my first AE logging run
#1
09-09-2009, 02:18 PM
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my first AE logging run
I had the extra time today to make my first logging run using AutoEnginuity. With all the HPOP threads lately I wanted to know where I was at and if I should consider upgrading.
I self tuned my Subaru so am fairly comfortable with a laptop in the vehicle. With that said I have a few nits to pick with the AE logger. I was able to get the data I wanted but only after making 3 runs. The first two I went out on the highway to go back to back between 80E and 120R. I was using the pause feature of the logger, but when I got home I found the file did not append the data. I only had the first little bit of idle test in my driveway. I played with it more but could not figure out how to get multiple runs in the same log file, without running the logger constantly (no pausing or stopping). So I went back out and got a short single run using 80E. Since it trips the HPOP code I figured it was a good enough test.
The logger outputs in a .CSV format, which I opened with and converted to an Excel spreadsheet. I see the forum allows decently sized .PDF file uploads, so I changed the file extension from .XLS to .PDF and uploaded the log, in case others would like to see it. Just download and change the file extension back to .XLS to view in Excel or OpenOffice. The multiple columns for time were kind of distracting at first; I don't know how useful the ultra-precise timing between each selected sensor can be. But I got a pretty good little set of data.
I followed these directions to create the log:
Basically my ICP topped out at 2444.16 under load and then leveled off in the low 2000's before I let off the throttle. So it sounds like I am right on the low side of "normal".
Does anybody know what ICP the 80E tune is calling for, and how big of a difference between requested and actual pressure there has to be to trigger the CEL?
What do you think of my results, and what would you do if you were me?
I self tuned my Subaru so am fairly comfortable with a laptop in the vehicle. With that said I have a few nits to pick with the AE logger. I was able to get the data I wanted but only after making 3 runs. The first two I went out on the highway to go back to back between 80E and 120R. I was using the pause feature of the logger, but when I got home I found the file did not append the data. I only had the first little bit of idle test in my driveway. I played with it more but could not figure out how to get multiple runs in the same log file, without running the logger constantly (no pausing or stopping). So I went back out and got a short single run using 80E. Since it trips the HPOP code I figured it was a good enough test.
The logger outputs in a .CSV format, which I opened with and converted to an Excel spreadsheet. I see the forum allows decently sized .PDF file uploads, so I changed the file extension from .XLS to .PDF and uploaded the log, in case others would like to see it. Just download and change the file extension back to .XLS to view in Excel or OpenOffice. The multiple columns for time were kind of distracting at first; I don't know how useful the ultra-precise timing between each selected sensor can be. But I got a pretty good little set of data.
I followed these directions to create the log:
What to log in AE:
ICP
ICP duty cycle
Fuel injector pulse width
RPM
oil temp
HPOP performance test
How good or bad is your HPOP? There are 2 procedures to measure the oil pump's performance.
If you can maintain 2800+ psi of ICP, then any injector 250cc's and under will perform exceptionally well.
If you can maintain 2400psi then that's not bad, not great either.
2200psi is mediocre, and full performance from any injector will not be achieved with that HPOP, though power WILL go up with nearly any injector, driveability (excessive smoke) might be an issue.
If you cannot maintain 1900psi, you might seriously consider a new or aftermarket HPOP. Nearly any larger injector is going to make the truck feel sluggish, and smoke excessively.
Procedure 1:
If you have access to a scantool, hook it up to the trucks OBD connector, and go to the "datastream"...scroll through the sensor values, until you find ICP (or injection control pressure)...this is your HPOP's "oil pressure".
***NOTE*** If you are running any kind of "box" such as the "Edge EZ" or the "Banks Six Gun" you either have to remove the aftermarket jumper harness/plug at the ICP sensor, and reconnect the factory harness by itself. If you are running a home made "10k mod", etc...which plugs/taps into the ICP sensor wires (or connector pins), you will have to remove it as well, or proceed with getting the parts together to run the mechanical gauge, as the scantool will not receive accurate data from the ICP sensor if its signal is being modified from any one of thes "ICP foolers".
To test the HPOP's output, you will be looking on the scantool for the line labeled "ICP" and it's units should be in psi not volts. Some scantools, AE is one. measure ICP in kPa (kilopascals) which you can convert to psi after you take your measurement in kPa.
1kpa = 0.145psi. kPa times .145 = psi. As an example 19,310kPa multiplied by 0.145 = 2800 psi
Put your chip in its' highest setting, and go out on the interstate (while having someone watch the ICP value on the datastream) and start at about 60mph...
FLOOR the pedal, and stay in it, 100% from ~60-90mph...what you're likely to see (on the scantool) is that the ICP will spike up rather quickly, to 2800-3000psi or so, and then the longer you stay in the pedal...the ICP will slowly drop and drop and drop...the ICP will eventually stabilize (stop dropping).
WHERE the ICP levels off can be some indication as to the condition of your HPOP.
If your truck can maintain 2800+psi then you are one of the FEW folks that have a terrific HPOP.
I would estimate that 90% of the Power Strokes can only maintain ~2200(+/- 200)psi of HPOP pressure, or ICP...5% are above 2600, the other 5% are below 1900psi...
ICP
ICP duty cycle
Fuel injector pulse width
RPM
oil temp
HPOP performance test
How good or bad is your HPOP? There are 2 procedures to measure the oil pump's performance.
If you can maintain 2800+ psi of ICP, then any injector 250cc's and under will perform exceptionally well.
If you can maintain 2400psi then that's not bad, not great either.
2200psi is mediocre, and full performance from any injector will not be achieved with that HPOP, though power WILL go up with nearly any injector, driveability (excessive smoke) might be an issue.
If you cannot maintain 1900psi, you might seriously consider a new or aftermarket HPOP. Nearly any larger injector is going to make the truck feel sluggish, and smoke excessively.
Procedure 1:
If you have access to a scantool, hook it up to the trucks OBD connector, and go to the "datastream"...scroll through the sensor values, until you find ICP (or injection control pressure)...this is your HPOP's "oil pressure".
***NOTE*** If you are running any kind of "box" such as the "Edge EZ" or the "Banks Six Gun" you either have to remove the aftermarket jumper harness/plug at the ICP sensor, and reconnect the factory harness by itself. If you are running a home made "10k mod", etc...which plugs/taps into the ICP sensor wires (or connector pins), you will have to remove it as well, or proceed with getting the parts together to run the mechanical gauge, as the scantool will not receive accurate data from the ICP sensor if its signal is being modified from any one of thes "ICP foolers".
To test the HPOP's output, you will be looking on the scantool for the line labeled "ICP" and it's units should be in psi not volts. Some scantools, AE is one. measure ICP in kPa (kilopascals) which you can convert to psi after you take your measurement in kPa.
1kpa = 0.145psi. kPa times .145 = psi. As an example 19,310kPa multiplied by 0.145 = 2800 psi
Put your chip in its' highest setting, and go out on the interstate (while having someone watch the ICP value on the datastream) and start at about 60mph...
FLOOR the pedal, and stay in it, 100% from ~60-90mph...what you're likely to see (on the scantool) is that the ICP will spike up rather quickly, to 2800-3000psi or so, and then the longer you stay in the pedal...the ICP will slowly drop and drop and drop...the ICP will eventually stabilize (stop dropping).
WHERE the ICP levels off can be some indication as to the condition of your HPOP.
If your truck can maintain 2800+psi then you are one of the FEW folks that have a terrific HPOP.
I would estimate that 90% of the Power Strokes can only maintain ~2200(+/- 200)psi of HPOP pressure, or ICP...5% are above 2600, the other 5% are below 1900psi...
Does anybody know what ICP the 80E tune is calling for, and how big of a difference between requested and actual pressure there has to be to trigger the CEL?
What do you think of my results, and what would you do if you were me?
#2
09-09-2009, 02:22 PM
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I guess I can try to post the data from the log too:
Code:
Time Injector Control Pressure (PSI) [0.00 - 5076.32] Time Injector Ctrl Pres DC (%) [0.00 - 100.00] Time Fuel Injector Pulse Width (ms) [0.00 - 524.28] Time Engine RPM (RPM) [0.0 - 8000.0] Time Engine Oil Temperature Input (F) [-40.00 - 1139.63] Time Vehicle Speed (MPH) [0 - 131] 01:08:57.484 2418.14 01:08:57.718 27.34 01:08:57.953 1.78 01:08:58.187 1754.4 01:08:58.437 187.7 01:08:58.671 45 01:08:58.906 972.91 01:08:59.156 16.41 01:08:59.390 1.8 01:08:59.625 1769.4 01:08:59.859 187.7 01:09:00.093 46 01:09:00.390 2541.45 01:09:00.625 38.28 01:09:00.859 2.94 01:09:01.093 1982.9 01:09:01.328 187.7 01:09:01.562 52 01:09:01.859 2247.88 01:09:02.093 27.73 01:09:02.312 2.28 01:09:02.546 1493.2 01:09:02.796 188.15 01:09:03.031 54 01:09:03.328 894.85 01:09:03.562 14.06 01:09:03.796 0.6 01:09:04.031 1517.9 01:09:04.265 188.15 01:09:04.500 56 01:09:04.796 1099.62 01:09:05.031 28.12 01:09:05.281 2.38 01:09:05.515 1577.9 01:09:05.750 188.15 01:09:05.984 58 01:09:06.265 1743.89 01:09:06.500 28.12 01:09:06.718 2.17 01:09:06.953 1680.7 01:09:07.187 188.15 01:09:07.421 60 01:09:07.703 1810.64 01:09:07.937 27.34 01:09:08.171 2.33 01:09:08.406 1701.9 01:09:08.625 187.7 01:09:08.859 62 01:09:09.156 2444.16 01:09:09.375 50.39 01:09:09.609 4.98 01:09:09.859 2647.9 01:09:10.109 188.15 01:09:10.343 68 01:09:10.625 2153.42 01:09:10.859 54.29 01:09:11.093 4.82 01:09:11.328 2787.9 01:09:11.562 188.15 01:09:11.796 73 01:09:12.078 2049.34 01:09:12.312 58.98 01:09:12.531 4.71 01:09:12.765 2943.1 01:09:13.000 188.6 01:09:13.234 81 01:09:13.515 2082.71 01:09:13.750 63.28 01:09:13.968 4.81 01:09:14.203 2383.6 01:09:14.437 189.05 01:09:14.656 82 01:09:14.937 2006.35 01:09:15.171 68.35 01:09:15.406 4.8 01:09:15.640 2340.6 01:09:15.843 189.5 01:09:16.078 85 01:09:16.359 2012.01 01:09:16.593 73.43 01:09:16.828 4.81 01:09:17.062 2436.4 01:09:17.296 189.5 01:09:17.531 88 01:09:17.812 2053.3 01:09:18.046 78.51 01:09:18.281 4.8 01:09:18.515 2501.4 01:09:18.750 189.95 01:09:18.968 91 01:09:19.234 2016.53 01:09:19.468 75 01:09:19.718 0.6 01:09:19.953 2466.9 01:09:20.187 189.95 01:09:20.421 85 01:09:20.734 3578.28 01:09:20.968 37.11 01:09:21.203 0.6 01:09:21.437 2077.4 01:09:21.656 190.85 01:09:21.890 71 01:09:22.187 2397.21 01:09:22.421 28.9 01:09:22.656 0.6 01:09:22.890 1731.2 01:09:23.140 190.85 01:09:23.359 58 01:09:23.640 1685.06 01:09:23.859 22.65 01:09:24.093 0.6 01:09:24.328 1426.2 01:09:24.562 190.85 01:09:24.796 50 01:09:25.078 1302.12 01:09:25.312 19.53 01:09:25.562 0.6 01:09:25.796 1347.2 01:09:26.031 190.85 01:09:26.250 48
#3
09-09-2009, 02:49 PM
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#4
09-09-2009, 02:59 PM
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The 3578 was after I let off, must have been a spike like you say. Vehicle speed is the last column, and I put a blank line before and after the actual WOT part of the data to help separate it.
This is my very first logging attempt, more to come for sure.
#5
09-09-2009, 03:04 PM
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#6
09-09-2009, 03:09 PM
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If that is at WOT then your ICP is low. Should be higher then that. I also like to see the Accelerator pedal position too... that way I know when my foot is to the floor..LOL
Oil temps look good! Pulse width looks higher then what I have seen... but I guess that could vary by tuner...
Oil temps look good! Pulse width looks higher then what I have seen... but I guess that could vary by tuner...
Thanks for your feedback! I have been watching the Adrenaline threads closely.
#7
09-09-2009, 03:13 PM
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#9
09-09-2009, 03:49 PM
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At idle the ICP is 470-480, ICP duty cycle is 10.55, and the fuel injector pulse width is 2.6 - 2.8.
#10
09-09-2009, 03:55 PM
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09-09-2009, 03:56 PM
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I would say there is some left on the table, that can help your fuel mileage too... I am sure Jody's tuing calls for more the 2400 icp... but that just may be the 80E tune?? You might want to do a run in a hotter setting and that will tell you for sure. It might be a good idea to email jody your files to look at. He can tell you where you should be at.
Your duty cycle and ICP seem pretty normal for idle... but then again that has alot to do with tuning.
#12
09-09-2009, 03:59 PM
Post Fiend
It's hard for me to tell by just looking at the nnumerical values, graph is easier. But by the looks of it you seem to be in the same situation that most are in, add a chip - stock HPOP has a hard time keep up with the demand. IIRC, CEL light comes on after the ICP drops @ 400 below requested value.
#13
09-09-2009, 04:26 PM
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#14
09-09-2009, 04:51 PM
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#15
09-09-2009, 04:59 PM
Post Fiend
Good first time datalogging, my first time was alot worse and it took me a few times to get it right. Like LAyson said, next time do a WOT run, I find starting at 70 mph then punching it helps to prevent the truck from downshifting. The less items you try to datalog the smoother the data.