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Post by Stinger on Jul 19, 2017 15:06:29 GMT -5
VE cells shouldn't ever really be below 30 (or above 70) at idle/low rpm or above 130 (not even really that high) at peak power. If yours are ever out of this range, you know there is something wrong that needs to be found and fixed.
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Post by turbopinto on Jul 21, 2017 15:21:36 GMT -5
Thank both of you for your information. I have adjusted the fuel table. No one ever gave me any guidelines in regards to ve numbers.
Is my a237 a "big" cam? Should I be able to get stable idle at 14 afr?
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Post by Stinger on Jul 21, 2017 15:30:43 GMT -5
It's a small cam (.420 lift) but has quite a bit more duration than it should for a turbo cam (it's really a n/a cam) so it "acts" bigger than it is at idle/low speed. It should still be able to idle at or above 14:1.
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Post by turbopinto on Jul 21, 2017 15:40:14 GMT -5
Thanks. I remember from your tech article that a "big" cam can skew afr readings.
I want to run fixed timing so I can focus on idle and while the engine is hunting to stay running I have seen 50 degrees flash up. I know 10 is no good, would 25 be safe?
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Post by Stinger on Jul 21, 2017 15:49:25 GMT -5
Locking at 25 is fine for now, if that's what you're wanting to do. DO NOT run it in boost at that value but it's fine for idle.
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Post by turbopinto on Jul 21, 2017 16:01:08 GMT -5
I have attached a short log. I noticed that as the engine "saves" itself, the cranking box lights up. Is this just due to the set of circumstances that the ecu thinks it must be cranking again? Attachment Deleted
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Post by Stinger on Jul 22, 2017 2:32:06 GMT -5
If it goes below the "cranking RPM" threshold then it thinks it's cranking and not "running".
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Post by turbopinto on Jul 23, 2017 10:54:56 GMT -5
I believe that it is not running all 4 injectors. I used a noid light in test mode to verify cyl 1&2 fire off bank 1 and 3&4 fire off bank 2.
I installed the noid light to verify injector pulses and it stays on. It does not pulse in any cyl just stays on. That seems to "fix" the issue even though it is running on 3 cyl.
I discovered this same issue that prompted me to send the squirt in for repair.
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Post by Stinger on Jul 23, 2017 13:34:54 GMT -5
Does it sound like it's running on 3 cylinders? It should run like crap on 3 cylinders and have a very noticeable imbalance.
You can do an injector output test to verify that each injector is firing.
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Post by turbopinto on Jul 23, 2017 15:28:19 GMT -5
Based on how it runs with all 4 injectors it runs better with just 3 and the noid light.
I have tested all 4 injectors. 1&2 fire off bank 1 and 3&4 fire off bank 2.
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Post by turbopinto on Jul 30, 2017 22:01:48 GMT -5
I had some help over the weekend. Someone had the presence of mind to check for voltage at the injectors. There was 12.0 volts on the red wire to ground as expected. There was also 12.0v on the white wires to ground. That can't be right.
I have gone ahead and removed the squirt and old 60 pin harness from the vehicle. I have a new blank 60 pin connector to rebuild a new harness.
As I have been asked many times to probe the 60 pin connector while running and give values, so I plan on mounting squirt where the back seat used to go in a 74 pinto.
So far I have 2 questions: With the tfi modification and no radio ever going in the vehicle, do I still need the "foil" shielded wire for the tfi module? Will i have vacuum response issues with 15 feet of hose to the msq?
Any advise/tips are welcome and appreciated.
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Post by wesk on Jul 30, 2017 22:37:38 GMT -5
If the injecters are plugged in, you will always read 12v on the ECU side key on, engine not running.
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Post by Stinger on Jul 31, 2017 0:11:59 GMT -5
Better safe than sorry on the shielding.
There is no "flow" of air in the MAP hose (as long as there are no leaks) so readings aren't really effected by hose length (within reason). The type of hose used is much more important. It has to be stiff enough (and thick walled enough) to hot expand/contract when boost/vacuum is present.
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