I have 1992 Bronco with 5.0 EFI E40D. Anyone knows what is the correct injection time must be at idle in ms.?

 

Set by the computer... if you are swapping to an aftermarket injection system I suppose you could take a reading from the OEM PCM to get pulse width and timing. With speed density you are only talking about each bank of injectors (left & right). Pulse width would probably need to be done with a scope rather than a meter. You might be able to see timing with a very fast meter but its unlikely. Otherwise I can't be of any better assistance. I'd be curious to know what it is myself if you find out. If only that it would add to a knowledge base. I've never messed with aftermarket injection systems obviously.

 

No it is not the aftermarket injection system. I have to know it because I have the bifuel system 1) petrol - stock 2) LPG injection system. Wright now I fight against 172 error - it is present whenever the engine works on petrol or LPG. Everything were checked: oxygen sensor - new (all wires from pcm to oxygen sensor were cheked), fpr - new and the pressure is normal, fuel pump - new, jets were cleaned with ultrasonic, fuel filter new, the IAC new, air temp and cool temp sensors new, spark plugs, wires, distributor cap new, ignition system and coil are ok too (all wires were checked), all intake gaskets new (the engine after rebuild), no vacuum leaks, the air injection system and all tubes are good, the egr works great, no exaust leaks or cracks. I don't have the catalytic converter - but I don't think that it is the reason, because the oxygen sensor is ahaed the catalytic converter. In drive position the idle is 550-600 rpm (in park it is 750) - I think that it must be 750 whenever it is in drive or in park. The check engine light on when I cruise on steady speed at highway (steady 1900-2000 rpm on highway) - never in town or at idle. Sometimes it turnes on and after sometime (1 or 2 minutes) it turnes off, sometimes it can be turned on all the highway trip, sometimes I can go on steady speed 50 km by highway and it never turnes on. I thought that it can be egr (it opens on a steady speeds at highway), so I jammed it, but the engine light turned on as usual. The engine consumes 24L on 100 km. in mixed driving 30% - town, 70% - highway - I think that it isn't very good (when the error 172 present, the injection time of jets is more +25% then it must be, because the pcm thinks that the fuel mixter is very lean). So I want to know what is the injection time must be on stock jets at idle - now it is 4.2-4.6 ms. but I think it must be 3.0-3.2 ms. greystreak92 may be you'll find the EFI gurus - who'll answer my questions.

 

Converted, that's 62.13 miles on 6.34 gallons of fuel. Or 9.8 mpg. I think yours should be closer to 12-13 mpg mixed driving, so something is up.

 

LPG isnt a good fuel for a stock motor. the mpg isnt any better then regular gasoline unless the motor is built to handle the LPG.

Also the efi system that is on there wasnt meant for what your doing. and there isnt any way to tell the computer any different either. Speed density efi on that year bronco is so locked down even tweecer cant help you.

why are you wanting to run the this setup? if its for mpg savings you just wont get it.

 

He's from Russia, they have lots of natural gas over there.

 

SO

he would be best to rip out the efi totally, run a C6 tranny because the e4od wont run properly without the computer and various sensors. and run a carbed multi fuel setup.

also with LPG you need to run hi compression for it to work well. 10-1 minimum.

 

Actually Kem, introducing LPG into the system in a controlled manner UPSTREAM of the fuel injectors will not harm the engine and will actually work to reduce gasoline consumption. The LPG displaces oxygen once it returns to its gaseous state in the induction system. This essentially "fools" the O2 sensor into "thinking" there is a rich condition because it not reading as much oxygen in the exhaust. The computer responds by leaning out the fuel/air mixture but the overall combustion cycle is not adversely affected because the now leaner fuel mixture is aided by the presence of the propane as a supplemental combustible. Oxygen levels never really change. The computer just thinks so because of the propane in the induction. LPG may not be much better for mileage but running it helps keep the internals a LOT cleaner and thereby increasing the overall life of the engine.

Up the compression by a few points and the LPG will be an even better addition. But then, as you said Kem, it requires building the engine that way. I toyed with an LPG injection system for a while on mine as a supplemental fuel source. (Anything to save burning through 33 gallons of gasoline when prices were well over $4 a gallon). But as I researched it I came to the same conclusion... unless you have compression that is closer to diesel specs, propane is about the same as gasoline for efficiency and a bit worse on performance... but it IS one helluva lot cleaner. I suppose if you live in an area where access to LPG is better than gasoline, then its a better deal.

 

I grew up farming in th 50's. Dad would buy old tractors that were fouling the plugs, convert them to propane and run them forever. Less power, more fuel consumption but, almost no maintenance. Oil consumption was cheaper than new equipment.

 

g_k50 yes I'm from Russia. As i've understood you are all talking about LPG "injection" (like carb engines) before the throttle body. I have the last generation REAL LPG vaporous phase injection system - it has own 8 LPG jets (the LPG jets are installed not far from petrol jets in the bottom of the upper intake manifold), own LPG MAP, LPG and Coolant temp sensors, LPG pressure sensor in the LPG reducer and own LPG computer that controlls all that LPG staff. The LPG computer gets the signal (fuel jets injection time) from the petrol jets and interprets it to the LPG jets with raised factor (more 10%-60%), that was calculated by the LPG computer, simultaneously controliing the temp of the LPG by the temp sensor, vacumm in the intake manifold by LPG MAP and LPG pressure in the LPG reducer. The stock computer works in a normal manner and controls all EFI staff. With that kind of system there isn't any loss of power and no "-", only "+" (economy, ecology, clean engine, clean oil, higer x1.5-2 milage before rebuild, higher milage on long trips without refueling). It is really great system and it gives the great economy (LPG price=0.5 Petrol price in our country). If the fuel EFI system works great, so the LPG system will do the same and there will not be any errors. As I've said in the upper post, the lean error 172 appears when I drive my car with fuel too (I mean that I cancel the 172 error from the computer, then start the engine with fuel and run it with fuel only and at the highway I'll get the 172 error with FUEL). Any thoughts?

 

Just for the sake of trivia, companies like destroked and fordcummins sell stand alone computers for controlling electronic transmissions such as the e4od. So if you really wanted to go carb, you could do so and retain the overdrive. The same way you can run the e40d with an all mechanical diesel engine.

 

I worked on a local propane company's Ford delivery truck, and it had a 429 engine with over 120,000 miles on it. It had been running on propane the whole time, and I couldn't believe how perfectly shiny the inside of the motor looked. It literally looked like it had just been assembled the day before.

 

Shia!, so when your running on gasoline is when you get the lean code pop up. if thats the case perhaps checking your fuel pressure at the rail. it should be 39-45psi, if its more or less that may be your issue. also is the o2 sensor still in the stock location in the exhaust y pipe?

are you running new spark plugs, wires, cap/rotor and coil?

 

Read my second post - the O2 sensor is in the stock position.

 

No thoughts?