The throttle position sensor (TPS) reads back to the computer the position of the throttle plates in the throttle body. The TPS is used as an input for several different control loops including deceleration fuel cutting, acceleration enrichment, etc. As noted in the Genboard V.3 ECU pin out the following pin(s) are used for the TPS.

Self check steps?

The intake air temperature is used in conjunction with manifold air pressure to determine the exact air density for the proper amount of fuel. Like the CLT sensor, the Genboard V.3 ECU was designed to be operated with a General Motors (GM) IAT sensor. Any sensor, or thermocouple, can be used; however it will require a recalibration of the ECU’s internal tables. More can be seen about this in the section called EASYTHERM in Chapter 4. The following pin(s) are used to read the resistance of the IAT sensor through chassis ground.

Add graph from data sheet to Appendix C of temperature versus resistance. Also include steps for self-checking the sensor using a multimeter and the graph.

The coolant temperature (CLT) is also used in conjunction with fuel delivery. Different fuel amounts are needed for different engine temperatures to ensure maximum streetability. Like the IAT sensor, the Genboard V.3 ECU was designed to be operated with a General Motors (GM) CLT sensor. Any sensor, or thermocouple, can be used; however it will require a recalibration of the ECU’s internal tables. More can be seen about this in the section called EASYTHERM in Chapter 4. The following pin(s) are used to read the resistance of the CLT sensor through chassis ground.

Add graph from data sheet to Appendix C of temperature versus resistance. Also include steps for self-checking the sensor using a multimeter and the graph. Added graph for GM CLT on page 34. Couldn’t find a graph online (and I don’t have a GM Haynes), so I created one that works, but its not all that nice. Replace if you can find a better looking one.

The manifold air pressure (MAP) is used in conjunction with IAT to determine the exact air density for the proper amount of fuel. The MAP is also used with RPM to look up volumetric efficiency numbers in a customizable table. An assembled Genboard V.3 ECU comes with an onboard 2.5bar Motorola MPX4250A pressure sensor that requires a vacuum hose be run to it. This MAP sensor can be substituted with another however it will require a recalibration of the ECU’s internal tables. More can be seen about this in the section called EASYTHERM in Chapter 4. Substitution also requires a modification to the PCB.

Graph from data sheet added to Appendix C of pressure versus V-Out. Also include steps for self-checking the MAP sensor using a multimeter and the graph. Data sheet is here: http://www.vems-group.org/files/sensors/MPX4250A_rev4.pdf

The wideband oxygen sensor (WBO2) is used as feedback to the Genboard V.3 ECU’s fuel calculations. When a target air fuel ratio (A/F) is set, the ECU can use the WBO2 sensor to compensate for too much or too little fuel. The WBO2 sensor is similar to the standard, commonly used narrowband oxygen sensor. Since the Genboard V.3 ECU was designed to be used with the Bosch LSU4 Wideband Oxygen sensor, it can provide very accurate, high rate A/F data. Genboard V.3 ECU excels above the rest as it provides for two WBO2 sensors. These can be bought through the VEMS Web Shop. Please read Appendix A’s Genboard Wideband License.

The WBO2 sensor is not a common sensor. It contains a heater and pump that must be driven with a controlled 12 volts to maintain proper A/F readings. The following pin(s) allow the WBO2 sensors to connect to the Genboard V.3 ECU:

Wideband O2 Connector

A handy item to purchase from the VEMS Web Shop is the WBO2 sensor connector. This will allow for direct mating of the WBO2 sensor to the harness. An additional 12-volt fused supply is required to run the Wideband O2 sensors. The following pin(s) located on the common WBO2 sensor and are listed below. See right for actual connector.

A graph of A/F versus V-out is located in Appendix C.

The exhaust gas temperature probe/sensor is to aid the user in tuning his vehicle and/or allowing safe operation at prolonged or extreme conditions. The EGT probe is a K-Type thermocouple. Like the WBO2 sensor, the Genboard V.3 ECU provides for two EGT probe inputs. The following pin(s) are used to read the EGT sensor:

Add graph from data sheet to Appendix C of temperature versus resistance. Also include steps for self-checking the sensor using a multimeter and the graph.

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