This is something I posted a while back on another forum...
This is a thread dedicated to a locked thread contained in the '!!!Tech Articles!!!' thread, regarding Adjusting the TPS
http://www.mustangforums.com/m_969165/tm.htm The only post in the thread is a quote from the Kirschenbaum book.
(note, this book seems to have some errors!!!)
Below is the contents of the above noted thread...
(note that the parts I have issue with are in BOLD)
For some real tech on the TPS check these...
http://www.my5oh.com/forum/viewtopic.php?p=144#144 (insert my5.0.com here)
http://www.veryuseful.com/mustang/tech/engine/Mustang-TPS-FAQ.html Bottom line....
Any tps setting between .6 to 1.1v is acceptable. (numbers vary slightly depending on who you ask, but if you aren't throwing a tps code, then you'reok)
There is no performance gain from adjusting the tps voltage between.99999v to 1.00000v
A voltage of 4.6 to 4.8v is not required to reach WOT...
WOT/OL is triggered when the TPS voltage is 2.7v above the base/idle voltage.
For example,
If your idle tps voltage is .8v, then you will hit WOT/OL at 3.5v
If your idle tps voltage is 1.05v, then you will hit WOT/OL at 3.75v
The Kirschenbaum book is more disappointing every time it's quoted....[:@]
If you are looking for a book that covers the Ford ecu's, then look into the author Probst... [8D]
Hopefully this will spawn some interesting discussion!
[sm=icon_cheers.gif]
jason
Here is a link to Joels Base Idle Reset Procedure...
http://sbftech.com/index.php/topic,1031.0.htmlHere is a link to the GUFB...
http://www.fordfuelinjection.com/files/GUFB.pdf From GUFB
OVERVIEW
The throttle mode scheduler is used to determine what engine operating
region is currently extant. The variable APT (At Part Throttle flag) is used
to indicate throttle mode and is assigned the following values:
Throttle Mode APT
------------------ ---
CLOSED THROTTLE -1
PART THROTTLE 0
WIDE OPEN THROTTLE 1
The value of APT is determined by the logic shown on the following page.
Briefly, throttle angle breakpoints, in terms of counts, are used to define
the CLOSED/PART_THROTTLE and PART/WIDE_OPEN_THROTTLE transitions. Hysteresis
is incorporated in both breakpoints to prevent jitter between modes.
The variable RATCH is the output of a ratchet algorithm which continuously
seeks the minimum throttle angle corresponding to a CLOSED THROTTLE position.
This alleviates the necessity to set the throttle position sensor at an
absolute position and compensates for system changes and differences between
vehicles. The ratchet algorithm uses filtered throttle position for the
determination of RATCH.
A more detailed explanation of the throttle position ratchets and throttle
position filter is contained in the SYSTEM EQUATIONS section.
DEFINITIONS
INPUTS
Registers:
- APT = Status of Part Throttle. (Set = -1 = Closed Throttle) (Set = 1 =
Wide Open Throttle) (Set = 0 = Part Throttle)
- RATCH = Closed throttle.
- TP = Position of Throttle.
The logic described below considers the current position of the throttle
and compares its value to the RATCH, Closed Throttle, plus the change in
throttle position from the last setting. If both flip-flops in the logic
clear, then Part Throttle is set.
PROCESS
TP <OR= RATCH + DELTA ---------------|S Q -| Closed Throttle mode
| | APT = -1
TP <OR= RATCH + DELTA + HYST2 ------|C |
| --- ELSE ---
|
|
TP > (RATCH+THBP2+HYST2) -|S Q ------------| Wide Open Throttle
| | mode
TP <OR= (RATCH + THBP2) --|C | APT = 1
|
| --- ELSE ---
|
| Part Throttle Mode
| APT = 0
NOTE: PTSCR is initialized to 0.
previous APT = -1 ------------|
|
current APT NOT= -1 ----------|AND ---------| Set CTPTFG = 1
| | Closed Throttle to
CRKFLG = 1 -------------------| | Part Throttle transition
|
| --- ELSE ---
previous APT = -1 ------------| |
| |
current APT NOT= -1 ----------|AND ---------| Set CTPTFG = 1
| | Closed Throttle to
CRKFLG = 0 -------------------| | Part Throttle transition
| Set PTSCR = 1
|
| --- ELSE ---
|
| Set CTPTFG = 0
In response to the above, another board member posted some comments from an 'ASE Certified mechanic with 16 years experience'.
The following is what the member posted of that conversation, and my responses...
ORIGINAL: Master Technician of 16 years at Walt Sweeney Ford
1>" You want to be very close to the start of part throttle voltage (1.05v as possible) .
why; ? because your dam butterfly is open and very near , (if not already entered )to part throttle angle ;so the voltage needs to follow with the angle, at a 10* angle that is around.97 volts.
Ford MAKES alot of WIDE RANGES to keep warranty cost to them down and legal liabilities to a min.
This is the Main reason they could not get the 5.0 and 5.8 vehicles to pass emmisions .
*Anything to keep the check engine light off and the car running, and to Further Prove that, ever wonder why you have a driveability issue that will not flash the CEL, but show when scanned?"
Part throttle is triggered at 1.05v??? That doesn't sound right.....
The ecu will accept a RATCH of 1.17v as the idle setting, but part throttle is triggered whenver the tps hits 1.05v?
*BS flag goes up...*
The problem here is that the part throttle trigger is not absolute (as suggested with the 1.05v claim), it is a delta. It takes a change in TPS output to trigger anything.
In other words it takes a change in voltage to trigger part throttle, regardless of what the current RATCH setting is.
(WOT is triggered on a delta as well, but I'll get to that later)
For example,
Let's assume that part throttle is triggered with a TPS increase of .15v (I'm just making up a number for now, as I don't recall the specific delta used by the GUFB ecu).
If RATCH is .9v, then part throttle will be entered at 1.05v
If RATCH is 1.1v, then part throttle will be entered at 1.15v
If RATCH is .7v, then part throttle will be entered at .85v
RATCH being the current lowest reading from the tps, or base idle tps reading
ORIGINAL: Master Technician of 16 years at Walt Sweeney Ford
2.Second Question
How is this performance related?
" The faster you hit WOT Voltage, the faster this outdated/ sluggish processor applies the dam strategie and follows through!
The programmers are no longer with Ford and neither is the ECM. Instead of having this addressed with the writers among other issues, Ford Eliminated the Part Numbers and the writers of the stratagies, as well as the Engines.
Again, this is to protect them and often times are done for legal reasons on advise of thier attorneys in private meetings"
You want to get to WOT faster.... OK....
WOT is triggered as a delta, the same as the part throttle trigger.
This is how WOT is triggered...
RATCH + 2.7v = WOT trigger.
(again, I am using 2.7v as I don't recall the actual voltage used in the GUFB ecu, but 2.7 is pretty close...)
For example,
If RATCH is .7v, then WOT will trigger at 3.4v
If RATCH is .9v, then WOT will trigger at 3.6v
If RATCH is 1.1v, then WOT will trigger at 3.9v
NO matter what you have your base idle tps set to, you still have to give an input of 2.7v above that to trigger WOT.
The only way to get to WOT faster, is by pushing the pedal down faster.
Changing the base TPS will do nothing for hitting WOT faster.
ORIGINAL: Master Technician of 16 years at Walt Sweeney Ford
3.
a. "while at idle, measure your emmisions readings with the lower voltages and watch them increase the lower you go to the min voltage in that range,also monitor your A/F ratios in the process"
b. ".98 .99 is the setting you want to be at in the range both for emmisions and stragety application timing of the outdated processor"
4. I asked him for any other info or why he hates this subject,
"Because their strategies are full of shi and they continue this to our younger generation, same shi different toilet"
I don't have the equipment to perform this testing, but I am going to call BS...
There is NOTHING I have seen that would lead me to believe that the tps has a significant impact on HC, CO, or NOx output.
If someone has proof, please provide it.... I just don't see any way for this to be possible....
Here is how Joel responded to the exact same comments...
1. Close to part throttle.....
Part throttle is anything .04 vdc above the minimum registered by the ECM. I have checked and confirmed this with setups on the road for years, not warranty cases. OBD-I and OBD-II setups. "In theory" though.... it would be better to have the TPS as close to 1.20 vdc....... guess why.
2. The faster you hit WOT voltage...............
WOT voltage is anything 2.71 vdc above the minimum "closed throttle" set-point. Wouldn't it be shorter/faster to reach WOT at 3.46 vdc than 3.76 vdc?..... I have also verified this.
3. TPS affects emissions?.....this a new one.
I do a lot of emission failure cases with my little Micro Gas unit..... at no point does the TPS affect emissions..... it doesn't have a "say" in emissions control as long as it's within its range. I just can't believe I read this.....
4. Strategies full of sheet
Based on?...... the input from a Master Technician of 16 years of experience, over the input of Software Engineers with 1x+ years of experience + EPA tests + them making a company liable for any emission failures their "****ty" programming could cause + my "junior" experience of 12 years, including datalogging with the Tweecer?. You are using the "title" approach w/out looking at the "titles" on the other side..... + have you taken a look at the competition's strategies?..... same old sheet.
All I see is "WHO SAID or WROTE WHAT"....... but no proof of WHY?.... or how would that explain my "junior" experience on the contrary.... or better said, "Aside the saint, I want to understand the miracle."
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