EFIDynoTuning Forum

wwhite

Which machine shop?
I see your in Vic as well.

wwhite

I am wanting suggestions for aftermarket/custom fuel rails with stock angled injectors for 351w.

Could probably make 302w style rails work, just cannot seem to find anything that will break the bank.
I wouldn't have thought fuel rails were so expensive, but then again, I don't want to cheap out, probably just keep stock rail.
Just don't like the look of the 'chrome' piping the stock ones are, and would like either black or aluminum, not red/blue.

wwhite

Does the strategy level "RZA**" document/book exist, or was disassembly based off one of the others documents?
LHBH1, CDAN2 and others exist.

wwhite

Anyone ever tried this balancer, its a Romac.
There's a video on YouTube of a a guy putting this into a cobra.
Looks good, I'll have to do some measure measurements to verify fitment compared to stock.
It is for a 302/351w, 28oz.

: 351w 28oz harmonic balancer

wwhite

Im in the same boat, 36-1 trigger wheel on 28oz 351w balancer.

What is the diameter of the 36-1 wheel?
Can the water pump be shaved a little for clearance?

I really want to put on the back side.

wwhite

Doesn't have it yet, but it will. Thanks so much, the FN616 is leading me in the right direction.

Code: Select all

STALLTV_SW = Calibration switch to select FN616 during engagement;
	0 -> select FN616,
	1 -> do not select FN616.
	
	FN616(TP_REL_H) = Stall TV pressure.

With your hint of FN616, also found these FN46(forward to reverse engagement) and FN56(neutral to reverse engagement).
Since the truck shifts in reverse perfectly when cold, I'll have to do some data logging on some of these parameters and understand it before I change anything.

Hmmm, your parameter comments are backwards for what LHBH1 strategy states.

wwhite

My truck has always 'slammed' into reverse, determined the rear end was bad.
Now that the rear end is replaced, still slams into reverse hard, like a neutral drop.

When I first got the truck, trans felt like it has a shift kit, shifts firmly into second and third.

I'm worried the slamming into reverse is what caused the previous rear end to go sloppy.

Is there any transmission pressure scalar or function that I can lower to prevent hard shifting into reverse?
Or is this a mechanical problem I need to fix.

wwhite

If your not up to the task yourself, a machine shop can do it.
Then, after you pay the machine shop, you probably could have bought the correct rods for floating pins to begin with for the same price.

wwhite

I set up a bench test, connected power & grounds, ignition, fuel pump to a relay, then connected the self-test wires and a light to the MIL.
Basically made something like this:
https://youtu.be/d5n_wKmueKM

wwhite

I don't think there is such a thing as 'layman' terms with regards to Ford strategies.

Anyways, here is a snippet from the CDAN2 document:

8.13 FEATURE: TRANSIENT FUEL - V1.1_FTRAN_TRANSIENT_FUEL (CDAM0)

8.13.1 BACKGROUND TRANSIENT FUEL LOGIC (CDAM0)

OVERVIEW

Background:

A liquid fuel film resides on the walls of the intake manifold. The film
mass varies primarily with manifold absolute pressure and manifold wall
temperature. During steady state conditions, the film mass is constant. The
rates of condensation and evaporation on the manifold walls are equal.
During transients, the film mass changes creating air/fuel ratio errors.

. During accelerations, the film mass increases. Fuel will condense faster
on the manifold walls until equilibrium is reached. In an uncompensated
system at stoichiometry, fuel is diverted from the cylinders, resulting
in a momentary lean condition.

. During decelerations, the film mass decreases. Fuel will evaporate
faster from the manifold walls until equilibrium is reached. In an
uncompensated system at stoichiometry, fuel is added to the cylinders,
resulting in a momentary rich condition.

The problem is magnified in closed loop fuel systems because the fuel control
will incorrectly chase the transient air/fuel excursions.

Intent:

The Transient Fuel Compensation Strategy (TFC) augments the closed/open loop
fuel control to keep cylinder events at the desired air/fuel ratio during all
engine transients. The goals are:

. To eliminate lean air/fuel excursions during accelerations.

. To eliminate rich air/fuel excursions during decelerations.

EFIDynoTuning Forum

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