LPC8 2nd Generation ECU
Das LPC8 (2te Generation) ist ein Motorsteuergerät für den vollsequentiellen Betrieb von Motoren mit bis zu 8 Zylindern.Mit der Einführung der 2.ten Generation kann optional eine z weite Breitbandlambdasonde (LSU 4.9) angeschlossen werden. Das Paket umfasst alle benötigten Stecker für das LPC8 und USB-Kabel.Betriebsanleitung The LPC8 is a spark ignition engine management system, presently capable of fully sequential operation (injection and ignition) on engines with up to 8 cylinders. Shares architecture and most features with the LPC4 but has more capabilities. See product's home page for more information. New generation introduced in January 2021, this includes a new lambda sensor controller circuit, more analog inputs and the possibility of directly attaching two lambda sensors. You can select optional input amplifier modules for the crank and cam position inputs at order time. These are necessary for some engines equipped with variable reluctance sensors but not all. If your engine has VR sensors and you are unsure, getting the module is the safe bet. If you are unsure what kind of sensors your engine uses, contact us. This unit has a built in controller for a wide band lambda sensor so we'd suggest also getting the LSU4.9 sensor and connector to complete the package, but are leaving it optional in case you'd like to use a different sensor. As of January 2021 the controllers are now available with an optional second lambda sensor interface at a slightly increased price to cover the labour of calibrating the second input. Existing units may be returned to get this upgrade performed also. As of October 2022, the controllers now have dual CAN bus as a standard feature, as well as four added general purpose outputs and dedicated IO for EFI relay control, bringing the total number of connector pins on the controller up to 84 not counting the USB, which is a massive IO count in such a small box. This update also includes revised ignition output circuits to better support ignition coils that need an abnormally high amount of current to trigger their logic level inputs such as the red Audi coils. As of June 2023, single wide band input is discontinued and all controllers come with dual wide band lambda inputs as standard. Package contents: LPC8 electronic control unit 8 pin mini-fit jr connector 10 pin mini-fit jr connector (2nd lamba input option) 12 pin mini-fit jr connector 14 pin mini-fit jr connector 16 pin mini-fit jr connector 24 pin mini-fit jr connector Crimp contacts for connectors 1.5 metre USB A-B cable 1.5 metres of 4mm polyurethane tubing for internal MAP sensor connection Hardware specs Dual 32 bit microcontrollers External dimensions 115x106x46mm 8 dedicated injector outputs, 5A max current. Saturated (high-Z) injectors driven directly. Must use resistors for peak&hold (low-Z) injectors. 8 dedicated ignition outputs. Standard 5V logic level (15mA max) for smart coils or external ignition modules. Can be paired with ITM8 module for passive coils. 12 extra outputs suitable for PWM idle control, stepper idle control for 6 wire steppers, fuel pump relay control, tachometer output, boost control and more. Integrated bridge driver for electronic throttle control 15A peak current capacity. 2 dedicated engine speed inputs, support logic level and some VR sensors as standard. Modules available that install into the ECU to support weak signal VR sensors 5 extra inputs for cam timing sensors, road speed, turbocharger speed or frequency based MAF sensors. Can also be used as switch inputs 1 dedicated active low switch input Built in 4000mbar MAP sensor with 4mm push-lock bulkhead fitting. Suitable for up to 3 bar boost at sea level. MAP can also be taken from an unused analog input and external sensor, freeing the internal sensor for barometric correction. 3 dedicated 12 bit analog inputs for throttle position, engine coolant temperature and charge air temperature. 14 extra 12 bit analog inputs, selectable as lambda inputs, external MAP sensor, thermistors, pressure sensors, active low switches, multiplexed switches, calibration switch and more Built in lambda sensor interface with calibration resistor for Bosch LSU4.9 sensors with comprehensive sensor diagnostics and a dedicated lambda heater output. Can be calibrated to work with LSU4.2 or NGK sensors. External lambda controllers supported also. Dual knock sensors input with digital signal processing and time window rejection filtering. Keeps long term knock trims and adjusts timing on a per-cylinder basis. Powder coated extruded aluminium enclosure Conformal coated board for moisture/splash resistance, mounting in a dry location recommended nonetheless Molex mini-fit jr plastic crimp connectors 2x CAN bus for interfacing with peripherals such as transmission control, dash displays, VGT actuators or sensor interfaces Native USB connection. No USB-232 converter or associated hassle. Data logging at over 50Hz standard via USB to computer running calibrator software 8GB Internal data logging memory standard with real time clock for time stamping of log files. Up to 500Hz data logging rate. Versatile logging conditions and burst logging. Operating internal temperature range -40°C to 100°C. Recommended that ambient temperature in mounting location does not exceed 60°C ECU temperature sensor integrated 2 years parts+labour warranty Software feature highlights Advanced but ergonomic PC calibrator application. Fuelling and ignition maps with fully configurable dimensions up to 256 fields. (Can have for example 16 load breakpoints and 16 speed breakpoints, or 10 load breakpoints and 25 speed breakpoints). Do not settle for inferior controllers with fixed table dimensions. Fuel mass strategy with dual slope injector model for the ultimate control precision Electronic throttle control with friction control strategy for more precise operation at low throttle openings Cruise control (requires electronic throttle) NMEA input for GPS. Can use GPS ground speed for cruise control, traction control, transmission control, etc, with fall back to wheel speed possible when without GPS signal. Gear detection based on engine speed to wheel speed ratio Frequency based tachometer and speedometer output for instrument cluster (can calibrate speedometer in ECU) Idle speed control utilising dual control loop with ignition advance and idle valve working together Individual injector fuelling variation based on engine speed and load (up to 256 fields). Individual cylinder spark timing variation based on speed and load (up to 256 fields) if cam sync present, up to 8 cylinders Compatible with most crank/cam trigger arrangements found on engines today as well as tomorrow (fully user defined trigger patterns). Turbo boost control for any PWM operated pressure or vacuum solenoid, wide frequency range. Suitable for wastegated as well as VGT turbochargers. Unused extra outputs can be programmed as on-off based on all running parameters Firmware field upgradable over USB. No special hardware required. Firmware updates free of charge, new features still being developed. Long term fuel trims (automatic fine tuning of fuel map via lambda feedback) Long term knock trims (keeps track of under what conditions engine has been knocking and preemptively adjusts the ignition timing the next time those conditions are seen) Closed loop variable valve timing control of up to 4 camshafts Advanced nitrous oxide control strategy (2 stages, wet or dry, progressive PWM based on any parameter) Gear shift power reduction for clutched or clutchless upshifts Automatic transmission control for any sprag based automatic transmission (ie, not clutch to clutch), this includes most 4 speed and some 5 speed transmissions. Traction control that can use either GPS, undriven wheel speed or time after launch as slip reference. Industry leading CAN bus implementation. Lets the tuner configure CAN bus broadcast packet content to match almost any target device. Up to 8 different calibrations for most major functions selectable using one or up to four external switches (calibration pots) OBD2 over CAN bus for reading fault codes as well as sensor data. User defined OBD2 PIDs available for dash displays and such. Vast array of error detection functions and engine protection parameters. Fault codes kept in non-volatile memory and can be retrieved later either via Calibrator application or OBD2 interface. Vast array of user configurable functions (transfer functions, logic functions, latches, flip flops, counters, timers)