Yep, that's the guys alright.

Couple things from personal experience. You don't have a rev limiter unless you give it one. Running less than premium can catch you out, particularly with a stock fuel setup.

Cost me a set of pistons & nothing less than 93 is in it since.

Whether a KS + retard settings would have saved it when I leaned into it tuning one day, who knows.

My fix so far is 30# injectors & one day I will do a KS for data capture.

YRMV

 

Also, I've not seen nor heard anyone ask about the I6 in our trucks, has one?

 

I’ll be running 30# injectors and quantum high volume fuel pumps. Rev limiter only applies to automatic transmission right? Mine is a 4 speed T18 manual transmission.

 

Uh, no. Rev limits have nothing to do with transmissions.

 

Awesome thanks

 

Is there a configurable built in rev limiter in tuner studio? What sort of adverse event is the rev limiter helping to prevent?

 

I am not 100% knowledgeable on TS options.

Suffice to say that for all tuning systems have some sort of rev limiting ability, either dropping spark or injector duty cycle reduction.

You don't want a engine that might live at 5500 all in spinning to 7k or higher if you miss a shift or your boots slip on a pedal

Bad things happen. Valves float, keepers fail, valves drop, bearings spin, detonation breaks pistons, rods escape the side of the block to name a few.

Ask the guys who built the system.

 

yes. It also does do something despite most people thinking its a vestigial left over

 

Rev limit in neutral/park? Overheating your torque converter

if you dont mean that, explain more

 

1996 F150 4.9 KKD0 catch code (EEC-V calibration basically) DOES USE THE KNOCK SENSOR.
Specifically, 4° of timing between 1100 amd 3800 rpm at operating temp.

I believe but do not know for sure that the 4 degrees has a slight time span after knock stops that it stays in effect, and its a blanket on-off affair , threshold reached, 4 degrees, period. no calculations or attempting to just pull 2 instead of 4 etc

Not sure if this is a representative of what most or if any other examples knock sensors do.. but this is what my 1996 with obd2 eec v is supposed to do.

NOTE: The eec-v engines that are obd2 gassers have a crankshaft sensor which is specifically about detecting misfires and the computer responds to it dynamically. There is potentially still knock protection but NOT under all circumstances that the knock sensor does its job, which since my connector broke i am basically operating this way. no knock that ive had. but i havent had bad gas or anything too demanding

 

Since the same sensor was more than likely used on different engines you searched other Ford vehicles?


My truck isn’t here so I can’t go out to see if the connector shape is correct.

 

not sure about your note.
eec-Iv have misfire detector some eec-iii. Since 1882-83 sbf.
then 1996 351w cali engines, some obd2
all obd1.

obd2 have crank shaft position sensors, specifically for spark, in conjunction with camshaft sensor, as they do not have a distributor, well some do, , but if you go distributor less, you need crankshaft sensor.

im now interested to know if obd2 crank sensor also detects misfire, I doubt it.

 

I don't know how Ford detects misfires, but many manufacturers watch only the crank sensor. If the cylinder misfires, the crank will slow down and it know this by the crank sensor [and the cam sensor to determine which cylinder is misfiring]. That is the only way it knows it's not right.

 

I actually thought it was originally broken sensor but i confirmed the sensor is okay and the connector oddly failed on its own and one day doing the coil i noticed the connector was just hanging there and the terminals were in the open.

So yes that should fix it. havent been in a hurry because of it not having issues lol and it wasnt doijg anything when i discovered it broken

 

yes it does. its the exclusive purpose of it on the OBS fords with obd2 and gas engines.

Its also charted/graphed. If i have a loose spark plug in cylinder 2 and i dont notice it shaking (with wherre its at and the wire being over it just such a way)

The obd2 live data tells me there is a present msifire situation and then it flags the misfire has occured in this ignition cycle, and then it starts a running count of the misfire counts in cylinderr 2 while the rest stay 0.

The reason for this addition is not to prevent engines hurting themselves its to prevent the damaage of cat converters and allow cat converters to be extended in lifespan by allowing the monitoring of the most damaging kinds of misfires (misfires below this threshold are not required to be monitored/controlled/corrected.)

The Check engine light will flash if the misfire condition will cause the vehicle to emit (1.5x more than normal and if they continue it will damage the cat conveter irreparably, iirc)
The post o2 sensor is also used for monitoring the lifespan of the cats so that when they are not doing their regulated/required job they are identified and replaced.


Based on obd2 compliance windows for gvwr vehicles differed, and epa allowed exemption on passenger cars to 99 usually when requested (ford used it more than GM)
2004 was the year for the trucks that were in the class of "heavy" duty light duty trucks, which did not require OBD2 compliance till that year either in part or all.
So thats how you got your F250 and F350 HD in 1996 and 1997 because they were in the exemption. this meant 2003 super duties wouldnt have to have a post o2 sensor or have the check engine light indicate the level of catalyst damaging misfires or have an obd2 connector etc......
They thankfully did use a majority of compliance lol. this also meant service data wouldnt have to be made available or special tools/ made available the same way on those models either.





Heres the specific part of the eec-v engines compliance wise