Here's a prelim draft of my diagram, inspired by Jime's and Studman's SAFC-II diagrams (it isn't really any different for a VAFC-II):



Hopefully, it'll come in handy.

All comments welcome...

 

thanks..i will be doing this when i get home.

 

looks great, post up your initial setting and this should be a sticky

 

Looks good! Thanks for posting it up.

 

It should be a sticky

 

I just installed it this weekend. You definetely want to cut the MAF wire other wise you will get a CEL and the car won't drive when you put pressure on the throttle.

It happened to me and I was dumb founded for about 16 hours until Steve88 gave me some good guidance.

 

What exactly does the VAFC-II do?

 

What is your reasoning for splicing twice, such as for power?

I would just strip once and splice both in at the same spot.

 

Initial settings here:

http://forums.maxima.org/showthread.php?t=461576

 

.

 

Just doing as Apexi recommended....

 

I wanted to know what it can do specifically for my Maxima.

 

If you searched or just read around a little before posting questions, you could have found that out. It is for adjusting the Air/Fuel ratio.

Here's a thread still on the first page of this forum:

http://forums.maxima.org/showthread.php?t=463910

 

For discussion's sake, does anyone have an opinion as to whether we should be using ECM ground wires for grounding?

Studman's diagram says not to do it. Am I missed something here?

 

Adding Jime's diagram to the thread as well:

 

Links:

Studman: http://maxima.theowensfamily.com/ecu.asp

Jime: http://jime.homeip.net/S-AFCII4thGen.html

 

I'm not sure why studman says damage will occur, however typically its best when grounding something to make the ground wire as short as possible.

 

So is it the concensus now that Pin 83 is the best one to use for TPS?

 

I talked to SR a couple nights ago on IM and he is pretty sure that he is using pin 83 on his and it registers 100%.

 

Update:

I have not swapped the throttle signal wire to pin #83 (throttle position sensor). Still using pin #73 (accelerator pedal position sensor).

My throttle % however, now reads 100% @ WOT like it should after I did the accelerator pedal and throttle valve learning procedures.

From EC-71:

Accelerator Pedal Released Position Learning

DESCRIPTION

Accelerator Pedal Released Position Learning” is an operation to learn the fully released position of the accelerator pedal by monitoring the accelerator pedal position sensor output signal. It must be performed each time harness connector of accelerator pedal position sensor or ECM is disconnected.

OPERATION PROCEDURE

1. Make sure that accelerator pedal is fully released.
2. Turn ignition switch “ON” and wait at least 2 seconds.
3. Turn ignition switch “OFF” wait at least 10 seconds.
4. Turn ignition switch “ON” and wait at least 2 seconds.
5. Turn ignition switch “OFF” wait at least 10 seconds.


Throttle Valve Closed Position Learning

DESCRIPTION

“Throttle Valve Closed Position Learning” is an operation to learn the fully closed position of the throttle valve by monitorizing the throttle position sensor output signal. It must be performed each time harness connector of electric throttle control actuator or ECM is disconnected.

OPERATION PROCEDURE

1. Turn ignition switch “ON”.
2. Turn ignition switch “OFF” wait at least 10 seconds.
Make sure that throttle valve moves during above 10 seconds by confirming the operating sound.

 

nice write up puppet, hopefully you get your problem solved soon...

 

Puppet,

I datalogged the Accelerator Position sensor voltage verses Throttle Position sensor voltage this weekend at the track (1/8th mile, 1, 2, 3 shift). If you'd like the data and charts, shoot me a PM with email and I will send them your way. The chart will show you how much difference there is between the two (and also the e-throttle lag of 1/4 sec).
Edit: See Chart Below