Otosensor Tester

Alat yang berfungsi untuk mengetes berbagai sensor pada mesin injeksi. sensor yang dapat dites dengan alat ini antara lain: CKP(crankshaft), CMP (champshaft),MAP (manipold Pressure), IAT (Intake Air temperature), ECT (engine coolant Temperature), VSS (vehicle speed), ABS(antilock Brake System), TPS (throttle position), MAF (mass air flow). fungsi tambahan lain adalah sebagai voltmeter DC.
dengan alat ini pengetesan dan diagnosa kerusakan mesin injeksi dapat dilakukan dengan cepat dan akurat.

Harga Rp. 1.000.000,-

untuk pemesanan silahkan menghubungi
Telp: 085326566996, 0274 9602010.
email: faziri@gmail.com

dicari reseller....diskon sampai 40%....

Reset Indikator Timing Belt Toyota Innova Diesel

Berikut ini cara MeRESET Indikator timing belt pada toyota innova diesel, setelah penggantian Timing Belt.
1. Tekan dan lepas tombol meter untuk merubah tampilan mode ODO (kunci kontak posisi ON).
2. Putar kunci kontak OFF.
3. Tekan dan tahan tombol meter, dan putar kunci kontak ON.
4. Tekan terus tombol meter lebih dari 5 detik.
5. Lepas tombol dan kemudian tekan lagi selama 5 detik.
6. Lepas tombol.
7.Tekan dan lepas untuk memilih interval (tekan 15 kali) sebelum lampu peringatan berikut   menyala.
Interval sebelum lampu peringatan berikutnya nyala dapat dihitung dengan menggunakan berapa kali tombol ditekan pengalian dengan 10000.
Contoh saat ini jarak tempuh kendaraan adalah 150000 km. Jika tombol ditekan 15 kali maka lampu peringatan akan menyala kembali saat jarak tempuh 300000 km [150000 + (15 X 10000)].
standar maksimum penggantian timing belt Innova Diesel adalah 150000 km.

8. Setelah memilih interval, tahan tombol selama 5 detik atau lebih.
9. Tampilan meter kembali ke mode ODO dan lampu peringatan off.

Jika langkah (7) tidak dapat dilakukan selama 30 detik atau lebih setelah langkah (6), interval tidak berubah dan tampilan kembali ke mode ODO secara otomatis.

Semoga berhasil.......

Freescale goes dual core for engine control

PORTLAND, Ore. -- Freescale Semiconductor has rolled out a dual-core microcontroller for engine control units. The new dual-core versions of the Qorivva 32-bit MCU for controlling automobile power trains aims to help car makers meet increasingly stringent fuel economy and emission standards being phased in over the rest of the decade.

According to Freescale, power consumption is the main driver for the move to dual-core MCUs since it is no longer possible to crank up the clock speed of auto microcontrollers to handle next-generation power train control.

Richard Soja, systems engineer for 32-bit automotive MCUs at Freescale, said the Qorivva 32-bit MPC5676R MCU also eliminates multiple packages, reducing chip counts in autos.

General Motors has already signed on to use the dual-core MCU for its high-end vehicles. By 2012, Freescale plans to have more auto makers on-board when it begins delivering samples.

Freescale said it doubled the memory and quadrupled the performance of the Qorivva 32-bit MPC5676R MCU for the auto application. Besides traditional diesel and gasoline engines, the dual-core MCU can also be used with hybrid and all-electric vehicles, easing the transition to those new architectures as they emerge.

Programmable ECU, a brief theory

Programmable ECUs

A special category of ECUs are those which are programmable. These units do not have a fixed behavior, but can be reprogrammed by the user.
Programmable ECUs are required where significant aftermarket modifications have been made to a vehicle's engine. Examples include adding or changing of a turbocharger, adding or changing of an intercooler, changing of the exhaust system, and conversion to run on alternative fuel. As a consequence of these changes, the old ECU may not provide appropriate control for the new configuration. In these situations, a programmable ECU can be wired in. These can be programmed/mapped with a laptop connected using a serial or USB cable, while the engine is running.
The programmable ECU may control the amount of fuel to be injected into each cylinder. This varies depending on the engine's RPM and the position of the accelerator pedal (or the manifold air pressure). The engine tuner can adjust this by bringing up a spreadsheet-like page on the laptop where each cell represents an intersection between a specific RPM value and an accelerator pedal position (or the throttle position, as it is called). In this cell a number corresponding to the amount of fuel to be injected is entered. This spreadsheet is often referred to as a fuel table or fuel map.
By modifying these values while monitoring the exhausts using a wide band lambda probe to see if the engine runs rich or lean, the tuner can find the optimal amount of fuel to inject to the engine at every different combination of RPM and throttle position. This process is often carried out at a dynamometer, giving the tuner a controlled environment to work in. An engine dynamometer gives a more precise calibration for racing applications. Tuners often utilize a chassis dynamometer for street and other high performance applications.
Other parameters that are often mappable are:
  • Ignition: Defines when the spark plug should fire for a cylinder.
  • Rev. limit: Defines the maximum RPM that the engine is allowed to reach. After this fuel and/or ignition is cut. Some vehicles have a "soft" cut-off before the "hard" cut-off.
  • Water temperature correction: Allows for additional fuel to be added when the engine is cold (choke) or dangerously hot.
  • Transient fueling: Tells the ECU to add a specific amount of fuel when throttle is applied. The term is "acceleration enrichment"
  • Low fuel pressure modifier: Tells the ECU to increase the injector fire time to compensate for a loss of fuel pressure.
  • Closed loop lambda: Lets the ECU monitor a permanently installed lambda probe and modify the fueling to achieve stoichiometric (ideal) combustion. On traditional petrol powered vehicles this air:fuel ratio is 14.7:1.
Some of the more advanced race ECUs include functionality such as launch control, limiting the power of the engine in first gear to avoid burnouts. Other examples of advanced functions are:
  • Wastegate control: Sets up the behavior of a turbocharger's wastegate, controlling boost.
  • Staged injection: Sets up the behavior of double injectors per cylinder, used to get a finer fuel injection control and atomization over a wide RPM range.
  • Variable cam timing: Tells the ECU how to control variable intake and exhaust cams.
  • Gear control: Tells the ECU to cut ignition during (sequential gearbox) upshifts or blip the throttle during downshifts.
A race ECU is often equipped with a data logger recording all sensors for later analysis using special software in a PC. This can be useful to track down engine stalls, misfires or other undesired behaviors during a race by downloading the log data and looking for anomalies after the event. The data logger usually has a capacity between 0.5 and 16 megabytes.
In order to communicate with the driver, a race ECU can often be connected to a "data stack", which is a simple dash board presenting the driver with the current RPM, speed and other basic engine data. These race stacks, which are almost always digital, talk to the ECU using one of several proprietary protocols running over RS232 or CANbus, connecting to the DLC connector (Data Link Connector) usually located on the underside of the dash, inline with the steering wheel