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Is there any reason to not use the Flow rate vs volts to scale for larger injectors on the Gen IV's? I know that it does not work on all vehicles, but I have gotten it to work on all that I have tried. The reason I ask is I have read that if you scale the tune the right way, things like your instant/average fuel economy do not work correctly. I just want to know the reason behind not using this table for scaling. Any thoughts are appreciated.
Because it'll still clip at 63.5#, regardless of that table setting. What vehicles have you actually tested it on, and do you have datalogs showing you've gotten past the clip?
Chances are that if you really need injectors that flow more 63.5lb/hr, then you're probably moving more than 512g/s of actual airflow too. ;) Oh, and you might want to calculate your g/cyl and see where that falls (off) the spark maps too. ;)
Scaling the displayed mpg on the DIC is a small price to pay for proper engine control.
Thanks for your responses. I am guessing that I have never had any problems because I dont actually max the MAF/get past the 63.5# clip on these cars(low boost vettes).
-What would I log to see that I am hitting the clip?
-If I am not hitting the clip or maxing the MAF, would I see any other problems by using this table?
-I really want to know if this can harm something down the line, or make for inaccurate fueling during some conditions?
If I can give proper engine control and correctly displayed mpg that would be awesome. I understand that this will not be the case for anything that actually uses all the injector, but it seems some kits have injectors that are a little to big for the application.
Thanks again for the help....cant wait for the next DVD...maybe it already anwsers some of these?