AE Class II - Troubleshooting
Butt-Head
Joined: Apr 2004
Posts: 9,448
Likes: 2,934
From: Reed Point, MT
I don't use AutoEnginuity, but here's an informative post from someone who does...A LOT!!
Ford Truck Enthusiasts Forums - View Single Post - whitesdford and milehi_350... AE readings
Ford Truck Enthusiasts Forums - View Single Post - whitesdford and milehi_350... AE readings
Posting Guru
Joined: Oct 2007
Posts: 2,225
Likes: 1
From: Farmington, Minnesota
Which graph is my ICP amazing the towing one? What do you mean "your injectors are empty by that time at that pressure anyway."?
Just trying to learn more about the process.
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Hotshot
Joined: Jan 2011
Posts: 18,849
Likes: 179
From: Puget Sound
Under normal circumstances, going over a 3ms pulsewidth kills the ICP. You have about a 4.5 to 5ms pulsewidth and yet your ICP is hangin' in there. Although I am not a tuner by any means, I have looked at enough of these things to know that your EGTs could be reduced (a little) if your PW was shorter. You would also see your ICP park at 3000 PSI at WOT and your IPR hover around 40%
According to the top graph (below), IH AC160s and stock injectors allegedly have about the same drain time - but I can't swear to that. If you can decipher the bottom graph, that is the flow characteristics for an off-the-shelf AC160... which is drained in 3.5ms at the ICP you are running. What that says is a stock injector or an AC160 is done long before the PW lets it's finger off the trigger... like a Windex bottle that no longer sprays after the squeeze-handle has bottomed out for a while.
Now... to shake up the sno-globe real good - I have 100% nozzles. They allegedly drain in under 2 ms at 3000 PSI, so a tune like that on my truck would conjure a cloud of coal an peg my pyro posthaste.
According to the top graph (below), IH AC160s and stock injectors allegedly have about the same drain time - but I can't swear to that. If you can decipher the bottom graph, that is the flow characteristics for an off-the-shelf AC160... which is drained in 3.5ms at the ICP you are running. What that says is a stock injector or an AC160 is done long before the PW lets it's finger off the trigger... like a Windex bottle that no longer sprays after the squeeze-handle has bottomed out for a while.
Now... to shake up the sno-globe real good - I have 100% nozzles. They allegedly drain in under 2 ms at 3000 PSI, so a tune like that on my truck would conjure a cloud of coal an peg my pyro posthaste.
Butt-Head
Joined: Apr 2004
Posts: 9,448
Likes: 2,934
From: Reed Point, MT
Edit:
Misspoke.
A commanded pulse width of just under 3mS works well for those.....
Fleet Mechanic
Joined: Jul 2003
Posts: 1,614
Likes: 22
From: Springfield, PA
Tom
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Hotshot
Joined: Jan 2011
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From: Puget Sound
I have noticed this a few times myself, but had no idea why. Since you guys seem to speak to the AE people, ask them whether a "dual USB cable" would solve the problem? I doubt "dual USB" is the proper name, but I mean the USB cable that typically comes with external USB hard drives. It connects to two USB ports on your PC, but the leads combine into a single USB connection at the other end. Per the hard drive instructions, this is to allow the HD to draw more current through two separate USB headers.
Tom
Tom
Fleet Mechanic
Joined: Jul 2003
Posts: 1,614
Likes: 22
From: Springfield, PA
And there's a fix to this if you like. Just wrap the USB cable around the AE connector and tape it in place, this way it vibrates together. If you're really interested is making it secure and look a bit neater, a tiny shot from the Buck$Zooka can get you a USB cable which is angled at the end (in any of the four directions you'd like), so it's easier to secure it closer to the actual connection.
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Hotshot
Joined: Jan 2011
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From: Puget Sound
I have a Quarter Caliber for such purchases... faster reload time.
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Freshman User
Joined: Jun 2006
Posts: 26
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From: South of Atlanta
No Start Recording
Hi Tugly,
Great thread, I have learned a ton about AE already. I wonder what you think of this one? I have a no start issue. ICP shows plenty of pressure, RPMs are good, Voltage nominal, IPR Duty cycle is ok (I guess?), but the PCM won't lengthen out that Injector Pulse Width. I'm at a loss as to what is causing this and I hate to start replacing costly parts. CPS is new also. Don't want to hijack the thread. It's another teaching tool anyway. (changed to .txt extension for the upload)
Thanks for all the info!!
______________________
Paul
2000 Ford F-250 Lariat Ext-Cab 7.3 PSD
DP-Tuner F8 w/ 80HP "Econo", High Idle, and Stock tunes
Napa 6637 Air Filter
EGT and Trans Temp gauges
Great thread, I have learned a ton about AE already. I wonder what you think of this one? I have a no start issue. ICP shows plenty of pressure, RPMs are good, Voltage nominal, IPR Duty cycle is ok (I guess?), but the PCM won't lengthen out that Injector Pulse Width. I'm at a loss as to what is causing this and I hate to start replacing costly parts. CPS is new also. Don't want to hijack the thread. It's another teaching tool anyway. (changed to .txt extension for the upload)
Thanks for all the info!!
______________________
Paul
2000 Ford F-250 Lariat Ext-Cab 7.3 PSD
DP-Tuner F8 w/ 80HP "Econo", High Idle, and Stock tunes
Napa 6637 Air Filter
EGT and Trans Temp gauges
Freshman User
Joined: Jun 2006
Posts: 26
Likes: 0
From: South of Atlanta
Tugly,
I may have figured out why that Injector Pulse Width is so narrow...fuel pump isn't pumping consistently...or at all at the moment. Does the PCM sample fuel pressure to decide about IPW? I was under the impression that it doesn't, but my numbers appear to be saying something else.
I'll post my readings after the new fuel pump tomorrow...I sure am hoping to see that pulse width suddenly lengthening!
I may have figured out why that Injector Pulse Width is so narrow...fuel pump isn't pumping consistently...or at all at the moment. Does the PCM sample fuel pressure to decide about IPW? I was under the impression that it doesn't, but my numbers appear to be saying something else.
I'll post my readings after the new fuel pump tomorrow...I sure am hoping to see that pulse width suddenly lengthening!
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Hotshot
Joined: Jan 2011
Posts: 18,849
Likes: 179
From: Puget Sound
Your FIPW is reading fine. The problem is your AE is buggering up the translation of it. Here is how you fix AE's bug: [LINK]
The PCM has no idea if there is fuel or not, it just tells the motor what to do and hope the fuel is there. That is precisely why I urge a fuel pressure gauge is a must-have on our aging trucks.
The PCM has no idea if there is fuel or not, it just tells the motor what to do and hope the fuel is there. That is precisely why I urge a fuel pressure gauge is a must-have on our aging trucks.
Freshman User
Joined: Jun 2006
Posts: 26
Likes: 0
From: South of Atlanta
Thanks, Tugly
I changed the parameters and fooled with a few of the others. The fuel pump solved my problem and I ordered the fuel pressure gauge today. Sure wish they would have put that into the PCM equation, but I really can't complain much about such a tough engine.
I monitored and recorded a good bit of data, only to learn that when the computer sleeps, the file sleeps with the fishes.
I did notice that #8 has a 5% change in rotation compared to others. At this point I'm just glad to hear that growl, but may be something down the road. The cylinder contribution test also showed #8 not keeping up. I'll check it again after a few days of driving just in case it is air in the system.
I'll try to record again and post for the benefit of the class and one more example.
Thanks again!
I changed the parameters and fooled with a few of the others. The fuel pump solved my problem and I ordered the fuel pressure gauge today. Sure wish they would have put that into the PCM equation, but I really can't complain much about such a tough engine.
I monitored and recorded a good bit of data, only to learn that when the computer sleeps, the file sleeps with the fishes.
I did notice that #8 has a 5% change in rotation compared to others. At this point I'm just glad to hear that growl, but may be something down the road. The cylinder contribution test also showed #8 not keeping up. I'll check it again after a few days of driving just in case it is air in the system.
I'll try to record again and post for the benefit of the class and one more example.
Thanks again!
Fleet Mechanic
Joined: Jul 2003
Posts: 1,614
Likes: 22
From: Springfield, PA
Tugly,
I posted earlier about running cylinder change rotational velocity (perdel) tests. Not sure if I'm running it correctly or not. My AE only offers choices for cylinders 2 through 8, and then, according to the Live Data Grid where one would adjust ranges, it says No Data for all of them. I'm getting straight zeros, and occasionally it hiccups (I have a cheapo CPS in her now).
I'm guessing I've either got something setup wrong with my PC and/or AE, or ???
Any help would be appreciated, or should I post a question directly to AE?
Thanks,
Tom
I posted earlier about running cylinder change rotational velocity (perdel) tests. Not sure if I'm running it correctly or not. My AE only offers choices for cylinders 2 through 8, and then, according to the Live Data Grid where one would adjust ranges, it says No Data for all of them. I'm getting straight zeros, and occasionally it hiccups (I have a cheapo CPS in her now).
I'm guessing I've either got something setup wrong with my PC and/or AE, or ???
Any help would be appreciated, or should I post a question directly to AE?
Thanks,
Tom
Fleet Mechanic
Joined: Jul 2003
Posts: 1,614
Likes: 22
From: Springfield, PA
Parked in the driveway, reads 0. My concern is the Live Data grid where it says no data, and no selection for #1. It's a manual transmission, in neutral, should I depress the clutch. There are a few other issues with AE, i.e. vehicle speed never reads anything either.