Ecu paramitor conditions for 1993 ge hatch

Hatch or liftgate ?
Liftgate Release
The liftgate release switch operates the liftgate latch electronically. When the switch is pressed, the SJB processes the input and releases the liftgate latch.
The doors must be unlocked electronically in order for the SJB to release the liftgate latch. When this condition is met and the SJB receives the input from the liftgate release switch, the SJB provides power to the latch release motor.

SJB - smart junction box , fords BCM - body control module .
Your best bet , take it to the dealer .
B2666 Liftgate Release Switch Circuit Failure Go To Pinpoint Test I . B273A Liftgate Release Output Circuit Shorted to Ground Go To Pinpoint Test I . B273B Liftgate Release Output Circuit Open or Shorted to Battery Voltage Go To Pinpoint Test I .

Electronic Control Module, the engine management computer in plain English, the brain box in slang; some car makers call theirs an ECU (Electronic Control Unit), or a PCM (Program Control Module, or Powertrain Control Module), or ECM (Electronic Control Module). May even be other names for them. The engine computer uses several sensors (as inputs) to compute fuel requirements and spark timing (ignition timing) needed for the operating conditions at that moment, then it sends signals to controllers and switches (outputs) to run the engine at optimum efficiency.

Regulator is in the alternator. Test the output terminal (where the wire bolts on) on the back of the alternator to see if the voltage is right. If not, get a new one, they're cheap. (relatively speaking - $50-$200) P.S. car must be running, watch out for those belts!

If the back hat wont open ,the linkage has fallen out,the required might may consist of the lock assembly and the labor to open the hatch is about 2 hours

If you lost the 8 volt output you need to go to the engine juction box and check the fuses especially the fuel pump fuse.When you turn the key on the ASD relay turns on the fuel pump and the ECM. From there you should have a output to the Distributor.

The MAP is there to provide air pressure values from the inlet manifold to the engine control unit which in turn alters the pulse width of the fuel injection cycles. When the engine is at idle the throttle is closed and this creates vacuum conditions in the inlet plenum and as a result the voltage signal from the MAP should rise. Generally the MAP has 3 pins in the connecting socket, one pin is the 'reference' (usually 5 volts), the second pin is 'ground' and the third pin (usually the middle) is 'signal' voltage. At normal air pressure the MAP signal is about 1 volt. When vacuum is applied (idle throttle condition) the output signal rises by about 1 volt for every 5 inches of mercury pressure difference. At idle the voltage output will be high (4 volts) and the ECU responds by setting very short injection cycles. From what you have said is that the MAP at normal air pressure (as would be encountered when the throttle is open) is allowing the engine to idle just so long as no un-metered air gets in via the disconnected vacuum line. As soon as air enters the line the engine stalls. The stalling could be either due to too much air getting in making the air/fuel mix too lean or due to the loss of vacuum the fuel pressure regulator, creating higher fuel pressure in the fuel rail and therefore causing too much fuel to be injected per injection cycle. Check out the voltage signal from the MAP when applying a hand vacuum to it. Check the connector for dirt or corrosion. Check out the wiring from the connector back to the ECU for continuity.

Hope this helps. It's for a 2004 eclipse remote start.

12volts white/red (40A) + ignition harness
Starter black/red + ignition harness
Second Starter N/A
Ignition green + ignition harness
Second Ignition N/A
Third Ignition N/A
Accessory blue/red + ignition harness
Second Accessory blue/black + ignition harness
Keysense blue/red ignition harness
Notes: This wire rests at ground, and goes to an open circuit when the key is inserted into the ignition cylinder.
Power Lock purple - pin 33 at ETACS ECU
Notes: The ETACS ECU is attached to the back of the fuse box.
Power Unlock lt. green/red - pin 34 at ETACS ECU
Notes: The ETACS ECU is attached to the back of the fuse box.
Lock Motor lt. green 5wi pin 19, 28 pin plug below fuses
Unlock Motor green/red 5wi pin 22 at ETACS ECU
Notes: The ETACS ECU is attached to the back of the fuse box.
Parking Lights+ green/white + pin 2, 15 pin plug above fuses
Parking Lights- N/A
Hazards green - pin 55 at ETACS ECU
Notes: The ETACS ECU is attached to the back of the fuse box.
Turn Signal(L) green/blue + pin 8, 15 pin plug above fuses
Turn Signal(R) green/yellow + pin 13, 15 pin plug above fuses
Reverse Light red/blue + pin 9, 43 pin plug in driver kick
Door Trigger see notes - see notes
Notes: The driver door trigger is lt. green, pin 6, in a 15 pin plug above the fuses. The passenger door is lt. green/black in pin 65 at the ETACS ECU. Use both wires and diode isolate each.

The ETACS ECU is attached to the back of the fuse box.
Dome Supervision green/orange - pin 1, 3 pin plug above fuses
Trunk/Hatch Pin red - pin 62 or 37 at ETACS ECU
Notes: It is in pin 62 on the coupes, and in pin 37 on the convertible spyders.

The ETACS ECU is attached to the back of the fuse box.
Hood Pin green/red - pin 24 at ETACS ECU
Notes: The ETACS ECU is attached to the back of the fuse box.
Trunk/Hatch Release green/white 5wi pin 32 at ETACS ECU
Notes: The ETACS ECU is attached to the back of the fuse box.
Power Sliding Door N/A
Factory Alarm Arm lt. green/black - pin 42 at ETACS ECU
Notes: Meter this wire while turning the key in the driver door key cylinder.

The ETACS ECU is attached to the back of the fuse box.
Factory Alarm Disarm orange - pin 25 at ETACS ECU
Notes: Meter this wire while turning the key in the driver door key cylinder.

The ETACS ECU is attached to the back of the fuse box.
Disarm No Unlock blue/red - pin 27 at ETACS ECU
Notes: Meter this wire while turning the key in the hatch/trunk key cylinder.

The ETACS ECU is attached to the back of the fuse box.
Tachometer white or black/white ac engine speed detection connector
Notes: The engine speed detection connector is a single pin connector in the fuse/relay box under the hood.

Can also go to one of the ignition coils or the distributor assembly and use the black/blue or white/green wire.
Wait to start N/A
Brake Wire green/orange + brake pedal switch
Parking Brake yellow/green - parking brake switch
Horn Trigger lt. green/black - pin 44 at ETACS ECU
Notes: The ETACS ECU is attached to the back of the fuse box.
Memory Seat 1 N/A
Memory Seat 2 N/A
Memory Seat 3 N/A
Interface Module: Category:
Immobilizer Bypass Required:
Yes Type:
Transponder
Part #: 556UW
Alternate Part1 #: DesignTech 20402
Alternate Part2 #: DesignTech 29402
Notes: Standard on all models.

Good luck.

This is a normal condition. If anything fails in the vaccuum system, the air flow is directed (because of spring loading) to defrost.

during the condition that you describe, the engine vaccum drops, and devices start to loose vaccum control.

If the codition annoys you, a vacuum reservoir can be installed. They look like a coffee can....

your joking ,ECU diagram ,now thats like asking the queen for the keys to the crown jewels,If no grnd for the fuel pump then you have a problem with the alarm system

sound like timing problems. check timing belt or needs changing.