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fuel stuff ..... Posted by Kevin K [Email]  (#374) [Profile/Gallery]
(more from Kevin K) on Thu, 10 Oct 2002 17:47:28
In Reply to: I got it right now....., jak  [Profile/Gallery]
, Thu, 10 Oct 2002 14:14:12
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ford inj's? vs stock they are 37% bigger, accel's 28%.
RRFPR: vs 2.5 fpr, with rr set for 17 psi at idle + hose on:
@ idle -15% fueling
10 psi +5%
15 psi +10%
20 psi +14%
what's max boost and at what rpm, and 5500 boost?
the resistor drops amm output, and compensates for big inj's. it also will extend the mapped fuel points for each rpm. all good to maintain controlled
fueling. but still can hit control limits:
1) edge of map table, for any rpm.
2) duty cycle saturation
3) flow limit of amm (limits chipped ecu's too)
all are most likely to occur at higher rpms. monitoring amm out and duty cycle tells all.
mid range tests: brief 4th gear tests with brake to hold rpms. example, if dc caps at 75% while boost and amm out climb, then at edge of ecu fuel table, and need bigger in'rs and resistor.
top end test 3rd or 4th: if duty cycle is 90+%, inj'r just wide open and getting leaner with rpm. if amm out over 4.5V, likely out of control limit, fixed ms, also leans out with rpm.
The rrfpr conflict's with ecu regarding right amount of fuel needed, and closed loop corrects to some degree, but wot will allow rrfpr error. your very low pressure setting and screw tweeks help reduce this problem.
amm and dc output would be very informative.
another approach would be to limit boost to 10 psi initially, and use stock 2.5 reg, and dial in with 30-32 lb inj and added resistor. then up boost to find control limits. if hard amm limit at say 4500 rpm, an rpm switch could be used with bleed off at rrfpr signal, to kick pressure up.
other ways to properly get the most from stock ecu:
- water inj's
- added inj'r system
- big volvo amm
posted by 52.128.3...
, Thu, 10 Oct 2002 12:05:08, Thu, 10 Oct 2002 14:14:12, Thu, 10 Oct 2002 17:47:28 <-- Viewing This Message, Thu, 10 Oct 2002 22:35:44, Fri, 11 Oct 2002 00:19:19, Fri, 11 Oct 2002 13:47:13, Fri, 11 Oct 2002 13:07:09, Fri, 11 Oct 2002 01:20:02, Thu, 10 Oct 2002 22:12:15, Fri, 11 Oct 2002 13:05:49, Thu, 10 Oct 2002 17:14:13, Thu, 10 Oct 2002 22:49:48
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