Search results

Some comments on the ECU control of EGR 1) There is no adjustment of mixture in the ECU code when EGR is turned on. Since this is a type L system any correction to fuel to maintain stoicheometry is already compensated by the AFM which will see a small drop in air flow when EGR is on 2)...

There are firmware changes between those two ECU versions, but the changes won't impact the problem you are having. The fuel cut that comes from the TPS out of adjustment is not 3000rpm. Even with a stone cold engine (-20C) the fuel cut will be 2700rpm, and that drops to 1600 rpm with a...

I don't use the Lx signals on my emulator. The only way to solve this is to stick a voltmeter on the signal line and measure it. The 6335 chip is a simple way to expand the number of digital i/o ports from the processor. The processor uses 3 ports to drive the 6335 chip, which then expands...

On the GTE ECUs, the Lx outputs are straight out of a Toshiba 6335 demux chip that has no datasheet that anyone can find. It appears functionally to be essentially the same as the TD6336 IC but without the 6336 goofy ground tabs. This is a BiCMOS chip with open drain outputs that can sink...

Yes. The attached chart is geared more for stationary HVAC, but basics principles apply.

LOL, who said anything about it having to be easy! If you think that in-car testing is hard, try testing it on the bench. You'll need a source of compressed nitrogen, regulator, manifold gauge set modified to instrument the TXV, plus some hot and cold baths and conversion data for the valve...

Pull the bulb off of the suction line, if suction pressure goes up and superheat down (suction line gets colder) the the valve is working to first order.

Well, I am at odds with JJ on this one. My research and training says residence time is an urban myth. If water stayed in the radiator longer to cool down, it would also stay in the engine longer and get hotter before going to the radiator. It's a closed system after all. The radiator heat...

Should have worked fine if it was in the "debug" configuration too, except the exe will be larger with debug symbols added, and a little less optimized. Hopefully you have it working now.

high superheat + low low side and low high-side says blockage, or your TXV is not opening. Was the TXV aftermarket of genuine Toyota?

I assume you are compiling descramble_brute2.cpp. First load the project file descramble_brute2.vcproj, you can just dbl-click on it usually from windows explorer. Then push the build button. It sounds like you have already got this far. Next open a command console to the folder with the exe...

cause he “deserved it.”

There's a couple of Roy’s Hawaiian Fusion restaurants on your path. Best one is in Honolulu, but that would be a bit of a diversion!

Kai, put some sort of shield around the opening of the AFM, or it will not idle properly. If you still have the back piece of the stock air box that would work.

Use Mortile No Drip Insulating Tape or equivalent. Should be in any Home Depot or Lowes home improvement center. http://www.amazon.com/Thermwell-Products-Drip-Ndt30-Insulation/dp/B000BQS6T0 Have you replaced the condenser?

I bought a 30lb tank for $80 at Costco a long time ago. That was expensive too, for a long time it was more like $1/lb. With demand dropping for R12 the price has begun to drop too.

I love the complete lack of any qualifying data on those alternators. 130A/160A at what voltage and rpm? Do they provide a performance chart? Hmmm, why not?. And does anyone worry about the fact that with potentially double the stock current (if it were actually true) the wiring/fusible link...

To me the data supports a blockage in the system somewhere. The TXV seems to have no control of superheat (assuming your outlet temp reading is not being polluted by ambient air especially when moving on the freeway). Also 10 psi is way low, I would have expected ~30 psi. The high side pressure...

Yes, I know that piece of code that sets the injection start point. Unfortunately, it is not a constant, it is calculated based on a formula that scales with the duty cycle of the injector, so it varies with injector duration and rpm. I will dig out the formula and post it.

As posted a while back by isnms http://www.actron.com/product_detail.php?pid=16215