Dave, it's 3 bar absolute, (MAP is Manifold Absolute Pressure, but you know that 
), meaning I can now read to 2 bar gauge, however the gt1544v is not safe for much past 1.5 bar really.
On the 1.6 it reads to 1495 and no fault occurs for a while, I'm assuming it's a different sensor on the 2.0 110 but I can check. In fact I will do it now. What is more likely is that the maximum voltage before an error is lower, or the fault timer. That's a good question, I'll report back haha.
Interesting, it's the same sensor on both 2.0 and 2.2 HDI. Ever so slightly on the 1.6 HDI, except the top end is exactly the same.
However, the fault condition is higher for the 1.6, this is why when initially remove the DPF (with massive boost spikes thanks to ECU safe) I could read up to 2495 mbar.
I think that on the 2.0 I will be able to raise the threshold for the error and get more use out of the sensor. Just need a car to test this on....
), meaning I can now read to 2 bar gauge, however the gt1544v is not safe for much past 1.5 bar really.On the 1.6 it reads to 1495 and no fault occurs for a while, I'm assuming it's a different sensor on the 2.0 110 but I can check. In fact I will do it now. What is more likely is that the maximum voltage before an error is lower, or the fault timer. That's a good question, I'll report back haha.
Interesting, it's the same sensor on both 2.0 and 2.2 HDI. Ever so slightly on the 1.6 HDI, except the top end is exactly the same.
However, the fault condition is higher for the 1.6, this is why when initially remove the DPF (with massive boost spikes thanks to ECU safe) I could read up to 2495 mbar.
I think that on the 2.0 I will be able to raise the threshold for the error and get more use out of the sensor. Just need a car to test this on....