Has anyone disabled or deleted their CMCV?
Did you notice any low end loss?
How did it pull through the mid-upper range?

I'm thinking mine are not working correctly, however I don't have a code, but in data logging - it doesn't seem like its operating as it should(i.e. - should be open after 3,500). my data has it either open or closed through out the rpm range.

My current mods are: UDP, MPT tune, efans, CAI, Hi flow metallic cat, shorty coated headers, 3" exhaust, 4.10s.

Thanks,
Rob

 

With the MPT tune, all bets are off. They may have "disabled" it (probably wide open) already. Seems you'd have to ask MorePowerTune.


What are you logging?
PID # 1103, bit 4, is (IMRC/IMSC) ___"Intake Manifold Runner (Swirl) Control. 1=ON 0=OFF
PID # 162F, bit 6, is (IMRCF/IMSCF) _"Intake Manifold Runner (Swirl) Control Fault. 1=Fault 0=ok
PID # 1634, is two bytes (IMRCM) ____"Intake Manifold Runner (Swirl) Control Monitor Input (Volts)


The swirl control is intended to "atomize" the fuel better in slow moving air, when short trim fuel trims are high, OR when fuel status is in OPEN LOOP ( 1103,bit 6 - 1=Open,2=Closed) in order to get more complete combustion.
Monitoring my (stone stock 5.4 triton) indicates the ECU keeps the IMRC (Swirl) control about 1/2 open in warm weather - less in cold weather - and under any of the above conditions, especially under load when CAMS have ZERO retard, the ECU will close them down completely until R's get up there pretty good (as you say around 3500-4000). Seems to me this is a pretty logical way to do things. Why would you want to defeat it?

 

MPT didn't change anything to the operation of the CMCV, but one thing i did notice is that it opens(or its commanded 'ON') before 3,000 RPM. It will switch from OFF to ON if i get into the pedal(happens as low as 1,500rpm) however not sure how much it is opening. Thats using my dash command app via iphone as my laptop is dead and need to get a new one before i can data log the other PIDs.

thanks,
Rob

 

The PCM does some strange things with the CMCV, and the PCM signals to it are confusing - according to logs files I've done of the three relevant PIDs. I have - for some time - been trying to work out a formula that will correctly display the CMCV position in degrees from 0 to 90 for a custom gauge on my Torque Pro app. I definitely can tell you it does not just sit there closed until a certain RPM are reached - as many will suggest to you. The PCM plays with it a lot depending on RPM, engine load, fuel trim values, throttle position and - either air flow (per the MAF sensor) or vacuum. I can see action on the CMCV effects vacuum slightly.


In addition to the on/off control (PID 1103, bit 4), the PCM seems to disable (or freeze) the CMCV in its present position when no position changes are needed from the last. (PID 1634 - turns to a negative value "hex FF80" & sits there until operating conditions change enough to requiring a change.) Then enable goes to "ON", and IMRCM turns to a positive number between about 32 and 383 decimal. I actually think it uses -1 ("FF") in the high order byte (byte A) to "disable" movement, but it screws up my torque gauge reading / formula based on a word value.


I would be interested in information sharing and working with someone who cared to try to figure how to hack Fords Integrated Diagnostics info regarding these (& other) PIDs . I've hacked a number of the 250 or so PIDs available from my truck's ECU and created custom gauges on my Torque App for them.

 

I'm like you. i want to know what is going on. On my drive home i run through my dashcommand gagues on STFT, LTFT, VCT, Load, IAT, CHT, etc. Until i replace my laptop so i can get back to datalogging i found Mode6OBD app and downloaded it on my iphone for 5.99 yesterday. In addition to understand the CMCV operation i wanted to try and capture misfire data(if any) as at very few times i have a slight miss, but its not enough to hit the threshold. I like data and the lack of in depth information on FORD's drive by wire operation and theory is troublesome. For the EEV IV i have a couple books on how it operates, start up modes, drive away modes, wiring diagrams(i.e. converted my 71 Mach 1 302 into SEFI), etc.

 

My digging, spelunking, clawing and hacking has uncovered lots of data to adsorbe. Too much to attach here or in a PM. But I wanted to try to protect you from secumbing to data overload with your new Mode $06 tool - [[ learning about all those MODES & Standards, TIDs (Test Identifications), CIDs (Component Identifications) on top of PIDs and DTCs !!]].


It is a FANTASTIC TOOL - but subject to driving you nuts. A very good magazine article talking about Mode $06 (the "$" sign just means "hexidecimal numbering,") is available here: http://www.motor.com/magazine/pdfs/032007_09.pdf


Just don't immediately panic when your Mode $06 test report shows a test "failed". Certainly file the info away as a piece of the puzzle in ultimately diagnosing a problem --- but consider it in proper context of the "EWMA" (Exponential Weighted Moving Average) algorythm the ECU uses to determine when a failure should set a DTC.


You mentioned wanting to capture "misfire data" (a useful component of Mode $06). I have a white paper, titled "Global OBD Vehicle Communication Software Manual - August 2013" that will shed tremendous light on Mode $06 and many other Test Ids. It's too large to attach to this post or email by PM so I have placed a copy on my server that you can download from here: www.devoll.com/public/GlobalOBDVehicleCommunicationSoftwareManual_EAZ002 5B43B.pdf


____ Please see page 12 & 15 of this document concerning TID $0B, the OBD standard of EWMA of misfire monitoring tests.


Additionally - some good misfire data is available from the PCM on your truck if you can query specific PIDs as follows:


PID_________Acrynom_________desc__________________ __________________unit
1616 _______MFTOT ____Total Number of Misfires last 10 drive cycles - Cnt
16d3 _______MFF RPM __Engine RPM at time of Misfire ______________ - RPM
16d4 _______MFF LOAD _Engine Load at time of Misfire _____________ - %
16d5 _______MFF VS ___Vehicle Speed at time of Misfire ___________ - km/h mph
16d6 _______MFF IAT___Intake Air Temp at the time of Misfire ______ - Degrees
16d7 _______MFF SOAK _Engine-Off Soak Time at time of Misfire _____ - Minutes
16d8 _______MFF RNTM _Engine Running Time at time of Misfire ______ - Minutes
16da _______MFF TP____Throttle Position at time of Misfire __________ - Volts
16dc _______CLRWRMUP Number Warm-ups since DTC’s Cleared ______ - Cnt
16dd bit 0 ___MPLRN ___Misfire Wheel Profile Learned in KAM ________ - YES=1/NO=0
........bit 1 ___MFF PNP _In Drive at time of MisFire _________________ - YES=1/NO=0




!!! OVERLOAD


hope this is helpful

 

Thanks for the info. I'll read up this weekend. Last night we had more humidity than usual due to rain early and i had the intermittant miss occur. AGraphing TID $81 and $80 i was getting 2-3% missfire on cyl 1 and on 5,6,7 ranged much lower from .049%-.150%. This was at 1000-1200 RPMs, when i let it idle down to 750rpms the misfires dropped. f