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I've been building a frankenstein truck. 05 lq4 6.0, 5.3 decked heads, BTR stage 3 cam, headers, exhaust. i have 50lb injectors from a 2010 6.0, and am having trouble figuring out which tables to steal from the 2010 injector data. specifically the offset vs ignv vs pressure delta. any help would be greatly appreciated
i believe those are 50 lbhr injectors in the 2010 flex app.
the tables do convert over but it takes some interpolation and some forecasting in order to fully populate a voltage offset table. kind of a pain in the ass.
should look something like this for a rail pressure of 58 psi without a vacuum reference:
I cant open it, thing says unsupported software or some such. thanks for the tip though. does vacuum have to be integrated or is that not as important?
i suppose the confusion for me arises when the 2010 injectors have an offset vs voltage vs pressure delta and the 2005 injectors have offset vs voltage vs KPA. the 2010 injector's offset v volt v kpa is zeroed out, and im not sure how to interweave the two
0 kpa vac is 399 kpa Delta
Subtract vacuum from Delta as you go further into vacuum (towards 80kpa vac)
Unfortunately you will run out of data before you get to 80 kpa vac. For that unpopulated zone you must perform a linear or exponential forecast to get close.
My files are based on beta software. If you don't have beta then you might not be able to open it.
The kpa vac to Delta reference is for 58 psi rail pressure only.
At 43.5 rail psi your Delta is 300 kpa. If you run this pressure you will have to alter flow rate as well.
Typical pressure for 2010 was low 60 and high 65 psi. I believe target was 62. Not enough to bother in my opinion with changing flow rate as long as you target 58-60 psi rail pressure.
ah, perfect. thanks a lot man, im gonna sit and mess with this for a bit. i appreciate the help
Here ya go. This is the 6.2 Denali Flex Injectors in Gen3 format. These tables are setup for 58psi static pressure like stock.
Attachment 87565
Attachment 87566
Attachment 87567
nice
you sir, are a lifesaver. ive been beating my head against the wall for a while now. Much more complex than I had initially envisioned. Thanks a lot for your help
Thanks for this info :)Quote:
Originally Posted by LSxpwrdZ
I have the Gen4 (12613412) injectors (58psi) in a Gen3 LQ9 (2000 Sierra) and my mail order tune injector numbers are very different than what you've posted. My Injector Flow Rate vs. KPA VAC with a vacuum fuel pressure regulator at the rail is set at 50.4 across the tables... is this the correct numbers?
Thanks
https://i.imgur.com/vN6ZXp6.jpg
the data you just posted is how you program the computer for a boost referenced regulated system.
So the Injector Flow Rate vs. KPA VAC data for a return and non return system is the same?Quote:
Originally Posted by cobaltssoverbooster
Return and non-return can be the same data wise but this isnt important.
what is really important is how the regulator functions. if you have a vacuum line to a regulator unit that provides an engine vacuum or boost source to a regulator then you have a referenced regulator. this means the regulator does all of the flow adjustment mechanically.
if this reference line does not exist then the system is a steady pressure regulated system. as the manifold pressure changes the fuel pressure will not. this causes a flow change in the fuel injectors that must be accounted for electronically via the calibration.
I suggest you read up a lot on fuel injectors and their calibration data for each style of regulation system. You have a lot to pick up before you properly calibrate fuel injectors.
If you would have read my original question "My Injector Flow Rate vs. KPA VAC with a vacuum fuel pressure regulator at the rail..." you could have saved us both a lot of typing by answering "YES" :DQuote:
Originally Posted by cobaltssoverbooster
sorry mate. i work from 7am-830pm and im still moving my home shop to a new location. i dont get much time to read while i attempt to assist people. sorry if i caused more confusion.
if you havent figured it out yet:
from the data posted use the 0 kpa column values to populate your entire flow rate table.
same goes for the voltage offset table. basically the regulator does the flow correction for you so you tell the computer that the flow is constant and the offset doesnt need pressure corrections, only voltage corrections.
Thanks that cleared a lot up for me. Frost did the mail order tune and the injector data is a little different than what was posted above. Not sure if he noticed In my notes that I was indeed using Gen4 injectors in a Gen3 application and didn't do the conversion.Quote:
Originally Posted by cobaltssoverbooster
It's a little lean during part throttle cruise and in PE super rich with 9+ A/F ratios. I did the "bandaid" approach lowering the PE and raising the VE tables. Still a little lean during part throttle (14.5 to 16) and slighty rich during WOT at 12.1 A/F. Maybe these conversion numbers will get me closer... Thanks for your reply ;)
N/A 6.0 LQ9, 228/230 .585/.585 112*, CAI, LT Headers
I Know this is an old post, but thank you for posting your tune. Your injector data was spot on for the 50lb injectors (12613412). It made my life much easier.Quote:
Originally Posted by RedXray
I'm currently installing 12613412 injectors on my lq4. All I need to do is copy and paste these values into their appropriate spot, correct? I understand that I will have to retune but I want to make sure that I have the data in there correctly.Quote:
Originally Posted by LSxpwrdZ
Yes. You'll need to set the flow rate and offsets up based on your fuel system type. Some trucks have a return/vacuum referenced regulator. In this case you'll use the very first column of data and copy it to all the adjacent columns. If you have a static 58psi system with no vacuum reference then you copy/paste the data and roll.Quote:
Originally Posted by MrGuy