EMS3-v1 04

Madman EMS-3
Universal Engine Monitoring System
Operating Manual – English 1.04
Introduction
The EMS-3 is a multifunction engine information display and early warning engine monitoring system. It has been
specifically designed to monitor crucial vehicle information, and in the event of any engine irregularities, it will alert the
driver by means of a visual and audible alarm.
With its array of advanced features, the EMS-3 is an indispensable unit for the discerning vehicle owner. Costly
maintenance bills can easily be avoided by the prevention of major engine problems before they occur.
Madman EMS-3 Operating Manual Page 2
1 Features
 Large 1.8” high resolution 160x128, sunlight readable, wide viewing angle, 1000 cd/m2 TFT LCD display
 Battery voltage display, the EMS-3 can measure voltages up to 30V (Can be used in 12V and 24V vehicles)
and contains a programmable low/high voltage alarm to automatically catch alternator failures, drive belt
failures and bad batteries
 Hour meter display to determine actual engine running time with 1/10 hour resolution
 Built in service interval reminder based on vehicle ignition on time
 EGT (Exhaust gas temperature) can be displayed in degrees Celsius or degrees Fahrenheit from -100ºC
to 1200ºC (-148ºF to 2192ºF) and contains a user settable high alarm.
 Includes an EGT trend graph display
 Includes linearization of K or J Type thermocouple probes and is cold junction compensated for greater
accuracy
 4x Universal analog input channels that can be configured for pressure or temperature.
 Pressure sender measurement with user settable high and low alarm. Pressure sender inputs can be
from a Fuel, Oil, Manifold, Turbo Boost or an Auxiliary pressure sender.
 Temperature measurement with user settable high and low alarm. Temperature sender inputs can be from
an Oil, Coolant or an Auxiliary temperature sender.
 Oil Pressure warning alarm from oil pressure senders that have a switch output
 Coolant level absence/presence detection by the means of AC signal probe excitation. The EMS-3 can
use inexpensive probes such as stainless steel screws to determine the coolant level. The EMS-3 can also
be used with float level type sensors. The Coolant level detection circuit also has a programmable switch
time to prevent false alarm messages when driving over rough terrain
 Fan control output for on/off temperature control
 All senders linearized for additional accuracy
 Each sensor display can be individually enabled or disabled
 Includes an external audible alarm output (The sound can be turned on/off, for example game viewing)
 Dual external alarm outputs
 Ambient light sensor for automatic or manual backlight control
 On-board voltage reversal and over voltage protection for harsh vehicle environments
 Standard 2” (52mm) circular enclosure
 SMPS (Switch mode power supply) for use in both 12V and 24V vehicles
 Maximum values of all readings are recorded
 Easy to use menu system for user parameter setup
 Field upgradable firmware via the RS232 interface
 1 year limited warranty
2 Layout
2” (52mm) enclosure.
Sunlight readable color

graphic display
Up Button:
Menu System: Up button / Increment
Normal: Scroll through main display
Ambient light sensor for screens
automatic backlight control.
Harness connects to power Down Button:

and senders Menu System: Down button / Decrement
Normal: Scroll through main display
screens
Menu Button: Enter Button:

Press the menu button during the normal display Enter button in the menu system
screens to access the menu system.
3 Main Displays
The main display screens can be viewed by pressing the up and down buttons in the normal display mode.
3.1 EGT (Exhaust Gas Temperature) / Pyrometer

Few things will damage or kill a diesel engine like excessive exhaust gas temperatures, yet the EGT gauges are not
standard equipment fitted by the diesel engine manufacturers and are only available as an after market add on unit.
The EMS-3 can alert the driver of any situations where the EGT gets too high which could cause irreparable engine and
or turbo charger damage. The EGT can be affected by a too rich air/fuel mixture or an air intake problem. Air intake
problems could include a blocked/partially blocked air intake, a dirty air cleaner, high water temperatures etc. The EMS- 3
EGT gauge could also save on fuel costs as the EGT is directly related to the air/fuel mixture.
The EGT probe can be installed on the exhaust manifold or immediately after the turbo. It is recommended to install the
EGT probe before the turbo as temperature differences of up to 200ºC (392ºF) between the inlet and outlet of the turbo
has been measured under heavy loads.
Under normal driving conditions the EGT may vary between 250ºC (482ºF) and 650ºC (1202ºF). For most vehicles the
alarm limit should be set to 720ºC (1328ºF). Please be aware that pushing the engine hard or driving up a steep hill, could
cause the exhaust gas to exceed this temperature. If you have prolonged high EGT then it is recommended to
immediately have it checked out by a qualified mechanic.
Madman custom built thermocouple EGT probes are specifically designed for automotive use. The Madman EGT probes
can handle temperatures up to 1300ºC (2372ºF).
The EMS-3 can use K-Type or J-Type thermocouples to display the EGT temperature. The EMS-3 contains precision
instrumentation electronic circuitry to amplify and linearize the thermocouple sensor. The EMS-3 also has built in cold
junction compensation to make the EGT reading as accurate as possible.
3.2 Battery Volts

The EMS-3 can measure the vehicle's battery voltage in the range of 8V to 30Vdc and has built in over-voltage and
reverse voltage protection. The EMS-3 contains a programmable low/high voltage alarm to automatically catch alternator
failures, drive belt failures and bad batteries.
3.3 Pressure Display

The EMS-3 uses standard automotive pressure senders to display the pressure. The EMS-3 supports 2, 5 and 10 Bar
VDO senders, SENDO MPS 2, 5, 7, and 10 bar senders, 0.5-4.5V senders, 4-20mA pressure senders or a custom user
definable pressure sender curve.
3.4 Oil Pressure Switch Message

The EMS-3 can also be used to display a warning message from a switch type oil pressure sender. These senders can be
of a NO (Normally Open) or a NC (Normally Closed) type sender. The oil pressure switch uses the analog 4 input
channel.
This message is displayed when there is an oil pressure alarm from the switch (NO/NC)
on the oil pressure sender.
3.5 Temperature Display

The EMS-3 uses standard automotive temperature senders to display the temperature. The EMS-3 also contains fail safe
temperature inputs to alert the user when the sender has been disconnected or faulty. The EMS-3 supports 120 and 150
VDO senders, a precision temperature sender, Echlin TS920SA or a custom user definable temperature sender curve.
3.6 Coolant Level Detector

The coolant level detector is an engine coolant level early warning system. It uses an AC signal probe excitation to
accurately determine the absence/presence of coolant level. The coolant level detector can use inexpensive probes such
as stainless steel screws to determine the coolant level. It also features a fail safe input circuit. The coolant level detector
can also be used with float level type sensors (These senders must be of a normally open type). The coolant level switch
must connect to the vehicles negative supply terminal when the coolant level is at an acceptable level.
The coolant level detector has a programmable switch time. This means that the level alarm from the coolant level switch
must be activated for at least the programmed time before an alarm is activated. This prevents false alarm messages
when driving over rough terrain etc. The EMS-3 also has a programmable coolant level threshold which allows the user to
fine tune the trigger point.
This message is displayed when there is a coolant level problem.
3.7 Service Timer Expired Message
This timer is set in engine hours and it will count down to zero. The purpose of this function is to assist you in determining
remaining hours until maintenance will be required.
A maximum of 9999 hours can be entered as a service interval. An alarm message will
be displayed and the appropriate alarm output will be activated (if enabled).
3.8 Hour meter
The hour meter is a useful instrument to display actual engine running time for routine maintenance. The hour meter is
displayed as hours and fractional minutes in 1/10 of an hour resolution (increments every 6 minutes). The hour meter can
be reset to zero in the “TIMERS SETUP” menu. The hour meter updates its internal minute counter every minute. If the
unit is turned on and off for a period of less then a minute, then the hour meter will not increment its internal registers.
The hour meter can be triggered by an ignition on signal or by a rise in battery voltage which signals that the engine is in
fact running.
4 Menu System
Press the menu button during the normal display mode to enter the menu system. Use the Up / Down keys to navigate
through the menu system.
4.1 Exiting the menu system

Press the Menu button to exit the menu system when the “EXIT” soft key is shown. All changes made during navigation
of the menu system will be saved in non-volatile memory upon exiting. The instrument will not save any changes if you
remove power before exiting the menu system.
4.2 EGT (Exhaust Gas Temperature Setup)
Display:
Select "ON" to enable the EGT display.
Label:
Enter a label to suit your EGT Channel so you can easily identify it.
Display Max:
Select the maximum temperature that you want the EGT bargraph to show. This can give you increased display
resolution.
Display Min:
Select the minimum temperature that you want the EGT bargraph to show. This can give you increased display resolution.
High Alarm:
This enables or disables the EGT high alarm.
High Alarm:
Enter the temperature threshold for when the high alarm must be activated. Any temperature above this value will activate
the alarm.
High Caution:
Enter the temperature value for the high caution.
Alarm:
Select which output the alarm must activate.
Probe:
Select if you are using a K-type or J-type thermocouple probe.
Unit:
Select whether you want the temperature to be displayed in degrees Celsius (ºC) or degrees Fahrenheit (ºF).
4.3 Analog CH1 to CH4 Setup
The 4 analog channels are universal analog input channels that can be used for pressure, temperature etc.
Only “CHANNEL 1” Setup is shown below, follow the same steps for Channel 2, 3 & 4
4.3.1 Pressure Setup
Mode:
Select the function for the analog channel. Options are “PRESSURE”, “TEMP” or “OFF”.
Type:
Select if you are using a resistive, voltage or current pressure sender.
If the “RESISTIVE” pressure sender is selected
In most cases resistive sensors require a biasing voltage to work properly. Inside the EMS3
unit is a small block of DIP switches, The switch associated with the required channel must be
in the ON position to enable the sensor to work correctly. By default, CH1 + CH2 are ON and
CH3 + CH4 are off. Failure to set the DIP switch will not cause damage but will cause false
readings.
Sender:
Select what type of resistive pressure sender you are using. Select “VDO” for VDO / resistive senders, “USER” for a
custom sender.
Model:
Select which VDO pressure sender you are using. A selection between a VDO 2, 5 or 10 Bar can be selected.
If the “VOLTAGE” pressure sender is selected
Sender:
Select the type of voltage sender you are using. Select “SENDO” for SENDO senders, "0.5-4.5V" for voltage senders, or
“USER” for a custom voltage sender.
Model:
Select which SENDO pressure sender you are using. A selection between a MPS 2, 5, 7 or 10 Bar can be selected.
If the “CURRENT” pressure sender is selected

Sender:
Select the type of current sender you are using. Select “4-20mA” for 4-20mA sender or “USER” for a custom 4-20mA
sender.
Pressure @ 4mA:
Enter the pressure specified at 4mA output.
Pressure @ 20mA:
Enter the pressure specified at 20mA output.
Menu options for all sender types
If the “USER" pressure sender is selected

Calibrate Sender:
If the sender type is set to “USER”, then use this menu option to calibrate your pressure sender. See section 4.3.3 for
more information.
Label:
Enter a label to suit your pressure channel so you can identify it easily.
Unit:
Select whether you want to display the pressure in Bar or psi.
Display Max:
Select the maximum pressure that you want the bargraph to show. This can give you increased display resolution.
Display Min:
Select the minimum pressure that you want the bargraph to show. This can give you increased display resolution.
High Alarm:
This enables or disables the pressure high alarm.
High Alarm:
Enter the pressure threshold for when the high alarm must be activated. Any pressure above this value will activate the
alarm.
High Caution:
Enter the pressure value for the high caution. This is the lower value of the upper yellow band.
Low Caution:
Enter the pressure value for the low caution. This is the upper value of the lower yellow band.
Low Alarm:
This enables or disables the pressure low alarm.
Low Alarm:
Enter the pressure threshold for when the low alarm must be activated. Any pressure below this value will activate the
alarm.
Alarm:
4.3.2 Temperature Setup
Mode:
Select the function for the analog channel. Options are “PRESSURE”, “TEMP” or “OFF”.
Sender:
Select what type of sender you are using. Select “VDO 120” for a VDO 120 degree sender, “VDO 150” for a VDO 150
degree sender, “ECHLIN” for a ECHLIN TS920SA sender, “LM335” for the precision temperature sender or “USER” for a
custom sender.
If the sender type is set to “USER"

CALIBRATE SENDER:
If the sender type is set to “USER”, then use this menu option to calibrate your pressure sender. See section 4.3.3 for
more information.
If the sender type is set to “LM335"

LM335:
If the sender type is set to LM335, then use this menu option to calibrate your LM335 precision temperature sender. If
recalibration is required then adjust the value until the temperature matches the reference ambient temperature. Please
note that the LM335 can only be calibrated in degrees Celsius irrespective if the EMS-3 is setup to display temperature in
Fahrenheit.
Menu options for all sender types
Label:
Enter a label to suit your temperature channel so you can identify it easily.
Temp Unit:
Select whether you want the temperature to be displayed in degrees Celcius (ºC) or in degrees Fahrenheit (ºF).
Display Max:
Select the maximum temperature that you want the bargraph to show. This can give you increased display resolution.
Display Min:
Select the minimum temperature that you want the bargraph to show. This can give you increased display resolution.
High Alarm:
This enables or disables the temperature high alarm.
High Alarm:
Enter the temperature threshold for when the high alarm must be activated. Any temperature above this value will activate
the alarm.
High Caution:
Enter the temperature value for the high caution. This is the lower value of the upper yellow band.
Low Caution:
Enter the temperature value for the low caution. This is the upper value of the lower yellow band.
Low Alarm:
This enables or disables the temperature low alarm.
Low Alarm:
Enter the temperature threshold for when the low alarm must be activated. Any temperature below this value will activate
the alarm.
Alarm:
4.3.3 Calibrating the user defined pressure and temperature senders

1. Enter the number of points that you want to calibrate.
2. Enter the display reading that you want to show when the sender is at that actual
display reading.
3. Enter the ADC (analog to digital converter) reading that corresponds to this display
reading. The ADC reading is shown at the top of the display if you are applying the
actual stimulus from the temperature, pressure or current sender. You can also
manually enter this value if the ADC value is known or pre-calculated.
4. Continue entering display and ADC values until all the points have been entered.
5. Verify the above calibration by checking the temperature, pressure or current display
versus the actual applied sender stimulus.
4.4 Volts Setup
Display:
Select "ON" to enable the Volts display
Label:
Enter a label to easily identify your Volts reading.
Display Max:
Select the maximum value that you want the volts bargraph to show. This can give you increased display resolution.
Display Min:
Select the minimum value that you want the volts bargraph to show. This can give you increased display resolution.
High Alarm:
This enables or disables the volts high alarm.
High Alarm:
Enter the voltage threshold for when the high alarm must be activated. Any voltage above this value will activate the
alarm.
High Caution:
Enter the voltage for the high caution. This is the lower value of the upper yellow band.
Low Caution:
Enter the voltage for the low caution. This is the upper value of the lower yellow band.
Low Alarm:
This enables or disables the volts low alarm.
Low Alarm:
Enter the voltage threshold for when the low alarm must be activated. Any voltage below this value will activate the alarm.
Alarm:
Cal:
Measure the battery voltage with a multimeter and then adjust this value to match that of the multimeters volts reading.
4.5 CLD (Coolant Level Detector) Setup
Display:
Select "ON" to enable the CLD display.
Switch Time:
The coolant level has a programmable switch time. This means that the level alarm from the coolant level switch must be
activated for at least the programmed time before an alarm is activated. This prevents false alarm messages when driving
over rough terrain etc.
Sensitivity:
Adjust the sensitivity to fine tune the trigger point.
Alarm:
4.6 RPM Setup
Display:
Select if you want the RPM to be displayed in “RPM”, “PERCENT” or “OFF”.
RPM 100%:
Select the maximum value that you want the RPM to correlate to 100%. This is only shown if “Percent” is selected for
display.
Display Max:
Select the maximum RPM that you want the RPM dial to show. This can give you increased display resolution.
Display Min:
Select the minimum RPM that you want the RPM dial to show. This can give you increased display resolution.
High Alarm:
This enables or disables the RPM high alarm.
High Alarm:
Enter the RPM threshold for when the high alarm must be activated. Any RPM value above this value will activate the
alarm.
High Caution:
Enter the RPM value for the high caution. This is the lower value of the upper yellow band.
Low Caution:
Enter the RPM value for the low caution. This is the upper value of the lower yellow band.
Low Alarm:
This enables or disables the RPM low alarm.
Low Alarm:
Enter the RPM threshold for when the low alarm must be activated. Any RPM value below this value will activate the
alarm.
Pulses/Rev:
Enter the number of pulses per rev. For engines with an uneven number of cylinders like three cylinder four stroke
engines you can enter values containing fractions (usually 1.5 in this example). Most four stroke engines would generate
one pulse for every two revolutions per cylinder. A four cylinder automotive four stroke engine would thus generate 2
pulses per revolution as measured on the coil. Alternatively the W signal from the alternator can be used. Here the
onboard diagnostics can be used to get accurate rpm or an external RPM gauge must be used and the pulses/rev
calculated from there.
Increment:
Select the step size between successive RPM values eg. if the RPM value is 4003 RPM and the “INCREMENT” is 5 then
the actual value shown is 4005 RPM.
Label:
Enter a label to easily identify your RPM reading.
Alarm:
4.7 Oil Pressure Switch Setup
Display:
Select "ON" to enable the Oil Pressure switch display. The oil pressure switch uses the analog channel 4 input.
Switch NO/NC:
Select if the pressure switch is normally open (NO) or normally closed (NC) .
Alarm:
4.8 Output Setup (Fan control)
Mode:
Select "FAN CNTRL" to enable the fan control output.
Analog CH:
Select which analog temperature channel the fan control must operate from.
Fan On Temp:
Enter the temperature when the output must switch on.
Fan Off Temp:

Enter the temperature when the output must switch off.
Alarm:
4.9 Timers Setup
Set Hour Meter:

This function allows you to set the engine hour meter to any value. Typically, you would
use this function to set the hour meter to the current known engine time. If the hour meter
code is set to another value beside zero, then the user will be prompted to enter the hour
meter access code before allowing him to change the hour meter time.
Hour meter Code:

This menu option allows you to change the hour meter access code. You will first be prompted to enter the current code
followed by entering in a new code followed by re-entering the new code. If the new code and the re-entered code is the
same, then the hour meter access code will be changed. Default code is 0000.
Hour Meter:
Select "ON" to enable the hour meter display
Set Service Timer:
This function allows you to set an engine service

timer. This timer is set in engine hours and it will count
down to zero.
Alarm:
Select which output the alarm must activate when the service timer reaches zero.
Start:
Select if the EMS-3 must start the hour meter and service timer from power up or from when a pre-selected volts
threshold has been exceeded.
Volts:
Enter the volts threshold that must be exceeded for the hour meter and service timer to start.
4.10 COMM Setup (Communication Setup)
Serial Out:
Select “ON” to enable the RS232 serial output.
Unit Address:
Enter the EMS-3 unit address.
Baud Rate:
Select the desired baud rate of the serial output.
The transmission format is set to 8 data bits, No parity, 1 stop bit.
4.10.1 Protocol format
STX, Address, Message type, Length, Data payload, Checksum, ETX
STX: Start of text (0x02)

Address: unsigned char (8bit), Unit address (range 0-255)
Message Type: unsigned char (8bit), Specifies the message type
Length: unsigned char (8bit), Length of the data payload (does not include the STX, Address, message type, checksum or
ETX)
Data payload: Data
Checksum: unsigned char (8bit), XOR of all bytes starting from the unit address to the end of the data payload. The
checksum is seeded with 0xa5. (does not include the STX or ETX)
ETX: End of text (0x03)
Message type=128
Data Length=29 bytes
Output Rate=1Hz
Unused channels will read 0
Hour Meter Hours: Unsigned Int (16 bits), Hour meter hours
Hour Meter Minutes: Unsigned char (8 bits), Hour meter minutes
Service Time: Unsigned Int (16 bits), Service time in hours
Volts: Unsigned Int (16 bits), Volts in 0.1V
Analog Channel Type: Unsigned Int (16 bits)
CH4 (4 bits), CH3 (4 bits), CH2 (4 bits), CH1 (4 bits)
0=Off
1=Pressure
2=Temperature
Analog Channel 1: Signed Int (16 bits)
Pressure in 0.1psi
Temperature in Degrees C
Pressure in 0.1psi
Pressure in 0.1psi
Pressure in 0.1psi
CJC: Signed Int (16 bit), Cold junction temperature in Degrees Celsius
EGT: Signed Int (16 bit), EGT in Degrees Celsius
RPM: Unsigned Long (32 bit), RPM value
RPM (%): Unsigned Int (16 bit), RPM value in percentage
CLD: Unsigned char (8 bits), 0=CLD alarm off, 1=CLD alarm on
Oil Pressure Switch: Unsigned char (8 bits), 0=Oil Pressure switch off, 1= Oil Pressure switch on
4.11 MISC Setup (Miscellaneous Setup)
Backlight:
Select manual or automatic backlight control.
Use the Up / Down keys in manual mode to adjust the backlight brightness.
Allow 3 seconds for the display to adjust to the ambient lighting conditions when using
the automatic backlight mode. The display will set the backlight to the dim setting if the
ambient light is less then the threshold setting, alternatively the display will set the
backlight to the bright setting if the ambient light is greater then the threshold setting. The
ambient light received is shown as the ADC value in the top header. Use this value to set
the threshold value.
Security Setup:
Select this menu option if you want to password protect the menu system.
Information:
This menu option displays information about the unit.
Default Settings:
Select this menu option to reset all the settings to factory defaults.
Sound:
Select "ON" to turn the external buzzer sound on.
4.12 ADC Values
This menu displays the ADC values of the various sensors.
5 Loading factory default settings

Press and hold the Enter and Up button during power up to load the pre-programmed
factory default settings. The following screen will be displayed:
Factory default settings can also be loaded in the Miscellaneous setup menu.
6 Error Messages
Unit settings CRC error. Load default settings to restore to factory defaults. If the error
message still persists then it could possibly be a non-volatile memory failure in which
case the instrument will then have to be returned to the factory.
Internal flash CRC error. The instrument does a firmware check on the program when
power is applied to the instrument . If the program is corrupt in any way then the internal
flash CRC error will be displayed. Reload the instruments firmware and load default
settings. If the error message still persists then it could possibly be an internal flash
memory failure in which case the instrument will then have to be returned to the factory.
Hour meter / Service Timer CRC error. Try entering new values for the hour and service
timer and see if the error message disappears. If the error message still persists then it
could possibly be a non-volatile memory failure in which case the instrument will then
have to be returned to the factory.
Calibration constants CRC error. The instrument could possibly have a non-volatile
memory failure in which case the instrument will then have to be returned to the factory.
Max Values CRC error. Load default settings to restore to factory defaults. If the error
message still persists then it could possibly be a non-volatile memory failure in which
case the instrument will then have to be returned to the factory.
7 Specifications
Operating Temperature Range -10ºC to 60ºC (14ºF to 140ºF)
Storage Temperature Range -20ºC to 80ºC (-4ºF to 176ºF)
Humidity <85% non-condensing
Power Supply 8 to 30Vdc
Approx. 85mA @ 13.8V (backlight highest setting), 35mA @13.8V
Current Consumption
(backlight lowest setting)
1.8” 160x128 pixel active matrix TFT display.
1000 cd/m2
Display
Sunlight readable with anti-glare coating
LED Backlight can be set to automatic or can be manually adjusted
2 Alarm outputs
Alarm Outputs Open collector transistor switch to ground
Maximum rating 0.25A (To drive an auto relay, piezo buzzer or LED)
ADC 12 bit
Dimensions See dimensional drawing below
Enclosure 2” (52mm) ABS, black in color, front mounting. Flame retardant.
Weight Approx. 110 grams (Instrument excluding cables)
Non-volatile memory storage 100000 write cycles
RPM Input
Range: 0-99999 RPM.
Minimum signal for stable display: 5Vpp.
RPM input
Fully A/C coupled, maximum voltage +/- 40V.
RF noise filter plus Schmitt trigger based input
EGT Thermocouple
Type K-type or J-type
K-Type: -100ºC to 1200ºC (-148ºF to 2192ºF)
Measurement range
J-Type: -100ºC to 1100ºC (-148ºF to 2012ºF)
Fully cold junction compensated using a precision internal temperature
Technology
reference and built in thermocouple linearization tables
+/- 5 degrees typical over full temperature range, subject to quality of probe
Measurement accuracy
used.
Inputs Differential, can use grounded and isolated probes
Common mode voltage range -2V to +3V
Analog Input Channels

Analog Input Channels 4 Channels with dipswitch programmable 1k pullup resistor
Pressure Sender Input

Pressure Sensors Resistive Senders: The EMS-3 supports resistive type pressure
senders.
VDO Resistive Senders: The EMS-3 supports the VDO 2, 5 and 10

Bar senders. VDO pressure senders used to measure fuel pressure require
the fuel isolation kit available from VDO.
4-20mA Senders: The EMS-3 supports 4-20mA current output

pressure senders.
Voltage Output Pressure Senders: The EMS-3 supports voltage

output pressure senders.
SENDO Voltage Output Pressure Senders: The EMS-3

supports the SENDO MPS 2, 5, 7, and 10 bar senders.
User defined senders: EMS-3 has a user sender calibration feature

that can be customized for senders not listed above.
NO (Normally Open) or NC (Normally Closed) oil pressure senders

Oil Pressure switch
supported
Temperature Sender Input

Resistive Senders: The EMS-3 supports resistive type temperature
senders.
VDO Resistive Senders: VDO 120ºC and VDO 150ºC thermistor

senders supported.
Temperature Sensors
Echlin Resistive Sender: Echlin TS920SA (32040) automotive
temperature sender
Precision LM335 semiconductor: Based on ON Semiconductors

LM335 temperature sensor
User defined senders: The EMS-3 has a user sender calibration

feature that can be customized for senders not listed above
Volts
Voltage measurement range Up to 32Vdc
Voltage resolution 0.1V
Coolant Level Detector

NO (Normally Open) float sensors. Switch connects to vehicles negative
Coolant level switch
supply terminal when coolant level is at an acceptable level
Coolant level detection 2.5KHz AC signal
8 Operating the alarms

The alarm outputs can be used to switch an external alarm indicator. The external alarm switch is an open collector
transistor switch to ground with a maximum rating of 0.25A DC which can be used to drive an auto relay, piezo buzzer or
LED.
9 Firmware Upgrading
The EMS-3 can be upgraded in the field by connecting the RS232 port to a PC and running the firmware update program.
Please see the Madman EMS-3 firmware upgrading document for more information.
10 Installation
10.1 Connection Diagram
The use of an external 1A fuse is recommended. Connect the supply terminals to your vehicles power supply. The EMS-3
can be used on both 12V and 24V without the use of any pre-regulators. Ensure that the supply voltage will not drop
below 8V during operation as this may result in incorrect readings.
Please note: It is essential that a single wire be connected from the minus terminal of the
instrument to the engine block. This wire must not be used to share currents with other electrical
users as this can affect accuracy of readings.
10.2 Cable connections (Molex Microfit 3.0)
Looking at the rear of the EMS-3 instrument
Pin Color Function

1 White EGT Probe – (K Type Red lead)
2 Orange EGT Probe + (K Type Yellow lead)
3 Brown Coolant Level Detector (CLD input)
4 White/Blue N/C
5 Blue/Yellow External Buzzer
6 Black/Red RPM Input
7 Blue/Orange RS232 Transmit Data (Firmware upgrading)
N/C
8 Orange/Black RS232 Receive Data (Firmware upgrading)
N/C
9 Green Analog Input 1
10 Yellow Analog Input 2
11 Grey Analog Input 3
12 Blue Analog Input 4 / Oil pressure switch
13 Purple Alarm Output 2 (Open collector)
N/C
14 Pink Alarm Output 1 (Open collector)
15 Black Ground. Connect the ground to the engine block, and
the engine block to the battery negative. Do not
connect the EMS-3 ground directly to the battery
negative. This must be routed via the engine block.
16 Red 8-30Vdc power via power switch / circuit breaker and
fuse.
Note: Some wires might not be populated

DIY installation can be done but it is recommended that a professional automotive installer installs the EMS-3.
You can use any combination of senders with your EMS – those functions that you do not use can be disabled within the
menu structure.
When doing the wiring for the unit it is critical that you fit the black earth wire to the engine block – failure to do so will
possibly result in erratic readings as other loads are switched on such as lights, fans, indicators etc.
Wire sizes used can be the same as the wires used on the harness supplied. Ensure that all connections are
mechanically and electrically secure. Do not solder connections as these can lead to breakages were the solder stops
due to the rigidity of the soldered joint. Crimp terminals or twisted wire joints should rather be used.
10.3 Fitting sender units

Notes to Remember:
Apply Loctite thread sealer to pressure and temperature fittings – thread tape may cause electrical connectivity problems
All temp senders and pressure senders and EGT probes us the same 1/8”-27 NPT thread. Generally, adapter kits require
NO DRILLING or TAPPING, if your engine does not have an adapter listed, check the text to see if it should then be
tapped. Your MadMan supplier or local mechanic should be able to offer this service for a small fee. Some engines make
use of M10x1 threads or 1/8” BSP female threads on the oil pressure switch port – it is possible to safely fit the 1/8 NPT
brass male Tee piece directly to this thread.
10.4 EGT (Exhaust Gas Temperature)

Some vehicles make use of an EGR (Exhaust Gas Recirculation) system or have removable plates on the exhaust
manifold for this purpose – if this is the case then the plates can be removed and tapped to accommodate the EGT probe.
Your Madman supplier should then also have this plate in stock as a listed adapter for that engine. If you have an EGR
valve fitted, remove it entirely and disable the diaphragm by removing the wiring loom or vacuum pipe. Use this port of the
exhaust for the EGT. If you do not have a port on the exhaust manifold or do not want to disturb it, you will need to drill
and tap the manifold. The manifold should be drilled at any suitable point closest to the entrance to the turbo, but still in
the manifold, not the turbo housing.
With the engine cold, and idling, drill a pilot hole (4mm) into the manifold – as soon as the drill enters the inside of the
manifold, the exhaust gas will escape past the drill bit ejecting the drilling swarf – guard your eyes.
Now drill the hole to 9mm, and immediately thereafter, tap the hole to the required thread (1/8 NPT). The 1/8” NPT thread
is a taper thread where the hole gets larger the deeper you tap it, generally the tap should be turned in until 3mm of the
thread of the tap remains outside the hole – you can screw the sender in to check for a good fit.
Fit the steel compression fitting to the adapter plate/manifold and tighten the adapter into the manifold/plate with the hex
nut section closest to the manifold/plate, leaving the clamping nut (closest to the probe cable) fitted but loose.
Ensure the “olive” is fitted beneath the clamping nut on the compression fitting. Now tighten the clamping nut a bit until the
probe is just nipped tight and it cannot move – tighten it another 1/8 turn. Note: it may be necessary to hold the fitting with
a second spanner to prevent it from turning deeper into the manifold. It is better to have it too loose and need to tighten it
a little more than to overtighten it and break it off.
The braided cable should not be cut as it is very difficult to clean the cable to get to the wires. It is best to roll up the spare
cable and tie it up – if both ends are already fitted then roll it in a figure “8” which is easier. The cable can be lengthened
using regular copper wire provided the joint is behind the dash and not in the engine bay as the accuracy of the probe will
be affected. Madman can supply special cable to lengthen the probe without loss of accuracy. Any loss will be the
difference in temperature between the joint in the cable and the location of the EMS unit.
10.5 Coolant Temperature

Notes to Remember:
The body of the temperature sender must form an electrical return path to the engine block (for single connector
temperature senders). The temperature sender should preferably be on the hot side (head side) of the thermostat
The temperature sender should always be in contact with water – no water means no temperature measurement, hence
the need for the coolant level detector. A low temperature reading does not mean there is water.
There are several ways to fit the temperature sender:

In a spare coolant plug/probe
In a specially made sandwich adapter
In a Madman Delrin plastic hose adapter tube
Directly into a drilled and tapped hole in the aluminium/steel coolant piping/housing
Some engines have unused temperature measurement ports or unused blanked off holes. These are ideal to use for the
temperature sender – check your vehicle’s installation details on the MadMan web site to see if a plug adapter is available
– if we do not list one and you have a spare plug port, please contact us so that we can supply the appropriate adapter.
Some engines do no have any spare ports so we have developed the sandwich adapter which bolts between the water
inlet/outlet pipe and the block/head. The sandwich has a port in it to take the temperature sender. Check your vehicles
installation details on the MadMan web site to see if a plug adapter is available. If we do not list one, we have either not
developed one for your engine yet or it cannot use a sandwich adapter. Either way, please contact us so that we can
supply the appropriate adapter.
Some engines have no option of a plug adapter or a sandwich adapter, these engines need an inline metal delrin plastic
hose adapter or direct drilling and tapping. The inline Delrin plastic hose adapter has two ports, one for a temperature
sender and one for M5 coolant level screw.
A piece of the top coolant hose is cut out and this adapter is inserted in the space, the hoses are clamped to the tube and
the temperature sender screwed in. An earth tab is provided to earth the sender to the engine block. Please contact us if
you have a need for this type of adapter. We will need to know what the inside diameter of your coolant hose is. Some
older engines had large open spaces where it is easy to drill and tap the cooling jacket to fit the probe. Firstly establish
that there is enough free space inside the water cavity to accept the length of the temperature sender (30mm) before
drilling.
Drill a pilot hole (4mm) into the metal surface – as soon as the drill enters the inside of the cavity, water will escape past
the drill bit ejecting the drilling swarf – guard your eyes.
Now drill the hole to 9mm and immediately thereafter, tap the hole to the required thread (1/8 NPT). The 1/8” NPT thread
is a taper thread where the hole gets larger the deeper you tap it, generally the tap should be turned in until 3mm of the
thread of the tap remains outside the hole – you can screw the sender in to check for a good fit.
10.6 Oil Temperature

You can choose to monitor any oil temperature, It is best to monitor the temperature of a potentially problematic
component. If your vehicle has known problems with the gear box then monitor that, and similarly with engine oil etc. It is
wise to monitor auto gearbox oil temperatures as these are known to get hot when working hard.
We make use of plug adapters for most gearbox engine and other temperature measurements.
Please check your vehicles installation details on the MadMan web site to see if a plug adapter is available for your
gearbox or engine sump. If we do not list one and your application can use this type of adapter, please contact us so that
we can supply the appropriate adapter. Some ZF automatic gearboxes will accept a 1/8 NPT temperature probe directly
into the original drainplug hole.
10.7 Oil Pressure

Most engines use an oil pressure switch, which is coupled to the oil pressure warning light on the dash display.
Locate this switch on the engine (often nearby the oil filter) and remove the connector and then the switch.
Engines use a variety of thread sizes. Your Madman reseller will have a suitable adapter assembly available to suit your
engine. If it is not listed, please let them know and we will make a suitable adapter to suit your application.
You will need to fit the original pressure switch as well as the oil pressure sender to the engine by using a brass Tee piece
(available from MadMan) You will need to see which one must be fitted first such that everything can be screwed in tightly.
If there is no way that the original pressure switch and new pressure sender cannot co-exist in the space available there
are two options:
There may be an adapter pipe available that will effectively move the port away from the engine block to make space for
the Tee piece, pressure switch and sender or you can contact us to provide you with a pressure sender that contains both
the pressure switch and pressure sender in one unit, which may be easier to fit.
10.8 Coolant Level Detection

The brown wire in the EMS-3 unit connects to a coolant level sensor.
The CLD uses two probes (self tapping screws) and the presence of water/coolant between them to measure water.
The CLD is suitable for plastic coolant tanks, plastic radiator header tanks and can also be installed in the same inline
Delrin plastic hose adapter as for the coolant temperature sender. For steel header tanks or copper radiators the
mechanical float switch (MCLD) can be used.
CLD Installation in a Plastic Coolant Tank:

Select a suitable place on the plastic coolant bottle / plastic tank that is normally flooded with coolant – choose a spot
about 10 to 20 mm lower than the normal level Drill two small holes (1.5mm) about 25mm from each other in the same
horizontal plane. Fit small lugs to the brown wire from the EMS and screw the lug to the tank using a 3.5mm self tapping
screw. The hole must be small so that the screw is tight – It makes a good water tight seal. Fit a lug to a loose black wire
and screw that into the other hole, take the black wire to the same earth point on the engine block as the EMS earth.
CLD Installation in an in-line hose adapter:

Some vehicles have no way of fitting a mechanical float switch and do not have plastic components, these vehicles can
use an inline hose adapter in the radiator hose. Select a suitable place in the top coolant hose, close to the engine block
that is normally flooded with coolant. Cut the hose here and insert the hose adapter and refit the hose to the other side of
the pipe with clamps. Fit the brown wire from the EMS-3 to the pipe. The return path is via the EMS earth wire already
installed – no further wiring necessary.
Mechanical Float Switch Installation:

Drill a suitable hole in the metal tank, feed the wires through the hole, ensure that the sealing washer is fitted and tighten
the nut, slowly and consistently until if feels tighter than before, then turn it one flat more – if it leaks turn it another flat
tighter. The float switch has two black wires, connect any one of these to the engine block and connect the other to the
EMS-3 wire directly. If the mechanical float switch is used, the EMS-3 should be set to 5 seconds or any suitable value to
prevent false alarms – the shorter the delay the better the safety margin.
10.9 RPM Installation
The RPM inputs can be used with signals from about 5Vpp to as much as 100Vpp. The input is also AC coupled for easy
installation. A noise filter is included that results in the input ignoring any high frequency noise signals as long as this is
below the detection threshold of about 2.5Vpp.
The input impedance of the rev counter input is approximately 10Kohm. You can use series resistors as well as load
resistors for applications that have unusual signals.
A 220Ohm ballast resistor can be connected across the RPM input to ground to reduce noise or secondary pulses on the
RPM line.
After you have connected the RPM input terminals to the signal sources you will need to set the number of pulses per
revolution under the “RPM SETUP” menus. The calibration itself depends on your engine and what kind of signal you are
using.
10.10 Temperature senders

Resistive senders: The EMS-3 supports resistive type temperature senders. The internal pull up resistor dip switch
for the resistive temperature sender input must be in the “ON” position.
VDO Resistive senders: The EMS-3 supports the VDO 120ºC and 150ºC thermistor automotive senders. The
internal pull up resistor dip switch for the resistive temperature sender input must be in the “ON” position.
Echlin TS920SA resistive senders: The internal pull up resistor dip switch for the resistive temperature sender
input must be in the “ON” position.
Most NTC senders require a single wire connected as shown in the installation diagram. The sender is grounded via the
engine block. The ground terminal of the gauge input should be connected to the engine block. Some NTC senders have
two wires. In this case it is not required that the sender housing itself is connected to the engine block. Wire the second
wire to the reference ground terminal.
Precision senders (On Semiconductors LM335): These are senders containing a semiconductor
temperature measurement device. They can be used for water or oil temperature. These senders are available in two
types: an encapsulated version with a brass housing; a second uncommitted version contains only the sensor itself. This
can be conveniently mounted inside an existing sender housing after you remove the original insides of the sender. This
is intended to give you a solution for unusual or difficult to obtain senders. The internal pull up resistor dip switch for the
resistive temperature sender input must be in the “ON” position.
User defined senders: The EMS-3 has a user sender calibration feature that can be customized for senders not
listed above.
10.11 Pressure senders

Resistive senders: The EMS-3 supports resistive type pressure senders. The internal pull up resistor dip switch for
the resistive pressure sender input must be in the “ON” position.
VDO Resistive senders: The EMS-3 includes linearisation curves for the VDO 2, 5 and 10 Bar pressure senders.
The internal pull up resistor dip switch for the resistive pressure sender input must be in the “ON” position.
4-20mA Pressure Senders: The EMS-3 supports 4-20mA pressure senders. A 100Ohm 1/4W 1% resistor must be
connected across the analog input channel to ground. The internal pull up resistor dip switch for the 4-20mA current
sender input must be in the “OFF” position.
Voltage output pressure senders: The EMS-3 supports voltage output pressure sender. The EMS-3 also has a
0.5-4.5V sender selection. The internal pull up resistor dip switch for the voltage output pressure sender input must be in
the “OFF” position.
Voltage output pressure senders: The EMS-3 includes linearisation curves for the SENDO MPS 2, 5, 7 and 10
Bar pressure senders. The internal pull up resistor dip switch for the 0.5-4.5V sender input must be in the “OFF” position.
User defined senders: The EMS-3 has a user sender calibration feature that can be customized for Resistive, 4-
20mA as well as Voltage output pressure senders.
10.12 Senders that are grounded in the engine block

Single wire senders require that their mounting arrangement (thread) has a very good electrical contact with the engine
block. Avoid the use of any sealant or tapes as these may cause a bad electrical connection. Further to this it is very
important that the engine block has a good electrical connection to the negative supply terminal of the EMS-3. Any
voltage drop caused by other equipment on the ground wire will cause incorrect readings. The best way to ensure a good
connection is to wire a single connection between the EMS-3 ground terminal (any of these terminals) and the engine
block. Do not wire this anywhere else and do not allow any other equipment to use this wire as a current return path.
10.13 Analog Channels Dipswitch settings

The EMS-3 unit has the added ability, over its predecessors, to use both resistance and voltage based sensors. In order
to make use of this wider range of sensors, a small bank of on-off switches has been mounted on the input PC board
inside the EMS-3 housing to enable sensor compatibility selection. Use a small screwdriver to change the switch
direction. By default, CH1 + CH2 are ON and CH3 + CH4 are off. Failure to set the DIP switch will not cause damage but
will cause false readings.
In most cases resistive sensors require a biasing voltage to work properly. The switch associated with the required
channel must be in the ON position to enable the sensor to work correctly.
Example: In the image, switch 3 has been switched OFF to enable the
use of a voltage based sensor on the Analogue 3 channel.
Dipswitch Function
1 Analog Input Channel 1 Pull up resistor
(On=Enable, OFF=Disable)
10.14 Dimensional Drawing
The drilled mounting hole must have a diameter of 53mm. The maximum panel
thickness is 15mm, but the mounting bracket can be modified to accommodate
thicker panels.
WARNING: The EMS-3 must not be operated by the driver

when the vehicle is moving. All setups must be done prior to
driving the vehicle.
11 Cleaning
The unit should not be cleaned with any abrasive substances. The screen is very sensitive to certain cleaning materials
and should only be cleaned using a clean, damp cloth.
Warning: The EMS-3 is not waterproof, serious damage could occur if the unit is exposed to
water and/or spray jets. Please consult the factory for weatherproof alternatives.
12 Warranty
This product carries a warranty for a period of one year from date of purchase against faulty workmanship or defective
materials, provided there is no evidence that the unit has been mishandled or misused. Warranty is limited to the
replacement of faulty components and includes the cost of labor. Shipping costs are for the account of the purchaser.
Note: Product warranty excludes damages caused by unprotected, unsuitable or incorrectly wired
electrical supplies and or sensors, and damage caused by inductive loads.
13 Disclaimer
Operation of this instrument is the sole responsibility of the purchaser of the unit. The user must make themselves familiar
with the operation of this instrument and the effect of any possible failure or malfunction.
IMPORTANT NOTICE:
You must make your own determination if the products sold by Madman Developments (Pty) Ltd are safe and effective for
your intended applications. Madman Developments (Pty) Ltd makes no representations or warranties as to either the
suitability of any of the products we sell as to your particular application or the compatibility of any of the products we sell
with other products you may buy from us or anywhere else, and we disclaim any warranties or representations that may
otherwise arise by law. Also, we offer no specific advice on how to install any of the products we sell other than passing
along anything that may have been provided to us by the manufacturer or other issues. If you are in need of further
information or guidance, please turn to the manufacturer or other reputable sources.
The manufacturer reserves the right to alter any specification without notice.
DISTRIBUTED BY:
Madman Developments (Pty) Ltd
Postal Address: PO Box 1391

Muldersdrift
Gauteng
1747
South Africa
Website: www.madman.co.za
Email: [email protected]

EMS3-v1 04

Uploaded by

Copyright:

Available Formats

EMS3-v1 04

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

EMS3-v1 04

Uploaded by

Copyright:

Available Formats

Madman EMS-3

Universal Engine Monitoring System

Operating Manual – English 1.04

Sunlight readable color

Harness connects to power Down Button:

Menu Button: Enter Button:

3.1 EGT (Exhaust Gas Temperature) / Pyrometer

3.2 Battery Volts

3.3 Pressure Display

3.4 Oil Pressure Switch Message

3.5 Temperature Display

3.6 Coolant Level Detector

This message is displayed when there is a coolant level problem.

3.7 Service Timer Expired Message

3.8 Hour meter

4.1 Exiting the menu system

4.2 EGT (Exhaust Gas Temperature Setup)

4.3 Analog CH1 to CH4 Setup

4.3.1 Pressure Setup

If the “RESISTIVE” pressure sender is selected

If the “VOLTAGE” pressure sender is selected

If the “CURRENT” pressure sender is selected

Menu options for all sender types

If the “USER" pressure sender is selected

4.3.2 Temperature Setup

If the sender type is set to “USER"

If the sender type is set to “LM335"

Menu options for all sender types

4.3.3 Calibrating the user defined pressure and temperature senders

4.4 Volts Setup

4.5 CLD (Coolant Level Detector) Setup

4.6 RPM Setup

4.7 Oil Pressure Switch Setup

4.8 Output Setup (Fan control)

Fan Off Temp:

4.9 Timers Setup

Set Hour Meter:

Hour meter Code:

Set Service Timer:

This function allows you to set an engine service

4.10 COMM Setup (Communication Setup)

The transmission format is set to 8 data bits, No parity, 1 stop bit.

4.10.1 Protocol format

STX, Address, Message type, Length, Data payload, Checksum, ETX

STX: Start of text (0x02)

4.11 MISC Setup (Miscellaneous Setup)

Select manual or automatic backlight control.

This menu option displays information about the unit.

4.12 ADC Values

This menu displays the ADC values of the various sensors.

5 Loading factory default settings

Analog Input Channels

Pressure Sender Input

VDO Resistive Senders: The EMS-3 supports the VDO 2, 5 and 10

4-20mA Senders: The EMS-3 supports 4-20mA current output

Voltage Output Pressure Senders: The EMS-3 supports voltage

SENDO Voltage Output Pressure Senders: The EMS-3

User defined senders: EMS-3 has a user sender calibration feature

NO (Normally Open) or NC (Normally Closed) oil pressure senders