aldive
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Basically useless for that application.
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Explorer Hybrid? On dash Fuel Pump ON/OFF switch. Can this do any damage?
- Thread starter mawrazen
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Basically useless for that application.
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aldive
Elite In Memoriam
- Joined
- January 17, 2001
- Messages
- 24,569
- Reaction score
- 30
- Year, Model & Trim Level
- 1999 XLT
Sometimes you just gotta say it.
mawrazen
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- 94 Eddie Bauer
Education on O2 sensors and Air-fuel ratio meters (Poor mileage may= Bad O2 Sensors)
I believe the O2 sensors in my 1994 Truck only register On or Off (narrowband).
Are you referring to the O2 sensors or the A/F Ratio Gauge?
Is there any benefit in modifying to a wideband Air/Fuel gauge for a 1st gen Explorer?
Will the ECU even be compatible with a wideband O2 sensors output?
Info from Wikipedia:
Wikipedia.com (O2 sensors)
Information on oxygen concentration is sent to the engine management computer or ECU, which adjusts the mixture to give the engine the best possible fuel economy and lowest possible exhaust emissions. Failure of these sensors, either through normal aging, the use of leaded fuels, or fuel contamination with silicones or silicates, for example, can lead to damage of an automobile's catalytic converter and expensive repairs.
Tampering with or modifying the signal that the oxygen sensor sends to the engine computer can be detrimental to emissions control and can even damage the engine. When the engine is under low-load conditions (such as when accelerating very gently, or maintaining a constant speed), it is operating in 'closed-loop mode'. This refers to a feedback loop between the fuel injectors and the oxygen sensor, to maintain stoichiometric ratio. If modifications cause the mixture to run lean, there will be a slight increase in fuel economy, but a possible increase in nitrogen oxide emissions (dependent on excess air and high combustion temperatures although leaner mixtures have lower peak temperatures due to a slower burn), possible misfiring (at ultra-lean mixtures), and slightly higher exhaust gas temperatures. If modifications cause the mixture to run rich, then there will be a slight increase in power, again at the risk of overheating and igniting the catalytic converter, while decreasing fuel economy and increasing hydrocarbon emissions.
When an internal combustion engine is under high load (such as when using wide open throttle), the output of the oxygen sensor is ignored, and the engine automatically enriches the mixture to protect the engine. Any changes in the sensor output will be ignored in this state, as are changes from the air flow meter, which might otherwise lower engine performance due to the mixture being too rich or too lean, and increase the risk of engine damage due to detonation if the mixture is too lean.
Sensor surveillance
The air-fuel ratio and naturally, the status of the sensor, can be monitored by means of using an air-fuel ratio meter that displays the output voltage of the sensor.
Sensor failures
Normally, the lifetime of an unheated sensor is about 30,000 to 50,000 miles. Heated sensor lifetime is typically 100,000 miles. Failure of an unheated sensor is usually caused by the buildup of soot on the ceramic element, which lengthens its response time and may cause total loss of ability to sense oxygen. For heated sensors, normal deposits are burned off during operation and failure occurs due to catalyst depletion, similar to the reason a battery stops producing current. The probe then tends to report lean mixture, the ECU enriches the mixture, the exhaust gets rich with carbon monoxide and hydrocarbons, and the mileage worsens.
Air-fuel ratio meter
From Wikipedia, the free encyclopedia
An air-fuel ratio meter monitors the air-fuel ratio of an internal combustion engine. Also called air-fuel ratio gauge, air-fuel meter, or air-fuel gauge. It reads the voltage output of an oxygen sensor, sometimes also called lambda sensor, whether it be from a narrow band or wide band oxygen sensor.
The original narrow band oxygen sensors became factory installed standard in the late 70's and early 80's. In recent years, a newer and much more accurate 'wide band' sensor, though more expensive, have become available.
Most stand-alone narrow band meters have 10 LEDs and some have more. Also common, narrow band meters in round housings with the standard mounting 2 1/16" and 2 5/8" diameters, as other types of car 'gauges'. These usually have 10 or 20 LEDs. Analogue 'needle' style gauges are also available.
As stated above, there are wide band meters that stand alone or are mounted in housings. Nearly all of these show the air-fuel ratio on a numeric display, since the wide band sensors provide a much more accurate reading. And since they use more accurate electronics, these meters are more expensive.
Benefits of air-fuel ratio metering
Determining the condition of the oxygen sensor: A malfunctioning oxygen sensor will result in air-fuel ratios which respond more slowly to changing engine conditions. A damaged or defective sensor may lead to increased fuel consumption and increased pollutant emissions as well as decreased power, and throttle response.
Reducing emissions: Keeping the air-fuel mixture near the stoichometric ratio of 14.7:1 (for gasoline engines) allows the catalytic converter to operate at maximum efficiency.
Fuel economy: An air-fuel mixture leaner than the stoichometric ratio will result in near optimum fuel mileage, costing less per mile traveled and producing the least amount of CO2 emissions. However, from the factory, cars are designed to operate at the stoichometric ratio (rather than as lean as possible while remaining driveable) in order to maximize the efficiency and life of the catalytic converter. While it may be possible to run smoothly at mixtures leaner than the stoichimetric ratio, manufacturers must focus on emissions and especially catalytic converter life (which must now be 100,000 miles on new vehicles) {fact} as a higher priority due to U.S. EPA regulations.
Engine performance: Carefully mapping out air-fuel ratios throughout the range of rpm and manifold pressure will maximize power output in addition to reducing the risk of detonation.
Lean mixtures improve the fuel economy but also cause sharp rises in the amount of nitrogen oxides (NOX). If the mixture becomes too lean, the engine may fail to ignite, causing misfire and a large increase in unburned hydrocarbon (HC) emissions. Lean mixtures burn hotter and may cause rough idle, hard starting and stalling, and can even damage the catalytic converter, or burn valves in the engine. The risk of spark knock/engine knocking (detonation) is also increased when the engine is under load.
Mixtures that are richer than stoichometric allow for greater peak engine power when using gaseous fuels, due to the cooling effect of the evaporating fuel. This increases the intake oxygen density, allowing for more fuel to be combusted and more power developed. The ideal mixture in this type of operation depends on the individual engine. For example, engines using forms of forced induction such as turbochargers and superchargers typically require a richer mixture under wide open throttle than naturally aspirated engines.
Cold engines also typically require more fuel and a richer mixture when first started, because fuel does not vaporize as well when cold and therefore requires more fuel to properly "saturate" the air. Rich mixtures also burn slower and decrease the risk of spark knock/engine knocking (detonation) when the engine is under load. However, rich mixtures sharply increase carbon monoxide (CO) emissions.
Oxygen sensor types
Oxygen sensors are installed in the exhaust system of the vehicle, attached to the engine's exhaust manifold, the sensor measures the ratio of the air-fuel mixture.
As mentioned above, there are two types of sensors available; narrow band and wide band. Narrow band sensors were the first to be introduced. The wide band sensor was introduced much later.
A narrow band sensor has a non-linear output, and switches between the thresholds of lean (ca 100-200 mV) and rich (ca 650-800 mV) areas very steeply.
Also, narrow band sensors are temperature-dependent. If the exhaust gases become warmer, the output voltage in the lean area will rise, and in the rich area it will be lowered. Consequently, a sensor, without pre-heating has a lower lean-output and a higher rich-output, possibly even exceeding 1 Volt. The influence of temperature to voltage is smaller in the lean mode than in the rich mode.
A "cold" engine makes the sensor switch the output voltage between ca 100 and 850/900 mV and after a while the sensor may output a switch voltage between ca 200 and 700/750mV, for turbocharged cars even less.
The Engine Control Unit (ECU) tries to maintain a stoichiometric balance, wherein the air-fuel mixture is approximately 14.7 times the mass of air to fuel for gasoline. This ratio is selected in order to maintain a neutral engine performance (lower fuel consumption yet decent engine power and minimal pollution).
The average level of the sensor is defined as 450 mV. Since narrow band sensors cannot output a fixed voltage level between the lean and the rich areas, the ECU tries to control the engine by controlling the mixture between lean and rich in such a sufficiently fast manner, that the average level becomes ca 450 mV.
A wide band sensor, on the other hand, has a very linear output, 0 - 5 V, and is not temperature dependent.
Which type of air-fuel ratio meter to be used
If the purpose of the air-fuel ratio meter is to diagnose an existing or possible problem with the sensor and/or to check the general mixture and performance, a narrow band air-fuel ratio meter is sufficient.
In high-performance tuning applications the wide-band system is desirable.
OK that was alot of typing! :Yuenglingchug:
I believe the O2 sensors in my 1994 Truck only register On or Off (narrowband).
Are you referring to the O2 sensors or the A/F Ratio Gauge?
Is there any benefit in modifying to a wideband Air/Fuel gauge for a 1st gen Explorer?
Will the ECU even be compatible with a wideband O2 sensors output?
Info from Wikipedia:
Wikipedia.com (O2 sensors)
Information on oxygen concentration is sent to the engine management computer or ECU, which adjusts the mixture to give the engine the best possible fuel economy and lowest possible exhaust emissions. Failure of these sensors, either through normal aging, the use of leaded fuels, or fuel contamination with silicones or silicates, for example, can lead to damage of an automobile's catalytic converter and expensive repairs.
Tampering with or modifying the signal that the oxygen sensor sends to the engine computer can be detrimental to emissions control and can even damage the engine. When the engine is under low-load conditions (such as when accelerating very gently, or maintaining a constant speed), it is operating in 'closed-loop mode'. This refers to a feedback loop between the fuel injectors and the oxygen sensor, to maintain stoichiometric ratio. If modifications cause the mixture to run lean, there will be a slight increase in fuel economy, but a possible increase in nitrogen oxide emissions (dependent on excess air and high combustion temperatures although leaner mixtures have lower peak temperatures due to a slower burn), possible misfiring (at ultra-lean mixtures), and slightly higher exhaust gas temperatures. If modifications cause the mixture to run rich, then there will be a slight increase in power, again at the risk of overheating and igniting the catalytic converter, while decreasing fuel economy and increasing hydrocarbon emissions.
When an internal combustion engine is under high load (such as when using wide open throttle), the output of the oxygen sensor is ignored, and the engine automatically enriches the mixture to protect the engine. Any changes in the sensor output will be ignored in this state, as are changes from the air flow meter, which might otherwise lower engine performance due to the mixture being too rich or too lean, and increase the risk of engine damage due to detonation if the mixture is too lean.
Sensor surveillance
The air-fuel ratio and naturally, the status of the sensor, can be monitored by means of using an air-fuel ratio meter that displays the output voltage of the sensor.
Sensor failures
Normally, the lifetime of an unheated sensor is about 30,000 to 50,000 miles. Heated sensor lifetime is typically 100,000 miles. Failure of an unheated sensor is usually caused by the buildup of soot on the ceramic element, which lengthens its response time and may cause total loss of ability to sense oxygen. For heated sensors, normal deposits are burned off during operation and failure occurs due to catalyst depletion, similar to the reason a battery stops producing current. The probe then tends to report lean mixture, the ECU enriches the mixture, the exhaust gets rich with carbon monoxide and hydrocarbons, and the mileage worsens.
Air-fuel ratio meter
From Wikipedia, the free encyclopedia
An air-fuel ratio meter monitors the air-fuel ratio of an internal combustion engine. Also called air-fuel ratio gauge, air-fuel meter, or air-fuel gauge. It reads the voltage output of an oxygen sensor, sometimes also called lambda sensor, whether it be from a narrow band or wide band oxygen sensor.
The original narrow band oxygen sensors became factory installed standard in the late 70's and early 80's. In recent years, a newer and much more accurate 'wide band' sensor, though more expensive, have become available.
Most stand-alone narrow band meters have 10 LEDs and some have more. Also common, narrow band meters in round housings with the standard mounting 2 1/16" and 2 5/8" diameters, as other types of car 'gauges'. These usually have 10 or 20 LEDs. Analogue 'needle' style gauges are also available.
As stated above, there are wide band meters that stand alone or are mounted in housings. Nearly all of these show the air-fuel ratio on a numeric display, since the wide band sensors provide a much more accurate reading. And since they use more accurate electronics, these meters are more expensive.
Benefits of air-fuel ratio metering
Determining the condition of the oxygen sensor: A malfunctioning oxygen sensor will result in air-fuel ratios which respond more slowly to changing engine conditions. A damaged or defective sensor may lead to increased fuel consumption and increased pollutant emissions as well as decreased power, and throttle response.
Reducing emissions: Keeping the air-fuel mixture near the stoichometric ratio of 14.7:1 (for gasoline engines) allows the catalytic converter to operate at maximum efficiency.
Fuel economy: An air-fuel mixture leaner than the stoichometric ratio will result in near optimum fuel mileage, costing less per mile traveled and producing the least amount of CO2 emissions. However, from the factory, cars are designed to operate at the stoichometric ratio (rather than as lean as possible while remaining driveable) in order to maximize the efficiency and life of the catalytic converter. While it may be possible to run smoothly at mixtures leaner than the stoichimetric ratio, manufacturers must focus on emissions and especially catalytic converter life (which must now be 100,000 miles on new vehicles) {fact} as a higher priority due to U.S. EPA regulations.
Engine performance: Carefully mapping out air-fuel ratios throughout the range of rpm and manifold pressure will maximize power output in addition to reducing the risk of detonation.
Lean mixtures improve the fuel economy but also cause sharp rises in the amount of nitrogen oxides (NOX). If the mixture becomes too lean, the engine may fail to ignite, causing misfire and a large increase in unburned hydrocarbon (HC) emissions. Lean mixtures burn hotter and may cause rough idle, hard starting and stalling, and can even damage the catalytic converter, or burn valves in the engine. The risk of spark knock/engine knocking (detonation) is also increased when the engine is under load.
Mixtures that are richer than stoichometric allow for greater peak engine power when using gaseous fuels, due to the cooling effect of the evaporating fuel. This increases the intake oxygen density, allowing for more fuel to be combusted and more power developed. The ideal mixture in this type of operation depends on the individual engine. For example, engines using forms of forced induction such as turbochargers and superchargers typically require a richer mixture under wide open throttle than naturally aspirated engines.
Cold engines also typically require more fuel and a richer mixture when first started, because fuel does not vaporize as well when cold and therefore requires more fuel to properly "saturate" the air. Rich mixtures also burn slower and decrease the risk of spark knock/engine knocking (detonation) when the engine is under load. However, rich mixtures sharply increase carbon monoxide (CO) emissions.
Oxygen sensor types
Oxygen sensors are installed in the exhaust system of the vehicle, attached to the engine's exhaust manifold, the sensor measures the ratio of the air-fuel mixture.
As mentioned above, there are two types of sensors available; narrow band and wide band. Narrow band sensors were the first to be introduced. The wide band sensor was introduced much later.
A narrow band sensor has a non-linear output, and switches between the thresholds of lean (ca 100-200 mV) and rich (ca 650-800 mV) areas very steeply.
Also, narrow band sensors are temperature-dependent. If the exhaust gases become warmer, the output voltage in the lean area will rise, and in the rich area it will be lowered. Consequently, a sensor, without pre-heating has a lower lean-output and a higher rich-output, possibly even exceeding 1 Volt. The influence of temperature to voltage is smaller in the lean mode than in the rich mode.
A "cold" engine makes the sensor switch the output voltage between ca 100 and 850/900 mV and after a while the sensor may output a switch voltage between ca 200 and 700/750mV, for turbocharged cars even less.
The Engine Control Unit (ECU) tries to maintain a stoichiometric balance, wherein the air-fuel mixture is approximately 14.7 times the mass of air to fuel for gasoline. This ratio is selected in order to maintain a neutral engine performance (lower fuel consumption yet decent engine power and minimal pollution).
The average level of the sensor is defined as 450 mV. Since narrow band sensors cannot output a fixed voltage level between the lean and the rich areas, the ECU tries to control the engine by controlling the mixture between lean and rich in such a sufficiently fast manner, that the average level becomes ca 450 mV.
A wide band sensor, on the other hand, has a very linear output, 0 - 5 V, and is not temperature dependent.
Which type of air-fuel ratio meter to be used
If the purpose of the air-fuel ratio meter is to diagnose an existing or possible problem with the sensor and/or to check the general mixture and performance, a narrow band air-fuel ratio meter is sufficient.
In high-performance tuning applications the wide-band system is desirable.
OK that was alot of typing! :Yuenglingchug:
mawrazen
Well-Known Member
- Joined
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- 94 Eddie Bauer
Narrowband vs. Wideband A/F gauge
I picked up an inexpensive A/F guage from someone on this site ($25 with shipping) to diagnose a CEL (O2 sensor related) and poor gas mileage.
It has been very helpful. I used to get only 14 MPG on the hwy, after finding this forum
and fixing the problems, I now get close to 20 MPG city and 22+ MPG hwy on a 14 year old POS Ford Exploder with over 260 K miles on the original engine and tranny! (and I don't take good care of anything)
Still not 30 MPG though! Damn!
The Posters on this forum can solve problems the dealership can't!
Thanks to Y'all for keeping my Ford POS on the Road! :notworthy:
I picked up an inexpensive A/F guage from someone on this site ($25 with shipping) to diagnose a CEL (O2 sensor related) and poor gas mileage.
It has been very helpful. I used to get only 14 MPG on the hwy, after finding this forum
and fixing the problems, I now get close to 20 MPG city and 22+ MPG hwy on a 14 year old POS Ford Exploder with over 260 K miles on the original engine and tranny! (and I don't take good care of anything)
Still not 30 MPG though! Damn!
The Posters on this forum can solve problems the dealership can't!
Thanks to Y'all for keeping my Ford POS on the Road! :notworthy:
seth247
Explorer Addict
- Joined
- August 23, 2007
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- '92 XLT 4X4
ok I had to skip down and post after I read this.
"although leaner mixtures lower combustion temps because they burn slower."
As far as I know Thats the complete opposite of the truth.
Lean mixtures ignite and burn faster, that's why it's dangerous, it's like a violent explosion that smashes into the piston. In fact its two voilent explosions. Hence the "knock".
Anyway. Wideband refers to both the sensor and the meter. A wide bar d sensor outputs usually 1-5v for 10-20:1 afr.
While a Narrowband does 0-1v for something like 13.5-15.5 afr. They can only sense right around that ideal stioch point. Which is why wideband is prefered. It has much more range.
Also narrowbands are greatly influenced by heat and take a while to warm up. A wideband sensor uses a sophisticated system that I can't even begins to explain.
And they require a controller to run and read the output.
Most wideband sensor/controllers (such as lc-1 or sm-afr) have both the 1-5v wide band output and a simulated 0-1v output for intefacing with standard ecu.
According to people inthe know it's a good idea to replace the stock narrow, with wideband and use this 0-1v out put in it's place. As it is more accurate and not affected by heat and moisture nearlynas much.
If you ca. Get this variable djsplacment system to work that would be awesome, good luck!
"although leaner mixtures lower combustion temps because they burn slower."
As far as I know Thats the complete opposite of the truth.
Lean mixtures ignite and burn faster, that's why it's dangerous, it's like a violent explosion that smashes into the piston. In fact its two voilent explosions. Hence the "knock".
Anyway. Wideband refers to both the sensor and the meter. A wide bar d sensor outputs usually 1-5v for 10-20:1 afr.
While a Narrowband does 0-1v for something like 13.5-15.5 afr. They can only sense right around that ideal stioch point. Which is why wideband is prefered. It has much more range.
Also narrowbands are greatly influenced by heat and take a while to warm up. A wideband sensor uses a sophisticated system that I can't even begins to explain.
And they require a controller to run and read the output.
Most wideband sensor/controllers (such as lc-1 or sm-afr) have both the 1-5v wide band output and a simulated 0-1v output for intefacing with standard ecu.
According to people inthe know it's a good idea to replace the stock narrow, with wideband and use this 0-1v out put in it's place. As it is more accurate and not affected by heat and moisture nearlynas much.
If you ca. Get this variable djsplacment system to work that would be awesome, good luck!
MrWizard
Active Member
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- '94 XLT, '98 XLT
downhill coasting, no fuel
Just so I'm clear, the fuel is cut off when you are going down a hill,
not when you are simply coasting to a stop on flat land.
Where did this information come from?
I have a homemade fuel flow meter connected to the injector wires
and VSS signal coming out of my EEC-IV module on my '94 explorer
(with a homebrew real time GPH, MPG, and injector waveform display on
a laptop) so I can see what my fuel flow and MPG are in real time. You
do have to be going down a steep enough hill that the forward momentum
is enough to keep your RPMs from dropping below idle speed. Gravity is
turning your engine over as long as you are in Drive.
When you shift into neutral there is nothing keeping the engine turning
over since you are not "connected" to the road, so logically there has to
be fuel flowing. Not sure why your A/F gauge shows no fuel consumed
in that case. Mine shows 0.49 GPH consumed in neutral.
This downhill fuel cutoff is also mentioned in various EEC-IV technical notes.
(And is common in most modern fuel injected cars. Check out
http://www.cleanmpg.com for similar threads.)
-
Just so I'm clear, the fuel is cut off when you are going down a hill,
not when you are simply coasting to a stop on flat land.
Where did this information come from?
I have a homemade fuel flow meter connected to the injector wires
and VSS signal coming out of my EEC-IV module on my '94 explorer
(with a homebrew real time GPH, MPG, and injector waveform display on
a laptop) so I can see what my fuel flow and MPG are in real time. You
do have to be going down a steep enough hill that the forward momentum
is enough to keep your RPMs from dropping below idle speed. Gravity is
turning your engine over as long as you are in Drive.
When you shift into neutral there is nothing keeping the engine turning
over since you are not "connected" to the road, so logically there has to
be fuel flowing. Not sure why your A/F gauge shows no fuel consumed
in that case. Mine shows 0.49 GPH consumed in neutral.
This downhill fuel cutoff is also mentioned in various EEC-IV technical notes.
(And is common in most modern fuel injected cars. Check out
http://www.cleanmpg.com for similar threads.)
-
moon lake rick
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- 91 & 93 aerostar
Looking for mileage
You guys are really out there. I don't understand any of this. Keep up the good work and research. It goes to show there is a lot to learn. USA is the GREATEST,,,,
You guys are really out there. I don't understand any of this. Keep up the good work and research. It goes to show there is a lot to learn. USA is the GREATEST,,,,
thumbs up to that mawrazen
Well-Known Member
- Joined
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- 507
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- Year, Model & Trim Level
- 94 Eddie Bauer
MrWizard, I really do appreciate you joining the discussion.
Your info is educational, thoughtful and well versed. I have to admit that some of what you speak of is Greek to even me.
It proves that together we are stronger than when we stand alone. I am really excited to know that I am not the only one brave enough to push the envelope.
I would love to learn more about the laptop system that you have created to monitor real time GPH, MPG, and injector waveform. I already have a 7" touchscreen computer monitor installed on my dash with 2 AV inputs. Your creation sounds like it would be a nice addition to setup similar to mine.
I have even watched live TV in the truck through my Laptop Cellular card and a Slingbox hooked up to my Tivo and DVR at home. (Not really legal) I certainly would quickly switch to the front (behind grill) or back (off 3rd taillight) video camera if I wer got pulled over.
I actually plan on automating the FPD switch by installing it on the Gas pedal or off the throttle cable. I will then reintroduce my mini LP cannister to the system to operate when my foot is off the accelerator. (providing enough gas to idle the truck untill I press the accelerator again) This would allow me to shut off the Fuel Pump upon coasting (foot off accelerator) but still keep the engine running without stalling when the forward motion or enertia is depleted.
If I get this working I will gladly post a video.
Please keep the ideas coming! and help keep the debate, discussion and my EX rolling!
Thanks to all!
Your info is educational, thoughtful and well versed. I have to admit that some of what you speak of is Greek to even me.
It proves that together we are stronger than when we stand alone. I am really excited to know that I am not the only one brave enough to push the envelope.
I would love to learn more about the laptop system that you have created to monitor real time GPH, MPG, and injector waveform. I already have a 7" touchscreen computer monitor installed on my dash with 2 AV inputs. Your creation sounds like it would be a nice addition to setup similar to mine.
I have even watched live TV in the truck through my Laptop Cellular card and a Slingbox hooked up to my Tivo and DVR at home. (Not really legal) I certainly would quickly switch to the front (behind grill) or back (off 3rd taillight) video camera if I wer got pulled over.
I actually plan on automating the FPD switch by installing it on the Gas pedal or off the throttle cable. I will then reintroduce my mini LP cannister to the system to operate when my foot is off the accelerator. (providing enough gas to idle the truck untill I press the accelerator again) This would allow me to shut off the Fuel Pump upon coasting (foot off accelerator) but still keep the engine running without stalling when the forward motion or enertia is depleted.
If I get this working I will gladly post a video.
Please keep the ideas coming! and help keep the debate, discussion and my EX rolling!
Thanks to all!
MrWizard
Active Member
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- March 9, 2007
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- '94 XLT, '98 XLT
mawrazen
I'm curious to see what kind of mileage gains one can get with the
coasting shutoff system on an Explorer. Seems like you could get some
pretty significant improvements in city driving.
The cylinder deactivation w/o any change to the valve system - I bet
doesn't gain much (otherwise the folks in Detroit would be doing this,
instead of their complicated computer-controlled hydraulic lifter
system to shut off the valves on unused cylinders). But who knows!
As for the MPG/GPH meter laptop program, I have some earlier versions
that I'm willing to just give away, if someone can tell me how to upload
a file here. It's calibrated for the 19 lb/hr injectors the earlier Explorers
use.
p.s. Thanks for the kind words. I'm usually in awe of the amazing
amount of knowledge the folks here have about cars, engines and
transmissions. And Aldive, your Gas Mileage thread is incredible.
I'm curious to see what kind of mileage gains one can get with the
coasting shutoff system on an Explorer. Seems like you could get some
pretty significant improvements in city driving.
The cylinder deactivation w/o any change to the valve system - I bet
doesn't gain much (otherwise the folks in Detroit would be doing this,
instead of their complicated computer-controlled hydraulic lifter
system to shut off the valves on unused cylinders). But who knows!
As for the MPG/GPH meter laptop program, I have some earlier versions
that I'm willing to just give away, if someone can tell me how to upload
a file here. It's calibrated for the 19 lb/hr injectors the earlier Explorers
use.
p.s. Thanks for the kind words. I'm usually in awe of the amazing
amount of knowledge the folks here have about cars, engines and
transmissions. And Aldive, your Gas Mileage thread is incredible.
mawrazen
Well-Known Member
- Joined
- June 10, 2007
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- 507
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- 1
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- Atlanta, Ga
- Year, Model & Trim Level
- 94 Eddie Bauer
Extreme Hypermileing!
I actually had to do some extreme hypermiling yesterday.
I Ran out of gas on the downtown connector (I-75,85) in Atlanta. (No gas gauge) Dee dee dee....
OK no problem, I HAD a half a gallon in the back. Unfortunately the day before, my wife smelt gas while riding in the truck and "lo and behold" it had fallen over and was leaking.(top was loose)
So I put what I had (<1/2 gal) in the tank and continued to my destination. As I left I went to the bank to cash a check, Whoops no licence. Dee dee dee... So I left empty handed.
But I still need to get home!
Ok I have $3 in the ashtray and 56 cents in my pocket. I stop and get my $3.56 cents worth of gas .93 gallons and have to drive home to Lilburn from midtown Atlanta In rush hour traffic.
Time to Pray.
So I took hypermiling to the extreme. (Not recommended!)
I first used the FPD on coasting and found that if I downshifted, the RPMs would stay above 500 untill about 5 MPH.
I got so desperate that I started coasting in neutral (engine OFF) and fired up the starter when I needed to refire the engine.
I also shut OFF the engine at stoplights.(longer than 30 seconds) I Only got honked at once for being a little slow to restart the engine
Praise GOD I made it home!
I travelled 18 miles on .93 gallons of gas. I made it home in traffic with gas to spare! I may pick up some gas in my spare can today and run it to empty(Kill the tank) to see how far a Single gallon of gas can get you with "EXTREME HYPERMILEING".
I know this isn't good for the fuel system but I find it fun to push the envelope. (Cheap thrills = Expensive truck repairs)
? How do you spell Hypermileing? Is it "hypermiling" or "hypermileing"?
Spell check doen't like either.
I actually had to do some extreme hypermiling yesterday.
I Ran out of gas on the downtown connector (I-75,85) in Atlanta. (No gas gauge) Dee dee dee....
OK no problem, I HAD a half a gallon in the back. Unfortunately the day before, my wife smelt gas while riding in the truck and "lo and behold" it had fallen over and was leaking.(top was loose)
So I put what I had (<1/2 gal) in the tank and continued to my destination. As I left I went to the bank to cash a check, Whoops no licence. Dee dee dee... So I left empty handed.
But I still need to get home!Ok I have $3 in the ashtray and 56 cents in my pocket. I stop and get my $3.56 cents worth of gas .93 gallons and have to drive home to Lilburn from midtown Atlanta In rush hour traffic.
Time to Pray.
So I took hypermiling to the extreme. (Not recommended!)
I first used the FPD on coasting and found that if I downshifted, the RPMs would stay above 500 untill about 5 MPH.
I got so desperate that I started coasting in neutral (engine OFF) and fired up the starter when I needed to refire the engine.
I also shut OFF the engine at stoplights.(longer than 30 seconds) I Only got honked at once for being a little slow to restart the engine
Praise GOD I made it home!
I travelled 18 miles on .93 gallons of gas. I made it home in traffic with gas to spare! I may pick up some gas in my spare can today and run it to empty(Kill the tank) to see how far a Single gallon of gas can get you with "EXTREME HYPERMILEING".
I know this isn't good for the fuel system but I find it fun to push the envelope. (Cheap thrills = Expensive truck repairs)
? How do you spell Hypermileing? Is it "hypermiling" or "hypermileing"?
Spell check doen't like either.
mawrazen
Well-Known Member
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- June 10, 2007
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- 507
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- 1
- City, State
- Atlanta, Ga
- Year, Model & Trim Level
- 94 Eddie Bauer
OK! I Finally have some test results for my Fuel Pump Disconnect (FPD) EXPERIMENTS.
In my testing with the FPD I have calculated the mileage to be 24 MPG In city driving. 168 miles/ 7.0 gallons of gas.
Atlanta rushhour stop and go traffic no less.
(2 hrs to go 40 miles yesterday morning
)
I have now wired the FPD to the gas pedal to only supply gas under accelleration. I'll keep you posted on the results.
In my testing with the FPD I have calculated the mileage to be 24 MPG In city driving.
168 miles/ 7.0 gallons of gas.Atlanta rushhour stop and go traffic no less.
(2 hrs to go 40 miles yesterday morning
)I have now wired the FPD to the gas pedal to only supply gas under accelleration. I'll keep you posted on the results.
boggs1227
Explorer Addict
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- City, State
- Flowery Branch , Georgia, 1994 sport 2wd auto
- Year, Model & Trim Level
- 2005 colorado 2wd 5spd
yes but lets see how you fair with roswell traffic and holcomb bridge rd. traffic 
:.......my house to work with no traffic 43 miles = about 35-40 minutes with ...... 2 hr if i'm lucky.... all stop and go . 
it's like a dam game show ...how to stay alive !
time to get that new sending unit for the tank don't ya think ?
:.......my house to work with no traffic 43 miles = about 35-40 minutes with ...... 2 hr if i'm lucky.... all stop and go . it's like a dam game show ...how to stay alive !time to get that new sending unit for the tank don't ya think ?
mawrazen
Well-Known Member
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- 507
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- 94 Eddie Bauer
New video game : Rush Hour " HOTLANTA" that would be sic.
Just passed emissions inspecion in GA while running HHO!
Passed with flying colors! It may actually improve you emission report.
Just passed emissions inspecion in GA while running HHO!
Passed with flying colors! It may actually improve you emission report.
aldive
Elite In Memoriam
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- 1999 XLT
Just passed emissions inspecion in GA while running HHO!
Passed with flying colors! It may actually improve you emission report.
Its a long known fact that HHO reduces emissions.
wyochimneysweep
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- August 13, 2007
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- 200
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- City, State
- fargo, nd
- Year, Model & Trim Level
- 97 explorer AWD 5.0
I would more wierd about the auto trans not suppling enough pump pressure to hold the clutches and creating slippage inside and causing more wear.
aldive
Elite In Memoriam
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- January 17, 2001
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- 1999 XLT
Say what???????????????
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Add an avatar, upload photo attachments, and more!.
wyochimneysweep
Well-Known Member
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- City, State
- fargo, nd
- Year, Model & Trim Level
- 97 explorer AWD 5.0
when i coast in drive mine stays at 1000 rpms if you drop down lower then your engine isn't turning the pump at 1000rpms cuzing lower pump pressuere in the trans and could slip the cluthes
I've thought about this techique but not going to take the chance. there is a direct link from the engine to the trans pump but only a fuild link from the engine to the drive train. maybe a mod to send power to the torque converter lock up soliniod may help better. i'd do it that way so its a direct link
I've thought about this techique but not going to take the chance. there is a direct link from the engine to the trans pump but only a fuild link from the engine to the drive train. maybe a mod to send power to the torque converter lock up soliniod may help better. i'd do it that way so its a direct link
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