Hi

I have a Escort Rs Cosworth (1995, EECIV)

The parts I already have are:

Graham Goode Racing Chip (GGR300BHP) capsule
Injector size 500cc/min(16ohm), FSE fuel pressure regulator 4-bar adjustable
Hybrid turbo by Garett T35 0.63/ar compressor housing 0.48/ar turbina housing
K&N air(trumplet) filter, Bailey dump valve(DV26), High pressure oil pump
Mocal Oil-cooler, High flow AC pump 200L/H, Magnex 3” full exhaust system
WRC style tubular exhaust manifold, Spark plugs: NGK, Intercooler kit with water spray

I wonder if you can help me.
I’m having a few problem with boost controlling. I’ve got the extra pressure from the turbo-system (it’s all time the boost overflow 1,8-2bar, or more in the full acceleration).
The turbo boost pressure is controlled by amal valve(+ECU-management system with GGR capsule).
GGR fitting instructions: the wastegate actuator has to be adjusted to a pressure of 10psi (I have tried with 6-8psi, and it’s also wrong).
I’m only plannning on running 20-22psi of boost (overboost), and after dropping back to 1,25-1,3bar.
I check all the connection, Ecu+Chip, wires, multipugs, sensors, wastegate, amal valve (no fault codes), and the necessary pipes(…etc.), also check a signal for amal valve, from the Ecu (with digital osciloscope). I can’t find the problem. The trouble is I haven’t got a clue where to start.
Also can you please tell, me if any other adjustments are needed.
What would you recommend?


Any help would be gratefully

Thanks

Peter

Budapest, 2005. 02. 18.

E-mail: arlano@pannongsm.hu

 

I'm not sure about your boost problem, sticking wastegate actuator?, but you may have another problem - possibly the GGR module is wrong for your setup.

From memory, the GGR270 chip ran the injectors to their limit and to get around this with the GG305 chip the fuel pressure regulator was changed to up the fuel pressure. I think the standard injectors are rated at 311cc/min and by putting in 500cc/min injectors (which the ecu doesn't know are there) there is going to be major overfuelling problems. At idle the closed loop system will compensate to some degree by reducing injector pulsewidth to try to get 14.64:1 air fuel ratio and the results of this compensation will also be used at open loop. But not enough to stop the problem.

Is your chip a special by GGR or the normal GGR305?

 

HI,

Disconnect the amal valve,just for test and plum pipe from compresor to
actuator and on your boost gauge you should see only the actuator set
boost pressure unless you have a stuck actuator,or air leak somewhere,
if this test shows actuator pressure only, your amal valve jets are not correct.

Dave R,

 

Just another thought on your problem, the standard mass air flow meter pegs out at 5 volts, the ecu code shows this as 737.75 kg/hr of air, with your bigger turbo you may be pushing more air in than the system recognises. Have you data logged the MAF sensor? I'm not sure how this would affect the boost problem, but it certainly would lead to lean mix at full acceleration.

 

I check the management system (before to many times) testing with original Ford FDS 2000 (live-road testing), and was fine. The mass air flow meter signal was ~4,55-4,65volt(1,4bar overboost, 5860RPM in 4.gear 190km/h, WOT, wide open TPS)
The Ford EECIV theory is for mass air flow meter: max volt 4,75volt, higher signal is wrong, and will get some fault code.
All signals, sensors looks good with FDS tester (I tested separetly MAP sensor too, and Ok.)

 

Obviously not pegging out on the MAF then at about 4.6 volts. Does the voltage change at higher rpm and have you got a bhp figure for your car?

On the 'COSY' code EEC-iv I've got the air transfer table shows the following for the top 4 entries (rounded to 2 decimal places):

Volts kg/hr

16v 737.75
5v 737.75
4.5v 526
4.25v 455.25

On a couple of Mondeo normally aspirated 2.0 litres ecu's I have the code out of the second row is 4.75 volts though. Top row always is 16 volts.

I don't think an error code for a MAF range error is thrown out unless the voltage recorded is 15.3125 as the ecu code shows the maximum A-D counts for the MAF as 62720 ( / 4096 to get volts).

Sorry to get off topic from your original problem, but it's useful to see what changes the ecu can cope with.