My truck has a fuel pressure regulator on the rail. It takes a lot of guesswork out of injector tuning.
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My truck has a fuel pressure regulator on the rail. It takes a lot of guesswork out of injector tuning.
It seems to me that F-body and Y-body are the only vehicles without one, everyone else has one.Quote:
Originally Posted by redhardsupra
If installing one, you'll also need to run a return line.
Quote:
Originally Posted by redhardsupra
Got any ideas on how to calculate a correction?
Well I did some more tweeking last night. Seems for my application 60lb mototron inj. like a little more offset at idle and small throttle opening. This gets rid of any miss and gives a decent BEN. The other points seem pretty close using the stock setting. When i increase all the points in the same ratio as stock, the car runs more rich and is sluggish. I need to fine tune some more. This indicates that the mototron inj are pretty fast for a big inj. They don't work well with the stock offset at very small pulse widths. I would still like to see the correct numbers for these inj. I did notice that when I increased all the cells, the AFR ratio was extremely stable - but rich.
And yeh, maybe a vacuum ref. regulator may make tuning these big inj. a bit easier. (Already have onewaiting to go on)
JfPilla
Can you share your SVO 30 table values?
Im still interested in seeing if i can get the voltage variations matched up better.
Sure, but it's not really ready.Quote:
Originally Posted by Flyer
Quick note before everyone goes off and ends up getting frustrated with the tuning of this table...
The injector data that I've seen for various injectors(manufactures, et) follows a similar curve. With that being said, this table shouldn't vary much from the stock table across the board. (Hint, when you do a % compare in EFILive on the table compared to stock your graph should look near flat IMO)
If you tuned your VE table and then try to tune this table, forget about it. Your probably done. You've probably made life for youself exponential more difficult. Same goes for any other table that affects fueling. Start with the stock knowns.
Keep it simple, the change shouldn't need to be drastic. (see my table above) Delco put it best in his post. Don't get wrapped up chasing your tail with another new table or the hype around the table. KISS
Example: Here's how it worked for me... I knew the ZO6 MAF table was correct (stock - after all GM spent massive $$$ to nail down the MAF flow characteristics in a C5), I knew the IFR table was correct (again - the math for stock injectors confirmed this and actual injector flow #'s for others confirm math). So, why was what I was commanding in PE not matching what I was seeing on the WB??? Partially, VE I'm sure. How, the characteristics of the injector are different also. Thus my quest began. Thanks to Chris B for the extrapolation math and the real data from a ford vehicle, born was a new offset table. Is it 100% accurate? Don't bet you life in it. Is it more accurate then stock... hell yeah, I peronally believe it to be based on the results... well, lets just say, what I command in PE is what I GET out through the tailpipes (Wideband) and always repeatable. At this point, I didn't even TOUCH the PE table, my WOT ltrims are 0 and my ltrims all together ranges from -8(very few) to +3 .
Either this worked out way to SIMPLE for me or I'm going crazy. I can't wait to VE tune. I don't think my VE table change will be drastic. What do you guys think? ;)
Anyone else do it this way? I'm not telling or suggesting to anyone that this is the way it should be done, merely sharing what worked for me based almost solely on given GM data and math over 2 years ago. Besides, I to lazy to guess at table # and flash the car hundreds of times when if all is right the math should work.
opps... I did say quick note... :bash:
:beer:
John,
The VE suggestion sounds good. I'll try it for sure.
Joe
Got any ideas on how to calculate a correction?
Would like to know also.