Earlier Emerald ECUs

K3 ECU Specification

The K3 ECU was a significant step forward for Emerald and brought comparisons to systems costing up to three times as much.  The K3 was produced between  February 2007 and ceased production in April 2010.  The K3 introduced many new features, some of which are listed below:


Adaptive Lambda control:  Self learning fuelling capability


The 16 x 32 cell AFR target table allows you to set the desired AFR that you wish the ECU to target for any given speed or load site. The 16 x 32 cell AFR corrections table allows you to view/ edit/ apply the fuelling corrections built up in the ECU while in adaptive mode. The 16 x 32 cell Feedback mode table allows you to set the mode of operation (open loop, closed loop, adaptive) for any given speed or load site.

By utilising any of the aftermarket wide band lambda sensors with a capability to output a 0-5v signal the K3’s adaptive mapping capability can be used.  Fully user configurable with 3 modes of operation – open loop, closed loop and adaptive you can now have exactly the air to fuel ratio that YOU want anywhere in the speed and load range.


Adjustable speed and load sites:  Tailor maps for your engines specific requirements


32 speed sites (rpm) Speed sites are adjustable to a resolution of 1 rpm.

To deal with specific rpm and/or load related issues that arise on different engines (abrupt airflow changes due to cam timing, TB design or boost onset) the K3 speed and load sites are fully user configurable.  Changes made are propagated through all maps and can be made at any time.


CAN bus:  Link to other CAN enabled devices


The K3 output’s a steady stream of up to 21 data parameters; 20 times a second which can be used by other CAN enabled devices – i.e. Digital dashboards.  Emerald’s CAN protocol is freely available and can be downloaded from our Software & Manuals page.


Closed Loop EGT control:  Adjust boost pressure and fuelling to control port temps


The ECU can be configured to read exhaust gas temperature via a signal conditioning unit. To ensure the best accuracy, the exhaust gas temperature is transmitted digitally between the signal conditioning unit and the ECU. Either an Emerald or VAG signal conditioning unit can be used.

Exhaust gas temperature is a critical measurement for all engines.  The K3 ECU can utilise exhaust gas temperature from a suitable thermocouple and conditioning unit.  User configurable maps allow reductions to boost pressure and/or additional fuel to be introduced to safeguard the engine.


Enhanced Boost control:  Tailor boost curves for your needs - variable by gear ratio


Electronic Boost control variable by engine speed, load and gear ratio.  Enables precise control of boost pressures which can minimise turbo lag, propagate boost earlier and introduce boost progressively to maximise traction.  In combination with map switching this becomes a very flexible and powerful feature.


Honda VTEC & VVT control:  Control & utilisation of these clever mechanisms


Full, configurable control of the Honda VTEC system and also Variable Valve Timing Cam Phasers including the Rover variable cam duration (VVC) engine.

 

 

 

 

 

 

Cam on/ off switching control. Switch according to rpm and load. Any spare output can be assigned to this function. Rover VVC control. Continuously variable cam duration. Control target duration according to load and speed table. Oil temperature correction to control algorithm.


Map switching:  Triple map facility.


The ECU can store up to three completely separate maps. If set to do so the ECU will allow you to freely switch between maps on-the-fly. A 0-5 volt signal via an analogue input can be used to instruct the ECU which map to use. A simple two position on-off switch can be used to provide a high-low signal that will enable you to switch between two maps. To switch between three maps a rotary multi-position or potentiometer can be used.

User configurable and for most users operable from an in-car switch, this feature gives the user 3 completely different maps (including all map parameters) to configure as they see fit.  We have seen this feature being used more and more over time with more and more ingenious uses.  See our K6 ECU Specifications for more examples.

 

 

 

 

 

 

 

 

 

 

As part of Emerald’s commitment to “Future Proofing” many of our earlier 32 bit M3DK ECUs were upgradeable to K3 specification and a large number of M3DKs were returned to us to take advantage of this upgrade service.  The service is still offered – please see our online shop for further details.  Emerald M3DK to K3 upgrade.

Physical  Dimensions  110 x 190 x 44 mm (W x L x H)
 Weight  491g
 Power supply
 6.5v - 18v
Inputs  Distributor trigger
 Inductive or Digital sensors
 Crank trigger  Inductive or Digital sensors, selectable trigger patterns
 Air Temperature  Yes, standard Bosch or user programmable characteristic
 Coolant Temperature  Yes, standard Bosch or user programmable characteristic
 Engine load  Throttle pot and/or MAP 0 - 5v signals
 Lambda sensor  0 - 1v or 0 - 5 v signals
 Road speed Up to 4 inputs
 Other Coded immobiliser input, exhaust gas temperature, oil/aux temperature. Spare inputs can be assigned to air conditioning request, boost level adjustment, clutch switch, map selection, launch enable, and others...
Outputs   Ignition coil drivers 3 internal
Injector drivers 6 internal
Other Air conditioning clutch, fuel pump relay control, supply relay control, two stage cooling fan control, programmable tacho driver, oxygen sensor heater control, shift-light, boost control valve, variable cam control, cam switching, stepper motor and solenoid idle control valves, CAN data-link to digital dashboards, user programmable outputs, 5v and 8v sensor supplies
 PC Comms
RS232 serial communications

 

M3DK ECU Specification

The M3DK ECU was in production from March 2001 to February 2007 and laid the foundations for the later evolution of the K3 ECU. It was Emerald’s first 32 bit processor ECU – a significant step on from the previous 16 bit M3D ECU. The M3DK was intended primarily for use with 4 cylinder engines, both normally aspirated and pressure charged. The ECU featured full injection and ignition control and offered idle control, narrow band lambda input and direct immobiliser compatibility with the Rover MEMS security modules – used at the time on all Lotus Elise/Exige and Rover MGF’s.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Physical  Dimensions  110 x 190 x 44 mm (W x L x H)
 Weight  491g
 Power supply
 6.5v - 18v
Inputs  Distributor trigger
 Inductive or Digital sensors
 Crank trigger  Inductive or Digital sensors, selectable trigger patterns
 Air Temperature  Yes, standard Bosch
 Coolant Temperature    Yes, standard Bosch
 Engine load   Throttle pot and/or MAP 0 - 5v signals
 Lambda sensor  0 - 1v or 0 - 5 v signals
 Other Coded immobiliser input
Outputs
Ignition coil drivers 2 internal
Injector drivers 4 internal
Other Fuel pump relay control, supply relay control, two stage cooling fan control, programmable tacho driver, oxygen sensor heater control, shift-light, boost control valve, stepper motor and solenoid idle control valves, 5v sensor supply
 PC Comms
RS232 serial communications