3 3

CONNECT TO

3

3REQUIRES MPI P/N 200209 22 POLE CAMSHAFT TRIGGER DISK MOUNTED ON THE CAMSHAFT WITH REFERENCE MAGNET

NOTES:

OTHER +24VDEVICES

16 AWG16 AWG16 AWG

20 AWG20 AWG

20 AWG20 AWG

20 AWG

20 AWG

20 AWG

20 AWG

20 AWG

20 AWG

16 AWG16 AWG

16 AWG16 AWG

200610

1234

CH B

CH A

PIP AND 1/REV (TDC INDEX)

INDEXED AT TDC #1 DURING COMPRESSION.





TB1-C

TB1-B

TB1-A

R1

3K

R2

3K

BROWNWHITE

BLACKBLUE

43K PULL-UP RESISTORS REQUIRED FOR MPI P/N 200201 DUALOUTPUT HALL EFFECT SENSORS. DO NOT USE PULL UP RESISTORSFOR MPI P/N 200201 REV A SENSORS.

4

Internally wired to the U lead

37


3.5 Coil Wiring and Primary Harness The coil wiring plays a very important role in the performance and reliability of the system. A thorough understanding of the coils electrical requirements will help avoid pitfalls. As previously discussed in section 2.3 the mounting of the coil plays a role in the electrical circuit of the secondary winding. The primary wiring plays an equally important role. The primary wiring has to conduct the high current discharge from the tank capacitor. High current capacity can be hampered by poor connection and cause poorer performance. Any harness connections made between the controller and coil should be given careful consideration. A soldered connection provides the best connection as it is the lowest resistance and is a sealed connection. This should be the technique used unless forced to do other wise. Barrier type terminal strips provide excellent connections and are typically used in junction boxes. Wire nut connections are commonly used and they do provide good service especially if there is no vibration. There is a propensity for the nut to come off easily and this would allow the wires to unwind and or come in contact with the local ground. Crimp style splices tend to lose the tight grip initially applied to the wires as they deform within the splice, plus the crimp style splice hides tell-tale signs of corrosion. Some basic facts to remember:

1. The Tank capacitor must “see” a complete circuit to discharge through. Each coulomb of charge that leaves the capacitor’s positive plate must end up back on the negative plate. If there is no way back, the charge will not flow.

2. The negative plate of the tank capacitor is brought out on pin “T” of the primary harness therefore all of the coils “-“ connection must be made to the “T” lead. The easiest way to ensure this is to bring the “T” lead wire over to the coil common “-“ rail. If the common return wire were brought into a junction box this would be a good place to tie-in the connection to the “T” lead.

3. Grounding the coil “-“ pin or the common “-“ lead does not by itself bring the “-“ lead back to the tank capacitor negative plate. Only if the “T” lead was grounded to the same ground point as the “-“ common would the coils fire. The problem in doing this is that after time the ground connections can become corroded and loose. Also the importance of the connection can be overlooked. The best technique is to bring the coils “-“ connection to a single point, in a junction box or on a coil and tie the “T” lead into that point.

4. Accidentally grounding the “+” wire will not damage the unit. 5. The voltage on the “+” terminal of the coil should be near zero when it’s connected properly

and is not being fired. The voltage on the wire, if it is removed, will float up to the tank voltage level and it does not mean that the internal switch is stuck on.

6. For “CD” powered devices the “U” lead and “T” lead have to connect to the devices. The “U” lead is connected through a 30k Ohm resistor, which is connected to Output Module #1 tank capacitor’s positive plate. The “T” lead is the negative plate. In order for the “CD” power device to work the “U” lead and “T” lead must be connected to the device. Usually the “CD” powered device uses the positive voltage from the magneto or ignition system and grounds the negative connection. This means that the tack capacitor that is supplying power must have its negative plate grounded. For the MPI systems this means that the “T” lead must be grounded in order for the “CD” power device to use the tank capacitor for power. The “CD” device ground and the point where the “T” lead is grounded should be as close as possible if not the same point. Refer to the next section for “CD” powered devices.

Refer to wiring diagrams 200600, 200611 and 200612 for harness wiring diagrams.

39


1 2 3 4

A

B

C

D

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Date: 23-Oct-2001 Sheet of File: C:\IGN VENTURE\..\200600.sch Drawn By:

Murphy Power IgnitionJ-BOX

Port Port Port Port PortPort

Port Port Port Port PortPort

MPI-16D/8D

MPI Harness 200500-200503

Cus

tom

er fu

rnis

hed

mat

eria

l

flex or rigid conduit

"T" fittings

Shielded flexible steel-braided cable

SPARK PLUG

SPARK PLUG SPARK PLUG SPARK PLUG SPARK PLUG SPARK PLUG

SPARK PLUG SPARK PLUG SPARK PLUG SPARK PLUG SPARK PLUG

SPARK PLUG

USE CSA Approved

Shielded Secondary Lead

10 A Fuse+24 Volts DC

24 Volts RTN

Chassis Ground

MAG PICKUP 1/REV

MAG PICKUP PIP

Hall-Effect CAMREF

Customer furnished conduit

Customer furnished J-BOX

MPI Cable p/n 200520-200521

MPI Cable p/n 200520-200521

MPI Cable 200530-200531 MPI Sensor p/n 200202

Note: for MPI Sensor 200201 use MPI Cable 200540-200541

*

*

MPI Sensor p/n 200203

MPI Sensor p/n 200203

Use CSA approved

Rigid or Flex Conduit

MPI-16D,-8D,-16,-8 Shielded System Block Diagram

SHN 1 1

200600

Ignition Controller

41

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B

C

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J1

Coil #1

Coil #3

Coil #5

Coil #7

Coil #9

Coil #11

Coil #13

Coil #15

COIL RETURN

150-250 Volts, High Source Resistancc

Coil #2

Coil #4

Coil #6

Coil #8

Coil #10

Coil #12

Coil #14

Coil #16

Coil Sense Lead

A

C

E

G

J

L

N

R

T

U

B

D

F

H

K

M

P

S

V

MS3102A-22-14S

MPI P/N 200310

G - + S

G - + S

G - + S

A

C

E

G

J

L

N

R

T

U

B

D

F

H

K

M

P

S

V

IGN+

IGNITION POWERED DEVICE(S)

RTN

MPI-16 INSTALLATION OF PRIMARY

TO REMAINING COILS

TO REMAINING COILS

1

THE COIL BRACKET MATING SURFACE SHOULD BE FREE OF PAINT AND ANY OXIDATION

NOTES:

3

2

3

FOR MPI IT-230 COILS, USE #10 RING LUGS FOR ALL COIL CONNECTIONS

IMPORTANT!

HARNESS SIGNALS Coil #1 - Coil #16 REPRESENTOUTPUT SEQUENCE, NOT CYLINDER NUMBER.

EXAMPLE:

CYLINDER 6CYLINDER 1

CYLINDER 12CYLINDER 5CYLINDER 9

FIRING ORDERHRNS SIGNALCoil #1Coil #2Coil #3Coil #4Coil #5

REMAINING IGNITONPOWERED DEVICES

2

1 2

HARNESS USING IT-230 COILS

JDN

200611

USE 18-16 AWG WIRE UNLESS OTHERWISE SPECIFIED


PRE-PRODUCTION RELEASE05/03/00--- JDNPRE-PRODUCTION RELEASE05/03/00--- JDN--- PRODUCTION RELEASE06/05/00 SHN

1

MPI model IT-230

CYLINDER HEAD

MOUNTING BOLT

SPARK PLUG LEAD

SPARK PLUG

DETAIL A

see DETAIL A

see DETAIL A

4

4 USE STANDARD INDUSTRIAL GRADE 7 MM , SOLID CORE IGNITION WIRE

5

5

HIGH SOURCE RESISTANCE 62K OHMS. GROUNDING THIS LEAD WILL NOT SHUT THE ENGINE DOWN

ENGINE SHUTDOWN IS DONE THROUGH THE "IGNITION ENABLE" INPUT , SEE DWG 200610

6

6

THIS GROUND IS FOR THE PANEL DEVICESIF IGNITION PWD DEVICES ARE NOT INSTALLED THIS GROUND IS UNNECSSARY

BROWNWHT/BRN

REDWHT/RD

ORANGEWHT/OR

YELLOW

WHT/GRNGREEN

WHT/YL

BLUEWHT/BLU

VIOLETWHT/VIO

GREYWHT/GRY

BLACK

WHITE

WHITE/BLACK

42

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C

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J1

Coil #1

Coil #3

Coil #5

Coil #7

Coil #9

Coil #11

Coil #13

Coil #15

COIL RETURN

Ign Pwd Devices

Coil #2

Coil #4

Coil #6

Coil #8

Coil #10

Coil #12

Coil #14

Coil #16

Coil Sense Lead

A

C

E

G

J

L

N

R

T

U

B

D

F

H

K

M

P

S

V

MS3102A-22-14S

MPI P/N 200310

A

C

E

G

J

L

N

R

T

U

B

D

F

H

K

M

P

S

V

IGN+


RTN

MPI-16 INSTALLATION FOR PRIMARY HARNESS

TO REMAINING COILS

TO REMAINING COILS

1

1 FOR MPI P/N 200500, 200501, 200504-200507 PRIMARY HARNESSES

4

FOR ITX-230FM AND ITX-230RM COILS, REMOVE PAINT AND CLEAN

HAVE A CONDUCTIVE PATH TO THE ENGINE BLOCK/CYLINDER HEAD.SURFACES OF MOUNTING BRACKETS SO ALL SECONDARY RETURNS

NOTES:

2

THE INSTALLATION OF A JUNCTION BOX IS REQUIRED.

3

FOR MPI ITX-230RM, ITX-230FM, AND ITX-150-12/6 COILS, USE 97-3106A-10SL-4S AMPHENOL CONNECTOR. THE PRIMARY RETURN

5

A

A

A

B

B

B

C

C

C

MPI-16/MPI-8

USE APPROVED SHIELDED IGNITION CABLE TO CONNECT TO SPARK PLUGS.

4

3

5

2

USING ITX-230RM, ITX-230FM, ITX-150-12/6 IGNITION COILS

2 2


JDN

200611

AND SENSE SIGNALS MUST BE JUMPERED AT THE JUNCTION BOX.

USE MPI P/N 200500, 200501, 200504-200507 PRIMARY HARNESS

IMPORTANT!

HARNESS SIGNALS Coil #1 - Coil #16 REPRESENTOUTPUT SEQUENCE, NOT CYLINDER NUMBER.

EXAMPLE:




CYLINDER HEAD

PLUG EXTENDER

IT-230FM COIL

CYLINDER HEAD

SPARK PLUG

mounting bolt

IT-230RM COIL

THIS GROUND IS FOR THE PANEL DEVICESIF IGNITON PWD DEVICES ARE NOT INSTALLED THIS GROUND IS UNNESSARY

CYLINDER HEAD

CYLINDER HEAD

3mounting bolt

mounting bracket

IT-150-12/6

APPROVED SHIELDED PLUG

APPROVED SHIELDED SPARK PLUG

BROWN

RED

ORANGE

YELLOW

GREEN

BLUE

VIOLET

GREY

BLACK

WHT/BRN

WHT/RD

WHT/OR

WHT/YL

WHT/GRN

WHT/BLU

WHT/VIO

WHT/GRY

WHITE

WHITE/BLACK

43

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B

C

D

4321

D

C

B

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J1

Coil #1

Coil #3

Coil #5

Coil #7

COIL RETURN

Ign Pwd Devices

Coil #2

Coil #4

Coil #6

Coil #8

Coil Sense Lead

A

C

E

G

J

L

N

R

T

U

B

D

F

H

K

M

P

S

V

MS3102A-22-14S

MPI P/N 200310

G - + S

G - + S

G - + S

A

C

E

G

J

L

N

R

T

U

B

D

F

H

K

M

P

S

V

IGN+


RTN

MPI-8 INSTALLATION OF PRIMARY

TO REMAINING COILS

TO REMAINING COILS

1

1USE MPI P/N 200502, 200503, 200508, 200509 PRIMARY HARNESS.

4

FOR MPI IT-230 COILS, REMOVE PAINT AND CLEAN SURFACES

HAVE A CONDUCTIVE PATH TO THE ENGINE BLOCK/CYLINDER HEAD.OF MOUNTING BRACKETS SO ALL COIL GROUND (pin 'G') CONNECTIONS

NOTES:

3

2

FOR MPI P/N 200502, 200503 (SHIELDED HARNESSES) THEINSTALLATION OF A JUNCTION BOX IS REQUIRED.

3

FOR MPI IT-230 COILS, USE #10 RING LUGS FOR ALL CONNECTIONS

5 USE STANDARD IGNITION WIRE TO CONNECT TO SPARK PLUGS.

IMPORTANT!

HARNESS SIGNALS Coil #1 - Coil #8 REPRESENTFIRING ORDER, NOT CYLINDER NUMBER.

EXAMPLE:





5

2

4

1 2

HARNESS USING IT-230 COILS

JDN

16 AWG16 AWG

16 AWG

16 AWG

200612

16 AWG

16 AWG

USE 16 AWG WIRE WITH #10 RING LUGS FOR THE PRIMARY RETURN(Pin '-') AND SENSE SIGNAL (Pin'S') JUMPERS.


PRE-PRODUCTION RELEASE05/03/00--- JDN--- PRODUCTION RELEASE SHN06/05/00

HIGH SOURCE RESISTANCE 62K OHMS. GROUNDING THIS LEAD WILL NOT SHUT THE ENGINE DOWNENGINE SHUTDOWN IS DONE THROUGH THE "IGNITION ENABLE" INPUT , SEE DWG 200610

BROWN

RED

ORANGE

YELLOW

GREEN

BLUE

VIOLET

GREY

BLACK

WHITE

WHITE/BLACK

44

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C

D

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B

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J1

Coil #1

Coil #3

Coil #5

Coil #7

COIL RETURN

Ign Pwd Devices

Coil #2

Coil #4

Coil #6

Coil #8

Coil Sense Lead

A

C

E

G

J

L

N

R

T

U

B

D

F

H

K

M

P

S

V

MS3102A-22-14S

MPI P/N 200310

A

C

E

G

J

L

N

R

T

U

B

D

F

H

K

M

P

S

V

IGN+


RTN

MPI-8 INSTALLATION FOR PRIMARY HARNESS USING

TO REMAINING COILS

TO REMAINING COILS

1

4

NOTES:

2

3

5

A

A

A

B

B

B

C

C

C

IMPORTANT!

HARNESS SIGNALS Coil #1 - Coil #8 REPRESENTFIRING ORDER, NOT CYLINDER NUMBER.

EXAMPLE:




MPI-16/MPI-8

6

3 5

2

ITX-230RM, ITX-230FM, ITX-150-12/6 IGNITION COILS

2 2


JDN

16 AWG16 AWG

16 AWG16 AWG

200612

1

4

FOR ITX-230FM AND ITX-230RM COILS, REMOVE PAINT AND CLEAN

HAVE A CONDUCTIVE PATH TO THE ENGINE BLOCK/CYLINDER HEAD.SURFACES OF MOUNTING BRACKETS SO ALL SECONDARY RETURNS

THE INSTALLATION OF A JUNCTION BOX IS REQUIRED.

FOR MPI ITX-230RM, ITX-230FM, AND ITX-150-12/6 COILS, USE 97-3106A-10SL-4S AMPHENOL CONNECTOR. THE PRIMARY RETURN

USE APPROVED SHIELDED IGNITION CABLE TO CONNECT TO SPARK PLUGS.

AND SENSE SIGNALS MUST BE JUMPERED AT THE JUNCTION BOX.

USE MPI P/N 200502,200503 PRIMARY HARNESS

THIS GROUND IS FOR THE PANEL DEVICESIF IGNITON PWD DEVICES ARE NOT INSTALLED THIS GROUND IS UNNESSARY

6 HIGH SOURCE RESISTANCE 62K OHMS. GROUNDING THIS LEAD WILL NOT SHUT THE ENGINE DOWNENGINE SHUTDOWN IS DONE THROUGH THE "IGNITION ENABLE" INPUT , SEE DWG 200610

BROWN

RED

ORANGE

YELLOW

GREEN

BLUE

VIOLET

GREY

BLACK

WHITE

WHITE/BLACK

45


3.6 Field Wiring External Equipment

This section shows the wiring schemes for annunciators, tachs, PLC’s and fuel valves.

3.6.1 Using the MPI to Power Annunciators

General Considerations:

Upgrading an engine’s ignition from a magneto to an MPI CD type requires careful planning to ensure the MPI and annunciators work together properly. A magneto type ignition system uses an annunciator panel that “grounds” the tank capacitor to kill ignition on a fault condition. This lead is often referred to as the “G” lead on some popular systems. In many systems this lead is also the source of energy for annunciator panels and other ignition powered devices. The following paragraphs discuss the amount of power available out of the MPI controller for ignition powered loads and recommended techniques to disable ignition.

Using the MPI ignition to power annunciators and other devices:

The MPI ignition controllers provide an output lead expressly for the purpose of supplying power to annunciator panels and devices. This output lead is available on pin U of the MPI primary harness connector. The difference between this output and a magneto “G” lead is the use of a 30K ohm resistor in the MPI unit that connects between the tank capacitor (+) terminal and pin U of the connector. This purpose of this resistor is to limit the current draw from the tank capacitor’s charging supply when the annunciator grounds the IGN terminal upon detecting a fault. This current limiting prevents overheating of the tank charging supply circuits.

The internal resistor is connected to the tank capacitor on output module #1 only. The resistor creates a voltage drop proportional to the current flow through it, therefore as more devices are added to this line the lower the terminal voltage becomes on pin U and the device IGN terminals. The total current draw on the MPI “U” lead from all external devices should be 2 ma. or less in order to maintain a minimum of 90 volts on the “U” lead for all of the ignition powered devices when the tank capacitor voltage is set down to 150 volts. 150 volts is the system’s minimal setting.

Figure 12 is a table of popular Murphy Tattletale annunciators and their respective power requirements. Figure 12. Murphy Annunciator Panel Power Requirements

Device Part Number Voltage Req Current Draw LCDT 8535B Tattletale 90-250 V opt. 450 uA @100V Mark II-N Digital Fault Annunciator 90-250 V 450 uA @100V Mark III-N DFA 90-250 V 700 uA @100V Mark IV-N DFA 90-250 V 450 uA @100V

The actual terminal voltage ( voltage on pin U) can be estimated if the total load current is known and the tank voltage is known. The tank voltage is read directly from the MPI LCD panel. Vterm = Vtank – 30,000 x I load Example: Tank voltage is 230 volts, a Mark IV Panel and Tach are used that pull 800 uA together. Vterm = 230Vank – [30,000 ohms x 800uA] = 206 Volts (U lead) Use this formula to determine if the terminal voltage is going to meet the device spec.

47

Annunciator Grounding Requirements: Most annunciators and ignition powered accessories are ground referenced i.e. the negative (-)

terminal connects to a ground point. This could be the panel chassis or engine block. In order to provide power from the MPI tank capacitor to ground referenced accessories such as annunciators and tachs, the tank capacitor negative plate needs to be connected to the same common ground that the devices connect to. Pin T is directly connected to the tank capacitor negative plate or terminal internally. With pin T grounded externally, the tank capacitor becomes ground referenced and can supply energy to the ground referenced accessory devices through the resistor and pin U in the harness.

The physical ground point for the T lead should be made as close as possible to the MPI controller. There should be a low resistance between the grounding point of the T lead and the ground point for all ignition powered devices. Consequently, grounding the T lead in the coil j-box on the engine or grounding the (-) side of a coil can create a very long and potentially unreliable common ground which could cause noise related problems for the annunciators and tachs.

The T lead is the common direct return line for all of the spark plug coil primary windings (-) connection, therefore it is not necessary to ground the T lead for the coils to work properly. The T lead is grounded for proper operation with ignition powered, ground referenced devices only. For applications where annunciators are powered by 24 volts the T lead does not need to be grounded because the U lead is not the source of power for these annunciators. In general terms, if any device uses the U lead for power or as a tach signal it is probably ground referenced therefore the T lead needs to be grounded also.

Refer to drawings 200601-200607 for Annunciator-MPI wiring.

Annunciator Shutdown of the MPI unit: The MPI unit uses the discrete input, Ignition Enable, as a means of shutting down the

ignition from an external device. Magnetos can be shutdown by shorting their tank capacitor to ground and allowing the magneto generator to deliver energy into this short circuit without ill affects. The MPI’s electronic tank charging circuit cannot be shorted to ground as a means of controlling its output. This supply needs to be signaled through the control circuits to shutdown the charging operation. The Ignition Enable is used for this purpose. The controller reads this input and if it is detected to be asserted (shorted) the controller will send a command signal to the tank charger to shutdown.

For REV A units, which are units with serial #’s higher than 347, there is a new interface circuit that allows annunciators to shutdown the ignition by grounding the U lead. There is a new terminal connection on the USER I/O module called “U Lead”. It is factory wired from the U lead on the Output Module in the lower section of the unit up to the USER I/O, so the user does not have to make any extra wire runs or connections.

The new circuitry on the USER I/O board detects any grounding of the U lead by an external device. If the lead is grounded, the new circuit will apply a low impedance termination across the Ignition Enable input that will cause a shutdown. The programmed time delay will be in effect therefore after the annunciator grounds the CD terminal the ignition will remain firing until the timer expires.

The Ignition Enable input can still be used as it has been by any other device for disabling ignition. An external dry contact from a relay or PLC or switch can be connected and operated as it had been on earlier models. The difference is that the external switch device operates in parallel with the circuit that monitors the U lead. They are logically Or’d so either input will cause a shutdown when its asserted.

Refer to drawings 200601-200607 for the U lead usage.

48

3.6.2 Tachometer Connections: Tachometers can use the “U” lead for the speed signal as well as tach power. Since these

devices are typically ground referenced the T lead must be jumpered to the same ground. Since the U lead is driven from one output module, only half of the firings will be seen by the tach. This applys to MPI-16 and –16D units. The reason for this is because the MPI-16/D units alternately fire the tank capacitors. For MPI-8 and –8D units the single tank capacitor fires all of the cylinders, therefore the tach will see all of the firings. Another aspect to consider for tachometers is their ability (or inability) to detect very short tank discharge pulse widths. The MPI firing pulses are approximately 2 mS wide at a minimum. The Murphy series DT9804, 9806 tachs need to see a minimum pulse width of 800uS wide which is compatible with the MPI systems. The newer Murphy tachs SHD30,45 will work down to a pulse width as short as 400 usec, which is also compatible with the MPI controllers. For other tachs the minimum pulse width should be checked for compatibility with the MPI.

In addition to the minimum pulse width, the minimum voltage must be maintained. The user must determine that the total current draw on pin U will not pull the voltage down below the minimum level for reliable operation of the device. The current draw for the DT98xx tachs is approximately 400uA and for the SHD30,45 units it is approximately 250-300 uA.

3.6.3 Fuel Shutoff Valve Wiring. Murphy Valve M5081 Connections

The M5081 valve is mechanically opened and electrically closed. This is a very popular valve. It was designed for magneto fired engines that have no electrical power other than the tank capacitor voltage from the magneto generator. This valve was designed to open manually since there is no electrical energy available at start for many engines. Once the engine is running some the electrical energy from the magneto can be stored in a capacitor. The stored energy has enough power such that if it is allowed to flow through the “trip coil” in the valve, it will release the mechanically set mechanism and allows a spring to close the valve to cutoff fuel flow.

A basic problem with this is that the fuel is allowed to flow into the engine without physical verification that the ignition is firing. If the ignition system is not firing the fuel can accumulate to dangerous levels and when a source of ignition becomes available to all of this unburned fuel a large noise will be heard. For magneto fired engines the magnetos start to fire as soon as enough voltage is being generated which occurs at low speeds. Also the magneto does not need to count pulses it is inherently designed to fire the right coil as soon as voltage is present. It can start firing within the first revolution. This has been why this type of fuel control has been satisfactory.

To get back to the Murphy fuel shutoff valve, when the annunciator panel detects a fault, it is responsible for shutting off the fuel and subsequently turning off the ignition. The fuel shutoff valve employs an internal “trip coil” that needs to be energized momentarily for shutting off the fuel flow. When energized, the solenoid force releases a spring-loaded, latching mechanism that causes the valve to close. The electrical energy for energizing the trip coil is stored in a capacitor that is charged from the U lead through a diode so that it saves the charge and does not discharge back through the U lead when it’s grounded. The discharge path is through the trip coil and “FV” or “FV-” terminal on the annunciator. Upon detecting a fault, the annunciator switches the “FV” or “FV-”terminal to ground through a FET transistor, thereby providing a discharge path for the storage capacitor through the trip coil to ground.

The Murphy Mark II annunciator does not have an internal storage capacitor for firing current to energize the trip coil with so it requires a special “mag switch adapter” (Murphy p/n 65020126). It is actually a capacitor and a few other components housed in a small module that can be mounted in the control panel. This external capacitor provides energy to the trip coil upon a shutdown. The LCDT, Mark III and Mark IV annunciators have this storage capacitor internally.

In general the annunciators with the “FV+” terminal has the internal capacitor. Annunciators with only a “FV” terminal for the trip coil (-) connection will require the mag switch adapter.

49

Fuel Valve Requirements for MPI Electronic Ignition In addition to the fuel shutoff valve, the system needs to have the capability of keeping fuel off during start up until the MPI has energized the Ignition On relay. This type of valve would need to electrically energized, not mechanically like the M5081. Murphy valve M5081FS model is an electrically operated valve that can be directly interfaced to the MPI. It is not CSA approved however. The MPI could require several crank revolutions before it begins to fire, and if there are signal problems the ignition may not come on at all. During the time the engine is cranking and the MPI Ignition On relay is not energized the fuel should remain off. Using this type of valve (M5081FS) would provide a means of allowing fuel flow only when the ignition comes on.

There are cases when it is desirable to have the fuel off and still have the ignition remain on. This is when the plumbing from the fuel valve and engine intake is long and can hold a significant amount of fuel. When the valve turns off fuel it is best to continue ignition until is burns out the fuel trapped after the fuel valve. In this case the engine panel would need to be able to turn off the fuel valve and also signal the MPI through the Ignition Enable input that the ignition should be shut off. The MPI can then be programmed for a time delay that will keep ignition running for the programmed time before is stops firing. The Ignition On relay will energize at this moment, the time delay applies to both the firing of coils and the de-energizing of the Ignition On relay.

If the M5081 is used in conjunction with a solenoid type valve the Annunciator can turn off the M5081 on a shutdown and the MPI can turn on the solenoid valve on start up.

If the MPI Ignition On relay signals a PLC the PLC can then directly energize the solenoid valve to start the flow. And the PLC would be able to shutoff the valve on a shutdown immediately and it can signal the MPI through the Ignition Enable interface to allow the MPI to use the internal timer before it shutoff ignition.

There are many ways to implement a safe fuel management system. Understanding the inputs and outputs available with the MPI should allow the system designer to implement one.

Refer to the attached drawings 200601-200607 for schematic wiring information.

50


1 2 3 4 5 6

A

B

C

D

654321

D

C

B

A

Title

Number RevisionSize

B

Date: 22-Oct-2001 Sheet of File: \\..\200601_A.sch Drawn By:

30K

CD

GND

IGBT

IGBT

COIL RETURN

COIL COIL

TANK CAPACITOR

MARK II - N Annunciator

DT9804/06 SHD30/45 Digital Tachometer

T

U

A

C

OUTPUT MODULE #1 PRIMARY HARNESS CONNECTOR

24 V

DC

Inpu

t24

V R

TN

CA

M S

enso

r Sup

ply

(15V

)C

AM

RE

F+ (s

igna

l)SI

GR

TN

SHIE

LD

EA

RT

H G

RO

UN

D (C

HA

SSIS

)

IGN

_EN

(SW

ITC

H)

SWIT

CH

RTN

AB

_SE

L (S

WIT

CH

)

SWIT

CH

RTN

AL

AR

M_A

CK

(SW

ITC

H)

SWIT

CH

RTN

Hal

l Sen

sor S

uppl

y (1

5V)

PIP

Sign

al

SIG

RTN

1/R

EV

Sig

nal (

typ

TD

C #

1)

SIG

RTN

4/20

MA

CH

A+

4/20

MA

CH

A-

4/20

MA

CH

B-

4/20

MA

CH

B+

SHIE

LD

IGN

ITIO

N O

N R

EL

AY

N.O

.IG

NIT

ION

ON

RE

LA

Y C

OM

MO

NIG

NIT

ION

ON

RE

LA

Y N

.C.

AL

AR

M R

EL

AY

N.O

.A

LA

RM

RE

LA

Y C

OM

MO

NA

LA

RM

RE

LA

Y N

.C.

SHU

TD

OW

N R

EL

AY

N.O

.SH

UT

DO

WN

RE

LA

Y C

OM

MO

NSH

UT

DO

WN

RE

LA

Y N

.C.

SHIE

LD

spar

e

spar

eU

Lea

d


1 2 3 4 5 6 7 8 9 10 11 121 2 3 4 5 6 7 8 9 10 11 121 2 3 4 5 6 7 8 9 10 11 12

TB

1-B

TB

1-A

TB

1-C

IGN1

IGN2

FV

GRD

Mag Switch Adpater65020126

MARK II-N Installation Wiring with the MPI Rev A controllers

MPI Controller

FUEL SHUTOFF VALVE

NO

1

3

M5081

2

6 IGN 1

TRIP COIL

4

5

+

-GRD

SW

+ - + -

200601

SHN

ORIG 9/12/00

ALT1

ALT2

Factory wiring

FUEL SOLENOID VALVE

+24 Volts

52

1 2 3 4 5 6

A

B

C

D

654321

D

C

B

A

Title

Number RevisionSize

B

Date: 22-Oct-2001 Sheet of File: \\..\200602.sch Drawn By:

30K

CD

GND

IGBT

IGBT

COIL RETURN

COIL COIL

TANK CAPACITOR

MARK III - N Annunciator


T

U

A

C


24 V

DC

Inpu

t24

V R

TN

CA

M S

enso

r Sup

ply

(15V

)C

AM

RE

F+ (s

igna

l)SI

GR

TN

SHIE

LD

EA

RT

H G

RO

UN

D (C

HA

SSIS

)

IGN

_EN

(SW

ITC

H)

SWIT

CH

RTN

AB

_SE

L (S

WIT

CH

)

SWIT

CH

RTN

AL

AR

M_A

CK

(SW

ITC

H)

SWIT

CH

RTN

Hal

l Sen

sor S

uppl

y (1

5V)

PIP

Sign

al

SIG

RTN

1/R

EV

Sig

nal (

typ

TD

C #

1)

SIG

RTN

4/20

MA

CH

A+

4/20

MA

CH

A-

4/20

MA

CH

B-

4/20

MA

CH

B+

SHIE

LD

IGN

ITIO

N O

N R

EL

AY

N.O

.IG

NIT

ION

ON

RE

LA

Y C

OM

MO

NIG

NIT

ION

ON

RE

LA

Y N

.C.

AL

AR

M R

EL

AY

N.O

.A

LA

RM

RE

LA

Y C

OM

MO

NA

LA

RM

RE

LA

Y N

.C.

SHU

TD

OW

N R

EL

AY

N.O

.SH

UT

DO

WN

RE

LA

Y C

OM

MO

NSH

UT

DO

WN

RE

LA

Y N

.C.

SHIE

LD

spar

e

spar

eU

Lea

d


1 2 3 4 5 6 7 8 9 10 11 121 2 3 4 5 6 7 8 9 10 11 121 2 3 4 5 6 7 8 9 10 11 12

TB

1-B

TB

1-A

TB

1-C

IGN

FV+

FV-

ALM

MARK III-N Installation Wiring

MPI Controller

GRD

FUEL SHUTOFF VALVE

NO

1

3

M5081

2

6 IGN 1

TRIP COIL

4

5

+

-

200602

SHN

ORIG 9/12/00

+ - + -

FUEL SOLENOID VALVE

+24 Volts

1 2 3 4 5 6

A

B

C

D

654321

D

C

B

A

Title

Number RevisionSize

B


30K

CD

GND

IGBT

IGBT

COIL RETURN

COIL COIL

TANK CAPACITOR

MARK III- 12/24 Annunciator


T

U

A

C

OUTPUT MODULE #1 PRIMARY HARNESS CONNECTOR24

VD

C In

put

24 V

RTN

CA

M S

enso

r Sup

ply

(15V

)C

AM

RE

F+ (s

igna

l)SI

GR

TN

SHIE

LD

EA

RT

H G

RO

UN

D (C

HA

SSIS

)

IGN

_EN

(SW

ITC

H)

SWIT

CH

RTN

AB

_SE

L (S

WIT

CH

)

SWIT

CH

RTN

AL

AR

M_A

CK

(SW

ITC

H)

SWIT

CH

RTN

Hal

l Sen

sor S

uppl

y (1

5V)

PIP

Sign

al

SIG

RTN

1/R

EV

Sig

nal (

typ

TD

C #

1)

SIG

RTN

4/20

MA

CH

A+

4/20

MA

CH

A-

4/20

MA

CH

B-

4/20

MA

CH

B+

SHIE

LD

IGN

ITIO

N O

N R

EL

AY

N.O

.IG

NIT

ION

ON

RE

LA

Y C

OM

MO

NIG

NIT

ION

ON

RE

LA

Y N

.C.

AL

AR

M R

EL

AY

N.O

.A

LA

RM

RE

LA

Y C

OM

MO

NA

LA

RM

RE

LA

Y N

.C.

SHU

TD

OW

N R

EL

AY

N.O

.SH

UT

DO

WN

RE

LA

Y C

OM

MO

NSH

UT

DO

WN

RE

LA

Y N

.C.

SHIE

LD

spar

e

spar

eU

Lea

d


1 2 3 4 5 6 7 8 9 10 11 121 2 3 4 5 6 7 8 9 10 11 121 2 3 4 5 6 7 8 9 10 11 12

TB1-

B

TB

1-A

TB1-

C

12/24

S/D

FV

MARK III-12/24 Installation Wiring

MPI Controller

GRD

IGNITION RELAY +24

N.C.

+24 Volts

OUTPUTS TURN OFF ON FAULTOUTPUTS ARE NORMALLY ON

FUEL VALVE RELAY +24

N.C.

FUEL SHUTOFF VALVE

NO

1

3

M5081

2

6 IGN 1

TRIP COIL

4

5

+

-

100 OHMSupplied with Valve

NOTE: This is a simplified schematic of the internal switch cricuitry.

Consult the MURPHY installations dwgs for further details

ALM

+ - + -

200603ORIG 9/12/00

SHN

option conn.

FUEL SOLENOID VALVE

+24 Volts

54

1 2 3 4 5 6

A

B

C

D

654321

D

C

B

A

Title

Number RevisionSize

B


30K

CD

GND

IGBT

IGBT

COIL RETURN

COIL COIL

TANK CAPACITOR

MARK IV-N Annunciator


T

U

A

C


24 V

DC

Inpu

t24

V R

TN

CA

M S

enso

r Sup

ply

(15V

)C

AM

RE

F+ (s

igna

l)SI

GR

TN

SHIE

LD

EA

RT

H G

RO

UN

D (C

HA

SSIS

)

IGN

_EN

(SW

ITC

H)

SWIT

CH

RTN

AB

_SE

L (S

WIT

CH

)

SWIT

CH

RTN

AL

AR

M_A

CK

(SW

ITC

H)

SWIT

CH

RTN

Hal

l Sen

sor S

uppl

y (1

5V)

PIP

Sig

nal

SIG

RTN

1/R

EV

Sig

nal (

typ

TD

C #

1)

SIG

RTN

4/20

MA

CH

A+

4/20

MA

CH

A-

4/20

MA

CH

B-

4/20

MA

CH

B+

SHIE

LD

IGN

ITIO

N O

N R

EL

AY

N.O

.IG

NIT

ION

ON

RE

LA

Y C

OM

MO

NIG

NIT

ION

ON

RE

LA

Y N

.C.

AL

AR

M R

EL

AY

N.O

.A

LA

RM

RE

LA

Y C

OM

MO

NA

LA

RM

RE

LA

Y N

.C.

SHU

TD

OW

N R

EL

AY

N.O

.SH

UT

DO

WN

RE

LA

Y C

OM

MO

NSH

UT

DO

WN

RE

LA

Y N

.C.

SHIE

LD

spar

e

spar

eU

Lea

d


1 2 3 4 5 6 7 8 9 10 11 121 2 3 4 5 6 7 8 9 10 11 121 2 3 4 5 6 7 8 9 10 11 12

TB

1-B

TB

1-A

TB1-

C

IGN1

FV+

FV-

FUEL SHUTOFF VALVE

NO

MARK IV-N Installation Wiring

MPI Controller

GRD

1

3

M5081

2

6 IGN 1

TRIP COIL

4

5

+

-

200604

SHN

ORGI 9/12/00

+ - + -

FUEL SOLENOID VALVE

+24 Volts

55

1 2 3 4 5 6

A

B

C

D

654321

D

C

B

A

Title

Number RevisionSize

B


30 K

CD

GND

IGBT

IGBT

COIL RETURN

COIL COIL

TANK CAPACITOR

MARK IV - 12/24 Annunciator


T

U

A

C


24 V

DC

Inpu

t24

V R

TN

CA

M S

enso

r Sup

ply

(15V

)C

AM

RE

F+ (s

igna

l)SI

GR

TN

SHIE

LD

EA

RT

H G

RO

UN

D (C

HA

SSIS

)

IGN

_EN

(SW

ITC

H)

SWIT

CH

RTN

AB

_SE

L (S

WIT

CH

)

SWIT

CH

RTN

AL

AR

M_A

CK

(SW

ITC

H)

SWIT

CH

RTN

Hal

l Sen

sor S

uppl

y (1

5V)

PIP

Sign

al

SIG

RTN

1/R

EV

Sig

nal (

typ

TD

C #

1)

SIG

RTN

4/20

MA

CH

A+

4/20

MA

CH

A-

4/20

MA

CH

B-

4/20

MA

CH

B+

SHIE

LD

IGN

ITIO

N O

N R

EL

AY

N.O

.IG

NIT

ION

ON

RE

LA

Y C

OM

MO

NIG

NIT

ION

ON

RE

LA

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AR

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RM

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SHU

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1 2 3 4 5 6 7 8 9 10 11 121 2 3 4 5 6 7 8 9 10 11 121 2 3 4 5 6 7 8 9 10 11 12

TB1-

B

TB

1-A

TB1-

C

12/24

S/D

FV

MARK IV-12/24 Installation Wiring

MPI Controller

GRD

IGNITION RELAY +24

N.C.

+24 Volts

OUTPUTS TURN OFF ON FAULTOUTPUTS ARE NORMALLY ON

FUEL VALVE RELAY +24

N.C.

FUEL SHUTOFF VALVE

NO

1

3

M5081

2

6 IGN 1

TRIP COIL

4

5

+

-

100 OHMSupplied with Valve

NOTE: This is a simplified schematic of the internal switch cricuitry.Consult the MURPHY installations dwgs for further details

+ - + -

200605

SHN

ORIG 9/12/00

FUEL SOLENOID VALVE

Text

56

1 2 3 4 5 6

A

B

C

D

654321

D

C

B

A

Title

Number RevisionSize

B


30K

CD

GND

IGBT

IGBT

COIL RETURN

COIL COIL

TANK CAPACITOR

TTDJ- IGN Annunciator


T

U

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Inpu

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Sig

nal (

typ

TD

C #

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SIG

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4/20

MA

CH

A+

4/20

MA

CH

A-

4/20

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4/20

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1 2 3 4 5 6 7 8 9 10 11 121 2 3 4 5 6 7 8 9 10 11 121 2 3 4 5 6 7 8 9 10 11 12

TB1-

B

TB

1-A

TB1-

CIGN

FV+

FV-

ALR

TTDJ-IGN Installation Wiring

MPI Controller

GRD

FUEL SHUTOFF VALVE

NO

1

3

M5081

2

6 IGN 1

TRIP COIL

4

5

+

-

200606

SHN

ORIG 9/12/00

+ - + -

FUEL SOLENOID VALVE

+24 Volts

57

1 2 3 4 5 6

A

B

C

D

654321

D

C

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A

Title

Number RevisionSize

B


30K

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IGBT

IGBT

COIL RETURN

COIL COIL

TANK CAPACITOR

TTDJ- DC Annunciator


T

U

A

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AB

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TB

1-B

TB1-

A

TB

1-C

SD

FV

ALR

TTDJ-DC Installation Wiring

MPI Controller

GRD

IGNITION RELAY

+24 Volts

N.O.

FUEL SHUTOFF VALVE

NO

1

3

M5081

2

6 IGN 1

TRIP COIL

4

5

+

-

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ORIG 9/12/00

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+24 Volts

+24 Volts

FUEL SOLENOID VALVE

+24 Volts

58


3.6.4 Connecting to Relay Ouputs The MPI controller design included consideration for connecting certain discrete outputs

and inputs directly to a Programmable Logic Controller. An additional serial communication port will also be available (4th qtr ’01).

The discrete output signals include: 1. Ignition On Relay – output form C style contacts, 1 amp rating 2. Alarm Relay- output form C style contacts, 1 amp rating 3. Shutdown Relay- output form C style contacts, 1 amp rating

Most PLC’s can accommodate a dry contact as an input. They usually provide their own pull-up resistors and opto-isolator circuits. The relays on the MPI use purely mechanical contacts with no hidden electrical connections to any other components. When these relays operate you can hear them “click”. These relays can also be used to directly control lights or low power solenoid valves as discussed above. Figure 13 depicts the relay schematic for the 3 relay type outputs.

Figure 13 Relay Output Interface Schematic

1

3

2

Q4

2N7002LT1

1

2

5

4

U2

MOC8113

1311

9

46

8

1 16

K1

D41N4001

D5

1N4001

+15

R1110K

GND

R7

1.0 k

R13

1.0 K

AM-Zettler Relay

GND

C+

C-

From SPM

Typical Discrete Output Interface Used on IGN_ON relay, Alarm Relay, Shutdown Relay

D12

LED

R18

2 K

GND

COM

NC

NO

Relay On Indicator

USER I/O Terminals

To PLC Input, Valve Solenoids, etc.

User Field Wiring

60

3.6.5 Connecting to Discrete Inputs The MPI controller provides four discrete inputs. They are: 1. CAMREF 2. A/B Select 3. Ignition Enable 4. Alarm Acknowledge

Each of these inputs uses the same interface circuit design. They require a dry contact or an open-collector/drain type electronic interface. Figure 14 below shows the internal circuitry for these inputs.

Figure 14 Discrete Input Interface

1 32

F15ELK-AH391CB

D6

IN4004

R383.1 K

+15

GND

C340.01uF

GND

R4310 K

1

2

5

4

6

U18MOC8113

GND

TP6VCC

To Controller

MPI Discrete Input Interface Schematic

Cutomer Wiring

Three types of inputs

MOSFET Open Drain or NPN Open Collector or Swtich or Relay contact

61

3.6.6 4-20mA Interface

There are two input channels for 2 independent 4-20mA sources. One is identified as CHA and the other is CHB. The channels normally affect their respective timing schedules CHA for Schedule A and CHB for schedule B. There is also a provision in the programming that allows CHA 4-20mA input to affect Schedule A timing and Schedule B timing. If the user switches to schedule B, this feature allows the same 4-20mA source to affect timing of the B schedule. The amount of timing affect will depend on the schedule B, 4-20mA curve. The 4-20mA inputs are quasi-differential. The 4-20mA- input connection can be made to the 24 RTN or to the “–” side of an isolated source. The maximum voltage with respect to the 24 RTN is limited to 5.5 volts. Each input has a 249 ohm resistor terminating the input. Refer to Figure 15 for the interface schematic.

Figure 15 4-20mA Interface Schematic

1 3

2

F11ELK-AH391CB

1 3

2

F12ELK-AH391CB

4/20ma +

4/20ma-

R60

250 ohmC390.01uF

R8

100K

R9

100KGND

R10

100K R11 100K

C26

0.1uF

5

67

U28B

MC33202

TP13

To Controller ADC

R Load

+24

4/20mA SENSOR

GND (24RTN)

62

3.7 Secondary Modbus Port Specification The secondary modbus port provides a means of connecting an external Modbus Master device to the MPI secondary modbus port that is configured as a Slave. The slave number for this port is programmable through the keypad/display panel which uses the primary modbus port. The character bit format for the secondary port is fixed to 1 start bit, 8 Data, 1 stop bits, no parity. The baud rates supported are 2400,4800,9600. 9600 is the factory default setting. The baud can be changed through the primary port. The secondary port supports two function codes, function code [16] multi-register writes and function code [03] multi-register read. Note that the system will only accept a single register modification per message for function code [16]. The system generates the CRC byte for outgoing messages in accordance with the Modicon Modbus Protocol Guide, PI-MBUS-300 Rev J dated June 1996. The secondary port allows the secondary port master to read the Operator page registers and the master can modify read/write parameters within these pages with the exception of allowing modifications to the individual cylinder trimming and the 1/REV position value. For higher communication update rates, the master device should only read time critical parameters such as RPM or KV values frequently and much for parameters that do not change often read less frequently. This will keep the message traffic at a minimum. Since the MPI system is very heavily taxed for time running the engine and processing the primary port, the priority for responding to the secondary port is low and very slow update rates may be seen at high message rate requests. The following list are the available, approved modbus parameters supported by the secondary port. Refer to the parameter descriptions in section five for full definition of the parameter’s function. Modbus Address| Parameter | Type | Attribute 40001 system mode message read

40002 RPM numeric read 40003 total timing numeric read 40004 discrete status bit-mapped message read 40005 Pip Count numeric read 40006 24V Supply Input numeric read 40007 Tank Cap #1 Volts numeric read 40008 Tank Cap #2 Volts numeric read 40009 Pllp Pulses numeric read 40010 Ch A 4/20 mA numeric read 40011 Ch B 4/20mA numeric read 40012-27 Spark Delays numeric read 40028 relay status bit-mapped message read 40029 alarm message message read 40032 shut down message message read 40037 Cam lead edge to 1/REV angle numeric read 40038 Cam trailing edge to 1/REV angle numeric read 40039 Save Status message read 40042 max KV meas. numeric read 40044 max avail KV numeric read 40045 secondary status message read 40046 Cam test count numeric read 40047-58 Test delay values numeric read 40065 Pips Programmed numeric read 40138 Tank Volt setpoint numeric read/write* 40139 timing adjust numeric read/write 40147 firmware version numeric read 40149-164 Cylin ID Ascii read/write* 40168-173 Delay reference values numeric read/write* 40182 Auto/manual select message read/write 40181 Auto delay timer numeric read/write 40174 model type message read 40175 KV margin numeric read/write

63

40176 KV sample interval numeric read/write 40318-333 KV Values and diag status message read * These parameters should be changes only by qualified personnel

******** CAUTION ******** The above list includes only those parameters that are approved for access over the secondary port. There are other parameters used by the primary port for programming and diagnostic purposes that we do not approve for access over the secondary port for obvious safety liability reasons. In addition, the above list indicates those parameters with an [*] that should only be changed by qualified personnel. Qualified personnel are active distributors and factory engineers.

Figure 15 Secondary Modbus Cable Connection Location on the SPM.

DATA – DATA + Secondary Port Connections shield

4.0 Keypad/Display Panel Functional Description 4.1 Introduction The 4x20 backlit LCD and keypad provide the user with very versatile control over the ignition system. Functions that can be performed are:

1. Program a unit for any applicable engine directly on the keypad/display. No PC, handheld programmer or chips are required.

2. Monitor all parameters during cranking –normal run and shutdown sequences. 3. Adjust parameters while the engine is running.

User can opt to save run-time changes or revert back to programmed values on a power cycle. 4. Perform off-line diagnostics that can pin-point problems quickly.

The display communicates with the SPM (Signal Processor Module) over a RS-485 interface using Modbus RTU protocol. The update of a parameter can take as much as 3 seconds from the time it changes at the sensor to the time the change is shown on the display. The master list of modbus parameters and their respective addresses appear in appendix ?.

Display Features: The display window consists of a 4-line by 20 characters back-lit LCD technology. The 4-line window can be scrolled up and down over the 32 lines of a page. Not all of the 32 lines on every page are used. The information is grouped to provide relevant information. The entire display system consists of 23 pages total. The body of this section shows and discusses in detail every parameter on every page. The pages are grouped into three separate sections, Operator’s Page (normal operating mode), Diagnostic Mode (for off-line diagnostics) and Programming Mode (for setting up the application). See Figure 16. They are accessed from the main menu page which is accessed by pressing F1 until the MAIN MENU is displayed. Pressing F1 always causes the page pointer to jump back towards the first page of that group and once on the first page of a group pressing F1 will cause the page pointer to go to the main menu page. From the main menu page the user can select one of the three modes. However if the engine is running the tests in the Diagnostic pages as well as Programming functions cannot be performed. The user can see the programmed data but no editing is allowed to the parameters on these pages while the engine is running. NOTE: After power up, the display automatically opens on the first Operator Page.

Page group description:. 1. Operator Page(s) – These (8) pages pertain to normal operation of the engine. The

display powers up and automatically displays the first page of this group. 2. Diagnostic Mode – This group of (3) pages allow the user to perform a variety of

tests for troubleshooting or initial install checkout. The tests in this mode are done off-line (engine off).

3. Program Page(s) - There are (11) pages that make up the programming section. This is the section used for setting up the controller for the specific application.

Note: The three groups make up 22 pages, the main menu page brings the total to 23. For MPI-8Ds the total # of pages is 21 due to fewer pre-defined crankshaft geometries for the 8 or less cylinder engines.

Figure 1.0 shows the organization and the use of the arrow keys. The up/down keys allow the user to move the window vertically to view other lines on a single page. The left/right arrows shift the view to an adjacent page. The display also has an array of LEDs on the left side. From the top they provide the following indications: Top LED: This led turns on red if there is a problem inside the display unit. If this comes on check the cables for proper connection. Replace the display if this LED stays on. Second one down: This LED stays solid green to indicate that the display is communicating properly with the SPM board. If communications are lost this LED will flash green. If this happens, check the cables. Also check that the SPM has power and is operating normally by observing the on board LED near the micro-controller is flashing at 2Hz. Third one down: This LED turns on when the display unit memory is being loaded with new pages. This is done just prior to system test at the factory. The bottom LED is a power-on indicator. The unit needs at least 18 volts for proper operation.

Keypad Features: The keypad has 11 membrane buttons. They are: F1: As discussed above, this key always performs the function of bringing the page pointer back to the first page of a group and if pressed from the first page of a group it will put the page pointer to the main menu page. The F1 key function is not displayed as an instruction in order to conserve viewing lines and to reduce displaying non-critical information. F2-F4 : These function keys are programmed to perform page specific functions. Their functions are specified on the page where they’re used.

Main Menu Page

Programming Pages

Operator Pages

F2

Diagnostic Pages

F3 F4

*

* window view area 4 lines

Figure 16. Organization of Pages

Arrow Keys: There are four arrow keys that allow the user to do two basic functions:

1. Navigate between pages within the selected group using the left/right arrows. Navigate on a page by using the up/dn arrows to move the view window (4 lines). This is show back on figure 1.0.

2. Edit parameters by allowing the user to move the flashing attribute (see INS key) to

the desired parameter. Once the desired parameter is flashing, the ENTER key is pressed which changes the function of the left/right arrows to let the user select the specific digit within a parameter. When the cursor is under a digit that is to be changed, the up/down arrows increments or decrements the digit. When the entire parameter is showing the desired value the ENTER key is pressed for the second time which saves the changes. The sequences of instructions for editing appear below.

ENTER key: This key has two basic functions:

1. If this key is pressed and held for more than 4 seconds the display will change to showing a set of three letter acronyms. The user can then select one of the three lettered acronyms to perform the related function. For example, the “CFG” selection is made to put the display in the configuration mode. This is the mode used for connecting a PC to the display to update the display panel software with a new ***.PRJ file. Other functions are accessed such as “PSW” for password entries.

2. The ENTER key is also used to control the functions of the arrow keys during the editing steps described below.

CLEAR key: This key allows the user to cancel and exit from the middle of editing a parameter. INS (insert) key: This key is used to initiate editing of a parameter. 4.2 Programming Sequence of Instructions: For read/write (r/w) parameters only. Note: Some parameters may have a read/only attribute on one page but a read/write attribute on another. Only the page where the parameter has a read/write attribute will the user be able to edit (change) a parameter value. The attributes of the parameters are defined in the subsequent section that describes each parameter on each page. These are the steps to take when the user needs to change a parameter value. There are programmable parameters in all 3 groups of pages.

1. Move the view window so the parameter you want to change is somewhere within the window. It does not have to be on the first line.

2. Press the INS (insert) key. This will cause the first parameter in the window to start flashing. If this is not the parameter you want to change, use the arrow keys to move the flashing attribute to the desired parameter, AND THEN PRESS ENTER.

3. Use the left/right arrows to slide the cursor under the digit to change. Any digit in the parameter can be changed in any order. If no keys are pressed for appx 15 seconds the system will cancel the edit.

4. Use the up/down arrows to increment or decrement the digit or if it’s a list type parameter the up/down arrows will scroll through list of selections.

5. Once you are satisfied with the new value or selection, press ENTER again. The parameters are stored in the SPM module.

Definition of Parameter Types: There are three different types of parameters that should be mentioned and defined: 1. Numeric- this type of parameter is a number. This is the most common type.

An example would be the parameters of the timing curve. These parameters are edited one digit at a time.

2. ASCII – this is a character type parameter that can display numbers or letters. An example would be the characters used to identify the cylinders such as “1L” etc.

3. Message (List)– this type of parameter is actually a numeric type but it’s formatted to show a message from a list associated with numeric values. The position of a message in the list, i.e 1st, 2nd ,3rd,..etc, is the numeric value that the SPM will send over to the panel that effective selects the message to be displayed. It works like this, the SPM sends a numeric value to the panel. The panel displays the pre-programmed message that is stored in the list using the value sent as the selection (or pointer) of the message position to be displayed. An example of this is first parameter on the operator page, MODE:mmmm. When the SPM sends the numeric value of “0” to the display for the mode parameter it will display the message “Standby”. When the SPM sends a numeric value of “1”, the display will translate that to the message “Cranking”. This technique is used extensively. The numeric attribute for a message type parameter can be either a 16-bit word value or a bit-wise binary value. For the 16-bit word parameter there can be up to 64K unique messages associated with parameter, one for each value.

In a bit-wise attribute, each bit can have a pair of messages assigned to it. One message assigned for the “1” value and a different message for the “0”. So there can be 16 message pairs for this attribute. Each bit is set in the SPM. This means one 16-bit word can have 32 message pairs (2 per bit). This is a very efficient use of memory and communications. There are several examples of this on the first Operator page. The IGN: parameter has two messages associated with it, “Off” and “On”. This message pair is associated with the first bit in the modbus parameter 40028. When this bit is a “0” the message displayed is “Off”, when it’s a “1” the message is “On”. The “Alm On”, Alm Off” messages are associated with the second bit of the same modbus parameter , 40028. Other bits in this word are used for a variety of status messages.

An example of using the 16-bit word value as a message type is with the KV

values displayed. When the SPM sends a KV value we expect it to fall between 5KV and 30KV. The value of the parameter can range form 0-64K because its a 16-bit number. To display KV values from 1.0KV-40.0KV this only requires about 400 values out of the 64K that could be sent numerically. With so many numeric values not used we used them for diagnostic messages relating to the KV measurement. In other words we can display an “Open-Sec” message with the same parameter we use to display a normal KV reading such as 12.5KV. If we used 16-bit numeric values we could only display KV values and the diagnostic messages would have to handled separately. The message method allows us to display numeric values and messages thru the same parameter.

Another powerful feature of the panel is that is can perform a complete edit cycle of a parameter with one key press. We have taken advantage of this by programming the panel to edit the alarm acknowledge parameter to clear alarms by just pressing F2 instead of editing the parameters described in the editing sequence instructions.

Another example is the crankshaft selections in the programming pages. By selecting the number of pistons and cylinder spacing by simply pressing a single function key the controller downloads all of the associated information and it show up on the cylinder spacing page and Other Config Vars. The user did not have to edit the number of cylinders and all of the cylinder spacings. This feature significantly reduces keypad activity.

4.3 Panel Page and parameter descriptions:

Notes: 1. Parameters indicated by “xxx” are numeric or ASCII fields and show values directly sent from the controller. 2. Parameters indicated by “mmm” are message formatted fields. 3. Text in black are descriptive fields stored in the panel locally. What follows are a descriptions of each parameter its type and attribute i.e. read only (r/o) or read/write (r/w). For (r/w) parameters the range [nn] of acceptable values for a numeric type or shows [list] if the parameter content is selected from a list. The list comes from the message field of a message type parameter. This is the page displayed after normal power up. To go to the main menu for unit programming or to perform special diagnostic tests, press F1 when you see this page.

Field descriptions: LINE 2 Mode: (r/o)[list] There are 8 possible messages for this field that indicate the mode the controller is in, they are: 1. Standby: The unit is ready to start or it can go to the main menu

for programming or off-line diagnostic testing. 2. No 1/REV This message is displayed if the system detects the

occurrence of PIP signals but no 1/REV pulses are being detected. It will also be displayed prior to the occurrence of the first 1/REVsince PIPs generally occur first when the starter is engaged. Normally, the cranking mode will be entered within 2-3 revolutions after the starter is engaged.

3. Cranking: The engine is considered to cranking when the 1/REV pulse is detected. It is also counting the PIP pulses and showing the count on next page. The “PIP count” is defined as the number of PIPs detected between consecutive 1/REV pulses. The unit may or may not be firing at this time. If it is not, it will wait for the PIP count to come within spec as stipulated by the PIP CNK TOL parameter. No time limit is imposed. If it is firing, as indicated by the Ign: ON on the next line, then it will continue to show Cranking until the rpm goes above the crank/run threshold.

4. Running: The unit is firing the coils AND the RPM is above the crank/run threshold that was programmed. The display “Running” also means that the total PIPs counted between consecutive 1/REV pulses is within the spec as stipulated in the PIP RUN TOL parameter.

5. Diag: This mode is when the controller is performing off-line diagnostic tests, not normally seen here since the user will be looking at test pages.

6. Shutdown: This mode is entered when the controller has detected a serious fault and has initiated an ignition shutdown.

The cause is displayed on the first line of the next page below the heading.

6. Rolldown: This mode is entered when the engine is slowing down or shutting down due to reasons other than ignition. This will happen during normal shutdowns when fuel is shutoff and the engine is rolling to a stop. No errors are flagged as it is a

MPI-16D Operator Pg Mode:mmmmm mmmmmm RPM:xxxx Ign:mmm mmm Timing:xxx.xx Sch:m Timing Adj: xx.xx ---Spark Plug Data--- Max Measured: xx.x KV Max Available: xx.x KV Mode Selected: mmmm F2-Auto or F3-Manual Auto Delay : 99 Min ------------------------------------- Sched A: xx.xx ma Sched B: xx.xx ma Panel File: MPI16266 Panel Date: 08/04/01 Model: mmmmmmmmm Firmware Version: xx.xx

normal shutdown. This mode is enter when the engine has exceeded the crank/run threshold and subsequently drops below the crank/run speed.

8. Prog Mode: As this name implies the unit is being programmed. This would not normally be seen here on this page since the user is in the programming pages.

As part of this line next to the mode parameter there is another message field for

displaying Alarm status. It will either say “NO ALM” or “ALM ON”. Alarms are defined as those fault conditions detected that do not cause or require the engine to be shut down. They only serve as an indication that something is not within its normal range but not so far out it is important enough to shutdown. The specific alarm message is stored in a 3 deep que that can be cleared anytime by an external Alarm Acknowledge switch or by changing the Alarm Ack parameter via the display keypad. Alarms are saved thru power cycles and are not automatically cleared by restarting and cycling power. They are cleared only when the user activates Alarm Acknowledge as indicated above. There are no time tags associated with an alarm fault so the user must be aware that a fault may not exit even though it still shows in the que. The user needs to acknowledge to clear. LINE 3: There are 3 parameters on this line: RPM: xxxx (r/o) As the name implies this is the engine speed. The important thing to realize is that this is determined by the time measured between 1/REV pulses. The PIP and CAMREF signals to not have a role in determining the RPM. Knowing this is useful for troubleshooting. If the user observes any erratic behavior in this number it immediately points to the 1/REV signal and associated sensor as the probably culprit. Also, by the same logic, a good value displayed here is an indication that the 1/REV signal and sensor are healthy. Ign:mmm (r/o)[list] This parameter has two associated messages, ON and OFF. When OFF is displayed, this signifies that the system is not firing the coils for whatever reason and that the Ignition On relay is not energized. There is an exception to the firing of the coils however. When the CAMLESS method is being used, the controller will fire the coils in the first 4 revs after the PIP and 1/REV signals are properly received to test for the compression stroke. During these 4 revolutions the Ign will show Off, and the IGN relay will not be energized. Once the controller has determined the stroke cycle it will change the Ign to ON and energize the IGN ON relay and commence firing on the compression stroke only. This normally happens within 3-5 seconds from the starter engagement. This parameter provides a useful troubleshoot tool when the engine fails to start. If this parameter stays in the OFF state then the engine will not start. If it shows that it is ON it is satisfied with the crank signals and cam signal if used and is also firing the coil drivers. If the engine doesn’t start when this parameter comes ON, then the problem may be that there is no tank voltage (which can be checked on the I/O page) or no fuel being applied to the engine, or the timing is incorrect, or the primary harness has a problem. Its usually one of the above. If the tank voltage is low or near zero, the IGN EN discrete input should be checked. If this input is sees a contact closure on the connection the controller displays this on the I/O page and will shutdown the tank capacitor power supply and its also a condition that will prevent the Ign parameter from coming ON. This input is often shorted by an annunciator panel that wasn’t cleared prior to start up. SEC: (r/o) This 3 character field has no descriptor it simply flashes SEC ( abbreviation for Secondary) when any of the KV values are not within the normal operating range. This is very typical during idling when the KV demand is very low due to low cylinder pressure and the presence of a small quantity of fuel gas. No alarms or corrective action is necessary unless this flashing SEC persists while the engine is under load. If it is persistent then the user can view all of the plug readings to idnetify what the problem is. The controller makes no decision to do anything to affect the operation of the engine and it will continue to fire the coils as long as the crankshaft

signals are good and no serious fault condition exits. This parameter serves as an indication only and is there for the user to take advantage of. At times, under load this parameter may flash once in a while for a myriad of reasons. It only deserves close attention when the cylinder(s) that are causing the SEC to flash is persistent under load and there is an indication that something is not right with the coil-plug-secondary lead circuit. LINE 4. There are 2 parameters on this line. Timing: xxx.xx (r/o) This is the calculated timing that all cylinders are running. This is the final value which includes the affects of the rpm curve, 4/20 ma input (if used), and global timing adjustment. This value is what the timing light should show on the flywheel. If the timing light does not match this displayed value, the 1/REV is not occurring at the position programmed. The normal set up is to put the 1/REV right at TDC#1 and as such the 1/REV Position parameter would be set for 0.00 (default). If there is a significant difference the 1/REV signal should be investigated for the actual point of occurrence. Correcting for any error between the display and actual strobe light indication is accomplished by programming the 1/REV Position equal to the amount of the difference seen. For example, if the strobe light shows the actual timing to be 22 degrees and the display shows 20 degrees, this means that the 1/REV signal is occurring 2 degrees ahead or advanced of the expected point of occurrence. Therefore, to correct for this the 1/REV Position parameter should be set for 2.00 degrees. Another example, if the timing light shows the actual timing to be 3 degrees retarded from the displayed timing, in this case 17 degrees, the 1/REV signal is occurring 3 degrees late, therefore the 1/REV Position parameter should be set for –3.00 degrees. Sch: m (r/o)[list] This parameter shows which schedule is being used for timing, its either A or B. This value depends on the A/B select input. An open circuit selects schedule A, a shorted input selects schedule B. LINE 5. There is only one parameter on this line. Timing Adj: xxx.xx (r/w)[-3.00, +3.00] This parameter allows the operator to make small changes to the timing. It can be entered with the engine running or not. This value will affect both A or B schedules. Entering positive values advances the timing, entering negative values retards it. There is a range of +,- 3 degrees of freedom. The intent for this parameter is to allow the user to pull the engine out pending detonation situations such as hot days, or improve fuel economy when conditions are favorable such as cool evenings or cool days. LINES 6-10. Spark Plug Data Max Measured xx.x KV (r/o) The Max Measured KV is highest KV reading made during the sample period. The default sample period is 5 seconds and can be changed. This reading is the highest selected out of all of the readings made for all cylinders. The purpose behind this is to use the highest reading as feedback for the automatic mode where the tank voltage is gradually reduced to conserve plug wear. The system will reduce the tank voltage, which reduces the maximum KV available. The system calculates the maximum available value since it knows which coil is being used and what the tank voltage is. By using the highest reading for feedback and using a margin of 4KV, the system avoids any likelihood of not having enough KV to fire. Max Available xx.x KV (r/o) This parameter is calculated from the tank voltage and coil characteristics. Since the user selects the MPI coil series in the application program, the system knows the step-up factor from the primary voltage (tank voltage level) to the open circuit secondary voltage. The multiplication of the tank voltage by the step-up factor is the max available KV. Mode Selected: mmmm (r/o)[list]

This parameter indicates if the system is automatically controlling the tank voltage or maintaining the tank voltage at the user programmed level. In the AUTO mode the tank voltage will be gradually reduced if the max available KV exceeds the max measured KV by 4KV. This buffer of 4KV can be changed. The user needs to gain some experience with his particular application in order to make useful changes to this value. If , while in the AUTO mode, the system reads a abnormal KV value such as “ <5KV” or “OPEN SEC” on any of the readings taken within a sample period, it will set the voltage level to the programmed value and hold it there until all of the cylinder KVs are reading between 5 and 30 KV. LINE 10. F2-Auto or F3-Manual In older versions of firmware the user was required to edit the auto mode parameter but since F2 and F3 are available on this page they have been programmed to make the system enter the selected mode. This has reduced the user keying activity. It has also been added on this first page for ease of access. LINE 11. Auto Delay: 99 Min (r/w)[0-30 minutes] This newly added feature allows the user to set a time delay that once expired will cause the control to start reducing the tank voltage i.e. operate in the automatic energy mode. The timer starts when the engine enters the run mode. The time delay is to allow time for starting and loading the engine prior to reducing the plug energy. Warning: If the engine runs unloaded for an extended period, beyond the expiration of the timer, the energy will settle into a reduced value. The problem arises when the engine is subjected to a fast load while the energy is reduced which may cause misfires. If the sample time for the KV readings is set for 5 seconds (default) the engine could be trying to run on low voltage energy for this 5 second sample period. LINES 13&14. There are two parameters, one per line. SchedA: xx.xx mA (r/o) This is the measured value on the A input. SchedB: xx.xx mA (r/o) This is the measured value on the B input. These parameters are measured, even if the timing curve has not been programmed. This allows the user to wire in these 2 channels from a 4/20ma transducer for monitoring purposes. For example, the user could put 2 pressure transducers on the compressor for monitoring suction and discharge pressures. As long as the timing curve is not programmed to retard timing, the timing will not be affected. As part of the display program the user or distributor can modify the scaling of these measured parameters to display the engineering units of the transducer instead of the ma. This requires a PC and the software for the panel. This means that the actual pressure can be displayed in whatever engineering units desired. The text can be changed to say “PSI” instead of mA. This programming capability is available through the MPI distributor group. LINE 16. Panel File: MPI16265

This is the file name of the display’s program. MPI distributors can customize this file for special applications such as the transducer scaling mentioned above. Customer text can be put in as well as customizing parameter locations within the pages. The distributor is responsible for maintaining configuration control for custom files within his customer base. LINE 17. Panel Date xx/xx/xx (r/o) This date is the file date for the display panel. This date can be traced back to the panel file to determine if it is compatible with the firmware in the controller. The file naming convention used for panels are MPI16(or 8)_xx.prj. The xx is the first 2 digits of the firmware flash file. For example, the version of firmware 2.63 will have associated MPI16_26.prj or MPI8_26.prj for the panel files. All “D” type units will be shipped with the latest panel and firmware. They will also be compatible. The time this becomes a factor is when a remote display panel is used that is separate from the controller. If it’s a new controller and an older panel they may not be compatible. The user can check the web site for the compatibility chart. Or the user can consult

with his distributor for verifying the compatibility. Panels with non-compatible firmware will run but they will not have the latest parameters. LINE 18. Model:mmmmmmmmmmmm (r/o) This parameter shows the model type of the controller, i.e. MPI-16D or MPI-8D. If the panel and controller are not the same type, i.e. MPI-16D controller with a panel programmed for an MPI-8D, this message will show “WRONG MODEL”. This should be check especially after a field firmware upgrade is performed. LINE 19. Firmware verision: xx.xx (r/o) This parameter displays the controller firmware version. The MPI-16 and MPI-8 firmware will have the same released version number but they are different flash files. The flash files are named either 16verxxx.s19 or 8verxxx.s19. This is the firmware that is running on the controller board (SPM).

Shutdown and Alarm Page

LINE 1. Shutdown message field (r/o)[list] In the event of a shutdown the system stores a single shutdown fault and stores it in this field. It is either cleared by setting Alarm Ack or by re-starting the engine. This message will not clear with a power cylcing. The possible shutdown window messages are: 1. No Shutdowns- all clear 2. PIP Shutdown- bad PIP count possible PIP

signal problem or 1/REV signal problem. 3. PerRev Shutdown- loss of 1/REV 4. CAMREF Shutdown- loss of CAMREF signal. 5. Overspeed Shutdown- self exp. 6. Noise Shutdown-Processor lock up or code

execution error. Based on Illegal Op-code detection.

7. Reset >Crnk Shutdown- The first speed measured after power up exceed the crank run threshold. Possible power interruption during normal operation.

8. IgnEn Input Disabled- Closed contacts on IgnEn Input.

9. Comp/Exh Det Flt- The CAMTestCount was less that the programmed threshold to run.

LINES 2,3,4 Alarm ques 1,2,& 3. (r/o)[list] These 3 lines are the alarm causes. The 1. position will be the last alarm. The only way to clear these alarms are by pressing F2 or by closing the external Alarm Ack switch if there is one. Alarms include those conditions that are not serious enough to require shutting down the engine, they indicate a parameter is out of tolerance to some degree. The possible alarm messages include all shutdown cause plus: 1.PIP Warning- PIP count not matching the programmed value but not enough difference to warrant a shutdown. 2. CAMREF Warning- CAMREF not detected. Not enough occurrences to generate a shutdown.

3. PERREV Warning- 1/REV signal not occurring when expected. 5. Tank Volts Alarm- not implemented. 6. Battery Warning- Input Supply Voltage below the programmed threshold for alarm 7. AtoD Ref Volt Bad- Local 5 volt analog reference for the ADC is out of spec. 8. SchA 4/20 mA Low- Measured input below threshold programmed for alarm.

9. SchB 4/20 mA Low- same as above

Shutdns & Alarms mmmmmmmmmmmmmmm 1.mmmmmmmmmmmmm 2.mmmmmmmmmmmmm 3.mmmmmmmmmmmmm F2-Alarm Acknowledge Mode: mmmmmm PIPs Counted: xxx PIPs Programmed: xxx Pllps Counted: xxxx CAM Lead Edge: xxxx CAM TrailEdge : xxxx CAMTestCount: xxxx Display Intensity F3-Brightens F4-Darkens

LINE 5. F2-Alarm Acknowledge: x (r/w)[1] On the latest version pressing F2 will clear alarms. There other alternative is provide a dry contact switch on the Alarm Acknowledge input. A momentary contact closure clears the alarms.

LINE 6. Mode: mmmmmm (r/o)[list] This message displays one of 8 modes as described on the first page of the Operator Pages. LINE 7. PIPs Counted: xxx (r/o) This numeric parameter is the actual number of PIP signals that were counted between 2 consecutive 1/REV signals. For example, a magnetic pick-up on a 183 tooth ring will display 183 at each occurrence of the 1/REV signal if all teeth are counted. A common misconception is to immediately assume that the PIP sensor or signal is to blame for a bad count. It is important to understand that the PIP count is defined as the counted PIPs between consecutive 1/REV signals. Therefore, if the1/REV input receives a faulty signal it will also cause the count to be wrong. This can happen if the 1/REV sensor is so close to the flywheel that it picks up a unintentional signal from a divot. If this happens the actual count can help locate where on the flywheel the faulty 1/REV signal was generated. LINE 8. PIPs Programmed: xxx (r/o) This parameter is the programmed value. For most applications this value will be what the number of flywheel teeth. It could also be the number of holes drilled in a flywheel, or the total number of magnets on a crank or camshaft mounted disk. For CAM disk applications the programmed value of PIPs is the total number of magnets imbedded in the disk. A subtly of this value is the with a crnak or cam disk. For example, for a 30-magnet disk the number of PIPs to enter for this value is 30 even though only 29 pulses come into the PIP input. The single north pole generated pulse, which is the 1/REV, is also included in the programmed PIP value for 2 reasons. One, the 1/REV signal is used by the PIP algorithms and two its easier to remember to program the total magnet count. LINE 9. Pllps Counted : xxxx (r/o) This parameter is the Phase-Lock-Loop Pulse Count. The theory behind phase-lock-loop operation is beyond the scope of this manual. For general understanding however, these pulses are a higher frequency pulses train based on a multiple of the PIP frequency. The Pllp pulses are synchronous with the PIPs. The Pllp pulse train is used for high resolution tracking the crankshaft position as it rotates. Every time a PIP signal is received, the Pllp frequency generator is re-adjusted to match the required frequency to generate a ¼ degree resolution pulse train. The outputs are fired at specific Pllp counts based upon the calculated timing and crank position. The Pllp counter is analogous to having a high-resolution encoder mounted on the crankshaft. LINE 10. CamLead Edge: xxxx (r/o) This parameter is the measured distance in degrees of crank angle between the first or leading edge of the CAMREF signal and the active edge of 1/REV. This will be a positive number if the signals are correctly phased. If this number becomes negative this means that the CAMREF signal is retarded w.r.t the 1/REV active edge. The engine will not start under this condition. LINE 11. CAM TrailEdge: xxx (r/o) This parameter is the measurement of the distance in crank angle degrees between the 1/REV active edge and the trailing edge of the CAMREF signal. This number should be negative indicating that the trailing edge of the CAMREF has occurred after the 1/REV. This means that the 1/REV is in the CAMREF window. The user must know the pulse polarity of the CAMREF signal. If it is programmed backwards these parameter will indicate reverse values and the engine will try to start on the wrong cycle. For example, if the user has a CAMREF signal that is generated by an MPI hall effect pickup it will always be a negative going pulse. Therefore, the polarity programmed for this signal should be NEGATIVE. The leading edge that will be used for

this measurement will be the negative going edge. The trailing edge will be the positive going edge. Problems can arise if the user elects to use a different sensor and the programmed polarity of the signal is not matched. LINE 12. CAMTestCount: xxxx (r/o) This measured parameter is used with one of the 2 Camless crank methods. Both of these methods rely on taking KV measurements during a 4-rev test-firing phase at the beginning of cranking. During this test-firing phase half of the engine cylinders are fired for 4 consecutive revolutions. A tested cylinder will have 4 measured KV values, one for each rev, that is compared for relative differences. With 4 measurements there are 3 relative differences, namely the difference between revs1-2, revs 2-3 and revs3-4. If the individual relative difference exceeds the programmed amount the system acknowledges this as a clear distinction between compression and exhaust and a point is scored. The maximum a single cylinder can contribute to the score (test count) is 3. This implies that all the three differences have passed the magnitude test. The firmware keeps track of the sign of the differences. It is the sign of the differences, qualified by their relative magnitudes that allows the firmware to very reliably determine the stroke for the 5th revolution. For the 5th and subsequent revolutions the firmware generates an internal CAMREF signal that stays in synch with engine based upon the 1/REV and PIP signal processing.

The test firing phase fires half of the engine’s cylinders, therefore for a 12-cylinder engine six coils are used during the test firing phase. With 6 coils and a maximum score (count) count of 3 per cylinder the maximum possible CAMTestCount would be 18. The user can program the minimum CAMTestCount required to run. In general we recommend a threshold of the maximum divided by 2. For this example the user would set this threshold parameter to 9. The user can set the threshold to any value he chooses. If however the threshold is higher than the maximum possible the engine will never start. For this example if the user had programmed the threshold for 20, the measured count would never equal or exceed this number and therefore he would never hear the engine run.

In theory a CamTestCount of one could be used, but for reliable starts we recommend using the half-of-max for the threshold. Our experience with this method since it was introduced in Oct 2000 has shown that it is easy to achieve scores of 80% of maximum or better. LINES 15-17. Display Controls F3-Brigthens F4-Darkens This group of lines describes how to lighten or darken the display of all of the pages. In previous versions F3 and F4 did the same thing but the user had to be on the first Operator page and the actual keys were not expressly identified as they are here.

The following page contains parameters that deal with both analog and digital inputs and outputs.

LINE 1. Tank1: xxx.x (r/o) This parameter is the measured voltage directly from the Tank capacitor located on Output Module #1. The reading is averaged. When the unit is not firing the reading should be within a few volts of the VoltReq value since the tank capacitor is not discharging. When the unit is firing the average voltage will drop in proportion to the firing rate and show variation according to the sample phasing with respect to the crankshaft, thi sis normal. LINE 2. Tank2: xxx.x (r/o) Functions the same as Tank1,except its for Tank2 on Output Module #2. LINE 3. VoltReq: xxx.x (r/w)[100.0-250.0] This is a user programmable parameter. It sets the peak tank capacitor voltage for both tanks if it’s an MPI-16 unit or for the single tank in an MPI-8 unit. This parameter can be changed on-the-fly. It can be saved permanently or allowed to go back to the programmed value. Also, this voltage will be what the tank charging circuit will use for a setpoint whenever the system comes out of the “automatic” mode. While in the auto mode this parameter remains unchanged. The actual tank voltage can be seen in the 2 measured parameters above it. The affect of adjusting the tank voltage in the auto mode is better see in the KV Request parameter in the KV page.

LINES 4&5. SchedA(B) xx.xx mA (r/o) These 2 parameters are measured values of current flow in the 4/20 mA inputs. They can be observed anytime. The engine need not be running to view these values. Since these parameters are active regardless of any timing changed programmed, they can be used to display any transducer output. The user may want to be able to observe such things as manifold pressure or temperature. The current can be displayed in the desired engineering units instead of milliamps, but to do this the display needs to be properly programmed which the distributor can do. LINE 6. +24VDC: xx.xx VDC (r/o) This parameter is the measured value of the supply voltage seen on the input terminals. LINE 8. Ign En: mmmmmmm (r/o) This parameter displays the state of the IgnEn discrete input. It shows “Enabled” if the input is NOT shorted, i.e. an open contact. It shows “Disabled” if the input is shorted i.e. the input switch is closed. When in the Enabled state the system will do 2 things,

1. responds to crank signals and starts firing when the signals come within spec and,

- I/O Page- Tank1 : xxx.x Vavg Tank2 : xxx.x Vavg VoltReq: xxx.x VDC SchedA: xx.xx mA SchedB: xx.xx mA +24VDC: xx.xx VDC Discrete Inputs: IGN En: mmmmmmm AB Sel: mmmmmmmmm Alarm Ack: mmmmmmmmm CAMREF: mmmmmmmmm Relay Outputs: IGN ON: mmm Alarm: mmm Shutdown: mmm

2. enables the tank capacitor dc-dc converter to charge up the tanks. When in the disabled state, the system will not respond to the crank signals and it will turn off the tank capacitor power supplies. Note; that if this input is in the disabled state, there will be no tank voltage for test firing the coils in the diagnostic mode. Typically, the Tank1(2) readings will show 0-10 volts in the disabled state. From a fully charged tank it takes a significant amount of time to bleed off the last few volts. An addition to the REV A controllers is the ability to affect the same enable-disable control as the discrete switch input can do by grounding the “U-Lead” if it is wired to an annunciator. A new circuit has been added that utilizes this discrete input in parallel with any dry contact connected to this input. Either a switch directly connected to the input, or a ground applied to the U-Lead can be used on the same application. The time delay, if used, will be in effect for delaying the stoppage of ignition if either the switch or U-Lead is used. LINE 9. AB Sel: mmmmmmmmm (r/o) This parameter will show “Schedule A” when this input is open, and “Schedule B” when the input is shorted by an external switch. The results are that when the input is open the system runs on the “Schedule A” rpm/timing curve and uses the “A” 4/20 ma curve. When the input is shorted “Schedule B” is in effect with a separate rpm/timing curve and 4/20 ma curve. There is a provision to apply the CH A 4-20ma input to the “B” schedule. That capability is detailed on the programming page where it appears. LINE 10. Alarm Ack: mmmmmmmmm (r/o) This parameter shows the state of this discrete (switch) input. When the external switch closes, it will show “Asserted”. When it shows “Asserted” the firmware will clear the alarm que, and de-energizes the Alarm relay. When this input is open it will show “Open”, and nothing occurs. LINE 11. CAMREF: mmmmmmmmm (r/o) This input shows the state of the CAMREF signal input. It will show a “HIGH” when the input is > than 8 volts and it will show a “LOW” when the input is < 8 volts. This display is active all the time so it can provide a static indication. This is useful when you want to check the MPI hall effect sensor and magnet setup. The MPI sensor is a zero-speed type meaning that it will produce an output if the magnet is detected within the field of range. If the engine is barred around manually this input will show “High” until the magnet comes within the detection field of the sensor and it will then show “Low” when that happens. The static CAMREF position relative to the 1/REV can be checked as well by visually verifying the 1/REV target comes under its sensor’s head. If a 2-pin mag pick is used for the 1/REV the lack of speed will prevent a signal from being generated but the relative timing between the 2 signals can be verified. LINE 13-15 Relay Status: (r/o) The IGN ON, Alarm, Shutdown relays will show “ON” or “OFF” indicating the state the relay is in. There is also a corresponding LED physically located next to each relay on the USER I/O board that also indicates the status. Each relay has 2, form-C sets of contacts. One set is used for the LED indicator and other is connected to the terminal strip to interface to external equipment. The LED is on to indicate it is energized. The IGN ON relay indicates that the firmware is firing the coils in either the Cranking or Running mode. It will not be energized when the user selects the Test Fire mode in diagnostics. Also the IGN ON relay remains off during the first 4 revs of the camless method is being used. When the test phase has completed successfully, the IGN status will change from “OFF” to “ON” and the IGN ON relay will energize.

The primary purpose for this relay is to provide a means of interlocking the engine fuel shutoff valve to insure that no fuel flows until ignition has been established. Failure to use this feature can lead to harmful backfires because fuel is allowed to enter the engine without ignition.

The Alarm relay will become energized when there is any alarm message in the que above. When the user acknowledges the alarms the relay will de-energize. It is up to the user to

decide how to best use this relay. The presence of an alarm will not shutdown the ignition only a Shutdown fault will stop ignition immediately.

The Shutdown relay as it implies, becomes energized when the system has initiated a shutdown based on a serious faulted condition. Typical uses would be to interface the contacts to a SCADA system and may be used to initiate a call-out. This relay remains on until the unit rolls down to a stop and reverts back to Standby. It automatically resets so there is no need to cycle power. However, the equipment interfaced to this relay must latch the shutdown condition if it needs to remain in the shutdown state. The message displaying the shutdown will remain in the display as previously described and will clear when the engine is re-started. Cycling power will clear the Alarm and Shutdown relays and all alarm and shutdown messages.

This is the “KV” page used during normal running operation. LINE 1: mmmmmm (r/o) This parameter has no boiler plate text for identification. It simply flashes “SecWarn” to indicate that one of the channels is not reading a normal KV value which is anything between 5KV and 31 KV. It only takes a single channel to generate this message. There are cases where we expect the KV reading to be very low, <5 KV such as during idling or during diagnostic test firing. This parameter is also on the first operator page where it only shows 3 characters due to space limitations, but it’s the same parameter. No alarms are set when this parameter is flashing, its strictly to get the operator’s attention so he/she can check the readings and determine if its worth further concern. LINE 2. The headings are CH, KV and Cyl. The CH heading refers to the firing sequence. The unit fires output channel # 1 for cylinder #1. This is the only time that the channel number and cylinder number are guaranteed to be the same. Then it fires CH 2 for the next one in the firing order and so on. Relative to the primary harness connections, CH 1 is found on pin-A, CH 2 is found on pin-B etc. This is the case for all MPI-16 units. For MPI-8 the sequence is CH 1 is found on pin-A, CH 2 is found on pin-C etc. Pins B,D,.. i.e. every other pin , are not used on MPI-8s. The Cyl header is for the actual cylinder ID column. The user can edit any 2-character identifiers to indicate the physical cylinder. This column will read as the firing order.

These identifiers have no affect on which outputs are fired by the controller. They only serve to indicate the relationship between the sequence and firing order. This field is programmed in the Individual Cylinder Timing Offset page. It’s the last page of programming parameters. The firmware will automatically copy this information into the pages that reference Cylinder ID. There are 3 pages in the Operator group, and 2 references in the Diagnostic page group. LINES 3-18 Individual cylinder KV readings. mmmmmmmm (r/o) CH# (AA) (r/o) The CH# as stated in the heading description indicate the firing sequence. Next is the KV field, where the actual KV breakdown value is displayed. This is the value of voltage that the plug required to cause the breakdown across the gap. The value can vary due to many factors such as load, plug gap distance, temp, air/fuel ratio etc. What is important to know is the voltage displayed is that which is required to breakdown the gap regardless of the condition. In addition to the KV measurement this field will also display diagnostic results for that particular cylinder. The possible messages are: 1. “Open Pri”, as self evident, this message is displayed when the tank capacitor has not

discharged as would be the case if the primary “+” wire was open or of the “-“ wire was open. In this condition there would be no secondary signal fed back since there would be no secondary voltage build up and breakdown. Another cause of this displayed message would be if the tank capacitors are not charged. This would look like a open-primary condition. Of course the engine would not run under these conditions either so its academic. But in the diagnostic mode this message would be displayed if the IgnEn input was shorted disabling the tank capacitor power supply.

Spark KV mmmmmm CH KV Cyl 1 mmmmmmmmm (AA) 2 mmmmmmmmm (AA) 3 mmmmmmmmm (AA) 4 mmmmmmmmm (AA) 5 mmmmmmmmm (AA) 6 mmmmmmmmm (AA) 7 mmmmmmmmm (AA) 8 mmmmmmmmm (AA) 9 mmmmmmmmm (AA) 10 mmmmmmmmm (AA) 11 mmmmmmmmm (AA) 12 mmmmmmmmm (AA) 13 mmmmmmmmm (AA) 14 mmmmmmmmm (AA) 15 mmmmmmmmm (AA) 16 mmmmmmmmm (AA) Max Measured: xx.x KV Max Available : xx.x KV Mode Selected: mmmm F2-Auto or F3-Manual KV Sampletime: xx Sec KV margin: xx.xx KV

2. “Shorted Pri” this is displayed when the tank capacitor has discharged very rapidly, almost instantly and the system detects no signal from the secondary diagnostic lead.

3. <5KV, This message is displayed when there is less than 5KV needed to arc across the gap. The system does not measure below this range because the diagnostic signal is too low in amplitude under this condition. You will typically see this reading when the engine is idling and the plugs are relatively new, i.e. small gaps. This is a normal reading and no action or concern is warranted unless a cylinder shows this message consistently, and under high load then the cause should be investigated. The first step would be to determine if the cylinder is firing at all by measuring the exhaust temp for that cylinder. If the cylinder is not making power, the mechanic should do further investigating of the condition of the plug and coil. A spark jumping over to the head instead of to the plug can give this indication. A fouled plug would be another cause. It is up to the user to ascertain if this reading in expected or an indication of an abnormal condition.

4. “Open Sec” this message is displayed when there is no detection of a breakdown and the secondary voltage simply oscillates to zero. The tank capacitor under this condition will take a relatively long time to discharge all of its energy due to the higher primary inductance, which is due to having no secondary loading. This message can be displayed for several scenarios, for example if the secondary wire comes off the plug or out of the coil tower , or if the conditions in the plug gap are such that no breakdown occurs as in the case with wide gapped plugs, high load or a very lean mixture.

Again the user must relate this information to the operating conditions. 5. KV Mode Off. This is displayed when coils other than MPI’s are used and no secondary

diagnostic signal is present. 6. “31KV-Open” this message is displayed when the secondary voltage passes its peak value

without breaking down the gap but as it decays towards zero the gap breaks down and fires. This condition should be corrected by changing the plugs out for new ones.

LINE 19-22 See page 1 for descriptions. LINE 24. KVSampleTime: xx (r/w)[1-20] This parameter is set by default to 5 seconds. The operator can change this. This period is the time over which samples are taken and the highest one used for the energy control as described above. By selecting a longer period of time the control may become too slow and non-aggressive reducing the effectiveness of this feature. Time and experience by the user will result in determining the optimum sample time. At this time the 5 second interval seems to be a good value for providing smooth control as seen on several applications. LINE 25. KVMargin: xx.x KV (r/w) [1-10] This parameter establishes the dead-band range for the control loop. As the system gradually pulls down the KVRequest, this margin will be encountered at some point. When this margin is reached the control stops pulling down the KVRequest and holds this value until the Highest KV reading drops further or increases. If the HighestKV drops further the control will drop the KVRequest until it runs into the margin again. If the Highest KV increases to within 2KV of the KVRequest the control loop increase the KVRequest to stay above the demand. There is a control loop diagram in the description of these parameters in the diagnostic pages.

Spark delay page: To reach a thorough understanding of the information on this page it may require the reader to have attended an MPI training course or have had direct factory assistance. This discussion assumes the reader has some knowledge of the tank and secondary diagnostic circuits. The first concept to present is that these parameters are a measure of time between the start of one event and stopped by one of 3 possible events. The start time for this parameter is always the point in time when the system turns on an output to fire a coil. At the same instant a sample of the high speed internal clock is recorded. A second sample is taken when one of the 3 stopping events occurs. The difference in these two values will be the elapsed time, in microseconds , between the start and stop events. There is only one timer, therefore there is only one delay value per firing. The 3 possible sources for the stopping events are: 1. A pulse from the secondary diagnostic signal is

detected. This will result in an in-range KV reading 20-92usec for the 230 series coils and 14-54usec for the integral coils.

2. A pulse from the tank capacitor monitor circuit is detected. This will result is showing a diagnostic message. The delays range anywhere from 130-300usec for the 230 series coils and 60-90usec for the integrals.

3. The end of the spark pulse occurs. This will always result in displaying a 0.0 delay and an “Open Primary” message.

Of these three possible finalizing events, the first one detected determines when the timer is

sampled for the stop event. What follows is a brief discussion of each stopping event and how it is generated and what it means.

1. Secondary pulse: the patent pending diagnostic lead in the coil provides a signal when the plugs fires which is at the precise moment of the gap breakdown. Typically, this is the first pulse of the 3 possible pulses that stops the timer. This pulse provides the precise indication to signal the end of the elapsed time (otherwise known as spark delay) that starts when the coil is energized. IT is in the range of 20-92 usec for the 230 series coils and a range of 14-54usec for the 150 series coils. The spark delay value is processed by firmware and a corresponding KV value is sent to the display. The actual KV value is determined from a 3 dimensional map for the specific coil type. Two independent variables, tank voltage and spark delay values, are used to “look up” the KV from the map table. The actual spark delay value alone does not uniquely determine the KV value. The primary voltage must be used in conjunction with the delay value to calculate or look up a valid KV value. The coil map is analogous to a trig table, or a fuel injector pulse width map used in today’s automobile computers. 2. The Tank monitor circuit provides a pulse when the tank voltage crosses a 50 volt threshold during the discharge into the coil. The typical values are 180-220 usec. Since these values are typical for normal firings they are rarely seen because the secondary diagnostic pulse will have preceded it. If the diagnostic signal was disconnected these are the delay values that would be seen for normal firings.

The tank voltage is also monitored on a separate input that is used to see if the tank is above the 50 volts or below. This is a digital reading separate from the tank analog reading. This bit allows the system to determine the difference between a normal KV delay and a shorted primary condition

-Spark Delay- CH usec Cyl 1 xxxx.x (AA) 2 xxxx.x (AA) 3 xxxx.x (AA) 4 xxxx.x (AA) 5 xxxx.x (AA) 6 xxxx.x (AA) 7 xxxx.x (AA) 8 xxxx.x (AA) 9 xxxx.x (AA) 10 xxxx.x (AA) 11 xxxx.x (AA) 12 xxxx.x (AA) 13 xxxx.x (AA) 14 xxxx.x (AA) 15 xxxx.x (AA) 16 xxxx.x (AA) Normal Low: xxx Normal high: xxx Short Secondary: xxx Open Secondary: xxx Short Primary: xxx Open Primary: xxx

that causes a delay value that falls within with the normal KV delay range. A shorted primary will generate a stop pulse around 50 usec which is in the middle of the KV map. In operation the diagnostic pulse generates a stop signal for the timer. The controller samples the timer as previously mentioned and it also reads this discrete bit. If the tank is discharging normally, it will be greater than 50 volts at the time of this read. The firmware then knows the stop pulse was a valid secondary signal and proceeds on with the KV determination algorithm. If the bit is low when its read, this means the tank voltage is already below 50 volts which will only happen if the primary circuit is shorted. The message of “Shorted Primary “ will be displayed. If the spark plug or wire breaks and causes an open, the diagnostic signal will not contain a sharp breakdown in its waveform. Therefore the diagnostic signal will not provide the stop pulse. The tank monitor circuit will eventually cross 50 volts and generate the stop pulse. For the 230 series coils this value is in the range of 280-320 usec. This long delay is due to the high inductance an open secondary presents to the driver and tank capacitor. Under this condition the display on the KV page will show “Open Secondary”. For the 150 series coils the difference between an open and a short is indistinguishable due to the very low inductance in the primary under all conditions.

If the KV demand drops below 5KV by means of a low breakdown condition, a fouled plug or electrical short, the stop pulse will be provided by the tank monitor. The secondary diagnostic signal, under these conditions is too low to be read. Typical readings from the tank monitor are from 160-180 usec under these low KV or shorted condition. This is for the 230 series coils. For the 150 series, any reading terminated by the tank monitor circuit will be considered a low KV condition. The system will display “<5KV” on the KV page indicating the reading is below the minimum amplitude of diagnostic signal range. This condition is normal during idling of the engine. Or, if new plugs are installed this reading may occur even under light loads. But at normal load the KV demand should come up over 5KV.

3. The third stop pulse comes from the end of the spark event. The spark pulse is 1.0 milliseconds in length. At the end of this time as signaled by the end of the 1.0 millisecond pulse, if there had been no stop pulse from either the secondary diagnostic signal circuitry or the Tank monitor circuit, then there will be no change seen in the sample register. The firmware concludes the tank never discharged which can only happen if the primary circuit is open or if the tank voltage was near zero at the time of discharge. The delay value of 0.0 will be displayed on the spark delay page and a message “Open Pri” will be sent to the KV page.

Indirect causes can include: 1. the tank not being charged up due to the IgnEn input being shorted. In this case the engine would not run, but in the diagnostic mode this situation could come up easily.

2. If the tank is not charged, it could be due to a blown fuse for that module or other internal hardware failure.

If coils other than MPI are being used, the user can empirically obtain delay values thru experimentation and enter the vales for normal range, open/shorted secondary and open/shorted primary values in the fields towards the bottom of the page.

The USEC parameters are (r/o) type.

The (AA) cylinder ID parameter is a (r/w) ASCII type with a range that includes all of the ascii characters available. It includes both numbers and letters. LINE 23. Normal Low: xxx (r/w) [000-999] This parameter value is established empirically by the user. It is intended to provide a reference for what the delay values are for conditions that yield low readings such as new plugs or idle delays. The main use for this field will be when non-MPI coils are used. LINE 24: Normal High: xxx (r/w) [000-999] This parameter value is established empirically by the user. It is intended to provide a reference for the maximum delay readings that would be considered within the normal operational life of the plugs. The user would look at the delay under full load and aged plugs as a value.

LINE 25: Short Secondary: xxx (r/w) [000-999] Since the MPI coils will have a shorted secondary message displayed ( <5KV ) this field is useful for non-MPI coil applications. To determine this value easily, put in a plug with the high voltage electrode shorted to the plug housing. Install the plug and run the system in the diagnostic tests fore mode. The delay reading for this output would be the shorted secondary delay. No other method to determine this value is recommended.

LINE 26: Open Secondary: xxx (r/w) [000-999] This delay parameter would be the typical delay value when the secondary lead is open. As in the previous reading, use the test fire mode with one plug wire pulled of to see the delay value. Then during normal operation any delay value near or equal to this delay would signify an open secondary condition.

LINE 27: Shorted Primary: xxx (r/w) [000-999] This parameter is the delay value when the primary lead is shorted to the “T” lead. If the “T” lead is grounded then a primary short to ground would also be a shorted condition. To determine the value short any one of the primary leads to the “T” lead and run the test fire mode. No harm will occur to any circuit in the MPI by shorting the output lead.

LINE 28: Open Primary: xxx (r/w) [000-999] This parameter should normally show a 000 delay value if the primary is open. To check, open a primary lead and run the test fire mode. If a delay value other than 000 is shown there is a potential problem that needs to be fixed. The tank capacitor should have no high speed discharge path if the primary is open. The delay value is based on the tank cap discharging to 50 volts within 1.0 millisecond. If it doesn’t then the value posted will be 000. Having any ignition powered devices on the “U” lead will not allow the capacitor to discharge that fast. If 2 coils are wired in parallel then both coils must have their primary circuit opened other wise the cap will simply discharge thru the one remained connected.

The CAM Test Page contains information that is only used for the following crank methods: NoCam RG or NoCam CD. LINE 2: CAMTestCount xxxx (r/o) This parameter is the number of KV differences that exceeded the CamTest value. If the difference between a pair of adjacent readings is equal to or exceeds the minimum, programmed specification, the CAMTestCount is incremented. If the difference is less than the CamTest no action is taken. The default specification for this difference is 8usec. This is programmable as well. The 8usec represent a delta of about 4KV. This implies that the system requires that a difference of 4KV or more must exists between consecutive test firings to constitute a clear distinction between the compression and exhaust strokes. The difference calculations are only made between readings of a single cylinder. Cylinder-to-cylinder differences are not made. The most any single cylinder can contribute to the CamTestCount is 3. The maximum CAMTestCount achievable is the total number of cylinders divided by 2 then times 3. For example, for an 8 cylinder engine the maximum CAMTestCount possible would be (8/2)3= 12. The user can program the minimum CAMTestCount required for starting by setting the CamTestThresh to a value that the user feels comfortable with for starting.

We recommend programming the CamTestThresh for half of the maximum possible score, for this example we would set the threshold for 6. Ideally, if everything worked flawlessly, only one cylinder and one pair of readings (2 revolutions) would be needed to determine the compression stroke. However, in order to provide a high degree of reliability for starting the engine, the system test fires half of the cylinders and for four revolutions each. This approach provides enough excess readings for detection of the compression stroke that even if some plugs are fouled or for any reason some of the readings are not showing a good distinction, the engine can still start successfully.

The success of this “compression detection” process is based on the predictable, relative change of the dielectric properties of the atmosphere in the cylinder as the piston moves up and down in the cylinder from stroke to stroke. The dielectric strength at any given crank angle is highly influenced the pressure in the cylinder at that crank angle. At TDC compression, where the static motoring pressure is the highest, the dielectric strength of the air is the highest. The higher the dielectric strength becomes the higher the required voltage for breakdown becomes. For crank angles outside of the range of approximately 40 degrees BTDC and 40 degrees ATDC on the compression cycle, the dielectric strength is relatively constant and it is low because the cylinder volume is near atmospheric pressure due to an open valve. We recommend setting the timing near TDC over the cranking rpm range where the motoring pressure can reach 50-100 PSI.

-CAM Test Page- CAMTestCount xxxx CH2, Rev 1 xxx.x CH2, Rev 2 xxx.x CH2, Rev 3 xxx.x CH2, Rev 4 xxx.x CH3, Rev 1 xxx.x CH3, Rev 2 xxx.x CH3, Rev 3 xxx.x CH3, Rev 4 xxx.x CH4, Rev 1 xxx.x CH4, Rev 2 xxx.x CH4, Rev 3 xxx.x CH4, Rev 4 xxx.x Note: These readings should show and alternating pattern of values. A value of 20usec a “<5KV” reading, which is typical. To get a good start the differences in consecutive values must > CamTest (usec) to be counted. The final score must be = or > The CamTestThresh for ignition to start.

The compression detection phase consists of firing half of the cylinders on every revolution, at the timing angle determined by the selected schedule. The firings are done over the first 4 revolutions after energizing the starter and the PIP and 1/REV signals are detected. Each reading is saved for the algorithm that calculates the differences and checks the score etc. At the end of this phase the algorithm or process results in one of three possible outcomes, 1. the 5th rev is the compression stroke, or 2. the 5th rev is the exhaust stroke or 3. the score was too low to determine what the 5th rev will be and shutdown. If the results are either #1 or #2 the system will display IGN ON and start firing the cylinders on their respective compression strokes.

The system will generate an internal, firmware based CAMREF signal using the 1/REV and PIP signals together. The system keeps track of alternating strokes by the 1/REV signal and it uses the PIP count to validate the 1/REV signal. Counting the PIP signals between successive 1/REV signals provides a verification that both signals can be trusted.

If the results of the compression detection algorithm is #3, the displayed shutdown message will be “Comp/Exh Detect Flt”. This stands for compression/exhaust detection fault. This means the CamTestCount was too low, lower than the CamTestThresh. The course of action to remedy this situation is discussed in the troubleshooting section of the manual.

The air/fuel ratio can also affect the dielectric properties. Air has a higher dielectric strength than an air/fuel mixture at atmospheric pressure. This is one reason why we insist on holding off fuel admission until the system has successfully detected compression and is indicating “IGN: ON” on the third line of the Operators first page. The other reason is safety. Any buildup of unburned air/fuel gases might ignite during the test firing of the compression detection phase or on subsequent start attempts. Even on applications where the system uses a hall-effect camref sensor, it is wise to hold off fuel admission until the system is firing as indicated by the ignition status parameter mentioned above. The IGN ON relay is intended to be used for interfacing to the engine’s fuel system for interlocking the admission of fuel with ignition.

This fuel system interface might only consist of a electric shutoff valve directly controlled the MPI’s IGN ON relay. The relay can also be used as a discrete digital input of a PLC system that controls engine functions.

The ignition timing plays a key role in the success of the compression detection scheme. Since most engines crank at less than 150 rpm, we recommend a timing curve that starts out at 5-10 degrees timing advance from 0-150 rpm to guarantee that the test firings occur when there is higher cylinder pressure on the compression stroke versus the exhaust stroke. The compression stroke will generate a pressure rise due to the piston reducing the volume in a semi-sealed cylinder. Firing near the top guarantees a higher demand (break down) voltage than would be found at atmospheric pressure. On the exhaust stroke, the same timing angle is used and since the exhaust valve is open the pressure does not build up therefore the demand will be at a minimum. LINES 3-14 CHn, REVn xxx.x (r/o) These lines shows the channel number, the revolution number and the delay value. As stated earlier, only 3 channels (cylinders) are shown even if more cylinders are fired. For example, an 8 cylinder engine will have four of it’s cylinders fired in the four revolution test phase, a 16 will have 8 cylinders fired over four revolutions. The data displayed should provide enough information to the user so he can make appropriate changes to relevant parameters as discussed above. The system starts to fire in the test phase only after it receives good PIP and 1/REV signals. The readings should have a pattern of alternating amplitudes of the delay value. The polarity of the pattern should be repeated from cylinder to cylinder but the amplitudes may not be similar due to varying conditions between the cylinders or varied gaps amongst the plugs. LINES 15-32 This text is a very brief description of what needs to occur for ignition to come on. It is not meant to be a complete substitute for reading the material in the manual.

This page allows the user to offset the timing of any cylinder by a small amount. LINES 4-19: xx.xx (r/o) [ -3.00, +3.00] Any value entered here will be added to the total timing and applied only to that specific cylinder. Under the cylinder column, the firing order that was programmed in on the last programming page is copied into these fields. A negative value would be used for retarding timing and a positive (no sign) for advancing the timing. LINE 20: 1/REV Position: xxx.xx (r/w) [-15,+15] This user programmable parameter allows the user to enter the actual position of the 1/REV pulse relative to TDC#1. The range on this is +,-15 degrees. By entering the actual position, the displayed timing on the Operator Page and what a timing light shows should match. What are important to note here is that these parameters can be changed while the engine is running. In order to save these permanently the user must press F3 on the next page to select “Save Changes”. The micro-controller does not re-program memory while running the engine, but the next time the system enters the “Standby” mode it will update the flash memory with these new values. Once this is done the changes are save permanently or until they are changed again.

-Individual Cylinder Timing Adjustment- Channel Degrees Cyl 1 xx.xx (AA) 2 xx.xx (AA) 3 xx.xx (AA) 4 xx.xx (AA) 5 xx.xx (AA) 6 xx.xx (AA) 7 xx.xx (AA) 8 xx.xx (AA) 9 xx.xx (AA) 10 xx.xx (AA) 11 xx.xx (AA) 12 xx.xx (AA) 13 xx.xx (AA) 14 xx.xx (AA) 15 xx.xx (AA) 16 xx.xx (AA) 1/REV Position: xxx.xx

This page provides a means for the user to either save or cancel run time changes. The message displayed will either be Save Changes or Cancel Pending The action that occurs when the Save Changes, F3, is pressed is that the system will re-program flash memory with all of the changes that were made during the previous operation as soon as it enters the “Standby” mode. The standby mode is entered when the system is not running the engine, i.e. IGN:Off , and the user is not running the in the diagnostic mode or programming mode. Typically the system enters the “Standby” mode upon a normal shutdown and within a matter of a few seconds the flash is updated with the changes.

If the Cancel Pending selection is made the system will operate with the current run time changes but on a subsequent power cycle i.e. the 24 volts is turned off and back on the system reverts back to the original programmed values, what run time changes were made are cleared.

If the engine is stopped and re-started without turning off power in between time, the changed parameters will still be in effect. They will not have been programmed into the flash memory they are simply saved in the RAM memory that is used during normal operation.

- Run-Time Save - F3 - Save Changes F4 - Cancel Pending mmmmmmmmmmmmmmm

This page allows the user to select one of 3 options. Option 1. F2 View/Edit Conf Pressing the F2 key here will direct the system that you want to view or edit (change) some parameters. The display will transfer over to the first page in the programming section which is the 4 and 6 cylinder crankshaft selections. The system will allow you to view parameters at any time, even while the engine is running, however to edit any parameters the system must be in the Standby mode. There are parameters that you can change while the engine is running, but these can only be changed in the appropriate Operator pages where they appear. Option 2. F1-Exit Pressing this key will return to the main menu page. Saving is NOT automatically done. Option 3. F3-Save Pressing this key will direct the system to save the edited changes. Programming the flash memory with the all of the data begins and the window displays “Saving…” while it is actually programming and when programming memory is complete the display will show “Changes saved”. This normally takes 2-3 seconds.

Once the message “Changes saved” appears it is ok to press F1 to go back to the operator page or F3 if the user wants to go back into the programming pages to change some of the data.

LINE 4. mmmmmmmmmmmm (r/o) This message field displays the following messages: 1. Program Mode Ack: This message indicates that the system accepts the request to program

parameters. Once F2 is pressed, the window view transfers to the first page of programming data before this message is seen.

2. Saving Changes… This message is displayed while the system is actually prgramming flash memory.

3. Changes Saved This message is displayed when the programming of the flash memory is complete. This takes approximately 2-3 seconds. These are the most common messages, there are also several error messages that can be displayed if the user tries to program conflicting information.

- Program Page - F2 - View/Edit Conf F1 – Exit F3- Save mmmmmmmmmmmmmmm

This page and the next 4 pages contain crankshaft geometry’s that are commonly found among all engine makers. If the user selects one these crankshafts, the system will fill in the cylinder spacing array data automatically thus saving the user time from entering each one manually. Then the display window automatically transfers to the top of the “-Selected Spacing-“ page where the selected crank angle spacings can be seen and altered if desired. The user should be aware that the last page of crank selections is for 2-stroke engines. We only make use of the first 4 lines since it quicker to scroll horizontally to find the desired crankshaft instead of scrolling vertically one line at a time. Plus, there are only 3 function keys available (F2,F3,F4) for making selections on any one page. F1 is always reserved for transferring the displayed page back out to the first page of the page group.

LINE 1. mmmmmmmmmmmm (r/o) This field displays one of 3 messages.

1. OK to Edit , as this implies the user can make selections. 2. System not in Stby, This message is displayed if the engine is in any mode other than

Standby and it will not accept any selections. 3. System in Stby, This message is displayed when the user has scrolled over to this page using the arrow keys but did not request to Edit from the previous page.

mmmmmmmmmmmmmmm - 4 Stroke Spacings - F2 - 4-Cyl (180-180) F3 - 6-Cyl (120-120)

Pages 11-14 are crank shaft selections of the commonly encountered geometries. If the user does not find his application on these pages he can enter a custom cylinder spacing on the TDC Spacing page.

- 4 Stroke Spacings - F2 - 8-Cyl (90-90) F3 - 8-Cyl (120-60) F4 - 10-Cyl (72-72)

- 4 Stroke Spacings - F2 - 12- Cyl (55-65) F3 - 12- Cyl (48-72) F4 - 12- Cyl (60-60)



LINES 2-18: TDCn1-n2: xxx (r/w) [000-360] The displayed cylinder spacings are automatically filled in when the user makes one of the standard crankshaft selections from one of the previous pages. If this has been done the user does not need to make any entries on this page and can move on to the next page. If the user application calls for a spacing that is not on the previous lists, then this is where the spacings can be manually entered. The entries can only be made in integers of degrees, no fractional angles are accepted.

- Selected Spacings - TDC1-2 xxx

TDC2-3 xxx TDC3-4 xxx TDC4-5 xxx TDC5-6 xxx TDC6-7 xxx TDC7-8 xxx TDC8-9 xxx

TDC9-10 xxx TDC10-11 xxx TDC11-12 xxx TDC12-13 xxx TDC13-14 xxx TDC14-15 xxx TDC15-16 xxx

LINE 1 Timing Schedule A This page allows the user to establish the basic ignition timing. Schedule A must be programmed for the unit to run. The primary timing is calculated from the RPM schedule and is further biased by the 4/20 schedule if it is used. Further adjustments to the timing can be made with the Timing Adj parameter available on the main operator page, and/or the individual cylinder trim adjustments. An important concept to introduce at this point is that the timing calculation is done once per engine cycle. No timing changes are re-calculated and made during an engine cycle. An engine cycle for the 4-strokes is made between TDC#1 compression to TDC#1 compression, 720 degrees. For the 2-strokes its every TDC#1, i.e. every revolution, 360 degrees. LINE 2: RPM1:xxxx (r/w)[0-2000] TIM1:xxx.xx (r/w) [-40,+40] These two parameters establish the first point on the RPM/TIMING curve. Important note: If fixed timing is desired, the user must enter a non-zero value for the RPM1 term, and the desired timing for the TIM1 term. The remaining 4 points remain as the default values of 00.00 and 000.00 respectively. We recommend that the RPM1 term is set to the normal operating speed, but even a value of 1 would suffice since it is a non-zero value. For applications that require a complex curve, (anything other than constant flat timing) the RPM1 term can start at 0 as long as any subsequent RPM term contains a number.

LINES 3-6: RPM(2-5):xxxx TIM(2-5):xxx.xx The subsequent RPM/Timing pairs provide the remaining points to the curve. The tracking of the timing is calculated linearly between the defined RPM points. The following illustration shows how to use this schedule. Example #1: the timing curve calls for a spec shown in the drawing.

- Timing Schedule A - RPM1:xxxx TIM1: xxx.xx RPM2:xxxx TIM2: xxx.xx RPM3:xxxx TIM3: xxx.xx RPM4:xxxx TIM4: xxx.xx RPM5:xxxx TIM5: xxx.xx - 4/20 mA Retard - xx.xxmA: xx.xx ° Retard xx.xxmA: xx.xx ° Retard xx.xxmA: xx.xx ° Retard

20 10 RPM

Timing BTDC

300

The curve calls for the timing to start at 10 degrees advance DC and when the rpm reaches 300 the timing spec requires 20 BTDC advance. The schedule would like the following: RPM1:0000 TIM1: 10.00 RPM2: 300 TIM2: 20.00 RPM3:0000 TIM3: 000.00 RPM4:0000 TIM4: 000.00

RPM5:0000 TIM5: 000.00 ------------------------------------------------------------------------------------------------------

Example #2. The curve specification is:

The timing schedule would look like:

RPM1:0000 TIM1: 10.00 RPM2:120 TIM2: 10.00 RPM3:200 TIM3: 16.00 RPM4:500 TIM4: 28.00 RPM5:1000 TIM5: 36.00

This example was chosen to illustrate the curve characteristics for a camless crank method, i.e. no cam shaft sensor. This is the method where the compression stroke is determined by the system thru test firing the coils and then running normally after compression synchronization is made. This process is discussed in detail in the CAM Test Page description. By retarding the timing and holding it fixed over the expected crank range of RPM, the KV readings on the compression stroke will be relatively higher than the KV readings made on the exhaust stroke due to the higher cylinder pressures encountered in the compression stroke.

36 28 16 10

RPM

Timing BTDC

120 200 500 1000

LINES 7-10 - 4/20 mA Retard- The 4/20 mA feature allows an analog current to vary the timing. The 4/20 current control can only retard the timing. It will affect timing regardless of the rpm. For example if the timing from the RPM schedule calls 20 degrees BTDC the 4/20 control could not advance the timing beyond that point. If the 4/20 control calls for 5 degrees of retard, the total timing at this point would be 20-5 or 15 degrees BTDC. The 4/20 can advance the timing back to the 20 degree point but no further advance beyond the RPM/Timing curve is allowed. One way to look at the relationship between the RPM curve and the 4/20 mA control is to refer to the examples shown above for the RPM schedule and picture that the 4/20mA control can pull the entire RPM curve down, i.e. in the retard direction. There is a MIN Timing limit that prohibits the 4/20 from retarding the timing back past this user-defined limit. The 4/20 mA schedule or curve can be made between 3 points. As the current changes between 2 points, the system performs a linear interpolation calculation for the desired amount of timing retard. The following example helps explain: Assume that it is desirable to retard the timing based on inlet air temperature in order to avoid detonation on hot days. The temperature transducer has a span as per the curve below:

With this transducer we would probably not want to retard the timing over the whole range of the transducer. We may only want to begin to retard the timing if the air temperature exceeds 140°. For this transducer that would be when the current is 14.2 mA. As a further requirement we may want to cause the timing to retard 1/2° in timing for every 1° in temperature rise over 140°. In addition to this we may want to limit the timing to an absolute of 16° BTDC. The theoretical retard for this specification would be 30° which is not going to be realized. The inlet air temp may never go over 150, but to accomplish the requested response , i.e. 1/2° of retard for 1° of temp rise over 140° the curve would look like: 4.00mA(r/o) 0.00° (r/w)[0-40]Retard 14.20mA(r/w)[4-20] 0.00° (r/w)[0-40]Retard 20.00mA(r/w)[4-20] 30.00° (r/w)[0-40]Retard To limit the timing to 16° BTDC under all conditions the MIN Timing term should be set for 16°.

20mA 14.2mA

Temp. deg F 4mA

32° 200°

, Timing Schedule B. This page has similar parameters as Schedule A. What is important to remember is that Schedule A is the primary schedule and it must be programmed with valid values. The selection between Sch A and Sch B is determined by the state of the discrete input A/B Select. The default or open state signifies to the controller to use Sch A. If both timing schedules are made the B schedule can be used for starting. For camless crank methods schedule B will be used during the test firing phase for determining the compression stroke distinction.

LINE 2: Manuf: mmmmmmmm (r/w) [list] This field allows the user to enter the engine manufacture. A list of common OEMs can be scrolled thru using the up-dn keys. This parameter has no affect on the operation of the ignition system. It’s solely for identification purposes. LINE 3: Eng Model: xxxx (r/w)[0-9999] This field allows the user to enter an engine model, and like the mfr field above it, it has NO affect on the operation of the system. LINE 4: Number Cyls: xxxx (r/w)[4-16*] * Range of [4-8] MPI-8 This field contains the total number of engine cylinders. This field is automatically filled in when the user selects a crankshaft from the provided lists on previous pages. Normally, this field does need to be edited since it will already have the correct value. But the user can enter any number in the range. This is a required field. LINE 5: Cycle: xxxx (r/w) [2/4] This field contains either a “4” for 4-stroke cycle engines or a “2” for 2-stroke cycle engines. Like the previous field, this field is filled in automatically from the selected spacings list. Caution: The user must make sure that this value is appropriate for the application.

LINE 6: CrankMethod: mmmmmmmm (r/w)[list] This field contains what we refer to as the crank position sensing method, which directs the firmware as to how to process ther PIP, 1/REV and CAMREF signals. Five methods are currently available. The selection is based on the user’s evaluation of what will be best for his application based upon performance/cost tradeoffs that each method offers. They are: 1. RingGear. This method is used for applications where the crankshaft ring gear will be used

for generating the PIP signal. This method also expects a 1/REV signal generated off the flywheel. The normal arrangement is to use a passive, 2-pin mag pick-ups, one for the teeth and one for a hole drilled to generate a pulse every TDC (1/REV).

This method also requires a camshaft sensor to generate the CAMREF signal that provides a window signal for the 1/REV pulse that occurs on the compression stroke. The CAMREF signal is logically “AND’d” with the 1/REV to determine the compression stroke for cylinder #1. This method would also be selected if holes were drilled in the flywheel for the PIP signal and a separate hole drilled for the 1/REV signal. The CAMREF signal requirement remains the same.

- Other Config Vars- Manuf:mmmmmmmmm Eng Model: xxxx Number Cyls: xxxx Cycle: xxxx CrankMethod:mmmmmmm Pips/Rev:xxxx Overspeed RPM: xxxx OverspdTime: xx.x CrankRun RPM: xxxx Tank Voltage: xxx.x CoilType: mmmmmmmmmm PIP Pol: mmmmmmmmm 1/Rev Pol: mmmmmmmmm CamRef Pol: mmmmmmmmm 1/REVPosition: xxx.xx Timing Adj: xx.xx MinTiming: xxx.xx MaxTiming: xx.xx PIP Crnk Tol: xxx PIP Run Tol: xxx CAMREF Crnk Tol: xxx CAMREF Run Tol: xxx 4/20mA Flt Thr: xx.xx 4/20mA Flt Val: - xx.xx mASelect:mmmmmmmmmm Battery Low: xx.xx CAMTest (usec): xx.x CAMTestThresh: xxxx IgnDisableTime: xx <5KV DelayThr : xxx.x Auto Delay : 99 Min

The main advantage of this method is that provides a high degree of timing accuracy. It is not the best method to use if there is a high probability of contaminating the pick ups due to ferrous metallic debris in the bell housing.

This method would be one of the two valid methods for 2-stroke applications. Since the 2-stroke selection made in the parameter above the system automatically knows to fire all cylinders over every revolution.

2. CrnkDisk. This method uses an aluminum disk with embedded magnets. The MPI 4-pin Hall-effect sensor (p/n 200201-A 1.8”L or 200211 6”L) is required. There are many disk styles available that are designed to fit (“bolt-on”) a wide range of applications. All of the magnets on a disk, except one, generate the PIP signal. The PIP is generated by a south pole field. The 1/REV is generated by a single magnet that has the north pole field facing out. All the magnets are the same part just one is installed in the reverse direction of the other. This sole north pole magnet is indicated on the disk by the letter “R” stamped next to it on the ace of the disk. The disk must be mounted on the crankshaft and a bracket fabricated for the sensor. The “R” magnet needs to be aligned under the sensor head with the crankshaft positioned at TDC #1. The mechanical alignment should get the signal within a few degrees of TDC. The system can then be fine tuned while the engine is running by using the parameter 1/REV Position to “dial-in” the position of the 1/REV signal. When this is done the timing light indication and the displayed timing value through display on the door should agree.

The difference between using the disk and using the ring gear teeth is that the PIP pulses from a disk will have one PIP pulse missing as compared to a ring gear. This is due to the single north pole magnet that is in place instead of a south pole magnet that generates the PIP pulse. But the 1/REV pulse from the north pole magnet is also used to do certain firmware functions required of the PIP firmware. This implies that the 1/REV signal in this method is really a dual-purpose pulse, it serves as both the 1/REV and as a PIP pulse. Whereas in the RING GEAR method, the 1/REV is only processed as a 1/REV pulse. For all 4-stroke applications a cam shaft sensor is required and has the same purpose as it does with the ring gear method. If the 2-stroke is selected then no camref signal is expected and all of the cylinders are fired over each revolution.

The advantage this method offers is that it still provides crank referenced timing for good accuracy and it alleviates problems that may be encountered with mounting the mag pick-ups to sense the flywheel or the user is concerned about frequent pick up contamination. From a cost standpoint this method would probably be the highest due to the cam shaft sensor and the additional disk and it’s associated mounting effort. Another advantage is the benefit achieved with using magnets and MPI dual hall-effect sensor. They provide excellent signal quality at very low speeds.

3. CAMDISK: This method employs an aluminum disk that has south pole magnets that are used for generating the PIP signal and a single north pole magnet for generating the 1/REV pulse. With this method selected there is no need for a separate cam sensor or camref signal since the PIP and 1/REV are already in a 1:1 relationship with the camshaft. The 1/REV will only be generated on the compression stroke. The firmware expects the same gap in the PIP pulse train and uses the 1/REV signal as a dual-purpose pulse.

This method is the least accurate since the accuracy is dependent on the coupling tightness in the driving mechanical parts for the camshaft. For many engines this is not a significant disadvantage due to having good solid drive mechanism. One advantage of this method is that the cam disk is fairly easy to install on many engines. Also, there are no contamination issues as with the flywheel ring gear method since the disk fits inside a debris free housing. This method is one of the two least expensive to implement. The installation time is minimized because only one sensor is mounted only a single cable is needed for PIP and 1/REV signals. Another factor in favor of this method is with the use of a magnet and MPI dual hall-effect sensor that provides excellent signal strength even at very low speeds.

4. NoCam-RG This method is the “ no cam sensor, ring gear sensor” method. Its for the 4-stroke engines only. This is the same method as the ring gear but its without the cam shaft sensor. The compression stroke is determined by a special “test firing phase” of the coils during the initial cranking for 4 revolutions. On the 5th revolution the firmware has determined the stroke and subsequently tracks the cycle using the PIP and 1/REV signals. If the firmware cannot determine the stroke for the 5th and subsequent revs, it aborts the start and annunciates the message “Comp/Exh Detect Flt”, which means the compression stroke could not be determined with the criteria programmed and the KV readings data read during test firing phase. A separate section is devoted to describing this operation. This method has the benefit of the ring gear accuracy as well as reduced cost because it only requires 2 sensors. It also reduces installation time because no cam shaft sensor is installed. This method also eliminates the need to synchronize the camref and 1/REV signals. We have yet to identify any disadvantages to this method. It does require the user to install MPI coils because they have the patented “smart coil” technology, which allows the system to read the KV demand voltage on the plug. 5. NoCam-CD: This is the “no cam sensor, crank disk” method. It also is used on 4-stroke engines only. It uses an aluminum disk as defined in the crank disk method above. As in the previous method, no cam shaft sensor is used. The compression stroke is determined as in the previous method, by test firing coils during the initial cranking phase. MPI coils must be used. As in the previous method, the advantage is the lower system cost, lower complexity and ease of installation.

LINE 7. PIPS/REV:xxxx (r/w)[11-360] This parameter is the total count expected on the PIP channel for one revolution of the crankshaft. The exception to this is when a cam disk is used. In this case the PIP/REV would be set to the total number of magnets on the disk including the north pole piece. For example: a Cat 399 , using a mag pick up on the flywheel which has 183 teeth this parameter would be set for “183”. Another example: a Waukesha 7042 using a cam disk with 44 magnets (43 PIPs + 1 1/REV) , this parameter should be set for “44”. Another example, an engine using a crank disk with 60 magnets (59 PIPs, + 1 1/REV) would have this parameter set for “60”. Another example, a 2 stroke engine with 30 holes drilled in the flywheel would have this parameter set for “30”. This would not include the separate sensor looking at the 1/REV hole. LINE 8. Overspeed RPM : xxxx (r/w)[0-2000] As this parameter name implies, it is the speed at which the user wants the ignition system to detect an overspeed condition. The actual shutdown requires that the overspeed condition has persisted a prescribed amount of time as explained in the following parameter. LINE 9. OverspdTime: x.x (r/w)[0-9.9]

This parameter is the maximum time the engine speed is allowed to run while in the overspeed condition. This parameter provides for short-term speed excursions over this threshold from shutting the unit down. It allows the user to direct the system to wait the prescribed amount of time (0-9.9 seconds), before it shuts down. The typical situation encountered is during start-up when the fuel governor has poor speed control due to the low air and fuel flow required for idle. The ramp up to idle speed can cause the engine speed to overshoot the governor setpoint and also the MPI overspeed setpoint. The overshoot time is typically less than 2 seconds.

This condition may also happen when the engine is abruptly unloaded. In either, case the overspeed time can be programmed to prevent a shutdown.

If the overspeed setpoint is close to the steady state rpm, for example if the steady state rpm of the engine is 1200 and the overspeed setpoint is set to 1250 rpm, it may require a longer overspeed time setpoint to prevent shutdowns. If the overspeed setpoint was set for 1300 rpm the required overspeed time could be redeuced . The user needs to adjust these two parameters to suit his needs. The default for the overspeed time is 0.5 sec.

LINE 10. CrankRun RPM: xxxx (r/w)[0-450] This parameter sets the threshold that directs the system to transition from the crank mode to the run mode after starting. The system has no way of knowing when the starter is disengaged, so the system uses rpm as a means to do this. The idea here is to allow the ignition system to start firing with more error in the PIP count assuming the count will improve with speed. This is especially helpful when using mag pick ups that are speed sensitive, along with wide gaps and they’re mounted on a small flywheel. Once the ignition has started the engine should pick up speed, the signal amplitude should become higher and provide a much more reliable and accurate count. When the engine is shutdown by cutting off fuel the engine will come down and cross over this threshold on the way to a full stop. When it does the system goes into the Rolldown mode, the system will not flag any PIP count errors or 1/REV errors. The engine is shutting down and these signals will be lost when the speed drops below sensor detection speed. One of the main differences between the cranking mode and the normal run mode is in the signal diagnostics while cranking and running.

In the crank mode the system uses the range of acceptable PIP counts as specified by the PIPs/Rev +,- PIP Cnk Tol. This is an abbreviation for PIP crank tolerance. The max and min values are the limits of the PIP count that will be allowed to initiate the start of ignition. While the engine is in the crank mode, the system will fire coils if the PIP count falls within the limits as explained above. If the PIP count falls outside of this range the ignition will stop and for as long as the PIP count is outside the range. If the starter keeps running and the PIP count comes back within range after being out of range the ignition will come back on. If the engine is in the run mode and the PIP count goes outside the value of PIPs/REV +,- PIP Run Tol run range, the system will shutdown and annunciate a PIP count shutdown. The system will not restart if the PIP count comes back within the run tol range after it has been detected to be outside the range. The PIP count is made and checked every crank revolution for all crank based methods and every 2 revs for systems using the cam disk method. The shutdown is automatically cleared on a re-start. No other action is required to clear the shutdown message. The default for this threshold is 400 rpm. There is usually no need to change this value for most 4 stroke engines. This value is not intended to be set at the cranking speed or near the run speed but somewhere in between. If the PIP count is marginal, even above the actual crank speed, this setpoint can allow for a higher speeds to be achieved, say 400 rpm, which may be fast enough to provide a good PIP counts. This is especially true when smaller diameter flywheels are being used and the pick up gap is on the wide side (> than 1 turn out from contacting the flywheel). Crank disk methods have the inherent excellent low speed signal quality and usually provide good PIP counts at ultra low speeds.

For the large, slow speed engines that crank at 100 rpm , idle at 200 rpm and run at 300 rpm this parameter needs serious consideration. This setpoint should be set higher than 150 rpm always. The firmware uses 150 rpm under deceleration as an indication of a normal shutdown. This avoids generating diagnostic messages when the PIP count eventually become erroneous as the engine rolls to a stop. This 150 rpm is referred to as the Rolldown threshold. The engine must be operating over the crank run threshold prior to its speed dropping below the Rolldown threshold for a normal shutdown to be determined. If the engine is normally shutdown by shutting off fuel, we want the system to come to a stop and shutdown with the engine without PIP count errors generating meaningless diagnostic messages.

Lets take the example of an engine with ring gear pick ups that need 100 rpm for PIP counts that meet the cranking criteria and 140 rpm for the PIP count to meet the minimum run criteria. Let’s say the engine is cranking at it’s best, 70 rpm. The PIP count is just good enough to start ignition at 70 rpm. The ignition comes on and fuel is applied. The speed begins to pick up. At 140 rpm the PIP count is good enough to meet the minimum run criteria. At 400 rpm the PIP count is still good as the tighter run tolerances are now applied to the PIP count. The engine comes up to idle speed of 750 rpm, its loaded and run normally. At some point the operator wants to shutdown the engine or maybe the annunciator detected a problem with the oil pressure or compressor. In either case the fuel valve is shutoff by the annunciator and the engine starts to drop rpm. As the engine drops below 400 it is still using the run tolerances because the system does not

revert into the cranking mode when the engine decelerates below the run threshold. As the speed reaches 150 rpm the PIP count is still within the minimum allowable count. Then as it drops below 150 the system recognizes this as a normal shutdown and stops checking the PIP count. The system simply is waiting for the speed to reach 0 rpm when it does it will go into the Standby mode.

There are cases where the PIP count will not stay within the run tolerance range by the time it rolls down to 150 rpm. In this case since the diagnostics are still active and the system is still in the normal run mode, the system will annunciate a shutdown on PIP count erroneously. If this happens this can be fixed if the sensors can be adjusted to provide a PIP count at 150 rpm which is within the run tolerance range. Sometimes reducing the sensor/flywheel gap can achieve this. Nothing is actually wrong and subsequent starts will be successful even if a shutdown was annunciated by the MPI, but seeing a shutdown message that is not a real cause of a shutdown can be misleading. In the future we may make the now hard coded Rolldown rpm threshold of 150 programmable. LINE 11. Tank Voltage: xxx.x (r/w)[100-250] This parameter allows the user to establish the setpoint for the tank capacitor(s). It has a range of 100-250 volts. The voltage can be changed while the engine is running but not on this page. The parameter, “Voltreq” is available on the Operator -I/O- page that can be used to change the operating voltage. This parameter establishes the default value after a power cycle. The 2 basic levels used for this system depend on which series MPI coil is used. For the “230” series its 230 volts, for the “150” series its 150 volts. Other voltage levels can be set to increase or decrease the coil output in response to any special application requirements. It is recommended that the voltage is not manually changed by more than 10 volts either way from the nominal voltage for the MPI coils. This tank voltage setpoint establishes the peak charge on the tank capacitors. There is a direct correlation between this value and the peak or maximum KV available at the output of the coil, sometimes referred to as open circuit voltage. The user must be sure that the voltage is not reduced to the point that there is insufficient KV to fire the plugs. This will cause misfires. Also the voltage should not be excessive as to cause an excessive plug wear rate. To make sure there is adequate voltage, the user can easily determine this for MPI coils. All “230” series coils have a turns ratio of 1:120 , primary to secondary step-up. This means for a tank voltage, which is applied to the primary, of 230 volts would provide a maximum of 27,000 or 27KV open circuit. During operation each plug’s KV breakdown demand is displayed. This is the voltage it took to breakdown the plug gap and to start the arc. As long as the available KV is greater than the demand (KV reading) the plug will fire. If the available voltage drops below the demand, a display of “Open Sec” will be shown in the KV field because the plug did not breakdown. The combustion for this cycle did not occur either therefore a misfire results. For the “150” series coils they have a turns ratio of 1:200 primary to secondary. At a tank voltage of 150 volts the available maximum KV peak is 30,000 or 30 KV. Higher tank voltage results in open circuit voltages that can exceed 50,000 volts which is not necessary. Factory testing has shown that the spark duration for the “150” series is between 150 and 200 usec @ 150 volts. Increasing this value only results in an additional 40-50 usec. The wear rate however is significantly increased at higher primary voltages. The system can be placed in the “Automatic” mode which allows the system to adjust the tank voltage automatically. The automatic control algorithm brings the tank voltage down to reduce the maximum KV available but since the system measures the demand it always makes sure there is enough excess KV to reliably fire the highest demand plug for that sample period used.. This optimizes the delivered energy to extend plug life and at the same time maintains adequate available KV. A final note on the tanks, for the MPI-16 systems both tanks are always controlled to the same setpoint. Even in the automatic mode both tanks operate at the same voltage regardless of the adjustments. What’s done to one is done to the other. The tanks cannot be set for different voltages.

LINE 12. CoilType: mmmmmmmmm (r/w)[list] The coil type selections are the following: 1. 230 Series: This is the correct selection when the system is using any of the following MPI

coils, IT-230, ITX-230RM, and ITX-230FM. All of these coils have the same turns ratio and electrical characteristics. The significance of this selection is that it tells the firmware to use the coil “map” for the 230 series. The coil map provides the calculation of the KV value as a function of the tank voltage and delay values. The coil map is actually a 3 dimensional look-up table that has been developed in the laboratory where the actual KV amplitude can be plotted in terms of tank voltage and delay values.

2. 150 Series: This is the correct selection when the system is using one of the integral MPI coils, ITX-150-6 or the ITX-150-12. As in the case of the 230 series, this selection tells the firmware to use the integral coil map for the “150” series for KV calculations. The integral coils have significantly different electrical characteristics than the 230 series thus requiring a different map.

3. KV Mode Off : This selection is made when non-MPI coils are in use and no KV signal is available. The delay values are solely based on the tank capacitor discharge rate and it is up to the user to quantify those readings and relate them to normal and abnormal conditions.

LINE 13. PIP Pol: mmmmmmmm (r/o)[list] This parameter indicates to the system what the polarity to use when it sets up the input interface. The system can be set up to respond to a rising (positive) or fall (negative) polarity. Selecting one or the other is not always significant or cause any significant affect. A magnetic pick up on the ring gear or drilled holes can use either polarity without any major affect. The selection is critical however when an MPI 4-pin hall-effect sensor is used. The polarity should always be negative when this signal is being supplied by one of MPI’s 4-pin, hall-effect pick up. LINE 14 PerRev Pol: mmmmmmmm (r/w)[list] This parameter has the same affect and purpose as the previous one except it applies to the 1/REV signal. And as in the case of the PIP signal, if an MPI 4-pin, hall-effect sensor is used this selection should always be negative. LINE 15: CAMREF Pol: mmmmmmmm (r/w)[list] This parameter is very important to set correctly unless a cam shaft sensor is not being used as in the case of camless or for cam disk applications where again a camref signal is not being used or for 2-stroke engines. The polarity selection is either positive or negative and it directs the system to use the programmed state for defining the CAMREF signal on compression. If the sensor’s polarity is not known or is in doubt, it can be measured using a scope, a meter or with the MPI controller itself. The CAMREF signal’s state is displayed on the I/O page, it is either “high” or “low”. If the positive polarity selection is made, it will mean that a “high” (>8 volts) state is what the cam shaft sensor must provide when the engine is on the compression for cylinder #1. If the negative polarity is selected, a “low” state should be seen when the signal is at TDC #1 compression.

The CAMREF signal is read at TDC and the polarity is checked. If the input state matches this parameter selection, high for positive, low for negative, the controller uses that for the defining the compression stroke.

The controller also uses the PIP counts to determine if a CAMREF pulse was missed. If a CAMREF signal is missed the system will use the PIP count to keep track of the cycle. This is similar to what the system does when the camless method is being used. If the PIP count indicates that a CAMREF signal had been missed it increments a count. When the number of consecutive missed pulses equals the number specified in the CAMREF Crnk Tol the system turns off ignition and waits for the CAMREF signal to come back on. If the system is in the run mode and the CAMREF signal is missed for the consecutive times specified by the Camref Run Tol value the system generates a shutdown and displays the message on the shutdown line.

What is very significant about this parameter, is that if the user programs the wrong polarity i.e the polarity is valid for the exhaust the system will come on and fire but it will be firing in the exhaust cycle. The CAMREF signal is reference indication for the system to determine the compression stroke, if its wrong the system will not know it. The user may have a hard time as well because a timing light check will show correct timing for cylinder #1 even though its firing on compression! The timing light has no direct input from the camshaft.

This ambiguity is eliminated by using one of the camless methods. The camless method actually depends on the cylinder pressure to distinguish compression from exhaust, the real cylinder conditions are used as an indication thus eliminating user error.

For applications where an MPI 4-pin sensor is used the polarity should always be set to negative. Also critical is to know the magnet piece polarity being used. The MPI sensor has two outputs so it does not matter which polarity is being used but only the associated output will respond the target piece. If the north pole output of the sensor is connected and the south pole face of the magnet is being used there will be no CAMREF signal coming into the unit. It is very easy to check for proper polarity and for the correct magnet. To check the polarity and signal action apply power to the system and scroll over to the I/O page and put the CAMREF signal in the window. It will show the static state of the CAMREF input. If the magnet is not under the sensor head it should read “high” for either of the 2 MPI hall-effect sensors. If it does not and the target magnet is not under the sensor head it could be due to the wrong output of the sensor is being used. Bar the engien by hand and when the magnet comes under the sensor the CAMREF display should switch to “low”. The engine should be on the compression stroke. As the engine is barred around slowly by hand, the 1/REV target, hole or stud, etc, should pass under it’s head. The last item to check is that when the CAMREF signal is “low” and the 1/REV signal target is in alignment that the engine is on the compression stroke as verified by the valve train or positive cylinder pressure. LINE 16: 1/RevPosition: xxx.xx (r/w)[-15.00, +15.00] This parameter allows the user to “dial-in” the system’s timing. The requirement to accurately install the 1/REV sensor and target ( magnet, hole, stud) so that the signal generated during operation comes out perfectly is not a practical expectation. The installer should be able to get this within a few degrees of TDC but that’s all the installer needs to do. This parameter allows the installer to compensate for any error through programming the exact position offset relative to TDC#1. Even if the installer intentionally puts the 1/REV off TDC but within +,- 15 degrees this parameter can be used for correcting for the difference between the actual position and TDC#1. This parameter can be changed on-the-fly and saved. The default value is 0.00. This parameter would normally be programmed on this page if the installer knows there is significant offset and what it is within some tolerance. He would want to run with a base correction from the start. Otherwise, if the signal is known to be close to TDC, this parameter would be left at 0.00 until the engine is running so he can see where it really comes in.

To determine what this value should be while the engine is running, the user needs to use a timing-light and observe the actual timing. Then compare what he sees with what the display shows for timing on line 4 of the first Operator page. The difference between the actual and calculated is the value to put into this parameter. For example, if the timing light shows the #1 plug firing at 18 degrees BTDC and the display shows a timing of 20 then the 1/REV signal is physically retarded 2 degrees from TDC, therefore enter a value of –2.00. If the timing light the plug firing at 22 degrees BTDC with the display timing at 20 then the 1/REV signal is physically advanced by 2 degrees therefore, this parameter would need to have a 2.00 programmed into it. A “+” symbol is not required for positive values.

This parameter can be changed as many times as needed. Each time this parameter value is changed the affect on the timing calculation is immediately affected so the timing light will show the effect of the change immediately. The timing will hop to its new corrected position. The user can changes this parameter as many time as he wants until the timing is “dialed-in” to his satisfaction.

The timing value on the operator page remains constant because this is the timing request. The timing parameter on the operator page is based on the rpm/timing curve and 4/20ma curve and the “Timing Adj” parameter. It always shows the timing relative to TDC#1.

After the calculated timing request is done and displayed, firmware takes this value and offsets it by the 1/REV Postion value before it is used for the electronic timing of the trigger pulses

Once the desired 1/REV position value is programmed the user can then rely on the MPI display for reading true timing. Also the timing value that is read over the second modbus port (when its available) will be the true timing.

LINE 17 Timing Adj: xx.xx (r/w)[-3.0-+3.0] This parameter allows the user to enter a timing adjustment that is applied to both schedule A and B. This parameter has a range of +,-3 degrees. This parameter is intended for giving the user the ability to make small changes to the timing for semi-permanent reasons. Obviously, if the adjusted timing is desired to be permanent, it would make more sense go into the RPM/Timing curve and make a permanent adjustment. But for small changes that the user may want to make as a temporary solution, this parameter provides for this. This parameter is also available on the first operator page and can be changed while running. As in the previous parameter, the controller can save any change made while operating, if the “save changes” option (F3) is selected on the RUN TIME SAVE page. If this option is not selected the change made while running will be erased after a power cycle. If the engine is simply shutdown and restarted without a power cycle the change will still remain in affect. LINE 18-19. MinTiming:xxx.xx (r/w)[-40.00,50.00), MaxTiming: xx.xx (r/w)[0-50.00] These two parameters allow the user to provide absolute timing limits. These parameters limit the final value of the timing request from all sources such as the timing schedule, 4/20 ma, timing adj etc. For example, say the MinTiming is set for 0.00, this means that the most retarded timing under all conditions will be 0.00, ie.e TDC. If the MaxTiming parameter is set for 30.00, the most advanced timing possible will be 30.00 BTDC. The default of values for MinTiming is -40( 40 deg. ATDC). The range for the MaxTiming parameter is 50 deg BTDC. These parameters are usually left on their default value and do not come into play. They are there to provide limits that could be due to editing error. LINE 20. PIP Cnk Tol: xxx (r/w)[0-10] This parameter allows the user to set the range of error of the measured PIP count and still allow the ignition system to fire. The CrankRun RPM, which was previously defined, establishes the top rpm that this limit is applied to. The purpose for this is to allow the controller to fire the coils without requiring a perfect PIP count. Since the engine is unloaded during cranking, the timing angle accuracy is not highly critical thus allowing the controller to fire and accelerate the crankshaft. As the rpm picks up, the PIP count should improve since the signal amplitude on magnetic pick ups increases with speed. For MPI 4-pin hall-effect sensors, the speed is not a factor since this sensor will provide an output signal at zero speed. The default is 2. The amount of error in actual timing if the PIP count is off by a value of 2 depends on the total number of PIPs possible. For example, take a ring gear with 183 teeth (Cat 399), and an error of 2 in the PIP count exits during cranking. This means the timing will be “off” by approximately (2x2deg/tooth ) 4 degrees. The engine should have no trouble ramping up over the crank/run rpm (400 default) with 4 degrees or less timing error. If this error persists when the engine rpm exceeds the crank/run threshold, the MPI will compare the PIP count to the PIP Run Tol parameter which is normally set to a smaller value, the default is 1. If this happens the MPI will shutdown ignition and display the PIP Count error message. Refer to the troubleshooting section for the necessary action to be taken. If the PIP Count error exceeds 4 during cranking the MPI will cease ignition, annunciate an alarm message and go into a waiting state, remaining ready to fire if and when the error in the PIP count drops within range. LINE 21. PIP Run Tol: xxx (r/w)[0-2] This parameter sets the range of allowable error in the PIP count under normal running conditions without causing a shutdown. Since this is the running tolerance it is typically smaller than the cranking tolerance. The default for this is “1” which means that if the expected count is

off by +,- 1 it will continue to run but an alarm message will be displayed and the alarm relay will come on. If the error is greater than +,-1 the unit will shutdown and display the PIP count error message on the shutdown page. The count is also saved so the operator can view it and use it to possibly help resolve why the count was in error. Refer to the troubleshooting section for further information. LINE 22. CAMREF Crnk Tol: xxx (r/w)[0-4] This parameter allows the user to set the allowable number of consecutively missed CAMREF signals without causing the ignition to stop. The default is 4. For example if every other CAMREF signal was missing then the number of missed CAMREFs would be 1. The system would fire the engine. Under these conditions the system would be getting a CAMREF pulse every 4 revolutions, which is a satisfactory rate of synchronizing to TDC#1 compression. For those engine cycles that did not start with a synchronizing CAMREF pulse, the system simply uses the fact that the PIP count has indicated that an engine cycle has been completed, i.e. 720 of rotation, and synchronizes itself to TDC#1 compression. The purpose for this tolerance is to improve the chances for a successful start. One subtle exception to the above operation is that when the engine first starts to crank the system needs to see at least one CAMREF signal to begin with. Without that it will not start firing at all. LINE 23. CAMREF Run Tol: xxx (r/w)[0-4] This parameter allows the user to set the allowable number of consecutive missed CAMREF signals during normal running operation. The default here is 4, the same as the crank tolerance. The purpose of this tolerance is to avoid shutdowns by an occasional missed CAMREF signal. LINE 24. 4/20mA Flt Thr: xx.xx (r/w)[0-20.00] This parameter allows the user to set up an alarm threshold if the 4/20mA control signal is scheduled for use. The purpose for this is to have some way to detect an open loop or out of range transducer. If this happens, an alarm is displayed in one of the three error que lines. Also, under a fault condition the system will use the parameter 4/20mA FltVal as a timing adjustment. This allows the user to go to a safe value of the wiring opens or the transducer fails. LINE 25. 4/20mA FltVal: -xx.xx (r/w)[0-40.00] This parameter allows the user to cause the timing to go to a safe and predictable position if the 4/20mA transducer fails or develops a problem in the harness. This precludes the timing from going to full retard or full advance in the event of a transducer failure. This parameter, as with the 4/20mA loop itself, only allows the timing to be retarded. This value will be used to offset the timing schedule. LINE 26. mASelect: mmmmmmmmmm (r/w)[list] This parameter has 2 selections from the list. They control the timing schedule that the current loop schedule affects. 1. A>A, B>B 2. A>A, A>B

The first selection means that the “A” 4/20 mA input channel affects the timing schedule A. The “B” 4/20 mA input is applied to the B schedule. This first selection is the default and works for most applications. The second selection allows the user to assign the “A” 4/20mA input to affect the “A” timing schedule as well as the “B” timing schedule. This feature provides added flexibility. It keeps the same transducer controlling both schedules. The scheduling switch may be done for reasons that have nothing to do with the transducer. In this case the transducer can be switched over to the B schedule in firmware instead of requiring a mechanical switch or external relay to change over the wiring to go into the 4/20mA B input.

LINE 27. Battery Low: xx.xx (r/w)[0-40.00] This parameter allows the user to establish an alarm threshold for the minimum input voltage. IF the input supply voltage drops below this level the system will annunciate an alarm. No shutdown will occur. LINE 28. CAMTest (usec): xx.x (r/w)[0-99.9] This parameter is used for camless (no cam sensor) applications. This value is the amount of usec difference made between consecutive readings for a given cylinder that must be met or exceeded to cause the Cam Test Count to be incremented. In other words, if 2 consecutive readings are subtracted from each other. The resulting difference needs to be equal to or greater than this parameter to cause the test count (score) to be incremented.

Since each of the KV readings are based upon the two variables 1.time delay to fire in usec and 2. the tank voltage, this parameter can be used to test the KV difference between consecutive readings. Since the tank voltage is the same for all of the test firings the time delay provides a good relative measure of differences. If the tank voltage is 230 volts, a difference of 8.0 usec (default) correlates to a difference of approximately 4.5 KV. The default value (8usec) can be adjusted if readings are just barley under this by only 1-2 usec. There is more description of this parameter in the CAM TEST page section. LINE 29. CAMTestThresh: xxxx (r/w)[0-50] This parameter is used in conjunction with the CAMTest parameter above. This parameter is the threshold that the total resultant counts (score) must reach or exceed after the test firing phase is complete before the ignition will come on. There is further discussion of this process on the CAM TEST page. LINE 30. IgnDisabletime: xx (r/w)[0-10] This parameter allows the user to enter a time delay that starts from the time the ignition enable input is asserted (shorted) to the actual stoppage of ignition. The purpose of this is to allow the ignition system to continue to purge out any fuel remaining in the plumbing that gets trapped between the shutoff valve and engine. The range is from 0 to 10 seconds, the default is 1 sec. LINE 31. <5KV DelayThr: xxx.x (r/w)[92.1-300.0]

This parameter allows the user to set the delay threshold for <5KV readings. When the actual KV breakdown voltage is less than 5KV the signal coming from the coil sense lead is low in amplitude to detect. This condition can be due to a fouled plug or a shorted electrode, or a new plug firing at atmospheric pressure as it is in the diagnostic mode. Another reason for a plug to demand a low KV is at idle where the fuel has lowered the dielectric strength and the cylinder pressure is low because no load is applied. Advanced timing can reduce the KV demand because of the lower pressures encountered at more advanced firing angles. For any of these reasons the KV sense signal can become too small to detect.

When this happens the tank capacitor monitor circuit provides the terminating pulse for the delay counter. The tank capacitor delay is measured between the point in time when the electronic switch is turned on to deliver the tank charge to the coil, and when the tank voltage crosses 50 volts. Each tank capacitor has a monitor circuit that always provides a terminating output pulse when the tank voltage crosses 50 volts during the discharge cycle. This tank pulse is ignored is the KV signal is high enough to detect. The KV sense signal, under the highest demand condition does not exceed 130 usec, whereas the tank monitor pulse, at the earliest, doesn’t occur until 170 at a minimum (230 series coils).

The terminating pulse for the delay timer is sourced from either the KV interface circuitry or the tank monitor circuits and whichever one come in first stops the timer. The ironic point here is that the low KV delay is a larger one than a high KV delay but the firmware takes care of that.

The delay readings are grouped in ranges that have been pre determined. Furthermore,

the range of readings for normal KV values are stored in a map that provides the KV values with a resolution of 600 volts.

The following is the set of ranges for KV and tank monitor delays for the 230 series coils.

Delay (usec) Cause/Conditions 20.0-92.0 usec: Normal KV delays that are applied to the coil map, 1KV-31,000KV.

92-130.0 usec: This is an infrequent case of an open secondary where the plug did not fire(breakdown) but the signal from the coil sense lead is so strong the primary voltage induces a signal strong enough to generate a stop pulse is through the KV module. This does not cause any problem or misreading of the situation. Its one of 2 ways an open secondary can manifest itself.

160-190usec: Low secondary or <5 KV at the plug 180-230usec: Normal 5KV – 30KV delays but from the tank monitor circuit, not

usually seen because the KV module provides a stop pulse before this on if all is working properly.

280-330us : Open secondary lead, no KV pulse because there is no abrupt breakdown in the gap. The tank cap voltage takes this long to reach 50 volts because the coil presents a high inductance if no current flows in the secondary as it would if the gap broke down.

40-60us : Shorted primary lead, note the controller reads the tank voltage to determine if this delay is due to the normal KV breakdown or a shorted lead. This value falls within the coil map of normal values but if the tank is completely discharged in 40-60 usec this is due to a shorted primary.

If it’s a normal KV delay the tank will only be discharged to no less than 150 volts.

This parameter is the upper limit of the Low Secondary range shown above in bold letters. It is made adjustable in order to compensate for long cables and high plug resistance for adversely affecting the camless method test firing data. If a delay value of 191 is read due to a low KV condition instead of 190 or less, the system will store this in the test firing data array which will have the same affect as a high KV breakdown. This is in fact not a high KV value but one that is due to a low (<5KV) condition. So to prevent the difference calculation from using this a number the user should reprogram this value to be higher than the highest delay value seen. For this case a value of 192 would preclude readings up to 192 from being used at direct face value. If the firmware sees a reading that falls between the 130usec and the upper established by this parameter, the firmware will substitute a number into that array will be, in effect, a low KV condition. This value is 20 usec. It is often seen in the data saved after the test firing. We know this low KV is caused by the exhaust stroke or a failed reading on the compression, in either case it is never considered to be a compression caused reading. The default of 190 usec should be a good value for 99% of the applications. If a reading is made higher than this it could be due to a mistake in the primary harness connection effective creating an incorrect firing order or possibly the wrong crankshaft spacing was programmed. When these errors are introduced, the test firings are out of time with the cylinder. Some test firings could be made in cylinders with when pressure is in between atmosphere and compression resulting in a inexplicable pattern of delay values. LINE 32: Auto Delay : 99 Min (r/w)[0-30]

This parameter allow the user to set up a delay starting from the time the engine is in the normal running mode to when the automatic spark energy algorithm begins. The purpose for this delay is to allow sufficient time for the operator to get the engine on line and loaded

before the system starts to reduce the available KV (energy) to fire the plugs. It is always desirable to maintain the nominal KV until the engine is demand at the highest, i.e. under load, before the reduction process begins.

This page allows the user to program an offset to any cylinder’s timing by +,- 3 degrees. The right hand column allows the user to program in the identity of the cylinder firing order. This field does not affect the firing sequence the controller always fires Pin A,B,C for an MPI-16 or pin A,C,E for an MPI-8. This is the only place where the user can enter the cylinder ID. Once done here the system will copy this field over to other pages that use the cylinder ID column.

-Individual Cylinder Timing Adjustment- Channel Degrees Cyl 1 xx.xx (AA) 2 xx.xx (AA) 3 xx.xx (AA) 4 xx.xx (AA) 5 xx.xx (AA) 6 xx.xx (AA) 7 xx.xx (AA) 8 xx.xx (AA) 9 xx.xx (AA) 10 xx.xx (AA) 11 xx.xx (AA) 12 xx.xx (AA) 13 xx.xx (AA) 14 xx.xx (AA) 15 xx.xx (AA) 16 xx.xx (AA)

The following group of pages are used for off-line diagnostics.

The page allows the user to test fire cylinders, turn on relays, read inputs and adjust the tank voltage. LINE 1. Mode:mmmmmmmmm (r/o)[list] The line displays the current system mode. If the engine is running and the user goes to this page it will display “Normal Running”. It will display whatever mode the system is in. What is important to note here is that the diagnostics cannot be exercised unless the system is in the “diagnostic mode”. The diagnostic mode can only be entered while the system is in standby, i.e. the engine is not running. The next 4 lines provide a caution note that asks for the engine to be purged of fuel before the plugs are fired in the Test Fire Mode. There is a significant potential to backfire the engine if fuel is sitting stagnant in the cylinders or manifolds. It should also be clear that fuel should not be applied to the cylinders during any part of the test firing. In this test fire mode the IGN status parameter will remain OFF even though the plugs will be firing. LINE 6. Test Fire Mode? mmm (r/w)[list] The user selects this parameter as either Yes and No. When Yes is selected, and the enter key is pressed, the coils start firing. The system only fires the number of coils are specified for the engine. The system takes about 1 second to sequence through the coils so the firing rate per coil is quite slow. While the coils are firing, the feedback on the sense lead is processed identically as it is done during normal run mode. The KV measurement is made, the delay values can be read (which is implied since the KV measurement uses the delay value as part of the KV measurement process).

This diagnostic test is very useful at installation time when one of the two camless methods is going to be used. By testing the KV measurement capability and verifying it is working properly, the compression detection will likely work on the very first start attempt. The firing order of the electrical connections can be checked using this diagnostic test. In this test mode the coils are fired in a continuous, fixed sequence starting with pin A on the primary connector followed by B,C,D,E…etc. To check the firing order the user can pull off a coil lead to the plug and see the resultant “open-sec” show up on the display for that cylinder. By verifying the position or CH# the message appears in the user can verify that against the firing order. For example, assume an engine has a firing order of 1,8,4,3,6,5,7,2. If the user pulls the lead for cylinder #5, (the actual cylinder #5 on the engine), the “Open Sec” message should appear on Ch #6 because it is the 6th cylinder to fire. We recommend that the test mode is turned off while the leads are being removed or re-installed. If the secondary leads are not conveniently removable, the primary leads can be used for this test as well. The message when the primary is pulled off is “Open Pri”. When checking KV measurements the user needs to understand what is expected from firing his coils under static conditions, i.e. during non-running conditions. The plugs will require very low KV to breakdown at atmospheric pressure. If the readings for the cylinders are all <5 KV

Mode: mmmmmmmmm *******Caution******* Purge engine prior To test firing! ********************* Test Fire Mode ? mmm Relays: IgnOn? mmm Alarm?mmm Shutdn?mmm Tank1: xxx.x Vavg Tank2: xxx.x Vavg VoltReq: xxx.x VDC SchedA: xx.xx mA SchedB: xx.xx mA +24VDC: xx.xx VDC Discrete Inputs: IgnEn?:mmmmmm AB Sel: mmmmmm Alarm Ack: mmmmmm CAMREF:mmmmmm

this could be very normal. However the <5KV measurement as previously explained means that the signal from the coil sense lead it too small in amplitude to obtain the delay between turning on the primary voltage and reading the breakdown occurrence point. Therefore reading the <5KV does not completely check the KV measurement circuitry. What is needed is a way to increase the demand so that the signal is process by the KV interface. One easy way to do this is to pull the one or more plug wires off the plug and create about a ½ inch gap to the head or the tip of the plug. The created gap in series with the plug gap should cause the demand to be anywhere from 5-15KV, maybe more. If the readings are showing a KV value between 5-27KV it is functioning properly. Testing one channel verifies the interface circuitry is working for all of the coils since they are all processed through the same interface. Field experience has indicated that an engine running at idle may show that all of the cylinder’s plugs indicate a <5KV breakdown demand. Three factors contribute to this 1. Firing an air/fuel mixture that has a lower dielectric strength than air and 2. the in-cylinder pressure is still quite low ( high vacuum) especially at the full advance position and 3. the cylinder is lightly loaded (throttled) so the total mass of air and fuel ingested is low reducing the dielectric strength. As load is added, even though more fuel is added, the additional mass of the incoming charge, and the increase in the in-cylinder pressure dramatically increases the dielectric strength creating a higher demand and thus higher KV readings. If an engine is running under a load should not have cylinders with plug demands indicating <5KV consistently. LINES 7&8: Relays: IgnOn? mmm Alarm?mmm Shutdn? mmm, all are (r/w)[list] This group allows the user to operate associated relays on or off for testing. The user simply selects the desired state, ON or OFF. Each relay has an indicator LED located next to it and it should illuminate when its respective relay is turned on. The relays can be turned on in any combination. These relays have two sets of form-C contacts. Only one set is available on the terminal strip for connection. The other set of contacts is used to turn on the associated LED. This design approach provides a very positive indication that the relay is in the desired state. LINES 9&10 Tank1: xxx.x Vavg , Tank2: xxx.x Vavg , both are (r/o) These two parameters are measured values of the tank capacitors. If the unit is not firing in the test mode these voltages are the peak voltage that the tank is charged to while running. Since the test fire mode is done at such a slow rate the average reading of the tanks will still be close to the VoltReq. When the Ignition Enable input is asserted to shut off the ignition, it not only stops sending trigger signals to the Output Modules but it also shuts down the Tanks charging power supply so the Tank readings will drop to near zero. LINE 11 VoltReq: xxx.x VDC (r/w)[100.0-250.0] This parameter allows the user to set the tank voltage anywhere between 100-250 volts. Once the voltage is set here in this diagnostic page it will be used for normal operation. A power cycle will cause the VoltReq value to be reset to the value programmed that was established in the “Other Config Vars” page. LINES 12 & 13 SchedA:xx.xx mA, SchedB: xx.xx mA , both are (r/o) These are the measured values in milliamps for the A and B inputs respectively. It allows the user to test the transducer or whatever is being used to supply control current. LINE 14. +24VDC: xx.xx VDC (r/o) This is a measurement of the voltage on the 24 volt supply connections TBA 1,2. This parameter is also available on the I/O page.

LINES 15,16,17,18,19,20. Discrete Inputs: (r/w)[list] Ign En: mmmmmmmm {Enabled, Disabled} A/B Sel: mmmmmmmm {Schedule A, Schedule B} Alarm Ack: mmmmmmmm { Open , Assserted (shorted) } CAMREF: mmmmmmmm { High, Low} The Ign En input is a discrete type input. Discrete inputs simply means it’s a digital, 2-state input. The discrete inputs all have internal pull-up resistors to a 15 volt supply. These inputs are also opti-isolated. This means that if you were to put a meter across the input with any other connections the meter would show a voltage. The presence of this voltage is a clear indication that the input is open-circuited that is there is no wire pair connected or the device connected is not asserting (shorting) this input. By asserting or shorting the input this is meant as a 2-wire connection. Grounding the input may not be seen as asserting the input. It will work properly if the input RTN connection is grounded. These inputs should not have any external voltage applied to them. The basic correct method is to wire a normally open set of contacts to these inputs for control. The Ign En will be read as “Enabled” if no wire pair is attached. Enabling the ignition means that the tank charger supply is allowed to run and to keep the tank capacitors charged. When attempting test fire the coils during the off-line diagnostic checks this input needs to be opened. The A/B Select input is a discrete type, and it is also pulled up to 15 volts through a resistor and opto-isolator. The open contact or unwired condition selects the A schedule. When the external contact closes this parameter will read “B” and changes the timing calculations over to schedule B. The Alarm Ack input interface is identical to the previous two discrete inputs. When the external contact connected to this input is open, the display will read “Open”. This results in no action taken by the controller. When the external device shorts this input this parameter will read “Asserted”, the controller will clear the contents of the alarm que. There is another way to assert the alarm acknowledge parameter and that is though the keypad. The CAMREF When a camshaft sensor is being used this parameter display can be very useful to ,1. Verify the sensor is working, 2. Verify the polarity is correct and 3. Verify the required alignment with 1/REV pulse. There is further discussion of the CAMREF signal in the I/O page parameter description.

The diagnostic Spark KV test page is very similar to the page used during operation to show the KV activity. The only difference is the additional parameter IgnOn?: that is displayed to help the user easily verify the tank charger supply is on without having to navigate to another page. If the IgnEn input is shorted the Tank capacitors will not have any voltage charge resulting in “Open-Pri” readings. The next field on this line will display the flashing message, “SecWarn”. This is generated when any of the channels are showing anything other than a normal KV value. The message “<5KV” will also cause this display along with any of the other diagnostic messages.

LINES 3-19. CH KV Cyl The “CH”, the channel number, is the output channel. There is a direct correlation between the CH # and the output primary connector. Pin A of the connector is CH 1, pin B is CH2 etc. This left column is considered the firing sequence. The “KV” column displays the actual KV or a diagnostic message. The “Cyl” column is filled in by the user with the cylinder number. The engine will fire the cylinders starting at the top , CH1, Cyl 1 , then CH2 Cyl (engine specific) , etc. The Cyl column should look exactly like the firing order. For example , if the firing order is [1,11,6,10,4,8,3,12,9,5,7,2] the Cyl column would have 1,11,6,10..etc inserted from the top down. This also means that pin A is wired Cyl #1, pin B is wired to Cyl #11, pin C is wired to Cyl#6 etc down the line.

As mentioned earlier, the user can verify that the wiring in the harness is wired according to the firing order using this test page. By pulling a plug wire out and either leaving it completely open or creating a gap that shows an obvious KV reading that is associated with that gap, the physical cylinder selected can be seen where it is in the firing order. For example if the coil wire was pulled out of cylinder #10 the “Open Sec” message should show up on Ch 4. LINE 20. Max Measured: xx.x KV (r/o) This parameter is the highest KV value in the collection of samples taken over the sample period defined by KV Sampletime. When the system is in the automatic mode the following occurs. All of the cylinder’s KV readings are stored in a temporary buffer. At the end of the sampling period the highest KV reading is saved as the Max Measured value. If (Max Measured + KV Margin) is less than the current Max Available there is an excess of energy being delivered to the plugs and the controller firmware will reduce the Max Available parameter one step. A single step is 600 volts or .6KV. This is accomplished by reducing the Tank voltage by an amount that results in a drop of available voltage on the coil secondary. For 230 series coils, a 1 volt change on the primary results in 110 volt change on the output. The controller will repeat this evaluation again at the end of each every sample period. Once Max Available is equal to the [Max Measured + KV Margin] the controller stops reducing the Max Available parameter. If the Max Measured comes up to within [Max Available – 1KV], the controller will increase the Max Available by .6KV by raising the tank voltage approximately 6 volts.

Spark KV Test Page IgnOn?:mmm mmmmmm CH KV Cyl 1 mmmmmmmmm (AA) 2 mmmmmmmmm (AA) 3 mmmmmmmmm (AA) 4 mmmmmmmmm (AA) 5 mmmmmmmmm (AA) 6 mmmmmmmmm (AA) 7 mmmmmmmmm (AA) 8 mmmmmmmmm (AA) 9 mmmmmmmmm (AA) 10 mmmmmmmmm (AA) 11 mmmmmmmmm (AA) 12 mmmmmmmmm (AA) 13 mmmmmmmmm (AA) 14 mmmmmmmmm (AA) 15 mmmmmmmmm (AA) 16 mmmmmmmmm (AA) Max Measured: xx.x KV Max Available: xx.x KV Mode Selected: mmmm F2-Auto or F3-Manual KV Sampletime: xx Sec KV margin: xx.xx KV

LINE 21. Max available: xx.x KV (r/o) This parameter is the maximum KV available at the plug. It is the voltage peak that would be reached during the discharge of the Tank capacitor if the coil output was open and no breakdown of this output occurred. This peak “open-circuit” voltage can be easily calculated. For the 230 series coils, they have a “step-up” turns ratio of 120:1 This means that if the tank voltage is set for 230 volts the max or peak KV would be 230x120=27,600 volts or 27.6KV. LINE 22. Mode Selected: mmmm (r/w) [list] This parameter indicates the active mode the system is operating in. This parameter can be edited directly but the function keys F2 and F3 have been assigned to change the mode selction as indicated below to save key strokes. LINE 23. F2-Auto or F3-Manual These selections are fairly self-explanatory. What isn’t obvious is what happens after shutdowns, power cycles etc. If the Auto mode is selected the system will start the control loop shown above. The auto delay timer must also be timed out. The delay timer expires when the engine has been running. It starts immediately in the diagnostic test fire mode. The selected mode is saved so even if power is removed it will power back up in the Auto mode, ready to start the energy control after the timer has expired. If the system is operating in the Auto mode and one of the KV readings falls out of the normal numeric range, the control will automatically set the tank capacitors to the VoltReq value. The VoltReq is programmable on several pages such as the “Other Config Vars” page, the I/O page and the first page of the diagnostic section. Any change made to the VoltReq parameter from any of these pages sets this parameter regardless of the mode of operation.

Manual Auto KV Margin

+ _

Max Measured

COIL

COIL MAP

Tank Capacitor Control Spark Plug

KV Sample Buffer

Max Available Tank Voltage

KV sample time Display of KVs

Sense Lead Signal

Automatic Control Flow Diagram

LINE 24. KVSampleTime: xx SEC (r/w)[0-20] This programmable parameter sets the duration for the sampling period for storing KV readings. The time sets the update or correction rate of the loop. We really do not know the optimal sample time, which is why it was made programmable. The default is 5 seconds. LINE 25. KVMargin: xx.x KV (r/w)[1.0-10.0] This programmable parameter establishes the size of the “dead-band” for the automatic control loop. The idea behind this value is to make sure that there is some extra KV available to preclude any misfires due to a sudden increase in demand on the plug. The default is 4KV, the user can experiment with this to optimize it for his engine and operating conditions.

This page is a repeat of the normal running spark delay page. This information and function is identical to the page used during normal run mode.

The use of this page has a slightly different purpose even though it shows the exact same information. This page becomes useful to determine what the “<5KV Delay Thr” delay parameter should be. The default is 190.0usec but it could be higher depending on harness length and plug type. By running the test fire mode most of the plugs should be operating under 5KV which will show on the Spark Delay page as a value in the range of 170-190usec. If any plugs show a delay equal to or slightly greater than 190.0 , the parameter “<5KV DelayTHr” should be changed to 2-3usec over this highest observed delay reading. This applies to the 230 series coils. If there is an open lead it should show up as a delay of >250 usec. There are some cases where the delay may fall between 90-130usec. This is also a very high or possible open secondary condition. For example, if a delay value of 191 is seen the user should reprogram the <5KV Delay Thr to 195usec

-Spark Delay- CH usec Cyl 1 xxxx.x (AA) 2 xxxx.x (AA) 3 xxxx.x (AA) 4 xxxx.x (AA) 5 xxxx.x (AA) 6 xxxx.x (AA) 7 xxxx.x (AA) 8 xxxx.x (AA) 9 xxxx.x (AA) 10 xxxx.x (AA) 11 xxxx.x (AA) 12 xxxx.x (AA) 13 xxxx.x (AA) 14 xxxx.x (AA) 15 xxxx.x (AA) 16 xxxx.x (AA) Normal Low: xxx Normal high: xxx Short Secondary: xxx Open Secondary: xxx Short Primary: xxx Open Primary: xxx

This is the main menu that is reached by pressing F1 from the Operator page. It allows the user to get into the two modes other than used for normal running, the Diagnostic mode and the Programming page(s).

- MPI Main Menu – F2- Operator Page F3- Diagnostic Mode F4- Programming Page

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5.0 Preliminary System Checkout This checkout procedure should be followed upon completion of new installations or after any major re-work of the ignition system such as installing new coils or wiring etc. The checkout of the system is accomplished by successful completion of the following:

1. Power Connection Check 2. Panel/firmware verification 3. Engine program data verification 4. Firing Order and KV measurement check 5. Crankshaft/Camshaft sensors and alignment 6. Dry crank (no fuel) ignition ON verification 7. Idle test 8. Testing shutdown devices 9. Full load test

5.1 Power Connection Check Prior to applying power, the 24volt DC power wires should be verified they are connected correctly. Reverse polarity protection exists to protect the electronic components but if the positive 24volt wire is connected to the 24 rtn or ground it may result in damage to the ground traces. If the wiring is satisfactory apply power to the system and verify the standby current drain is less than 1.0 amp. The display will take approximately 10 seconds to power up and begin communicating with the SPM. The first operator page should be showing and the system should be in the Standby mode. If the panel and SPM are not communicating as evident by no data showing in the parameter fields, open the door and check both ends of the panel data and power cables. Also check the SPM power indicator LED for fuse FU5 on the User I/O module. If the indicator is not lit check the fuse FU5 for continuity. If the display is not showing any information at all, it is an indication there is no power on the panel itself. Open the door and verify that power is applied to the box by observing various LEDs are lit. Verify the panel power indicator LED for FU4 is lit. If it is not lit check the continuity of FU4. If all appears to be working as evident by the functional display proceed to the next step. 5.2 Panel/firmware verification This action is performed with power applied. The user should scroll down the first operator page and note the Model: parameter is displaying the correct model i.e. MPI-16 or MPI-8. If the panel shows “WRONG MODEL!” either the panel file is for the other model type or the SPM firmware is incorrect for the type of unit it is. It is easy to verify the unit is a –16 or a –8 by looking at the SPM mounting plate and noting 2 large storage capacitors are used for a –16 or a single capacitor if its an –8. If the panel shows “WRONG MODEL!” and the panel file is for an MPI-16, and the unit is an –16 unit, the firmware that was programmed into the flash memory was for a –8 model. This can happen in the field in an attempt to upgrade units. It is highly unlikely this was done at the factory since the unit undergoes extensive testing. The correct panel file and firmware version for the specific unit can be found on the test data sheet that was sent out with the unit from the factory.

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5.3 Engine Program Data Verification

After the engine data is entered and saved a double check should be made. Ideally, a different person than the one who did the programming should do this.

5.4 Firing Order and KV measurement check

This procedure verifies that the primary harness is wired to provide the correct firing order. As part of this check the KV measurement capability can be verified as well.

The firing order test consists of using the diagnostic test fire mode, this means the Ignition Enable input must be open circuited during this test and the fuel supply should be shut off.

Procedure:

Step 1. With the test fire mode off, pull the spark plug wire from cylinder #1 spark plug. If it’s an integral coil or a flange mount where there is not spark plug wire, pull off the primary harness connector. For remote mount shielded coils the spark plug wire or primary connector can be pulled off. Make sure the tip of the lead is at least 3’ or more away from the head or any part of the engine.

Step 2. With hands free and clear of the lead, turn the test fire mode ON and observe on the Spark KV page that the KV reading for cylinder # 1 shows a diagnostic message on Channel #1. If the plug wire is off an “Open Sec” or “>30KV” message will be displayed. If the primary connector was pulled off, the display should show “Open Pri. All of the other channels should show a numeric KV reading or “<5KV” message.

To check for the normal operation of the KV measurement feature, turn the test fire mode OFF and have an assistant situate the plug wire so there’s about a ¼ - ½ inch gap from the tip of the lead and the cylinder head. Make sure to position the lead so that it doesn’t wander away from this position. TO AVOID SHOCK, DO NOT HOLD THE WIRE BY HAND WHILE TESTING. There is enough energy to cause a moderate muscular contraction if shocked. Re-start the test fire mode and observe that a spark is jumping across the gap that was made and that a numeric KV value, instead of a diagnostic message is now displayed on the panel for Channel #1. The value can be anywhere from 10KV to 20KV and it may vary during this test. As long as a numeric value is being shown most of the time, the KV measurement feature is working. After observing this for a few seconds the test mode can be turned OFF and the next step can be performed. No further testing needs to be done for the KV measurement verification.

If there is no plug wire to remove, the KV measurement check will have to be done with the engine running in subsequent testing.

Step 3. With the test fire mode OFF, put the plug or coil wire back on cylinder #1 spark plug and pull off the lead from the plug or coil on cylinder # 2. Keep this lead far away from the head so there is no possibility of a spark jumping to the head.

Step 4. Re-start the test fire mode and observe which channel the “Open sec” or “Open pri” message now appears. This message should show up on the channel # according to the position cylinder #2 fires in the sequence (order). For the sake of this discussion, assume the engine’s firing order is (1,12,7,14,2,13,3…..). The primary harness lead assigned to this specific cylinder is the correct one if the diagnostic message caused by removing the plug wire or primary connector from cylinder #2 shows up on Channel 5 in the display. (Note: For an MPI-16 controller, the wire in the primary harness that connects to Channel 5 output, is [A,B,C,D,E,F,G… ] pin “E”. Therefore, pin E should be connected to the coil(-) terminal on cylinder #2. For an MPI-8 controller, every other pin is connected to the output channels, therefore Channel 5 would be connected through pin [A,C,E,G,J,L…] “J” in the harness, therefore pin J would be need to be connected to the coil(-) terminal of cylinder #2.).

It is important to know the cylinder ID according to the engine manufacturer’s specification. Some manufacturers identify cylinders sequentially along one bank. Other manufacturers identify cylinder numbers in a sequence that crosses over the block so that one bank contains all of the odd numbered cylinders and the other bank contains the even numbered cylinders.

If it is determined that the message shows up on the correct channel according to the engine’s firing order, then proceed on to step 5. If not, inspect the primary harness connections for correct wire-to-cylinder assignment. One common mistake made is the assignment of pin A to cylinder

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#1, pin B to cylinder #2, pin C to cylinder #3 and so on. The controller does not know the firing order, it is not programmed into the unit. The controller always fires the same sequence for all applications, i.e. MPI-16 controllers fires pins A,B,C,D etc. MPI-8 controllers fires the sequence pin A,C,E,G,..).

If the user has programmed the cylinder ID column according to the firing order, the actual cylinder being tested should match with the cylinder ID. For this example the cylinder ID for Channel 5 should contain a numeric “2”.

Step 5. With the test fire mode off, pull the lead for cylinder #3 and re-instate the lead on

cylinder #2. Step 6. Re-start the test fire mode and observe which channel displays the diagnostic message

For this example, the message should show up on channel 7, because cylinder #3 is suppose to fire 7th in the firing order. The cylinder ID field on the same line as Channel 7 should have a “3” in it. Proceed with this procedure until all cylinders have been verified.

5.5 Crankshaft/Camshaft Sensors and Alignment Check. The verification technique for crankshaft and camshaft sensors depends on the crank method

used. With this in mind the checkout procedures are defined for each method independently. 5.5.1 Ring gear method.

This method normally employs 2 mag pick ups on the ring gear for PIP and 1/REV signals and a camshaft sensor for CAMREF. This test assumes that the MPI dual hall-effect sensor is used.

Step 1. 1/REV position check.

This check verifies the 1/REV signal will occur within a few degrees of TDC #1. Align the engine so that the TDC #1 mark on the flywheel is lined up with the timing pointer. Observe the 1/REV target (hole or stud) is under or nearly under the 1/REV sensor’s head. If it is, proceed to step 2. Final calibration (dial-in) can be done with the engine running. As long as the 1/REV is within a few degrees of tdc #1, the engine should run at idle speed without any difficulty. While it is running the 1/REV position can be adjusted so that the timing light strobe indicates the timing is the same as what is displayed for timing in the display.

If it is not, determine the number of degrees of crankshaft rotation required to position the target under the head and use that number for the 1/REV Position parameter. Also note if target was retarded i.e. coming toward the sensor or advanced (already past the sensor) when cylinder #1 was at tdc. If the target was retarded make the 1/REV Position value negative, if it was advanced leave the sign character blank and it will be used as a positive value. Step 2. 1/REV-CAMREF alignment check.

There are 2 checks for this alignment, one is a static check and the other is a dynamic check. Both are outlined here. With 24volts applied, select the I/O page within the Operator page group and position the display window so that the CAMREF parameter can be observed. It should show that the CAMREF is HIGH if the target magnet is not under the sensor head.

Bar the engine over in the normal direction slowly until the CAMREF display changes from HIGH to LOW. The target should be somewhere under the sensor head, it will not be directly under the center because the sensor will “pick up” the target before it becomes directly in line under the center of the sensor head. At this point, observe the 1/REV target (hole or stud) and verify it is near but not yet under the 1/REV pick up. If it is already under the 1/REV sensor head or by it the CAMREF signal transition from HIGH to LOW may be too late during normal cranking or running speeds.

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Continue to bar the engine over until the CAMREF signal displays a HIGH again and observe that the 1/REV target has gone by the 1/REV sensor while the CAMREF signal was in the LOW state. If it has then the 1/REV signal will occur while the CAMREF signal is low and this is the correct order of events. If the 1/REV target is still under the 1/REV sensor head when the CAMREF has gone back to the HIGH state it is possible that the 1/REV signal will not occur within the CAMREF window. If the 1/REV signal is timed according to the first step of this procedure, any corrections to get the 1/REV to occur with the CAMREF window need to be made by shifting the CAMREF signal and not the 1/REV.

The 1/REV-CAMREF alignment can also be checked dynamically. During the cranking of the engine the system measures the angle between the leading edge of the CAMREF signal, which is normally a high-to-low transition, and the selected edge of the 1/REV signal (Polarity selection). Then it measures the angle between the 1/REV signal edge and the trailing edge of the CAMREF signal, which would be normally a low-to-high transition. These two angles, in degrees are available to see on the Shutdown-Alarms page. The leading edge value should be a positive number to indicate that the leading CAMREF signal is advanced (occurs before) with respect to the 1/REV. The CAMREF trailing edge value should be negative to indicate that the trailing edge of the CAMREF is retarded (occurs after) with respect to the 1/REV signal.

If the polarities of these two values are the same then the 1/REV is occurring outside the CAMREF window. If the polarities are reversed, i.e. a negative leading value and a positive trailing value, this indicates the CAMREF polarity is not programmed correctly. Step 3. The PIP signal check.

The PIP signal check is done by cranking the engine, without fuel, for a period of a few seconds. The cranking period should be long enough so the engine gets up to maximum crank speed and a several revolutions occur before it is shutdown. At the end of this period the PIPs Counted parameter on Shutdown-Alarms page indicate how man PIP pulses were detected between 2 consecutive 1/REV pulses. This value should be within 1-2 counts of the PIPs programmed value below it. If it is, then proceed to the next step. If the count is significantly different the engine will not start. The usual problem is the count comes up short due to a too large of a gap between the PIP sensor head and gear teeth. Another possibility is the occurrence of an extra 1/REV pulse that was due to an unseen hole in the flywheel. The extra 1/REV will cut the count short before a complete revolution is made.

5.5.2 Crank Disk Method

The crank disk method employs a trigger disk mounted on the crankshaft of the engine as well as a camshaft sensor. The disk has a dual hall-effect sensor that provides both the PIP and 1/REV signals. The CAMREF signal is generated by a second dual hall-effect sensor.

1/REV Position check: The 1/REV signal position is checked in a similar

fashion as was done in the ring gear method. The engine should be barred around to TDC #1 compression. The magnet marked by the letter “R” stamped on the disk should be directly under the sensor. If it is not exactly centered the user can elect to proceed and once the engine is running the 1/REV Position parameter can be used to correct any difference between the actual and displayed timing.

1/REV-CAMREF alignment check: With the 1/REV magnet directly under the sensor the camshaft target magnet should be under the CAMREF sensor and the display of the CAMREF parameter should be “LOW”.

The alignment can be check dynamically by observing the CAM leading and trailing values as discussed in the ring gear checkout procedure.

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PIP Checkout: The PIP signal check for the trigger disk consists of cranking the engine and observing PIPs Counted parameter. If it matches the PIPs Programmed value then this check is complete and the user can move to the next step in the overall checkout.

5.5.3 CAM Disk Method The CAMDISK provides the PIP and 1/REV signals, no CAMREF is used since the

disk is camshaft mounted. 1/REV Checkout: The engine should be barred over to TDC#1 compression stroke. The

magnet with the “R” stamped next to it should be directly under the sensor. The north pole output should be driven to a low state that can be observed with a voltmeter across the 1/REV and adjacent SIGRTN pin on the USER I/O board. If there is some small amount of misalignment it can be corrected by using the 1/REV Position parameter.

PIP Checkout: As with the other methods, the engine should be cranked without fuel for a few seconds and the “PIPs Counted” parameter compared to the “PIPs Programmed” for equality.

5.5.4 NO Cam RG ( no cam ring gear i.e. camless)

This method relies on detecting the compression stroke by test firing coils immediately after the engine starts cranking. Since there is no CAMREF signal there is no alignment check. Only the 1/REV and PIP signals are checked. Also the CAM Test Count or “score” is checked. This procedure discusses how to make adjustments to some of the critical parameters that control the compression detection process.

1/REV Check: The engine should be barred over until the engine is at TDC #1 (compression or exhaust). The 1/REV target hole or stud should be under the sensor. If it’s within 15 degrees either way the 1/REV Position parameter can be used to indicate where the 1/REV signal occurs. The engine can be run and while running the user can set the 1/REV Position parameter to make the timing measured by strobe light equal to the timing displayed. If the 1/REV position can be determined by other means such as by the marks on the flywheel, an initial value can be set for the 1/REV Position and fine tuned later while the engine is running. The 1/REV Position parameter should be set to what the actual position is of the signal with respect to top dead center cylinder #1. If 1/REV is retarded the sign of the 1/REV Position value should be set to negative. If advanced, just the value alone is set.

PIP Check: The PIP signal should be checked by cranking the engine for a few seconds and verify the PIPs Counted and PIPs Programmed parameters are equal.

Compression detection check: Since the KV measurement capability has been checked in a previous step, the following discussion assumes the KV readings are valid. This discussion also assumes that the user has programmed the relevant parameters.

Step 1. Crank the engine long enough to see the display show IGN ON or Shutdown on the first operator page.

Step 2. Scroll over to the CAM Test Page. Note the CAMTestScore and verify if it is satisfactory. The score needs to equal or exceed the value of CAMTestThresh. If the score is equal or only 1 or 2 counts over this threshold the user should make steps to increase the score. The CAMTestThresh value should be based on the number of cylinders. We recommend a value that is half of what the perfect score would be. For example, if the engine has 12 cylinders the best score achievable is 6(1/2 the # cyl) x 3 (max score per cyl) = 18. Half of this is 9 therefore the CamTestThresh should be set to 9. It does not have to be set to 9 it is our recommendation. Obviously if it is set for 19 or higher the IGN parameter would never come on.

If the CamTestScore for this example is in the range of 14-18, no changes are recommended. For a score that is marginally successful, i.e. from 9-14 the user can do several things to improve it. First check through the 12 readings shown on the CAM Test Page. These are the time delay values that are used. We do not go through KV algorithm since the raw time delay data provide what is needed. For each cylinder tested the delay values of consecutive revolutions are compared. If a contiguous pair differs by more than the CAMTest

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value, the system increments the score. If the score is low note the values displayed and see if they differ by something close but not quite what the CAMTest is set for. The factory default is 8.0 usec which will translate to 4 KV @ 230 V primary. If the data is 6-7 usec apart this may be due to new plugs or low compression. Low compression could be due to a cold engine block, worn rings etc. But if the data is alternating in value and the pattern consistently repeats for the three cylinders then the CAMTest parameter should be lowered by 1-2 usec. It is not recommended to reduce the CAMTest value lower than 6 usec. The idea is to require strong distinction between test firing delay values.

The timing can have a large affect on the readings. We recommend that the timing is retarded from normal run timing during the cranking cycles. The retarded timing will occur with more pressure built up in the cylinder than at more advanced positions. Plus the engine will turn over easier once the fuel is applied and combustion begins. Retarding the timing will produce less combustion pressure before tdc compression. We recommend the timing be set to the range of 10-5 degrees btdc. Use the timing curve to advance the timing as soon as the rpm leaves the cranking range and starts to ramp up.

Finally, look for any delay values that exceed the <5KV Delay Threshold (190 usec default). If one or two values are 191-192 the parameter can be changed to be higher than the highest reading seen. If there are more than 2 readings showing a higher than 190 usec there may be another problem. If there are several readings over this value it could be due to improper firing order, which should have been checked before this point. Also the timing could be significantly off which would also cause these kind of readings, but the 1/REV signal should have been checked for proper timing during a previous check step.

The system will insert a value of “20” into the test data if a delay of <190, >130 is read. This is the normal <5KV condition that occurs regularly for exhaust stroke firings. After the engine has been cranked the data on the CAM Test Page is saved for viewing. It will clear if the Alarm Acknowledge switch or function key is pressed.

The system will change the IGN parameter from OFF to ON if the CamTestScore exceeds the CamTestThresh value.

Note: For applications where integral coils are used the parameter “<5KV DelayThr” is not used. The various delay values for diagnostic checks are hard coded.

5.5.5 No Cam CD (no cam, crank disk)

This method employs a crank trigger disk to provide the 1/REV and PIP targets. 1/REV Check: The engine should be barred over to tdc#1 (compression or exhaust). The 1/REV magnet marked with the “R” should be under the sensor. PIP Check: The PIPs are checked by cranking the engine for a few seconds and noting that the PIPs Count parameter matches the PIPs programmed value. During this crank test the compression detection readings can also be checked. Compression Check: The ability to detect the compression stroke is outlined in section 5.5.4.

5.6 Dry run test At this point the system is ready for a test crank without fuel to verify that the ignition comes

on. The user use a timing light to ensure the firing angle is correct for cylinder #1. If the firing order has been verified as outlined above there is no need to check all cylinders with a dry run.

If the ignition comes on as planned, proceed on to the next test.

5.7 Idle Run Test The purpose of this test is to verify the timing before loading the engine. Enable the fuel and perform normal starting procedures. After the engine reaches idle speed

the user should check the timing. If there is a disparity between the strobe light and displayed timing value the 1/REV Position parameter should be changed until the two agree. This can be done while the engine is running. Once the parameter is set, the user can scroll over to the RUN TIME SAVE page and press F3 to tell the system to save the changes made. The system has to wait until the engine is stopped and the system is in standby before it can re-program the flash memory with the new data.

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While idling most of the KV readings may show <5KV. This is normal because of the low pressure in the cylinder at the timing point and because of the fuel added. Fuel tends to reduce the breakdown voltage of the plug. Under load, the additional air and higher cylinder pressures raises the breakdown level even though more fuel is also added.

If the timing looks good and the strobe light and display agree move to the next step.

5.8 Testing Shutdown Devices Testing for proper operation of shutdown devices and annunciator responses is system

specific. In general, a fault should be generated and the correct sequence of subsequent events verified. If the MPI shutdown relay is used, a fault detected by the MPI should be simulated and the relay will activate. One simple fault simulation is to disconnect the pick up connector on the PIP sensor if it is a 2-pin passive. A PIP count error should occur. If the powered dual hall-effect sensor is used it should not be disconnected with power applied. For this case one easy method to generate an MPI shutdown is to temporarily program the overspeed rpm so the engine can exceed it.

5.9 Full Load Test

After all of the above tests are completed the engine is ready for full load. Once the load is applied the user should check the exhaust temperatures, if possible, for any abnormal readings. The KV readings should be checked for normal readings. All plugs should be firing in a readable range, typically the KV readings will range form 15-25KV for most engines under full load. If there are new plugs in the engine the readings may be towards the 15 KV side of the scale and for high time plugs the readings will tend towards the 25 KV side.

The timing should be checked on last time for agreement with the display and for stability.

6.0 Troubleshooting Guide

General Information: The field repair is limited to module replacement by qualified personnel. All module repair will be performed at the factory. Problem #1. Engine will not start. Check for proper 24 volt power. Does the IGN:xx parameter come on? Yes: This means the system is satisfied with the PIP Count and compression detection if a camless method is used. Check fuel supply. Check for Tank Voltage Check if the plugs are actually firing using a timing light as an indicator. Also use the off-line test fire mode to check for good spark. Check for correct CAMREF polarity. If the CAMREF polarity is wrong the system will be trying to start on the exhaust stroke. Check the harness wiring for correct firing order. Check for proper 1/REV position. No: The IGN:xx parameter stays OFF. Check for an error code. If there is no shutdown error code check the Mode parameter during cranking and see if it changed from Standby to Cranking. If the 1/REV pulse is missing but PIP pulses are being read, it will display “No 1/REV”. If there is an error code check the error code causes.

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Problem #2 Engine fires, runs to idle speed then shuts down.

Check for an overspeed error, if set, check the overspeed rpm setpoint and the persist time. The persist time should not be set to 000 the default is 0.5 sec. The usual cause for this is the governor’s inability to prevent overshoot at light loads. This is due to the relatively low quantity of fuel, which will require large movement of the governor to correct the speed. If this is the case the overspeed rpm can be set higher and/or the persist time can be lengthened to allow time for the governor to settle.

Problem #3 Engine idles ok but will not hold load. Check tank voltage, a low tank voltage provides a lower spark energy which may be too low for full load. Check for timing accuracy. Should be within 1-2 degrees of the desired setpoint. Check for adequate fuel flow. Check the KV page for normal readings.

Problem #4 KV readings are not working If the engine is running normally and under some load the KV readings should show a numeric value for most of the cylinders. If they all show an incorrect diagnostic message the following should be checked. Check for correctly selected coil series.

Check for the correct calibration for the pot R99: the voltage on the wiper (C79-R102 common node) should be 3.8-4.0 volts dc for 230 series coils and 7.0-8.0 for intergral 150 series coils.

Check sense lead wiring. Check the signal polarity is negative for any signal sourced by the MPI dual

hall-effect sensor.

6.1 Error Messages There are two types of error messages, shutdown and alarm. Shutdown messages appear in the first parameter line on the Shutdown Alarm page. Only the first detected shutdown error message is logged when a shutdown occurs. The ignition will shutdown when an error message is displayed on this line. The next three lines contain alarm messages. Alarm messages will display “warning” if the specific alarm is not critical enough to warrant a shutdown. For critical faults detected that warrant shutdown of ignition, the system will post the alarm message as well as a shutdown message. Both alarm and shutdown relays activate on a shutdown event. The shutdown message will remain in the display until the engine is cranked on the subsequent start up. The following list of error codes below are described and also the recommended actions to be taken to clear them. Shutdown Error Messages: 1. PIP Shutdown: This message indicates that the absolute difference between the actual

PIPs counted and the PIPs programmed have exceeded the number of counts set up by the PIP_Run_Tol. If the engine is below the crank run rpm, the PIP count error will cease ignition but not latch the shutdown. The system will re-commence firing the coils if the PIP count error falls within the acceptable limits. If this message appears after a shutdown the user needs to determine if the problem is with the PIP sensor or the 1/REV sensor. The message indicates the PIP Count is out of acceptable limits. The PIP count is the number of PIP events counted between successive 1/REV events so the error message is the results of the combination of the two signals.

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The user should not automatically assume the PIP Shutdown is solely the responsibility of the PIP sensor. Corrective Action: The user should check the sensor(s) for correct gap. Also the sensor head should be checked for the presence of metallic debris it might have pick up over time. The 2-pin pick ups are especially prone to doing this. The dual hall-effect does not have a magnetized head so it will not hold ferrous debris on its face. Another check point is to note if the errant PIP count tends to repeat itself. If so, this points to the strong possibility of the generation of an extra 1/REV signal somewhere the PIP target matches the count. For example if the PIP count repeats say a 27 for a 136 tooth ring gear, look near the 27 th tooth for something the 1/REV could be picking up.

2. Per Rev Shutdown: This message is the result of missing a 1/REV pulse. This check is performed by detecting a PIP counter has exceeded the number of PIPs per rev that was programmed into the unit by 10 counts. Corrective Action: The greatest probability of failure here is with the 1/REV sensor and related wiring. It is possible that the PIP sensor had provided and extra amount of pulses but this is not the usual cause for this message.

3. CAMREF Shutdown: As the message implies, it means that the CAMREF signal is missing or out of alignment. Corrective Action: Check for CAMREF alignment. Check the sensor gap. Check the CAMREF parameter statically as outlined in the check out procedure.

4. Overspeed Shutdown: As this message implies, the engine rpm exceeded the overspeed threshold and remained over this threshold for the length of the persist time parameter. Corrective Action: The overspeed threshold might be set too close to the operating speed or the persist time is too short. There needs to be some leeway for the lag inherent in all governors. It is left up to the user to balance these parameters to provide the kind of protection desired. Note that the rpm measurement used for this check is based solely on the 1/REV pulse interval measurement.

5. Reset > Crnk Shutdn : This message indicates the when the 24 volt supply was turned on the system detected the engine speed was over the crank/run threshold. This would happen if the engine was running normally and the 24 volt supply was turned off and back on again basically the power was cycled. Another cause could be a very large power transient due to something that drew a large amount of current form the 24 supply being used to power the MPI. Corrective Action: Not much can be done unless this is a persistent occurrence. If persistent the user should consider using a different and cleaner source of power. To date this error message has yet to be encountered.

6. IgnEn Input Disabled: This message indicates that the Ignition Enable Input was asserted which will generate this shutdown. This is the normal response to grounding the U Lead as the means of shutting down the ignition though an annunciator or other CD powered device. The IGN Enable Input may also have a switch or relay contact wired to it, which will also generate this shutdown if the contacts close. Corrective Action: None required if it is the normal operating procedure.

7. Comp/Exh Detect Flt: This message short for “compression/exhaust detection fault” is generated if the system is programmed for a camless method and during a start attempt the CamTestScore was not high enough to start. Corrective Action: This subject is discussed in several separate sections of this manual and the user should familiarize himself with these as well. The proper corrective action depends on what the data shows on the CAM Test Page. If the data shows any delays

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greater than 190 usec, this needs to be resolved. If just slightly higher than 190 usec then the <5KV DelayThr should be raised to 1-2 usec over the highest delay value displayed. If the highest delay is significantly higher, by more than 5 usec, this points to possible problems with the firing order or timing disk. If too many readings show “20” usec this indicates the KV readings on compression are too low which could be due to fouled plugs or a timing advance that has the test firings occurring too soon before the cylinder pressure has had a chance to build up. If the data shows no KV readings at all, i.e. all 0.0 or “20” usec the measurement of the diagnostic signal needs to be tested. This is done by pulling a plug wire off and creating an open air spark of ¼ - ½ inches. Then the test fire mode is used to check for a normal KV reading. If the reading is not showing between 10-20KV then the signal needs to be looked at with a scope to determine if there is a problem with the signal itself or in the interface electronics. Also there is a potentiometer on the SPM board that may have been incorrectly adjusted. To check the pot, put a DC voltmeter or scope on C79-R102 common node. The reading should be 3.8-4.0 volts for the 230 series coils and 7.0-8.0 volts for the integral 150 series coils.

Warning Message: The warning messages include the shutdown set of messages and some other internal diagnostic messages. The set of messages that mimic the shutdown messages need not be repeated. The addition internal checks are:

1. Battery Low: The system reads the input supply voltage and if it drops below the programmed threshold, default is 20 volts, this message will be put in the 3 deep que. Depending on the circumstances this may not be a major concern. Often if starter batteries are used to power the MPI, the terminal voltage can drop below 20 volts during initial crank. This is not cause for major concern. But if the engine is running along and the input supply voltage is steadily declining it could mean the supply is losing output or the system is on battery only, no charger, which will eventually result in a power shutdown. The heart of the MPI system will operate with as low as 12 volts supply, the display however will go off at 18 leaving the user blind to what is going on.

2. AtoD Ref Volt Bad: This message indicates the internal reference voltage used for all analog readings is out of spec. The unit should be replaced.

3. SchA/B 4/20mA Low: If either the CHA or CHB 4/20 ma schedules are programmed and the current level drops below the programmed threshold, this message is displayed for the corresponding channel.

7.0 Firmware Release History

This section provides short descriptions of major changes in the SPM firmware over the past year. Version Date of Release Change Description 2.51 11/11/00 Base release inc KV measurement 2.53 12/17/00 Improved CAM alignment meas. Fixed known bugs 2.63 2/17/01 Added Integral coil map Added “No 1/REV” check Made <5KV threshold programmable Added KV Off mode for non-MPI coils Fixed known bugs 2.67 10/08/01 Changed Rolldown to CrankRun rpm Added Auto mode time delay Fixed known bugs

2.70 tbd Added second modbus port

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