AE class is in session!
Hotshot
Joined: May 2005
Posts: 13,484
Likes: 42
From: Stevens Point, WI
The "save session" is the one feature I actually like with the version I have now.
What I would also like to have like with my hondata is a slideable bar in the "playback" graph where I could slide the bar up to a certain spot in the recording and it would then show me all the gauge/sensor values at that point.
What I would also like to have like with my hondata is a slideable bar in the "playback" graph where I could slide the bar up to a certain spot in the recording and it would then show me all the gauge/sensor values at that point.
Laughing Gas
Joined: Aug 2014
Posts: 1,020
Likes: 9
From: Washington State
Unless AE changes their mind, Save Session is a Dead Duck at V13.0, granted for reasons that make no sense. But it's not my toy, I just rent it. whattaya gonna do.......I ranted at them for 35 min. on the phone to just fix V13 and I'd be a happy puppy, but...You know what they say about pissin in the wind.......
Thread Starter
|
Hotshot
Joined: Jan 2011
Posts: 18,849
Likes: 179
From: Puget Sound
That looks to be about 175-180. It's hard to tell on a scale of 0-450. Maybe if the maximum was 250, we could all see a bit more clearly what the temperature is. I hate to drag you through this exercise, but could you repeat the process of making the graph (no need to get more data) - setting the max temperature to 225-250?
Hotshot
Joined: May 2005
Posts: 13,484
Likes: 42
From: Stevens Point, WI
Now that the graphs are adjusted better it looks like my EBP seems to be jumpy like you were talking about earlier with someone elses graph.
I know my up pipes are good but I have questioned the baby butt seal ever since I had the turbo off for o-rings and other work. The clamp went on like ti should and tightened up good and all but I just never felt like it had a 100% seal up. I keep looking and never notice any soot around the v-band but it may be hard to see with the clamp over the joint?
I know my up pipes are good but I have questioned the baby butt seal ever since I had the turbo off for o-rings and other work. The clamp went on like ti should and tightened up good and all but I just never felt like it had a 100% seal up. I keep looking and never notice any soot around the v-band but it may be hard to see with the clamp over the joint?
Thread Starter
|
Hotshot
Joined: Jan 2011
Posts: 18,849
Likes: 179
From: Puget Sound
I don't want to start a craze where everybody's pouncing on jumpy EBP readings. I can say I have seen smooth data out of the EBP, and I noticed a jumpy reading after I developed a boost leak. I have seen other trucks with leaks with the same jumpy EBP. That's not an iron-clad "if it jumps, it's a leaker", but it has proven to be a good indicator so far. The faster sampling rates of Torque Pro and Infinity (compared to AE) may be a partial culprit here, but nobody has shown me a jumpy EBP line on the same graph as good boost... yet.
Hotshot
Joined: May 2005
Posts: 13,484
Likes: 42
From: Stevens Point, WI
One thing I left out of that graph and may be part of the jumpy EBP is the rpms. Looking once again the drops in EBP may be at shift points. Lower the rpm and the ebp should lower as well yes?
FTE Stories
Ford Trucks for Ford Truck Enthusiasts
Top 6 Best Deals Available on New Fords & Lincolns Right Now
Brett Foote
This Hennessey Takes the Expedition Tremor's Off-Roading Capability to the Next Level
Verdad Gallardo
Top 10 Fords at 2026 Carlisle Ford Nationals
Joe Kucinski
3 Best / 3 Worst Parts of Modern Ford Ownership
Brett Foote
10 Amazing Upgrades That Solve Common Ford Truck Owner Headaches
Pouria Savadkouei
Every 2026 Ford Engine Explained
Brett Foote
10 Ugly Ford Trucks That We Still Kinda Love
Joe Kucinski
10 Things Every Truck Owner NEEDS (2026 Edition)
Michael S. Palmer
Rezvani's Latest Post-Apocalyptic Monster Is a Ford F-150 Raptor Underneath
Verdad Gallardo
Hotshot
Joined: May 2005
Posts: 13,484
Likes: 42
From: Stevens Point, WI
I believe that last dip was when the converter locked up or it went into the last gear. That was around 70-75mph.
The speed output I have trouble getting right too. It only shows 0.1-0.3 all the time. I have read your post more than a few pages back about setting the max speed at like 256 and then closing the program or something and then when reopening setting it at like 100?
The speed output I have trouble getting right too. It only shows 0.1-0.3 all the time. I have read your post more than a few pages back about setting the max speed at like 256 and then closing the program or something and then when reopening setting it at like 100?
Thread Starter
|
Hotshot
Joined: Jan 2011
Posts: 18,849
Likes: 179
From: Puget Sound
Ah... easy fix. Open up the settings for your speed PID and look at the "Scale Factor". Set that to 256. OK the setting, then open the Speed PID setting again, and set the max to 100. OK the setting, and you're good to go.
Oh, and I thought you had a hand shaker.
Oh, and I thought you had a hand shaker.
Hotshot
Joined: May 2005
Posts: 13,484
Likes: 42
From: Stevens Point, WI
I remember trying this stuff before. I can't seem to find any adjustments for the speed beside the scale adjustment when opening a log file.
Thread Starter
|
Hotshot
Joined: Jan 2011
Posts: 18,849
Likes: 179
From: Puget Sound
Once the data is logged, you have what you have. The advice above is for setting AE up to record the data correctly. There are two known logging issues with a few versions of "Legacy" AE (Pre-Giotto):
Fuel Injector Pulse Width PID is on the wrong scale - the Scale Factor needs to be set to 10, and the MAX to 5. This will set the software to record the data in milliseconds, on a scale of 0-5 ms. The FIPW can go higher than 5 when cranking, but what's 2 seconds of data when compared to a drive? Stock trucks should max out at about 3 ms, but a hot tune can go over 5. After exceeding 5 ms FIPW while driving, it no longer matters how much higher it goes - hot is hot.
Side note: I sized my injectors to deliver 100% fuel at just over 2.8 ms FIPW.
Vehicle Speed Sensor PID has an error in the formula. Setting the Scale Factor to 256 corrects the error, then a MAX of 100 fits our trucks nicely.
Giotto has a bundle of issues - too many to fix with settings alone. My favorite problem is the inverted pressure signal (goes up when it should go down), but I forgot which one that was. It's another item where I adopt the attitude "broken is broken", and I move on.
Fuel Injector Pulse Width PID is on the wrong scale - the Scale Factor needs to be set to 10, and the MAX to 5. This will set the software to record the data in milliseconds, on a scale of 0-5 ms. The FIPW can go higher than 5 when cranking, but what's 2 seconds of data when compared to a drive? Stock trucks should max out at about 3 ms, but a hot tune can go over 5. After exceeding 5 ms FIPW while driving, it no longer matters how much higher it goes - hot is hot.
Side note: I sized my injectors to deliver 100% fuel at just over 2.8 ms FIPW.
Vehicle Speed Sensor PID has an error in the formula. Setting the Scale Factor to 256 corrects the error, then a MAX of 100 fits our trucks nicely.
Giotto has a bundle of issues - too many to fix with settings alone. My favorite problem is the inverted pressure signal (goes up when it should go down), but I forgot which one that was. It's another item where I adopt the attitude "broken is broken", and I move on.