Using the Wolf V500 you can use a combination of MultiControllers and General Purpose Outputs to control a multitude of different types of transmissions. And you are going to need a lot of these control systems, as some electronically controlled transmission require 10 inputs and outputs (just connected to the transmission) to control shift points and shift hardness, etc.

As older cars running electronic fuel injection continue to age, these types of problems are going to occur more often and diagnosis is going to become more tricky than before.

This is not going to be a big lesson on electronic theory, but I thought a lot of you have been asking about some basic info on resistors, caps and diodes, like “what does a diode do?”
So I thought a quick look at these might help you feel a little more comfortable when dealing with them.

Now that your engine is idling smoothly, you can activate the idle control system. The idle control system can now be adjusted to take up any slack caused by headlights and other loads that the fuel and ignition torque ramp cannot completely control.

So here is what you can do BEFORE taking your car with programmable electronic fuel injection to be dyno tuned.

If you imagine a huge fuel pump. It pumps a huge volume of fuel. That fuel travels along a fuel line, some of it is used by the fuel injectors, and then it comes to the fuel pressure regulator. The only problem is that the fittings and internal galleries on this fuel pressure regulator are much smaller than the fuel line and fuel rail, and so the regulator cannot regulate the fuel pressure down to where it needs to be.

The load added to the engine when the A/C is turned on can be several Horse Power. That extra power needs to be generated by the engine in order for the engine to maintain the same idle speed as when the A/C is not turned on.

This post is not about the specifics of that, but it is about being able to use your ECU to ensure you don’t work the turbo too hard above its efficiency curve.

As time goes by, and cars get older, the number of original harnesses that have problems like this is only going to increase. It’s good to be mindful and keep a lookout for problems like this.

I’m talking more about making a decision when looking at a harness that is already installed, as to whether it is worth trying to repair that harness and make it good or if it is better to wipe the slate clean and start with a fresh new harness.