Is it a good idea to jumper in a resistor in place of temp sensors at DME, to fool DME into going into normal temp mode from open loop, warmup mode??
I still cant distinguish whether car in open loop because of warmup enrichment, or if its plain stuck in WOT open loop mode regardless of temp. Yes Ive tested this with the car VERY hot, and just started...

 

have you tested the O2 sensor with the output to the DME disconnected? I wonder if your problem is in the DME or a damaged wiring harness.

http://www.gnttype.org/techarea/ecms...O2sensors.html

-Joel

 

ITS OUT OF OPEN LOOP NOW!!

was stuck in WOT maps, which I stopped by cutting wire sending WOT response from KLR to DME. However, KLR not bad, because I replaced it, and the new KLR also sends WOT respnse to DME!!!
Maybe I should wire a switch in there that I flip every time I floor it, to get back to WOT maps lol!!!

 

So what causes the KLR to go into open loop? The two temp sensors and the TPS? Is that it? Is there anything else that it reads off of?

 

NO just TPS and maybe manifold absolute pressure sensor internal to KLR.

Anyone have Schematics to KLRs (inside the damn thing, of course!)??

 

I am pretty sure the only thing the pressure sensor is used for is to drive the guage on the dash. The car runs fine with that line cut and plugged. Altitude switch, certain airflow meter, etc cause the DME to go into open loop.

 

Now that I have car in Closed Loop, I wonder if I can monkey with AFM and force it back to Open Loop with KLR link still cut! This will give a voltage window of the Lambda control system, outside of which it cant any longer control the mixture.

 

Is it true also, that in WOT maps, the car doesnt even look at AFM voltage??? All this time then, my car didnt even LOOK at the AFM signal!?!

 

The dme references the afm voltage even when WOT. Does the rpm gauge work?

 

jimbo is correct. The wot, pt, and idle maps are enrichment maps that work off of values calculated from the original bpw calculation.

 

Ok forgive me for quoting frwilk too much, as he may not know everything, but he does state that both in idle and WOT maps the AFM is ignored, and only rpm taken into account here. I see this to be very plausible too on stock cars, if lambda and idle actuators control idle mix, and at WOT fuel is in excess anyways, and thus doesnt have to be precise (unless youre laptop tuning, of course!!).

 

Im quoting TT, who is the only person on here that I would trust over frwilk. Plus I think it makes sense my way, airflow can vary a lot between throttle open 65 degrees and throttle open 90 degrees.

 

LOL, yeah dont get me wrong; it DEFINITELY matters... If youre racing you tune every single thing...
But my question is about what is stock, and comes from the dealers... If theres 16 possible fuel maps in every DME for Sweden, ROW, California, Euro, etc., and they want to drive cost down at the assy line, management may say its good enough and cheaper to make maps simpler this way. And therefore this leaves room for aftermarket products to come out and optimize the power derivable from these engines...

 

The DME must use the AFM input at WOT.
If you open the throttle fully at say 4000 rpm then you will have 0 boost at first and after a short while maybe 12 psi on a stock car. You will increase airflow with approximately 80%. I don't think the car will run with 7:1 AFR...

Tomas

 

thats probably the difference then... Non-turbo cars dont need to look at AFM under WOT conditions, as frwilk (a non-turbo guy) claims, but variable-boost conditions add a whole new set of complications. (I guess non-turbo cars just have 2 contact switches in their TPS, instead of 1 and a potentiometer)...