Yewww. Which backstreet are you from Coolbitz ?
A resistor ? This isn't the 1990's .....
(And a resistor wouldn't stop the MIL from lighting)...may as well fit a blanking plate and live with the MIL light, no ?)
But if you wanted to stop the MIL light from coming on (without maping out the errors from the error table in the ECU), you need to be a bit smarter, yes ?
The EGR is PWM'd on the low side at 140.85Hz The duty cycle reported by the ECU is not the same as the one you measure with a scope on the EGR. (so no different to clogging % being different to soot loading in a dpf). Did you know about that discrepancy ?
So, the ECU expects different flow characteristics through the EGR for each % opening point and at different load levels (extrapolated from injection volume). Bearing in mind that as load varies so too will the flow through the RGR at any % of opening, we have the need for multivariable variable control point controller with one or more varying setpoints
Sounds to me like the perfect control system for this job is a state space controller....what do you think ? I can implement state-space control in under 300bytes using assembler. Is that bad ?
EDIT - This message has been adited from here, so don't say there is anything sneaky going on !
Because I'm not going to sell anything, I have no profit to protect, i'll tell you what the plan is. You heard it here first.
There are three things controlling flow through the EGR. Engine rpm, EGR opening % and engine load. (Load can be extrapolated from fuel IQ)
I need to monitor MAF output under two different conditions which do not cause an MIL.
a) normal operation with a straight through EGR, no restrictor plate
b) normal operation with a restrictor plate
In doing this, a record of MAF output relevant to load, engine speed and EGR % can be constructed for any point within the boundary conditions
Then afterwards the EGR can be blocked off.
The signal from the MAF is interrupted and it's level is determined with an ADC. I'll know from the tables already constructed what value the ECU expects to see coming from the MAF for the level of EGR opening it demanded at the current load level and a new substitute signal is created which takes the current MAF signal and adds a variable voltage offset.
The ECU is now convinced that the EGR it had before is still working exactly the same, even thoogh it has been blocked off.