ACT + Warm weather (AGAIN)

final5-0 · May 14, 2007

From what I was able to find

I'd say it looks like the act uses those values to multiply against the fuel table

So ... if you call for a commanded value of 12.75 in the stabilized fuel table

at 116 degrees you get 12.75
at 126 you get 9.96
at 176 you get 9.17

That sure seems fat don't it

I do want to point out I think that is how it works but I can't find any hard
data that makes me 100% sure I'm correct.

I've just never dealt with any of this stuff

Grady

95BlackTan50 · May 14, 2007

final5-0 said:
From what I was able to find

I'd say it looks like the act uses those values to multiply against the fuel table

So ... if you call for a commanded value of 12.75 in the stabilized fuel table

at 116 degrees you get 12.75
at 126 you get 9.96
at 176 you get 9.17

That sure seems fat don't it

I do want to point out I think that is how it works but I can't find any hard
data that makes me 100% sure I'm correct.

I've just never dealt with any of this stuff

I'm pretty sure that's right. It's been a couple of years but I was trying to figure out why I was running so rich on the track and I came upon that function. I found a tune where I changed the values to 1 and it leaned the commanded AFR to where I expected them to be.

final5-0 · May 14, 2007

95BlackTan50 said:
I'm pretty sure that's right. It's been a couple of years but I was trying to figure out why I was running so rich on the track and I came upon that function. I found a tune where I changed the values to 1 and it leaned the commanded AFR to where I expected them to be.

You Da Man Barney

You need to come on here more often and bail me out

Grady

Kpmonti · May 14, 2007

I just stumbled upon this thread and WOW! As soon as it warmed up my 95 GT 5 SPD started with spastic pinging fits and seemed significantly weaker. I ordered a new ACT from the dealer and it should be in today. If that doesn't do anything I'll try the resistor route. Good info guys, and it's not isolated to 5spds. Thanks.

Synned · May 14, 2007

WhiteDevil said:
My experience has been that the during WOT the ACT does not affect the timing. I have data logs driving during the winter in 50 degree weather and at WOT im seeing 34 degrees total. I also have Data logs in the summer at 85 degrees and i still see 34 degrees total advance. Wouldnt it adjust it somewhere in there?

I don't think we are just dealing with a timing issue here. Maybe if it was 15* or something, but I think grady and the others are spot on with adjusting AF ratios.

final5-0 · May 14, 2007

Synned said:
I don't think we are just dealing with a timing issue here. Maybe if it was 15* or something, but I think grady and the others are spot on with adjusting AF ratios.

Joe & John

As I see it ... in that spark retard for the act function ...
you wouldn't see any change with the spark in the temp range John talked about.

Seems like you'd have to draw in cooler air than 50
or
hotter air than 130
before a change would be invoked in the final spark value

Grady

final5-0 · May 14, 2007

I found this as well ... even though it has nothing to do with ACT ..........

It is temp related and could come into play as temps rise

Its a function called spark retard for ECT

temp ..... -256...-256...206...210...220...240...254
spark ..... 0........0........0......-10....-16....-22....-22

Looks like at 207 degrees you start to give up some spark

Grady

Synned · May 14, 2007

final5-0 said:
I found this as well ... even though it has nothing to do with ACT ..........

It is temp related and could come into play as temps rise

Its a function called spark retard for ECT

temp ..... -256...-256...206...210...220...240...254
spark ..... 0........0........0......-10....-16....-22....-22

Looks like at 207 degrees you start to give up some spark

Grady

WOW! 210* is a pretty common ECT temp...isn't it?

WhiteDevil · May 14, 2007

Synned said:
I don't think we are just dealing with a timing issue here. Maybe if it was 15* or something, but I think grady and the others are spot on with adjusting AF ratios.

yah i did not think that was the problem either. I just thought i saw someone above say that it was pulling timing because of the ACT and i thought i would show them that it is not.

HISSIN50 · May 14, 2007

Grady, that ECT spec sounds real familiar (Don once posted the spec when timing starts to get pulled, and I had the same comment that Joe did - it's when low speed comes on). For comparison, a fox starts pulling timing at 226*F as I recall.

One more thing I'm going to throw out: A major difference in an A9L (stick fox puter) and A9P (auto puter for a fox) is that the P will add a boatload of timing off idle till about 1800 RPM (stock stall speed) to accomodate the auto box and converter. I wonder if AODE's have a similar function and for the guys that ping at low RPM in 3rd or OD, if there's something like that occuring (you just have way too much timing advance). With all the electronics, you'd think anything like that would be defunct at any time but leaving from a stop, but I really don't know. Just something to consider.

Apologies for fox references. I know what I know and it atleast gives me a baseline of how a previous generation of processors work to try and understand what *might possibly* be going on with a next generation (though completely different).

final5-0 · May 14, 2007

HISSIN50 said:
Grady, that ECT spec sounds real familiar (Don once posted the spec when timing starts to get pulled, and I had the same comment that Joe did - it's when low speed comes on). For comparison, a fox starts pulling timing at 226*F as I recall.

One more thing I'm going to throw out: A major difference in an A9L (stick fox puter) and A9P (auto puter for a fox) is that the P will add a boatload of timing off idle till about 1800 RPM (stock stall speed) to accomodate the auto box and converter. I wonder if AODE's have a similar function and for the guys that ping at low RPM in 3rd or OD, if there's something like that occuring (you just have way too much timing advance). With all the electronics, you'd think anything like that would be defunct at any time but leaving from a stop, but I really don't know. Just something to consider.

Apologies for fox references. I know what I know and it atleast gives me a baseline of how a previous generation of processors work to try and understand what *might possibly* be going on with a next generation (though completely different).

I did spend a while looking in a u4p0 file for anything auto trans related that looked like it could possibly drain away power

I did not see anything

I might add that according to those really smart peeps on the Tweecer site who
can dig into the pcm file and know what they would be looking at which certainly ain't me btw they say CalEdit does not give one access to all the possible parameters in the pcm.

I have to admit that stuff like auto trans data

Since I've never had any need for it

Well ... I don't expend any effort to learn it
as
I have plenty of a challenge with just the basic stuff
that applies to my little 95 stick trans GT

I don't mind looking at stuff for everybody in this thread to help .....
that is ... as long as I know what I'm looking for or at.

Theres a good bit of that stuff in the CBAZA files I've not dealt with

Grady

HISSIN50 · May 14, 2007

And we very much appreciate your knowledge and efforts Herr Grady. You had forgotten more by 20 years old than I'll ever know.

final5-0 · May 15, 2007

HISSIN50 said:
And we very much appreciate your knowledge and efforts Herr Grady. You had forgotten more by 20 years old than I'll ever know.

Ha Ha JT

When I was 20, IIRC, I was changing tires and installing shocks and batteries
for a living

I was also still profusely dripping behind my ears at that time

I certainly hadn't learned enough to forget ... ANYTHING

I'm looking forward to see what you come up with as a possible fix for
this loss of power with higher temps thing

Grady

Synned · May 28, 2007

Okay guys, sorry its been so long, have had a crazy two weeks.
Last week was at disneyworld in orlando for senior trip, and this weekend was prom and wildwood, nj!
What fun...

But anyway, today I got to run some tests. I tested voltage at the computer with the resistor and with the act in place. The tests came out good, the voltage matches up.
With the 47k resistor, I got around 3.3v. Perfect. With the ACT, I got something like 2.8v. Exactly where they both should be, which doesn't make sense.

Image taken from Ford Fuel Injection and Electronic Control

Now the other day I was driving and the car was overheating, so I pulled over and swapped the resistor with the ACT. Started it up, and it practically wanted to die. The car had absolutely no driveability with the ACT plugged in. Changed it with the resistor, boom fired right up and I could get it in drive without it wanting to stall. There is a problem...

I'm thinking about doing the test again when the car is hot and displaying symptoms...I'm hoping the voltage I get is not spot on again, or I'm out of ideas.

final5-0 · May 28, 2007

Joe

I have to ask about that info

The concerns I got about it are ......

Is it Fox stuff
Is a Fox act and a 94-95 act the same

I'm not sure but I was thinking they were not

Grady

Synned · May 29, 2007

Hmm...I guess thats something I need to find out.

Where would I even find a table?

final5-0 · May 29, 2007

Synned said:
Hmm...I guess thats something I need to find out.

Where would I even find a table?

Joe

The main reason I brought up that concern is .......

When you see info about the EEC on the net or in some book .......
You just gotta know its a real good chance it ain't gonna be 94-95 specific.

That my friend is something I've seen over and over and over

Some of the time Fox stuff is OK to apply to our Stangs
but
Some of the time ... it ain't

When talking about some of that stuff ... Our Stangs are more like 96 and
up and less like 89 to 93 Foxes.

Grady

ACT + Warm weather (AGAIN)

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