Curtis-1211 (Manual) 06c

M O D E L
1211
MOTOR CONTROLLER
© 2006 CURTIS INSTRUMENTS, INC.
DESIGN OF CURTIS PMC 1200 SERIES

CONTROLLERS PROTECTED BY U.S.
PATENT NO. 4626750.
1211 Manual, p/n 37791

Rev. C: March 2006
CURTIS INSTRUMENTS, INC.

200 Kisco Avenue
Mt. Kisco, New York 10509 USA
Tel. 914.666.2971
Fax 914.666.2188
www.curtisinstruments.com
CONTENTS
CONTENTS
1. OVERVIEW ...............................................................................1
2. INSTALLATION AND WIRING .............................................4

Mounting the Controller .....................................................4
Connections: High Current ................................................5
Connections: Low Current .................................................5
Controller Wiring: Standard Installation, 6-Pin ...................6
Controller Wiring: Standard Installation, 9-Pin ...................7
Throttle Wiring ...................................................................8
5kΩ, 3-wire potentiometer throttle ..............................8
5V throttle ...................................................................8
Speed limit pot.............................................................9
Switches and Other Hardware .............................................9
Keyswitch .....................................................................9
Horn ............................................................................9
Inhibit ........................................................................10
Status LED ................................................................10
Circuitry protection device.........................................10
3. INSTALLATION CHECKOUT .............................................11
4. PROGRAMMABLE PARAMETERS .......................................12

Motor Parameters ..............................................................13
Main Current Limit ...................................................13
Motor Resistance........................................................13
Acceleration Parameters .....................................................13
Forward Acceleration Rate, Maximum Speed .............13
Forward Acceleration Rate, Minimum Speed .............13
Reverse Acceleration Rate, Maximum Speed ..............13
Reverse Acceleration Rate, Minimum Speed ..............14
Braking Parameters ............................................................14
Forward Deceleration Rate, Maximum Speed ............14
Forward Deceleration Rate, Minimum Speed ............14
Reverse Deceleration Rate, Maximum Speed .............14
Reverse Deceleration Rate, Minimum Speed..............15
Brake Delay................................................................15
Speed Parameters ...............................................................15
Maximum Speed ........................................................15
Minimum Speed ........................................................15
Maximum Reverse Speed ...........................................16
Minimum Reverse Speed ...........................................16
Curtis 1211 Manual iii

CONTENTS
Creep Speed ...............................................................16

IR Compensation .......................................................16
Throttle Parameters ...........................................................17
Throttle Input Signal Type .........................................17
Throttle Autocalibration ............................................17
Throttle Deadband ....................................................18
Throttle Gain .............................................................19
Fault Parameters ................................................................20
High Pedal Disable (HPD) ........................................20
Brake Faults ...............................................................21
Fault Beep ..................................................................21
Other Parameter ................................................................21
Sleep Delay ................................................................21
5. TUNING YOUR CONTROLLER .........................................22

Beginning the Tuning Procedures ......................................22
Throttle .............................................................................22
Determining Motor Resistance ..........................................24
Setting the Maximum Speeds ............................................24
Setting the Acceleration and Deceleration Rates ................25
Adjusting Load Compensation ..........................................27
6. PROGRAMMER MENUS ......................................................28
7. DIAGNOSTICS AND TROUBLESHOOTING ....................30
8. MAINTENANCE ....................................................................33
APPENDIX A Vehicle Design Considerations Regarding

Electromagnetic Compatibility (EMC)
and Electrostatic Discharge (ESD) .....................A-1
APPENDIX B 1311 Programmer Operation .............................B-1
APPENDIX C Specifications..................................................... C-1
iv Curtis 1211 Manual

FIGURES / TABLES
FIGURES
FIG. 1: Curtis 1211 electronic motor controller ....................................1
FIG. 2: Mounting dimensions, Curtis 1211 controller .........................4
FIG. 3: Low-current connections ..........................................................5
FIG. 4: High-current connections .........................................................5
FIG. 5a: Standard wiring configuration, 6-pin models .............................6
FIG. 5b: Standard wiring configuration, 9-pin models .............................7
FIG. 6: Wiring for 5kΩ, 3-wire potentiometer .....................................8
FIG. 7: Wiring for 5V throttle ...............................................................8
FIG. 8: Wiring to inhibit operation during battery charging ..............10
FIG. 9: Effect of adjusting the neutral deadband parameter .................18
FIG. 10: Effect of adjusting the throttle gain parameter .........................20
FIG. B-1: Curtis 1311 handheld programmer ......................................B-1
TABLES
TABLE 1: Programmable throttle input signal types ...........................17
TABLE 2: Troubleshooting chart ........................................................32
TABLE C-1: Specifications, 1211 controller ....................................... C-1
Curtis 1211 Manual v

1 — OVERVIEW
1
OVERVIEW
The Curtis EnAble™ 1211 permanent magnet motor controller is a complete

system solution offering unparalleled driving characteristics for mobility aid
scooters and other small electric vehicles. It is designed to provide excellent per-
formance, reliability, and ruggedness in a very compact size. The built-in harness
reduces OEM manufacturing costs, while eliminating wiring at the base of the scooter.
This robust microprocessor-based controller is packaged in a full metal enclosure,
is completely sealed to dust and water, and has excellent EMC characteristics.
Generic 1211 controllers are available with either a 6-pin or 9-pin logic con-
nector, and are equipped with a programmer cable to allow programming via the
Curtis 1311 and 1314 programmers.
Custom 1211 controllers (6-pin or 9-pin) are delivered factory-programmed
to the OEM’s specifications. These pre-programmed models are the most cost-
effective, and can only be manufactured in quantity. Typically they are specified
with no programmer cable.
Fig. 1 Curtis 1211

electronic motor controller;
the wiring harnesss and
connectors are included.
The Curtis 1211 permanent magnet motor speed controller provides:

Smooth and Secure Control
✓ Advanced closed-loop speed regulation maintains precise speed over

varied terrain, obstacles, curbs, and ramps
✓ Linear undervoltage cutback of current ensures smooth control, even
with low batteries or on hot days, with no abrupt loss of power
✓ Proprietary algorithms help prevent gearbox wear, while providing
smooth starts and reversals
Curtis 1211 Manual 1

1 — OVERVIEW
✓ The vehicle is brought to a complete stop before the electromagnetic

brakes are applied, to prevent harsh jarring
✓ Inhibit line prevents driving while battery charging
✓ Key-Off Decel function ensures smooth braking to a stop when
the key is turned off while driving
✓ Anti Rollback/Roll-forward function improves vehicle control
on hills and ramps
✓ Internal main contactor provides secure power-off
and reverse battery polarity protection
Easy Installation and Setup
✓ Compact size and built-in flying leads make installation a snap

✓ Simplified troubleshooting and diagnostics (9-pin and/or programmable
models only)
Additional Features
✓ Push-Too-Fast software restricts vehicle top speed, even with

the key off
✓ Power Saver function deactivates the main contactor after a period
of non-use, to reduce battery drain
✓ Parameters can be easily adjusted with the 1311 handheld programmer
or the 1314 PC programmer (programmable models only)
Regulatory Compliance
✓ FDA documentation available

✓ TÜV approved
✓ Unique power design produces low RF emissions to meet stringent
medical limits
✓ High RF immunity prevents speed variation and shutdowns
in noisy RF environments
✓ Controller’s power circuits and microprocessor software are
continuously monitored for proper operation
✓ System start-up checks will disable drive if a defective throttle,
brake, or associated wiring is detected
✓ Reverse Beeper function alerts bystanders (9-pin models only)
Familiarity with your Curtis controller will help you install and operate it prop-
erly. We encourage you to read this manual carefully. If you have questions,
please contact the Curtis office nearest you.
2 Curtis 1211 Manual

1 — OVERVIEW
☞
C AU T I O N Working on electric vehicles is potentially dangerous. You should pro-
tect yourself against runaways, high current arcs, and outgassing from lead
acid batteries:
RUNAWAYS — Some conditions could cause the vehicle to run out of control.
Disconnect the motor or jack up the vehicle and get the drive wheels off the
ground before attempting any work on the motor control circuitry. Note:
If the wrong combination of throttle and switch styles is selected with the
handheld programmer, the vehicle may suddenly begin to move.
HIGH CURRENT ARCS — Electric vehicle batteries can supply very high power,
and arcs can occur if they are short circuited. Always open the battery circuit
before working on the motor control circuit. Wear safety glasses, and use
properly insulated tools to prevent shorts.
LEAD ACID BATTERIES — Charging or discharging generates hydrogen gas,

which can build up in and around the batteries. Follow the battery man-
ufacturer’s safety recommendations. Wear safety glasses.

2 — INSTALLATION & WIRING
2
INSTALLATION AND WIRING
MOUNTING THE CONTROLLER

The 1211 controller’s rugged sealed metal enclosure allows mounting in any
orientation. However, care should be taken to protect the wiring from such
elements are road debris, oil, etc.
The outline and mounting hole dimensions are shown in Figure 2. The
controller should be mounted by means of the two mounting holes in the
heatsink, using M4 (#8) screws.
Fig. 2 Mounting
dimensions, Curtis 1211
controller.
Note: The 1211 comes with a

full wiring harness, including
connectors. Only the controller
itself is shown here.
Dimensions in millimeters and (inches)
You will need to take steps during the design and development of your
end product to ensure that its EMC performance complies with applicable
regulations; suggestions are presented in Appendix A.
The 1211 controller contains ESD-sensitive components. Use appro-
priate precautions in connecting, disconnecting, and handling the controller.
See installation suggestions in Appendix A for protecting the controller from
ESD damage.

CONNECTIONS: High Current

The connections for the motor (M1, M2), the battery (B+, B-), and the battery
charger inhibit (INH) extend from the controller as shown in Figure 3. Each cable
terminates in a fast-on connector.
Fig. 3 High current

connections.
M1 white wire
M2 orange wire
B+ red wire
B- black wire
INH blue wire
CONTROLLER
CONNECTIONS: Low Current

The low current wiring extends from the controller as shown below in Figure 4.
All 1211 controllers have a brake connector (J3) and a logic connector (either
J2a or J2b). The programmable models have an additional connector (J1) for
the programmer.
Fig. 4 Low current
connections.
CONTROLLER
CONNECTOR FRONT VIEWS: 3 2 1
1 2 3 6 5 4
1 2
1 2 3 4 4 5 6 9 8 7 3 4
J3 J2a J2b J1 (OPTIONAL*)

BRAKE 6-PIN LOGIC 9-PIN LOGIC PROGRAMMER
CONNECTOR CONNECTOR CONNECTOR CONNECTOR
J3-1 BRAKE - J2a-1 B+ J2b-1 B+ J1-1 Rx DATA

MATING CONNECTORS: J3-2 n/c J2a-2 KSI J2b-2 KSI J1-2 GROUND
J3 Molex 50-84-2040, with J3-3 n/c J2a-3 POT LO J2b-3 POT LO J1-3 Tx DATA
Amp 350690-1 contacts J3-4 BRAKE + J2a-4 POT WIPER J2b-4 POT WIPER J1-4 +15 V
J2a Molex 50-84-2062, with J2a-5 POT HI J2b-5 POT HI *all generic models
Amp 350690-1 contacts have a programmer
J2a-6 B- J2b-6 B- connector; it is
J2b Amp 1-480706, with J2b-7 REVERSE optional on custom
Amp 350689-1 contacts models.
J2b-8 HORN
(J1) (provided with programmer) J2b-9 STATUS

WIRING: STANDARD INSTALLATION, 6-PIN MODELS

The wiring diagram presented in Figure 5a shows a typical installation for
controllers with the 6-pin logic connector (J2a). This installation includes a
3-wire 5kΩ potentiometer throttle, from which the controller accepts a wigwag
throttle input; the circuit does not include a reverse switch. The horn in this
installation functions only on demand; it is not part of the logic circuit.
Note: An appropriately sized fuse must be included in the power circuit
(as shown) to avoid damage to the controller.
Fig. 5a Standard wiring configuration, Curtis 1211 controller with 6-pin logic connector
(generic model 1211-2101 and custom models with 6-pin connector).

WIRING: STANDARD INSTALLATION, 9-PIN MODELS

The wiring diagram presented in Figure 5b shows a typical installation for con-
trollers with the 9-pin logic connector (J2b). The reverse switch input allows a
variety of throttles to be used; however, the 3-wire 5kΩ potentiometer throttle
shown is the most common choice. This installation also has a Status LED in
the logic circuit; the Status LED indicates the state of the controller and also
enhances its diagnostic capabilities by flashing fault codes in the event of a fault.
The horn provides a reverse beeping and also sounds the fault codes.
Note: An appropriately sized fuse must be included in the power circuit
(as shown) to avoid damage to the controller.
Fig. 5b Standard wiring configuration, Curtis 1211 controller with 9-pin logic connector
(generic model 1211-2102 and custom models with 9-pin connector).

2 — INSTALLATION & WIRING: Throttle
THROTTLE WIRING
The 6-pin 1211 controller accepts a wigwag (or inverse wigwag) signal from
either a 3-wire potentiometer throttle or a voltage throttle.
The 9-pin controller additionally accepts signals from single-ended
throttles; with single-ended throttles, a reverse switch must be included in the
circuit at pin J2b-7.
5kΩ, 3-Wire Potentiometer

A 5kΩ, 3-wire potentiometer is the standard throttle, and is shown in the overall
wiring diagram (Figures 5a and 5b) as well as in Figure 6.
Fig. 6 Wiring for 3-wire,

Pot High output (Pin J2-5)
5kΩ potentiometer throttle.
3-WIRE Wiper input (Pin J2-4)
5kΩ
POT
Pot Low input (Pin J2-3)
The controller provides full pot fault protection against open or shorted
wires anywhere in the throttle assembly. The overall pot resistance can range
from 4.5 kΩ to 7 kΩ. Values outside this range will trigger a fault condition.
If a pot fault occurs while the vehicle is moving, the controller will deceler-
ate the vehicle to neutral through its normal deceleration curve. If the fault
is corrected while the throttle is still applied, the vehicle will accelerate to the
requested speed.
Programmable models: For wigwag and inverted wigwag applications, the
pot can be correctly centered within the controller’s neutral band by using the
throttle autocalibration feature (see page 17). Pots with less than 5 kΩ total
resistance change over the throttle’s full stroke can be accommodated by pro-
gramming the controller for reduced-range throttle inputs, via the throttle gain
parameter (see pages 19 and 23).
5V Throttle
A 5V throttle can be used instead of a pot, as shown in Figure 7. The throttle
output voltage must be 2.5 V (± deadband) in neutral and a 4.7kΩ, 0.25W
resistor must be added between the pot high and pot low pins.
Fig. 7 Wiring for 5V
throttle.
+
-
B-

2 — INSTALLATION & WIRING: Throttle
Because the throttle input voltage is referenced to B- and no throttle con-

nections are made to the pot high and pot low pins, throttle fault protection is
lost with 5V throttles. The controller will not recognize out-of-range throttle
inputs as faults, and applying excessive voltages to the throttle wiper input may
damage the controller. It is the responsibility of the vehicle manufacturer
to provide throttle fault detection for 5V throttles.
Programmable models: Voltage throttles with less than 5 V total voltage
change over the full stroke can be accommodated by programming the con-
troller for reduced-range throttle inputs, via the throttle gain parameter (see
pages 19 and 23).
Speed Limit Pot

A speed limit pot allows the operator to adjust the speed of the vehicle at full
throttle. The speed limit pot should be sized so that it does not affect throttle
input resistance and thus the throttle response.
When the speed limit pot is in its maximum speed position, the vehicle’s
speed at full throttle corresponds to the set maximum speed.
Programmable models: The maximum speed can be adjusted via the maxi-
mum forward speed parameter and the maximum reverse speed parameter (see
pages 15 and 16).
SWITCHES AND OTHER HARDWARE

Keyswitch
The vehicle should have a master on/off switch to turn the system off when
not in use. The keyswitch provides logic power for the controller and for the
other control input switches. It must be sized to carry the 150 mA quiescent
logic current plus the current necessary to drive the precharge function (1.5 A
for 0.5 seconds) and the horn and any other accessories powered from the
keyswitch circuit.
Horn
The controller is capable of driving a low current dc horn at 1 Hz. On control-
lers with a 6-pin logic connector, the horn only sounds when the horn button
is depressed (see Figure 5a). On controllers with a 9-pin logic connector (see
Figure 5b) the horn sounds a warning when the driving in reverse (a series of
beep tones) and—on programmable models—when the throttle autocalibra-
tion feature is being used (a constant tone). It also beeps the fault codes; see
Section 7. The horn driver sinks a maximum current of 15 mA. Using a horn
with a higher current requirement will damage and disable the driver.

2 — INSTALLATION & WIRING: Switches, etc.
Inhibit
The inhibit input can be used to inhibit operation during battery charging. The
inhibit input overrides all other controller inputs and is active when low (i.e.,
when shorted to B-). The input can be left floating when not engaged; it does
not need to be pulled high. Typically, battery chargers have a dedicated third
terminal that automatically provides inhibit. If your battery charger does not
have this third terminal, inhibit can be wired as shown in Figure 8.
The battery charger should only be connected after the vehicle has come
to a complete stop.
Status LED (9-pin logic connector models)

The controller has the capability to drive a panel indicator LED, at pin J2b-9.
This LED can be used to tell the operator, at a glance, the controller’s status;
it will also provide diagnostics information via flash codes (see Section 7).
Fig. 8 Wiring to inhibit
B+ (Pin J2-1)
vehicle operation during
battery charging (for B- (Pin J2-6)
battery chargers without a CONTROL
FUSE Inhibit input
dedicated inhibit terminal).
+ -
BATTERY
CHARGER
If a Status LED is used, it should be installed with the proper resistor in

series. The controller’s LED driver is capable of a maximum current of 15 mA.
The recommended resistor—designed to limit driver current to 15 mA when
active—is 2.4 kΩ, 0.5 W. Alternatively, an LED with a built-in resistor can
be used; it should be rated for 24V operation.
Circuitry Protection Device

A fuse is recommended for use in the high power connection from the battery
to the controller’s B+ terminal. This fuse will protect the power system from
external shorts and should be sized appropriately for the 30A rated current of
the controller.

3 — INSTALLATION CHECKOUT
3
INSTALLATION CHECKOUT
After you have installed your new controller per Section 2, complete this simple
installation checkout.
1. Put the vehicle up on blocks to get the drive wheels off the
ground so they spin freely.
2. Doublecheck all wiring to ensure that it is consistent with

the wiring guidelines presented in Section 2. Make sure all
connections are tight.
3. Put the throttle in neutral.
4. Turn on the keyswitch. The controller should power up. If

it does not, check for continuity in the keyswitch circuit and
controller ground.
5. Operate the throttle in the forward and reverse directions;

the motor should turn in the selected direction. If it does
not, verify the wiring to the throttle and motor. The motor
should run proportionally faster with increasing throttle.
6. Take the vehicle down off the blocks and drive it around.
Confirm that it is accelerating and braking properly.
7. Plug in the battery charger to verify the Inhibit input status.
8. Verify that all options—such as high pedal disable (HPD),

horn, and Status LED—are as intended.
This checkout must be successfully completed before the vehicle is used.
If your 1211 controller is a custom pre-programmed model with a 9-pin

logic connector and no programmer connector, you can now skip directly to
Section 7: Diagnostics and Troubleshooting, page 30.
If you have a custom pre-programmed model with a 6-pin logic connec-

tor and no programmer connector, skip directly to Section 8: Maintenance,
page 33.
If you have a programmable 1211 controller, continue on to Section 4:

Programming Your Controller.

4 — PROGRAMMABLE PARAMETERS
4
PROGRAMMABLE PARAMETERS
Programmability is available on generic 1211 models and on custom models

that are equipped with the optional programmer connector (J1). On non-
programmable models, the parameters described in this section are factory
programmed to OEM specifications. On programmable models, these param-
eters are adjustable by means of the 1311 handheld programmer (or 1314 PC
programming station).
Motor Parameters .............................. p. 13

Main Current Limit
Motor Resistance
Acceleration Parameters .................. p. 13

Forward Accel Rate (Max/Min)
Reverse Accel Rate (Max/Min)
Braking Parameters .......................... p. 14

Forward Decel Rate (Max/Min)
Reverse Decel Rate (Max/Min)
Brake Delay
Speed Parameters ............................... p. 15

Max Speed
Max Reverse Speed
Creep Speed
IR Compensation
Throttle Parameters .......................... p. 17

Throttle Input Signal Type
Throttle Autocalibration
Throttle Deadband
Throttle Gain
Fault Parameters ................................ p. 20

High Pedal Disable (HPD)
Brake Faults
Fault Beep
Other Parameter ................................ p. 21

Sleep Delay
☞ Individual parameters are described in the following text in the order listed
above, using the abbreviated names that are displayed in the programmer’s
Program Menu. Not all of these parameters are displayed on all controllers;
the list for any given controller depends on its specifications.
The programmer displays the parameters in a different order. For a list of
the individual parameters in the order in which they appear in the Program
Menu, see Section 6: Programmer Menus.

4 — PROGRAMMABLE PARAMETERS: Motor and Acceleration Parameters
Motor Parameters
MAIN C/L
The main current limit parameter allows adjustment of the maximum cur-
rent the controller will supply to the motor during both drive and regenerative
braking operation. This parameter can be limited to protect the motor from
excessive (potentially damaging) currents or to reduce the maximum torque
applied to the drive system by the motor. It is adjustable from 4 amps up to
the controller’s full rated current of 30 A.
MOTOR R
The motor resistance parameter is crucial to proper vehicle operation. The
control system performance depends on this value being set correctly. The mo-
tor resistance parameter is adjustable between 0 and 1460 milliohms. It must
be set to the actual cold motor resistance. For instructions, see programming
procedure 3, on page 24.
Acceleration Parameters
ACCEL MAX SPD

The maximum-speed forward acceleration rate defines the time it takes the
controller to accelerate from zero to 100% output during forward travel at full
throttle with the speed limit pot in its maximum speed position (or when no
speed limit pot is used). Larger values represent a longer acceleration time and
gentler starts, while smaller values represent faster acceleration. The max-speed
forward acceleration rate is adjustable from 0.2 to 4.0 seconds; rates under
0.5 second provide abrupt acceleration and should only be used under special
circumstances.
The max-speed and min-speed forward acceleration rates are scaled linearly
to provide appropriate response throughout the speed limit pot’s range.
ACCEL MIN SPD

The minimum-speed forward acceleration rate defines the time it takes the
controller to accelerate from zero to 100% output during forward travel at full
throttle with the speed limit pot in its minimum speed position. Larger values
represent a longer acceleration time and gentler starts, while smaller values rep-
resent faster acceleration. The min-speed forward acceleration rate is adjustable
from 0.2 to 8.0 seconds; rates under 0.5 second provide abrupt acceleration
and should only be used under special circumstances.
REV ACCEL MAX

The maximum-speed reverse acceleration rate defines the time it takes the

4 — PROGRAMMABLE PARAMETERS: Braking Parameters
controller to accelerate from zero to 100% output while traveling in reverse

at full throttle with the speed limit pot in its maximum speed position (or
when no speed limit pot is used). Larger values represent a longer acceleration
time and gentler starts, while smaller values represent faster acceleration. The
max-speed reverse acceleration rate is adjustable from 0.2 to 8.0 seconds; rates
under 0.5 second provide abrupt acceleration and should only be used under
special circumstances.
The max-speed and min-speed reverse acceleration rates are scaled linearly
to provide appropriate response throughout the speed limit pot’s range.
REV ACCEL MIN

The minimum-speed reverse acceleration rate defines the time it takes the
controller to accelerate from zero to 100% output while traveling in reverse at
full throttle with the speed limit pot in its minimum speed position. Larger
values represent a longer acceleration time and gentler starts, while smaller
values represent faster acceleration. The min-speed reverse acceleration rate is
adjustable from 0.2 to 8.0 seconds; rates under 0.5 second provide abrupt ac-
celeration and should only be used under special circumstances.
Braking Parameters
DECEL MAX SPD

The maximum-speed forward deceleration rate determines the time it takes
the controller to decelerate from its present output to zero when the throttle
is released to neutral during forward travel with the speed limit pot in its
maximum speed position (or when no speed limit pot is used). Larger values
represent a longer deceleration time and gentler stops. Smaller values reduce
the stopping distance required. The max-speed deceleration rate should be set
at a value that will ensure the vehicle stops within a safe distance when travel-
ing at full speed. The max-speed deceleration rate is adjustable from 0.2 to 4.0
seconds; rates under 0.5 second provide abrupt stops and should only be used
under special circumstances.
DECEL MIN SPD

The minimum-speed forward deceleration rate defines the time it takes the
controller to decelerate from its present output to zero when the throttle is re-
leased to neutral during forward travel with the speed limit pot in its minimum
speed position. Larger values represent a longer deceleration time and gentler
stops. Smaller values will reduce the stopping distance required. The min-speed
deceleration rate is adjustable from 0.2 to 8.0 seconds; rates under 0.5 second
provide abrupt stops and should only be used under special circumstances.

4 — PROGRAMMABLE PARAMETERS: Speed Parameters
REV DECEL MAX

The maximum-speed reverse deceleration rate defines the time it takes the
leased to neutral during reverse travel with the speed limit pot in its maximum
speed position (or when no speed limit pot is used). Larger values represent
a longer deceleration time and gentler stops. Smaller values will reduce the
stopping distance required. This rate should be set at a value that will ensure
the vehicle stops within a safe distance when traveling in reverse at full speed.
This rate is adjustable from 0.2 to 4.0 seconds; rates under 0.5 second provide
abrupt stops and should only be used under special circumstances.
REV DECEL MIN

The minimum-speed reverse deceleration rate defines the time it takes the
leased to neutral during reverse travel with the speed limit pot in its minimum
speed position. Larger values represent a longer deceleration time and gentler
stops. Smaller values will reduce the stopping distance required. This rate is
adjustable from 0.2 to 8.0 seconds; rates under 0.5 second provide abrupt stops
and should only be used under special circumstances.
BRAKE DELAY
The brake delay parameter specifies when the controller engages the electro-
magnetic brake after the vehicle’s speed command has reached zero. This time
delay is adjustable from 0.0 to 1.0 seconds. It should be set low enough to
minimize rolling downhill when stopping on ramps, yet long enough to allow
for a smooth stop on flat surfaces.
The brake delay does not apply in situations where an incline causes the
vehicle to change direction after the throttle command has been zeroed. In this
case, the controller will detect the “rollback” and engage the electromagnetic
brake immediately.
Speed Parameters
MAX SPD
The maximum speed parameter defines the maximum allowed speed at full
forward throttle with the speed limit pot in its maximum speed position (or
when no speed limit pot is used). For example, if Maximum Speed is set at
60% and the speed limit pot is in its maximum speed position, the controller
will adjust its output to achieve 60% speed at full throttle.

4 — PROGRAMMABLE PARAMETERS: Speed Parameters
REV MAX SPD

The maximum reverse speed parameter defines the maximum allowed speed in
reverse at full throttle with the speed limit pot in its maximum speed position
(or when no speed limit pot is used). For example, if Maximum Reverse Speed
is set at 40% and the speed limit pot is in its maximum speed position, the
controller will adjust its output to achieve 40% reverse speed at full throttle.
CREEP SPD
Creep speed helps to prevent vehicle rollback on inclines when the brake is
released with very little throttle applied. It is activated when the throttle request
exceeds the throttle’s deadband threshold. The throttle response is rescaled so
that the controller’s output is adjustable over the full throttle range, but starting
at the programmed creep speed value. Creep speed is programmable from 0%
to 10.0% of the maximum available speed.
PUSH SPD
The push speed parameter sets the “push-too-fast” speed, which is the maxi-
mum speed at which the vehicle can be pushed when it is unpowered and the
brake is mechanically released. It is programmable from 25% to 50% of the
maximum available speed. Note: the vehicle must be manually pushed fast
enough so that the motor voltage reaches approximately 15 V in order for the
push feature to be activated.
IR COMP COEFF
IR compensation is a method by which the controller maintains a constant ve-
hicle speed despite changes in motor loading. The IR compensation parameter
adjusts how aggressively the controller tries to maintain constant speed under
changing load conditions. The parameter is scaled 0–100%, and defines the
percentage of compensation applied.

4 — PROGRAMMABLE PARAMETERS: Throttle Parameters
Throttle Parameters
THRTL TYPE
The controller can be programmed to accept single-ended, wigwag, or inverted
wigwag signals from a 5kΩ, 3-wire pot or from a 5V throttle, depending on
the model.
The throttle input signal type options—Types “0” through “5” in the
Throttle Type programming menu—are listed in Table 1.
Note that Types 2 through 5 are only applicable to controllers with the
9-pin logic connector (J2b), and require a reverse switch in the circuit.
Table 1 PROGRAMMABLE THROTTLE INPUT SIGNAL TYPES

APPLICABILITY
THROTTLE 5kΩ 5V
TYPE 3-wire Pot Throttle DESCRIPTION
0 ✓ ✓ wigwag pot or voltage throttle
1 ✓ ✓ inverted wigwag pot or voltage throttle
2 ✓ single-ended pot; maximum speed = 5kΩ
3 ✓ inverted single-ended pot; maximum speed = 0
4 ✓ single-ended voltage throttle;

maximum speed = 5V
5 ✓ inverted single-ended voltage throttle;

maximum speed = 0
THRTL AUTOCAL
The throttle autocalibration parameter provides a means of easily and reliably
centering wigwag throttle pots. To use this method, a horn must be connected
to the horn driver. The controller inhibits driving while in autocalibration
mode, enabling the throttle potentiometer to be adjusted safely.
Throttle centering is accomplished as follows:
1. Jack the vehicle drive wheels off the ground or disconnect the
motor leads.
2. Completely assemble the throttle mechanism but do not tighten
the clamping mechanism that secures the potentiometer shaft to
the throttle lever.
3. Plug the programmer into the controller, and turn on the key-
switch.
4. Select the Program mode and scroll down to the throttle auto-
calibration parameter.
5. Set the throttle autocalibration to On. At this point, the horn will
probably sound, indicating that the throttle pot is out of adjust-

ment. If the horn does not sound, the pot is already centered and
further adjustment is not necessary.
6. With the throttle lever at the neutral position, adjust the potenti-
ometer in one direction until the horn turns off. Note this position.
Adjust the pot in the other direction until the horn turns off. Note
this position. Set the pot halfway between the two noted posi-
tions. The pot is now adjusted to the proper value for neutral.
7. Tighten the clamping mechanism that secures the throttle lever
to the potentiometer shaft. Depress and release the throttle to
verify the mechanical return to neutral; the horn should turn off
with the same amount of motion in both directions.
8. Set the throttle autocalibration parameter to Off, or cycle the
keyswitch to reset it to Off. (If you are performing the reset by
cycling the keyswitch, note that KSI must remain off for at least
4 seconds.) The vehicle will not drive if the throttle autocalibra-
tion parameter is left On.
THRTL DEADBAND
The throttle deadband parameter defines the throttle pot wiper voltage range
that the controller interprets as neutral. Increasing the throttle deadband set-
ting increases the neutral range. This parameter is especially useful with throttle
assemblies that do not reliably return to a well-defined neutral point, because
it allows the deadband to be defined wide enough to ensure that the controller
goes into neutral when the throttle mechanism is released.
Examples of two deadband settings (25%, 10%) are shown below in
Figure 9, along with the equations used to determine the wiper voltage range
(with respect to B-) that the controller will interpret as neutral.
Fig. 9 Effect of adjusting the throttle deadband parameter.

The programmer displays the throttle deadband parameter as a percentage

of the wiper voltage range and is adjustable from 6.0% to 25.0%. The default
deadband setting is 10.0%.
The throttle wiper voltage range is approximately 4 volts, measured rela-
tive to B-. This is true regardless of whether a single-ended or wigwag throttle
is used. When a single-ended throttle is used, the deadband parameter sets a
single threshold wiper voltage—that is, a wiper voltage (relative to B-) at which
the controller will begin to modulate. When a wigwag throttle is used, the
deadband parameter sets two threshold wiper voltages, one on either side of
the 2.5 V centerpoint, for forward and reverse.
Depending on the individual pot, the values for Pot Low and Pot High
(and hence for the deadband, which is a percentage of the range defined by
Pot Low and Pot High) vary. The values listed below can be used with the
equations provided in Figure 9 to calculate the actual deadband threshold(s)
for any given deadband setting:
POT POT LOW POT HIGH POT RANGE
4 kΩ 0.5 V 4.5 V 4.0 V
5 kΩ 0.4 V 4.6 V 4.2 V
7 kΩ 0.3 V 4.7 V 4.4 V
Detailed guidelines for adjusting the throttle deadband parameter are

presented in Section 5, page 23.
THRTL GAIN
The throttle gain parameter sets the wiper voltage required to produce 100%
controller output. Increasing the throttle gain setting reduces the wiper volt-
age required, and therefore the full stroke necessary to produce full output is
reduced. This feature allows reduced-range throttle assemblies to be used.
Examples are shown in Figure 10 to illustrate the effect of three different
throttle gain settings (1, 1.5, and 2) on full-stroke wiper voltage. Adjusting the
throttle gain also affects the neutral deadband, which is a percentage of the
throttle’s active range. Note: The deadband values shown in the bottom two
examples are the same due to rounding; the actual deadband in the bottom
example is somewhat narrower than in the example above it.
When a single-ended throttle is used, the throttle gain parameter sets
the maximum pot wiper voltage required to produce 100% output. When a
wigwag throttle is used, the throttle gain parameter sets the pot wiper resistance
required to produce 100% output in both forward and reverse: the wiper voltage
required for full forward output is decreased, and the wiper voltage required
for full reverse output is increased.
The throttle gain parameter can be set with values from 1.0 to 10.0.
The throttle gain value is the ratio of the pot’s full 5kΩ to the resistance of the
throttle’s range of travel (G = R POT / R TRAVEL ). A setting of 1.0 thus represents

4 — PROGRAMMABLE PARAMETERS: Fault Parameters
Fig. 10 Effect of adjusting the throttle gain parameter.
a one-to-one ratio—in other words, no throttle gain adjustment. A setting of

10.0 would allow use of a pot with a range of only 1/10th of 5kΩ, i.e., 500
ohms. For most applications, throttle gain settings between 1.0 and 2.0 will
work best.
Note: The throttle characteristics are defined in terms of wiper voltage
rather than throttle pot resistance because of the range of pot values that can
be used and the variation between pots of the same value.
Detailed guidelines for adjusting the throttle gain parameter are presented
in Section 5, page 23.
Fault Parameters
HIGH PEDAL DIS
The primary function of the high pedal disable (HPD) feature is to prevent
the vehicle from moving if the controller is turned on with the throttle already
applied. HPD also serves as the interlock to prevent the vehicle from starting
up with the inhibit feature active, and to prevent driving if Inhibit is activated
during operation.
When the HPD parameter is programmed On, HPD is active and control-
ler output is inhibited (1) if a throttle input greater than the throttle deadband

4 — PROGRAMMABLE PARAMETERS: Other Parameter
exists when the controller is turned on, (2) if the inhibit feature is active when
the controller is turned on, or (3) if inhibit is activated while the vehicle is
being driven. If HPD is programmed Off, this protection feature is disabled.
Note: All DME scooter applications must have the HPD feature programmed
On to satisfy the industry’s safety requirements.
BRAKE FLTS
The brake faults parameter enables (“On”) or disables (“Off ”) all the electro-
magnetic brake driver and wiring fault detection. All DME scooter applica-
tions must have this parameter programmed On to satisfy the industry’s safety
requirements.
In non-DME applications such as sweeper/scrubbers, where there is no
electromagnetic brake, the brake faults parameter can be programmed Off, thus
eliminating the need for the 200Ω, 5W bias resistor on the controller’s brake
driver output that would otherwise be necessary.
FAULT BEEP
The fault beep parameter enables the horn during controller faults, in order to
make the fault codes audible. It beeps only the fault codes; it does not precede
the fault code with a level-of-seriousness code (as does the status LED, with its
slow/fast flash preceding the fault code). If this audible alarm is not wanted,
the fault beep parameter should be programmed Off.
Other Parameter
SLEEP DLY
The controller powers down completely if the throttle request remains at neutral
beyond the time specified by the sleep delay parameter; to resume operation,
the keyswitch must be cycled. The sleep delay can be set from 0 to 60 minutes.
Setting this parameter to zero disables the sleep delay.

5 — TUNING
5
TUNING YOUR CONTROLLER
(PROGRAMMABLE MODELS ONLY)
Before tuning your controller, be sure to complete the installation checkout

that was presented on page 11.
The 1211 controller is a very powerful vehicle control system. Its wide
variety of adjustable parameters allow many aspects of vehicle performance to
be optimized. Once a vehicle/motor/controller combination has been tuned,
the parameter values can be made standard for that system or vehicle model.
Any changes in the motor, the vehicle drive system, or the controller will require
that the system be tuned again to provide optimum performance.
The tuning procedures should be conducted in the sequence given, because
successive steps build upon the ones before. It is important that the effect of
these programmable parameters be understood in order to take full advantage
of the 1211 controller’s powerful features. Please refer to the descriptions of
the applicable parameters in Section 4 if there is any question about what any
of them do.
If you find a problem during the programming process, refer to the diag-
nostics and troubleshooting section (Section 7) for further information.
1 Beginning the tuning procedures

1-a. Jack the vehicle drive wheels up off the ground so they spin freely.
1-b. Put the throttle in neutral. If your application has a reverse switch,
make sure it is open.
1-c. Turn on the controller and plug in the programmer. The programmer
should power up with an initial display, and the Status LED (if your applica-
tion has one) should light steadily. If neither happens, check for continuity in
the keyswitch circuit and controller ground.
2 Throttle
Put the programmer into Program mode, and set the Throttle Type parameter
to match the throttle you are using (Type 0–5); see page 17.
It is important to ensure that the controller output is operating over its
full range. The following tuning procedures will establish the throttle deadband
and throttle gain parameter values that correspond to the absolute full range
of your particular throttle mechanism.* It is advisable to include some buffer
around the absolute full range of the throttle mechanism to allow for throttle
resistance variations over time and temperature as well as variations in the toler-
ance of potentiometer values between individual throttle mechanisms.
* If you are using a wigwag throttle, you should center it before proceeding with
the throttle tuning procedures. Instructions for wigwag throttle centering (using
the Throttle Autocalibration parameter) are presented on page 17.

5 — TUNING
Tuning the Throttle Deadband

2-a. Select the Monitor Menu. The Throttle % field should be visible in
the display. You will need to reference the value displayed here.
2-b. Slowly apply the throttle until you hear the electromagnetic brake
disengage. Use care with this step as it is important to identify the threshold throttle
position at which the brake is disengaged.
2-c. Without moving the throttle, read the value shown in the Throttle
% field. This value should be zero. If the Throttle % value is zero, proceed to Step
2-d. If it is greater than zero, the throttle deadband parameter must be increased.
Select the Program Menu, scroll down to display the THRTL DEADBAND field, and
enter a larger THRTL DEADBAND value. Select the Monitor Menu and repeat the pro-
cedure from Step 2-b until the Throttle % is zero at the electromagnetic brake
disengagement point.
2-d. While observing the Throttle % value displayed in the programmer’s
Monitor Menu, continue to increase the throttle past the electromagnetic brake
disengagement point. Note where the Throttle % value begins to increase, indicating
that the controller has begun to supply drive power to the motor. If the throttle had
to be moved further than desired before the Throttle % value began to increase,
the throttle deadband parameter must be decreased. In the Program Menu, scroll
down to the THRTL DEADBAND field, and enter a smaller THRTL DEADBAND value. Select
the Monitor Menu and repeat the procedure from Step 2-b. When the amount
of travel between the point at which the brake is disengaged and the Throttle %
value begins to increase is acceptable, the throttle deadband is properly tuned.
2-e. If a bidirectional (wigwag) throttle assembly is being used, the procedure
should be repeated for the reverse direction. The THRTL DEADBAND value should be
selected such that the throttle operates correctly in both forward and reverse.
Tuning the Throttle Gain

2-f. Apply full throttle and observe the Throttle % value. This value should
be 100%. If it is less than 100%, the throttle gain must be increased to attain full
controller output at the maximum throttle position. Select the Program Menu,
scroll down to the THROTTLE GAIN field, and enter a larger THROTTLE GAIN value. Select
the Monitor Menu and repeat this step until the Throttle % value is 100%.
2-g. Now that the full throttle position results in a 100% value for Throttle
%, slowly reduce throttle until the Throttle % value drops below 100% and note
the throttle position. This represents the extra range of motion allowed by the
throttle mechanism. If this range is large, you may wish to decrease it by decreasing
the throttle gain. This will provide a larger active throttle range and more vehicle
control. Select the Program Menu, scroll down to the THROTTLE GAIN field, and enter
a smaller THROTTLE GAIN value. Select the Monitor Menu and repeat this step until
an appropriate amount of extra range is attained.
2-h. If a wigwag throttle is being used, repeat the procedure for the reverse
direction. The THROTTLE GAIN value should be selected such that the throttle operates
correctly in both forward and reverse.

5 — TUNING
Confirming proper throttle operation

Select a direction and operate the throttle. The motor should begin to
turn in the selected direction. If it does not, verify the wiring to the throttle and
motor. The motor should run proportionally faster with increasing throttle.
3 Determining motor resistance

If the cold resistance of the traction motor in your application is known, you
can enter this value, in milliohms, for the motor resistance (MOTOR R) parameter,
and proceed to Step 4. However, we strongly recommend that instead of using
the theoretical value provided by the motor manufacturer you use the actual
value as determined in the following procedure. It is very important that the
motor resistance parameter be set accurately. The correct value for MOTOR R is
determined as follows.
3-a. Position the vehicle up against a wall, high curb, or some other im-
movable object.
3-b. Plug the programmer into the controller and turn on the keyswitch.
3-c. In the programmer’s Program Menu, set the MAIN C/L parameter to
“30” (30 amps).
3-d. In the Monitor Menu, scroll down to display the Motor R field.
3-e. With the speed limit pot set at maximum, apply the throttle full
forward, driving the vehicle against the immovable object.
3-f. Observe the Motor R value displayed in the Monitor Menu.
3-g. Select the Program Menu, where MOTOR R will appear near the top of
the display. Program the MOTOR R parameter to the Motor R value that was displayed
in the Monitor Menu.
3-h. Before moving on to Step 4, be sure to set the MAIN C/L back to its
default setting.
4 Setting the maximum speeds

The maximum allowed forward and reverse speed with the speed limit pot in
its maximum speed position are set by the maximum speed parameters:
MAX SPD
REV MAX SPD
The maximum speed parameters are programmed as a percentage of the maxi-
mum possible speed. Set each of the maximum speed parameters to give the
desired performance.

5 — TUNING
5 Setting the acceleration and deceleration rates

The acceleration and deceleration functions have been designed to provide
smooth throttle response when maneuvering at low speeds and snappy throttle
response when traveling at high speeds. This is accomplished by defining ac-
celeration/deceleration rates at each end of the speed limit pot’s range. The
rates are scaled linearly between these two endpoints. Four pairs of parameters
define the endpoints of the acceleration/deceleration curves:
Forward acceleration: ACCEL MIN SPD and ACCEL MAX SPD
Forward deceleration: DECEL MIN SPD and DECEL MAX SPD
Reverse acceleration: REV ACCEL MIN and REV ACCEL MAX

Reverse deceleration: REV DECEL MIN and REV DECEL MAX.
Tuning the rates under the most extreme (slowest, fastest) conditions will most
likely result in good performance throughout the entire driving range.
Forward acceleration and deceleration rates

5-a. First, set the ACCEL MIN SPD. Set the speed limit pot to its mini-
mum speed position. For low speed testing, we suggest that
you drive in a confined area such as an office, where low speed
maneuverability is crucial. Depending on how you liked the
forward acceleration you experienced, increase or decrease the
ACCEL MIN SPD value from its default setting. Smaller values pro-
vide faster response. Continue testing and adjusting this value
until you are satisfied with the vehicle’s low speed forward ac-
celeration behavior.
5-b. Now adjust DECEL MIN SPD, the low speed forward deceleration
characteristic. Driving at full throttle with the speed limit pot
still in its minimum speed position, release the throttle to neu-
tral. Depending on how you liked the deceleration you experi-
enced, increase or decrease the DECEL MIN SPD value from its de-
fault setting. Smaller values provide faster response. Continue
testing and adjusting this value until you are satisfied with the
vehicle’s low speed forward deceleration behavior.
5-c. Next, set the ACCEL MAX SPD. Set the speed limit pot to its maxi-
mum speed position. Apply full throttle. Depending on how
you liked the forward acceleration you experienced, increase
or decrease the ACCEL MAX SPD value from its default setting.
Smaller values provide faster response. Continue testing and
adjusting this value until you are satisfied with the vehicle’s
high speed forward acceleration.
5-d. Driving at full throttle with the speed limit pot still in its
maximum speed position, release the throttle to neutral. De-
pending on how you liked the deceleration you experienced,

5 — TUNING
increase or decrease the DECEL MAX SPD value from its default
setting. Smaller values provide faster response. Continue test-
ing and adjusting this value until you are satisfied with the
vehicle’s high speed forward deceleration behavior.
Reverse acceleration and deceleration rates

5-e. First, set the REV ACCEL MIN. Set the speed limit pot to its mini-
mum speed position. For low speed testing, we suggest that
you drive in a confined area such as an office, where low speed
maneuverability is crucial. Depending on how you liked the
acceleration you experienced while driving in reverse, increase
or decrease the REV ACCEL MIN value from its default setting.
Smaller values provide faster response. Continue testing and
adjusting this value until you are satisfied with the vehicle’s
low speed reverse acceleration behavior.
5-f. Now adjust REV DECEL MIN, the low speed reverse deceleration
characteristic. Leaving the speed limit pot in its minimum
speed position, drive in reverse at full throttle and then release
the throttle to neutral. Depending on how you liked the de-
celeration you experienced, increase or decrease the REV DECEL
MIN value from its default setting. Smaller values provide faster
response. Continue testing and adjusting this value until you
are satisfied with the vehicle’s low speed reverse deceleration
behavior.
5-g. Next, set the REV ACCEL MAX. Set the speed limit pot to its maxi-
mum speed position. Driving in reverse, apply full throttle.
Depending on how you liked the reverse acceleration you ex-
perienced, increase or decrease the REV ACCEL MAX value from its
default setting. Smaller values provide faster response. Contin-
ue testing and adjusting this value until you are satisfied with
the vehicle’s high speed reverse acceleration.
5-h. Leaving the speed limit pot in its maximum speed position,
drive in reverse at full throttle and then release the throttle to
neutral. Depending on how you liked the deceleration you
experienced, increase or decrease the REV DECEL MAX value from
its default setting. Smaller values provide faster response. Con-
tinue testing and adjusting this value until you are satisfied
with the vehicle’s high speed reverse deceleration behavior.
5-i. Drive around while varying the position of the throttle and
the speed limit pot. In most cases, setting the acceleration and
deceleration rates as described in Steps 6-a through 6-h will
provide good performance throughout. However, you may
want to make further adjustments.

5 — TUNING
6 Adjusting load compensation

The IR COMP COEFF parameter is used to set the percentage of the maximum motor
resistance that will be applied, i.e., (IR COMP COEFF) × (MOTOR R), to compensate
for increased load caused by uneven terrain.
The trade-off in setting this parameter is that as ability to overcome load
disturbances increases, operating smoothness decreases. A high IR COMP COEFF
value will allow the vehicle to continue creeping at a low speed, even though it
has just contacted a bump in the threshold of a doorway. But if IR COMP COEFF
is set too high, it may make the vehicle “jumpy” during normal driving. Small
throttle movements in this case may no longer provide gentle linear accelera-
tion, but instead initiate accelerations with a sharp jerk. Therefore, the tuning
goal is a balance between adequate load disturbance response and normal ac-
celeration/deceleration response.
The normal range for IR COMP COEFF is approximately 50–80%. Larger
numbers provide stiffer, stronger response. If the value needs to be much larger
or smaller than this range to achieve acceptable performance, the MOTOR R has
probably not been set up correctly and should be checked. Note: Largely dif-
ferent settings for IR COMP COEFF will affect the maximum speeds that were set
in Step 4. Therefore, if you make large changes to IR COMP COEFF, you should
repeat Step 4.
Assuming that MOTOR R is set correctly (within 10–20%), some general
rules of thumb apply:
6-a. If the vehicle rolls the other direction near the end of a stop
on flat ground, IR COMP COEFF is set too high.
6-b. If the vehicle seems to decelerate to a stop in a nonlinear fash-
ion, IR COMP COEFF could be set too high.
6-c. If the vehicle is extremely “jumpy” (i.e., responds abruptly to
small throttle changes, IR COMP COEFF could be set too high.
6-d. If the vehicle is still moving on a modest ramp when the brake
gets set, IR COMP COEFF is set too low.
6-e. If the vehicle speed varies dramatically when cresting a hill,
IR COMP COEFF is most likely set too low.

6 — PROGRAMMER MENUS
6
PROGRAMMER MENUS
The 1311 and 1314 Curtis programmers allow you to program, test, and diag-
nose Curtis programmable controllers. For information about 1311 programmer
operation, see Appendix B.
Note that depending on the specific 1211 model you have, some of the
menu items may not appear.
1211 PROGRAM MENU (not all items available on all controllers)

MAIN C/L Main current limit for drive and regen braking, in amps
MOTOR R Cold resistance of motor, in milliohms
IR COMP COEFF IR compensation factor: 0–100%
ACCEL MAX SPD Acceleration rate at maximum throttle requests, in seconds
ACCEL MIN SPD Acceleration rate at minimum throttle requests, in seconds
DECEL MAX SPD Deceleration rate at maximum throttle requests, in seconds
DECEL MIN SPD Deceleration rate at minimum throttle requests, in seconds
REV ACCEL MAX Reverse accel rate at maximum throttle requests, in seconds
REV ACCEL MIN Reverse accel rate at minimum throttle requests, in seconds
REV DECEL MAX Reverse decel rate at maximum throttle requests, in seconds
REV DECEL MIN Reverse decel rate at minimum throttle requests, in seconds
MAX SPD Mode 1 max. speed with speed pot at max, as % available
REV MAX SPD Mode 1 max. reverse speed with speed pot at max, as % available
SLEEP DLY Delay before sleep mode, in minutes
BRAKE DLY Delay before engaging electromagnetic brake, in seconds
CREEP SPD Creep speed, as % available speed
THRTL TYPE Throttle type 1
THRTL DEADBAND Neutral deadband adjustment, as % of active range
THRTL GAIN Restricted range throttle adjustment: 1–10
THRTL AUTOCAL Wigwag throttle centering utility: On/Off
HIGH PEDAL DIS High pedal disable (HPD): On/Off
FAULT BEEP Horn beeps fault codes: On/Off
BRAKE FLTS Electromagnetic brake driver/wiring fault check: On/Off
1
Throttle types (see Throttle Wiring in Section 2)
Type 0: wigwag (5kΩ pots or 5V throttles)
Type 1: inverted wigwag (5kΩ pots or 5V throttles)
Type 2: single-ended pots (0–5kΩ)
Type 3: inverted single-ended pots (5kΩ–0)
Type 4: single-ended voltage throttles (0–5V)
Type 5: inverted single-ended voltage throttles (5V–0).

6 — PROGRAMMER MENUS
1211 TEST MENU (not all items available on all controllers)

INTERNAL TEMP Heatsink temperature, in °C
THROTTLE % Throttle request: 0–100% of range
SPD LIMIT POT Speed limit pot rotation: 0–100%
BATT VOLTAGE Battery voltage across the capacitors
REVERSE INPUT On = reverse is selected
INHIBIT IN On = operation is inhibited
EM BRAKE DRVR On = electromagnetic brake is mechanically released
MAIN CONT On = voltage is applied to main relay coil
MOTOR R Cold motor resistance, in mΩ
1211 DIAGNOSTICS AND DIAGNOSTIC HISTORY

This is a list of the possible messages you may see displayed when the program-
mer is operating in either of the Diagnostics modes. The messages are listed
here in alphabetical order for easy reference.
BRAKE ON FAULT Electromagnetic brake coil open or driver short

BRAKE OFF FAULT Electromagnetic brake coil short or driver open
CURRENT SENSE FAULT A/D current sense voltage out of range
EEPROM FAULT Error in reading EEPROM locations
HPD High pedal disable (HPD) fault
HW FAILSAFE Motor voltage fault
LOW BATTERY VOLTAGE Battery voltage too low
MAIN CONT FLTS Main contactor did not close or did not open
MAIN ON FAULT Main contactor driver failed short
MAIN OFF FAULT Main contactor driver failed open
NO KNOWN FAULTS No known faults
OVERVOLTAGE Battery voltage too high
POWER SECTION FAULT MOSFET driver fault, or shorted motor wiring
PRECHARGE FAULT Capacitor bank voltage < minimum operating voltage
PROC/WIRING FAULT HPD fault present >10 seconds
THERMAL CUTBACK Cutback, due to over-/under-temperature
THROTTLE FAULT 1 Throttle input voltage out of range

7 — DIAGNOSTICS & TROUBLESHOOTING
7 DIAGNOSTICS AND TROUBLESHOOTING
The 1211 controller provides diagnostics information to assist technicians in

troubleshooting drive system problems. On programmable models, diagnostics
information can be obtained by reading the appropriate display on the handheld
programmer. On models with the 9-pin logic connector, a Status LED can be
used to flash the appropriate fault codes, and the horn can be programmed to
sound these codes. On programmable models with the 9-pin logic connector,
both diagnostic tools are available: programmer readout and fault codes flashed
by the Status LED (and beeped by the horn).
PROGRAMMER DIAGNOSTICS (PROGRAMMABLE MODELS ONLY)
The handheld programmer presents complete diagnostic information in plain

language. Faults are displayed in the Diagnostics Menu, and the status of the
controller inputs/outputs is displayed in the Test Menu.
Additionally, the Diagnostics History Menu provides a list of the faults
that have occurred since the history file was last cleared. Checking (and clear-
ing) the history file is recommended each time the vehicle is brought in for
maintenance.
Refer to the troubleshooting chart (Table 3) for suggestions about possible
causes of the various faults.
For information on 1311 programmer operation, see Appendix B.
LED DIAGNOSTICS (9-PIN LOGIC CONNECTOR MODELS ONLY)
During normal operation, with no faults present, the status LED is steadily on.
If the controller detects a fault, the status LED provides two types of informa-
tion. First, it displays a slow flash (2 Hz) or a fast flash (4 Hz) to indicate the
severity of the fault. Slow-flash faults are self-clearing; as soon as the fault is
corrected, the vehicle will operate normally. Fast-flash faults (“*” in Table 2)
are considered to be more serious in nature and require that the keyswitch be
cycled to resume operation after the fault is corrected.
After the severity indication has been active for 10 seconds, the status
LED flashes a 2-digit fault identification code continuously until the fault is
corrected. For example, code “1,4”—low battery voltage—appears as:
¤ ¤¤¤¤ ¤ ¤¤¤¤ ¤ ¤¤¤¤

(1,4) (1,4) (1,4)
The codes are listed in Table 2. Refer to the troubleshooting chart (Table 3)
for suggestions about possible causes of the various faults.
Note: If the Fault Beep parameter is programmed On, the horn will sound
the fault codes; see page 21.

Table 2 STATUS LED FAULT CODES

LED CODES EXPLANATION
LED off no power or defective controller

solid on controller operational; no faults
1,1 ¤ ¤ thermal cutback fault

1,2 ¤ ¤¤ throttle fault
1,4 ¤ ¤¤¤¤ undervoltage fault
1,5 ¤ ¤¤¤¤¤ overvoltage fault
2,1 ¤¤ ¤ main contactor driver Off fault

2,3 ¤¤ ¤¤¤ main contactor fault
2,4 ¤¤ ¤¤¤¤ main contactor driver On fault
* 3,1
3,2
¤¤¤
¤¤¤
¤
¤¤
HPD fault present for >10 seconds
brake On fault
3,3 ¤¤¤ ¤¤¤ precharge fault
3,4 ¤¤¤ ¤¤¤¤ brake Off fault
3,5 ¤¤¤ ¤¤¤¤¤ HPD (High Pedal Disable) fault
* 4,1 ¤¤¤¤ ¤ current sense fault

* 4,3 ¤¤¤¤
4,2 ¤¤
¤¤¤¤ ¤¤¤
motor voltage fault (hardware failsafe)
EEPROM fault
* 4,4 ¤¤¤¤ ¤¤¤¤ power section fault
* = Must cycle keyswitch to clear.

NOTE: Only one fault is indicated at a time, and faults are not queued up.

Table 3 TROUBLESHOOTING CHART

LED PROGRAMMER
CODE LCD DISPLAY EXPLANATION POSSIBLE CAUSE
1,1 THERMAL CUTBACK over-/under-temperature cutback 1. Temperature >92°C or < -25°C.

2. Excessive load on vehicle.
3. Operation in extreme environments.
4. Electromagnetic brake not releasing.
1,2 THROTTLE FAULT 1 throttle fault 1. Throttle input wire open or shorted.
2. Throttle pot defective.
3. Wrong throttle type selected.
1,4 LOW BATTERY VOLTAGE battery voltage too low 1. Battery voltage <16 volts.
2. Bad connection at battery or controller.
1,5 OVERVOLTAGE battery voltage too high 1. Battery voltage >32 volts.
2. Vehicle operating with charger attached.
3. Intermittent battery connection.
2,1 MAIN OFF FAULT main contactor driver Off fault 1. Main contactor driver failed open.
2,3 MAIN CONT FLTS main contactor fault 1. Main contactor welded or stuck open.
2. Main contactor driver fault.
3. Brake coil resistance too high.
2,4 MAIN ON FAULT main contactor driver On fault 1. Main contactor driver failed closed.
3,1 PROC/WIRING FAULT HPD fault present for >10 sec. 1. Misadjusted throttle.
2. Broken throttle pot or throttle mechanism.
3,2 BRAKE ON FAULT brake On fault 1. Electromagnetic brake driver shorted.

2. Electromagnetic brake coil open.
3,3 PRECHARGE FAULT precharge fault 1. Low battery voltage.

2. KSI and throttle turned on at same time.
3,4 BRAKE OFF FAULT brake Off fault 1. Electromagnetic brake driver open.
2. Electromagnetic brake coil shorted.
3,5 HPD HPD (High Pedal Disable) fault 1. Improper sequence of throttle and KSI,
or throttle and inhibit inputs.
2. Misadjusted throttle pot.
4,1 CURRENT SENSE FAULT current sense fault 1. Short in motor or in motor wiring.
2. Controller failure. *
4,2 HW FAILSAFE motor voltage fault (hardware 1. Motor voltage does not correspond to
failsafe) throttle request.
2. Short in motor or in motor wiring.
4,3 EEPROM FAULT EEPROM fault 1. EEPROM failure or fault.
4,4 POWER SECTION FAULT power section fault 1. EEPROM failure or fault.
2. Short in motor or in motor wiring.
* Jack up vehicle and retest to confirm diagnosis. Clean connections, inspect system wiring, and retest.

8 — MAINTENANCE
8
MAINTENANCE
There are no user serviceable parts in the Curtis 1211 controller. No attempt
should be made to open, repair, or otherwise modify the controller. Do-
ing so may damage the controller and will void the warranty. However, if you
have a programmable model, it is recommended that the controller’s diagnos-
tics history file be checked and cleared periodically, as part of routine vehicle
maintenance.
DIAGNOSTIC HISTORY (PROGRAMMABLE MODELS ONLY)
The handheld programmer can be used to access the controller’s diagnostic

history file. The programmer will read out all the faults that the controller has
experienced since the last time the history file was cleared. The faults may be
intermittent faults, faults caused by loose wires, or faults caused by operator
errors. Faults such as HPD or overtemperature may be caused by operator
habits or by overloading.
After a problem has been diagnosed and corrected, clearing the history
file is advisable. This allows the controller to accumulate a new file of faults. By
checking the new history file at a later date, you can readily determine whether
the problem was indeed completely fixed.
The Fault History file and Clear Fault History are in the programmer’s
Faults Menu; see Appendix B.

APPENDIX A: EMC & ESD DESIGN CONSIDERATIONS
APPENDIX A
VEHICLE DESIGN CONSIDERATIONS
REGARDING ELECTROMAGNETIC COMPATIBILITY (EMC)
AND ELECTROSTATIC DISCHARGE (ESD)
ELECTROMAGNETIC COMPATIBILITY (EMC)

Electromagnetic compatibility (EMC) encompasses two areas: emissions and
immunity. Emissions are radio frequency (RF) energy generated by a product.
This energy has the potential to interfere with communications systems such
as radio, television, cellular phones, dispatching, aircraft, etc. Immunity is the
ability of a product to operate normally in the presence of RF energy.
EMC is ultimately a system design issue. Part of the EMC performance
is designed into or inherent in each component; another part is designed into
or inherent in end product characteristics such as shielding, wiring, and layout;
and, finally, a portion is a function of the interactions between all these parts.
The design techniques presented below can enhance EMC performance in
products that use Curtis motor controllers.
Decreasing Emissions
Motor brush arcing can be a significant source of RF emissions. These emis-
sions may be reduced by installing bypass capacitors across the motor wires
and/or between each motor wire and the motor frame. If the latter approach
is used, the voltage rating and leakage characteristics of the capacitors must be
adequate to meet any safety regulations regarding electrical connections between
a battery operated circuit and the chassis. The bypass capacitor should be in-
stalled as close to the motor as possible, or even inside it, to provide the best
performance. Alternatively a ferrite bead can be installed on the wires, as close
as possible to the motor. In some instances, capacitors and ferrite beads may
both be appropriate. Another option is to choose a motor with a brush material
that will result in less arcing to the commutator. Brushes that have been run in
for approximately 100 hours will typically generate lower emissions than new
brushes because there is less arcing after they are properly seated.
The motor drive output from Curtis controllers can also make a contri-
bution to RF emissions. This output is a pulse width modulated square wave
with rather fast rise and fall times that are rich in harmonics. The impact of
these switching waveforms can be minimized by making the wires from the
controller to the motor as short as possible. Ferrite beads installed on the drive
wires can further reduce these emissions. For applications requiring very low
emissions, the solution may involve enclosing the controller, interconnect wires,
and motor together in one shielded box. The motor drive harmonics can couple
to battery supply leads and throttle circuit wires, so ferrite beads may also be
required on these other wires in some applications.
Curtis 1211 Manual A-1

Increasing Immunity
Immunity to radiated electric fields can be achieved either by reducing the
overall circuit sensitivity or by keeping the undesired signals away from this
circuitry. The controller circuitry itself cannot be made less sensitive, since it
must accurately detect and process low level signals from the throttle poten-
tiometer. Thus immunity is generally achieved by preventing the external RF
energy from coupling into sensitive circuitry. This RF energy can get into the
controller circuitry via conducted paths and via radiated paths.
Conducted paths are created by the wires connected to the controller.
These wires act as antennas and the amount of RF energy coupled into these
wires is generally proportional to their length. The RF voltages and currents
induced in each wire are applied to the controller pin to which the wire is
connected. Curtis motor controllers include bypass capacitors on the printed
circuit board’s throttle wires to reduce the impact of this RF energy on the
internal circuitry. In some applications, ferrite beads may also be required on
the various wires to achieve desired performance levels.
Radiated paths are created when the controller circuitry is immersed in
an external field. This coupling can be reduced by enclosing the controller in a
metal box. Some Curtis motor controllers are enclosed by a heat sink that also
provides shielding around the controller circuitry, while others are unshielded.
In some applications, the vehicle designer will need to mount the controller
within a shielded box on the end product. The box may be constructed of just
about any metal, although steel and aluminum are most commonly used.
Most coated plastics do not provide good shielding because the coatings
are not true metals, but rather a mixture of small metal particles in a non-con-
ductive binder. These relatively isolated particles may appear to be good based
on a dc resistance measurement but do not provide adequate electron mobility
to yield good shielding effectiveness. Electroless plating of plastic will yield a
true metal and can thus be effective as an RF shield, but it is usually more
expensive than the coatings.
A contiguous metal enclosure without any holes or seams, known as a
Faraday cage, provides the best shielding for the given material and frequency.
When a hole or holes are added, RF currents flowing on the outside surface of
the shield must take a longer path to get around the hole than if the surface
was contiguous. As more “bending” is required of these currents, more energy
is coupled to the inside surface, and thus the shielding effectiveness is reduced.
The reduction in shielding is a function of the longest linear dimension of a
hole rather than the area. This concept is often applied where ventilation is
necessary, in which case many small holes are preferable to a few larger ones.
Applying this same concept to seams or joints between adjacent pieces or
segments of a shielded enclosure, it is important to minimize the open length
of these seams. Seam length is the distance between points where good ohmic
contact is made. This contact can be provided by solder, welds, or pressure
contact. If pressure contact is used, attention must be paid to the corrosion
characteristics of the shield material and any corrosion-resistant processes applied
A-2 Curtis 1211 Manual

to the base material. If the ohmic contact itself is not continuous, the shielding
effectiveness can be maximized by making the joints between adjacent pieces
overlapping rather than abutted.
The shielding effectiveness of an enclosure is further reduced when a wire
passes through a hole in the enclosure. RF energy on the wire from an external
field is re-radiated into the interior of the enclosure. This coupling mechanism
can be reduced by filtering the wire at the point where it passes through the
boundary of the shield. Given the safety considerations involved with connect-
ing electrical components to the chassis or frame in battery powered vehicles,
such filtering will usually consist of a series inductor (or ferrite bead) rather
than a shunt capacitor. If a capacitor is used, it must have a voltage rating and
leakage characteristics that will allow the end product to meet applicable safety
regulations.
The B+ (and B-, if applicable) wires that supply power to the throttle
control panel—such as for the keyswitch—should be bundled with the remain-
ing throttle wires so that all these wires are routed together. If the wires to the
control panel are routed separately, a larger loop area is formed. Larger loop
areas produce more efficient antennas which will result in decreased immunity
performance.
ELECTROSTATIC DISCHARGE (ESD)

Curtis motor controllers contain ESD-sensitive components, and it is therefore
necessary to protect them from ESD damage. Electrostatic discharge (ESD)
immunity is achieved either by providing sufficient distance between conduc-
tors and the outside world so that a discharge will not occur, or by providing
an intentional path for the discharge current such that the circuit is isolated
from the electric and magnetic fields produced by the discharge. In general
the guidelines presented above for increasing the radiated immunity will also
provide increased ESD immunity.
It is usually easier to prevent the discharge from occurring than to divert
the current path. A fundamental technique for ESD prevention is to provide
adequately thick insulation between all metal conductors and the outside envi-
ronment so that the voltage gradient does not exceed the threshold required for
a discharge to occur. However, in some scooter applications isolation may not
be appropriate; in these cases, connection to chassis ground may be required. If
the current diversion approach is used, all exposed metal components must be
grounded. The shielded enclosure, if properly grounded, can be used to divert
the discharge current; it should be noted that the location of holes and seams
can have a significant impact on the ESD suppression. If the enclosure is not
grounded, the path of the discharge current becomes more complex and less
predictable, especially if holes and seams are involved. Some experimentation
may be required to optimize the selection and placement of holes, wires, and
grounding paths. Careful attention must be paid to the control panel design
so that it can tolerate a static discharge.

APPENDIX B:
A: 1311
EMC PROGRAMMER
& ESD DESIGN CONSIDERATIONS
APPENDIX B
Curtis 1311 HANDHELD PROGRAMMER
The Curtis 1311 handheld programmer provides programming, diagnostic, and

test capabilities for the 1211 controller. The power for operating the programmer
is supplied by the host controller via the 4-pin connector, J3. The unit consists
of an LCD display, rocker-type keys for navigating through the display and for
modifying parameters (+/-), and three keys that can be used as bookmarks.
Multiple versions of the 1311 programmer are available, each of which can
adjust the parameters at its own access level and below. A Dealer programmer,
for example, can adjust all the Dealer, Service, and User access parameters, but
not the OEM access parameters.
Fig. B-1 Curtis 1311

handheld programmer.
LCD Display
(seven lines,
alphanumeric)
Parameter
Navigation Key Modification Key
(to move around through (to increase and
the programmer menus) decrease values)
Bookmark Keys
(for jumping easily back
and forth between fields)
A-4
B-1 Curtis 1211 Manual
APPENDIX A: EMC & ESD DESIGN
APPENDIX CONSIDERATIONS
B: 1311 PROGRAMMER
PROGRAMMER OPERATION
The 1311 programmer is easy to use, with self-explanatory functions. After
plugging in the programmer, wait a few seconds for it to boot up and gather
information from the controller.
For experimenting with settings, the programmer can be left plugged in
while the vehicle is driven.
The bookmark keys can make parameter adjustment more convenient. For
example, in setting the throttle deadband parameter, you might set a bookmark at
this parameter in the Throttle submenu [Program > Throttle > Throttle Deadband]
and another at the throttle readout [Monitor > Inputs > Throttle Input]; this way
you can easily toggle between the readout and the parameter.
To set a bookmark, press one of the three bookmark keys for more than
2 seconds. To jump to a bookmarked location, press the appropriate bookmark
key quickly (for less than 2 seconds).
PROGRAMMER MENUS
There are six main menus, which in turn lead to nested submenus:
Program — provides access to the individual programmable parameters.

Monitor — presents real-time values during vehicle operation.
Faults — presents diagnostic information, and also a means to clear the fault
history file.
Functions — provides access to the controller-cloning commands and to the
“reset” command.
Information — displays data about the host controller: model and serial numbers,
date of manufacture, hardware and software revisions, and itemization of other
devices that may be associated with the controller’s operation.
Programmer Setup — displays data about the programmer: model and serial
numbers, date of manufacture, and a list of the programmable parameters that
can be accessed with this particular programmer.

B-2
APPENDIX A:
C: EMC
SPECIFICATIONS
& ESD DESIGN CONSIDERATIONS
APPENDIX C
SPECIFICATIONS
Table C-1 SPECIFICATIONS: 1211 CONTROLLER

Nominal input voltage 24 V
Current rating 30 A
PWM operating frequency 15 kHz

Electrical isolation to heatsink 500 V (minimum)
Minimum motor resistance 160 mΩ
B+, B- logic pin current (max.) 9 A (J2 connector, pins 1 and 6)

KSI input current (typical) 50 mA without programmer; 150 mA with programmer
KSI input current (peak) 1.5 A
Logic input current (typical) 1 mA
Horn output current (max.) 15 mA
Electromagnetic brake coil resistance 32–200 Ω

Electromagnetic brake current (max.) 1A
Control input switch type on/off
Speed control signal 3-wire, 5kΩ; or 0–5V

Speed control type wigwag or inverted wigwag (available on all models)
single-ended or inverted single-ended (available only on 9-pin models)
Operating ambient temperature range -25°C to 60°C (-13°F to 140°F)

Storage ambient temperature range -40°C to 75°C (-40°F to 167°F)
Internal overtemperature cutback linear cutback starts at 80°C (176°F)

Internal undertemperature cutback 50% armature current at -25°C (-13°F)
Voltage drop at 20 A 0.45 V

Undervoltage cutback 16 V
Overvoltage cutoff 32 V
Package environmental rating IP64 (IEC 529)

Weight 0.32 kg (0.7 lb)
Dimensions (L ×W×H) 73 × 90 × 36 mm (2.87" × 3.54" × 1.42")
Regulatory compliance Designed to ANSI RESNA WC 14/21, ISO 7176-14,

ISO 7176-21, and EN 12184.
Documentation available to support 510K FDA filings.
Please contact Curtis Instruments for further regulatory approvals
and assistance.
MODEL LOGIC PROGRAMMER NOMINAL BATTERY CURRENT

NUMBER TYPE CONNECTOR CABLE VOLTAGE RATING
1211-2101 generic 6-pin yes 24 V 30 A

1211-2102 generic 9-pin yes 24 V 30 A
1211-21XX custom 6-pin or 9-pin optional 24 V 30 A
A-6
C-1 Curtis 1211 Manual

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M O D E L

© 2006 CURTIS INSTRUMENTS, INC.

DESIGN OF CURTIS PMC 1200 SERIES

1211 Manual, p/n 37791

CURTIS INSTRUMENTS, INC.

2. INSTALLATION AND WIRING .............................................4

3. INSTALLATION CHECKOUT .............................................11

4. PROGRAMMABLE PARAMETERS .......................................12

Curtis 1211 Manual iii

Creep Speed ...............................................................16

5. TUNING YOUR CONTROLLER .........................................22

6. PROGRAMMER MENUS ......................................................28

7. DIAGNOSTICS AND TROUBLESHOOTING ....................30

APPENDIX A Vehicle Design Considerations Regarding

APPENDIX B 1311 Programmer Operation .............................B-1

APPENDIX C Speciﬁcations..................................................... C-1

iv Curtis 1211 Manual

FIG. 1: Curtis 1211 electronic motor controller ....................................1

FIG. 2: Mounting dimensions, Curtis 1211 controller .........................4

FIG. 3: Low-current connections ..........................................................5

FIG. 4: High-current connections .........................................................5

FIG. 5a: Standard wiring conﬁguration, 6-pin models .............................6

FIG. 5b: Standard wiring conﬁguration, 9-pin models .............................7

FIG. 6: Wiring for 5kΩ, 3-wire potentiometer .....................................8

FIG. 7: Wiring for 5V throttle ...............................................................8

FIG. 8: Wiring to inhibit operation during battery charging ..............10

FIG. 9: Effect of adjusting the neutral deadband parameter .................18

FIG. 10: Effect of adjusting the throttle gain parameter .........................20

FIG. B-1: Curtis 1311 handheld programmer ......................................B-1

TABLE 1: Programmable throttle input signal types ...........................17

TABLE 2: Troubleshooting chart ........................................................32

TABLE C-1: Speciﬁcations, 1211 controller ....................................... C-1

Curtis 1211 Manual v

The Curtis EnAble™ 1211 permanent magnet motor controller is a complete

Fig. 1 Curtis 1211

The Curtis 1211 permanent magnet motor speed controller provides:

✓ Advanced closed-loop speed regulation maintains precise speed over

Curtis 1211 Manual 1

✓ The vehicle is brought to a complete stop before the electromagnetic

Easy Installation and Setup

✓ Compact size and built-in ﬂying leads make installation a snap

✓ Push-Too-Fast software restricts vehicle top speed, even with

✓ FDA documentation available

2 Curtis 1211 Manual

LEAD ACID BATTERIES — Charging or discharging generates hydrogen gas,

Curtis 1211 Manual 3

MOUNTING THE CONTROLLER

Note: The 1211 comes with a

Dimensions in millimeters and (inches)

4 Curtis 1211 Manual

CONNECTIONS: High Current

Fig. 3 High current

CONNECTIONS: Low Current

CONNECTOR FRONT VIEWS: 3 2 1

J3 J2a J2b J1 (OPTIONAL*)

J3-1 BRAKE - J2a-1 B+ J2b-1 B+ J1-1 Rx DATA

Curtis 1211 Manual 5

WIRING: STANDARD INSTALLATION, 6-PIN MODELS

6 Curtis 1211 Manual

WIRING: STANDARD INSTALLATION, 9-PIN MODELS