24 months Warranty
http://www.ecumaster.com/pobierz/det3/det3_features_en.pdf
__________________________________________________________________
Client for Windows 1.25 (300kb)
http://www.ecumaster.com/pobierz/det3/EcumasterDET3_1_25.exe
_________________________________________________________________
User manual (800kb)
http://www.ecumaster.com/pobierz/det3/Digital%20ECU%20Tuner%20III%20-%20Manual%20English.pdf
_________________________________________________________________
Fuel Implant - client for Windows 1.30 (300kb)
http://www.ecumaster.com/pobierz/det3/EcumasterDET3_FI_1_30.exe
__________________________________________________________________
Fuel Implant - user manual (500kb)
http://www.ecumaster.com/pobierz/det3/Digital%20ECU%20Tuner%20III%20-%20FIT%20Manual%20English.pdf
__________________________________________________________________
Digital ECU Tuner 3 is the most popular and best type of device "piggy back" on the market. Due to its features and a very attractive pricing, has gained a large group of satisfied customers.
To properly work with the DET3 device following minimum is required.
FUEL DELIVERY
Digital ECU Tuner 3 is capable to influence fuel delivery in several ways. The first one is to modify
MAP or MAF sensor analogue signal. The device is able to change signal in step of 0.005V. This fact
as well as internal signal interpolation allows incredible control over fuel delivery. The second
possibility is to adjust frequency of MAP/MAF sensors with resolution of 1Hz. Other alternative is to
use additional injectors controlled by 3D table based on RPM and user defined load. The last option
is to direct control injectors opening time using both high current outputs. This feature allows to
control injectors with extremely high flow and will be available soon.
IGNITION ANGLE CONTROL
Device is capable to alternate ignition timing in wide range of ignition systems. Due to the state of
the art ignition input, device is able to modify inductive signals form VR sensors (differential and
single ended) with adaptive threshold and true zero cross detection as well as unipolar signals
common for Hall and optical sensors. Moreover the device is able to control ignition amplifier driving
signals (dwell time is considered). Actually Digital ECU Tuner 3 supports most common ignition
patterns like 60-2, 36-1, 36-2, Multitooth, Ign modules signals, EDIS SAW signal. Due to
upgradeable firmware new patterns will be available soon.
BOOST CONTROL
Using 3 way selenoid and one of PWM 3D table, the user is capable of controlling boost
(selenoid DC) vs RPM vs user defined load and 2 correction tables (eg. TPS scaling).
Using VSS signal there is possibility to scale boost according to vehicle speed. PID
controller based Boost Control will be available soon.
DIGITAL SIGNALS
Using digital input, user has wide range of tools to influence frequency of the signal. The signal can
be modified using 3D table (load vs RPM) in additive or non linear additive way. The range of
supported frequency is 1Hz-4Khz, what is enough for most signals that can be found in automotive
industry (MAP, MAF, VSS). Signals can be clamped for minimum and maximum frequency. Digital
input can be used as load or correction what opens new possibilities in car tuning (like speed
dependent boost, frequency MAF based load, etc.)
TABLES
Device has four 16x16 tables (load vs RPM) for fuel modification, PWM and ignition. Each table has
additional two correction tables 16x1. All table's values are interpolating according to load and
RPM value what gives very smooth control over the engine. Tables can be modified in real-time
when the engine is running, so tuner is able istantly to see what is the engine response. Load can
be assigned to any analogue input as well as for frequency one. Due to integrated DataFlash there
are two set of all maps. The user can switch them using Map Switch input. The switch time is less
than 5ms and doesn't influence engine running. This feature is very usable for different fuel types,
different boost settings, etc. Tables also can be covered with AFR (each cell has corresponding AFR
value from log).
MAF TO MAP CONVERSION
The device has unique feature that enables automatic conversion between
MAF sensor and MAP. Based on logged data during learning process the device
generate output 3D table that convert MAP sensor voltage to appropriate
level for given engine load. This feature works for analogue MAF as well for
frequency one (using analogue MAP sensor). This feature is very useful in cars
where MAF sensor is an orifice. It allows also using atmospheric BOV valve in
turbo cars equipped with MAF sensors.
DATA LOGGING
Digital ECU Tuner 3 has a very powerful data logger. Logger is the main tool used for perfect
mapping of engine. Each parameter like RMP, analogue inputs, accumulator voltage, PWM, ignition
angle, all outputs are recorded and the can be used for further analysis. Log can be save to file and
send to techsupport when there are any problems. Data can be retrieved by Windows Client or
stored into internal DataFlash (up to 16 hours depending of required logging frequency). It is
extremely important in sport events, where data can be analysed after each race.
To make reading logs easier, user can assign appropriate scale to each signal. Due to this fact user
can see AFR, kPa, percents, etc. instead of Volts.
ROAD DYNO
During mapping engine, it is important to have a tool that can indicate if we
go into right direction. Using road dyno we can compare car performance
during mapping and we can analyse power and torque according to absolute
pressure, AFR and other logged parameters.
LAUNCH CONTROL
This feature is very important in racing and drag racing cars. User can define RPM limit, ignition
retard, and fuel enrichment for launch control procedure.
PARAMETRIC OUTPUT
Digital ECU Tuner III has a parametric output (4A) what can be activated when user defined
condition is meet. As condition variables can be used all device inputs.
ROAD DYNO
During mapping engine, it is important to have a tool that can indicate if we
go into right direction. Using road dyno we can compare car performance
during mapping and we can analyse power and torque according to absolute
pressure, AFR and other logged parameters.
FUEL IMPLANT TECHNOLOGY
Fuel Implant technology is unique feature of Digital ECU Tuner 3 device. It turns the device into
fuel Stand Alone system! DET3 directly controls injectors (batch or bank fire) calculating fuel dose
based on Speed Density or Alpha-N algorithm. Due to this unique feature it is possible to take full
control of fuelling, disabling ECU autoadaptation. Fuel Implant technology simplify modification by
allowing main ECU controlling tasks like idling, ignition timing (ignition angle can be modified by
DET3 device), fuel pump relays, etc. DET3 in stand alone mode shares sensors like IAT, CLT with
main ECU what decreases installation costs.
There is very advanced implementation of Speed Density algorithm with all required parameters like
acceleration enrichments, warmup enrichment, afterstart enrichment, barometric correction, etc.
Due to this fact modified engines are drivable as well as factory ones.
TECHNOLOGY
Digital ECU Tuner 3 is fabricated using highest available SMD technology and automotive grading
electronic parts. The device complies EMC requirements and ROHS directive. Each device before
shipment is tested in low (-25C) as well high ambient temperature (60C). Due to this fact and
high quality design with advanced input / output protection circuit, there is 2 years warranty for the
device.
TECH INFO
Analogue signal modification
with resolution of 0.005V
2 high current outputs (4A
each)
Adaptive VR sensor input with
true zero cross detection
Reverse polarity protection
Overvoltage protection
8Mb DataFlash
20MIPS CPU
+5V output for external sensors
USB port communication
PACKAGE
1 x Ecumaster DET 3 unit,
1 x USB cable,
1 x connector with 20 pins
1 x pack with resistors that can be useful during installation
Software and newest firmware is to download from producers site
List of avaiable wiring diagrams:
BMW E30 325i, Bosch Motronic 1.1/1.3