Altitude & D-Jet Adjustments |
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Altitude & D-Jet Adjustments |
ThinAir |
Aug 10 2012, 12:46 AM
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#1
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Best friends Group: Members Posts: 2,543 Joined: 4-February 03 From: Flagstaff, AZ Member No.: 231 Region Association: Southwest Region |
I've had some issues lately with very low & rough idle as well as some hunting behavior. As part of preparation I've been reading Brad Anders' tretis on D-Jet Idle Stability (http://members.rennlist.com/pbanders/idle.htm). I know that hunting is an indication of a vacuum leak, but I'm wondering about proper settings once that is solved.
In his last paragraph he mentions that since the D-Jet doesn't do any altitude mixture correction, you should expect additional instability in the mountains. Well, I live and drive at 7,000 feet so there are few places with thinner air for driving than Flagstaff. Although I used to have a car that idled fine by my standards, I'm wondering now about how adjustments are affected by altitude. If I were to take my car down to Tempe (1,000 feet) for work at a shop that I trust to set CO and such, would I be wasting my time and $$$ because of the big difference in altitude? I don't know of a shop in Flagstaff that knows 914s well enough to do this. |
SLITS |
Aug 10 2012, 06:58 AM
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#2
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"This Utah shit is HARSH!" Group: Benefactors Posts: 13,602 Joined: 22-February 04 From: SoCal Mountains ... Member No.: 1,696 Region Association: None |
Ernie, I disagree about D-Jet altitude compensation. The MPS is reactive to both atmospheric pressure and vacuum in that it constantly compares the two in operation.
I do remember years ago a discussion of a module that was available that plugged into the harness for altitude compensation when the vehicles constantly were driven at high altitude though I do not remember what the spec was for "high altitude operation". It apparently was very rare. Also, there is a discussion of the system on Shoptalk forum wherein the voltage to the system and RF interference is discussed along with valve adjustments, tune and worn engine low vacuum having a great effect on the D-Jet system. I would tune it to where you live, just as you would a carburetor as there is significant difference in air density at altitude and temperature affecting the A/F ratio. |
TheCabinetmaker |
Aug 10 2012, 09:06 AM
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#3
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I drive my car everyday Group: Members Posts: 8,301 Joined: 8-May 03 From: Tulsa, Ok. Member No.: 666 |
I've driven my djet at altitudes greater than 7000 feet. Including flagstaff and the canyon a few times. I have never experienced any problems from my mps. Hunting at idle is usually a lean mixture caused by an improperly adjusted tps, or the mixture knob on the ecu.
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Dave_Darling |
Aug 10 2012, 09:45 AM
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#4
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914 Idiot Group: Members Posts: 14,991 Joined: 9-January 03 From: Silicon Valley / Kailua-Kona Member No.: 121 Region Association: Northern California |
The barometer (basically) that was used for altitude compensation was on the L-jet systems, not the D-jet ones.
In theory, since D-jet measures pressure relative to the ambient air pressure in the engine bay, it is not affected by altitude. In practice, it does seem to be--at least to some extent. I would bet that a 6000-foot change in altitude would make the finer adjustments valueless. It might be cool for large-scale changes, though. Tune at the altitudes you drive in. Use a wide-band O2 meter to make sure the mixture is reasonable. And Curt is right about the idle hunting; it is usually caused by a lean mixture. --DD |
Drums66 |
Aug 10 2012, 11:01 AM
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#5
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914 Rudiments Group: Members Posts: 5,321 Joined: 15-January 03 From: Coronado,Cali Member No.: 151 Region Association: Southwest Region |
Ernie, I disagree about D-Jet altitude compensation. The MPS is reactive to both atmospheric pressure and vacuum in that it constantly compares the two in operation. I do remember years ago a discussion of a module that was available that plugged into the harness for altitude compensation when the vehicles constantly were driven at high altitude though I do not remember what the spec was for "high altitude operation". It apparently was very rare. Also, there is a discussion of the system on Shoptalk forum wherein the voltage to the system and RF interference is discussed along with valve adjustments, tune and worn engine low vacuum having a great effect on the D-Jet system. I would tune it to where you live, just as you would a carburetor as there is significant difference in air density at altitude and temperature affecting the A/F ratio. ......The last sentence,...is the way to start.....always has worked! (Drums66 & I approve yhis message) (DRUM66 & I approve this message |
ThinAir |
Aug 10 2012, 11:45 AM
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#6
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Best friends Group: Members Posts: 2,543 Joined: 4-February 03 From: Flagstaff, AZ Member No.: 231 Region Association: Southwest Region |
Thanks, guys. My ECU was adjusted a few years ago when Joe Sharp brought a tailpipe analyzer to RRC in Moab (6,000 feet), but I understand that things can change over time and need readjusting.
I'm not up to speed on wide-band analyzers and what's on the market. Any recommended models & sources? |
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