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We ship world wide.
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Tuning Ford Fuel Injection Systems
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The Ford Mustang is arguably the most popular vehicle for the do-it-yourself tuner. Ford refers to
its PCM as an EEC, or electronic engine control. Starting with the 1988 California specification, and
1989 50-state versions, the Mustang has been equipped with a mass air, sequential EFI system.
Other truck and passenger car applications soon followed suit. Various iterations of the EEC have
been released with increasing clock speed and capabilities. The EEC-IV systems used on the 1989–
1995 OBD-I vehicles were extremely well received by the aftermarket community for their ease of
programming and relatively simple control strategy. The mass air based system allowed a large
amount of flexibility and ability to adapt at elevated power levels. With a scaled MAF and larger
injectors, it was not uncommon to see unmodified EECs supporting over 600 hp. Although drivability
was not ideal, the engine operation was acceptable to the performance enthusiast who valued
quarter-mile ETs over street manners. The advent of custom tuning software for these EECs
allowed experienced calibrators the opportunity to deliver tremendous horsepower and excellent
street manners with the stock EEC hardware. Programmable “chips” were designed as modules that
could be plugged into the J3 service port opposite the wiring harness on the EEC to hold new
operational code for the EEC. When the EEC is booted, the J3 port is examined for data. If an
aftermarket module with a valid program is plugged in, the EEC reads the file on it and operates
entirely based upon data stored on the new module. If no module is present, the EEC reverts to the
program hard coded onto the stock board from the factory.
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This screen shot from the SCT
Advantage software shows the MAF
transfer function of a 2001 Mustang
Cobra. The EEC actually processes in
A/D (analog to digital) counts, but SCT
has done the math to show the
calibrator actual voltage in the table as
well for comparison.
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The 1996 Mustang brought in the era of modular engines and OBD-II controls with the EEC-V.
Software companies responded with programming tools that offered the same flexibility on the
newer EEC-V with the benefit of the finer control strategy from Ford available to the aftermarket
tuner as well. The EEC-V family retained the popular J3 port available for aftermarket chip
interface, but could now also be flash programmed via the OBD port under the dash. The 2002
EEC-V added another twist with an internal limit to the maximum calculated MAF rate that was
reduced to a little over 1,700 kg/hr. Since many supercharged applications can exceed this, scaling
of the MAF/injector size/engine displacement became necessary at high power levels on the later
versions.
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In 2005, Mustang moved to a new family of
engine controller known internally as the
“Oak” family, with variants spreading across
the entire product line. This new processor
remains mass air based, but now includes
torque-based ETC control. Modifications are
still possible, but the torque-based ETC
strategy poses a significant challenge to
inexperienced calibrators who wish to
drastically increase engine power. The
trusty J3 port on this processor is gone as
well.
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The only way to change calibration data is by flash programming. To further complicate things, the
new CAN (controller area network) protocol is used for communication rather than the older KWP
(key word protocol) as seen in earlier OBD-II EECs. This limits access to scan tools and
programmers that have been updated with the newer CAN communication strategy.
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Ford EECs convert most voltage inputs from sensors (MAF, TPS, etc.) into an A/D count before
actual processing. Some software packages normalize this to only show voltage values in the
editor; others leave it as counts. The actual scaling depends upon the clock speed of the processor
being used, but it always works out such that 0 to 5 v reference signals become 0 to 1,023 A/D
counts. Clock speed of the processor determines the sampling rate, so time-based sensor inputs
such as MAF must be corrected before processing. Many actual raw MAF transfer functions are
listed “pound mass per clock tick” rather than “pounds per hour,” so this can lead to confusion
when attempting to copy a MAF transfer function from one model into another if the normalization is
not correct.
The Ford EEC-IV/V uses a Hitachi-manufactured MAF sensor with a heated wire element. This
design provides a temperature-compensated mass flow measurement directly to the processor.
The post in the center of the MAF helps to reduce the effect of standing waves in the inlet tract on
actual MAF measurement. Actual output of this MAF sensor ranges from 0 to 5 v, with a 0 lb/hr= 0 v
intercept. The EEC only recognizes a maximum input value of 5 v, even though most sensors
continue to increase output voltage with respect to flow all the way up to battery voltage. To prevent
“pegging” the EEC’s MAF input, the range of the sensor being used should be selected to match
the intended maximum engine airflow rate. Many stock calibrations also limit the maximum
recognized MAF input to about 4.7 v to account for build tolerances and voltage drift. Since the
slope of the MAF transfer function is so steep in this range, the addition of ~0.2 v worth of range
(4.9 v max) can usually safely allow for more measurement capacity with the same hardware.
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The later 2002 and up EEC-V controllers employ another unique variable Ford calls “max air
charge multiplier” that must be changed when adding a supercharger. This variable limits the
effective maximum load calculations. Most naturally aspirated applications have this set to 0.9.
Changing this to 1.9 (the upper limit in the software) allows the EEC to properly compute loads well
beyond 100%. This is also sometimes accompanied by the variable “anticipated air charge
multiplier” which should be set slightly lower at approximately 1.8.
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Previous | Next
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This has been a sample page from
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Engine Management: Advanced Tuning
by Greg Banish
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As tools for tuning modern engines have become more powerful
and sophisticated in recent years, the need for in-depth
knowledge of engine management systems and tuning techniques
has grown. Tuning engines can be a mysterious art, as all
engines need a precise balance of fuel, air, and timing in order to
reach their true performance potential.
Engine Management: Advanced Tuning explains how the EFI
system determines engine operation and how the calibrator can
change the controlling parameters to optimize actual engine
performance. This book takes engine-tuning techniques to the
next level. It is a must-have for tuners and calibrators and a
valuable resource for anyone who wants to make horsepower with
a fuel-injected, electronically controlled engine.
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Click below to view sample
pages from each chapter
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Author Greg Banish is a calibration engineer with extensive
aftermarket performance calibration experience. With over a
thousand unique calibrations performed over five years, he has
worked with enthusiasts and OEMs alike to improve the
performance and driving behavior of a wide range of vehicles.
The book contains detailed equations, graphs, and illustrations.
Also included are valuable and practical examples, including real-
world examples based upon the author’s experience that will help
more advanced readers apply this new information to situations
that are commonly seen during calibration.
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1 - Introduction to EFI
2 - Basics of Fuel Injection
3 - Carbureted Engines
4 - EFI System Inputs
5 - Fuel Injectors
6 - EFI System Fuel Control
7 - Ignition Systems with EFI
8 - Data Logging
9 - EFI System Calibration
10 - Idle Calibration
11 - Tuning for More Power
12 - Fine Tuning EFI
13 - Tuning EFI with Blowers
14 - Tuning Ford EFI Systems
15 - Aftermarket EFI Systems
16 - INCA OEM Calibration
17 - External EFI Controllers
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8-1/2 x 11"
Soft bound
128 pages
200 color photos
Item # SA135
Price: $22.95
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Click here to buy now!
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How to Build High-Performance Ignition Systems
The complete guide to understanding automotive
ignition systems. Covers components, systems &
subsystems for street & race applications. This book will
help you understand how your car’s ignition works, and it
will help you choose the right components for your cars
performance needs, whether it’s a 1965 289 or a 2003
Cobra with a 4.6-liter modular motor.
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Price:
$
22.95
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Tune and Modify Engine Management Systems
Drawing on a wealth of knowledge and experience
engine control expert Jeff Hartman explains everything
from the basics of engine management to the building of
complicated project cars. This book is updated to address
the incredible developments in automotive fuel injection
technology from the past decade, including the multitude
of import cars that are the subject of so much hot rodding
today.
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Price:
$
27.95
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Turbo High Performance Turbocharger Systems
This book is the most detailed and up-to-date resource on
turbocharging. You'll learn how turbochargers work, how to
choose the right turbo or turbos for your engine by reading
flow maps, and how to tune your engine to run perfectly with
your turbo system. Uses more than 300 photos and technical
information to help you make more horsepower. It also
discusses the various components of a turbocharger and
explains how to decode turbocharger model numbers,
compressor maps, other specifications and includes a
complete step-by-step turbocharger tear-down and rebuild.
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Price:
$22.95
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Turbochargers
How to select and install the correct turbo for big or
small
horsepower gains. Discusses turbocharger design,
sizing,
matching, controls, carburetion, exhaust,
ignition,
intercooling, marine and high altitude
applications. The most
comprehensive book available.
Turbo suppliers and kit
maker addresses are included.
“Everything you could possibly
need to know about
turbochargers for automotive applications
is in this
book.
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Price:
$
18.95
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Payment, Shipping & Sales
Tax: Iowa
residents must pay 7% sales tax. Items usually ship
within one
business day of receipt of payment! Standard shipping is a flat rate of
$4.95 to
anywhere in the United States with USPS Media Mail.
Priority Mail shipping is available for an
additional $3.00, or
$7.95 for shipping. Shipping is combined and discounted for multiple item
purchases as follows: first item regular shipping price, add
$1.95 for each additional item. For
purchases of 3 or more items
shipping is automatically upgraded to Priority for no additional
charge! We offer world wide shipping and ship to Canada and Mexico
with USPS Priority Mail
International for $14.95, and to most
locations in Europe, Australia, Asia, Japan and South
America for
$18.95. Satisfaction is Guaranteed. Our store has a NO HASSLE RETURN
POLICY
within 30 days of purchase.
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