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Okay so I'm driving around today and just got my first CEL. I dont know what's causing it. The car rides fine, boost kicks in and all and I dont hear anything weird in the engine. So I figured it must be a sensor or something. I dont have an ODB2 scanner as of yet, there shipping one to me though, so right now I'm just looking down at the CEL wondering what it means. Now there is a lot of water around here from the snow melting and since I have a high flow cat, I'm thinking that the sensor in it may have gotten a little wet, would that be a possible reason for the CEL?

 
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Go to AutoZone, they will check it for free.

 
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Since you're turbo you probably don't have a catalytic converter so I'm guessing thats the code you're throwing. Either way go buy yourself an ODB2 scanner..it's a good investment. You could be throwing multiple codes for that matter even though the car seems to be running fine.

 
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I have a high flow cat - thats the one that the O2 sensor is in and thats the one Im worried about - since its under the car inline with the exhaust and all. I didnt get the CEL until I drove through a giant thing of water - went around a curve and then got a CEL. It's not totally unfeisable that the O2 sensor was slightly submerged, maybe I dunno.

 
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okay so I ran past AutoZone and apparently I have a MAP sensor code it says:

Code P1106:

Manifold Absolute Pressure (MAP) sensor circuit intermittent high voltage/dual alternator low.

So does that mean I need to replace the sensor or should I just try and clear the code and see if it comes back? Maybe change something in emanage? Yea - im searching now, but just in case someone can beat the search button, feel free and post a reply Btw: The Map sensor is the one thats plugged into the downpipe correct? As that I have a cat - the O2 sensor is plugged into that and the IAT sensor is plugged into my vaccum manifold?

 
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okay so I found a thread or two about the MAP sensor - the thing about the car is that, it doesnt do anything weird right now, its not cutting off, its driving normally, it just has that MAP sensor code in it. As that I dont have a scan tool yet (again its in the mail) - can I use the disconnected battery trick to clear the code, just to see if it comes back?

 
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You have the map sensor code bc the gap between 220-310cc in your emanage calibrations is too wide. I thought EX injectors were 240cc nevertheless try to narrow that down a lil bit. I won't tell you what to change it to but seriously READ DEZODS POST.

 
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wow you have it all bass ackwards... lol
the MAP is in the manifold. it tells the comp the amount of air present in the manifold so it can adjust timming and fuel trim. if you setting a MAP doe then you probably have a bad connection where you spliced in the emanage. the IAT is internal ambient temperature and is located in the charge pipe before the throttle body, this also tells the comp what the temperature is so it can adjust timming accordingly. you shouldnt have the IAT plugged into the vaccum manifold... i dont know where you are getting this info but i think you should read "maximum boost" by corky bell. it will help you understand whats going on and what you can do to improve your set up

 
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the code is correcting the problem. the comp is in limp mode that is why the problem isnt as apparent

 
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well, all is well now, I bumped the correction to 240-310, code went away and the cars driving like it did before.

Familycar, I know I dont know what I'm talking about as far as where everything goes, but I thought what you said is what I said. I have a vacuum manifold connected to the IM, since the charge piping replaces the intake you need to reconnect the IAT sensor somewhere which is why i got a vacum manifold as well as to connect up the boost gauge,greedy pressure sensor, etc.... The MAP is in the manifold, just not the actual manifold - its in the manifold downpipe that connects to the exhaust downpipe (yes i treat them seperate) - and I have an O2 sensor running into my CAT that would normally be running into my Exhaust manifold downpipe if I didnt already have a CAT. Am I correct in that?

 
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Back to your other post maybe thats another reason why you only made 132whp, is because you have a real catalytic converter (not a test pipe). Sorry if I missed this before. Companies like to market (test pipes) and call them "high flow cats".

 
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hehe, nope, we need CAT's in MD for emissions. A couple guys around the shops I goto have had these CAT's put in with there turbo setups and passed emissions with np. Others havent been so lucky.

BTW, thanks for all the help ronaldo, I really am newb when it comes to all this stuff, I'm learning as I go - even though I read everything you guys give me - it never really makes sense until I see it and need to use it . That also reminds me - I still dont fully understand the Airflow Adjustment map, do you think you (or anyone for that matter) could explain to me the Airflow adjustment map in a PM or a reply. I know that its adding and subtracting fuel at different RPM and Throttle position - but how do you know how much gas is actually being moved? What percentage does the adjustment correlate to?

 
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no your IAT goes int he charge pipes as close to the T/B as possible. the MAP is Manifold Absolute Pressure. it measures the pressure inside the manifold. if you have that in your downpipe/exhaust it will burn the sensor. that sensor is plastic, not metal like the O2 sensor. with the IAT mounted in the vaccum manifold your reading the temp of the vaccum being drawn through the V/M not what is in the I/M. This could advance your timming if the air is cooler than what is in the manifold and make you detonate under boost.

trust me on reading that book. it will do wonders for you

 
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it honestly sounds like your mixing up names of parts. you do know there are 2-o2 sensors right??

 
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yes I know that, and I "think" I know what everything is supposed to be measuring, just not 100% positive as to where everything is. When I was having it installed and going through it, I knew - and constantly had to repeat it to myself just as if I was learning my times-tables again, but ever since it got installed and I've been reading up on tuning and other things(work related), I think all of it kind of just slipped out\got jumbled up, I keep having to look under the hood to remind myself what sensors are where - I understand the basics of how the turbo is working - just not the ECU stuff obviously ... Ill end up getting that book you suggested at any rate.

 
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Refer to this thread:

https://www.civicforums.com/forums/7...-link-cel.html

 
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I think i know what the problem is, wasnt thinking correctly about it. I was thinking about the PCV, which is just clamped with a filter. The IAT is the one that they cut a hole into the TB hosing for and shoved it into.

 
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We have seen where when the IAT is in the charge pipes the ECU freaks out and throws random codes and sometimes goes into a form of limp mode. So that is why we do not put a bung for it on the charge pipes.

 
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Well, I havent gotten another CEL after changing the injector correction - the car runs good - I just dont know how to tell which way the A/F goes when you increase the correction factor, I'm guessing that if the correction factor is bigger then that means emanage tells the ECU that there is more air (but still less than there really is) in the engine than if you had a smaller correction factor, causing the AFR to get more lean, but that sounds bass ackwards when looking at the Airflow Adjustment Map, since positive values increase gas, and negative remove gas then wouldnt increasing the correction factor toward 0 or disabling it all together be the riches setting? , I just wish I could see what the AFR is - but I dont get my wideband till tommorow. I read through that thread about correcting the P1106 cel, but I'm not 100% sure about how to use the Airflow Adjustment MAP yet - guess I'm just going to have to look around more...

If anyone would like to expalin then please feel free.
I've been trying to apply it to this example:

If you have 100 lbs of air coming in - and lets say it converts to 1.5 volts in and you have correction factor of .700 what is that causing the emanage to do when you increase/decrease values in the Airflow Adjustment Map?

 
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okay, was fiddling around with the map and looking at my data analysis and I finally see where the numbers are coming from (whoohoo for self-teaching).
But I dont think I can answer this last part on my own. The question is, where does the fuel addition come in? Is the ECU always trying to maintain a 14.7:1 ratio? Which if is the case, means that as long as you output a voltage higher than what the MAP sensor is producing, then the actual A/F ratio changes to be more rich, since your tricking the computer into thinking that theres more air in the engine than there really is - am I correct in that?

 
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/bump
cmon - someones gotta know the answer to this

 
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Lost me!

 
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the stock computer is always trying to achieve a 14.7 afr yes. the piggyback you have modifies the signal to trick the computer to believe it has that afr when in actuality your programming the afr you want to achieve. the stock computer can only make so many adjustments. therefore the piggyback is needed to trick the computer and sensor the put out the correct setting. that is why a "hacked" signal is always a battle. that is also why the EMS is the best route to take

 
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if u have a stock MAP sensor use the emanage to clamp the voltage at the stock level. otherwise, get a missing link and dont use the voltage clamp. your IAT needs to be in a non charged pipe. mine is in the pipe with the filter attached before the turbo inlet.

more boost more fuel....so that is where the tuning comes in. add fuel in the areas that need it according to your maps to make the car run better. in a general sense

question......you drilled a hole in ur throttle body