When is too big to big
Doug Robson
doug at cia.com.au
Wed Nov 29 21:34:02 GMT 1995
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Hi Fred,
Thanks for your reply
ANswers
Firstly I am using the autronic computer ignition reading from the
recommended crank trigger ( still housed in a dizzy body...yuk)
It sends to a Bosch Electronic type coil also recommended and swapped to
check its performance. The previous Ignition was A typical OPtical
sensor mounted in a dizzy to a control box which fired a points type
coil. the FI dizzy had no advance mechanism and the ign table above 5000
rpm was 33' from 12' at start. The Carby dizzy was 12' to 32'.Basically
I cant see a problem with this.
Secondly No EGTS were taken, however the dyno had a full monitor system
which i have used pre and pot FI and it monitors timing etc. The Dyno
place is the distributor in my state for autronic and is well renowned
for getting his setups right. I have confirmed this with the desigenr of
the Autronic.
Thirdly
The designer of the Autronic is
Richard Aubert , not suprisingly of Aubert Electronics Pty. Ltd.,
Phone is 61 3 97544333,
Address 24 Heather Grove,
Belgrave South,
Victoria,
Australia 3160
and he is a very helpful if somewhat over assuming on the users
knowledge level and make a manual like a piece of crap. I attach a copy
of it for info only on my SMC unit. (Copyright remains of course with
Autronic and all permission are from him. Sorry covering my ass ). I
also have the Laptop config program(200k) and a Word 6.0 Wiring
Diagram(600k) Scan if you need it.
Had a few probs minor on the install when it cane to dizzy relative
points so if you have any and cant get on to richard then drop me a line
at doug at cia.com.au
Regards
Doug Robson
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PAGE 1.
AUTRONIC SMC LAPTOP CALIBRATION / DIAGNOSIS PROGRAM RELEASE 1.03
The software utility supplied with AUTRONIC SMC ECU may be used with
any IBM compatible computer that is operating under MS DOS 3.0 Or later.
The computer must have the following hardware:
i. MDA, CGA, EGA or VGA graphics adaptor (or compatible adaptors)
(Hercules graphics adaptor not suitable)
ii. Minimum of 128K random access memory.
iii. One serial communications port.
iv. One 3.5 any capacity or 5.25" high capacity floppy disk drive.
The following functions are available using this program:
1. Real time display of the current operating status of the ECU and engine.
2. Display of error/fault condition history information recorded in the ECU
and the cancellation of stored error history.
3. Display of the relative timing of the engine position reference signals
or ease of setup.
4. Calibration adjustment:
i. Non interactive calibration of the ECU (offline calibration editing).
ii. Interactive calibration of the ECU (online calibration editing).
iii. Disk file storage and retrieval of calibrations .
iv. Free transfer of calibrations between file, screen and ECU.
v. Calibration process does not effect normal ECU operation
ie: No hiccups during online adjustment.
vi. Calibration may be password secured in ECU to prevent
unauthorised access.
vii. User I.D. may be included with calibration in ECU for ease
of future identification.
The calibration features accessible with this version of the program are
as listed below. All tabular calibrations may have a user selected table
size from I x 1 = 1 variable up to the maximum specified for each table.
The program allows calibration tables (or maps) to be defined with variable
spacing of the calibration grid points. Mapping detail can be fine where
engine characteristics vary dramatically and course where engine characteristics
are well behaved. This ensures that precise calibration is achieved with a
minimum of effort. Variable mapping precision if achieved by allowing
arbitrary choice of the calibration axis site values.
The program allows the building of larger tables by the insertion of table
rows and/or columns as more calibration detail is required.
Calibrations, other than the base fuel and ignition tables, may be initialised
with default values to eliminate the complexity of these enhanced features
in applications where only the basic features are required.
PAGE 2.
BASE FUEL DELIVERY CALIBRATION
Basic fuel delivery calibration table providing fine (0.1%) adjustment of fuel.
This table, the engine "load", barometric pressure and corrections dependent
upon intake and coolant temperature, acceleration and deceleration and external
trims determine the actual rate of fuel delivery for all engine operating
conditions. The table data values being a representation of the engines
"Volumetric efficiency" allows considerable simplification of the calibration
procedure, Up to 32 engine speed and 16 engine load dependent calibration sites
may be chosen at random calibration intervals giving up to 5l2 adjustment points,
The engine load variable used in this table and others that follow below is a
function of throttle position if throttle posit ion is chosen as the primary
input, and a function of manifold absolute pressure if pressure is the
primary input.
BASE IGNITION TIMING CALIBRATION
Basic ignition timing calibration table for "normal" engine operation, excluding
cranking, idling and over run conditions. The table uses the same site calibrations
as the base fuel delivery table and therefore is of equal size. Timing is selectable
in 0.25 Degrees increments over a range from 0 to 50 Degrees crank angle. The
calibration from this table is combined with temperature dependent corrections and
an external trim to produce the actual engine running" ignition timing.
OVERRUN IGNITION TIMING CALIBRATION
Engine speed dependent ignition timing calibration for stable combustion
under closed throttle conditions. The adjustment range is the same as the
base ignition timing calibration table above. The table comprises a single
row using the same engine speed calibration sites as the base fuel delivery
table above.
CRANKING IGNITION TIMING CALIBRATION
Ignition tiring tot engine cranking calibration allows the selection of an
engine speed dependent timing characteristic that minimises the possibility
of starting gear damage due to engine kick back yet aids in the rapid acceleration
of the engine up to running speed. The range of calibration is as for the base ignition
table and up to 5engine speed calibration sites may be chosen.
IDLING IGNITION TIMING CALIBRATION
Idling ignition timing calibration allows optimal timing during this condition
for good idle quality and improved idle speed stability. The range of calibration is
as for the base ignition table and up to 5 engine speed calibration sites may be chosen.
COOLANT IGNITION TIMING MODIFIER CALIBRATION
Base ignition timing modification dependent upon engine coolant temperature
and engine load to ensure efficient operation during warm up and to minimise the
possibility of engine damage if over beating occurs, Table size is 12 engine
coolant temperature calibration sites by 6 engine load calibration sites and
the correction range is +/ 31.75 degrees.
PAGE 3.
ALTITUDE IGNITION TIMING MODIFIER CALIBRATION
Base ignition timing modification dependent upon barometric pressure and
engine load to ensure efficient operation at high altitude
Table, size is 7 engine load calibration sites by 2 barometric pressure
calibration sites and the correction range is +1/- 31.75 degrees.
FUEL INJECTION DELIVERY TIMING
Calibration of the actual positioning of the fuel injection pulse within the
engine Cycle, dependent upon engine speed and engine load.
Calibration may be selected at up to 20 engine speed sites and 5 engine
load sites with a resolution of 2.8 crankshaft degrees.
INDIVIDUAL CYLINDER FUEL DELIVERY TRIMMING
Individual calibration trim tables for each injection group (ie.-cylinder)
to correct for injector calibration differences or individual cylinder
efficiency differences due to non ideal manifolding.. These tables share common
calibrations sites with the injection timing calibration data (20 x 5)
and allow +/- 61% adjustment range in 0.4% increments.
MANIFOLD ABSOLUTE PRESSURE SENSOR. FAILURE LIMP HOME CALIBRATION
Calibration table that allows the. throttle position sensor to act
as a back up in the event of a pressure sensor failure, thus ensuring
almost normal engine operation. This is used for limp home in applications
where pressure is the primary engine load input. This table can have up to
8 engine speed calibration sites and 6 throttle position calibration sites.
Calibration range is 20 to 420 KPa in 0 .1 KPa increments.
THROTTLE POSITION SENSOR FAILURE LIMP HOME CALIBRATION
Calibration table that provides a limp home function if the throttle
position sensor is faulty. This table uses the same engine
speed calibration sites as the manifold pressure failure table
limp home table. Calibration range is 0 to 100% in 0.1 % increments.
PAGE 4
TRANSIENT ENGINE OPERATION CALIBRATION
Calibrations to optimise the operation of the engine during acceleration and
deceleration. These calibrations all have common engine speed
calibration sites (up to 8 max).
i. IGNITION ADVANCE ATTACK RATE.
Sets the maximum rate at which the ignition timing I)s allowed, to
advance. Can be used to improve driveability and/or reduce ,exhaust
emissions. Calibration range 1.5 to 400 deg/sec.
ii. IGNITION ADVANCE RETARD RATE.
Sets the maximum rate at which the ignition timing is allowed to
retard., Can be used in conjunction with i. above to improve
driveability and/or ,reduce exhaust emissions. Calibration range.
1.5 to 400 degrees.
iii. CLOSED THROTTLE ACCELERATION MULTIPLIER.
Sets the amount of additional fuel delivered for increasing throttle
0penings starting from a closed throttle condition. Controls the
delivery of fuel for acceleration from small throttle openings.
iv. OPEN THROTTLE ACCELERATION MULTIPLIER.
Sets the amount of additional fuel delivered for, ,increasing throttle
openings starting from a part throttle condition. Controls the
delivery of fuel for acceleration from large throttle openings.
v. PART THROTTLE ACCELERATION LIMIT.
Sets the throttle position above which the closed throttle acceleration
multiplier no longer has an effect on acceleration fuel delivery.
The calibration is dependent upon the relative size of the
throttle butterflies,. the, engine capacity.. Calibration range is
0 to 100% of throttle opening.
vi. ACCELERATION ENRICHMENT DECAY TIME.
Sets the, duration of the acceleration enrichment,; Calibration range
is 0.08 to 2 SEC,
vii. ACCELERATION ENRICHMENT RECOVERY TIME/DECELERATION
ENLEANMENT DECAY TIME.
Sets the time taken for the acceleration enrichment to recover in
readiness for the next acceleration enrichment. Also controls the
duration of enleanment when a throttle opening reduction occurs.
Calibration range is 0.08 to 2 SEC.
viii. DECELERATION ENLEANMENT MULTIPLIER.
Sets the amount of fuel delivery reduction immediately following any
throttle opening reduction.
CHARGE TEMPERATURE ESTIMATION CALIBRATION
Calibration that allows the estimation of the heat transferred to
the incoming charge by the hot manifold and intake port, so that an
actual charge temperature may be estimated for the calculation of correct
fuel delivery. This table can have up to 16 engine speed calibration
sites and 10 engine "load" calibration sites. Calibration represent %
contribution that coolant temperature has in determining the charge
temperature, its range is 0 to 100% in 0.5% increments.
This calibration is particularly useful for 2 stroke engines where
the charge temperature is almost totally determined by crankcase temperature
PAGE 5.
WARM UP ENRICHMENT CALIBRATION
This calibration table allows engine coolant temperature and engine"load"
dependent control of additional fuel delivery., It controls additional fuel delivery
after the initial post start enrichment period has finished and its main function
is to ensure stable engine operation during engine warm up. It can also be used to
enrich the air/fuel mixture at high engine loads if an engine overheated condition
is detected in order to minimize the risk of engine damage. Calibration may be
selected at up to 13 engine coolant temperature sites and 10 engine "load" sites and
the adjustment range is l.00 to 1.99 times the base fuel delivery.
POST START ENRICHMENT CALIBRATION
Additional fuel delivery immediately after start up is controlled by this table, this
additional delivery decays away with time to the warm up enrichment value from
the table above. Calibration range is 1.00 to 3.99 times the base fuel delivery.
This calibration function is only engine coolant temperature dependent and it uses
the same engine coolant temperature calibration sites as chosen for the warm up
enrichment calibration table above.
POST START ENRICHMENT TIMEOUT CALIBRATION
The decay time for the additional fuel delivery immediately after start up is controlled
by this table. Calibration range is 0 to 20 SEC. This calibration function is only
engine coolant temperature dependent and it uses the same engine coolant temperature
calibration sites as chosen for the warm up enrichment calibration table above.
WARM UP ACCELERATION ENRICHMENT MULTIPLIER
Calibration multiplier for additional, engine coolant temperature dependent
acceleration enrichment. Calibration range is l.0 to 8.0 times the warm
engine value. This calibration uses the same engine coolant temperature
calibration sites as chosen for the warm up enrichment calibration table
above.
WARM UP FAST IDLE RPM CALIBRATION
Calibration for idle speed increase required of automatic idle speed control
function during low temperature engine operation. This calibration table may
also be used to increase the idle speed if engine overheating occurs so that
engine driven cooling fan efficiency is improved helping to eleviate the
condition. Calibration range is 0 to 1020 RPM. This calibration uses the same
engine coolant temperature calibration sites as chosen for the warm up
enrichment calibration table above.
POST START FAST IDLE RPM CALIBRATION
Calibration for idle speed increase immediately following start up.
Decays away with time to warm up fast idle RPM calibration.
Calibration range is 0 to 1020 RPM. This calibration uses the same
engine coolant temperature calibration sites as chosen for the warm
up enrichment calibration table above.
PAGE 6.
POST START FAST IDLE RPM TIMEOUT CALIBRATION
Decay time for post start fast idle increase. Calibration range is
0 to 41 SEC. This calibration uses the same engine coolant
temperature calibration sites as chosen for the warm up enrichment
calibration table above.
WASTE GATE CONTROL ,CALIBRATIONS
i. BOOST CONTROL CALIBRATION TABLES.
One turbocharger waste gate control calibration tables is
available. Each table allows engine speed and engine coolant
temperature dependent setting of the boost level controlled
by the boost control function. The coolant temperature
dependency of each table (if used) allows boost to be reduced
at elevated engine coolant temperatures in order, to minimize
the posibility of engine damage. Each table can have up to
10 engine speed calibration sites and 5 engine coolant
temperature calibration sites. Calibration range is
110 to 500 KPa. Table selection can be programmed to be
controlled by an external switch or by relating vehicle speed
to engine speed to effect automatic boost table selection by
gear ratio. This allows the possibility for selecting reduced
boost in lower gears in order to improve vehicle control and
limit drive train stresses.
ii. BOOST CONTROL THROTTLE MODIFIER CALIBRATION
The boost level determined by the above calibration tables
may be made throttle position dependent by setting this table
to effect a reduction in boost under conditions less than full
throttle. The table may have up to 4 throttle position dependent
calibration sites and the range for calibration is 0 to 300KPa.
ENGINE SPEED LIMIT CALIBRATION
Engine rev limiting may be made coolant temperature dependent with this table.
A maximum of 6 engine coolant temperature calibration sites may be selected.
Calibrations may be selected in the range 0 to 30000 RPM in 1 RPM increments.
Additional controls variables allow the charactistics of the rev limiter
function to be tailored for the application
OVERRUN FUEL DELIVERY CUTOFF
Two engine coolant temperature dependent engine speed calibrations
may be, defined, one specifies the minimum engine speed that fuel delivery
shutoff can commence under trailing throttle conditions and the other
the minimum engine speed down to which fuel shutoff will be sustained.
Higher engine speeds can be selected during engine warmup to minimize the
drivability problems associated with fuel deliyery shutoff. The engine
coolant temperature,calibration sites chosen for the engine speed limit
calibration funption are also used by this function. Calibrations may be
selected in the range 0 to 30000 RPM in 1 RPM increments.
PAGE 7.
BASE IDLE SPEED CONTROL CALIBRATION
Base idle speed calibration adjustment to provide the idle speed setpoint for
the automatic idle stabilisation function. This table allows battery voltage
dependent idle speed selection if desired. This function helps ensure battery
charge is maintained under all conditions. A maximum of 3 battery voltage
calibration sites may be selected. Calibrations may be selected in the range
300 to 5000 RPM in 1 RPM increments.
USER DEFINED DUTY RATIO OUTPUT CALIBRATION
This user defined table is a 16 by 10 table that allows the user to
define the output characteristics of a spare pulse width modulated
output as a function of any 2 variables that the ECU measures.
A typical application would be the control of the actuation of an
auxiliary upstream butterfly depending upon throttle position and
engine speed in a turbocharged. application in order to minimise
turbocharger lag,
USER DEFINED ON/OFF OUTPUT CALIBRATION
This user defined table is a 6 by 4 table that allow the user to
define the on /off characteristics of a spare relay output as a
function of any 2 variables that the ECU measures.
A typical application might be the control of a camshaft timing
adjustment actuator depending upon engine speed and load.
IDLE MIXTURE TRIM CONTROL RANGE CALIBRATION
The idle mixture trim screwdriver adjustment can be configured to
operate over any defined engine speed and load range with up to
+/- 25% of adjustment range. This allows the control to suit
road and race tuned engines and also allows the action of the
control to be inhibited if government authority regulations
exclude any idle mixture adjustment, Calibration may be selected
at up to 2 engine speed sites and 2 engine load sites with an
adjustment range of 0 to +/- 25% in, 0.1 % increments.
BAROMETRIC PRESSURE ESTIMATION OFFSET CALIBRATION
Calibration table that allows the ECU to estimate barometric
pressure at times other than before engine start up using
the internal MAP sensor. The table may have a maximum of 3 engine
speed calibration sites and 6 throttle position sites. Calibration
range is. 0 to 50 KPa IN 0.2 KPa increments.
OPEN LOOP AIR/FUEL RATIO CALIBRATION
This 16 by 10 calibration table is for use in applications where
closed loop air fuel ratio operation is required.
Details of this function are presently supplied to customers only
on request.
PAGE 8.
MISCELLANEOUS CALIBRATIONS
Many variables exist that work with the above calibration functions,
some are selected automatically by the laptop program depending upon
the users response to questions asked by the program, others may
be adjusted directly from a special screen display. These calibrations
include:
1. SELECT NUMBER OF ENGINE CYLINDERS.
2. SELECT 4 CYCLE OR 2 CYCLE ENGINE.
3. SELECT MANIFOLD ABSOLUTE PRESSURE OR
THROTTLE POSITION AS ENGINE LOAD INPUT.
4. SELECT ENGINE COMPRESSION RATIO. Correct selection ensures
precise correction for baro. and exhaust back pressure changes.
5. OVERALL FUEL DELIVERY MULTIPLIER. Provides correct scaling for all
fuel delivery tables and allows changes to injector sizing and/or
fuel pressure without having to re calibrate the fuel delivery tables.
6. SELECTION OF INJECTION RESPONSE COMPENSATION. Selects the correct
response characteristics for all commonly available injectors .
7. OVERBOOST PROTECTION. (2 adjustments) Two stage overboost
protection is adjustable for detection level and detection tine
so that damaging overboost causes engine shutdown but pressure
spikes are ignored,
8. ACCELERATION ENRICHMENT. (2 adjustments) Throttle sensitivity and
maximum acceleration fuel delivery allow trimming of the minimum
and maximum limits of enrichment.
9. Obsolete.
10. Obsolete.
11. COOLING FAN CONTROL ADJUSTMENTS. (8 off) Allows co ordination of
two cooling fans according to vehicle speed, engine coolant
temperature and air conditioner operation.
12. AIR CONDITIONER CONTROL ADJUSTMENT. (3 off) Allows selection
of the conditions under which air conditioner switches off
occurs during high speed engine operation or wide open throttle
engine operation.
13. AUTOMATIC IDLE SPEED STABILISATION CONTROL ADJUSTMENTS (2 off).
Allows the trimming of the control characteristics of the idle
stabilisation function for optimal operation (supplied default values normally ok)
PAGE 9.
SMC ENGINE MANAGEMENT SYSTEMS 7 APR 92
INJECTION TIME - PRELIMINARY SETUP.
Step 1. Select Overall Fuel Delivery calibration for "Calibration Scalars 1"
variable "Overall fuel Cal. Mult." as follows:
OVERALL FUEL CAL. = 8.112 * D / I
MULT (mSEC)
where:
D = CYLINDER DISPLACEMENT (in c.c.)
I = INJECTOR FLOW RATE (in c.c/minute) @ operating pressure.
Using Petrol (Gasoline} with a density of 0.765 g/c.c.
Step 2. Select correct engine static COMPRESSION RATIO for "Calibration
Scalars I" variable "Comp. ratio"
Step 3. Load Base Fuel Delivery (Volumetric efficiency) table as follows:
i. Engine is to be setup using throttle Position as the primary
load input (engine is not supercharged or turbocharged)
========= Base Fuel Delivery (Vol. Eff) % (0 to 200) ============
ENGINE SPEED RPM
LOAD 0 2000 PEAK TORQUE RPM PEAK POWER RPM
0.0 25.0 25.0 25.0 30.0
30.0 70.0 60.0 60.0 50.0
70.0 80.0 80.0 100.0 90.0
100.0 80.0 80.0 110.0 100.0
====================================================
ii. Engine is to be setup using Manifold absolute pressure
as the primary load input.
========= Base Fuel Delivery (Vol. Eff) % (0 to 200) ============
ENGINE SPEED RPM
LOAD 0 2000 PEAK TORQUE RPM PEAK POWER RPM
0.0 60.0 70.0 80.0 70.0.
70.0 70.0 80.0 110.0 100.0
100.0 70.0 80. 110.0 100.0
400.0 80.0 80.0 110.0 100.0
============= CAUTION ===============
This preliminary selection will generally result in a safe RICH fuel calibration,
but extreme caution should be exercised until the fuel delivery has been fully
matched to the engines exact requirements.
MODE PAGE 10
FLAG
NO. FUNCTION VALUE
===========================================================
0 SELECT MANIFOLD ABSOLUTE PRESSURE 0
MAPPED CALIBRATION
0 SELECT THROTTLE POSITION 1
MAPPED CALIBRATION
0 SELECT FOR 4 CYCLE ENGINE ADD 0
0 SELECT FOR 2 CYCLE ENGINE
AND ROTARIES ADD 4
----------------------------------------------------------------------------------------------------
1 1 COIL INGITION SYSTEM 1
1 2 COIL IGNITION SYSTEM 2
1 3 COIL IGNITION SYSTEM 3
1 4 COIL IGNITION SYSTEM 4
1 NEGATIVE TRIGGERED IGNITION
AMPLIFIER ( MODULE ) e.g. Bosch HEI ADD 0
1 POSITIVE TRIGGERED IGNITION
AMPLIFIER ( MODULE ) e.g. MSD ADD 32
1 CYLINDER REFERENCE PULSE INPUT
POSITIVE TRIGGERED ADD 0
1 CYLINDER REFERENCE PULSE INPUT
NEGATIVE TRIGGERED ADD 16
1 CYLINDER PULSE INPUT
POSITIVE TRIGGERED ADD 0
1 CYLINDER PULSE INPUT
NEGATIVE TRIGGERED ADD 64
1 CYLINDER PULSE INPUT
POSITIVE & NEGATIVE TRIGGERED ADD 128
----------------------------------------------------------------------------------------------------
2 NO AIR/FUEL RATIO SENSOR 0
2 PROPORTIONAL AIR/FUEL RATIO I/P
0 1.0 VOLT >10:1 >30:1 A/F RATIO 1
2 BOSCH OR AUTRONIC 4 WIRE O2 SENSOR` 2
PAGE 11.
----------------------------------------------------------------------------------------------------
3 NO FUNCTIONS ASSIGNED
4 NO FUNCTIONS ASSIGNED
----------------------------------------------------------------------------------------------------
5 ENABLE AUXILLARY O/P FUNCTION AS
IDLE SPEED CONTROL
(FOR PROPORTIONAL TYPE VALVE) 1
5 ENABLE AUXILLARY O/P FUNCTION AS
IDLE SPEED CONTROL
( FOR BOSCH 2 WIRE IDLE CONTROL ACTUATOR) 0
5 ENABLE AUXILLARY O/P FUNCTION AS
BOOST CONTROL 2
5 ENABLE AUXILLARY O/P FUNCTION AS
MAIN CONTROL FAN 3
5 ENABLE AUXILLARY O/P FUNCTION AS
USER DEFINED PWM O/P 4
5 ENABLE AUXILLARY O/P FUNCTION AS
FUEL USED O/P 5
5 ENABLE AUXILLARY O/P FUNCTION AS
USER ON/OFF O/P 6
5 SELECT "THROTTLE POSITION" AS
CALIBRATION VARIABLE FOR USER
DEFINED PWM OR ON/OFF O/P ADD 0
5 SELECT "LOAD" AS
CALIBRATION VARIABLE FOR USER
DEFINED PWM OR ON/OFF O/P ADD 8
----------------------------------------------------------------------------------------------------
6 SELECT PWM O/P FREQUENCY = 10Hz 0
6 SELECT PWM O/P FREQUENCY = 20Hz ADD 4
6 SELECT PWM O/P FREQUENCY = 30Hz ADD 8
6 SELECT PWM O/P FREQUENCY = 40Hz ADD 12
----------------------------------------------------------------------------------------------------
7 NO FUNCTIONS ASSIGNED
----------------------------------------------------------------------------------------------------
PAGE 12.
----------------------------------------------------------------------------------------------------
8 IGNITION TRIGGERING OF ALL
CYLINDERS 1 TO 8 ALLOWED 0
8 INHIBIT CYLINDER 1 IGNITION ADD 1
8 INHIBIT CYLINDER 2 IGNITION ADD 2
8 INHIBIT CYLINDER 3 IGNITION ADD 4
8 INHIBIT CYLINDER 4 IGNITION ADD 8
8 INHIBIT CYLINDER 5 IGNITION ADD 16
8 INHIBIT CYLINDER 6 IGNITION ADD 32
8 INHIBIT CYLINDER 7 IGNITION ADD 64
8 INHIBIT CYLINDER 8 IGNITION ADD 128
----------------------------------------------------------------------------------------------------
9 IGNITION TRIGGERING OF ALL
CYLINDERS 9 TO 16 ALLOWED 0
9 INHIBIT CYLINDER 9 IGNITION ADD 1
9 INHIBIT CYLINDER 10 IGNITION ADD 2
9 INHIBIT CYLINDER 11 IGNITION ADD 4
9 INHIBIT CYLINDER 12 IGNITION ADD 8
9 INHIBIT CYLINDER 13 IGNITION ADD 16
9 INHIBIT CYLINDER 14 IGNITION ADD 32
9 INHIBIT CYLINDER 15 IGNITION ADD 64
9 INHIBIT CYLINDER 16 IGNITION ADD 128
----------------------------------------------------------------------------------------------------
10 NO FUNCTIONS ASSIGNED
----------------------------------------------------------------------------------------------------
11 WIRING LOOM HAS POWER SUPPLY AND
FUEL PUMP/INJECTOR SUPPLY RELAYS
(I.E. ECU POWER FEED IS TO PIN 25 OR 26
FROM A RELAY PROTECTED FROM ACTUATION
DURING BATTERY REVERSAL) 0
11 WIRING LOOM HAS FUEL PUMP/INJECTOR SUPPLY
ONLY(I.E. ECU POWER FEED IS TO PIN 29
DIRECT FROM IGNITION SWITCH ) 1
---------------------------------------------------------------------------------------------------
12 NO FUNCTIONS ASSIGNED
13 NO FUNCTIONS ASSIGNED
14 NO FUNCTIONS ASSIGNED
15 NO FUNCTIONS ASSIGNED
----------------------------------------------------------------------------------------------------
AUTRONIC SMC. JULY 91 PAGE 13.
DIAGNOSTIC LIGHT ERROR CODES
CODE ERROR DESCRIPTION
----------------------------------------------------------------------------------------------------
ON INTERNAL ERROR 120 CONTINUOUSLY
RETURN TO FACTORY FOR REPAIR
FLASHING FAST INTERNAL ERROR 121
RETURN TO FACTORY FOR REPAIR
11 NO ERROR
13 THROTTLE I/P
14 O2 I/P
21 AIR INTAKE TEMPERATURE I/P
22 COOLANT TEMPERATURE I/P
23 BAROMETRIC PRESSURE
25 VEHICLE (WHEEL) SPEED I/P
26 OVER BOOST ERROR
31 PRESSURE I/P
33 CYLINDER PULSE I/P MISSING
34 "SYNC" REFERENCE PULSE I/P MISSING
41 EBP I/P
43 "SYNC" ERROR DETECTED WHILE ENGINE RUNNING
53 SUPPLY OVER VOLTAGE ERROR
73 POWER FAIL DETECTOR ERROR CONTACT SUPPLIER
82 CMOS RAM MEMORY LOSS
99 EEROM ERROR
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