• High-Power Brushless Fuel Pump Controller for Automotive Racing Applications
• Available with optional Integrated Voltage Boosting up to 24Vdc
• Unlike inferior "repurposed brushless OEM" or "repackaged hobby RC" controller solutions where a controller originally intended for Pump X is used with Pump Y, which limits the pump's usable duty range and eventually causes premature failure of the controller or the incompatible pump, the PM5 is specifically configured to drive the Ti Automotive (ex Walbro) E5LM / E4LM pump
• PM5 interfaces directly with the factory and aftermarket Engine Management systems and eliminates diagnostic trouble codes (DTCs)
• Fully programmable/configurable pump duty input/output control with our easy to use TorqBLPM PC software
• TorqBLPM software provides live-viewing, data-logging and playback of ECU-commanded vs. Pump-actual duty helping to diagnose ECU tuning or fuel system mechanical issues
• PM5 is the first and only LPFP driver solution on the market that allows the ECU perform complete closed-loop control of the requested fuel system pressure regardless of what aftermarket LPFP is used. 
• Supports big turbo setups by removing the traditional LPFP fueling bottleneck and permitting the fuel system to hold any ECU-requested pressure
• The PM5 is available in either standard battery voltage or optional voltage boosted variants.
  
• A secondary PM5 used to control a second brushless LPFP can be slaved to the primary PM5 controller and configured completely independently of the primary pump/controller.
• Works with any LPFP set-up that draws less than 38A at peak load and peak duty. With the PM5 you are not sacrificing future flexibility and limiting your options by using a fueling solution that only lets you use one particular LPFP make/model
• Works with any ECU tuning package, or even without any ECU tuning at all. With the PM5 you are not limiting your options by using a fueling solution that forces you to use only one vendor's ECU tuning suite.
• Integrates seamlessly with the vehicle's factory electrical systems
  
• Available with universal unterminated wiring or with vehicle-specific Plug-n-Play Harness Adapters that transfer maximum power to the LPFP sender through thicker 12AWG (4.0mm^2) or 10AWG (5.0mm^2) wires - a feature not available with inferior solutions that reuse the factory PWM control module with its thin factory LPFP wiring
• Reliable, easy to install and operate.
• Overdesigned using the highest-quality automotive and industrial grade electronic components that far exceed the operating ratings and life cycle of the vehicle's OEM electronic modules
• Built and tested in Canada

Torqbyte PM5 is an advanced microprocessor-controlled brushless low-pressure fuel pump (LPFP) controller. It was designed to be used as either a standalone controller or a complete Plug-n-Play drop-in replacement for the OEM fuel pump PWM control module. PM5 is used to overcome the challenge of increased fueling in returnless direct injection fuel systems where the ECU and the OEM fuel pump control module work together to achieve closed loop control of the fuel system line pressure.

Unlike brushed fuel pump controllers, brushless pump controllers are uniquely tuned for the specific pump they are supplied with. It is generally impossible to attach a mismatched brushless fuel pump to a particular brushless controller and expect the combination of two to provide long-term, trouble-free and reliable operation. Generally, a mismatch between the pump controller and the attached pump will result in reduction of usable pump duty range (limiting the pump's performance and requiring tuning "bandaids" to compensate) as well as overheating and eventual failure of either the controller or the pump.

PM5 installs between the ECU and the upgraded fuel sender. PM5 is capable of continuously supplying the aftermarket fuel pump with up to 40A of current.

While the PM5 does all the heavy lifting in terms of supplying the required current to the aftermarket LPFP, its electronics interface directly with the ECU ensuring no diagnostics trouble codes are generated. Torqbyte's innovative technical solution implemented in the PM5 allows the ECU to maintain full control of the aftermarket LPFP operation and maintain the closed-loop fuel pressure control mechanism that the vehicle was originally designed with. This crucial feature is something that _none_ of the other LPFP "upgrades" currently on the market are able to offer.

Since the ECU, in a vehicle equipped with a Torqbyte PM5, maintains complete control of the vehicle's fuel system operation, all the familiar pump operating characteristics are retained, such as system priming when a door is opened. As long as the selected aftermarket LPFP is able to meet the flow and pressure requirements of the user's desired fueling set-up, any fuel line pressure target requested by the ECU tune will be easily achieved.

Because it interfaces directly with the ECU, PM5 is able to live-stream the ECU command duty as well as pump actual duty, over USB, to a laptop running the free Torqbyte TorqBLPM Windows software. These logs can be invaluable in identifying tuning issues or diagnosing mechanical fuel system faults.

Pump Voltage Options

• Standard PM5 

The standard PM5 uses the vehicle's battery or running alternator voltage to drive the pump. It is able to monitor the pump speed and maintain the target flow rate even as the system voltage varies by up to +/-10%.

• PM5 with Integrated Voltage Boosting

The PM5 with Integrated Voltage Boosting includes a microprocessor-controlled quad polyphase synchronous voltage booster that steps up the incoming battery or alternator voltage in order to supply the pump with 15Vdc to 24Vdc. The output voltage level is user-adjustable and is maintained even if the input voltage (from the battery or alternator) dips down as low as 8Vdc.

Flow Test Results

• Standard PM5 

• PM5 with Integrated Voltage Boosting 

TorqBLPM Windows Software

PM5's operation can be configured or reconfigured using the provided USB Cable together with free TorqBLPM Windows software.

TorqBLPM is intuitive and easy to use and allows the user to configure all aspects of the PM5 and its voltage booster. The user can fine tune the behavior of the pump in response to an input command (which can be derived from an ECU's PWM signal, a MAP sensor (or another 0-5V signal source), or over CANBus). Additionaly, the behavour of the voltage booster can also be configure to be either static, switched between 2 preset levels or adjusted progressively based on a MAP sensor (or another 0-5Vdc signal source).

Multiple configurations can be saved and shared making remote tuning very easy.

In addition to configuring the PM5, feature-rich TorqBLPM software also includes Live-Viewing, Data-Logging and Log Visualization functions. 

Power, Ground and Pump Connections

All Plug-n-Play kits are supplied pre-configured in terms of PM5 to fuel-sender top hat connections.

All PM5 kits (both Plug-n-Play or generic) require custom Power and Ground wiring connections.

• Standard PM5 

The standard PM5 requires a single fused 40A connection to the battery +ve terminal and a solid connection to the nearest vehicle chassis ground.

Pump wires should be kept as short as possible keeping in mind that the PM5 is not sealed and MUST be mounted inside the vehicle.

• PM5 with Integrated Voltage Boosting 

The voltage-boosted PM5 requires a dual fused 40A connection to the battery +ve terminal and a dual solid connection to the nearest vehicle chassis ground.

As with the standard PM5, the pump wires should be kept as short as possible keeping in mind that the PM5 is not sealed and MUST be mounted inside the vehicle.

TiA E5LM/E4LM Pump pinout is shown below.

PM5 Pump Duty Control Options

All Plug-n-Play kits are supplied pre-configured both in terms of required hardware and loaded software functionality.

The generic PM5 kits are available with wiring options that allow one of the following three pump duty control strategies.

• 0-5V Analog Voltage Control (aka dumb control)

In this case, PM5's duty command is derived from a user-supplied 0-5V variable voltage. Through the TorqBLPM software, the user can configure the actual pump duty that is output at different duty command (i.e. 0-5V signal voltage) levels.

• PWM Control

In this case. PM5 duty command is derived from an active-low (aka Pull-to-Ground), fixed frequency, variable duty signal. Through the TorqBLPM software, the user can configure the actual pump duty that is output at different duty command levels.

• CANBus Control

In this case. PM5 duty command is derived from an active CANBus. Through the TorqBLPM software, the user can configure the actual pump duty that is output at different duty command levels. Depending on PM5's physical location on the CANBus it may or may not be necessary to provide bus termination at the PM5. If termination is required/desired, a short jumper wire needs to be installed between connector positions 10 and 20. If no termination is required/desired these positions should remain unpopulated.

The torqbyte_ Advantage

PM5 housings, wiring adapters and electronic boards are 100% manufactured in Canada and the United States. We use authentic components sourced from manufacturer-authorized distributors and our only offshore import are wire adapters and connectors from OEM suppliers in Germany. We assemble everything using only manufacturer-recommended tooling, procedures and automotive-grade materials. 

PM5 is housed in a rugged, thermally-conductive, CNC machined aluminum enclosure that is hard anodized for maximum durability.

Inside, PM5's electronics highlight our two principal design goals: Quality and Reliability. PM5's design relies entirely on industrial-grade electronic components sourced from leading semiconductor manufacturer's including Texas Instruments, Infineon Technologies, STMicroelectronics, ON Semiconductor and Vishay Intertechnology.

Torqbyte PM5 wiring assemblies only use US-Spec SAE J1127 SXL and TXL or European-Spec FLRY automotive wire with annealed stranded copper conductors and premium-grade abrasion, chemical and moisture resistant, high temperature Crosslinked Polyethylene insulation.

All pump power adapters are supplied with the thickest possible wire gauge for the given connector family ensuring minimum line loses and maximum power transfer to the LPFP.

Special Considerations

• Ignition/Boot-Up Time

With no IGN signal applied, the PM5 controller is asleep. As soon +12V is applied to the IGN input, the controller wakes up and runs through its boot-up and internal self-test sequence. This takes 5s during which time the unit ignores its inputs and does not operate the pump. In setups where this 5s delay may not be desirable (such as all VW/Audi cars where the factory ECU needs to be able to operate the pump any time including when the vehicle is off in order to prime the fuel system) the IGN input may be permanently tied to a fused, hot-at-all times, +12Vdc signal source. This will ensure the PM5 can operate the pump immediately when the ECU control signal is received. However, this state of constant readiness comes at the expense of increased at-rest static current draw, which may present a concern for vehicles that are not driven on a regular basis.

• Static (At Rest) Current Draw

When +12V is not applied to the IGN input, the unit is asleep and it only draws 4mA (i.e. 0.004A) of current from the car's battery.

When +12V is applied to the IGN input and command pump duty is zero, the Standard PM5 draws 125mA (i.e. 0.125A) of current from the battery.

When +12V is applied to the IGN input and commanded pump duty is zero, the Voltage-Boosted PM5 draws 425mA (i.e. 0.425A) of current from the battery.

Assuming a typical vehicle battery in good working condition, a voltage-boosted PM5 with its IGN input permanently held at +12V and nothing else connected to the battery (which is not a realistic assumption) would drain the battery in about 24hrs, while a regular PM5 would drain it in a few days.

Therefore, it's important to weigh the effects of start up delay against the increased static current draw.

• Unit Mounting and Thermal Considerations

The unit is not sealed. It must be installed on the interior of the vehicle and not be exposed to any condensing moisture or debris.

The unit may get warm. I should not be mounted in enclosed spaces with material (such as carpeting or seat cushion foam) coming into direct contact with it.

Ideally, the Voltage-Boosted PM5 should mounted directly to a large metal panel/surface in order to aid its heat dissipation.

• PM5 with Integrated Voltage Boosting

The optional voltage booster is used to temporarily increase the pump's power output during periods of peak demand. Its operation should be made transient in order to avoid reducing the pump's lifespan by operating it at high bus voltages at all times. The voltage booster maintains the pump voltage between 15.5V and 24.0V regardless of the vehicle battery voltage. The voltage booster output can be controlled by a secondary 0-5V analog input on the PM5. A typical use case for this analog input is to supply it with a 0-5V signal from a Manifold Absolute Pressure (MAP) sensor and use that signal as a reference that progressively rises and lowers the pump voltage in accordance with boost,

The pump voltage booster can be operated in four different ways:

1. Static Voltage Mode - set by the user it never changes as long as the unit is active 
   
2. Switched Voltage Mode - pump voltage is kept at one level by default (usually a lower voltage level) and is switched to a different level (usually higher voltage) when the secondary 0-5V rises above a user-set threshold. In this mode, the voltage booster acts as a Hobbs switch, raising the pump voltage as a step when a certain 0-5V reference voltage threshold is exceeded.
3. Variable/Progressive Voltage Mode - pump voltage is automatically raised and lowered in accordance with a user-entered table. The unit monitors the secondary 0-5V reference voltage and adjusts the pump voltage accordingly between 15.5V and 24.0Vdc.
   
4. Custom CANBus Parameter - pump voltage is automatically raised and lowered in accordance with a varying CANbus parameter that is broadcast on the data bus the PM5 is connected to.

The PM5 can interface with a dedicated 50PSI or 100PSI Honeywell MAP sensor available as an optional add-on

Or it can be "teed" into the existing factory MAP sensor wiring if this is the preferred approach

• Dual Pump Control

If additional fueling is required, a second PM5 (either standard or with integrated Voltage Boosting) can be configured as a slave and controlled from the primary master controller. The operational setup for both pumps is entered into the master controller. Operation of the two pumps can be set up completely independently of one another, but since the ECU must stay in full control of both pumps at all times, only the master controller receives the control signals from the ECU and relays commands to the leave controller in accordance with the slave table loaded into the master controller's configuration. If the slave controller has an integrated voltage booster, the master controller will ensure the secondary pump's boosted voltage rises and falls in accordance with its own.

A special harness is required to connect the two controllers together,