MegaSquirt DBWX2 User manual
Users manual
DBWX2 Controller
Not For Release (BETA)
Table of contents
1. Introduction
2. I/O and pinout
3. Wiring
a. Crimping the connector pins
b. Assembling the connector
4. Wiring diagrams
a. Power and CAN-bus
b. Accelerator pedal
c. Throttlebody
5. Updating the controller
6. Understanding fault codes
a. ARM fault codes
b. AVR fault codes
7. PID Settings
a. Operating modes
b. Throttlebody specific settings
8. Configuring fault output
9. Step by step initial configuration guide
a. Setting up DBW throttle to MegaSquirt 3
Trademark Legal Notice. All product names, trademarks and registered trademarks are property
of their respective owners. All company, product and service names used in this document are
for identification purposes only. Use of these names,trademarks and brands does not imply
endorsement.
1
Introduction
DBWX2 controller
Features include 2 independent channels for drive by wire throttles. Both channels have
independent PID controller that is user configurable.
Safety is handled by using dual cpus. The redundant cpu architecture makes the controller one of
the safest in the industry. Both cpus monitor the pedal and throttle butterfly positions
independently and will disable the throttle if a malfunction in the system is detected.
2
I/O and pinout
The controller has six 0-5V analog inputs for pedal and drive by wire throttle body position
sensors. These inputs are protected from short to ground and +12V.
The controller has four 5V reference voltage outputs to be used as pedal and dbw position
sensor reference voltage. These outputs are protected from short to ground.
Two full bridge outputs to be used to drive the brushed DC motors in DBW throttlebodies. These
outputs are protected from short to ground and +12V.
Gray connector
1:DBW1
motor -
2: DBW1
motor +
3: DBW1 ref
5v out
4: DBW2 ref
5v out
5: DBW2
motor -
6: DBW2
motor +
7: DBW1 ref
gnd
8: DBW1
main sense
in
9: DBW1
secondary
sense in
10: DBW2 ref
gnd
11: DBW2
main sense
12: DBW2
secondary
sense
Black connector
1: +12V IN
2: +12V in
3: Pedal main
5v out
4: Pedal main
sense in
5: CAN-L
6: CAN-H
7: GND IN
8: GND IN
9: Pedal
secondary 5v
out
10: Pedal
secondary
sense in
11: Pedal
reference
gnd
12: DBW
fault output
3
Wiring
Steps to take for a good install with custom wiring
1. Make sure that you have the proper crimping tools
2. Use proper gauge wire
Connector and pin part numbers:
Molex MX150 Black connector: 33472-1201
Molex MX150 Gray connector: 33472-1202
Molex MX150 Pins for 22AWG: 33012-2003
Molex MX150 Pins for 18-20AWG: 33012-2002
Molex MX150 Pins for 14-16AWG: 33012-2001
Wire gauge:
Use 14AWG or 16AWG wire as the power input and ground input to the controller. Motor wires to
the throttlebodies can be smaller but recommendation is 16AWG. Sensor wires do not carry large
currents so they can be freely selected by the installer / loom maker. Use correct pin sizing to the
wiring as per Molex connector specifications.
Proper crimping:
As the currents that flow through the controller are large, it is extremely important to have the
best possible connections from the wires to the controller, battery and throttlebody. If a
connection exceeds the nominal connection resistance (read: badly crimped), it will reap havoc to
the analog signals and cause unstable operation!
4
Crimping wires to connector pins
Step 1:
Strip the correct amount of insulation from the wire. The stripped copper must be slightly longer
than the tab that will be crimped over it.
Step 2:
Crimp the tab that holds the wires copper strands in place.
Note how the copper protrudes from the crimped portion. If no copper is showing the crimp is
faulty and must be dismissed. Tug on the wire to verify proper crimp. The wire should not be
loose!
5
Step 3:
Crimp the tab that holds on to the insulation of the wire.
Now the wire has been properly crimped to the connector pin and can be inserted to the
connector.
Note:
It is necessary to use a proper crimping tool. This ensures correct power transfer between wire
and connector. It is not possible to crimp these connectors with regular pliers that are not
intended for crimping. The pictured connector was crimped with “Hozan P-706” crimpers that are
affordable even for the hobbyist. Added bonus is that the crimpers can be utilized with most of
the open barrel automotive connectors.
Soldering:
Do not solder! Soldering the connectors may result in the wires cracking at the connector end.
Also if solder gets inside the pin, it will lock the spring in the pin connector resulting intermittent
failures. This type of failure is especially nasty because it will not show up when measuring the
loom with a continuity tester, as the actual failure point is in the mated connector. It is best to use
50 bucks to get the proper crimp tool than to pay big money to a shop to troubleshoot your
install.
6
Inserting the crimped pin into the connector body
Step1:
Make sure that the “white” plastic part from inside the connector is pulled out. This can be
verified by making sure that the plastic piece is protruding from the connector. If the plastic is not
showing, you can use a small screwdriver to pry it out from the connector.
7
Step 2:
Insert the crimped pin from behind the connector body. There is a small dimple on the pin that
marks the correct orientation of the pin. Top row has the dimple on top and bottom row at
bottom. You can hear an audible click as the connector is seated. Tug on the wire to confirm
proper pin seating.
After all pins have been inserted push the “white” plastic piece in to the connector to lock all the
pins in place. Now the wiring of the connector is complete.
8
Wiring diagrams
Power and CAN-bus wiring
Use a 10A fuse. The controller will use the fuse as part of the polarity protection.
GND connections should be connected to the battery negative terminal without interrupts. This
results in the best operation.
From electronics revision C onvard controller has a user programmable CAN-bus termination
resistor that can be enabled from the tuning software. Also an open collector output has been
added. This is a grounding type output. This is intended to be used as a “main power” for the
engine to provide an additional layer of safety. Installer can configure this output to be normally
open / normally closed or PWM.
9
Table of contents
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