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Discussion Starter #1
I bought this kit second hand for my 95 cobra and finally installed it, 6 months later! Talk about being lazy.
I’ve been following and reading up on a lot post that have to do with this system, just trying to learn as much as possible. Chris helped me get it all set up and this morning. I entered a few of the basic information needed to fire the car up. It’s not running right but I’m sure it has to do with not setting my timing and fuel pressure yet. I was really just trying to make sure the system it’s self was working since I didn’t buy it new.
However i have a question, first of many I’m sure. I know on the write ups in the help section Chris really emphasizes to NOT turn of the ignition while the calibration is writing, but when I hit the write button it asked me to “turn off module power”. I wasn’t sure what to do at that point so I went ahead with what it was telling me. I turned off the ignition switch then about a second later it said to “turn on module power” so I turned on the ignition switch and the computer finished writing the calibration then I got a message saying it was completely and successfull. Does anyone know If this is normal? Maybe part of the new version/update after installing the supplemental harness? Thanks
 

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The older strategies only had you cycle module power when going from one strategy to another. The newest strategies have you cycle module power every time you write a new calibration even if it is of the same strategy version.
 

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Discussion Starter #5
I had a chance to play with the car some more this morning. Last week I was having trouble setting base idle, when I would switch to base_idle and hit write the car would turn off. I adjusted the throttle blade to keep the car running at desired idle (900) but once I would switch back to closed_loop it would rev up to 1200rpm and stay there. I tried setting the base idle as low as 700 but I would idle high once I would switch to close_loop. I started checking the car and found 2 dry rotted and cracked vacuum plugs and cracked housing in the IAC. I fixed those problems and went back this morning and did the base idle procedures again, and what do you know it worked lol. So now my TPS, base timing, fuel pressure and idle speed are done.

Then I moved to the final step, setting fuel injector low slope. I am getting a uego_pi correction of roughly %20 on both banks. The good thing is that they are both neck and neck within %2 of each other. I was having to lower my low flow rate as low as my high flow rate (24lbs injectors). I went back into the help section and read up on Chris write up again and he says that the low_flow should never go lower than the high_flow, if it does go lower that is a clear indication of a vacuum leak. So now I have a vacuum leak to chase. But other than that the car starts and idles pretty good, I drove it around the block and noticed the car was having a hard time catching the rpms when I was coming to a stop and would let off the throttle. The write up says that the ECM will take a little bit of driving to adapt after the base idle reset, so I’m hoping that’s what it is.
 

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Discussion Starter #6
Forgot to mention, i had a message for a update when I open up the pro-m calibration this morning. I went ahead and did that but then It wouldn’t read any variables. I would hit start and nothing would happen. I closed the program, disconnected the laptop and shut the ignition off. When I connected again it worked fine. Anyone have this happen? Is there a specific way to open up the program? Example, connect the laptop, open program then turn ignition on. Or turn ignition on first then open program? Just wondering
 

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Before you chase vac leaks, two things....

1) Describe in full detail your pcv system. Do you have any breather caps?
2) Please post a pic of how you have entered all the injector battery voltage offsets. Someone else recently had entered them with strange data at the upper and lower limits which caused a lean condition. If yours isn't correct, I'll show you how to enter it.

If you indeed have a vac leak then that is going to play havoc with your idle when coming to a stop. If not, it's probably just a matter of giving the system more time to learn under driving conditions.

As far as variables, I haven't ever noticed anything funny specifically related to updates. There is no specific order for doing anything as far as I am aware. I've connected both before and after the engine is running.
 

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Discussion Starter #8
Before you chase vac leaks, two things....

1) Describe in full detail your pcv system. Do you have any breather caps?
2) Please post a pic of how you have entered all the injector battery voltage offsets. Someone else recently had entered them with strange data at the upper and lower limits which caused a lean condition. If yours isn't correct, I'll show you how to enter it.

If you indeed have a vac leak then that is going to play havoc with your idle when coming to a stop. If not, it's probably just a matter of giving the system more time to learn under driving conditions.

As far as variables, I haven't ever noticed anything funny specifically related to updates. There is no specific order for doing anything as far as I am aware. I've connected both before and after the engine is running.
-PCV, I have a hose on the intake pipe right after the MAF going to the passenger side valve cover filler neck. A hose going from the PCV valve on the back of the lower intake to a fitting on the bottom of the upper intake. I pulled the pcv and screen the other day and screen looked new and PCV valve looked to be in good working order.

-Injectors, this is the data I used and how I entered it. The way I entered it might not be correct, the pro-m had more values to fill than what the data sheet provided so once I got to 15v I used the same data for the remaining boxes.
 

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PCV is good.

R1 and R2 could be messing you up. Change the data to be exactly like this:

R1 - 6 - 3.388
R2 - 8 - 1.755
R3 - 10 - 1.122
R4 - 11 - 0.928
R5 - 12 - 0.781
R6 - 13 - 0.659
R7 - 14 - 0.547
R8 - 15 - 0.462
R9 - 15 - 0.462
R10 - 15 - 0.462
R11 - 15 - 0.462
R12 - 15 - 0.462

Disable the adaptive, clear what has been learned, and then see what kind of corrections you get with the above offsets, HI slope set to 24.90, and low slope set to 26.22. It's important to get the breakpoint correct as well. Use 0.00002219.

I'm assuming these are the blue top injectors for all this.
 

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Discussion Starter #10
PCV is good.

R1 and R2 could be messing you up. Change the data to be exactly like this:

R1 - 6 - 3.388
R2 - 8 - 1.755
R3 - 10 - 1.122
R4 - 11 - 0.928
R5 - 12 - 0.781
R6 - 13 - 0.659
R7 - 14 - 0.547
R8 - 15 - 0.462
R9 - 15 - 0.462
R10 - 15 - 0.462
R11 - 15 - 0.462
R12 - 15 - 0.462

Disable the adaptive, clear what has been learned, and then see what kind of corrections you get with the above offsets, HI slope set to 24.90, and low slope set to 26.22. It's important to get the breakpoint correct as well. Use 0.00002219.

I'm assuming these are the blue top injectors for all this.
Breakingpoint is good
High flow rate is good
Low flow rate was good until this morning when I was adjusting it and set it at 25.2. I will change it back and the new offset values. I’ll give it a try and report back.
 

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if you disable the widebands feedback the o2 sensors will pick up what bank the vac leak is. if they both remain the same, close to 14.7ish. its not a vac leak.

disconnect the throttle cable see what happens.
 

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if you disable the widebands feedback the o2 sensors will pick up what bank the vac leak is. if they both remain the same, close to 14.7ish. its not a vac leak.

disconnect the throttle cable see what happens.
Yes, but if you don't disable closed loop feedback, you could accomplish the same thing by watching which bank has a lot of fuel getting added. And if no fuel gets added to either bank, then it's not a leak.

One bank being off using either method only works if the vac leak is by an intake port. If the front or rear of the manifold is leaking, if the dipstick is leaking, if the oil pan gasket is leaking... all of those would show up on both banks when you run PCV..
 

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Discussion Starter #13
Any of you guys know what this message means? Or what causes it? I had it pop up last week when I was trying to write the calibration to the ECM, this morning however it worked just fine and let me write to the ECM. Now it’s doing it again
 

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Discussion Starter #14
Yes, but if you don't disable closed loop feedback, you could accomplish the same thing by watching which back has a lot of fuel getting added. And if no fuel gets added to either bank, then it's not a leak.

One bank being off using either method only works if the vac leak is by an intake port. If the front or rear of the manifold is leaking, if the dipstick is leaking, if the oil pan gasket is leaking... all of those would show up on both banks when you run PCV..
That would make sense, I just checked my dipstick and it was out about 2-3in.
 

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Yes, but if you don't disable closed loop feedback, you could accomplish the same thing by watching which back has a lot of fuel getting added. And if no fuel gets added to either bank, then it's not a leak.

One bank being off using either method only works if the vac leak is by an intake port. If the front or rear of the manifold is leaking, if the dipstick is leaking, if the oil pan gasket is leaking... all of those would show up on both banks when you run PCV..
but wouldn't the adaptive fuel take over and correct for a vac leak? to my understanding, this happens very quickly.
 

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Discussion Starter #16
but wouldn't the adaptive fuel take over and correct for a vac leak? to my understanding, this happens very quickly.
The wideband bounces around but stays pretty close to 14.7 even when closed loop is disabled. The banks are about 2%of each other but are about 20% lean. According to Chris write up, up to a %10 difference between banks maybe acceptable.
 

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but wouldn't the adaptive fuel take over and correct for a vac leak? to my understanding, this happens very quickly.
If enabled, yes, that is correct. In that case, you'd see one adaptive table skewed to add much more fuel than the other if you have a leak around an intake port.

I've been assuming adaptive controls were turned off during the setup process so that the Uego Correction gauges could be used to dial in the low slope. I read the original post to mean that even with low slope reduced to match high slope, closed loop feedback was still adding 20% more fuel to each bank. That to me suggests either bad data entered somewhere or a general leak into the crankcase. The injector battery voltage offsets were indeed off down low, but to be totally honest, I'm not sure that would have affected things at normal operating voltage. Regardless, it should be corrected. The discovery that the dipstick was unseated is a definite vac leak with a PCV system. I'm fairly confident that we will see those corrections come way down now.

As far as the error, I have never seen that before. What does it say your battery voltage is? It should display it just to the right of where it says Advanced at the top.
 

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Discussion Starter #20
If enabled, yes, that is correct. In that case, you'd see one adaptive table skewed to add much more fuel than the other if you have a leak around an intake port.

I've been assuming adaptive controls were turned off during the setup process so that the Uego Correction gauges could be used to dial in the low slope. I read the original post to mean that even with low slope reduced to match high slope, closed loop feedback was still adding 20% more fuel to each bank. That to me suggests either bad data entered somewhere or a general leak into the crankcase. The injector battery voltage offsets were indeed off down low, but to be totally honest, I'm not sure that would have affected things at normal operating voltage. Regardless, it should be corrected. The discovery that the dipstick was unseated is a definite vac leak with a PCV system. I'm fairly confident that we will see those corrections come way down now.

As far as the error, I have never seen that before. What does it say your battery voltage is? It should display it just to the right of where it says Advanced at the top.
The voltage at my battery with the ignition on is a steady 12.2v. On the laptop it’s not steady at all it bounces anywhere from 10v-11.85v. It tends to be in the mid 11v range but like I said it’s not steady it just bounces all over the place. Once I turn the ignition off I see the voltage goes up to somewhere in the low 12v but still not steady.
I tried installing a fairly newer battery from one of my other cars and still had the same problem. I think I might have wiring issues, it’s just weird that sometimes it works and sometimes it doesn’t. Where does the pro-m gets its voltage reading from? I can start by checking there.

I was reading on a website that Ford ecm need to see 18v to be able to do any programming, I wonder if the pro-m is set up the same way.
 
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