info moved
info moved
Last edited by wayneosan; 05-08-2011 at 10:19 AM.
For future input.
Do you guys offer flow testing with all the needed info for HPT (offset and such)on any type injector?
+1 on proper data being invaluable. It works a ton better than data somebody just came up with that seems to work OK.
DSX Tuning - Authorized HP Tuners Dealer
http://www.dsxtuning.com
http://www.facebook.com/dsx.tuning
Just say no to bull s***.
IF YOU WANT HELP, POST A FILE!
YES and YES! Im impressed with your r&d! Just your articles alone have helped me understand the purpose of these injector tables. I am still at a loss at figuring out my bosch injectors but now some of the info on the net makes more sense.Are you tire of pouring over logs, making corresponding changes to your tune, only to find that what worked one day is off by the next?
Have you wasted hours sifting through the myriad of injector related posts on the forums, only to find that there is no simple solution?
99 Hugger Camaro LS1 M6 TSP Torquer V2 cam, 100 dry-shot N2O, 42# "green tops", lid, p&p MAF/TB, LS6 Intake, Hooker LT's, Custom ORY with Flowmaster Merge, DMH cutout, Magnaflow CB, tuned with LC-1 and '02 OS.
Those green tops still giving you a hard time man?Originally Posted by CLRD4TO
2017 Silverado LTZ
Oh god yes. At over $4/gal for gas this is getting expensive. A couple days ago OL VE in normal drivability range was less than +/-2% AFR error, but it goes to hell in CL (trims over 20%). Also acts like DFCO in decel but I did find that by raising the short pulse adder changed the behavior. So Ive been going down different paths since. I noticed the offset table drastically changes the behavior across the the whole VE table (and the above articles cleared up why).
So I do know that my flow rate table is accurate and VE/MAF tables are good before these injectors. My reasoning is that if I can nail down offset, short pulse adder, and minimum pulse width I should be "done" with these injectors.
99 Hugger Camaro LS1 M6 TSP Torquer V2 cam, 100 dry-shot N2O, 42# "green tops", lid, p&p MAF/TB, LS6 Intake, Hooker LT's, Custom ORY with Flowmaster Merge, DMH cutout, Magnaflow CB, tuned with LC-1 and '02 OS.
I'd say your wideband might be inaccurate.
DSX Tuning - Authorized HP Tuners Dealer
http://www.dsxtuning.com
http://www.facebook.com/dsx.tuning
Just say no to bull s***.
IF YOU WANT HELP, POST A FILE!
I will find out soon. Moving it from the left header collector to the Y-merge. Also moving the lc-1 ground from the dash support to directly on the engine block.
99 Hugger Camaro LS1 M6 TSP Torquer V2 cam, 100 dry-shot N2O, 42# "green tops", lid, p&p MAF/TB, LS6 Intake, Hooker LT's, Custom ORY with Flowmaster Merge, DMH cutout, Magnaflow CB, tuned with LC-1 and '02 OS.
Marcin (redhardsupra) has researched this sort of stuff as well.
http://redhardsupra.blogspot.com/201...ve-search.html
"Last night I realized that there are 8 injectors, so there's factorial(8)=40320 ways of organizing the injectors. Seems like a lot, but I figured there'd be a lot of repetition within each bank as we don't care if we get [A B C D] or [D C B A] or any other related permutations. Thus I figured this would be problem small enough that I could calculate the flow spreads for every possible permutation (exhaustive search, by the way of brute force)."
http://redhardsupra.blogspot.com/201...-grouping.html
One common trick is to put the highest flowing injector on the leanest running cylinder. This makes sense; we might not know how much more air that cylinder is getting, but at least we can give it some extra fuel to accommodate it better. This is obviously not the most precise technique, but as far as rules of thumb go, it's not a bad one to practice.
http://redhardsupra.blogspot.com/201...-and-4bar.html
A friend of mine got some SVO Greentop 42s, and send them to Deatschwerks for some cleanup and flow testing. He wanted the injectors tested not at some arbitrary rated pressure that the injectors will never see in his application, he actually wanted to see what they would flow at the intended rail pressure. He called up Deatschwerks, talked to whoever did the service, and asked about the additional testing at the GM standard of 58psi. They said no problem, and sent him not one but two flow sheets: one at 43.5psi and one at 58psi. This sort of data should once for all settle all SVO flow discussions, as it's done on the same bench, with the same injectors, by the same technician, hopefully with the same methodology. I love the smell of science in the morning!
I dont want to thread jack anymore, here's my thread with the injector dilemma. Injectors are flowmatched at 4 bar and flowed 499 to 501cc.
http://www.hptuners.com/forum/showth...t=30513&page=2
99 Hugger Camaro LS1 M6 TSP Torquer V2 cam, 100 dry-shot N2O, 42# "green tops", lid, p&p MAF/TB, LS6 Intake, Hooker LT's, Custom ORY with Flowmaster Merge, DMH cutout, Magnaflow CB, tuned with LC-1 and '02 OS.
I'm also running Ford GT42s.....Runs like ass in CL (-10) and a top in OL (0). I read it was my switchpoints but I think screw CL for this car.
Where was the orignal post moved to?
SRT 10 without any mods. But still hella fun too drive.
93 fox coupe with a 427 in the works.
its gone. his previous posts dont show it.
wouldve made for a decent discussion
It was mostly links for the website http://www.injectordynamics.com/
99 Hugger Camaro LS1 M6 TSP Torquer V2 cam, 100 dry-shot N2O, 42# "green tops", lid, p&p MAF/TB, LS6 Intake, Hooker LT's, Custom ORY with Flowmaster Merge, DMH cutout, Magnaflow CB, tuned with LC-1 and '02 OS.
The link was to our application data page: http://www.injectordynamics.com/ApplicationData.html
The original post included some technical inaccuracies so I asked that it be removed.
Sorry if it caused any confusion.
Paul Yaw
Injector Dynamics
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