08-02-2019, 09:54 PM
OK LOOKING AT 2ND ZIP CVS
i Think engine attained closed loop at LTFT .78 to -7.0 Long term fuel trim at ECT 143.6F degrees
i see nothing odd(save way too hot). the fuel trim looks ok. shows
-2 to -6 range, all normal LTFT, even 0 and 0 seen for LTFT and STFT at line 235.5F ECT line. showing o2 is fully at Stoich, (perfect fuel mix this means)
so the 02 is not dead, the 02 is not showing lean , in fact the - minus sign means it is naturally a touch rich and -2 means removing -2 fuel to attain Stoich.
what would help is to hold speed steady at say 45mph for some time to see what happens with data.
get TPS to show steady (right foot) for at least 15seconds? at any moderate speeds, 25 to 45mph, 45 is sweet spot on most these cards max MPG. and is closed loop
with foot held steady for constant TPS reading. then
at the 2nd zip cvs is see tps held many times (shortly) with readings near steady and LTFT + STFT is near -4 or -5, (subtracting fuel) each time and normal.
if engine was LEAN the trim goes way Positive. way beyond +5. and yours never once did.
the key failure here , is the THERMOSTAT is out of control, fully. it never locks up at 180f ever.
this means the RAD is not doing its job (why remains)
at 239F hot, ect
tps 0
speed 0
850 rpm
trim is near -6 (rich) that means naturally rich and the 02 corrected it to perfect . the ECU read the 02 and trims injection by that much , negative. 6
if if wrong injectors or wrong fuel pressure was all wrong the 02 will not lie to you, or it, nor fueltrim (trends)
the O2 is key here as is closed loop status, logging. so I can see the trim only at CL = true, close loop true, and happens with a steady foot only.
when you move the right foot down the CL goes FALSE, and the MAF controls injections. (and fuel tables use it to inject , and modulate the injectors)
using wrong injectors for right ECU, might also cause problems. ( the MAPS are tuned for only 1.8L injectors ) this can be and issue, not saying it is now.
ok now we have moving data.... very good. that.
why does the RAD fail moving fast.
answer wrong RAD. or AC condenser packed in bugs, or fan on condenser dead?
IS AC off during test data?
at 70mph i see ECT at 200F.
the RAD is not working there. at that very fast speed.
what is ambient temperatures at test time? assume low altitudes, not Denver CO. high. (thin air ,needs bigger rad or faster fans there)
and 232F at 33mph., the rad is not working or it can not get enough air or is too small.
the lean theory is not it, IMO.
the normal RAD (area good) would work and be overkill, even at DENVER
and would allow the THERMOSTAT to regulate at steady constant temperature , and not lose control once it hit, 180F.
that is not happening on this car, only why , remains....
repeat test with all 3 fans screaming?
all 3? (AC off) so means fan 3 is hot wired? to do that? it is your 3rd path to more air flow.
if the AC is non functional, ? dead from engine swap? remove the condenser so RAD gets more air? (snatching at straws , not knowing status of AC)
that is my review of CSV , so far.
i Think engine attained closed loop at LTFT .78 to -7.0 Long term fuel trim at ECT 143.6F degrees
i see nothing odd(save way too hot). the fuel trim looks ok. shows
-2 to -6 range, all normal LTFT, even 0 and 0 seen for LTFT and STFT at line 235.5F ECT line. showing o2 is fully at Stoich, (perfect fuel mix this means)
so the 02 is not dead, the 02 is not showing lean , in fact the - minus sign means it is naturally a touch rich and -2 means removing -2 fuel to attain Stoich.
what would help is to hold speed steady at say 45mph for some time to see what happens with data.
get TPS to show steady (right foot) for at least 15seconds? at any moderate speeds, 25 to 45mph, 45 is sweet spot on most these cards max MPG. and is closed loop
with foot held steady for constant TPS reading. then
at the 2nd zip cvs is see tps held many times (shortly) with readings near steady and LTFT + STFT is near -4 or -5, (subtracting fuel) each time and normal.
if engine was LEAN the trim goes way Positive. way beyond +5. and yours never once did.
the key failure here , is the THERMOSTAT is out of control, fully. it never locks up at 180f ever.
this means the RAD is not doing its job (why remains)
at 239F hot, ect
tps 0
speed 0
850 rpm
trim is near -6 (rich) that means naturally rich and the 02 corrected it to perfect . the ECU read the 02 and trims injection by that much , negative. 6
if if wrong injectors or wrong fuel pressure was all wrong the 02 will not lie to you, or it, nor fueltrim (trends)
the O2 is key here as is closed loop status, logging. so I can see the trim only at CL = true, close loop true, and happens with a steady foot only.
when you move the right foot down the CL goes FALSE, and the MAF controls injections. (and fuel tables use it to inject , and modulate the injectors)
using wrong injectors for right ECU, might also cause problems. ( the MAPS are tuned for only 1.8L injectors ) this can be and issue, not saying it is now.
ok now we have moving data.... very good. that.
why does the RAD fail moving fast.
answer wrong RAD. or AC condenser packed in bugs, or fan on condenser dead?
IS AC off during test data?
at 70mph i see ECT at 200F.
the RAD is not working there. at that very fast speed.
what is ambient temperatures at test time? assume low altitudes, not Denver CO. high. (thin air ,needs bigger rad or faster fans there)
and 232F at 33mph., the rad is not working or it can not get enough air or is too small.
the lean theory is not it, IMO.
the normal RAD (area good) would work and be overkill, even at DENVER
and would allow the THERMOSTAT to regulate at steady constant temperature , and not lose control once it hit, 180F.
that is not happening on this car, only why , remains....
repeat test with all 3 fans screaming?
all 3? (AC off) so means fan 3 is hot wired? to do that? it is your 3rd path to more air flow.
if the AC is non functional, ? dead from engine swap? remove the condenser so RAD gets more air? (snatching at straws , not knowing status of AC)
that is my review of CSV , so far.
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