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Author Topic: EFI DO's and DONT's (A Work in Progress)  (Read 111596 times)
Joel5.0
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« on: June 11, 2006, 07:58:33 pm »

New 2
News 1
Updated
For the performance enthusiast, or Electronic Fuel Injection (=EFI) Performance noob?. adding performance equipment (cam, heads, intake, throttle body, bigger Mass Air Flow (=MAF), higher flow rate injectors, exhaust?..) to EFI systems, could represent the addition of driveability problems with their rides. Such problems become very annoying, and increase the cost of performance, by having to ?invest? in the solutions of problems such upgrades could trigger. Most of the times, believe it or not, such problems can be avoided by not incurring in some configuration mistakes.

First off, in order to understand the components involved in any EFI setup a ?crash-lesson? of the typical Ford acronyms is required. The following list shows the 2-4 letter most commonly used acronyms and what they mean:

    [-]   OBD-I = On Board Diagnostic level I (Pre-?96 5.0L Mustangs)
    [-]   OBD-II = On Board Diagnostic level II (?96+ 5.0L Mustangs)
    [-]   EEC-IV = Electronic Engine Control IV (generation level or OBD-I)
    [-]   EEC-V = Electronic Engine Control V (generation level or OBD-II)
    [-]   ECM = Electronic Control Module (computer)
    [-]   TB = Throttle Body
    [-]   TFI = Thick Film Integrated (ignition module system found in EFI Mustangs)
    [-]   PIP = Profile Ignition Pickup (pulse generated by Stator Sensor in the distributor)
    [-]   SD = Speed Density EFI system (does not use a MAF sensor)
    [-]   MA = Mass Air EFI system
    [-]   MAF = Mass Air Flow sensor
    [-]   ECT = Engine Coolant Temperature sensor
    [-]   ACT = Air Charge Temperature sensor also referred to as IAT = Intake Air Temperature sensor
    [-]   IAC = Idle Air Control (actuator used to control idle)
    [-]   TPS = Throttle Position Sensor
    [-]   MAP = Manifold Absolute Pressure sensor
    [-]   BP = Barometric Pressure sensor (also referred to as BP/MAP, physically they are the same sensor)
    [-]   EGR = Exhaust Gas Recirculation valve
    [-]   EVP = EGR Valve Position sensor
    [-]   EVR = EGR Valve Regulator vacuum solenoid
    [-]   HEGO = Heated Exhaust Gas Oxygen sensor or O2 sensor
    [-]   VSS = Vehicle Speed Sensor
    [-]   SPOUT = SPark OUTput signal, also the connector jumper removed when setting initial timing, located by the TFI module connector
    [-]   H/C/I = Head/Cam/Intake upgrade
    [-]   CAI = Cold Air Intake tube
    [-]   KOEO = Key On Engine Off
    [-]   KOER = Key On Engine Running

Check for more information on Ford?s EEC-IV system Sensors and Actuators.

Any performance upgrades made to an EFI engine, requires the knowledge to access the system for codes scanning/self-tests routines, not as a method to view failures logged, but also as a troubleshooting/verification tool. There?s an abundant source of information in the internet that explain the EEC-IV system in detail, DIY self-test procedures, codes definitions, EEC strategies, wiring diagrams, vacuum diagrams, testing procedures, calibration procedures?and I will be itemizing them with their link addresses.

DO?s:     Naughty

  • First item on the agenda is a grounds upgrade. Electronic controls are susceptible to ?noise? created by bad grounds, and are the source of many failures and driveability problems. A write-up article on the subject is available at http://www.my5oh.com/forum/viewtopic.php?t=95 , suggest you also check "How to Avoid the Top 10 Electrical SNAFU's", great article from C & C magazine. If part of the upgrades is a relocation of the battery to the trunk, upgrading the grounds becomes more critical.
  • Anytime an H/C/I, CAI, MAF, Injectors, etc upgrade is done?..run a set of DIY KOEO/KOER self-tests to confirm that the EEC-IV system ?accepted? the upgrades?.or if any problems were caused as part of the installation (vacuum leaks., bad connections, etc).
  • Make sure all the required mechanical procedures, we usually try to bypass, are done. These are: Piston-to-Valve (PtV) clearance check, valve train geometry verification & pushrods length selection, cam timing?..and performing the corrective actions they might trigger. Any problems in these areas could cause the EEC-IV to fail, or be inefficient w/out having it modified (tuned chip, Tweecer, PMS, EEC_Tuner).
  • Install the correct thermostat rating, anything below 180? will cause the EEC-IV to work on the rich side of the A/F setting.
  • Increases in performance usually raise the blowby level in the crankcase, install an oil separator between the PCV valve, at the rear of the lower intake and the vacuum port, to prevent excess oil from getting into the intake. Good results have been experienced by relocating the PCV valve to a location at any of the valve covers. It is important that the valve cover baffles are installed for this PCV valve relocation.
  • Perform a series of calibrations/maintenance routines, to reset the EEC-IV to the new components, specifically:
       
  • Perform an ECM codes clear (disconnect battery for 5-10 minutes), reconnect battery, and allow the EEC-IV to go through its re-learning period (adaptive strategy), and make sure the system reaches close loop operation. This is the mode the system uses to update A/F & timing load tables. A 10-20 min. test drive under all driving conditions (stop-n-go, partial load, cruising and WOT) should be enough.
  • If you encounter driveability problems, or the CEL turns on in the instrument panel, perform a set of DIY KOEO/KOER self-tests, and check what failure codes show up (codes definitions are located at http://sbftech.com/index.php/topic,849.0.html ), start a thread with that information, and we?ll help you figure out what?s wrong.
  • If troubleshooting is needed, you will need access to wiring diagrams and more information and specs?.the information on the sites with that information are provided at the end of this write-up.

DONT?s:    Don't ...no
   
  • Install an open breather to any of the valve covers if the PCV valve setup is kept. This will cause an Unmetered Air (vacuum leak) condition due to air from the atmosphere been sucked into the crankcase. Fresh air intake to the crankcase (specially on MA EFI systems) have to be sourced from the air volume metered/measured by the MAF (reason for the OEM breather hose from the oil tube to the TB on the RH valve cover). Otherwise, a lean condition + idle control problems are likely to occur. If you want to install breathers, the PCV valve must be removed so an unmetered air condition is avoided.
  • The open breather(s) and unmetered air condition, does not apply to SD systems, since the PCV valve is a controlled vacuum leak already provided for by the SD logic. <<--(overlooked detail provided by EFI64Comet ...thanks!)
  • Take any shortcuts, go over the procedures required and make sure you have the data to backup any parts replacement that may be needed. Don?t throw parts at a problem ?hoping? it?ll get solved?..it could, and will get expensive.
  • Install the distributor with a rotated firing order, or #1 plug out of the OEM required position on the cap. This causes a timing error of the injectors ?firing? order?keep in mind that the EEC-IV system in Mustangs, is a SEquential Fuel Injection (SEFI) system, which means the injectors are activated one at a time based on the PIP signal, generated by the stator sensor. The PIP signal includes a #1 cylinder id pulse (shorter pulse, shown below) to keep the fuel ?on time? during the intake stroke and based on the firing order, thus affecting performance, although the engine will start and run with no apparent problems.
       
       
  • Mismatch components?.if you install bigger injectors, need to get the appropriate calibrated MAF, ECM, or programming (via tuned chip or alternate EEC). The bigger the MAF/injectors combination, the more likely you will need a tune chip or EEC programming.
  • Install ?big? cams on SD EFI systems, engine vacuum is very important to control A/F and idle (MAP sensor), if you want a big cam, and your car is Speed Density, convert to Mass Air?.so A/F and idle control are not dependent on a vacuum generated signal input from a sensor.
  • Start eliminating system components (like the smog stuff or EGR), without planning, and providing for either the hardware that will ?fool? the EEC-IV system, like this EGR/Thermactor elimination kit, or having their function deleted from the EEC-IV programming?.this last option is to simply prevent the CEL from turning on in the instrument panel, as explained in this EGR Delete Article.

I?ll be adding to the lists as feedback and information becomes available (remember)?.oh shit, almost forgot!.... ...the diagrams and procedures links............. here you go:

? Mustang ?86-?96 Wiring Diagrams and other Tech (Courtesy of TMoss and Veryuseful.com)
? TFI Module and Hall Effect Sensor Testing Procedure
? More TFI Module Testing
? Baking your TFI Module

Feel free to add information, criticize, question, ask for proof, bash, bullshit, raise hell..... that?s what we?re here for.

Really hope this helps someone?it will make the pain in my fingertips worth it.  Phew...  Good Luck!


* Raw_PIP_Signal.gif (3.07 KB, 600x130 - viewed 19096 times.)

* Vane_Rotor.jpg (7.97 KB, 250x186 - viewed 18894 times.)

* Dizzy_Diagram_FO.gif (40.01 KB, 999x432 - viewed 26188 times.)

* Dizzy_Diagram_FO_CAP.jpg (81.63 KB, 800x600 - viewed 79795 times.)

* Dizzy_Diagram_Orientation.gif (25.54 KB, 500x437 - viewed 65290 times.)

* Dizzy_Indexing_OK1.JPG (142.73 KB, 1088x816 - viewed 5698 times.)
« Last Edit: November 26, 2006, 05:46:37 pm by Joel5.0 » Logged

ACRONYMS:
LUK  LMK  JIC  BTSTDTRT  YCYDYP  NFI-YTM  SPOBI, and the classic... DILLIGAS

'86 Mustang GT, X-303 cam, Holley DP 700, RG Tran., 289 Heads   Ford Smilie 2


Quote from: Joel5.0
The right to be stupid is inalienable for sure however, there is no such thing as a right to impose stupidity onto others
Great Thoughts will Overwhelm a Feeble Mind
There is never money to do it right, but there's always money to do it over.
Knowledge based on external evidence is unreliable.
He, who doesn't ask, does not deserve an answer.
A mind is like a parachute it only works when it is open.  (oldmanjoe)
If you can't explain it simply, you don't understand it well enough. (Albert Einstein)
Tuning on a Dyno for the track, is like swim practice in a bathtub.
I can explain it for you, but I can't understand it for you. (90lxcoupe)
The proof of understanding is the ability to explain it. (H. Torruella)
Ignorance is bliss, but stupidity is orgasmic.
Fraud and falsehood only dread examination. Truth invites it. (Samuel Johnson)
The chaotic resistance of the opponents leads to the conclusion that they are not prepared to meet the challenge. The problem is already much more psychological then technological. [Bojidar Djordjev]
Individuals are rational and humane... Crowds are reactionary and barbaric. (Jason)
The person who says it cannot be done should not interrupt the person doing it. –Chinese Proverb
Nothing sways the stupid more than arguments they can't understand - Cardinal de Retz
Joel5.0
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Location: Puerto Rico
Miracles?.... by appointment only!


« Reply #1 on: July 01, 2006, 09:20:00 pm »

DON'T    Install Dizzy 1-tooth/1-plug  Off in EEC-IV Systems

Distributor installation is a synchronization exercise on its own, you're not only timing the spark events using the cam-to-dist. gear connection....you're also timing the fuel injectors priming order for a correct, and optimum, fueling pattern.

EFI/EEC-IV/SFI systems, will be screwed up if the timing pulse from the stator sensor, which incudes a narrow pulse to id cylinder #1, is not synchronized with the firing order....the PIP pulse graph looks something like...



The narrower #1 Cyl. id pulse (and the rest) is generated by the vanes rotor to time, or synchronize fuel injectors with the spark firing order, and engine intake cycle....and spark generation as well.



How important is the timing/synchronization of the injection-to-spark events?.... Imagine you install it causing the #1 plug to be shifted to the next plug to the left (CCW), and firing order starts one location "advanced". The engine will start and run, but fuel injection pattern will follow a "waste injection" pattern.

By advancing the #1 cyl. id pulse, you now have the injector priming a closed intake valve....this will cause a "fuel mist waste", since it will wet the closed valve and some fuel evaporation will happen. This will affect performance and fuel consumption..... the EEC-IV system's Adaptive Strategy will see a lean codition from the O2 sensors, and will force the system to try to compensate, by increasing Injectors Pulse Width (IPW), you know, to ensure a stoichiometry value of 14.64:1.......causing more fuel to be injected "at the wrong time" , wasting more fuel, screwing up atomization, and soaking the intake valve fuel entry side = lousy performance + excessive fuel consumption + $$$ down the exhaust.

DO IT RIGHT   Install Dizzy Correctly

The following diagrams show the correct firing order and #1 cylinder location on the cap + the distributor's relative position (for normal initial timing adjustments), using the TFI module connector as the reference for the distributor's housing orientation.





Follow the GREEN arrow...check distributor orientation using the TFI connector as the reference...the following pictures should clear any doubts. Correct dizzy installation and plugs location on the cap,


Click Please



Questions, problems?....

START A THREAD!....


Distributor pictures courtesy of Hackfabrication....... Thanx!
« Last Edit: March 24, 2009, 03:46:54 pm by Joel5.0 » Logged

ACRONYMS:
LUK  LMK  JIC  BTSTDTRT  YCYDYP  NFI-YTM  SPOBI, and the classic... DILLIGAS

'86 Mustang GT, X-303 cam, Holley DP 700, RG Tran., 289 Heads   Ford Smilie 2


Quote from: Joel5.0
The right to be stupid is inalienable for sure however, there is no such thing as a right to impose stupidity onto others
Great Thoughts will Overwhelm a Feeble Mind
There is never money to do it right, but there's always money to do it over.
Knowledge based on external evidence is unreliable.
He, who doesn't ask, does not deserve an answer.
A mind is like a parachute it only works when it is open.  (oldmanjoe)
If you can't explain it simply, you don't understand it well enough. (Albert Einstein)
Tuning on a Dyno for the track, is like swim practice in a bathtub.
I can explain it for you, but I can't understand it for you. (90lxcoupe)
The proof of understanding is the ability to explain it. (H. Torruella)
Ignorance is bliss, but stupidity is orgasmic.
Fraud and falsehood only dread examination. Truth invites it. (Samuel Johnson)
The chaotic resistance of the opponents leads to the conclusion that they are not prepared to meet the challenge. The problem is already much more psychological then technological. [Bojidar Djordjev]
Individuals are rational and humane... Crowds are reactionary and barbaric. (Jason)
The person who says it cannot be done should not interrupt the person doing it. –Chinese Proverb
Nothing sways the stupid more than arguments they can't understand - Cardinal de Retz
jucaan
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« Reply #2 on: September 09, 2006, 03:14:21 pm »

 

This is like EFI 101 for me that only worked on carbs before.  I'll go over it and learn.
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89LX Stock short block, Trickflow 170 TWS, Performer RPM, Pro Systems 730dp, shorty headers and O/R H Pipe, C4 3800 stall and 4.10 rear end.

Soon will test at Englishtown.
Joel5.0
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« Reply #3 on: September 14, 2006, 10:06:07 pm »

Summarized EEC-IV logic for the TPS......

The EEC-IV will check for the following:

- Minimum voltage at closed throttle over .49 vdc. , less than .49 and codes 23 and 63 will set as failures.  SOS Urgent

- Max voltage closed throttle should not exceeed 1.2 vdc, or codes 23 & 53 will set as failures.  SOS Urgent

- TPS voltage between .5vdc and 1.19 = no codes, TPS  ...then

- Closed throttle TPS value is reset by the system to the lowest value read when ignition is turned on every time. Or as explained by the EEC-IV RATCH algorithm:
Quote
The variable RATCH is the output of a ratchet algorithm which continuously seeks the minimum throttle angle corresponding to a CLOSED THROTTLE position. This alleviates the necessity to set the throttle position sensor at an absolute position and compensates for system changes and differences between vehicles. The ratchet algorithm uses filtered throttle position for the determination of RATCH.
- A voltage increase of .04 vdc from the minimum registered will id part throttle status.
- Minimum WOT value of 3.21 vdc (.5 + 2.71) and not higher than actual Voltage REFerence (VREF) generated by the ECM to access WOT strategy.

 FYI....This does not include the other registers and functions, the system uses to id acceleration, deceleration, cruise...etc, like:

APT = At Part Throttle flag
Quote
The value of APT is determined by a logic. Briefly, throttle angle breakpoints, in terms of counts, are used to define the CLOSED/PART_THROTTLE and PART/WIDE_OPEN_THROTTLE transitions.
- OLDTP = Previous TP sensor value, counts.
- TAR = Throttle Angle Rate of change, deg/sec.
- TP = Throttle position sensor.
- FN331B = A multiplier as a function of the present throttle angle minus the lowest measured throttle angle (TP - RATCH)
- Etc, etc, etc

Adjusting the TPS is a myth....or more proof is needed? Anyone?
« Last Edit: September 14, 2006, 11:20:25 pm by Joel5.0 » Logged

ACRONYMS:
LUK  LMK  JIC  BTSTDTRT  YCYDYP  NFI-YTM  SPOBI, and the classic... DILLIGAS

'86 Mustang GT, X-303 cam, Holley DP 700, RG Tran., 289 Heads   Ford Smilie 2


Quote from: Joel5.0
The right to be stupid is inalienable for sure however, there is no such thing as a right to impose stupidity onto others
Great Thoughts will Overwhelm a Feeble Mind
There is never money to do it right, but there's always money to do it over.
Knowledge based on external evidence is unreliable.
He, who doesn't ask, does not deserve an answer.
A mind is like a parachute it only works when it is open.  (oldmanjoe)
If you can't explain it simply, you don't understand it well enough. (Albert Einstein)
Tuning on a Dyno for the track, is like swim practice in a bathtub.
I can explain it for you, but I can't understand it for you. (90lxcoupe)
The proof of understanding is the ability to explain it. (H. Torruella)
Ignorance is bliss, but stupidity is orgasmic.
Fraud and falsehood only dread examination. Truth invites it. (Samuel Johnson)
The chaotic resistance of the opponents leads to the conclusion that they are not prepared to meet the challenge. The problem is already much more psychological then technological. [Bojidar Djordjev]
Individuals are rational and humane... Crowds are reactionary and barbaric. (Jason)
The person who says it cannot be done should not interrupt the person doing it. –Chinese Proverb
Nothing sways the stupid more than arguments they can't understand - Cardinal de Retz
grabbem88
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Location: Illinois,sparta...currently perryville,mo.

« Reply #4 on: September 29, 2006, 11:36:20 pm »

can you just put a breather in place of the pcv spot?...i neglected in the past about my valve covers are breathered.<lol..
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those who beg in silence...starve in silence
Joel5.0
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« Reply #5 on: September 30, 2006, 09:01:04 am »

You can put a small breather or plug it (as long as you have a breather at each valve cover for ventilation) and provided no PCV system is used, to avoid an unmetered air (vacuum leak) condition in EFI setups.
Logged

ACRONYMS:
LUK  LMK  JIC  BTSTDTRT  YCYDYP  NFI-YTM  SPOBI, and the classic... DILLIGAS

'86 Mustang GT, X-303 cam, Holley DP 700, RG Tran., 289 Heads   Ford Smilie 2


Quote from: Joel5.0
The right to be stupid is inalienable for sure however, there is no such thing as a right to impose stupidity onto others
Great Thoughts will Overwhelm a Feeble Mind
There is never money to do it right, but there's always money to do it over.
Knowledge based on external evidence is unreliable.
He, who doesn't ask, does not deserve an answer.
A mind is like a parachute it only works when it is open.  (oldmanjoe)
If you can't explain it simply, you don't understand it well enough. (Albert Einstein)
Tuning on a Dyno for the track, is like swim practice in a bathtub.
I can explain it for you, but I can't understand it for you. (90lxcoupe)
The proof of understanding is the ability to explain it. (H. Torruella)
Ignorance is bliss, but stupidity is orgasmic.
Fraud and falsehood only dread examination. Truth invites it. (Samuel Johnson)
The chaotic resistance of the opponents leads to the conclusion that they are not prepared to meet the challenge. The problem is already much more psychological then technological. [Bojidar Djordjev]
Individuals are rational and humane... Crowds are reactionary and barbaric. (Jason)
The person who says it cannot be done should not interrupt the person doing it. –Chinese Proverb
Nothing sways the stupid more than arguments they can't understand - Cardinal de Retz
grabbem88
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*
Offline Offline

Posts: 0


Location: Illinois,sparta...currently perryville,mo.

« Reply #6 on: September 30, 2006, 06:24:38 pm »

i did try this in the past but wasn't sure if it was right....the valve covers are edelbrock elite's which are actually from my other carbed 302....
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those who beg in silence...starve in silence
ram360
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« Reply #7 on: October 01, 2006, 08:32:33 pm »

wow, I think this just solved my check engine light prob... I kept getting a lean condition code.  Couldn't find a vac leak anywhere.  Sounds like the open breather is the culperate...Awesome write up.
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Joel5.0
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Big Block
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Posts: 22510


Location: Puerto Rico
Miracles?.... by appointment only!


« Reply #8 on: October 01, 2006, 08:48:32 pm »

wow, I think this just solved my check engine light prob... I kept getting a lean condition code.  Couldn't find a vac leak anywhere.  Sounds like the open breather is the culperate...Awesome write up.
...open breather + PCV valve = unmetered air (vacuum leak) = lean condition and possible idle control problems as well..... Good Luck!
Logged

ACRONYMS:
LUK  LMK  JIC  BTSTDTRT  YCYDYP  NFI-YTM  SPOBI, and the classic... DILLIGAS

'86 Mustang GT, X-303 cam, Holley DP 700, RG Tran., 289 Heads   Ford Smilie 2


Quote from: Joel5.0
The right to be stupid is inalienable for sure however, there is no such thing as a right to impose stupidity onto others
Great Thoughts will Overwhelm a Feeble Mind
There is never money to do it right, but there's always money to do it over.
Knowledge based on external evidence is unreliable.
He, who doesn't ask, does not deserve an answer.
A mind is like a parachute it only works when it is open.  (oldmanjoe)
If you can't explain it simply, you don't understand it well enough. (Albert Einstein)
Tuning on a Dyno for the track, is like swim practice in a bathtub.
I can explain it for you, but I can't understand it for you. (90lxcoupe)
The proof of understanding is the ability to explain it. (H. Torruella)
Ignorance is bliss, but stupidity is orgasmic.
Fraud and falsehood only dread examination. Truth invites it. (Samuel Johnson)
The chaotic resistance of the opponents leads to the conclusion that they are not prepared to meet the challenge. The problem is already much more psychological then technological. [Bojidar Djordjev]
Individuals are rational and humane... Crowds are reactionary and barbaric. (Jason)
The person who says it cannot be done should not interrupt the person doing it. –Chinese Proverb
Nothing sways the stupid more than arguments they can't understand - Cardinal de Retz
grabbem88
Self_Deleted
2stroke
*
Offline Offline

Posts: 0


Location: Illinois,sparta...currently perryville,mo.

« Reply #9 on: October 01, 2006, 10:00:15 pm »

ok well what if it blows oil out the back?....it did this before when i had stockers on there though...
Logged

those who beg in silence...starve in silence
Joel5.0
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Big Block
*****
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Posts: 22510


Location: Puerto Rico
Miracles?.... by appointment only!


« Reply #10 on: October 01, 2006, 10:14:16 pm »

ok well what if it blows oil out the back?....it did this before when i had stockers on there though...

At the EFI PCV valve location?.....you either have:

1. clogged PCV filter screen/strainer
2. clogged breather hose/valve cover baffle on the RH valve cover
3. excessive blowby
Logged

ACRONYMS:
LUK  LMK  JIC  BTSTDTRT  YCYDYP  NFI-YTM  SPOBI, and the classic... DILLIGAS

'86 Mustang GT, X-303 cam, Holley DP 700, RG Tran., 289 Heads   Ford Smilie 2


Quote from: Joel5.0
The right to be stupid is inalienable for sure however, there is no such thing as a right to impose stupidity onto others
Great Thoughts will Overwhelm a Feeble Mind
There is never money to do it right, but there's always money to do it over.
Knowledge based on external evidence is unreliable.
He, who doesn't ask, does not deserve an answer.
A mind is like a parachute it only works when it is open.  (oldmanjoe)
If you can't explain it simply, you don't understand it well enough. (Albert Einstein)
Tuning on a Dyno for the track, is like swim practice in a bathtub.
I can explain it for you, but I can't understand it for you. (90lxcoupe)
The proof of understanding is the ability to explain it. (H. Torruella)
Ignorance is bliss, but stupidity is orgasmic.
Fraud and falsehood only dread examination. Truth invites it. (Samuel Johnson)
The chaotic resistance of the opponents leads to the conclusion that they are not prepared to meet the challenge. The problem is already much more psychological then technological. [Bojidar Djordjev]
Individuals are rational and humane... Crowds are reactionary and barbaric. (Jason)
The person who says it cannot be done should not interrupt the person doing it. –Chinese Proverb
Nothing sways the stupid more than arguments they can't understand - Cardinal de Retz
grabbem88
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*
Offline Offline

Posts: 0


Location: Illinois,sparta...currently perryville,mo.

« Reply #11 on: October 01, 2006, 10:24:08 pm »

crap forgot....nevermind that was when i forgot to install pcv splash plate on
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those who beg in silence...starve in silence
Joel5.0
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Posts: 22510


Location: Puerto Rico
Miracles?.... by appointment only!


« Reply #12 on: October 01, 2006, 10:28:38 pm »

crap forgot....nevermind that was when i forgot to install pcv splash plate on
....don't worry... Shit Happens!...
Logged

ACRONYMS:
LUK  LMK  JIC  BTSTDTRT  YCYDYP  NFI-YTM  SPOBI, and the classic... DILLIGAS

'86 Mustang GT, X-303 cam, Holley DP 700, RG Tran., 289 Heads   Ford Smilie 2


Quote from: Joel5.0
The right to be stupid is inalienable for sure however, there is no such thing as a right to impose stupidity onto others
Great Thoughts will Overwhelm a Feeble Mind
There is never money to do it right, but there's always money to do it over.
Knowledge based on external evidence is unreliable.
He, who doesn't ask, does not deserve an answer.
A mind is like a parachute it only works when it is open.  (oldmanjoe)
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« Reply #13 on: October 01, 2006, 10:31:34 pm »

hey what size is that hole with grommet inplace?..
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« Reply #14 on: March 08, 2007, 06:39:16 pm »

Effects of Changing Fox's ACT/IAT from Intake to Air Duct/Filter Box


How will the Fox computer react to the ACT being moved from the lower intake to the Intake Airbox?
Thumbing through the TwEECer (CalEdit) this is what can be seen...

In the X3Z Calibration
FN 825B - ACT will increase the engine idle rpm after about 192F, maxing out at 64rpm by 208F
FN 220 - EGR Multiplier is 0 until 58F, maxes out at 1 by 60F
FN 126 - Spark advance starts to retard at 160F maxing out at -2* by 190F
FN 135 - WOT spark advance is retarded starting at 150F, maxing out at -6* by 240F
FN 300 - Open Loop Fuel Multiplier is unaffected by ACT (always 1)
SCALAR - ACT MUST be between 100F and 200F for the Adaptive Strategy to start learning

In the A9L Calibration
FN 825B - ACT will increase the engine rpm by 48rpm at 200F, and a max of 72rpm at 226F
EGR Multiplier is .8 until 0F, then rises to a max of 1 by 56F
FN 126 - Spark advance starts to retard at 160F maxing out at -2* at 190F
FN 135 - WOT spark advance is retarded starting at 150F, maxing out at -6* by 240F
FN 300 - Open Loop Fuel Multiplier is .64 until -40F, .81 by 0F, and maxes out at 1 by 76F
SCALAR - ACT MUST be between 100F and 200F for the Adaptive Strategy to start learning

So what does this mean?
Idle speed ? Obviously for both calibrations the affect is going to be minimal, assuming all other idle contributors are working properly.  Moving the ACT to a cooler location should not have a major impact on idle speed.

EGR ? Moving the ACT to a cooler location will affect the function of the EGR.  It would not be recommended to try and pass an emissions test with the ACT in the airbox on a cold day (below 60F).

Spark ? The Spark Advance is RETARDED with higher temps.  Moving the ACT to the airbox can help to keep ignition timing higher.  However, keep in mind that Ford used the ACT as a ?Safety Factor? for preventing high temp detonation.  False information to the EEC-IV will make detonation more likely when the engine is warm/hot.

Fuel Multiplier ? The Fuel Multiplier increases with higher ACT temps.  Due to the low temps at which the ACT will impact the Fuel Multiplier this is not likely to cause an issue.

Adaptive Strategy ? This may be the most critical one for most daily driver Mustangs.  Not allowing the Adaptive Control to function (because the ACT never sees 100F in the airbox), could hurt fuel economy and could cause drivability issues.

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Quote from: Joel5.0
The right to be stupid is inalienable for sure however, there is no such thing as a right to impose stupidity onto others
Great Thoughts will Overwhelm a Feeble Mind
There is never money to do it right, but there's always money to do it over.
Knowledge based on external evidence is unreliable.
He, who doesn't ask, does not deserve an answer.
A mind is like a parachute it only works when it is open.  (oldmanjoe)
If you can't explain it simply, you don't understand it well enough. (Albert Einstein)
Tuning on a Dyno for the track, is like swim practice in a bathtub.
I can explain it for you, but I can't understand it for you. (90lxcoupe)
The proof of understanding is the ability to explain it. (H. Torruella)
Ignorance is bliss, but stupidity is orgasmic.
Fraud and falsehood only dread examination. Truth invites it. (Samuel Johnson)
The chaotic resistance of the opponents leads to the conclusion that they are not prepared to meet the challenge. The problem is already much more psychological then technological. [Bojidar Djordjev]
Individuals are rational and humane... Crowds are reactionary and barbaric. (Jason)
The person who says it cannot be done should not interrupt the person doing it. –Chinese Proverb
Nothing sways the stupid more than arguments they can't understand - Cardinal de Retz
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