injectors and coils. Sensor inputs can be 60-2, 36-1, 24T+TDC and just about any kind of
hall or magnetic setup on the engine. Coil driver outputs can be for single or wasted spark
coils. It can do idle control and launch control is standard.
All wiring harnesses use screened cables for neatness of installation and to prevent interference
from other electronics or electromagnetic pulses, which may otherwise cause erratic behavior of
the ECU.
External MAP sensors are used to reduce vacuum line length into the cab which will delay reaction
time due to the mass of the air volume. It also makes the ECU more versatile to adapt for different
aspirations on engines with or without turbo’s or superchargers.
1.1 ECU Design Philosophy
The ECU was designed with many factors in mind. First is that engine management does not have
to be complicated and reserved for a selected few mechanical geniuses. Just like the old days, if
you take some time to read a few books and dare to use a screwdriver and timing light, you could
get to know you carburetor and ignition pretty well and become handy in tuning and servicing your
own vehicle. If you ask me is that nowadays it is n lot easier. With all the information at your
fingertips on the internet, and manuals teaching you what the pro’s had to find out over the years,
there is no excuse for illiteracy. You plug a laptop into the Engine Control Unit ECU and use a
lambda sensor and start playing around. The manuals will even explain how to do it. You don’t
have to go and buy a set of jets and painstakingly change them around to get the desired effect.
With the ECU you can change them while driving! However to get people to read the manual
before picking up the phone or paying someone else, is quite a problem. Obviously not for you.
Thanks!
Secondly is that only the necessary features are added and no gimmicks which make the ECU too
complicated. No unnecessary load sites and too fine tuning sites which make the system slow and
difficult to tune are added. If an engine has performance, economy and ease of use then that is all
you require. Why make it complicated? All those unnecessary electronic components is just more
things that can fail and escalate the cost.
Thirdly, no engine manufacturer uses the same equipment and sensors as the other. The car
manufacturer’s systems even differ between models. So a one management fits all is not a good
idea. You end up paying for a lot of things you don’t use and a lot of things on the engine that you
can’t use, and it takes time figuring out what you need or don’t need for the installation. There is
also a lot more components that can fail and take up space.
So what makes the TITAN ECU so different? Well look at some features. Very small, Split-
Sequential, internal modules, customized firmware for most engines, use the sensors and
equipment on the engine, easy to install and tune the enthusiast, maps included, no dynamometer
required, easy to repair by local agents, - to name but a few.
The ECU is designed to be understood by mechanics and enthusiasts. Just like a carburetor it has
a main jet and an idle jet. The ECU will calculate fuel from these settings using the MAP sensor.
Only two settings and your car should be able to go. Again just like a carburetor the ECU has to
compensate for cold starting, slow running, fast running power valve, acceleration and automatic
gearbox damping and idling etc. Obviously we can add air temperature and battery voltage to it.
We could even have the ECU do other stuff like fuel cutoff on down hill’s, fan control and air
conditioner cut-out during up hill’s, rev limiters, launch control to name but a few.
On the timing side there was always the dynamic timing with the weights and the vacuum timing
with the vacuum canister. You had to pay around 1k to have your distributor re-curved if you
switch a cam or soup it up. How easy is it now with a laptop? You can even have a timing curve
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