Deprecated: Methods with the same name as their class will not be constructors in a future version of PHP; plgSystemNiceUserInfoLite has a deprecated constructor in /home/ddsystem/public_html/perfectpower.com/plugins/system/niceuserinfolite/niceuserinfolite.php on line 28
SMT6 Developers Manual - Developing a Piggy-Back Application

SMT6 DEVELOPERS MANUAL

Perfect Power Online Manuals.

 

Support for your SMT6 Unit.

DEVELOPING A PIGGY-BACK APPLICATION

The SMT6 is shipped to end customers with a WIRING DIAGRAM. The purpose of this manual is to help a developer to develop such a wiring diagram for a particular engine, if it is not available from Perfect Power.

 

A copy of a blank wiring diagram template is included in the back of this manual, and must be filled out and returned to Perfect Power.

 

Manufacturers do not like the SMT, for obvious reasons. It adds "tune-ability" to the  engine, which in the wrong hands can damage the engine. Therefore, manufacturers PROTECT the engine against intrusion by the SMART TUNER. A developers is therefore faced with 2 challenges :

 

 

CAN THE SMT6 BE APPLIED TO THE ENGINE

 

This is a very technical decision, and requires knowledge of the standard ECU, electronic knowledge, and oscilloscope, patience, the wiring diagram of the  particular model, and a good understanding of the engine (ECU) theory.
Some engines you can't break in because the wires are protected. As the engine manufacturer designs new protection in, Perfect Power inverts the counter measure. There is a continuous updating of SMT models to take care of new model  cars. Therefore, this step confirms that the engine does not detect the SMT, and that  the input,output signals are compatible with the ECU. The items to watch for are : polarities, trigger level, drive impedance, balanced inputs and offset.

 

 

CAN THE SMT6 ACHIEVE THE DESIRED EFFECT

 

This depends largely on the desired effect one requires. Some engines are perfect, and there is nothing one can do to improve it. However, once the air filter, exhaust, or cams are changed, then the SMT can tune the engine to the new operating conditions. Assuming that the SMT can be applied to it (Step 1). Engines are very often not perfect, or can be improved easily. That is because the engine manufacturers have different design criteria. Sometimes engines are attuned to make them or the gearbox safe. Or they have to fall in a required performance bracket for tax purposes in a different country, or they are simple "Monday" cars, or the engine tolerances play up (or down), or a better fuel is used. The reasons are endless, and the price of the ECU, and its capabilities, play a major role. Any ignition modification may be counteracted by knock-sensor technology if it results in detonation. If a 50% increase in fuel is required (boosted engines), then it is very likely that the ECU will not allows this, because it was not designed for it. The extra fuel can be added with the EXTRA injector placed in the  air-intake.

 

We are often asked if the SMT violated the emission rules. Most countries have something against tuning the engine, and therefore the SMT is illegal. But this does not mean that it violates the emission standards.

 

To the contrary, it most of the time improves the emission, because the engine is perfectly tuned. Of course this must be verified with proper instrumentation (gas analyzer) and in the extreme cases certified by the authorities.

 

The SMT6 is a great tool to tune standard engines, and achieve small gains (5-25%) in power and/or fuel consumption. Best fitted to smaller engines which have less  protection, and are not well tuned.

 

The purpose of the SMT6 is to add tune-ability or accessibility to an otherwise sealed ECU without chip changes. The purpose of this manual is to facilitate this.

 

With the latest addition to the AFR display and the engine temperature input, it is not possible to tune the engine for economy applications and exceed the environmental specification.

 

The tuning (for whatever purpose) is not covered by this manual.

 

 

INSTRUMENTS REQUIRED

 

  • Normal workshop tools
  • A dual trace oscilloscope, preferred with storage
  • A multimeter
  • An oxygen (Lambda, AFR) Scanner (if the engine has not got one)
  • Resistors : 100 to 4K7, 1/4 Watt
  • A dyno is not absolutely necessary, but may help to iron out flat spots, or to hold the engine at a particular spot for some time.
  • A wiring diagram of the ECU connections is nice!