Power Efficiency Corporation is a clean tech company focused on efficiency technologies for electric motors. Power Efficiency is incorporated in Delaware and is headquartered in Las Vegas, Nevada. The Company has developed a patented and patent-pending technology platform, called E-Save Technology, which has been demonstrated in independent testing to improve the efficiency of electric motors by up to 35% in appropriate applications. Electric motors consume over 25% of the electricity in the U.S. and many operate inefficiently. E-Save Technology can be licensed to motor, controls and equipment manufacturers. Power Efficiency’s products, based on E-Save Technology, include an Industrial Motor Efficiency Controller for three phase applications, such as escalators, crushers, granulators, mixers, saws and MG elevators, and a new Appliance Motor Efficiency Controller for small single phase applications such as residential and light commercial appliances. For more information, go to Power Efficiency.

As a cautionary note to investors, certain matters discussed in this press release may be forward-looking statements within the meaning of the Private Securities Litigation Reform Act of 1995. Such matters involve risks and uncertainties that may cause actual results to differ materially, including the following: changes in economic conditions; general competitive factors; acceptance of the Company’s products in the market; the Company’s success in technology and product development; the Company’s ability to execute its business model and strategic plans; and all the risks and related information described from time to time in the Company’s SEC filings, including the financial statements and related information contained in the Company’s SEC filing. Power Efficiency assumes no obligation to update the information in this release.
http://www.stockwatch.com
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3:37 AM
Categories: News. Author: Bisnis Pulsa GSP

Within a week, alexa rank Otomotif Center changes in a very surprising and confusing, from 18 million increase to 3 million for a few days up and down continuously in the radius (18 million - 3 million) and this day changed to 1.7 million. Actually do not know what happened to alexa, why suddenly change every day, when postig normal visitor only and not many are still few.

I hope to continue to increase alexa, he he .. So fast alexanya high rank, if the pains alexa rank is still great value. I just tried to post and blogroll, add a link to external blogs in my friend. Do not forget, I learned in the blog-tutorial, that simple and clear, complete in various info about the new blog.

Automotive Center is a blog about the center of automotive knowledge, from the engine, electric engine and body, ECU (electronic control unit) and the various reviews and info about automotive news. We hope this blog into a blog about the study with automotive technology, information and interesting discussions with the automobile. Good luck always make automotive center.

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5:08 PM
Categories: News. Author: Bisnis Pulsa GSP

Electric engine-cooling fans are used on all transversely and some longitudinally mounted engines. Small, permanent-magnet, high-torque motors are used for this application. They are able to move large amounts of air independent of engine speed. Conventional electric cooling fan circuits incorporate a relay and engine-coolant temperature switch.

When engine coolant temperature increases above 230*F or 100*C, the cooling fan switch closes to energize the relay coil and switch the cooling fan motor ON. The coil is also energized to switch the cooling fan motor ON any time the air conditioning unit is ON. On some vehicles the temperature-switch circuit is hot at all times, allowing the fan to continue to cool the engine compartment and the radiator coolant even if the ignition switch is OFF. For this reason, you should always disconnect the fan motor when working under the hood near it in case it comes on without warning.

Cooling fan motors are also controlled by on-board computer-based electronic control module. A temperature sensor provides the input information used by the computer to determine the exact coolant temperature. Based on this information and other instructions programmed into it, the computer outputs signal that switches the fan circuit ON and OFF.

One advantage of this type of control circuit is that the computer may be programmed to turn the fan OFF. Automatically when the car is traveling at speeds above approximately 35 mi/h. This puts less load on the alternator. The fan is not normally needed when the car travels at road speeds because of forced air flowing across the radiator.

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11:47 PM
Categories: Cooling System, News. Author: Bisnis Pulsa GSP

The exhaust gas or oxygen (O2) sensor is a device used by the vehicle's engine computer to measure the amount of oxygen present in the exhaust stream after combustion has taken place. This information is used by the computer to maintain the ideal air/fuel ratio.
The heart of oxygen sensor is a hollow cone-shaped piece of ceramic material called zirconium dioxide that is platinum coated on the inside and outside. This platinum coating provides the electrodes, as in a battery. During engine operation, exhaust gases are forced to pass over the outside of the sensor element while the inside is exposed to outside air (also referred to as reference gas). When the amount of oxygen in the exhaust differs from the reference gas, a voltage is produced.

A lean air/fuel ratio mixture has higher oxygen content in the exhaust gas. In this condition, the amount of oxygen ions present on both the inner and outer sensor surface are nearly equal, creating a lower output voltage. When the mixture gets too rich, however, there is a high amount of hydrocarbons in the exhaust as well as a low amount of oxygen. This condition causes an unequal amount of oxygen ions present on the exhaust side of the sensor tip compared to the inside, which causes a proportionately higher sensor voltage to be generated. The voltage output of a normal operating oxygen sensor will fluctuate rapidly back and forth between approximately 100mV (0.1V) and 1000mV (1V) at approximately 1200 to 155 RPM with a warm engine. The sensor switch point is the voltage value at which a radical change in output voltage occurs at around the ideal mixture ratio. Voltages above or below the switch point indicate that the air fuel ratio is rich or lean, respectively. The microcomputer tries to keep the sensor voltage at the ideal switch point by controlling fuel input to the engine.
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5:09 PM
Categories: SENSOR. Author: Bisnis Pulsa GSP

ECU (Electronic Control Unit) contains electronic component that are extremely sensitivy to power surges, static, electricity, and phisical shock. Whenever working on or around microcomputer-based system, the following procedures should be used to avoid damaged to electronic component.

• Power must always be OFF wen removing or installing Ecu wiring harness connector. Make sure the ignitions is turned off and the ECu Fuse Removed.
• To get rid of any static charge buildup, frequently touch a known good ground with your hands or use statistic protection kit during installation of a ECu. This is especially important if you are moving your feet on a carpet or sliding across a seat.
  
• Jumper cable should be connected and disconnected with the ignition OFF to avoid possible power surges. You should avoid both giving and getting jump starts.
• Always remove the battery cable before charging the battery in car.
• Hande the ECu unit with extreme care. Dropping it from about waist height onto a concrete floor can do permanent damage.

• never apply 12V directly to any components of an ECu control System unless intructed specifically to do so. Some components are designed to operate at much lower voltage levels and can be destroyed almost instantly by this higher voltage.
• When measureing microcomputer-controlled components, suplay voltage with multimeter and separate ane test probe lead from other. If the two test probe leads accidentally make contact with each other during measurement, the circuit will be stored, resuting in damage to the control unit's power transistor.
• When connecting disconnecting pin connectors into or from the microprosessor port, take care not to damage pin terminals.
• When installing a replacement engine computer or other electronic module, take the unit out of its protective antistatic bag at the last possible minute.

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6:47 AM
Categories: Electronic Control Unit / ECU, News. Author: Bisnis Pulsa GSP

An ignitions module houses integrated circuits that contai transistor, diodes, resistor and capacitor. A power within the module is used to switch primary current ON and OFF. It works much like a mechanical switch, except that it has no moving part and is turned ON and OFF by timed electrical pulses.

Although many different type of ignition modules are used, they all perform basically the same function: switch primary current On and Off. That image Shows an ignitions module that uses a singgle transistor to control primary current to ignition coil of a distributor-type ignitions system.

the image shows an ignition module that uses

IGNITION COIL DRIVER POWER IC

The modern ignition coil driver power IC, One chip, small and....

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4:19 PM
Categories: Driver Coil, Ignitions. Author: Bisnis Pulsa GSP

The power steering unit is designed to reduce the mount of effort required to turn the steering wheel. Conventional Power steering system operate by means of hydraulic pump driven by abelt from the crankshaft pulley. This pump provides the fluid pressure and flow needed to operate the system. Maximum pressure line and return line connect the pump to the system. the hydraulic pressure provides most of the force needed for steering. The remaining steering effort provides needed driver feel for googd steering control.
The basic purpose of an electronic variable assist power steering system is to provide maximum power assist for light steering effort during low-speed vehicle maneuvering, such as parking, and minimum power assist for firm steering wheel control and directional stability at higher speeds.

Essendtially, the system is made up of microprosessor-based control modul the recives information on vehicle speed sensor. The control modul prosesses this information and signal an electrically controlled actuator valve in regard to annamount of assist required. During parking and low-speed operation, the control module sends a signal to actuator valve steeper motor, positioning the valve spool to allow for maximum power assist. As vehicle speed increases, the control module signals the actuator valve spool to open gradually, diverting an increased amount af fluid, therefore providing lass power assist. At cruising speeds, maksimum power assist is supplied, providing better road feel.
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6:40 PM
Categories: News, Power Steering. Author: Bisnis Pulsa GSP

An most cases, the blower motor moves air inside a vehicle for air conditioning, heating and defrosting. A blower switch(in dashboard) is used in conjunction swith resistor block to control fan speeds. The resistor block consists of two coil-wound wire resistors connected to terminals. These resistors drop the voltage and reduce the current to the motor, causing it to turn more slowly. The blower switchs directs current through one resistor to run the motor at low speed, through one resistor to run the motor at medium speed, and directly to the motor to run the motor at high speed.

Some computer-controlled blower motor system have eliminated the blower motor resistors. Instead of varying current through the motor with resistors, the current is pulsed trhough the motor. The speed of the motor is hanged by veryingthe amount of ON time as compared with OFF time. This has the same effect as using a resistor to change the current through the motor. This type of control is easy for computers to perform and reduces current draw on alternator due the ON-OFF pulse instead of continous current flow

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1:04 AM
Categories: Air Conditioner, Electric. Author: Bisnis Pulsa GSP

If your CEL has illuminated, it is more helpful to know WHY it has lit up instead of just guessing at the problem... How do you find out what the error is? Well you will need a short peice of wire or a paperclip.

On the passenger side of your car, under the dash beneath the glove box, you will find a green cover above the kickpanel that houses a blue connector that has two wires.

That you need to do is turn the ignition off, and using the piece of wire or paperclip, jump the blue connector so that you connect the two wires together. Basically stick one end of the paperclip or peice of wire into one prong on the connector and stick the other end of the paperclip or wire into the other prong.

Once you have done this, turn the key to the IGN position and watch your CEL light. It will illuminate in a series of flashes.

You will notice that there will be LONG flashes and SHORT flashes. All of the ECU trouble codes are two-digits. LONG flashes determine the TENS digit by the number of times it flashes, and SHORT flashes determine the ONES digit by the number of times it flashes.

...is the trouble code: 34

3 LONG flashes followed by 4 short flashes, then a long pause. If that is the only code the ECU is throwing, then the code will simply repeat until you remove the key. If, however there are more than one ECU error code, then you will see a different series of flashes followed by the long pause. Once all the ECU codes have been displayed, they will continuously cycle until you remove the key.


...is the trouble code: 21 and 43

Once you have determined the codes, you can simply remove the paperclip or wire from the connector and replace it back in the green housing.

So now you have the codes, what good are the numbers? What do they mean? Refer to the CEL TROUBLE CODES section. Otomotif to More...

12:47 PM
Categories: Electronic Control Unit / ECU, OBD CODE. Author: Bisnis Pulsa GSP

Table Diacnostic trouble code (DTC)>> DTC.pdf

CODE	VEHICLE	DEFINITION
1	86-98 Civic 97-98 CRV 85-98 Prelude 94+ Integra	Oxygen Sensor "A" (Primary) defective circuit or unplugged / defective sensor
2	86-87 Civic	Oxygen Sensor "B" defective circuit or unplugged / defective sensor
3	86-98 Civic 97-98 CRV 85-98 Prelude 94+ Integra	MAP Sensor (Manifold Absolute Pressure) defective circuit or unplugged / defective sensor
4	88-98 Civic 97-98 CRV 85-98 Prelude 94+ Integra	CKP Sensor (Crankshaft Position Sensor) defective circuit or unplugged / defective sensor
5	86-98 Civic* 97-98 CRV 85-98 Prelude 94+ Integra	MAP Sensor (Manifold Absolute Pressure) mechanical problem / disconnected piping * not 94-95
6	86-98 Civic 97-98 CRV 85-98 Prelude 94+ Integra	ECT Sensor (Engine Coolant Temperature) defective circuit or unplugged / defective sensor
7	86-98 Civic 97-98 CRV 85-98 Prelude 94+ Integra	TP Sensor (Throttle Position) defective circuit or unplugged / defective sensor
8	86-98 Civic 97-98 CRV 85-98 Prelude 94+ Integra	TDC Sensor (Top Dead Center) defective circuit or unplugged / defective sensor
9	86-98 Civic 97-98 CRV 85-98 Prelude 94+ Integra	CYP Sensor (Cylinder) defective circuit or unplugged / defective sensor * invalid code for throttle body injection Hondas ** invalid code for V6 engines
10	86-98 Civic 97-98 CRV 85-98 Prelude 94+ Integra	IAT Sensor (Intake Air Temperature) defective circuit or unplugged / defective sensor
12	86-98 Civic 85-98 Prelude 94+ Integra	EGR Lift Sensor (Exhaust Gas Recirculation) defective circuit or unplugged / defective sensor * invalid code for non-equipped EGR valve vehicles
13	86-98 Civic 97-98 CRV 85-98 Prelude 94+ Integra	BARO Sensor (Atmospheric Pressure) defective circuit or unplugged / defective sensor
14	88-98 Civic 97-98 CRV 88-98 Prelude 94+ Integra	IAC Valve (Idle Air Control) defective circuit or unplugged / defective sensor
15	88-95 Civic 88-95 Prelude 94+ Integra	Ignition Output Signal missing or defective ignition output signal
16	88-95 Civic 88-85 Prelude 94+ Integra	Fuel Injector System defective circuit or unplugged / defective fuel injector
17	88-98 Civic 97-98 CRV 88-98 Prelude 94+ Integra	VSS (Vehicle Speed Sensor) defective circuit or unplugged / defective sensor
19	88-95 Civic 94+ Integra	Automatic Transmission Lock Up Control Solenoid Valve defective circuit or unplugged / defective solenoid valve
20	88-98 Civic 97-98 CRV 92-98 Prelude 94+ Integra	Electrical Load Detector defective circuit or unplugged / defective sensor
21	92-95 Civic 93-95 Prelude 94+ Integra	VTEC Solenoid Valve defective circuit or unplugged / defective solenoid valve * invalid code for non-VTEC engine ** invalid for V6 engine
22	92-98 Civic 93-98 Prelude 94+ Integra	VTEC Oil Pressure Switch defective circuit or unplugged / defective oil pressure switch * invalid code for non-VTEC engine
23	96-98 Civic 92-98 Prelude 94+ Integra	KS (Knock Sensor) defective circuit or unplugged / defective sensor * invalid code for V6 engine
30	92-98 Prelude 94+ Integra	Automatic Transmission Signal: "A" / SEAF / SEFA / TMA or TMB defective circuit or unplugged / defective sensor * invalid code for 1996
31	92-95 Prelude	Automatic Transmission Signal "B" defective circuit or unplugged / defective sensor
41	92-98 Civic 97-98 CRV 90-98 Prelude 94+ Integra	Primary Oxygen Sensor - Heater circuit malfunction
43	92-95 Civic 90-95 Prelude 94+ Integra	Fuel Supply System defective or malfunctioning fuel supply system
45	96-98 Civic 97-98 CRV 96-98 Prelude 94+ Integra	System Too Lean or Too Rich malfunction in the fuel monitoring systems
48	92-98 Civic 94+ Integra	LAF Sensor (Lean Air Fuel) defective circuit or unplugged / defective sensor
54	96-98 Civic 97-98 CRV 94+ Integra	CKF Sensor (Crankshaft Speed Fluctuation) defective circuit or unplugged / defective sensor
61	96-98 Civic 97-98 CRV 96-98 Prelude 94+ Integra	Oxygen Sensor, Heated - Sensor 1 (Primary) high voltage, low voltage, or slow response
63	96-98 Civic 97-98 CRV 96-98 Prelude 94+ Integra	Oxygen Sensor, Heated - Sensor 2 (Secondary) high voltage, low voltage, or slow response
65	96-98 Civic 97-98 CRV96-98 Prelude 94+ Integra	Oxygen Sensor Heater (Secondary) malfunctioning or defective oxygen sensor heater
67	96-98 Civic 97-98 CRV 96-98 Prelude 94+ Integra	Catalyst system Efficiency Below Threshold malfunctioning or defective catalyst system
70	96-98 Civic 97-98 CRV 96-98 Prelude 94+ Integra	Automatic Transmission malfunction with the automatic transmission controls
71	96-98 Civic 97-98 CRV 96-98 Prelude 94+ Integra	Cylinder 1 Misfire or a Random Misfire a condition is present that is creating a cylinder misfire
72	96-98 Civic 97-98 CRV 96-98 Prelude 94+ Integra	Cylinder 2 Misfire or a Random Misfire a condition is present that is creating a cylinder misfire
73	96-98 Civic 97-98 CRV 96-98 Prelude 94+ Integra	Cylinder 3 Misfire or a Random Misfire a condition is present that is creating a cylinder misfire
74	96-98 Civic 97-98 CRV 96-98 Prelude 94+ Integra	Cylinder 4 Misfire or a Random Misfire a condition is present that is creating a cylinder misfire
80	96-98 Civic 96-98 Prelude 94+ Integra	Exhaust Gas Recirculation insufficient flow detected
86	96-98 Civic 97-98 CRV 96-98 Prelude 94+ Integra	ECT Sensor (Engine Coolant Temperature) circuit range / performance problem
90	96-98 Civic 97-98 Prelude 94+ Integra	Evaporative Emission Control System leak detected in the fuel tank area
91	96-98 Civic 97-98 Prelude 94+ Integra	Fuel Tank Pressure Sensor low input
92	96-98 Civic 97-98 CRV 96-98 Prelude 94+ Integra	Evaporative Emission Control System insufficient purge flow

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12:45 PM
Categories: Electronic Control Unit / ECU, OBD CODE. Author: Bisnis Pulsa GSP

OBD1->OBD0 - Function
A01 ->A01 - #1 injector
A02 ->A07 - #4 injector
A03 ->A03 - #2 injector
A04 ->N/C - VTEC solenoid Valve
A05 ->A05 - #3 injector
A06 ->N/C - O2 Sensor Heater Control
A07 ->A12&A14 - Fuel Pump Relay (FLR1)
A08 ->N/C - Fuel Pump Relay (FLR2)
A09 ->A11 - EACV
A10 ->N/C - EGR solenoid valve
A11 ->N/C -
A12 ->N/C -
A13 ->B06 - Check Engine Light (MIL)
A14 ->N/C -
A15 ->B01 - A/C Clutch Relay
A16 ->N/C -
A17 ->N/C -
A18 ->N/C -
A19 ->N/C -
A20 ->B02 - Purge Control Solenoid Valve
A21 ->B15&B17 - Igniter Power Source (IGP1)
A22 ->N/C - Igniter Power Source (IGP2)
A23 ->A02 - Power Ground (PG1)
A24 ->A04 - Power Ground (PG2)



A25 ->A13 - Main Relay IGP1 (IG Power)
A26 ->A18 - Logic Ground (LG1)
A27 ->N/C -
B01 ->A15 - Power Source (IGP2)
B02 ->A16 - Logic Ground (LG2)
B03 ->N/C -
B04 ->N/C - Service Check Connector
B05 ->B08 - A/C Switch (ACS)
B06 ->N/C -
B07 ->N/C -
B08 ->N/C - P/S Pressure Switch
B09 ->B13 - Starter Switch Signal (STS)
B10 ->B16 - Speed Sensor
B11 ->C01 - CYL Sensor
B12 ->C02 - CYL Sensor
B13 ->C03 - TDC Sensor
B14 ->C04 - TDC Sensor
B15 ->B10 - Crank Angle Sensor
B16 ->B12 - Crank Sensor
D01 ->A17 - Back Up Fuse
D02 ->N/C - Brake Switch
D03 ->N/C - Knock Sensor
D04 ->N/C- Service Check & Ignition Timing Connector (SCS)
D05 ->N/C -
D06 ->N/C - VTEC Pressure Switch
D07 ->N/C - Data Link Connector
D08 ->N/C -
D09 ->B14 - Alternator
D10 ->B19 -
D11 ->C07 - Throttle Position Sensor (TPS)
D12 ->N/C -
D13 ->C06 - TW Sensor
D14 ->C16 - O2 Sensor
D15 ->C05 - Intake Air Temperature Sensor
D16 ->N/C -
D17 ->C11 - MAP Sensor
D18 ->N/C -
D19 ->C15 - Sensor Voltage (VCC1)
D20 ->C13 - Sensor Voltage (VCC2)
D21 ->C14 - Sensor Ground (SG1)
D22 ->C12 - Sensor Ground (SG2)
you have to short pin D04 to GND in order to check your CEL codes. btw, this harness has produced no codes in my car, other than the one i was getting before i even installed it.

Information Source: www.hondaswap.com

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12:26 PM
Categories: Electronic Control Unit / ECU, OBD CODE. Author: Bisnis Pulsa GSP

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12:15 PM
Categories: Electronic Control Unit / ECU. Author: Bisnis Pulsa GSP

Mass Air Flow Sensor (MAF)
The mass airflow sensor is placed in the stream of intake air. It measures the intake flow rate by measuring a part of the entire intake flow. It consists of a hot wire that is supplied with electric current from the ECM. The temperature of the hot wire is controlled by the ECM a certain amount. The heat generated by the hot wire is reduced as the intake air flows around it. The more air, the greater the heat loss. Therefore, the ECM must supply more electric current to maintain the temperature of the hot wire as airflow increases. The ECM detects the airflow by means of this current change.
Intake Air Temperature sensor (IAT)
The intake air temperature sensor is mounted to the air duct housing. The sensor detects intake air temperature and transmits a signal to the ECM.
The temperature-sensing unit uses a thermistor that is sensitive to the change in temperature. Electrical resistance of the thermistor decreases in response to the temperature rise.

Camshaft (or Crankshaft) Position Sensor (CPS)
The camshaft position sensor monitors engine speed and piston position. These input signals to the ECM are used to control fuel injection, ignition timing and other functions. The camshaft position sensor has a rotor plate and a wave-forming circuit. The rotor plate has 360 slits for a 1°(POS) signal and 6 slits for a 120°(REF) signal. The wave-forming circuit consists of Light Emitting Diodes (LED) and photo diodes. The rotor plate is positioned between the LED and the photo diode. The LED transmits light to the photo diode. As the rotor plate turns, the slits cut the light to generate rough-shaped pulses. These pulses are converted into on-off signals by the wave-forming circuit and sent to the ECM.

Coolant Temperature Sensor (CTS)
The engine coolant temperature sensor is used to detect the engine coolant temperature. The sensor modifies a voltage signal from the ECM. The modified signal returns to the ECM as the engine coolant temperature input. The sensor uses a thermistor that is sensitive to the change in temperature. The electrical resistance of the thermistor decreases as temperature increases.

Knock Sensor
The knock sensor is attached to the cylinder block. It senses engine knocking using a piezoelectric element. A knocking vibration from the cylinder block is sensed as vibrational pressure. This pressure is converted into a voltage signal and sent to the ECM.

Heated Oxygen Sensor (HO2S)
The HO2S is placed into the exhaust manifold. It detects the amount of oxygen in the exhaust gas compared to the outside air. The sensor has a closed-end tube made of ceramic zirconia. The zirconia generates voltage from approximately 1V in richer conditions to 0V in leaner conditions. The sensor signal is sent to the ECM. The ECM adjusts the injection pulse duration to achieve the ideal air-fuel ratio. The ideal air-fuel ratio occurs near the radical change from 1V to 0V.

Throttle Position Sensor (TPS)
The throttle position sensor responds to the accelerator pedal movement. This sensor is a kind of potentiometer that transforms the throttle position into output voltage, and emits the voltage signal to the ECM.

In addition, the sensor detects the opening and closing speed of the throttle valve and feeds the voltage signal to the ECM.

The ECM receiving the signal from the throttle position sensor determines idle position of the throttle valve. This sensor controls engine operation such as fuel cut. On the other hand, the "Wide open and closed throttle position switch", which is built into the throttle position sensor unit, is not used for engine control.

Vehicle Speed Sensor (VSS)
The vehicle speed sensor is installed in the transaxle. It contains a pulse generator that provides a vehicle speed signal to the speedometer. The speedometer then sends a signal to the ECM.

Power Steering Pressure Switch (PSPS)
The power steering oil pressure switch is attached to the power steering high-pressure tube and detects a power steering load. When a power steering load is detected, it signals the ECM. The ECM adjusts the idle speed for the increased load.

Manifold Absolute Pressure (MAP)
The Manifold Absolute Pressure sensor measures changes in the intake manifold pressure resulting from engine load and speed changes. The computer sends a 5-volt reference signal to the MAP sensor.

As pressure changes in the intake manifold occur, the electrical resistance of the MAP sensor also changes. By monitoring the sensor output voltage, the computer can determine the manifold absolute pressure.

The higher the MAP voltage output the lower the engine vacuum, which requires more fuel. The lower the MAP voltage output the higher the engine vacuum, which requires less fuel. Under certain conditions, the MAP sensor is also used to measure barometric pressure. This allows the computer to automatically adjust for different altitudes. The computer uses the MAP sensor to control fuel delivery and ignition timing.

Cranking Signal
The control module uses this signal to tell when the vehicle is in the STARTING mode. This information is used to allow enrichment and cancel diagnostics while engine is cranking.

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4:22 AM
Categories: SENSOR. Author: Bisnis Pulsa GSP