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In another thread someone was asking about the knock sensor system in the ECU. JJ gave a nice answer, but I wanted to go over a few finer details. As noted, the knock sensors are just microphones and looking at the resulting signal on a scope just looks like a lot of noise. The ECU has a...

I was at a conference last week and they were showing network analyzers that are USB powered from a laptop! Seems like this format may be gaining popularity. You might also look at the used market, although scopes don't typically depreciate very fast unless they have some well known deficiency.

I am pretty surprised it would not run with 550's installed. Of course, I am assuming they are 550s, and we don't know if they had other problems besides being larger.

Should not go from memory!

A shorted coolant sensor will set a code 22, not 51, and will not impact any other sensor. Your car must have a big metered air leak to hit 3000 rpm with the throttle closed. I'm with Nick, check to make sure the throttle isn't sticking open. Its the most obvious thing to start with.

He is correct to test the TPS since it is used to generate the L1,L2,L3 signals that feed the ECT. However, his test technique is not right. He should follow the TSRM test here http://www.cygnusx1.net/Supra/Library/TSRM/MK3/manual.aspx?S=AT&P=28

If you don't follow JJ I'll decode for you... you can't get fuel & spark without a working CPS, it is impossible. Therefore this fix made no sense, and CPS was never the problem.

The GTE ECU needs to have code 31 set when the AFM is unplugged to keep running. Sometimes it will not set right away and will die. When it is set, the injector duration is set to two values, 2.76ms on idle, and 4.36ms off idle not including the time for injector opening which depends on...

The knock routines will compensate for the over-advanced timing, but the concern would be that you might get in a situation where it can't react fast enough. It has a very slow decay, so that any knock detected retards the timing for some time afterwards even if the knock has gone away. All of...

Actually, warm up enrichment ends at 60C (140F), and the reservoir can be at any level assuming the stock cap and hose setup are used.

Work always gets in the way around this time. I am working on the fuel code whenever I get a chance. It is the most complicated part of the ECU, but progress is being made.

That's a line pressure modulator cable. Has absolutely nothing to do with kickdown. I'd check for A/T codes like Nick said in post 3!

I have some data on that. With the precat in place on my car HCs were 23ppm, with it out HCs jump up to 43ppm.

If you have the stock downpipe, put it back on for the test, it will cut your HCs down a lot.

The idle fuel trim does have a little gizmo that causes a "timeout" for 5 seconds in short term fuel trim adjustment after a rich->lean transition with the car in idle mode (speed <2km/h, throttle closed, temp>67C, and FPU off). So typically when rich at idle, fuel is pulled gradually (0.06%...

Nitpicking, but the default IAT setting is 20C when there is a code 24 fault, and the minimum value the ECU can read is -40C. Since the GTE ECU takes the AFM pulse width and corrects it by both a HAC factor and a IAT factor, I would guess the MAFTPRO would want to disable those two inputs...

The toyota cap looks nice, comes with a yellow label! :icon_bigg

The code is fairly complex, so there are not simple answers to these questions. RPM is computed by measuring the time between NE pulses. The average time is inverted and then scaled to fit into a 16 bit integer. The MSB of that number is used as the input for the RPM axis. The MSB value is...

You are asking about the resolution then. Timing is a 16 bit value with a resolution of 30/256 = 0.12 degrees. It is clamped to a 50 degree range. Load is a 16 bit value with a maximum of 0xC800. Anything over that is clamped and sets code 34.

Why 1 pieces DS are not an engineering win. Nc = K sqrt(E*I/m) / L^2 Nc = critical speed (rev/s ) K = constant typ between 1 and 4 m = shaft Mass L = Length of shaft E = Young's Modulus I = Second Moment of Area The problem is obvious, the non-linear relationship to shaft length is...