the new combo (see sig) runs ok off the stock setting, so i was thinking i could start from there and tweak a few things like: idle high/low fan starting temps that's all i've tried so far, hehe. what are some other simple things i can try modifying? a few details: -i'm on the stock t4m0 -still on 19#ers, trying to see if the ones off my 01 exp engine are 24#ers (if so, i'll get the adapters) -stock maf -explorer throttle body -no fuel pressure regulator yet -timing's at 17* what are some things i can do to maybe get some more fuel out? specific scalars to modify?? forgive my newbness. i'm doing as much research as i can fit in my schedule, so any help is appreciated!
Ok first off, Dont get the regulator, you dont need it with the tweecer, second off, set base timing to 10*, all tweecer readings and numbers are off of 10* as far as adjusting fuel, I too am just starting out and havent really started tuning but go to the tables tab and use the "fuel_table_stablized_OL", these are air/fuel ratios and can be taylored to your needs, it is based on load, these adjustments except for the WOT ones will vary with the other tables because of closed loop. Hopefully grady or someone along those lines will chime in with more detail and what needs to be done, im a newbie too.
There is more to this than meets the eye The values you see in that fuel table are N O T your fuel ratio They A R E ... lambse values When you look at lambse values in your datalog ........... You are looking at the commanded value for that very moment Or in other words ....... That value is the value the pcm is trying obtain Its almost a certain bet ........... The true af ratio and the value in that table will not match and Lots of the time ... it can be pretty far off Without a Wide Band ....... One really should take a hands off approach to ...... WOT fuel tweecs ... IMHO This is one of the few areas one could hose up big time Grady
ahh yes, forgot the word targeted, yeah actual values as grady says will be different, a wideband is a must!
thanks for the reply, gentlemen. a few ?'s: -i WON'T need an adjustable fuel pressure regulator because the tweecer will regulate it? -what fuel stuff can i mess with safely without using a wideband? thanks!
You don't need the regulator because now you can control fuel metering via the Pulse Widths. Controlling fuel via the PW is more accurate than hosing around with a AFPR. Look really close at your KAMRF values. This will indicate how close your MAF Transfer and Injector Slopes(etc.) are. That is about all you should mess with until you have a WB installed. jason
thanks, jason. only thing i don't understand about that is: isn't the stock fuel pressure regulator mechanical? if so, even if i mess w/ what you suggested, won't the stock regulator make it obsolete?
Not sure if I understand your question completely, but what is being done instead of raising fuel pressure is adjusting the pluse width, allowing more fuel to pass when the injector shoots in its fuel at the stock fuel pressure. Therefore getting more fuel to the motor. This is a much more efffective way of gettin more fuel to the engine and more accurate than raising the pressure is.
ah, ok, now i understand what you meant. so i look at my KAMRF values? where do i find those? could you please describe how to edit the pulse widths? sorry for all the newb-ness, but that's exactly what i am. trying to do as much research as i can, and i appreciate you guys' help.
The reason you dont want a adj. reg. is that the stock eec and tweecer assume that they are at a stock setting...like the timing at 10*. Since the eecs programming thinks the FP is at 39# anything diff. sques the logs and causes the readings to drift more and you will end up chaising your tail. KAMFR- Keep Alive Memory Fuel Reference, its the "memory" of what your computer is doing to adj. the fuel via o2's to hit the target A/F. You can nail down the non-WOT areas of the tune fairly close (a wideband for confermation) since it based off the o2's. The goal is to get the K's as close to 1 as possible without being 1, like .9998 or so. You can log K's specificly. You should prob. work on the maftransfer 1st, then the inj. slopes...if you have stock inj. 19 or 24 since they are factory it is fairly easy to get the correct info. However, the big 3 are Maftransfer, Slopes, offsets. The offsets deal with the diff. elec. loads seen by the eec with an inj. and acc. on like fan/radio/ect, again if running a stock inj. this is fairly easy info to get. I saw a post about timing tables... there are 2 ways to skin this cat for the most part. all 55's in all cells of the bdln table, MBT, and altitude table and using the base table to do the tuning changes. or All 55's in the bdln, MBT and making the alt. and base table match in the areas your tuning in. Those areas are the top two rows or the top two load rows...a good starting point is to have all the timing in at around 2,500rpm instead of the slow rate of advance...start off with alittle timing...dont just jump to 36*...start by adding at most 2-4* and see how it reacts.
thanks for the info, but i must admit this is a little overwhelming. my car is running like absolute crap right now--it's misfiring pretty bad. it'll buck on the expressway, even going at a constant 60mph, for example. once in a while, though, it's like a switch is flipped and it'll run smoothly. we set the timing back to 10*, though. i don't suppose it would be possible to make a few logs, then send them to someone, along w/ my combo specs (cam, etc) and have them make a calibration file and just load that onto a setting? does the non-rt do any sort of logging or diagnostic, for that matter? trying not to be down about this, but it's worrysome as the car's my daily driver.
From the mods you listed, it doesn't sound like you should be having any tuning problems. With the limited understanding of your setup that I have... I would currently guess a mechanical problem is causing your issues. Pretty much a guess though A couple of datalogs could be very helpful, along with pulling the diagnostic codes. If you have a hard time transfering the datalogs, I can post them on my site for a couple of days. Space on my site is limited though, so I won't be able to keep them forever... (I'm not sure how much help I would be in reading your datalog, but I will give it a go. I think others will be more helpful though.) Grady, I like it here. You guys are great I'm glad you tolerate me, and don't make fun of me for driving a 'Fox' jason
no, the non-r/t doesnt do logging which is a very important feature and aids so much with tuning. without it, its like being in a 50'x50' room pitch black, cant even see ur hand infront of your face, looking for a penny.
Jason Just before I got my current 95GT .............. I almost snagged a .... very low milage, cream puff, cherry mint, no mods, completely stock 93 Coupe ... with ... t-5 trans (is there any other ) I was a bit late as it was way up in Yankee Land Foxes are great Your presence and info here is appreciated by me Just cause you do things a bit differently (Fox Guy) That don't make you ... Wrong or weird I could have used you in a thread where I was trying to help Nacho about two weeks ago with his Fox Pcm I got in over my head in a heart beat Perhaps you would be willing to give us your wisdom With those Fox spark tables Grady
1. upgrade to a R/T model 2. buy the program EA. it will be night and day better for you with no guess work...and guessing is ALL you can really do with the base model other than a few little things.
yes, sadly i have the base model. i got it for $250 off my cousin and planned on sending it in to get upgraded to the r/t but never did. guess i'll have to do that asap so it'll take the guessing out of a lot of things.
Well Paul We have talked about tuning with and without datalogging. I am a firm believer that it gives you more options with it than without. As I see it ...... if you are gonna modify the no longer valid PCM values to reflect the changed data from all your hot rod upgrades ........ It would be just natural to use that data from all those sensors feeding the PCM to give you a realtime image of what is REALLY going on at ANY given point in time I can say from experience Datalogging takes away all the unknowns about W H Y ... is my Stang behaving like it is after my mods Now ... it does need to be said Paul That base unit will allow you to make PCM changes and For WOT Tuning ... which is the most simple of all tuning ..... You could get one of those WB's that has some built-in datalogging and I gotta think you could be fairly effective with a method like that. Its when you start to get more involved in the drivability issues ... that is where datalogging is so helpful The great thing about the RT unit is you can include the WB's data stream in CalCon's payload and have it displayed just as ... or ... no different from ... your other 15 chosen data sensor inputs Its all together and all synced up for your use to review AND The coolest of all You can easily export it to Excell or Other programs for endless possibilities Just my perspective I reckon Paul but Since I've always needed to know what makes things tick The datalogging abilities of the RT allowed me to ..... Force that little silver box in the kick panel to tell me all it's secrets Grady
