Results friend 1 4A-G 20v AFM
November / December 2003
Upon checking the ECU's error log, known as D.T.C. The results came out
"Communication Error" Please perform...... bla bla bla, Please see ..... bla bla bla etc etc etc.
This is because the wiring loom is cut and join with the old wiring loom. This is not the real problem, the real problem is during integration of the new wiring to the old wiring, some wires are connected wrongly and / or incomplete.
It is extremely sad and surprise to find this result because the transplant it perform in a known good workshop.
|Injector Pulse Width||2.x||ms|
|Target A/F Left||?||v|
|A/F Feedback Left||OFF|
The most surprising issue is that AFM voltage is 3.8v. This means the ECU thinks it opens very little, which is good for fuel economy. (Theoretically)
Another surprising issue is that IDLE signal cannot be ON of OFF accordingly.
What happen is that the TPS adjustment is not in SYNCRONISATION with the IDLE output signal.
The correct result is TPS at 0% and the IDLE signal will output ON, so that the ECU will think the engine is not moving and goes into fuel economy mode and engage exhaust sensor heater in hope to maintain accuracy, and perhaps will still read exhaust signal as "suspect".
Other ancillaries will follow suite, the air-cond system will know there is no speed hence no free flowing wind hence have to push the fans harder and longer. Etc etc etc.
EFI, aren't it a great thing
Anyway, the TPS should not be -0% (minus) as the diagnosis reader is unable to display negative values. This is why it needs to be tested properly as stated in Diagnostic by DCN Pro Hand Part 2.
The test is very simple and consists of: -
If fail, then something is wrong.
In this case the TPS went up to 8%, but IDLE still says ON, which is obviously wrong.
The calibration between TPS and IDLE signal is extremely important because: -
This are all not correct ECU and engine operations.
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