The Meteor87 direct injection inductive kit is based on the Meteor87 ECU to which is adjoined a DDi08 inductive driver for driving the inductive injectors which need a high tension and current command.
• It allows managing 1 to 8-cylinder engines in direct injection. If it controls 8 injectors, it has only 4 remaining ignition channels and therefore the ignition must be in twin spark mode.
• It can manage engines in line and ‘V’ engines as well, with a separated management for each bank of cylinders (intake, Lambda, turbos, fly by wire and camshafts for each bank, variable valve lift).

The Meteor87 owns an auxiliary Peak and Hold command.
This command allows a better management of devices with high current command, such as fuel high pressure pumps for direct injection.

Several tunings can get along for the same engine (multimapping). The desired tuning can be selected while running, by a rotator or a dashboard switch, allowing the adaptation to the driving conditions, a super boost of the engine if necessary.

Complete management of the flexfuel with reading of Ethanol content sensor
The kit being based on the Meteor87 ECU, the Ethanol management is the same (see standard kit description).

TECHNICAL PRESENTATION

 

GENERAL OPERATION
The kit being based on the Meteor87 ECU, the overall functionality is the same (see standard kit description).
When Meteor87 is used in direct injection, and it is its speciality, injection is sequential, phased on the beginning of injection. The phase of the injections is controlled by 1/10 degree.

INJECTORS MANAGEMENT
The injectors command is configurable to adapt to the needs of the injectors to drive (see details on the driver DDi08 page).
This command is composed of three parts:
High tension pulse: This pulse allows the injectors to be opened very quickly and its duration should not be longer than what is strictly necessary to open them, otherwise the injectors and the driver will can damaged.
Peak part, is the part of strong current needed to reinforce the opening of the injectors after the high voltage pulse.
This part can be removed from the command if it is not desired. In that case the end of the high tension pulse drops directly to the hold part.
Hold part, is the low current part needed to keep the injectors open after the peak. It lasts as long as the injectors must remain open.

FUEL HIGH PRESSURE COMMAND
The fuel high pressure pump control is a Peak and Hold command that can be done in two ways:
In PWM by the fuel flow supplying the pump, the frequency and direction control are adjustable.
In engine synchronous command with tuning of the number of came push per engine cycle and push phases (to follow the camshaft drift).

Whatever the type of command used, the RCO of the command is managed by a PID to follow the pressure target.

FUEL PRESSURE TARGET
The base target is given by a map function of load and engine speed. It is then corrected to get a reactive adaptation to the conditions of engine operation:
• Dynamic correction of the fuel target pressure in acceleration (anticipation of the need for pressure)
• Programmable delay of fuel pressure drop while foot lift (avoidance of oscillations on cutoff-reacceleration)

PROGRAMMABLE EMPTYING OF INJECTORS RAILS
The fuel pressure is given by the balance achieved between the filling of the ramp by the pump and its emptying by the flow of the injectors.
At the cutoff during deceleration, the injectors being stopped, it is not possible to reduce the fuel pressure (if needed) by the normal operation, and the resumption of injection (including idling) can be at a pressure much higher than desired.
A programmable function of ramps injectors emptying during deceleration cutoff has been included in the management of fuel pressure.

 

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METEOR87 ECU DIRECT INJECTION KITS

• The kit consists of the Meteor87 ECU accompanied by mounting accessories on the direct injection engine including the 8-cylinder DDi08 injector driver.
If you need to equip an engine with a larger number of cylinders, you may need to order additional accessories.
In all cases, refer to the kit complements below to check your needs

• The PC connection kit via USB-FTDI is not included in the ECU kit. It must be ordered as an option or separately. It is essential to be able to connect your PC to the Meteor87 ECU and make engine adjustments.

COMPOSITION OF THE ECU KIT
• Meteor87 ECU
• 8-cylinder injectors driver DDi08
• Semi-finished engine loom
• Air temperature sensor
• Water temperature sensor
• 3 dual ignition modules (6-cylinder monostatic)
• Connector kit

SEMI FINISHED LOOM
This loom is pre-wired on the ECU and driver side connectors, with sensors and actuators connectors not installed.
Its length is to be adapted when intalling on the vehicle, then the sensors and actuators connectors will be wired.
• The connectors of the standard sensors* and standard actuators* that are delivered with the kit are provided.
• The various branches of the loom are labeled (grounds, power supplies, measurements, auxiliary commands, injectors, …) but not sheathed. High quality canvas adhesive tapes are provided to finish the sheathing when installing.

*Standard sensors:
These are the sensors that belong to the engine accessories list.
• water and air temperature sensors,
• atmospheric and intake pressure sensors,
• temperature and pressure sensors of oil and fuel

*Standard actuators:
These are the actuators that belong to the engine accessories list.
• gazoline injectors,
• ignitions coils

 

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CONNECTION KIT
The USB-FTDI connection kit must be ordered as an option or purchased separately.
It is essential to be able to connect your PC to the Meteor87 ECU and make engine adjustments. The USB-FTDI interface is the same as for Challenger5, Challenger6, Challenger7, Challenger8 and Meteor86 ECUs.

 

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KITS COMPLEMENTS
The kits we propose are specific to 8-cylinder engines with full monostatic ignition and sequential injection. To use them with a higher number of cylinders, you will need some complementary accessories.

Here are the main types of ignition you can manage:

Distributed ignition (1 ou 2 coils with distributor) :
Uses 1 single ignition module or 1 dual igition module (included in the kit).

4-cylinder engine lost spark ignition (2 dual coils) :
Uses 1 dual ignition module (included in the kit).

4-cylinder engine monostatic ignition (4 single coils) :
Uses 2 dual ignition modules (included in the kit).

5-cylinder engine monostatic ignition (5 single coils) :
Uses 3 dual ignition modules (included in the kit).

6-cylinder engine lost spark ignition (2 triple coils or 3 dual coils) :
Uses 2 dual ignition modules (included in the kit).

6-cylinder twin plugs engine lost spark ignition (6 dual coils) :
Uses 3 dual ignition modules (included in the kit).

6-cylinder engine monostatic ignition (6 single coils) :
Uses 3 dual ignition modules (included in the kit).

6-cylinder twin plugs engine monostatic ignition (6 dual coils) :
Uses 3 dual ignition modules (included in the kit).

8-cylinder engine lost spark ignition (4 dual coils) :
Uses 2 dual ignition modules (included in the kit).

8-cylindres engine monostatic ignition (8 single coils) :
Uses 4 dual ignition modules (of which 3 included in the kit).

10-cylinder engine lost spark ignition (5 dual coils) :
Uses 3 dual ignition modules (included in the kit).

10-cylindres engine monostatic ignition (10 single coils) :
Uses 5 dual ignition modules (of which 3 included in the kit).

12-cylinder engine lost spark ignition (6 dual coils) :
Uses 3 dual ignition modules (included in the kit).

12-cylindres engine monostatic ignition (12 single coils) :
Uses 6 dual ignition modules (of which 3 included in the kit).

For complementary details, report to the installation notice included in the software Pack that you can download from our site.

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ECU OPTIONS

To measure engine richness, we advise you to use our LSU49-5V wideband Lambda kits which are perfectly suited to our ECUs.