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Ir / fuel ratio control is the primary function of any engine management system. Airflow, load, fuel delivery and MAF systems have an effect on driveability. A better understanding of the interrelationships among airflow, airflow and relative load will help diagnostic abilities.
Ir / fuel ratio control is the primary function of any engine management system. Airflow, load, fuel delivery and MAF systems have an effect on driveability. A better understanding of the interrelationships among airflow, airflow and relative load will help diagnostic abilities.
Ir / fuel ratio control is the primary function of any engine management system. Airflow, load, fuel delivery and MAF systems have an effect on driveability. A better understanding of the interrelationships among airflow, airflow and relative load will help diagnostic abilities.
primary function of any en- gine management system. Note that this statement of fact starts with air. The mass airflow (MAF) sensor is a direct measure of the air entering the en- gine, compared to the speed-density sys- tem, which uses manifold absolute pres- sure (MAP) to calculate air delivery. I n this months column, I ll concentrate on understanding the relationships among airflow, load, fuel delivery and MAF sys- tems, and what effect those interrelation- ships have on driveability. The test vehicle was a properly running 1.8L 2004 Toyota Corolla. The following idle airflow calculation closely matches the actual idle airflow in Fig. 1 below: 750 rpm 2 (for 4-stroke cycle) 60 sec- onds i n a mi nute = 6.25 power cycl es per second x 1.8L x 1.184 grams per liter 15% Volumetric Efficiency = 2.0 grams of air per second (gm./sec.) I n the pair of graphs in Fig. 1, the idle airflow is 2.07 gm./sec. at idle, no load, in Neutral. Shifting into Drive increased the airflow to 2.4 gm./sec., a load increase of about 20%. I turned on the Corollas air conditioning and the airflow rose to 3.7 gm./sec. to compensate for the load. The a/c load increase of 1.3 gm./sec. is a nearly 65% increase over the base idle load of 2.0 gm./sec. The general rule for airflow at idle is that it should match the engine liter dis- placement 20%. You can see that addi- tional loads can change this number con- Mark Warren A better understanding of the interrelationships among fuel delivery, airflow and relative load will help your diagnostic abilities. It begins by recognizing that fuel delivery calculations are all about the airflow. smwarren@motor.com Driveability Corner S c r e e n
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W a r r e n Fig. 1 1 7 A u g u st 2 0 1 0 continued on page 18 siderably. Be sure to test idle air- flow with all loads off. Fig. 2 shown above is a trio of graphs that were created during a test drive on the freeway, with a wide-open throttle (WOT) in the center, a deceleration and idle at the end. While the load/airflow at speed was uneven due to the vol- ume of traffic, the typical airflow at 75 mph was 23 to 25 gm./sec. The airflow at 5000 rpm WOT was about 70 gm./sec., or 39 times 1.8L. Typically, wide-open throttle at 5000 rpm is 37 to 40 times the en- gine displacement in liters. The fol l owi ng equati ons wi l l help you better understand the re- lationship between airflow and fuel consumption: 70 mph 35 mpg = 2 gal s./hr. 2840 gm./gal . x 2 gal s. = 5680 gm./hr. 5680 gm./hr. 3600 sec. = 1.58 gm./sec. (gasol i ne) 23.3 gm./sec. ai r 14.7 ai r/fuel rati o = 1.58 gm./sec. fuel The top set of equations provide the amount of fuel consumed, in gm./hr., at 70 mph and 35 mpg: 5680. The middle equation is the amount of fuel consumed in gm./sec.: 1.58. The lower equation Driveability Corner
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Circle #11 1 8 A u g u st 2 0 1 0 Fig. 2 is a reverse calcu- lation of airflow, multiplying 1.58 gm./sec. of fuel by 14.7:1 air/fuel ratio. The reverse calculation of air- flow closely matches the actu- al measured air- flow. The chart in F ig. 3 at right shows the mea- sured airflow un- der different load conditions (first column). The second column is the measured air- flow in gm./sec.; the third column is calculated fuel consumption in gm./sec. at 14.7:1 air/fuel ratio (ex- cept for the last row, WOT, calcu- lated at 12.5:1 air/fuel ratio); the fourth column is fuel consumption in gals./hr.; the fifth column is the percent of load measured against 5000 rpm WOT; the sixth column is mpg achieved. Gaining a better understanding of fuel delivery, airflow and relative load will help improve your diag- nostic abilities when it comes to driveability problems. Remember, fuel delivery base calculations are all about the airflow. 1 9 A u g u st 2 0 1 0 Circle #12 Fig. 3