Thread: Hoooooley Doooley!

Originally Posted by Will Wallace

Between the bleed screw and the pipework on the a/c pump is where the wires wore through.

Will.

It is incorrectly routed.

There is a Tech Bulletin on the RAVE CD that was issued in mid-2000 which showed the correct routing to avoid this rub point.

The harness needs to go behind the pipe connector block and underneath both the A/C pipes but should not contact them.

Thanks Paul,

I have re done the convoluted tubing around the wiring and put an extra bit over that area. If I have to pull it apart at some stage, then I will re route it.

On a side note, how nice and clean is that engine... Haha.

Will.

Originally Posted by OffTrack

The default mode urban myth seems to have been getting a bit of a work out of late. Its a pity it has no basis in fact.

If the MAF is reading out of range as will happen with a short or open circuit the ECU will fall back to estimating AirCharge from the map/IAT, aap and AAT. If it substituted a fixed default the vehicle would not respond to throttle and would fail to proceed.

Don't know. I assumed Davis Landys knew what they were talking about considering they designed it.

Originally Posted by Slunnie

Don't know. I assumed Davis Landys knew what they were talking about considering they designed it.

They tuned it. Unless you want to redefine design as "making small adjustments to an existing product"?

I've been reverse engineering the TD5 ECU code over the past 12 months and I have a pretty good understanding of the section of code that determines whether the MAF or MAP/IAT is used for fueling calculation.

In most cases the MAF is used. At very low airflow levels where MAF readings can be unstable the map/IAT is used. If the MAF reading is outside predefined limits an airflow value calculated from map/IAT and aap is substituted.

I've posted elsewhere some work I was doing on MAF troubleshooting that shows the airflow figures from MAF and MAP/IAT are very close in a stock setup.

If you had a boost box installed this would throw the MAP/IAT calculated flow out. If the MAF is functioning it wouldn't be an issue as in that case the MAP mainly serves to monitor boost levels.

Paul,

I have been following your ecu thread. I find it very interesting. Maybe in the same way that I find listening to people speak Clingon.

I can't understand what the hell is going on, but I am amazed that these people dedicate that much energy to something with no real application.

Where you differ is, that there will and I dare say, already has been some great application.

Keep it up.

Will.

P.S. How has the weather been treating you down ol Brunswick town?

Originally Posted by OffTrack

They tuned it. Unless you want to redefine design as "making small adjustments to an existing product"?

I've been reverse engineering the TD5 ECU code over the past 12 months and I have a pretty good understanding of the section of code that determines whether the MAF or MAP/IAT is used for fueling calculation.

In most cases the MAF is used. At very low airflow levels where MAF readings can be unstable the map/IAT is used. If the MAF reading is outside predefined limits an airflow value calculated from map/IAT and aap is substituted.

I've posted elsewhere some work I was doing on MAF troubleshooting that shows the airflow figures from MAF and MAP/IAT are very close in a stock setup.

If you had a boost box installed this would throw the MAP/IAT calculated flow out. If the MAF is functioning it wouldn't be an issue as in that case the MAP mainly serves to monitor boost levels.

As I said, that's just what I was told.

No that is not a redefinition of the word design in the slightest They design their tune, mapping or anything else that anybody wants to call it. Or if it is to belittled or demonstrate further development it could be a redesign.

Didn't realise it was a sore point.