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SCG-1User ManualWarning!The Oxygen Sensor used in this device gets very hot in operation.Do not touch a hot sensor. Do not let a hot sensor touch a combustible surface. Do not use thesensor with or near flammable liquids or gases. Failure to heed these warnings may result insevere burns, explosions, fires, or other dangerous events.1.SCG-1 . 21.1Changing the SCG-1’s gauge face and/or bezel . 32 Installation . 42.1Wiring. 42.1.1 Single Innovate Device Relay Wiring Instructions . 52.2Gauge Mounting and Routing . 52.3Solenoid Installation . 62.3.1 Internal Wastegate . 62.3.2 External Wastegate . 72.4MAP sensor . 72.5Wideband Oxygen Sensor Setup . 72.5.1 Oxygen Sensor Placement . 72.5.2 Sensor Calibration . 92.5.3 Calibration Schedule . 103 Boost Controller Setup . 103.1Entering Setup Configuration . 103.1.1 Configuration using SCG-1’s interface buttons . 103.1.2 Configuration using the LM Programmer software . 103.2Display Settings (Gauge Abbreviations). 113.3RPM Settings (Gauge Abbreviations) . 113.4Solenoid Settings (Gauge Abbreviations) . 114 Logworks 3 & LM Programmer Software Package . 134.1Download and Install the Logworks 3 Software . 134.2LM Programmer. 134.2.1 Programming Analog Output . 144.2.2 Advanced Analog Output Programming . 144.2.3 Updating the Firmware . 154.2.4 Changing Sensor Type . 154.3Logging data from your SCG-1 with LogWorks . 16Appendix A: Limited Warranty . 17Appendix B: SCG-1 Error Codes and Troubleshooting Tips . 1811-0138C

1. SCG-1The SCG-1 is a boost solenoid controller gauge with an integratedwideband AFR (lambda) control. The SCG-1 also has advanced safety boostcuts based on AFR and/or boost pressure. Although it can be operatedstand alone, it has digital I/O for integration with other Innovate MotorsportsMTS compatible products and one configurable analog output for integrationwith ECU’s and 3rd party data loggers. The following section will help you getfamiliar with the SCG-1.1. Channel Displays- The SCG-1 has four different displays modes that can be cycledthrough on the main screen with the left and right interface buttons. Itcan be configured to display A/F or pressure as primary channels orboth A/F and pressure in both the primary and secondary channelviewports.2. Status or Error display- The upper right hand viewport of the SCG-1 is reserved to displaythe status of the wastegate duty or any error codes that might bepresent.- O2 error codes will supersede all other statuses.- In an O2 error state, all solenoid functions are automaticallydisabled.3. Interface Buttons- Pressing either the left or right interface buttons will allow you tocycle through the 5 different display modes.- From the main screen, pressing and HOLDING the left interfacebutton will put the gauge in setup mode. Once in setup mode,2

--pressing and HOLDING both interface buttons together will moveyou to the menu or main screen. The gauge will revert back to themain screen if no there have been no button presses for 15 seconds.From the main screen, pressing and HOLDING both the left and rightinterface buttons will disable/enable solenoid control. If there are noother error codes on the status viewport of the screen, the SCG-1will display “SC OFF”.From the Peak boost display, press and HOLD the right interfacebutton to clear the stored peak boost value.4. Shift Light- Illuminates when the trigger shift RPM is reached.1.1Changing the SCG-1’s gauge face and/or bezel1. Lay the SCG-1 face down and remove the three #2 phillips screwsfrom the outside rim of the back plate.2.3. Configure the gauge as desired by changing the gauge face and/orbezel.4. Make sure every piece is positioned correctly using the locating taband reassemble the gauge.3

5. Reinstall the three #2 phillips screws verifying that the buttons arenot binding on the gauge lens.22.1InstallationWiringThe SCG-1 has 5 stripped wire leads:1Connect the RED wire to an isolated switched 12V source in yourvehicle. A switched 12V source goes ON as soon as “key on” power isactive. The circuit to which you will pull power from should be able tosupport a 3 amp draw. Make sure this connection is protected with a 5Afuse (not supplied.)Circuits that share power with the vehicle’s stereo, ignition system,ECU, lighting, or fuel pump should not be used. When in doubt, create anadditional circuit using an automotive relay available at any automotive partssupplier. See the next section for a relay installation diagram.2The BLACK wire should be grounded to a solid ground source. Thebest possible ground source would be the battery ground (-) post.If other Innovate Motorsports devices are going to be daisy-chainedalong with the SCG-1, it is recommended that all devices be connected to asingle ground point, ideally the battery ground (-) post.3Connect the WHITE wire to a headlight power wire (a wire that goes hotwith 12V when the headlights are on)). This enables the display to dimfor better nighttime viewing. DO NOT CONNECT THIS WIRE TO THEHEADLIGHT DIMMING WIRE. Connection to this rheostat type ofswitch will cause the gauge to malfunction. If you chose not to utilize thedimming feature, connect the WHITE wire to ground.4

4Optionally, the YELLOW analog output can be connected to the analoginput of other devices such as data loggers or ECUs. If this wire is notbeing used isolate and tape it out of the way. The default analog outputconfiguration is 0V 7.35 AFR and 5V 22.39 AFR.5Optionally, the PURPLE wire can be connected to a tach signal to logengine RPM and to use the shift light function. A tach signal can beacquired from the negative lead of a coil, ECU, negative lead of aninjector, or directly from the ignition box if running a multi-spark (i.e.MSD 6AL).Note: A tach signal can not be acquired from the negative lead of the coilon vehicles running CDI ignitions. For these applications use thenegative lead of an injector or a tach adapter (if available for your modelignition).2.1.12.2Single Innovate Device Relay Wiring InstructionsGauge Mounting and RoutingThe SCG-1 gauge fits in any standard 2 1/16” (52mm) gauge pod. Mountingof the gauge should be done in such a manner that the cables are not beingforcefully pulled and strained from the gauge itself. Route the sensor andsolenoid cables avoiding contact with the exhaust system and other vehicle5

components that could damage the cable. Also avoid routing the cables nearignition components or other sources of RF (radio frequency) and EMI(Electromagnetic interference) noise.2.3Solenoid Installation-2.3.1Mount the solenoid in a suitable location away from hightemperatures or near ignition components.Secure hoses with cable ties.Make sure not twist or pinch any of the hoses.The solenoid will make audible clicking noises when in operation,this is normal.Route the solenoid cable through the firewall, to the gauge andconnect to the 2 pin connector.Confirm that you do not have any air leaks when the engine idles.Internal Wastegate6

2.3.22.4External WastegateMAP sensor1. The MAP sensor MUST be installed with the hose fitting facingdown. It is very important that the sensor be isolated from heatsources, mounted away from all ignition and/or other potential RFemitting sources, and protected against excessive vibration.The MAP sensor has two 1/8” holes that can be used to secure thesensor. Another viable option is to use double-sided mounting tape.2. Locate a vacuum source on the intake manifold, after the throttlebody and connect it to the hose barb on the sensor. Use theprovided “T” and hose to make this connection if needed. To securethe hose use tie-wraps or hose clamps.3. With the engine idling, confirm that you do not have any air/vacuumleaks.2.52.5.1Wideband Oxygen Sensor SetupOxygen Sensor PlacementOptimum bung placement will vary from application to application, but usingthe guidelines below will ensure the longest sensor life with the most7

accurate readings. Using a bung is the preferred method for mounting theoxygen sensor in all applications. Weld the bung at least 24 inches after the turbocharger. Using a clock as reference, mount the bung between the 9:00o’clock and 3:00 o’clock position. Welding the bung in the lowersection of the exhaust pipe can result in sensor damage caused bycondensation making contact with the sensor’s internal heatingelement. A 1” bung (provided in the kit) will best protect the sensor. Whenfully threaded, the sensor’s tip will sit flush with the inside of theexhaust piping, this does not adversely effect the readings. The bung should always be welded before the Catalytic Converter.Welding the bung after the catalytic converter will skew the readingstoward lean. The skew in readings will vary with engine load and theefficiency of the catalytic converter. Leaded fuel and two stroke applications will reduce the sensor’s life.There are many other factors that dictate the sensor’s lifespan so it isimpossible to predict total sensor longevity. Exhaust leaks, camshaft overlap, and open (shorty) exhausts willcause false lean readings at light engine loads. Typically, once theengine is under load and the exhaust gas volume increases, you willsee accurate readings. When installed in the exhaust, the oxygen sensor must be connectedto a powered, functional SCG-1 (no error codes) whenever theengine is running. An un-powered sensor will be damaged in a shortperiod of time when exposed to exhaust gas. Do not pre-warm the sensor before starting the engine, start theengine as you normal would. Allowing the sensor to pre-warmbefore starting the engine will increase the possibility of damagingthe sensor from shock-cooling. The maximum temperature of the sensor at the bung (the sensormounting location) should not exceed 500 oC or 900 oF. If thesetemperatures are exceeded in your application you should install theInnovate Motorsports HBX-1 heat sink bung extender. (p/n 3729.)8

As the O2 sensor measures the oxygen content of the exhaustgas to provide an accurate O2 reading, even a small pin-holeleak in a poorly welded sensor bung will effect the accuracyand performance of your O2 sensor. Remember, any deviation from theinstructions provided for proper sensor installation will lead toinaccurate O2 readings.2.5.2 Sensor CalibrationOnce the unit has been wired and a suitable location has been found for boththe gauge and the sensor. it is time to perform the sensor calibration.Innovate Motorsports’ ‘Direct Digital’ wideband measurement principal allowsyou to calibrate the sensor to compensate for sensor wear. This proceduretakes just a few moments and it will ensure the most accurate readingsthroughout the oxygen sensor’s life. This procedure is required anytime aNEW oxygen sensor is installed.The calibration procedure requires that the oxygen sensor be in free air, thismeans removed from the exhaust system completely.1. With the sensor disconnected, apply power to the SCG-1.Confirm that the top right-hand corner viewport displays “O2 E2.” This isan error code, indicating that no sensor is detected. Leave unit poweredon for a minimum of 30 seconds.2. Power down the SCG-1 and attach the oxygen sensor using the cableprovided. When making these connections, make sure they are fullyseated and locked. Again, make sure that the sensor is in free air (not inthe exhaust).3. Power up the SCG-1.The SCG-1 will start warming up the sensor, this is indicated on top righthand corner viewport of the display by showing “O2 HTR.” After 30-60seconds, the display will switch from “O2 HTR” and quickly flash “O2CAL”, indicating that the sensor is being calibrated.The calibration procedure has completed and the system is now readyfor use.Important: You can disconnect and reconnect the sensor and sensorcable for installation without losing your calibration. However, if youpower up the SCG-1 without a sensor connected, your calibration willbe reset (see step #1 above).9

2.5.3Calibration ScheduleTurbo Application, daily driver (tuned rich)- Calibrate before installation of new sensor- Calibrate new sensor again after 3 month of use- Thereafter calibrate twice a year or every 10,000 miles, whichever comesfirstRace Application- Calibrate before first installation of new sensor- Calibrate once per race weekend33.1Boost Controller SetupEntering Setup ConfigurationThe SCG-1