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UNIVERSITY TECHNOLOGY

NEW LIFE

HEAD OFFICE

SUPERIOR TECHNOLOGY IN AUTOMOTIVE MECHANICS

ISSUE

PERFORMANCE MODIFICATION IN THE CORSA EVOLUTION 1.8 CC ENGINE

THROUGH REPROGRAMMING OF INJECTION MAPPING

PRESENTED BY

CHAGLLA HOLES KEVIN STEVEN

TUTOR

ING. CHILIQUINGA GUANOPATÍN EDWIN OMAR

DATE

JUNE 2023

QUITO, ECUADOR
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TUVN

Superior Technology in Automotive Mechanics

Tutor Certification

In my capacity as Tutor of the Practical Application Project with the topic: “Modification

of Performance in the Corsa Evolution 1.8 cc Engine through Reprogramming

Injection Cartographies”, presented by citizen Chaglla Hoyos Kevin Steven, to opt

for the title of Superior Technologist in Automotive Mechanics, I certify that said project has

been reviewed in all its parts and I consider that it meets the sufficient requirements and merits to

be submitted to public presentation and evaluation by the examining board that is

designate.

In the city of Quito, in the month of June 2023.

________________________________________

Tutor: Ing. Chiliquinga Guanopatín Edwin Omar

CI: 0503066284
 3

TUVN

Superior Technology in Automotive Mechanics

Court Approval

The members of the court approve the Practical Application Project, with the theme:

“Performance modification in the Corsa Evolution 1.8 cc engine through the

Reprogramming of Injection Cartographies”, presented by citizen Chaglla Hoyos

Kevin Steven, professor of Higher Technology in Automotive Mechanics.

For proof they sign:

____________________________________ ____________________________________

IC: IC:
TUVN TEACHER TUVN TEACHER

____________________________________

IC:
TUVN TEACHER
 4

TUVN

Superior Technology in Automotive Mechanics

Copyright Assignment

I, Chaglla Hoyos Kevin Steven bearer of citizenship card 172469961-4,

Faculty of Higher Technology in Automotive Mechanics, author of this work, I certify

and I provide the Tecnológico Universitario Vida Nueva to fully use the content of this

Practical Application Project with the topic “Performance Modification in the Engine

Corsa Evolution 1.8 cc through the Reprogramming of Injection Cartographies”, with the

purpose of contributing and promoting reading and research, authorizing the publication of my

titling project in the digital collection of the institutional repository under the license of

Creative Commons: Attribution-NonCommercial-NoDerivatives.

In the city of Quito, in the month of June 2023.

________________________

Chaglla Hoyos Kevin Steven

CI: 1724699614
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Dedication

Dedicated to my parents who, with their love, patience and effort, have allowed me

to achieve one more dream today, thank you for instilling in me the example of effort and courage,

not to fear adversity.

To my brothers for giving me their unconditional love and support, throughout this

process, for being with me at all times, thank you for your advice and words of encouragement that

They made me a better person and in one way or another they are with me at all times.
 6

Gratitude

My deep gratitude to all the authorities and teachers who make the Institute

Vida Nueva University Technology, the best place to fulfill your professional goals

with the confidence and security of being better every day and allowing myself to carry out the entire process

research within their educational establishment.

Likewise, my thanks to my teachers, especially the MSC. Edwin Omar

Chiliquinga Guanopatín, Eng. Denis Marcelo Ugeño Guilcapi, who with the teaching of their

valuable knowledge allowed me to grow day by day as a professional, thank you for your

patience, dedication, unconditional support and friendship.

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Table of Contents

Summary 12

Abstract 13

Introduction 14

Description of the Problematic Situation 14

Problem formulation fifteen

Background fifteen

Justification fifteen

Cognitive Justification 16

Social Justification 16

Goals 17

General objective 17

Specific objectives 17

Theoretical framework 18

Internal combustion engine 18

Principle of Electronic Injection 18

Electronic Injection Application 19

Types of Electronic Injection 19

Single Point Electronic Injection 19

Multipoint Electronic Injection twenty

Sequential Electronic Injection twenty

Simultaneous Electronic Injection twenty

Direct injection twenty

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Indirect injection twenty

Engine Performance twenty

Torque twenty-one

Power twenty-one

Consumption 22

Combustion gases 22

Sensors 22

MAP sensor 22

TPS sensor 23

ECT sensor 24

CKP sensor 24

IAT sensor 25

LAMDA Probe Sensor 26

Automotive Actuators 26

Injectors 27

Ignition Coils 27

IAC valve 28

Engine Repowering 29

souped up engines 29

Turbo Charged Forced Induction 29

Haltech Programmable Electronic Module 30

Rescheduling 30

Project Conceptualization 31
 9

The project budget 32

Methodology and Project Development 33

Methodological design 33

Qualitative 33

Quantitative 33

Proposal 3. 4

Choosing a Haltech Programmable Control Unit 3. 4

Vehicle Technical Data 3. 4

Haltech Sprint 500 Platinum Series Accessory Kit 35

Initial Tests with Standard ECU 36

Component Identification 36

Disassembly of Chevrolet Corsa Evolution Vehicle Components 37

TPS Sensor Check 37

Checking the ECT Sensor 38

MAP Sensor Check 39

CKP Sensor Check 39

O2/Lambda Sensor Check 40

Disassembly of the Wire Harness 41

Haltech Programmable System Installation 43

Description and Interpretation of the Diagram 44

Wire Harness Identification Four. Five

Installation Process of the Programmable Control Unit Four. Five

Connection of the Electronic Injectors 46

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Wiring Connection For Ignition Coil 46

Connection for Electro Fan Operation Signals 48

CKP Sensor Connection 48

TPS Sensor Connection 49

MAP sensor connection fifty

Connection for Revolution Limiter fifty

Connection For Fuel Pump Relay 51

O2/Lambda Sensor Connection 51

ECT Sensor Connection 52

Haltech Srpint 500 ECU Programming and Power Up 53

Synchronization Menu 54

Injector Configuration 55

Feed Calibration 56

Advanced configuration 57

RPM limiter 58

Limit Type and Cut Type 59

Transient Acceleration 59

Electric Fan Configuration 60

Electro fan temperature setting 61

Auxiliary RPM Limiter 61

TPS Sensor Calibration 62

Cartogram Programming 63

Ignition Programming 64
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Programmed Idle 65

Tests and Results 65

Try the Haltech Control Unit with 40% Fuel Programming 66

Results comparison 66

Calculation of Obtained Power 66

Calculation of Obtained Torque 67

Polluting Gas Emission Test 67

Vehicle Fuel Consumption Test 72

Conclusions 74

recommendations 75

References 76

Annexes 78
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Summary

In this project, the analysis and development of the implementation of a switchboard was carried out.

reprogrammable in a Chevrolet Corsa 1.8 cc vehicle, following systematic patterns for the

fulfillment of its objectives, applying qualitative methodology for research

bibliography on the best method for increasing performance, selecting

ideally reprogramming injection cartograms, without the need to perform

internal works in the engine, the control unit allows the connection and calibration of the sensors and

automotive actuators that intervene in fuel dosing as they are compatible with

the new control unit, allowing the configuration of the operating parameters based on

the voltage and signal working ranges for the correct performance of the vehicle.

By applying quantitative methodology I obtain preliminary torque data

and initial power to make comparisons using statistical graphs, starting at the

programming process of the control unit by modifying required parameters in the

moment of ignition and fuel feeding, yielding the first cartogram of

start to enter enrichment values of the air and fuel mixture, varying

in the stoichiometric ratio with a range of 16.2-17.2 to 1 parameters defined by

temperature, revolutions per minute and environmental conditions, obtaining final results

generated by implementing the Haltech Sprint 500 system and concluding with a

11% increase in torque and power.

Keywords: ENGINES PERFORMANCE, REPOWERING

ENGINES, ECU, INJECTION MAPS.

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Abstract

The present research project focused on the analysis and development of a reprogrammable

control unit implementation in a Chevrolet Corsa 1.8 cc vehicle. The project followed systematic

patterns to achieve its objectives and employ a qualitative methodology for bibliographic

research to identify the most effective method for performance enhancement. The selected

approach involved reprogramming the injection maps without the need for internal engine

modifications.

The reprogrammable control unit facilitated the connection and calibration of automotive

sensors and actuators involved in fuel dosing, as they were compatible with the new control unit.

This allowed for the configuration of operating parameters based on voltage and signal ranges,

ensuring optimal performance of the engine.

Quantitative methodology was employed to gather preliminary torque and power data,

which were then compared using statistical graphs. The programming process involved

modifying specific parameters during ignition and fuel supply, resulting in an initial startup map

that introduced enrichment values for the air-fuel mixture. The stoichiometric ratio was adjusted

within a range of 16.2-17.2 to 1, based on temperature, revolutions per minute, and ambient

conditions. The final results were obtained through the implementation of the Haltech Sprint 500

system, resulting in an impressive 11% increase in torque and power.

Keywords: ENGINE PERFORMANCE, ENGINE RETUNING, ECU, INJECTION

MAPS.
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Introduction

Description of the Problematic Situation

Approximately 1.4 million vehicles circulate in Ecuadoryes, of which, 9 of

every 10 are customized by their owners to vary the aesthetics and improve their performance,

The latter is achieved through a trick or reprogramming process of the ECU. (INEC, 2019, p.

26)

The repowering of an internal combustion engine today is linked to tricking

of its internal components; although currently specialized technicians in Electronics

Automobile improve automotive performance through the manipulation of sensors and

automotive actuators, however, if the parameters are not manipulated properly, they can

lead to higher fuel consumption, higher polluting emissions, lower

power and lower torque to avoid these redundancies, it is important to know the elements that

They make up the work inside the engine to determine good performance.

As mentioned (Toapanta, 2018) in his study carried out

Chevrolet Corsa Wind's souped-up internal combustion engine endured a

internal temperature of approximately 2100°C in each cylinder and a pressure of 40

bars with a compression ratio of 9.95:1 up to 11.1” (p. 27).

Therefore, physically the components support the increase by improving the

performance; However, the physically tricking procedure becomes exhausting for

any technician, it is for this reason that in some cases the reprogramming of

cartograms, this process needs to resort to prior information to reach the decision and

execution of activities that involve repowering an engine.

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Problem formulation

Will the implementation of a programmable injection system increase the

performance of the Corsa Evolution 1.8 CC engine?

Background

Nowadays, when it comes to engine preparation, there are injection systems

programmable that replace traditional trick methods to increase performance

of the engine, based solely on programming and modifying the cartograms of the ignition system.

injection with the implementation of open loop ECU, which is why a large number of

people carry out studies to achieve the best potency and effectiveness results in their

engines.

As Andrade (2019) mentions.

The engineering of competition vehicles has evolved over the years,

to incorporate modifications to passenger vehicles that provide a higher level of

security and functionality (p. 11).

In the automotive field, process automation has been generated from the

manufacturing of a screw, to the complete production of vehicles, for which this project

degree provides a system for repowering passenger vehicle engines

for sporting purposes.

Justification

This project will make it possible to increase engine performance through the

implementation of a Haltech electronic system, therefore, these systems allow improving the

engine performance by delivering fuel at the right time, in addition

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allows to turn on the stoichiometric mixture in different engine operating conditions

Otto cycle internal combustion.

Cognitive Justification

This process will allow you to apply the knowledge acquired throughout the

academic training, which highlights the main topics in the management of sensors,

automotive actuators and computers used for electronic air and air management

fuel, these elements are considered the most important structural parts

for internal combustion, each one operates with different electrical and electronic signals that sometimes

Through manipulation in the software, the electrical operating signals can be varied.

Social Justification

As a social sphere, the purpose of the implementation of this type of technology allows

access new knowledge for future generations of the Technology career in

Automotive Mechanics for being an innovative project that will serve as a research impulse

since these systems open the doors to unlimited modification and performance with the

tuning of OTTO cycle engines.

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Goals

General objective

Implement an electronic control system by reprogramming cartography

injection for performance modification in the Corsa Evolution 1.8 CC engine.

Specific objectives

- Investigate the technical operating parameters of the programmable

electronic system to interpret the application in internal combustion engines.

- Implement an electronic control system that allows reprogramming of

injection mapping.

- Develop the programming of the electronic control system for the increase

of the performance

- Carry out tests and trials to determine the operation and performance of the

Haltech electronic system.

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Theoretical framework

Internal combustion engine

The thermal engine is responsible for transforming the chemical energy of gasoline into

mechanical energy to obtain movement, through a thermal operating process.

(Arias, 2004, p. 53)

By mixing air and gasoline in a suitable proportion, it enters a cylinder

to compress it and make it explode by means of a spark provided by the ignition system.

ignition, the explosive force is received by the piston and converted into mechanical energy by the

classic connecting rod-crank mechanism.

Figure 1

Structure of the Internal Combustion Engine

Note.Representation of the classic connecting rod-crank mechanism. Reproduced from Structure of

Motor (p. 53), by M. Arias, 2004, Dossat.

Principle of Electronic Injection

Electronic injection is a fuel supply system for engines.

Internal combustion, which was developed and implemented on the market due to the obligation
 19

to reduce emissions of polluting gases, and seeking greater effectiveness in ignition

and improve engine performance. As Arias (2004) mentions:

The mission of gasoline injection is to deliver fuel to each cylinder.

necessary for the operation of the engine at all times, this implies the need

to record the greatest amount of data important for fuel dosing.

(p. 308)

To achieve ideal combustion it is important to have a stoichiometric mixture of 14:7

(14 parts of air to one of fuel), for this the engine consists of sensors that inform the

the ECU collecting engine status information and then processing it and sending an order

to actuators with a specific function.

Electronic Injection Application

In gasoline engines applied in automobiles, nautical engines and engines

aeronautical vehicles with electronic injection are used in this type of transport thanks to the great

power they develop, a negative point of gasoline engines is their high percentage of

environmental pollution.

Electronic injection is also applied in stationary diesel engines, engines

machinery diesel engines, heavy transport diesel engines and nautical diesel engines, since these

Engines are used with this type of injection because they are economical in fuel consumption.

fuel and have great torque.

Types of Electronic Injection

Single Point Electronic Injection

This system uses a single injector regardless of the number of cylinders, it is located in

The upper part of the throttle body uses an ECU and electronic sensors.
 twenty

Multipoint Electronic Injection

This system uses an injector rail and the number of injectors is according to the

number of cylinders, this system uses an ECU and its respective actuators and sensors.

Sequential Electronic Injection

This type of injection is what activates each injector according to its injection time in the

firing order.

Simultaneous Electronic Injection

This type of injection is the one that activates all the injectors at the same time regardless of

your injection time.

Direct injection

It is the one used by diesel engines where the injectors are located directly in

each cylinder and inject into the combustion chamber directly when the piston is in the

compression cycle.

Indirect injection

The injectors inject into the intake manifold where the air mixture is made.

fuel and the moment you open the valves the mixture enters.

Engine Performance

Vehicles originally come limited in their power and torque through the ECM;

since manufacturers aim to reduce polluting emissions, wear

of internal engine parts and provide low fuel consumption, thereby

guarantees the efficiency of the vehicle. (Álvarez, 2018, p. 56)

 twenty-one

Using the actual Otto cycle and the theoretical cycle, it is determined that the performance is lower

than expected, resulting in less useful work, determined by the surface, the differences in

The work between the theoretical and real cycles is essentially due to the following causes:

- Heat losses through the walls, due to the need to cool the

engine organs.

- Need to anticipate ignition with respect to TDC, since combustion is not

instantaneous and requires a certain amount of time.

- Exhaust opening advance, linked to the inertia of the valves and the masses of

the gases.

- Pumping work losses during the exhaust and intake stroke.

Torque

The torque or torque generated in the motor is a consequence of the length of the

crankshaft journal, and the force it receives from the piston through the connecting rod,

then the length of the crankpin is constant, thus the force received by the crankshaft,

the same one that is different for each number of revolutions using the unit of the

force in the international system is the newton and that of the radius is the meter, so the

Unit of torque is newton per meter (Nm). (Escudero, 2012, p. 92)

Power

The power produced by Otto cycle engines is energy developed by

unit of time where the intake stroke and compression stroke require a

rotation of the engine crankshaft obtaining the power of the work done; if the pair

engine is turning effort, work, power relates the work performed by the

engine with time in seconds. (Arias, 2004, p. 103)

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Consumption

The consumption of a car is usually measured in liters of fuel and depends on multiple

factors, engine displacement, driving style is generally measured in liters per 100

km said data is obtained through a test bench.

Combustion gases

Emissions are everything that is evacuated by sources or sets of sources.

locatable, for example; exhaust pipes, emissions are measured with reference to km

tours.

Sensors

As Santander (2003) mentions:

A sensor is a device capable of transforming physical or chemical measurements into

electrical magnitudes, the different interpretation instruments depend on the type of

sensor and can be: temperature, distance, acceleration, displacement, pressure, etc.

(pp. 106-107).

The sensor is always in contact with the variable to be measured, most sensors

Automotive manufacturers use a reference voltage of 5v, in most engines the sensor is a

device that emits a signal so that it can be interpreted by the central device such as the ECU.

MAP sensor

The MAP sensor has two fundamental missions, measuring the absolute pressure of the manifold

intake and barometric pressure, to convert it into an electrical signal, this sensor is

responsible for sending the information to the ECU and gives the barometric and absolute pressure

existing in the intake manifold and its unit of work in measurement is represented in

Kilo Pascal, Bar. (Reinoso, 2012, pp. 7-8).

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Figure 2

MAP Sensor Electrical Diagram

Note.MAP sensor connection representation. Reproduced from Automotive Sensors,

Easy Mechanics, 2018 (www.mecanicafacil.com).

TPS sensor

This sensor is located above the throttle valve of the Intake Manifold, the

which has the function of recording the position of the butterfly, being a potentiometer it consists of

a linear variable resistor, fed with a voltage of 5 volts, move the fin of

acceleration varies the resistance proportionally with respect to it, which makes a

voltage change. (Reinoso, 2012, p. 8)

Figure 3

Throttle Body Flap Position Sensor

Note.Representation of TPS sensor connection. Reproduced from Automotive Sensors,

Easy Mechanics, 2018 (www.mecanicafacil.com).

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ECT sensor

This sensor is located in the engine cylinder head, its function is to verify the

internal engine coolant temperature, in this way the computer receives the

signal that the engine is working at the proper temperature, thus sending the

adequate dosage and allows optimal ignition time. (Álvarez, 2018, p. 11)

Figure 4

ECT Sensor Connection Diagram

Note.Representation of ECT sensor connection. Reproduced from Automotive Sensors,

Easy Mechanics, 2018 (www.mecanicafacil.com).

CKP sensor

This sensor is located on the side of the crankshaft pulley, which is responsible for

send information about the moment in which the pistons are at TDC, a signal that

The ECU interprets to calculate the injection time, ignition and engine revolutions.

motor according to the signal received, these sensors can be Hall effect or

inductive. (Reinoso, 2012, p. 8)

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Figure 5

CKP Sensor Diagram

Note.Representation of CKP sensor connection. Reproduced from Automotive Sensors,

Easy Mechanics, 2020 (www.ingenieriaymecanicaautomotriz.com).

IAT sensor

This sensor has a thermistor responsible for measuring the temperature of the air that

It enters the intake manifold into the engine and sends a signal to the ECU.

Figure 6

IAT Sensor Circuit

Note.IAT sensor connection representation / Reproduced from Automotive Sensors, from

Automotive Engineering and Mechanics, 2020 (www.ingenieriaymecanicaautomotriz.com).

 26

LAMDA Probe Sensor

This sensor is located in the exhaust system manifold, this sensor allows measuring

the amount of oxygen in the exhaust gases with reference to the external oxygen, thanks to

This the ECU can regulate the amount of air fuel mixture until reaching the

optimal stoichiometric ratio of 14.7 to 1, to obtain better combustion and reduce

the polluting gases that are evacuated into the environment. (Barreto, 2021, p. 22)

Figure 7

LAMDA sensor

Note.Oxygen Sensor with a Single Connection Pin

Automotive Actuators

“An actuator is a device with the ability to generate a force that exerts a

change of position, speed or state of some kind on a mechanical element, based on the

energy transformation” (Corona, 2014, pp. 25-26).

Actuators are generally classified into two large groups:

- By the type of energy used: pneumatic, hydraulic and electric actuator.

- Due to the type of movement they generate: linear and rotary actuator.
 27

Injectors

These electronic elements are located on an injector rail if they are

multipoint or in the single throttle body if they are single point and are mounted on the

intake manifold, which are responsible for spraying the fuel according to the

Increase engine load to vary the ECU signal and its injection times.

(Reinoso, 2012, p. 11)

Figure 8

Injector Electrical Circuit

Note.Representation of injector connection. Reproduced from Module Implementation

Control, by Héctor Reinoso, 2020 (www.ingenieriaymecanicaautomotriz.com).

Ignition Coils

This actuator is responsible for increasing the voltage generated by the car battery,

to allow the ignition of the fuel with the electric spark in the spark plugs, these are classified

in DIS type coils (lost spark) and COP type coils (independent coils for

each cylinder), these are commanded by the ECU, to send the signal and turn on according to the

ignition time.
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Figure 9

DIS type ignition system

Note.Representation of DIS type coil connection. Reproduced from Automotive Sensors,

Mecánicos Blog, 2019 (http://www.blogmecanicos.com).

IAC valve

This valve, which fulfills its function as an actuator, is located in the body of

acceleration, is responsible for opening or closing a small air duct when the engine is

at idle and keep it stable when starting the engine.

Figure 10

IAC valve operation

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Note.Representation of IAC valve connection. Reproduced from Module Implementation

Control, by H. Reinoso, 2020 UIDE Digital Repository.

Engine Repowering

Engine repowering consists of increasing the power of the engines.

internal combustion by modifying some operating parameters such as:

engine speed, increase in the quantity and quality of the air mixture

fuel that enters the piston cylinder through forced air induction, system

free exhaust (stink) so that the burned gases are evacuated faster, finally

modification by trickery through the reduction of masses of the components of the

engine, these techniques consider increasing performance although they are very little

applied. (Álvarez, 2018, p. 69)

souped up engines

In the research carried out by Castro (2018) it is mentioned that:

The preparation and enhancement known as trickery consists of a set of

modifications that are made to a piece or to the set of pieces that make up the

engine in order to improve its operation, such as performance, power and

torque. (p. 126)

The tricking process consists of an improvement and adaptation of internal parts and

external parts in the internal combustion engine can be highlighted as the main parts to

trick as: Block, head and alternative train

Turbo Charged Forced Induction

The function of the turbocharged engine consists of a turbine driven by gases

of exhaust that come out as a result of the combustion of the engine, it takes air from the atmosphere
 30

which first passes through a filter and is then compressed and sent to the cylinders to

higher pressure than the atmosphere and thus obtain a better filling of the chamber and an increase

of power. (Quilumba, 2018, p. 11)

Haltech Programmable Electronic Module

“Electronic modules have the characteristic of being fully programmable in their

control parameters and opens the door to modifying the engine performance, leaving it

unlimited with the tuning of the vehicle” (Haltech, 2017, p. 3).

Programmable systems allow the full performance of the engine to be extracted by

precise delivery of fuel metering and ignition timing that the engine

needed for optimal performance in all conditions, and can be applied

in 1,3,4,6,8 or 12 cylinder, 1-2 rotor, naturally aspirated engines,

supercharged or turbo charged. (De Smedt, 2018, p. 25)

The different applications are:

- Check fuel injection in modified engines

- Modification of carburetion to fuel injection

- Application in rally engines, track etc.

Rescheduling

To reprogram the ECU, it is necessary to check the engine conditions so that

allow you to extract performance by precisely delivering the dosage of

fuel by manipulating cartograms in different parameters such as

such as base injection, ignition advance and MAP sensor charging.(Barreto, 2021, p.

7)
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Project Conceptualization

Figure 11

Conceptualization of Development

MODIFICATION OF THE
PERFORMANCE IN THE
CORSA ENGINE
EVOLUTION 1.8 CC A
THROUGH THE
REPROGRAMMING
CARTOGRAPHIES OF
INJECTION

SENSORS AND
SYSTEM OF COMPUTER
ENGINE OF ACTUATORS OF THE RESCHEDULING
INJECTION PERFORMANCE Yes
INTERNAL COMBUSTION SYSTEM OF OF CARTOGRAPHIES
ELECTRONICS REPROGRAMB
INJECTION INJECTION
THEM
ELECTRONICS

ISSUANCE OF
TORQUE POWER CONSUMPTION
GASES
 32

The project budget

Table 1

The project budget

Item Category Amount Worth Worth

Unitary Total

1 Computer ECM Haltech sprint 500 1 $800 $800

2 TPS Sensor 1 $22.00 $22.00

3 Lambda sensor 1 $75.00 $75.00

4 Ignition coil 1 $85.00 $85.00

5 30 A fuse 10 $0.25 $2.50

6 Electric cables (3m) 3 $4.47 $13.11

7 Terminals (various) 16 $0.25 $4.00

8 Clamps 4 $0.75 $3.00

9 Relay 4 $4.50 $18

10 Mobilization 1 $20.00 $20.00

eleven Dynamometer 2 $50.00 $100

12 Unforeseen - - 113.56

Total inversion $1,249.17

 33

Methodology and Project Development

Methodological design

For the preparation of this project, a methodology of type

qualitative & quantitative in search of its operation, adaptation, implementation,

development and operational testing.

Qualitative

Through the study of bibliographic information sources, the foundation will be analyzed.

theoretical performance of internal combustion engines, the types of processes applied

for performance modification, currently the one with the greatest technological impact is

implementation of a reprogrammable switchboard that allows the manipulation of cartograms,

this in order to select the most suitable configuration of the ECM, according to the

needs and characteristics of the automobile to present a technical evaluation of the

performance obtained.

Quantitative

The implementation of the programmable ECM will be developed by obtaining

preliminary data on torque, power, fuel consumption and gas emissions

initial contaminants, performing performance tests on the dynamometric bench,

applying the testing of sensors and actuators with automotive diagnostic equipment to

determine the standard operation of the engine, data that will be verified after the

installation of the Haltech programmable control unit for the comparison of results in contrast to

initial tests using statistical graphs with the final performance obtained.
 3. 4

Proposal

Choosing a Haltech Programmable Control Unit

Through the analysis carried out on the best method for increasing performance,

concludes the selection of a HALTECH brand programmable injection system,

for being easy to handle and most used in the field of racing, since the benefits and

The benefits provided by this system are multiple.

Vehicle Technical Data

To implement the reprogrammable system it is necessary to know the data

of the vehicle to be used.

Table 2

Automotive Technical Data

Engine Data Chevrolet Corsa Evolution

Number of Cylinders 4
Distribution SOHC
Displacement 1789cc
Compression Ratio 10.50:1

Power 91HP
Torque 11.5 kg-m

Maximum speed 225km/h

 35

Haltech Sprint 500 Platinum Series Accessory Kit

Table 3

Programmable ECU Contents

Accessories Characteristics

Contains the Haltech system

CD
software called ECU manager

Contains programmable system

System Guide
usage and application information

Allows connection for transfer

USB Data Cable
data between ECU and PC

Weight 195g (0.436)

Dimensions:
Haltech Sprint 500 Programmable ECU Length 134mm

Width 64mm
Thickness 28mm

Weight 1020 gr
Wire Harness
Length 2600mm
 36

Figure 12

Haltech Content

Initial Tests with Standard ECU

The initial tests were carried out with the original ECU, obtaining data

both its power, torque, polluting gases and fuel consumption, to carry out the

comparison with the programmable control unit, starting with 92.3Hp, 112.78 Nm, and a consumption of

27Km/gal.

Component Identification

According to what was mentioned in the previous chapter, it is determined that the sensors and

Actuators from the factory are compatible with the programmable control unit and label the

cables from the programmable control unit to carry out the installation.
 37

Figure 13

Chevrolet Corsa Evolution Engine

Note.Location of electronic engine management sensors and actuators

Disassembly of Chevrolet Corsa Evolution Vehicle Components

For this process, it is important to know the operating values of each of the

automotive sensors and actuators, engine values and these do not vary with the

implementation of the new switchboard.

TPS Sensor Check

This sensor is located in the throttle body and to check it you must

disconnect the socket and perform the tests in KOEO.

 38

Table 4

Values Obtained in TPS Sensor Check

Color Pin Socket Socket Observation

Disconnected Connected

Red 1 5.00V 4.97V Feeding

Blue yellow 2 0.00V 0.51V Sign
Black 3 0.00V 0.03V Mass

Checking the ECT Sensor

This sensor is responsible for measuring the internal temperature of the engine coolant since it

It has an NTC type thermistor, that is, the higher the temperature, the lower the resistance, for which

Proceed to disconnect the sensor socket and with the help of the multimeter placing it in the

ohms position, one end is connected to ground and the other to the ECT sensor signal,

values that will be taken while the engine increases its temperature.

Table 5

Values Obtained in ECT Sensor Check

Resistance (Ω) Temperature (°C)

2.13kΩ 24
0.77kΩ fifty

0.60kΩ 66
0.51kΩ 78
0.37kΩ 96
0.33kΩ 98
0.30kΩ 100

Note.These values are obtained as the engine coolant increases its

temperature.
 39

Table 6

ECT Sensor Operating Values

Socket Socket
Color Pin Observation
Disconnected Connected

Red 1 0.01 4.86 Sign

Black 2 0.02 0.02 Mass

Note.Identification of pins and checks carried out at the KOEO position.

MAP Sensor Check

This sensor located in the intake manifold in charge of measuring absolute pressure

that enters the engine to send information to the ECU for fuel dosing.

Table 7

MAP Sensor Operating Values

Number of Socket Socket

Color Observation
pin Disconnected Connected

Black 1 0.001V 0.001V Mass

Blue 2 5V 3.3V IAT sensor

Green 3 5V 5V Feeding

Brown 4 0.01V 1.09V MAP sensor

Note.Since this sensor has 4 pins, the IAT sensor is incorporated and the checks

They are performed in the KOEO position.

CKP Sensor Check

To carry out this test, the multimeter connector is placed on the terminals

of the sensor socket and the tests are carried out.

 40

Table 8

CKP Sensor Operating Values

Socket Socket
Color Pin Observation
disconnected connected

Coffee 1 2.50V 2.51V Voltage Ref

Black red 2 2.50V 2.51V Voltage Ref

Black 3 0.01V 0.28V Isolation

Note.Sensor with reference voltages and an isolator for parasitic signals.

O2/Lambda Sensor Check

This sensor is responsible for analyzing the oxygen particles coming from the gases.

combusted, to carry out this test, the multimeter connector is placed in the

Sensor Socket terminal and the tests are carried out.

Table 9

Lambda Sensor Operating Value

Socket
Color Pin Observation
connected

Black 1 700mV Sensor Signal

Note.Sensor used for testing consists of a single pin to obtain the indicated data.
 41

Figure 14

Checking Electronic Components

Disassembly of the Wire Harness

We proceed to disconnect the wiring from the factory ECU, trying not to

damage the connection sockets of the sensors and actuators since they will be reused

connectors for the installation of the programmable Haltech.

Figure 15

Disconnecting Factory Wiring

 42

Figure 16

Cable Organization for the Haltech Switchboard

 43

Haltech Programmable System Installation

Figure 17

Haltech ECU Connection Diagram

 44

Description and Interpretation of the Diagram

Table 10

Color Identification

Symbol English Spanish

b Black Black
BR brown Coffee

g Green Green

GY Flock Grey
l Blue Blue
EITHER Orange Orange

Q Pink Pink
R Grid Red
V Violet Violet
AND Yellow Yellow
W White White

Note.Identification of colors for the organization of cables and installation of the

switchboard.
 Four. Five

Wire Harness Identification

Table 11

Group of Cables in ECU Socket

Cluster Connection

J1 Injectors
J2 Ignition coil
J3 Operation indicators
J4 Input Connector
J5 Output Connector

J6 TPS Sensor Connection

J7 MAP Sensor Connection

J8 Rev Limiter Aux
J9 Fuel Pump Relay
J10 Engine Revolutions Input
J11 Vehicle Speed Input
J12 IAT Sensor Connection

J13 ECT Sensor Input

Main Entry Connection
J14 Battery positive connection

Switch connection

Installation Process of the Programmable Control Unit

By identifying wire harness colors, installation can be carried out

of the ECU satisfactorily, as it is important for the system to function

correctly and do not present errors in the future.

 46

Connection of the Electronic Injectors

The injectors are connected in the proper order in this case.

In particular, we proceed to change the connection sockets since they were

in poor condition.

Figure 18

Changing sockets and connecting injectors

Wiring Connection For Ignition Coil

To connect the ignition coil, the coil must be changed.

3-pin with a 4-pin, this in order to make it compatible with the Haltech control unit
 47

Table 12

Wire colors for ignition coils

Color Coil No.

White Ignition coil connector #1

Blue Ignition coil connector #2

Red Ignition coil connector #3

Black Ignition coil connector #4

Figure 19

Ignition coil replacement and connection

 48

Connection for Electro Fan Operation Signals

The connection of the electric fan is made to activate it as it is a

important element for cooling the car, a parameter that will be programmed later,

The connection is made using the violet cable in group J2 which allows connecting 2

fans as needed.

Figure 20

Electric fan connection

CKP Sensor Connection

This sensor was connected directly to the ECU using the red, blue and green cables.

previously protected with a cover to prevent the passage of parasitic signals.

 49

Figure 21

CKP Sensor Connection

TPS Sensor Connection

The connection of the yellow, blue and red cables is made, they were connected to the control unit

programmable.

Figure 22

TPS Sensor Connection

 fifty

MAP sensor connection

This sensor is connected through 4 pins of black, blue, red and green to carry out the

programming using the external sensor since the control unit has an internal MAP sensor.

Figure 23

MAP Sensor Connection

Connection for Revolution Limiter

This configuration is provided by the Haltech control unit software and is necessary to

determine the rotation limit of the motor and enable the protection system in case of

over revving the engine.

 51

Figure 24

Haltech Software Rev Limiter View

Connection For Fuel Pump Relay

To connect this sensor, its main cable is located since this sensor only has

A single cable and is compatible with the switchboard.

O2/Lambda Sensor Connection

This sensor has the characteristic of sending information about gases

combustion directly to the HALTECH ECU, which determines if the engine is working with

rich or poor mixture in your diet.

 52

Figure 25

O2 sensor connection

ECT Sensor Connection

This sensor is connected through the green and black cables, this sensor

allows you to check the internal temperature of the coolant so that the engine works at optimal levels.

conditions, this parameter was modified so that it turns on at a temperature of 85° C.

Figure 26

ECT sensor connection

 53

Haltech Srpint 500 ECU Programming and Power Up

For the first configurations it is necessary to know the engine information, its

displacement type of CKP sensor whether inductive or Hall effect, revolution limit, type of

ignition, etc. In the number of cylinders option, 4 is chosen, since it is the number of chambers

combustion that the engine is constituted, in the injection load source, we select the

TPS sensor because the engine does not have forced air induction system and this sensor is the

responsible for sending the injection charge signal.

In the forward charge source configuration, the TPS sensor is chosen again, since

This is in charge of indicating the position of the acceleration butterfly, for the air charge

the MAP sensor is chosen, in this case you can choose both internal and external, for power

For this naturally aspirated engine, the external sensor option is chosen, which is located in the

outer part of the intake manifold, and set its maximum starting idle at 380 rpm, if

RPM exceeds this value the engine is considered to be on, this allows the ECU

Know when it is initial startup or normal operation.

 54

Figure 27

Initial setup menu

Synchronization Menu

To configure synchronization, it is necessary to establish the parameters of the

tone wheel which are:

- The reference type option is selected, which indicates the type of injection of the

engine, Motronic 60-2 has a tone wheel with 60 teeth minus 2, for a total of

58 teeth.

- Reference angle is the angle that must have a value between the maximum advance

that is going to be used, this angle is responsible for establishing the PM of the piston

correspondent

- There are two ascending and descending options, select the ascending option

by the type of sensor being used.

- The reluctor type sensor configuration is applied which produces a signal of

magnetic type reference.

 55

- In the negative reference option which is activated when the sensor terminal is

connected directly to the vehicle ground.

Figure 28

Sync Menu

Injector Configuration

For injector configuration at the time of calibration, it is important to establish

This option is inactive until all operating parameters are loaded.

- In the injection mode, the semi-sequential option was taken since the Corsa engine

Evolution works with the DIS lost spark coil.

- The pump invert option is used to cut off the pump signal.

fuel when not operating.

 56

- In the fuel pump activation time option which determines the

start of operation after turning on the ignition switch, there is a

range from 0 to 5 s, the parameter of 3 seconds is set as the suggested value of

operation.

Figure 29

Injector Configuration

Feed Calibration

- For the spark mode, the type of ignition system to be used must be used.

the engine, in this case it is a lost spark system

- In the spark signal configuration, the decreasing option is chosen for its range of

work 0 volts while not active and will rise to 12 volts to charge to fire

The factory spark systems use this decaying signal.

- The constant charge must be configured for the ignition module being used, the

Modern vehicles use a constant charge type ignition system.

 57

Figure 30

Injection Advance Setting

Advanced configuration

Using Control 02, the fuel mixture that is being burned is determined.

the engine, using these data the ECU corrects the mixture, thus achieving the ideal value, which is

14.7:1.

The injection cutoff prevents the injectors from remaining spraying the

fuel when the throttle is closed and the RPM is above the throttle cutoff value.

injection.
 58

Figure 31

Injection cut-off during deceleration

- The injection pulse will not be cut off when the engine speed is low.

- The dosing of the injectors will not be cut off when the temperatures of the

refrigerant are below this value.

RPM limiter

This setting is used to protect the engine when excessive RPM is reached.
 59

Figure 32

Enabling the RPM limiter for motor protection

Limit Type and Cut Type

To select the type of limit, you can select spark cutting or

fuel injection, so that the type of cut is hard or soft, this will depend on whether it is desired

an immediate cut-off of the spark or injection when reaching the limit of its

revolutions, the ECU will cut off the spark or injection cylinder by cylinder.

Transient Acceleration

It is used to activate acceleration corrections using injection pulses.

to improve accelerator response when there are very fast movements.

 60

Figure 33

Transient Acceleration

Electric Fan Configuration

In the outputs option it is possible to manipulate the parameters of external devices either

electro fan or revolution tachometers, in this case both options are activated.

Figure 34

Enabling Electro Fan Auxiliary Input

 61

Electro fan temperature setting

The setting is used for the fan to circulate cold air into the radiator to

achieve lowering the coolant temperatures value whose activation is programmed for the

90°C with a 12v power supply.

Figure 35

Electro Fan Activation

Auxiliary RPM Limiter

This option, known as Launch Control, is responsible for limiting the revolutions to the

start time by configuring the engine speed when the vehicle is

static to minimize wheel spin.

 62

Figure 36

Activation of RPM limiter (Two Steep)

TPS Sensor Calibration

To calibrate the throttle position position, the following steps must be carried out:

following parameters:

- Position the throttle at 0% acceleration and press read voltage so that

obtain the idle speed value.

- Position the throttle at 100% acceleration and press read voltage, to achieve

obtain the full load value on the motor.

 63

Figure 37

TPS sensor calibration

Note.It is important to have the filter level activated to avoid parasitic signals and the motor

present instability

Cartogram Programming

The information contained in tables that hold numerical data that is modified

through a computer (PC), this means that; when you select a table you can

Its cells must be selected to vary the injection times required by the engine, so that the

computer determines the load and speed using the two parameters as axes in the form

Cartesian plane, this table is known as base injection.

 64

Figure 38

Cartogram Programming

Ignition Programming

It is of utmost importance to implement an adequate cartogram configuration when

time to perform the first ignition because driving a vehicle since this leads to failures

or damage to the engine, before adjusting the advance, it must be ensured that a mixture

safe to operate the motor, when the advance is programmed, verify that there is no

detonation starting with advance values lower than those expected for the application

gradually increasing them until you reach the desired one.

 65

Programmed Idle

The engine speed without load or idle varies between 500 and 1000 rpm for the configuration

of the drive control, a constant engine speed must be maintained and it is useful

program the range at 500 rpm to 800 rpm so that when the revolutions drop this advance

Extra help to get the engine up to speed again.

Tests and Results

To verify the torque and power evaluation, it was carried out in 2 stages;

The first stage was by using the standard ECU, then in the second stage it was

carries out the implementation of the programmable switchboard for the comparison of data taken in

a dynamometric bench from the Redin motor sport and JL performance workshop located in the city of

Quito.

Figure 39

Torque and Power Tests with the Standard ECU

Note.Power= 91 Hp at 5,800 RPM at 2,850 masl Torque =11.5 Kg/m= 112.78 Nm at

5,800 RPM at 2,850 meters above sea level

 66

Try the Haltech Control Unit with 40% Fuel Programming

Figure 40

Torque and power tests with Haltech ECU

Note.Power = 91 Hp at 5,300 RPM at 2,850 meters above sea level Torque = 14.19 Kg/m = 139.16 Nm at

5,300 RPM at 2,850 meters above sea level

Results comparison

Using the following diagrams prepared with Excel comparative graphs,

can show the increase in torque and power, applying a simple rule of 3 with the following

formula:

Calculation of Obtained Power

92 → 100%

103 →

103 × 100%
= = 11.95%
92
 67

Calculation of Obtained Torque

112.78 → 100%

139.16 → ?

139.19 × 100%
= = 23.39%
112.78

Figure 41

Comparative Graphs of Torque and Power

INITIAL POWER INITIAL TORQUE AND

AND FINALLY FINAL
103
139.16
92
112.78

H.P.
Nm
Starting Power Final Power Initial Torque Final Torque

Note.In the figure on the left side you can see that the torque goes from 92 Hp to 103

Hp which means it rose around 11.95%; while the torque shows an increase

considerable 23.39%.

Polluting Gas Emission Test

To verify contaminating gases, the test was carried out in two sections, the

First stage was by using the standard ECU and the second stage, after

implement the programmable switchboard, applying a simple rule of 3 to obtain the

increased percentage.
 68

Table 13

Corsa Evolution Standard Emissions Data

Gas emission
Values
pollutants
Fuel Extra Gasoline

Ta. Engine 90°C

RPM 800 2,500

CO 0.32% Vol. 0.67% Vol.

CO2 14.3% Vol. 14.2% Vol.

H.C. 37.6ppm 36.6 ppm.

O2 1.21% Vol. 1.04% Vol.

Lambda 1,032 - 1,013 -

Table 14

Emissions Data Produced by Repowered Corsa Evolution

Gas emission
Values
pollutants
Fuel Extra Gasoline

Ta. Engine 90°C

RPM 800 2,500

CO 4.06% Vol. 10.00% Vol.

CO2 17.3% Vol. 9.3% Vol.

H.C. 18.9ppm 33.1ppm

O2 0.69% Vol. 0.65% Vol.

Lambda 0.932 - 0.763 -

 69

Figure 42

Comparative Chart of Co Produced by the Engine

% Co ECU % Co ECU
10standard programmable

12
10

4.06
0.32 0.67

0 2
CO CO
Co Lows High Co Co lows High Co

% of Co Obtained Between Standard ECU and Haltech Control Unit at Idle and 2,500 RPM

0.32 → 100%

4.6 → ?

4.6 × 100%
= = 1.43%
0.32

At 2,500 RPM

0.67 → 100%

10,000 → ?

10,000 × 100%
= = 492.53%
0.67
 70

Figure 43

Comparative Graph of Hc Produced by the Engine

% Hc ECU % Hc ECU
40Standard
Programmable
35
33.1

37.6
36.6
25

18.9

fifteen

30 5
H.C. H.C.
Low Hc High Hc Low Hc High Hc

% of Hc Obtained Between Standard ECU and Haltech Control Unit at Idle and 2500 RPM

37.6 → 100%

18.9 → ?

18.9 × 100%
= = 50.26%
37.6

At 2500 RPM

36.6 → 100%

33.1 → ?

33.1 × 100%
= = 4.94%
0.67
 71

Figure 44

Comparative Graph of O2 Produced by the Engine

% O2 ECU % O2 ECU
10Standard Programmable

0.69 0.65

1.21 1.04 O2

0 -2
O2
O2 Low O2 High O2 Low O2 High

% of O2 Obtained Between Standard ECU and Haltech Control Unit at Idle and 2500 RPM

1.21 2 → 100%

0.69 → ?

0.69 2 × 100%
= = 7.2%
1.21 2

At 2500 RPM

1.04 2 → 100%

0.65 → ?

0.65 2 × 100%
= = 2.5%
1.04 2
 72

Vehicle Fuel Consumption Test

For the first consumption autonomy test, it was done with the standard ECU to

then make the comparison of gallons per km with the programmable control unit, filling the

fuel tank with 4 gal taking the route in the city, from Leónidas Dublés street

step 2 sector the Troje Caupicho with a distance of 2.5 km round trip for a time of

10 min at a constant speed of 55Km/h obtaining the following data as shown

in Table 15 and Table 16.

Table 15

Autonomy data with manufacturer's ECU

Description Detail
Fuel Extra 87 Octanes

Distance traveled 5 km
Deposit Volume 8gal
Initial Deposit Volume 4gal
Final Deposit Volume 3.8gal
Volume Used 3000cc
Autonomy 186km

Note.For a distance traveled of 5 km in the city, fuel consumption is 3000

DC. Therefore, the vehicle can travel a distance of 186 km, with the fuel tank

completely full fuel.

 73

Table 16

Range Data with Programmable ECU

Description Detail
Fuel Extra 87 Octanes

Distance traveled 5km

Deposit Volume 8gal
Initial Deposit Volume 4gal
Final Deposit Volume 3.4gal
Volume Used 6000cc
Autonomy 154km

Note.For a distance traveled of 5 km in the city, fuel consumption is 6000 cc

Therefore, the vehicle can travel a distance of 154 km, with the fuel tank

Fully loaded.
 74

Conclusions

The implementation of the Haltech Sprint 500 programmable system contributes to the development

of studies to increase the power of Otto engines, without applying the different techniques of

performance increase such as engine tuning, hence the modification of cartograms

of the new control unit allows the fuel dosage load to be varied, allowing the

increase in desired power and torque.

Using the Haltech ECU Manager software, it was possible to choose the configuration

ideal for increasing performance by modifying parameters of sensors and actuators

automotive electronics since these factors helped achieve the favorable increase in

torque and power of the Corsa Evolution car by 8% and 11% respectively.

After the initial power and torque analysis, it was concluded that the increase in

performance was satisfactory, demonstrating that great results are achieved with the method of

rescheduling.

Finally, with the results obtained from the increase in performance it can be confirmed

a high fuel consumption generated, as well as polluting gases, tests carried out in

route determine the use of this type of programming for the automotive sports field.
 75

recommendations

For the installation of the Haltech programmable system it can be a not very complex exercise.

since the internal components of the engine can suffer some breakage or considerable damage if

Care is not taken when configuring the cartograms, if necessary contact a

Experienced installer for connection advice.

It is extremely important not to have the programmable ECU connected to the wiring harness when

time of installation, until all wiring is connected to the sensors

automotive, since these can suffer a voltage overload, it is applied in the same way

for the injectors, as these can remain energized and can cause flooding due to

excess fuel and the engine will be damaged.

When installing the Haltech control unit, it is necessary to have a

battery in excellent condition with an adequate charge level, since they will be carried out constantly

boot tests; Likewise, have excellent ground connections, and do not go beyond

carefree manner the use of proper relays to energize the injectors, fuel pump

fuel and central ignition system.

Invest as much time as possible in organizing the wiring harness of the

new control unit, since this will be of great help when a fault occurs in the

engine or wiring, making it easier to diagnose problems.

 76

References

Álvarez, E. (2018).Repowering of a Standard Engine for Sports Competitions.

Quito, Pichincha, Ecuador: Digital Repository Universidad San Francisco de Quito.

Retrieved from https://repositorio.usfq.edu.ec/bitstream/23000/7149/1/137145.pdf

Andrade, J.P. (2019).Development of an Automated Calculation System to Increase the

Volumetric Efficiency.Quito: Digital Repository of the National Polytechnic School.

Retrieved from https://bibdigital.epn.edu.ec/bitstream/15000/20147/1/CD%209595.pdf

Aranda, D. (2018).Automobile Electronics.Buenos Aires: Dalaga E-BOOK. Obtained from

https://drive.google.com/file/d/1kuORgYQJvqbMnfQKxisgTv2dclrx8gY4/view

Barreto, K. (2021).ECU Programming for Combustion Optimization in G10 Engine

according to the height.Quito, Pichincha, Ecuador: University Digital Repository

International of Ecuador. Obtained from

https://repositorio.uide.edu.ec/bitstream/37000/4804/1/T-UIDE-0252.pdf

Castro, M. (2018).Tweaking 4-stroke engines.Spain: Spain Ceac.

Corona, L. (2014).SENSORS AND ACTUATORS APPLICATIONS WITH ARDUINO.Mexico:

PATRIA EDITORIAL GROUP. Obtained from

https://drive.google.com/file/d/10w9r8BbzhS3aPCoPGtVatg9Uo7kvLUl6/view

De Smedt, V. P. (2018).Programming van een Haltech motormanagement systeem.Karel from

Grote Hogeschool.

Escudero, S. (2012).Engines.Madrid, Spain: McMillan. Obtained from

https://drive.google.com/file/d/1mDRPOjZiG36WlFlSZFXomL-K4DJ_g0Cb/view

Espinoza, M. (2018).Maintenance of an engine.

Haltech. (2017).Service manual.United States: Haltech Performance Group.

 77

INEC. (2019).National Institute of Statistics and Censuses.Quito: National Institute of

Statistics and Censuses. Obtained from

https://www.ecuadorencifras.gob.ec/institucional/home/

PAZ, A. (2004).AUTOMOBILE MANUAL.SPAIN: EDITORIAL INVESTMENTS

DOSSAT.

Pesis, H. (2016).MOTORCYCLES - 2 and 4-stroke engines: Mechanics - Repair - Maintenance.

Buenos Aires: Editorial Dálaga.

Quilumba, E. (2018).Repowering of the Audi A3 vehicle through the design of improvements in the

air flow systems.UIDE National Repository, Guayaquill, Ecuador: University

International of Ecuador. Obtained from

https://repositorio.uide.edu.ec/bitstream/37000/2784/1/T-UIDE-213.pdf

Reinoso, H. (2012).IMPLEMENTATION OF AN ELECTRONIC CONTROL MODULE

HALTECH PROGRAMMABLE.Quito: UIDE Digital Repository.

Rovira, A. (2015).Internal combustion engines.Madrid: UNED Editorial. Obtained from

https://drive.google.com/file/d/11dl035-7i7xa0rZ4APjKVlf6Sl8OFlwH/view

Santander, J. (2003).Technician in Automotive Mechanics and Electronics Volume 1.Diseli. Obtained from

https://drive.google.com/file/d/1t3EnZ0M8-2_rt_Ymw79D8co_caDy2fKM/view

Santander, J. (2013).Fuel Injection Technical Manual(Vol. 1). (RP Guevara, Ed.) Guayaquil,

Ecuador: Ediseli.

Toapanta, C. (2018).REPOWERING A GASOLINE ENGINE OF THE VEHICLE

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JOB.UTE Digital Repository.

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 78

Annexes

Appendix 1

Corsa Evolution Wiring Diagram

Note.Corsa Evolution sensors and actuators diagram. Reproduced from Autodata Limited

2008, Opel Vauxhall

 79

Appendix 2

Corsa Evolution Wiring Diagram

Note.Corsa Evolution sensors and actuators diagram. Reproduced from Autodata Limited

2008, Opel Vauxhall

 80

Annex 3

Haltech Sprint 500 Installation Manual

81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
 96

Note.Haltech Sprint 500 control unit instruction manual. Reproduced from Haltech

Performance 2009.
 97

Annex 4

Location of the Programmable Control Unit

Annex 5

Route Programming with Real-Time Polluting Gas Reader

 98

Annex 6

Logging engine operation data

 99

Annex 7

Data obtained from the analysis of Polluting Gases Generated