When is too big to big
Johnny
allnight at everett.net
Thu Nov 30 00:59:20 GMT 1995
Hey, that looks pretty good. So since you have tweaked the hell out of it
and you are still at a loss (literally) what's your next move? If you are
out of room in the injecctor to engine compartment department, you can alway
go to an angled back (or forward) manifold. I use to have a formula around
here somewhere for calculating runner dia and length for various flow rates
and RPM ranges. It gets more complicated but less critical when you have a
common plenum. I'll see if I can find it. Bruce might have something like
that laying around too.
-j-
At 07:34 AM 11/30/95 -0800, you wrote:
>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
> 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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