Adjusting the ECU
I have been wondering what would happen if I messed with the inputs from some of the temp sensors to the ECU.
Here's the idea, The cylinder head temp sensor (CHT) and the air temp sensor work off a resistance value. If you put a variable resistance pot in the circuit you could change the reading the ECU gets. I've always notice my 87 NA runs stronger when it's not up to temp yet. I figure the ECU is adjusting the mixture as it sees the temp/resistance change. You could put the adjustment right on the dash so you could make changes as you drive. Just a crazy idea??? |
I found this info in the FSM. If you want to read it all it somewhat confirms what I thought. The ECU does change what it doing when the engine is cold. The last line says under 140 deg.
Fuel Injection Control The E.C.U. calculates the basic injection pulse width by processing signals from crank angle sensor and air flow meter. Receiving signals from each sensor which detects various engine conditions, the E.C.U. adds various enrichments, which are pre-programmed in the control unit, to the basic injection amount. Thus, the optimum amount of fuel is injected through the injectors. 1) Fuel enrichment During warm-up When starting After idle With heavy load The enrichment rate for "when accelerating" and "with heavy load" are pre-programmed for engine speed and basic injection pulse width. In each of the following conditions, fuel is enriched. When cylinder head temperature is high. 2) Mixture ratio feedback control The mixture ratio feedback system is designed to control the mixture ratio precisely to the stoichiometric point so that the three-way catalyst can minimize CO, HC and NOx emissions simultaneously. This system uses an exhaust gas sensor located in the exhaust manifold to give an indication of whether the air-fuel ratio is richer or leaner than the stoichiometric point. The control unit adjusts the injection pulse width according to the sensor voltage so the mixture ratio will be within the narrow window around thestoichiometric air fuel ratio. However, this system will open under the following conditions: When starting. When engine and exhaust gas sensor is cold. When driving at high speeds or under heavy load. At idle When exhaust gas sensor monitors a too lean condition for more than 10 seconds. When fuel shut-off is in operation. When exhaust gas sensor is malfunctioning. When pressure regulator control system is in operation. 3) Injection timing Two types of fuel injection systems are used - simultaneous injection and group injection. In the former, fuel is injected into all six cylinders simultaneously twice each engine cycle. In other words, pulse signals of the same width are simultaneously transmitted from the E.C.U. to the six injectors two times for each engine cycle. In the group injection system, six injectors are divided into two groups - No. 1, No. 2, No. 3 and No. 4, No. 5, No. 6. And fuel is injected into each group separately once each engine cycle. When any of the following conditions are met, fuel injection shifts to simultaneous injection from group injection. * When starting. Engine speed is more than 3,000 rpm. Cylinder head temperature is below 60°C (140°F). |
The only thing that will happen if the computer senses the car is overheating is it will pull timing and increase injector duty cycle.
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as long as you keep the adjustments in the right range the ECU would never read that the engine was overheating. in fact I think the best results would be to make it think the engine was cold.
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probbaly better off to put in a new chts and let the car operate as designed. If you want to diddle electronics go megasquirt.
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Originally Posted by rogerz
(Post 293629)
probbaly better off to put in a new chts and let the car operate as designed. If you want to diddle electronics go megasquirt.
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