jav1

f150torqued-

LOL- crazy is right!! I do remember you contributed to some great info when I was struggling with my phasers and eventually, I just gave up. Way too much time and effort trying to put l;lipstick on a pig. I try not to tell too many people what I'm doing as it's just met with those strange looks and the inevitable... "your crazy-why are you doing this?"

I like my truck- i HATED my 5.4! I'm about a week or 2 away from firing it up and while my hope is everything will work straight away, I'm not that smart or lucky. I'm sure I'll be back on PM once i get into it but I have a quick question for out on torque pro. I almost bought HP tuners VCM suite because it allows you to turn off / disable sections of code in the PCM. It can turn off the VVT system, or the evap system, can torque pro do any of that or is it strictly a monitoring program?

BTW- will all those PID's ford was so nice to provide, you think they'd have done a better job of monitoring the 2 most important indicators of engine health...oil pressure and water temperature??? Who the heck uses a Cylinder head temp sensor that out puts the same reading for 2 different temperature???

F150Torqued

The short answer is YES Torque Pro can send commands, ANY command. The long answer, Torque Pro has a handfull of simple almost worthless commands (ie: clear the trip milage, avg mpg, etc). But the REAL LONG answer is - it also allows for you to 'INPUT' the command you want placed on the CAN bus - ""WHATEVER YOU WANT TO TYPE IN"". If you know what module and where the parameter is - you can write to it. That is just a whole world that I have not gotten into yet. I'm still working with reading what can be read from sensors, freeze frame data, and OBDII Mode 06 data and trying to sort out units and formulas to display it.

Cylinder head temp sensor. THAT is one hell of a smart little device. The PCM runs a complete (about 3 minute) diagnostic and calibration routine on engine start. The PCM calculates coolant temperature based on it. But both temps are available from OBDII. That is one of the sensors that I can see would present a tremendous challenge to your effort.

jav1

That temp sensor seems to be a solution without a problem??. Nothing like making what was once a simple and reliable engine temp display unnecessarily complex. Those are the types of "advances" that made this job more difficult than it should have been. It's also why I chose NOT to rip out the whole PCM. It certainly would have been easier to use stand alone ECU's for both the engine and transmission but Ford made that harder by routing almost everything through the PCM (gauge drivers, transfer case control, hvac etc).

As far as writing to the PCM, I wouldn't know which Bytes/registers or modules to write to, nor would I know what to write- that wouldn't cause other issues. After the engine, transmission and 4x4 system is fully operational, I may have to buy the HP tuner suite to turn off the subsystems I'll no longer need that will generate nuisance codes... but that's a secondary concern at the moment.

F150Torqued

@jav1 - I gotta' couplea' DA question(s). May need a new thread for it - but it is still related to electronic-throttle in some back handed way.

Now keep in mind - I'm not trying to be a smart *** and it's well known around these parts that the percentage of members smarter than me is just a completely 'overwhelming' ratio. But how many teeth does that Mercedes Benz 6cyl diesel have on its tone ring? Thus how you gonna' achieve FICM sync with the 5.4L PCM's eight injector outputs coordinated with RPM deduced from the 6 cyl CPS - and maintain proper fuel injection pressure and firing order? I guess you could stuff 8 COPs with spark plugs stuck in them in a box and hide it somewhere to keep P035x DTCs at bay, but P030x DTCs come from dips in the tone frequency from the crankshaft tone ring as determined by the CPS!!! That's not even to mention where you gonna get the DPF signal out of the 5.4L PCM from?

Perhaps ECUs from both systems could be utilized/interfaced SOMEHOW - but they are both going to have the same address of "7E0" on the CAN bus and both will have to talk to the ABS - HIC - BodyCM - FOB and on and on. Oh, FOB, how you gonna unlock the doors on this thing?

You wouldn't happen to be jerking with me would you?

jav1

f150torqued,

ask away... I too am always looking to learn.

I think you might have misunderstood my control arrangement. I'm not controlling the diesel with the Ford PCM. I'm controlling the diesel with it's own stand-alone ECU. What I am doing, is back feeding the Ford PCM with the Ford sensor signals it's looking for to avoid triggering FMEM.

So..... I actually have 2 tone rings on this engine- 1) A Mercedes tone ring/cps which is connected only to the stand-alone ECU, and - 2) a separate 36 tooth (actually 35 (36-1)) tone ring attached to my flex plate adapter , along with the Ford 5.4 CPK sensor reading it, sending the crank position signal to the FORD PCM (that it expects to see).

I've also done this with the Ford Cam position sensor and, all the other Ford critical sensors. All these Ford sensors are "attached" to the Mercedes engine so when it's running, the sensor data stream is being produced and sent to the Ford PCM. The Ford PCM won't "know" that data stream is being generated by a 6 cylinder diesel engine,... it will just "see" the data coming in as if 5.4 engine were still there.

Also- the diesel stand-alone ECU is not on the canbus… it is completely stand alone so there will be no address conflicts.

Make sense?

F150Torqued

Yeah I got it. I don't think I would have put the 36-1 tone ring on the flex plate though. May get in the way of the Torque Converter Control solenoid get tangled up in the solenoid wires to solenoid "A" or "B". I would have put it on the heater fan squirrel cage and parallel the anodes of each spark plug, that I suggested in that hidden box, to the fan armature field coils. That way you should get the slight rotational acceleration boost that the 5.4L PCM expects when it commands a spark. That will keep you from getting P030x misfire DTC's.

With the proper pulley ratios, you can mount one phaser on the Power stering pump pulley with CPS sensors mounted on opposite sides --- spaced appart appropriately for the 60 degree 'V' on the eight cylinder (you are not planning on using VCT or VCT solenoids anyway).

But I'm completely stumped how we're going to get cat bed temperature up between 900 and 1300 degrees so the continuous CAT Monitor routine will start and run - or where the switch ratio of front to rear O2's sensors can be picked up or simulated/generated. Then there is the problem with the I/M Monitor (Inferred Mass Air Flow) monitor that compares mass air flow rate at IAT and barometric pressure to the cubic inch displacement of the engine to determine if proper EGR is being achieved.

But believe me, I've got every confidence in you now.

jav1

The tone ring isn't on the flex plate- its on the flex plate adapter I built (see pic). The cam position sensor is on the cam (see pic). I've read that the PCM has to see the crank and 1 cam signal (timed) in order to establish TDC and cam bank correlation. This is why they had to be perfectly spaced and run directly off the Crank and cam. Interestingly, the second cam position signal isn't "required" , it's more of a back up and to verify VVT timing.



I know I'll throw o2 sensor, misfire, fuel pressure, evap and egr codes but these shouldn't trigger FMEM.... MAF sensor will be operational though, it will be in the intake stream. I may have to play with it's location and orientation to get similar flow/signal response but I won't be able to test that until it's up and running.

F150Torqued

You built that 5 finger cam position indicator? And machined the tone ring adapter?

jav1

I did, as well as the transmission adapter.

F150Torqued

i m p r e s s i v e !