TF10 TECHNICAL MANUAL

Perfect Power Online Manuals.

 

Support for your TF10 Unit.

DETAILED INSTALLATION

SHOWING ALL ENGINE SIGNALS

Showing all engine signals is very helpful during wiring. Please refer to the LetRipp Windows Tuning Software Manual, which explains the PC/Laptop operation. You may have noticed that the TF10 starts operating as soon as the USB cable is connected. Although, the PC cannot drive your engine, it does provide power to the unit while the engine is OFF.

 

TF10 - Data Display Settings

 

In the LetRipp Windows Tuning Software with your TF10 connected, locate the "DATA DISPLAY" button and click on any of the items, which are of interest to you. Then tick the "SN" box (for Small Number display). This action makes the selected item visible on the screen.

At this point you may wish to delete any other display items, which you are not using and are only cluttering up your screen.

Here is a list of important connections for a detailed installation, and their pin locations :

 

Display Item Signal Pin
RPM +CB1, +CB1 8 of 12, 2 of 12
AMP (MAP) (Manifold Pressure) AMP (IN) 8 of 10
TPS (Throttle Position Sensor) TPS (IN) 4 of 10
ENGINE TEMPERATURE ENGT (IN) 9 of 10
AIR TEMPERATURE AIRT (IN) 3 of 10
ANALOG 1 INPUT ANA1 (IN) 1 of 10
ANALOG 2 INPUT ANA2 (IN) 10 of 10
ANALOG 1 OUTPUT ANA1 (OUT) 6 of 12
ANALOG 2 OUTPUT ANA2 (OUT) 5 of 12

 

 Most signals have two display options :

TF10 Turbo Fueller - Air Temp and Air Temp Input

1. The converted ENGINEERING value in Percent, BAR/LB, Degrees C/F. These readings require CALIBRATION, which associates the input reading to an output.

2. The RAW analog input voltage in the range from 0-5 Volts. This is the same reading as one would see by measuring with a multimeter.

For the time being, either one or both of these options can be displayed.

 

 

MEASURING RPM (MONITOR)

 

The RPM is very important. This is required for giving a "MAP DEFLECTION". The Main Maps have 16 x 24 sites, and a particular site is chosen by 16 throttle steps and 24-RPM steps. Once a site has been chosen (selected via TPS, RPM) the site value is applied to tune the engine.

 

The RPM should come from the CRANK sensor. Some engines have CAM sensors only. In this case, use the one which REPEATS TWICE in one CAM revolution.

 

The difficult part is to IDENTIFY the type of sensor you are dealing with (see engine crank signal classification) and you need to choose a suitable connection method (see ignition wiring for possible Crank and CAM wiring). This is a very important step, because the TF10 needs to understand the signals from the engine.

 

We suggest that you choose the CRANK TEE wiring for the first try. If you are  experienced in electronics and engineering, then choose the final wiring which will suit your requirements.

 

You can wire up the RPM in any of the following three ways :

 

IGNITION WIRING FOR RPM

 

The ignition can be wired up for two purposes :

  • To monitor the RPM
  • To modify the ignition (see ignition wiring)

 

It is recommended to wire up the MONITORING setup first, in order to get familiar with the LetRipp Windows Tuning Software, operate the injectors, perhaps also the boost control and analog modifications with a running engine.

 

Note : If the Ignition Modification is wired-in incorrectly, the engine will stop running.

 

After installing the TF10 using one of the wiring diagrams below, you will need to set up  the unit via the LetRipp Windows Tuning Software to show the correct RPM. This is done via the CONFIG, PARAMETER section.

The following parameters are important :

 

CYLINDER : Set as required
TEETH PER TURN: Set to the amount of teeth per crank turn, including any missing teeth!

 

TF10 - ShiftF1 - Parameters in the LetRipp Tuning Software

 

MONITOR RPM WITH LOGIC CRANK SIGNAL

 

TF10 Turbo Fueller - Logical Crank Signal Wiring

 

MODIFY RPM FROM BALANCED CRANK SIGNAL

 

TF10 Turbo Fueller - Balanced Crank Signal Retarding Wiring

Balanced Crank Signal Wiring Diagram

 

 

RPM CALIBRATION

TF10 Turbo Fueller - ShiftF7 - RPM Step

MEASURING THROTTLE (TPS)

 

 

The Throttle (TPS), together with the RPM, provides the main map deflection. The TPS can be swapped with the Manifold Pressure if this suits you. However, we suggest using the TPS in the conventional way, as explained below.

 

 

To do this, trace the TPS signal to a point where it is convenient for connection, and check it with a multimeter. You need to look for a low signal (let's say 1Volt), which gets progressively higher (lets say 4Volts) as you open the throttle (push down the gas pedal).

 

 

TEE the TPSIN (Pin 4 of the 10 pin connector) to the TPS wire (once you have correctly located it).

 

TF10 Turbo Fueller - Throttle Position Sensor Wiring

THROTTLE POSITION SENSOR WIRING DIAGRAM

 

 

 

TPS CALIBRATION

TF10 Turbo Fueller - ShiftF8 - TPS Step

In the LetRipp Windows Tuning Software, locate "CONFIG : TPS CALIBRATION" from the Menu and enter the closed and open throttle values obtained from the engine. The display is activated by clicking "Data Display" and highlighting the TPS % then ticking the "SN" block. This display helps you to see what the input is doing. Push the accelerator pedal to the floor and enter the value displayed into the upper calibration. Leave the accelerator pedal and enter the value into  the lower calibration. Click apply and the TPS should be calibrated.

 

TF10 Turbo Fueller - TPS in the LetRipp Tuning Software

 

 

MEASURING MANIFOLD PRESSURE (AMP)

 

In turbo installations  the manifold pressure is extremely important. In supercharger installations it is nice to have, but not as important.

The boost pressure is measured AFTER the butterfly; hence we call it manifold pressure. We have abbreviated this to AMP (Absolute Manifold Pressure), and some manufacturers use MAP (Manifold Absolute Pressure). It is important to use an AMP sensor, which spans the expected boost pressure. The sensor requires 5 Volts or 12 Volts, excitation and ground. Under normal atmospheric pressure, the output voltage should be 2 to 3 Volts.

Wire it up to the MAPIN (Pin 8 of the 10 pin connector), using the following diagram to guide you :

 

TF10 Turbo Fueller - Perfect Power MAP Sensor Wiring

AMP (MAP) SENSOR WIRING DIAGRAM

 

TF10 Turbo Fueller - AMP (MAP) Sensor Wiring

WIRING AN EXISTING AMP SENSOR

 

 

AMP CALIBRATION

TF10 Turbo Fueller - ShiftF4 - AMP Calibration

The AMP calibration is located in the LetRipp Windows Tuning Software under "CONFIG" from the Menu.

Enter the required span voltages and calibrate it. This may prove a little tricky because you may not have the AMP sensor data (volts and pressure at two points). For a start, you can always use the ATMOSPHERIC pressure as ONE point of the two-points of calibration, and measure of guess the other.

 

TF10 Turbo Fueller - AMP and AMP Input Volt

A more reliable method is to find the MX WORKING pressure point (2 to 2.5 bars) and assume the following :

 

0.2 BAR (3PSI) : 0.2 Volts
Working Pressure : 4.8 Volts

 

Enter the above data, and if the displayed pressure indicates your ATMOSPHERIC pressure then you are done. If not, modify the max point until a correct reading is obtained.

 

 

MEASURING ENGINE AND AIR TEMPERATURE

 

Your engine will have an engine temperature sensor, by may not have an air temperature sensor.

The Engine Temperature sensor is not that important, unless you are planning to boost the engine when it is very cold. It requires more fuel because the air is denser and the fuel does not atomize finely enough in the cold.

The Air Temperature is very important in any inter-cooler installation, because the inter-cooler may stop functioning in traffic (stop-start slow driving) with very little airflow and subsequent rise in inlet temperature.

Locate and trace the wires you would like to connect to. The voltage on the  temperature sensor wire is high when cold and comes down when warm. TEE IN to the suitable wire, once you have located it.

The Engine Temperature input ENGTIN is on Pin 9 of the 10 pin connector, and the Air Temperature input AIRTIN is on Pin 3 of the 10 pin connector.

 

TF10 Turbo Fueller - Air and Engine Temperature Sensor Wiring

AIR & ENGINE TEMPERATURE SENSOR WIRING DIAGRAM

 

TF10 Turbo Fueller - Wiring of Perfect Power Air and Engine Temperature Sensors

 

WIRING OF PERFECT POWER AIR & ENGINE TEMPERATURE SENSORS

 

 

ENGINE AND AIRT TEMPERATURE CALIBRATION

 

The calibration is performed using the LetRipp Windows Tuning Software under the Menu item "CONFIG".

 

Enter the room temperature in the morning as ONE point, and a warm engine  temperature as the other point. This method (and the TF10 circuit) is not very accurate because all temperature sensors are highly NONLINEAR. Care should be taken to calibrate the normal operating point as accurately as possible.

 

The temperatures in-between and outside calibrating points will show an error, but this can be tuned out through the normal mapping procedure. Another way of calibrating the sensors is by placing them in boiling water.

 

 

ENGINE CRANK AND CAM SIGNAL CLASSIFICATION

 

It is important to know which type of CRANK/CAM signal (also known as pickup) your engine provides, because it affects the wiring and setup.

Vehicle manufacturers use two types of pickups - Magnetic and Logic :

 

 

MAGNETIC

 

This is a coil around a magnet, has two wires and possibly a screen third wire, and produces an AC voltage when brought near magnetic material. It requires no power to operate, but is affected by stray magnetic fields.

 

 

HOW TO MEASURE A MAGNETIC OUTPUT SIGNAL

 

When the voltage across the two wires is measured with a multimeter on DC, you will get no reading when the engine runs. However, if you measure with a multimeter on AC, you will get a reading. If you still don't get a reading on AC, you are measuring the incorrect wire.

 

 

LOGIC

 

This is a device (e.g. Hall, Optical, Other), which produces a LOGIC voltage swing (either 0 Volt or a high voltage) when excited. The device requires power to operate and has 3 wires (or pins). The three pins are :

  • Ground
  • Signal
  • Supply (either 5V or 12V)

 

You can identify the type by looking at it, from a manufacturer's wiring diagram, it can be measured.

 

 

HOW TO MEASURE A LOGICAL OUTPUT SIGNAL

 

When the voltage between chassis and SIGNAL is measured with a multimeter on DC you get a reading of 0.5 to 4.5 Volts or more while the engine is idling.
Measuring on AC will also give you a similar reading. If you get no reading when measuring on AC, you are measuring the incorrect wire.

Note : The CRANK and CAM sensors can be of different PICKUP types!

 

 

IGNITION WIRING

 

This section refers to the wiring of a CRANK signal for the purpose of MODIFYING (Retarding) the signal. This should only be attempted when the monitor circuit works  and when retarding is absolutely necessary, in order to prevent knocking.

 

The term retarding is used, but it actually means retard mapping at specific engine operating points. It is possible for the crank signal to pass through the TF10  without any modification, but with a very small time delay. However, the TF10 output is a SQUARE WAVE, and it is UNBALANCED. This suits MOST ECU's, but not all of them!

 

NB : At this point, the installation will require an oscilloscope to verify the wiring and polarity.

 

 

UNBALANCED CRANK SIGNAL RETARDING

 

TF10 Turbo Fueller - Unbalanced Crank Signal Wiring

 

BALANCED CRANK SIGNAL RETARDING

 

TF10 Turbo Fueller - Balanced Crank Signal Retarding Wiring

 

CAM SIGNAL RETARDING

 

 

The purpose of retarding the CAM signals together with the CRANK signal is to prevent the ECU from detecting the CAM slip (advance).

 

The circuits are identical for CAM and CRANK.

 

TF10 Turbo Fueller - CAM Signal Wiring

 

MAP SWITCHING

 

The TF10 has TWO complete tuning maps named Map A and Map B. The maps can be switched from three sources :

 

Hardware
MAPSW input, Pin 2 of 10. An open pin results in Map A, a shorted pin (connected to ground) results in Map B.

 

Automatically
The "B" Map can be invoked when a settable Air or Engine temperature is exceeded. See PARAMETERS in the LetRipp Windows Tuning Software.

 

Software
The LetRipp Windows Tuning Software can force (and lock) the unit to either Map. However, the unit will default back to the Map A or which ever Map has been selected by the hardware switch.

 

TF10 Turbo Fueller - Map (A, B) Switch Wiring

 

 

 

 

INJECTION

 

The TF10 has TWO injector drive outputs. Each output can drive up to 10A in either straight or Peak + Hold mode. The output-operating mode is set via the LetRipp Windows Tuning Software under "CONFIG, SYSTEM DEF", and ticking the appropriate box.

The injector activation is mapped via :

 

TF10 Turbo Fueller - F1 - Injection

  • Main Map : 384 sites, RPM and TPS, entry is in COUNTS, i.e. 100 counts = 1.0ms.
  • Optional : AIR Temperature side map - 24 sites, entry in counts
  • Engine Temperature side map - 24 sites, entry in counts
  • AMP side map  - 24 sites, entry in counts


Air and engine temperature values are added but the AMP values are multiplied to form the final injection length. Negative values can be entered in the side maps, but a negative computation results in ZERO injection, and a fault will result.

 

 

INJECTION WIRING

 

TF10 Turbo Fueller - Injection Wiring

Note : The size of the Fuse in this wiring setup is dependent on the injectors used.