PAUL
             Help on real-time Display

  The real-time display has 4 screens.
  Use the PgUp and PgDn keys to toggle between them.
   
  The first screen is the main screen and it is called the engine monitor screen
  it shows all the main inputs and outputs of the ECU.(Press PgDn whilst in help 
   to find HELP for other real-time screens)

    SCREEN 1 - ENGINE MONITOR SCREEN

INPUTS
 
 ENGINE SPEED
  Engine speed is displayed in RPM and it should correspond to actual engine speed.
  Spurious or non-existent readings denote a faulty sensor or sensor wiring. Check
  sensor for damage, metal debris on its end, corrosion or water in its terminals,
  and correct polarity (see wiring diagram )

 THROTTLE POSITION
  Throttle position is displayed as a percentage of throttle potentiometer movement.
  15% corresponds to a fully shut throttle, 94% to a fully open one. Idle position
  is at approx. 19%. There are two throttle position sensors, one for each bank. 
  Page down to the third real-time screen to display throttle pot. readings only. 
  Throttle pot readings should be equal on both banks to within a few percent, and 
  must not fluctuate more than 3%. The readings  should increase smoothly with 
  increasing throttle travel and remain  approximately equal on both banks. If the
  ECU detects a fault with one of the throttle pot readings it will substitute the
  value from the other throttle  pot, so they will both display EXACTLY THE SAME 
  READING.

 AIR TEMP
  Air temperature is measured by the sensor by the side of the air filter. If the
  ECU detects a fault with this reading it will substitute a value of 10 degrees C.

 WATER TEMP
  Water temperature is measured by the sensor in the metal water pipe underneath the
  trim panel in the front of the engine bay.If the ECU detects a fault with this
  reading it will substitute a value of 95 degrees C. The engine cooling fans are
  controlled by this temperature reading, and are  turned on at 92 deg C, off at 
  88 deg C. Therefore under fault conditions  the cooling fans will be turned on.

 BATTERY VOLTAGE
  Battery voltage is displayed in volts. It should normally read between 12.0 & 13.8V
  There is no default value.

 BAROMETRIC PRESSURE
  Barometric pressure is measured from the left hand air box and is displayed in mBAR.
  It should correspond to the air pressure as measured on a barometer. If the ECU 
  detects a fault with this reading it will substitute a value of 1000 mBAR. The
  pressure sensor is mounted inside the car to protect it from excessive heat. If
  incorrectreadings are displayed, check the pipe between the sensor and airbox for
  blockages or leaks.

 LAMBDA 1 & LAMBDA 2
  Lambda 1&2 show the signals from the lambda sensors on each bank. After starting the
  sensors will take at least 30 seconds to warm up, before they will read correctly .
  Once warmed up, the lambda signals should switch between approx. 0 & 1-1.5 volts.
  0 volts shows that the fuel mixture is lean, 1 volt shows that the mixture is rich.
  The rate of switching will alter with engine speed, and the percentage of time spent 
  rich relative to lean will alter with engine load. If reading is a CONSTANT 0 V, check
  sensor for proper connection, and sensor heater wires for continuity (6 ohms between 
  white red wires)
   NOTE: Lambda sensors are supplied with 12V on the red wires ONLY WHEN THE
         FUELPUMP IS RUNNING, the WHITE wire is earth and BLACK the signal.

 OUTPUTS
  FUEL 1 & FUEL 2  	                 
   Fuel injection time is displayed for each bank. When water temp >80 C at idle it 
  should be between  2.2 & 2.4 ms. Higher readings than this could indicate misfiring
  due to fouled plugs, incorrectly balanced throttle assemblies, or faulty lambda
  sensor readings. Check primary exhaust pipe temperatures to detect poorly running
  cylinders, and check cylinder airflow with syncrometer to detect poor balance. If
  all cylinders are running correctly check  lambda sensors as above, replace if
  faulty. If a cylinder is still not running properly, disconnect the suspect injector
  and connect the injector circuit tester. Start the engine and run for A FEW SECONDS
  ONLY. If the injector circuit is OK, then the tester will flash whilst the engine is 
  running. DO NOT RUN THE ENGINE FOR EXTENDED PERIODS WITH THE INJECTORS 
  DISCONNECTED AS SERIOUS DAMAGE TO THE CATALYTIC CONVERTERS WILL OCCUR.

 ADAPTIVE 1 & ADAPTIVE 2
  These numbers represent the percentage by which the ECU has adjusted the amount of
  fuel being injected in order to achieve the correct mixture. There are adaptive
  values for every  combination of speed and load, which will change independently of
  each other. If the engine is running correctly this percentage should be low. If it
  is high ( >+/-20 percent) then a fault or maladjusted throttle pot should be 
  suspected.

  IF A CAR HAS BEEN RUNNING BADLY WITH FAULTS PRESENT, THE ADAPTIVE MAPS 
  MUST BE RESET TO ZERO. This is done by selecting "ZERO ADAPTIVE MAPS" from 
  the ECU TOOLS menu.

  Disconnecting the ECU does not erase its memory on 941 series ECUs!
 
 IGNITION
  Ignition timing is displayed in degrees before TDC. At idle, with coolant temp above
  80 C , it should be between 17 & 22 degrees. If it is not, check all inputs for
  correct readings, and check idle speed is set at 950 RPM.

 FUEL PUMP
  This denotes if the ECU has turned on the fuel pump. It does this by grounding pin 25
  of the ECU, which completes the circuit for the fuel pump relay, thus turning the 
  relay on. If the pump appears turned on by the ECU but does not work, check that the
  inertia  switch has not tripped (the MIL lamp will turn on for 3 seconds when ignition
  is turned on.)  The inertia switch is located in the boot above the fuel tank.  If the
  fuel pump still doesn't work, check the relay No. 4 has a 12V supply to pins 85 & 30/51
  if it does not check fuse 19.
  NOTE! The fuel pump relay must be a twin make (brown) relay.
 
 RAD FAN
  This denotes if the ECU has turned on the radiator cooling fans. It does this when the 
  water temp input is above 92 C fan 1 ,94 C fan 2, or if a fault is present in the water
  temp input. ECU pins 6 & 41 are grounded, to turn on the cooling fan relay(s).  If the
  fans appear turned on by the ECU but do not work, check the relay 1 & 7 has a 12V 
  supply to pins 85 & 30/51, if it does not, check fuse 1 , 3 and 20.

 FAULTS, CURRENT & LOGGED - screen 2  
  This screen shows any input faults that the ECU has detected. Current faults are shown
  at the top, logged faults below.
  Logged faults are ones that have been detected in the past and may or may not still be
  present. NOTE: FAULTS WILL BE LOGGED IF ANY SENSOR WIRES ARE 
  DISCONNECTED WHILST THE IGNITION IS TURNED ON!

  Current faults will turn the MIL lamp on. Logged faults will not.
  Observing the logged faults can be useful when tracing intermittent faults. 
  Logged faults can be removed by using the ECU Tools menu, or by connecting the fault 
  code diagnostic box to the diagnostic plug adjacent to the ECU connector, turning the
  immobiliser off, and the ignition on. Then press and hold the black button on the 
  diagnostic box for at least three seconds.

 THROTTLE 1 or 2 FLT
  These faults are shown if the throttle pot readings are out of range.Thottle 1 is for
  bank 1(cylinders 1357), throttle 2 is for bank 2(cylinders 2468) If a fault is detected
  on one bank, then that input signal will be ignored, and both cylinders will be run
  using the "good" throttle pot signal from the other bank.The MIL lamp will be turned
  on.
                                                                                                                                                                                                  bank 1 (cylinders 1357 ) , throttle 2 for bank 2 (cylinders 2468 ) If a fault is detected on one bank, then that input signal will be ignored, and both banks will be run using the "good" throttle pot signal from the other bank. The MIL lamp will be turned on. 
  Throttle pot faults
  can be caused by:   Water ingress into throttle pot, its connector or wiring.
                                  (usually due to the use of a power washer)
                                  Corrosion on throttle pot connectors.
                                  (only use TVR gold plated connectors and throttle pots)
                                  Mechanical damage to pot or wiring.
                                  Throttle pot worn or "noisy"
                                                          
  WHEN A THROTTLE POTENTIOMETER IS REPLACED, IT MUST BE SEALED ONTO THE 
  THROTTLE BODY USING A SMALL AMOUNT OF SILICONE SEALANT TO PREVENT WATER 
  INGRESS. IT MUST THEN IMMEDIATELY BE SET CORRECTLY BEFORE THE SEALANT
  SETS.
             
 WATER FLT     
  This fault is shown if the water temperature signal is out of range.If it occurs,
  a water temp of 95 C will be substituted, the cooling fans will be turned on to
  prevent overheating, and the MIL lamp will be turned on.
                        
  Water fault can
   be caused by:       Water ingress into the water temperature sensor's connector
                                 or wiring
                                 Mechanical damage to sensor or wiring
                                 Corrosion on sensor terminals or connector
                                 Faulty sensor   
                          
 AIR FLT
  This fault is shown if the air temperature signal is out of range.If it occurs, an air
  temp of 10 C will be substituted, and the MIL lamp will be turned on.

  Air fault can 
     be caused by:        Water ingress into the air temp sensor's connector or wiring
                                    Mechanical damage to sensor or wiring
                                    Corrosion on sensor terminals or connector
                                    Faulty sensor

 BARO FLT
  This fault is shown if the barometric pressure signal is outside its normal range. 
  If it occurs, an atmospheric air pressure of 1000 mBAR will be substituted, and the
  MIL lamp will be turned on.

  Barometric fault
  can be caused by:    Kinked,broken or blocked barometric sensor pipe 
                                    Excessively clogged air filter
                                    Mechanical damage to sensor or wiring
                                    Corrosion on sensor terminals or connector
                                    Faulty sensor 

 BAT FLT
  This fault is shown if the battery voltage  falls below 11 V,or rises above 17v whilst
  engine speed is above 1500 RPM.

LAMBDA 1 & LAMBDA 2 
  These faults are shown if the lambda sensor signal rises above 1.7V.If it occurs the
  MIL lamp will be turned on.

  Lambda fault
  can be caused by:     Water ingress into the lambda sensor's connector or wiring.
                                    Mechanical damage to sensor or wiring, causing a short
                                    between the supply and signal wires.
                                    Faulty sensor
  
 AFR 1357 & 2468 FLT
  These faults are shown if the adaptive values have reached their limits for bank 1357 
  or bank 2468, i.e. the system has attempted to adjust the mixture by an excessive 
  amount. 
  If either occur the MIL lamp will be turned on.

   AFR fault can
   be caused by:        Excessive fuel pressure ( > 58 psi ) 
                                  Air leaks in exhaust or inlet manifolds 
                                  Liquid fuel in purge system (check that the fuel tank breather
                                  pipe is higher than the filler cap, and carbon can is empty of 
                                  liquid fuel)
                                  Excessive purging due to overheating fuel (check fuel pipe routing 
                                  for heat pickup, insulate or reroute as required)
                                  Incorrectly adjusted or faulty throttle potentiometers (check readings)
                                  Faulty lambda sensors, or lambda sensor wiring

 CRANK WIRING
  This fault is shown if the crankshaft speed sensor is incorrectly wired up. Check polarity
  and reconnect as shown in wiring diagram (black to pin 1 on sensor and to pin 2 on ECU, 
  white to pin 2 on sensor and to pin 12 on ECU ) 
                  
 CRANK SENSOR
  This fault is shown if the crank sensor signal is poor.If it occurs the MIL lamp will NOT
  be turned on. It may however flash as a poor signal is detected, depending on the severity
  of the fault. 

 Crank sensor fault 
 can be caused by:  Debris on end of crank sensor (remove and clean)
                                Water ingress into sensor connector or wiring Corrosion on sensor
                                terminals (clean or replace connector terminals using only gold plated
                                terminals)
                                Damaged trigger wheel on flywheel
                                Damaged crank sensor wiring (replace ONLY WITH SPECIAL CRANK
                                SENSOR WIRE)

   SCREEN 3 - THROTTLE POT SETTING SCREEN

  This screen shows the readings from throttle pot 1(at the top of the screen) and
  throttle pot 2 (below) in large text.
  This enables you to see the throttle pot readings from a large distance when adjusting 
  the throttle pots.
    The throttle pot readings should be set to 15% WHEN THE THROTTLE BUTTERFLIES
  ARE COMPLETELY CLOSED (i.e. with the THROTTLE STOP WOUND FULLY IN and with the 
  LINK ROD REMOVED)

   When idling at 950 rpm at normal operating temperature the readings should be 18%+-2%

  The throttle pot inputs are very sensitive and may be subject to a certain amount of
  electrical noise (+/-2%) THIS IS NORMAL. However if this "noise" is excessive the
  ECU may start to add acceleration fuel. If this occurs (observe dTHROTTLE box in the 
  AFR STATUS SCREEN) check that the HT leads are in good condition,FITTED TO ALL
  THE PLUGS CORRECTLY and NOT TIE-WRAPPED TO THE MAIN ENGINE HARNESS.
   Change the throttle pot if this fault persists.
 
     


 AFR STATUS SCREEN
  This screen shows in more detail the workings of the closed loop fuel system. 
  It should be viewed to establish that system is working correctly.
  In order to work correctly, the catalytic converters must be supplied with exhaust gas
  from chemically correct combustion. This means that the air fuel ratio must be
  maintained at 14.6:1. This is done by using LAMBDA sensors in the exhaust gas to 
  measure whether combustion was rich or lean. When in a "rich" gas, the lambda sensor
  will read appox 1-1.5V (provided it has warmed up) When in a "lean" gas, it will read 
  approx 0V. If it was rich the ECU reduces the amount of fuel to be injected at the 
  particular speed and load that the engine was at, when the exhaust gas being measured,
  was created. If the mixture was lean, the ECU would increase the amount of fuel to be
  injected. This adjustment is remembered as an adaptive value. There many adaptive
  values created for all combinations of speed and load. Thus the ECU "retunes" the
  engine throughout its life to maintain optimum performance.
  Before lambda control can begin the lambda sensors must be allowed to warm up. This is
  shown in the warm up timer box, and should last for approx. 30 seconds.
  The engine temp must also be high enough to maintain combustion at an AFR of 14.6:1. 
  This is shown by the water temp box.
  In order to accelerate cleanly without missing a richer mixture is required. This is
  provided when rate of change of throttle position (dTHROTTLE) is detected. So, close
  loop control is suspended whilst dTHROTTLE is present.
  Very rapid changes in engine speed make reliable closed loop control impossible, so it
  is also suspended under these conditions, as shown in the dSPEED box.  
  When running correctly, the lambda voltages should switch between 0 & 1V (approx.).
  When under light load these voltages will stay predominantly lean (0V), with rich 
  spikes (1V). 
  As the load increases the engine should tend towards equal periods of running rich and 
  lean.
  As the throttle position tends towards fully open, or the engine speed increases above 
  4000rpm closed loop control will be suspended in order to maximise performance. 
  This is shown in the LAMBDA CONTROL box. 



   



     