albertz
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| posted on 25/4/09 at 12:58 PM |
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Griffin Power Systems...tickover problem
I am just in the final stages of installing a new blacktop 2.0 Zetec into my Locost. I opted for the Griffin 'Total Ford Systems'
equipment as it seemed simple to use and gave me the potential to upgrade later as funds allow. Anyway, i digress...!!
I have just fired the engine up for the first time this morning and most things seem OK. Unfortunately i could not get the OMEX 600 ECU to accept the
new settings for my throttle potentiometer, i have to input the full closed and full open figures and save it to calibrate. When i try and enter the
second number the first number seems to default back to 30 - any ideas on that one?
Also, the car seems to idle very fast at about 2300rpm. The inlet plenum has two tappings in it, one with a tapped hole and a bolt, with a small
diameter cross drilled hole which i understand is for trimming the idle. Also there is another tapping (pipe) which is open ended. Obviously this is
drawing loads of unmetered air into the system. However if i block it with my finger the engine stalls. I am not sure what the second tapping is for,
Griffin said something about a servo connection, which i dont need.
The final thing is there is what looks to me like a vacuum hose from the pressure regulator on the fuel rail, i have nothing to connect that to, well
nothing obvious to me!
Finally, the setup i have has the throttle body to the front of the car, what throttle cable have others used and how did you get round the issue of
the cable needing to be pulled forwards i.e. away from the pedal box area for the throttle to open?
Anyone with any thoughts/experience of the system or general advice please shout.
Thanks
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zilspeed
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| posted on 25/4/09 at 02:11 PM |
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Cutting straight to the inlet plenum.
You have tappings on it and if you cover the big one, the engine stalls.
The fact that this stalls the engine means that the reduced air - with this closed - is not enough to run the engine.
Firstly, you need to block this permanently.
Then it's a case of balancing the idel between the throttle body stop - if it has one - and the small tapping with the screw in it.
I remember reading a Dave Walker article once which I will now paraphrase.
"Air cannot come down a wire, people sometimes forget that."
I think what he is saying is that high tickover can only be a result of too much fuel and too much air (with the engine warm and running on
normal mixture.
I'm rabbitting now - I'll conclude.
Stop up the hole in the plenum, fiddle with the air inlet for the idle, fiddle with the mixture which might now be screwed.
Continue ad nauseum. 
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mark chandler
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| posted on 25/4/09 at 06:08 PM |
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The vacumn pipe that is swinging around free needs to go into the inlet manifold, rather than block the spare hole get something that will fit in it
with a hollow barb for the vacumn pipe to go on.
The locost way is get a set screw that is the correct size for the hole, drill the centre and solder in 1/2" of brake pipe, voila a vacumn take
off.
Regards Mark
[Edited on 25/4/09 by mark chandler]
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