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-   -   PRP / Advantage III ?'s (http://www.focusfanatics.com/forum/showthread.php?t=251707)

iminhell 02-25-2011 10:46 PM

PRP / Advantage III ?'s
 
Where does a guy go for better descriptions? Do any exist?
I really don't want to trouble anyone here because the whole thing is new to me and lots of questions, meaning that right now I'll have a hard time explaining myself.

If I figure out what things that don't have descriptions do, can I edit my words into/as the description? (right now there are too many abbreviations for my liking)


Also anyone happen to have a maf transfer table for a 70mm 24# Pro-M meter?
I used the stock'ish #'s for a 1995 Mustang GT for now, seems pretty close.
I know I got a sheet with my 19# MAFS but the one I bought off Honda Hunter didn't come with that sheet, nor can I find the one for my 19#er (which figures being I bought the damn thing 8 years ago).

illinipo 02-26-2011 12:38 AM

o. m. g. you finally got it!? That's great news. [:D]

Join the PRP forum and do some searching there. http://www.sctflash.com/forum/forumdisplay.php?f=15

For the MAF just make sure #1 you are using the right injector value file and then fix the maf transfer function using the stft in closed loop and wideband in open loop. Get it to 1.00 in closed, get it to match what the base table says in open loop (use lambda instead of afr, it makes everything 10,000x easier). You may have to adjust the TP open loop table in open-closed loop to get it to go open loop when you want it to (.7-.8 load is a good number). Keep in mind this is all done in relative TP counts so 0 is throttle closed and about 750-800 is fully open.

Feel free to ask questions here I get bored relatively often and kind of miss tuning, been out of it for a year or so.

iminhell 02-28-2011 04:23 PM

Found my idle issue but I'm not sure where to fix it at.
What happens is when the car switches from the cold idle fuel table to the based fuel table the idle goes to shit and the car stalls out, timing also goes wonky. Just before the switch the STFT's are pegged at 0.750, MAF AD is pretty stable at 67, air flow #/min is the same at 0.355469 (remember I'm using the MAF cal from a 1995 Mustang GT, Link).

Now do I alter the cold and base fuel tables? Basically make them match per CHT (which I selected the transfer function for single resistor CHT, I'm using a SVT ECT sensor spliced into the zetec CHT, was necessary with the head swap, doesn't work perfect and I know it's some of the problem)


When the STFT's are at 0.750 the idle is very stable.
The way it looks (I wasn't logging CHT at the time and I know I should of) once the car is warmed up the STFT's stabilize and hold at 0.750.
So if I assume my MTF is wrong do I multiply the counts or the air flow by 0.75?

Below is my MTF and I edited it into the cleanest readable format I can the site allows, [ left ] and [ center ] formatting tools.

1023.984375
41
1023
34.25
969.390625
29.7001953125
918.375
25.634765625
867.34375
21.9912109375
816.328125
18.7431640625
775.515625
16.4150390625
734.6875
14.3076171875
693.875
12.38671875
653.0625
10.6865234375
612.25
9.150390625
571.421875
7.7763671875
530.609375
6.5546875
489.796875
5.4833984375
448.984375
4.5400390625
428.578125
4.12109375
408.15625
3.7255859375
387.75
3.3525390625
360
3.015625
346.9375
2.7177734375
326.53125
2.3984375
306.125
2.130859375
285.71875
1.8916015625
265.3125
1.6533203125
244.890625
1.443359375
204.078125
1.0830078125
153.0625
0.7333984375
102.046875
0.55859375
81.625
0.384765625
0
0



Yesterday I'd logged something different just seeing if it works. The max #/min I'd hit was a touch over 20 and air temp was about 0*F, which is about dead on (table below based on the zetec engine spec's)

RPM
Lb./Min 0F
1000
3.368724499
1250
4.201764795
1500
5.031196278
1750
5.857042348
2000
6.679326203
2250
7.498070842
2500
8.313299066
2750
9.125033479
3000
9.933296494
3250
10.73811033
3500
11.53949702
3750
12.33747841
4000
13.13207616
4250
13.92331174
4500
14.71120644
4750
15.49578139
5000
16.27705752
5250
17.05505559
5500
17.82979619
5750
19.36958647
6250
20.13467647
6500
20.89658965
6750
21.65534575
7000
22.41096436
7250
23.16346489
7500
23.91286661
7750
24.65918862
8000
25.40244986
8250
26.14266912
8500
26.87986505
8750
27.61405612
9000
28.34526067
9250
29.07349689
9500
29.79878281
9750
30.52113633
10000
31.24057519



I'll go log more and play but I'd like some answers/opinions to my questions.

illinipo 02-28-2011 04:59 PM

how big is that MAF in mm? 67 counts is EXTREMELY LOW for idle, im thinkin maybe you can select a better MAF for this application. Wether it is the electronics or the tube diameter I think you're gonna have to change some hardware. I am using a 3" tube with the stock MAF and have plenty of headroom, only hitting just over 800 counts at full load and idling around 130-160. Plus the full 3" intake did wonders for top end power. On a good cold day I can see about 22-23 #/min at 6800.

im gonna PM you my email so you can send me logs, I need to see whats going on and when it is in order to give the best advice without sending you the wrong direction. There is an order to these things and I think you are looking at step #4 when in fact you need to look at step #1 to start fixing this problem, but it is hard to tell from your description.

ok edit, I looked at that MAF transfer you posted and it looks like it should work fine. Maybe you idle at a really low RPM?? I idle at 950 warm at 130 counts. I bet if my motor COULD idle at 650 it would be down around 80 counts or so. So maybe it is okay. Just need to see the log, it makes so much more sense than words. [:)]

iminhell 02-28-2011 05:09 PM

Pete,
Right now I'm running a PZEV 24# injector, Pro-M 70mm MAF with a Pro-M MAFS tuned for 24# injectors.
I have a stock zetec tube, a stock SVT tube, a 74mm tube and a Pro-M MAFS tuned for 19# injectors. Which are left over parts from 'fooling' the ECU with the change to E-85, worked pretty well BTW.

illinipo 02-28-2011 05:12 PM

re-read my last post i did a ton of editing.

Make sure you get the right value file for those injectors, that is step #1. If the injector values are wrong you are going to be barking up the wrong tree for months. Let me know when you know for certain you have the right numbers in there. A quick call and favor-asking to Randy or Tom, and they should be able to get the numbers from a PZEV tune for you.


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