??????? I would not do anything until you understand what you are doing.
That's one of the purposes of this forum I thought, asking questions and sharing information to improve understanding?
Why don't you stick to the simple issue of removal and avoid getting involved with anything you don't understand? You are going to fry a perfectly good ECU.
Over my last 70+ years I've found that building an understanding of how something works makes it easier to operate it optimally, and to fix it when necessary. I'm working with copies of the cal offline and have no intention or desire to access the ECU source code as my coding days are over. Apart from unplugging the IAC without disconnecting the battery I don't see that I'm likely to damage the ECU. An out of range variable in the cal could possibly cause engine damage, but I wouldn't change anything without understanding its impact.
I recommend you read the forums about the settings and re-setting the TPS. I think back in 2022 or 2023, this was covered. The 0.78 is applied when the ECU is calibrated or user defined
I have read through the many posts more than once. Most of it relates to the Delta 400 and the later version of SXTune, I found very little relating to an unlocked Typhoon using the legacy SXTune. I know how the 0.78 is applied, it's referred to in the SCS-Delta instructions for setting the idle (their setting is 0.8), I just wondered how it's derived.
also I would review the following links so you understand what the settings do.
https://www.sxtune.co.uk/outputs.html
https://www.sxtune.co.uk/inputs.html#TPS-CABLE
Also, here is a link to the main download page that has the ECU pinouts and other documentation
Thanks, but I downloaded and read through all of that some time ago. Much of the documentation relates to the Delta 400 version of SXTune and the help information in that version does not always translate to the legacy version. An example of this is the help for the "Auto-zero TPS Mode" in the Delta 400 version, where you select Enabled/Disabled, which is relevant to what I'm doing. The help info says that if Auto-zero is off then the TPS range is calculated between the min/max voltages entered. If Auto-zero is on, the TPS range is calculated between the learnt zero value and the amount calculated by the scaler value. This is for the Delta 400 and doesn't apply to the Typhoon. If TPS auto-zero is disabled on the Typhoon it uses the scaler value to calculate the maximum voltage (as per the enabled option on the Delta 400). This could be confusing for anyone following the instructions, which state that the maximum voltage should be entered into the relevant field, although that data entry field doesn't exist in the legacy SXTune.
Another example of following the instructions without understanding the changes is the TPS process. The SCS-Delta instructions for configuring the TPS state that firstly the "Idle Control TPS Enable Limit (%)" should be set to zero, which turns off closed loop idle control. It doesn't state that this should be reset to its original value once the procedure is completed. The SC instructions do state that it needs to be reset at the end of the process. People may be more inclined to focus on the SCS-Delta site as they now support the ECUs for the 961, whereas it was SC who originally supplied the Typhoon to Norton and also provided Norton with the instructions for setting the idle, albeit that these assume the use of SXCar which doesn't work with an unlocked Typhoon.
PS - I am interested to know how the scaler value is used to calculate the maximum TPS voltage as I can't figure it out. It's not necessary to know this but it would satify my desire to understand how it works.
I've been through that one and found it useful as a starting point, but it's not specific to the 961. Working from the wiring diagrams gave me a better view of the pinouts although I've yet to confirm what I noted as my copies of the wiring diagrams are blurry, especially the ECU pin numbering. Anyway, that's just another academic exercise and not something for today.
Apologies for the lengthy response but you appear to be making assumptions about my knowledge and capabilities. What I try to achieve in using this forum is sharing information for the benefit of others to save them going through the same learning process, but also testing that the information that I and others share is accurate. My recent posts on the "IAC valve knowledge" thread are an example, where the OP assumed that his IAC had been installed with the plunger in the wrong place, whereas if you understand how an IAC works and how the ECU drives it you would know that the initial position of the plunger doesn't matter. I would hope that my input enlightened him.
The post you responded to was addressed to Gojuu as what he stated is at odds with what I believe to be the case. I've certainly been wrong in the past so I was asking the question to see if we could clarify as I think it's important that the information is accurate if people are relying on the forum for guidance.
