Ford EU EEC IV&V specificities

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Re: Ford EU EEC IV&V specificities

Unread postby jsa » Sun May 20, 2018 4:22 pm

Pym wrote:It seems really simple, but adding 40% (real injector difference) to what I think is Injector slope, generates really lean idle or stabilized mode (if not stalling).
Updating constants to raise [214] value, changes nothing, the main result is done by raising Battery correction [2a6] by 80% to stabilize everything.
On my daily stable version (which is not really clean), only VE tables and expected AFR are changed.
OK, to expect AFR 14.8 at idle to provide 13.5 at real and 15.3 at WOT to provide 12.5 is not the best thing to do.


The description of how it works sounds fair, but I am not clear on what you have done with injectors and slopes.
Are you saying you put injectors in the car that are 40% larger flow rate, then adjusted the slope 40% and got lean running?
Or are you saying you adjusted the slope by 40% on the OEM injectors and got lean running?

Is a fuel value being clipped or capped somewhere?
Are you able to log the various registers involved?

I agree, fudging battery etc is not a solution.

Feel free to send me your listing If you want another set of eyes to look over it. I will have a look as time permits.
Cheers
John
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Re: Ford EU EEC IV&V specificities

Unread postby decipha » Sun May 20, 2018 4:51 pm

if you want to post it here i'll give it a look when time permits

did you setup datalogging yet?
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Re: Ford EU EEC IV&V specificities

Unread postby Pym » Sun May 20, 2018 5:36 pm

I am using 265cc injectors instead of genuine 190cc ones, on a self modified binary which I have based on a known stage 2 chip (still available for purchasing).
This stage 2 chip was written for 240cc injectors (without modifying slope) and with a maximum boost at 0.9bar. With this setup it is already too much lean and with mine clearly bigger injectors were needed.
As I have said, this binary is not well tweaked, my changes get better results, but I have reached the limit like this, this is why I want to restart from original binary and to update right information.
So the whole work is done on current injectors, 265cc ones.
Logically, I was thinking like this, raising by 40% the right single injector slope only, on original binary, should give good results and perfect results should be achieved with battery correction, but not at all.

You can have a look at 0FAB (0SLTXA) which is on the first page of the topic, it will match described registers.
Yes, datalogging is in place on mine, but I have to add more registers to detail different values in ticks, because I do no understand why battery correction has this impact, compared to other constants.
On my last tests, on normal voltage, original value at 123 was giving a 17 AFR at idle, for 297 it was a 10 AFR, function goes from 123 to 1426, for sure I have not tried the maximum one.
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Re: Ford EU EEC IV&V specificities

Unread postby jsa » Sun May 20, 2018 6:58 pm

Ok understood.

Injector offset (volts>injector dead time) will mostly effect low pulse widths, so idle and low load stable running. What does your Lambda read as your load increases and more injector pulse width is demanded?

Say for idle, 2ms dead time + 1ms of fuel > 66% is no flow time. Injector offset dominates
Some load, 2ms dead time + 6ms fuel > 25% is no flow time. Injector slope dominates.

From your numbers
123 gives 1.15 Lambda
297 gives 0.68 Lambda
174/0.47=370.2
370.2*0.15=55.5
123+55.5=178.5

Enter 178.5, see what you get.

Is it possible the OEM MAP transfer is skewed to account for injector characteristics?
What is the Fuel Pressure Regulator rating and injector flow rate specs for OEM and your new injectors?

You said you expect AFR of 14.8, is your fuel really 14.8? More ethanol lowers AFR for lambda=1.
Do you have an AFR scalar?
Cheers
John
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Re: Ford EU EEC IV&V specificities

Unread postby Pym » Mon May 21, 2018 2:22 am

The best thing I have obtained (in the garage) is 250cc equivalent on slope and 225 for battery correction, with other things updated too.
It was normal at idle and stabilized at 2500 rpm, but my feelings were not good enough to run like this.

Last week on road, I had only updated slope, at 210cc it was ok at idle and bit lean stabilized and I had 10 or 9 on AFR at WOT.
At 220cc car was not stable at all.

I do not think MAP transfer reflects injectors characteristics, it seems accurate and conform to specifications.
For fuel pressure, originally it should be 2.5bars at idle, I use 2.7bars because I can not go lower anymore with my fuel pump, knowing fuel line is limited to 5bars at boost.
S2 chip was created for 3.0bars.

Car was produced to use leaded fuel RON 97 MON 86 and unleaded fuel RON 98 MON 88 (and probably RON 95 MON 85, never tried).
Today in France RON 98 includes ethanol between 5 and 10%, RON 95 between 10 and 20%, so it has clearly an impact.
But I am talking about a CVH engine, AFR 14.7 is not a target for it, a stable idle for it has always been around 13.5 (CO between 1.5 and 2%).
14.7 could be a target in stabilized mode (for fuel consumption only) and hopefully it is not a Subaru, we can go over AFR 11 at WOT,
in secure mode (long run) it will be 12.5 and 13.5 for maximum results.

I have not seen a global or base AFR scalar, that is activated, but all related tables are easy to manage, standard results will always give a x1 multiplier.

It is interesting to talk about ethanol, because more and more people are now running with 100% of ethanol and I know some on this car with great results,
but with an aftermarket management and hours and hours (or days) spent on its setup.
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