EECTuning.org

Chucko

The way I read the regulation, this only applies to vehicles with OBD2.

Anyone actually been caught out by this?

Chucko

Configuration: mostly stock 1989 5-speed 5.0, ported stock heads, Extrude Hone stock intake (remember when those were the hot setup, way back in 1993? :biggrin: ), Crane 2040 (same as E303), 65mm throttle body, 24 lb/hr injectors, 24 lb/hr "bullet" MAF, tweaked GUFB strategy. I've had a similar prob...

Chucko

Do it as a product? NO WAY. Open source design? Sure, just be sure to click on the liability waiver before you download.

Chucko

Funny, last fall I picked up an Adafruit M4 Grand Central dev board, for the purpose of writing engine control code for S&Gs. It has a SAM D51 microcontroller on it, which strikes me as perfect for the job - ARM Cortex-M4 at up to 120 MHz, enough RAM, half a meg of flash, lots of timers, 12 bit A/D,...

Chucko

Now if only someone could find a schematic for the Fox MAF EEC. There's an EEC-IV schematic floating around the web but it's a bank fire, MAP EEC.

I'd LOVE to know what's in those hybrid modules.

Chucko

Sweet! Thank you for sharing this.

Chucko

Retarding the ignition timing on decel will do it.

Chucko

After a considerable amount of assembly code reading and pondering, and some testing on my own '89 5.0, I'm letting the world see my private stash of GUFB tweaks at https://github.com/chucko58/EEC-IV_A9L . Thanks to the OpenEEC Project for the original disassembly listing on which all this stuff is ...

Chucko

EDS50 wrote: ↑Mon Nov 18, 2019 6:46 pm Faulty ignition switch/harness connector?

I can't tell you how many times I've had to reassemble the pieces of my ignition switch... definitely not one of Ford's better ideas.

Usually it fails open, though, not shorted.

Chucko

I've had that happen with the original FPR in my '89. I gave it a good rap with a wrench and it stopped. Hasn't happened again.

A new relay is cheap insurance if you're nervous.

Chucko

That's good info Chris, thanks. I'm in no danger of blowing anything up because this is N/A at closed throttle. The fuel multiplier is effectively 1/lambda, so your experience suggests multipliers of about 0.85 are on the border of lean misfire. Since I have an idea what no fuel feels like, I think ...

Chucko

Today for the first time I tried decel fuel leanout (non-zero values in FN374). I've been running with DFSO for years, but got tired of the clunking. I was never brave enough to try shift DFSO. So I started out with .9 as the leanout multiplier, then cutting it to .88. It seems to be working, lookin...

Chucko

Is the O2 sensor upstream or downstream from the turbo? If it's downstream, it could be cooling off at idle.

Chucko

OBTW my rough calculations say if that thing will rev to 6000, you're looking at roughly 1540 kg/hr at 100% VE (load). So don't cut off the top of the curve!

Chucko

Take the top point on their curve and duplicate it at 16V. Then you can pretty much lop off anything below 20 kg/hr at the low end - your 427 will never get that low except during cranking, when the MAF is ignored anyway. If it's anything like my 37 point curve, some points will be much closer toget...

Chucko

In my head the best I can make of the difference in this case is an opcode that references a register that holds a pointer pointing to the data that the opcode operates on vs an opcode where the data is an operand (no pointer). Is that at least in the neighborhood of being the difference? Yeah, tha...

Chucko

cgrey8 wrote: ↑Sat Jul 27, 2019 3:21 pm I had this same problem because I like to activate DFSO which closes the ISC and cuts fuel.

That hasn't been my experience with DFSO. Several years of logs tell me it doesn't affect dashpot at all.

Chucko

Paulie's right. The stall-on-declutch problem is pretty common in modified engines, and increasing DASMIN will fix it. Another way is to increase DASPTO, this is the approach I used initially. Two ways to achieve the same result. Take a look at FN875N to find the correlation between lbs/min and RPM....

Chucko

The GUFx code, and probably lots of other strategies, are organized such that the code itself doesn't change between calibrations. Only the constants, functions, and tables differ. Those have PIDs associated with them. This is a "hack" because you have to modify the code itself. There are several ot...

Chucko

The fuel pump prime time in GUFB isn't a calibration PID, it's an immediate constant in this code: ################################################################# # Tasklist Routine at 2151, routine offset 2E # Update fuel pump enable. Skip if flag set. # turn pump off if more than 1 sec elapsed s...

Chucko

sailorbob wrote: ↑Tue Jul 23, 2019 3:51 am
Chucko wrote: ↑Sat Jun 29, 2019 1:04 pmThe original code has the same behavior.
My apologies, the original has this same flaw too. Sloppy coding

BTW, jne and jnz are the same instruction.

Hey, so my patch is bug-for-bug compatible!!

That's the best outcome a maintenance coder can hope for.

Chucko

The PIP Legend defines BZZTM Unit as seconds in the GUFB. Factory default is 10 seconds for A9L. I do see in the GUFB98 Excel that the equation is X/8. BZZRPM and many other idle scaler equations are also X/8. So if the disassembly shows a value of 80 then the 10 second default in the a9l is correc...

Chucko

By going over the disassembled A9L listing, I figured out what the issue is. BZZRPM and BZZTM are in fact working. It's just that we have the wrong scale factor for BZZTM - it's in seconds, not 1/8 seconds. The factory value is 80 seconds, not 10 as we thought it was. So it's unlikely any of us wait...

Chucko

It worked. I had a little glitch at first because I buggered the opcode for the AD3W. Got that sorted and it works fine.

Chucko

Sailorbob was right, I was making a mistake. None of the loads or stores were setting the condition flags, so the JNE couldn't make the right decision. So I revised the patch: 84B2: ldw REG_42,#$84EE ldw REG_14,[REG_42++] 84B9: ldw REG_1C,[REG_14] stw REG_1C,$0D00[REG_14] ad3w REG_14,Zero,[REG_42++]...

Chucko

Is the TFI module Motorcraft or off-brand? When my original TFI died (thermal intermittent), I got an off brand, and my car had a bad stumble under heavy load, right when it got into the heart of the torque curve. Replaced it with OEM Motorcraft, no more stumble.

Chucko

What you are seeing is the affects of background loop starvation. The less often the background loop gets to execute, the less often you get a new advance value. And the faster the engine spins, the more the higher priority code (aka ISRs) are getting run. At 5000RPMs, you might not get a complete ...

Chucko

86GT wrote: ↑Sat Jun 29, 2019 3:05 pm My take on this is:
if it's not broken don't fix it.

I expected this response and I understand the reasoning. But c'mon, we're all hot-rodders!

Chucko

Thanks for the detailed info, Clint. That's exactly what I wanted to know. On the other hand if the parameters in the internal registers are not being updated at the rate of 8.4 us then there is no need to update the patch code. Parameters like temperature are slow reacting and do not require a fast...

Chucko

sailorbob wrote: ↑Sat Jun 29, 2019 1:28 pm The original code does not have this flaw, look at what you are loading into 0x0014 on the first pass through.

It presumes the start of the payload list has been moved 4 bytes to make room for the 3-byte-longer patch.

Maybe I should have been a little clearer about this.

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Re: Attn: CGrey8 - proposed GUFB patch tweak