Andy's 1996 GM 3.1L V6 in a 1932 Ford Coupe (11th)

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DeuceEFI
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Re: Engine #11 Andy's 1996 GM 3.1L V6 in a 1932 Ford Coupe

Post by DeuceEFI »

Here is the latest screenshot of xoscope after adjusting the Dwell to 18 @ 500 RPM, 16 @ 1000 RPM and

Timing table to have 0* at 44kpa/500 and 700 RPM
0* at 38kpa/500 and 700 RPM
0* at 32kpa/500 and 700 RPM
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after adjustments, green is OEM EST signal, blue is FreeEMS EST signal
after adjustments, green is OEM EST signal, blue is FreeEMS EST signal
before adjustments, green is OEM EST signal, blue is FreeEMS EST signal
before adjustments, green is OEM EST signal, blue is FreeEMS EST signal
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Re: Engine #11 Andy's 1996 GM 3.1L V6 in a 1932 Ford Coupe

Post by Fred »

From IRC, FYI:

(22:51:44) Fred: "The PCM monitors the EST circuit by watching the pulses on the circuit. When the engine is cranking (below 400-600 rpm) the ICM grounds the EST circuit (bypass mode) and controls the ignition timing. The PCM expects to see no pulses (defined as pulses less than 1V) on the EST circuit at this time or else a DTC will set."
(22:51:56) Fred: EST is a low signal
(22:52:07) Fred: so the XOR should be inverted, and the dwell reset to where i had them
(22:52:44) Fred: and bypass is a low = ign module, high = freeems

If this is correct: http://business.highbeam.com/138076/art ... 442/gm-dis

MegaManual states "Spark Output Going High (Inverted)" which I assume means that the spark fires on that edge.

You'll also want to change offset to be 60* which is 60*50 which is 3000 which is 0x0BB8 which goes in the first two bytes of the 7th line of location 0xC003 and requires a reset to take effect after hitting save. (edit is in the app only until save, because it's a flash location).

Fred.
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Re: Engine #11 Andy's 1996 GM 3.1L V6 in a 1932 Ford Coupe

Post by DeuceEFI »

screenshot of EST signal from OEM versus FreeEMS after inverting the EST signal at the XOR and adding 0x0BB8 offset to the first 4 bytes of the 7th line of the 0xC003 table.
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green trace is OEM EST signal, blue trace is FreeEMS EST signal
green trace is OEM EST signal, blue trace is FreeEMS EST signal
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Re: Engine #11 Andy's 1996 GM 3.1L V6 in a 1932 Ford Coupe

Post by Fred »

Nice, so at that RPM it needs some more dwell. Wind it in and watch it change in real time. Then get someone to hold it at 1500, 2k, 2500, 3k, 4k, 5k and check those :-)
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Re: Andy's 1996 GM 3.1L V6 in a 1932 Ford Coupe (11th)

Post by Fred »

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Re: Andy's 1996 GM 3.1L V6 in a 1932 Ford Coupe (11th)

Post by DeuceEFI »

Ok, now that all the work is done on the Mustang, my S10 and the wife's Vibe I have time to get back to work on testing FreeEMS code Engine #11, sorry it took so long...
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Re: Andy's 1996 GM 3.1L V6 in a 1932 Ford Coupe (11th)

Post by Fred »

np, thx :-)
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Re: Andy's 1996 GM 3.1L V6 in a 1932 Ford Coupe (11th)

Post by DeuceEFI »

Attached is a FreeEMS binary log taken with EMStudio this afternoon before I made any further changes.

I started it up, backed it out of the garage, gave it a couple of revs while in park, turned and headed down the driveway, turned around and headed back while giving it moderate throttle. Then I drove it a bit more, then gave it a quite a few revs while in park then drove it back to the garage turned it around and put it in the garage.

It does start up very similar to my OEM car, however when it was starting for the first time of the day I needed to give it additional throttle, which only adds additional air similar to an idle air valve, until it warms up, then it idles well.
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2012.10.13-15.42.57.bin.zip
FreeEMS binary log of the Deuce
(1.58 MiB) Downloaded 793 times
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Re: Andy's 1996 GM 3.1L V6 in a 1932 Ford Coupe (11th)

Post by Fred »

Comments that matter from IRC/review of log:

1. EGO input is broken, steady signal, no way is it that stable with current firmware, even if you're the greatest tuner since Henry Ford.
2. IAT seems heat soaky, this will screw with your tuning efforts, may need to move it, hanging off the front bumper is WAY better than the manifold for an NA engine, some photos and a skype call to sort that out.
3. TPS looks to be uncalibrated, you should do that. Also fine tune BRV if you didn't already. BRV looks OK though.

Fred.
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Re: Andy's 1996 GM 3.1L V6 in a 1932 Ford Coupe (11th)

Post by DeuceEFI »

I have:
1. Fixed the EGO issue (the wire had broken where I soldered two wires together)
2. I have removed the IAT from the tube running from the air filter to the throttle body, but have not lengthed the wires to extend it to the bottom of the grille shell. This is my next step.
3. I have calibrated the TPS with Fred's help and we determined that the BRV doesn't need to be adjusted.
4. I have determined if I increase the ignition timing advance by 2*-4* while the engine is cold it will prevent the engine from dying, similar to opening the throttle slightly (or an open idle air control valve).

The attached log shows the results from the above changes, including the ignition advance increase while the engine is cold.
I also used the service brake and the parking brake to help simulate a load between idle and 1600 RPM (the point at which the brakes would not hold the car in one place).

The log was created with EMStudio git hash: ce3237aff0228394ddb3bab681d2fb9107b2aceb

My next steps are to relocate the IAT sensor to the bottom center of the grille shell (which will be hidden by the stainless steel grille insert) and to replace the coil over springs on the shocks with high spring rate units to keep the rear axle from hitting the the frame rails.
Attachments
2012.10.17-12.03.16.bin.zip
EMStudio log of Deuce starting and test driving/tuning idle/off idle loading
(2.59 MiB) Downloaded 781 times
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