1/11/12 Adjustable MAP sensor

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Adjable MAP eno
The MAP sensor ( Manifold Absolute Pressure ) has a 5 volt input and then reduces this
voltage according to throttle opening, altitude etc and sends the signal to the ECU. So b
suppling a higher or lower voltage, the return signal is varied b the same amount. This
can be used to fine tune the air fuel ratio at throttle openings over 80% and before the
engine is up to temperature. This can be an aid in getting better fuel econom under those
conditions but I have also used it to stop engine pinging after fitting a stroker engine for
a customer. Man stock engines also do this when running lower octane fuels. So what I
did was follow Dino's write up and take 12 volts and run in through a potentiometer and a
voltage regulator so I could adjust the input voltage to anthing I wanted. If ou suppl a
higher voltage, the effect is that the injectors sta open longer so it is richer and vice a
versa. You can however onl tune from 80% throttle opening to wide open throttle when
the ECU is in open loop mode. This is because below that the ECU will keep it as close as
it can to lambda 1 or stoichiometric which is 14.7 parts O2 to 1 part fuel. At WOT
throttle though it ignores the o2 sensor and relies on the map sensor to set the length of
time the injector is open. The other time is when ou are running cold before the
thermostat has full opened where the O2 sensor is not read either before it goes into
closed loop mode. This is a big reason not to run a lower temp thermostat as the ECU will
be waiting for it to reach operating temp but it never gets there if a lower one is used
effectivel keeping the ECU in open loop mode where is does not read the o2 sensor.
Part list needed below which can be bought from Radio Shack, or here in Australia, Dick
Smith or Jacar:
Multi-turn (15) Cermet Potentiometer 1000 ohm
LM317T Adjustable Voltage Regulator
220 ohm metal film resistor
Mini Terminal Strip
Heat sink for Regulator
SPDT toggle switch

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You start ith the regulator b bending the to pins outards and then don so it can be
inserted into the terminal strip. I had to etend them b just soldering on some ire cut
from the resistor. It is then placed into the terminal block No. 2, 3 & 4. Onl No.4 should
be screed don at this point and the other to hen the resistor is added.

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The pofenfiomefer is odded using onIy fhe Iosf fwo pins info Mo. I & Z. The resisfor is
odded fo Mo. Z & 3.

Time fo odd if fo fhe box you wish fo keep if in. I jusf used o smoII one soId of fhe
eIecfronic sfore. I used o rivef from fhe ofher side fo hoId fhe heof sink fo fhe reguIofor
ond keeps fhe hoId fhing in pIoce foo. You wiII see oIso in fhe nexf shof fhe foggIe swifch
hos oIso been puf in pIoce. The grey wire of Mo.I goes fo eorfh on fhe firewoII. The purpIe
wire in Mo.3 runs fhe modified voIfoge fo fhe swifch. Mo.4 hos fhe IZv inpuf.
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You can see here how the purple wire from above has been terminated at the switch. The
second purple wire to the centre of the switch is the return voltage be in modified or
stock voltage depending on the switches position. The dirt white wire on the last switch
position is the original 5v that supplied the MAP sensor.

Here above ou can see how the stock purple wire with a white stripe has been cut that
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wenf fo fhe MAP sensor. This is fhe originoI bv suppIy. The end coming from fhe horness
gefs fhe whife wire soIdered fo if ond goes fo one side of fhe swifch. The ofher end going
fo fhe MAP sensor hos fhe purpIe wire from fhe middIe of fhe swifch soIdered fo if wifh
eifher fhe modified or sfock voIfoge suppIing fhe MAP sensor depending on fhe swifches
posifion.

I found o good IZv source righf nexf fo fhe ECU ond wosher fiIIer of o pIug fhof wos nof
being used. This is fhe diognosfic porf ond is ignifion onIy which is whof you wonf ond
oIreody fused. The box I mounfed nexf fo fhe bonnef hinge fo keep if owoy from heof ond
wofer.
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Yo can ee aboe ho i fi neal hee. No fo he ning pa. I had i eaie han
mo de o he fac ha a good mae of mine Pee fom FMA ca and ck epai len
me hi ide band eha ga anale o I cold e he olage I needed o n a fll
hole. The pice ho ha he ECU ha i e a idle. I e mine a aond 12.7 a
WOT hich i conideed afe and no aing fel o haing i oo lean o bn ale
ec. If o don' hae a mee o cold ge e cloe j adjing nil pinging i j
head and hen ichening i back p a bi moe o ice a ea if ing o ge id of
pinging in he fi place. Belo ill gie o an idea of diffeen eing.
A/F
RATIO
DESCRIPTION
6-9 EXTREMELY RICH: Black moke and lo poe.
10-11
VERY RICH: Some pechaged engine n in hi ange a fll poe a a
mean of conolling deonaion.
12-13 RICH: Be poe A/F: Un-pechaged WOT.
14-15
CHEMICALLY IDEAL: A 14.6 he A/F i a he heoeical ideal aio ih no
ece fel o ogen afe combion. Good A/F fo pa hole cie and
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ligh o modeae acceleaion.
16-17
LEAN: Be econom A/F aio. Bodeline fo pa hole diabili (oe
han bodeline if EGR i ed).
18-19 VERY LEAN: Ual lean limi (Dieabili).
If o do no hae one o can ead he olage fom he O2 eno o gie o a ogh
idea of he be eing. I ill need o o hae a nice long hill ha o can hold i a
WOT o ge ome he olage needed. I ill flcae a lo o be pepaed fo i and i
i be o hae ome one ead i fo o. Remembe o m hae he engine p o fll
empeae o ha he ECU i in cloed loop mode and eading he O2 eno and ha i
a he igh empeae oo.

Thee cha aboe ill gie o ome idea of ha o hoo fo. All o hae o do i
connec a ie long enogh fom he O2 plg o o digial mlimee inide hee o
paenge can ead i hile eing. J make e ha ha ie nee oche gond a
i ill damage he eno. The negaie lead of he mlimee goe o gond o o can
ead he olage change. Yo ill find 4 ie on he O2 eno. To ae fo he heae +
& - and he ohe o ae gond fo he eno and op o he ECU. The gond ill
be ea o meae and he o poiie ill hae one a 12 fo he heae and he ohe
ill be a .450 ol hen he engine i cold and in open loop mode ill nning. The cha
belo ho a pical hee ie eno hich e he eha a he ohe gond.
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Affer reosoning operofionoI femperofure, fhe reoding wiII begin fo sforf chonging from
neor 0v fo Iv. If fhis hoppens oII is os if shouId. If shouId vory quickIy ond if nof chonge
your sensor. If you do nof gef o chonge by fhe fime your fhermosfof hos opened, fhen
fhere is o probIem ond couId be you ore running foo coId o one so if is sfoying in open Ioop
mode. The ronge is os foIIows: 3mV being fhe Ieonesf, IV being fhe richesf. Porf fhroffIe
does nof moffer so much os fhe ECU oIwoys keeps if somewhere in fhis ronge depending
severoI on voriobIes ond inpufs from ofher sysfems sensors. Af Wide open fhroffIe fhe
MOST desirobIe voIfoge shouId be somewhere befween .8b0mV on .900mV Moke
odjusfmenfs occordingIy fo reoch fhe desired seffings. Pemember, fhe Iower fhe voIfoge
fhe Ieoner, fhe higher fhe voIfoge fhe richer.
To give you some ideos of whof fo run here is mine ond some ofhers fhof hove fhis sefup
ond whof modificofions fhof wiII infIuence fhe voIfoge:
VoIfoge Modificofions Owner
4.Zb
Ford Z4 Ib injecfors, oZmm T/8 ond spocer, Heoders wifh
Z.b" sysfem, Porfed heod, 9.Zb:I compression, JET sfoge Z
PCM, FIPI
Dr.
Dyno
4.ob
Z000 infoke & injecfors, T/8 spocer, AdjusfobIe fueI
pressure reguIofor of 47 psi, Heoders wifh Z.b" sysfem ond
8ored o0mm T/8
0ojeep
b.Ib
Ford Z4 Ib injecfors, 4.oL sfroker, obmm T/8 ond spocer,
Heoders wifh Z.b" sysfem, Porfed heod, 9.Zb:I compression,
Crone Zo0/Z7Z, JET sfoge Z PCM, FIPI
Dr.
Dyno
o.00
Ford Z4 Ib injecfors, 4.oL Tifon sfroker, o0mm T/8,
Heoders wifh Z.Zb" sysfem, 9.Zb:I compression, .4Z0 Iiff
CIevife com, Sfock oir box ond fiIfer, I99b XJ wifh sfock
39 psi fueI pressure. Engine onIy Z00 miIes oId ond sfiII
0ojeep
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breaking in. Soled pinging problem.

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