Mustang5L5’s progress thread - Boom

#81
Not much to report. Playing with a few different settings. Learning as I go. I've actually learned a lot of about tuning in the last few weeks. Still a beginner, but it's actually kinda cool to purposely make a change and expect to see a certain result,and actually getting that result. Right now, doing a lot of idle tuning. I should really stop and wait until i switch injectors and put my Accufab 70mm TB on. To be honest i forgot I bought the TB. Oops.


Forgot to post this video from a few months back. This is actually my 4th or 5th event with them on this track. I got lucky this last time, we had a black flag event on my first set of laps and had to pit and restart. I managed to work up to the front of the pack for the next set of laps. I really should get into racing. Sell the SN95 and buy some sort of dedicated track car.

The two cars I'm behind are fat, heavy SRT8 Chargers driven by instructors with 3 passengers going for a ride-along. I'm not allowed to pass them, which was frustrating at times. This is lap 4, 5 and 6, which is why the video picks up in the middle after coming into the pit for a few.

Also, the GPS speedo was not working, so pay no attention to it at the bottom right.

View: https://youtu.be/IHI1gm26cWc?si=aCoaLqErR4WgaLDC
 
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#84
Mustang5L5 said:
Not much to report. Playing with a few different settings. Learning as I go. I've actually learned a lot of about tuning in the last few weeks. Still a beginner, but it's actually kinda cool to purposely make a change and expect to see a certain result,and actually getting that result. Right now, doing a lot of idle tuning. I should really stop and wait until i switch injectors and put my Accufab 70mm TB on. To be honest i forgot I bought the TB. Oops.


Forgot to post this video from a few months back. This is actually my 4th or 5th event with them on this track. I got lucky this last time, we had a black flag event on my first set of laps and had to pit and restart. I managed to work up to the front of the pack for the next set of laps. I really should get into racing. Sell the SN95 and buy some sort of dedicated track car.

The two cars I'm behind are fat, heavy SRT8 Chargers driven by instructors with 3 passengers going for a ride-along. I'm not allowed to pass them, which was frustrating at times. This is lap 4, 5 and 6, which is why the video picks up in the middle after coming into the pit for a few.

Also, the GPS speedo was not working, so pay no attention to it at the bottom right.

View: https://youtu.be/IHI1gm26cWc?si=aCoaLqErR4WgaLDC
Click to expand...

Just watched! Very cool!
 
#85
Did some more data logging and went for a drive to do a wot pull.

I’ve confirmed that this combo is maxing out the 19# injectors on the motor.

Any recommendations on where to send my 30s for cleaning and flow testing?
 
#87
Are you sure there is no one close to you?

Fuel Injector Cleaning | Hurst Injector Service

Hurst Injector Service in Fitchburg, MA offers Fuel Injection cleaning services and flow testing for all gasoline engines. Send us your dirty injectors and we'll clean and send them back!
hurstinjectorservice.com

I sent a set to a company years ago that is now closed but they recommend one in Kanasa:


I had a thread on this very subject a couple years ago:

AeroCoupe

Thread 'Injector Cleaning - Who Did You Send Yours To?'

I used Cruzin Performance waaay back in 2008 and they did a good job but I was wondering if anyone had this done recently and who did it. I am wanting to send a set of Ford Racing green top EV1 42 lb/hr injectors out to get cleaned and was just curious if anyone either knew someone or had experience here recently.
 
#88
Mustang5L5 said:
Did some more data logging and went for a drive to do a wot pull.

I’ve confirmed that this combo is maxing out the 19# injectors on the motor.

Any recommendations on where to send my 30s for cleaning and flow testing?
Click to expand...
I bought my 750cc injectors from Fuel1. They're local to me and he took the time to show me his shop and how he services and flows injectors. He's got my business for the future.

fuel1labs.com

Fuel1 Injector Services

"Boost your engine's performance with our expert fuel injector cleaning services, specializing in performance turbo systems like the N54. Restore power, improve efficiency, and keep your turbocharged engine running at its best. Quality service for high-performance vehicles!"
fuel1labs.com fuel1labs.com
 
#89
Interesting morning.

Been doing a lot of tuning. This is probably the most i've played with this car all year. But i've just been putting on some miles and doing some tuning. It's running VERY well actually. Nowhere near done but it's drivable with a stable idle.

But I think I got my final sign these 19's are not enough. Did a nice hard 3rd gear pull from low speed just to put engine under load and get some data, and when I was done had a misfire and AFR was lean. Hobbled it home.

I figured I lost a cylinder so after a quick visual I decided to use the MS to test the injectors. Sure as hell InjA (Cyl 1) was dead as a doornail. Bye bye stock 19's.

SO looks like i'll need to stop and get these 30's on. TBH I should probably stop tuning now anyway because i'll have to redo it all once i go 30's and change my TB from 65mm to 70mm.

ALso, my VSS is not registering at all. I didn't have any VSS codes with the A9L so I think it's good. I'll need to verify this somehow.

Anyway, anyone want to sanity check my tune on the injector settings to make sure nothing is way out of whack there?

I also have the log of when I dropped a cylinder and driving around. I think I lost it somewhere around 327 seconds
 

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#92
If the rest of your tune is even "pretty close", entering the injector info [should] take care of most of it unless "cheats" were made in the tune to accomplish something specific.
 
#93
Well on an interesting note, the injector works again. I measured resistance and tested it, and it now fires. It did NOT fire earlier when I ran the injector test on TS. Now, it works when i test it.

I really hope it's the injector, and not the injector driver overheating in the ECU. I would think they would have been built a bit more robust than necessary. Kinda wish i took a spare injector and plugged it in earlier and verified it could fire an injector. Now i have to try and make it happen again or cross my fingers that the injector overheated...but then somehow cooled back down and worked again. I've never heard of that which makes me nervous.


I used some standard dead-time settings i found from a few diffenernt sources that were about the same. Given that I was plannong on changing these out, i didn't put a whole lot of thought into the settings

1757806336212.webp


1757806391476.webp
 
#95
Well the injector issue seemed to have "fixed" itself. Really wish I could duplicate it as I want to confirm it's an injector issue. I'm going to cross my fingers it was an intermittent injector issue and not a ECU issue. Now it's going to bug me what really happened.

Didn't go for a drive, but a little more idle time so i didn't get to try and duplicate a long 3rd gear pull. It idles really well. Starts right up and no surge. Settles into a nice stable 800RPM idle at around 13.8 AFR. Any closed to 14.7 and it goes into a lopey, shakey, Cam dance. If i had to complain about anything it would be that I wish i could clean up the startup a little bit more to get it nice and smooth. I sometimes get a hesitation on start like a misfire. Could be the crank settings are too/lean rich but all this can be dialed in after i swap the injectors as no reason to do it twice.

Problem is off idle tip in. Now, i know i shouldn't be playing with this until i dial in my VE table and get the 30's on, but I've got nothing else to do.

This data log shows it perfectly. Two idle blips here. Smooth idle and then a little throttle blip and you get a stumble, dip and goes lean when it revs. This is really the one thing that is bugging me because If i jump on it in 2nd gear, i get that hesitation. The AFR spiking lean has me thinking not enough fuel, but playing with AE hasn't really done much. But again...i know i need to play around with the VE table a bit more especially right around idle.

I'm just playing with things a bit. I did order a fuel pressure sensor to add to this setup as I'd like to see what my FP is doing when i cruise.

1757893293315.webp
 
#97
I'm interpretting 'dead time' as injector opening time. What the mega tune is showing in microseconds differs pretty significantly from what binary editor shows in the A9L.bin file (in milliseconds):

1757894333792.webp


But what I'm not seeing in what you've posted is the high & low slopes, which is how the strategies in the EEC controls them:

1757894620336.webp


Then, the EEC uses something called a breakover point, which I believe is the time after opening from which the injector acts as a high-slope sized injector to the time it acts as a low-slope injector. I believe this primarily matters at low pulse width where if your computer is demanding very low duty-cycle, the injector will act as though it's much bigger than its nominal flow rating. The break point in the A9L.bin for the stock 19 lbs injectors for all voltages is 0.000030398 lbs/rev. I'm not sure those units make sense, but that's the column header in the table I'm looking at. According to a post on EecTuning.org, "The injector break point is the pulse width value where the EEC changes the way that it addresses the injector. Above the injector break point, it goes to higher slopes, below the injector break point, it treats the injector at the lower slope." I thought the units were supposed to be in time. lbs/rev doesn't add up to that, to me.

I popped open my Big Stuff 3 software (I'm still using the original stuff that didn't require a subscription) & it doesn't have any of the hi or low slope data for the injectors, either... It just seems to have the nominal value for flow and the I/O times. I guess the rest of it is interpolated from some base assumption within the program, or maybe it's just not as important as the EEC makes it out to be.

Anyways, if I were in your shoes, I would use the A9L.bin data for the I/O times. That's a very well-vetted tune. Just need to convert the milli to the micro.

Why did you set it to 200cc? I can see that making the most sense if you're trying to pick a point between the low & high slopes. Just curious about your reasoning.
 
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#98
Oh, and on your injector issue, my first thought goes to the connectors/adaptors. I once had an issue with a shop that failed to fully seat a connector and one of the injectors wasn't firing. If yours shook loose, or was dirty (hard to imagine in your case), then you'd have the problem you mentioned. I highly doubt it has anything to do with the injector itself failing from overuse. What I have heard of is an injector 'going static' when nearing 100% duty cycle, but then it would stay completely open.
 
#99
Mustang5L5 said:
Problem is off idle tip in. Now, i know i shouldn't be playing with this until i dial in my VE table and get the 30's on, but I've got nothing else to do.

This data log shows it perfectly. Two idle blips here. Smooth idle and then a little throttle blip and you get a stumble, dip and goes lean when it revs. This is really the one thing that is bugging me because If i jump on it in 2nd gear, i get that hesitation. The AFR spiking lean has me thinking not enough fuel, but playing with AE hasn't really done much. But again...i know i need to play around with the VE table a bit more especially right around idle.

I'm just playing with things a bit. I did order a fuel pressure sensor to add to this setup as I'd like to see what my FP is doing when i cruise.
Click to expand...
So, going way rich indicates that you have TOO MUCH 'accelerator pump' tip in. That spurt only lasts for a very brief time period, and then AE & close-loop correction takes over.

My best guess, and caveat first that you're right about getting the VE tables right, is that your initial tip-in is too much causing closed-loop corrections to pull it lean, before it finally re-corrects back to commanded AFR. Two ways to test my theory: pull tip-in out, or command open loop and see if it still happens.
 
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#100
Quick thought on the injector issue; if you want to repeat it with the 3rd gear WOT pulls, first move the suspect injector to cylinder 2. Then if it happens again, you have the source isolated. I know it's a huge PIA to move the injector, but it would provide a definitive answer.

Did your pulse widths ever go static when calculated against rpm (e.g. 20 ms @ 6k rpm)? That could be the source of a driver over-heat, assuming that the driver stage has over-current / temp protection built in. If I have time, I'm going to try and open your logs at work tomorrow. I should be able to plot it and check if it's just an ASCII based data log.

Are your 30lb/hr injectors EV1 or EV6? If I remember correctly, the EV6s are slightly higher resistance (like +1 or 2 ohms) so they should pull less current / easier on the driver.
 
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