[andytk5]

Just replaced my F5DE-B5A 24 lbs/hr injectors that were leaking with some EV6 Ford Racing M-9593-LU24A 24# injectors. I am looking to enter the calibration data into my Binary Editor Tune and I am confused about the calibration settings. The settings are so different than the previous injectors I want to be sure this is correct.

Also confused about the new min PW number of .726. Do I enter that on the cranking pulsewidth vs time or ECT scalar? I've entered it on the time scalar so far.

Here is the link to the Ford info.
https://www.fordracingparts.com/parts/i ... -LU24A.pdf

Old F5DE data

High slope:
24.1204

Low slope:
25.9555

Injector breakpoint:
1.1918

Crank fuel pulsewidth:
-65536 -20 0 20 40 70 150 180 65534
39.691 39.691 22.414 14.488 10.754 5.8359 2.3555 2.0469 2.0469

Voltage offset:
0 0 0 6 8 10 11 12 13 14 15 15.938
4.8125 4.8125 4.8125 3.1875 1.8438 1.2188 1 0.875 0.75 0.625 0.5625 0.5625

New M-9593-LU24A data per Ford

Multiplier Pressure Multiplier
ALOSL (lb/s) 0.008076
AHISL (lb/s) 0.006475
FUEL_BKPT (lb) 0.0000087268
MINPW (ms) 0.726


VBAT Voltage Offset Pressure Multiplier Pressure Multiplier
(volts) (ms)
6 4.453
8 2.234
10 1.527
11 1.297
12 1.127
13 0.997
14 0.874
15 0.785



ALOSL "low" injector slope
AHISL "high" injector slope
FUEL_BKPT Fuel mass at which to switch from low to high injector slope
MINPW Minimum repeatable fuel pulsewidth at 39.15 psid
FNPW_LSCOMP Multiplier to low slope as a function of injection pressure in psid
FNPW_HSCOMP Multiplier to high slope as a function of injection pressure in psid
FNPW_BKCOMP Multiplier to FUEL_BKPT as a function of injection pressure in psid
FNPW_OFFSET Injector voltage offset as a function of battery voltage
FNPW_OFFCOMP Multiplier on FNPW_OFFSET as a function of injection pressure in psid
M-9593-LU24A Calibration Summary
Target Injection Pressure = 39.15 psid
FNPW_LSCOMP
FNPW_OFFSET FNPW_HSCOMP
FNPW_BKCOMP


Thanks!!

[decipha]

GUFB doesnt have a min pw scalar

multiply the ford slope values by 3600

60 sec x 60 min = lbs/hrs

[andytk5]

GUFB doesnt have a min pw scalar

multiply the ford slope values by 3600

60 sec x 60 min = lbs/hrs

Wow I can't believe I missed the "seconds" on there! Thanks so much. So leave the Breakpoint at the .0000087268? Should I not change the crank Pulsewidth ECT/Time setting then?

Thank you

[decipha]

breakpoint aint gonna matter much

the crank pw should be fine

update the offset though

[andytk5]

Updated my slopes before firing it up.

Car runs like crap, smokes bad and "chugs" like its missing. Maybe over fueled? This is a fresh motor .060 over, comp 274cam, Edelbrock 2.02 perf rpm heads(used), all new sensors, plugs, distributor, computer etc just for clarity.

Not a blue smoke, more greyish smells gassy and still has the smoke coming put after car is off. Hard to imagine head gasket.

Update: Just realized I had the standard A9L MAF transfer curve on my calibration instead of on for the ProM 75mm and 24# FRPP injectors.. Duh

MAF curve that was being used (smoking)
15.9998 835.482
4.7681 835.482
4.4431 695.443
4.1770 595.958
3.8860 499.642
3.5439 399.207
3.3550 347.563
3.1489 295.603
2.9099 243.326
2.6941 201.821
2.5820 182.494
2.4500 161.267
2.3159 142.257
2.1541 120.079
1.9890 100.118
1.8899 90.297
1.8030 82.376
1.6909 72.871
1.5740 62.416
1.4680 54.178
1.3210 44.673
1.1819 36.752
1.0911 32.634
0.8840 23.762
0.7500 18.693
0.5710 13.624
0.0000 13.624
0.0000 13.624
0.0000 13.624
0.0000 13.624

Edited Curve, haven't tried this yet
16.000 1233.865
5.000 1233.865
4.800 1105.612
4.600 986.991
4.400 877.747
4.200 777.122
4.100 729.978
3.900 642.279
3.700 561.677
3.500 488.679
3.300 422.779
3.200 392.363
3.000 336.094
2.800 285.654
2.600 240.791
2.500 220.261
2.300 183.255
2.100 150.811
1.900 122.677
1.700 98.344
1.600 87.445
1.400 68.689
1.200 52.721
1.000 39.540
.800 28.895
.700 24.333
.500 16.729
.300 11.152
.100 6.590
.000 5.069

[decipha]

more air = more fuel

so if u think its rich now it'll be really rich with the new curve

pull a plug and see if its rich

[andytk5]

more air = more fuel

so if u think its rich now it'll be really rich with the new curve

pull a plug and see if its rich

I'll do that for sure. Just received my wideband, will work on getting that installed asap.

[andytk5]

A9L Ford Racing 24 inj Pro M MAF no EGR Therm.BIN

Found my coil was bad, swapped MSD SF unit (0 resitance primary) with an Accel. Runs a lot better!

Have my settings as
the most recent MAF curve above, LS 29.07 HS 23.3 breakpoint was .9243 I moved it to .9999

Inj offset
15.9375 0.7813
14.0000 0.8750
13.0000 1.0000
12.0000 1.1250
11.0000 1.3125
10.0000 1.5313
9.0000 2.0313
8.0000 2.2188
7.0000 3.5313
6.0000 4.4375
5.5000 7.5000
0.0000 7.5000

Car still starts great and then seems to settle in to a chunky idle that begins to smoke a bit, gassy smell. Much better with new coil. I did a leakdown test on the 1-4 bank and all checked out just fine. Great sealing below 10%. Haven't done 5-8, I did swap in new R12YC Champion plugs. Old plugs were very black as well as covered in gas as soon as I ran the car for 5min then pulled the old plugs for the leakdown test. Also changed the oil, dipstick was fuel smelling.

Wideband is all wired I just need to drill my hole and install the bung for sensor.

AFR in BE dashboard was showing 12ish so pretty rich. Any insight on how to adjust my tune? Possibly increase my slopes to lean it?

Attached a copy of my tune file for anyone to review.

[andytk5]

LC-2 Wideband installed and calibrated.

Ran car from a cold start and wideband shows 20ish AFR while Bin Ed 2012 dash is showing 12-14..

Test more tomorrow.

Good continuity between ACT/ECT harness ends and corresponding pins on computer harness. Not sure why those two functions aren't reading in my BE dash, really thinking my rich issues could be related.

[andytk5]

Ran the car some more today and it always seems to run fine for about 5 minutes then the smokes starts. Almost grayish but really fuel smelling.

Wideband was recalibrated and reinstalled. I started to increase the injector values and lower the MAF curve down the stock 5.0 MAF and the wideband began to move towards the 15ish range, lambda on the BE dash began to move up from 10/11 to 13/14.

Towards the end it began to smoke more and wide band moved back to 22 but still reeked of gas.

Confused. I can upload some datalogs

[Stengun]

Howdy Andy,

Sounds likes it's going rich when you go from open loop to closed loop. I'm clueless when it comes to anything except the EEC-V CDAN4 but it seems to me that something is adding fuel when it warms up.

Have you tried Decipha's base tune? This might solve your problem.

Eventhough your WB is reading 20ish you are very rich and the air fuel mixture isn't burning in the cylinder properly so you have extra oxygen in your exhaust and the WB is detecting it and thinks you are very lean.

HTH

Paul

[andytk5]

Howdy Andy,

Sounds likes it's going rich when you go from open loop to closed loop. I'm clueless when it comes to anything except the EEC-V CDAN4 but it seems to me that something is adding fuel when it warms up.

Have you tried Decipha's base tune? This might solve your problem.

Eventhough your WB is reading 20ish you are very rich and the air fuel mixture isn't burning in the cylinder properly so you have extra oxygen in your exhaust and the WB is detecting it and thinks you are very lean.

HTH

Paul

Wow I never knew that would happen with the WB, air and unburned mixture? Interesting.

Yes it is definitely when switching from open to closed loop like you said. Seems pretty good for 5min then smokey/gassy..

I will find that tune and upload to see how that goes and report back.

Thanks so much Paul for the help!

[cgrey8]

Normally overly rich conditions burn as such...now what I think of as overly rich are mixes in the .6 to .5 lambda range. But most of the time when the mix is overly rich, you are at WOT. Light throttle conditions can be temperamental to that much over enrichment. So beyond running horribly, the mix is actually partially misfiring. It's kind of like putting a lit match out by dumping a gallon of gasoline on it all at once. So all the unburned oxygen doesn't get burned and the WB detects this as a lean condition.

Note, it doesn't matter why a there's unburned oxygen in the exhaust (too rich, bad spark, too much overlap sucking intake air into the exhaust), if oxygen is unburned, the WB will pick up on this and it will appear as a lean-burn regardless of the actual AFR condition going into the cylinder.

[andytk5]

Ok guys.

Uploaded Decipha's tune (thank you Decipha) and entered in my data for my engine/Injectors. Only thing I was a little sketchy on was the load scaling. I don't have a solid datalog for it. I did use the stock MAF transfer hoping that it would lean it a bit.

So the car fired up after the second try. Jumped to higher idle then settled after a min. WB still reading 20ish but I the instructions did say a large cam could make the idle AFRs read lean. They seam to drop to 15ish once I hit the gas.

So the car idled pretty well, just a little surging but no smoke and seemed to run pretty good. It is getting a bit cooler here in NFla, not sure how much that affected it.

Car ran well for a long time. Much longer than usual but eventually settled into the chunky sloppy idle and began to smoke a bit, although MUCH less. The fuelish smoke is one thing but the idle that is so chunky and chuggy that it wants to shut off, and eventually did, bothers me.

My datalog screen in BE still reads 20 ECT and 100ACT and never moves. I did check the wiring and continuity and they both checked out. It's more like the program isn't reading it and maybe the computer. I am not sure how to fix that so I may email Moates and have them look at my setup. I would assume that would really throw things off if the car is running for 10min and still showing 20 degrees. Really feel like this may be the issue.

[Stengun]

Howdy Andy,

Swap to a new ECT sensor. If this doesn't help pull your QH and clean the connection on the ECU again.

I had the same problem and I used 1,000 grit sandpaper and wipe it down with acetone and contact cleaner and problem was solved.

Just my guess but your running rich because the ECU thinks the engine is 20 degrees instead of 190 and is adding more fuel.

HTH

Paul

Posted with my iPhone while sitting on my deer stand. Does. Nothing but freakin' does so far.

[andytk5]

Howdy Andy,

Swap to a new ECT sensor. If this doesn't help pull your QH and clean the connection on the ECU again.

I had the same problem and I used 1,000 grit sandpaper and wipe it down with acetone and contact cleaner and problem was solved.

Just my guess but your running rich because the ECU thinks the engine is 20 degrees instead of 190 and is adding more fuel.

HTH

Paul

Posted with my iPhone while sitting on my deer stand. Does. Nothing but freakin' does so far.

Thanks so much Paul. I will give those a check and good cleaning then report back.

Hopefully you get a nice one to stroll past your deer stand.

[andytk5]

So I cleaned my contacts for the QH and still didn't change the ECT and ACT readouts. I also pulled the ACT off the datalog payload in case there was a conflict for both to read (another thread mentioned that). Have another ect sensor to swap in tomorrow and retry.

I did pull engine off codes and came up with this.
1
5 ?
31 EGR or Canister circuit
85 Canister Purge circuit (I have that disabled?)
84 EGR control ( I have it disabled?)
96 fuel pump circuit

1
15 ROM test fail
1
15 ROM test fail

Great.. Seems the fuel pump circuit is a good place to start. Going to clean my grounds as well.

Ill try to pull engine on codes soon.

[decipha]

fuel pump dont matter none of them codes will affect the tune

it sounds like u have bad hegos

[andytk5]

I am pretty sure I replaced both of them once I dropped the new motor in. I have CRS disorder..

Of course they could be fouled from the insanely rich mixture as of late?

[decipha]

new hegos dont matter, make sure the hego ground pin on the ecu is grounded and that the hegos have a good ground and heater power

[andytk5]

ON your advice Decipha I'm checkin all the 02 wires/pin as well as cleaned all the harness grounds at the ecu/firewall/batt/rad support/eng black/cyl head. Swappin out 02s under war since I have some other parts to pick up anyhow. Replaced vac lines with new ones I had.

[andytk5]

Preliminary findings after doing everything in last post. Car starts and runs 100% better. Still had a hint of smoke but it is cut down massively. Took a short drive around today, couldn't even do that before.

Did test fuel press and found it was low, 35ish regular, then barely 38/39 with vac off.
Also seemed to bleed off a little bit immediately after priming.

AFR was all around 13-15 when I was in the throttle. No real WOT since motor till has less than 500mi on it.

I still want to check the hegos wiring and make sure the voltages are correct. Hegos were reading well on the log.

did pull codes
KOEO
15 rom fail
31 Can or EGR
81 Therm
82 Therm
85 Can purge or Trans shift circuit or Excessive fuel press/flow
84 EGR
96 Fuel pump circuit
KOER
94 Secondary air circuit
44 Air management inop
31 Canister/EGR
13 Normal idle not in range (it was high so I dropped it and checked tps, pulled batt)
39 AUTO overdrive circuit
43 Engine too warm (was barely in the middle)
1
14 Ignition profile pickup erratic

This pic shows press with vacuum line off.

[andytk5]

Also found another problem while checking my FP relay and pressure.

Relay wires - My #4 wire green/tan (high current circuit) has constant 12.65v with key off then drops to 12.4 with key on. Should be 0 with key off and should be Relay ground from PIN 22 at the ECM

Voltage at the fuel pump wires is 12.4v+ and turns off, doesn't run constant so no issues there.

Just not sure why this has constant power with key off as well.