95/98 ron switch
Discussion
As you can see from my last few post am trying to fully understand the MBE ECU starting with trying to make a circuit diagram of the thing.
Luckily theres a lot of information on this forum to fill in the obvious gaps in the paperwork.
On that subject I can't find any paperwork suggesting where the red rose 95/98 switch goes onto the ECU.
Can anyone with an RR tell me which pin/pins the switch goes in on??
Luckily theres a lot of information on this forum to fill in the obvious gaps in the paperwork.
On that subject I can't find any paperwork suggesting where the red rose 95/98 switch goes onto the ECU.
Can anyone with an RR tell me which pin/pins the switch goes in on??
Slowly. Am currently trying to make a detailed as possible circuit diagram of the MBE Unit.
About 10% through commenting the code but found that the lack of a decent diagram was stopping me.
What I'd really like to get hold of is an original standard MBE eprom before they started graunching it for the TVR.
The standard MBE unit is rather talented with traction/launch control/on the fly mapping etc and I want to see how they do it. All the circuits of the standard unit are in the TVR version bar some easy to replace pull up resistors. It would be nice if some of these facillities could come TVR way.
About 10% through commenting the code but found that the lack of a decent diagram was stopping me.
What I'd really like to get hold of is an original standard MBE eprom before they started graunching it for the TVR.
The standard MBE unit is rather talented with traction/launch control/on the fly mapping etc and I want to see how they do it. All the circuits of the standard unit are in the TVR version bar some easy to replace pull up resistors. It would be nice if some of these facillities could come TVR way.
Well done for chipping away at this, I always read these posts with interest.
I'm planing to arrange a direct feed for the 12v supply to the ECU (relay switched by the original feed) to try and make sure its got as much voltage as it needs.
Do you know which pin supplies 12v to the ECU?
Also, am I correct in my assumption that the 12v supplied to the ECU is then used to power the sensors, injectors and coils? My theory is that less than 12v at the ECU means less than 12v at the injectors and coils.
Thanks
I'm planing to arrange a direct feed for the 12v supply to the ECU (relay switched by the original feed) to try and make sure its got as much voltage as it needs.
Do you know which pin supplies 12v to the ECU?
Also, am I correct in my assumption that the 12v supplied to the ECU is then used to power the sensors, injectors and coils? My theory is that less than 12v at the ECU means less than 12v at the injectors and coils.
Thanks
I used pin 52 for the 12V supply and pin 51 for the ground.
My ECU only takes 200mV when running, obviously not with the two injector banks connected. The ECU does try to compensate for a changing voltage applied so unless you have a poor connection to the ECU I'm not sure if you will benefit. It probably is a benefit to make sure you have a good battery and no resisteance in the supply to the ECU.
Check the leads before you connect that the pins named above are right for your car, I don't guarantee all MBEs are identical, although they should be. I have all this on a bench and a current limited power supply such that if I do something wrong high current isn't allowed to flow anywhere.
My ECU only takes 200mV when running, obviously not with the two injector banks connected. The ECU does try to compensate for a changing voltage applied so unless you have a poor connection to the ECU I'm not sure if you will benefit. It probably is a benefit to make sure you have a good battery and no resisteance in the supply to the ECU.
Check the leads before you connect that the pins named above are right for your car, I don't guarantee all MBEs are identical, although they should be. I have all this on a bench and a current limited power supply such that if I do something wrong high current isn't allowed to flow anywhere.
julian64 said:
I used pin 52 for the 12V supply and pin 51 for the ground.
My ECU only takes 200mV when running, obviously not with the two injector banks connected. The ECU does try to compensate for a changing voltage applied so unless you have a poor connection to the ECU I'm not sure if you will benefit. It probably is a benefit to make sure you have a good battery and no resisteance in the supply to the ECU.
Check the leads before you connect that the pins named above are right for your car, I don't guarantee all MBEs are identical, although they should be. I have all this on a bench and a current limited power supply such that if I do something wrong high current isn't allowed to flow anywhere.
Thanks for the information, and I will verify that mine is the same. I guess my theory is based on the fact that I got big improvement in the performance of my headlights and engine cooling fans when I re-wired them directly to the battery and used the TVR wiring just to switch relays. I do appreciate that the ECU and associated components will not place anything like the electrical load on the TVR wiring though.My ECU only takes 200mV when running, obviously not with the two injector banks connected. The ECU does try to compensate for a changing voltage applied so unless you have a poor connection to the ECU I'm not sure if you will benefit. It probably is a benefit to make sure you have a good battery and no resisteance in the supply to the ECU.
Check the leads before you connect that the pins named above are right for your car, I don't guarantee all MBEs are identical, although they should be. I have all this on a bench and a current limited power supply such that if I do something wrong high current isn't allowed to flow anywhere.
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