Ok Coach, bear with me...... I got the AE yesterday and got a chance to mess with it today a bit....... A lot of my questions were answered just by playing with it. I checked out the comparison between the EBP, MAP and BARO @ (KOEO). I can't do screen shots just yet I'm not that advanced but working on it.

So not to bring up old news or subjects, but heres what i got

(KOEO)

1. EBP - 14.54 psi
2. MAP - 14.4
3. BARO - 4.5 v

How am i looking ????? From what i read I'm looking good !!!! at least in that aspect.

I did notice i couldednt find IPR in the drop down under Live Data. It had ICP " % , volts, duty cycle,Psi" But no IPR anything. I thought i remember seeing that in a few lessons. ?

Other than that got a lot of homework todo, did get to adjust my speedo and tool around looking. Seems once i get it mastered it will be a great help.

 

I saw that comin'. See? Not so scary.

There are two things excellent about this. The readings... and your knowledge that the readings are excellent.

Good question - it is Injector Control Pressure Duty Cycle % (ICP DC %). The software must be generic to work with all vehicles, so sometimes the nomenclature doesn't match what Ford has.

Dude... you're on a roll. Is your chest puffing up yet?

 

OK I have an AE question. I've had AE for a while now,when I bought it I installed it on my wifes laptop because my laptop at the time was a laptopasaurus. Now that I have a new laptop,how would I go about installing it since its already on hers? I have updated the AE once,so I want to be sure it transfers to my new laptop..Thanks..Phil

If this has been covered in class..I must have been out..sorry

 

LOL, I feel like a spring chicken !!!!! Yea i need to go back and review slowing down the data graphs and a few tweaks you mentioned in the system to get it all setup right.

Thanks for the info on the IPR. I will put that in my notes..... And just so were clear if i want to see IPR i need to click the " ICP DC % " to see what the IPR is doing correct ??? and will that will be a percentage not PSI correct ???? if so how do i convert to psi or is there no need ????

Long winded but I'm current working from 2 computers. I ditched my HP PAVILLION Laptop 2 years back and got a MAC BOOK AIR. My HP had a busted screen and kept getting viruses. So ordered a screen the same day as i did the AE. Both arrived installed screen and ae to the HP as the AE won't work on a mac. Haven't got my ANTI VIRUS software yet so I'm bouncing back and fourth at the moment. Thats one reason i can't post a graph or data pic.

But yes Rich not too scary. I accidentally ran a test though in the GEM program that blew the horn once and rolled my driver window down. I hit Initate on accident, it scared the crap out of me . But yes id be lost with out the school.

Thanks so much, got to get back to my homework

 

Depending on what version AE you have, if you have the Security Dongle, the AE software can be installed on as many computers as you want. It will only work with the dongle and adapter that it came with, on 1 computer at a time.
Mine came with a CD that I installed initially. I then bought an updated package.(added Chevy and Dodge.) They gave me a download link to the software. As long as I have that, ( and it works) I can install it on other computers.
Which reminds me I have one update before October that I have to use before my year is up....

 

Here's some data I took the other day. Truck was warm and I was taking it for a ride to trouble shoot a fuel pressure issue I was having. Pressure started out OK at the beginning, but kept slowly dropping and was down to pretty much zero by the end of the run. I was amazed that the truck was running as well as it was even without much fuel pressure.

Turns out if you do the Hutch mod and put an inline filter in that isn't rated for suction, it starts sucking air, and apparently starts sucking more and more as you drive causing you to lose pressure. At least the injectors were able to keep pulling fuel from the bowl even without any pressure to help.

My truck is stock and all original as far as I know.

 

http://support.pyramidsolutions.com/..._Explained.pdf

Here's some information on why some of the data is formatted the way it is. This is for the SAE J1939 standard and our trucks are on an older standard, but the concept is the same.



This defines the Engine Oil Pressure message and data type. Defining standards like this help cut down the amount of data the ECM needs to transmit. Since the Scan tool software knows that Engine oil pressure is the 4th byte in the message and knows know to convert the byte value to pressure, all the ECM needs to send out is the byte.

One byte can range from 0 - 255.

So the ECM broadcasts a message with the pressures and the Scan tool looks at the 4 byte and sees a byte value of 180 for example. It then converts that to pressure. 180*4 + 0 offset = 720 kPa. It can then convert to different units like PSI if needed. 720 kPa is 104.4 psi.

The min and max of this data type is 0 to 145 psi. This doesn't mean that the manufacture expects the oil pressure to hit 145 psi. It just means that the engineers looked at all the ranges to cover all the different engines and decided that this standard would cover most of the engines. There are many different data types which is why some of the ranges for some of the sensors seems a bit off for our applications. IE, RPM with a 8000 limit. It just depends on the standard that was chosen

 

Correct, ICP DC% = IPR. that shows how hard the IPR is working. For HPOP pressure look an ICP = injection control pressure.

The way it was explained to me is the HPOP produces a certian amount of pressure, we'll say 4000 psi, the IPR moves in and out to control how much pressure gets to the injectors, so if the IPR, ICPDC%, is at 17% open then your ICP would be about 1200psi getting to the injectors.

Hope that helps.

 

Not quite. The Injection Pressure Regulator bleeds off excess pressure AFTER the injector feed like a spring-loaded pressure regulator would (but it's a programmable regulator)... so the HPOP is building 1200 PSI and the excess oil is bleeding out to a return. Therefore, 17% ICP Duty Cycle (IPR) really means it's closing the bleed valve 17% of the time. 100% means the bleed valve is completely closed, everything the HPOP can do is reaching the injectors, and no oil is being bled. This is a good thing because it reduces the wear on the HPOP. If the HPOP were generating 4000 PSI all the time, this would cause a lot of strain on everything, including the engine... because it takes plenty of ponies to power a pump pushing pressures of that proportion.



WOT (with the high RPMs that come with it) is a real strain on an HPOP, because that's when it has to make the highest pressure AND the highest oil flow at the same time. This is why everybody gets so amped up about a better HPOP for more power and the fuel pump is almost never discussed. The fuel pump just "primes" the injector with fuel - the ICP is what drives the fuel out of the injector. Now... if your fuel pressure isn't there, or you're priming the injector with air - you have no hydraulic buffering in the injector when the oil hammer drops (robbing you of ICP). There is no peace here - just pieces.

 

That makes sense. Thanks Rich!!

 

Danger: These sticks aren't suckers, they're hydraulic hammers. If the fuel ain't gettin' there, you're hammering a dry hole. I've seen pressure as low as 20 PSI with Stinky at WOT... just before I had to squeegee my drawers. I have an alarm on my fuel pressure gauge at 45 PSI, and I had to change my fuel pump pre-filter to a fuel strainer to get the pressure back up.

Before:



After:

 

Ok Tugly, just like tracks up there I too just got my AE a couple weeks ago. Tonight I had some time to sit & play with it & would like your opinion on what I have so far....

Did a KOEO test & got a P1298 Injector Driver Module Failure (i'm assuming this is from when my IDM went out & I replaced it with one from swamps). I cleared the codes & did the test again & everything came back good.

Did a cold buzz test & all 8 injectors sound good & strong.

Did a KOER test & it was succesfull.

Let the engine warm up to operating temp (about 176deg) & did a Cylinder Contribution Test.....got a P0284 Cylinder 8 Injector Circuit Contribution/Balance Fault. Not sure if I need to worry about this or not.

Tested my MAP, EBP, & BARO & got 14.1 map, 14 ebp, & 4.1 baro which from what I understand is all good.

I logged my ICP, IPR, Injector Pulse Width, & RPM from start through idle for a couple minnutes but not sure how to view the data back yet, was gonna run back through your class here to find it but there is a lot of info to go through now lol.

The last thing I was trying to test was the perdels or whatever its called but couldn't figure out how to do it on AE.

I have a slight shake or lope at idle that I have been trying to get rid of since I bought the truck. I did hutch mod, HPX & FRX, new injector orings, cleaned & rebuilt IPR & now was hopeing that I would find it through AE but not sure where to look now.

Thanks for any info you can contribute Tugly, I know you are swamped on here with requests & what not

 

UPDATE: So I installed AE on my new laptop while its still on my wifes laptop. I was also able to go back to my e-mails and install the update that I received at the first of the year(AE 10.03 to AE 11.0.1). So as long as you have the security dongle you can in fact have AE on two different laptops..(I wasn't sure if you could or not with the copyright thing)..Phil

 

Step 1 - Selection/Configuration:


Step 2 - Record:


Step 3 - Test:

 

I'm impressed with everybody diving in and not only making their own discoveries, but helping each other out as well. Great job!

I made a discovery today that may help others: My OBDII interface is pretty much a part of Stinky, but I couldn't connect today. I tried all my normal methods of unplugging/re-connecting the USB cable, and restarting the software - but no luck. I unplugged both ends of the OBDII interface for a few seconds and re-connected everything. This solved the connection problem.