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1Copyrighted information of White Oak Audio Design
MPFI (ACM) Wiring Hardware Reference Guide
MPFI Revision D2
Patrick [email protected]
978-376-6850
2Copyrighted information of White Oak Audio Design
MPFI Connectors
Figure 1: MPFI Connector mated pair (Picture For Example Purposes Only, ignore colors)
The MPFI harness uses Molex Mini-Fit Jr. connectors
Host Vehicle: 20 pin white female housing P/N: 39-01-2201; male crimp brass with tin plating pin for 22-28 AWG wire P/N 39-00-0048
MPFI Unit: 20 pin white housing P/N: 39-01-2200; female crimp brass with tin plating pin for 22-28 AWG wire P/N: 39-00-0047
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MPFI Connector Harness
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Figure 2: MPFI Connector Pin-out (Viewed from Mating Side of MPFI Connector)
1
11
2
12
3
13
4 5 6 7 8 9 10
14 15
16
17
18 19
20
MPFI Pin-Out (6 Cyl.)Molex Mini-Fit Jr. (P/N: 39-01-2200 housing
with 39-00-0047 pins)
P1 Pin Number Signal Name P1 Pin Number Signal Name
1 Engine Knock Sensor (KS_I) 11 ECU Knock Sensor (KS_O)
2 Engine MAP Sensor (MAP_I) 12 ECU MAP Sensor (MAP_O)
3 ECU VTS Signal (VTS_I) 13 Engine VTPS Signal (VTPS)
4 Logic Ground (LGND) 14 Programmer Vpp (PGV)
5 Programmer Data (PGD) 15 Programmer Clock (PGC)
6 Power Ground (PGND) 16 vTech Solenoid (VTS_O)
7 +13.8V (PWR) 17 Power Ground (PGND)
8 Injector #5 (INJ5) 18 Injector #6 (INJ6)
9 Injector #3 (INJ3) 19 Injector #4 (INJ4)
10 Injector #1 (INJ1) 20 Injector #2 (INJ2)
Wire color is indicated by color in square
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MPFI Pin-Out (4/6 Cyl.) Cont.
Position Color Description Notes
1 GRN KS_I Connect to Engine Side of host vehicle knock sensor
2 RED MAP_I Connect to Engine Side of host vehicle MAP Signal
3 BRN VTS_I Connect to ECU side of the host vehicle VTS signal
4 BLK LGND Connect to host vehicle logic ground (LGND)
5 RED PGD Do not connect
6 BLK PGND Connect to host vehicle Power Ground (PGND)
7 VIO PWR Connect to host vehicle switched +13.8V
8 GRN INJ5 Connect to host vehicle Injector 5 Signal (6 Cyl. Only)
9 ORN INJ3 Connect to host vehicle Injector 3 Signal
10 BRN INJ1 Connect to host vehicle Injector 1 Signal
11 BLU KS_O Connect to ECU Side of host vehicle knock sensor
12 YEL MAP_O Connect to ECU Side of host Vehicle MAP Signal
13 ORN VTPS Connect to host vehicle VTEC Pressure Switch
14 BRN PGV Do not connect
15 ORN PGC Do not connect
16 GRY VTS_O Connect to engine side of the host vehicle VTS signal
17 WHT PGND Connect to host vehicle Power Ground (PGND)
18 BLU INJ6 Connect to host vehicle Injector 6 Signal (6 Cyl. Only)
19 YEL INJ4 Connect to host vehicle Injector 4 Signal
20 RED INJ2 Connect to host vehicle Injector 2 Signal
6
MPFI Wiring GuideAcura RSX 2002-2005
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7Copyrighted information of White Oak Audio Design
MPFI 2005 RSX Wiring
2005RSXECU
MPFI(Logic Loom
7 wires)
A1
A30
B6
B11
A9 LG, BRN/YEL
VTPSW, BLU/BLK
VTS, GRN/YEL
MAP, GRN/RED
KS, RED/BLU
KS_I,
GR
NK
S_O
, B
LUM
AP_I,
RED
MA
P_O
, YEL
VTS_I,
BR
NV
TPS,
OR
NLG
ND
, B
LK
8Copyrighted information of White Oak Audio Design
MPFI 2005 RSX Wiring (Cont.)
2005RSXECU
MPFI (Power Loom
10 wires)
B2
B3
B4
B5
B6
A3
A5
A4 PG2, BLK
PG1, BLK
IGP1, YEL/BLK
VTS, GRN/YEL
INJ1, BRN
INJ2, RED
INJ3, BLU
INJ4, YELIN
J4,
YEL
INJ3
, O
RN
INJ2
, R
ED
INJ1
, B
RN
VTS_O
, G
RY
PW
R,
VIO
PG
ND
, B
LKPG
ND
, W
HT
INJ5
, G
RN
INJ6
, B
LU
9
MPFI Wiring GuideAcura NSX1991-1994
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10
MPFI 1991-94 NSX Wiring
1991-1994 NSXECU
D3
D17
F5
F2
A26 LG 1, BRN/BLK
VTPSW Front, BLU
VTS Front, YEL
MAP, WHT
KS Rear, ORN
KS_I, G
RN
KS_O
, BLU
MA
P_I, R
ED
MA
P_O
, YEL
VTS_I, B
RN
VTPS, O
RN
LGN
D,
BLK
D4 KS Front, WHT
VTS Rear, BLU/YELF7
F4 VTPSW Rear, BLU/BLK
MPFI(Logic Loom
7 wires)
Copyrighted information of White Oak Audio Design
11
MPFI 1991-94 NSX Wiring (Cont.)
A2
A5
A3
A1F7
A25
A23
A24 PG2, BLK
PG1, BLK
IGP1, YEL/BLK
VTS Rear, BLU/YELINJ1, BRN
INJ2, RED
INJ3, ORN
INJ4, WHT/BLUIN
J4,
YEL
INJ3
, OR
N
INJ2
, R
ED
INJ1
, BR
N
VTS_O
, G
RY
PW
R,
VIO
PG
ND
, B
LKPG
ND
, W
HT
INJ5, BLK/RED
INJ6, YEL
INJ5
, GR
N
INJ6
, BLU
A4
A6
F5 VTS Front, YEL1991-1994 NSXECU
MPFI (Power Loom
10 wires)
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12
MPFI Wiring GuideAcura NSX1995-2005
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13
MPFI 1995-2005 NSX Wiring
1995-2005 NSXECU
D2
D9
F19 (95-96 A18 )
B1
A26 LG 1, BRN/BLK
VTPSW Front, BLU
VTS Front, BLU/YEL
MAP, WHT/YEL
KS Rear, RED/BLU
KS_I, G
RN
KS_O
, BLU
MA
P_I, R
ED
MA
P_O
, YEL
VTS_I, B
RN
VTPS, O
RN
LGN
D,
BLK
D13 KS Front, WHT
VTS Rear, GRN/YEL (95-96 BLU/YEL)
F20 (95-96 A19 )
B3 VTPSW Rear, BLU/BLK
MPFI(Logic Loom
7 wires)
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14
MPFI 1995-2005 NSX Wiring (Cont.)
A14
A3
A2
A1F20 (95-96 A )
A13
A12
A25 PG2, BLK
PG1, BLK
IGP1, YEL/BLK
VTS Rear, GRN/YEL (95-96 BLU/YEL) INJ1, BRN
INJ2, RED
INJ3, BLU
INJ4, YELIN
J4,
YEL
INJ3
, OR
N
INJ2
, R
ED
INJ1
, BR
N
VTS_O
, G
RY
PW
R,
VIO
PG
ND
, B
LKPG
ND
, W
HT
INJ5, BLK/RED
INJ6, WHT/BLU
INJ5
, GrN
INJ6
, BLU
A15
A16
F19 (95-96 A )
VTS Front, BLU/YEL1995-2005 NSXECU
MPFI (Power Loom
10 wires)
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15
MPFI Wiring GuideAcura TL 2004-2005
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16Copyrighted information of White Oak Audio Design
MPFI 2004-2005 TL Wiring
2004-5TL
ECU
MPFI(Logic Loom
7 wires)
B6
D5
E22
E23
E3 LG, BRN/YEL
VTPSW, BLU/BLK
VTS, GRN/YEL
MAP, GRN/RED
KS, RED/BLU
KS_I,
GR
NK
S_O
, B
LUM
AP_I,
RED
MA
P_O
, YEL
VTS_I,
BR
NV
TPS,
OR
NLG
ND
, B
LK
17Copyrighted information of White Oak Audio Design
MPFI 2004-2005 TL Wiring (Cont.)
2004-5TL
ECU
MPFI (Power Loom
10 wires)
E29
E30
E31
E21
E22
E4
E2
E1 PG2, BLK
PG1, BLK
IGP1, YEL/BLK
VTS, GRN/YEL
INJ1, BRN
INJ2, RED
INJ3, BLU
INJ4, YELIN
J4,
YEL
INJ3
, O
RN
INJ2
, R
ED
INJ1
, B
RN
VTS_O
, G
RY
PW
R,
VIO
PG
ND
, B
LKPG
ND
, W
HT
INJ5
, G
RN
INJ6
, B
LU
INJ5, BLK/REDE28
E27 INJ6, WHT/BLU
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Glossary of Terms
• ECU = Engine Control Unit, the original equipment manufacturer’s (OEM) control computer that came installed in the host vehicle by either Honda or Acura.
• CEL = Check Engine Light, the diagnostic indicator from the vehicle ECU denoting that an abnormal condition was detected in engine operation.
• AK = Anti-Knock, the microphone signal from the engine block that detects engine pre-ignition.
• MAP = Manifold Absolute Pressure, the barometric pressure measured at the intake air manifold of the engine.
• MPFI = Multi Purpose Fuel Injector Unit, the White Oak Audio Design (or private label OEM customer of White Oak) piggyback control computer that is the topic of this Hardware Reference Guide. The MPFI may also be referred to as the ACM unit.
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19
Signal Descriptions• Engine Knock Sensor – (Signal input to MPFI) This signal is from a high impedance,
piezo-electric microphone that is attached to the engine block which detects the occurrence of engine pre-ignition and is responsible for retarding the spark timing if the ECU detects pre-ignition. This is an analog signal that is produced. This MPFI pin attaches to the Anti-Knock Sensor that is mounted on the vehicle engine block. This is an input to the MPFI. The MPFI modifies it, if required, and passes it on to the ECU via the ECU Knock Sensor output signal pin from the MPFI. The MPFI either passes this signal, unaltered, through to the vehicle ECU or attenuates it by approximately 20% depending on the table entry selected by the engine tuner using the MPFI Programming Utility application software in order to prevent the CEL from illuminating. The Engine Knock Sensor wire must be cut to install the MPFI, the output from the MPFI is fed to the ECU allowing the MPFI to modify the nature of the signal received by the ECU from the engine sensor.
• Engine MAP Sensor – (Signal input to MPFI) This pin attaches the Manifold Absolute Pressure Sensor that is mounted on the intake air manifold. This sensor measures the barometric pressure of the air in the intake manifold and converts it into an electrical signal that is fed to the ECU. This is an analog signal that is produced. This pressure signal allows the ECU to trim the fuel level for proper engine operation and emissions control. The normal signal level from this Honda/Acura sensor is 2.84 volts maximum when the sensor detects normal atmospheric pressure. When a vacuum is drawn on the manifold by the engine operation, the signal output from the MAP sensor decreases towards zero volts. Without a supercharger installed, the voltage range for this sensor is between zero and 2.84V. When a supercharger is added to the engine, it is quite possible that the manifold pressure will be above normal atmospheric pressure resulting in a signal greater than 2.84 volts. When this signal is in excess of 2.84V, a CEL condition may be detected by the ECU because the ECU considers this an abnormal condition and considers it to be a sensor failure. The MPFI clamps the MAP signal to 2.840V (or other value depending on what voltage value is chosen by the engine tuner using the MPFI Programming Utility application software). The MAP sensor wire in the vehicle must be cut and fed into the input of the MPFI. In turn, the MPFI either passes the signal through or modifies it depending on the value received from the MAP sensor.
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Signal Descriptions• ECU VTS Signal – (Signal input to MPFI) This is the signal from the ECU that
normally directly drives the vTech solenoid which, in turn, advances the camshaft to provide additional performance. This signal becomes an input to the MPFI. When the vehicle ECU calls for the vTech solenoid to be actuated, the MPFI will echo that command and actuate the vTech solenoid and advance the camshaft. The engine tuner can also override the vehicle and actuate the vTech solenoid even when the vehicle ECU is not calling for it. With the current software, the MPFI CANNOT override the vehicle ECU and defeat the vTech solenoid if the ECU is calling for it.
• Logic Ground – (Power Input to MPFI) This pin attaches the MPFI to the logic ground (low noise ground) in the host vehicle harness. This connection is spliced into (T connection) the logic ground without cutting the original logic ground wire to the ECU.
• Programmer – Data (do not connect) – This pin should not be connected. It is one of the 3 signals used by the White Oak MPFI programmer to program the MPFI onboard microcontroller to the specifications determined by the engine tuner using the MPFI Programming Utility application software.
• Power Ground (2 pins) – (Power input to MPFI) These pins attach the MPFI to the power ground in the host vehicle harness. These grounds return the high currents associated with driving the injectors and vTech solenoid to the battery ground of the vehicle. These should not be tied to the logic ground of the vehicle as the high ground currents from the injectors will cause unnecessary noise injection into the vehicle ECU.
• +13.8V – (Power input to MPFI) The vehicle switched battery potential that powers the vehicle, the vehicle ECU and the MPFI.
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Signal Descriptions• Injector #1- 6 – (Signal output from MPFI) These 6 signal are the low side drive
for the respective injector number. The MPFI employs 6 open drain, high power MOSFET drivers which works in parallel with the drivers in the ECU. Each of these signals is connected (spliced into) to the original, respective wires that run from the ECU to the injector low side without cutting this connection. These six outputs are intended to drive saturated style injectors only and are not meant to drive peak hold style injectors. The stored energy in each injector during the on-cycle must not exceed 1.6 mJoules or damage may result to the MOSFET drivers in the MPFI. The MPFI was designed to drive stock saturated injectors supplied as standard equipment in Honda and Acura vehicles which meet these repetitive energy limit requirements. White Oak has an Excel spreadsheet for determining the energy stored in the injectors for non-Honda/Acura applications.BL
• ECU Knock Sensor - (Signal output from MPFI) This signal is from a piezo-electric microphone attached to the engine block that detects the occurrence of engine pre-ignition and is responsible for retarding the spark timing if the ECU detects pre-ignition. This MPFI pin attaches to the Anti-Knock Sensor that is mounted on the vehicle engine block. This is an input to the MPFI. The MPFI modifies it and passes it on to the ECU via the ECU Knock Sensor output signal pin from the MPFI. The MPFI either passes this signal through to the vehicle ECU or attenuates it by approximately 20% depending on the table entry selected by the engine tuner using the MPFI Programming Utility application software in order to prevent the CEL from illuminating. The Engine Knock Sensor wire is cut to install the MPFI, the output from the MPFI is fed to the ECU allowing the MPFI to modify the nature of the signal received by the ECU from the engine sensor.
Copyrighted information of White Oak Audio Design
22
Signal Descriptions• ECU MAP Sensor - (Signal output from MPFI) This pin is the MAP sensor output
that the ECU sees. If the MAP sensor output is below the clamp value set by the engine tuner using the MPFI Programming Utility application software then the MPFI will pass the MAP sensor signal to the ECU unaltered. If the MAP sensor signal exceeds the clamp value, the MPFI will pass the clamp value to the ECU. The MPFI attaches the Manifold Absolute Pressure Sensor that is mounted on the intake air manifold. This sensor measures the barometric pressure of the air in the intake manifold and converts it into an electrical signal that is fed to the ECU. This pressure signal allows the ECU to trim the fuel level for proper engine operation and emissions control. The normal signal level from this Honda/Acura sensor is 2.84 volts maximum when the sensor detects normal air pressure. When a vacuum is drawn on the manifold by the engine operation, the signal output from the MAP sensor decreases towards zero volts. When a supercharger is added to the engine, it is quite possible that the manifold pressure will be above normal atmospheric pressure resulting in a signal greater than 2.84 volts. When this signal is in excess of 2.84V, a CEL condition may be detected by the ECU. The MPFI clamps the MAP signal to 2.840V (or other value depending on what is chosen by the engine tuner using the MPFI Programming Utility application software). The MAP sensor wire in the vehicle must be cut and fed into the input of the MPFI. In turn, the MPFI either passes the signal through or modifies it depending on the value received from the MAP sensor.
• Engine VTPS Signal - (Signal input/output to/from MPFI)
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23
Signal Descriptions• Programmer – Vpp ( do not connect) - This pin should not be connected. It is
one of the 3 signals used by the White Oak MPFI programmer to program the MPFI onboard microcontroller to the specifications determined by the engine tuner using the MPFI Programming Utility application software.
• Programmer – Clock (do not connect) - This pin should not be connected. It is one of the 3 signals used by the White Oak MPFI programmer to program the MPFI onboard microcontroller to the specifications determined by the engine tuner using the MPFI Programming Utility application software.
• vTech Solenoid - (Signal output from MPFI) This pin actuates the vTech solenoid which changes the valve timing to increase engine performance. When the vehicle ECU calls for the vTech solenoid to be actuated, the MPFI will echo that command and actuate the vTech solenoid and advance the camshaft. The engine tuner can also override the vehicle and actuate the vTech solenoid even when the vehicle ECU is not calling for it. With the current software, the MPFI CANNOT override the vehicle ECU and defeat the vTech solenoid if the ECU is calling for it.
Copyrighted information of White Oak Audio Design