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The intake manifold and charge motion valves are different on the 2010 than the previous years. I’m sure the OEM tune is different also. 2010 offered something like 5 more HP and torque over 09 and earlier.
Did you check the timing stuff before dropping it in? Hopefully a phaser didn't die on you.
Couple of questions for you. Which intake manifold are you running ? The 08 or the 10. They are not the same. Another thing is it is easy to mix up and cross connect the o2 sensor wires right for left.
Thanks for the reply, I got hooked back up with my old tuner VMP, and they helped me get the car sorted out. First problem was I had the forward o2 sensors swapped from bank to bank. Then we did something like 5 tunes and datalog email via email sessions to get the car running well. We never did find out what those mystery cams were....but they are choppy none the less. Car is running great now. Tuner told me that actually the car was running very lean at idle.Hi slackinoff,
Concerning the misfires, are you coming to this info from looking at the misfire monitor info thru a scan tool, or is this info from another method? I'm asking since you specifically typed that you have misfires across all cylinders & the only way I know this can be said & the engine is still running is that this info came off a scan tool looking at the PCM's Mode 6 Misfire Monitor info from each individual cylinder...……….
I would need to know the answer before I go any further as what I'll need to type to try to help you in this regard is gonna be a lot of stuff & most of it will be technical.
Concerning the injectors, the black ones & the purple ones are the same rated poundage...24lbs\hr. The black ones are MotorCraft M-9593-LU24 injectors, the purple ones are Ford Racing M-9593-LU24A injectors. The only physical difference between these 2 injectors outside of the coloring are the spray nozzle port patterns, the blacks have a 4-port nozzle spray pattern, the purples have a 6-port nozzle spray pattern which means that even though they both are 24lbs\hr rated, the purples will deliver a better spray pattern vs the blacks (to improve fuel atomization) & due to the 6-port nozzle pattern their calibration data is slightly different between the 2 as the purples will deliver slightly more fuel flow than the blacks at the same duty cycle % & same fuel rail pressures so since you're using these purple injectors w\ a tune using the black injector's calibration data they could be injecting slightly more fuel at low RPM's while in OL causing overly rich conditions (and potential fake misfires as the misfire monitor will be running during a cold start if the min ECT misfire enable temp is still set at the OEM setting of 20*F....) & than the PCM can adapt for once in CL, so to test this swap out these purple injectors w\ the black ones from your old engine then restart to see if this has any bearing on how the engine is running if you haven't had the tune swapped out yet......you did type that you're running very rich, yes? If this engine does have aftermarket cams installed this will make it worse w\o a tune correction...…… PS...also perform a leak test on these injectors to see if any are leaking thru the nozzles: pull them out of the manifold but keep them connected to the fuel line then KOEO car to start fuel pump to pressure up the rails to observe the nozzle ends. Replace any found leaking...
And once again I will suggest that you get the whole induction side & exhaust side smoke tested to ensure that there are no leaks that will allow unmetered air in after the MAF, especially if there is a leak in the exhaust side upstream of 1 or both of the front O2 sensors (this will fool the PCM into adding more fuel thinking the AFR is lean when in fact you're getting richer as the unmetered air is entering the exhaust side, not in the induction side).
Now since you have a scan tool you can test for this:
1.) When engine is fully cold, hook up your scan tool w\ KOEO, set it up to view live data using a custom data set then set up the following PID's to view. If the tool can record all this then that's better as you can play the data back for analysis. Caution, most general OBDII scan tools have very limited storage mem onboard so may have to make more than 1 recording, unless you know someone who has a better tool w\ more mem:
FUELSYS1--(open\closed loop status....helps signal when O2 sensors have come online)
ECT-(engine coolant temp....pay attention to this in relation to other stuff coming later. If can get access to a better scan tool that can do KOEO self checks this sensor is checked for any bias offset from initial PCM calibration to see if it is reporting correctly back to PCM...a LOT of stuff depends on this sensor to be accurate so keep this in mind)
B1 STFT %--(pay attention to what these are reporting in relation to the B1 LTFT% as soon as they start reporting to determine if the cold start fueling is excessively rich or excessively lean, also can alert you to a possible unmetered air leak in either intake or exhaust side)
B1 LTFT %--(if tune is set up correct, this should be at\around 0%--stoich--right off the bat as during OL no O2 sensors are reporting & tune is\should be using OL base cold fuel map which PCM uses the LOAD% & ECT to determine how much extra fuel enrichment from 0% to use during cold starts then will blend it back down towards 0% as engine warms up. Then after PCM goes into CL then they will adjust according to the STFT % amount they stay off 0% to drive the STFT% back to switching across 0%)
B2 STFT %--(same as B1 STFT%)
B2 LTFT %--(same as B1 LTFT%)
RPM's--(to know where in rotational speed stuff that you can see is occurring)
MAF g\s--(see the actual air weight calculations of air being measured as PCM will make fuel corrections to the OL fueling once it starts getting actual air calcs so need to see if this is working...1st thing check to see if the reading is at 0.00 w\ KOEO...if it is not at 0.00 you've found your 1st issue to address)
IAT--(gives the intake air temp once air actually starts flowing thru MAF sensor which PCM will use to start making fueling corrections during OL in both actual flowing air temp AND inferred AAT. Check this also at KOEO...should be reading the actual AAT at the sensor, check accuracy w\ a mechanical temp gauge reading same air)
B1S1O2SV--(see actual O2 sensor output to PCM in millivolts....helps when checking PCM OBDII O2 sensor test results in Mode 6 data)
B2S1O2SV--(same as for B1S1O2SV)
Note: We only care about these 2 O2 sensors at this time as these are for engine fuel control so disregard the rear O2 sensors if they're still being used.
EVAP PCT %--(signal that PCM is signaling to CPV to open...to ensure that PCM is not signaling CPV to open, should be at 0%. I know you have disconnected the EVAP system on your car, info is for others who might be reading this)
EVAP_VP--(reading from EVAP vacuum\pressure sensor in "H2O...should also be at 0.00" H2O or any positive "H2O number during startup...should NOT be showing a negative "H2O number w\ the EVAP PCT % reading at 0%...if it is then the CPV valve is bad & is a vacuum leak as the EVAP CVS is normally open. I know you have disconnected the EVAP system on your car, info is for others who might be reading this)
The reason why to set up a small, focused list of PID's to use here is to help the scan tool to cycle as fast as it can by not having it waste time going thru other PIDs that aren't needed as you can actually miss some important event changes on the PIDs that you want to read waiting on the scan tool to cycle thru too many PIDs that aren't important to get back to the important ones.
Once this is set up, get the tool running & checking\recording BEFORE actual engine startup to record it all then record thru a full cold start to a full hot idle observing these PIDs....they will give you a lot of info in real time as to what is actually going on & where to start looking.
Then there are some more checks using the results of this data in concert w\ the Mode 6 data then some more tests to record from resetting of the KAM mem after recording the Mode 6 data prior (KAM resets all Mode 6 test results data so PCM starts over from clean slate). This is important when testing the Misfire Monitor results for accuracy (showing real or fake misfires....yes this data can be off).
There is a LOT more to look at\TS from here...I warned you that I would be typing a lot of stuff...……..
PS---Also any data that you can capture from this can help any tuner to tune the car better for cold starts as well as other issues as this will be data that they didn't have to gather (some will use it, some will not so keep this in mind as well). FYI...………..
Good deal!Thanks for the reply, I got hooked back up with my old tuner VMP, and they helped me get the car sorted out. First problem was I had the forward o2 sensors swapped from bank to bank. Then we did something like 5 tunes and datalog email via email sessions to get the car running well. We never did find out what those mystery cams were....but they are choppy none the less. Car is running great now. Tuner told me that actually the car was running very lean at idle.
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