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Eliminator retard timing

Engine control unit
Find great deals on eBay for timing retard eliminators. Shop with confidence. BilletProof Racing is proud to introduce the GPS PRO for the Suzuki GSXR line. The all new GPS PRO is a Plug-N-Play gear position. Requires sub-throttle plate removal and special mapping; Gets rid of fuel shut off on decel; Eliminates factory timing retard in lower gears; Easy "plug-in" installation.


Eliminator retard timing
Requires sub-throttle plate removal and special mapping; Gets rid of fuel shut off on decel; Eliminates factory timing retard in lower gears; Easy "plug-in" installation. Find great deals on eBay for timing retard eliminators. Shop with confidence. X-TRE for Kawasaki (Timing Retard Eliminator) Your Factory Gear Indicator Will Still Funcition Properly With this TRE! A Lot Of Horse Power For Your Money! In Stock!
Eliminator retard timing
Eliminator retard timing Eliminator retard timing
Eliminator retard timing Eliminator retard timing
The GIpro is a Gear Indicator with built-in Advanced Timing Retard Eliminator. This combo unit is not only the most advanced Gear Indicator on the market, but also. BilletProof Racing is proud to introduce the GPS PRO for the Suzuki GSXR line. The all new GPS PRO is a Plug-N-Play gear position. X-TRE for Kawasaki (Timing Retard Eliminator) Your Factory Gear Indicator Will Still Funcition Properly With this TRE! A Lot Of Horse Power For Your Money! In Stock!

An engine control unit ECU , also commonly called an engine control module ECM , is a type of electronic control unit that controls a series of actuators on an internal combustion engine to ensure optimal engine performance. It does this by reading values from a multitude of sensors within the engine bay, interpreting the data using multidimensional performance maps called lookup tables , and adjusting the engine actuators accordingly.

Before ECUs, air-fuel mixture, ignition timing, and idle speed were mechanically set and dynamically controlled by mechanical and pneumatic means. The fuel injection system has the major role to control the engine's fuel supply.

The whole mechanism of the EEMS is controlled by a stack of sensors and actuators. Most modern engines use some type of fuel injection to deliver fuel to the cylinders. The ECU determines the amount of fuel to inject based on a number of sensor readings. Oxygen sensors tell the ECU whether the engine is running rich too much fuel or too little oxygen or running lean too much oxygen or too little fuel as compared to ideal conditions known as stoichiometric. The throttle position sensors tell the ECU how far the throttle plate is opened when you press the accelerator.

The mass air flow sensor measures the amount of air flowing into the engine through the throttle plate. The engine coolant temperature sensor measures whether the engine is warmed up or cool.

If the engine is still cool, additional fuel will be injected. Air—fuel mixture control of carburetors with computers is designed with a similar principle, but a mixture control solenoid or stepper motor is incorporated in the float bowl of the carburetor. Most engine systems have idle speed control built into the ECU.

The engine RPM is monitored by the crankshaft position sensor which plays a primary role in the engine timing functions for fuel injection, spark events, and valve timing. Idle speed is controlled by a programmable throttle stop or an idle air bypass control stepper motor.

Early carburetor-based systems used a programmable throttle stop using a bidirectional DC motor. Early throttle body injection TBI systems used an idle air control stepper motor. Effective idle speed control must anticipate the engine load at idle. A full authority throttle control system may be used to control idle speed, provide cruise control functions and top speed limitation.

Some engines have Variable Valve Timing. In such an engine, the ECU controls the time in the engine cycle at which the valves open. The valves are usually opened sooner at higher speed than at lower speed. This can increase the flow of air into the cylinder, increasing power and fuel economy. Experimental engines have been made and tested that have no camshaft , but have full electronic control of the intake and exhaust valve opening, valve closing and area of the valve opening.

Such a static-start engine would provide the efficiency and pollution-reduction improvements of a mild hybrid-electric drive , but without the expense and complexity of an oversized starter motor. The first production engine of this type was invented in and introduced in by Italian automaker Fiat in the Alfa Romeo MiTo. Basically, the valves are opened by hydraulic pumps, which are operated by the ECU.

The valves can open several times per intake stroke, based on engine load. The ECU then decides how much fuel should be injected to optimize combustion. At steady load conditions, the valve opens, fuel is injected, and the valve closes. Under a sudden increase in throttle, the valve opens in the same intake stroke and a greater amount of fuel is injected. This allows immediate acceleration.

The optimal opening and timing are always reached and combustion is as precise as possible. This, of course, is impossible with a normal camshaft, which opens the valve for the whole intake period, and always to full lift. The elimination of cams, lifters, rockers, and timing set reduces not only weight and bulk, but also friction. A significant portion of the power that an engine actually produces is used up just driving the valve train, compressing all those valve springs thousands of times a minute.

Once more fully developed, electronic valve operation will yield even more benefits. Cylinder deactivation, for instance, could be made much more fuel efficient if the intake valve could be opened on every downstroke and the exhaust valve opened on every upstroke of the deactivated cylinder or "dead hole".

Another even more significant advancement will be the elimination of the conventional throttle. When a car is run at part throttle, this interruption in the airflow causes excess vacuum, which causes the engine to use up valuable energy acting as a vacuum pump.

BMW attempted to get around this on their V powered M5, which had individual throttle butterflies for each cylinder, placed just before the intake valves. With electronic valve operation, it will be possible to control engine speed by regulating valve lift. At part throttle, when less air and gas are needed, the valve lift would not be as great. Full throttle is achieved when the gas pedal is depressed, sending an electronic signal to the ECU, which in turn regulates the lift of each valve event, and opens it all the way up.

A special category of ECUs are those which are programmable. These units do not have a fixed behavior and can be reprogrammed by the user. Programmable ECUs are required where significant aftermarket modifications have been made to a vehicle's engine.

Examples include adding or changing of a turbocharger , adding or changing of an intercooler , changing of the exhaust system or a conversion to run on alternative fuel. As a consequence of these changes, the old ECU may not provide appropriate control for the new configuration. In these situations, a programmable ECU can be wired in. The programmable ECU may control the amount of fuel to be injected into each cylinder.

This varies depending on the engine's RPM and the position of the accelerator pedal or the manifold air pressure. The engine tuner can adjust this by bringing up a spreadsheet -like page on the laptop where each cell represents an intersection between a specific RPM value and an accelerator pedal position or the throttle position , as it is called. In this cell a number corresponding to the amount of fuel to be injected is entered.

This spreadsheet is often referred to as a fuel table or fuel map. By modifying these values while monitoring the exhausts using a wide band lambda probe to see if the engine runs rich or lean, the tuner can find the optimal amount of fuel to inject to the engine at every different combination of RPM and throttle position.

This process is often carried out at a dynamometer , giving the tuner a controlled environment to work in. An engine dynamometer gives a more precise calibration for racing applications. Tuners often utilize a chassis dynamometer for street and other high performance applications.

Other examples of advanced functions are:. A race ECU is often equipped with a data logger recording all sensors for later analysis using special software in a PC. This can be useful to track down engine stalls, misfires or other undesired behaviors during a race by downloading the log data and looking for anomalies after the event. The data logger usually has a capacity between 0. In order to communicate with the driver, a race ECU can often be connected to a "data stack", which is a simple dash board presenting the driver with the current RPM, speed and other basic engine data.

These race stacks, which are almost always digital, talk to the ECU using one of several proprietary protocols running over RS or CANbus , connecting to the DLC Data Link Connector usually located on the underside of the dash, inline with the steering wheel. However, it had some problems: Hybrid digital or analog designs were popular in the mids. This used analog techniques to measure and process input parameters from the engine, then used a lookup table stored in a digital ROM chip to yield precomputed output values.

Later systems compute these outputs dynamically. The ROM type of system is amenable to tuning if one knows the system well. The disadvantage of such systems is that the precomputed values are only optimal for an idealised, new engine.

As the engine wears, the system is less able to compensate than a CPU based system. Modern ECUs use a microprocessor which can process the inputs from the engine sensors in real-time.

An electronic control unit contains the hardware and software firmware. The hardware consists of electronic components on a printed circuit board PCB , ceramic substrate or a thin laminate substrate. The main component on this circuit board is a micro controller chip CPU. The software is stored in the microcontroller or other chips on the P.

Sophisticated engine management systems receive inputs from other sources, and control other parts of the engine; for instance, some variable valve timing systems are electronically controlled, and turbocharger waste gates can also be managed. They also may communicate with transmission control units or directly interface electronically controlled automatic transmissions , traction control systems , and the like.

The Controller Area Network or CAN bus automotive network is often used to achieve communication between these devices. Modern ECUs sometimes include features such as cruise control , transmission control, anti-skid brake control, and anti-theft control, etc.

General Motors ' GM first ECUs had a small application of hybrid digital ECUs as a pilot program in , but by , all active programs were using microprocessor based systems. Due to the large ramp up of volume of ECUs that were produced to meet the Clean Air Act requirements for , only one ECU model could be built for the model year.

GM moved rapidly to replace carburation with fuel injection as the preferred method of fuel delivery for vehicles it manufactured. This process first saw fruition in with fuel injected Cadillac engines, followed by the Pontiac 2.

The Cadillac Brougham powered by the Oldsmobile 5. In Delco GM's electronics division , had produced more than 28, E. Such systems are used for many internal combustion engines in other applications. This kind of electronic control is less common in piston-engined light fixed-wing aircraft and helicopters than in automobiles.

This is due to the common configuration of a carbureted engine with a magneto ignition system that does not require electrical power generated by an alternator to run, which is considered a safety advantage.

From Wikipedia, the free encyclopedia. Redirected from Timing Retard Eliminator. This section may require cleanup to meet Wikipedia's quality standards. No cleanup reason has been specified. Please help improve this section if you can. January Learn how and when to remove this template message. World Encyclopedia of Aero Engines.

Air filter Blowoff valve Boost controller Butterfly valve Centrifugal-type supercharger Cold air intake Dump valve Electronic throttle control Forced induction Inlet manifold Intake Intercooler Manifold vacuum Naturally aspirated engine Ram-air intake Scroll-type supercharger Short ram air intake Supercharger Throttle Throttle body Turbocharger Twin-turbo Variable-geometry turbocharger Variable-length intake manifold Warm air intake.

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