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The algorithm and circuit in the ECU is meant for one or the other. You can't use a VR sensor in place of a hall sensor (or vice versa). Last edited by BMWParkingOnly 11-20-2008 at 05:01 PM. Stick with a hall sensor if you have the option, they are more resitant to noise issues. Use shielded cable to reduce the noise influence. It isn't rocket science, but it is critical to have the right CPS signal to the engine. Make sure your reference voltage signal and ground are clean, you can't splice it off of the fuel injector or ignition wires. Worst case is you have to build a simple 'L' bracket to place the sensor properly and input the degree offset.
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Use the CPS as recommended by the aftermarket ECU supplier, that way the input will match. Use the flywheel pin method Neil stated above as a sanity check.Īdding converters will only cause more noise and fristration issues. Then measure the distance in degrees from TDC (with a dial indicator in the spark plug hole) to the rising/falling edges of the -2 gap.
#Haltech e11v2 ecu diagnostic err software
The VR signal varies in amplitude with RPM (hence the variable part of the VR acronym) and requires different logic to detect the 'pulses' and their location.ĭon't tweak the software by feel, you're going to need to know the ECU input type and software used to determine which edge it is looking for. The hall sensor is a digital signal of constant amplitude and you can read the rising or falling edge as it is much cleaner. In the end, I will probably end up using a reluctor converter box attached to the OBDI CPS, converting it into a hall signal that is much cleaner for the ECU.You can't use a VR sensor in place of a hall sensor (or vice versa). I am having a noise issue with the reluctor CPS, which prompted me to attempt using the stock hall CPS.
#Haltech e11v2 ecu diagnostic err trial
There is no way I would know the "offset" either, making it a whole lot of trial and error to get the engine to run properly with the hall CPS. I figured the -2 gap might not be aligned, which would also explain some of the issues I am having with the stock hall CPS signal and my aftermarket ECU. In the end, I will probably end up using a reluctor converter box attached to the OBDI CPS, converting it into a hall signal that is much cleaner for the ECU. You may have interference or noise on the wiring causing issues or an alignment problem with the sensor.I figured the -2 gap might not be aligned, which would also explain some of the issues I am having with the stock hall CPS signal and my aftermarket ECU. Your stand-alone system should be able to get a very clear signal from that target wheel.
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It is a reference postition and the EMS software can account for the different postion from TDC very easily. In fact, I know many engine configurations where it is not that way on purpose. You may have interference or noise on the wiring causing issues or an alignment problem with the sensor.ĭon't count on the -2 gap being aligned with TDC, there is no requirement for it to be that way. Note the S50 used the front target wheel for the CPS, the ability to detect and diagnose Misfire (per OBDII) required moving the sensor to the back of the looooong 6-cyl crank to get accurate misfire readings where the vibrations/accelerations of the crankshaft have less influence from crank twist and harmonics because it is attached to the flywheel.ĭon't count on the -2 gap being aligned with TDC, there is no requirement for it to be that way. The front mounted trigger wheel is huge in diameter. Thanks! Although I am a bit surprised since I figured the diameter of the crank wheel is smaller than the vibration reducer wheel, meaning that fewer teeth would most likely be used.It doesn't mean fewer teeth are used, only that the sensitivity needs to be increased.