Tuning With 160# High Impdence injectors
08-31-2012, 10:21 AM
#43
TECH Senior Member
Yes, I missed all of it...
Are you sure that the HPT COS does not require a MAF DTC to run in SD...? Why can't you just simply connect your scanner and check the presence of a DTC and quote that DTC here...?
You're adjusting the VE table and you see no effect on fueling... this tells us you're not running from the VE.
Why are you scaling, your VE table is nowhere near being maxed out...? Scaling is an art, and your tune would run better if you didn't scale. Your VE should have gone down with the IFR table being scaled down, this tells me your VE isn't right, so your IFR being too low will cause the PCM to overfuel.
Why do you need 160's, how much power are you expecting to produce...?
Are you sure that the HPT COS does not require a MAF DTC to run in SD...? Why can't you just simply connect your scanner and check the presence of a DTC and quote that DTC here...?
You're adjusting the VE table and you see no effect on fueling... this tells us you're not running from the VE.
Why are you scaling, your VE table is nowhere near being maxed out...? Scaling is an art, and your tune would run better if you didn't scale. Your VE should have gone down with the IFR table being scaled down, this tells me your VE isn't right, so your IFR being too low will cause the PCM to overfuel.
Why do you need 160's, how much power are you expecting to produce...?
Last edited by joecar; 08-31-2012 at 01:04 PM. Reason: spelling correction...
08-31-2012, 11:17 AM
#45
its gonna be a 1200 hp street car. the car will see 28+psi of boost. we are close to that now once the converter gets tightened, my fuel was maxed out with dual walbros and 80# injectors. now i have these 160# and triple walbros.
i dont mean to come off aggressive but ive crossed these moutains that you are still thriving on i just need to figure out which tables need to be adjusted to get my min injector pulse down to .01 that is all. ive changed the following and we are going to do alot of tuning on the car this afternoon, will see where that gets us today.... here is what ive changed today to see how it effects the tune.
min injector pulse width from 1.094>0.122
short pulse limit from 3.995>3.495
i will post up how its running afterwards im pretty sure this will fix the rest of the small issues we are having.
thanks again
i dont mean to come off aggressive but ive crossed these moutains that you are still thriving on i just need to figure out which tables need to be adjusted to get my min injector pulse down to .01 that is all. ive changed the following and we are going to do alot of tuning on the car this afternoon, will see where that gets us today.... here is what ive changed today to see how it effects the tune.
min injector pulse width from 1.094>0.122
short pulse limit from 3.995>3.495
i will post up how its running afterwards im pretty sure this will fix the rest of the small issues we are having.
thanks again
08-31-2012, 02:44 PM
#46
by lowering my min injector pulse width and short pulse limit to 3.495 that fixed all my issues. the car starts and drives like bone stock. AFRs are good and can easily be adjusted.
thanks guys BTW IFR is still at 55 across the board
thanks guys BTW IFR is still at 55 across the board
08-31-2012, 03:22 PM
#47
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told you. what is your short pulse adder set to?
so what are your VE values at part throttle & WOT? care to post the latest tune?
My IFR table is set for my injectors, 80.4#/hour and my VE values idling and up to WOT are in the 90's, a few in the 100's; all of my injector tables are set by the data I was given and it runs as if it was stock.
I don't understand why setting yours to 160 causes such a change. What are your VE values? Maybe with using such a large injector you must scale back on the IFR value and tweak the VE appropriately ??
so what are your VE values at part throttle & WOT? care to post the latest tune?
My IFR table is set for my injectors, 80.4#/hour and my VE values idling and up to WOT are in the 90's, a few in the 100's; all of my injector tables are set by the data I was given and it runs as if it was stock.
I don't understand why setting yours to 160 causes such a change. What are your VE values? Maybe with using such a large injector you must scale back on the IFR value and tweak the VE appropriately ??
01-27-2013, 03:53 PM
#51
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Scaling has nothing to do with low pulsewidth control. If you halve the injector flow rate you are basically halving your VE table as well. The only reason you need to scale a tune while in SD is if you are wanting to re-gain some resolution in the ignition timing tables as most Gen3 PCM's max out at 1.2 g/cyl which doesn't take alot of power to achieve.
However when scaling properly you do it in percentages so that it is easier to scale your timing tables. If I scale anything I only do 50% to keep the numbers easily configurable. This way in the timing table when I am getting 0.80 g/cyl I know I'm actually getting double that when scaled 50%. This means a 160lb injector @ 43.5psi should show 80lb in the table to be scaled 50% properly. If there is further fueling issues then you need to verify other injector constants are correct and adjust your VE to achieve desired afr/lambda/eq.
Thats as simple as it gets.
However when scaling properly you do it in percentages so that it is easier to scale your timing tables. If I scale anything I only do 50% to keep the numbers easily configurable. This way in the timing table when I am getting 0.80 g/cyl I know I'm actually getting double that when scaled 50%. This means a 160lb injector @ 43.5psi should show 80lb in the table to be scaled 50% properly. If there is further fueling issues then you need to verify other injector constants are correct and adjust your VE to achieve desired afr/lambda/eq.
Thats as simple as it gets.
03-06-2013, 04:25 PM
#52
Scaling has nothing to do with low pulsewidth control. If you halve the injector flow rate you are basically halving your VE table as well. The only reason you need to scale a tune while in SD is if you are wanting to re-gain some resolution in the ignition timing tables as most Gen3 PCM's max out at 1.2 g/cyl which doesn't take alot of power to achieve.
However when scaling properly you do it in percentages so that it is easier to scale your timing tables. If I scale anything I only do 50% to keep the numbers easily configurable. This way in the timing table when I am getting 0.80 g/cyl I know I'm actually getting double that when scaled 50%. This means a 160lb injector @ 43.5psi should show 80lb in the table to be scaled 50% properly. If there is further fueling issues then you need to verify other injector constants are correct and adjust your VE to achieve desired afr/lambda/eq.
Thats as simple as it gets.
However when scaling properly you do it in percentages so that it is easier to scale your timing tables. If I scale anything I only do 50% to keep the numbers easily configurable. This way in the timing table when I am getting 0.80 g/cyl I know I'm actually getting double that when scaled 50%. This means a 160lb injector @ 43.5psi should show 80lb in the table to be scaled 50% properly. If there is further fueling issues then you need to verify other injector constants are correct and adjust your VE to achieve desired afr/lambda/eq.
Thats as simple as it gets.
1.20g/cyl can be done with some decent power, you just have 1 row left on your spark table for everything above that! 1000ish rwhp. 1.20g/cyl everything above will be the same timing at higher boost level, timing wise on stock pcm
Its difficult to tune these injectors but it can be done, the car is running flawless now. Min Injector pulse width Must be changed! PM me if you got any questions.
