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The Autronic SM2  Sequential Engine Management Systems are versatile engine management controls for all engine performance upgrades. Their sophisticated features allow these products to provide performance that rivals even the most expensive European systems costing 3 to 10 times more.

Included are features normally only found in Formula 1 level applications, yet this system has the flexibility to be used by the every day engine tuner for almost any high performance upgrade.

A user friendly ‘IBM’ compatible lap-top program allows the user to select the degree of sophistication required for each application. This program, in combination with the intelligence with the management system, allows the user to select the finest calibration detail required to match the application, in an absolute minimum of time.

This program provides the means of interrogating the engine management system enabling speedy fault diagnosis and calibration. (An alternative low cost hand held calibrator may be available in future).

The SM2 system combines a sophisticated engine management system with the convenience of a powerful data logger that can simultaneously log both engine operation and numerous other vehicle functions.

These systems can cater for the requirements of virtually any spark ignition engine, including the following:-

High output supercharger or turbocharger engines, with either multi point and/or centre point injection.

Rotary (Wankle) and two strokes engines.

Engines having uneven firing sequence such as 2 and 4 cylinder ‘V’ configuration motorcycle engines and V6 motor vehicle engines.

IMPORTANT: Please note that this product is intended for high performance motor sport applications and compliance with statutory regulations when used on public roads cannot be guaranteed.

Eight injector drivers for full sequential operation on engines up to eight cylinders. May be set for ‘semi-sequential’ operation on engines having more than 8 cylinders, eg:- 12 cylinder engine using 6 groups of 2 cylinders.

All injector types catered for (0.9 ohm to 16 ohm coil resistance). Specify unit fitted with optional high current injector drivers for 0.9 ohm or twin injector applications.

User choice of manifold absolute pressure or throttle position as engine load input. Internal absolute pressure sensor for simplified installation 0 to 200Kpa (0 to 29.4 PSI) and 0 to 300Kpa (0 to 44.1 PSI) available from stock 0 to 450Kpa (0 to 66.1 PSI) available on request.

Single coil distributor, twin coil distributor or multicoil distributor-less ignition configurations are possible on most engines.

Closed loop (feedback) boost pressure control for turbo charged engines with multiple calibration curves selectable by switch input or road speed (eg:- lower boost curve for use in low gear).

Closed loop (feedback) idle speed control.

Exhaust oxygen sensor input for sensing air/fuel ration. Can also be used with the AUTRONIC Wide Range Air/Fuel Ratio Sensor to monitor air/fuel ration in motor sport application, or can be used for feedback control of air/fuel ratio for use with catalytic converter (feature available on request).

Diagnostic/Error indicator of sensor or ECU fault conditions with memory for detection of intermittent fault conditions.

Measurement of and correction for exhaust back pressure (applicable to turbo charged engines).

Control of engine cooling fans and coordination with air conditioner operation.

Programmable on/off output for solenoid or relay driving that operates according to engine speed and load. (eg:- can be used for gear shift control or light, over rev indicator, inlet camshaft timing selection or control of a supplementary electric fuel pump that augments mechanical fuel pump delivery at low engine rpm only).

Precise spark advance control strategy for both static and dynamic operating conditions.

Unique calibration strategy allows accurate control of fuel delivery under both acceleration and deceleration.

User selectable spark and fuel delivery strategy for abnormal engine operation conditions to minimise possibility of engine damage whilst still maintaining engine operation. (eg:- over heated or over boosted).

Comprehensive limp-home functions with selectable default settings that ensure engine operation can continue after sensor failure has occurred.

User defined proportional output function that can be used for additional functions as outlined in 10 above or for a more sophisticated control function such as servocontrol of auxiliary butterfly for turbo charged applications requiring precise throttle control and minimum turbo lag.

Full compensation of engine control parameters for engine operation at any altitude (fuel delivery, ignition timing and boost pressure).

Adaptive learning (with memory) to minimise the number of user setups required and to provide optimal control of air/fuel ratio, boost pressure and idle stability.

Rev Limiter with a soft characteristic that uses a combination of fuel delivery and spark control.

Fuel pump safety shut-off. Pump stops 3 to 4 sec after the engine stops.

Bi-directional input/output line for simultaneous connection of remote adjusting unit and combustion knock detection unit. The adjusting unit allows rotary switch offset corrections to be made to spark timing, mixture strength and boost pressure settings (adjusting unit available Q4-93, Knock control Q1-94).

Standard unit is light weight/compact yet has sufficient drive capacity for high power continuous duty applications (one unit suitable for all applications from motor cycle to large capacity twin turbo engines).

User configurable data logging of up to 17 channels with the selected channels being sampled as fast as50 times per second. With 128K bytes of non volatile memory (Model designation SM3).

Auxiliary analog input channels (4 of) for user defined data logging 

Auxiliary digital input channels (2 of) for user defined data logging 

Optional interface unit to allow sequential operation without the need for separate crank/camshaft sensors or special multi-sensor distributor (P/N:-ADP102 available Q3-93).

Fuel used pulse output to electronic or electro-mechanical counter with resolution of 0.1 litre (or use with trip computer).

Remote monitoring of all functions using optional telemetry adapter (available Q2-93). ECU can perform simultaneous logging and telemetry.

 

Ignition input Hall effect (or Magnetic Reluctor with optional interface adapterP/N:-"ADP101").

No. 1 cylinder reference (or Magnetic Pick-up with optional interface adapter P/N:-"ADP101").

Road speed input. Hall effect (or Magnetic Reluctor with optional interface apapter P/N:-ADP101").

Turbo speed input. Magnetic Reluctor (must use optional interface adapter P/N:- "ADP101").

Barometric pressure (internal to ECU).

Manifold pressure (internal to ECU).

Throttle position.

Intake air temperature.

Engine coolant temperature.

Exhaust back pressure (optional)

Exhaust oxygen (or optional AUTRONIC Wide Range Air/Fuel Ratio Sensor).

Air conditioner request.

Boost curve select.

Idle mixture trim. (Internal to ECU and screwdriver adjustable from outside).

8 off injector driver (optional 2 injectors per driver).

Ignition output:

Single coil high energy ignitions: Bosch 7 pin, Mitsubishi 3 pin.

Autronic Capacitor Discharge Ignition.

MSD 6A c.

(4 outputs are available allowing multi coil distributor-less ignition for application on engines up to 8 cylinders.)

Fuel pump/injector fuel shut off safety relay.

Air conditioner clutch relay.

Engine/Air conditioner cooling fan relay.

Engine cooling fan relay.

Idle speed actuator (variable duty cycle single pole type eg:- Bosch).

Turbo charger waste gate control valve (SEM, most OEM types or AUTRONIC low or high capacity).

Turbo charger auxiliary butterfly control motor.

Spare duty cycle output with user defined characteristics.

Fuel used pulse output (for trip computer function).

Communication with "IBM’ compatible computer for calibration, fault diagnosis and data logging (Some markets require special adaptor).

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Send mail to alfa@beninca.com.au with any enquiry.