ok so i need help quick

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Feb 27, 2009 | 07:26 AM

#16

goofygrin

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From: Frisco, TX

Oh and regarding your ASC codes... from the service manual:

Quote:

DTC SET CONDITIONS
This diagnostic trouble code is set when the output decrease request is rejected by the engine control module.

PROBABLE CAUSES
•Wrong coding
•Engine ECU malfunction
•ASC-ECU malfunction
•External noise interference

STEP 1. Using scan tool MB991958, diagnose the CAN bus lines.
Using scan tool MB991958, diagnose the CAN bus lines.
Q:Is the check result normal?
YES :
Go to Step 3.
NO :
Repair the CAN bus lines. (Refer to GROUP 54C − Troubleshooting P.54C-14.) After repairing the CAN bus line, go to Step 2.
STEP 2. DTC recheck after repairing the CAN bus line
Q:Is DTC C121C set?
YES :
Go to Step 3.
NO :
The procedure is complete.
STEP 3. M.U.T.-III other system diagnostic trouble code
Using scan tool MB991958, check if a diagnostic trouble code is set in the engine control module. (Refer to GROUP 13A − Troubleshooting P.13A-44.)
Q:Is any DTC set?
YES :
Troubleshoot the diagnostic trouble code of engine control module. (Refer to GROUP 13A − Troubleshooting P.13A-44.)
NO :
Go to Step 4.
STEP 4. Scan tool service data
Check the following service data. (Refer to P.35C-255.)
•Item 68: Allow ESP torque request
Q:Is the check result normal?
YES :
Go to Step 5.
NO :
Replace the engine control module. (Refer to GROUP 13A − Engine Control Module P.13A-920.) Then go to Step 5.
STEP 5. Check whether the DTC is reset.
Q:Is DTC C121C set?
YES :
Replace the hydraulic unit (incorporates in ASC-ECU).(Refer to P.35C-272.) Then go to Step 6.
NO :
Intermittent malfunction. (Refer to GROUP 00 − How to Cope with Intermittent Malfunction P.00-15.)
STEP 6. Check whether the DTC is reset.
Q:Is DTC C121C set?
YES :
Return to Step 1.
NO :
The procedure is complete.

Feb 27, 2009 | 03:04 PM

#17

SOEuro

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From: Афганистан

Thanks for the help Goofy Grin,

the tune has the mivec fully advance,maybe that is the culprit

Feb 27, 2009 | 05:23 PM

#18

gunzo

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From: Somewhere

Quote:

Originally Posted by SOEuro

really,i was under the impression that PSI was all the same no matter what turbo,but bigger turbos flow greater CFMs...

and you are right about the MAP and MAF...im thinking that is the problem,but i am not fimiliar with ECUtek...can this be tuned out???

So is everyone else

.. the higher CFM just comes from having bigger flow area ..
Utilising stock components with a bigger wheel doesn't gain you CFM because the flow area remains the same (ie the same compressor housing, IC piping etcetc)

that also meaning on stock turbo .. if you change your IC piping, IC etc .. you effectively change the CFM too at the same psi

If you go with a GT30/35 etc .. then you're running bigger housing affording more flow area .. yes .. your CFM increases with the same PSI ..

Finally .. your question .. YES .. if the ECUtek operator is familiar with the use of these tables ..

Feb 27, 2009 | 06:37 PM

#19

PVD04

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From: Wisconsin

Quote:

Originally Posted by chdb2005

I’m disappointed with you guys don’t give advice if you’re not going to give good advice. first the turbo won’t cause a problem if you’re running stock boost. The ecu doesn’t give a **** what turbo you install it’s not going to magically crap out even if you install a gt35 xxlbs is xxlbs. Turbos are categorized by boost potential and efficiency (just so you know). By installing the red and running stock boost the only thing that could have changed is spool time which the ecu can compensate for perfectly with no problems. If you reach boost sooner than the ecu will add fuel and pull timing sooner vice versa. It's when you start adding boost is where you run into problem either by running the ecu out of it maps or by maxing out sensors which ever happens first. When it comes to your cams it’s a whole new story here’s the thing by getting bigger cams you change V.E. (volumetric efficiency, theoretical percentage of air entering the engine by the max theoretical amount of air that can enter the engine) this is more of a problem on map based system since its base off a fixed V.E. map and cant compensate for changes in V.E. but since the evo is also maf based and can also measure air flow it can compensate for your cams up to an extent before the sensor maxes out. Error codes 9 times out of 10 doesn’t just mean it’s the sensor its self usually it’s a code meaning something in the entire circuit is bad It can be bad power, ground, signal, or sensor so no more wasting money on parts if you’re not sure what the problem is okay, lol. I’ll tell you how to test your maf sensor I believe the evo runs MAF/IAT you can tell by the amount of wires MAF uses just three MAF/IAT Usually runs five two powers two signals and a common ground but I’ve seen different variations, I believe the evo run a five wire so make sure your testing the maf not the IAT. To start unplug the sensor using a DVOM (digital volt ohm meter) measure continuity to ground on the plug (harness side) around .2 ohm is okay the higher the number the worse it is start worrying when it above .6 ohms to much resistance will give you a bad “signal” reading to the ecu. You can check resistance across the maf by measuring between the signal and ground, and the power and ground on the sensor make sure its unplugged this is a must (cross reference the readings between the two maf sensors because I can’t tell you what the manufacture recommendations are) next plug the sensor in start the car. Test the voltage going into the sensor (this is called you reference voltage) I believe the evo runs a 5 volt reference just to make sure check it at the map sensor they use the same voltage if it’s a five volt reference then the ref. if it a 5 vlot ref. sytem the maf ref. should read 5volts or close if not i can also cause a bad signal as well. last check the signal voltage, car still running while idling the voltage will be very low blip the throttle the voltage should go up in relation to the throttle if you steadily give more and more throttle the voltage will climb steadily but usually tends to taper down some if you give it a lot of throttle and hold it the voltage will jump a lot but usually drop when you hold it. If your sensor maxes usually around 4.5volts with a little variation on the 4.5volts but you still have plenty of throttle left then it’s the cams. You can fix these problems with a little know how if you need help on the diagnosis or fixing the problem let me know I’ll be glad to help you out.

First, paragraphs are your friend. Second, the first part of your post is completely wrong. Increasing engine VE does result in more airflow at the same boost pressures. Putting on a larger turbo increases VE.

OP: You have drastically changed the VE of your engine by replacing the cams and the turbo. You are flowing more air at every boost level which is putting the car into limp mode. From what I've read of the X ECU, it has limits for airflow based upon boost pressure, TPS, and RPM. This is why you are going into limp mode even with light throttle. I would not be overly concerned as a new tune should resolve your problems.

Feb 27, 2009 | 06:52 PM

#20

PR_Mivec

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From: Puerto Rico

Quote:

Originally Posted by goofygrin

If the tune adjusted the mivec (which most do), then you can be doing all sorts of weird things with the cams.

I'd get retuned and then see what happens.

From Gunzo:

https://www.evolutionm.net/forums/6475663-post12.html

Your tune is likely right on the bleeding edge. Changing the cams likely pushed you over the edge... if you have a MBC, back it way down and see if that helps.

P0102
Mass airflow circuit low input

P1235
Mass airflow sensor plausibility

P1238
Mass airflow sensor plausibility (torque monitor)

according to my evo x service manual..... in fact.. let me just post the whole table...
P0011
Intake variable valve timing system target error
×
P0012
Camshaft position- timing over-retarded
−
P0014
Exhaust variable valve timing system target error
×
P0016
Crankshaft/camshaft (intake) position sensor phase problem
×
P0017
Crankshaft/camshaft (exhaust) position sensor phase problem
×
P0031
Heated oxygen sensor (front) heater circuit low
×
P0032
Heated oxygen sensor (front) heater circuit high
×
P0037
Heated oxygen sensor (rear) heater circuit low
×
P0038
Heated oxygen sensor (rear) heater circuit high
×
P0069
Abnormal correlation between manifold absolute pressure sensor and barometric pressure sensor
×
P0096
Intake air temperature circuit range/performance problem (sensor 2)
×
P0097
Intake air temperature circuit low input (sensor 2)
×
P0098
Intake air temperature circuit high input (sensor 2)
×
P0101
Mass airflow circuit range/performance problem
×
P0102
Mass airflow circuit low input
×
P0103
Mass airflow circuit high input
×
P0106
Manifold absolute pressure circuit range/performance problem
×
P0107
Manifold absolute pressure circuit low input
×
P0108
Manifold absolute pressure circuit high input
×
P0111
Intake air temperature circuit range/performance problem (sensor 1)
×
P0112
Intake air temperature circuit low input (sensor 1)
×
P0113
Intake air temperature circuit high input (sensor 1)
×
P0116
Engine coolant temperature circuit range/performance problem
×
P0117
Engine coolant temperature circuit low input
×
P0118
Engine coolant temperature circuit high input
×
P0122
Throttle position sensor (main) circuit low input
×
ON-BOARD DIAGNOSTICS
TSB Revision
13A-54 MULTIPORT FUEL SYSTEM (MFI)
P0123
Throttle position sensor (main) circuit high input
×
P0125
Insufficient coolant temperature for closed loop fuel control
×
P0128
Coolant thermostat (coolant temperature below thermostat regulating temperature)
×
P0131
Heated oxygen sensor (front) circuit low voltage
×
P0132
Heated oxygen sensor (front) circuit high voltage
×
P0133
Heated oxygen sensor (front) circuit slow response
×
P0134
Heated oxygen sensor (front) circuit no activity detected
×
P0137
Heated oxygen sensor (rear) circuit low voltage
×
P0138
Heated oxygen sensor (rear) circuit high voltage
×
P0139
Heated oxygen sensor (rear) circuit slow response
×
P0140
Heated oxygen sensor (rear) circuit no activity detected
×
P0171
System too lean
×
P0172
System too rich
×
P0181
Fuel tank temperature sensor circuit range/performance
×
P0182
Fuel tank temperature sensor circuit low input
×
P0183
Fuel tank temperature sensor circuit high input
×
P0201
Injector circuit-cylinder 1
×
P0202
Injector circuit-cylinder 2
×
P0203
Injector circuit-cylinder 3
×
P0204
Injector circuit-cylinder 4
×
P0222
Throttle position sensor (sub) circuit low input
×
P0223
Throttle position sensor (sub) circuit high input
×
P0234
Turbocharger wastegate system malfunction
×
P0243
Turbocharger wastegate solenoid 1 circuit
×
P0247
Turbocharger wastegate solenoid 2 circuit
×
P0300
Random/multiple cylinder misfire detected
×
P0301
Cylinder 1 misfire detected
×
P0302
Cylinder 2 misfire detected
×
P0303
Cylinder 3 misfire detected
×
P0304
Cylinder 4 misfire detected
×
P0327
Knock sensor circuit low
×
P0328
Knock sensor circuit high
×
P0335
Crankshaft position sensor circuit
×
P0340
Intake camshaft position sensor circuit
×
P0365
Exhaust camshaft position sensor circuit
×
P0420
Warm up catalyst efficiency below threshold
×
DTC*1 DIAGNOSTIC ITEM MIL*2 ITEM
ON-BOARD DIAGNOSTICS
TSB Revision
MULTIPORT FUEL SYSTEM (MFI) 13A-55
P0441
Evaporative emission control system incorrect purge flow
×
P0442
Evaporative emission control system leak detected (small leak)
×
P0443
Evaporative emission purge solenoid circuit
×
P0446
Evaporative emission ventilation solenoid circuit
×
P0450
Fuel tank differential pressure sensor malfunction
×
P0451
Fuel tank differential pressure circuit range/performance problem
×
P0452
Fuel tank differential pressure circuit low input
×
P0453
Fuel tank differential pressure circuit high input
×
P0455
Evaporative emission control system leak detected (gross leak)
×
P0456
Evaporative emission control system leak detected (very small leak)
×
P0461
Fuel level sensor circuit range/performance
×
P0462
Fuel level sensor circuit low input
×
P0463
Fuel level sensor circuit high input
×
P0500
Vehicle speed signal malfunction
×
P0506
Idle control system RPM lower than expected
×
P0507
Idle control system RPM higher than expected
×
P0513
Immobilizer malfunction
−
P0551
Power steering pressure switch circuit range/performance
×
P0554
Power steering pressure switch circuit intermittent
×
P0603
EEPROM malfunction
×
P0606
Engine control module main processor malfunction
×
P0622
Generator FR terminal circuit malfunction
−
P0630
Vehicle Identification Number (VIN) malfunction
×
P0638
Throttle actuator control motor circuit range/performance
×
P0642
Throttle position sensor power supply
×
P0657
Throttle actuator control motor relay circuit malfunction
×
P0830
Clutch pedal position switch circuit range/performance
−
P1021
Intake engine oil control valve circuit
×
P1025
Exhaust engine oil control valve circuit
×
P1231
Active stability control plausibility
−
P1232
Fail safe system
−
P1233
Throttle position sensor (main) plausibility
×
P1234
Throttle position sensor (sub) plausibility
×
P1235
Mass airflow sensor plausibility
×
P1236
A/D converter
×
P1237
Accelerator pedal position sensor plausibility
×
P1238
Mass airflow sensor plausibility (torque monitor)
×
DTC*1 DIAGNOSTIC ITEM MIL*2 ITEM
ON-BOARD DIAGNOSTICS
TSB Revision
13A-56 MULTIPORT FUEL SYSTEM (MFI)
.
P1239
Engine RPM plausibility
×
P1240
Ignition angle
−
P1241
Torque monitor
×
P1242
Fail safe control monitor
−
P1243
Inquiry/response error
−
P1244
RAM test for all area
−
P1245
Cycle RAM test (engine)
−
P1247
TC-SST plausibility <TC-SST>
−
P1320
Ignition timing retard insufficient
×
P1506
Idle control system RPM lower than expected at low temperature
×
P1507
Idle control system RPM higher than expected at low temperature
×
P1590
TCM to ECM communication error in torque reduction request <TC-SST>
×
P1603
Battery backup circuit malfunction
×
P1676
Variant coding
×
P2066
Fuel level sensor (sub) circuit range/performance
×
P2100
Throttle actuator control motor circuit (open)
×
P2101
Throttle actuator control motor magneto malfunction
×
P2122
Accelerator pedal position sensor (main) circuit low input
×
P2123
Accelerator pedal position sensor (main) circuit high input
×
P2127
Accelerator pedal position sensor (sub) circuit low input
×
P2128
Accelerator pedal position sensor (sub) circuit high input
×
P2135
Throttle position sensor (main and sub) range/performance problem
×
P2138
Accelerator pedal position sensor (main and sub) range/performance problem
×
P2195
Heated oxygen sensor (front) inactive
×
P2228
Barometric pressure circuit low input
×
P2229
Barometric pressure circuit high input
×
P2252
Heated oxygen sensor offset circuit low voltage
×
P2253
Heated oxygen sensor offset circuit high voltage
×
P2263
Intake charge system malfunction
−
U0001
Bus off
−
U0101
TC-SST-ECU time-out <TC-SST>
×
U0121
ASC-ECU time-out
×
U0141
ETACS-ECU time-out
×
U0167
Immobilizer communication error
−
U1180
Combination meter time-out
×

im experimenting a mechanical way to eliminate limp mode, it can be tunned on top of it, so far the only downside it leans the hell out of the car, so nothing a tune can fix....
if you know me you should know my fixes are as ghetto as can be..... ill post results later in the week since im developing it w/ my tunner and my mechanic

Feb 28, 2009 | 02:08 AM

#21

chdb2005

Newbie

Joined: Jan 2009

Posts: 18

Likes: 0

From: sacramento

Quote:

Originally Posted by PVD04

wow you need to go back and read it agian because thats not even close to what i said.

once again people boost is boost if the turbo is bigger and you have a higher cfm doesn't mean when at ten pounds you'll have more air in the cylinder than a smaller turbo at ten pounds. the difference is how fast your car is going to reach ten lbs per given shaft speed. efficiency

Last edited by chdb2005; Feb 28, 2009 at 02:12 AM.

Feb 28, 2009 | 07:53 AM

#22

PVD04

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Joined: Jun 2004

Posts: 1,503

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From: Wisconsin

Quote:

Originally Posted by chdb2005

I read what you said correctly, and it is still wrong. Boost is boost, but we're talking about mass air flow. The engine is a pump with pressure on the intake side and pressure on the exhaust side. With a larger turbo you have less back-pressure on the exhaust side resulting in less residual exhaust gas in the cylinder. This means more clean air is ingested per revolution and more airflow is read by the MAS at the exact same inlet boost pressure.