SMT8_4

Technical Manual
LetRipp II
Table of Contents: Page no:

1. INTRODUCTION ......................................................................................................... 1
2. FEATURES .................................................................................................................. 1
2.1 ANALOG #1 MAP ................................................................................................... 1
2.2 ANALOG #2 MAP ................................................................................................... 1
2.3 IGN MAP............................................................................................................... 1
2.4 INJECTION MAP #1 ................................................................................................ 1
2.5 INJECTION MAP #2 ................................................................................................ 2
2.6 SETPOINT ............................................................................................................. 2
2.7 WIDE BAND AFR MODIFICATION ............................................................................. 2
2.8 NARROW BAND AFR MODIFICATION ........................................................................ 2
2.9 WIDE BAND AFR DISPLAY ....................................................................................... 2
2.10 FREQUENCY/PWM MODIFICATION ......................................................................... 2
2.11 BOOST CONTROL ................................................................................................. 2
2.12 ALTITUDE COMPENSATION ................................................................................... 3
2.13 MAP A/B ............................................................................................................. 3
2.14 CALIBRATION ...................................................................................................... 3
2.15 WIDE BAND SENSOR CALIBRATION ....................................................................... 3
2.16 DISPLAY ............................................................................................................. 3
2.17 HELP .................................................................................................................. 3
3. GENERAL USE OF THE WINDOWS SOFTWARE ............................................................. 3
3.1.1 USB COMMUNICATION .................................................................................... 3
4. CONNECTIONS ........................................................................................................... 4
4.1 PIN-OUT TABLE ..................................................................................................... 4
4.2 SPECIFICATIONS ................................................................................................... 6
5. TRIGGER INPUTS ....................................................................................................... 6
6. ANALOG #1 MODIFICATION ....................................................................................... 7
6.1 USAGE ................................................................................................................. 8
6.2 ASSOCIATED PINS................................................................................................. 8
6.3 REQUIREMENTS ................................................................................................... 8
6.4 MAIN (RPM/THROTTLE) MAP .................................................................................. 8
6.5 COMPLETE CALCULATION ....................................................................................... 9
6.6 PARAMETERS ........................................................................................................ 9
7. ANALOG #2 MODIFICATIONS ..................................................................................... 9
7.1 ASSOCIATED PINS............................................................................................... 10
8. IGN (IGNITION) MAP ............................................................................................... 11
8.1 PURPOSE ........................................................................................................... 11
8.2 ASSOCIATED PINS (ON 12 PIN CONNECTOR).......................................................... 11
8.3 MAX ADVANCE LIMIT ........................................................................................... 12
8.4 MAX RETARD LIMIT ............................................................................................. 12
8.5 MAPPING ............................................................................................................ 12
8.5.1 MAIN (RPM / THROTTLE) MAP ........................................................................ 12
8.5.2 OPTIONAL AMP MAP ...................................................................................... 12
8.5.3 OPTIONAL AIR TEMPERATURE MAP ................................................................. 12
8.5.4 OPTIONAL ENGINE TEMPERATURE MAP ........................................................... 12
8.6 PARAMETERS ...................................................................................................... 13
8.6.1 IGNITION SETUP .......................................................................................... 14
9. INJECTION MAP #1 .................................................................................................. 15
9.1 PURPOSE ............................................................................................................ 15
9.2 EXTRA INJECTOR ACCELERATION ENRICHMENT: ..................................................... 15
9.3 ASSOCIATED PINS: ............................................................................................. 16
9.3.1 MAIN (RPM / THROTTLE) MAP ........................................................................ 16
9.3.2 AMP SIGNAL TABLE (OPTIONAL) ..................................................................... 16
9.3.3 ENGINE TEMPERATURE MAP (OPTIONAL) ......................................................... 17
9.3.4 AIR TEMPERATURE MAP (OPTIONAL) ............................................................... 17
9.4 COMPLETE CALCULATION ..................................................................................... 17
10. SETPOINT............................................................................................................... 17
10.1 SETPOINT USAGE .............................................................................................. 18
10.2 ASSOCIATED PINS ............................................................................................. 19

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11. MAP SWITCHING .................................................................................................... 19
11.1 MECHANICAL SWITCH ........................................................................................ 19
11.2 SOFTWARE MAP SWITCH .................................................................................... 20
11.3 AUTOMATIC SWITCHING .................................................................................... 20
12. FREQUENCY MODIFICATION .................................................................................. 21
12.1 ASSOCIATED PINS ............................................................................................. 22
12.2 COMPLETE CALCULATION ................................................................................... 23
13. NARROW AFR (LAMBDA) MODIFICATIONS............................................................. 23
13.1 ASSOCIATED PINS ............................................................................................. 23
13.2 NARROW BAND SENSOR..................................................................................... 24
14. WIDE BAND AFR MODIFICATIONS ......................................................................... 25
14.1 ASSOCIATED PINS ............................................................................................. 25
14.2 WIDE BAND CONNECTIONS ................................................................................ 25
14.3 WIDE BAND SENSOR.......................................................................................... 25
14.4 WIDE BAND OUTPUT CALIBRATION...................................................................... 25
14.5 MAPS ............................................................................................................... 26
15. WIDE BAND AFR DISPLAY ...................................................................................... 26
15.1 ASSOCIATED PINS ............................................................................................. 26
15.2 WIDE BAND DISPLAY CALIBRATION ..................................................................... 26
16. BOOST CONTROL .................................................................................................... 27
16.1 PURPOSE .......................................................................................................... 27
16.2 BOOST CONTROL MAPS AND PARAMETERS ........................................................... 27
16.3 WASTE GATE CANISTER ..................................................................................... 28
17. PROTECTION .......................................................................................................... 28
18. ACCELERATION COMPENSATION ............................................................................ 29
19. ALTITUDE COMPENSATION .................................................................................... 30
20. KEYWORDS ............................................................................................................ 31
20.1 ECU ................................................................................................................. 31
20.2 MAPPING .......................................................................................................... 31
20.3 INTERCEPTING .................................................................................................. 31
20.4 TEE IN .............................................................................................................. 31
20.5 LAMBDA, OXYGEN, AFR ...................................................................................... 31
20.6 CHIPPING ......................................................................................................... 31
20.7 MAF ................................................................................................................. 31
20.8 MAP ................................................................................................................. 31
20.9 AMP ................................................................................................................. 31
20.10 MAP SWITCHING ............................................................................................. 31
20.11 CAM 1, 2 ......................................................................................................... 32
20.12 PWM............................................................................................................... 32
20.13 WIDE BAND LAMBDA ........................................................................................ 32
20.14 PICKUP ........................................................................................................... 32
20.15 FEED-THRU ..................................................................................................... 32
20.16 BALANCED INPUT ............................................................................................ 32
20.17 MAP SWITCH INPUT ......................................................................................... 32
20.18 SET POINT RELAY DRIVES................................................................................. 32
20.19 INJECTOR DRIVE ............................................................................................. 32
20.20 DEFLECTION OR THROTTLE INPUT ..................................................................... 32
20.21 ETC ................................................................................................................ 32
20.22 WIRELESS ....................................................................................................... 33
21. PIN OUT BY FUNCTION .......................................................................................... 33
21.1 POWER ............................................................................................................. 33
21.2 THROTTLE INPUT ............................................................................................... 33
21.3 CRANK INPUT .................................................................................................... 33
21.4 CRANK OUTPUT ................................................................................................. 33
21.5 CAM INPUTS ..................................................................................................... 33
21.6 CAM OUTPUTS ................................................................................................... 33
21.7 AMP (MAP) INPUT .............................................................................................. 33
21.8 ENGINE TEMPERATURE ....................................................................................... 33
21.9 AIR TEMPERATURE ............................................................................................. 33
21.10 ANALOG #1..................................................................................................... 33

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 21.11 ANALOG #2..................................................................................................... 33
21.12 INJECTION DRIVE (VIA SEPPOINT OUTPUTS) ...................................................... 33
21.13 MAP SWITCH ................................................................................................... 33
21.14 NARROW AFR .................................................................................................. 34
21.15 WIDE AFR ....................................................................................................... 34
21.16 FREQUENCY .................................................................................................... 34
21.17 SPECIAL ANALOG INPUT ................................................................................... 34
21.18 EXTERNAL 5V SUPPLY....................................................................................... 34
21.19 PULLUP ........................................................................................................... 34
22. APPLICATION NOTES ............................................................................................. 35
22.1 HALL EFFECT SENSOR APPLICATION .................................................................... 35

Table of Figures: Page no:

FIGURE 1 SMT8_4 PIN OUT ........................................................................................... 4

FIGURE 2 BALANCE CRANK SIGNAL WIRING ................................................................. 6
FIGURE 3 ANALOG 1 WIRING ......................................................................................... 7
FIGURE 4 ANALOG 2 WIRING ....................................................................................... 10
FIGURE 5 CRANK AND CAM WIRING ............................................................................ 11
FIGURE 6 EXTRA INJECTOR NO.1 WIRING ................................................................... 16
FIGURE 7 SETPOINTS ................................................................................................... 18
FIGURE 8 WIRING DIAGRAM FOR MECHANICAL SWITCH ............................................. 20
FIGURE 9 PWM / FREQUENCY WIRING ........................................................................ 22
FIGURE 10 HALL OR OPTICAL SENSOR WIRING ........................................................... 23
FIGURE 11 NARROW BAND LAMBDA WIRING .............................................................. 24
FIGURE 12 WIDE BAND LAMBDA WIRING .................................................................... 25
FIGURE 13 DIAGRAM OF TYPICAL BOOST SOLENOID ................................................... 28

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1. INTRODUCTION

Welcome to the Digital Data Systems SMT8_4 (USB) Technical Manual. The Technical Manual
needs to be used in conjunction with the LetRipp II Software User Guide.

The SMT8_4 is the result of many years of development in the “Piggy-Back” industry. Its
performance is further enhanced with the introduction of the WIRELESS feature.

2. FEATURES

Here is a brief list of the features:

• 2 maps to influence analog signals: ANA1 MAP

ANA2 MAP
• 1 Map to influence up to THREE ignition signals IGN MAP…..
• 2 Extra injector maps to drive two injectors INJ MAP #1
INJ MAP #2
• 1 Set point control with up to 3 outputs (relays) SETPOINT
• 1 Frequency modification map FREQ
• 1 AFR (Lambda) modification map wide/narrow? AFR
• 1 BOOST control screen BOOST
• Calibration of all inputs: Engine temperature
Air temperature
AMP (MAP) sensor
Throttle position
RPM
• Engine Protection Via Ignition cut
Ignition retard
ETC control
• USB or WIRELESS Communication

2.1 ANALOG #1 MAP

An analog signal is intercepted via the A1 (IN) (pin 9/16) to A1 (OUT) (pin 2/10) connections. It
is mapped via Throttle/RPM, Engine temperature, Air temperature and AMP, for the purpose of
altering fuel at specific engine conditions. The output signal can be limited (high and low).

2.2 ANALOG #2 MAP

The analog signal on A2 (IN) (pin 11/16) is mapped to the A2 (OUT) (pin 4/10) via Throttle/RPM,
AMP, Air and Engine temperature, for the purpose of altering (mapping) an analog signal, which
in turn may alter certain engine operations. The output signal can be limited (high and low).

2.3 IGN MAP

Up to 3 ignition signals (CRANK+2xCAM) can be intercepted and mapped via Throttle/RPM, AMP,
Air and Engine temperature, for the purpose of retarding/advancing the ignition. Notice that the
Ignition mapping affects ALL ignition signals (advance/retard). The output signal can be set to
maximum advance and retard limits.

2.4 INJECTION MAP #1

The SMT8_4 can drive one extra injector (13 ohm) for supplementing fuel at high boost. The
extra injector can be controlled via Throttle/RPM, AMP, Engine and Air temperature maps. This
allows for precise fuel delivery at boost conditions. This feature is very popular with turbo and
supercharger installations. The Injector #1 output is assigned via the SET-POINT map.

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2.5 INJECTION MAP #2

The Second Injection map with full tuning capability is designed to operate on INJECTOR #2 via
the SET-POINT procedure. The map can be used for very complex fueling strategies in
conjunction with injection map #1, or it can be ignored. A 13-ohm injector must be used. The
Injector #2 output is assigned via the SET-POINT map.

2.6 SETPOINT

The SMT8_4 has 3 set point (relay) drive outputs, which can be activated from 14 different signal
sources. This is for the implementation of, for example, fan control, gearshift lights, idle
assistance and all other small jobs around the engine and cockpit. All functions can be combined
in a logical fashion, and full polarity (higher than/lower than) selection is possible. Furthermore,
The SETPOINT procedure can be used to switch between the TWO operating maps A/B. The SET-
POINT outputs are SHARED with the injection outputs.

2.7 WIDE BAND AFR MODIFICATION

Two wide band LSU-4 channels can be tuned simultaneously. A large 16 x 24 map allows for the
precise AFR (Lambda) signal modification via the WAFR1IN (pin 7/16) and WAFR2IN (pin 5/12)
to the WB1OUT (pin 10/10) and WB2OUT (pin 9/10). The AFR is mapped via Throttle/RPM, AMP
and Engine temperature.

2.8 NARROW BAND AFR MODIFICATION

Two narrow band AFR probes can be tuned simultaneously. A large 16 x 24 map allows for the
precise AFR (Lambda) signal modification via the NAFR1IN (pin 5/16) and NAFR2IN (pin 11/12)
to the NAFR1OUT (pin 14/16) and NAFR2OUT (pin 15/16). The AFR is mapped via Throttle/RPM,
AMP and Engine temperature.

2.9 WIDE BAND AFR DISPLAY

One wide band LSU-4 probe can be monitored, and the engines operating AFR (Lambda) can be
displayed by connecting WRCAL (pin 6/16) to the calibration resistor of the probe.

2.10 FREQUENCY/PWM MODIFICATION

A digital signal (PWM or FREQUENCY) can be modified via the FREQ (IN) (pin 2/16) and the FREQ
(OUT) (pin 3/10) signal path. The mapping is via RPM/TPS, AMP, Engine and Air temperature.

2.11 BOOST CONTROL

The SMT8_4 can pulse a solenoid to raise the boost above the waste gate canister default
pressure. The boost is mapped via low TPS/RPM, high TPS/RPM, Air temp/RPM and Boost
target/RPM.

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2.12 ALTITUDE COMPENSATION

The unit can perform altitude compensation by connecting an external manifold pressure sensor
to the analog #3 input and enabling the process via the system definition.

2.13 MAP A/B

The SMT8_4 has two complete maps. That is to say that you can switch between two different
tuned maps while driving. It is possible to have one map for fuel-economy, and the other for
performance. Or use the maps for different weather conditions. The Maps can be switched
automatically from the SETPOINT procedure, or from the hardware input (Switch). The
parameters and calibration are not switched. The maps can be ‘locked’ in to a fixed position from
the PC for tuning and downloading. When the map switching is enabled in the Set points the hard
switching (pin 10/16) will no longer function

2.14 CALIBRATION

The Throttle, RPM range, AMP sensor, Air temperature and Engine temperature sensor and scales
can be calibrated and specified. The Calibration is applicable to both tune maps A/B.

2.15 WIDE BAND SENSOR CALIBRATION

Each of the wideband outputs has separate offset calibration, and the wide band display channel
has an input offset calibration facility.

2.16 DISPLAY

The SMT8_4 has an external display feature, which is set up by the PC. Up to 8 displays can be
driven, showing 8 selectable engine measurements.

2.17 HELP

Help is available in various forms:

A) Right click on any item and a short explanation is available
B) This TECHNICAL MANUAL
C) The LETRIPP SOFTWARE USER GUIDE
D) Some WINDOWS ITEMS are explained ‘ONLINE’

3. GENERAL USE OF THE WINDOWS SOFTWARE

This is explained in the LETRIPP SOFTWARE USER GUIDE, and covers items like software
installation, the use, and features.

3.1.1 USB COMMUNICATION

The SMT8_4 uses a USB2.0 communication. The supplied cable should be used or any standard
cable with an ‘interference prevention ferrite’.

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4. CONNECTIONS

The SMT8_4 has 3 connectors and a USB communications port on the SMT8_4.

4.1 PIN-OUT TABLE

NOTE: The GROUND pin on the 10pin INJECTOR CONNECTOR is conducting CURRENT and
therefore must be connected via heavy gauge wires to chassis,

Injector
Connector
Crank and Cam
Connector

Display Connector
USB

Main Connector

16 15 14 13 12 11 10 9 2 12 11 10 9 8 7 10 9 8 7 6
8 7 6 5 4 3 2 1 1 6 5 4 3 2 1 5 4 3 2 1

FIGURE 1 SMT8_4 PIN OUT

SMT8_4 Main Connector (16 Pin Connector)

Pin Signal Description

1 +12V SUPPLY Switched Battery Supply
2 FREQIN Frequency input
3 AMPIN Absolute Manifold Pressure input
4 ENGTIN Engine Temperature input
5 NAFR1IN Narrow AFR/Lambda input #1
6 AN3OUT Analog # 3 output
7 CB1-OUT CB1 Negative Output
8 GND Signal ground
9 AN1IN Analogue #1 input
10 MAPSW Map switch input: Open=A, Short=B
11 AN2IN Analogue #2 input

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12 AIRTIN Air Temperature input
13 TPSIN TPS input
14 NAFR1OUT Narrow AFR output #1
15 NAFR2OUT Narrow AFR output #2
16 GND Signal Ground

SMT8_4 Injector Connector (10 Pin Connector)

Pin Signal Description

1 GND Chassis Ground
2 A1OUT Analogue #1 output
3 FRQOUT Frequency output
4 A2OUT Analogue #2 output
5 CB1+OUT CB1 Positive Output
6 SP3OUT 1 Amp drive
7 SP1OUT 1 Amp drive
8 SP2OUT 1 Amp drive
9 WB2OUT Wide band #2 output
10 WB1OUT Wide band #1 output

SMT8_4 Crank and Cam Connector (12 Pin Connector)

Pin Signal Description

1 CB1-IN CB1 Negative Input
2 CB1+IN CB1 Positive Input
3 CB2+IN CB2 Positive Input
4 CB3+IN CB3 Positive Input
5 CB1 – BiPolar CB1 Negative Bipolar Output
Out
6 Speed Signal Speed Signal Input + Pull up
(IN) + Pull Up
7 AN3IN Analogue # 3 Input
8 CB1 + BiPolar CB1 Positive Bipolar Input
Output
9 CB2OUT CB2 Output
10 CB3OUT CB3 Output
11 NAFR2IN Narrow band AFR input #2
12 +5EXT 5volt, 50mA supply for sensors

Please note: As per the above diagram the 2 pin connector is needed for the Perfect Power
Display Output. Please refer to the Display Manual.

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4.2 SPECIFICATIONS

Power consumption: ~ 100mA (0,1A)

Power supply voltage: 8 – 36 V
Reverse Polarity Protection: Yes
Momentary power supply: up to 40 V, 5 ms
Signal input impedance: >10 K Ohm
Pull up: 2k2 Ohm
Ambient temperature: Up to 60 deg C (Passenger compartment)
Relay drives (3): 1A (SP1, 2 and 3)
Ignition signal outputs 6 x: 2K2 to + 12 V, switched to ground, max 10mA
Injector drive 2 x: 1 Amp, 13-Ohm injector (SHARED with relay drives)
Analog output drive 2 x: 0.005 Amp (5 mA), 0 - 5volts
Analog input range: 0 - 5 Volts
Narrow band input range: 0 – 5 Volts
Wide band input range: 0 – 3.3 Volts

5. TRIGGER INPUTS

The SMT8_4 derives the RPM reading from the CRANK signal input (pin2/14). The CAM signal
inputs can be left open.

All trigger inputs require

A) Connecting to wires (pickup, sensor)

B) Comparing the input signal to some preset trigger level

The SMT8_4 has three trigger inputs and outputs located on the 12 pin connector.

ECU

CB1+ out Pin 8 of 12

Pin 5 of 10
CB1- out

SMT8 V3
CB1+ in Pin 2 of 12

Pin 1 of 12
CB1- in

Engine

FIGURE 2 BALANCE CRANK SIGNAL WIRING

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 Description Input Pin Output Pin

A) CRANK SIGNAL: CRANK 1-2 CROUT 8

B) CAM#1 SIGNAL: CAM1 3 CA1OUT 9

C) CAM#2 SIGNAL: CAM2 4 CA2OUT 10

The type of trigger signal used is set up via the parameter screen.

TEETH PER TURN (INCLUDING MISSING)

EDGES PER TURN

6. ANALOG #1 MODIFICATION

The SMT8_4 analogue #1 feature can modify one analog signal, namely AN1IN and output the
mapped signal on A1OUT.

ECU

Analog 1 out Pin 2 of 10

SMT8 V4
Cut
Pin 9 of 16
Analog 1 in

Engine
AFM or MAP

FIGURE 3 ANALOG 1 WIRING

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6.1 USAGE

An analog signal is a DC voltage generated from a number of different types of sensors;

examples of these are the air flow meter, mass air flow meter (MAF) and pressure transducer
(MAP) or temperature transducer.

Most analog signals, with a few exceptions, range from 0 to 5 Volts and are used by the ECU to
determine the fuel quantity. By routing the signal through the SMT8_4 the analog voltage is
changed, which in turn results in a fuel change. Thus, allowing the car to be tuned. The input to
output voltage relationship can be changed at various engine-operating points. This process is
called “MAPPING”.

6.2 ASSOCIATED PINS

ANALOG 1 input Pin 9 of the 16-pin connector

ANALOG 1 output Pin 2 of the 10-pin connector

6.3 REQUIREMENTS

1) ANALOG #1 lower limit (Volts):

This voltage setting prohibits the analog output to go BELOW the limit.
2) ANALOG #1 high limit (Volts):
This voltage setting prohibits the analog output to go ABOVE the limit

6.4 MAIN (RPM/THROTTLE) MAP

For the RPM to work: Connect CRANK (see: RPM trigger).

For the Throttle (deflection) to work: Connect pin 13 of the 16-pin connector to the analog
deflection signal (normally the throttle position sensor).

All map entries are in counts (without a decimal point) 100 counts entry equals 1.00 Volts.

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6.5 COMPLETE CALCULATION

A1OUT = AN1IN
+- ANA1 MAP
+- AN1 ENGT
+- AN1 AIRT
X AN1 AMP

The A1OUT signal is limited to the low and high limits.

Note: The AMP map is a multiplier so when it is not used set all the values to 1.0

6.6 PARAMETERS

An1 UPPER LIMIT:

Entering 5 volts, which is the max output voltage, renders the limit useless.
Any other entry prevents the output to exceed the set limit.
An1 LOWER LIMIT:
The minimum output voltage is zero volts. Any other setting prevents the output from
falling below the set limit.
Analog#1 +-%:
This value entered in percentage is a voltage offset

7. ANALOG #2 MODIFICATIONS

This map follows the concept of the ANALOG #1, except in the following details:

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 ECU

Analog 2 out Pin 4 of 10

SMT8 V4
Cut
Pin 11 of 16
Analog 2 in

Engine
AFM or MAP

FIGURE 4 ANALOG 2 WIRING

7.1 ASSOCIATED PINS

ANALOG 2 input Pin 11 of the 16-pin connector

ANALOG 2 output Pin 4 of the 10-pin connector

For details see above.

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8. IGN (IGNITION) MAP

8.1 PURPOSE

The ignition angle of an engine can be modified (retarded or advanced) to achieve one of the
following effects:
A) More power with high quality fuel (advance).
B) Avoid detonation after a turbo (Supercharger) installation (retard).
C) Retarding for poor quality fuel.
There are numerous other applications, which require better ignition angle control. Ignition
control is not successful on engines with active knock sensor control.

8.2 ASSOCIATED PINS (on 12 pin connector)

Input Pin Output Pin

- +
CRANK : 1 2 7 of 16 5 of 10

CAM #1: 3 9

CAM #2: 4 10

FIGURE 5 CRANK AND CAM WIRING

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 The SMT V4 has 4 crank signal outputs

CB1- Bi Polar
Pin 5 of 12

CB1+ Bi Polar
Pin 8 of 12

SMT8 Pin 7 of 16
CB1-

V4 CB1 +
Pin 5 of 10

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8.3 MAX ADVANCE LIMIT

This is the maximum total advance the unit will allow for modification. It must be a positive
entry. See: CONFIG, PARAMETERS

8.4 MAX RETARD LIMIT

This is the maximum total retard the unit will allow for modification. It can be positive or
negative entry. See: CONFIG, PARAMETERS

8.5 MAPPING

The Ignition signal can be mapped within the specified (above) limits by:

8.5.1 MAIN (RPM / THROTTLE) MAP

For the RPM to work: Connect CRANK signal

For the Throttle to work: Connect pin 13 of the 16-pin connector to the analog deflection signal
(normally the throttle position sensor).

Enter a number in the range from the max retard limit to max advance limit on the main map.
Zero, will do no modification to the signal!

8.5.2 OPTIONAL AMP MAP

The active value will be added to the value on the main map, for no modification place a zero on
this map.

The MAP deflection comes from the AMP (IN) pin 3 of the 16-pin connector.

8.5.3 OPTIONAL AIR TEMPERATURE MAP

The active value will be added to the value on the main map, for no modification place a zero on
this map.

The air temperature deflection comes from AIRT (IN) pin 12 of the 16-pin connector.

8.5.4 OPTIONAL ENGINE TEMPERATURE MAP

The active value is added to the other values to form the overall IGNITION modification.

The Engine Temperature input comes from pin 4 of the 16-pin connector.

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8.6 PARAMETERS

MAX ADVANCE LIMIT

This restricts the maximum overall ADVANCE from the neutral point.

MAX RETARD LIMIT

This restricts the maximum overall RETARD from the neutral point.

START SECONDS
This is the time in seconds after starting the SMT8_4 waits before it will modify the ignition
signal.

IGNITION WINDOW
This allows the SMT8_4 to be less sensitive to the incoming ignition/crank signal. A value of –1
will disable the SMT8_4’s error checking of the incoming signal. Typical values of 1 to 10 are
normal.

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8.6.1 IGNITION SETUP

STATUS, CRANK ACTIVE

This indicates that the SMT8_4 sees an input on the Crank +, pin 2/12
STATUS, IGN. DETECT FAULT
This indicates that the SMT8_4 cannot decode the crank signal and will retard only.
The two special SYSTEM PARAMETERS:
Teeth per turn
Edges per turn
Must be set correctly. If they are set correctly and the RETARD ONLY indication persists then this
means that the SMT8_4 is unable to work with this crank signal.

If the engine runs with it, then you have to be content to have the ability to retard the timing. If
the engine does not run, then the level may be too low.

Picture above shows correct settings for a 60 – 2 crank signal.

Picture above shows the incorrect settings for the 60–2 crank signal as can be seen by the
highlighted ‘Ign.Detect Fault’

To setup the ignition, the edges per turn must first be set until the SMT8_4 displays the correct
RPM. The “teeth per turn” is setup last and when the number is correct the IGN DETECT FAULT
will be grayed out. Correct settings for a 60 – 2 crank signals are: Teeth per turn 60 and Edges
per turn 58.

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9. INJECTION MAP #1

9.1 PURPOSE

The INJECTION #1 (F1) screen allows the control of ONE injector placed in the manifold.
The injector must be wired to the SP1 output and assigned to it in the SET-POINT
procedure.

9.2 Extra Injector Acceleration Enrichment:

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The Acc enrichment map adds extra fuel when the extra injector is in operation.
Acc Detection: value entered is in Bar (based on the AMP Calibration table) so that when the
value is exceeded the map will be enabled.
Acc Deplete: (is a counts entry where 100 means 1ms), will deplete the extra fuel over the
entered time after acc detection.

9.3 ASSOCIATED PINS:

Throttle deflection: Pin 13 of the 16-pin connector

Manifold pressure: Pin 3 of the 16-pin connector
Injector outputs: (SP1) Pin 7 of the 10-pin connector
POWER GROUND: Pin 1 of the 10-pin connector

Switched 12 Volt
Pin 1 of 16
Pin 10 of 16 RPM Signal
Map Switch Pin 2 of 12
TPS Signal
Pin 13 of 16

Analog #1 out SMT8

Pin 2 of 10
Pin 3 of 16
Pin 9 of 16
AMP Signal ( for boost Pressure )
Analog #1 ( AFM or MAP Sensor )
Ground
Pin 8/16 of 16

Pin 7 of 10

Switched 12 volts

OEM 2.5 Bar AMP

ECU Sensor

FIGURE 6 EXTRA INJECTOR NO.1 WIRING

9.3.1 MAIN (RPM / THROTTLE) MAP

Enter a number in the range from 0 to 999 on the main map. A zero entry disables the injector
output. An entry of 100 is the equivalent of 1.00 MS (milliseconds) injection.

9.3.2 AMP SIGNAL TABLE (OPTIONAL)

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A multiplication factor in the range from 0.01 to 9.99 can be used. An entry of 1.00 will do no
multiplication to the value in the main map. The MAP deflection comes from the AMP (IN) pin 3
of the 12-pin connector.

9.3.3 ENGINE TEMPERATURE MAP (OPTIONAL)

The entry in this map is ADDED to the main fuel map entry. Entries range from 0 to 999. 100
counts equate to 1.00 MS.

9.3.4 AIR TEMPERATURE MAP (OPTIONAL)

The entry in this map in the range from 0 to 999 is added to the other map values. An entry of
100 results in 1.00MS added fuel.

9.4 COMPLETE CALCULATION

OPEN TIME = MAIN TABLE

+- ENGINE TEMP MAP
+- AIRT TEMP MAP
X AMP MAP

10. SETPOINT

The SMT8_4 has a very powerful set point control feature, which allows the activation of relays.
The relays can control more powerful devices such as lamps, motors, solenoids, pumps and fans.

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10.1 SETPOINT USAGE

The unit has 3 output pins, each capable of driving a relay/solenoid of 1A. For details of the
SETPOINT operation and setup see: LETRIPP II SOFTWARE USER GUIDE.

FIGURE 7 SETPOINTS

The SETPOINTS are evaluated as follows:

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 LIMIT EVALUATION:
This check compares the specified input with a settable limit (High/Low) and reports the
state back. A TRUE condition is required to proceed. An example of this would be a limit
of 3000 RPM and the engine exceeds 3000RPM the condition would be true because the
limit is set to ‘HIGH’.

FUNCTION EVALUATION:
This check has three options:
NONE: No further checking is performed, and the limit result is copied.
AND: The true LOGICAL ‘AND’ evaluation is performed with any other function.
OR: The true LOGICAL ‘OR” evaluation is performed with any other function.
A TRUE condition is required to proceed.
The MAP SWITCHING feature is attached here! See: MAP SWITCHING

WIRE EVALUATION:
If both of the above conditions are TRUE, then an output is activated when a WIRE is
specified.

The result of the FUNCTION EVALUATION can be used to switch the operating map A/B. See:
MAP SWITCHING for more details. The hard cut and soft cut options are used in the Protection
map (SHIFT F10)

The Soft/Hard Cut options are disabled.

10.2 ASSOCIATED PINS

Relay drive #1 Pin 7 of the 10-pin connector

Relay drive #2 Pin 8 of the 10-pin connector
Relay drive #3 Pin 6 of the 10-pin connector

11. MAP SWITCHING

The SMT8_4 comes with two entirely separate tune maps in memory. We call them map “A” and
map “B”. The LETRIPP Software displays the present map in the upper right hand corner or in the
STATUS display. Two maps are used for:
• Performance versus Economy
• Tested versus un-tested
• Normal versus high altitude
• Good fuel versus bad fuel
• Weather

NOTE: Please make sure that you have a valid tune map in map “B” before you
flip the switch.

The two tune maps can be invoked by:

11.1 MECHANICAL SWITCH

There is an option to connect (pin 8/12) an external mechanical switch to the SMT8_4 to enable
it to do map switching. Without this mechanical external switch, the unit will default on power up
to Map A (open pin). Should the mechanical switch be installed, the unit will power up and run on

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the map selected. The transition between maps switching is seamless and can be performed
while the vehicle is in operation, provided both maps are loaded.

Map A Pin 10 of 16

SMT8 V4
Map B
Pin 10 of 16

FIGURE 8 WIRING DIAGRAM FOR MECHANICAL SWITCH

11.2 SOFTWARE Map SWITCH

The tuning software can also change the Selected Map, regardless of what the external
mechanical switch is presently set to. However, as soon as the unit is reset or is powered up, the
SMT8_4 will revert back to the external mechanical switch setting. By changing the software map
switch, the unit will switch maps, even while the vehicle is in use. The PC FREEZES the selected
map and renders any other map-switching mute.

11.3 AUTOMATIC SWITCHING

The SETPOINT feature can switch the operating maps. This is done from the FUNCTION level. A
FALSE evaluation selects map A. Mechanical map switching will no longer function
For this feature to work the following items must be set:
1) Enable SYSDEF, SETPOINT MAP SWITCHING ENABLED
2) Set Any of the SETPOINT features FUNCTION, ENABLE MAP SWITCHING

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12. FREQUENCY MODIFICATION

The SMT8_4 has a separate FREQUENCY/PWM modification channel for the purpose of tuning a
digital signal. These signals are used in airflow meters and solenoid drives. The SMT8_4 can tune
the ON and OFF periods of the signal simultaneously in the frequency mode, or just the ON
period length in the PWM mode

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12.1 ASSOCIATED PINS

FREQUENCY INPUT Pin2 of 12 FREQ (IN)

FREQUENCY OUTPUT Pion2 of 10 FREQ (OUT)

ECU

PWM / Frequency out Pin 3 of 10

SMT8 V4
Cut
Pin 2 of 16
PWM / Frequency in

Engine

FIGURE 9 PWM / FREQUENCY WIRING

For hall or optical sensor a pull-up is required. See diagram below.

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 ECU

PWM / Frequency out Pin 3 of 10

SMT8 V4
Cut
Pin 2 of 16
Switched 12 volts PWM / Frequency in

2k2 resistor

Engine

FIGURE 10 HALL OR OPTICAL SENSOR WIRING

12.2 COMPLETE CALCULATION

FREQ (Output) = FREQIN

+-Freq AMP
+-Freq ENGT
+-Freq AIRT

The output is limited to the High/Low Frequency parameter. Entry is in PERCENT. The PWM
modification is calculated the same way as for the Frequency modification, but the limit
parameters do NOT apply.

13. NARROW AFR (LAMBDA) MODIFICATIONS

The SMT8_4 has 2 narrow band AFR channels, both are modified with the same map. The
purpose of the AFR (Lambda) modification channels is to change the AFR reading the ECU
receives from an exhaust sensor. This in turn affects the ECU fuel loop. Thus AFR tuning
becomes a powerful tool for fuel modifications.

13.1 ASSOCIATED PINS

NAFR1IN Pin 5 of 16
NAFR2IN Pin 11 of 12
NAFR1OUT Pin 14 of 16
NAFR2OUT Pin 15 of 16

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 Single Narrow Band System Dual Narrow Band System
ECU ECU

Lambda out Lambda #1 out

Pin 14 of 16
Pin 14 of 16
Lambda #2 out
Pin 15 of 16

SMT8 V4 SMT8 V4
Cut Cut Lambda #1 in
Lambda in Pin 5 of 16
Pin 5 of 16
Cut Lambda #2 in
Pin 11 of 12

Narrow band Narrow band Narrow band

Probe Probe #2 Probe #1

FIGURE 11 NARROW BAND LAMBDA WIRING

13.2 NARROW BAND SENSOR

The narrow band sensor has an output signal from 0 (lean) to 1Volt (Rich). This signal can be
interpreted by the SMT8_4 and it is available for display in AFR or LAMBDA. The signal from the
sensor is routed to the NAFR1IN (NAFR2IN) pin and exits the unit by the NAFR1OUT (NAFR2OUT)
pin. The table entry is in AFR or LAMBDA. The tuning map will modify both narrow band AFR
channels simultaneously.

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14. WIDE BAND AFR MODIFICATIONS

This feature allows the ‘TUNING’ of two BOSCH LSU4 sensors. The tuning is independent of the
two narrow band channels.

14.1 ASSOCIATED PINS

WB1 Pin 10 of 10
WB2 Pin 9 of 10

14.2 WIDE BAND CONNECTIONS

Single Wide Band System Dual Wide Band System

ECU ECU

WB Lambda WB Lambda #1
Pin 10 of 10
Pin 10 of 10
WB Lambda #2
Pin 9 of 10

SMT8 V4 SMT8 V4

Wide band Wide band Wide band

Probe Probe #2 Probe #1

FIGURE 12 WIDE BAND LAMBDA WIRING

14.3 WIDE BAND SENSOR

The LSU-4 sensor is in essence a narrow band sensor, which is ‘tuned’ by a small current to
14.7AFR. The amount and direction of the tuning current determines the actual AFR in the
exhaust gas. This in turn means that at 14.7 exhaust AFR the tuning current is zero, and the
probe is 0.45V above the IP terminal.
Therefore the voltages on the sensor are meaningless, but the current through the calibration
resistor is a measure of the AFR.

14.4 WIDE BAND OUTPUT CALIBRATION

This is necessary, because the electronic circuit is not perfect: it has an OFFSET error! The
calibration is relative simple:
1) Connect WAFR1IN to IP of the LSU-4 sensor
2) Make sure that the Wideband maps contain all zero (no modification)
3) Connect a voltmeter between the WAFR1IN and the WB1OUT pins
4) Adjust the ‘Zero output offset’ (parameter) until the voltmeter reads zero
Perform the same on the second channel (if you use it).

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14.5 MAPS

The entered Map modification values are not precise. The reason for this is that current/AFR ratio
is un-linear. However, the error is relative small when compared to the AFR range.

15. WIDE BAND AFR DISPLAY

The SMT8_4 has ONE wide band display channel. Thus the actual engine operating AFR of the
engine can be monitored. This can be done while the same channel is modified (see above). One
extra wire must be connected.

15.1 ASSOCIATED PINS

WAFR1IN Pin 7 of 16
WRCAL Pin 6 of 16

15.2 WIDE BAND DISPLAY CALIBRATION

The purpose of the calibration is to remove the electronic offset error. This can be performed in
two ways:
A) Comparison with OBD reader
Adjust Wide band display zero until reading confirms with OBD display

B) Short both wires, and adjust wide band display zero until reading is 14.7

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16. BOOST CONTROL

The SMT8_4 has a boost control feature, which can be used to IMPLEMENT a boost control loop
after adding a turbo.

This does NOT MODIFY and existing boost control loop, but constructs a new one. The manifold
pressure is measured via the AMP (IN) (pin 3 of 12) and compared to a target map. Depending
on the difference to the target boost pressure the output PWM to the bleeder solenoid is modified
so that the waste gate is closed/opened to achieve the target pressure.

16.1 PURPOSE

It is often desirable to add a turbo to an engine without DE-COMPRESSING the engine. In this
application precise boost control is required at lower RPM to avoid knocking, but higher boost
pressures can be used at high RPM.

The boost control is achieved via a “BLEEDER” valve, which controls the effective canister
pressure, and thus operates the waste gate. The signal to the bleeder valve is PWM.

16.2 BOOST CONTROL MAPS AND PARAMETERS

BOOST TARGET MAP

Entry is in pressure (bar/lbs). For each RPM point a different boost target can be specified.

BOOST AIR TEMPERATURE

The entry is in percent (of PWM). The value is added/subtracted from the PWM base.

BOOST LOW PWM

This is the PWM BASE duty cycle in percent for LOW TPS settings.
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BOOST HIGH PWM
This is the PWM BASE duty cycle in percent for HIGH TPS settings.

BOOST GAIN (PARAMETER)

This is a multiplier (0.01 to 9.99) by which the target to manifold difference is multiplied with
before adding the result to the BASE PWM. If the actual manifold pressure differs too much from
the target then the gain is too low. If the loop ‘oscillates’ then the gain is too high. The gain
depends on the bleeder valve construction, the size of the waste gate canister, and the piping
used.

5 Amp
+12 Volts switch power

To manifold

To atmosphere SP # 2

To wastgate Smt8

FIGURE 13 DIAGRAM OF TYPICAL BOOST SOLENOID

16.3 WASTE GATE CANISTER

A waste gate canister with a pressure of less or equal to the LOWEST boost pressure must be
used. Normally 0.2-0.3 bar (3.5lb) is sufficient.

17. PROTECTION

The SMT8_4 can be programmed to ‘protect’ the engine should an input go out of range.

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CUT Ign.AMP Lim
Should the manifold pressure exceed the limit then the crank signal output is cut.

CUT Eng.Temp Lim

Should the engine temperature exceed the limit then the crank signal output is cut.

CUT Air.Temp Lim

Should the air temperature exceed the limit then the crank signal output is cut.

CUT Rpm Limit

Should the engine Rpm exceed the limit then the crank signal output is cut.

RET Ign.AMP Lim

Should the manifold pressure exceed the limit then the ignition timing is retarded gradually until
the ignition retard limit is reached. (Shift F1)

RET Eng.Temp Lim

Should the engine temperature exceed the limit then the ignition timing is retarded gradually
until the ignition retard limit is reached. (Shift F1)

RET Air.Temp Lim

Should the air temperature exceed the limit then the ignition timing is retarded gradually until
the ignition retard limit is reached. (Shift F1)

RET Rpm Limit

Should the engine rpm exceed the limit then the ignition timing is retarded gradually until the
ignition retard limit is reached. (Shift F1)

RET Time Seconds

The time in seconds before the SMT8_4 implements the retard protection.

The MOD protection works on the Analog 1 and 2. The protection circuit will make the output
progressively 0 volts or 5 volts if the programmable limit/s are breeched. Both analog outputs
can be protected. The output can be inverted (Shift F2) which will make the output progressively
0 volts when a limit is reached. The protection is enabled in the Shift F2 map.

MOD AMP Limit

The manifold pressure limit for the protection to kick in.

MOD Eng.temp Lim

The engine temperature limit for the protection to kick in.

MOD Air.temp Lim

The air temperature limit for the protection to kick in

MOD Rpm Limit

The RPM limit for the protection to kick in

MOD Time Seconds

The time in seconds before the SMT8_4 implements the protection.
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18. ACCELERATION COMPENSATION

If the engine power was increased by means of a supercharger, then the added fuel must be
acceleration enriched. That is to say that the normal stock ECU enrichment is not sufficient and it
must be supplemented.
This can be done by entering values in the acceleration map: 100 counts=1ms of added fuel.
The acceleration process is triggered by the parameter: Acceleration detection and terminated
(faded out) by the acceleration depletion parameter.
The computed fuel amount is ADDED to the already mapped fuel injection length.

Acceleration enrichment process:

The unit monitors the AMP (pin 3-16) continuously every 25 milliseconds (40 times per second).
If the value changes by more than the threshold detection parameter, then the present
acceleration map value is added to the fuel injection length. This fuel amount can be observed on
the display.
The added fuel is depleted by the acceleration depletion parameter to zero. Should a de-
acceleration be detected, then the added enrichment is set to zero immediately.

Setup: Parameter Detection point in BAR

Parameter Depletion
MAP Added injection length in milliseconds

19. ALTITUDE COMPENSATION

The general principle is simple: at an elevated altitude the air is thinner, therefore the engine
needs less fuel. Without compensation the engine runs rich, which is sometimes a desirable
effect.

However, in a piggyback environment, things can get a little tricky. Most likely the engine was
modified, and the stock ECU compensation algorithm is not known. If things get out of shape
then the SMT8 can help and rectify the situation.

The altitude compensation requires extra hardware. The output of a standard 1.15Bar pressure
sensor MPX4115 must be connected to the special analogue input as a means of measuring the
ambient pressure.

NOTE: The pressure sensor requires 5V supply. A dds part for 12V connection is available.

Connections: ASPCIN pin 7-12

Enabling: System definition: Altitude Comp.Enable
Direction: System definition: Altitude Comp.Increase
Map: Acceleration Altitude Comp Map: FACTOR

Compensation calculations:
The unit computes a ratio from the measures ambient pressure (ASPCIN) to 1.00 BAR. This ratio
is multiplied with the map entry to form the final compensation ratio. If enabled, the fuel is
modified by this ratio.

The fuel can be increased or decreased at an altitude.

Restrictions:
A) The calibration of the MPX4115 is built in.
B) Pressures below 0.7bar (approx. 3000 Meter) are not recognized.

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20. KEYWORDS

20.1 ECU

The computer “box”, which is controlling the engine’s operation

20.2 MAPPING

A process by which, a signal is manipulated via the various tuning maps.

20.3 INTERCEPTING

A wire is cut, and the two ends are “routed” through the SMT8_4 for the purpose of changing the
signal.

20.4 TEE IN

A wire from the SMT8_4 is joined to the standard wiring loom. The signal is only read, and no
modifications take place.

20.5 LAMBDA, OXYGEN, AFR

A lambda probe, oxygen probe, or AFR sensor all measure the oxygen content in the exhaust
pipe. At lambda 1.00 the AFR=14.7 and a narrow band sensor generates a voltage between 0.2
and 0.8 Volts.

20.6 CHIPPING

Traditionally this applies to changing the “chip” of the ECU to provide better performance. When
ECU’s started to control the engine it meant changing an EEPROM. The term now also applies to
adding a SMT8_4 to the car, without changing any chips or EEPROMS. The SMT8_4 has the
advantage over chipping because of the online tune and the retune capability.

20.7 MAF

Mass Air Flow sensor. It could be a device with a “FLAP” or a solid-state “hot wire” sensor. It
generates basically an analog output voltage, which increases with higher airflow. Some devices
compensate for air temperature (density).

20.8 MAP

Manifold Absolute Pressure. It is a solid-state device with 3 wires and provides an analog output
voltage, which increases as the manifold pressure increases. Since it measures the absolute
pressure the output voltage DECREASES at idle. We don’t like this term because is also applies to
a tuning map.

20.9 AMP

Absolute Manifold Pressure. The same thing as a MAP! We like this term because it can’t be
confused with a tuning “map”.

20.10 MAP SWITCHING

All of our units have two tuning maps, which can be switched while driving. There are THREE
possible map-switching scenarios.

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20.11 CAM 1, 2

Our terminology for ignition signal inputs from a possible of 2 CAM’s.

20.12 PWM

Pulse Width Modulation. The information is in the ON to OFF signal ratio.

20.13 WIDE BAND LAMBDA

This is a 5 wire lambda probe (BOSCH LSU-4) with the part number starting with 025800. The
SMT8_4 can read the probe information and can modify it. This probe is very popular because it
measures the AFR very fast and at very RICH mixtures, which is useful for turbo/supercharger
applications.

20.14 PICKUP

It is a sensor, which “picks up” an engine measurement like temperature or crank angle position.
The sensor can be a Hall Effect (square wave) or magnetic (sine wave).

20.15 FEED-THRU

A method where a wire is cut and routed through the SMT8_4 for the purpose of modifying the
electrical signal.

20.16 BALANCED INPUT

Refers to a magnetic pickup (CRANK) where the pickup coil is isolated from ground. If a balanced
input is tested with a scope, then both wires have an opposing signal on it. The SMT8_4 has a
balanced input on the CRANK trigger input.

20.17 MAP SWITCH INPUT

A switch input when not used defaults to MAP=A.

20.18 SET POINT RELAY DRIVES

An “open collector” output, which can drive a relay of 1A at 12 volts. The unit switches to
ground, so the other coil wire of the relay must be connected to + 12v battery or switched +12v.
The output state can be configured via the tuning software to switch on various set points. It can
also be set to depend on the polarity and in the case of linked set point functions an AND\OR
logic state.

20.19 INJECTOR DRIVE

The SMT8_4 switches to ground. The current rating is sufficient for ONE 13 ohm injector per
output.

20.20 DEFLECTION or THROTTLE input

It is a tee-in signal in the range from 0 –5Volts. Normally a low voltage refers to a closed
throttle.

20.21 ETC

Electronic throttle control. This is a throttle body that is controlled by the ecu electronically and
not by a conventional cable

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20.22 WIRELESS

The wireless communication requires a USB/Wireless adaptor (Part Number: WireX) which can be
used for ALL other wireless products. Communication is on the 2.4GHz band on 16 frequencies
with a range of 5 to 20 meters, depending on installation.

21. PIN OUT BY FUNCTION

21.1 POWER
Ground 8-16, 16-16,1-10
+13V 1-16

21.2 THROTTLE INPUT

TPSIN 13-16

21.3 CRANK INPUT

CR- 1-12
CR+ 2-12

21.4 CRANK OUTPUT

CR + 8-12
CR - 5-10

21.5 CAM INPUTS

CA1+ 3-12
CA2+ 4-12

21.6 CAM OUTPUTS

CA1OUT 8-12
CA2OUT 10-12

21.7 AMP (MAP) INPUT

AMPIN 3-16

21.8 ENGINE TEMPERATURE

ENGTIN 4-16

21.9 AIR TEMPERATURE

AIRTIN 12-16

21.10 ANALOG #1
AN1IN 9-16
A1OUT 2-10

21.11 ANALOG #2
AN2IN 11-16
A2OUT 4-10

21.12 INJECTION DRIVE (VIA SEPPOINT OUTPUTS)

SP1 7-10 INJECTOR #1
SP2 8-10 INJECTOR #2
SP3 6-10 BOOST

21.13 MAP SWITCH

MAPSW 10-16

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21.14 NARROW AFR
NAFR1IN 5-16
NAFR2IN 11-12
NAFR1OUT 14-16
NAFR2OUT 15-16
21.15 WIDE AFR
WAFR1IN 7-16
WAFR2IN 5-12
WB1OUT 10-10
WB2OUT 9-12
WRCAL 6-16
21.16 FREQUENCY
FREQIN 2-16
FRQOUT 3-10
21.17 SPECIAL ANALOG INPUT
ASPCIN 7-12
21.18 EXTERNAL 5V SUPPLY
+5EXT 12-12
21.19 PULLUP
PULLUP 6-12

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22. APPLICATION NOTES

22.1 HALL EFFECT SENSOR APPLICATION

Introduction

The SMT8 is primarily designed to work with sine wave signals and specific wiring of a hall-effect
signal must be followed.

Purpose

To wire the SMT8’s negative crank input for moderate or high RPM applications.

Wiring

Option 1

For normal operation up to ±6000 RPM

Option 2

For operation above 6000 RPM

Note: High level trigger must be set to ‘ON’

Conclusion

The SMT8 can now function correctly with a hall-effect signal.

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