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No chance. Its the AFM or wiring. Most likely an open or short circuit in in the Ks signal line. If you've got a DVM with frequency readout then probe Ks and see if you have a signal (20-40 Hz at idle). Also check for 5V on VC to E2.

Check your cam bearing clearances. You can lap the caps if they are out of spec.

You might want to consider the stm32f105/107 with USB 2.0 OTG hardware support.

The interface is HID (USB human interface device class). Since the interface is readily snoopable I suspect it would be pointless to try to keep it a secret. I don't know too much about HMI devices, but if they support a HID driver you are pretty much already there.

JonS is the hero, as the application is his work.

Status update on this project. We now have a hardware solution that supports both single and dual processor ECUs (without case mods), so that pretty much covers anything from 86-98 that uses the 64 pin Denso processor outline. Firmware that supports datalogging for these configurations is also...

Not really. The load (volumetric efficiency) is calculated from rpm and mass air flow. Mass air flow is computed form the AFM signal, air temp, and altitude. There are some 1D maps used in this calculation. The basic calculation goes as follows: 1) compute average pulse length of AFM over...

The max frequency is clamped at 3333Hz. The minimum frequency is 10.9Hz. Note that these values exceed what are "normal" values. For example, fuel cut will occur before you reach 3333Hz. There is not a hard frequency for fuel cut because of compensation for altitude and also some calibration...

For any heat exchanger the heat-transfer rate (Q) is given by . Q= [m* Cp (Tout – Tin)]cold = – [m* Cp (Tout – Tin)]hot where m* is the mass flow rate, Cp is the coolant specific heat, and Tout-Tin is the temp difference across the exchanger. Note that there is no "residence time"...

Looks sweet. Good luck.

It does adjust the idle timing +/- 3 deg, but only to stabilize rpm. There is no idle timing adjustment with temperature, only rpm and AC on/off (and for A/T cars if the car is in gear or not).

Its from the ECU firmware. :icon_bigg You won't find it in any book I know of. http://www.supramania.com/forums/showthread.php?73379-3P-s-TCCS-Disassembly-Analysis&p=1712465&viewfull=1#post1712465

That is not correct. ECU enrichment ends at 60C (140F). Timing is retarded above 95C (203F) reaching a max reduction of 4 deg at 105C.

The FPD damps resonances in the fuel rail. Its a lot more important than people make it out to be. Without it there will be rpm ranges where the fuel delivery drops out.

California has tightened the specs over the years for the MK3. Its pretty weird. My HC limit at 15mph went from 105 to 75 ppm last year. I have all the old tests from when they first started dyno testing. HC Max at 15mph: year 86 87 88 89 90 91 92 ================================ Auto...

Yup, and tunerpro as well. If you are looking for just map finders, then these are okay. Won't help you much on understanding what the maps do unless you have other information though.

What ECU part number do you have? Post 89 GTE A/Ts in the US were 89661-14270 / 271 / 460 (excluding California).

That is all correct. Now consider the purpose of the EGR modulator and related vacuum circuits. The ECU can only command EGR on or off. It is the job of the modulator to ensure the correct blend of recirculated exhaust for the range of operating conditions where it is normally on. The ECU...

The GE analysis was terminated before I knew enough to reliably find the timing maps and such. Given very few people are GE enthusiasts, it is not a priority to dig into it. Load is essentially just volumetric efficiency, VE = K(P/T) x Vel / RPM Where: VE = volumetric efficiency K(P/T) =...

I confess I dropped the GE analysis and haven't looked at it in a long time. It is true that two resistors controlled the operating mode and one was for sure AT vs M/T. and the other I think was JDM vs USDM (it did disable EGR). Unfortunately, the *GTE* ECU firmware does not have that feature...