Obviously the STFT will achieve nothing and hence over the course of a minute or two the STFT will max out at the +/-25% limit. If the AFR is richer or leaner than target, the stock ECU will apply a STFT to correct the error. The problem is that the factory ECU still thinks it's controlling everything. The V-Pro piggy backs the stock ECU leaving it to control functions such as idle speed, fuel pump, air con etc but the V-Pro is in complete control of the fuel and ignition. The other problem I found with the HKS FCON V-Pro is that the factory closed loop system can cause trouble. With many early ECUs there is no need to replicate the load of the injectors or coils, but this is essential in more recent ECUs. I know this is the case with the Link G4+/Vipec i-Series at least but couldn't give a complete list of ECUs that allow this.
Some ECUs do allow this pull up to be disabled in software and hence you can share the signal from the factory ECT/IAT. This is due to analogue temperature inputs using an internal pull up resistor to 5 volts. Dues to the nature of how analog thermosisters work, There is some ways around this in certain applications, but they are extremely limited." I've supplied some links below with a little bit more information and resources.īest of you're pretty much gonna have to run a second intake air temperature and coolant temperature sensor to get the values. Hopefully this will guide you to a solid answer. Knock sensors, i'm not certain on them either when wired in parallell. If pulsed inputs (wheel speed, vehicle speed, crankshaft position, camshaft positon, etc) are wired in parallel, I assume the signals would be accurate, but i haven't verified.Ģ. The only narrowband simulating wideband system I know of is from Innovate, There may be others as well.Īdditionally, there's a couple things i've yet to completely understand/ confirm.ġ. Running a wideband with a narrowband simulation (assuming the car is originally equipped with a narrowband sensor) will help you along the path to emulate a perfect mixture when you're wanting something leaner or richer than what the oem ecu's intentions are. This can be done in a DIY fashion, or if you're interested, Haltech offers an emulator kit, see the toģ. If obd compliance is a goal, you will probably have to emulate the ignition coil and injector resistance. Dues to the nature of how analog thermosisters work, There is some ways around this in certain applications, but they are extremely limited.Ģ. you're pretty much gonna have to run a second intake air temperature and coolant temperature sensor to get the values. From a piggyback standpoint, faking signals just never sounds like a good idea.įrom my research, I've learned a few things when it comes to running a parallel ecu system.ġ. Parallel driven ecu's appears to be a solid solution, it's what i'll be diving into myself when I can manage the expense.