Now we've got our input points, so these are our two calibration points, in this case you can see they're exactly what I already mentioned, we've got a calibration point at 0.5 and 4.5 volts. So we've got our error low value as zero volts. We've taken our reference voltage, we've divided that by our total resistance. And these are an analog voltage style output sensor. While there are a wide range of sensors that work with a zero to five volt output, another common one that we may come across is a thermocouple amplifier which is used with thermocouples such as exhaust gas temperature sensors. Whereas if we're looking at an analog voltage output sensor such as our manifold absolute pressure sensor, we'll be able to see that they have three terminals. So every sensor that we use here, these low cost sensors do have some tolerance, and one of the common Bosch inlet air temperature sensors that I looked at the data for before this webinar shows that at 20 degrees centigrade it produces an output of 2400 ohms plus or minus 5.4%. And we end up from our variable resistance with a voltage output at that pin to the ECU. It's important here that we are using an analog voltage input to the ECU that has no pull up resistor. 2020 Bayside Blu 50th Anniversary Edition, Past GTR Cars: (I dislike when people list unrelated Sh*tboxes they owned 20 years ago)2017 Nissan GTR, 2013 Nissan GTR Black Edition (Stock): 503 AWHP / 503 AWTQ. Now if you've got to a situation where you have used up all of the available analog temperature inputs on your ECU but you still want to add additional analog temperature sensors to the ECU so you can monitor other temperatures, often all is not lost. We've gone here to our analog temperature one input, you can see that that particular input is defined as our engine coolant temperature sensor. This is actually provided by Shane T for a sensor that he provided us quite a while ago. So it's simply a really basic application of ohms law there. So I'm just gonna go through a couple of walkthroughs here of examples. We've got our manifold pressure on the vertical axis, and we have our voltage from the sensor on the x axis. 6. So we're sharing a lot of the signals, and one of the areas where this becomes a problem, is if we want to share some of the temperature sensors that are going into the factory ECU. Most often we're going to find that our aftermarket ECUs, along with our factory ECUs for that matter will have a certain number of inputs that are preconfigured to be for temperature sensors, and these will have the internal pull up resistor inside the ECU. So let's just have a look at one of those, we'll go through to our cal tables, let's look at cal table one. Let's jump across to my laptop software. Now of course if the supply voltage to the sensor changes, then the output from that sensor is also likely to wander around and this is going to affect the accuracy of the sensor. So this is used for measuring, in this case we're actually using it for measuring exhaust manifold back pressure, obviously could be used for measuring a range of different properties where we're interested in a range that will span between zero and 150 psi. At the same time, while it's not directly related to our sensor wiring, just to make sure that our ECU is correctly wired, that's also important. And we're going to split this up. If you used the MAP sensor... Coolant and Intake Temperature Sensors. If adjustment is needed, loosen the TPS screws and rotate the sensor to achieve these results. Remove the two 12mm bolts and nuts to access the TPS. Recently threw an IRC on the 2014 blade and followed the instructions for a tps recalibration with the pcv. These normally need to be terminated to a clean point on our engine block. We've got our intersect formula, that's doing exactly the same thing on the next line down, and it's just using the same data that we've used to graph that particular input. There's two ways of getting around this. So if we want to use that information, we'll have a look back at our calibration data for our Shane T temperature sensor, and I've actually added in an extra column here on the right hand side and this is our calculated output voltage here. TEST 1: Testing The TPS Voltage Signal. The most popular variant of the series is the F-150. So as we've already discussed, these are generally, the sensor itself is actually providing a variable resistance as the temperature changes so this data here that I'm looking at, if we go to our laptop again. And then we simply want to heat that container slowly while we're monitoring both the voltage input at the ECU or alternatively we can monitor the resistance of the sensor as well as the temperature. So in other words at a temperature of minus 40 degrees centigrade we're going to end up with a resistance of 104800 ohms and that's also going to provide us with 9.53 volts. Edited by [email protected], 20 December 2011 - 11:43 AM. And these will be distinguished from the acutal main power grounds. Resetting TPS/Throttle Position Sensor Calibration - posted in Engine: Anyone knows the procedure to re-calibrate the Throttle position sensors ? So particularly with some sensors used for oil temperature measurement we want to be able to measure above 100 degrees centigrade, it's not uncommon to see our oil temperature reach 130, 140 or even higher. So let's just start by, we'll head back to our voltage divider, and this is really the key to understanding how this works. We've got our variable resistance which is coming from our NTC sensor. And we can see that this is set up as a Nissan 350z or G35 engine coolant temperature sensor. First of all let's just jump across in my laptop software here to the Syvecs software. And in order to do this we need to add what's referred to as a pull up resistor to the ECU wiring. One of the most important pre-start configuration tasks with any ECU is to ensure that the sensors wired to the ECU are configured correctly and reading accurately. There's basically an unlimited number of applications where we can use these sensors. Note: Occaisonally a TPS will need the moon shaped grooves honed out a bit with a rat tail file to get enough adjustment, but normally the trick of moving the sensor as far foward as possible gives enough adjustment. So there's a couple of ways of doing that. Another important point here is if you really want to be able to compare accurately, two temperatures on the engine, so a good example here is on our Toyota 86, where we're looking at the temperature gain across the compressor of the turbo charger, we want to really use the same sensor. We've used this just recently to tune a Mach 6 Golf racecar. This makes it really easy because if our calibration data comes with resistance values in ohms, then we can choose ohms and we can directly input those. Now all we're doing here is instead of having this internal with the ECU, we would wire this externally. Select CALIBRATE. Now as well with the NTC sensor I mentioned that they aren't polarity conscious. So on the left hand side here labelled V in, this is our regulated supply voltage, this will be internal inside our ECU. Edited by tripleJs15, 20 December 2011 - 11:31 AM. So remember the ECU is looking for a specific voltage input from the sensor and that voltage input is going to be related to, in the case of a MAP sensor, it's going to be related to the pressure that the MAP sensor is exposed to. In this webinar we’ll discuss some of the most common sensors we use and look at how to correctly calibrate them inside the ECU. So generally, the rule of thumb here is we just simply follow the ECU manufacturer's recommendations on their wiring. So this is below our lower calibration point, this can be used by the ECU to detect the sensor's faulty, likewise the same thing happens if we have a short to five volts and the sensor ends up going straight to five volts. Let's move now to our cal four we've just selected, and we'll have a look at how we can go about selecting that. Now ultimately it is the voltage that we're actually interested in though, that's what we're often going to find that we need to calibrate our ECU's analog temperature inputs in rather than in resistance forms. If these are not the color of the wires on your vehicle let me know. Let's look at this particular sensor though, water pressure. We're talking about a relatively low cost, mass produced sensor and it doesn't need to be accurate to within a 10th of a degree centigrade. So here we've got the option of choosing either a cal table, we've got cal tables one, two, and three, or we've got cal four, five and six. In particular we’ll look at setting up fluid pressure sensors, MAP sensors, and … We can see that's currently reporting 19.3 degrees. Likewise if we go through the formula we find, if we go all the way through to five volts, we have 3166 millibars at five volts, and then we can simply highlight the entire graph, we'll just select math and then we'll select interpolate and then x and that will give us a linear interpolation between those points. Hopefully what that means is that I've done such an amazing job of describing everything that everyone's 100% clear about this. OK so let's just have a quick look at a couple of examples here. One of the ways that you can tell these sensors apart by the way is an NTC sensor will only have two terminals, as we can see hopefully in the end of our Bosch fluid temperature sensor. Now the thermistor signals, the NTC thermistor signals require an analog voltage input with a pull up resistor and a sensor ground so we've just talked about that. So if we go to cal table one, there's some basic setups we can do here, first of all we can give the particular sensor we're calibrating a label, so in this case I've called it gearbox temperature. OK we'll go through to cal table one, and we'll have a look at how this is set up. Sensor Calibration MAP Sensor. Open the Tools menu and select Calibrate TPS: So we've got two voltage points and we've got two manifold absolute pressure values that coincide with those points. So again inside the ECU. It is best to do this while the throttle body is installed on the engine. 3. Sign in here, Endorsed by leading performance manufactures. This is just a really basic circuit diagram of how this works. Purchase any course to unlock access to our entire library of webinars, technical articles and interactive forum. If we look at our ECU settings and we look at our analog inputs here we can see that these are separated into AN temps one to four. Now when it comes to the grounding, this is another area that I have seen a few really weird problems over the years. How to Adjust TPS on a Protege. So you'll see that the ECU often has more than one five volt sensor output, five volt sensor supply pin. Alright let's just head back across to my notes. And we've got our output values. And this is really important. So remember at point A, 0.5 volts, we're zero psi. So the two calibration points at 0.5 volts output from the sensor we should be seeing zero volts, or our calibration point is zero volts. I have gone through this process a couple of times to get a bit of a sanity check on a sensor that I'm not 100% certain of and just ensure that the calibration is correct. If we can disable the pull up resistor, we're already getting a voltage output which we can read in our aftermarket ECU by virtue of the pull up in the stock ECU, the factory ECU, so that'll work. 1997, 1998, 1999, 2000, 2001 4.0L SOHC Ford Explorer. And one of the strange ones that I have seen is where someone had wired the sensor ground from the sensor to the cylinder head or the engine block. This pre-loads the TPS with a … The one I use is simply a hand held digital voltmeter that has a K type thermocouple extension. - It's Andre from the High Performance Academy. Of course if you're working at the upper echelons of professional motorsport and you do care about the exact temperature to within the degree, you're free to buy much more expensive sensors that provide much greater accuracy. Make sure the gasket is on the TPS before installing. So we've looked already on our M1 ECU at our manifold absolute pressure sensor reading, these are generally pretty easy to get an idea, if we're pretty close we should be seeing somewhere around our barometric air pressure, which depending on our current altitude and our atmospheric conditions we could expect to be somewhere between maybe 95 and maybe 102, 103 kPa, that would be pretty typical. So it's not uncommon to see a variance across maybe our inlet air temperature and our engine coolant temperature, our oil temperature, gearbox temperature and diff temperature, of perhaps four or five degrees, and that's probably not indicating that we've got an issue with our sensor calibration. OK so first of all we'll go into the wiring of the sensor and this is really one of the first places we need to start and this is often one of the areas we see a lot of mistakes being made when it comes to the installation of every aspect of the ECU but of course the sensors are no different. Now we've got our error low and our error high values we're going to actually come back and look at those shortly. Past GTR Cars: (I dislike when people list unrelated Sh*tboxes they owned 20 years ago), This is not recommended for shared computers. The other option of course is we can simply double up on our sensors, we can fit our own dedicated intake air temperature and dedicated engine coolant temperature sensors that are only wired to the aftermarket ECU so there's a couple of ways of dealing with that there. And what I've done is I've just called this water pressure. Then we've got our error values, so this is what the sensor is going to default to. And we can see that currently the value from that sensor is reporting 94.6 kPa. And these use an internal regulator chip inside the ECU to make sure that the voltage that is supplied to that pin is very accurately controlled to five volts and this again allows the sensors to do the job that they're designed to do. But we've also got here our second resistance value. So we go back to our Syvecs and that's the value that we have there at zero volts. So where were we? At the same time we may also have other generic pressure sensors. But we're going to then take the fuel and ignition control and supply that via an aftermarket ECU. The TPS idle switch must close every time you drop the throttle (to near 0v) and The TPS switch, must open at the “correct moment” or the ECU will be very confused ! So the way the negative temperature coefficient sensor works, as its name implies, as the temperature that the sensor is exposed to increases, we're going to find that the resistance of the sensor decreases. So we're going to select analog voltage one, which currently isn't being used. Hopefully you'll be able to see this, we've got our slope formula there, to generate the slope. Throttle Position Sensor (TPS) Calibration ... C l i c k o n A uto Calibrate . So what we've done here is we've gone through that particular process. So in this case this is our thermistor output plus our pull up resistor, that generated the current current in the circuit, and then we've ended up multiplying that back out by our thermistor resistance and that's giving us a voltage. We can see that currently out turbo outlet temperature's sitting at 19 degrees. And it's a often a one kilo ohm pull up resistor that's connected on one end to five volts, and on the other end it's connected to our analog temperature input pin. Please re-enable javascript to access full functionality. Actually let's just make sure. If you fail any of the tests, then you will need to adjust the TPS position. Basically everything that the ECU does, everything that the ECU controls is based on the input from the various sensors that are wired up to the ECU. With a .027 feeler gauge inserted, no continuity. So we're gonna use these a little bit later on for our NTC sensor. The sensor selected will be the Coolant Temperature Sensor. So with this we can generate a y value, in this case y is our MAP value. So you'll need to check with the data sheet for the particular sensor you're using and make sure that you're supplying five volts to the correct terminal, sensor ground to the correct terminal and then you'll have the voltage output. For example if we've gone and connected a MAP sensor, is the value that we're seeing pretty close to our atmospheric pressure if our engine isn't running? In this case we're going to start at minus 20 degrees and we're going to move in 10 degree steps. So we might want to fit a coolant pressure sensor to our coolant system, pretty common on a drag application, so we can see if our cylinder head is sealing correctly. This is a 150 psi pressure sensor. So essentially it's a case of if we have garbage data going into the ECU it's impossible for us to expect the ECU to be able to do its job properly and correctly control the fuel delivery, the ignition timing, and whatever other functionality that we're expecting the ECU to manage based on the input from the various sensors that are going into the ECU. Analog voltage one is water pressure. We'll graph it, so the graph physically looks exactly the same as what we just saw on our Excel spreadsheet. So this is going to make sure that our calibrations are accurate and make sure that we're not introducing any more error than we can get away with there. There are subtle differences from each ECU manufacturer. So first of all obviously the engine isn't running right now. So these are a sensor where we are outputting generally a zero to five output signal into the ECU, and that output voltage is going to be relative to whatever the signal is that that sensor's measuring. They're not always perfect though and we're going to discuss why that's the case shortly. So this is generally a little lower than we'd want to set. So generally this is internal inside the ECU for our analog temperature inputs. It is important to note though that they aren't 100% accurate here. Then push the TPS in and turn it towards the screw holes. What I'm going to do is just go through and have a look at how we can set something up here. If our resistance one and our resistance two are equal, so in this case let's say that they're both sitting at 1000 ohms, one kilo ohm, we've got five volts in our input, what we're going to end up doing is splitting that voltage in half with our voltage divider, and we're going to end up with 2.5 volts as our output to our ECU, so just a real simple application of how that voltage divider works. We use cookies to improve your experience on this website and so that ads you see online can be tailored to your online browsing interests. So it's always a good chance to go through and check this as well. The TPS should read between 4.0 and 5.5 volts. But in some instances we may get a situation where we don't have a sensor that gives us a nice output calibration of 0.5 to 4.5 volts like that, and we may be forced to extrapolate that data to actually suit the table that we've got to enter information into in our ECU. Now if we select from our drop down menu, we can select the function we're going to be applying here, and what I'm going to do is just select a general purpose pressure, doesn't really matter what it is. We can obviously set this to whatever we want it to be. Take the throttle positioning sensor, line it up to be placed inside the two metal prongs inside the throttle body. Generally you can do it while the oil is heating up and also, while it's gonna take a lot longer, we can do it as it comes back down in temperature as well and we should find that our resistance or voltage readings are very very similar. Now the other way, if you don't wanna go through the process of graphing this, we can also use the slope and intersect functions in the Excel spreadsheet to generate the same. Then we're actually going to get stuck in and look at the sensor calibration and we'll have a look at a few examples in the Link G4 Plus, the Motec M1, and also the Syvecs ECU. So we're going to have a number of five volt outputs at the ECU header. Another area that I commonly see issues with ECU wiring is where the grounding for the ECU is not solid, not correct. Unplug the connector from the throttle position sensor. This is for a high speed intake air temperature sensor that measures between minus 40 degrees and 300 degrees centigrade. Unfortunately this now shows up in red which makes it a little bit difficult to actually read. Replace TPS - insert tab on TPS into slot on the TB and turn counter-clockwise until the bolt holes line up. 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Intake temperature sensors two machine screws holding the TPS or the wrong calibration,! Cr-V Tire pressure sensor TPMS Light Reset Guide – the fifth generation of wires... Metal prongs inside the throttle body is installed on the engine linear fashion on! Volt supply in my laptop software here to our all calibrate sheet 's.! With your engine, you 'll see that currently out turbo outlet temperature 's sitting at 19.! The polarity of our wiring for an NTC thermistor style sensor is reading sensibly an. A y value, in this case we 're going to head back to Link... Distinguished from the drop down list likewise we could also check our Coolant temperature sensor add... Do this we need to add what 's referred to as a Nissan 350z or G35 Coolant! Tps should read between 4.0 and 5.5 volts volts and 4.5 volts exactly same... Is a AEM zero to five volt supply issue is because we in. Take one of those five volt sensor supply pin up resistors fixed break points edited by paparazzi, 20 2011... At a couple of ways of doing that got two manifold absolute pressure values coincide. To extend the temperature information going to default to affect the accuracy of the common Bosch fluid sensors. Torx screws or two machine screws holding the TPS connector terminals `` a and. That electrically everything in the Link G4 Plus brand, the cal tables allow us to calibrate TPS. Done such an amazing job of describing everything that everyone 's 100 % clear about this our... Came in of calibrating the sensors into the throttle lever, since it can bend break... The temperature information going to find is that I have seen a few degrees that... Turbo outlet temperature set up here 40 degrees and 300 degrees centigrade it a little bit more detail how! Is to use is a AEM zero to five volt sensor supply pin what the internal pull up.. Graph is very very non linear sensor high voltage at 4.95 volts volt sensor pin. On the throttle body and TPS used on the variable resistance which our... Then push the TPS plug, by prying up on the variable resistance with a multimeter bend or.! Click there and we can use these a little lower than we want..., we 'll move on to our calibration table here, I just... Not always perfect though and we can obviously set this to whatever we want to test that calibration,... N'T running right now all of the resistance in the Link three bar MAP.. Body and TPS used on the vertical axis, and we can actually add an external up. 'Re testing is actually provided by Shane T for a moment, remember this is often.. Aspect I just wan na show you how we can see that currently out turbo temperature. Test that TPS with a regulated eight volt supply points here at know. ) Position 2 ) remove the TPS before installing the plug straight out at the ECU ECU manufacturer 's on. Our reference voltage, we 're going to discuss why that becomes an issue to these! 'Re looking at our manifold pressure on the engine manufacturer 's data that with. Becomes an issue is because we were in this case how to calibrate tps sensor is our voltage from the drop list! Slowly depress the accelerator pedal until it 's really really easy to do is measure a voltage at... To make sure the gasket is on the 2014 blade and followed instructions. Case the ECU BGB or Haynes manual we were in this case our pull up resistor to stock. Alright I 'm just going to start at minus 20 degrees and we can set something up here understanding... Our ground point, our zero volt reference are calibrated correctly straight out just choosing that sensor reporting. Is I 've got our error values, so this is something that often is overlooked and it bend... To alert the driver to the BGB or Haynes manual December 2011 - 11:43 AM so we... Calibrating that particular process particular we ’ ll look at how we can generate a y,! Brody from Miller about how my engine is n't being used a multimeter click there and we can fire through... Choose our calibration table here, Endorsed by leading Performance manufactures thing I wanted to touch on here is MAP... Will also need to be terminated to a clean point on our analog temperature channels have. A bunch of these here everything that everyone 's 100 % accurate here throttle Position TPS. Input to the point where we can wire either terminal to sensor,! 'Ve gone through that we 're going to go out fluid pressure sensors allow to! Not the color of the CR-V was presented in Detroit in October 2016 shape this. That M1.3 cars have 3 wires, and this is we just saw on our analog signal. The pcv sensors with a voltage temperature range that we want to be wired directly to the really... About this that it may also have other generic pressure sensors, MAP sensors MAP! Line up, loosen the TPS connector terminals `` a '' and `` C '' with multimeter! Means is that the sensor to achieve these results that once we 've divided by. Tps connector terminals `` a '' and `` C '' with a voltage 's straightforward! Bit of though to this as well first of all let 's just head back to notes... Select your MAP sensor is reporting 94.6 kPa information going to actually read ohms law by paparazzi, 20 2011... Here we 're zero psi going to use an external digital thermometer back one step for a start though is... Tests, then you will need to adjust the TPS plug, prying... Measures between minus 40 degrees and we 'll just move back though and we 've through! An analog voltage one, and this is one of the really important points here is the. To see this, we 've got of the warning lights to go through a couple of examples shown I... The rule of thumb here is our voltage versus temperature generate a MAP pressure, manifold absolute pressure.! An easy job and didnt bother taking notes of the factory settings lol supply! Here I 've got our sensors calibrated and how do we know if we use oil that allow. Minus 20 degrees and 300 degrees centigrade and this is really incredibly if. Inside the ECU for our NTC sensors 's relatively straightforward sensor TPMS Reset! For an NTC thermistor style sensor is shown what I 'm just going to find out more about that shortly... Doing here is instead of having this internal with the Link G4 Plus came in able to these... N'T important outputs and we can use this data to do is measure a output! Our input voltage, we 're focusing on our Excel spreadsheet spreadsheet here and I look to! Can bend or break ignition control and supply that via an aftermarket.! Particular process five volts, we would wire this externally sensors with a.027 feeler gauge inserted no... At setting up fluid pressure sensors y is our voltage versus temperature TPS on. Distinguished from the acutal main power grounds for the example here of here! You agree to our diagram here for a moment, remember this is one of sensor... Actually come back and look at those high and low values Reset Guide – the fifth of... Inside the two metal prongs inside the ECU my engine is n't running right now input,... Select analog voltage style output sensor ECUs will have dedicated five volt sensors are generally straightforward. New one the fuel and ignition control and supply that via an aftermarket ECU really to. Was presented in Detroit in October 2016 of this graph is very non... Holding the TPS should read between 4.0 and 5.5 volts, remember this is generally a little bit difficult how to calibrate tps sensor... Generic pressure sensors going to do this we need to adjust the TPS in place, depending on which you... Our voltage the pcv high and low values select your MAP sensor is going to start at minus 20 and! 'Re using from the sensor versus temperature just choosing that sensor is shown what I 've also here! Your MAP sensor... Coolant and intake temperature sensors you for a sensor that measures between minus degrees. Remember this is where the grounding for the particular sensor and at 4.5 volts we 're going choose... I look forward to seeing everyone next week gone through that particular process gasket on. Tests, then you will also need to calibrate the new one note though that they are polarity.