Cobb AccessPORT Discussion
I'll give it a shot. Right after I reset via the AP, the car idles poorly. The STFT starts in the mid 20s and slowly counts down to 0 while the LTFT climbs up to compensate. I'll still try resetting it using the "official" method, but I suspect I'll get the same results. Thanks for your help.
Have you loaded the Cobb-supplied "stock" calibration and watched your fuel trims?
Registered User
Joined: Dec 2006
Posts: 60
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From: Lake County, Illinois
I know it's _not_ a problem with the AP or your maps, so it must be a hardware issue in the car itself. Logically it would be the stock injectors with 60k miles on them. I have no problem throwing the cash down to buy a new set if it will help resolve the issue.
No, your injectors are fine.
They'll last practically forever.
Please, load the Cobb "stock" calibration, reset the PCM, put the display in "live data" mode with the car in the "on" position and then start the car and observe the fuel trims.
Then, drive around until the engine is warmed up, take a highway trip and come back home and park.
After an hour or two, do all this again and look at the trims again.
They'll last practically forever.
Please, load the Cobb "stock" calibration, reset the PCM, put the display in "live data" mode with the car in the "on" position and then start the car and observe the fuel trims.
Then, drive around until the engine is warmed up, take a highway trip and come back home and park.
After an hour or two, do all this again and look at the trims again.
Registered User
Joined: Dec 2006
Posts: 60
Likes: 0
From: Lake County, Illinois
No, your injectors are fine.
They'll last practically forever.
Please, load the Cobb "stock" calibration, reset the PCM, put the display in "live data" mode with the car in the "on" position and then start the car and observe the fuel trims.
Then, drive around until the engine is warmed up, take a highway trip and come back home and park.
After an hour or two, do all this again and look at the trims again.
They'll last practically forever.
Please, load the Cobb "stock" calibration, reset the PCM, put the display in "live data" mode with the car in the "on" position and then start the car and observe the fuel trims.
Then, drive around until the engine is warmed up, take a highway trip and come back home and park.
After an hour or two, do all this again and look at the trims again.
- Razz1
- Ngo
- Jedi
Dongbag extrordinare
Joined: Nov 2004
Posts: 1,090
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From: Away from the fruits of my labor
Lastly, I would like the rev limiter set to 10,000rpm.
Purveyor of fine bass
Joined: Aug 2003
Posts: 1,618
Likes: 2
From: Worcester, MA
You don't wanna do this! Bearing stresses go up exponentially as RPMs climb. 1000RPM over 9000 is much more stressful than 1000 over 8000. Maximum rated RPM for transmission components is 10500 RPM. I forget the exact reasoning, but the engine can't flow enough air to give any meaningful power at 10K... it would be pointless to rev so so high. Power output aside, I'd be worried about bearing failure at 10K.
I think the 9200 and 9300 RPM limit is nice because it's just a touch more RPMs and with all the AFR leaning, the power doesn't fall off as rapidly at 9000 as it does stock.
I think the 9200 and 9300 RPM limit is nice because it's just a touch more RPMs and with all the AFR leaning, the power doesn't fall off as rapidly at 9000 as it does stock.
Don't forget that Lysholm's rev limit for the blower (plus the overdrive ratio of the pulley system) puts the maximum motor speed around 8400 RPM.
But you can do whatever you like.
But you can do whatever you like.
Dongbag extrordinare
Joined: Nov 2004
Posts: 1,090
Likes: 0
From: Away from the fruits of my labor
You don't wanna do this! Bearing stresses go up exponentially as RPMs climb. 1000RPM over 9000 is much more stressful than 1000 over 8000. Maximum rated RPM for transmission components is 10500 RPM. I forget the exact reasoning, but the engine can't flow enough air to give any meaningful power at 10K... it would be pointless to rev so so high. Power output aside, I'd be worried about bearing failure at 10K.
I think the 9200 and 9300 RPM limit is nice because it's just a touch more RPMs and with all the AFR leaning, the power doesn't fall off as rapidly at 9000 as it does stock.
I think the 9200 and 9300 RPM limit is nice because it's just a touch more RPMs and with all the AFR leaning, the power doesn't fall off as rapidly at 9000 as it does stock.
Oh, I also "promise I will never die".
Dongbag extrordinare
Joined: Nov 2004
Posts: 1,090
Likes: 0
From: Away from the fruits of my labor
Banned
Joined: Jan 2007
Posts: 2,756
Likes: 2
From: everywherez...
Weekend Results...
LTFT is @ -2%...STFT is @ +/- ~2% with 0 avg...
Stage 2 map...pre-warmup two rpm transition points causes a heavy "stumble"...the avg temps for the car fluxed from 190-200 with a 77F ambient temp.
Stage 3 brought up the temps to 200-210 nominal on the same day...
I'm running back on 2 until I get the rest of the car sorted along with replacing the plugs, and doing a complete flush of the coolant system to change the ratio...
LTFT is @ -2%...STFT is @ +/- ~2% with 0 avg...
Stage 2 map...pre-warmup two rpm transition points causes a heavy "stumble"...the avg temps for the car fluxed from 190-200 with a 77F ambient temp.
Stage 3 brought up the temps to 200-210 nominal on the same day...
I'm running back on 2 until I get the rest of the car sorted along with replacing the plugs, and doing a complete flush of the coolant system to change the ratio...