FT450 FT550 Ft550lite FT600

OWNER’S MANUAL
FT450 / FT550 / FT550LITE / FT600
1. Index 9.2 Connector diagram - Harness FT400 to FT550/LITE........................ 41

9.3 Connector Diagram - Harness FT400 to FT550/LITE....................... 41
2. Presentation....................................................................................... 6 9.4 A - Connector Diagram - Harness FT500 to FT550/LITE.................. 42
9.5 B - Connector Diagram - Harness FT500 to FT550/LITE.................. 42
3. Warranty terms................................................................................... 7 9.6 A - Connector diagram - Harness FT500 to FT600.......................... 43
9.7 B - Connector diagram - Harness FT500 to FT600.......................... 43
4. Characteristics.................................................................................... 8
4.1 Harness connections A connector - FT450 / FT550 and LITE........... 10 10. Fuel injectors.................................................................................... 44
4.2 Harness connections B-connector (FT550 / LITE Only).................... 12
4.3 Harness connections A-connector (FT600)..................................... 14 11. Ignition............................................................................................. 44
4.4 Harness connections B-connector (FT600)..................................... 16
4.5 Output table of FT ..................................................................... 17 12. Sensors and actuators........................................................................ 47
4.6 PowerShift Connector (FT550 / LITE and FT600)............................ 18 12.1 Intake air temperature sensor...................................................... 47
4.7 Auxiliary outputs.......................................................................... 18 12.2 Engine temperature sensor......................................................... 47
4.8 Internal MAP sensor..................................................................... 18 12.3 Fuel and oil pressure.................................................................. 47
4.9 USB port.................................................................................... 18 12.4 Throttle position sensor (TPS)...................................................... 47
4.10 FuelTech CAN network............................................................... 18 12.5 Crank trigger/RPM sensor........................................................... 48
4.11 Connector disassembly.............................................................. 19 12.6 Camshaft position sensor............................................................ 50
12.7 O2 sensor................................................................................ 50
5. First steps with FuelTech read before installation..................................... 19 12.8 Step motor – idle speed............................................................. 50
6. Getting to know the ECU.................................................................... 20 13. Auxiliary outputs................................................................................ 52

6.1 Dashboard................................................................................. 20 13.1 Cooling fan 1 and 2................................................................... 52
6.2 Main menu................................................................................. 20 13.2 Idle valve.................................................................................. 52
6.3 FTManager shortcuts................................................................... 21 13.3 Air conditioning......................................................................... 52
6.4 Warning sounds in FT550LITE...................................................... 22 13.4 Shift Alert................................................................................. 52
6.5 Dashboard screen....................................................................... 22 13.5 Fuel pump................................................................................ 52
6.6 Diagnostic panel.......................................................................... 22 13.6 Variable camshaft control/Powerglide gearbox................................ 52
6.7 Test time based features............................................................... 23 13.7 Progressive nitrous control.......................................................... 53
6.8 Compression test........................................................................ 24 13.8 Boost Control – N75................................................................. 53
6.9 Internet Remote Tuning................................................................ 24 13.9 BoostController......................................................................... 54
6.10 FTManager exclusive features..................................................... 24
6.11 FTManager - Datalogger............................................................ 25 14. Electronic throttle control.................................................................... 55
14.1 Electronic throttle control (FT600)................................................ 55
7. Engine settings.................................................................................. 27 14.2 Connection – throttle bodies and pedals....................................... 55
7.1 Engine setup............................................................................... 27 14.3 Electronic throttle control (FT550 / LITE)...................................... 56
7.2 RPM signal................................................................................. 29 14.4 Connection – throttle bodies and pedals....................................... 56
7.3 Cam sync sensor........................................................................ 30
7.4 Ignition....................................................................................... 31 15. Sensors and Calibration...................................................................... 57
7.5 Fuel injection.............................................................................. 32 15.1 Ignition calibration...................................................................... 57
7.6 Pedal/Throttle............................................................................. 33 15.2 TPS calibration.......................................................................... 57
7.7 Idle actuators.............................................................................. 35 15.3 Electronic throttle/pedal calibration .............................................. 57
7.8 FuelTech base map..................................................................... 35 15.4 Fuel/oil pressure sensors inputs................................................... 58
7.9 Fuel injectors deadtime................................................................ 36 15.5 Intake air and engine temperature sensors.................................... 58
7.10 Ignition Dwell............................................................................ 36 15.6 O2 sensor inputs....................................................................... 59
7.11 Ignition energy.......................................................................... 36 15.7 Speed inputs............................................................................ 60
7.12 Map options............................................................................. 37 15.8 Driveshaft RPM ........................................................................ 60
7.13 Advanced map options............................................................... 37 15.9 Input shaft RPM........................................................................ 61
15.10 MAP Sensor........................................................................... 61
8. Electrical installation........................................................................... 38 15.11 Gear detection........................................................................ 61
15.12 Nitrous bottle pressure............................................................. 62
9. Wiring PowerFT ECUs to harnesses from previous ECUs......................... 40 15.13 Clutch position........................................................................ 62
9.1 Connector diagram - Harness FT250, FT300, FT350 to FT450........ 40 15.14 Clutch pressure....................................................................... 62
3
FT450 / FT550 / FT550LITE / FT600
15.15 Ride Height............................................................................ 63 18. Ignition tables adjust.............................................................................. 77

15.16 Pitch Rate.............................................................................. 63 18.1 Main ignition table..................................................................... 77
15.17 CAN communication................................................................ 63 18.2 Overall ignition trim.................................................................... 77
15.18 EGT....................................................................................... 63 18.3 MAP/TPS compensation............................................................ 77
15.19 Wastegate Pressure................................................................. 64 18.4 Engine temperature compensation............................................... 78
15.20 Internal accelerometer (FT550 /LITE and FT600) ........................ 64 18.5 Intake air temperature compensation............................................ 78
15.21 Brake Pressure....................................................................... 65 18.6 Rotary timing split...................................................................... 78
15.22 Front and rear shocks.............................................................. 65 18.7 Individual cylinder trim................................................................ 78
15.23 Flex Fuel................................................................................ 65 18.8 Rotor compensation.................................................................. 78
15.24 Back Pressure........................................................................ 65 18.9 Timing limits............................................................................. 79
15.25 Oil pan pressure ..................................................................... 66 18.10 Engine Start............................................................................ 79
15.26 Transmission pressure.............................................................. 66 18.11 Gear compensation................................................................. 79
15.27 Transmission temperature......................................................... 66 18.12 Gear shift compensation........................................................... 79
15.28 Torque converter pressure........................................................ 66
15.29 Intercooler temperature............................................................ 66 19. Other functions................................................................................. 80
15.30 Front and rear tires temperature................................................. 66 19.1 Internal datalogger..................................................................... 80
15.31 Track temperature.................................................................... 66 19.2 Accelerometer and gyroscope (FT550 and FT600)........................ 81
15.32 Engine Coolant pressure........................................................... 66 19.3 Idle speed control...................................................................... 82
15.33 Turning lights ......................................................................... 67 19.4 Deceleration cut-off................................................................... 84
15.34 Low beam / High beam........................................................... 67 19.5 Revolution limiter....................................................................... 84
15.35 Turbocharger RPM................................................................... 67 19.6 Shift Light................................................................................. 85
15.36 Fuel flow................................................................................ 67 19.7 Thermatic Fan #1...................................................................... 85
15.37 Flywheel RPM (Clutch basket)................................................... 67 19.8 Thermatic Fan #2...................................................................... 85
15.38 Automatic transmission range selector........................................ 67 19.9 Air conditioning......................................................................... 86
15.39 Paddle Shift............................................................................ 68 19.10 Fuel pump.............................................................................. 86
15.40 Brake.................................................................................... 69 19.11 Cold start auxiliary................................................................... 87
15.41 Multifunction button................................................................. 69 19.12 Camshaft control..................................................................... 87
15.42 Battery temperature................................................................. 69 19.13 Progressive nitrous control #1 and #2........................................ 87
15.43 Compressed air pressure.......................................................... 69 19.14 Generic duty cycle output......................................................... 88
19.15 Boost activated output #1 and #2............................................. 89
16. Starting the engine for the first time...................................................... 70 19.16 Tachometer output................................................................... 89
16.1 First engine start........................................................................ 70 19.17 Wastegate boost pressure control #1 and #2.............................. 89
16.2 Ignition calibration...................................................................... 70 19.18 Power shift (GearController FT550 / LITE and FT600)................... 94
19.19 Start Button............................................................................ 95
17. Fuel tables adjust.............................................................................. 71 19.20 RPM activated output............................................................... 96
17.1 Main fuel table.......................................................................... 71 19.21 Pit limit.................................................................................. 96
17.2 Overall fuel trim......................................................................... 71 19.22 Active traction control............................................................... 96
17.3 RPM compensation................................................................... 71 19.23 Generic Outputs...................................................................... 98
17.4 O2 Closed Loop....................................................................... 72 19.24 Flex Fuel................................................................................ 98
17.5 Idle speed by TPS table.............................................................. 73 19.25 Throttle blip / Heel and toe........................................................ 99
17.6 Acceleration fuel enrichment and decay........................................ 73 19.26 Variable Camshaft (VVT)........................................................... 99
17.7 Engine temperature compensation............................................... 74 19.27 Automatic Transmission Control............................................... 102
17.8 Intake air temperature compensation............................................ 74 19.28 Lockup Control..................................................................... 105
17.9 Battery voltage compensation...................................................... 74 19.29 Push to pass (P2P)................................................................ 105
17.10 MAP / TPS compensation......................................................... 75 19.30 Anti-lag / Pops & Bangs / Engine brake.................................... 106
17.11 Prime pulse............................................................................ 75 19.31 Compressed air control.......................................................... 107
17.12 Engine start............................................................................ 75 19.32 Advanced gear shift manager.................................................. 108
17.13 Post-start enrichment............................................................... 75 19.33 Electronic Wastegate Control................................................... 110
17.14 Individual cylinder trim.............................................................. 76 19.34 eGate Important Information.................................................... 111
17.15 Rotor compensation................................................................ 76 19.35 eGate #1 and #2 position calibration ....................................... 111
17.16 Gear based compensation........................................................ 76 19.36 eGate #1 and #2 temperature................................................. 112
17.17 Gear shift fuel enrichment......................................................... 76 19.37 Control by external reference................................................... 114
17.18 Fuel injection phase angle table................................................. 76
4
FT450 / FT550 / FT550LITE / FT600
20. Drag race features........................................................................... 115 26. Electrical diagram - example FT600................................................... 139
20.1 Burnout mode........................................................................ 115
20.2 3-step (boost spool)................................................................ 115 27. FT450 and FT550 mounting kit........................................................ 143
20.3 2-step rev limiter..................................................................... 116
20.4 Linelock Brake Control............................................................. 117 28. Bracket dimensions......................................................................... 144
20.5 Timing table for rev launch........................................................ 118
20.6 Gear shift output...................................................................... 118 29. FTCAN 2.0 protocol........................................................................ 146
20.7 Time based fuel enrichment...................................................... 119 29.1 Physical layer.......................................................................... 146
20.8 Pro-Nitrous............................................................................. 121 29.2 IDENTIFICATION...................................................................... 146
20.9 Time based output................................................................... 123 29.3 DATA FIELD............................................................................ 146
20.10 Wheelie Control..................................................................... 123 29.4 Attachments........................................................................... 148
20.11 Davis Technologies................................................................ 124 29.5 Connector Pinout.................................................................... 155
20.12 Time based throttle opening ................................................... 124
20.13 Staging control...................................................................... 125
20.14 Mechanical fuel injection controller........................................... 125
20.15 Launch delay controls (delay box)............................................ 126
21. Alert settings................................................................................... 128

21.1 Safe mode RPM limiter............................................................ 128
21.2 Alerts..................................................................................... 128
22. Favorites........................................................................................ 130
23. Interface settings............................................................................. 131

23.1 Day/night mode selection......................................................... 131
23.2 LCD blacklight settings (FT600 only).......................................... 131
23.3 LED configuration (FT600 only)................................................. 131
23.4 Virtual LEDs configuration (FT450 and FT550)............................ 132
23.5 Alert sound settings................................................................. 132
23.6 Dashboard setup..................................................................... 132
23.7 Startup screen selection........................................................... 133
23.8 Splash Screen........................................................................ 133
23.9 Password Protection setup........................................................ 133
23.10 Clear peaks.......................................................................... 134
23.11 Measurement units................................................................ 134
23.12 Demonstration mode............................................................. 134
23.13 Touchscreen calibration.......................................................... 134
23.14 Serial number and software version.......................................... 134
23.15 Odometer and Hourmeter....................................................... 135
23.16 Practice Tree Game............................................................... 135
24. File manager................................................................................... 136

24.1 FuelTech base map generator .................................................. 136
24.2 Edit map file name................................................................... 136
24.3 Copy map to another file.......................................................... 136
24.4 Erase file................................................................................ 136
24.5 Selection by button.................................................................. 136

25. Rotary engines setup....................................................................... 137
25.1 Crank angle sensor installation and alignment.............................. 137
25.2 Crank angle sensor wiring......................................................... 137
25.3 ECU setup.............................................................................. 138
25.4 Ignition coils wiring.................................................................. 138
5
FT450 / FT550 / FT550LITE / FT600 Presentation
2. Presentation The FuelTech FT450 is the perfect choice for cost-effective builds.
Featuring a robust and waterproof plastic housing, an automotive 26
Congratulations, You’re now part of the high performance world of pin connector, 7 inputs and 10 outputs that are totally configurable.
FuelTech! Its 4.3” display, along with same dashboard as the FT600, makes the
The equipment that you just acquired is the same being used in heads up of information to the driver much more clearer while enabling
different vehicles all over the world, whether it be for a street car, street cars to have an engine start button and virtual LEDs to use
motorcycle, jet ski, boat, ATV or professional series drag race with warning lights such as high beam, turn signals and much more.
combination...we have you covered! The display also allows for complete access to all map adjustments,
From all of us at FuelTech, we wish you fun on your path and many so its possible to edit tables and other settings without the need of
victories, because winning is in our DNA! a computer, the perfect integration between ECU and Dashboard.
Inspired by our passion of victories, be it on the track or a personal

one like having a perfectly tuned car, and writing new chapters in our
history between automobilism and technology, FuelTech created the
PowerFT line of ECU’s, with it you will enjoy features developed to
extract the maximum performance and safety out of your project, street
or drag car, off road vehicle, motorcycle or any other application that
needs functionalities with ease of use and great results.
The PowerFT platform is capable of managing any type of Otto cycle

engine(with cylinders) or Wankel (with rotors). It has sequential, semi-
sequential and multipoint fuel injection as well as sequential, distributor The FT550 is ideal for projects that need more resources, it has
or wasted spark ignition, both with either simple (2D) or advanced (3D integrated powershift, internal accelerometer (G force sensor) and
tables), besides that , there are many other features made to improve gyroscope (inclination sensor), and drive by wire control.
functionality on a variety of applications, allowing for better drivability Features a robust and waterproof plastic housing with 52 pins
and comfort. All this versatility is also applied to the hardware, making automotive connectors, 2 CAN ports, 14 inputs and 24 outputs that
it possible to customize its inputs to use factory sensors and assigning are totally configurable.
outputs to different roles, rendering it practically impossible not to suit
to your project.
The PowerFT ECU’s have no limitation in regards to features except

when special hardware is needed, like with the powershift, internal
accelerometer and drive by wire. The main integrated features of
all ECU’s are wastegate boost control (Boostcontroller), O2 closed
loop corrections, idle control by timing and actuators, nitrous control,
active traction control, as well as dedicated features to obtain the
best results in drag racing.
The FT600 is the most complete ECU and Dashboard available on

All the ECU’s feature a CAN bus to create a network with other
the market.
products, making the installation of upgrades even simpler and easier,
the USB port also allows a fast and robust communication with the It features an waterproof aluminum case with superseal automotive
FTManager software. connectors with a total of 68 pins (21 inputs and 32 outputs), 2 CAN
ports, internal accelerometer and gyroscope as well as integrated
powershift feature. It also has 10 LEDS with RPM, activation and
Another great feature is the 256 channel datalogger, with a resolution
colors configurable, 4 side LEDs that can be used for alerts and a
of up to 200hz for detailed analysis and fine adjustments that could
4.3” anti-glare display.
make all the difference to attain victory. Through FTDatalogger software
you can quickly and efficiently visualize every logged channel and
easily make changes to the engine management as well as using
the diagnostic feature (also accessible on the ECU screen and
FTManager) to identify problems.
FuelTech is concerned with your engine safety and created an

extensive range of alerts and safe modes to help protect your engine
in dangerous and critical situations.
6
Warranty terms FT450 / FT550 / FT550LITE / FT600
3. Warranty terms WARNING

- It is a good practice to save your maps on the
The use of this equipment implies the total accordance with the terms
PC, as a security backup. In case of problems
described in this manual and exempts the manufacturer from any
with your ECU, this will be the guarantee that
responsibility regarding to product misuse
your calibrations are saved. In some cases,
when the ECU is upgraded by the factory, its
Read all the information in this manual before starting the product memory may be erased also.
installation.
NOTE - It’s not possible to change the FT600’s

interface language.
This product must be installed and tuned by
specialized auto shops and/or personnel with
experience on engine tuning. IMPORTANT
PowerFT ECU’s (FT450, FT550 and FT600) are
Before starting any electric installation, disconnect the battery.
water proof, however, some specific instructions
must be followed:
The inobservance of any of the warnings or precautions described in - Do not point pressure washers directly to the
this manual might cause engine damage and lead to the invalidation ECU screen
of this product warranty. The improper use of the product might cause
- When removing wires from the ECU connector,
engine damage.
be sure to use Super seal connector hole plugs,
to completely seal the ECU (TE Connectivity PN
This product does not have a certification for the use on aircraft or 4-1437284-3)
any flying devices, as it has not been designed for such use purpose.
In some countries where an annual inspection of vehicles is enforced, Limited Warranty

no modification in the OEM ECU is permitted. Be informed about local
laws and regulations prior to the product installation. This product warranty is limited to one year from the date of purchase
and covers only manufacturing defects upon presentation of purchase
invoice.
Important warnings for proper installation of this product:
• Always cut the unused parts of cables off NEVER roll up the This ECU has a serial number that’s linked to the purchase invoice
excess. and to the warranty. In case of product exchange, please contact
FuelTech tech support.
• The black wire of the harness MUST be connected directly to the
battery’s negative terminal, as well as each one of the sensors’ Damages caused by misuse of the unit are not covered by the
ground wires. warranty. This analysis is done by FuelTech tech support team.
• It is recommended to wire the black/white wire directly to the

battery negative terminal, making sure that the ECU is well
The violation of the warranty seal results in the
grounded. If the ECU wiring has not been made properly, it may
invalidation of the Product Warranty.
cause irreparable problems to the ECU.
All PowerFT ECUs are protected by US Patent 11,215,158
IMPORTANT
The all black and black/white ground wires Manual version 2.2 – February/2022
must go SEPARATELY to the negative battery
ECU version – 4.7
terminal.
FTManager version - 4.7
7
FT450 / FT550 / FT550LITE / FT600 Characteristics
4. Characteristics
Specifications FT450
FT550 /
FT600
LITE
Otto cycle engine control 8 12 12
Wankel engines (rotary) 2 4 4
Sequential, semi sequential and multipoint fuel control YES
Distributor and crank trigger ignition control YES
Wasted spark and sequential ignition control YES
Electronic throttle body Control (Drive-By-Wire) NO YES YES
Idle speed control by PWM valve YES
Idle speed control by electronic throttle, stepper motor and ignition timing NO YES YES
Closed loop injection through oxygen sensor (wide band lambda sensor) YES
Real time programmable by the screen or PC through FTManager Software YES
Inputs
Differential input for RPM signal YES
Differential input for cam sync signal NO NO YES
Input channels totally configurable - digital and analogical 7 14 20
2 high sensibility inputs used preferably for gear shifter force sensor NO YES YES
Editable sensors reading scale YES YES YES
103psi internal MAP sensor (7 bar - absolute), 14.7psi of vacuum and 88psi of positive pressure (boost); YES
1 USB port for computer and FuelTech software connection; YES
CAN ports for FuelTech FTCAN 2.0 or FTCAN 1.0 communication with FuelTech WB-O2 Nano, FuelTech
1 2 2
EGT-8 CAN, Racepak IQ3, VNET, AiM, etc).
Outputs
Configurable outputs channels 10 24 32
Blue output 1
6 12 16
Gray output2 4 8 8
Yellow output 3
0 4 8
Injection control
Sequential injection (Blue outputs) 6 12 16
Closed loop fuel control through O2 sensor (wide band sensor) YES
2 injector banks (staged injection banks A and B) YES
Main map to MAP or TPS to RPM YES
Main map 3D advanced until 32x32 points (completely adjustable map index and size) YES
Simplified 2D map with up to 1x32 cells per MAP or TPS and RPM compensation of up to 1x32 cells
YES
(completely adjustable map index and size)
Injection time resolution 0.001ms YES
Fuel enrichment and decay adjust YES
Individual cylinder trim setting by MAP or RPM YES
Starting engine map with the engine temperature YES
Ignition control
Sequential ignition with individual coil 54 8 8
Main map to MAP or TPS to RPM YES
Main map 3D advanced until 32x32 points (completely adjustable map index and size) YES
Simplified 2D map with up to 1x32 cells per MAP or TPS and RPM compensation of up to 1x32 cells
YES
(completely adjustable map index and size)
Ignition angle resolution 0.01° YES
Timing compensation (air temperature, engine and gear) YES
8
Characteristics FT450 / FT550 / FT550LITE / FT600
Dashboard screen / On board computer FT450

FT550 /
FT600
LITE
Screen dashboard which displays different sizes and styles to be used with any existing equipment or
YES 6
sensor
Upper tab with 10 LED lights, colored RGB and adjustable progressive shift light NO NO YES
4 RGB LED side lights which can be triggered by 3 different combined settings NO NO YES
4 Virtual LED YES YES 6 NO
Diagnosis dashboard with real-time information of all inputs outputs, CAN and Status Events YES
Internal datalogger
Multiple logs recording (channels) 256
Configurable sampling rate per channel 1, 5, 25, 50, 100 or 200Hz
Automatic activation by RPM, through the screen or by external button YES
Data storage for up to 5 2h50min
FTManager Datalogger Software for viewing and comparing logs YES
Drag race features
Burnout mode, 2-step, 3-step; Timing table for rev launch; 2-step by wheel speed or pressure/position
of clutch; Time based RPM limiter by timing retard or ignition cut; Time based wheel speed or driveshaft
RPM control with timing retard or ignition cut; Time-based ignition timing compensation; Pro-Nitrous setting YES
for up to 6 stages, with activation control, fuel enrichment and ignition timing maps; Gear shift output;
Time based output; Staging control; Wheelie control;
Other features
Integrated GearController: ignition cut for clutchless gear shifting using a strain gage sensor on the shifter; NO YES YES
Integrated BoostController: wastegate valve pressure control; Idle speed control by timing, step motor,
PWM valve or electronic throttle body; Deceleration fuel cut-off; Control of up to two cooling fans by
coolant temperature; Air conditioning control; Fuel pump control – with 6s prime; VTEC control; Progressive YES
nitrous control with fuel enrichment and timing retard; Automatic transmission control; Lockup control;
Launch delay control (Delay Box);
Protection and Alerts
RPM limiter by fuel or ignition cut; Shift light 6 with sound and dashboard alert and/or external shift light;
YES
Configurable safe mode options;
General characteristics
Display brightness adjusts; Night and day mode selection by external switch and through the menu;
Audible and visual alert, including external shift light control; 5 memory positions to save different adjusts
YES 6
and maps; User and tuner protection passwords; PC communication through USB cable and channel
customization via FTManager Software;
Working temperature: -4 F until 158 F
Maximum power supply 20V
ECU Dimensions
- ECU: width (in) 5.75 5.75 5.86
Height (in) 3.62 3.62 3.7
Depth (in) 2.13 2.13 2.42
- Box: width (in) 12.2
Height (in) 8.86
Depth (in) 3.34
Weight
- ECU (oz) 10 11 21
- Box with wire harness (oz) 92 134 117
1 - Recommended for high impedance injectors without the need of an external driver (up to 4 4 - Use blue output number 6 as a 5th ignition output on FT450
injectors per output) 5 - Data recording time depends on the sample rate and the number of channels that are being
2 - Recommended for ignition (open collector outputs with 5v power supply) recorded.
3 - Recommended for driving stepper motors, electronic throttle, ignition and 12v loads 6 - FT550LITE not support.
9
4.1 Harness connections A connector - FT450 / FT550 and LITE

Pin Wire Color Function Information
1 Blue #1 Blue output #1
These outputs are usually used for injector control. When needed, they can be
configured as auxiliary outputs 1 2 3.
Directly wired to the battery negative terminal with no seams. Do not tap any
7 Black/white Power ground input
other grounds to this wire, it must run clean straight to the battery negative terminal.
8 Gray #1 Gray output #1
9 Gray #2 Gray output #2 These outputs are usually used for ignition control.
10 Gray #3 Gray output #3 When needed, they can be set up as injector outputs or auxiliary outputs 1 4.
11 Gray #4 Gray output #4
Connected directly to the battery negative with no seams. Do not connect
12 Black Battery negative input
this wire to the chassis, engine block or head.
13 Red 12V input from relay Connected to the pin 87 of the Main Relay
14 Green/Red 5V outputs for sensors 5V voltage output for TPS, electronic throttle and pedal sensors
15 Yellow/Blue CAN A (-) CAN A (-)
16 White/Red CAN A (+) CAN A (+)
Shielded Cable
17 CAM sync signal input Connected to the cam sync sensor (hall or magnetic)
(white)
Connected to the negative wire of the magnetic sensor. When OEM ECU is
Black Shielded Magnetic RPM sensor
18 reading the sensor in parallel, split this wire with OEM sensor negative - Do not
Cable (White) reference
connect when using hall effect sensor.
Connected to the crank trigger sensor (hall or magnetic) or to the distributor.
Black Shielded
19 RPM signal input To VR sensors, use the shield wire the sensor shield. To Hall sensor, use the
Cable (Red)
shield as negative
20 White #1 Input #1
23 White #4 Input #4 Sensors input
1 - Outputs that can be used as “Tach output”: Blue #3, blue #6, gray #4 (FT450)
2 - The blue output #6 can be used as the fifth ignition output (FT450)
3 - In order to avoid backfeeding when using the blue outputs or gray output #4 to power relays or actuators, make sure the switched 12V that powers them is the same that powers the ECU.
4 - When using as an injector output a Peak and Hold driver must be used
10
A-connector diagram - FT450 / FT550 and LITE
Blue - Output #4
Gray - Output #3 Gray - Output #4
Blue - Output #3 Blue - Output #5
Gray - Output #2 Battery negative
Blue - Output #2 Blue - Output #6
Blue - Output #1 Power Ground

1 2 3 4 5 6 7
Red 12V input
Gray - Output #1 from relay
8 9 10 11 12 13
5V Sensors RPM signal Input

14 15 16 17 18 19
White - Input #1 White - Input #7

20 21 22 23 24 25 26
CAN A (-) LOW RPM reference Input
CAN A (+) HI CAM input signal
White - Input #4
11
4.2 Harness connections B-connector (FT550 / LITE Only)

1 Black/White Power ground inputs Directly wired to the battery negative terminal with no seams. Do not tap any
other grounds to this wire, it must run clean straight to the battery negative
2 Black/White Power ground inputs
terminal.
3 Yellow/Blue CAN B (-) CAN B (-)
4 White/Red CAN B (+) CAN B (+)
5 White #8 Input #8
6 White #9 Input #9 Sensors input
8 Blue #7 Blue output #7 These outputs are usually used for injector control. When needed, they can be
9 Blue #8 Blue output #8 configured as auxiliary outputs.
11 Gray #6 Gray output #6 When needed, they can be set up as injector outputs or auxiliary outputs.
Sensors input
When needed, they can be set up as injector outputs or auxiliary outputs 2.
17 Gray #8 Gray output #8 By standard, Gray output #8 is used as a tachometer output 1. (FT550)
18 White #13 Input #13 Sensors input or Power Shift Input - Blue wire Strain gage sensor (positive)
19 White #14 Input #14 Sensors input or Power Shift Input - Orange wire Strain gage sensor (negative)
22 Yellow #1 Yellow output #1
23 Yellow #2 Yellow output #2 Electronic throttle and step motor outputs. Also used as injection or auxiliary
24 Yellow #3 Yellow output #º3 outputs (cooling fan, fuel pump, etc.)
25 Yellow #4 Yellow output #4
26 Green/Black Ground for sensors Connected the sensors ground
1 - In order to avoid backfeeding when using the blue outputs or gray output #4 to power relays or actuators, make sure the switched 12V that powers them is the same that powers the ECU.
2 - When using as an injector output a Peak and Hold driver must be used
12
B-connector diagram - FT550 / LITE
CAN B (+) HI
Gray - Output#5 Gray - Output#6
CAN B (-) LOW White - Input #8
Blue - Output #8 White - Input #11
Power ground White - Input #9
Power ground White - Input #10

1 2 3 4 5 6 7

8 9 10 11 12 13

14 15 16 17 18 19
Blue - Output #11 Sensors ground

20 21 22 23 24 25 26
Blue - Output #12 Yellow - Output #4
Yellow - Output #1 Yellow - Output #3
Gray - Output#7 Gray - Output#8
Yellow - Output #2
13
4.3 Harness connections A-connector (FT600)

1 Blue#1 Blue output #1
8 Blue#8 Blue output #8 These outputs are usually used for injector control. When needed,
9 Blue#9 Blue output #9 they can be configured as auxiliary outputs.
Directly wired to the battery negative terminal with no seams. Do not
17 Black/White Power ground input tap any other grounds to this wire, it must run clean straight to the
battery negative terminal.
18 Gray#1 Gray output#1
20 Gray#3 Gray output#3 These outputs are usually used for ignition control.
21 Gray#4 Gray output#4 When needed, they can be set up as injector outputs or auxiliary
22 Gray#5 Gray output#5 outputs.
23 Gray#6 Gray output#6 By standard, Gray output #8 is used as a tachometer output 1.
26 Yellow#1 Yellow output#1
29 Yellow#4 Yellow output#4 Electronic throttle and step motor outputs. Also used as injection or
30 Yellow#5 Yellow output#5 auxiliary outputs (cooling fan, fuel pump, etc.)
34 Red 12V input from relay Connected to the pin 87 of the Main Relay.
1 - The switched 12v on loads like relays and solenoids, must be the same as the ECU when being triggered by the gray output 8, to avoid backfeeding that will keep the ECU powered on (FT600)
14
A-connector diagram
Blue output#5
Blue output#13 Blue output#14
Blue outupt#11 Blue output#16

1 2 3 4 5 6 7 8 9
Black/white -
Blue output#10 Power Ground
10 11 12 13 14 15 16 17
Gray output#1 Gray output#8

18 19 20 21 22 23 24 25
Red - 12V
Yellow output#1 input from relay
26 27 28 29 30 31 32 33 34
Yellow output#2 Yellow output#8
Gray Output#3 Gray output#6
Yellow output#5
15
4.4 Harness connections B-connector (FT600)

Connected to the crank trigger sensor (hall or magnetic) or to the distributor.
1 Red RPM signal input To VR sensors, use the shield wire the sensor shield. To Hall sensor, use the
shield as negative
Connected to the negative wire of the magnetic sensor. When OEM ECU is
Magnetic RPM sensor
2 White reading the sensor in parallel, split this wire with OEM sensor negative - Do not
reference
connect when using hall effect sensor.
3 Red Cam sync signal input Connected to the cam sync sensor (hall or magnetic)
Connected to the cam sync sensor (hall or magnetic)
4 White Cam sync reference input
- Use the shield as negative to the sensor
5 White#1 White input#1 Default: O2 sensor input
6 White#2 White input#2 Default: two-step input
7 White#3 White input#3 Default: Air conditioning button
8 White#4 White input#4 Default: Oil pressure
9 White#5 White input#5 Default: Coolant temperature
Connected directly to the battery negative with no seams. Do not connect
10 Black Battery negative input
this wire to the chassis, engine block or head.
11 Yellow/Blue CAN A LOW
CAN A
12 White/Red CAN A HIGH
13 White#6 White input#6 Default: fuel pressure
14 White#7 White input#7 Default: Air temperature
15 White#8 White input#8 Default: pedal#2 signal input
16 White#9 White input#9 Default: pedal#1 signal input
17 White#10 White input#10 Default: MAP signal output, electronic throttle 1B input signal
18 Black/White Directly wired to the battery negative terminal with no seams. Do not tap any
Power ground inputs other grounds to this wire, it must run clean straight to the battery negative
19 Black/White
terminal.
20 White/Red CAN B HIGH CAN B HIGH
21 White#11 White input#11 Default: TPS sensor
22 White#12 White input#12
Sensors input
26 Red 12V input from relay Connected to the pin 87 of the Main Relay
27 Green/Red 5V outputs for sensors 5V voltage output for TPS, electronic throttle and pedal sensors
28 Yellow/Blue CAN B LOW CAN B LOW
29 Green/Black Ground for sensors Connected the sensors ground
31 White#17 White input#17 Sensors input
33 White#19 White input#19 Power Shift Input - Blue wire Strain gage sensor (positive signal)
34 White#20 White input#20 Power Shift Input - Orange wire Strain gage sensor (negative signal)
NOTE IMPORTANT
When using the GearController function connect the Fuel only: When using this option, the RPM
White wire from the shifter to ground for sensors signal input cannot be connected to a coil
Green/Black (pin #29). high voltage signal because the input has no
protection and will damage the trigger input on
the ecu. Please use a tach output, another rpm
source or an ignition coil to tach adapter module
to avoid damage to the unit.
16
B-connector diagram
White input#1
DO NOT USE AS GROUND White input#6 White input#7

FOR HALL EFFECT SENSORS
White - CAM sync sensor reference White input#2
Gray Shielded Cable White input#8
Red - CAM sync signal input White input#3
DO NOT USE AS GROUND White input#9

FOR HALL EFFECT SENSORS
White - magnetic RPM
sensor reference White input#4
Black Shielded Cable
Red RPM signal input White input#5

1 2 3 4 5 6 7 8 9
White/Red - CAN_A_HIGH
White input#10
GND 10 11 12 13 14 15 16 17
Yellow/Blue - CAN_A_LOW
White input#15
Black/White - Power Ground 18 19 20 21 22 23 24 25
Red - 12V input from relay White input#20

26 27 28 29 30 31 32 33 34
Green/Red -
5V output for sensors White input#19
Black/White - Power Ground White input#14
Yellow/Blue CAN_B_LOW White input#18
Red/white CAN_B_HIGH White input#13
Green/Black - Ground for sensors White input#17
White input#11 White input#12
White input#16
4.5 Output table of FT

Nominal
Nominal current
current for
Wire for negative
Output type positive Application Notes
color activation (0V) for
activation for
each output
each output
Open collector Can’t activate by Fuel injectors, relays,
Blue 5A* *** Triggers loads always by negative
(Lo side) positive solenoid valves
Open collector
Inductive ignition control,
with current
Gray 1A* *** 30mA in 5V fuel injectors, relays, Triggers loads always by negative
source in 5V
solenoid valves
(Lo side)
When used to control relays, valves or
any other load by negative, there is a
Electronic throttle, step risk of 12V return to the ECU. This will
PUSH-PULL or motor, MSD/M&W and keep the ECU always powered on.
Yellow 5A* *** 5A** in 12V
HALF BRIDGE other ignitions activated
by 12V In this case, an external diode
or a relay with built-in diode is
required for protection.
Green/ Supplies 5v for sensors such as TPS,
5V output - 250mA in 5V 5V output sensors
Red driveshaft, PS150, PS300 and etc...
* Total max current combined with all outputs triggering loads by negative: (30A - FT550 / LITE and FT600) (10A - FT450) continuous
** Total max current combined with all outputs triggering loads by positive: (20A - FT600) (10A - FT450) continuous
*** Outputs can be automatically disabled for safety when currents above 20% of the rated current are detected
NOTE
Blue outputs cannot control ignition because they do
not have a pullup resistor.
17
4.6 PowerShift Connector (FT550 / LITE and The yellow outputs that will not be used for electronic throttle control
can be used as auxiliary outputs or for injectors. When using injectors
FT600)
for the integrated BoostController, the output can be connected directly
The FT600 wiring harness comes with the gear strain gauge sensor to the injector, but when using injectors for fuel, the use of a Peak and
connector. In case the vehicle isn’t equipped with a gear strain gauge, Hold driver is mandatory for both high and low impedance injectors.
this connector can be removed and it’s white inputs can be used for This is because this output may present minimal differences in the
other functions. injection time when controlling fuel injectors without Peak and Hold.
Tach output: There are some pre-defined outputs for this function,
but in case the output for that is already assigned to something, use
one of the following:
4.7 Auxiliary outputs FT450: Gray 4 (Default) or Blue 3 or Blue 6
Outputs can be set up in many different ways, they have different FT550/LITE/FT600: Gray 8 (Default) or any of the yellow outputs
capacities according to the function. Bellow is some important
information about them: 4.8 Internal MAP sensor
Blue outputs: by default, used as injector outputs. Each one of
them can control up to: This ECU is equipped with an internal MAP sensor. Use a 6mm
Impedance higher than 10 Ohms: 24 injectors for the FT550 and pneumatic hose (4mm internal diameter) to connect the sensor
FT600/ 8 injectors for FT450 (amongst all blue outputs) to the intake manifold. Pneumatic hoses are flexible, durable and
highly resistant. Usually found in black or blue colors.
Impedance between 7 and 10 Ohms: 16 injectors for the FT550
and FT600/ 6 injectors for FT450 (amongst all blue outputs) Silicon hoses are not recommended because they can be easily bent,
blocking vacuum/boost readings on the ECU MAP sensor.
The use of a Peak and Hold driver is mandatory when the number
of injectors is higher than the maximum quoted above or when using Use a hose exclusively for FT MAP sensor, avoiding splitting it with
low impedance injectors (impedance below 7 Ohms). valves, gauges, etc. Connect it to any spot between the throttle and
the engine head. Its length must be as short as possible to avoid
During the Engine Setup configuration, blue outputs will be selected
lags and errors on the sensor readings. When using individual throttle
automatically.
bodies, it is a good idea to connect all intake runners into a single point
When more than 16 injector outputs are needed, the ECU will use
and then connect to the FT MAP sensor; otherwise, MAP readings
Gray outputs or Yellow output. In this case, the use of a Peak and
may be erratic or inaccurate.
Hold driver is mandatory on Gray and Yellow outputs (for saturated
and low impedance injectors).
Blue outputs not used to control fuel injectors may be used as auxiliary 4.9 USB port
outputs (controlling fuel pump, cooling fan, etc.). In this case, the use The USB cable is used to update the ECU firmware version, setup
of a relay is mandatory. maps and adjusts trough a computer and FTManager software and
download data recorded by the internal datalogger.
Gray outputs: by default, used as ignition outputs. According to
the engine setup, they can be set up as injectors or auxiliary outputs.
4.10 FuelTech CAN network
During the Engine Setup configuration, ignition outputs will be selected
automatically from Gray #1 to Gray #8 and from Yellow #1 to Yellow FuelTech CAN port is a 4 way connector placed on the wiring harness
#4 (FT550) or Yellow #8 (FT600). of the ECU and is responsible for ECUs communication with other
FT modules (GearController) and Racepak dashboards. A FuelTech
Gray outputs not used for ignition control can be set up as injectors CAN-CAN cable is used to establish a connection between them.
outputs (the use of a Peak and Hold driver is mandatory) or as auxiliary
outputs (the use of a relay is mandatory).
WARNING
Yellow outputs (FT550/LITE and FT600 only): by default, they’re For the correct operation of the CAN Network,
used as electronic throttle control (Yellow #1 and #2) or stepper motor its mandatory to use the CAN resistor as shown
control (Yellow #1 to #4). in the following image.
Yellow/Blue- CAN_A
4 4 4
White/Red - CAN_A
3 3 3
Terminator
1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17
18 19 20 21 22 23 24 25
26 27 28 29 30 31 32 33 34
WBO2 NANO
Connector B - FT600 FuelTech unit connected to CAN network (WB-O2 NANO,

Alcohol O2, EGT8, WB-O2 SLIM)
18
First steps with FT600 FT450 / FT550 / FT550LITE / FT600
4.11 Connector disassembly

The connectors are built in a way that it’s terminals can be easily taken
out of the housing.
To do so follow these instructions:
a - Remove the connector from the ECU 2

b - Push down the white lock (1)
c - Pull the wire (2) out of the connector
d- On the other side of the connector, push down the 2 small white
locks (3)
1 3
5. First steps with FuelTech read before 5. The last step before the electric installation is to check harness
connections. Go to the “Engine Setting” menu then click the
installation last option “Wiring harness diagram”. Check and write down the
This chapter is a step-by-step guide that must be followed to start FT connections and use it as guide to know how functions were
basic setup before electric installation, as the function of each wire allocated to the pins.
may vary according to engine setup (number of cylinders, injectors 6. Chapters 8 to 14 guide through details related to the electrical
control mode, ignition coils and auxiliary outputs). installation of injectors, coils, 12V inputs, grounds, sensors,
etc. Chapter 25 shows full wiring diagrams as example for your
installation;
1. Connect the flash drive in the PC USB port and install the
FTManager software. Remember to check if the software and 7. Chapter 15 gathers information on sensors settings for
the ECU are in the latest version at www.fueltech.net. temperature, pressure, RPM, speed, etc.
2. Connect FT to the computer using the USB cable included on 8. With the electric installation finished, proceed to chapter 15.14
the package. The ECU will be powered up; and check all the information needed for the first start of the
engine, ignition calibration, sensors checking, etc.
3. With the ECU in hands go through chapter 6, that introduces all
basic information about menu navigation and operation; 9. Lastly, chapters 17 to 24 show detailed descriptions about all
functions of the ECU. It is very important and informative to read
4. Chapter 7 guides the user through all the menus where data
these sections, as they also outline every function and operation
regarding the engine must be setup (crank trigger signal, injectors
that the FT can perform.
and ignition control modes, etc.);
19
FT450 / FT550 / FT550LITE / FT600 Getting to know the ECU
6. Getting to know the ECU 9 - Interface Settings: LCD backlight and alert sounds, dashboard
configs, measurement units, touchscreen calibration serial
6.1 Dashboard number and version
10 - File Manager: Used to generate FuelTech Base Map, copy,
The ECU has a whole new dashboard, completely redesigned and delete and manager map files
customizable to improve visualization in any kind of vehicle.
11 - Sensors and Calibration: Setup and calibrate sensors,
electronic throttle, O2 sensor, etc
1- Top LED bar (shift lights only FT600): configurable shift light 12 - Other Functions: Internal datalogger, RPM limiter, fuel cut-off,
by gear thermatic fans, progressive nitrous, boost control idle speed, etc.
2- Side LEDs (alerts only FT600): many different options of 13 - Drag Race Features: Burnout mode 3-step, 2-step, spool
activation and alerts assist table, Gear shift output, time based enrichment and timing
3- Dashboard: fully customizable and redesigned with new gauges Pro-Nitrous
(3x2 size), besides a G meter 14 - Favorites: Shortcuts to the most used menus and functions.
15 - Diagnostic Panel: Check inputs and outputs status and all
NOTE information of what the ECU is reading and doing is real time
For more info check chapter 23.11.
Main Menu
4 5 6 7 8 9
1
Fuel
Tables Adjust
Dashboard Ignition Engine

Tables Adjust Settings
3 15 14 13 12 11 10
2 2
You can navigate through all menus with FTManager (available in the
flash drive) and mini USB cable. The software initial screen is shown
below:
6.2 Main menu
16 - Quick access
Navigation through touchscreen is intuitive, because the ECU display
17 - Function table
makes the access to information very easy, eliminating physical
buttons. So, all changes on maps, setups and functions are done 18 - Help
by light touches on the screen. 19 - Function or map graph
To enter menus, press the screen twice, just like a double click. This 20 - Real time dashboard
is a feature that prevents the user from entering the wrong menu when
16 17 18
managing the ECU inside the car.
4 - Dashboard: Shows real time engine information (RPM,

Temperature, pressure, timing, injection time, etc.)
5 - Fuel Tables Adjust: Main fuel map, overall fuel trim, RPM
compensation, TPS idle fuel table accel fuel enrich and
decay, engine and intake temp, compensation battery voltage,
compensation, post start enrich, etc 19
6 - Ignition Tables Adjust: Main ignition map, overall ignition 20
trim, MAP / TPS compensation, air and engine temperature
compensations , individual cylinder trim, timing split, etc
7 - Alert Settings: Access to shift alert settings, safe mode RPM When entering a map or setting up a function, there are some buttons
limiter, alerts by fuel and oil pressure, TPS, etc on the screen that act as described below:
8 - Engine Settings: Engine basics info as ignition mode, RPM 21 - Red area shows the point selected for editing
signal, pedal/throttle settings, idle actuator, injectors deadtime, 22 - Yellow area is shown only when the engine is running and shows
ignition dwell, wiring harness diagram the actual condition of MAP, temperature, TPS, etc
20
Getting to know the ECU FT450 / FT550 / FT550LITE / FT600
23 - Button +: increases the value of the selected parameter 36 - Table position mini map:
24 - Button >: Selects next parameter on the map Yellow: click this icon to go directly to the point of the map
25 - Save/Select Button: Saves any changes done to the map or where the engine is working at the moment
configuration and returns to the main menu Purple: That’s the position of the table that’s being shown by
26 - Home Button: Returns to the home screen. If any maps or the screen
configurations were changed, it ask for confirmation
Main Fuel Injection Table
27 - Cancel/Back Button: Cancels all changes done to the maps 33
31 32
or configuration and returns to previous menu bar 34
0,60 0,80 1,00
28 - Button -: Reduces the value of the selected parameter
29 - Button <: Selects previous parameter on the map A 3000 2,300 3,080 3,860 +
30 - Button <>: Change the screen (if available on the menu)
B 15,980 (106%)
3500 2,338 3,943 ms
30 TPS compensation 31 RPM 3,140 (20%)
4000 2,388 3,220 4,052 -
21 22
36 35
34
24
23
28 10 % 6.3 FTManager shortcuts
29 +15 % • F1 – Show and hide help panel
• F2 - Show and hide quick access panel
• F3 – Show and hide graph
• F4 – Show and hide real time (FTManager real time dashboard)
27 26 25 • F5 – display main table and hide every other function
• F6 – change the main fuel table measurement unit: milliseconds
(ms), volumetric efficiency (%VE), duty cycle (%DC), fuel flow (lb/
hr or customized unit)
• F7 - Datalogger REC
• F8 - Datalogger Stop
• F9 – no shortcut
• F10 – datalog overlay - vertical split screen
• F11 – datalog overlay - horizontal split screen
• F12 - Dashboard popup
• (Ctrl) + (C) – copy
In the FTManager all commands are accessible through mouse and
• (Ctrl) + (V) – paste
keyboard. The advance (3D) fuel table is shown below:
• (Ctrl) + (+) – fast value increment. Increases 0,100ms in the
fuel table. On VE and DC the change is related to milliseconds
Advanced edition mode • (Ctrl) + (-) – slow value decrement. Decreases 0,100ms in the
In the advanced mode, both fuel and timing tables will be in a 3D fuel table. On VE and DC the change is related to milliseconds
table format. Some functions will also be presented in a 3D table • (+) – Increment in 0,010ms steps. On VE and DC the change
only. The navigation is very simple, in the left bottom corner you can is related to milliseconds
see the current position in the table. Green marker is for bank A and (-) – Decrement in 0,010ms steps. On VE and DC the change
purple for bank B. A yellow marker will show the current engine table is related to milliseconds
position. If you click this icon, you will taken to the current load/tps • (Shift) + (+) – slow value increment in 0,001ms steps. On VE
and rpm position. and DC the change is related to milliseconds
To scroll through the vacuum/pressure or TPS, click in the horizontal • (Shift) + (-) – slow value decrement in 0,001ms steps. On VE
direction of the table, to RPM ranges, click in the vertical direction. and DC the change is related to milliseconds
• (A) – sum
31 - Injector Bank • (M) – multiply
32 - Engine RPM • (Space bar) – pops up a box to fill a value
33 - MAP / TPS • (I) – interpolate the selected cells
34 - Use button + and - to increase or decrease injection time • (V) – interpolate vertically the selected cells
35 - Injection time and percentage. The above value corresponds to • (H) – interpolate horizontally the selected values
bank A value below to bank B • (S) – Smooths the fields selected in the main tables
• (G) – site function. Moves the cursor to actual engine position
21
• (Home) – moves the cursor to the leftmost cell 6.5 Dashboard screen
• (End) – moves the cursor to the rightmost cell
When the engine is running, the dashboard screen shows real-time
• (Page Up) – moves the cursor to the topmost cell
information of sensors that are being read by the ECU.
• (Page Down) – moves the cursor to the bottommost
Chapter 23.3 has more information on how to change the instruments
on this screen.
6.4 Warning sounds in FT550LITE
The FT550LITE has several warning sounds that indicate error To access the dashboard screen, touch the icon , located at
the main menu.
Painel de
Instrumentos
conditions, safety alerts or gear shifting rpm. Check out the meaning
of these alerts:
1 - Real time readings;
2 - Internal datalogger status;
Short duration alert at short intervals (40 ms with sound,
3 - Touch this whole area to access the main menu;
10 ms without sound) 4 - Accelerometer graphic;
• Shift alert: the alert turns on at a programmed rpm.
1 2 3
Average duration alert at short intervals (400 ms with
sound, 100 ms without sound)
This warning refers to any safety configuration inserted in the Alerts
Settings menu
It can refer to:

• Over rev / Injector duty cycle / Overboost / High oil pressure /
Low oil pressure / Minimum oil pressure @ RPM / High engine
temperature / Low fuel pressure / Base fuel pressure /
The alert will only sound if the function is enabled at the Alert Settings
menu.
4
Long duration alert with average intervals (800 ms with The dashboard is also shown in real time in FTManager:
sound, 400 ms without sound) To add or remove gauges, click with mouse right button in a free
This alert may correspond to different situations in ECU: space and select the gauge type you want to (radial, bar or digital).
ECU firmware error: (need to update the module via the FTUpdater);
Missing cam sync sensor: a setting was sent to the module
which requires the use of cam sync sensor (12 teeth crank trigger
and sequential ignition). In this case, go to the RPM Signal menu and
enable the cam sync sensor;
Ignition must be configured as a distributor: a configuration
has been sent to the module that only works in distributor mode. In
this case, connect the module to the PC and go to Ignition menu and
select the “Distributor” option;
Disabled outputs: connect the FT550LITE to the PC, go to the 6.6 Diagnostic panel
Engine Setup menu and select the check box “Enable Outputs pins”;
TPS not calibrated: connect the module in USB and calibrate the The diagnostic panel is a function which shows all ECU inputs and
TPS before starting the engine; outputs parameters and is very helpful to detect anomalies in tune,
sensors and actuators. To access it through FTManager, click on
These alerts will be played continuously and will only stop when the
Diagnostic Panel tab at quick access panel.
error condition ceases to exist.
The Diagnostic Panel is a tool used to detect anomalies on inputs,
outputs, sensors and actuators. In order to access it, touch its icon
IMPORTANT , at the main menu.
When connecting FT550LITE to the USB, it is Diagnostic
normal that the warning sound is weak. It is a Crank General

4
CAN
Time based
strategy to save the battery when connecting

functions
9+
the ECU to notebooks.

Minimum and Compression
Alert events
Maximum test
White Blue Gray Yellow

inputs outputs outputs outputs
22
The diagnostics panel is separated in the following screens: WARNING

Crank General CAN Time functions When the 2-step and 3-step are set to activate
Minimum and Compression
Alert event by speed, its operation can be checked through
maximum test
White inputs Blue outputs Gray outputs Yellow outputs
the page 1 of the Diagnostic Panel, not through
page 2, since you are not using an analog input
In this screen a small red circle with a number inside is shown in the
(white wire) to switch.
corner of the icon when there’s a problem on that function.
Crank
Displays crank and cam RPM as well as cam sync angle, very useful
for diagnosing problems in cam and crank trigger sensors.
Diagnostic 1/11
Crank
Crank RPM Cam RPM
7325 SYNC
7325
Cam sync angle (°)
Fuel injection
Timing 90,4 Diagnostic panel labels
Diagnostic 2/6
White wires: Inputs
General 1: O2 sensor #1
2: Two-Step
3: Air conditioning
4,994 V
4,995 V
0,094 V
1,10
Disab.
Disab.
4: Oil pressure 4,995 V 9,98 bar
Displays real time information of all the sensors and engine conditions.
5: Engine temperature 4,509 V 1 °C
6: Fuel pressure 4,998 V 9,98 bar
7: Air temperature 0,663 V 10 °C
8: Avaliable 0,000 V 0
9: Avaliable 0,000 V 0
10: MAP 0,021 V 0,84 bar
11: TPS 0,000 V 0,00 %
Inputs, outputs and CAN

White inputs: in the left, the function assigned to the input is Input or output is configured, enabled and working properly.
displayed, in the center is the voltage being received by the wire and
in the right the value corresponding to that reading. Input or output is configured and disabled.
CAN bus: In the left the name of the sensor is displayed and in the
right, the reading of said sensor. Input or output has not been set up.
Blue,Gray and Yellow outputs: In the left is the name of the function
assigned to the output, in the center is the applied value, and in the Input or output is set up, but there is an abnormal behavior.
right, data relevant to the performing of the function.
6.7 Test time based features
Minimum and maximum This menu allows you to run the output test controlled by time. To
Displays the peak maximum and minimum values recorded by the start this test the engine must be turned off and the ignition switch on
ECU during it’s usage. These values can be erased by touching the (12V). The test starts when the 2-step button is pressed and lasts as
red X icon lower right corner of the screen or in “Interface Settings/ long as the button is pressed.
Erase Peaks”. While the test is performed the RPM values, MAP, TPS and
On page 10 are information regarding the engine RPM signal readings. temperatures can be changed in real time.
Below are some common errors and possible causes:
Crank trigger error: gap detected at the wrong spot - it
detected the gap (missing teeth) in the wrong place; it can also happen
with a trigger wheel without missing tooth when there is a cam sync
signal in the wrong place. Also occurs in engines with a very light
flywheel that accelerates and decelerates quickly during compression
strokes at engine startup and running.
Crank trigger error: wrong number of teeth - number of teeth is
different on the crank trigger wheel than what is set at ECU. Electrical
noise can cause a reading of a “ghost” tooth, for example.
Crank trigger error: missed tooth reading - the ECU detected
less teeth then it should have. Also happens in engines with a very light Test time based features
flywheel that accelerate and decelerate very fast during compression Desat. Ativ. RPM - 1000 +
strokes at engine startup and running.
Hold the 2-step button for the
test MAP - 0,00 +
Crank trigger error: abnormal acceleration - tooth error Tempo (s): 0,00 TPS - 90,0 +
detection. Usually caused by signal noise. T.air - 70,0 +
T.engine - 70,0 +
Cam sync sensor: signal noise - cam sync signal detected in
the wrong spot. Typically this error is caused when the ECU detects
noise in the cam sync sensor signal or when the cam trigger wheel
has more than one tooth.
23
6.8 Compression test 1 - Import settings: settings from another map can be imported
to the currently opened map.
The compression test monitors the current during the engine cranking
to estimate the relative compression in each cylinder.
The battery current increases during each cylinder compression 1

stroke, reducing the battery voltage.
The test is performed through the ECU screen, at the “Diagnostic

Panel/Compression Test”
The test is performed during the engine cranking, injectors and coils
will be disable during the test. The ECU screen will show the relative 2 - Import from ECU Manager: Use this option to import settings
compression in each cylinder. from maps from FT200, FT250, FT300, FT350 and FT400 into
a map in FTManager.
Compression test 1/2 Compression test 1/2
Cil. 1 Cil. 2 Crank the engine and check the 2

Crank the engine
and check the
relative compression
of each cylinder
--- %
---%
relative compression of each cylinder
in real time
Start
in real time
Cil. 3 Cil. 4 Cil. 1 Cil. 2 Cil. 3 Cil. 4 Cil. 5 Cil. 6
Start
--- %
---%
---
Cil. 7
---
Cil. 8
---
Cil. 9
---
Cil. 10
---
Cil. 11
---
Cil. 12 3 - Export sensors: export sensors from this map into another
--- --- --- --- --- ---
one.
4 Cylinder test 5 to 12 Cylinder test
3
6.9 Internet Remote Tuning
Since update 3.3, FTManager has a new feature wich will make it
easier to connect 2 computers that have FTManager installed.
To Start a connection go to the “Internet Remote Tuning” tab on 4 - ECU factory reset: Performs a factory reset and completely
FTManager. erases maps and settings on the ECU.
5 - Project CARS Interface: Use this option to send data from
Allow remote tuner: This option allows for another remote computer the Project CARS game to the ECU and use it as a dashboard.
to connect to your FTManager. Click on “Allow” to generate a 6 digit 6 - Refresh Throttle database: Update the compatible electronic
password wich must be informed to the tuner that’s going to connect throttle database on the software.
to your computer. 7 - Check Updates: Checks if a newer version of the software is
Tune remote client: This option allows you to connect to another available.
remote computer using the 6 digit password generated on the clients
FTManager. 4 8 5 6 7
8 - Oscilloscope mode: Used to diagnose RPM and Cam Sync

signals.
Oscilloscope mode
This tool allows the RPM and Cam sync signals received by the ECU
6.10 FTManager exclusive features to be drawn on screen and analyzed by the user to find any issues
This section will explain some features that can only be found in the that can make engine start difficult as well as RPM signal losses.
FTManager, they make it easy to create new map files based on By analyzing the signals, it’s possible to identify damages in the trigger
existing ones. wheel, as well as the pattern (number of teeth), problems with the
sensor itself, and the best working trigger voltages.
To access this function, go to “Tools” and then “Oscilloscope Mode”.
There are several signal display configurations.

Frequency (Hz): adjusts the frequency that the signal is shown in a
range from 1KHz to 500 KHz.
24
Axis Y: adjusts the voltage limits shown in the graphic from 2.5V to
25V.
Export to: This log file can be exported as text format, Excel
spreadsheet or as an image.
Input expander (11)

Input expander to PowerFT ECUs see owner manual for more
information
Engine Simulator (9) 11

Now it's possible to change reading values from sensors and
activate buttons from certain features to simulate engine operation
and test actuators and solenoid response while the engine is OFF.
Recommended to test the overall behavior of electronics in the engine
and car;
Send Map (10)

This option allows you to send the map directly via FTManager, click
on the “send map by e-mail” button.
From: enter your email or your name;
To: enter the email to whom you want to send the map;
Message: Write your message, describing the subject of the email;
File: the map that is currently open will be attached.
To send it is necessary agree to the terms and conditions of use of
the service.
NOTE
The computer must have access to the web, to send
the map by e-mail,
10 6.11 FTManager - Datalogger

Used for a complete analysis of datalogs recorded in the ECU, refer
to chapter 19 for instructions on how to set up which channels are
going to be recorded.
1 - Options: Here the channels of the opened log can be edited

without changing the settings of the map file.
2 - Set zero time: Use this to set the 0 mark of the timer, can be
assigned right at the launch so the run gets properly timed in
the log.
3 - Clear all graphs: hides all channels.
25
4 - Compare graphs: Compare graphs between 2 or more logs. NOTE

5 - Min/Max values: List all the minimum and maximum values
- This feature will only work on 3D maps
registered for each channel.
- The correction can be applied as many times
6 - Status events: Displays an alert and error report along with the
as desired, the more it is used, the better the
time at which they occurred.
fuel table will get.
7 - Log info: This form should be filled by the tuner with information
regarding track times, weather, driver and many others that
pertain the opened log file.
3 5
10
6
1 2 4 7
8 - Fuel table Overlay: making it possible to see which cells were

in use as you drag the cursor through the log file.
9 - Ignition table Overlay: making it possible to see which cells

were in use as you drag the cursor through the log file.
10 - O2 correction overlay: This features works similarly to the

regular fuel table overlay but, besides showing all the corrections
performed by the O2 closed loop, it makes it possible to apply
changes permanently to the fuel tables by clicking “send to
FTManager”.
To apply the O2 closed loop corrections follow these steps:

a) Open the datalog file to be analyzed
b) Click on O2 corrections overlay (10)
c) A screen will pop up showing corrections made to the fuel table
of the currently opened map(not the one from the datalog, so
make sure the log file being analyzed was made using the same
map file that is currently opened in the software)
d) Analyze the colored cells and select the values to be sent to the
map and click “send to FTManager”
For better results, it is recommended that the log files are recorded
with similar conditions of temperature, RPM, boost, weather, etc.
As this feature does not change temperature compensation tables (IAT
and ECT), the O2 closed loop compensation will be directly affected
by them and may apply corrections that are not necessarily the best
for your fuel table.
26
Engine settings FT450 / FT550 / FT550LITE / FT600
7. Engine settings To generate a new map through the touchscreen, just get in a setting
that is empty and a message appears telling you that the setting is
FuelTech ECUs leave the factory without maps or adjustments, so empty and asking if you want to create a new tune.
you need to create the injection maps, ignition and the inputs and
outputs settings before running the engine. File Manager 2/2
Adjust 1 [Blank]
Copiar ajuste para:
Blank file map!
The FuelTech Default is an automatic calculation of the basic injection Ajuste 1 xxxxxxxxxxxxxxxx
Do you want to run the
configuratio wizard?
and ignition maps for your engine based on the information provided Ajuste 2
Do not show this message again
Ajuste 3
in the “Engine Settings”. Performing this automatic adjustment every Ajuste 5 [Vazio]
Yes No
injection and ignition maps, including temperature compensation, etc.

Will be filled based on your engine characteristics.
In the first screens of the wizard are the settings for measurement
The information provided must be correct and consistent, maximum
units used by the ECU. Select the temperature, O2 sensor, pressure
RPM and boost values should
be according to the engine capacity and
and speed units.
the injectors should be properly sized to the estimated engine power.
The following screens are part of the engine configuration menus and
The use of an instrument, such as oxygen sensor (wideband
are described in the following chapters. Follow the wizard by reading
recommended) and/or an analyzer of exhaust gases, to make the
the next pages.
analysis of the air/fuel mixture is extremely important.
Measurement Units 1/2 Measurement Units 2/2
Caution, especially during start-up, is needed, since it is an initial tune Pressure unit Temperature unit O2 Sensor unit Speed unit
that will start most engines, there are no guarantees for any situation. bar
Be extremely cautious when tuning your engine. Engine should not be Psi
°C Lambda kph
operated at maximum load until the air fuel ratio has been confirmed. kPa
°F AFR mph
Start tuning with a rich map and a conservative timing, because starting
with a lean map and advanced timing can severely damage the engine. 7.1 Engine setup
To create a default map by FTManager, click the “File” menu and
then “New” to start the wizard. The menu “Engine Settings” will be
passed in sequence.
Check in later chapters the descriptions of all these options required
to complete the step by step and create the default map.
Enable outputs
Basically prevents the outputs from turning on (injection, ignition and
auxiliary outputs).
Engine setup 1/7
Disabled Enabled
Enable outputs
This options enables all FT500 outputs.

It must be the last thing to be setup before
cranking the engine. Until this is
done, no output will be activated.
27
FT450 / FT550 / FT550LITE / FT600 Engine settings
Engine type and number of cylinders 10 cylinder engines

Select the type of engine, piston or rotary and the number of cylinders • 1-10-9-4-3-6-5-8-7-2: Dodge V10;
or rotors. • 1-6-5-10-2-7-3-8-4-9: BMW S85, Ford V10, Audi, Lamborghini
V10;
Engine setup 1/6
Engine type: Number of

cylinders: 12 cylinder engines
Piston Engine
4
• 1-12-5-8-3-10-6-7-2-11-4-9: Jaguar V12, Audi, VW, Bentley
Rotary Engine Cylinders
Spyker W12;
• 1-7-5-11-3-9-6-12-2-8-4-10: 2001 Ferrari 456M GT V12;
• 1-7-4-10-2-8-6-12-3-9-5-11: 1997 Lamborghini Diablo VT;
Engine limits
Setup the maximum RPM and maximum boost. Customized
Maximum engine speed: setup the engine maximum RPM. All fuel • In case the firing order of your engine is not listed on the ECU,
and timing maps will be created with its last point on this RPM. This there’s a mode that allows full customization of the firing order.
parameter is also used to calculate fuel injector’s percentage of use.
Engine setup 3/6
Firing order: FT200, FT250, FT300, FT350 and FT400 default
Maximum boost: maximum boost for fuel and ignition maps. For 1-3-4-2
1-2-3-4
naturally aspirated engines, set this option as 0.0psi. For turbocharged 1-3-2-4
engines, use 10psi above the maximum boost the engine will 1-4-3-2
effectively be using. In case of an overboost, the ECU will apply the Custom
last injection timing set on the map. This option doesn’t control boost
pressure, is just a limit for fuel and ignition maps. Main fuel table
Engine setup 2/6
MAP: this mode is indicated for turbo or naturally aspirated engines.
Engine limits
Maximum Engine Speed
That’s the mode that better represents engine load, because engine
Maximum Boost
vacuum varies under different loads, even with the throttle on the
9500
RPM
3,50
bar same position.
TPS: this option is mostly used on naturally aspirated engines with

Firing Order aggressive camshafts, when this causes the vacuum on idle and
under low load conditions to be unstable. When this option is selected,
Select the firing order according to your engine.
MAP compensation is available for fuel and timing maps.
4 cylinder engines
TPS idle fuel injection table: This is the mode the fuel injection
• 1-3-4-2: majority of engines, VW AP, VW Golf, Chevrolet, Ford, on idle speed will be controlled. When enabled, a table that relates
Fiat, Honda, etc.; injection time versus engine RPM is activated whenever TPS is equal
• 1-3-2-4: Subaru; to 0%. Enable this feature an engines with high profile camshafts and
• 1-4-3-2: air-cooled VW; unstable vacuum on idle.
• 1-2-4-3: Motorcycles (majority)
For street cars with stable vacuum on idle, it is recommended to keep
5 cylinder engines this feature disabled. In this case, injection time for idle will be set up
• 1-2-4-5-3: Audi 5 cylinders, Fiat Marea 20V and VW Jetta 2.5; directly on the vacuum ranges on the main fuel MAP.
6 cylinder engines: Accel fuel enrichment: use this parameter set up as TPS whenever
• 1-5-3-6-2-4: GM in line (Opala and Omega), VW VR6 and BMW possible, as this sensor reacts faster than the MAP sensor to indicate
in line; a quick change of position in the throttle.
• 1-6-5-4-3-2: GM V6 (S10/Blazer 4.3); Engine setup 5/6
Main fuel table
• 1-4-2-5-3-6: Ford Ranger V6; TPS MAP
TPS idle fuel injection table

Disab. Enab.
8 cylinder engines: Acceleration fuel enrichment
• 1-8-4-3-6-5-7-2: Chevrolet V8 (majority); TPS MAP
• 1-8-7-2-6-2-4-3: Chevrolet LS
• 1-5-4-2-6-3-7-8: Ford 272, 292, 302, 355, 390, 429, 460;
• 1-3-7-2-6-5-4-8: Ford 351, 400 and Porsche 928;
• 1-5-4-8-6-3-7-2: Mercedes-Benz;
28
RPM for engine start: set up a RPM limit above which the start-up the crank trigger gap to the RPM sensor. If there crank trigger has no
routines are disabled. Below this RPM, all the injection, ignition and gap, the angle distance is from the previous teeth to the RPM sensor.
actuator positions set up for engine start are used. For engines with distributor and Crank trigger, check our Technical
Engine setup 6/6
Support for information about the alignment in use.
RPM for Below is a table with known alignment values and configurations for
engine start
When the engine RPM is
most of the cases:
lower than this value,
the ECU assumes the start-up
routines. Above this RPM, 400 RPM signal 2/4
values of injection, ignition
and actuators position are the RPM
ones set up on the maps. Crank Ref. Sensor
Type Edge
VR internal ref.
Rising Edge
7.2 RPM signal

VR Differential
Falling Edge
Hall/VR with pull-up
RPM signal is the most important information to run the engine properly.
This menu is where the RPM input will be set up.
WARNING
Ignition calibration values on this table are
just a start point. ALWAYS perform the ignition
calibration according to chapter 16. When the
ignition is not correctly calibrated, the timing
shown on the ECU screen is different from the
one that is being applied to the engine. This may
cause serious damage to the engine.
Crank
Engine/ Recommended Cam sync
trigger -
brand Index position sensor
pattern
BMW, Fiat,
RPM signal 1/4 Ford (inj. 324° (BMW)
Option selection:
36-1 (crank)
60-2 Marelli), 123º (GM) Not mandatory
36-2 (crank) Renault, VW, 90º (others)
48-2 (crank) GM
60-2 (crank)
Custom
48-2 Not mandatory
Ford (ECU
36-1 90º Not mandatory
FIC)
Engines with crank trigger: select the crank trigger pattern. 36-2-2-2 Subaru 55º Not mandatory
Select the crank trigger or distributor pattern. In case of a crank trigger 36-2 Toyota 102º Not mandatory
without missing tooth and multi-coils, a cam sync sensor is required.
30-1 Not mandatory
When using a single coil, the cam sync sensor is not mandatory. A
several options of standard patterns are available for using with multi- 30-2 Not mandatory
coils or distributor based systems. 24-1 Hayabusa 110º Not mandatory
Suzuki Srad
24-2 Not mandatory
RPM Sensor 1000
24 (crank) or
Select the RPM sensor used on the vehicle, VR or Hall Effect. 60º Falling edge
48 (cam)
VR internal ref: Only use this option when told by our tech support.
Bikes Honda
This is used for compatibility with older units only. 12-3 Not mandatory
CB300R
VR Differential: Select this for VR sensors; it’s less susceptible to
electromagnetic interference. When the crank trigger signal is split Honda Civic
12+1 210º or 330º Not mandatory
with the OEM ECU this option is mandatory. Si
Hall/VR with pull-up: Select when using Hall effect RPM sensor Bikes Honda/
or when experiencing problems with electromagnetic interference. 12-1 Suzuki/ Not mandatory
Yamaha
RPM Signal Edge: this option changes the way the ECU reads
the RPM signal. As there’s no simple way of telling which one is the 12-2 Not mandatory
correct option (without an oscilloscope), select the option Standard Motorcycles/
(Falling Edge). If the ECU sees no RPM signal during initial startup, AEM EPM/
12 (crank) or
change this parameter to Inverted (Rising Edge) Honda Falling edge
24 (cam)
First tooth alignment: set here the crank trigger alignment related to distributors
the TDC. This alignment can be checked by turning the engine to the 92/95-96/00
cylinder #1 TDC and counting, counterclockwise, angle distance, from
29
8 (crank) or Cam sync sensor for synchronization

Falling edge
16 (cam) Cam sync signal will be used only for 10 revolutions after engine start
4+1 (crank) Not mandatory and after that will be disconsidered for engine synchronization but it
4 (crank) or 8 will still be recorded on the datalogger.
8 cylinders 70° Falling edge
(cam)
3 (crank) or 6
6 cylinders 60º Falling edge
(cam)
2 (crank) or 4
4 cylinders 90º Falling edge
(cam)
7.3 Cam sync sensor

This option indicates if a cam sync sensor will be used and if it uses a Cam sync position angle
hall effect or magnetic variable reluctance (VR) sensor. This sensor is
The adjustment is degrees before top dead center (ºBTDC) of cylinder
mandatory when controlling fuel or timing in sequential mode. Without
1 combustion.
cam sync sensor the injection mode will be only semi-sequential or
This angle is not mandatory and won’t affect the ignition calibration.
multipoint. Ignition will be always wasted spark.
If you don’t know the position angle, set the same alignment as crank
Random cam sync sensor option is a test mode that automatically
index position or select the cam sync sensor as random.
assumes a position for the cam sync signal. Use this only for testing
purposes, as this may cause misfires in some applications. Use this With the random mode enabled, the position angle in the log and
option only for tests, because with individual coils and sequential diagnostic panel.
ignition the firing order can be lagged (inverted) in 360º, so the engine RPM signal 5/5
won’t start. Cam Sync Position
Cam sync sensor edge: this option changes the way the ECU
Engine position angle (BTDC)
Cam Sync when the cam sync sensor is
position angle over the cam sync teeth. This
reads the cam sync signal. As there’s no simple way of telling which
information is used to improve
noise rejection and prevent
cam sync errors and doesnt
15
one is the correct option (without an oscilloscope), select the option
require precise number since it
°BTDC doesnt affect timing precision.
Falling edge. If the engine starts with misfires, change this parameter
to Rising edge.
Cam sync reading mode
Select if there’s a single tooth or multi-teeth used for cam sync, and in
case there are multiple teeth, a tolerance between them must be set
next, this value is in percentage and it’s based on a table that must
be set through FTManager.
Cam sync sensor 3/7 Cam sync sensor 4/7
cam sync reading mode Tolerance between teeth
Single tooth
25,2
Multi teeth %
Cam sync wheel decoder

This feature must be used with the ignition on, it’ll automatically read
all the teeth in the cam sync, then a signal edge used for cam sync
can be selected.
cam sync sensor 4/5
Not used
Edge
Variable Reluctance
Hall/VR with pull-up Rising Edge

Random - Hall
Falling Edge
Random - VR
30
Cam sync position work in pairs.

Cam sync position is used to create a range within wich a Cam sync The option “distributor” means that the spark distribution will actually
signal is read and all others out of it are discarded, allowing the use be done by a distributor, with a single coil, regardless of the number of
of a single reference on multi-toothed Cam sync pulleys. cylinders. Only the ignition output #1 (gray #1) will be used to control
the ignition coil, the others are disabled.
Ignition 2/5
Ignition mode
Distributor
Double coil
Wasted spark
Single coil
Sequential
FTSPARK
7.4 Ignition Select the FTSPARK check box when using the fueltech FTSPARK
module and select the connection mode with it:
This menu sets everything related to the ignition control mode and
there is a “Default” mode (configurable through the ECU or PC) and a Multiple outputs: this is the conventional way of connecting FT
“Custom” mode (configurable only through the PC). When the ignition to any ignition module, using an ignition output to trigger each coil
is set as “Disabled”, timing maps are unavailable and only the fuel (double or single). In this case one or more ignition outputs will be
control is enabled. Gray outputs are free to be set up as injectors or connected to the FTSPARK.
auxiliary outputs.
FTIgnition BUS (one multiplex output): Select this option to
Default: this mode makes the options available the options that are enable only one ignition output to send all the ignition trigger signals
commonly used for the majority of engines, with standard firing order to the FTSPARK via the FT Ignition BUS. In this way the other outputs
tables and configurations. that would be used for ignition can be reallocated to other functions.
Custom: this mode enables all the options related to the ignition
Ignition 3/7
control, as customizable firing orders and angles, etc. When using
Disabled Enabled
this mode, ignition configuration can only be done through a PC with In this mode FTSPARK is
FTSPARK
FTManager Software. Multiple outputs
connected to the ECU
through multiple ignition
outputs (gray wires).
Alterada
On ignition output settings,
FT ignition bus the ‘Falling edge’ and fixed
multiplexed output. 3ms dwell.
Output Test
When the multiplexed output is selected, its possible to test the
FTSPARK outputs using a “test function” on the FTManager. To do so,
go to ‘Sensors and Calibration’ then ‘Outputs’ and select FTSPARK
- Output test.
Ignition 1/5
Disabled Enabled
Default This selection opens
Custom
all ignition setup Ignition output
parameters
Select the ignition output edge/mode.
Falling edge (SparkPRO): Select this option when using FuelTech

Ignition Mode SparkPRO, M&W ignition, smart coils (integrated igniter, such as GM
Select if the ignition will be controlled in sequential (cam sync sensor LS coils). This mode has dwell control enabled. It’s important to know
needed) or wasted spark modes or if a distributor will be used for the dwell requirements or “charge time” of your particular ignition coil(s).
that control. There is also the wasted spark mode, where the coils
31
• Rising edge (MSD duty 50%): select this option when using Ignition Delay time
MSD, Crane, Mallory or other capacitive discharge ignitions (CDI).
That’s the delay time the ignition module has between receiving a
This mode has a fixed 50% duty cycle signal.
signal to spark and effectively spark at the plugs.
Time is given in microseconds (uS).
• Rising edge (Honda Distributor): this option must only be
selected when using Honda distributor with stock igniter (the one that’s Ignition 5/5
integrated to the distributor). This mode has dwell control enabled. Ignition delay time
Select this option only when using Honda OEM igniter and distributor. Ignition delay time
compensation. For MSD
and SparkPRO, use 45us.
Ignition 3/5
40
us
Ignition output
Falling edge (SparkPRO)
Rising edge (MSD - duty 50%)

7.5 Fuel injection
Rising edge (Honda Distributor)
In this menu, all the options related to fuel settings must be configured.
Ignition cut Basic: This mode makes available the options that are commonly
used for the majority of engines, with standard injection angles and
The ignition cut maximum level is the percentage of ignition events
configurations.
that will be cut to limit the engine RPM.
Advanced: This mode enables all the options related to the fuel
The RPM progression range acts like a smoothing for the ignition cut.
control, as customizable injection angles, etc. When using this
Example: rev limiter at 8000rpm, RPM progression range at 200rpm.
mode, fuel injection configuration can only be done through a PC
From 8000rpm the ignition cut level will gradually increase until it
with FTManager Software. It is also possible to customize all the fuel
reaches 90% cut at 8200rpm.
tables and RPM positions, adding RPM, TPS or MAP points according
Percentages less than 90% may not keep the engine under the rev to the engine needs
limiter. Bigger RPM progression range tend to stabilize more smoothly
the rev limiter, but allows the RPM to pass the RPM set as rev limiter.
These numbers are valid to all kinds of ignition cut, with the exception
of time based compensations (time based RPM and driveshaft RPM/
wheel speed) and 2-step. These features have their own parameters.
For inductive ignition systems it is recommended to use 90% maximum
level and 200 RPM progression range. For capacitive system, like
MSD, it is recommended to use 100% maximum level and 1 RPM
progression range.
Ignition 4/6
Ignition cut
Maximum level RPM progression range
90 200
% RPM
Fuel injection 1/6
External cut This selection opens

Basic all fuel injection
This mode is only available when using a distributor and a MSD ignition setup parameters
Advanced (PC)
module. Enabling this option means the ignition cuts will be performed
by the MSD using the Legacy input they have.
To use MSD Legacy cut a FT600 white wire has to be connected Fuel Banks: select primary and secondary (if used) banks control
to the MSD Legacy right pin. By standard, White#10 is setup as mode.
ignition cut. Multipoint: All the injector’s outputs will fire at the same time, as
When experiencing problems with the cut through MSD like no cut batch fire.
at all or RPM limit always 500 RPM above what was setup, use the Fuel injection 2/6
Primary
other MSD pin.
Multipoint 1 output
Ignition 4/5
MSD Legacy Input Semi-sequential 2 outputs
Disabled Enabled
Connect a FT500 white wire 4 outputs
Sequential
External cut to the pin on the right
MSD All ignition cuts are executed
by MSD module through a signal
sent by an White output to
Pro Mag the MSD Legacy input. If this
is not selected, ignition
cut is done by FT500
Do not connect
pin on the left
32
Semi-sequential: in this mode, injectors are fired once per engine 7.6 Pedal/Throttle
revolution, at 0° and 360°, in pairs, according to the twin cylinders.
In a 4 cylinder engine, cylinders 1 and 4 will be fired at the same time, Select the option “TPS” when using a mechanical throttle, driven by
then cylinders 2 and 3 at the same time. cable.
Fuel injection 2/6
Primary
Multipoint
Semi-sequential 2 outputs
4 outputs
Sequential
Sequential: in this mode, each injector output fires only a single time
per engine cycle (720° on a 4 stroke). This mode is only available
when a cam sync sensor is properly set up.
Fuel injection 2/6
Primary
Multipoint
Pedal / Throttle 1/13
Semi-sequential Código da borboleta
None
0500020010002001
Sequential
TPS 1 2 3
Single electronic 4 5 6
throttle
7 8 9
Dual electronic
Injector’s total flow throttle 0
That’s the total flow of all injectors on the bank (primary or secondary).
This data is used to allow addition of some fuel tables in lb/hr I.e. four TPS
80 lb/hr injectors on primary bank have a total flow of 320 lb/hr (80 x 4). When using a throttle drives by cable with a potentiometer on the
throttle shaft select the TPS option.
Fuel injection 3/6
Standard input for TPS sensor signal is #11(FT600) and #3 (FT450
Primary
/ FT550), but it is possible to set this input on any available input.
Pedal/Throttle calibration must be performed as shown in chapter 12.4
Injectors total flow
Total flow is a sum of injectors
flow at the bank.
320
lb/h Edit unit Pedal / Throttle 2/9
TPS input selection: default white #11 on FT400
White 7: Air temperature
White 8: Avaliable
Fuel type White 9: Avaliable
White 10: Avaliable

Select the fuel used on the motor. This information is used to create White 11: Avaliable
a better base map

Fuel injection 6/6
Fuel type Electronic throttle control ETC

Fuel injector
Pump gas phase reference:
First data to be inserted on the ECU when using electronic Throttle
Race gas Fuel injector
E85
opening is its code (not the throttle part number). This code is found on the
Fuel injector
Alcohol
closing FTManager Software. If your throttle is not on the list, please, contact
our tech support to check compatibility first.
Fuel injection phase reference Throttle position sensor input

Select if the Fuel injection phase angle table will be based on the If the map is generated in the FTManager software the ETC inputs
injectors opening or closing. The angular distance is the measure will be automatically allocated and can be checked in “Sensors and
between the ignition TDC of each cylinder and the moment the injector Calibration” menu, then “Inputs”.
should open or close
Fuel injector opening: in this option it is only possible to know

the angle the injector will open, but, its closure will vary according
to injection time and RPM, this means that, depending on these
factors, the fuel injection may still be occurring even after the intake
valve has closed
Fuel injector closing (default): This is the most commonly used

option as the fuel injection always occurs before the end of the intake
cycle, no matter the injection time or RPM.
33
After inserting the Throttle code, set the input that will be connected The next parameter to be setup is the Throttle speed.
to the throttle position sensor, usually there are two signals on the
throttle. Standard inputs are wires white #11 (Throttle signal #1A) and
white #10 (Throttle signal #1B).
Pedal / Throttle 2/9 Pedal / Throttle 3/9

Throttle #1A input selection: default white #11 on FT400 Throttle #1B input selection: default white #10 on FT400
White 7: Air temperature White 7: Air temperature
White 8: Available White 8: Available
White 11: Available White 11: Throttle #1A
Input for Throttle signal #1A Input for Throttle signal #1B
Now, setup the inputs that will be connected pedal #1 and pedal #2
position sensors. The standard inputs are wires white #9 (pedal #1) There are five control modes:
and white #8 (pedal #2).
Normal: normal throttle response little bit faster than the stock ECU.
Fast: fast throttle response.
Pedal #1 input selection: default white #9 on FT400 Pedal #2 input selection: default white #8 on FT400

Smooth: smoother control mode, used on street cars and automatic
White 9: Available White 9: Pedal #1

transmissions.
White 10: Throttle #1B White 10: Throttle #1B Smooth when cold and normal when hot: changes the control
White 11: Throttle #1A White 11: Throttle #1A
mode according to the engine temperature, starts with smooth mode,
Input for Pedal signal #1 Input for Pedal signal #2 and then changes to normal mode automatically.
Smooth when cold and fast when hot: changes the control mode
Electronic throttle control motor outputs (FT550/LITE and according to the engine temperature, starts with smooth mode, and
FT600 only) then changes to fast mode automatically
When generating the map in the FTManager the Yellow #3 and #4 Pedal / Throttle 8/9
will be selected to ECT motor control. Electronic Throttle speed
Normal Fast Smooth
Smooth when cold and Smooth when cold and

normal when hot fast when hot
Operation mode: this parameter changes the ratio between the

pedal and the throttle.
Linear: this mode has a 1:1 ratio between pedal and throttle.
Progressive: recommended for street cars.
Aggressive: throttle/pedal ratio is 2:1. When pressing 50% pedal,
throttle is already on 100%.
The last parameter to be configured is an opening limiter, very useful
to limit the engine power by the throttle.
Use 100% when no safety limit is wanted.
Select the outputs that will control the two wires from the throttle motor. Custom: enables a table where the pedal x throttle ratio can be freely
By standard they are yellow #3 (motor 1A) and yellow #4 (motor 1B). In customized. Very useful when using big throttle bodies, allows you to
case these outputs are already being used by another kind of control, build your own throttle progression.
use outputs yellow #1 and yellow #2 Custom Pedal pos. and RPM: Relation between throttle and
RPM through a pedal x throttle x RPM percentage table, very useful
for motorcycle throttles where there is a very fast opening variation.
Test output: Test Test output: Test
ETC motor #1A output selection: default yellow #3 ETC motor #1B output selection: default yellow #4
Yellow 1: Available Yellow 1: Available

Pedal / Throttle 14/28 Pedal Pos. by RPM
Yellow 3: Available Yellow 3: ETC motor 1A
Operation mode Pedal and throttle position relation table
Linear 1 2 3
Cutom
Pedal
+
Progresssive 10 20 30
Input for throttle motor 1A control Input for throttle motor 1B control
[%]
Custom [%]
Agressive Pedal Pos. and RPM Throttle
10 20
[%] 30
-
34
7.7 Idle actuators Stepper motor

This menu allows you to select the idle actuator used on the engine In this option, the four yellow outputs are used. It is necessary to
and the outputs that will control it. After this quick setup, the idle speed inform which output controls which step motor output and the step
parameters must be done according to chapter 19.2. motor type. There are predefined actuators for VW and GM models
(number of steps) and a “Custom” mode that allows the configuration
of steps. As there are many variables in the manufacturing process,
An important tip is that, when selecting “No Actuator”, it is still possible
if you’re experiencing difficulties at idle tuning, check the “Custom”
to control idle speed by ignition timing as configured in the “Other
mode and change the number of steps. In some GM step motors, 190
Functions” then “Idle Speed” menus. If any kind of actuator is selected,
is the correct number. For some VW step motors, 210 works better.
the idle speed by timing control is automatically enabled. This happens
The option “Fully open for TPS over 90%” fully opens the idle valve
because the idle speed control was specially developed for this FT,
when TPS is above 90%, increasing the air admitted.
integrating the timing control with the actuator reactions
Idle actuator 1/4 Idle actuator 2/4
Electronic throttle Test output: Test

Output selection
Yellow 1: Step motor 1A
Select this option, then go to “Idle speed control settings”, under None Stepper motor
Yellow 2: Step motor 2A
“Other Functions” menu. Electronic throttle PWM valve Yellow 3: Step motor 1B
Check Chapter 19.2 of this manual for more details. Yellow 4: Step motor 2B
Stepper motor type Numbers of Fully open actuator for TPS over 90%
steps
Custom
Enabled
GM (210 steps) 280
Disabled
VW (260 steps)
7.8 FuelTech base map

With the “Engine Setup” menu fully set up, the next step is to generate
the FuelTech base map, a function that generates fuel and ignition
maps to be used as a start point for the engine tuning.
The window below is displayed at the end of configuration assistant
in the FTManager:
Idle actuator 1/4
None Stepper motor
Electronic throttle PWM valve
PWM Valve
After selecting this option, it will be necessary to set up the output
connected to the valve and the control frequency. Small valves usually
use up to 2000Hz. For big valves use around 100Hz. If your valve
becomes noisy, that means the control frequency is lower than what
the valve requires. In this case, increase the control frequency.
Be aware that the only outputs that can control these kinds of valves
are the yellow ones.
Test output: Test

Output selection
Yellow 1: PWM valve
None Stepper motor
Yellow 2: Available
Electronic throttle PWM valve Yellow 3: Available When generating a base map in the touchscreen interface, the
Yellow 4: Available information will be displayed similar to the images below:
Idle actuator 3/4 Idle actuator 4/4 File Manager 2/2 FuelTech default map
Frequency Fully open actuator for TPS over 90% Edit map file name Compression ratio Fuel type
Pump gas
Reference: Small valves Generate FuelTech base map High
usually uses up to 2000Hz. Enabled Race gas
Bigger valves usually uses
between 50 and 100Hz. 1700 Copy map to another file Medium
Hz Disabled E85
Low
Erase file Ethanol
35
FuelTech default map FuelTech default map general values; check this parameter with the injector manufacturer.
Primary
Initial boost for
In the FTManager, this parameter is in the Injection menu in “Engine
Secondary injectors
Injectors total flow Total flow is the sum of injectors
flow at the bank.
total flow secondary injectors
Settings”.
Example: 4 injectors with
80 lb/h has 320 lb/h
320 total flow 640 0.50 Fuel injectors deadtime
lb/h lb/h bar
Primary Secondary
FuelTech default map FuelTech default map

1,000 0,800
ms ms
Camshaft profile
This operation will erase
previous settings.
High profile Are you sure?
Low profile
7.10 Ignition Dwell

Generate FuelTech base map
This option sets the ignition coil charging time. There is a dwell table
Compression ratio: used to correctly estimate the timing tables. because the charging time varies according to the battery voltage,
A low, medium or high compression ratio is defined according to the especially in vehicles that do not have alternator.
fuel used on the engine and if it is turbocharged or naturally aspirated.
I.e., a 10:1 compression ratio for a naturally aspirated engine using Usually, the lower the voltage, the higher the dwell time has to be set.
ethanol is considered a “low compression ratio”. The same ratio for a
turbocharged engine running gasoline will be “high”.
Smart coils (coils with internal igniter) demand lower charging
times. These are general values; check this parameter with the coil
Primary and secondary injector’s total flow: select the flow of manufacturer.
the injectors responsible for the naturally aspirated/low load range of
the engine.
WARNING
When using MSD ignition modules, it’s not
Initial boost for secondary injectors: Here is where you will set the
possible to control the Dwell time. In this case,
pressure you want the secondary bank to start opening, usually under
the coils charging time is calculated by th MSD
boost. This option is only shown when using two banks of injectors
module.
Camshaft: select the characteristic of the engine camshaft. When

selecting high profile camshaft, all injection tables from absolute
vacuum until -4.3psi are equal, as this type of camshaft does not have
steady vacuum at idle speed. When selecting low profile camshaft,
the injection times at vacuum phase are filled up in a linear manner.
Now, click the button “Generate FuelTech base map”. The ECU
will show a warning that the current map will be overwritten by the
FuelTech base map.
TPS not calibrated!
Do you want to run

the calibration wizard?
Ignition dwell
Yes No
A notice about throttle/pedal calibration will be displayed. Click Yes

and you will be redirected to the calibration screen. 12,0 V
3,600 ms
The Chapter 15.1 has detailed information about the calibration.

The next chapters explain other functions contained in the Engine
Settings menu.
7.11 Ignition energy
7.9 Fuel injectors deadtime This menu allows the user to program the ignition energy of the
FuelTech FTSPARK ignition module.
All fuel injectors, as they are electromechanical valves, have an opening This 3D table relates engine RPM, MAP (boost/vacuum) and the
inertia, which means that there is a “dead time”, a moment in which desired mJ (millijoules) value.
the injector has already received an opening signal, but still has not The ignition energy control is done by connecting both equipments
started to inject fuel. This parameter considers, as a standard value, (FT ECU and FTSPARK) by their CAN network.
1.00ms for high impedance fuel injectors. For low impedance injectors
using Peak and Hold driver, set the deadtime to 0.60ms. These are
36
Injection
Fuel maps
• Basic - fuel maps are in a 2D table that relates MAP x injection
time or TPS x injection time.
• Advanced - 3D MAP x RPM or TPS x RPM fuel table with 32x32
cells.
Fuel injection pins assignment mode

7.12 Map options • Automatic - fuel injector’s pins are automatically assigned by the
Select the ECU model that is connected to the PC and which features ECU.
will remain visible on the active map. • Manual - fuel injector’s pins are manually assigned by the user
This makes navigation through the software much easier by hiding through “Sensors and Calibration - Outputs” menu.
unused menus.
In case you need to make an option visible again, just go to Engine O2 closed loop mode
Settings and then Map Options. • Basic - Predefined options for the O2 closed loop.
• Advanced - Enables advanced options for the O2 closed loop.
Ignition
Ignition maps
• Basic - ignition maps are in a 2D table that relates MAP x timing
or TPS x timing.
• Advanced - 3D MAP x RPM or TPS x RPM timing table with
32x32 cells.
Ignition pins assignment mode

• Automatic - ignition pins are automatically assigned by the ECU.
• Manual - ignition pins are manually assigned by the user through
“Sensors and Calibration - Outputs” menu.
RPM settings
7.13 Advanced map options
• Basic - Pre-defined voltage detection levels for VR crank and
There are some options that are only available through FTManager. cam sensors.
To access them, go to “Engine Settings” Menu: • Advanced - The adjustment of voltage levels for detection of
VR sensors in advanced mode allows the conditioning of non
standard crank/cam signals, especially when they’re spliced with
the stock ECU.
Other Function
Internal Datalogger
• Basic - fixed sampling rates.
• Advanced - configured sampling rates per channel.
Idle speed control

• Basic - predefined options for controlling idle. Meet 99% of the
vehicles.
• Advanced - releases advanced options such as PID control,
target approach RPM, deadband, approach RPM, etc.
Wastegate boost pressure control

• Basic - predefined options for the wastegate boost pressure
control.
• Advanced - enables advanced options for the wastegate boost
pressure control.
37
FT450 / FT550 / FT550LITE / FT600 Electrical installation
8. Electrical installation • 12V for sensors: use a 24 AWG wire from the same 12V wire that
feeds the ECU (Main Relay). Example: Hall Effect sensors, pressure
As FT wires are fully configurable according to the installation needs, sensors, speed/RPM sensors, etc. This wire cannot be shared with
it is very important that the step by step guide shown on chapter the positive wire that powers coils, fuel injectors or other actuators.
5 is followed before starting the electrical installation. This way the • 12V for fuel injectors: use a 14 AWG wire connected to a 40A
wiring harness connection table is automatically filled as shows the relay. Protection fuse must be chosen according to the peak current
example below: of the fuel injectors plus a 40% safety coefficient.
In the FTManager, to check all the inputs and outputs, go to “Sensors Example: for up to 4 injectors that draw 1A of current per injector
and Calibration” menu, then “Inputs” or “Wiring harness diagram”. on primary bank, and 4 injectors that draw 4A of current per injector
on secondary bank: (4x1A)+(4x4A)=20A + 40% = 28A. Use a
30A fuse.
• 12V for coils, fuel pump and other high power actuators:
use a wire with at least 14 AWG connected to a relay and a fuse
correctly dimensioned according to the actuator current draw. When
using individual coils (COP), it is recommended a 70A or 80A relay.
NEVER share the 12V that feeds injectors, coils or other accessories,
because, after shutting the engine off, there is a risk of reverse current
that may damage a sensor or the ECU.
Through the touchscreen interface, you can access this function in
the “Engine Settings”, then “Wiring harness diagram”.
Black wire - Battery’s negative
Wiring harness diagram Wiring harness diagram
This wire is responsible for signal ground to the ECU so, it must be
White 1: O2 sensor #1 White 11: TPS connected straight to the battery’s negative terminal, with
White 2: 2-step Blue 1: Primary fuel inj. - cylinder 1
no seams. Under no circumstances, should this wire be
White 3: Air conditioning Blue 2: Primary fuel inj. - cylinder 2
White 4: Oil pressure Blue 3: Primary fuel inj. - cylinder 3

connected to the vehicle chassis or split with the ECU black/white
White 5: Engine temperature Blue 4: Primary fuel inj. - cylinder 4 wire (power ground). This will cause electromagnetic interference and
other problems hard to diagnose and solve.
Wiring harness diagram Wiring harness diagram
The black wire must have permanent contact with the battery’s
Blue 8: Shift Alert Grey 8: Tachometer output negative terminal, never being connected to switches, car alarms or
Grey 1: Ignition - cylinder 1 Yellow 1: PWM valve
others. To turn a FuelTech ECU off, the red wire should be switched
Grey 2: Ignition - cylinder 2 Yellow 2: Fuel pump
Grey 3: Ignition - cylinder 3 Yellow 3: Electric fan #1

on and off.
Grey 4: Ignition - cylinder 4 Yellow 4: Available • Attach the negative wires to the battery terminal use ring terminals
and avoid soldering them. A well crimped terminal has better
Based on this information, you can start the electrical installation that resistance than a soldered one. Besides that, solder makes
must be done with the ECU disconnected from the harness and the the joint stiffer, and less resistant to vibration, typically found in
battery disconnected from the vehicle. It is very important that the automotive applications.
cable length as short as possible and that unused parts of wires are • Use a crimping tool and insulate the wire with insulating tape or
cut off. heat shrink tubing.
Choose an appropriate location to affix the module inside the car, and • If there’s a need to solder the wire to the terminal, check it`s
avoid passing the cable wires close to the ignition wires and cables, resistance after the solder, it should be lower than 0.2 Ohms.
ignition coils and other sources of electric noise. NOTE: If corrosion is found (green/White powder) on the battery
DON’T EVER, under any circumstance, install the ECU near ignition terminals, clean it with a wire brush and baking soda or contact cleaner
modules in order to avoid the risk of interferences. spray. Double check the terminal holder and replace it if necessary.
Electric cables must be protected from contact with sharp edges Check resistance after the cleaning, it should be lower than 0.2 Ohms.
on the vehicle’s body that might damage the wires and cause short
circuit. Be particularly attentive to wires passing through holes, and use Green/Black wire - Negative for sensors
rubber grommets/protectors or any other kind of protective material to
(TPS, air temp., pressure, rpm, distributor, etc.): It is vital to use sensors
prevent any damage to the wires. At the engine compartment, pass
ground straight to the battery’s negative terminal. Connecting them
the wires through places where they will not be subject to excessive
to chassis may cause electromagnetic interference, wrong readings
heat and will not obstruct any mobile parts in the engine.
or even damage to the sensors.
Red wire - 12V input

The 12V input to FuelTech ECU, this wire must be connected to 12V NOTE
from a relay (Main Relay) and cannot be shared with the positive wire
For FT450, connect the sensor grounds to the battery
that powers coils, fuel injectors or other actuators.
negative terminal.
38
Electrical installation FT450 / FT550 / FT550LITE / FT600
Black/White wire – power ground Remember to touch both probes to check its resistance. This reading
must be subtracted from the first reading to found the correct value.
These are the ECU power ground wires. They MUST be wired to the
battery’s negative terminal. The power ground (black/white wire)
can not be joined to the signal ground (black wire) before reaching OBS: it is very important to check the shield that connects the engine
the battery’s negative terminal. block to the chassis and to the battery. If this shield is defective, replace
it by a new one, as it may cause serious damage to the ECU and
its sensors. For this reason, we recommend the use of two these
The three power grounds must have permanent contact with the
shields two of these shields.
engine block/head, never being connected to switches, car alarms or
others. To turn a FuelTech ECU off, the red wire should be switched
on and off. Main switch installation (optional) – important tips
Main switches have been used for a long time in competition vehicles
Power ground to ignition modules (SparkPRO, etc.), Peak and Hold for safety purposes in case of an accident. Just like any other electric
drivers, relays and other accessories, must be connected to the same accessory, there’s a correct way to install it:
point, at the engine block/head.
A good test to check if the power grounds are with good connection The main switch cannot be connected to ground or power
is, using a tester, to measure the resistance between the battery’s ground, under any circumstances!! This is the most common error
negative terminal and the chassis ground. Connect the red probe on by installers and, usually costs hours of work to fix all the problems that
the chassis point that the shield is connected and the black probe it cause. All of this without counting the huge possibility of damaging
on the battery’s negative. With the tester on the 200ohms range, the all the electronic accessories on the vehicle.
resistance measured must be below 0.2 Ohms.
The main switch must ALWAYS control the battery’s positive
(12V).
4
3
5
6
1
1 - Shield connecting battery negative to chassis and engine 3 - Positive wire to alternator
2 - The ECU’s black and black/white wires must go straight to the 4 - Main switch
battery’s negative terminal without being joined together along 5 - Ignition Switch
the way 6 - Switched 12V
39
9. Wiring PowerFT ECUs to harnesses NOTE

from previous ECUs In order to avoid any kind of damage to your
installation, cut one wire at a time, crimp it and install
The ECUs can be installed on vehicles which already use FT250, it in the proper position.
FT300, FT350, FT400 and FT500/FT500LITE, with no need to rewire
everything. However, a few points must be checked or modified. IMPORTANT
The wire positions are sequentially numbered
The best option is to make a new installation, using the FT harness, in back rear of both connectors. The following
according to the recommendations here brought. diagrams show the connectors from a back view,
However, if to rewire is not possible, there is another alternative: to cut where the pins must be inserted.
the old FT connectors and wiring them as shown below.
WARNING
Check carefully and identify each connector:
In order to do so a FT450, FT550/LITE or FT600 connector kit is
A-Connector: 3 reference notches
needed (sold separately).
B-Connector: 4 reference notches.
9.1 Connector diagram - Harness FT250, FT300, FT350 to FT450
Connector MAIN - Pin 6 - Yellow - AUX Output 1
Connector MAIN - Pin 14 - Gray - IGN Out C Connector MAIN - Pin 12 - Gray - IGN Output D
Connector MAIN - Pin 1 - Green - Tachometer Output Connector MAIN - Pin 4 - Yellow - AUX Output #2
Connector MAIN - Pin 16 - Gray - IGN Out B Connector MAIN - Pin 19 - Black - Battery Negative
Connector MAIN - Pin 23 - Brown - INJ Out B Connector MAIN - Pin 2 - Yellow - AUX Output #3
Connector MAIN - Pin 24 - Purple - INJ Out A Connector MAIN - Pin 22 - Black/White - Power Ground
1 2 3 4 5 6 7
Connector MAIN - Pin 18 - Gray - IGN Out A CONNECTOR BACK VIEW Connector MAIN - Pin 21 - Red - Switched 12V input
8 9 10 11 12 13
Connector MAIN - Pin 20 - 5V sensors Connector MAIN - Pin 17 - RPM signal input
14 15 16 17 18 19
Connector MAIN - Pin 3 - Blue/White - Air Temp.

20 21 22 23 24 25 26
Connector MAIN - Pin 5 - White - Oil / Fuel Pressure
CAN A (-) LOW
Connector MAIN - Pin 11 - Orange - TPS Connector MAIN - Pin 7 - Pink - Engine Temp.
CAN A (+) HI Connector MAIN - Pin 15 - Green/Yellow - Camshaft position sensor
Connector MAIN - Pin 9 - Blue - Input #4
Colors of the wires in the FT250,FT300 and FT350 main harness after crimped and inserted in the FT450/FT550 A connector
NOTES
-If a 5th ignition output is needed, use gray wire E of the old harness in the
-For the FT450, use blue output number 5 for PWM idle actuators
-The Tach output feature must used on either blue 3, 6 or gray 4
40
9.2 Connector diagram - Harness FT400 to FT550/LITE

Connector MAIN - Pin 6 - Yellow - AUX Output #1
Connector MAIN - Pin 14 - Gray - IGN Output C Connector MAIN - Pin 12 - Gray - IGN Output D
Connector MAIN - Pin 8 - Yellow - AUX Output #4 Connector MAIN - Pin 4 - Yellow - AUX Output #2
Connector MAIN - Pin 16 - Gray - IGN Output B Connector MAIN - Pin 19 - Black - Battery negative
Connector MAIN - Pin 23 - Brown - Output INJ B Connector MAIN - Pin 2 - Yellow - AUX Output #3
Connector MAIN - Pin 24 - Purple - Output INJ A Connector MAIN - Pin 22 - Black/White - Power Ground
1 2 3 4 5 6 7
Connector MAIN - Pin 18 - Gray - IGN Output A Connector MAIN - Pin 21 - Red - Switched 12V input
8 9 10 11 12 13
Connector MAIN - Pin 20 - 5V Sensors

CONNECTOR BACK VIEW Connector MAIN - Pin 17 - RPM signal input
14 15 16 17 18 19
Connector AUX - Pin 1 - White - Input #1 Connector MAIN - Pin 3 - Blue/White - Air Temp.
20 21 22 23 24 25 26
Connector AUX - Pin 5 - White - Input #2 Connector MAIN - Pin 5 - White - O2 sensor/ Fuel Pressure
CAN A (-) LOW
Connector MAIN - Pin 11 - Orange - TPS Connector MAIN - Pin 7 - Pink - Temp. Engine
CAN A (+) HI Connector MAIN - Pin 15 - Camshaft position sensor
Connector MAIN - Pin 9 - Blue - Input #4
Colors of the wires in the FT400 main and auxiliary harness after crimped and inserted in the FT450/FT550 A connector
9.3 Connector Diagram - Harness FT400 to FT550/LITE

CAN B (+) HI
Connector MAIN - Pin 10 - Gray - IGN Output E Connector AUX - Pin 2 - Gray - IGN Output F
CAN B (-) LOW Connector AUX - Pin 12 - Orange/Blue - Pedal signal #2
Connector AUX - Pin 8 - Yellow - Aux Output #5 Connector AUX - Pin 7 - White 3 - A/C button input
Connector AUX - Pin 10 - Orange/Blue - Pedal signal #1
Connector AUX - Pin 9 - Black/White - Power Ground Connector AUX - Pin 3 - Orange - TPS 2
1 2 3 4 5 6 7
Connector AUX - Pin 6 - Yellow - Aux Output #6

8 9 10 11 12 13
CONNECTOR BACK VIEW White - Input 14 Gear
14 15 16 17 18 19
Battery ground / Gear

20 21 22 23 24 25 26
Connector AUX - Pin 16 - Purple/White 1 - Step motor or Electronic Throttle Motor #2
White - Input 13 Gear
Connector AUX - Pin 13 - Brown/White 2 - Step motor or Electronic Throttle Motor #1 Connector AUX - Pin 15 - Brown/White 1 - Step motor or Electronic Throttle Motor #1
Connector AUX - Pin 4 - Yellow - Aux output #7 Connector MAIN - Pin 1 - Green - Tachometer output
Connector AUX - Pin 14 - Purple/White 2 - Step motor or Electronic Throttle Motor #2
Colors of the wires in the FT400 main and auxiliary harness after crimped and inserted in the FT450/FT550 B connector
NOTE
- In order to use electronic throttle body, it is necessary to cut pins 13 and 14 from the FT400 harness
41
9.4 A - Connector Diagram - Harness FT500 to FT550/LITE

Connector AUX - Pin 6 - Blue - output #4
Connector MAIN - Pin 14 - Gray - output #3 Connector MAIN - Pin 12 - Gray - output #4
Connector MAIN - Pin 13 - Blue - output #3 Connector AUX - Pin 8 - Blue - output #5
Connector MAIN - Pin 16 - Gray - output #2 Connector MAIN - Pin 19 - Battery negative
Connector MAIN - Pin 23 - Blue - output #2 Connector MAIN - Pin 2 - Blue - Output #6
Connector MAIN - Pin 24 - Blue - output #1 Connector MAIN - Pin 22 - Power ground
1 2 3 4 5 6 7
Connector MAIN - Pin 18 - Gray - output #1 Connector MAIN - Pin 21 - 12V from relay
8 9 10 11 12 13
Connector MAIN - Pin 20 - 5V sensors Connector MAIN - Pin 17 - RPM signal input
14 15 16 17 18 19
Connector AUX - Pin 1 - White - Input 1 Connector MAIN - Pin 3 - White - input #7
20 21 22 23 24 25 26
CAN A (-) LOW Connector MAIN - Pin 8 - magnetic RPM signal input
CAN A (+) HI Connector MAIN - Pin 15 - CAM sync signal input
Connector MAIN - Pin 9 - White - Input 4
Colors of the wires in the FT500 harness after crimped and inserted in the FT550 A connector
9.5 B - Connector Diagram - Harness FT500 to FT550/LITE

Connector MAIN - Pin 10 - Gray - output #5 Connector AUX - Pin 2 - Gray - output #6
Connector AUX - Pin 12 - White - input #8
Connector MAIN - Pin 6 - Blue - output #8 Connector MAIN - Pin 11 - White - input #11
Connector AUX - Pin 9 - Power Ground Connector AUX - Pin 10 - White - input #9
Connector AUX - Pin 11 - Power Ground Connector AUX - Pin 3 - White - input #10
1 2 3 4 5 6 7
Connector MAIN - Pin 4 - Blue - output #7

8 9 10 11 12 13
White - Input #14 GEAR

14 15 16 17 18 19
Gear
20 21 22 23 24 25 26
Connector AUX - Pin 16 - Yellow - output #4
White - Input #13 GEAR
Connector AUX - Pin 13 - Yellow - output #1 Connector AUX - Pin 15 - Yellow - output #3
Connector AUX - Pin 4 Gray - output #7 Connector MAIN - Pin 1 - Gray - output #8
Connector AUX - Pin 14 - Yellow - output #2
Colors of the wires in the FT500 harness after crimped and inserted in the FT550 B connector
42
9.6 A - Connector diagram - Harness FT500 to FT600

Blue output#5
Blue output#1
1 2 3 4 5 6 7 8 9
Black/white -
Power Ground
Wires from FT500 harness to be 10 11 12 13 14 15 16 17 Wires from FT500 harness to be
crimped on FT600 plug CONNECTOR BACK VIEW crimped on FT600 plug
18 19 20 21 22 23 24 25
Red - 12V
Yellow output#1 from relay
26 27 28 29 30 31 32 33 34
Yellow output#2 Gray output#7
Yellow output#3 Gray output#5
Gray Output#3 Gray output#4
Yellow output#4
Colors of the wires in the FT500 harness after crimped and inserted in the FT600 A connector
9.7 B - Connector diagram - Harness FT500 to FT600

White - input#1 White - input#7
White/Red - CAN_A_HIGH White - input#8
White - input#3
Wires from FT500 harness to be White - CAM sync signal input
crimped on FT600 plug

Yellow/Blue - CAN_A_LOW White - input#9 Wires from FT500
harness to be
White - magnetic RPM
signal sensor White - input#4 crimped on FT600
Black Shielded Cable
plug
Red - RPM signal input White - input#5
1 2 3 4 5 6 7 8 9
Battery negative White - input#10

10 11 12 13 14 15 16 17
Black/white CONNECTOR BACK VIEW

Power Ground
18 19 20 21 22 23 24 25
White - input#11
Red - 12V from relay
26 27 28 29 30 31 32 33 34 Green/Black -
Green/Red - Ground for Sensors
5V output sensors
Black/White - Power ground
Colors of the wires in the FT500 harness after crimped and inserted in the FT600 B connector
43
FT450 / FT550 / FT550LITE / FT600 Fuel injectors
10. Fuel injectors • Two injectors per channel: blue output #1 controls injector
of cylinders 1 and 4. Blue output #2 controls injectors of cylinders
The FT outputs to control fuel injectors (blue wires). Each one of them 2 and 3
can control up to 6 injectors with internal resistance above 10 Ohms
Switched 12V (Injectors relay)
(saturated injectors) or up to 4 injectors with internal resistance above
Blue #1 Blue #2
7 Ohms. Using a Peak and Hold driver, this capacity varies according
to the output and the Peak and Hold current control (2A/0,5A, 4A/1A
or 8A/2A).
In situations where more than 16 outputs are needed, the gray or
yellow outputs can be set as injector outputs. In this case, the use cyl.1 cyl.4 cyl.2 cyl.3
of a Peak and Hold driver for these outputs is mandatory.
Injectors can be triggered in multipoint, semi sequential or sequential
• Four injectors per channel: use this connection only for
modes.
compatibility with previous generation FT ECUs.
Examples of 4-cyl engines running high impedance injectors

Blue #1
• Individual triggering: each blue output controls a cylinder.
This is the most recommended connection cause is the only one
that allows individual per cylinder fuel compensations, amongst
other functions.
cyl.1 cyl.2 cyl.3 cyl.4
Blue #2 Blue #3
Blue #1 Blue #4
Even with each output controlling only one injector it is possible to
change the triggering mode to multipoint (batch fire), semi sequential
(outputs triggered in pairs) or sequential.
cyl.1
11. Ignition FuelTech SparkPRO-1 with coil without integrated igniter

(dumb coil)
The ECU has ignition outputs that can be used according to the needs
The FuelTech Spark PRO-1 module is an high energy inductive igniter
of the project, controlling a distributor or a crank trigger.
which has an excellent cost/benefit and can be used with any 2-wire
dumb coil (without internal igniter). Coils with primary least possible
Ignition with distributor resistance are recommended for maximum SparkPRO-1 potential. The
When using this ECU with a distributor, the only active ignition output minimum resistance of the coil primary should be 0.3 ohms, below
is gray #1. This wire must trigger an ignition module or a coil with this the SparkPRO will be damaged.
integrated igniter. When MSD configured it’s utilized Yellow#1.
Try to place SparkPRO-1 as close as possible to the coil.
Coil with integrated igniter (smart coil) Warning about the SparkPRO-1:
They are coils with at least 3 pins and only one spark plug wire An excessive charging time (Dwell) can damage
output. This kind of coil (inductive) must be set as “Falling dwell” in the SparkPRO and the coil. It is recommended
the “Ignition output” menu. In case of selecting the wrong output type, to use a Dwell map with 6ms at 8V, 4ms at 10V,
coil will be damaged. 3.60ms at 12V and 3.00ms at 15V and check coils
temperature at the beginning.
44
Ignition FT450 / FT550 / FT550LITE / FT600
IMPORTANT • When experiencing problems with the cut through MSD like no
cut at all or RPM limit always 500 RPM above what was setup,
In the “Ignition” menu, select the ignition output
use the other MSD pin.
as “Falling dwell”. In case of selecting the wrong
output type, coil will be damaged.
Ignition with crank trigger
When controlling the ignition in distributor less systems, wasted spark
Capacitive discharge ignition module (MSD 6A, MSD or individual coils per cylinder are needed. In this case, coils are
7AL, Crane, Mallory) triggered by different outputs, according to the number of cylinders.
Ignition outputs (gray wires) are triggered according to the firing order
FuelTech’s ignition output must be connected to the MSD ignition
set up on the ECU
module, (usually, the white wire is the points input). When using a MSD
ignition box, the yellow #1 is automatically set up as ignition output.
Example: 4 cylinder engine with individual coils:
Gray outputs are selected automatically, according to the number
The installation of ignition modules must always follow what is indicated
of cylinders.
by its manufacturer in the instructions manual. This ignition module
will receive a Points signal from FuelTech. Ignition coil must follow the
ignition module manufacturer recommendations as well. Gray wires that will not be used for ignition control can be set up
as injectors outputs (Peak and Hold driver is mandatory) or auxiliary
outputs (relay needed).
Important Notes:
• The module must be placed as close as possible to the ignition
Individual coils – electrical connections
coil, and never inside the car, in order to avoid the risk of
interference with electronic devices. These connections must be done by matching the output number
with the cylinder number:
• The length of the wires that connects the ignition module to the
ignition coil must be as short as possible.
• In “Ignition Setup,” select the output “Rise (CDI)”. • Ignition output #1 controls cylinder #1 coil;
• It is not possible to control the ignition Dwell when using this • Ignition output #2 controls cylinder #2 coil;
type of module. • Ignition output #3 controls cylinder #3 coil.
• To use the ignition cut through MSD, check Chapter 7.3
When working with dumb coils, an external ignition module must be
Positive Battery (Large Red)
ground of head (large black)
used (as the FuelTech SparkPRO). In this case, ignition outputs from
input “Points” (White) Ignition output Gray 1 FT600 are connected to the ignition module inputs.
Positive Switch 12V
Wiring harness diagram
+
Obs.: Input “Magnetic Pickup” - Blue 8: Shift Alert
not utilized
Orange (Positive Coil)
Grey 1: Ignition - cylinder 1
Black (Negative Coil)
MSD Legacy Input Grey 2: Ignition - cylinder 2
Connect a FT500 white wire Grey 3: Ignition - cylinder 3
to the pin on the right
Grey 4: Ignition - cylinder 4
Do not connect
pin on the left
• When using MSD ignition modules with a distributor, it is

necessary to connect a FuelTech white wire to the MSD Legacy
input. Doing so improves the response of timing control, which
is especially necessary when using Drag Race Features.
Power ground - engine head
Channel 3 output
Channel 1 output
Channel 2 outuput
Channel 4 output
10 9 8 7 6
SparkPRO-4
5 4 3 2 1
Gray #3 output Channel 3 input

FT450 Gray #1 output Channel 1 input
CIL.3
CIL.1
CIL.2
CIL.4
45
FT450 / FT550 / FT550LITE / FT600 Ignition
Wasted spark coils – electrical connections When using dumb coils, an external igniter must be used, such
as FuelTech SparkPRO. The FT ignition outputs (gray wires) will
In this case, ignition output #1 controls cylinder #1 and its twin, ignition
be connected to the igniter inputs and the igniter outputs will be
output #2 controls cylinder #2 and its twin, etc.
connected to the coil.
Power Ground - Engine head
Channel 1 Output
4 1
6 5 4
3 2 1
Channel 2 Output 3 2
SparkPRO-2
FT450 Gray #1 output Channel 1 Input
FT550 Gray #2 output Channel 2 Input
FT600
Resistor Installation gray outputs

When coils with integrated ignition module are used in your vehicle NOTE
with FuelTech it’s recommended to install a 100 ohms resistor (100R)
After installing the resistor, you must insulate the area
in series with each gray output used in installation.
with electrical tape or heat shrink.
This procedure is used as a protection to the ECU against current
discharges in adverse situations.
Channel outpu 3
Channel output 1
Channel output 2
Channel ouptut 4
Gray #3 output Channel input 3
FT600 Gray #2 output Channel input 2

CIL.3
CIL.1
CIL.2
CIL.4
46
Sensors and actuators FT450 / FT550 / FT550LITE / FT600
12. Sensors and actuators FuelTech PS-150/300/1500 sensor below:

- Connection: 1/8” - 27NPT
The ECUs has some pre-defined sensors available as standard, - Pressure Range: 0 to 150/300/1500psi B A
but, it’s possible to setup any kind of analog sensor on its inputs or - Power Voltage: 5V C
even to connect it and read a sensor in parallel with the OEM ECU.
- Output Scale: 0.5-4.5V
This configuration is done on the custom mode through software
- Electric Connector: 3-way Metri Pack 150
FTManager and USB cable on a PC.
Pin A: Battery’s Negative
Pin B: 5V supply
12.1 Intake air temperature sensor Pin C: Output signal
With this sensor, the ECU can monitor the intake air temperature and FuelTech part numbers:
perform real time compensations. 5005100020 - 0-150 psi sensor
5005100021 - 0-300 psi sensor
5005100022 - 0-1500 psi sensor
White wire
#7 from FT
7 7 7 7
-BAT
Fiat Nº 75.479.76,
MTE-5053 ou IG901 As FT600 is fully configurable, practically any automotive pressure
sensor can be used – if the voltage x pressure table is known, you
can setup through FTManager software.
GM N°25036751
AC Delco 213-190
Models: 12.4 Throttle position sensor (TPS)
This sensor is a potentiometer installed on the throttle to inform the
• Fiat: Delphi / NTK (3,3kΩ a 20ºC); ECU about its position. If needed, it is possible to run the engine
• GM (American): ACDelco: 213-190 / GM n°25036751. without this sensor, but, it is very important for a fine tuning. When
possible, use the OEM TPS. This ECU is calibrate to any kind 0-5V
One of its pins is connected to the battery negative. The other to the TPS sensor. Anyway, FuelTech products are compatible with any 0-5V
white #7 wire (standard – can be changed). TPS sensor, since they have calibration function.
12.2 Engine temperature sensor Finding connections for TPS sensors

This sensor is very important for a good running engine, as varying Using a multimeter, select the 20k Ohms range, unplug the ECU
engine temperatures dramatically affect an engine’s fuel and timing harness and leave the ignition off. Put the test probes on 2 different
requirements. pins of the TPS sensor and then open the throttle. You must find 2
pins that will not make any change to the measure when opening and
closing the throttle body. One of these two pins must be connected
On water cooled engines, place this sensor near the engine head,
to a 5V output from the ECU and the other one to the signal ground.
reading the water temperature. On air cooled engines, install this
The third pin is the TPS signal to the ECU.
sensor reading the engine oil temperature.
The TPS signal voltage should vary according to the throttle opening,
with voltage differences higher than 3V between fully closed and wide
open throttle.
TPS
Models: 1 2 3
• Fiat: Delphi / NTK (3,3kΩ a 20ºC);

• GM (American): ACDelco: 213-928 / GM: 12146312 (or
15326386).
One of its pins is connected to the battery negative. The other to the Ω Ω
white #5 wire (standard – can be changed). 20K 1 2 3
20K
12.3 Fuel and oil pressure

FuelTech PS-150/300/1500 is a high precision sensor responsible for
general pressure readings (fuel, oil, boost, exhaust back pressure, etc.)
It can be purchased Online at www.fueltech.net or from an authorized
FuelTech dealer (check the website to locate the dealer nearest to you).
47
FT450 / FT550 / FT550LITE / FT600 Sensors and actuators
12.5 Crank trigger/RPM sensor • Pin 1 – white – CAM signal: connect to white wire from FT
(connector A pin #17 to FT450 and FT550) and (connector B
To control fuel and ignition, this ECU is able to read magnetic and pin #4 to FT600).
Hall Effect sensors. • Pin 2 – yellow – CRANK signal: connect to red wire from FT600
black shielded cable (Connector B - pin #1), from FT450/FT550
Distributor (connector A - pin #19)
To read RPM signal from a Hall Effect distributor, it should have a sensor • Pin 3 – red – sensor feed: connect to a switched +12V
with at least 3 pin and have the same number of reading windows (or • Pin 4 – black – sensor ground: connect directly to battery’s
“triggers”) than the engine has number of cylinders. negative.
VW Hall Effect distributor connections FT setup: RPM signal “2 (crank) or 4 (CAM)” (4G63) or “3 (crank) or
6 (CAM)” (6G72), Hall Effect crank and CAM sensors, rising edge on
both. Wasted spark ignition. 1st tooth alignment: 67.*
12V Switched
+ RPM - red
- Negative’s Battery Mitsubishi 2G CAS: uses the same settings that 1G CAS, but has
a sensor on the crankshaft (reading a 2 tooth trigger) and a CAM
sync sensor.*
Crank trigger NOTE

The crankshaft trigger wheel is responsible for informing the exact This crank trigger will only work with a single tooth
position of the crankshaft to the electronic ignition management cam sync. On stock engines it is needed to remove
system, in such a way that this system is able to determine the ignition the smaller tooth from the cam trigger wheel.
timing in the engine. The trigger wheel is installed on the crankshaft,
outside or inside the engine block, with a specific alignment. Usually,
the Crankshaft Trigger Wheels placed on the outside of the block are
put in front of the engine, by the front crankshaft pulley, or in the rear Crank trigger sensor:
of the engine, by the flywheel. There are many types of Trigger Wheels,
but the compatible ones are mentioned below • Pin 1: switched 12V
60-2: this is, in general, the most used type of trigger wheel. It is a • Pin 2: CRANK signal: connect to red wire from FT450/FT550
wheel with 58 teeth and a gap (fault point) equivalent to two missing (connector A - pin #19), from FT600 (connector B - pin #1)
teeth, therefore called “60-2”. This trigger wheel is found in most • Pin 3: connect directly to battery’s negative
Chevrolet (Corsa, Vectra, Omega, etc.), VW (Golf, AP TotalFlex, etc.),
Fiat (Marea, Uno, Palio, etc.), Audi (A3, A4, etc.) and Renault (Clio,
Scènic, etc.) Models, among other car makers. Ford Flex models with
CAM sync sensor:
Marelli ECU use this type of trigger wheel also. • Pin 1: switched 12V
• Pin 2: CAM signal: connect to white wire from FT450 / FT550
36-2: standard in Toyota engines, being 34 teeth and a gap equivalent (connector A - pin #17), from FT600 (connector - pin #4)
to two missing teeth. • Pin 3: connect directly to battery’s negative
36-1: 35 teeth and a gap equivalent to one missing tooth. It can be Ignition settings:
found in all Ford vehicle lines, with 4 or 6 cylinders (except the Flex
• Stock Honda coil and igniter: setup ignition as “Distributor –
models with Marelli injection, which use the 60-2 trigger wheel).
single coil” and select option “Rising edge (Honda distributor)”.
In this option, only the ignition output #1 will be active.
12 teeth: this type is used by AEM’s Engine Position Module (EPM)
distributor. In this case, the CAM sensor from the EPM must be used.
• Multi coils and/or external igniter: in this case, ignition
This distributor has 24 teeth, but as it rotates half-way for each full
can be controlled in wasted spark or sequential modes. Ignition
engine RPM, there will only be 12 teeth per RPM. Setup the Ignition
output must be setup as “Honda distributor”, but as Falling edge
with 12 teeth at crank (24 at CAM) and the 1st tooth alignment with
or Rising edge, according to the external igniter used.
60°.
Setup ECU as 12 teeth (at crank) 24 (at cam) and use 60° for 1st
• 1, 2, 3, 4, 5, 8, 10 and 24 teeth: options available according
tooth alignment.
to the number of engine cylinders. When having these trigger
wheels, the use of a camshaft position sensor is mandatory,
Mitsubishi 1G CAS: due to the fact the CAM signal has two slots on
in order to maintain the synchronization of the parts. Also, the
this CAS, it’s only possible to control the ignition on wasted spark mode
teeth must be equidistant. They can be found in models such
and the fuel injection on multipoint or semi-sequential. No sequential
as Subaru, Mitsubishi Lancer and 3000GT, GM S10 Vortec V6,
fuel or ignition will work on this CAS with 2 slots on the CAM.
etc.
48
Honda Distributor 92/95 96/00

Ignition signal input:Connect to Gray #1 Do not connect
Do not connect Ignition signal input:Connect to Gray #1
With external coil, do not connect With external coil, do not connect
Do not connect Do not connect Do not connect

Do not connect
Reference - 2 (crank) 4 (cam): Reference - 2 (crank) 4 (cam): Signal - 2 (crank) 4 (cam):

Signal - 2 (crank) 4 (cam):
Connect red wire from black shielded cable Connect red wire from black shielded cable Connect white wire from black shielded cable
Connect white wire from black shielded cable
Do not connect Do not connect
Do not Connect
Do not Connect
12V input 12V input
Distributor Honda 92/95 Honda 96/00

FT600 connection Configuration
Pin (Wire color) (Wire color)
With OEM coil and With stock Honda coil and igniter: connect to gray
1 Yellow/green Yellow/green igniter, connect gray #1 wire #1 and setup as “Honda Distributor”.
wire With multi-coils, and external igniter: do not connect
2 Blue/Green White Do not connect
Connect red wire from

3 Orange/Blue Red Reference - 2 (crank) 4 (cam)
black shielded cable
4 Orange Black Do not connect
5 Blue/Yellow Blue Do not connect
Connect white wire from
6 White/Blue Green Signal - 2 (crank) 4 (cam)
black shielded cable
7 White Yellow Do not connect
8 Blue Blue Do not connect
12V input for OEM coil and igniter (inside the distributor)
9 Black/Yellow Black/Yellow 12V input
With external coil, do not connect
MSD distributor and crank trigger: Cam sync sensor:

The distributors are equipped with VR/magnetic sensors e must be Not utilized, unless you are running crank trigger and distributor
wired as the following: (or a dedicated cam sync sensor) with a single tooth.
• Orange/black: connected to the red wire of black shielded cable

48-2, 30-2, 30-1, 24-2, 24-1, 15-2, 12-3, 12-2, 12-1, 12+1 and
• Purple/black: connected to the white wire of black shielded cable 4+1 teeth: These are less common types, but they are perfectly
compatible. These trigger wheels can operate without a camshaft
Any mechanical or centrifugal advance must be locked. The crank position sensor, as they have a gap that indicates the TDC on
trigger kits have different wire colors and the wiring must be as cylinder 1.
following:
In order to correctly inform the engine position to the injection module,
• Purple: connected to the red wire of black shielded cable of it is necessary that the injection has the right information about the
FT600; alignment of the trigger wheel in relation to the TDC on cylinder 1. The
• Green: connected to the white wire of black shielded cable of image below shows a 60-2 trigger wheel with the sensor aligned on the
FT600 15th tooth after gap. In this image, for example, the engine is on the
TDC on cylinder 1. Notice that the RPM is clockwise, and therefore,
The RPM signal settings must be: the TDC on cylinder 1 is set 15 teeth after the sensor passes the
gap. That is exactly the number of teeth that must be informed to the
• 4 cylinders: 2 (at crank) or 4 (at cam);
injection upon its configuration.
• 6 cylinders: 3 (at crank) or 6 (at cam);
• 8 cylinders: 4 (at crank) or 8 (at cam); 6
5
4
3 2 1
7
8
9
10
11
12
13
RPM sensor:
14
15
60-2
VR differential, rising edge, crank index position 45º (need to calibrate

ignition with timing light)
60-2 Trigger Wheel Aligned on the 15th tooth after the gap
49
FT450 / FT550 / FT550LITE / FT600 Sensors and actuators
Of the space in between them. The minimum diameter for the requirement is that this sensor is triggered before the crank trigger
fabrication of a 60-2 trigger wheel is 125mm (5”). sensor goes through the gap on the crank trigger wheel.
For 36-1 trigger wheels, the minimum diameter recommended is
100mm (4”). Trigger wheels with smaller diameters can be fabricated, 12.7 O2 sensor
but reading errors may occur and the engine may not work.
Wideband O2 sensor
Crankshaft trigger sensor The use of wideband lambda sensors on ECUs input requires an
When controlling the ignition with a trigger wheel, it is necessary to external conditioner (WB-O2 Slim or WB-O2 Datalogger). It is important
have a sensor that reads the signal from its teeth and informs the to verify the measurement range of conditioner analog output, as this
engine position to the injection. There are two types of crankshaft will be informed during the configuration of ECUs O2 input (0,65-1,30,
trigger sensors: 0,65-4,00 or 0,65 to 9,99)
VR sensor: this is the type that is most commonly used in cars Narrowband O2 sensors
nowadays, especially with 60-2 and 36-1 trigger wheels. One of Although less precise than the wideband lambda sensor, narrowband
its main characteristics is that it does not receive 12V or 5V; it only O2 sensors can be connected to the ECU input for the display
generates an electromagnetic signal based on induction. It might have of values (in Volts) at the Dashboard and at the Diagnostic Panel.
2 or 3 wires (the third wire is an electromagnetic shield). Narrowband O2 sensors usually follow a standard set of colors,
facilitating the wiring. The table below shows the wiring instructions
Hall Effect sensor: it is usually found on 2, 3 and 4-tooth trigger based on the color scheme generally used for O2 sensor wires:
wheels and some 36-1 and 60-2 types. It receives a 5V or 12V feed
and emits a square wave signal. It invariably has 3 pins: voltage, Wire 4-wire O2
3-wire O2 sensor 1-wire
negative and signal. Color sensor
Black Signal Output Signal Output Signal
Switched 12V and ground (connect
White (2 Not
one wire onto the 12V and the other to
wires) featured
ground – there is no polarity)
Battery’s
Not
Gray negative Not featured
featured
terminal
The crank Wheel should be aligned with the sensor
As a general rule, if there are two wires with the same color, one is
NOTE the switched 12V and the other is the ground. After connecting the
If a VR sensor doesn’t pick up RPM signal, try to swap O2 sensor to the ECU, the O2 sensor input must be set up as guides
the sensor wires (red and white wires). chapter 15.5.
Or install resistor of 560ohms between red and white
wires. 12.8 Step motor – idle speed
A very simple test using a tester can identify if a Crankshaft Trigger Its control is done through the four yellow outputs of the connector A,
Sensor is an inductive or a Hall Effect sensor. Turn the tester on the also used for electronic throttle control. After selecting the idle speed
resistance measurement mode at a 2000Ω scale and connect its control as step motor the four yellow outputs are automatically set up
probes to the sensor’s pins. Test pin 1 with the other two. If a resistance as “step motor” on the harness connection table. Below are some
of 600-1200Ω is found, the sensor tested is of inductive type. known step motor connections.
VW stepper motor - Magneti Marelli

If no resistance is found among any of the pins, or if the resistance
found is much higher than 1200Ω, it is either a Hall Effect sensor,
Engines VW: Magneti Marelli
or an inductive sensor with a broken coil. Notice that, when finding D
Yellow 2 output
Nº: 40430102 / 40439102
the resistance between pins 2 and 3, for example, pin 1 must be Yellow 3 output
C
connected to the battery’s negative terminal and the other 2 to FT FT550
Yellow 1 output
shielded cable. If the module does not capture the signal, invert the B
white and red wires connections. A
Yellow 4 output
12.6 Camshaft position sensor Yellow 4 output

Engines VW: Magneti Marelli
D Nº: 40430102 / 40439102
This sensor tells the ECU when the cylinder #1 is reaching its TDC on Yellow 1 output
C
the compression stroke. With this information it is possible to control FT600
Yellow 3 output
ignition and fuel injection in sequential mode. B
Installation and alignment of this sensor are pretty simple. The only A
Yellow 2 output
50
GM stepper motor - Delphi
GM Engines: Chevrolet / Delphi

D Yellow 4 output N°: 17108187 / ICD00124
Yellow 2 output
C FT550
Yellow 3 output
B FT600
Yellow 1 output
A
IMPORTANT
Step motor is calibrated every time the ECU is
turned on, so, before cranking the engine, it is
recommended to wait about 2s after turning
the ignition switch on. If this procedure is
not respected, the engine may be revved up
unwittingly during the step motor calibration,
coming back to normal within seconds.
If your step motor is different from the ones listed here, do what follows:
1. Put a tester on the 200 Ohms range;

2. Measure the step motor actuators until you find a resistance of
approximately 50 Ohms. That’s one pair of coils;
3. Connect yellow #1 and yellow #3 to a pair of coils and yellow
#2 and yellow #4 to the other pair.;
4. If the step motor remains fully opened after the calibration, change
yellow #1 by yellow #3 position.
FT600 step motor control is compatible with the great majority of

actuators nowadays.
Usually, with this simple test you’re able to make the step motor work
normally.
51
FT450 / FT550 / FT550LITE / FT600 Auxiliary outputs
13. Auxiliary outputs A/C button

In order to have the air conditioning control, the A/C button on
The installation of a fuse equivalent to the charge is recommended. The
the dashboard must be connected to a white input of FT. The two
auxiliary outputs have an overload protection system, with automatic
connection options are:
current cut-off. They trigger the charges (lamps, relays, etc.) with a
A/C button positive when ON
negative signal. Thus, the positive terminal must be connected to a
A/C button on the dash
switched 12V.
+12V When A/C is turned

ON, white wire receives
White wire
positive
A/C signal input
A/C button negative when ON

A/C button on the dash
The auxiliary outputs must be set manually according to the desired

function in the outputs (blue, gray or yellow wires) that are not being When A/C is turned
ON, white wire receives
White wire
used as injector or ignition outputs. A/C button input negative
In case of having back current and keeping relays switched on with The air conditioning will remain turned on as long as the A/C Signal
ECU powered off, use a 1N4004 diode. Input receives signal from the button. The signal polarity can be chosen
Each output must be configured in accordance to its function. and it varies depending on the installation.
For more information about the outputs programming, see chapter 19.
A/C Compressor
13.1 Cooling fan 1 and 2 A/C compressor must be controlled with a relay, triggered by an
auxiliary output (sends negative when activated).
This output is responsible for switching an electric fan according to the
The auxiliary output that was setup as A/C will activate the A/C
module’s settings. The relay used must be adequate to the electric
compressor relay and the A/C fan. For more information on how to
fan’s current (50A, for example). The relay is switched by negative
setup this output, check chapter 13.
(sourced by the output), and the positive a switched 12V.
Important Note: the electric fan must not be connected directly to 13.4 Shift Alert
the auxiliary output without the use of a relay; otherwise, the output This function activates an external shift light and works by sending
will be damaged. negative when turned on. Any of the options below can be used:
• 12V light: switched 12V directly connected to the light bulb and
13.2 Idle valve the negative connected to the blue or yellow outputs.
• LED working as a Shift Light, which must be connected with a
This function opens a valve which increases the air flow in the intake,
serial resistance (if used in 12V, resistance from 390Ω to 1kΩ)
helping the engine to idle.
to the switched 12V.
• Any “Pen” Shift Light – working in the same way as a light bulb.
We recommend normally closed valves, such as boost or purge
(EVAP) solenoids.
13.5 Fuel pump
An appropriate relay must be used according to current and voltage. The fuel pump control must be done through a relay sized in
The FT output switches ground and the 12V must be a switched 12V. accordance to the pump’s working current. The output sends out
negative to activate the relay, which stays activated for 6 seconds
13.3 Air conditioning and turns itself off if the ECU does not receive any RPM signal. When
the ECU reads RPM signal, it activates the fuel pump once again.
This auxiliary output option allows for a much more intelligent control
of the vehicle’s air conditioning compressor, as the FT controls its
activation only when the engine is already on and the idle speed has
13.6 Variable camshaft control/Powerglide
stabilized and turns off the air conditioning when the valve exceeds gearbox
a predetermined value (a resource commonly used in low-powered The camshaft control systems that use solenoid valve type NO/NC
engines). such as Honda’s VTEC can be controlled through this output. The
user only needs to inform the solenoid’s turn on RPM.
It is important to notice that the impedance of the variable control

system’s solenoid must respect the auxiliary output limits, which
52
Auxiliary outputs FT450 / FT550 / FT550LITE / FT600
requires a minimum impedance of 25Ω, or the use of a relay. For 13.8 Boost Control – N75
valve timing control systems switched by PWM (such as Toyota’s
VVTi), it is possible to manage it through the Boost Control function, This auxiliary output configuration allows the driving of a boost pressure
as long as its characteristics (power, current, etc.) are within the control solenoid. FuelTech recommends using a 3-way N75 solenoid,
auxiliary output limits. found in the original 4 and 5-cylinder
VW/Audi Turbo models, which can be directly switched through the
This resource can also be used to switch the control solenoid from auxiliary output. Such solenoid valve controls the pressure on the
the 2-speed automatic gear control, Powerglide type. Configure the top and bottom parts of the wastegate valve, changing the engine
RPM to turn on the solenoid responsible for engaging the second manifold pressure with which the latter opens.
gear, only for drag racing applications.
13.7 Progressive nitrous control

This function drives the solenoids used for the injection of nitrous
oxide in the engine.
N75 Solenoid Valve
VW 058-906-283F
As these solenoids have high power (90W) and low impedance
(~1.6Ω), they cannot be connected directly to the auxiliary output. A
solid state relay with appropriate max current and voltage must be
used to power the nitro and fuel solenoids.
Wastegate at the exhaust manifold
Set the output as progressive nitrous output. This type of valve is used on most cars with adapted turbo, in
competitions, etc.
Battery
Example 1: the first way to install a boost valve is connecting it to the
Solenoid
+12V
Nitrous
bottom of wastegate valve, similar to the OEM installing in the VW 1.8T.

+12V to load/actuator
Select the output signal as activated at 0V and frequency at 20Hz.
1 2 This way the boost valve will decrease the pressure under the
87
85 wastegate to increase boost pressure.
Ground Do not Solid state
activation 86 connect aux output
relay
Solid State Relay 30 - Boost controller
+
HELLA 4 3 12V
1
N75
Switched power Solid Free Air
12/16V (use fuse) State Relay
CRYDOM ECU Switched Wastegate From boost pipe
Output +12V
(yellow From boost pipe
wire)
wastegate
output
In the second option, the fogger only injects nitrous (dry nitrous). Fuel
enrichment is managed by the injection, increasing injection times
based on what has been programmed. The dry nitrous system has Example 2: the second way is to connect the boost solenoid to the
reached better results in tests, giving the engine a more linear power top of wastegate.
than the first option. It is important to clarify that in order to use the Select the output signal as activated at 12V and frequency at 20Hz.
dry nitrous system, the fuel injectors must be correctly sized for the This way, the boost valve will increase the pressure at the top of
power maximum with the nitrous system operating. wastegate to increase boost
aux output
There is a difference in the operation of solenoids that control nitrous Boost controller
12V
injection and the ones that control fuel injection: nitrous solenoid starts
pulsing after 5%; fuel solenoid only pulses after 20%. Variations may 2 N75
occur among solenoids from different brands/manufacturers. Free Air
Wastegate From boost Pipe
When applying the conventional nitrous control, one must start with
From boost Pipe
a minimum injection time of 20%, but when using dry nitrous, it is
wastegate
possible to start with 5%, as the injectors – and not the solenoid – will output
control fuel injection.
53
FT450 / FT550 / FT550LITE / FT600 Auxiliary outputs
Wastegate integrated to the turbine

This valve has a different operation system, as it relieves the boost
pressure when pressure is put on its top part, which is the opposite
of what happens to the wastegate installed at the exhaust manifold.
Select the output signal as activated at 0V and frequency at 20Hz

With this kind of wastegate, the boost valve relieves the pressure in
top of wastegate to increase boost pressure
aux output
Boost controller
12V
N75
Free Air
From boost Pipe
Integrate
Wastegate
13.9 BoostController
The BoostController is used for more precise control of the turbo
pressure in street cars, circuit and drag races. The control can be
performed by time after 2-step, RPM and gear, gear and time after
change, unique value and engine RPM, as well as the control with
specific targets for drag race (2-step, 3-step and burnout).
See more information in chapter 19.15 BoostController diagrams.
54
Electronic throttle control FT450 / FT550 / FT550LITE / FT600
14. Electronic throttle control

14.1 Electronic throttle control (FT600)
Electrical installation of an electronic throttle on FT600 is pretty simple. Check the example diagram below:
FT600
Connectors rear view
White - Input#10 White - input#9
White - Input#8
Connector A Connector B
1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17 10 11 12 13 14 15 16 17
18 19 20 21 22 23 24 25 18 19 20 21 22 23 24 25
26 27 28 29 30 31 32 33 34 26 27 28 29 30 31 32 33 34
output#4
output#3
Yellow -
Yellow -
Green /Red -
Supply 5V sens.
Green Black -
Ground sensors
White - Input#11
• Yellow wire #3 (pin 28 of the connector A) must be connected • Pins 28 and 29 (connector A), yellow wires, will not be used for
to the throttle input corresponding to the Motor 1 input. electronic throttle control, they can be set up as auxiliary outputs..
• Yellow wire #4 (pin 29 of the connector A) must be connected 14.2 Connection – throttle bodies and pedals
to the throttle input corresponding to the Motor 1 input.
Check the throttle and pedal wiring before disconnect it from the OEM
ECU. If you need, contact our tech support to get more information
• Green/red wire (connector B) is and 5V output used to feed
about throttles and pedals.
throttle and pedal position sensors. It must be spliced and
connected to both of them.
• Sensors negative can also be spliced between pedal and throttle With the electrical connections ready, go back to chapter 7.5 and insert
position sensors. Connect it directly to the battery’s negative the throttle code (FT) that you found on the throttle table connection
terminal.
If your throttle is not listed in our table, it might be necessary to send
• White numbered wires are sensors signal inputs, connect them to it to our tech team to have them check compatibility and research
the signal outputs of the pedal (Pedal 1 and Pedal 2) and throttle its control parameters. In this case please contact our tech support.
(TPS1 and TPS2). After connecting these inputs, it is necessary
to calibrate throttle and pedal as guides chapter 15.1.
55
FT450 / FT550 / FT550LITE / FT600 Electronic throttle control
14.3 Electronic throttle control (FT550 / LITE)
FT550
Connectors rear view
Connector A Connector B
1 2 3 4 5 6 7 1 2 3 4 5 6 7
8 9 10 11 12 13 8 9 10 11 12 13
14 15 16 17 18 19 14 15 16 17 18 19
20 21 22 23 24 25 26 20 21 22 23 24 25 26
White - Input #1
White - Input #2
Green / Red -
Yellow - output#3
Green/black - Ground Sensors

Yellow - output#4
Input #3
White -
Supply 5V sens.
White - Input #4
• Yellow wire #3 (pin 24 of the connector B) must be connected • Pins 24 and 25 (connector A), yellow wires, will not be used for
to the throttle input corresponding to the Motor 1 input.. electronic throttle control, they can be set up as auxiliary outputs.
• Yellow wire #4 (pin 25 of the connector B) must be connected 14.4 Connection – throttle bodies and pedals
to the throttle input corresponding to the Motor 1 input.
Check the throttle and pedal wiring before disconnect it from the OEM
ECU. If you need, contact our tech support to get more information
• Green/red wire (pin 14 of the connector A) is and 5V output
about throttles and pedals.
used to feed throttle and pedal position sensors. It must be
spliced and connected to both of them.
With the electrical connections ready, go back to chapter 7.5 and insert
the throttle code (FT) that you found on the throttle table connection
• Green/Black (pin 26 the connector B) Sensors negative can
also be spliced between pedal and throttle position sensors.
Connect it directly to the battery’s negative terminal. If your throttle is not listed in our table, it might be necessary to send
it to our tech team to have them check compatibility and research
its control parameters. In this case please contact our tech support.
• White numbered wires are sensors signal inputs, connect them to
the signal outputs of the pedal (Pedal 1 and Pedal 2) and throttle
(TPS1 and TPS2). After connecting these inputs, it is necessary
to calibrate throttle and pedal as guides chapter 15.2.
56
Sensors and calibration FT450 / FT550 / FT550LITE / FT600
15. Sensors and Calibration Check with a tester to see if the voltage on the orange wire varies
according to the throttle position.
This chapter has the final steps before the first engine start. It basically
guides the user through checking sensor readings and calibrating
engine actuators. TPS/pedal calibration
Pedal #1
4.99V
15.1 Ignition calibration Idle 0%

2.00V Calibrate
The ignition calibration screen on FT has the same parameters that Full 100%
4.99V Calibrate
previous FT ECUs, the difference is that they are in the same screen.
After calibrating the ignition, the 1st tooth index position is automatically
changed on the “Engine setup” menu.
When using distributor, the ignition must be calibrated on this screen,
instead of turning the distributor. TPS sensor must be calibrated on the first time the ECU is turned
Ignition calibration screen: FTManager in FT on only, and should be recalibrate only when it has to be replaced
or the throttle opening on idle was changed. TPS calibrations are
individual by map file.
TPS signal voltage must go up, as the pedal is pressed, and must
have at least a 3V difference between the idle and WOT positions
Ignition calibration
23
123,0 Teeth
Adjust calibration
° -3,0º
Lock timing
until match 20 at
timing light
TPS errors and diagnostics
0° 20°
Error message Diagnostic

The TPS value from 0% to 100%
TPS range must be higher than
has a smaller difference than
1.5 Volts
1,5V
TPS signal may be shorted to
Ground short circuit for TPS input
15.2 TPS calibration ground
Through FTManager, click in the TPS/Pedal button TPS input disconnected or short
TPS signal may be disconnected
circuited to 5V
TPS calibration is required only

No input configured as TPS.
when activated
IMPORTANT
15.3 Electronic throttle/pedal calibration
To perform this calibration, it is very important
that the engine is not running, because the This calibration procedure is exactly the same as the mechanical
throttle is fully opened and closed throttle calibration. The only difference is that the calibration screen
shows voltage value on both TPSs of the electronic pedal.
Go to “Sensors and calibrations” and then “Calibrate throttle/pedal”.
With this done, it is necessary to adjust idle speed control parameters
1. With the pedal on idle position, click button “calibrate” beside as guides chapter 19.2
the field “Idle: 0%
2. Push throttle to the maximum and click “calibrate” button beside IMPORTANT
the field “WOT: 100%”. Every time the pedal calibration is done the
3. Press “Save”. Message “Calibration done!” is shown if the throttle automatically calibrates its opening
process is OK. limits. It is very important that during this
calibration the engine is turned off because the
4. In case an error message is shown, check TPS connections.
throttle is fully opened and closed.
TPS calibration errors may be: TPS/pedal calibration
Pedal #1 Pedal #2
Inverted and calibrated: means the TPS is connected the wrong 4.05V 2.01V
way, but is working normally. Double check connections, but, know Idle 0%
Calibrate
that it will work normally connected this way.
4.99V 4.99V
Full 100%
Possibly disconnected: check TPS connections. Maybe there is 4.99V 4.99V Calibrate
a broken wire or one of the connectors does not reach the TPS pins.
57
FT450 / FT550 / FT550LITE / FT600 Sensors and calibration
Throttle body error and diagnostic messages Oil pressure 1/3 Oil pressure 2/3
Input selection Pressure sensor type
Error Message Diagnostic

None
White 1: Avaliable
PS10A VDO
Throttle #1 channels not There is no input configured as throttle White 2: Two-step
PS10B Custom
found input
White 3: Air conditioning
White 4: Avaliable
ETC motor #1 signals

ECU Failed to actuate the throttle motor
may be disconnected Oil pressure 3/3 Oil pressure 3/3
Throttle #1A signal may Input value Output value Input value Output value
Throttle Input A short circuited to GND

be shorted to ground Reading Sensor offset Reading Sensor offset
Throttle #1A signal may Throttle input A disconnected or short 4,90

bar
0,10
bar
4,90
bar
32
mV
be disconnected circuited to 5V
Throttle #1B signal may
Throttle Input A short circuited to GND The FT has fully customizable inputs, which allows to read any 0-5V
be shorted to ground
analog pressure sensor, since its pressure vs voltage table is known.
Throttle #1B signal may Throttle input A disconnected or short In this case, just select the custom option and fill the interpolation table
be disconnected circuited to 5V through FTManager.
ETC 1 code error Throttle code error
15.5 Intake air and engine temperature sensors
Electronic Throttle security behaviors
In this menu are the settings for intake air and engine temperature
Correlation error between throttle and pedal signals
sensors. There is a predefined configuration for GM and Fiat sensors.
- Happens when the difference between pedal and throttle is
higher than 20% for more than 200ms
In case there is a reading error between the FT and the real value of
- The electronic throttle is turned off and returns 500ms after the
the sensor (comparing to an external gauge or to the dashboard),
difference between the signals is below 20%.
this compensation is easily done by adjusting the sensor offset. It is
ETC position tracking error
possible to edit this compensation in mV or in degrees. Just change
- Happens when the difference between the desired position and the button on the top part of the screen between “Input value” (mV
the throttle position is higher than 10% for more than 1 second adjust) and “Output value” (temperature offset). The field “Read value”
- The electronic throttle control is turned off and only returns 0,5s shows readings in real time.
after the difference between the desired position and the throttle
position is lower than 10%
Make sure your external gauge or dashboard is correctly calibrated
and that the correct sensor is selected, as incorrect use of this option
15.4 Fuel/oil pressure sensors inputs can cause significant error in reported temperatures and possible
engine damage
In this menu are the settings for fuel and pressure sensors. There is
a predefined configuration for PS-150/300/1500 pressure sensors,
but any kind of analog sensor with 0-5V signal can be used. This
configuration is done through the PC and software FTManager.
In case there is a reading error between the FT screen and the
real value of the sensor (comparing to an external gauge), this
compensation is easily done by adjusting the sensor offset. It is
possible to edit this compensation in mV or in pressure offset. Just
Air temperature 1/3 Air temperature 2/3
Input selection
Temperature sensor type
change the button on the top part of the screen between “Input value” None
(mV adjust) and “Output value” (pressure offset). The field “Read value”
.... FIAT
White 7: Avaliable
shows readings in real time.
GM
White 8: Pedal #2
Custom
Make sure your external gauge is correctly calibrated and that the White 9: Pedal #1
correct sensor is selected, as incorrect use of this function can cause

Air temperature 3/3 Air temperature 3/3
significant error in pressures reported.
Input value Output value Input value Output value
Reading Sensor offset Reading Sensor offset
89,0 -9 89,0 +10,7

°C °C °C mV
The FT has fully customizable inputs, which allows to read any 0-5V
analog temperature sensor, since its temperature vs voltage table
is known. In this case, just select the custom option and fill the
interpolation table through FTManager.
58
15.6 O2 sensor inputs General 2/3 General 3/3
CAN equipment to:

General
O2 sensor signal input can be setup on any sensors input of this Make sure only 1 sensor is disconnected.
The reading will be associated to this position.
FT it is even possible to read fifteen O2 sensors simultaneously and CAN ID: ---
Model: ---
Associate
show them on the screen. For wide band O2 sensors, it is necessary CAN Port: ---
Input: ---
Associate
to use a wide band conditioner, for narrow band O2 sensors, direct
connection is allowed.
Analog input reading
Be sure to connect the O2 conditioner to FT according to the Chapter The O2 sensor reading through an analog input is used either to
12.7 of this manual. narrow band or wide band with conditioners that have analog output
(FuelTech WB-O2 Slim WB-O2 Nano WB-O2 Datalogger and Alcohol
O2), Simply set the sensor in any input of FT (white wires).
It’s necessary to set the input scale according to the analog output of
conditioner used. If it’s a FuelTech conditioner select one of the preset
scales. For other manufacturers use the custom table. The narrow
band sensor reading is displayed directly in Volts.
Analog scales compatible with the FT are:
Scale Output voltage
0,35 - 1,20 0,35 = 0,2V - 1,20 = 4,8V
0,59 – 1,10 0,59 = 0,2V – 1,10 = 4,8V
0,65 – 1,30 0,65 = 0,2V – 1,30 = 4,8V
CAN network reading 0,65 – 4,00 0,65 = 0,2V – 4,00 = 4,8V
0,65 – 9,99 0,65 = 0,2V – 9,99 = 4,8V
Through CAN network the reading is sent directly to FT, the only
configuration necessary is to indicate what is the position of each WB-O2 Nano, Slim or Datalogger calibration
sensor, this procedure is called “association”.
Offset calibration is needed to compensate analog signal loss. With
O2 sensor connected and configured go to “Calibrate O2 sensor”
The association procedure is executed by disconnecting from the (through display) or click in “Calibrate sensor” in FTManager software.
conditioner a single sensor at time, this way the FT identifies and
associates that sensor to the position of the engine (cylinder 1,
To calibrate O2 sensor, proceed as follows:
general O2 sensor).
1. Check the scale of FT with external conditioner, they must be
equal.
Follow the steps and repeat for each O2 sensor:
2. With the engine running, stabilize the O2 reading.
1. Keep the conditioner connected and turned on and disconnect
3. Adjust the offset until the reading in the conditioner matches the
the O2 sensor;
reading in the ECU.
2. Press the Associate button on FT or on the “CAN communication
of FTManager” window; Input selection
Narrowband O2 1/2 Narrownband O2 2/2
3. Reconnect the O2 sensor and repeat the process for all other None O2 sensor calibration
O2 sensors;
White 1: Avaliable
Reading Sensor offset
White 2: Pitch rate sensor
White 3: Davis profiler input 0,87 +0,36

λ volts
White 4: Oil pressure
4. If the calibration and configuration are correct, there will be no

reading difference.
NOTE
If the difference is greater than 0.02 between the
readings, it means that the scales are different.
Sensors and Calibration Wideband O2
Fuel pressure General
Air temperature
Left bank Right bank
Sonda
O2 Sensor
Lambda#11 3/3
3/XX
Engine temperature
Cylinder 1 Cylinder 2 Cylinder 3 Cylinder 4
Calibração
O2 sensor
da Sonda
calibration
Lambda
NarrowBand O2
WideBand O2 Valor
Reading
lido Ajustar
Sensor
offsetoffset
do sensor
0,87
1,00 +0,36
3
λ volts
mV
59
If the chosen option is “White wire”, the configuration screens will be

shown to set the sensor input to left and right wheels, and number of
teeth. The next screens will not be displayed when the CAN option
is chosen.
Rear left wheel 2/6 Rear right wheel 2/6
Input selection Input selection
None None
White 1: O2 sensor #1 White 1: O2 sensor #1
White 2: 2-step White 2: 2-step
White 3: Air Conditioning White 3: Air Conditioning
Alcohol-O2 Calibration White 4: Oil pressure White 4: Oil pressure
Also called free air calibration, this calibration is necessary when using
Rear wheel speed 4/6
FuelTech Alcohol O2 conditioner to compensate for differences in
each sensor. When replacing a sensor it’s necessary to repeat this Number of teeth
calibration.
8
Teeth
1. Remove the sensor from the exhaust pipe and let it ventilate for
at least 20 seconds;
The last setting is related to tire type and size. Slick/Drag Race tires
2. Press the calibrate button; only require the wheel rim diameter. Radial tires require wheel rim
3. Calibration is OK; diameter, tire width and height.
O2 Sensor #1 3/3 Rear wheel speed 5/6 Rear wheel speed 6/6
Alcohol O2 calibration
Tire type Wheel rim diameter
Tire width Tire height
Before starting Calibrate
the calibration the
probe must be removed Radial
from the exaust pipe
17,0 225 45
and kept in free air for 2,87 Slick/DragRace mm %
20 seconds in
V
15.7 Speed inputs 15.8 Driveshaft RPM

In the FTManager, there is a menu with all the settings related to wheel
In the FTManager, there is a menu with all the settings related to
speed reading. In the touchscreen, the settings are divided in a few
driveshaft RPM and input shaft RPM reading. In the touchscreen,
sub menus and will be presented in the next chapters.
the settings are divided in a few sub menus and will be presented in
the next chapters.
This menu is used to setup the driveshaft RPM reading. Select the
FT600 sensor input to be used and insert the trigger wheel number
of teeth
Driveshaft RPM 1/5 Driveshaft RPM 2/5
Input selection
None
Number of teeth
White 1: O2 sensor #1
Select Origin White 2: 2-step

8
White 3: Air Conditioning teeth
Select on the first screen if wheel speed information will be read using White 4: Oil pressure
ECU analog inputs (white wires), using GearController information

over CAN bus (FTCAN 2.0), or using OEM CAN and FTCAN 2.0 (FT
With the driveshaft speed and the tire dimensions, it is possible to
Input Expander).
calculate the traction wheel speed. If you want to use a driveshaft RPM
Front wheel speed 1/6 sensor instead of a wheel speed sensor, check the box “Calculate
Select origin wheel speed” in the next screen.
White wire GM CAN
FTCAN (Gear) FTCAN 2.0
60
Driveshaft RPM 4/5 Driveshaft RPM 5/5 15.11 Gear detection

Tire Type Wheel rim diameter
Tire width Tire height In this menu there are the settings related to gear detection change
Radial (display and log). There are 10 different ways to detect it: by RPM
225 45
Slick/DragRace
17
in
mm % drop (drag race only), by gear position sensor (requires a sensor in
the transmission), by interpolating the current wheel speed versus
engine RPM, by pulse and by gear shift output.
To calculate wheel speed, insert the differential ratio and tire
To view the currently engaged gear in the FT dashboard, go to
dimensions.
“Interface Settings” and then “Dashboard Settings”. Once in, click in
The last setting is related to tire type and size. Slick/Drag Race tires the cell where you want to display the gear and select “Gear”.
only require the wheel rim diameter. Radial tires require wheel rim
The first mode, by RPM drop, must be used only in drag race cars,
diameter, tire width and height.
since it can only detect upshifts and not down shifts. The third screen
is for safety configurations, used to prevent false gear detection due
15.9 Input shaft RPM to traction loss. Default values are good to most cases.
The fourth screen is for the RPM drop programming to each gear.
This feature allows the gearbox input shaft RPM Reading. The reading
The fifth screen is to enable and program the timeout for gear shift
is very useful to analyze the clutch/torque converter slip. Just insert
detection that is another safety feature to prevent false detection.
the sensor input and the number of teeth
Gearbox RPM 1/2 Gearbox RPM 2/2

Input selection
None
Number of teeth
White 2: 2-step
2
White 3: Air Conditioning Teeth
15.10 MAP Sensor

This menu allows to setup the internal MAP or an external one.
Internal MAP: Can read up to 87 PSI and it's average points and Q Gear detection 1/9 Gear detection 2/9
Detection type
factor can be changed for smoother readings on engines with high Disabled Enabled
RPM drop
cam profiles. Number of gears

Analog sensor
By wheel speed
External MAP: Can usually read pressures higher than 87 PSI, a 6 By input signal
white input must be used to setup an external MAP sensor for more Gear shift based output
than 87 psi.
Gear detection 3/9 Gear detection 4/9
RPM drop for gear shift detection

Detection block Block detection
after launch after gear shift
Gear shift 9 - 10
0,50 0,50
s s
RPM drop 200
wait time for Gear reset

Timeout for gear
shift detection gear shift detection
Gear count is increased 2-Step
whenever engine RPM
stays above the gear shift
RPM for the time
1,00 External button
setup beside. s
The second mode reads an analog gear position sensor, which is a

potentiometer that indicates the engaged gear in transmissions already
equipped with this sensor. Select the input that will read the sensor
signal and then configure each gear voltage
To find the gear voltage, use a multimeter, in 20VDC scale, connected

to the output of the gear position sensor and engage a gear at a time.
Intermediate voltage: uses the voltage reading between the levels
configured to detect gear shift.
Adjustable window: set a voltage window for the gear shift detection
to happen.
61
Gear detection 4/9 Gear detection 5/9 The sixth mode of gear detection uses the “Gear shift output (Liberty
Analog level for each gear
Next gear Detection window
gearbox)” and is specially designed for drag racing vehicles using
Gear 9 -R10
detection for next gear
Liberty Gearboxes. Set inputs for detection of Reverse and Drive
Average
voltage
0,05
switches and if necessary, set gear increment delays.
Voltage 200
0,3
Detection V
window
Detection type Reverse switch input
By wheel speed None
The third mode crosses the wheel speed and RPM to calculate the By input signal White 1: O2 General
White 2: Avaliable
engaged gear.
Gear shift based output
By gear shift output (liberty gearbox) White 3: Air Conditioning
To configure, set the number of gears, gearbox ratio and differential By integrated power shift (GearController) White 4: Oil Pressure
ratio.
This detection mode will only show the engaged gear if the vehicle is Drive switch input
Gear increment delay
moving and there is wheel speed reading. None after detection (ms)
White 1: O2 General
When the clutch is pressed or the gear is disengaged (neutral) your White 2: Avaliable
Gear Shift 9 - 10
FT may display an incorrect gear momentarily. White 3: Air Conditioning Delay 200
White 4: Oil Pressure
Detection type
Differenctial
The seventh option is FTCAN 2.0 and it must be selected whenever an
RPM drop
ratio
Analog sensor
By wheel speed
4,10
external GearController is used. There is also an option to setup gear
By input signal
:1
increment delays for each gear, to make gear compensation tables
Gear shift based output
match and start at the exact same time as the actual gear is engaged.
Gear detection 4/9 Gear detection 2/9 Gear detection 9/9
Gear ratio Detection type
Gear increment delay
By input signal after detection (ms)
Gear 9 10
- 10 Gear shift based output
Gear Shift 9 - 10
By gear shift output (Liberty gearbox)
Ratio 2,59
200
By integrated power shift (GearController) Delay 200
FTCAN 2.0
The fourth mode increases the gear counting by each pulse received 15.12 Nitrous bottle pressure
on a white input. Set in which edge the count should be increased
(default: falling edge). Configure an input as “Gear Detection” and This menu gathers the settings to read nitrous bottle pressure. This
connect the device that will send the pulse to increase the counting. way is possible do compensate fuel according to the bottle pressure.
This mode cannot detect down shifts and requires the 2-step to be To read the bottle pressure you must use a PS1500 sensor or a
used to reset the counter; therefore it is best suited for drag race cars. similar one.

Detection type
RPM drop
Input selection
None
15.13 Clutch position
In this menu are the settings to read the clutch position. A
Analog sensor White 1: O2 sensor #1
By wheel speed White 2: 2-step
By input signal White 3: Air Conditioning potentiometer must be used, similar to a TPS. After the wiring done,
Gear shift based output White 4: Oil pressure the calibration is required.
Clutch position 1/2 Clutch position 2/2
Input selection Reading
White 7: Air temperature 4.99V
Signal edge Gear reset
White 8: Avaliable
Position at 0%
Rising edge 2-Step White 9: Avaliable 4.99V Calibrate

White 10: MAP signal Position at 100%
Falling edge External button
White 11: TPS 4.99V Calibrate
15.14 Clutch pressure

The fifth mode enables an internal counter that is increased by each
pulse sent out by the Gear shift output (Drag Race Features menu). This function allows to measure the pressure of the liquid on hydraulic
This mode cannot detect down shifts and requires the 2-step to be assisted clutches. To read the pressure, use a PS1500 sensor or a
used to reset the counter; therefore it is best suited for drag race cars. similar one.
Gear detection 2/9 Gear detection 6/9 Clutch pressure 1/3 Clutch pressure 2/3
Detection type Input selection Pressure sensor type
RPM drop Gear reset White 6: Fuel pressure
Analog sensor White 7: Air temperature 1450 PSI / PS100 (1,0 a 5,0V)
2-Step
By wheel speed White 8: Avaliable 1500 PSI (0,5 a 4,5V)
By input signal External button White 9: clutch
Custom
Gear shift based output White 10: MAP signal
62
15.15 Ride Height Realtime Broadcast: sends all data to a CAN network in real-time.
This function allows to read the front end height from the ground. The
Fixed data packet: Creates data packages and makes it available
wheelie control is based on this input and you can find more on this
on network, this option is used by equipment from other brands in
at Chapter 20.9. Normally, a laser height sensor is used.
the same CAN network.
Ride height 1/2 Ride height 2/2
Input selection
None Input value Output value
- CAN OEM: This CAN port is intended for reading sensors
vehicles that already have original CAN network from the factory.
White 2: Avaliable
White 3: 2-step 3,5 +0,3
in in CAN communication 2/3
CAN communication 3/3
Select vehicle
CAN B port Corvette C6
Realtime
15.16 Pitch Rate FTCAN 1.0 Broadcast Corvette C7
Camaro (2010)
FTCAN 2.0 Fixed data
packet
This function reads the rate at the front end pitches and is given by
Mustang (2014)
O EM CAN
Cadillac CTS-V 2009
degrees per second.
Pitch rate 1/2 Pitch rate 2/2
Input selection
None Input value Sensor value SwitchPanel Configuration
This is an external panel with 8 buttons that are totally configurable
White 1: O2 Sensor
White 2: Pitch rate
White 3: 2-step 0,0 +0,6 through FTManager via CAN Communication. Go to “Sensors and
Calibration / CAN Communication / SwitchPanel and select a 4, 5or
°/S °/S
white 4: Oil pressure
8 version ” click on the button you want to configure and select one
of the many preset functions from the list.
Through FTManager, all the sensors above can be configured in the
“Sensors and Calibration” menu, then “Inputs”.
15.17 CAN communication

In this menu is possible to configure all the equipment connected to
the CAN network. There are 2 different CAN protocols. Below is the
compatibility of each protocol:
- FTCAN 1.0: GearController (until V2.17), BoostController, 15.18 EGT
Racepak IQ3 and AiM Dashes;
This menu allows to setup the EGT conditioners (ETM-1 or EGT
- FTCAN 2.0: GearController (after V2.20) EGT-8 CAN; WB-O2
CAN) and to perform the cylinder attribution. To do it, simply select
Nano and WB-O2 Slim;
the cylinder where the EGT is placed and what is the conditioner.
CAN network supports up to 32 sensors of each product.
The attribution can be done using the CAN network with EGT CAN
- This option allows stock ECU data to be received through CAN
or using the white wires inputs with ETM-1.
network.
To use EGT CAN, FTCAN 2.0 must be selected, then which model
is being used (EGT A or B - for EGT-8, and the channel) or (EGT A,
B, C and D - for EGT-4, and the channel).
NOTE
To configure the EGT-4, check the procedure in
manual that came with the product.
CAN communication 1/3 CAN communication 2/3 EGT Settings

CAN A port
Realtime
CAN B port
Realtime
To configure EGT, access the menu “Sensors and Calibration / CAN
FTCAN 1.0 Broadcast FTCAN 1.0 Broadcast
communication/ EGT” an EGT image appears, click on the channels
packet
packet
you want to configure and select from the list which will be sensor
O EMCAN O EMCAN
associated with this channel.
63
Acceleration direction: choose between Side of the ECU or

perpendicular to the screen.
Acceleration signal: choose between normal or inverted.
EGT Cylinder 4 1/3

Input selection
General
White 5: Avaliable
Left bank Right bank
White 6: Avaliable
White 7: Avaliable
Cylinder 5 Cylinder 6 Cylinder 7 Cylinder 8 White 8: Avaliable
Cylinder 9 Cylinder 10 Cylinder 11 Cylinder 12 CAN 2.0
General 2/3 Cylinder 4 1/3

Input selection
None
Equipment
Source White 1: Avaliable
EGT-8 A
EGT CAN white 2: Pitch rate
Channel 1 White 3: Davis profiler input
White 4: Avaliable
Cylinder 4 2/3 Cylinder 4 3/3
Select the sensor type

Input value Output value
ETM-1 Reading Sensor offset
Custom 56,0 +10,7

°C °C
15.19 Wastegate Pressure Internal accelerometer 1/5 Internal accelerometer 2/5
Setup the wastegate pressure sensor for use with the integrated ECU position Acceleration direction
BoostController. For more information check chapter 19.16 Vertical ECIU side
BoostController. Horizontal Perpendicular to the screen
15.20 Internal accelerometer (FT550 /LITE and Internal accelerometer 3/5
FT600) Acceleration signal
After the FT installation, the accelerometer calibration is needed to Normal
avoid errors. It can be performed directly through the FT screen or Inverted
through the PC Software FTManager.

FTManager 4.50 or newer Software versions allow the ECU to be
positioned in any orientation in the car, this way it is necessary to
configure the accelerometer axes.
ECU position: choose between vertical or horizontal.
64
Accelerometer multiplier factor: it is typically 1.00, meaning that Brake pressure 3/3
no multiplier factor will be used and that readings will be the original Input value Output value
ones, from the accelerometer. If you notice that the calculated

“Accel speed” from accelerometer is not matching a known vehicle
1350,0 +0,3
speed reading (i.e. time slip showing 220mph on 1/4 mile but your PSI PSI
datalogger Accel speed by accelerometer says 200mph) and you

have already performed the accelerometer calibration and adjusted
the filter frequency, then the multiplier factor must be changed from
15.22 Front and rear shocks
1.00 to 1.10 in order to make Accel G readings increase by 10%, This function allows to set the range for the sensor used on each
consequently increasing the calculated Accel speed also by 10%. wheel to measure suspension travel.
This is very helpful when the active traction control is using the Accel
speed as Reference speed and traction wheel speed (calculated by
the driveshaft rpm) to calculate the wheel slip %, or when you have
another external accelerometer device you are used to and want to
make both match.
Calibration: The first step is to calibrate the accelerometer to

compensate a tilted installation of the ECU, it must show 0G when
vehicle is stopped and leveled. 15.23 Flex Fuel
This function allows the use of a GM Flex Fuel sensor to measure the
Filter frequency: The filter is used to remove unwanted vibration so, ethanol density that the gasoline has on the fuel line.
if you have the ECU mounted on an OEM dash that is very isolated
from chassis vibration you can probably use a higher filter frequency Discard reading during engine start: (where the drop on battery
(62Hz or 125Hz) so it will improve reading of the small accelerometer voltage may affect the sensors 12v power supply) and use values
changes. If you experience vehicle chassis vibration transferring and read before cranking.
affecting the accelerometer readings, then a lower filter frequency
Discard reading under high load: (where the high flow of fuel may
(example as 15hz) is recommended.
affect the sensor readings) and use only below 2500rpm.
IMPORTANT Flex fuel 1/2 Flex fuel 2/2

Input selection
A greater filter frequency will result in signal None
Safe ethanol content identification
reading delay. White 1: Avaliable Discard reading during engine start

(use values before crank and with pump on)
White 2: Two Step
White 3: Air Conditioning

Discard reading with high load
Internal accelerometer (use values below 2500 RPM)
Frontal G: 0,5G
Accelerometer Lateral G: 0,0G
Multiplier factor
1,26
Calibrate
15.24 Back Pressure
Disable calibration
This function allows to set up a pressure sensor to be used on the
exhaust to measure back pressure.
Internal Accelerometer 2/2
internal acceleromter Filter frequency

mode: (Bandwith)
Software filtering
(Legacy mode)
31,25
Advanced hardware Hz
filtering
15.21 Brake Pressure

This function configures a sensor input for brake pressure control,
helping the line lock function.
Brake Presusre 1/3 Brake pressure 2/3
Input selection
Select the sensor type
None
White 1: Avaliable 1450 PSI / PS100 (1,0 a 5,0V)
White 2: Two Step 1500 PSI (0,5 a 4,5V)

Custom
White 4: Avaliable
65
15.25 Oil pan pressure

Used to measure pressure inside the oil pan.
15.30 Front and rear tires temperature

Allows to monitor tire temperature using a laser sensor with either an
ETM-1 wired into a white input or an EGT-8 via CAN.
15.26 Transmission pressure
Monitors the pressure inside the transmission.
15.31 Track temperature

Allows to monitor track surface temperature using a laser sensor with
15.27 Transmission temperature
either an ETM-1 wired into a white input or an EGT-8 via CAN.
Allows to set a sensor to measure the oil temperature
15.28 Torque converter pressure

This function allows to set up a pressure sensor to be used to measure
torque converter pressure.
15.32 Engine Coolant pressure

This function it is possible to configure a sensor for monitor of the
pressure to the engine cooling system. Set the sensor used if
necessary, to adjust the offset.
Engine coolant pressure Engine coolant pressure 3/4
Select sensor
VDO (8bar/116psi - 0 a 5V) Input value Outpu value
15.29 Intercooler temperature

PS10A (10bar/145psi - 1 a 5V)
Reading Offset sensor
PS10B (10bar/145psi - 1 a 5V)
Ps20 (20bar/290psi - 1 a 5V) 3,50 +0,36

Used to monitor intercooler temperature. PS150 (10,2bar/150psi - 0,5 a 4,5V)
bar bar
66
15.33 Turning lights

Set an input for each turn signal (left and right) and whether it’ll be
activated at 0V or 12V.
Go to “Interface settings” and then “Side LEDs” to set up LEDs for
each one of them, for more information refer to chapter 23.
Left turn signal 1/4 Right turn signal 3/4

Select Input Select Input
None None
White 1: Avaliable White 1: Avaliable
White 2: Two Step White 2: Two Step
Fuel flow pump A: Pulses from the sensor to measure 10 US


Gallon, so its possible to evaluate pump A fuel flow in the log.
Fuel flow pump B: Pulses from the sensor to measure 10 US
15.34 Low beam / High beam Gallon, so its possible to evaluate pump B fuel flow in the log.
Fuel flow return A: Pulses from the sensor to measure 10 US
Set one input for the low beacon and one for the high beacon, set Gallon, so its possible to evaluate fuel flow return A in the log.
whether the drive will be 0V or 12V. Fuel flow return B: Pulses from the sensor to measure 10 US Gallon,
Access the “Interface Configuration” menu then “LED Configuration” so its possible to evaluate fuel flow return B in the log.
to adjust the high and low headlight drive indication LED. For more
information, see chapter 23.
Low Beam 2/4 High Beam 3/4
Selectg Input Select Input
None None
15.35 Turbocharger RPM Input selection

Pump A 1/8 Pump A 2/8
None K Factor
This feature reads the turbocharger compressor wheel speed. In White 1: Avaliable
(pulses per gallon)
order to use it a white wire input must be set as Turbocharger RPM. White 2: Two Step
15000
Set the internal divisor (provided by the manufacturer) and the number White 4: Avaliable
of blades of the compressor.
Return A 5/8 Return A 6/8
RPM Turbo 1 2/2 Input selection
None K factor
(pulses per gallon)
Internal divisor Compressor blades White 6: Fuel pressure

15000
8 40 White 8: Engine temperature
White 9: Return A
15.37 Flywheel RPM (Clutch basket)

15.36 Fuel flow
Used primarily on motorcycles that have a gear ratio between the
Any sensor configured will be shown in the unit display and/or recorded
crankshaft and the input shaft/clutch basket.
in the datalog, to display fuel consumption, at least 1 sensor in the
To use this feature in a car, a 1:1 ratio must be used.
pressure line and 1 in the return line is needed. In the event of having
2 separated fuel feeds, like blower hat and intake runners, it is required Flywheel RPM (clutch basket)
to have 4 individual sensors to be able to measure fuel delivery per line. Disabled Enabled
Engine main drive Flywheel main drive

sprocked teeth
NOTE
sprocket teeth
6 6
This feature requires a Hall effect fuel flow sensor, if
a VR sensor is used, a signal converter to Hall effect
is mandatory.
15.38 Automatic transmission range selector
This setting is required so the ECU can associate the inputs to the
shifter position. The automatic transmission controller applies the
parameters set in this tab to control the transmission.
There are four different settings: Digital, Analogic voltage level, CAN
2.0 Network and Duty cycle (PWM).
67
Analogic
This option must be used when there is only one input (white wire)
dedicated for the ECU to identify the shifter position. The shifter sensor
must be a potentiometer that will vary the voltage and therefore send
different values for the ECU according to each position. Each voltage
must be set up in the ECU, as well as each detection window between
the positions.
AT range selector 10/19 AT range selector 11/19
Automatic transmission range selectors Voltage for each position(V)
P R N S
Digital P R N D S 1 2 3 4
D 1 2 3 4 0,0 0,2 0,4 1,2 2,0 2,4 2,8 3,6 4,4
This option is the most complex to set up and requires some attention.
The first step is to select which inputs correspond to each shifter
position.
AT range selector 12/19
Detection window
AT range selector 1/19 AT range selector 2/19 for each position
Input selection
Operation mode None
0,3
White 1: Avaliable v
Digital CAN
White 2: Two Step
Analogic Duty cycle White 3: Air Conditioning
White 4: Avaliable
CAN 2.0 Network

Shifter input settings: Select all available positions at the shifter, This option allows the use of a SwitchPanel to select gears.
normally located at the dashboard or even at the shift lever itself. After the positions are selected, you must set a SwitchPanel button
to activate each one.
AT range selector 10/19
Automatic transmission range selectors AT range selector 10/19 AT range selector 11/19
P R N S Automatic transmission range selectors
Selection of position input P
P R N S
D 1 2 3 4 Equipment SwitchPanel-4M
D 1 2 3 4
Button 3
Input activation: This is directly related to the previous settings and

Duty cycle
assumes that if “activated at 0v” is selected, then all the options with a
checked box will be activated at 0v. If “activated as 12v” is selected, This option can be used when there is only one input (white wire)
then all checked boxes will be activated at 12v identifying the shifter positions through a PWM percentage. To set this
up, it’s necessary to set up the input, define the shifter positions, adjust
Inputs position configuration: After checking the boxes to all the Duty cycle percentage for each position and set the detection
shifter positions, select which inputs will be assigned to each position. window around each percentual.
For example: For “P” position, A and C inputs will be activated. For Input selection
None
Automatic transmission range selectors
R
“D” position, only input D will be activated and so on.
P N S
White 1: Avaliable
White 2: Two Step

D 1 2 3 4
White 4: Avaliable
Inputs position configuration P Inputs position configuration 4

Automatic Shift Knob Position 11/19 Automatic Shift Knob Position 12/19
A B C D A B C D
Capture curr. Capture curr. Duty cycle for each position (%)
reading reading Detection window
for each position
P R N D S 1 2 3 4
0 15 20 30 40 55 60 80 100 5
%
There is also a “Capture current reading” button that is very helpful

during the setup. This process must be executed for all shifter
positions. 15.39 Paddle Shift
This option allows the driver to perform gear shifts by paddle shifters.
For example: While the shifter is in position “P”, click in “Capture
current reading” and the FT will automatically identify and set up the You must set up an input for upshifts and another for downshifts.
active input.
68
15.42 Battery temperature

This function configures a sensor to monitor the temperature of the
battery.
Battery temperature 1/3 Battery temperature 2/3

Input selection
Equipment
White 5: Avaliable
Channel
White 6: Avaliable EGT-8 A
Upshift 1/4 Upshift 3/4 White 7: Avaliable
EGT-8 B 1
Input selection for upshift button Input selection for downshift button White 8: Avaliable
None None OEM CAN
CAN 2.0
White 3: Air Conditioning White 3: Avaliable
White 4: Avaliable White 4: Avaliable 15.43 Compressed air pressure

This function monitors the pressure in a compressed air tank, very
For vehicles that doesn’t have paddle shifters, the gear shifts can be useful for vehicles equipped with pneumatic gearboxes.
operated through a SwitchPanel. Just select the “CAN 2.0” option
and assign which buttons will be responsible for up shifting and
downshifting.
15.40 Brake
This function is related to the Lockup system. A sensor can be used
to read the line pressure and adjust a ON and OFF range or just a
brake switch to activate/deactivate the Lockup.
Brake detection 1/2 Brake detection 2/2

Input selection
None Input activation
White 1: Avaliable
Activated at 0V
White 2: Two Step
White 3: Air Conditioning Activated at 12V
White 4: Avaliable
15.41 Multifunction button

Allows the use of a single input to act as staging control, boost+
(scramble) and line lock button, according to set conditions:
1st condition: When on 2-step/Transbrake it acts as Staging
Control(bump box)
2nd condition: After a validated launch it becomes the Boost+
(scramble) button
3rd condition: When the speed and driveshaft reading is 0, it turns
into a Line Lock button
Multifunction button 2/3 Multifunction button 3/3

Input selection
White 1: Avaliable
Activated at 0V
White 2: Two Step
White 3: Air Conditioning Activated at 12V
White 4: Avaliable
69
FT450 / FT550 / FT550LITE / FT600 Starting the engine for the first time
16. Starting the engine for the first time Ignition calibration Ignition calibration
25 Adjust calibration 25
This chapter shows final steps before the engine first start and guides 100,1 dentes
+3,2º
until match 20° at 100,1 Teeth
+3,2º Adjust calibration
° timing light °
until match 0° at
the user through checking and calibrating all the sensors and actuators Locked ignition
(Some timing light Locked ignition: timing light
of the motor. 0° 20° may read 40°) 0° 20°
16.1 First engine start

Ignition calibration with crank trigger: Cars originally equipped
Try not to stress the starter motor by cranking too long on the make with crank triggers, usually do not have the TDC mark. This mark
the first start. Check if the fuel pump is turned on and if there is fuel then should be done by stopping the engine on cylinder #1 TDC of
pressure on the line. Check if the FT reads the correct RPM in its compression using a dial-comparator. It is very important to be precise
dashboard and make sure there’s spark on the spark plugs (unplug when making this timing mark; the slightest error will ultimately affect
the spark plug wires and install a spark plug on it to check for spark). ignition timing on the engine
On engines fueled with ethanol or methanol, use a squirt of gasoline In these systems, usually the ignition is controlled on wasted spark,
into the throttle body to make the first start smooth. with one spark on the combustion stroke and one on the exhaust
When the engine starts, keep it at a fast idle and double check oil stroke. As the timing light reads both sparks, it usually shows 40°
pressure and the coil and igniter temperature. BTDC of timing, but the actual timing is 20° BTDC.
Check if the RPM is being correctly shown on the ECU display (if
possible, compare to an external tachometer) and if throttle variations As it is not possible to turn the crank trigger as we do on distributor
coincide with TPS and vacuum readings. systems, the ignition calibration screen has a compensation that
must be changed until the timing light shows 20° BTDC (or 40°,
16.2 Ignition calibration according to the timing light). Let’s say you read a timing of 24°BTDC,
a compensation of -4° is needed to read 20° BTDC on the crankshaft
Once the engine has started, before any kind of test or tune, the ignition TDC mark. When the timing light is reading double the real timing
calibration must be performed. This calibration is very important to (wasted spark), if the timing on the timing light is 46º, the compensation
make sure the timing the ECU reads is really correct with the engine. that must be set is -3º, instead of -6º.
This function locks the timing to 20° (or 0°) on any RPM, this means,
if the engine starts but has no idle, you can rev it up and keep it in To check if your timing light is reading twice the real timing, advance 5°
something around 2000rpm to perform the calibration. Avoid RPM and check the timing on the engine again. If the timing has advanced
variations as this causes variations on the timing light readings. 10°, the timing light is reading double the real timing.
The access to this function is given by the “Ignition” button in the

main FTManager menu or the “Calibrate ignition” in the touchscreen
“Sensors and Calibration” menu
Ignition calibration with distributor: On the engines originally

equipped with distributor, there’s a TDC mark for cylinder #1. Point
the timing light and turn the distributor until the timing light reads 20°.
Lock the distributor then press “OK” button on the ECU. Ignition
calibration is finished
70
Fuel tables adjust FT450 / FT550 / FT550LITE / FT600
17. Fuel tables adjust Main Fuel Injection Table
bar
-0,90 -0,80
17.1 Main fuel table A
20000 0,000 (000%)

+
B
RPM
0,000 ms
0,000 (000%)
Editing mode for main fuel table is set as 2D basic mode by default, but 19375 0,000 0,000 -
it is possible to switch to advanced 3D mode. To change parameter,
in the FTManager, go to “Advanced map options” in the “Engine
settings” menu.
17.2 Overall fuel trim
On FTManager, it is possible to edit the map cell ranges of MAP/TPS, The overall fuel trim recalculates and replaces all values of the main
RPM, etc., making it possible to increase the detail level on the maps fuel table according to the percentage configured. This functions can
where a fine tuning is needed. To do it, simply click on “Edit axis” on be accessed through “Fuel tables” menu.
FTManager tool bar.
When using individual banks, the trim will be available to each bank.
This compensation applies a percentage that can add or remove fuel

Basic Mode - 2D table from the main table (basic or advanced mode). For example, if in a
In the basic mode, the engine is tuned according to the MAP sensor certain cell the injection time is 2.000ms, representing 50% of injector
or TPS. By default, the main fuel table by MAP is from -14.5psi up to opening at maximum rpm, and you apply 10% compensation, the
the desired pressure. result will be 2.100ms, representing 55% of injector opening, if the
When the main fuel table is by TPS, the table is from 0 to 100% in dead time is 1.000ms.
10% steps.
In all compensations the dead time must be discounted, so the value
Through FTManager, it is possible to use up to 32 cells, which will can be related to amount of fuel, instead of pulse width purely.
allow to have a better map and a fine tuning.
Main fuel injection table
Overall fuel trim
Main fuel injection table trim

Bank A (1%) -0,09 bar Bank B (0%)
Bank A: Bank B:
1,345 ms 0,000 ms
+3,5 +9,0
% %
Advanced Mode - 3D table

In the advanced mode, the main fuel table is a 3D table, where the
injection time is calculated according to the MAP sensor (or TPS) 17.3 RPM compensation
and engine RPM. As well as the basic mode, the MAP range is from
This option is exclusive to the basic mode. The RPM compensation
-14.5psi up to the desired pressure. When the main fuel table is by
is a percentage compensation applied to the main fuel table. The
TPS, the table is from 0 to 100% in 10% steps.
calculation is automatically done considering the engine RPM and
all the other compensations. This way, a 3D table is not necessary,
The default RPM steps are 200rpm until 3000rpm, and above this which despite being more accurate, is harder then the basic mode
rpm the steps are in 500rpm. The MAP, TPS or RPM steps can be and very often doesn’t show a better result.
edited via FTManager.
With the RPM compensation is possible to have a good tune in any

engine type, either a stock engine, race engine or with a variable
camshaft (Honda VTEC, Toyota VVT-i, BMW Vanos, etc).
Every engine has a specific fuel consumption peak around the

maximum torque rpm, so in the region additive compensation between
5 and 15% must be applied. In a stock engine the maximum torque
71
FT450 / FT550 / FT550LITE / FT600 Fuel tables adjust
is normally between 2000rpm and 4500rpm, but to know exactly O2 closed loop 2/15 O2 closed loop 3/15
the rpm a dynamometer is required. Anyway, this compensation will Disab Enab Disab. Enab. Disab. Enab.
be performed, because, to keep a constant AFR, more fuel will be Low Load
Smoothness
Engine temperature
for control start Off Off
bellow: above:
needed at the maximum torque rpm.
12 20,0 500 8000
With the main fuel table and the RPM compensation, the ECU °C RPM RPM
generates internally a injection time vs load vs RPM table.
During acceleration fuel enrichment it is possible to choose to turn off

the closed loop or to freeze closed loop compensation during some
time. The closed loop will return to its target between 300 and 500ms
after the acceleration fuel enrichment is over.
RPM compensation O2 closed loop 4/15

Behavior during acceleration fuel enrichment
Behavior duration
Turn off closed loop
500 RPM 100

Freeze closed loop ms
15 %
IMPORTANT Adjust the closed loop strategy during and after a power reduction cut
It is very important to check data continuity, used for gear shifting. It allows to disable the closed loop or freeze the
avoiding incoherent values that may produce closed loop target for a period of time after the cut starts.
abrupt changes on the RPM graphic. O2 closed loop 5/15
Gear shifting during protection
17.4 O2 Closed Loop Disabled

Behavior duration:
Turn off closed loop
O2 closed loop reads O2 sensor and adds or removes fuel from the Freeze closed loop
100
ms
main fuel table in order to reach the O2 target set up.
Select the O2 sensors that will be used to calculate the AFR average
value for closed loop control.
This is a safety feature for O2 reading. When the protection is enabled,

if the reading of one O2 sensor is above 16.1AFR gas or 7.0AFR
alcohol, the value is excluded of the O2 closed loop control average
calculation to prevent a missreading of a damaged sensor.
O2 closed loop 6/15 O2 closed loop 7/15
Sensor selection for average value
Disabled Enalbed
General
Left bank
Low load smoothness is the speed control for low load situations like Right bank
Average value protection
When enabled, this feature will momentarily

idle speed, where the O2 closed loop must reduce the compensation Cylinder 1 ignore O2 sensors with reading walues above:
1,10 lambda / 16,1 AFR gas / 7,0 AFR met
for O2 variations. Cylinder 2
Engine temperature for control start is a temperature limit below which

the O2 closed loop stays disabled and assumes the open loop fuel This is the lambda target map that the Closed loop control will use as
tables. a base to tune your map.
Sets RPM limits for the control to be automatically enabled or disabled. This table has up to 256 points (up to 16 columns and 16 rows ) and
In vehicles where the O2 sensor is installed at the end of relates engine speed (RPM) with throttle position (TPS ) or engine
the exhaust usually a stable reading is only obtained after speed with manifold absolute pressure (MAP).
a certain RPM, in this case , it is recommended to disable
the closed loop when RPM is lower than the optimal point. It is also possible to block the O2 closed loop under or above some
RPM limits. The “Lock below” parameter is used, i.e., on engines
The higher RPM limit is used to disable the control above a certain where the O2 sensor is installed too close to the end of the exhaust,
RPM. Forcing the ECU to go back into open loop operation. reading free air below a certain RPM. The “Lock above” parameter is a
limit to disable the O2 closed loop and return to the open loop maps.
72
Next, is a 3D table of O2 closed loop targets versus RPM and MAP. O2 closed loop 13/15 O2 closed loop 14/15
It has up to 16x16 cells that can be edited through the PC Software. Disabled Enalbed
Time based (2-step)

Auxiliary closed loop
RPM based Pro-N. Set time based lambda 0,00 s

target after 2-step
release
Time based Pro-N.
0,82 λ
Aux Pro-Nitrous by RPM:

This feature allows the creation of a 16 points RPM based O2 target
O2 closed loop 8/15 table to each Pro-Nitrous stage, which will overwrite the main O2 target
0,70
bar
0,80 0,90 table while the auxiliary control is on. This feature is only enabled when
4250 0,80 0,88 0,75 + all Pro-Nitrous requirements are fulfilled.
4000 0,90 1,00 0,88 λ
RPM O2 closed loop 13/15 O2 closed loop 14/15
3000 0,88 1,00 0,80 - Disabled Enalbed 1
Stages
2 3
Auxiliary closed loop 1000 0,82 0,82 0,82 +

Time based (2-step)
2000 0,82 0,82 0,82 λ
RPM based Pro-N. Set time based lambda
RPM
target after 2-step
release
-
When the option of a single target for 2-step, 3-step, burnout mode, Time based Pro-N. 0,82 0,82 0,82
3000
Anti-lag, Pops & Bangs, Engine brake is activated, the closed loop
will follow only that number, despite of RPM, boost or TPS reading.
Aux Pro-Nitrous by time:
This feature is a 16 points time based O2 target table to each Pro-
Nitrous stage, which will overwrite the main O2 target table while the
O2 closed loop on burnout, 3-step and 2-step O2 closed loop on ALS/Pops&bangs/Engine brake
Disabled Disabled
auxiliary control is on. This feature is only enabled when all Pro-Nitrous
requirements are fulfilled.
Active, single value Active, single value
Active, target map Active, target map

Stages
Disabled Enalbed 1 2 3
Auxiliary closed loop 0,00 0,82 0,82 0,82 +

Time based (2-step)
The next screen is only shown when the idle is TPS based. Set a 0,50 0,82 0,82 0,82 λ
RPM based Pro-N. Set time based lambda
target for idle condition (TPS=0%). target after 2-step s

release
Time based Pro-N. 1,50 0,82 0,82 0,82 -
O2 closed loop 11/15
O2 closed loop on
idle by TPS 17.5 Idle speed by TPS table
This menu is only available when the idle speed is set up by TPS. The
0,90
λ
injection time is adjusted according to the engine RPM.
O2 closed loop control limits is a 16 points (8 columns and 2 lines)

table, totally editable, by TPS or MAP, which defines the actuation
limits of O2 closed loop, avoiding the control to remove or add too
much fuel in certain situations. TPS idle fuel injection table
O2 closed loop 12/15
1250 RPM
Minimum -0,90 bar Maximum 1,950 ms

-10,0 % 10,0 %
17.6 Acceleration fuel enrichment and decay

Auxiliary O2 closed loop: Acceleration enrichment is a fuel increase when the throttle is suddenly
opened.
Aux by time (2-step):
This feature allows the creation of a 16 points time based O2 target
table after the 2-step deactivation, which will overwrite the main O2 Max fuel on pump: value added to the actual injection time when a
target table during the time setup on this auxiliary table. To trigger the quick throttle variation is detected. There are two RPM and injection
2-step, TPS must be above 50% or RPM must hit the 2-step rev limiter. time parameters to be set. With them, the FT creates an acceleration
fuel table that interpolates the values between these two positions.
TPS/MAP variation for maximum fuel pump shot: This configures
the MAP or TPS variation for which the max fuel pump will be used.
Engines equipped with small throttles usually need a higher TPS
73
variation to need max fuel pump. In this case, use higher TPS values This compensation is applied based on the engine temperature sensor,
on this parameter (70-90%). For big diameter throttle bodies, a small which, in water-cooled cars, must be at the cylinder head reading
TPS variation is enough to demand max fuel pump (around 15%). The the water temperature, and in air-cooled engines, must be reading
TPS or MAP selection is done in the Engine Setup menu. If the TPS the oil temperature.
is not present, MAP must be selected. Compensations based on engine temperature are only available when
the sensor is connected to the injection system.
Accel fuel pump reduction above TPS 50%: due to reduced
need of fuel when the acceleration fuel pump occurs with the throttle
already opened above 50%, this parameter reduces the max fuel
pump on this condition. By standard, the ECU reduces 50% of the
max pump when it occurs above 50% of TPS.
Cold engine fuel pump enrichment: this is a simple increase on

the max fuel pump value when the engine is cold, especially necessary Engine temp compensation
on the first few minutes of engine operation.

Fuel decay on max pump: this is the injection time that will be
subtracted from the actual injection time during a sudden throttle -20 °C
closure. With this, in a fast throttle closing, is possible to remove fuel 15 %
and have a more stable AFR during deceleration.
Minimum variation of TPS/MAP for pump shot: A minimum 17.8 Intake air temperature compensation
percentage of variation can be set so the pump shot only starts to
be applied above it. This compensation is applied based on the air temperature sensor
placed in the intake manifold, and it is only available when the sensor
is connected to the injection system.
Minimum variation of TPS/MAP for decay: A minimum
percentage of variation can be set so the decay only starts to be
applied above it. This compensation mode is used to automatically adapt the injection to
different temperatures of the air taken by the engine. In turbocharged
engines, it is of great importance, because when the system is
Decay max pulse: that’s the injection time to be subtracted from the
pressurized, the temperature rises immediately to very high numbers.
actual injection time in the event of a sudden throttle closure.
Intake Air Temp. compensation
Accel fuel enrich and decay 1/4 Accel fuel enrich and decay 2/4
Max fuel on pump TPS/MAP variation for Accel fuel pump reduction -20 °C
maximum fuel pump: above TPS 50%:
-27 %
4,000 1,000
ms ms
to: to: 40,0 -50,0

% %
1000 6300
RPM RPM
17.9 Battery voltage compensation
Accel fuel enrich and decay 3/4 Accel fuel enrich and decay 4/4
With lower battery voltages the injectors take a longer time to open
Cold engine fuel
and to close. This table is used to compensate this variation.
Fuel decay on max pump
pump enrichment
2,080 0,930
ms ms Fuel injectors with a high flow rate usually operate with minimum
+350
injection time at idle speed and are the ones most affected by a
to: to:
%
1000 6300
RPM RPM battery voltage drop.
17.7 Engine temperature compensation

Engine temperature greatly influences the amount of fuel requested
by engine, especially in cars run with ethanol and methanol, when
it is possible to operate a cold engine as if it had already reached
normal temperatures.
74
Battery voltage fuel compensation 17.12 Engine start

This function is essential when starting the engine, as it needs a
greater injection pulse to initiate its operation, especially if the vehicle
8,0 V
runs on ethanol or methanol.
Bank A Bank B
2,345 ms 0,000 ms
Whenever the RPM drops below 400rpm, the ECU applies start
injection pulses in addition to the idle speed value. This excess of
fuel prevents the engine from failing involuntarily, making it return to
17.10 MAP / TPS compensation idle speed. Be careful not to exaggerate on injection time, as it may
This table changes according to the main map configuration (MAP cause the engine to stall/flood easily.
or TPS). When the main fuel table is setup by MAP, this table is a The engine must always be turned off through the injection system.
compensation by TPS. When the main fuel table is setup by TPS, Otherwise, if RPM drops below 400rpm and injection is turned on,
this compensation is by MAP. the system injects fuel that will not be burned and, therefore, will be
accumulated on the cylinder.
If the engine temperature sensor has not been installed, only the value
from start injection with cold engine is considered.
The bank B option will be only available if enabled on “Injection” menu

on “Engine Settings”
MAP compensation TPS compensation
-0,90 bar 10 %
-15 % +15 %
17.11 Prime pulse

Engine Start 1/3 Engine Start 2/3
Ignition timing Disable cranking fuel Injectors banks

on engine start injection when TPS is over: on crank
This feature improves the engine start by injecting fuel when any crank Only bank A
trigger tooth is detected, just like OEM ECUs. Usually this table uses +4,75 50 Only bank B
injection times higher than the “engine start” parameter injection times.
° %
Banks A and B
Select which fuel bank you want to use for prime pulse and setup its
table by engine temperature.
17.13 Post-start enrichment
The injection time is related to engine temperature. The colder the This configuration is a table that relates engine temperature with time in
engine, the bigger the injection time. seconds. This parameter helps stabilizing engine RPM just after start,
improving the idle control especially under low temperature conditions.
Prime injection cranking pulse 1/2 Prime injection cranking pulse 2/2
Injectors banks for

prime pulse Post-Start enrichment
s
Only bank A 1,00 3,50 6,00
10,0 +99 +83 +35
Only bank B 40 °C +
Banks A and B 10 ms 30,0
%
°C +70 +35 +15
60,0 +45 +15 0 -
75
17.14 Individual cylinder trim

Set a compensation to each injectors output on a table that relates
engine RPM with individual cylinder trim compensation.
To use this compensation as a cylinder trim, the injectors have to be

wired with one output per injector.
This compensation usually brings minor power gains when correctly

used, so, the use of one O2 sensor per cylinder is highly recommended
17.17 Gear shift fuel enrichment

This function enables fuel compensation when a gear shift is detected,
that allows building a time based enrichment table.
Individual cylinder trim 1/2 Individual cylinder trim 2/2
Cylinders
Injectors for 1 2 3
individual cylinder trim
3000 -11,0 -11,0 -17,0 +
Primary
4000 +1,0 +3,0 -3,0 %
RPM
Secondary
5000 +9,0 +7,0 0,0 -
Gear shift fuel enrich. 1/7 Gear shift fuel enrich. 2/7
17.15 Rotor compensation Disabled Enabled Disabled Enabled
Activate timing retard when TPS is over

Available only when controlling rotary engines, this is an individual This feature adds fuel when a
gear shift is detected. Enrichment
rotor fuel trim. This compensation usually brings minor power gains
adds the fuel amount set up here 80
for the time duration set here aswell. %
when correctly used, so, the use of one O2 sensor per rotor is highly NEW
recommended. Gear shift fuel enrich. 3/7
Fuel enrichment for gear shift: 1-2

1 2 3 4 5
+
Time 0,00 0,05 0,10 0,20 1,00
[s]
%
Percent +0,0 +5,0 +4,5 +4,0 +0,0
[%]
-
Individual cylinder trim 1/2 Individual cylinder trim 2/2

17.18 Fuel injection phase angle table
Cylinders
Injectors for 1 2 3
This table changes the moment, during the engine cycle, where the
individual cylinder trim
3000 -11,0 -11,0 -17,0 +
injectors open or close and is only available when the fuel injection
Primary
4000 +1,0 +3,0 -3,0 %
RPM
Secondary
5000 +9,0 +7,0 0,0 - is being controlled in sequential mode. The injection phase angle is
the distance, in degrees BTDC from the ignition TDC (0°) until the
moment the injector opens or closes (according to what is selected).
17.16 Gear based compensation
This option allows having a RPM based fuel compensation for each
gear.
To enable this option, gear change detection must be enabled. It is
possible to set up to 6 compensation tables (6 gears).
Enrichment per gear 1/7 Enrichment per gear 1 - 2/7 Fuel injection phase angle table
Disabled Enabled
Enables a fuel compensation

by RPM map per gear. This
function is used to ensure 1000 RPM 500 RPM
safer O2 readings on higher gears.
+10.0 % 250,0 °
76
Ignition tables adjust FT450 / FT550 / FT550LITE / FT600
18. Ignition tables adjust The default RPM steps are 200rpm until 3000rpm, and above this
rpm the steps are in 500rpm. The MAP, TPS or RPM steps can be
All timing tables can advance or retard timing. When a base map is edited via FTManager
generated, all tables are filled with standard values, so, if you want
to use just the main timing table, you must zero fill all compensations
manually.
18.1 Main ignition table

The editing mode of this table is, by default, this table is displayed in a
2D format. It is possible to change to a 3D table using the FTManager
software.
Main ignition table
Through the software is also possible to edit the range interval of MAP, bar
-0,90 -0,80
TPS and engine RPM on the maps. This makes possible to increase
the detail level on specific ranges where a fine tuning is needed. 20000
RPM
+31,9 +50,0
19375 +31,1 -30,0
18.2 Overall ignition trim

Basic mode 2D table To apply a quick compensation to the entire ignition map, the Overall
In this mode, the main ignition table is a 2D map that relates RPM and Ignition Trim function may be used. It is only necessary to inform the
timing from 400rpm to the max RPM. correction, negative or positive, and confirm by pressing the right
button. This correction will be added to or subtracted from the entire
ignition table based on RPM
Using an analogy, if you want an initial timing of 15º and final of 32º (as
you do on a distributor), you must enter 15º at 600rpm and 32º at the
maximum rpm, 8600rpm for example. The timing between maximum
and minimum RPM are interpolation of initial and final timing . If you
want to run a fixed timing, all cells must be filled with the same timing.
Remember that the timing applied will only be the same as the main
table if all the compensations are zero.
Overall ignition trim
Advance or retard
The rpm breakpoints can be changed up to 32 cells, allowing a fine entire map
tuning.
-6,01
°
18.3 MAP/TPS compensation

This table changes according to the main map configuration (MAP
or TPS). When the main ignition table is setup by MAP, this table is a
Ignition Tables Adjust
compensation by TPS. When the main ignition table is setup by TPS,
this compensation is by MAP.
400 RPM
+18,75 º
Advanced mode 3D table

MAP compensation TPS compensation
In this mode, the main ignition table is a 3D map that relates RPM x
MAP x ignition timing. As well as the basic mode, the MAP range is
from -14.5psi up to desired pressure. When the main timing table is
by TPS, the table is from 0 to 100% in 10% steps. -0,90 bar 0%
15,7 º 2,9 º
77
FT450 / FT550 / FT550LITE / FT600 Ignition tables adjust
18.4 Engine temperature compensation

This map represents a compensation on the advance or retard angle
applied to the main RPM map based on engine temperature variation.
It is a very important feature and it brings significant improvement on
drivability, especially while operating cold engines, when advanced
ignition timing is necessary in order to have a correct response from
the engine. It is also essential for engine protection, as it retards the
ignition timing when the engine reaches high temperatures.
Rotary timing split

bar
-0,70 -0,30 0,00
4250 -30,0 -15,5 +0,1 +

4000 -29,9 0,0 +29,9 °
RPM
3000 -0,1 +15,5 +30,0 -

Engine temp. compensation
18.7 Individual cylinder trim

-10 °C
+3,0 º
Set a timing compensation to each ignition output on a table that
relates engine RPM with individual cylinder trim compensation. The
timing compensation is done individually to each cylinder according
18.5 Intake air temperature compensation to the engine RPM and it comes from the flow differences, heating
dissipation capacity or even cylinder position.
This map represents a timing compensation applied to the main RPM
timing map based on intake air temperature variation.
It is beneficial, because the colder the air entering the combustion
chamber, the denser it is, and the greater the possible ignition
advance is.
But when temperatures are very high (especially on turbocharged
engines), the ignition timing must be retarded to protect the engine.
Individual cylinder trim
Cylinders
1 2 3
4250 -30,0 -15,5 +0,1 +

4000 -29,9 0 +29,9 °
RPM
3000 -0,1 +15,5 +30,0 -

Intake Air Temp. compensation
18.8 Rotor compensation

-10 °C
5,0 º
Available only when controlling Rotary engines, this is an individual
rotor ignition trim.
18.6 Rotary timing split

This menu is only shown when controlling Rotary engines, the axis
will be set dependent on fuelling method (TPSxRPM or MAPxRPM).
This is the timing split between Leading and Trailing spark plugs. It is
a 3D table of negative timing split values and has 8x8 cells that can
be edited through the FTManager software.
The main ignition table will get all the corrections and timing controls Rotary timing split
bar
applied to the leading spark plugs. The timing split to the trailing spark -0,70 -0,30 0,00
-15,5
plugs will be based on the leading final timing values with an applied
4250 -30,0 +0,1 +
compensation based on the values listed in the Rotary Timing Split 4000
RPM
-29,9 0,0 +29,9 °
table. 3000 -0,1 +15,5 +30,0 -
78
Ignition tables adjust FT450 / FT550 / FT550LITE / FT600
18.9 Timing limits

This menu is used to configure the maximum and minimum ignition
timing limits, so the engine won’t run in any situation with too much
retard or advanced ignition timing. No other function will be able to
apply timing beyond these limits. This is a safety feature to prevent an
inappropriate timing, considering all the functions that may enable a
timing compensation (mainly drag race time based features).
18.12 Gear shift compensation

This function allows advancing or retarding the timing after a gear
shift (upshift).
You can enable a TPS condition so the retard can happen.

Timing limits
Disab. Enab. Disab. Enab.

In the example, there will be a 5º timing retard. The ramp return time
Minimum timing Maximum timing
is the retard total time, which will be gradually re-established. In other
+10,0 +35,5 words, after shift gear, timing will be retarded 5º, 0,25s the retard will be
2.5º and 0,50s after the shift there will be no gear shift compensation.
° °

18.10 Engine Start possible to set up to 5 compensation tables (6 gears).
This is an ignition advance vs engine temperature table. Calibrate the

ignition advance for each temperature site.
Engine Start
-20 °C
+7,75 °
18.11 Gear compensation

Gear shift compensation 1/7 Gear shift compensation 2/7
This compensation allows advancing or retarding the ignition timing
Disabled Enabled Disabled Enabled
according to the engaged gear. This table applies the compensation This function retards timing
in the main ignition table according to engaged gear and RPM. when a gear shift is detected.
Retard lasts the time that was set
Activate timing retard when TPS is over:
up and is progressively decreased 80

until this time is over. %

possible to set up to 9 compensation tables (10 gears). Gear shift compensation 3/7
Timing ramp for gear shift 1 - 2
Gear compensation 1/7 Gear compensation 1 - 2/7 Timing retard Ramp return time
Disabled Enabled
-5,00 0,50
Enables a timing compensation ° s
map per gear. This functions
allows the control os power
levels per gear through ignition 1000 RPM
timing, improving traction and -5,50 º
driability
79
FT450 / FT550 / FT550LITE / FT600 Others functions
19. Other functions Log start and stop

The internal datalogger start and stop trigger can be set up by RPM
This menu allows the adjustment of all functions that modify the
signal or by a button on the ECU dashboard.
operation of auxiliary outputs and compensations of idle speed, etc.
When selecting “RPM Signal”, the log will be started only when
the programmed RPM is reached. If a button on the dashboard is
19.1 Internal datalogger preferred, select it on the internal datalogger. After that, go to “Interface
settings” menu and set up the datalogger button on a spot under
This function is used to log all the engine data read by FuelTech ECU.
“Dashboard setup.
The Internal Datalogger can record up to 256 channels like: injection
Log is automatically stopped when memory is full, ECU is turned off
time (banks A and B), injectors duty cycle (banks A and B), timing,
or the button is pressed.
engine rpm, auxiliary output status, TPS, coolant and air temperature,
Via FTManager software, the log can be started or finished through
oil and fuel pressure, O2 sensor, two-step button, MAP sensor,
the “Start log” and “Stop log” in the tool bar. The “Erase memory” will
camshaft position sensor and battery voltage.
clear all the logs in the FT memory.
Log download and data analysis are done through the computer and
FTManager Software.
Sampling rate
The sample rate defines the log quality. Higher sample rates create
more detailed logs, however, the logging time available will be
shortened. For competition vehicles, especially drag racing, it is
recommended to use a high sample rate to have high detail level
on the log.
The lower the sample rate, the more “square” will be the graph and
less detailed. On the other, the higher the sample rate, the more
detailed the log.
Automatically erase memory at 100% usage

Internal datalogger 1/3 Internal datalogger 2/6
Memory status Datalogger status
Disabled Enabled
If this option is checked, the memory will be erased when it reaches
100% capacity, this means older logs will be permanently erased and
75% REC
WARNING: To manually start Datalogger activation
All files will be lost
by pressing the button
below.
or stop recording use
the button below
Dashboard and /or automaticaly
the recording of new logs will be possible.
NOTE
Erase memory Start Log Datalogger external switch
During the erasing process it’s not possible to record

Internal datalogger 4/6 Internal datalogger 5/6
a log.
Automaticaly start or finish log
Start above:
Finish below: Delay to finish log
Auto start. By RPM
By wheel speed 5000 2,00

Auto finish.
Advanced diagnostics:
RPM s
or driveshaft
Enables the logging of many different advanced RPM signal diagnostic

Internal datalogger 6/6
Sampling rate
channels such as signal reading noise, pulse timeout, incorrect pulse
edge, the count of teeth and others. This is very helpful to diagnose
25Hz 100Hz issues with engine synchronization when using Cam sync or RPM
50Hz 200Hz signal losses.
Individual channel options

Datalogger enabled
In this menu it is possible to setup each channel individually about line
Select if the datalogger is enabled or not and set the start/finish mode. color, if it will be visible or not, its scale and, when in the advanced
Through dashboard a touchscreen button will start or stop the mode, its sampling rate.
recording. Through external switch an white input must be wired to
an on/off switch to enable the recording. While the input is grounded
the datalogger will be recording.
It is possible to choose two modes for the Internal Datalogger:

Basic: All channels are logged with the same sampling rate.
Advanced: allows the user to select the channels that will be logged
and their sampling rate. Functions and sensors added after setting the
internal datalogger on advanced mode will be automatically logged
with the default sampling rate, but this can be changed if desired.
80
Others functions FT450 / FT550 / FT550LITE / FT600
Internal datalogger status NOTE

At the Dashboard Screen of the ECU, a round icon is shown besides See section 15:19 for the accelerometer
engine RPM. This icon indicates the Internal Datalogger status. calibration.
• Internal datalogger stopped: Grey “Data” button
• Recording: green “Data” button, blinking light red icon with the WARNING
word REC In order for the accelerometer and gyroscope
• Memory full: red “Data” button with the word FULL to work properly and have correct readings,
a calibration of the sensor is required. The FT
NOTE should be installed as vertical as possible.
When memory is full, connect the ECU to the PC and

download the data thought FTManager Software.
G-Force acceleration: records the vehicle’s acceleration force.

Log download
G-Force braking: records the vehicle’s braking force.
The log download must be through FTManager. Connect the FT to Pitch angle: records the vehicle’s pitch angle.
the computer with the USB cable
Pitch rate: records the vehicle’s pitch rate.
α
Open the FTManager, and click on the Datalogger icon. The
FTManager Datalogger will open. To download, click on the Download
icon and a window will pop up showing all logs saved on the ECU.
Select the files and click OK.
The datalog software will open. Use the mouse to browse the graph
and check the values on the left panel.
Lateral G-Force: registers the vehicle’s lateral force.

Roll: registers the vehicle’s roll angle.
19.2 Accelerometer and gyroscope (FT550 and

FT600)
FT has an internal 9-axis accelerometer which provides the following
Speed under acceleration: calculates the speed based on the
data:
vehicle’s acceleration.
81
FT450 / FT550 / FT550LITE / FT600 Other functions
Distance under acceleration: measures the traveled distance Position on idle

based on the vehicle’s acceleration.
Automatic: in this mode, idle actuator is automatically opened and
closed by the ECU in order to make the engine idle near the target
RPM.
Fixed: in this option, idle actuator assumes a fixed position, set up
later according to engine temperature.
ETC reference position: this parameter is the actuator position
when the engine is turned off or cranking. It is also used as a stable
reference during the automatic idle speed control. Setup a value that’s
enough for a cold start of the engine. Start with a value around 4%
for electronic throttle and 30% for step motor.
Idle speed control settings 2/9
Automatic Fixed
Standard reference Standard reference

openning (cold) openning (hot)
3,0 6,0
% %
Direction: records the calculated position in degrees based on the

moment the vehicle launched. Idle speed by timing
This control uses a target RPM for idle speed and works by advancing
NOTE
and retarding the engine timing to keep the engine running near the
The features: speed under acceleration, distance specified RPM.
under acceleration, roll angle and pitch angle are
As the FT idle speed control has an advanced integration with the
calculated only after a valid launch (when with the
idle speed by timing control, this one stays always enabled when
2-step activated the engine hits TPS higher than
any other kind of idle speed control is selected. By doing this, the
50% or the 2-step rev limiter).
idle speed actuator is always kept in a position where the idle speed
by timing control can set the timing away from the maximum and
19.3 Idle speed control minimum timing positions.
This FT can control idle speed through electronic throttle, step motor,
PWM valve and by timing. Maximum and minimum timing limits: these values are the limits
To enable the idle speed control by electronic throttle, it is needed to for advance and retard when ECU is controlling the idle by timing.
setup the menu “Electronic throttle” under “Engine setup” menu. After Idle speed control settings 2/7
that, you can follow this menu to setup idle parameters. Idle ignition timing limits
Actuator reaction level: this parameter is the aggressiveness that Minimum Maximum
the timing and the actuator will be changed of position in order to -5,00 +25,00
° °
control a RPM fall. The higher this number, the more aggressive is
the reaction of the control.
High reaction levels may lead the idle speed to be unstable.
Actuator position
This parameter will be only available when the position on idle is set
as fixed. This table relates the actuator position in function of the
engine temperature.
95 °C
Idle speed control settings 1/9 16,0 %
Advanced (PC) Basic
Idle control Idle control

speed reaction level
3 5
82
Post-start position Compensation by load: used to compensate actuator position

when suddenly loads (like AC or fan) are added to engine and can
This parameter will be only available when the position on idle is set as
affect idle. It is possible to set an target RPM compensation when the
fixed. The table controls the actuator opening after the engine start. The
AC is on and fuel/actuator opening compensation for AC and fans.
table is an actuator position vs time. After the time slip, the position is
defined by the actuator position table based on engine temperature.
Thermatic Fan 1 Thermatic Fan 2

compensation compensation
10,5 10,5
% %
2s
+2,5 %
Idle speed control on movement: when this option is checked

the idle speed control will turn on when the TPS percentage is 0%
RPM for idle speed and the engine RPM is 700 rpm above the set target.
This table tells the ECU the target RPM the idle control will assume,
according to engine temperature. On intermediate temperature ranges,
target RPM is automatically interpolated.
When “Position on idle” is set to “fixed” this table represents the
actuator position X engine temperature.
Return ramp: When enabled, it generates a return ramp for the

ignition timing. If this function is disabled, when the idle control is
operating the ignition timing will be set as the minimum defined for the
condition. When the idle control is off, the ignition timing will return for
the value set at the ramp.

Disabled Enabled
Enables a tining return ramp for deceleration

95 °C cutoff. When this option is enabled the idle
speed control will use a tining return
1000 RPM ramp to smoothen the deceleration cutopp.
Otherwise timing goes straight
to your main timing table after
decel cutopp is disabled.
Post-Start position Compensation by automatic transmission: If the vehicle is

This parameter is a RPM increase (or % of increase in the actuator equipped with an automatic transmission it may be necessary to
position for fixed idle position). The table shows the actuator position set a compensation for adding a certain amount of air flow in idle
according to time post engine start. control, once the automatic transmission applies an additional load
at the engine.
Idle speed control cettings 12/12
Disabled Enabled
Compensation by automatic transmission
+6,0
%
Advanced configuration
For advanced idle speed control options go to Engine settings menu,
2s
+500 RPM
Advanced map options and select Idle speed control as Custom.
Timing compensation: it is used when a load is detected (electric

fan or AC). Timing is immediately applied when load is detected, after
that the control acts advancing or retarding timing if needed (default 7º).
83
Target approach rate: used to reach RPM target, also responsible The “Cut-off Delay for TPS=0%” parameter is the time (in seconds)
for control reaction speed (default 6RPM/s). delay before fuel is actually cut-off after releasing the throttle. Such
delay exists to prevent the engine from instantly becoming lean when
Deadband: dead zone the control considers as on target. Example: the throttle is released. It also rapidly cools the combustion chamber
target 800RPM, deadband 50RPM. From 750RPM up to 850rpm the without being excessive, and avoids situations in which the cut-off
control will be stable (default 50RPM). might oscillate, especially when the throttle is lightly pressed. A
standard delay of 0.5s is suggested.
Approach RPM: added to the target RPM where the control starts Such delay exists to prevent the engine from instantly becoming lean
to act (this makes the control smoothier). When RPM reaches this when the throttle is released.
number the control uses the target approach until it reaches the RPM
target within it's deadband. In order to have the Deceleration cutoff working along with Anti-lag /
Pops & Bangs / Engine brake is necessary to enable it according to
Boundary RPM to enable: indicates the minimum RPM to the the following image.
ECU consider Idle, added to the Idle target, for example idle target
at 1000RPM, plus 700RPM boundary RPM equals to 1700RPM for
idle control strategy.
Proportional gain (KP): responsible to identify if the RPM is close or

too far from the target, acting according to the number, high numbers
can make it instable.
Integral gain (KI): responsible for RPM trend, to identify and make Deceleration cut-off 1/2 Deceleration cut-off 2/2
changes to reach the target. Disabled Enabled
Cut when TPS=0 Cut delay

and above: Enable fuel cut-off during
Derivative gain (KD): evaluates the RPM back in a recent period of 2500 0,5
Anti-lag / Pops & Bangs / Engine brake
time and has been done to be in the actual engine RPM, will provide
RPM s
data to the next sequences of control.
19.5 Revolution limiter

This function is very important for engine protection, limiting the RPM
with two different options of cut-off:
Fuel Injection: the fuel injection is cut-off instantly, as the ignition is
still operating. It is a very smooth and clean cut-off. Recommended
only for naturally aspirated engines, it is the standard setting in vehicles
with original injection systems.
Ignition: the engine ignition is cut-off when the configured RPM
is reached. It is recommended for high-power engines, especially
turbocharged ones, being the most efficient and safe option.
19.4 Deceleration cut-off

The purpose of Deceleration cut-off is to improve fuel economy when
the engine is at 0% throttle situations.
This aids in the deceleration of the vehicle by making use of engine
braking while driving in traffic. This function is valuable to the reduction
of fuel consumption
Revolution limiter 2/3 Revolution limiter 2/2
On a circuit racing or auto cross vehicle is utilizing heavy braking going
into a turn, it is necessary that it has a quick and clean response from Rev limiter
Single value
the engine upon re-opening the throttle. Ignition
7000
Table
Deceleration cut-off will aid in dynamic braking from the engine as Fuel injection
Table by gear
RPM
well as overall fuel economy.
A standard RPM of 2000rpm is recommended. Setting a very low

Rev limiter by engine temperature
RPM may cause the engine to turn off involuntarily during deceleration When the option “table by engine temperature” is selected, it’s possible
to set different rev limiters according to engine temperature
84
There’s an option that allows one of the fans to be activated when

A/C is turned on. As these fans may draw considerable load, a fuel
compensation is also available.
To test the fan output, just click on the “Test output” button. If it doesn’t
work, check the install or test another output.
Through FTManager, the output configuration is done in the “Sensors
and calibration” menu - Outputs.
Revolution limiter 2/2
-20 °C
2000 RPM
19.6 Shift Light

When the engine reaches the RPM set in this parameter, the screen
will display a blinking message (“SHIFT”) indicating that gear must
be shifted.
To switch an external shift light, it is necessary to configure an auxiliary
output at the “Input and Output Setup” menu. If no auxiliary output has PWM proportional control: The thermatic fan will be controlled
been configured as Shift Light, the message “Output not configured!” by a solid state relay via PWM control, this creates a very linear and
will be displayed. Even so, it is possible to set the Shift Light RPM progressive control of the engine temperature.
on the screen
Shift light 2/3 Shift light 3/3
Disabled Enabled Turn on shift light

with RPM above
RPM settings Output options
Single value Dashboard 8000

RPM
Each gear Output pin
Both modes of operation can be set according to the air or engine

temperatures.
19.7 Thermatic Fan #1 Engine temperature: The most commonly used, the control is made
There are to two ways to set up the control of the thermatic fan #1, by the temperature in the cooling system.
either by an on/off command or a PWM proportional control. Air temperature: This option may be used for cooling the air of a
turbocharged engine equipped with a watercooler or water pump, or
ON/OFF: The thermatic fan will switch on/off depending on the even to drag race diesel engine tractors where water is injected inside
temperatures that are set. There’s also the option to turn on the the combustion chamber for cooling.
thermatic fan when the A/C is on, to do so select “turn on with A/C” Electric fan #1 2/7
Reference temperature
Engine temperature
Air temperature
19.8 Thermatic Fan #2

This FT can control up to two cooling fans on different temperatures.
There’s an option that allows one of the fans to be activated when
A/C is turned on. As these fans may draw considerable load, a fuel
compensation is also available.
To test the fan output, just click on the “Test output” button. If it doesn’t
work, check the install or test another output.
85
Through FTManager, the output configuration is done in the “Sensors - When the engine RPM is below the minimum RPM the turn off is
and calibration” menu - Outputs. immediate. The delay will count from the moment the RPM is below
the minimum RPM. To turn on again, the delay will start to count when
the engine RPM is 50RPM higher then the minimum.
Electric fan #1 1/3 Electric fan #1 2/3 Air conditioning 1/5 Air conditioning 2/5
Input selection
Test output: Test Test output: Test
Turn-on while AC None
Output selection Output selection
Blue 7: Fuel pump Gray 7: Available White 1: Available

Fuel compensation
Blue 8: Available Gray 8: Available White 2: Available
Gray 5: Available +15 Yellow 1: Available White 3: Air temperature

%
Gray 6: Available Yellow 2: Available White 4: Pedal #1
Electric fan #1 3/3 Air conditioning 3/5 Air conditioning 4/5

Turn-on over: Turn off below: Turn-off A/C
with TPS above: Turn-off A/C under: Turn-off A/C above:
Positive
+95 +75
°C °C Negative
95,0 700 7000
% RPM RPM
Air conditioning 5/5
Both modes of operation can be set according to the air or engine Fuel
enrichment Turn-on delay
temperatures.
Engine temperature: The most commonly used, the control is made +10,0
%
3
s
by the temperature in the cooling system.

Air temperature: This option may be used for cooling the air of a
turbocharged engine equipped with a watercooler or water pump, or
even to drag race diesel engine tractors where water is injected inside
the combustion chamber for cooling.
19.10 Fuel pump
Transmission temperature: with this option it’s possible to use This output activates the fuel pump relay through lowside (0V) or
electric fan #2 for transmission oil coolers. highside (12V).
Electric fan #2 2/5
You can choose from the following options:
Reference temperature Always enabled (the output is permanently activated while the
Engine temperature ignition switch is on)
Air temperature Timed (when the ignition switch is turned on, the output is activated
Transmission temperature
for a defined activation time, afterwards the output is deactivated.
When engine speed signal is received, the ECU reactivates the
output.). During start (when the output is activated while it’s below
the starting engine speed).
19.9 Air conditioning It’s required to use a relay that supports the necessary current
To control air conditioning through FT, first you have to setup an output for the fuel pump. Through the FTManager software, the output
to control the A/C relay. Then, setup the input that will receive signal configuration is done through the menu “Sensors and calibration”
from the A/C button on the car dashboard. Check chapter 13 for and then “Outputs”
more information.
The turn on delay will happen in 3 different situations:
- When starting the engine with the AC button turned on, the turn on
delay will start to count after the RPM for engine start is overcome.
In this case, the reference is engine start, not the moment when the
AC button is switched on.
- When turning off and then turning on the AC button, the turn on
delay will count from the moment the AC button is turned off. If the
time between turning off and then turning on is bigger the turn on
delay set, the AC will be immediately activated.
86
Fuel Pump 2/3 Fuel pump 3/3 Camshaft control 1/2 Camshaft control 2/2
Test output: Test

Disabled Enabled Disab. Enab. Disab. Enab.
Activation time Output Signal Output selection
Always enabled Grey 8: Fuel pump Turn-on under: Turn-on over:

Activated at 0V Yellow 1: Available
Timed
3,50 7000
S Activated at 12V
Yellow 2: Available 1500
During start RPM RPM
Yellow 3: Available
19.13 Progressive nitrous control #1 and #2

19.11 Cold start auxiliary
This auxiliary output configuration gives access to setting the ratio for
This feature is very useful for cold starts on methanol and alcohol the fuel-nitrous mixture (or nitrous only) through pulse-width modulation
engines using a gasoline injection auxiliary kit. The table shows the (PWM) sent to the solenoids.
auxiliary injector time versus temperatures
The ECU will activate the output according to the time set on the table
once it detects the first tooth from engine RPM on every engine start.
The cold start auxiliary is disabled when cranking the engine with the
accelerator pressed with TPS above the value set in the parameter
“Disable injection on engine start with TPS above” in the “Injection”
menu, under “Engine settings”.
Output signal: Activation through 0V in the blue or gray outputs. The
yellow outputs have the possibility to activate the outputs through 12V.
Time versus temperature curve: This table is composed of a pulse
in seconds of the cold start injector depending on engine temperature.
Select an auxiliary output as “Progressive nitrous output” and how

the control will be performed: by time (after 2-step), by rpm or by
wheel speed.
Also, select the enable mode:
Cold start auxiliary 1/3 Cold start auxiliary 2/3 • Always enabled;
Test
• External switch: select a white input. When the input is
Test output: Disabled Enabled
Output selection
None Output signal grounded the progressive nitrous will be enabled;
Blue 5: Cold start auxiliary
Blue 6: Avaliable
Activated at 0V
• Dashboard switch: a touchscreen button must be configured
Blue 7: Avaliable
Activated at 12V
to enable or disabled the progressive nitrous;
• Synchronized with Pro-Nitrous: the progressive nitrous
Cold start auxiliary 3/3
control will activate when the Pro-Nitrous (Drag race features
menu) conditions are met;
Time table by temperature
1 2 3
Temp Motor
+
[°C] -20,0 0,0 20,0 Progressive nitrous control 2/20 Progressive nitrous control 3/20
[S]
Time
Disabled Enabled Enable progressive nitrous
[S] 3,5 3,5 3,5
-
RPM based control
Always enabled Dashboard switch
Time based control Progressive Synchronized
nitrous arm switch with Pro-Nitrous
Speed based control
19.12 Camshaft control

This function allows the control of a variable valve timing control system The first parameter to be configured is the TPS opening percentage,
(or a drag racing 2-gear automatic system). Select the output used above which the injection of nitrous will be activated.
to control the camshaft solenoid, and then, inform the RPM that the The next parameter is the percentage of fuel enrichment for 100%
solenoid must be turned on. Only on/off camshaft systems can be nitrous.
controlled. After this, set the PWM output frequency and the output signal. To
regular solenoids, use between 25 and 30Hz, big shot solenoids use
50Hz. The next screen will show the engine temp protection, where
you can define a minimum engine temperature for progressive nitrous.
Progressive nitrous control 5/20 Progressive nitrous control 6/20
Progressive output
PWM frequency Output Signal
TPS for 0% TPS for 100%
of nitrous: of nitrous:
Activated at 0V
15
10 95 Hz Activated at 12V
% %
87
Progressive nitrous control 7/20 Nitrous: Enrichment 16/20 Nitrous: Enrichment 17/20
Disab. Enad. Time to deactivate fuel compensations

Delay to start timing
Disable Nitrous when Nitrous PWM Delay Ramp compensation
engine temperature under: for 2-step
75 0 0,00 0,00 0,00

°C % S S S
Timing retard by %PWM 18/20
The fuel enrichment for 2-step is a fuel compensation when the

2-step is enabled. The timing retard for 2-step is a compensation
applied to the timing configured in the 2-step function. The minimum 10%
and maximum RPM is a RPM window and work as a safety feature, -15,9 °
so the progressive nitrous will only active if the engine rpm is inside
the window. The total time to return PWM control is a delay ramp to
reactivate the progressive nitrous when it is disabled by any safety After the end of nitrous shot, normally is necessary to keep the
features or switch. This ramp avoids the progressive nitrous to return compensations on for a few tenths of seconds, since the intake is full
in a big shot, helping the traction on pedaling. of nitrous that will be consumed by the engine. The OFF ramp makes
the compensation ends smoothly.
The delay to start the timing compensation has the same purpose
Progressive nitrous control 8/20 Progressive nitrous control 9/20
of fuel compensation, the time nitrous takes to reach the cylinder.
Fuel enrichment
for 2-step
Timing retard
for 2-step
Minimum RPM
for activation
Maximum RPM
for activation The Progressive timing table by nitrous duty cycle and Auxiliary timing
retard compensation are related to the timing retard (always negative
+75,0
%DC
-5,0
°
0
RPM
8000
RPM
values) according to the %DC of nitrous and engine load/rpm.
Nitrous: Ignition retard 19/20 Nitrous: Ignition retard 20/20

Progressive nitrous control 10/20
Time to deactivate timing compensations
Total time to return PWM control
Delay Ramp
Progressive nitrous has 3 safety
parameters: TPS, RPM and Switch
When nitrous is turned off and
then turned on again, it is 2500 RPM
recommended this return to be 0,00 0,00
progressive, reaching the
-15,9 ° S S
0,00 maximum programmed PWM
only after the time set here.
s
In the end, there are the OFF delay and the OFF ramp and are used
Next is the nitrous injection map based on RPM. The higher the
to keep the engine safe, avoiding an immediate timing advance that
percentage configured in this map, the higher the amount of nitrous
could damage the engine.
(or nitrous + fuel) injected
The maximum RPM is the same chosen on “Fuel Injection Setup.
19.14 Generic duty cycle output
With the FTManager you can edit axis and add or remove cells.
When using 2 injector banks the fuel enrichment will happen on both. This feature allows the control, through PWM, of a solenoid valve
that manages the wastegate valve, therefore regulating the boost
Progressive nitrous control 13/20 Fuel enrichment by %PWM 14/20
pressure. Through an external button, you can activate the Boost+
Delay to start fuel
compensation
function (optional use), which is an instant increase in the boost %DC
while the Burton is turned on.
0%
0,00
S
+50,0%DC
+75 lb/h FuelTech recommends using a 3-way button N75 solenoid.
For more information about its installation, see chapter 13.8 in this
manual.
Nitrous: Enrichment 15/20
bar
-0,90 -0,80 -0,70
7000 +5 +25 +45 +

6000
RPM +1 +15 +25 %
5000 0,000
+0 +10 +20 -
The ON delay for NOS fuel compensation avoids the extra fuel to get
earlier than the NOS in the cylinder, very common when the fogger
is far from the injectors. The first parameter is the output which will drive the boost solenoid.
The Progressive fuel table by nitrous duty cycle and the Auxiliary fuel Select among the available outputs. After this, select the Boost+
enrichment table compensation are related to the percentage of fuel input, if necessary.
added according to %DC of nitrous or engine load/rpm. In the FTManager, this setting is done in the “Sensors and calibration”,
then “Inputs” and “Outputs”.
88
Generic duty cycle output 2/9 Generic duty cycle output 2/9
None None
White 1: avaliable White 1: avaliable

White 2: avaliable White 2: avaliable
White 3: Oil pressure White 3: Oil pressure
White 4: 2-step White 4: 2-step
Generic duty cycle output 3/9
Disabled Enalbed
Control by RPM Control by spped
Control by time Control by MAP
Select an available output to trigger a relay or any other external device.

In the FTManager, this setup is at “Sensors and calibration” - “Outputs”
The next screen allows to quickly enable or disable the function and
choose the control mode: by rpm, by time (after 2-step) or by speed. Generic duty cycle output 8/9
RPM based boost duty cycle table

Generic duty cycle output 3/9 Generic duty cycle output 6/9
1 2 3
Disabled Enalbed Revs
+
[RPM] 400 600 800
PWM frequency Output Signal [%]
PWM
Control by spped [%] 0 50 100
Control by RPM
Activated at 0V -
15
Control by time Control by MAP Hz Activated at 12V

Select the output signal sent when it is activated. The only outputs
Disab. Enab.
capable of switching 12V are the yellow.
Generic duty cycle 2-step Define the vaccum/boost range to trigger the output.
increase button: duty cycle
Boost activated output 4/5 Boost activated outputs 5/5

20 0
% %
Always active
Minimum RPM to Minimum TPS to
trigger trigger
Active only on 2-step
7000 90,0
“Programmed boost when TPS is over” is the minimum TPS value to Not active only on 2-step
RPM %
activate the boost solenoid. When the progressive output is selected,

boost output is progressive to boost table, starting at 10% to the
“Programmed boost when TPS is over” value.
There are 3 different activation modes: “always active”, “active only
• The recommended frequency for most PWM 3-way valve is on 2-step” or “Not active only on 2-step”. This means that even if
20Hz. The output signal depends on the solenoid installation. the vacuum/boost conditions are met, the activation mode condition
Check Chapter 13.8 for further information. must be respected.
• Select if you want to use the Boost+ button. As safety features, minimum TPS and RPM values can be set, so the
The boost duty cycle for 2-step is the boost level when the 2-step is output will not activate if one or more conditions are not met.
on, which overrides any other boost table.

100
Generic duty cycle output 9/9 19.16 Tachometer output
RPM based boost duty cycle table
1 2 3
+
75
By default, the tach output is configured on the gray #8 wire (FT550
and FT600) and gray #4, blue #3 and blue #6 (FT450), but can be
Revs
[RPM] 400 600 800 50
[%]
set on one of the yellow wires also.

PWM 25
[%] 0 50 100
- 0
400 1500 3000 4500 6000 7500 9000
If one of these outputs is not available, the blue and gray can also be
used, but an external 12V pull-up with a 1K resistor.
Once your parameters are setup in there will be boost duty cycle In the FTManager, this setup is at “Sensors and calibration” - “Outputs”
table by rpm, speed or time. The boost by time starts after the 2-step
release.
Trigger mode
19.15 Boost activated output #1 and #2 Synced: Uses same RPM reading
Unsynchronized: Used to adjust RPM through pulses around the
This function is used to activate an auxiliary output according to MAP engine.
readings.
Disab. Enab.
19.17 Wastegate boost pressure control #1 and
#2
Generic duty cycle 2-step
increase button: duty cycle
20 0
% %
The active control function of the wastegate valve pressure is used
for a more precise control of turbo pressure in street, circuit and,
89
mostly, drag race cars. The control can be performed by time after Diagram with injectors block
2-step, by gear and engine RPM, by gear elapsed time, by a single
target or by engine RPM, besides specific targets for 2-step, 3-step
and burnout mode.
10
5
IMPORTANT
- The pressure controlled by BoostController
1
is the pressure at the top of the wastegate
11
valve. 3
- You can set the maximum MAP pressure and 5
maximum MAP pressure on 2-step.
Max
- When the BoostController is off the target 30cm
14
is zero, and each time the read pressure, for
any reason, exceeds 1.45psi the decrease
solenoid is activated. 9
8
7
Installation diagram
1 - Decrease solenoid/injector trigger – connected to the yellow
output
2 - Decrease solenoid
6
3 - Increase solenoid/injector trigger – connected to the yellow
output
4 - Increase solenoid
Diagram with 3 way Valve
5 - Negative
6 - Intake or CO2 bottle
13
7 - Pressure sensor
8 - Pressure sensor hose 12 2
5
1 3 14
9 - Intake; Max
30cm
10 - Free air 1 2
3
11 - Injectors block
12 - 3 way Valve or N75
13 - Actuation of 3 way valve or N75 9 10
14 - Control pressure Wastegate 8 7
15 - FT dual valve block
16 - Connection to second Wastegate or must be blocked
Diagram with regular solenoids Diagram with N75 Valve

5
13
1 2 3 4 5
Max 14
30cm 12 N75
2 3
1
10
Wastegate 10
14
Max
30cm 7 8
7
9
8
6
9
90
Diagram with FT dual valve block WARNING

The boostcontroller test (when set as time based
3 5 1 after 2-step) will only work with the engine
turned off.
To test this feature with the engine running, a
4 2 valid launch is required (when with the 2-step
activated the engine hits TPS higher than 50%
or the 2-step rev limiter).
10
FTManager setting
Through FTManager you can make all settings required for the
operation the BoostController.
15
14
Max
30cm
8 7
IMPORTANT
Use a PS150 pressure sensor connected to any
Set the input for the pressure sensor as PS-10B, PS-20B, PS-150
white input. Setup as “Wastegate pressure”.
and PS-300 or BoostController2 MAP. In FTManager access the menu
“sensors and calibration/inputs”.
8 Set the outputs of the increase and decrease solenoid valves.

7
NOTE
The pressure sensor (7) must be connected to the
top of the wastegate with a hose (8) with a maximum
length of 1ft. It prevents damage to the pressure
sensor caused by vibration.
IMPORTANT
- The pressure sensor must be installed on an
exclusive line, and not shared with any other NOTE
connection, to avoid reading errors. It is recommended to use the yellow or blue outputs
- For the correct operation of the system, use for connecting the solenoids.
only FuelTech PS sensors line: PS-150, PS-
300, etc. IMPORTANT
Avoid using different color outputs for solenoids.
Use two yellow outputs or two blue outputs.
91
In datalogger you can configure the channels for monitoring General config 3/13 General config 4/13
BoostController pressure. Pressure source Valve mode

Co2 bottle pressure
Intake manifold Dual 2 way valve
pressure (Co2 compatible)
10.0
Co2 bottle Single 3 way valve PSI
(Co2 not compatible)
Valve model: You can choose which valve type will be used, high or
low flow injectors, FuelTech 2 valve block or BoostController2 solenoid.
FT Input setting You can set a minimum value for BoostController activation by TPS
and MAP.
In the “Sensors and calibration” menu select the “Wastegate pressure”,
General config 5/13 General config 6/13
after this set the associated input and the sensor type used. Valve model Disab. Enab. Disab. Enab.
Wastegate pressure 1/XX Wastegate pressure 2/xx Activate boost when
High flow injector Activate boost when
Input select Sensor type FT dual valve block TPS is over MAP is over
(>80lb/h)
None MAP Boost (6bar/87psi - 0 a 5V)
Low flow injector 10 0.0
White 1: Avaliable PS10A (10bar/145psi - 1 a 5V) (<80lb/h) BoostController2 valve % psi
White 2: Two Step PS10B (10bar/145psi - 1 a 5V)
White3: Avaliable PS20B (20bar/290psi - 1 a 5V)
White 4: Avaliable
Proportional output: from 10% TPS the output is proportional to the
PS150 (10,2bar/150psi - 0,5 a 4,5V)
Wastegate pressure 3/XX

map. The programmed pressure is reached when the TPS reaches
the value set.
Input value Output value
General config 7/13
Progressive output Programmed value
3,50 +0,36 when TPS is:
bar bar when this option is
enabled, the output is
progressive to table.
Programed value will be 80
reached for the TPS %
setup beside.
FT setting
In this menu, you can setup the BoostController basic functions.
MAP maximum pressure and MAP maximum pressure on
Wastegate boost pressure control 2-step: Allow to set a MAP maximum pressure during 2-step and
General config out of the 2-step. This function will not adjust the MAP pressure
Lauch targets according to a target and will make the pressure bounces around the
Main targets target. This maximum pressure must be used only as a safety feature
Overall trim
to prevent overboost.
Output activation: the output can be triggered at 0V or 12V
Basic: You can access all control settings through the FT screen.
Control gain: Adjust the control gain according to the valve Disab. Enab. Disab. Enab.
response. If it is taking to achieve the target it is necessary to increase Maximum MAP 2-Step maximum
Output activation
the gain, if it overshoots the target it is necessary to reduce this value. pressure MAP pressure
Activated at 0V
Advanced (PC): Some settings are available only in FTManager 3,00

psi
3,00
psi Activated as 12V
software.
Boost+ button: Increases boost pressure while is switched on.
Disabled Enabled
Control gain General config 12/13 General config 13/13

Boost+ button input selection
Basic Disab Enab
All control options None
enabled 5
Advanced (PC) Button mode White 1: Avaliable
Boost+ Scramble
Button increase:
Activated at 12V White 2: Avaliable
White 3: Avaliable
12.0 Activated at 0V
Pressure source: When configuring your boost controller, it is
psi
White 4: Avaliable
necessary to inform the ECU where your pressure will be sourced

from; intake manifold, or C02 bottle.
When using a bottle, an industrial pressure regulator is required,
limiting the line pressure according to the desired configuration.
Two manometers must be used, one before the regulator indicating
the pressure in the bottle and the other after the regulator showing
pressure in the line.
92
Launch targets By gear elapsed time: Set up a stage for each gear, with up to 8
time points after the shift.
Defines the target pressure at the top of the valve in 2-step, 3-step
Main targets 1/8 Main targets 2/8
and burnout mode. Wastegate pressure table for gear 1
Time based after Single target
validated launch value
1 2 3
Wastegate boost pressure control Gear and
+
Engine RPM Time 0.00 0.50 1.20
Engine RPM based [s]
[bar]
General config
Gear elapsed By reference Boost 50 50 70
[bar]
time speed
Launch targets -
Main targets
Overall trim Main targets 8/8 Main targets 8/8

2.50 250 Chart curves
2.00 200 Gear 1 Gear 2
1.50 150
Gear 3 Gear 4
2-step target: Set the target pressure during 2-step. 1.00 100
0,50 50 Gear 5 Gear 6

3-step target: Set the target pressure during 3-step. 0
0,00 2,50 5,00 7,50 10,00
0
0,00 2,50
OK
5,00 7,50 10,00
Burnout target: Set the target pressure during burnout mode.

Anti-lag / Pops & Bangs / Engine Brake target: Configure the Single target value: Sets a fixed pressure for BoostController. The
boostcontroller target when under these conditions. wastegate valve will always work this pressure.
Launch targets 1/3 Launch target 2/3 This mode is recommended for dynamometer tests.
2-step target 3-step target Burnout target Pre-Launch
Time based
after 2-step Single target Wastegate pressure fixed target
9,00 2,00 9,00 2,00 valve
bar bar bar bar Gear and
Engine RPM
Engine RPM 0.0
Gear elapsed based psi
time
Launch target 3/3
Disabled Enabled
By engine RPM: Adjust the wastegate pressure according to the

Target to Anti-lag / Pops&Bangs / Engine brake
1,00
bar
engine RPM only.

RPM based wategate pressure
Time based after
Boost maps
Single target
1 2 3
Gear and
+
Engine RPM Revs 1000 2000 3000
In this function you can set modes of boost maps by time after 2-step Engine RPM based [RPM]
[bar]
Gear elapsed By reference 0.50 0.50 0.70
(single-stage), by gear and engine RPM (a stage for each gear), by
Pressure
[bar]
time speed
-
gear elapsed time (a stage by each gear) and single value target.
Wastegate boost pressure control Main targets 8/8
2.50
General config
2.00
Lauch targets 1.50
1.00
Main targets
0,50
Overall trim 0
0 2500 5000 7500 10000
By time after 2-step: Allows a detailed ramp up to 32 time points. By reference speed: Adjust the wastegate pressure according to
The intermediate values are interpolated. reference speed.
Time based after Single target Time based wategate pressure after 2-step
Wastegate pressure map by reference speed
validated launch value Time based after Single target
1 2 3 4 5
+ validated launch value
1 2 3
Gear and Engine RPM Time
[s]
0.00 0.10 0.15 0.20 0.35
Gear and
+
Engine RPM based Engine RPM Speed 10 20 30
[psi] Engine RPM [Kmh]
based
[bar]
Gear elapsed By reference Boost 1.00 2.00 3.00 4.00 5.00
time [bar] Gear elapsed By reference 0,50 0,50 0,70
speed - Pressure
[bar]
time speed -
By gear and engine RPM: set up a stage for each gear, with up to 8
points per engine RPM. It is necessary that the gear change detection
function is enabled. It does not depend on 2-step.
Main targets 1/8 Wastegate pressure for gear 1 - 2/8
Time based after Single target

Gear and Engine RPM

Engine RPM based
2400 RPM
Gear elapsed By reference
time speed 1.05 psi
93
Overall Trim: Power shift (GearController) 4/13

Ignition cut duration
It is possible to do a target pressure overall trim. at gear change (in miliseconds)
Target pressure overall trim is available to any kind of boost control type. Gear shift 9 - 10
Duration 200
Wastegate boost pressure control Overall trim
General config
Wastegate target pressure overall trim
Launch targets Fixed timing: this setting fixes the ignition timing during the gear
Main targets +1,00
bar
shifts. It is configurable by gear.
Overrall trim Set the % of the ignition cut for each gear.
Power shift (GearController) 5/13 Power shift (GearController) 6/13
Fixed ignition timing (BTDC) Ignition cut level

When boost control type is selected by gear, the overall trim can be at gear change at gear change (in %)
individually applied. Gear shift 9 - 10 Gear shift 9 - 10
Fixed timing -39.8 Cut 20

NOTE
Is mandatory to have gear change detection activated
to use any kind of gear control.) When the gearbox has an analog gear position sensor, the powershift
feature has the option to interrupt the cut as soon as the new gear is
Overall trim
Wastegate target pressure overall trim
detected. This helps to save the gear engagements and ensures that
the power is only released after the full engagement of the next gear.
1 2 3 4 5 6
Power shift (GearController) 7/13
0,30 0,25 0,20 0,15 0,10 0,10
Disabled Enabled
Activate closed-loop power

reduction duration according to
19.18 Power shift (GearController FT550 / LITE next gear detected
and FT600)
This feature allows gear shifting in manual transmission gearboxes
(sequential or not) without the use of the clutch (flat shifts). Set the minimum TPS for the gear cut and lock time between gears
after launch.
NOTE Select which cut will be used, choosing between ignition only or
This feature can only be used on dog engagement ignition and injection.
equipped gearboxes. Synchronized gearboxes may
be severely damaged when trying to shift gears Power shift (GearController) 8/13 Power shift (GearController) 9/13
without using the clutch, even if used with the power Disab. Enab.
Cut Type
Blocked time duration
shift feature.
Minimum TPS: between gear changes
and after launch: ignition
50,0 0.30
When this function is activated, the white inputs number 19 and 20
Injection / Ignition
% S
will be automatically setup as gear shifter force sensor.

It is possible to setup the ignition timing during the cut in two different Power shift (GearController) 10/13
ways: using the main timing table or using a fixed timing. Lock time after
validated launch
Main table: timing on gear shifts will use the values set in the main
timing table. 0.30
S
Fixed timing: adjust the ignition timing according to the selected gear.
Shifter type: select the shifter type - H/Inline pattern or sequential

Power shift (GearController) 1/13 Power shift (GearController) 2/13
shifter. Also select if your shifter is normal or inverted.
Disabled Enable Shifter sensor Ignition timing
type during gear change When forcing the shifter, check the voltage reading in the FT diagnostic
This feature allows flatshifts
(gear shifts without using the
clutch or lifting the throttle)
Load cell
(Strain gauge)
Main table panel or in the log, while shifting gears.
on dog engagement equipped
gearboxes (Liberty Pro-Shift,
Liberty Face plate, etc)
Shifter sensor uses white
Amplified
(0 to 5V)
Fixed timing - If the voltage goes from 2.5V towards 5V, select the Normal
wires #19 and #20
shifter type.
- If the voltage goes from 2.5V towards 0V, select Inverted as
Cut duration: the cut duration configuration is adjusted in ms and shifter type.
the values are configurable by gear.
The cut duration is used to disengage the current gear, therefore,
the next gear engagement is done by the mechanical system of the
gearbox.
94
Power shift (GearController) 11/13 Power shift lever connection diagram (FT550 / LITE)
Gear shifter type
1 - Connect the blue wire from the shifter to the input #13 - White
H pattern Regular
inline (5V to the front) wire (pin 18 FT550’s B connector);
Sequential
shifter
Reverse
(0V to the front)
2 - Connect the orange wire from the shifter to the input #14 - White
wire (pin 19 FT550’s B connector);
3 - Connect the two whites from the shifter to the green/black from
The shifter voltage cut level is used to disengage the current gear, the ECU - sensors ground (pin 26 FT550’s B connector);
therefore, the force to the back means the voltage to disengage odd
gears (1st, 3rd, 5th) and force to the front refers to the cut to disengage
even gears (2nd, 4th).
Strain gauge sensor

trigger voltage levels
Backwards shift Forward shift
1.00 4.00
V V
With the car stopped, push the shifter to the front and check the
voltage read in the FT diagnostic panel. The recommended value is
between 4 and 4.5V (or 0.5 and 1V - inverted transmission).
If the lever signal reaches 0V or 5V easily, lower the sensitivity gain GearController reset for sequential change
in order to keep it below 5V and above 0V, the shifter voltages must
The reset logic is based on the user set value.
never hit these limits.
Sequential / Normal shifter (5V forward)
Strain gauge sensor
Read The gear shift reset will occur when the lever voltage is greater than
amplification gain
the voltage calculated by the equation below.
1500 2.55
V
Reset voltage (V) = 2,5 - ((2,5 - tensile strength back) x 0,3)
Sequential / inverted shifter (0V forward)

Power shift lever connection diagram (FT600)
The gear shift reset will occur when the lever voltage is less than the
1- Connect the blue wire from the shifter to the input #19 - white voltage calculated by the equation below.
wire (pin 33 - FT600’s B connector);
2- Connect the orange wire from the shifter to the input #20 - white
Reset voltage (V) = 2,5 + ((tensile strength back - 2,5) x 0,3)
wire (pin 34 - FT600’s B connector);
3- Connect the two white wires from the shifter to the green/
black wire from the ECU - sensors ground (pin29 FT600’s B 19.19 Start Button
connector);
This function allows the control of the vehicle’s starter motor through
an output (blue, gray or yellow wires) and an input (white wire) or
Connector B
through the FT screen.
1 2 3 4 5 6 7 8 9
10 11 12 13 14 15 16 17
Strain Gage Sensor
18 19 20 21 22 23 24 25
26 27 28 29 30 31 32 33 34
White
White Green/Black - Ground for sensors
Blue White input#19
Orange White input#20
95
Select whether you want to start the engine through the FT LCD 19.20 RPM activated output
screen (must setup the "Start Button" item on the FT dashboard" or
through an external switch This function allows enable output when the RPM is above a
If Dashboard is chosen the starter motor remains engaged while the determined value.
button is being pressed and until the engine RPM goes above the
"RPM for engine start" (set in the Engine Setup menu". As soon as
the engine is running, the function of the button on the dashboard
is now changed to turn the engine off when pressed (by cutting fuel
and spark).
When external switch is selected.
Select whether the input is activated when it receives 0V (ground) 12V. RPM activated output 1/3 RPM activated output 2/3
The output that actives the starter relay can be programmed whether Test output: Test
Disabled Enabled
to send 0V or 12V when activated. Grey 7: Avaliable
Output selection
Enabled with RPM above:

Grey 8: Avaliable
Automatic Start: When this option is selected, you no longer need

Yellow 1: Avaliable 250
RPM
Yellow 2: Avaliable
to hold down on the start button, just one touch and the ECU will
keep activating the starter automatically, however some precautions
need taken, such as those described below. 19.21 Pit limit
This feature limits the speed to a set value, it can be activated through
- Set the Maximum RPM for cranking: when detecting an RPM
a dashboard button, an external button or an external switch.
above the configured value, the button is turned off.
External button: will keep the function activated for as long as it’s
- Maximum cranking time: Adjust the time limit within which the
pressed, deactivating when the button is released.
starter will start engine.
External switch: When pressed, it’ll keep the function activated
- Check that the car is not in gear.
until it’s pressed again, the same applies for the dashboard button.
Botão
Start
debutton
partida1/8
x/xx Start button 2/8 Both can be set up using a white wire or via CAN 2.0.
Desativado
Disabled Ativado
Enabled Disabled Enabled
Auto start
Dashboard/FTManager
If enabled, it keeps the starter motor activated
until the maximum RPM or maximum crank time
Botão externo
External button is reached
Start button 3/8 Botão

Start
debutton
partida
4/8
x/xx
Disab. Enab. Protect

Desativado
Off Ativado On
Protect
Maximum Maximum
cranking RPM crank time: Clutch activated Shift P position
Dashboard/FTManager
400 10
RPM S Brake activated Shift N position
Botão externo
Select all the safety protections for the engine start button, they will
prevent the engine from cranking if the conditions are not met.
Select an output to activate the engine starter relay. 19.22 Active traction control
Select the input to the start button.
This function actively controls the vehicle traction by changing ignition
Define which is the activation signal to the input button and to the timing and the electronic throttle to try to obtain the best possible
output if 12V or 0V. traction on various track conditions.
Start button 5/8 Start button 7/8
Input selection
Test output: Test
Output selection
None NOTE
Grey 7: Avaliable White 1: O2 General
To use this feature, the vehicle must have at least
Grey 8: Tachometer output White 2: 2-step
Yellow 1: Avaliable White 3: Air Conditioning 2 wheel speed sensors with speed differences
Yellow 2: Avaliable White 4: Oil pressure between them.
Start button 8/8
Output activation Input activation
Activated at 0V Activated at 0V
Activated at 12V Activated at 12V
96
Table selection mode

Here it’s possible to set the quantity of tables and how to select them.
Dashboard: When selected, a button must be set up at “dashboard

setup” menu, this button will switch between tables.
Settings By gear: When selected, the tables will be assigned according
to the current gear. That being: first gear > table-1, second gear>
On this menu it’s possible to set up all the options regarding the
table-2, and so on.
traction control.
External analog selector: When selected, it’s possible to use an
Always active: The control is always active and will function whenever
external multi-position selector by setting the voltage level for each
the parameters defined in the settings are met.
table.
Only with validated launch: the control will only function after a
valid launch (when the settings for 2step are reached before launch)
Dashboard: Activates the control through a button on the dashboard.
External switch: Activates the control though an external on/off
switch.
External button: Activates the control while the button is pressed,
deactivates when released.
Target tables
If External button or External switch is selected, a white wire or CAN
The tables can be set up three different ways.
(Switchpanel-8 or OEM) must be set up.
Time based after validated launch: creates a 6x16 TPS% by
Time after validated launch, target slip table.
Engine RPM based: creates a 4x8 TPS% by engine RPM target
slip table.
Vehicle speed based: creates a 6x16 TPS% by wheel speed target
slip table.
After one of the activation options are selected, it’s possible to choose
whether the control will be enabled or disabled when the ECU starts.
Next the minimum RPM must be set, this is the lowest RPM the control
will allow the engine to drop to, and below this RPM the control will
not actuate.
The same principle is applied to the settings of minimum and maximum
speed (of the reference wheel), the control will not actuate below the
minimum speed or above the maximum speed.
There’s also the possibility to deactivate the control right after a gear
change is detected, allowing for some wheel slip during this set
amount of time.
97
Control actuation
In this menu it’s possible to set up how the traction control will actuate
on the vehicle.
The reaction level can be set between 1(less aggressive) and 10(very
aggressive), and it dictates how the traction control will actuate.
Initial slip is the minimum wheel slip allowed, this is needed when the
vehicle launches to get the car moving easily.
The strategy of the traction control to maintain the slip target is to
retard the timing first, and if the slip is still increasing it will start to cut
the ignition too.
If the sensor is disconnected or there’s a malfunction, the ECU will

use the compensations based on this blend.
Settings 2/2
Default blend in case of

error on flex fuel sensor
75
%eta
Main fuel injection compensation

19.23 Generic Outputs The main fuel injection table works real time over the main fuel map,
compensating the fuel need according to the ethanol percentage in
In this menu it’s possible to set up to 8 different outputs for various uses the tank.
like activating exhaust diverts, turn off alternators during drag races,
and many others that require datalogging. These outputs must be
One of the axis on the table is ethanol percentage, the other is MAP
activated by either an white input or via CAN with the SwitchPanel-8.
or TPS (depend of main fuel table setting) and the amount of fuel to
Generic Outputs Output 1 1/5 be added or subtracted must be placed in the table cells.
Disabled Enabled
For a 100% ethanol mapped engine, as ethanol percentage decrease,

Output 1 Output 2 Output 3 Output 4
Keep output on for as long as

it’s pressed (button)
less amount of fuel is required, so the values in the table will normally
be negative.
Output 5 Output 6 Output 7 Output 8 Toggle On/Off when
pressed (switch)
Output 1 2/5 Output 1 3/5 For a 100% gasoline mapped engine, as the ethanol percentage
Input selection
White 8: Avaliable increases, more amount of fuel is needed, so the values in the table
CAN button channel
White 9: Avaliable will be positive.
White 10: Avaliable
1
CAN 2.00
19.24 Flex Fuel

General Settings
This feature allows the ECU to apply compensations on fuel, ignition
timing and BoostController, based on ethanol content reading by using
a Flex Fuel Sensor on the fuel lines.
Flex fuel Settings 1/2
Settings Disabled Enabled
Fuel compensations
This function allows to set
Fuel and timing compensations
Timing compensations according to the flex fuel sensor
ethanol percentage readings
Other compensations
98
Fuel compensations 1/4 of different pressures per gear, 2-step, 3-step, Burnout or Pre-Start
Ethanol
0 10 target pressures.
+
-5
When turbo pressure is controlled by generic duty cycle output,

PSI -30 -25 %
0 -30 -25 - ethanol percentage can also change the pulse frequency that opens
/ closes the wastegate, adjusting the engine power to the fuel used.
The value entered in the table is added to the original PWM curve
Prime pulse and engine start: Fuel percentage compensation
of the map.
table for prime pulse and engine start according to the percentage
of ethanol used.
Based on a ethanol tune, ethanol percentage decrease requires
negative compensation to start the engine.
For gasoline based map, raising the ethanol level requires positive
compensation to start the engine.
Fuel compensations 2/4
Engine start and primepulse compensations
1 2 3 4 5
+
Ethanol 0 10 40 75 85
[%]
[%]
percent. -40 -30 -20 0 8
[%] Other compensations 1/3 Other compensation 2/3
-
Boostcontroller target correction Generic duty cicle output correction
1 2 3 4 5 1 2 3 4 5
+ +
Ethanol 0 10 40 75 85 Ethanol 0 10 40 75 85
Acceleration fuel enrichment: Usually, ethanol engines require
[%] [%]
[PSI] [%]
Percent -20 -20 -10 0 5 Percent +10 +5 -10 -10 -10
more acceleration fuel enrichment than gasoline tuned engines. [PSI]
-
[%]
-
Fuel compensations 3/4
Accel. fuel compensation
19.25 Throttle blip / Heel and toe

1 2 3 4 5
+
Ethanol 0 10 40 75 85
[%]
[%]
Percent
[%]
-70 -60 -20 0 8
-
This feature will blip the electronic throttle when downshifting.
An input must be configured for it, and it’s possible to configure a safe
maximum activation timeout so there’s no risk of the throttle getting
O2 closed loop target: Based on ethanol percentage and MAP or stuck open.
TPS (depending of main fuel table settings). All the values set on the
table will be added or subtracted to the main closed loop table and Blip / Heel and toe 1/3 Blip / Heel and toe 2/4
interpolated according to engine RPM. Disabled Enabled
Activation
Fuel compensations 4/4 Throttle percentage Safety timeout

added on gear shift actuation External button
Ethanol
0 10
+15 200 Cut (GearC)
+ % ms
-5
PSI +0.06 +0.05 λ
0 +0.06 +0.05 -
19.26 Variable Camshaft (VVT)

Ignition compensation
This feature allows independent intake and exhaust camshaft angle
It is possible to apply ignition compensations depending on ethanol
control according to separate target tables for both of them.
percentage, the table is also related to MAP or TPS reading. The
values set in the table are in ºBTDC and are added to the ignition map,
interpolating MAP or TPS with engine rpm to obtain the final value.
Flex fuel Timing compensations
Ethanol
Settings 0 10
Fuel compensations +
-5
PSI -6 -5 °
Timing compensations
Other compensations
0 -6 -5 -
Other compensations
When the BoostController feature is enabled, it is possible to change
pressure targets in the wastegate according to ethanol percentage,
adjusting engine power to the fuel used. The values in the table are
added or removed in BoostController function maps, even in cases
99
IMPORTANT Variable camshaft (VVT) 2/10
Disab. Enab.
Check the physical limitations of your variable Post start Disable VVT with
camshaft. In case this feature is improperly

activation time: engine temp below:
used, it may cause irreversible damage to the 5

S
40
°c
engine (valves hitting each other or the piston,

specially when using aftermarket cams).
Fill out the target tables for intake or/and exhaust. The values are
WARNING shown in degrees, in relation to cam sync position sensor
We recommend using yellow outputs for VVT
(FT500, FT550 and FT600). These outputs do not Example: If the sensor is at 45°, and there’s a value of 10° in the
need any modifications or add-ons (protection table, the camshaft will be mode to 55°.
diodes) on the harness.
For FT450, blue output #5 has this protection
diode built-in. Other blue outputs require adding
a protection diode according to the diagram.
NOTE
Recommended diode: 1N5400, 1N5401, 1N5402,
1N5404, 1N5406, 1N5407 or 1N5408.
IMPORTANT
Gray outputs are NOT recommended for the
VVT control.
Diode
Intake target 2/3 Exhaust target 3/3
Output 12V
RPM
400 1000
RPM
400 1000
from FT + +
-5 -5
PSI 20 20 ° PSI 20 20 °
0 20 20 - 0 20 20 -
Variable
Camshaft Camshaft sensors
solenoid
Here the parameters for all the camshaft sensors to be controlled
are input.
NOTE
The screens shown here are for intake 1. The
procedure is the same for all other camshafts.
General configurations
Select how many variable camshafts are going to be used, it’s possible
to use up to four, 2 intake and 2 exhaust.
Variable camshaft (VVT) General configurations 1/3
Disabled Enabled
general configurations
Intake 1 Exhaust 1
Intake 1 Exhaust 1
Intake 2 Exhaust 2
Intake 2 Exhaust 2
Time after engine start for VVT activation: configures a blocking time
to activate the VVT, this time aims to facilitate the engine start.
Block VVT with motor temp below: limits VVT performance for a
minimum activation temperature.
100
Variable camshaft (VVT) Intake 1 1/10
General configurations Position sensor
Cam sync sensor

Intake 1 Exhaust 1
Intake 1
Intake 2 Exhaust 2
Sensor position angle: There are two options to get the signal: Cam wheel type
using a cam sync sensor on it’s dedicated input or a hall effect sensor
Single tooth: This option should be selected when there’s only one
on one of the Analog inputs.
tooth for reference.
Intake 1 1/6
Position sensor
Multiple teeth: This option should be selected when there are
Cam sync sensor
multiple teeth for reference.
Analog input
(Hall effect sensor) It’s very important to inform the sensor position as this will be the
reference for the target tables.
Select an output that is going to drive the actuator solenoid for

Example: If the sensor is installed at 100° and there’s a 10° increment
the camshaft and how it’s going To activate, then select it’s PWM
in the target table, the final angle will be 110°.
frequency.
The detection window creates a range in degrees in which the ECU
Intake 1 2/6 Intake 1 3/6
Test output: Test expects the signal, ignoring signals found outside of it.
Output selection Output activation PWM frequency
None Intake 1 3/10 Intake 1 4/10
Blue 5: Avaliable Activated at 0V
500
Blue 6: Avaliable Hz Cam sync reading mode Sensor position Detection
Activated at 12V
angle window
Blue 7: Avaliable
Single tooth
180.0 100
Multi theeth °BTDC °
Insert the minimum and maximum duty cycles.

Adjust the base duty cycle percentage and it’s direction of actuation.
Wheel decoder
Intake 1 4/6 Intake 1 5/6
The decoder can be used either by just cranking or running the
Minimum duty cycle Maximum duty cycle Base duty cycle Solenoid direction
engine, it will automatically detect all teeth in cam sync wheel and
Regular
0 100 50
(Advance) draw the signal pattern, then one of the angles must be chosen as
Reverse
% % %
(Retard) the sync reference.
In the last screen the Proportional, Integral and Derivative values are
set.
Proportional gain: How fast the control tries to reach the target.
Integral gain: Is the accumulated error over time, that should have
been corrected, from the proportional gain in trying to reach the target.
Derivative gain: Smoothes out the approach and overshoot control
around the target.
Intake 1 6/6
P - 1000 +
I - 1000 +
D - 1000 +
Inteke 1 5/10
360º 0º Selected tooth

1 -+
+ Start
9.3
End
89.5
+
Analog input (Intake 1): Uses another cam sync sensor to manage
- º º -
camshaft position.
NOTE
The screens shown here are for intake 1. The
procedure is the same for all other camshafts.
101
Default configuration for 2JZ VVTi - Single tooth IMPORTANT

Intake #1 To use this feature and set it up properly, you
Sensor type Cam sync sensor need the electrical diagram of the transmission
you want to control
Output signal 0V
PWM Freq 200 Hz
Minimum duty cycle 0%
Maximum duty cycle 100%
Base duty cycle 75%
Solenoid direction Advance
Proportional gain 1.500
Integral gain 0.50000
Derivative gain 0.020
Camshaft sensors
Sensor position angle 70.0 °BTDC
Sensor edge Rising
Window filter detection angle 120°
For a proper automatic transmission control it is necessary to set up
Cam sync wheel
which solenoids will be active for each gear and also the sensors that
Sensor edge Rising will feed the ECU with transmission oil pressure data.
Window filter detection angle 120°
Automatic transmission control
Default configuration for 2JZ VVTi - Multiple teeth General configuration
Intake #1 Triggering map
Sensor type Cam sync sensor Target tables

Output signal 0V
PWM Freq 200 Hz
Minimum duty cycle 0% The first step is to select which strategy will be adopted to control the
transmission when the vehicle is running.
Maximum duty cycle 100%
Limit the number of gears: In this configuration, the transmission
Base duty cycle 75%
will shift gears only until the last gear selected.
Solenoid direction Advance For example: When “3” is selected in the shifter, the transmission will
Proportional gain 1.500 only perform gear shifts among 1st, 2nd and 3rd gears.
Integral gain 0.50000
Derivative gain 0.020 Hold actual gear: Holds the transmission at the gear selected in
Camshaft sensors the shifter.
Sensor position angle 70.0 °BTDC For example: When “3” is selected in the shifter, the transmission will
only run in 3rd gear, not performing any gear shift.
Sensor edge Rising
Window filter detection angle 120° General configurations 1/7
Disabled Enabled
Cam sync wheel
Mode of operation in modes 1 to 4
Cam sync teeth tolerance 30% Limit the number of gears
Window filter detection angle 120° Hold the actual gear
Use Cam sync wheel

Cam sync teeth table
decoder button
Configuration for the total oil line pressure during 2-step/Transbrake.
19.27 Automatic Transmission Control
General configurations 2/7
This function enables the ECU to control automatic transmissions up
Disabled Enabled
to 10-speed gearboxes. Line pressure while
Based on speed maps and function settings, the ECU will automatically
2-step is activated:
select the desired gear and it is able to interpret temperature, pressure 2,1
BAR
and speed data from the original transmission sensors.
102
Sets the locking time between gear changes. Triggering map (Gear)
This is where the automatic transmission programming is made. It is
Lock time after necessary to define which solenoids will be activated for each gear,
gear change
for upshifts and downshifts.
6,0
s Depending on the transmission model, it may be necessary to activate
several solenoids simultaneously for certain gears. The number of
solenoids may vary depending on transmission model.
Sets the delay and the percentage of TPS when pedaling the
accelerator, this prevents the transmission from shifting several gears IMPORTANT
when the accelerator is pedaled.
This configuration is for gear changes and not
Shifter position.
Disabled Enabled
Gear change delay Add delay when

during throttle pedalling TPS reduces from:
6,0 6,0
s s
The next screen is dedicated to set up which solenoids will be

activated.
These solenoids are responsible for engaging or disengaging the
sets of each gear.
NOTE
This manual describes the configuration of solenoid
1. The emails must be configured following the same
procedure.
Transmission pressure: Main solenoid that controls the

transmission line pressure, responsible for maintaining or increasing For example: To set up the 2nd gear, it is necessary to define which
the oil pressure when necessary. solenoids will be activated for upshifting from 1st and for downshifting
Accumulator solenoid: Solenoid that controls the amount of oil from 3rd.
sent to the accumulator, smoothing the gear changes.
NOTE
This configuration must be made for all gears available
Solenoids
in the transmission, for both upshifts or for downshifts.
A B C D E F
G H
Pressure
Solenoid
Accumulator
Solenoid
IMPORTANT
These triggering informations can usually be
found on the electric and hydraulic diagrams
of the transmission
The first step is to enable the solenoid and set up the output for the
control. NOTE
Solenoid A 4/7 Solenoid A 5/7
Test output: Test
On the majority of transmissions, both tables can be
Disabled Enabled
Output selection the same.
None
Blue 5: Avaliable
Solenoid A
Blue 6: Avaliable Triggering map 2/14 Triggering map 3/14
Blue 7: Avaliable Configuration in R

Configuration in P
Solenoids
Solenoids
A B C D E F G H
A B C D E F G H
Upshift Upshift
This configuration must be made for all gears available in the
Downshift Downshift
transmission, for both upshifts or for downshifts.
Solenoid A 6/7 Solenoid A 7/7 Triggering map 4/14 Triggering map 5/14
Configuration in N Configuration in 1
Activation ramp duration Solenoids Solenoids

A B C D E F G H A B C D E F G H
Activated at 0V Upshift Upshift
120 0,75
Hz
Activated at 12V s Downshift Downshift
103
Triggering map (Transbrake / Staging) This is the main table for the gear shift operation. You must set the
speed according to throttle position for all gear shifts and the ramps
This configuration creates a map for the vehicle when it’s in Transbrake/
built for each shift schedule will define the values for each upshift
Staging mode, commonly used in drag racing. To activate this map, it
and downshift. It is recommended to always set the downshift values
is necessary to set up the table directly in the automatic transmission
lower than the upshifts.
control function.
Target tables 4/9

The setup procedure is the same as the one described for the gears. TPS
0,00 0,10
You just have to check the solenoids that will be activated for each +
condition. 1->2
8 10 kmh
Triggering map 3/14 2->1 0,000 9 15 -

Configuration to Transbrake / Staging
Solenoids
Gearbox line pressure: The transmission oil pressure will be given

A B C D E F G H
Transbrake
Staging
according to the percentage set up in this table. The pressure won’t
necessarily increase as the percentage increases, depending on the
transmission electrical system.
Tables
These tables will define the behavior in each gear and the changes
between them. The main table is based on throttle position and the
desired speed for each gear shift.
Maximum RPM in each gear: The maximum value allowed in each
gear before shifting.
Target tables 1/9
Maximum RPM in each gear
+
Gear 1 2 3 Trans. pressure in each gear 5/9
rpm
TPS
Revs 7500 7500 7200 0,00 0,10
[RPM]
- R 0 0 +
N 0 0 %
Minimum speed in each gear: Minimum speed that the ECU will 1 0,000 50 40 -
hold the current engaged gear or deny a upshift.
Target tables 2/9

Line pressure compensation: This table allows the easy percentual
addition or reduction of oil pressure over the main table.
Minimum speed in each gear
+
Gear 2 3 4
kmh
Speed 10 20 35
[kmh]
-
Deny downshifts above speed: Maximum speed that the ECU

will deny a downshift, avoiding drive-train and mechanical failures.
Target tables 3/9
Deny downshifts above speed:

Pressure compensation 6/9
+ TPS
Gear 1 2 3 0,00 0,10
kmh
R 0 0 +
Speed 10 20 35
[kmh]
- N 0 0 %
1 0,000 50 40 -
104
Line pressure by temperature compensation: This table allows

the ECU to make percentual compensations for oil pressure according
to the oil temperature, helping the transmission to reach its operating
temperature quickly.
Lockup control 5/10
%TPS
0,0 10,0
1 ON 8 10 +
1 OFF
Lockup 9 15 kph
2 ON 0,000 8 12 -
Target tables 7/9 Target tables 8/9 It is also necessary to setup the Lockup activation and deactivation
Minimum shift compensation time
Pressure compensation by temperature
ramps, so the system can operate smoothly.
Temper.
+
[°C] -10 0 10 Lockup control 6/10
%
0,75
Percentual
s [%] 10 20 35
Activation ramp Desactivation ramp
- duration duration
0,25 1,00
19.28 Lockup Control

s s
This function allows the ECU to manage the slip percentage of the
torque converter in automatic transmissions. To use this function it is After the table is set up, it is necessary to adjust some Lockup control
necessary to set up the solenoid in a blue, gray or yellow output and parameters, such as:
adjust its frequency. Lower gear: That is the lowest gear in which the torque converter
will operate.
Temperatures: This option defines the maximum and minimum
engine temperatures that will allow the torque converter to operate.
Lockup control 7/10 Lockup control 8/10
Minimum transmission Force lockup

Lower gear Minimum engine temperature to when transmission
temperature lockup temperatures is above
1 70 60 150
°C °C °C
Lockup control 2/10 Lockup control 3/10 This last setting is applied for Lockup deactivation in conditions as
Test output: Test manual gear shifting(paddle shifter) or when the brakes are applied
Output selection
None
below a certain RPM value.
300
Hz Lockup Control 9/10 Lockup control 10/10
Blue 7: Avaliable Disabled Enabled
Disable lockup Disable lockup
during upshift during downshift
Disable lockup when brake
is pressed below
1,00 1,00
s s 2000
RPM
The next step is to adjust the solenoid operating range.

Lockup control 4/10
Minimum duty cycle Maximum duty cycle
19.29 Push to pass (P2P)

0 100
This function allows to have 2 different maximum throttle opening in
% %
the same map, using a button or switch to change throttle maximum

percentage.
To configure this function, go to menu “Engine settings / Pedal/
In this table you can set the speed and throttle position in which the
Throttle”. If you want to use this feature, setup a maximum throttle
Lockup will be activated/deactivated. The Lockup will be activated
opening lower than 100%.
when the speed is higher than the value set and deactivated when
the value is lower. Example: some road racing cars have a power limit that is controlled
by the amount of throttle opening, and during some parts of the race
the driver is allowed to use 100% of throttle.
105
NOTE
This function is only available with drive by wire control
(electronic throttle control).
Configurations
There are 3 different options to enable this function:
- Always enabled
- Dashboard button
- External button
Throttle percent added: Sets the percentage to be added over Anti-lag / Pops&Bangs / E. brake 1/17
the throttle opening limit. Disabled Enabled
Always active
Timeout actuation: set the time in seconds the P2P will last. Dashboard button
External button
Activation method: Select if the P2P will be activated by a White

Input or by CAN (SwitchPanel or Input Expander)
Select if the ECU will start with this function enabled or not.
Push to pass (P2P) 1/3 Push to pass (P2P) 2/2
Input selection
Disabled Enabled
None Anti-lag / Pops&Bangs / E. brake 1/17 Anti-lag / Pops&Bangs / E. Brake 5/17
Throttle percentage Safety timeout White 1: Avaliable
added on gear shift actuation Disabled Enabled
Start ECU with
White 2: Avaliable
White 3: air temperature Always active

+15 200 Control desactivated
% ms
White 4: Pedal 1 Dashboard button
Control activated
External button
Push to pass (P2P) 3/3
Origin
Equipment
SW. PANEL CAN
EGT-4A
When an external button is defined, is necessary to configure if it’s
FT CAN 2.0 Button 3 connected to an analog input or if it’s over CAN bus using a Switch
Panel.
There is an extra option to select whether it it’s a switch or a momentary
button
19.30 Anti-lag / Pops & Bangs / Engine brake Anti-lag / Pops&Bangs / E. brake 1/17 Anti-lag / Pops&Bangs / E. Brake 2/17
Input selection
These functions share the same basic settings, the definition of Disabled Enabled
None
which one will be activated is based on the configurations and Always active White 1: Avaliable
White 2: Avaliable
compensations. Dashboard button
Anti-lag: mostly applied for turbo engines to keep the boost up when
External button
White 4: Pedal 1
throttle goes down, rally cars are the main application.

Anti-lag / Pops&Bangs / E. brake 3/17 Anti-lag / Pops&Bangs / E. Brake 4/17
Pops & Bangs: commonly used in street cars to have flames and
shots coming out from the exhaust. External button activation mode
Equipment SwitchPanel-4M
Engine brake: used to keep the intake air valve or throttle blade with a Turn on while pressed
(button mode)
different opening under engine deceleration, making it faster or slower.

Button 3
Turn on or off when pressed
(switch mode)
NOTE
It’s necessary TPS is correctly configured to the Anti-lag / Pops&Bangs / E. Brake 5/17
function to be activated. Start ECU with
Control desactivated
Control activated
106
Brake activation: Select if the brake pedal is going to be used to turn Idle actuator/electronic throttle position: it’s possible to setup
the feature on and off. To use this option Brake switch input is required. the amount of air going through the engine in this function. A fixed
position can be used or a gear based table is presented.
Anti-lag / Pops&Bangs / E. brake 6/17
Disabled Enabled
Anti-lag / Pops&Bangs / E. Brake 13/17 Controle de entrada de ar 14/17
Brake switch activation RPM
Idle actuador 1000 2000 3000
Position
Pressed Deactivated N 10 10 10 +
Released 1 %
Fixed opening 20 10 10 10
Marcha
%
Gear based 2 10 10 10 -
Clutch activation: Select if the clutch pedal is going to be used

to turn this feature on and off. To use this option clutch switch input
is required.
Anti-lag / Pops&Bangs / E. Brake 7/17
Disabled Enabled
Clutch switch activation
Pressed
Released
Activation ramp duration configuration time

Ignition timing: define if the ignition timing will follow the main ignition
table or if it is a fixed timing. Anti-lag / Pops&Bangs / E. Brake 15/17
Anti-lag / Pops&Bangs / E. Brake 8/17 Activation ramp duration
Ignition timing
Locked ignition
timing at: 0,3
Main table S
-5,0
Fixed timing °
IMPORTANT
Adjust the activation delay, maximum duration time minimum RPM, After the main configuration is done, auxiliary options
maximum TPS and fuel enrichment to have the function working as are available under BoostController, Deceleration
expected. Cutoff and closed loop menus.
Anti-lag / Pops&Bangs / E. Brake 9/17 Anti-lag / Pops&Bangs / E. Brake 10/17
Turn on delay Safety timout

actuation
Minimum RPM to
Trigger Maximum TPS
19.31 Compressed air control
0,2 8,0 2500 1
This function controls the air compressor activation and regulates the
s s RPM %
pressure in the air reserve tank. Often used in automatic transmissions
where the gear change is pneumatic.
Fuel enrichment
-10
%
Ignition cut: adjust ignition cut % applied when the feature is active.
Disabled Enabled
Ignition cut
25
%
107
Operation mode: select if the compressor control will be enable Set the blocking time between gear changes
only with running engine or always enable.
Advanced gear shift manager 2/19
Compressed air control 1/5
Disabled Enabled
Disabled Enabled
Lock timebetween
gear shift
Operation mode
0.20
Only eith engine running s
Always enabled
Select the reserve tank minimum and maximum pressure, the DownShift
compressor will turn on and off by these limits. When set for Paddle Shift or Automatic by RPM is necessary to adjust
Select the max duration for the compressor to stay on. the RPM for each gear change.
Compressed air control 2/5 Compressed air control 3/5

Advanced gear shift manager Advanced gear shift manager 1/19
Turn-on under: Turn OFF when reach Minimum time Minimum time Disabled Enabled
for compressor ON for compressor OFF General configurations
5,00 8,00 4,00 10,00 Automatic downshift

bar bar s s by RPM
DownShift UpShift
19.32 Advanced gear shift manager Downshift RPM
This function is similar to the Power Shift (gear change ignition cut), Gear Shift 9 - 10
yet with the possibility of gear change ignition cut and downshift RPM 2500
200
enrichment.
This gear control is common in course race cars, when the gear When set for External TCU or Automatic Transmission function, the
change is made by steering wheel paddle shift, works combined with downshift is configured at the third screenshot above.
other functions for full control of an automatic transmission. Adjusting the delay for the power reduction to begin, this delay is
the delay between the Paddle Shift pulling and the ECU to apply the
downshift.
When “power reduction” box is selected, there will be more settings
for downshift:
Cut mode: select if ignition cut or fuel and ignition cut.
Power reduction duration: adjust the power reduction duration
for each gear change.
Ignition timing during power reduction: set the timing at each
gear change.
Cut: adjust the cut percentage for each gear change.
General configuration
Advanced gear shift manager 3/19 Advanced gear shift manager 4/19
There are 3 ways to control the gear change, through the automatic
Cut Type
transmission control by paddle shift or by RPM, and also through an
Power reduction Power reduction delay
after output activation
external TCU connected by CAN (FTCAN 2.0) Enabled Timing

0,020
s Injection / Ignition

Disabled Enabled
General configurations Advanced gear shift manager 5/19 Advanced gear shift manager 6/19
Paddle shift manual
and automatic by RPM Power reduction duration Ignition timing during power reduction
DownShift UpShift Automatic transmission control

Gear shift 9 - 10 Gear shift 9 - 10
FTCAN2.0 (External TCU)
Time [s] 0,015

200 Degrees 200
5,0
Advanced gear shift manager7/19

Ignition cut during power reduction
Gear shift 9 - 10
Percentual [%] 200

80
108
Closed loop control: When this option is selected the function will Advanced gear shift manager 15/19 Advanced gear shift manager 16/19
control the cut duration, if the gear engages before the power reduction Disab. Enab. Disab. Enab. TPS to cancel Timeout to cancel
stacked downshift stacked downshift
time is over this function will anticipate the engine power return.
Stacked down shift Cancel stacked downshift
when pressed upshift
paddle 10 1,00
% s
Desativado Ativado
Activate cloose-loop power reduction

duration after the next gear is detected
Downshift solenoid output: Set the output activation and duration.
Disabled Enabled Ttest output: Test

Ouptut selection
Adjust the additional throttle opening percentage for each gear change, Gray 7: Avaliable
also the duration time in milliseconds, similar to the “blip / heel and Downshift output Gray 8: Avaliable
toe” function.
Yellow 1: Avaliable
Yellow 2: Avaliable

Disabled Enabled
Output activation
Output activation
Maximum additional duration
Additional throttle throttle opening
opening % time activated at 0V
0,00
0 0 activated at 12V s
% s
Downshift protections: Allows adjusting the maximum RPM Upshift

for Downshifting, cancel the downshift if TPS is above specific
Additional power reduction after gearshift: Before the downshift
percentage, and allows setting a TPS percentage wich bellow it won’t
the blip is activated, increasing engine RPM, this function can be used
apply any power reduction.
to avoid a “push” feeling during downshift.
Advanced gear shift manager 10/19 Advanced gear shift manager 11/19 Disabled Enabled
Cancel downshift Disable power
Maximum RPM with TPS above reduction with TPS
below Automatic upshift
for downshift
by RPM
DownShift UpShift
0 0
400 % %
RPM

Upshift RPM
Additional power reduction after gearshift: Before the downshift

the blip is activated, increasing engine RPM, this function can be used
Gear shift 9 - -10
10 9
to avoid a “push” feeling during downshift. RPM 2500

200
Disabled Enabled
When set for External TCU or Automatic Transmission function, the
downshift is configured at the third screenshot above.
Additional power reduction
after gearshift Adjusting the delay for the power reduction to begin, this delay is
the delay between the Paddle Shift pulling and the ECU to apply the
downshift.
When “power reduction” box is selected, there will be more settings
Power reduction Power reduction
Ignition timing during
power reduction Fixed timing at:
for downshift:
duration cut %
Main ignition
table
Cut mode: select if ignition cut or fuel and ignition cut.
0,000 0 -5
s % Fixed timing º Power reduction duration: adjust the power reduction duration
for each gear change.
Ignition timing during power reduction: set the timing at each
gear change.
Stacked downshift: When activated this function will save the
Cut: adjust the cut percentage for each gear change.
request for downshift if the request can’t be applied at the time due
to protections, up to the time limit applied and minimum TPS for the
request stacking. Cancel the request when upshift is requested is Power reduction Power reduction delay
Cut Type
also an option. Enabled Timing
Example: The pilot pull downshift 3 times in a row, the ECU will 0,020
s Injection / Ignition
schedule the request and apply when RPM is within the pre-set limits.
109
Advanced gear shift manager 5/19 Advanced gear shift manager 6/19 NOTE
Power reduction duration Ignition timing during power reduction
This function is available to FT550 and FT600 only.
Gear shift 9 - 10 Gear shift 9 - 10
Time [s] 0,015

200 Degrees 200
5,0
Select the actuator configuration, if for 1 or 2 e-gates, if they are
Advanced gear shift manager 7/19 integrated.
Ignition cut during power reduction
Gear shift 9 - 10 Electronic wastegate control eGate config 2/15
Percentual [%] 200

80 General configurations actuador configuration
Targets by function 1 eGate 1 integrated eGate
Main targets 2 eGates 2 integrated eGates
Overall trim
Closed loop control: When this option is selected the function will
control the cut duration, if the gear engages before the power reduction
time is over this function will anticipate the engine power return.
E-gate setup
Desativado Ativado
eGate offset: this is for when using two e-gates, compensating any
backpressure offset between the two engine sides.
Activate cloose-loop power reduction
duration after the next gear is detected
eGate config 4/16
eGate offset
offset percentual
Upshift solenoid output: Set the output activation and duration. Offset percentage
between eGates +0.0
%
eGate #1 is
Advanced gear shift manager 17/19 Advanced gear shift manager 18/19 the reference
Ttest output: Test

Disabled Enabled
Ouptut selection
Gray 7: Avaliable
Upshift output Gray 8: Avaliable Rest position: set the minimum TPS for the eGate go to rest position.
Yellow 1: Avaliable
This percentage can be either fixed or by rpm.
Yellow 2: Avaliable
Rest position opening: set a valve opening percentage for the rest
position. This percentage can be either fixed or by rpm.
Output activation
Output activation
eGate Config 5/16 eGate Config 6/16
duration
Disabled Enabled
activated at 0V eGate rest position Rest position
(% opened)
0,00 eGate goes to rest position
activated at 12V s Fixed position
when TPS is below
50
Position %
20 table x RPM
%
eGate config 8/16

19.33 Electronic Wastegate Control
eGate Config 7/16
eGate rest position map by RPM eGate #1 valve flow by valve lift
1 2 3 1 2 3
+ +
This function controls the electronic wastegate. When using this ReV
[RPM] 0 1000 2000
Flow
[%] -1.89 12.55 25.46
function, there’s no need for BoostController function, and a lot of

[%] [%]
Opened Opened
[%] 0.0 10.0 20.0 [%] 0.0 6.6 13.3
components can be removed if using a electronic wastegate, like - -

hoses, O2 cylinder and pressure sensor.
Boost+ button: Will increase or reduce the boost target when

pressing the button.
eGate config 10/16
Disabled Enabled
Boost+ scramble
Button increase:
0.50
bar
110
Set the e-gate outputs. 19.34 eGate Important Information

eGate config
Admissão
Testar
Test
14/16
1 xx/xx
saída:
output: Acionar
Test
eGate config
Admissão
Testar
Test
15/16
1 xx/xx
saída:
output: Acionar
Test
The eGate is the evolution of boost control, with the electronic
SelectSelecione a for
the output saída
eGate #1+ motor SelectSelecione a for
the output saída
eGate #2+ motor wastgate your project is simplified.
Nenhum
None Nenhum
None
Azul 5:1Disponível
Yellow : Avaliable Azul
Yellow
5:1Disponível
: Avaliable FuelTech sells two models, 45 and 60mm valve. To control the eGate
Azul 6:2:
Yellow Disponível
Avaliable Azul 6:2Disponível
Yellow : Avaliable a FT Dual Power Driver (FTDPD) is needed.
Azul 7:3Disponível
Yellow : Avaliable Azul 7:3Disponível
Yellow : Avaliable
Targets by function
Set a individual boost target for each function: Boost target for
2-step, 3-step,burnout, pre-launch and one boost target for anti-lag/
pops&Bangs/engine brake.
Targets by function 1/3 Targets by function 2/3
2-step target 3-step target Burnout target Pré-Launch
0.00 0.50 1.00 0.00

bar bar bar bar
Targets by function 3/3
Disabled Enabled
Anti-lag/Pops&Bangs/Engine brake boot target
eGate wiring
1.00
bar
Wire Goes to
Large gauge Motor A tending towards 0% (goes to FT DPD
Main targets Red blue wire)
The eGate control can operate with target by time after validated Large Gauge Motor B tending towards 100% (goes to FT
launch, gear and engine RPM, gear elapsed time, engine RPM, Black DPD white wire)
reference speed or just use a single target. Multi Core Wire
Red 5V
Electronic wastegate control eGate Map 1/12 Black - Batt
General configurations Time based after
validated launch
Single target
value
White Position Signal 0-5V (goes to a FT white input)
Targets by function Gear and Engine RPM Orange or Temperature Signal 0-5V (goes to a FT white
Engine RPM based
Main targets
Gear elapsed By reference
yellow input)
time speed
Overall trim
Blue Not used
Overall trim 19.35 eGate #1 and #2 position calibration

This adjustment is for quick decrease or increase the boost pressure. Once the inputs are selected, the calibration is needed, adjusting the
It changes according to the last screen. valve opening and closing limits.
Electronic wastegate control Overall trim
There are 2 ways to calibrate:
General configurations Manually: Same steps as for TPS calibration
eGate target pressure overall trim
Targets by function Automatic: At FTManager go to “Sensors and Calibration/Inputs” and
Main targets +1,00 select the position Input for eGate #1 and #2 (if using two)
bar
Overall trim
Overall trim
eGate target pressure overall trim
Gear 10
A. MAP -0.30
111
Once the input is selected click on “Calibrate sensor” for eGate position 19.36 eGate #1 and #2 temperature
sensor calibration. A calibration screen will pop up, just click “Calibrate
auto” for the automatic calibration process. This sensor gives the eGate internal temperature, to utilize this sensor a
white FT input should be connected to the yellow or orange eGate wire.
Temperature eGate #1 1/3 Temperature eGate #1 2/3

Select Input Select sensor type
Position eGate #1 1/4 Position eGate #1 2/4 None eGate temperature sensor
Input selection
None
White 1: avaliable Custom
Manual Calibration White 2: Two Step
White 1: Avaliable
White 3: A/C Button
White 2: Two Step
White 3: Air Conditioning Automatic calibration
Temperature eGate #1 3/3
Position eGate #1 4/4 Input value Output value

Reading
4.99V Reading Sensor offset
Position at 0%
0,00 +0,00
0.000V Calibrate °C °C
Position at 100%
0.000V Calibrate
eGate installation diagram

Position eGate #1 1/4 Position eGate #1 3/4
1 - Input #1 - Red wire from FT DPD (connected to a ODD yellow
Sensor decreases voltage
Manual Calibration
when opening the valve
output (#1-3-5-7) of the PowerFT ECU - EGate Motor+)
2 - Input #2 - White wire from FT DPD (connected to a EVEN yellow
Sensor increases voltage
Automatic Calibration
when opening the valve output (#2-4-6-8) of the PowerFT ECU - EGate Motor-)
3 - Blue output from FT DPD connected to the eGate red wire (Single
Position eGate #1 4/4 core - EGate Motor+)
Reading
4.99V
4 - White output from FT DPD connected to the eGate black wire
Position 0%
(single core - EGate Motor-)
0.000V
5 - Red from eGate multi core wire - connected to the 5V output
Position 100% Calibrate
0.000V (green/red wire) of PowerFT ECU
6 - Black from eGate multi core wire - connected to the battery
negative
7 - Position White from eGate multi core wire - connected to the
white input of PowerFT ECU (Position signal)
8 - Temperature Orange from eGate multi core wire - connected
to the white input of PowerFT ECU (Temperature signal)
9 - Blue from eGate multi core wire - Not Used
10 - Connection for gray outputs it is necessary to use a 10K 1/4W
resistor in each output
11 - 10K 1/4W resistor
NOTE
If yellow outputs #1 or #2 are used it is necessary to
use another pair of outputs.
IMPORTANTE
To use a gray output to drive the FT DPD, it is
necessary to install a 10K 1/4W resistor in this
output.
112
Diagram yellow outputs

9
8
7
5
6
3
2 4
Diagram gray outputs
10
11
113
19.37 Control by external reference External throttle (SENT protocol) 1/2 External throttle (SENT protocol) 1/2
Input selection Reading
4.99V
This function allows ignition and ETC bypass, through reading from
None
White 1: Avaliable Position at 0%

the stock ECU when it is working in parallel with FT ECU. White 2: Two Step 4.99V Calibrate
White 3: Air Conditioning Position at 100%
4.99V Calibrate
The FT white inputs will get the data from the stock ECU (ECM) and
White 4: oil pressure
either replicate at the engine the same data it is reading, or apply the
tune configured at FT ECU, by user’s choice. External ignition timing 1/24 External ignition timing 2/24
Input selection
This function is usually configured to mirror the data from the stock white 1: Avaliable
Activated at 0V
White 2: Two Step
ECU when idling and low load, so the stock ECU won’t detect any White 3: Air Conditioning Activated at 12V
anomalies. white 4: Oil Pressure
ETC bypass requires:

External ignition timing 3/24
- An electronic throttle body plugged to the stock harness, Sensor offset
controlled by the stock ECM but not installed at the intake +0,00
manifold (external throttle). This is only for FuelTech reading. °C
- Have a second Throttle body installed at the intake manifold and

connected to the FuelTech ECU
- Set up the Throttle body controlled by the stock ECU as “External
Throttle”
Operation
For ignition bypass just set up the white inputs as “Ext. Ignition Timing Select the operation method from the options below, defining when to
X”. This wire must be connected to the ignition signal wire at the replicate the stock Throttle position and ignition timing received from
cylinder in the firing order. The stock ECU signal (not controlling the the stock ECU and when to switch to the FT control.
ignition timing at the engine anymore) is read by the FT ECU.
Settings:
Follow external reference under RPM: select the RPM witch
FuelTech ECU will kick in, bellow this RPM FuelTech will replicate
stock ECU behavior.
Follow external reference under MAP: select the MAP witch
FuelTech ECU will kick in, bellow this MAP FuelTech will replicate
stock ECU behavior.
Follow external reference under TPS: select the TPS witch
FuelTech ECU will kick in, bellow this TPS FuelTech will replicate
stock ECU behavior.
The timing and throttle control will only be made by FT ECU if all
parameters are validated, otherwise the control will be made by
the stock ECU (FT ECU mirroring)
Example: If RPM and MAP are above the determined value, just
TPS is still below the determined value, the control will be made by
the stock ECU.
Control by external reference 1/4 Control by external reference 2/4
Disabled Enabled Disabled Enable
Ignition timing control Follow external reference under RPM:

by external reference
Electronic throttle control
2000
by external reference RPM
Control by external reference 3/4 Control by external reference 4/4
Follow external reference under MAP: Follow external reference under TPS
0.5 10
bar %
114
Drag race features FT450 / FT550 / FT550LITE / FT600
20. Drag race features • By an external button* - a white input is required. One click to
enable and another to disable the burnout mode.
This menu gathers all options normally used in drag race applications. • By an external switch* - similar to the button, but in this case the
All the time based features start after releasing the 2-step button which function is enabled while the input is grounded.
indicates the moment when the vehicle launched.
* In the FTManager, this setup is at “Sensors and calibration” - “Inputs”
20.1 Burnout mode The burnout mode can be automatically disabled by RPM. When the
engine RPM is below an editable value. This option is not available
The Burnout Mode is a function used to facilitate the processes of
for “external switch” option.
warming up the tires and using the two-step.
When pressing the two-step button, the two-step function is activated.
20.2 3-step (boost spool)

The 3-step is quite similar to the 2-step function, however, with more
aggressive strategies to assist in the boost spool.
Burnout 1/3
Disabled Enabled
Rev limiter Burnout rev limiter
4000 7500
RPM RPM
When Burnout mode is activated, it disables the standard RPM Limiter, 3-step / boost spool / roll start 1/7 3-step / boost spool / roll start 2/7
instead the ECU uses this RPM limiter as the engine’s RPM limit. Disabled Enabled
3-step enabled
Burnout 2/3 until boost reaches:
Burnout 3/5
Automatic activation uses the
3-Step button same trigger as 2-step (button
Lock 2-step Burnout 2-step Burnout activation mode or speed) and automaticaly
switch to 2-step parameters
ignition timing at: fuel enrichment auto ON with 2-step when boost rises to what
2,00
DashBoard (until reach boost) was set up bar
Map Fixed
Burnout external button
-16,0 45
° % Burnout external switch
There are two ways to activate this function, one uses an external
Burnout 3/3
button (must use a white wire attached to a button, usually on the
Disabled Enabled
foot brake) and the other is through 2-step button.
Turn off burnout In this case, you must press the 2-step button and the 3-step will be
mode when RPM goes down of:
activated until the engine reaches a predefined boost pressure, at this
2000
RPM point the 3-step will be deactivated and the 2-step will be activated.
If using an external button to trigger the 3-step, when it is triggered
simultaneously with 2-step button, the 2-step will prevail.
But when the two-step button is being pressed, the value considered
is the one set for the two-step parameter. The values adopted for 3-Step (Boost spool/footbrake) 4/5 3-Step (Boost spool/footbrake) 5/5
ignition timing retard and enrichment are the ones configured on the Disab. Enab. Ignition timing Fuel
Minimum TPS to enrichment
two-step function. Start correction
before: activate timing retard
and enrichment
Map Fixed
200 45
RPM % -16,0 45
There are 3 different ways to enable the burnout mode: ° %
• By dashboard button: a touchscreen button in the FT dashboard

enables the function. It is possible to start the 3-step mode before the RPM rev limiter and
to set a minimum TPS value to activate it.
115
FT450 / FT550 / FT550LITE / FT600 Drag race features
20.3 2-step rev limiter A maximum electronic throttle opening can be set, allowing the driver to
launch with the pedal to the floor while the ECU controls the maximum
The two-step active with a retarded ignition timing, and a mixture position of the throttle to aid in getting standardized launches.
enrichment given in percentage (also programmable). Another option for the 2-step activation is to use a signal directly
from a sensor. In the case of an air temperature sensor (which we
recommend), a button is wired in parallel to the sensor wire, and
when the button is pushed the signal is grounded. Once the signal is
grounded, the ECU will read the maximum sensor temperature, which
can be configured as the value for activation of 2-step.
WARNING
When the 2-step is by wheel speed, its working
can be checked through the first page of
2-step rev. limiter 1/6 2-step rev. limiter 2/6
Input selection Diagnostic Panel, since it is not being used any
Disabled Enabled
Nenhuma
None
2-step button input.
2-step button Branco 1:2-step
White 1: Disponível
Front wheels Branco 2:Oil
White 2: Disponível
pressure
By speed
Rear wheels Branco 3:Air
White 3: Temperatura do ar
temperature
Input sensor Branco 4:TPS

White 4: Pedal 1
Ignition cut
Speed for 2-step Cut on:
deactivation
Maximum level RPM progression range
4 7000 90 200
mph RPM % RPM
To prevent the driver to activate the 2-step on a run, there are 2

safety parameters. Block 2-step by time or by RPM. This way, even
if th driver press the 2-step button, it will not activate before the time
Dislab. Enab. Ignition timing
Minimum TPS to
Fuel
enrichment slip or above the RPM.
Start correction activate timing retard Map Fixed
before: and enrichment
1000
RPM
45
%
-16,0
°
45
%
When using the 2-step by an input sensor, you must indicate an
above or below value which the 2-step must be considered active.
2-Step warning LEDs

It is possible to set the ignition cut maximum level, that is the
2-step without valid launch condition: Yellow
percentage of ignition events cut to keep the engine under the rev
limiter. 2-step with valid launch condition (ign cut or TPS): Green
The RPM progression range acts as a smoothing for ignition cut. Invalid launch: Red blinking for 5 seconds
Example: rev limiter at 8000rpm, RPM progression range at 200rpm. Valid Launch: LED is turned off (it would be green until a valid launch)
From 8000rpm the ignition cut level will gradually increase until it 2-step + staging control: Blue
reaches 90% cut at 8200rpm. Staging control button without 2-step: Purple
Percentages less than 90% may not keep the engine under the rev 2-Step + 3-Step auto: White
the rev limiter, but allows the RPM to pass the RPM set as rev limiter. Active function tables
These numbers are valid to all kinds of ignition cut, with the exception
The following tables show what will be the active function with the
of time based compensations (time based RPM and driveshaft RPM/
2-step and 3-step combinations
wheel speed) and 2-step. These features have their own parameters.
For inductive ignition systems it is recommended to use 90% maximum 2-Step: Button 3-Step: Button
Button 2-step Button 3-step Active function
Pressed Pressed 3-step
progression range.
The “Start compensation X RPM before” helps to spool the turbo and Pressed Released 2-step
have a more stable rev limiter. Released Pressed 3-step
The minimum TPS to activate timing retard and fuel enrichment allows
the driver to hold the engine in the rev limiter without any compensation 2-Step: Button 3-Step: Auto
when not needed. Button 2-step MAP pressure Active function
The time based compensations will only work after the release of a Pressed Lower than target 3-step
valid 2-step. This means hold the 2-step button with more then 50% Pressed Higher than target 2-step
TPS or reach the rev limiter on time at least.
116
can be released after this that the 2-step feature will still be active.
2-Step: Speed 3-Step: Button
The 2-step button still works as usual. The clutch switch is fully
Speed Button 3-step Active function
optional.
Lower than target Released 2-step
Lower than target Pressed 3-step
Clutch switch electrical diagram
Higher than target Pressed 3-step
Connect the clutch switch to any white input and setup this input
2-Step: Speed 3-Step: Auto through the FTManager or through the screen. The other side of the
Speed MAP pressure Active function clutch switch must be connected to the battery negative or chassis.
Clutch
Lower than target Lower than target 3-step 2-Step
Button
Ground Button
Lower than target Higher than target 2-step
Ground
2-Step: Sensor 3-Step: Button White input#2 Clutch

Pedal
Sensor Button 3-step Active function

Active condition Released 2-step White wire
Active condition Pressed 3-step

Line lock
Not Active condition Pressed 3-step
Use a yellow output to control the line lock solenoid and setup this
2-Step: Sensor 3-Step: Auto output as Line Lock through the FTManager or the screen. The other
side of the solenoid must be connected to the battery negative or
Sensor Button 3-step Active function
chassis.
Active condition Lower than target 3-step
Active condition Higher than target 2-step Ground
2-Step
Button
Solenoid
2-Step: CAN 3-Step: Button White input#2
Line Lock
Button 2-step CAN Button 3-step Active function Ground

Line Lock Yellow wire output
Pressed Pressed 3-step

Pressed Released 2-step
Released Pressed 3-step 20.4 Linelock Brake Control
This function allows the use of a line lock solenoid to keep the brake line
2-Step: CAN 3-Step: Auto
of the trailing wheels pressurized and to facilitate the exit, avoiding that
Button 2-step CAN MAP pressure Active function the pilot has to modulate the brake with the foot at the time of the exit.
Pressed Lower than target 3-step For correct use of this function press the brake pedal, operate the
Pressed Higher than target 2-step 2-step, release the brake pedal and the line lock will be activated.
When pressing the two-step button, usually installed on the steering When you release the 2-step, the Line Lock solenoid is automatically
wheel or driven by a launch control / transbrake switch, the system disabled.
activates an ignition cut in a programmable RPM. Select whether to activate the line lock on burnout, 3-step and / or
In the FTManager, this setup is at “Sensors and calibration” - “Inputs” 2-step modes.
An output must be configured as “Output line lock”.
Brake pressure control: This function enables brake pressure
control through a PWM curve. This is used to lower the brake line
pressure to a desired value and standardize the launches.
It is necessary to have a white input must be setup as “Brake pressure”
connected to a 1500psi pressure sensor.
Line lock brake control 1/5 Line lock brake control 2/5
Disabled Enabled
Brake pressure
Acionamento control
PWM frequency
Clutch switch: for drag racing vehicles with manual transmission Burnout 2-step
Brake pressure sensor
and clutch, this switch tells the ECU whenever the pedal is pressed. 3-step
Must be setup for
this function
15
Hz
Connected to a white input.
Line lock brake control 3/5 Line lock brake control 4/5
This is an auxiliary feature to the 2-step and it helps releasing the PWM table by pressure Test output: Test
2-step at the same moment the clutch is being released. 1 2 3

+
Select line lock output
Pressure None
If the clutch switch is pressed when the 2-step is deactivated, nothing [PSI] 40 80 90
[%] Blue 5: Avaliable
happens, but, if the 2-step is active, then the clutch switch will hold
PWM
[%] 0 50 100 Blue 6: Avaliable
-
the 2-step enabled until the clutch is released. The 2-step button
Blue 7: Avaliable
117
Line lock brake control 5/5 Gear shift output 1/16 Gear change output 2/3

Output activation
Automatic shift by RPM RPM setup First gear

change by time
Activated at 0V
Manual upshift input button Single value
Activated at 12V 1,50
s
Automatic and Manual shift allowed Each gear
Select the desired output, all the outputs will be displayed, except
the ones used for injection and ignition. In the FTManager, this setup
is at “Sensors and calibration” - “Inputs”.
The gear shift by single value sends a signal every time the engine
reaches the selected RPM. When using the each gear mode, each
gear shift will be on its own RPM. To use this mode the gear detection
must be activated.
The gear shift is enabled after the 2-step is released, so, after the last
gear the 2-step must be activated again to perform the shifts again.
When selecting this mode, the “First gear shift by time and RPM” will
be available. It allows the gear shift to be performed not only by RPM,
but also by time. This means that there are 2 conditions (time and
20.5 Timing table for rev launch RPM) to be met to gear shift. It is not possible to use this control with
automatic transmissions with more than one solenoid.
This timing table is only used for burnout mode, 2-step and 3-step.
This is not a compensation table, but a table with absolute timing
values, which ignores any other timing table or compensation. These settings will define the lock time between shifts and the RPM
in which they will happen. When the engine reaches the set RPM,
the output will be activated and it will start counting the lock time. The
shift into next gear will only happen after this time has passed and the
engine reaches the defined RPM again.
Gear shift output 3/21 Gear shift output 4/21
Disabled Enabled gear shift RPM
Lock time between

gear shift 1-2 2-3 3-4
8000 8000 8000
Spool assist table 0,60
S
MAP
0,00 1,00 2,00
2000
20,0 20,0 20,5 +
4000
19,7 19,7 19,5 [°]
It’s possible to enable a power reduction during gear shifts, by setting
RPM
-
it’s duration, ignition timing and maximum ignition cut percentage.
6000 20,0 20,0 21,0
20.6 Gear shift output Disabled Enabled

Power reduction delay
This feature allows switching on an external solenoid to shift the gears. Power reduction during gear shift
0,60
The activation strategy can be either by a fixed RPM value for all the s
gears or different RPM for each gear just like the shift light feature.
Power reduction duration (ms) Ignition timing during power reduction (degrees)
1-2 2-3 3-4 1-2 2-3 3-4

80 100 120 -20,00 -10,00 +10,00
Gear shift output 9/21
Ignition cut on power reduction (%)
1-2 2-3 3-4

90 90 90
118
This option enables a “variable duration” in the power reduction applied Time based enrichment 1/3 Time based enrichment 2/3
in the powershift feature, it will halt the power reduction as soon as it Disabled Enabled Time based fuel enrichment curve
detects the shift into the next gear. Time

1 2 3 4 5
+
Activates a fuel compensation [s] 0,00 0,55 1,25 2,50 3,00
by time after the lauch.
Gear shift output 10/21 Alloes the use of richer or poorer
[%]
Percent
mixtures according to the [%] +50 +35 +30 +15 0
time after the lauch.
Disabled Enabled -
Activate close-loop power

reduction duration according
to next gear detected Time based enrichment 3/3
+100
+80
+60
+40
Select the outputs that will be used to activate the shifting solenoid, +20
and the type of signal, single pulse (air shifter), remain active (Lenco) -20
0,00 1,00 2,00 3,00 4,00 5,00 6,00 7,00
or one output at a time (Liberty).
Gear shift output 13/21 Time based revolution limiter

Output Signal
The RPM control is based on seven RPM and time points that can
Output mode
Sigle pulse
be determined as shown in the image above.

One output (Air Shift gearbox)
Remain active
Gear based output (Lenco gearbox)
One output at a time

(Liberty gearbox)
This function is frequently used in drag racing cars, because it makes it
easier to control the vehicle, once it allows the traction to be recovered
through an ignition cut ramp.
Select the desired output, all the outputs will be displayed, except
the ones used for injection and ignition. In the FTManager, this setup Time based advance/retard 1/3 Time based advance/retard 2/3
is at “Sensors and calibration” - “Outputs”. Disabled Enabled Time based advance/retard curve
1 2 3 4 5
Time
+
Activates a time based timing [s] 0,00 0,55 1,25 2,50 3,00
map, starting at the lauch point.
20.7 Time based fuel enrichment

[°]
Allows the power control
Degrees
on specific moments. [º] -10,0 -8,50 -5,00 -2,00 +2,00
-
Enables a time based fuel compensation that starts after the
2-step deactivation. This compensation is a time (seconds) versus Time based advance/retard 3/3
0,00
compensation (%) feature. After you enter the table, a graph will be -2,00
displayed. -4,00
-6,00
-8,00
-10,0
-12,0
0,00 1,00 2,00 3,00 4,00 5,00 6,00 7,00
Time based speed (cut)

This feature is the same as the time based RPM (cut) but instead of
using the engine RPM, it uses the wheel speed or the driveshaft RPM.
Time based RPM (cut) 1/4 Time based RPM (cut)
RPM based ignition map
Disabled Enabled
1 2 3
Time based RPM (cut) Time
+
RPM progressive range [s] 0,00 0,80 1,25
performs ognition cuts to
keep engine RPM under [RPM]
a predefined curve. Revs
200 [RPM] 4500 4500 4700
RPM -
Time based RPM (cut)

Ignition cut curve
1 2 3
Time
+
[s] 0,00 1,00 2,70
[%]
Cut
[%] 50 60 70
-
Time based advanced/retard timing It will perform ignition cut to keep the wheel speed/driveshaft RPM
under a predefined curve.
Enables a time based timing compensation that starts after the
The “Time based RPM (cut) - Limit” is the maximum level, which means
2-step deactivation. This compensation is a time (seconds) versus
the percentage of ignition events that will be cut to keep the engine
degrees BTDC (º BTDC) feature. After you enter the table, a graph
under the rev limiter.
will be displayed.
The RPM progression range acts as a smoothing for ignition cut.
119
Example: rev limiter at 8000rpm, RPM progression range at 200rpm. perform ignition cut to keep the wheel speed/driveshaft RPM under a
From 8000rpm the ignition cut level will gradually increase until it predefined curve. Generally speaking, this speed/RPM control seeks
reaches 90% cut at 8200rpm. to limit the wheel speed during the run.
Time based driveshaft (cut) 1/4 Time based driveshaft (cut) 2/4
Values less than 90% may not keep the engine under the rev limiter. Speed based ignition cut
Disabled Enabled
Bigger RPM progression ranges tend to stabilize more smoothly the 1 2 3
+
Speed progression range
rev limiter, but allows the RPM to pass the RPM set as your rev limit.
Time
[s] 0,00 0,50 1,10
Driveshaft RPM
[kmh]
Speed
For inductive ignition systems it is recommended to use 90% maximum Speed (traction) 20
Kmh
[kmh] 55 57 75
-
progression range.
Time based driveshaft (cut) 3/4
Ignition cut curve
The last screen will show the graph. 1 2 3

+
Time
[s] 0,00 1,00 2,70
[%]
Time based RPM (cut) Cut
[%] 50 60 70
10000
9000
-
8000
7000
6000
The first screen will briefly explain how the feature works and it will ask
5000
4000 what the speed reference is, if it is a wheel speed or drive shaft RPM.
0,00 0,50 1,00 1,50 2,00 2,50 3,00
You must have a wheel speed sensor or a driveshaft RPM sensor

enabled to use this feature.
Time based RPM (retard) The first parameter to be set is the speed/RPM progression range,
This feature is very similar to the time base RPM (cut), instead of cutting which is the Speed/RPM range from start the ignition cut to its
the ignition, it will retard the timing, to have a smoother way to control maximum level.
power and torque to the wheels. The function starts after 2-step.
It is recommended to use this function together with the Time based A 10 Mph speed progression range means that if your control starts
RPM (cut) to have a better control of the engine, this way the control at 80 Mph, the ignition cut maximum level will be at 90 Mph.
itself will be smoother. The next screen is the wheel speed/driveshaft RPM versus time table.
After the 2-step, every time the speed/RPM goes above the curve,
Time based RPM (retard) 1/4 Time based RPM (retard) 2/4
the ECU will perform ignition cuts.
Disabled Enabled RPM based ignition retard curve
1 2 3 4 5
+
Percentages less than 90% may not keep the engine under the rev
Time based RPM (retard) RPM progression range
enables a timing retard
Time 0,00 0,55 1,25 2,50 3,00
[s]
table to keep engine [RPM]
RPM under a
predefined curve. 200 Revs
[RPM]
3800 3500 3700 4500 5500 the rev limiter, but allows the RPM to pass the RPM set as rev limiter.
RPM -
Time based RPM (retard) 3/4

For inductive ignition systems it is recommended to use 90% maximum
Ignition retard curve
1 2 3 4 5
+ MSD, it is recommended to use 100% maximum level and 1 RPM
Time
[s] 0,00 0,55 1,25 2,50 3,00
[°]
progression range.
Degress
[º] -10,0 -8,5 -5,0 -2,0 +2,0
- Time based driveshaft (cut) 4/4
10000
9000
8000
7000
Time based RPM (retard) 4/4 Time based RPM (retard) 4/4
0,0 0,00 4 4 6000
5000
-2,0 -2,00 Chart curves
4000
-4,0 -4,00 0,00 0,50 1,00 1,50 2,00 2,50 3,00
-6,00
-6,0
Revs Degrees
-8,0 -8,00
Time based speed (retard)

-10,0 -10,0
OK
-12,0 -12,0
0,00 1,00 2,00 3,00 4,00 5,00 6,00 7,00 0,00 1,00 2,00 3,00 4,00 5,00 6,00 7,00
3 3 This feature reads the wheel speed (or the driveshaft RPM) and applies
1
2 ignition compensation, according to the two RPM curves (A and B)
1 - Green Speed curve; to control launch.
2 - Purple speed curve; The basic idea is to retard the ignition timing, reducing power to the
wheels. When the wheel speed reaches the programmed in the
3 - Buttons for chart selection that will be in the upper layer;
“speed curve A”, the ECU starts the programmed retard in the “delay
4 - Check boxes to enable or disable graphic display.;
curve A point”.
Time based speed (cut) As the speed increases, and goes toward the curve “B” speed, the
This feature is the same as the time based RPM (cut) but instead retard applied to the timing (that is interpolated between the two retard
of using the engine RPM, it uses the wheel speed (with a wheel
speed sensor or by calculating speed) or the driveshaft RPM. It will
120
curves) is incremented. Thus, if the initial retard made by curve A is • If the speed/RPM programmed is overcoming the curve B, the
not sufficient to hold the speed of the vehicle, the retard will increase ignition retard is equal to the value programmed in curve B.
as much as the RPM increase.
In cases where the speed/RPM exceeds the limits of the curve “B”, 20.8 Pro-Nitrous
the maximum retard (entered in curve B) will be applied.
Time based speed (retard) 1/6 Time based speed (retard) 2/6
This feature controls up to 6 time based nitrous stages, with individual
Disabled Enabled Speed curve A
settings for each stage.
1 2 3 4 5
Time
+
[S] 0,00 0,55 1,25 2,50 3,00
Time based speed control allows Driveshaft RPM
[s]
the car to regain traction
Speed
through a timing retard ramp.
Speed (traction) [mph] 3800 3500 3700 5000 5500
-
Time based speed (retard) 3/6
Speed curve B
1 2 3 4 5
Time
+
[s] 0,00 0,25 0,45 0,95 1,50
mph
Speed
[mph] 5 15 15 55 120
-
The first screen allows to select the speed/RPM reference (wheel

speed or driveshaft RPM). You must have a wheel speed sensor or
a driveshaft RPM sensor enabled.
Pro-Nitrous
The next screens will show the speed/RPM curves A and B.
Pro-Nitrous settings
Pro-Nitrous fuel table
Retard curve A Retard curve B
1 2 3 4 5 1 2 3 4 5
Pro-Nitrous fuel compensation
Time
+ Time
+
[s] 0,00 0,55 1,25 2,50 3,00 [s] 0,00 0,55 1,25 2,50 3,00 Pro-Nitrous timing table
[°] [°]
Degrees Degrees
[°] -10,0 -8,5 -5,0 -2,0 +2,0 [°] -10,0 -8,5 -5,0 -2,0 +2,0
- -
Pro-Nitrous settings
After this, the ignition retard curves A and B To active the Pro-Nitrous it is mandatory fulfill 3 requirements:
10000 10000
5
8500 8500 Chart curves 1. Active the Pro-Nitrous button (external switch in one of the white
inputs or a dashboard button in FT display).
7000 7000
Speed A Speed B
5500 5500
4000 4000 Retard A Retard B

2. The elapsed time after 2-step cannot be more than 15s,
2500 2500
OK otherwise Pro-Nitrous will not be turned on. In other words, the
6
1000 1000
0,00 1,00 2,00 3,00 4,00 5,00 6,00 7,00 0,00 1,00 2,00 3,00 4,00 5,00 6,00 7,00
vehicle must launch in less than 15s after 2-step deactivation.

1 2 3 4 3. TPS must be above minimum percentage configured.
1 - Green speed curve A; With these 3 requirements fulfilled, the Pro-Nitrous stages will start and
2 - Purple speed curve B; follow the configured time. The fuel and timing compensations will also
3 - Pink timing retard curve A; start at this point. If any condition fails, the Pro-Nitrous is deactivated
4 - Blue timing retard curve B; and FT will use fuel, timing and O2 closed loop main tables.
5 - Buttons for chart selection that will be in the upper layer; Pro-Nitrous settings 2/13 Pro-Nitro 4/14
6 - Check boxes to enable or disable graphic display; Disabled Enabled Stages activation outputs
Enable function by
Number of stages
Activated at 0V
In the end, a graph will be displayed with all the curves (speed/RPM Dashboard Switch
6 Activated at 12V
A and B, retard A and B) Pro-Nitrous switch
Note that the speed and retard curves shown on the graph form speed
and retard zones. They have the following characteristics: Pro-Nitrous settings 11/13
TPS to Pro-Nitrous activation
• When below the curve A, there is no retard applied to the engine;; Turn on with TPS above: Turn off with TPS below:
• When the speed/RPM is equal to the programmed curve A, the 95,0 90,0
% %
ignition retard is equal to the programmed in curve A;
• For speed/RPM between the two curves, the retard is
interpolated, in other words, the more the speed/RPM exceeds
the curve A towards to curve B, the more retarded the timing
will be;
121
The first parameter to be set is the enabling mode:

• Dashboard button: a touchscreen button in the LCD screen
that can be found in the Dashboard settings menu.
• External switch: a white input must be used with an external
switch. While the input is grounded, the Pro-Nitrous will be on.
FuelTech FT allows firing the solenoids by switching 12V or 0V (ground),

which must be setup in the grays or yellow outputs.
All the Pro-Nitrous inputs and outputs can be set both by touchscreen Pro Nitrous fuel table 1/7 Pro Nitrous fuel table 8/8
or FTManager, in the “Sensor and calibration” menu. Delay to start fuel compensation Time to deactivate fuel compensations
(in seconds)
1 2 3 4 5
+
Delay 0,00 0,10 0,15 0,10 0,05
Pro-Nitrous has two different TPS limits. One limit is to turn on with 1
0,30
2
0,25
3
0,20
4
0,15
5
0,10
6
0,10
[s]
a minimum TPS, the other is to turn off with a maximum TPS. The
Ramp 1,00 1,00 1,00 1,00 1,00
-
recommend is set the TPS to turn on at least 5% higher than the TPS
to turn off. This way there will be a hysteresis that won’t let Pro-Nitrous Fuel Pro-Nitrous stage 1 - 2/7
turn on and turn off several times when TPS is around activation TPS.
Also, you will be able to pedal the throttle to get back traction.
The RPM activation window is necessary to protect the engine, not 2400 RPM
allowing having a nitrous shot in a low RPM or by deactivating nitrous

1205 lb/h
1,005 ms 100,0 %VE
100,0 %DC
before the rev limiter

The Pro-Nitrous timers and delays table gathers the on and off settings
for stages and compensations. A pedaling delay can also be set, On the first screen is the configuration that allows setting a delay to
so, if the driver pedals in a run, the Pro-Nitrous can be reactivated start the fuel compensation, based on the time that the nitrous shot
progressively. takes to get to the combustion chamber.
In the FTManager, this table is as shown below. After the delay, there are the fuel tables to each stage. You can program
the fuel compensation over RPM and it is calculated considering the
main fuel table.
Since the injectors are closer to the combustion chamber than the
nozzles/foggers, the purpose is that the fuel and nitrous get to the
combustion chamber at the very same time.
In the FTManager software is possible to visualize the total calculated
fuel table.
It is possible to set an OFF delay and OFF ramp after each stage. It
helps because moments after shut down the nitrous solenoid, the
intake still full of nitrous that will be consumed by the engine.
Pro-Nitrous settings 12/13 Pro-Nitrous settings 13/13 Nitrous stage cylinder trim and bottle pressure
1
Pro-Nitrous activation window
2 3 4 5 1
Pro-Nitrous Stages
2 3 4 5
compensation
+ +
Upper 2000 4000 5000 6000 6000
RPM
Turn on 0,00 1,00 2,00 3,95 5,95
[s]
• This is a fuel injection cylinder trim for the Pro-Nitrous feature.
Lowe 8000 8000 8500 8500 8500 Turn off 10,00 10,00 4,00 6,00 10,00
- -
Pro Nitrous fuel table 1/7
Delay to start fuel compensation

(in seconds)
1 2 3 4 5 6
0,30 0,25 0,20 0,15 0,10 0,10
Pro-Nitrous fuel tables

Here all the fuel compensation for Pro-Nitrous can be configured
according to each stage.
122
Pro-Nitrous cyl trim 1/2
Cylinders
1 2 3
1 -11,0 -11,0 -17,0 +

2 +1,0 +3,0 -3,0 %
Stag.
3 +9,0 +7,0 0,0 -
• Bottle pressure compensation: compensates the bottle

pressure drop that happens in a run. The bigger the nitrous
consumption, the bigger the pressure drops, and consequently
the nitrous mass is smaller. With this, less fuel is necessary.
Pro-Nitrous cyl trim 2/2
400 PSI
15 %
Time based output 2/5
Disabled Enabled
Nitrous stage timing tables: After the delay, there are the timing
Time to trigger after 2-step
tables to each stage. You can program the timing compensation 5,00
s
over RPM and it is calculated considering the main timing table. In

the FTManager software is possible to visualize the total calculated
ignition table. Also, there are conditions, besides time, to trigger the output. The
conditions are: minimum RPM, minimum TPS, minimum driveshaft
RPM and minimum wheel speed.
Time based output 3/5 Time based output 4/5
Output trigger type Disab. Enab. Disab. Enab.
Pulse trigger Minimum RPM to Minimum TPS to

trigger trigger
On / Off
0,5
One pulse s 5800 90,5
RPM %
Time based output 5/5
Minimum driveshaft Minimum speed

RPM to trigger to trigger
5800 150
RPM km/h
All these options can be enabled or disabled. The output signal can
Pro Nitrous fuel table 1/7 Timing Pro-Nitrous stage 1 - 2/7
be an ON/OFF signal (remaining on while the conditions are valid) or
Delay to start fuel compensation
(in seconds) a pulse (to release the parachute, for instance), which the duration
is programmable
1 2 3 4 5 6
0,30 0,25 0,20 0,15 0,10 0,10 400 RPM
The available activation conditions are: minimum RPM, minimum TPS,
-2,75
minimum driveshaft RPM.
º
If the output trigger type is ON/OFF, when one of the conditions stops
Pro Nitrous fuel table 8/8
being met, the output is turned off.
When activated, the output switches to 0V. In the FTManager, select
Time to deactivate fuel compensations
1 2 3 4 5
+
Delay 0,00 0,10 0,15 0,10 0,05 the output in the “Sensors and calibration” menu, then “Outputs”.
[s]
Ramp 1,00 1,00 1,00 1,00 1,00
-
20.10 Wheelie Control
This function reads height and pitch sensors to help prevent the from
20.9 Time based output leaving the track surface. It is recommended for rear wheel drive cars
and bikes.
This feature allows activating an auxiliary output by time, which can
be used to release the parachute, turn on the nitrous or even switch
on the torque converter lockup solenoid.
123
Always active: As long as the engine is running this feature will be

active, independent how or where the car is positioned, even when
testing the car on a car lift. This function is highly recommended for
motorcycles.
Wheelie control 5/9 Wheelie control 6/9

Minimum cut duration
Height for cut stage Pitch rate for
cut stage
2,00
15,0 1,5 S
in °/S
Drag racing only: This feature will be activated after releasing the 2
step button/switch, during the next 15s it will be operating.
Set height (in) or pitch rate (º/s) to activate the retard control. It is
possible to use both sensors at the same time.
Wheelie control
Cut by height 3/7 Cut by pitch rate 4/7
seconds seconds
Retard stage 0,00 0,10 0,20 0,00 1.00 2.00
15,0 -0,80 -0,88 -0,75 + 250.0 -0.80 -0,88 -0,75 +

16,0 -0,90 -1,00 -0,88 ° 300.0 -0,90 -1,00 -0,88 °
Cut stage in °/s
17,0 -0,88 -1,00 -0,80 - 350.0 -0,88 -1,00 -0,80 -
Retard Stage There is also the option to trigger an auxiliary output when the retard
or cut is being performed. The output can be used to release the
This feature retards the ignition timing when the front of the car reaches
chute, shift gears, etc.
the limit height that has been programmed. The cut stage cuts the
In the FTManager, select the output in the “Sensors and calibration”
ignition to control the front height of the vehicle.
menu, then “Outputs”.
The retard stage is a first line of defense to keep the ride height under
To use this function, a height sensor or a pitch rate sensor must be
control, the cut stage is a more aggressive way to stop the height/or
installed and configured in the “Sensors and calibration” menu, then
pitch rate from keep increasing.
“Inputs”.
Always active: As long as the engine is running this feature will be

active, independent how or where the car is positioned, even when 20.11 Davis Technologies
testing the car on a car lift. This function is highly recommended for The Davis Technologies Profiler is a traction control module, for rear
motorcycles. wheel drive cars, which controls ignition timing and ignition cut by
driveshaft RPM. This module allows direct communication with FT.
Wheelie control 3/9 Wheelie control 4/9
In the FTManager, go to “Sensor and calibration” menu, then “Inputs”
Height for timing Pitch rate for

Timing retard Timing return ramp and select the white input wires that will do the communicate with the
retard stage timing retard stage
Davis Technologies Profiler.
-10,0 1,00
11,0 5,0 ° S
in °/S Timing signal 1/2 SmartDrop (TM) Signal 2/2
None None
Drag racing only: This feature will be activated after releasing the 2 White 1: Avaliable White 1: Avaliable
step button/switch, during the next 15s it will be operating.

Set height (in) or pitch rate (º/s) to activate the retard control. It is White 4: TPS White 4: TPS
possible to use both sensors at the same time.
20.12 Time based throttle opening

Height compensation 3/6 Pitch rate compensation 4/6
seconds seconds
0,00 0,10 0,20 0,00 1.00 2.00
15,0 -0,80 -0,88 -0,75 + 250.0 -0.80 -0,88 -0,75 + This feature creates a curve for a time based progressive opening of
16,0
in
-0,90 -1,00 -0,88 ° 300.0
°/s
-0,90 -1,00 -0,88 ° the electronic throttle.
17,0 -0,88 -1,00 -0,80 - 350.0 -0,88 -1,00 -0,80 -
Cut stage
As the retarding control, there are height and pitch rate configurations
to the cut stage. The cut level can be configured, and it is possible
to define a minimum time to the cut occurs.
124
You can create a curve based on time by maximum percentage of Now it is possible to select if the transbrake and the staging function
throttle opening. will be active during 2-step and 3-step. This makes easier to stage
the car and prevents the driver from trying to stage without meeting
the launch conditions.
Staging control 1/4
trans brake Staging function

output activated activated
2-step 2-step
3-step 3-step
20.13 Staging control

This function helps the car alignment when pre-staging after the After configuring the inputs and outputs, its necessary to adjust the
burnout. When activated, it's possible to control the transbrake safety parameters, like the number of button presses to apply security,
solenoid frequency to hold the car properly. the additional intensity for security and the maximum time for output
Staging control 1/4 Staging control 3/4
duration for solenoid protection.
Input selection
Disabled Enabled
None
Trans staging intensity Frequency White 1: O2 sensor

(each pulse reduction DC) (pulses per second)
White 2: 2-step
10,0 15 White 3: Avaliable

% Hz
White 4: Avaliable
Staging control electrical diagram with Hella solid state relay

Use the diagram below to wire the staging control feature.
Any white wire can be used for the 2-step and staging buttons. The other side of the buttons must be connected to the battery negative or
to a switched 12V when needed.
IMPORTANT
The use of a solid state relay is mandatory for
this feature to work properly. ground
or 12V
Staging 2-Step / Transbrake

Button Button
White wire +12V to load/transbrake
White wire
Ground 87
Activation 85
86 Do not
Connect
Blue, Gray or Yellow wire 30
Solid State Relay
Hella
From Ignition
20.14 Mechanical fuel injection controller switched relay 12V/16V
The Mechanical Injection Fuel Controller is used to activate or

deactivate solenoids that decrease the amount of fuel that goes to the
engine (Lean out solenoids) in cars that use mechanical fuel injection
(without fuel injectors).
NOTE
This manual shows the settings for one stage, but the
same can be applied to all other stages.
Settings:
The function can be enabled by a button on the ECU dashboard, by
an external switch (requires an appropriately configured analog input
or always active when the ECU is switched on.
125
Mechanical fuel injection control Mechanical fuel injection control 1/7 The ignition compensations for each stage can be activated or
Settings Disabled Enabled deactivated with a delay time in relation to the fuel solenoid activation
time, thus seeking to get the exact time that ignition timing needs to
Stage 1 Stage 2 Stage 3 Stage 4
Dashboard Always enabled be changed to equal the fuel difference that is going to the engine.
Stage 5 Stage 6 Stage 7 Stage 8 External switch
Next set up the ignition timing on the table, it’s possible to set up to
When using an external switch, a white input must be configured or 16 points for each stage.
a SwitchPanel-8 button when using CAN. Stage 1 4/7 Ignition stage 1 6/8
Mechanical fuel injection control 2/7 Mechanical fuel injection control 3/7
Input selection
Timing compensation Timing compensation
None
ON OFF delay
CAN button channel
White 1: Avaliable
0,30 0,25 400 RPM
White 2: 2-step
1 s s
White 3: Air conditioning -12,7 º
Stages The last step is to select which output is responsible for each stage
You can set up to 8 stages depending on what you need. and how it activates (0v or 12v).
After that it’s possible to test to see if the output is working properly
by clicking on “test”.
Stage 1 6/7 Stage 1 7/7
Test output: Test Output activation

Output selection
None
Activated at 0V
Blue 7: Avaliable
Grey 5: Avaliable
Mechanical fuel injection control
Settings
20.15 Launch delay controls (delay box)
This feature was developed for Bracket racing, in which two

competitors launch at different times. There are several different delay
times available for this function.
Stages can be triggered within a RPM window and/or maintain the
desired stages during the 2-step and 3-step by enabling them in the
check boxes
Stage 1 1/7
Operation mode
Disabled Enabled
There are two operation modes for this function.

Minimum RPM: Maximum RPM:
Launch delay only: This option adjusts the delays only according
1500
RPM
7000
RPM
to the set up value, regardless the opponent time.
With dial on dashboard: In this option, the delays will be calculated
Stage 1 2/7 Stage 1 3/7
according to the time shown on the dial.
Stage timers Keep stage action on:
T1 T2 T3
+
Turn on 0,00 3,00 7,00
2-step, 3-step
[s]
Turn off 2,00 5,00 10,00
-
126
Launch delay controls 1/14 Launch delay controls 4/14 Launch delay controls 5/14
Disabled Enabled
(+) Bump (-) Bump (+/-) Super
Operation mode up delay down delay bump delay
Launch delay only

+50 -50 +150
ms ms ms
With dial on dashboard
Pre launch RPM cut and Pre launch timer: This feature makes it
NOTE
possible to set a target RPM cut designed to “save” the engine during
It’s necessary to configure the dials (bracket) in the staging procedure. The pre launch RPM target will be lower than
Interface Settings / Dashboard setup the 2 step RPM target and will be active while the 2 step button is
pressed. It will deactivate when a user defined pre launch timer is
In order for all the time based features that depend on a validated subtracted from an initiated delay 1 timer. (Example: 1.000 delay 1
launch to start after the bracket delay expires, it’s necessary to validate and a 0.200 pre-launch timer will allow engine to climb to the 2-step
the launch by hitting the 2-step rev limiter or having TPS above 50% target RPM cut at 0.800)
while bracket delay is active. Launch delay controls 6/14
Disabled Enabled
Launch delay controls 2/14
Pre launch
Delay activation on 2-step release: Time RPM
200 5000
Requires validated launch conditions ms RPM
Any 2-step release will trigger
Inputs and Output

The next screens are dedicated to set up the launch delays 1 and 2.
Inputs: There are 3 inputs that can be configured. Bump up button,
The values must be set in milliseconds.
bump down button and super bump button. These buttons can
Delay 1: Timer to launch the vehicle that begins counting down upon
be connected to the analog inputs (white wires) or configured on a
release of two step button.
SwitchPanel via CAN network.
Delay 2: Secondary delay option that allows the driver to get a second
Launch delay controls 7/14 Launch delay controls 13/14
hit on the tree by pressing the two step button again after delay 1 Input selection
timer has been triggered. None Input activation
White 1: Avaliable
White 2: Avaliable Activated at 0V
There are two options for this feature: White 3: Avaliable Activated at 12V
White 4: Avaliable
ON: Delay 2 overrides delay 1 and will launch the vehicle based
on delay 2 timer once 2 step button is pressed and released for a
second time. Output: This feature makes it possible to configure an output that will
OFF: Delay 2 DOES NOT override delay 1 and the vehicle will launch trigger a solenoid to limit the engine air intake opening. This output
with the timer of whichever delay expires first. remains active while two step button is pressed and deactivates when
Launch delay controls 3/14
the pre launch timer expires.
Disab. Enab. Launch delay controls 13/14
Launch Launch Test output: Test

delay 1 delay 2 Output selection
Blue 7: Fuel pump
1.000 1.300 Blue 8: Avaliable
s s
Gray 5: Avaliable
Gray 6: Avaliable
Bump Up (+): Adds a USER defined time to delay 1 in order to calculate

final delay timer. The numbers in this field can only have a positive value.
Triggering Bump up multiples times before delay 1 timer expires will
result in each instance being added to final delay calculation.
Bump Down (-): Subtracts a USER defined time from delay 1 to

calculate final delay. The numbers in this field can only have negative
values.
Triggering bump down multiple times before delay 1 timer expires will
result in each instance being subtracted from final delay calculation.
127
FT450 / FT550 / FT550LITE / FT600 Alert settings
21. Alert settings Shift light 3/3
Turn on shift light

This is the menu where you can set all the alert warnings, including with RPM above
safety mode and engine shut down. 6500

RPM
Over rev
Setup the RPM for alert and the action the ECU must perform.
Over Rev 1/2 Over Rev 2/2
Disabled Enabled
Alert only The Alert will appear only
Over Rev Alert on the Ft500 display.
The engine will enter
Safe Mode Safe mode with defined
Rev limiter.
6000 Engine shutt off
RPM
21.1 Safe mode RPM limiter

Overboost
Safe mode protects the engine whenever an alert is activated, limiting
max engine RPM while the alert condition is still happening. Setup an overboost value to activate the alert and the action the ECU
must perform.
Safe mode RPM limiter
Overboost 1/2
Safe mode RPM limiter Disabled Enabled
Overboost alert
3000
RPM
3,50
bar
21.2 Alerts Engine temperature

Setup an engine temperature to activate the alert and the action the ECU must perform.
The configuration of alerts allows the programming of sound and visual
alerts whenever a dangerous situation to the engine is detected. It
is possible to setup up to three different actions when any alert is Engine Temperature 1/2
displayed on the screen: Disabled Enabled
Engine temperature alert
Alert only: alert is displayed on the screen, but the engine continues 100
to work normally.
°C
Safe mode: besides the alert displaying on the screen, engine has
its max RPM limited to what was set up on the “Safe mode rev limiter” Injector duty cycle
parameter
Setup a percentage value that indicates injector’s saturation.
Engine shut off: besides the alert displayed on the screen, engine
is immediately shut off by fuel and ignition cut.
Injector duty cycle 1/2
NOTE Disabled Enabled
Keep in mind that the alerts programmed here can Injector duty cycle alert
happen at any time, including during overtakes, turns, 90

passes at the track and on the dynamometer.
%
Be careful when selecting the “turn engine off” option

and use it only for vital engine alerts. Oil Pressure
Shift alert Enter a value that would be considered as excessive oil pressure
excess and one that’s considered for low oil pressure. Also, select
When engine reaches the RPM set on this parameter, an alert can be
how the ECU reacts when this alert is activated.
shown at the dashboard and/or an auxiliary output can be activated
to control an external shift light.
Oil Pressure 1/2
Shift Alert 1/2 Shift light 2/3
Test output: Test
Disabled Enabled
Output selection Low oil pressure alert High oil pressure alert
None RPM settings Output options
Blue 7: Fuel pump 1,50 5,00

Single value Dashboard bar bar
Blue 8: Electric fan #1
Each gear Output pin
Gray 5: Available
128
Alert settings FT450 / FT550 / FT550LITE / FT600
Minimum oil pressure Low exhaust gas temperature alert (EGT)

Setup a minimum oil pressure value above X RPM and how the ECU Set the low exhaust gas temperature value for alert and the alert type
reacts. as: “Alert only” “Safe mode” or “Engine shut off”
Minimum Oil Pressure 1/2
NOTE
Disabled Enabled
Minimum Oil Pressure alert when RPM above: This function only works for EGT probes reading a
single cylinder. EGTs for the entire bank or a single
3,00 5500
bar RPM EGT for the motor are not considered for this alert.
Exhaust gas temp. Low (EGT) 1/2 Exhaust gas temp. Low EGT 2/2
Low fuel pressure Disabed Enabled

Warning only
The alerts will be validated
after 0.1 second
Alert of problem condition and
Setup a value to activate the alert and how the ECU reacts. Exhaust gas temp. low (EGT)
Safe mode they will be chacked
after 2 seconds of engine
100 Engine shut off
ºC running to prevent false
Low Fuel pressure 1/2 triggering after start.
Disabled Enabled
Low Fuel pressure alert
4,40
O2 closed loop Correction limits exceeded
bar
An alert will show when the O2 correction reaches upper or lower

limits configured in the map.
Base fuel pressure
Setup here a tolerance for the base fuel pressure.
Flex fuel sensor error
In cases where the sensor has read problems or is disconnected,
Base Fuel pressure 1/2
alert will be displayed, the engine will enter safe mode or switch off.
Disabled Enabled
Base Fuel pressure Allowed range Error on flex fuel sensor
Disabled Enabled
1,50 0,20
bar bar
Only Alert
Safe Mode
The base fuel pressure is what the pressure regulator should keep with
MAP = 0 psi, that, in most of cases is 45psi with the engine turned
off and the fuel pump turned on. Overboost by % ethanol
It is possible to enable overboost alert according to the amount of
When engine is turned on, the vacuum/boost makes the fuel pressure ethanol used. When you select this alert, a table is available in the
regulator to manage the fuel pressure in a 1:1 ratio. alerts settings menu.
Boost pressure by ethanol % 2/3 Boost pressure by ethanol % 3/3
Example: an engine idling with -8.7psi of map pressure must have Boost pressure limits
The alert will appear only
1 2 3 4 5 Only Alert on the display.
34.8psi of fuel pressure if differential pressure is set as 43.5psi. If the Ethanol 0 10 40 75 85
+ No engine cut or limitation
will be applied
[%] Safe Mode
MAP sensor is reading 29psi, the fuel pressure must be 72.5psi. If Pressure 20 22 30 40 45
[PSI]
Engine shutt off
The alert will be enabled after
0,1s under alert condition
the tolerance range is 5.8psi, the differential pressure can vary from
[PSI]
- and 2s after the engine start.
37.7 psi to 49.3psi.
High exhaust gas temperature alert (EGT)

Engine RPM reading error
Set the high exhaust gas temperature value for alert and the alert type
as: “Alert only” “Safe mode” or “Engine shut off”. This alert is activated when RPM reading shows an error, the ECU
goes to safe mode, dashboard alert or engine shutoff.
NOTE
This function only works for EGT probes reading a Turbo overspeed
single cylinder. EGTs for the entire bank or a single This alert is related to the turbo speed sensor, allowing configuration
EGT for the motor are not considered for this alert. of dashboard warning, safe mode or engine shutoff.
Exhaust gas temp. High EGT 1/2 Exhaust gas temp. High EGT 2/2
Disabled Enabled The alerts will be validated
Warning only after 0.1 second

Alert of problem condition and
Exhaust gas temp. high (EGT)
Safe mode they will be chacked
after 2 seconds of engine
800 Engine shut off
ºC running to prevent false
triggering after start.
129
FT450 / FT550 / FT550LITE / FT600 Alert settings
Pan vacuum rate

This alert comes on when the rate of pan vacuum reading exceed the
threshold configured, indicating an imminent problem in the engine.
EGT increase rate

Alert for EGT reading variation, indicating some of the cylinders can
be under dangerous situation.
eGate Temperature
Setup an eGate temperature to activate the alert and the action the
ECU must perform.
22. Favorites
In this menu it is possible to have access to the most used functions
of the ECU. It gives quick access to functions as:
Favorites
Main fuel Accel fuel enrich

injection table and decay
Main ignition Engine
table start
Iddle speed Two step
control settings rev. limiter
Internal Overall
datalogger fuel trim
130
Interface settings FT450 / FT550 / FT550LITE / FT600
23. Interface settings

Here are the settings related to the interface like measure units, buzzer
sound, LCD backlight, etc.
23.1 Day/night mode selection

There are 4 options to select.
Day mode: adjust brightness the display to value in LCD backlight
settings menu. LED bar 2/3 LED bar 3/3
Night mode: adjust brightness the display to value in LCD backlight LED for Colors
2
LED
3 4
settings menu. + 1 5000 6000 7000 +

Led 1 2 3 4 5
Dashboard: Enable button on dash to control mode. [RPM]
Gear
2 5200 6200 7200 RPM
Day/night external switch: this option is necessary configure a

Color
- 3 5300 6300 7300 -

white input with vehicle light switch.
Day/night mode selection 1/3 Day/night mode selection 2/3
Input selection
Side LEDs
It Is possible to set side LEDs choosing from up to 52 alerts options.
Selection None
White 1: O2 General
Day mode Dashboard White 2: 2-step
Day/night White 3: Air Conditioning
Night mode external switch
23.2 LCD blacklight settings (FT600 only)

Adjust LCD brightness and select between night and day modes.
LCD Backlight settings
Day Mode
100%
Nigth Mode
36%
Color: Select the LED color.
Warning mode: This menu has two options; always enabled or
blinking;
23.3 LED configuration (FT600 only) Condition: Select the function will be associated to this LED.
This function allows you to configure all optional LED’s Activation mode: set the maximum and minimum values to turn
the LED on.
Operation 2 and 3: This option provides more activation conditions
LED bar
to the same LED.
Select here the options on how the shift light LEDs will work. It is
possible to set the LEDs to turn on in a fixed RPM, progressively or
with different values by gear.
LED bar 1/3
Disabled Enabled
Operation mode Alert mode
Single value Always enabled
Each gear Blinking
Single value: select the LED you want to edit, choose its color and
the RPM value to activate it .
LED bar 2/3 LED bar 3/3
LED for Colors LED for Color
Side LEDs 2/7 Side LEDs 3/7

+ +
Led 1 2 3 4 5 Led 1 2 3 4 5 Disabled Enabled 1. Battery
[RPM] [RPM]
and
LED mode Color
Color Color 4000 5000 6000 7000 8000
- - 2. RPM
Always enabled
Blinking 3. Avaliable
By gear: select the LED to edit, choose its color, set the RPM you
want it to turn on for each gear and which LEDs will be activated.
131
FT450 / FT550 / FT550LITE / FT600 Interface settings
LCD blacklight settings Dashboard setup 1/7 Dashboard setup 3/7
RPM Bar
Adjust LCD brightness side LED’s and select between night and day
Dashboard
modes. Go to screen 1
on Two-Step quantity MAP Lambda 1 Ignition T.Engine
4
+15 Free
% Data P.Comb Battery TPS
LEDs Testing
Free
This option verify if all LEDs are working properly. Selecting this function Available
the LEDs must to turn on with the same color and at the same time, in Display configuration 2/5 Display configuration 3/5
case any LED do not turn on you must get in contact with FuelTech Information select:
TPS
Size exhibit
maintenance sector. MAP

Dado (1x2)
O2 Sensor #1 Alvo WG
0.00
Oil Pressure
23.4 Virtual LEDs configuration (FT450 and Fuel Pressure
FT550)
Virtual LEDs are configured the same way as in the FT600, through NOTE
the ECU or the software. After version 3.10 of FTManager is possible to set 4
different dashboards directly in the software clicking
over the free gauges and editing the informations.
Virtual LEDs Virtual LEDs 1/7
Battery MAP
RPM
Side LEDs
Avaliable Avaliable
Backlight LEDs Adjust
23.5 Alert sound settings

This parameter allows for setting the volume of sounds generated by
touching the display. When the mute option is selected, the ECU is
silent when the screen is touched.
Alert Sound settings
Interface sound volume

100% Clicking in the upper corners of the touchscreen the other configured
dashboards will appear, as illustrated below, or it is also possible to
Alerts sound volume
36% set a white input as a button/switch key to change the dashboards.
7325 9864
RPM
Exit
1 2 3 4 5 6 7 8 9 10
23.6 Dashboard setup

There are 96 configurable positions on the dashboard, with minimal
size of 1x1. It’s possible to select sizes as 1x2, 2x1, 2x2, 3x2 and
3x1, and full screen (only for Dials).
First, select the position where you want the information to be, then Exhibition limits and alerts
the reading that will be displayed and the reading size.
On some sensors, maximum and minimum values may be set up to
Dashboard setup is very simple, first select the number of dashboards activate alerts on the dashboard. In this case, the sensor changes
you want (1 to 4), after that set the space will be used, and then, it’s color to indicate something is wrong. The sensors readings with
choose the information you want and select right to define the gauge these options are: MAP, air temperature, engine temperature, battery
size. voltage, fuel pressure, oil pressure, TPS, dwell, ignition timing, primary
The option “Goto screen 1 on 2-Step” was developed for using with injection time, secondary injection time, O2 sensor 1, O2 sensor 2
the dial function. and delta TPS
132
Display configuration 4/5 Display configuration 5/5 23.8 Splash Screen

Exhibition limits Disab. Enab. Disab. Enab.
Minimum Maximum
Alert lower: Alert over:
This feature allows you to customize any image for the splash/start up
-40 +150
screen. These settings can only be accessed through the FTManager
°C °C
0
°C
98
°C
software through the “Tools / Splash Screen “ menus
1 - Buttons for writing to the ECU and importing an image.

RPM bar 2 - Preview screen.
When clicking the RPM bar parameter, it is possible to setup the RPM 3 - Options for positioning, alignment and sizing of the FuelTech`s
where the red zone starts. watermark (cannot be disabled).
Display configuration 4 - Options for zoom and alignment of image on the ECU`s screen..
Red zone RPM
5500
RPM
1
4
Dials - Bracket
This parameter will define your dial as well as your opponent’s dial to
allow the ECU to calculate the crosstalk timer when the opponent is
dialed slower than you. This data can be viewed and changed via the
instrument panel or on FT Manager. 2
Your dial Opponent’s dial

3
06.53 07.02
DELAY 1
Through the touchscreen it is possible to select if the splash screen
will be the default or a custom one.
1 . 82 5 Splash Screen
Default image
Custom
23.7 Startup screen selection

Select the screen shown right after the ECU is turned on. In case the
option “Open the main menu after startup” is selected and the ECU is 23.9 Password Protection setup
set up with a user password, the ECU will ask for the user password.
It is possible to set 2 different kinds of password:
ECU Password
Startup screen selection
Open the main menu after startup Activating the ECU password allows three types of blocking protection:
Open the dashboard after startup • FTManager: choose this option to activate an FTManager
Open the favorites menu after startup access password, but keep all touchscreen menus accessible.
Do this to avoid that a password being activated without your
consent.
• Menus: This option protects all the ECU menus, only giving
access to information displayed on the on board computer and
engine status.
• Engine Start: Engine start blocking. All menus will be available
for viewing and editing, but the ECU system will be blocked until
the password is inserted.
133
FT450 / FT550 / FT550LITE / FT600 Interface settings
23.10 Clear peaks

At the Dashboard, values read by the sensors connected to the
module are displayed in real time. On the bottom of each box on the
display, the minimum (on the left) and maximum (on the right) values
read by the sensor are shown.
It is possible to clear this data by accessing the option “Clear Peaks”,
under the “Interface Settings” menu.
Interface settings
Clear peaks
Warning!
Configuração do painel de instrumentos
Are you
Seleção da tela principal sure you want
Password protection setup to clear peaks?
Configuração de favoritos
Yes
Configuração de favoritos
No
ECU
MAP
23.11 Measurement units
In this menu it is possible to change the measurement unit for some
Password protection setup 1/2 Password protection setup 2/2
parameters as pressure, temperature, speed and O2 readings.
Disabled Enabled
FTManager
Pressure Units: bar, PSI or kPa;
Menus
Temperature units: °C or °F;

ECU password
Change password Engine

Start O2 sensor units: Lambda, AFR Gasoline or AFR Methanol;
Speed units: km/h or mph
Measurement Units 1/2 Measurement Units 2/2
Map Password Pressure unit Temperature unit O2 Sensor unit Speed unit
This password blocks all the map menus of the fuel and ignition table bar
°C Lambda kph
adjustments, engine settings, aux function and file manager. Alert Psi
°F AFR mph
settings, shift alert, display and initial screen are left unprotected. kPa
When this password is enabled, it’s not possible to change any

ignition or fuel maps. 23.12 Demonstration mode
The FTManager software access is also blocked by the Map
password. The demonstration mode can be enabled to show the main features
of FuelTech FT and its working. You can set the waiting time to get in
the demo mode. To exit, just touch the screen.
WARNING
Passwords come disabled by default, when you
enable a password you will be blocking access to 23.13 Touchscreen calibration
people using the ECU, even yourself. When you
This function allows the touchscreen re calibration, use it whenever
choose a password, be sure you will remember
you notice the screen is unresponsive. Calibrate the screen with you
it, as for safety reasons this password will only
finger or with a pen.
be removed through the total reset of the ECU
(all maps and data are erased).
IMPORTANT
Now touch screen calibration
will be perfomed. Touch points
EXACTLY at the positions CALIBRATION
Password protection setup 1/9 Password protection setup 2/9 shown by arrows. 3 touches left
All Injection menu Touch screen to continue!

Disabled Enabled
Main fuel injection table
Map password
Overall fuel trim
RPM compensation
23.14 Serial number and software version

Change password
O2 closed loop
In this menu, it is possible to verify the software version and the

equipment’s serial number.
Maintenance Password
Make sure you have these numbers in hand whenever the FuelTech
This password only used to block editing Odometer and Hourmeter. Technical Support is contacted to facilitate and optimize the assistance.
Serial number and version 1/2 Serial number and version 2/2
Software Version Software Version

General Compatibility General Compatibility
version version version version
1.00 1.00 1.00 1.00
Serial number ECU: 2.00 Bootloader: 1.00

002814.0023041.035
Interface: 1.00 Bootloader: 1.00
134
23.15 Odometer and Hourmeter NOTE

This function was specially designed for engines that require a mileage This feature is only available in the following ECUs:
or timing control. FT450, FT550 and FT600.
1 - Odometer: Insert the mileage of the vehicle in the “total” field,
5 - Reaction time.
this value can be edited only through the FTManager with the
specific password, there is a “Partial” odometer that is possible
Practice tree game 1/2
to zero the value anytime. Car Reaction Time 3 4
(Rollout)
2 - Hourmeter: Follows the same principle of the Odometer,
Full .500
registering the engine hours in the “Total” field, having another

Full .400 290
ms
Pro .400
field for “Partial” hours. Reaction
5
Start
Pro .500
0.000
NOTE
These values are saved in the FuelTech memory,
independently of the map that is active. The values
can only be changed through the FTManager and
through a previously configured password.
1 2
1 2
23.16 Practice Tree Game

The idea of this feature is to simulate the staging and launch of a
drag racing car; allowing the driver to practice and achieve better
reaction times.
NOTE
This feature requires 2-step to be set up and activated
using an external button.
There are four different settings for how the drag tree is going to light
up:
- Full: One light after the other
- Pro: All three lights together
- Rollout: The time it takes for the car to start moving after releasing
the button.
3 - Drag tree simulator.

4 - Staging simulator, the upper and bottom lines represent
pre-staging and staging (only shows up if a staging button is
configured).
135
FT450 / FT550 / FT550LITE / FT600 File manager
24. File manager Option selection:

File Manager 1/2 Copy map to another file
Edit map file name

Map 1: FuelTech base map
With the file manager it is possible to alternate between the 4 memory Map 2: Generate FuelTech base map
positions stored in the ECU. With this, you can have up to 4 totally Map 3:
Copy map to another file
different calibrations for different fuels or engines. Another option is to

Map 4:
Erase file Selection by button
use the same ECU for up to 4 different engines with their own maps.
Copy map to another file Copy map to another file
In the FTManager, the functions of File Manager are available in the <Map 1: Default FuelTech>
Copy map file to: Copiar ajuste para:
tool bar. Map 2:

Copy file
Ajuste 1 xxxxxxxxxxxxxxxx
Map 3: Ajuste 2 File succesfully copied!
File Manager 1/2
Option selection: Map 4: Ajuste 3
Ok
Map 1: FuelTech base map Adjust 5:
Map 2:
Map 3:
Map 4:
24.4 Erase file

Map files that will no longer be used can be easily erased with this
option. To erase a file, simply enter on in by clicking right, then select
option “Erase file”. After the confirmation, every parameter that was
previously changed will be erased to factory default.
24.5 Selection by button

24.1 FuelTech base map generator
In this option it’s possible to quickly change the map through a button
This function generates a base map that can be used to start engine wired by an analogic input or a SwitchPanel button via CAN Network.
tuning. It is very helpful because it gathers information from the “Engine You can set a single button to switch between maps or one button
setup” menu to create a base map to start engine. dedicated for each map.
Before using this function, make sure you have followed chapter 5 File manager 2/2 Selection by button 1/10
in this guide. Edit map file name Disabled Enabled
Generate FuelTech base map Operation mode
Further information about the assistant manager can be found in the Copy map to another file Single button
Chapter 7.7 of this manual Erase file Selection by button One button per map
24.2 Edit map file name You must set which maps will be available to be switched and also
whether it will be switched by analogic inputs or CAN Network.
Edit the file map name after generating the FuelTech base map.
Selection by button 2/10 Selection by button 3/10
File Manager 2/2 l Input selection
q w e r t y u i o p White 15: Avaliable

Edit map file name Switch between maps
White 16: Avaliable
1 2 3 4 5 6 7 8 9 0
Generate FuelTech base map 1 2 3 4 White 17: Avaliable
a s d f g h j k l -
White 18: Avaliable
Copy map to another file /
z x c v b n m # % CAN 2.0
Erase file Selection by button
, .
CAPS SPACE 123
If switched by analogic input, it is necessary to set the activation

voltage (0V or 12V). If switched by CAN Network, you just have
24.3 Copy map to another file to define the dedicated buttons in “Sensors and calibration/CAN
communication/SwitchPanel” or directly from the FT screen.
This option copies a map that is already setup, to an empty position or
to overwrite a previous map. First, select the map that will be copied,
click right, then select the option “Copy map to another file”. On the
next screen, map that will be copied is not shown, only the positions
available to be overwritten.
In the example below, the Adjust 4 was copied to Adjust 1, which

was empty:
136
Rotary engines setup FT450 / FT550 / FT550LITE / FT600
25. Rotary engines setup

FuelTech ECU will control the ignition timing using the reference of the 1
24 tooth wheel to calculate timing values based on the main timing
table and corrections. All ignition timing programmed in the tables is
referenced to the leading coil.
The trailing coil will be fired using the final calculated value from main
timing table, including all corrections and timing controls, with an
applied correction from the rotary timing split table. This means that
if the ignition timing in the main table is 0° with no corrections and
2. Align the Crank Angle Sensor to 0° using the mark in the shaft.
timing controls and the timing split is set as -10 ° in the rotary timing
split table specific cell, the ECU will fire the leading coil at 0° and the 2
trailing coil 10° after leading coil was fired.
If the rotary timing split values are different when the engine is operating
with multiple cells, the ECU will interpolate the value between the cells
and apply that value.
3. Install and tighten the Crank Angle Sensor in the engine. After
the steps above are correctly followed, the Crank Angle Sensor
should be aligned at TDC with the eccentric shaft.
25.2 Crank angle sensor wiring

The stock distributor will be read by FT as a Crank Angle Sensor and
Camshaft Position Sensor. Here’s how to connect the FT to your
stock Mazda distributor:
25.1 Crank angle sensor installation and
alignment 24 Teeth
2 Teeth
The Crank Angle Sensor needs to be installed in the engine at 0°
(top dead center position). To align it, follow this quick step by step
Shield
1. Use your ignition timing marks in the damper to align the eccentric
to TDC. The ignition timing mark to be used is shown below.
Distributor
Function Distributor wire FuelTech wire FuelTech pin

24 teeth signal (crank signal) Red Red from black shielded cable 1
24 teeth sensor negative White White from black shielded cable 2
2 teeth signal (home) Green Red from gray shielded cable 3
2 teeth sensor negative White/Black White from gray shielded cable 4
For engines using trigger wheel instead of distributor, here are the connections:
Gray shielded
cable
A - White from black shielded cable (crank trigger white wire)
From FT600 B- Red from black shielded cable (crank trigger red wire)
C - White from gray shielded cable (Cam sync white wire)
Black shielded
cable D - Red from gray shielded cable (Cam sync red wire)
A B
12 Teeth sensor 1 Tooth sensor
FuelTech C
Function FuelTech wire
pin
12 teeth sensor (crank signal) Red from black shielded cable 1
12 teeth sensor negative White from black shielded cable 2
1 tooth sensor (home signal) Red from gray shielded cable 3
D
1 tooth sensor negative White from gray shielded cable 4
137
FT450 / FT550 / FT550LITE / FT600 Rotary engines setup
25.3 ECU setup • Number of cylinders/rotors: setup according to your engine;

• Fuel injectors deadtime: if you don’t have this info about your
First, go to Fuel Injection Setup and enter the following: injectors, use 1,00ms;
• Max RPM: setup according to your engine; Now, go to Ignition Setup and select:
• Injection mode: setup according to your engine; • Ignition: Crank/Cam Ref. w/ Multi Coils;
• Idle by: TPS (fixed injection time on idle), MAP (injection time by • Crank Trigger Pattern: select option “12 (at crank) 24 (at cam)”;
MAP readings);
• First Tooth Alignment: 0 teeth or 5° BTDC;
• Engine type: Rotary;
• Crank Ref Sensor: VR differential;
• Max boost pressure: setup according to your engine;
• Crank Ref Edge: Falling edge;
• Injectors banks: FT has two banks, setup how you want to use
• Cam sync position angle: 23° BTDC;
them (both as primary or A as primary and B as secondary);
• Cam Sync Sensor: VR differential (FT600);
• Acceleration fuel enrich: use by TPS, it’s more accurate;
• Cam Sync Polarity: Falling edge;
Ignition output edge

Ignition system ECU ignition output edge
Spark Pro Falling dwell (Inductive / SparkPRO)
MSD DIS-2(1) Rising duty (CDI)
MW Pro-14/R(2) Falling dwell (Inductive / SparkPRO)
MW-Pro Drag 4/R(3) Falling dwell (Inductive / SparkPRO)
Notes:
1. Use two (2) ignition units
2. Considering that MW PRO-14/R trigger edge need to be configured as Falling Dwell leaving pins 9 to 10 unconnected. See page 9
of MW Ignition manual for more details
3. There is no set up the trigger edge of Pro-Drag 4/R. Trigger edge is Falling Dwell by default.
After setting up Fuel Injection Setup and Ignition Setup menus, make sure you go through chapter 11.3 to generate a fuel and timing base
map for your engine.
25.4 Ignition coils wiring

After setting everything up, the ignition outputs of the ECU are ready to be connected to your coils or ignition modules. FT ECU ignition outputs
cannot be connected directly to dumb coils, only to smart coils (coils with integrated ignition module) or ignition modules.
For 2 rotor engines, the gray wires are connected as the table below shows:
ECU ignition output Function Recommended SparkPRO-4 channel
Gray wire #1 Leading rotor #1 – Coil L1 Channel 1
Gray wire #3 Trailing rotor #1 – Coil T1 Channel 3
For 3 rotor engines, the gray wires are connected as the table below shows:
ECU ignition output Function Recommended SparkPRO-6 channel
138
Blue output#5
White - input#1
White - CAN sync signal input White - input#2
White/Red - CAN_A_HIGH White - input#8
Blue output#3 Bllue output#7 Battery negative
Red - CAM signal input White - input#3
AIR
Yellow/Blue - CAN_A_LOW White - input#9

Blue outupt#2 Blue output#8 Signal output
White magnetic RPM signal sensor White - input#4
Blue output#10 Black/White - chassi ground
TEMPERATURA
Black - GND White - input#10

Electrical diagram
Red - RPM signal input White - input#5
Battery negative
1
Signal output
2
1 2 3 4 5 6 7 8 9
FUEL
PS-10B
1 2 3 4 5 6 7 8 9
PS10-B
switched 12V
PRESSURE
10 11 12 13 14 15 16 17
10 11 12 13 14 15 16 17
18 19 20 21 22 23 24 25
18 19 20 21 22 23 24 25
26 27 28 29 30 31 32 33 34
Connector A
26 27 28 29 30 31 32 33 34 Signal outupt
Connector B
Battery negative
Yellow output#1
TEMPERATURE
Red - 12V input from relay

Red - 12V input from relay White - input#20
ENGINE COOLANT

Black/White - Ground chassi White - input#15
Green/Red - 5V outputs sens. White - input#19 Negative battery
Gray output#7
1
Gray output#2
Black/White - Ground chassi White - input#14
Signal output
2
Yellow/Blue - CAN_B_LOW White - input#18

OIL
PS-10B

PS10-B
White/Red - CAN_B_HIGH White - input#13 Switched 12V

3
PRESSURE

Green/Black - Groundfor sensors White - input#17
White - Input#11 White - input#12
Yellow output#5
White - input#16
5V Input
2
Signal output
3
TPS
ignition switch
Negative
1
MAIN
15
30
RELAY
26. Electrical diagram - example FT600
86 85
Fuse
4 87 30
5V Input
Sinal output
Battery negative Hall
SENSOR
CAM SYNC
Fuse
INJECTORS
RELAY
86 85
_
2 87 30
+
BAT
1
Reference
Signal Output
+
VR SENSOR
POWER GROUND
Shield
CRANK TRIGGER
ENGINE
head or block
CRANK TRIGGER SENSOR
Fuse
COILS
RELAY
THERMATIC
86 85 FAN RELAY
87 30 Fuse 85 86
FUEL PUMP
Fuse
RELAY 87 30
85 86
Ignition signal input - Channel # 1 -Gray
Power Ground - Black/ White 87 30
Ignition signal input - Channel #2 -Gray

THERMATIC FAN
SparkPro
1
2
12V from relay +
1 2 3
SparkPRO-2 4 5 6
-
Channel #2 Output - Green
FUEL PUMP
Power Ground - Black/white
SparkPro Channel #1 Output - Green
1
+
2
12V from relay
-
139
FT450 / FT550 / FT550LITE / FT600
4
140
3 Negative
AIR
TEMP
FT450
Signal
Negative
A
1 2 3 4 5 6 7
Signal
C
FUEL
PS-150
8 9 10 11 12 13
5V Input
B
PRESSURE
14 15 16 17 18 19
20 21 22 23 24 25 26
Connector A
Signal
TEMP
Negative
ENGINE
Negative
A
Signal
C
OIL
PS-150
PS10-B
5V Input
B
PRESSURE
5V Input
Signal
TPS
IGNITION SWITCH
Negative
FT450 / FT550 / FT550LITE / FT600
MAIN
15
30
RELAY
85 86
Fuse
4 87 30
Sensor Ground
Signal
HALL
SENSOR
CAM SYNC
3 Switched 12V
Fuse
INJECTORS
RELAY
85 86
_
87 30
+
2 CRANK TRIGGER
+
CRANKTRIGGER SENSOR
BAT
1
Reference
Signal
POWER GROUND VR SENSOR
Shield
ENGINE
HEAD OR BLOCK
Fuse
COILS
RELAY
THERMATIC
85 86 FAN RELAY
87 30 Fuse FUEL PUMP

85 86
Fuse
RELAY 87 30
85 86
Ignition signal input - Channel #2 - Gray
Power Ground - Black/White 87 30
Ignition signal input - Channel #1 - Gray

THERMATIC FAN
SparkPRO
1
CAN - Pin #4 -Red/White
2
12V from relay
1 2 3
+ analog Output - Yellow/Red
Switched 12V - Red
4 5 6
- 4
SparkPRO-2
1 2 3 4 5 6
3
Channel #1 ouput - Green
7 8 9 10 11 12
WB-O2
Nano #1
FUEL PUMP
Power ground - Black/White
SparkPRO Channel #2 ouput - Green
1
+ Power Ground - Black/White
2
12V from relay Battery negative - Black
- CAN - Pin #3 - Yellow/Blue
Electrical diagram
CAN B (+) HI
FT550
Blue output #4 4
Ignition COIL #5 Ignition COIL #6
Ignition COIL #3 Ignition COIL #4 3 Sensor Ground
CAN B (-) LOW White input #8

AIR
Blue output #3 Blue output #5

Signal
Blue output #8 White input #11

TEMPERATURE
Ignition COIL #2 Battery Negative

Electrical diagram
Blue output #2 Blue output #6 Power ground White input #9
Sensor Ground
A
Blue output #1 Power Ground Power ground White input #10
1 2 3 4 5 6 7 1 2 3 4 5 6 7 Signal
C
FUEL
PS-150
PS10-B
Ignition COIL #1 Red 12V input from relay Blue output #7 White input #12 5V input
PRESSURE
8 9 10 11 12 13 8 9 10 11 12 13 B
5V para sensores Red RPM signal input Blue output #9 White input #14
14 15 16 17 18 19 14 15 16 17 18 19
White input #1 White input #7 Blue output #11 Sensor Ground

20 21 22 23 24 25 26 20 21 22 23 24 25 26
Sensor Ground
White input #2 White input #6 Blue output #12 Yellow output #4

Signal
ENGINE
CAN A (-) LOW White magnetic RPM signal sensor White input #13
TEMPERATURE
Blue output #10
White input #3 White input #5

Yellow output #1 Yellow output #3
Sensor Ground
A
CAN A (+) HI White - CAM sync signal input

Ignition COIL #7 Ignition COIL #8 Signal
C
OIL
PS-150
White input #4
PS10-B
Yellow output #2 5V input

B
PRESSURE
5V Input
Blue output #4
Signal
TPS
Sensor Ground
IGNITION SWITCH
Blue output #3
MAIN
15
30
RELAY
85 86
Blue output #2
Fuse
4 87 30
Sensor Ground
Signal
HALL
SENSOR
Blue output #1
CAM SYNC
3 Switched 12V
Fuse
INJECTORS
RELAY
85 86
_
87 30
+
2 CRANK TRIGGER
+
BAT
1 Blue output #5
Reference
Signal
POWER GROUND INDUCTIVE
Blue output #6 Shield
ENGINE
HEAD OR BLOCK
Blue output #7
5
Fuse
COILS
Blue output #8
RPM RELAY
6 activated output THERMATIC
85 86 FAN RELAY

85 86
Fuse
RELAY 87 30
85 86
7 87 30
Ignition COIL #6
Switched 12V Spark wire ground
Battery negative (power) Spark wire ground
Spark wire ground Battery negative (power)
6 THERMATIC FAN
ABCDE
ABCDE
Spark wire ground Switched 12V
3 CAN - Pin #4 -Red/White
8 Ignition COIL #3
Switched 12V - Red
Ignition COIL #7
- 4
Battery negative (power) Spark wire ground 1 2 3 4 5 6
7
ABCDE
ABCDE
ABCDE
1 4 Spark wire ground Switched 12V
Ignition COIL #4 7 8 9 10 11 12
WB-O2
Nano #1
FUEL PUMP
+ Power Ground - Black/White

Battery negative - Black
Ignition COIL #8
Switched 12V Switched 12V Spark wire ground
Battery negative (power) PINS B and D (battery negative) Battery negative (power) Spark wire ground
- CAN - Pin #3 - Yellow/Blue
Spark wire ground Spark wire ground
must reach the battery negative Battery negative (power)
8
ABCDE
Spark wire ground Spark wire ground

ABCDE
ABCDE
terminal through separate wires. Switched 12V
2 5
141
FT450 / FT550 / FT550LITE / FT600
142
FT550
CAN B (+) HI
Blue output #4 4
Ignition COIL #3 Ignition COIL #4 3 Sensor Ground
CAN B (-) LOW White input #8

AIR
Blue output #3 Blue output #5
Signal
Ignition COIL #2 Battery Negative Blue output #8 White input #11 TEMPERATURE
Blue output #2 Blue output #6 Power ground White input #9
Sensor Ground
A
Blue output #1 Power Ground Power ground White input #10
1 2 3 4 5 6 7 1 2 3 4 5 6 7 Signal
C
FUEL
PS-150
PS10-B
Ignition COIL #1 Red 12V input from relay Blue output #7 White input #12 5V input
PRESSURE
B
8 9 10 11 12 13 8 9 10 11 12 13
5V para sensores Red RPM signal input Blue output #9 White input #14
14 15 16 17 18 19 14 15 16 17 18 19
White input #1 White input #7 Blue output #11 Sensor Ground

20 21 22 23 24 25 26 20 21 22 23 24 25 26
Sensor Ground
White input #2 White input #6 Blue output #12 Yellow output #4

Signal
ENGINE
CAN A (-) LOW White magnetic RPM signal sensor White input #13
TEMPERATURE
Blue output #10
White input #3 White input #5

Yellow output #1 Yellow output #3
Sensor ground
A
CAN A (+) HI White - CAM sync signal input

Gray output #7 Gray output #8 Signal
C
OIL
PS-150
White input #4
PS10-B
Yellow output #2 5V input

B
PRESSURE
5V Input
Blue output #4
Signal
TPS
FT450 / FT550 / FT550LITE / FT600
Sensor Ground
IGNITION SWITCH
Blue output #3
MAIN
15
30
RELAY
85 86
Blue output #2
Fuse
4 87 30
Sensor Ground
Signal
HALL
SENSOR
Blue output #1
CAM SYNC
3 Switched 12V
Fuse
INJECTORS
RELAY
Blue output #6 85 86
_
87 30
+
2 CRANK TRIGGER
+
BAT
1 Blue output #5
Reference
Signal
6 POWER GROUND VR SENSOR
Shield
ENGINE
HEAD OR BLOCK
5
Fuse
ABCDE
1 COILS
RPM RELAY
Activated output THERMATIC
85 86 FAN RELAY

85 86
Fuse
RELAY 87 30
85 86
Switched 12V
Battery negative (power) PINS B and D (battery negative) must reach the 87 30
Spark wire ground battery negative terminal through separate wires.
Spark wire ground
ABCDE
Ignition COIL #2
2 THERMATIC FAN
CAN - Pin #4 -Red/White
Ignition COIL #5
Switched 12V - Red
5
ABCDE
-
ABCDE
3 Spark wire ground Switched 12V
4
Ignition COIL #3 1 2 3 4 5 6
3
7 8 9 10 11 12
WB-O2
Nano #1
FUEL PUMP
Ignition COIL #6 Power Ground - Black/White

+
Spark wire ground
6 Battery negative - Black
Battery negative (power)
ABCDE
Spark wire ground
ABCDE
Switched 12V CAN - Pin #3 - Yellow/Blue
Ignition COIL #4
4 -
Electrical diagram
Mounting kit FT450 / FT550 / FT550LITE / FT600
27. FT450 and FT550 mounting kit NOTE

To use the internal accelerometer available in the
1- 1/4” thread hex head screw
FT550, the nuts and rubber mounts must be used
2- Mounting washer to absorb vibration, otherwise the readings will be
3- Smart clip incorrect.
4- Nut
5- Rubber mounts
2
4
143
FT450 / FT550 / FT550LITE / FT600 Bracket
28. Bracket dimensions

FT450 / FT550
3.63 L
2.50 RIA
PE
IM
.2
=0
D
120.65
146.11
4.75
5.75
0
5
6.
=
D
RIC 63.50
MET
92.11
144
Bracket
FT - Holes Template.pdf 1 23/09/2016 13:09:44
FT450 / FT550 / FT550LITE / FT600
FT600
Smart Clip Dimensions FT450 / FT550

4,50 mm
43,0 mm
65,00 mm
18,50 mm
86,00 mm
145
FT450 / FT550 / FT550LITE / FT600 Protocol CAN
29. FTCAN 2.0 protocol A list with all the possible ProductTypeIDs is presented later in this
document.
29.1 Physical layer
CAN 2.0B extended mode
DataFieldID
Rate: 1Mbps Identifies the type of data structure that is being sent in the CAN FRAME
-> DATA FIELD. There are 4 possible data layouts:
Features
• 0x00: Standard CAN data field
In this document we will approach the implementation of a custom
• 0x01: Standard CAN data field coming from/going to a bus
protocol (FTCAN) running on top of a CAN 2.0B physical layer. One
converter.
rain feature of the FTCAN protocol is to provide a means to segment a
• 0x02: FTCAN 2.0 data field
large stream of data into many smaller CAN packets. We will consider
• 0x03: FTCAN 2.0 data field coming from/going to a bus
a CAN FRAME as indicated below:
converter.
CAN FRAME
MessageID
29 bits 0 to 8 bytes
Identifies the data in the DATA FIELD. Example: commands,
IDENTIFICATION DATA FIELD
configuration data, real time readings, etc. The lower the MessageID
the higher is the priority. The MessageID’s most significant bit is
reserved in order to identify a response from a command:
29.2 IDENTIFICATION
The FTCAN will use the 29 bits of the IDENTIFICATION header to MessageID (11 bits)
identify the device that originated the message. The 29 bits will be Bit 10 Bits 9 to 0 (10 bits)
divided in order to provide information about: the unique product Response (value 1) Message code
identifier, type of data and the type of message that is being sent. The
bit division was planned in order to have multiple message priorities for The priorities ranges are:
the same type of product, and to have multiple priorities for the many • Critical priority: 0x000 a 0x0FF
different products inside the same CAN physical layer.
• High priority: 0x100 a 0x1FF
• Medium priority: 0x200 a 0x2FF
IDENTIFICATION (29 bits)
• Low priority: 0x300 a 0x3FF
Bits 28 to Bits 13 to Bits 10 to 0
14 (15 bits) 11 (3 bits) (11 bits)
A list with all the possible MessageIDs is presented later in this
ProductID DataFieldID MessageID
document.
ProductID
29.3 DATA FIELD
Identifies the product that has sent the message. The lower the
ProductID the higher is the priority in the CAN bus. In the network The DATA FIELD can have up to 8 data layouts accordingly to the
two devices that are the same type of product (two O2 sensors for DataFieldID’s value. All values in the DATA FIELD are transmitted as
example) cannot have the same ProductID. In order to differentiate big-endian.
two products of the same type the ProductID bits are divided as
show below. DataFieldID 0x00: Standard CAN
ProductID (15 bits) In this data layout all 8 bytes of the DATA FIELD are used as valid
Bit 14 to 5 (10 bits) Bits 4 to 0 (5 bits) data (PAYLOAD). All data are transmitted in one shot since this mode
doesn’t implement data segmentation.
ProductTypeID Unique identifier
Each product that wants to send data to the CAN bus must have a DATA FIELD (1 to 8 bytes)
unique identifier. Devices that will only receive data from the CAN bus 0 1 2 3 4 5 6 7
doesn’t need to have a unique ID. PAYLOAD
The ProductIDs are divided in priority ranges: DataFieldID 0x01: Standard CAN Bridge (bridge, gateway
or converter)
• Critical priority: 0x0000 to 0x1FFF In this data layout all 8 bytes of the DATA FIELD will be forwarded
• High priority: 0x2000 to 0x3FFF by the bus converter. The DataFieldID (0x01) is also used to identify
• Medium priority: 0x4000 to 0x5FFF packets that are originated outside the CAN bus. Bridge examples
• Low priority: 0x6000 to 0x7FFF are: Standalone USB-CAN converter, FT500’s USB-CAN bridge, etc.
146
Protocol CAN FT450 / FT550 / FT550LITE / FT600
DATA FIELD (1 to 8 bytes) First segment

0 1 2 3 4 5 6 7 DATA FIELD (1 to 8 bytes)
PAYLOAD 0 1 2 3 4 5 6 7
0x00 PAYLOAD
DataFieldID 0x02: FTCAN 2.0 Second segment
This is the DataFieldID that all FuelTech’s devices will use to
communicated with each other in the CAN bus. The data segmentation DATA FIELD (1 to 8 bytes)
feature is implemented in this type of data layout. As can be seen in 0 1 2 3 4 5 6 7
the diagrams below the segmentation feature uses the first byte of 0x01 PAYLOAD
the DATA FIELD to indicate which segment of the following bytes is.
There can be 2 types of packets: Third segment (if present)
• Single packet (all data is transmitted in one CAN packet)
• Segmented packet (data is transmitted in multiples CAN packets) DATA FIELD (1 to 8 bytes)
0 1 2 3 4 5 6 7
Single packet 0x02 PAYLOAD
The first byte of the DATA FIELD will have the value of 0xFF. The Last segment (if present)
following 7 bytes will have the message data (PAYLOAD).
DATA FIELD (1 to 8 bytes)
DATA FIELD (1 to 8 bytes) 0 1 2 3 4 5 6 7
0 1 2 3 4 5 6 7 0xFE PAYLOAD
0xFF PAYLOAD
NOTE
Segmented packet The maximum PAYLOAD length will be: 5 + (0xFD *
In the first byte of the DATA FIELD there will be values ranging from 0x00 7) = 1776 bytes.
to 0xFE. The first segment will have the 0x00 value and the following
packets will contain 0x01, 0x02 and so on. In the first segment the 2
bytes following the 0x00 value contain the segmentation data.
DATA FIELD (8 bytes)

0 1 2 3 4 5 6 7
SEGMENTATION
0x00 PAYLOAD
DATA
The segmentation data contains the following information:
SEGMENTATION DATA (2 bytes)

Bytes 1 2
Bits 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 0
RFU RFU RFU RFU RFU PAYLOAD total length (in bytes)
RFU: Reserved for Future Use
DataFieldID 0x03: FTCAN 2.0 Bridge (bridge, gateway

or converter)
This DataFieldID uses the same data layout from DataFieldID’s 0x02
when the data is going to or coming from a BUS converter.
147
29.4 Attachments
ProductID’s list
Since the 5 least significant bits of the ProductID are used for the unique value the FTCAN protocol can have up to 32
devices of the same product type at the same time. The unique value will range from 0x00 to 0x1F. The limit for different
products types will be 1024.
ProductID
Priority Range Product Type
ProductTypeID
Start Finish
Device searching a ProductID (unique value
Critical ----- 0x0FFF 0x0FFF
undefined)
High 0x0140 0x2800 0x281F Gear Controller
High 0x0141 0x2820 0x283F Knock Meter
High 0x0142 0x2840 0x285F Boost Controller 2
High 0x0150 0x2A00 0X2A1F Reserved for Future Use
Medium 0x0240 0x4800 0x481F WBO2 Nano
Medium 0x0241 0x4820 0x483F WBO2 Slim
Medium 0x0242 0x4840 0x485F Alcohol O2
Medium 0x0243 0x4860 0x4861 FTSPARK
Medium 0x0244 0x4880 0x4881 Switchpanel-8
Medium 0x0244 0x4886 0x4887 Switchpanel-8 mini
Medium 0x0245 0x48A0 0x48BF Reserved for Future Use
Medium 0x0246 0x48C0 0x48DF Reserved for Future Use
Medium 0x0280 0x5000 0x501F FT500 ECU
Medium 0x0281 0x5020 0x503F FT600 ECU
Medium 0x0282 0x5040 0x505F First reserved range for future ECUs
Medium … … … …
Medium 0x02E4 0x5C80 0x5C9F Last reserved range for future ECUs
Low 0x0340 0x6800 0x681F Reserved for Future Use
Reserved ----- 0x0800 0x0800 FuelTech EGT-8 CAN (model A)
Reserved ----- 0x0880 0x0880 FuelTech EGT-8 CAN (model B)
Example: A FT500 device with the unique value of 3 will have the on the type of data, critical data will be broadcasted more often.
following ProductID: Examples of critical data: Ignition Cut, Two Step signal, emergency
signals, etc. Examples of high priority data: RPM, ignition timing, actual
(0x0280 << 5) + 3 = 0x5003 injection flow, MAP, TPS, etc.
Where 0x0280 is the ProductTypeID for FT500 and 3 is the unique Values are always transmitted as signed 16 bits in big-endian byte
value. The “<<” is the C language command rotate bit left, 0x0280 order.
<< 5 is the same as multiply 0x0280 with 0x0020. Statuses are transmitted as big-endian unsigned 16 bits.
Each real time data will be composed of 4 bytes:
MessageID’s list
REAL TIME DATA
• 0x0FF, 0x1FF, 0x2FF e 0x3FF – Real time reading broadcast
0-1 2-3
0x0FF – Critical priority
Data identifier Value or status
0x1FF – High priority
(MeasureID) (big endian)
0x2FF – Medium priority
0x3FF – Low priority If a device needs to broadcast more than one reading at the same
time it can do so using a segmented packet:
Those are the MessageIDs that the FuelTech’s device will use to
transmit its real time readings. The rate for each broadcast will depend
148
Segmented packet PAYLOAD A list with the available MeasureIDs is presented further in this
document.
MEASURE 1
0-1 2-3
• 0x600, 0x601, e 0x602 – Real time simple broadcast
MeasureID Value/Stat
Those are the MessageIDs that the FuelTech’s device will use to
MEASURE 2 transmit its real time readings using a fixed set of MeasureIDs. Each
4-5 6-7 measure value is prefixed in a specific position in payload. The rate
MeasureID Value/Stat for each broadcast is 100Hz.
Values are always transmitted as signed 16 bits in big-endian byte
order.
MEASURE 3
8-9 10-11
The data is transmitted always using a CAN standard data frame
MeasureID Value/Stat (DataFieldID 0x00) to transmit 4 measures at a time as shown in the
following image:
NOTE
The maximum number of measures that can be Segmented packet PAYLOAD
transmitted on segmented packages are: 1776/4
MEASURE 1 MEASURE 2 MEASURE 3 MEASURE 4
= 444
0-1 2-3 4-5 6-7
Another possibility is to use a CAN standard data frame to transmit 2 Value Value Value Value
measures at a time, all the devices in the CAN bus must be capable
of receiving data using all the data layouts.
Segmented packet PAYLOAD

MEASURE 1 MEASURE 2
0-1 2-3 4-5 6-7
MeasureID Value MeasureID Value
The MeasureIDs transmitted in each message are:
Measure 1 Measure 2 Measure 3 Measure 4

MessageID
MeasureID Description MeasureID Description MeasureID Description MeasureID Description
0x600 0x0002 TPS 0x0004 MAP 0x0006 Air temp 0x0008 Engine temp
Water
0x601 0x000A Oil pressure 0x000C Fuel pressure 0x000E 0x0022 Gear
pressure
0x004E PitLimit
0x602 Exhaust O2 0x0084 ECU RPM 0x0118 Oil temp 0x011A
0x004F Switch
MeasureIDs
The least significant bit of the MeasureID is used to indicate if the
following value is the actual value or the reading status. Considering
that the MeasureID have 16 bits in total we will use 15 bits to identify
the data that is being transmitted.
MeasureID
Bits 15 to 1 Bit 0
Data identifier 0: Data value
(DataID) 1: Data status
149
MeasureID DataID Description Unity Multiplier Broadcast source (rate*)

0x0000 0x0000 Unknown - - -
0x0002 0x0001 TPS % 0.1
PowerFT ECU 100Hz
0x0004 0x0002 MAP Bar 0.001
0x0006 0x0003 Air temperature
°C 0.1 PowerFT ECU 10Hz
0x0008 0x0004 Engine temperature
0x000A 0x0005 Oil pressure
0x000C 0x0006 Fuel pressure Bar 0.001 PowerFT ECU 100Hz
0x000E 0x0007 Water pressure
0x0010 0x0008 ECU Launch Mode (2-Step, 3-Step, Burnout, Burnout + Spool) - Note 1 PowerFT ECU 100Hz
0x0012 0x0009 ECU Batery voltage Volts 0.01 PowerFT ECU 100Hz
0x0014 0x000A Traction speed PowerFT ECU 100Hz
Km/h 1
0x0016 0x000B Drag speed Gear Controller 100Hz
0x0018 0x000C Left front wheel speed
0x001A 0x000D Right front wheel speed
Km/h 1 PowerFT ECU 100Hz
0x001C 0x000E Left rear wheel speed
0x001E 0x000F Right rear wheel speed
0x0020 0x0010 Driveshaft RPM RPM 1 PowerFT ECU 100Hz
PowerFT ECU 100Hz
0x0022 0x0011 Gear - Note 2
Gear Controller 100Hz
WBO2 Nano 100Hz
0x0024 0x0012 Disabled O2 λ 0.001 WBO2 Slim 100Hz
Alcohol O2 100Hz
0x0026
0x0013 Cylinder 1 O2
0x0027
0x0028
0x0029
0x002A
0x002B
0x002C
0x002D
0x002E
0x002F
0x0030
0x0031
0x0032
0x0033
0x0034 PowerFT ECU 100Hz
0x001A Cylinder 8 O2
0x0035 WBO2 Nano 100Hz
λ 0.001
0x0036 WBO2 Slim 100Hz
0x001B Cylinder 9 O2
0x0037 Alcohol O2 100Hz
0x0038
0x001C Cylinder 10 O2
0x0039
0x003A
0x001D Cylinder 11 O2
0x003B
0x003C
0x001E Cylinder 12 O2
0x003D
0x003E
0x001F Cylinder 13 O2
0x003F
0x0040
0x0041
0x0042
0x0043
0x0044
0x0045
150

0x0046
0x0047
0x0048
0x0049 PowerFT ECU 100Hz
0x004A WBO2 Nano 100Hz
0x0025 Left bank O2 λ 0.001
0x004B WBO2 Slim 100Hz
0x004C Alcohol O2 100Hz
0x0026 Right bank O2
0x004D
0x004E
0x0027 Exhaust O2
0x004F
0x0050 0x0028 Disabled EGT °C 0.1 ---
0x0052 0x0029 Cylinder 1 EGT
0x0054 0x002A Cylinder 2 EGT
0x0056 0x002B Cylinder 3 EGT
0x0058 0x002C Cylinder 4 EGT
0x005A 0x002D Cylinder 5 EGT
0x005C 0x002E Cylinder 6 EGT
0x005E 0x002F Cylinder 7 EGT
0x0066 0x0033 Cylinder 11 EGT °C 0.1 PowerFT ECU 100Hz
0x006A 0x0035 Cylinder 13 EGT
0x006C 0x0036 Cylinder 14 EGT
0x006E 0x0037 Cylinder 15 EGT
0x0074 0x003A Cylinder 18 EGT
0x0076 0x003B Left bank EGT
0x0078 0x003C Right bank EGT
0x007A 0x003D Exhaust EGT
0x007C 0x003E ECU O2 Sensor Unit - Note 3
0x007E 0x003F ECU Speed Sensor Unit - Note 4
PowerFT ECU 0.5Hz
0x0080 0x0040 ECU Pressure Sensor Unit - Note 5
0x0082 0x0041 ECU Temperature Sensor Unit - Note 6
0x0084 0x0042 ECU RPM RPM 1 PowerFT ECU 1KHz
0x0086 0x0043 ECU Injection Bank A Time
ms 0.01
0x0088 0x0044 ECU Injection Bank B Time
PowerFT ECU 100Hz
0x008A 0x0045 ECU Injection Bank A Duty Cycle
% 0.1
0x008C 0x0046 ECU Injection Bank B Duty Cycle
0x008E 0x0047 ECU Ignition Advance/Retard ° 0.1 PowerFT ECU 1KHz
PowerFT ECU 1KHz
0x0090 0x0048 2-Step Signal - Note 7
Gear Controller 1KHz
0x0092 0x0049 3-Step Signal
- Note 7 PowerFT ECU 100Hz
0x0094 0x004A Burnout Signal
0x0096 0x004B ECU Cut % 1 PowerFT ECU 100Hz
0x0098 0x004C ECU Air Conditioning
- Note 7 PowerFT ECU 100Hz
0x009A 0x004D ECU Eletro Fan
0x009C 0x004E GEAR Cut % 1
Gear Controller 500Hz
0x009E 0x004F GEAR Retard ° 0.1
151

0x00A0 0x0050 GEAR Sensor Voltage Volts 0.001 Gear Controller 100Hz
0x00A2 0x0051 ECU Average O2 λ 0.001 PowerFT ECU 100Hz
0x00A4 0x0052 External Ignition output 1 discharge time
0x00AA 0x0055 External Ignition output 4 discharge time
0x00AC 0x0056 External Ignition output 5 discharge time
0x00AE 0x0057 External Ignition output 6 discharge time
0x00B0 0x0058 External Ignition output 7 discharge time
0x00B2 0x0059 External Ignition output 8 discharge time
uS 1
0x00B4 0x005A External Ignition output 9 discharge time
0x00B6 0x005B External Ignition output 10 discharge time
FTSPARK 50Hz
0x00B8 0x005C External Ignition output 11 discharge time
0x00BA 0x005D External Ignition output 12 discharge time
0x00BC 0x005E External Ignition output 13 discharge time
0x00BE 0x005F External Ignition output 14 discharge time
0x00C0 0x0060 External Ignition output 15 discharge time
0x00C2 0x0061 External Ignition output 16 discharge time
0x00C4 0x0062 External Ignition Power Supply
V .001
0x00C6 0x0063 External Ignition Power Supply Drop
0x00C8 0x0064 External Ignition Power Level mJ 1
0x00CA 0x0065 External Ignition Temperature °C 0.1
0x00CC 0x0066 External Ignition Capacitor 1 charge
0x00CE 0x0067 External Ignition Capacitor 2 charge
V 0.1
0x00D0 0x0068 External Ignition Capacitor 3 charge
0x00D2 0x0069 External Ignition Capacitor 4 charge
FTSPARK 50Hz
0x00D4 0x006A External Ignition Capacitor 1 charge time
0x00D6 0x006B External Ignition Capacitor 2 charge time
uS 1
0x00D8 0x006C External Ignition Capacitor 3 charge time
0x00DA 0x006D External Ignition Capacitor 4 charge time
0x00DC 0x006E External Ignition Error code - Note 8
0x00DE 0x006F External Ignition no load outputs -
FTSPARK 25Hz
0x00E0 0x0070 External Ignition partial discharge outputs - Note 9
0x00E2 0x0071 External Ignition damaged outputs -
0x00E4 0x0072 External Ignition disabled outputs - Note 9
FTSPARK 25Hz
0x00E6 0x0073 External Ignition operation status - Note 10
0x00E8 0x0074 Power level config for external ignition mJ 1 PowerFT ECU 10Hz
0x00EA 0x0075 Air conditioning button state
0x00EC 0x0076 Two step button state - Note 7 Internal use only
0x00EE 0x0077 Three step button state
0x00F0 0x0078 Transbreak button state
0x00F2 0x0079 Burnout button state
0x00F4 0x007A ProNitrous button state
0x00F6 0x007B Progressive Nitrous #1 button state
0x00F8 0x007C Datalogger button state
- Note 7 Internal use only
0x00FA 0x007D Day/Night button state
0x00FC 0x007E Dashboard button state
0x00FE 0x007F Engine start button state
0x0100 0x0080 Generic PWM output increase button state
0x0102 0x0081 Gear upshift button state
152

0x0104 0x0082 Boost controller increase button state
0x0106 0x0083 Gear reset button state
0x0108 0x0084 Adjust change button
0x010A 0x0085 Adjust 1 button
0x010C 0x0086 Adjust 2 button
0x010E 0x0087 Adjust 3 button
0x0110 0x0088 Adjust 4 button
0x0112 0x0089 Adjust 5 button
0x0114 0x008A Transmission temperature
0x0116 0x008B Intercooler temperature °C 0.1 Internal use only
0x0118 0x008C Oil temperature
0x011A 0x008D PitLimit Switch/Button
0x011C 0x008E Active Traction Control: enable switch
0x011E 0x008F Active Traction Control: table 1 button
0x0120 0x0090 Active Traction Control: table 2 button
0x012A 0x0095 Active Traction Control: next table button
0x012C 0x0096 Active Traction Control: previous table button
0x012E 0x0097 Tire temperature: Front Left
0x0130 0x0098 Tire temperature: Front Right
0x0132 0x0099 Tire temperature: Rear Left °C 0.1 Internal use only
0x0134 0x009A Tire temperature: Rear Right
0x0136 0x009B Track temperature
0x0138 0x009C Generic Input: button 1
0x013A 0x009D Generic Input: button 2
0x013C 0x009E Generic Input: button 3
0x013E 0x009F Generic Input: button 4
0x0140 0x00A0 Generic Input: button 5
0x0224 0x0112 Left turn signal
0x0226 0x0113 Right turn signal
0x0228 0x0114 Low beam
0x022A 0x0115 High beam
0x022C 0x0116 External Ignition Switch voltage
V 0.001
0x022E 0x0117 External Ignition CPU supply voltage FTSPARK 25Hz
0x0230 0x0118 External Ignition CPU temperature °C 0.1
0x0232 0x0119 External Ignition operation time S 0.1 FTSPARK 10Hz
0x0234 0x011A MFI external switch
0x0236 0x011B Progressive Nitrous #2 button state
0x0238 0x011C Gear Reverse button - Note 7 Internal use only
0x023A 0x011D Gear Drive button
0x023C 0x011E Blip signal
0x023E 0x011F Bank A Injector 1 Duty cycle
0x0240 0x0120 Bank A Injector 2 Duty cycle % 0.1 PowerFT ECU 10Hz
0x0242 0x0121 Bank A Injector 3 Duty cycle
153

0x024A 0x0125 Bank A Injector 7 Duty cycle
0x024C 0x0126 Bank A Injector 8 Duty cycle
0x024E 0x0127 Bank A Injector 9 Duty cycle
0x0254 0x012A Bank A Injector 12 Duty cycle
0x0256 0x012B Bank B Injector 1 Duty cycle
0x0258 0x012C Bank B Injector 2 Duty cycle % 0.1 PowerFT ECU 10Hz
0x025A 0x012D Bank B Injector 3 Duty cycle
0x025C 0x012E Bank B Injector 4 Duty cycle
0x025E 0x012F Bank B Injector 5 Duty cycle
0x0260 0x0130 Bank B Injector 6 Duty cycle
0x026A 0x0134 Bank B Injector 10 Duty cycle
0x026C 0x0135 Bank B Injector 11 Duty cycle
0x026E 0x0136 Bank B Injector 12 Duty cycle
0x0270 0x0137 Gear downshift button state - Note 7 Internal use only
0x0274 0x0138 Battery temperature °C 0.1 PowerFT ECU 10Hz
0x0276 0x0139 Available
Only one of the possible sources is allowed to broadcast a specific DataID on the network. If one or more sources are broadcasting the same
DataID a network conflict state is raised.
*The broadcast transmission rate may vary when the ECU is under high RPM.
Note 1 Value 0xFF: Undefined high voltage bus. (external ignition disabled until next power
Note 4 cicle).
Value 0: None (running)
- Bit 3: Under voltage in the output drivers power supply. (external
Value 1: Burnout Value 0: Km/h
ignition disabled while condition exists).
Value 2: Burnout Spool (Burnout Value 1: Mph
- Bit 4: Charge circuit unable to charge capacitors.
and 2-Step) Note 5 - Bit 5: Power supply under voltage.
Value 3: 3-Step
Value 0: bar - Bit 6: 12V switch under voltage.
Value 4: 2-Step
Value 1: PSI
Note 2 Value 2: KPa Note 9 Bit 14: Output 15
Value -1: Reverse Note 6 Bit 0: Output 1 Bit 15: Output 16
Value 0: Neutral
Value 0: °C Bit 1: Output 2
Value 1: First gear
Value 1: °F Bit 2: Output 3 Note 10
Value 2: Second gear
Value 3: Third gear
Note 7 Bit 3: Output 4
Bit 0: Internal use
Value 0: Off Bit 4: Output 5
Value 4: Fourth gear Bit 1: Internal use
Value 1: On Bit 5: Output 6
Value 5: Fifth gear Bit 2: High power mode enabled
Bit 6: Output 7
Value 6: Sixth gear Note 8
Bit 7: Output 8
Note 3 - Bit 0: Unknown pulse width Note 11
Bit 8: Output 9
Value 0: Undefined received by the FT Ignition Incremental counter of errors in the respective
Bit 9: Output 10
Bus. cylinder
Value 1: Lambda Bit 10: Output 11
- Bit 1: Incorrect ignition
Value 2: AFR ethanol Bit 11: Output 12
order in semi-sequential
Value 3: AFR methanol Bit 12: Output 13
operation.
Value 4: AFR gasoline Bit 13: Output 14
- Bit 2: Over voltage in the
154
29.5 Connector Pinout CAN B

PowerFT ECUs
Frontal view of the connector on the back of the ECU
CAN A
2 1
CAN-B HI (+)
CAN-B LO (-)
Examples
Example 1: Standard CAN layout – Single packet with RPM value
Example 2: Standard CAN layout – Single packet with RPM and TPS values
155
Example 3: FTCAN layout - Single packet with RPM value
Example 4: FTCAN layout - Multiple packets with 5 different values
156
455 Wilbanks Dr.
Ball Ground, GA, 30107, USA
Phone: +1 678-493-3835
Toll Free: +1 855-595-3835
E-mail: [email protected]
www.FuelTech.net
FuelTechUSA

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OWNER’S MANUAL

FT450 / FT550 / FT550LITE / FT600

1. Index 9.2 Connector diagram - Harness FT400 to FT550/LITE........................ 41

6. Getting to know the ECU.................................................................... 20 13. Auxiliary outputs................................................................................ 52

15.15 Ride Height............................................................................ 63 18. Ignition tables adjust.............................................................................. 77

21. Alert settings................................................................................... 128

22. Favorites........................................................................................ 130

23. Interface settings............................................................................. 131

24. File manager................................................................................... 136

Inspired by our passion of victories, be it on the track or a personal

The PowerFT platform is capable of managing any type of Otto cycle

The PowerFT ECU’s have no limitation in regards to features except

The FT600 is the most complete ECU and Dashboard available on

FuelTech is concerned with your engine safety and created an

3. Warranty terms WARNING

NOTE - It’s not possible to change the FT600’s

In some countries where an annual inspection of vehicles is enforced, Limited Warranty

• It is recommended to wire the black/white wire directly to the

All PowerFT ECUs are protected by US Patent 11,215,158

Dashboard screen / On board computer FT450

4.1 Harness connections A connector - FT450 / FT550 and LITE

A-connector diagram - FT450 / FT550 and LITE

Gray - Output #3 Gray - Output #4

Blue - Output #3 Blue - Output #5

Gray - Output #2 Battery negative

Blue - Output #2 Blue - Output #6

Blue - Output #1 Power Ground

5V Sensors RPM signal Input

White - Input #1 White - Input #7

White - Input #2 White - Input #6

CAN A (-) LOW RPM reference Input

White - Input #3 White - Input #5

CAN A (+) HI CAM input signal

4.2 Harness connections B-connector (FT550 / LITE Only)

Pin Wire Color Function Information

B-connector diagram - FT550 / LITE

Gray - Output#5 Gray - Output#6

CAN B (-) LOW White - Input #8

Blue - Output #8 White - Input #11

Power ground White - Input #9

Power ground White - Input #10

Blue - Output #7 White - Input #12

Blue - Output #9 White - Input #14

Blue - Output #11 Sensors ground

Blue - Output #12 Yellow - Output #4

Blue - Output #10 White - Input #13

Yellow - Output #1 Yellow - Output #3

Gray - Output#7 Gray - Output#8

4.3 Harness connections A-connector (FT600)

Pin Wire Color Function Information

Blue output#13 Blue output#14

Blue output#4 Blue output#6

Blue output#12 Blue output#15

Blue output#3 Blue output#7

Blue outupt#11 Blue output#16

Blue output#2 Blue output#8

Blue output#1 Blue output#9

Gray output#1 Gray output#8

Yellow output#2 Yellow output#8