So 2 questions.

First, all the maps I've downloaded so far to look at for my E6K that other people have used have had fuel cut at the rev limit. This really worries me, I'd much rather have ign cut, but does it matter? Is there one that's better than the other?

Second, anyone have the wiring diagrams for an E6K? I need to know colors and such to hook up my O2 sensor and a few other odds and ends.

Thanks!

 

i would use ignition cut i feel it is safer on a boosted car

 

Fuel cut is safe on a turbo car if it CUTS ALL FUEL and not just some. The main problem with the Mazda fuel cut is that it only cuts SOME fuel. But I do agree that ignition cut is far better then fuel cut, so use it anyway.

 

The reason fuel cut rev-limiters exist is to preserve the catylitic converter.

If you have no cat. set it to ignition cut; if you have a cat use fuel-cut.

 

There is a hard fuel cut and a soft fuel cut. Hard will cut off all fuel, soft will decrease the amount of fuel until the goal rpm is sustained (soft would be very bad).

-Marques

 

That's not quite true. All of the fuel is cut from one rotor, which is perfectly safe and much smoother than cutting fuel entirely.

Again this is wrong. Soft fuel cut does not remove some fuel, it cuts all fuel from intermittant engine cycles. You either get full injection or none at all.

I've yet to see anyone provide a good reason why ignition cut is a better method than fuel cut.

MountainTurbo, here's the E6K wiring digram:

http://www.haltech.com.au/downloads/E6Kdiagram.pdf

 

I have always though fuel cut was better, because as the ignition is off, fuel is still coming in. So when ignition clicks on again it burns nasty rich for a second, and could foul a plug. thats my two cents...

 

Wouldn't there be a chance of a lean chamber or two with fuel cut? You'll have solid fuel/air, and then a full lean mixture with no gas, but between those two points there will be a gradient, and I'd think there's at least a risk of a chamber getting the right amount of fuel to be in a detonation danger zone.

-=Russ=-

 

There is no gradient, EFI doesn't work that way. The injector is either on or off. The ECU will always fire the full amount of fuel required, or it will fire none at all.

You guys need to give OEM and aftermarket EFI manufacturers more credit. They know this stuff way better than anyone here, and obviously aren't going to design and engine protection system that does more harm than good.

 

Geezuschrist, how many of you have first hand experience with this stuff???
Some of the advice is just downright wrong, so if you don't have direct experience with the Haltech rev systems, I'd suggest you not say anything, period.

The fuel cut is a lot milder than the ignition cut.
The ignition cut is very violent.
Haltech cuts ALL fuel (injectors) when you do hit the fuel cut.

This is why we set all our Haltech installs to use fuel cut instead of ignition cut.

You can play around with this yourself, by dropping the rev limit down really low like 3,000RPM and banging off of it while changing the settings.
If you're revving in neutral with little load on the engine, this minimizes damage to the engine - just don't hold it for several minutes.



-Ted

 

Thanks guys, that's what I needed to know!

And thanks for the link to the wiring diagram, for some reason I couldn't find it when I was searching their site, I was only finding the installation manual. Long day:P

I was going to play with the different cuts as you suggested ted, but since my motor is a 0-mile rebuild I didn't think it would be very good for it right now. Not to mention the fact that I can't get it to go past 2,000rpm lol

Sounds like I'll leave the haltech on fuel cut for now then. I was just worried that it could cause a lean condition, but your explanation makes sense.

Thanks again!

 

Oops on the stock fuel cut. I knew it was either a partial cut or one rotor, but was not sure which. I guessed wrong.

As for the Haltech, maybe I'm weird but I like the harshness of the ignition cut vs. the fuel cut. It's a good trainer in my mind to stay away from the rev limiter.

 

I saw a turbine melt on a T2, where the driver liked to bang off his ign rev limiter.