The "EC1 Scam" Thread

[VCheng]

araay hoaay Cheena malai tum chup karo . engineer saheb ko type karnay ka moka tou doo itna khujlee keyon hai haath mai .

Ji sir UltimateEconomyGroup janab you were about to explain something how your device work. please accept my apology for these chena malai & desi ustaads with no knowledge of GPS mapping of ECU & remote satellite monitoring of ECU via your state of the art device EC1 please go ahead

do not pay attention to these social media burger party types. please... go ahead just do it

[capsat]

I know I know you own this chain & lot many but why trying to challenge an ENGINEER designing ECU for fuel economy... hain jee ?keyon ji

[Xulfiqar]

Brother Once I was working on the development project of device's which can alter the total pulse of Injector's My personal opinion was it is not poosible because of peak threashhold and constant amperage and find another way's to alter the total injection pulse width but you had designed the chip which alter's the injection pulse.
In the case of redesigning of Mercedes benz ECU you will get crazy when you will hook up and start's to analyze the MB ECU. And the customer's will eat you alive if you will not provide them the product. and how much of the ECU will you redesign so simple I had Designed that thing and I am altering the Crankshaft position Sensor Pulses to advance or Retard the ignition & injection timings.

You are way over yourself - repositioning the wave output of the crank sensor signal would trigger a TDC error - the crankshaft sensor provides two logics - one is crankshaft speed, one is cylinder position - the cam phaser confirms the TDC position. This muddle up combined with improper load detection (map signal and forged afterburn signal will result in catastrophe) - and if the ECU is even a plain jane unit that controls a simple CVT unit like the Honda - you know what happens after that.

What happened to the Toyota Crown you were about to service - and where are the snapshots of the ECU scan?

[VCheng]

I know I know you own this chain & lot many but why trying to challenge an ENGINEER designing ECU for fuel economy... hain jee ?keyon ji

[Xulfiqar]

then you should throw your vehicle by the TEXAS SSD dealer's for crushing lolzzzzzzzzzzzz that is what those people do after the expiry of service insurance.

Lets stay on topic. the screenshots I showed you were of a car with 158,000 miles on it and 13 years old. Its not under any warranty..

I think you have never ever setup an ECU even simple like a Motec M40, try setting it up with 100 rpm difference on speed density protocol (MAP) and try to fiddle the ins and outs like you are - specially the crank sensor signal... When successful with what you have - tell MOTEC, Siemens, Denshigiken, Keihin, Bosch, MB, Delphi to close their businesses.

[UltimateEconomyGroup]

^^ Just explain How You Set Threshold Offset for Particular Range Of Revvs....!

Don't Go In Details .....Since As Per Diagram There's only O2 And MAP Involved......The rest Of Things Will Be Set Either On BOARD or By Linking It with Computer Or some Device...

these 2 sensor's will be in control of afr rest of them will be connected to the factory ECU unless we need's another signal to enhance

[Xulfiqar]

The manufacture's are not picking up the same injector size due to the design limitation's and the strict architectural prohibition and market demand in view and yes you can just install the 800 cc size injector's in a honda and can trim the fuel by 80% you are just supposing 80% we had result's of 600% trimming with the support of CNG onboard.

you know what trimming is?

there is a reason its in percentage and not volume - 100% = FULL aka mukammal/tamaam in urdu. anything in 2 digit % marks in ECU world is considered "faulty"

600% trimming would be like this.

Im going to cut all of this rope and then just swing the chopper 5 more times in air just to be sure.

Whatever you are using for reading this sort of trim has its PIDs all muddled up.

[UltimateEconomyGroup]

@ UltimateEconomyGroup

GAME IS OVER

follow this
Crankshaft position sensor - Wikipedia, the free encyclopedia

"The functional objective for the crankshaft position sensor is to determine the position and/or rotational speed (RPM) of the crank. Engine Control Units use the information transmitted by the sensor to control parameters such as ignition timing and fuel injection timing. The sensor output can also be related to other sensor data including the cam position to derive the current combustion cycle, this is very important for the starting of a four stroke engine."

all depends on CKP sensor

But ur EC1 device alters CMP signal only

JAHIL read it carefully I had mentioned CKP sensor not your CMP sensor . ANDHAY ANKHEEIN KHOOL KAR PARHOO LAGTA HAI NUST WALOON NAY ENGINEER's KO OVERTIME SHOOROH KARWAA DIYA HAI,

[UltimateEconomyGroup]

araay hoaay Cheena malai tum chup karo . engineer saheb ko type karnay ka moka tou doo itna khujlee keyon hai haath mai .

Ji sir UltimateEconomyGroup janab you were about to explain something how your device work. please accept my apology for these chena malai & desi ustaads with no knowledge of GPS mapping of ECU & remote satellite monitoring of ECU via your state of the art device EC1 please go ahead

do not pay attention to these social media burger party types. please... go ahead just do it

thanks I am explaining

[VCheng]

thanks I am explaining

[UltimateEconomyGroup]

You are way over yourself - repositioning the wave output of the crank sensor signal would trigger a TDC error - the crankshaft sensor provides two logics - one is crankshaft speed, one is cylinder position - the cam phaser confirms the TDC position. This muddle up combined with improper load detection (map signal and forged afterburn signal will result in catastrophe) - and if the ECU is even a plain jane unit that controls a simple CVT unit like the Honda - you know what happens after that.

What happened to the Toyota Crown you were about to service - and where are the snapshots of the ECU scan?

I was going to install the CNG HYBRID UNIT in a chinees van I do had all the record's with me
CROWN is parked at our parking lot will start to work on it after getting my hand's on the new part's which I had ordered.
I know the working principal of a CKP it has two signal's one is NE- and one is NE+ whether NE- show's the speed to the ECU and the NE+ is for positioning. now you get it

[HellsGuardian]

I was going to install the CNG HYBRID UNIT in a chinees van I do had all the record's with me
CROWN is parked at our parking lot will start to work on it after getting my hand's on the new part's which I had ordered.
I know the working principal of a CKP it has two signal's one is NE- and one is NE+ whether NE- show's the speed to the ECU and the NE+ is for positioning. now you get it

quite some techie talk going on... A simple questions from me, i suppose its a fuel saving device right? so e.g if i am getting 14km/litre on my civic 1.6vti then after installing your device how much will the mileage be improved? lets talk in numbers

[Xulfiqar]

I was going to install the CNG HYBRID UNIT in a chinees van I do had all the record's with me
CROWN is parked at our parking lot will start to work on it after getting my hand's on the new part's which I had ordered.
I know the working principal of a CKP it has two signal's one is NE- and one is NE+ whether NE- show's the speed to the ECU and the NE+ is for positioning. now you get it

are you serious or do you consider us to be fools - you assume that the toyota nomeclature for crank sensor is universal? - the NE sensor in a toyota is a variable reluctance sensor - not every manufacturer uses that.

btw - how do you determine that the NE+ is for positioning? For understanding what I mean in plain saadi saadi terms.

Have you ever wondered why in some toyota applications the G- pin is shared between both the NE and G+ sensors? - ITS A reference signal - not a positioning signal. The ECU needs a set signal to reference against.

The positioning is detected by the cam phaser signal - In old toyota with group fire injectors and distributor like 4EFE etc. there was no G signal and the distributor just fired the ignitor on every crank signal phase as the 4 pole reluctor went past it. The injectors were paired so it did not matter what piston was where as long as the crank/cam belt was correct - it could not backfire.

Man - Till now I have seen some really blunt childish mistakes on your side.

1 - you assume the post cat o2 sensor has role in fuel trim
2 - you think that fuel trim can be more than 100%
3 - you think that the crank sensor can be phased out of time with no ill effects
4 - you think a 2 wire crank sensor has one wire for speed and one for phase.
5 - you think that lean mix is good for the cat.

What are you on about?

VCheng please - update the original first post of yours with these 5 findings.

[Xulfiqar]

So how many versions of this EC1 exist?

I have seen you post CNG hybrid (makes some sense as long as you keep the fuelling and burn readings in check)
I have seen some vague description (which involved a toyota crown) - it never existed in my opinion
I have seen some really whacked up screenshots of some chinees van thing.

BUT

I have yet to see you post SOMETHING that shows the ECU working snapshot with this device installed. I have already posted what normal readings should look like.

[VCheng]

are you serious or do you consider us to be fools - you assume that the toyota nomeclature for crank sensor is universal? - the NE sensor in a toyota is a variable reluctance sensor - not every manufacturer uses that.

btw - how do you determine that the NE+ is for positioning? For understanding what I mean in plain saadi saadi terms.

Have you ever wondered why in some toyota applications the G- pin is shared between both the NE and G+ sensors? - ITS A reference signal - not a positioning signal. The ECU needs a set signal to reference against.

The positioning is detected by the cam phaser signal - In old toyota with group fire injectors and distributor like 4EFE etc. there was no G signal and the distributor just fired the ignitor on every crank signal phase as the 4 pole reluctor went past it. The injectors were paired so it did not matter what piston was where as long as the crank/cam belt was correct - it could not backfire.

Man - Till now I have seen some really blunt childish mistakes on your side.

1 - you assume the post cat o2 sensor has role in fuel trim
2 - you think that fuel trim can be more than 100%
3 - you think that the crank sensor can be phased out of time with no ill effects
4 - you think a 2 wire crank sensor has one wire for speed and one for phase.
5 - you think that lean mix is good for the cat.

What are you on about?

VCheng please - update the original first post of yours with these 5 findings.

Done with pleasure. And thank you for your contributions. You have a much higher tolerance for ignorant idiots than I.

[VCheng]

So how many versions of this EC1 exist?

I have seen you post CNG hybrid (makes some sense as long as you keep the fuelling and burn readings in check)
I have seen some vague description (which involved a toyota crown) - it never existed in my opinion
I have seen some really whacked up screenshots of some chinees van thing.

BUT

I have yet to see you post SOMETHING that shows the ECU working snapshot with this device installed. I have already posted what normal readings should look like.

One version of EC1 does it ALL!

[Xulfiqar]

ok you are right In some car's there is no Cam shaft position sensor present. the key functioning of the whole story depend's on CKP sensor . it tell's the ECU the location of the piston from TDC as you know factory has spoted and fitted the CKP sensor at the ideal location where it give's no error's reading of Piston distance from TDC now come toward the working of CKP at different RPM andd throttle level's . as we know the engine we used at this time are of 4 stroke cycle engine's as the CKP sensor is capabe of reading the location of crank angle by the help of tooth wheel fitted on most engine's as the engine rev at higher range the rotation of that wheel is also higher and the signal transmitting is also higher but accurate as it was normal at idle no interference or missing of signal is kept during idling or higher range's. What we are doing is that we are delaying the signal or enhancing the signal and telling the ECU that the piston is at TDC but in reality the piston is at 10 degree below the TDC level but the ecu cannot figure out the actual location of piston it relies on the reading from the sensor so when we modify it it start's to ignite the combustion chamber before the piston reaches the TDC or in the retard case it ignite's the Chamber when piston passes away from the TDC. now you understand the working or I had to explain it more deeply

Those really old and early systems had batch or group fire injectors - like the toyota 4EFE, 5EFE etc. The crank sensor in the distributor has two wires and the 4 pole reluctor is spinning near it. It is the most simplest and blind system known in fuel injection. The injection is not even phased. The ignitor would be fired depending on the speed vs load of the engine - trimming somewhat depending on factors like the inputs from THA and THW sensors (toyota speak)

Let me simplify this for you - the 4AFE and 4AGE use a crank sensor reading 4 poles AND a cam sensor that only has ONE pole - meaning it can only read TDC for cyl 1 - the rest is taken done via the preset map based on the speed/load/temperature of the engine. They are not OBD-II as being discussed here.

[Xulfiqar]

Done with pleasure. And thank you for your contributions. You have a much higher tolerance for ignorant idiots than I.

My peers, elders, teachers, professors would make me explain everything in the most simplest of terms - and always reminding me of the set fundamentals.

What this guy is saying is that his "DERATIVES" can override "FUNDAMENTALS" - ................... sweeet. That is why Im actually asking plain questions.

[VCheng]

My peers, elders, teachers, professors would make me explain everything in the most simplest of terms - and always reminding me of the set fundamentals.

What this guy is saying is that his "DERATIVES" can override "FUNDAMENTALS" - ................... sweeet. That is why Im actually asking plain questions.

Sir, this guy is just a middle pass fraudia mistri. What can you expect from this source but pure BS in the best desi tradition?

In fact, this guy should be given PW's first Agha Waqar Award for Engineering.

[accountist]

It takes more than photoshopping a pulse strip to move it a few pixels to the right!

it is not even photoshop....its MS paint. he simply copied the upper graph and pasted it below a few pixels ahead....

At first I didn't notice it and thought maybe this guy knows what he's doing...But when you mentioned it, I looked at it again....

he has not only advanced the crank signal, he has advanced the entire grid on screen as well.