Whats the purpose of PE
12-20-2010, 11:03 AM
#21
BTW you can have PE in Closed Loop.
My daily driver goes into PE at 30% TPS. At 30% TPS and 1500 rpm's it does not command 12.5 to 1 AFR, but 100% PE is 12.5 to 1.
12-20-2010, 01:35 PM
#22
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Thats makes sense for some reason I was under assumption PE was only in open loop. but in closed loop would be perfect cause i'd want to richen it up before 4000rpm anyways, thats when open loop kicks in and maf takes over is 4000rpm right.
12-20-2010, 02:12 PM
#23
TECH Senior Member
PE will enable whenever the the PE throttle enable curve is crossed (see B3616 in EFILive), regardless of CL/OL or MAF/MAF-VE...
then, when operating in PE the AFR is too far from stoich so it has to be in an OL mode while in PE.
then, when operating in PE the AFR is too far from stoich so it has to be in an OL mode while in PE.
12-20-2010, 05:39 PM
#25
TECH Senior Member
12-21-2010, 08:23 AM
#26
DTC P0131 HO2S Circuit Low Voltage Bank 1 Sensor 1
This diagnostic trouble code (DTC) determines if the HO2S is functioning properly by checking for an adequate number of HO2S voltage transitions above and below the bias range of 300-600 mV
Conditions for Running the DTC
Lean Test Enable
Power Enrichment Lean Test Enable
This diagnostic trouble code (DTC) determines if the HO2S is functioning properly by checking for an adequate number of HO2S voltage transitions above and below the bias range of 300-600 mV
Conditions for Running the DTC
Lean Test Enable
- The system is in Closed Loop.
- The air/fuel ratio is between 14:5-14:8.
- The throttle position is between 3.5-99 percent.
Power Enrichment Lean Test Enable
- The system is in Closed Loop.
- The power enrichment mode is active.
- The high speed fuel cutoff is not active.
- Time elapsed since test enable is at least 1 second.
12-21-2010, 10:58 AM
#27
DTC P0131 HO2S Circuit Low Voltage Bank 1 Sensor 1
This diagnostic trouble code (DTC) determines if the HO2S is functioning properly by checking for an adequate number of HO2S voltage transitions above and below the bias range of 300-600 mV
Conditions for Running the DTC
Lean Test Enable
Power Enrichment Lean Test Enable
This diagnostic trouble code (DTC) determines if the HO2S is functioning properly by checking for an adequate number of HO2S voltage transitions above and below the bias range of 300-600 mV
Conditions for Running the DTC
Lean Test Enable
- The system is in Closed Loop.
- The air/fuel ratio is between 14:5-14:8.
- The throttle position is between 3.5-99 percent.
Power Enrichment Lean Test Enable
- The system is in Closed Loop.
- The power enrichment mode is active.
- The high speed fuel cutoff is not active.
- Time elapsed since test enable is at least 1 second.
That's a bit of misunderstanding...
The STATUS BIT for CL STAYS CL once the car passes the threshold, even when in PE. CL updating stops in PE, so really the car is not, by definition, in closed loop if it's not trimming even though the status bit will tell you that it is in CL.
12-21-2010, 11:52 AM
#28
That's a bit of misunderstanding...
The STATUS BIT for CL STAYS CL once the car passes the threshold, even when in PE. CL updating stops in PE, so really the car is not, by definition, in closed loop if it's not trimming even though the status bit will tell you that it is in CL.
The STATUS BIT for CL STAYS CL once the car passes the threshold, even when in PE. CL updating stops in PE, so really the car is not, by definition, in closed loop if it's not trimming even though the status bit will tell you that it is in CL.
For the most part I see Open Loop PE, but I can get Closed Loop PE.
Maybe Open Loop is WOT. Hmmmmmm
If I set my PE enable to 30% TPS like I have it maybe that is when I see Closed Loop PE.
12-21-2010, 11:59 AM
#29
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When you say you are in PE closed loop, do the trims
update constantly? And does delivered AFR swing to
the target (or try) as a result? That's the question.
Like (say) if you jacked the injector table for purposes
of experiment and made 14.7 commanded, be 13:1
delivered, does or does not the wideband show this
error being taken out (theology aside)?
That's the money shot.
update constantly? And does delivered AFR swing to
the target (or try) as a result? That's the question.
Like (say) if you jacked the injector table for purposes
of experiment and made 14.7 commanded, be 13:1
delivered, does or does not the wideband show this
error being taken out (theology aside)?
That's the money shot.
12-21-2010, 12:29 PM
#30
When you say you are in PE closed loop, do the trims
update constantly? And does delivered AFR swing to
the target (or try) as a result? That's the question.
Like (say) if you jacked the injector table for purposes
of experiment and made 14.7 commanded, be 13:1
delivered, does or does not the wideband show this
error being taken out (theology aside)?
That's the money shot.
update constantly? And does delivered AFR swing to
the target (or try) as a result? That's the question.
Like (say) if you jacked the injector table for purposes
of experiment and made 14.7 commanded, be 13:1
delivered, does or does not the wideband show this
error being taken out (theology aside)?
That's the money shot.
I have a 100% Stock 2003 Burb in currently. What do you think the commanded AFR is displaying?
What is the O2 switching point?
12-21-2010, 01:15 PM
#31
TECH Regular
I think you are getting closed loop confused with speed density.
12-21-2010, 04:01 PM
#32
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vehicles. My experience is that 350mV delivers closer
to 14.7 out the pipe. Saw this on an '04 Silverado, that
started at 500mV in the table. That change took it from
about 13.5:1 to about 14.5:1 on the wideband. 350mV
is also what you see in stock F-bodies (though there is
some low-flow taper trying to account for something).
You'd have to tell me what load-point before I'd guess
at a commanded EQ. I haven't touched a 'burb and the
only truck I mess with, hasn't been stock in 5 years. I
suppose I could find a file, open it and dope out the EQ
value if you told me the sensor inputs. But that's all just
you playing a shell game, isn't it? Because you don't
need that info from me, you've got the truck.
Are we on the page now where you would answer my
question? The one about is the loop really closed, or
just PIDs saying so? If you don't know or don't care to
find out, that's fine. I'm just looking to learn something.
12-21-2010, 04:20 PM
#33
I have seen 500mV and 350mV switchpoints in various
vehicles. My experience is that 350mV delivers closer
to 14.7 out the pipe. Saw this on an '04 Silverado, that
started at 500mV in the table. That change took it from
about 13.5:1 to about 14.5:1 on the wideband. 350mV
is also what you see in stock F-bodies (though there is
some low-flow taper trying to account for something).
You'd have to tell me what load-point before I'd guess
at a commanded EQ. I haven't touched a 'burb and the
only truck I mess with, hasn't been stock in 5 years. I
suppose I could find a file, open it and dope out the EQ
value if you told me the sensor inputs. But that's all just
you playing a shell game, isn't it? Because you don't
need that info from me, you've got the truck.
Are we on the page now where you would answer my
question? The one about is the loop really closed, or
just PIDs saying so? If you don't know or don't care to
find out, that's fine. I'm just looking to learn something.
vehicles. My experience is that 350mV delivers closer
to 14.7 out the pipe. Saw this on an '04 Silverado, that
started at 500mV in the table. That change took it from
about 13.5:1 to about 14.5:1 on the wideband. 350mV
is also what you see in stock F-bodies (though there is
some low-flow taper trying to account for something).
You'd have to tell me what load-point before I'd guess
at a commanded EQ. I haven't touched a 'burb and the
only truck I mess with, hasn't been stock in 5 years. I
suppose I could find a file, open it and dope out the EQ
value if you told me the sensor inputs. But that's all just
you playing a shell game, isn't it? Because you don't
need that info from me, you've got the truck.
Are we on the page now where you would answer my
question? The one about is the loop really closed, or
just PIDs saying so? If you don't know or don't care to
find out, that's fine. I'm just looking to learn something.
I had a 2003 VIN Z flex fuel vehicle with regular pump gas that is E10% and the switching points seem to be in the middle plus the O2 sensors function just fine at 14.0 to 1 or even 9 to 1
Last edited by CalEditor; 12-21-2010 at 05:24 PM.
12-21-2010, 05:18 PM
#34
12-21-2010, 09:43 PM
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12-22-2010, 03:51 PM
#37
