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Theory and Practice ?

It should work, the ECU is hardware limited it would seem for changing the actual scale of the MAP sensor so any table that would reference MAP would be limited to working in the 3v range. The ECU going in to limp mode and setting a CEL at the 2.83v issue is solved, as he has found the value for this limitation and can write that voltage limit to whatever he wants. The issue is in hardware that the tables are unable to be scaled without re-writing the processor code. (Matt let no know if I have this wrong)

So if 3v was the limit than I think the 5 Bar sensor may be a quick work around, to get things into the testing stage, but the only way to know for sure is to try.

Timing tables have been mapped and he can re-write new timing tables based on the new 0-3v range of the 5 BAR sensor.

As far as injector changes, he can write the fuel table to compinsate for larger injectors and for boost with the 0-3v range of a 5 BAR sensor. Changes in injectors often require more than just pulse width adjustments to dial in perfect but if that is all we have to play with it can be done, I would just want to run injectors that act very similar to stock in everyway other than volume, but it should work.

Guinea Pig needed? Anyone want to apply?

Dave

<blockquote data-quote="DDozier" data-source="post: 1474205" data-attributes="member: 4799">Theory and Practice ?It should work, the ECU is hardware limited it would seem for changing the actual scale of the MAP sensor so any table that would reference MAP would be limited to working in the 3v range. The ECU going in to limp mode and setting a CEL at the 2.83v issue is solved, as he has found the value for this limitation and can write that voltage limit to whatever he wants. The issue is in hardware that the tables are unable to be scaled without re-writing the processor code. (Matt let no know if I have this wrong)So if 3v was the limit than I think the 5 Bar sensor may be a quick work around, to get things into the testing stage, but the only way to know for sure is to try.Timing tables have been mapped and he can re-write new timing tables based on the new 0-3v range of the 5 BAR sensor.As far as injector changes, he can write the fuel table to compinsate for larger injectors and for boost with the 0-3v range of a 5 BAR sensor. Changes in injectors often require more than just pulse width adjustments to dial in perfect but if that is all we have to play with it can be done, I would just want to run injectors that act very similar to stock in everyway other than volume, but it should work.Guinea Pig needed? Anyone want to apply?Dave</blockquote>

[QUOTE="DDozier, post: 1474205, member: 4799"] Theory and Practice ? It should work, the ECU is hardware limited it would seem for changing the actual scale of the MAP sensor so any table that would reference MAP would be limited to working in the 3v range. The ECU going in to limp mode and setting a CEL at the 2.83v issue is solved, as he has found the value for this limitation and can write that voltage limit to whatever he wants. The issue is in hardware that the tables are unable to be scaled without re-writing the processor code. (Matt let no know if I have this wrong) So if 3v was the limit than I think the 5 Bar sensor may be a quick work around, to get things into the testing stage, but the only way to know for sure is to try. Timing tables have been mapped and he can re-write new timing tables based on the new 0-3v range of the 5 BAR sensor. As far as injector changes, he can write the fuel table to compinsate for larger injectors and for boost with the 0-3v range of a 5 BAR sensor. Changes in injectors often require more than just pulse width adjustments to dial in perfect but if that is all we have to play with it can be done, I would just want to run injectors that act very similar to stock in everyway other than volume, but it should work. Guinea Pig needed? Anyone want to apply? Dave [/QUOTE]

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