Please Help Define Injector Timing

HPTuners Staff, please help:

Been fighting with light throttle surge in a 416 with l92 heads / L76 intake transplanted into an 01 LS1 Camaro. VE table is spot on as dialed in by WB and all injector values are taken from the Holden Commodore 6.0. It surges in OLSD, OLMAF, CLSD and CLMAF, so it isn't prop fueling, issues with closed loop or a bad MAF. I have ruled out spark timing as well through much experimentation. The only thing left is injector timing, for which HP Tuners lists the following tables. I opened up my stock tune using EFI Live’s demo software. I couldn’t find an Injection Boundary table, but I found the two others. I have included EFI Live’s definitions in parentheses to help shed light on these tables.

Injection Timing Boundary: Fuel injection delivery boundary as number of reference periods after TDC. (Stock value = 6.5)

Normal Injection Target vs. ECT: The end of injection target measured in reference periods after the injection boundary that the normal injection pulse should finish. (Stock values range from 2.55 at low ECT to 5.55 at high ECT) [EFI Live: This table will offset the actual opening of the injector referenced to the reference pulses and engine coolant temperature. {B3702}]

Makeup Injection Target vs. ECT: The end of injection target measured in reference periods after the injection boundary that the makeup injection pulse should finish. (Stock values all at 5.55) [EFI Live: This table modifies the timing of the additional pulses that maybe required after the {B3702} Injection Timing offset limits are reached. These values should not exceed those in {B3702} Injection Timing. {B3703}]

Based on HPTuners mouseover definitions, the stock Injection Timing Boundary is 6.5/24*360=97.5 deg ATDC, and the stock Normal Injection Target vs. ECT further adds 5.55/24*360=83.25 deg ATDC, for a total of 180.75 deg. This is confusing since I thought the LS1 uses end of pulse to back calculate when to start the pulse. Based on EFI Live’s definitions, the Normal Injection Target vs. ECT table actually subtracts from the Injection Timing Boundary to define when the injector opens. That is, the injector fires at 97.5 deg ATDC – 83.25 deg = 14.25 deg ATDC. This last definition makes more sense as the stock LS1 cam begins opening the intake valve @ 0.050” around 14.25 deg ATDC.

Could you please help us understand what these tables do and how they interrelate? I have a suspicion some of the definitions aren’t quite right. What do I need to change to get my injectors to open about 25 crank degrees earlier than they currently do? Please also confirm that one reference period is 1/24 crank revolution.

Thanks

Here is some information on the topic http://www.hptuners.com/forum/showth...ight=injection both Chris & Greg(eficalibrator) give information on the values.

Hopefully this helps.

I actually read the post in the link you attached many times over the weekend trying to make sense out of how these tables work.

I understand that the Injection Timing Boundary table is the base reference point. What I don't understand is the Normal Injection Target vs. ECT table. Does it subtract from the Injection Timing Boundary table to define an injector firing start point, as the EFI Live definition seems to suggest? Or does it add to the Injection Timing Boundary to define a point that is yet further in positive crank degrees from TDC for the ECM to back calculate from, as the HPTuners mouseover seems to suggest? I believe the first is correct, but cannot be 100% sure based upon the available definitions.

Also, one crank reference period is 1/24 revolution for 24X reluctir engines. Correct?

the values are End of Injection targets. The normal target vs coolant is when the main or first injection pulse should finish *after* the boundary. The hardware then calculates when to open the injector to deliver all the fuel at the current pulsewidth before the end of injection target. By that logic, to make the injectors open sooner (finish earlier) you would make this value smaller.

The way i see it is the numbers come out to injecting fuel during the intake stroke high airspeeds ie. when the intake valve is open (to maximize atomization and minimize puddling at the valve & wall wetting). The End of Injection would then occur sometime before the intake valve closes, not opens. eg. sometime around 180deg ATDC or before.

The way i read it efilive's definition is the same as ours.

Chris...

Thanks for the reply. Last light I went through several flashes with differing values in the Normal and Makeup tables. What I found was that the car does not like the values reduced.

Initially, I reduced all values in both the Normal and Makeup tables to 1.6 (24-deg) below stock, thinking that this would make the injector fire earlier. This made the car run noticeably worse. At WOT, power was noticeably down and the intake sound was a deep and sickly bog. Next, I increased all values in both the Normal and Makeup tables to 1.6 (24-deg) above stock. This made the car run better. Throttle response was snappier and the WOT intake sound was nice, deep and robust.

So, if Chris’s definition is correct (i.e. the values are end of injection targets), changing the EOIT from stock’s ((6.5 boundary + 5.5 Normal)/24)*360=180-deg ATDC to ((6.5 Boundary + 7.1 Normal)/24)*360=204-deg ATDC actually made the car run better. The difference was noticeable.

Anyone have any idea what is going on here? According to my thinking, a larger than stock cam should want the injector to fire earlier to put it in sync with the intake valve opening and the initial rush of air into the cylinder. For this engine, firing the injector later made it run better. Cam is 228/232 114+4.

Quote:

---

Originally Posted by Chris@HPTuners

... By that logic, to make the injectors open sooner (finish earlier) you would make this value smaller.

---

Quote:

---

Originally Posted by Matt-B

What I found was that the car does not like the values reduced...
...Anyone have any idea what is going on here? According to my thinking, a larger than stock cam should want the injector to fire earlier to put it in sync with the intake valve opening and the initial rush of air into the cylinder. For this engine, firing the injector later made it run better. Cam is 228/232 114+4.

---

Bigger cams can exhibit a phenomenon known as "short circuiting" of the fuel where the vaporized fuel cloud gets blown right out the exhaust valve during overlap. To reduce the chance of this happening, one can DELAY the end of injection event so that there is less chance of this happening. To accomplish this, you would effectively INCREASE the values.

The downside to this is that you don't give the fuel as much time to evaporate, so combustion quality may suffer. It's still better than the misfire associated with dumping the fuel out the exhaust instead of trapping it in the cylinder. Also, since the fuel is now being injected across an open intake valve (it's normally early enough that it hits the closed valve), there is an opportunity for bore wash at low speeds until port velocity is sufficient to carry the fuel charge dominantly. For this reason, we only try to delay as little as possible to avoid the short circuiting.

I bet you don't find info like that in your average class or internet post. :D

Thanks. Fascinating information. The final values I ended up with were more conservative, only adding 1 across the board to both the Normal and Makeup tables. This seemed to provide as much practical benefit as the larger 1.6 addition I originally tried. Adding 1 to these tables should effectively delay the injector opening 1/24*360=15-deg. Do you think this is ballpark OK?

And I agree, you are not going to find info like this in your average calss or Internet post.

also remember that the dominating effect with your new cam is probably not tuned exhaust scavenging/overlap. It's just the simple increased duration and likely higher and more agressive lift increasing the volumetric efficiency (ie. airflow), compared to the stock cam.

Like most things injector timing could be optimized for torque on an engine dyno, rather than the many other probable optimisations for the stock injector timing. The LS2 hardware is a little more flexible in this regard as well.

It's interesting stuff indeed and something very few tuners play with, and no doubt in OEM-land is mostly optimized for emissions and cold start driveability (if at all).

One could scope what is happening with injection timing in relation to crank angle and spark. Firstly, to determine what TDC actually means. Secondly, to determine what relaised offsets moving these values around has.

The stock LS1 injects onto the back of a closed valve, and I usually interpret TDC to reference the peak of the compression stroke, not exhaust stroke. What phase does the LS1 use?

The reluctor wheel doesn't generate evenly spaced pulses, so 2x crank pulses could work out to be a physical duration of anywhere from 15* to 30* crank rotation.

I know this is a very old thread, however I think it was just getting to a point that would allow a tuner to enter a boundary value based on known valve events. The two missing components that I see are:
1- Is the TDC that the injection boundary follows compression TDC or overlap TDC?
-If this is based on Compression TDC, that would put the injection event during the middle of the exhaust stroke (exhaust valve open, intake valve closed)
-If this is overlap TDC, the injection event would occur while the intake valve is wide open, on it's way back closed. The exhause valve would already be closed and "short circuiting" would not occur. I know that it has been stated here that the ls1 in stock configuration injects into the back of a closed intake valve. If that is the case, this "overlap TDC" basis does not appear to be correct.

2- How long (in degrees of crank rotation) is a "reference period". If it is only15 degrees(360/24tooth reluctor), there is no way that you could do anything but inject to the back of a closed intake valve, regardless of the Boundary (max 8) and EOIT(max 8) settings. (assuming that boundary is based on compression TDC)

In my scenario, I'd like the injection to finish at around 20 degrees after overlap TDC (exhaust valve just closing, intake about 1/3 open) which would make the sum of the boundary and eoit=26.21 (if it is based off of compression TDC and each "period" is 15 degrees.

Can anyone clarify the TDC reference period and "period" value in crank degrees? Thanks in advance

Found this in a holden manual. Makes things a little more confusing. I do not know if reference period is 3, 12, 15, degrees or a multiple. They had a graphic of the Crankshaft Position signal and the pattern is very unique.

The reluctor wheel is mounted on the rear of the
crankshaft. The 24X reluctor wheel use two
different width notches (12° and 3°) that are 15°
apart. This pulse width encoded pattern allows
cylinder position identification within 90 degrees of
crankshaft rotation. In some cases, cylinder
identification can be located in 45 degrees of
crankshaft rotation. This reluctor wheel also has
dual track notches that are out of phase. The dual
track design allows for quicker starts and accuracy.

Also found this elsewhere online:
The crankshaft reluctor wheel is mounted on the rear of the crankshaft. The wheel is comprised of four 90-degree segments. Each segment represents a pair of cylinders at TDC, and is further divided into six 15-degree segments. Within each 15 degree segment is a notch of 1 of 2 different sizes. Each 90-degree segment has a unique pattern of notches. This is known as pulse width encoding. This pulse width encoded pattern allows the PCM to quickly recognize which pair of cylinders is at top dead center (TDC). The reluctor wheel is also a dual track-or mirror image-design. This means there is an additional wheel pressed against the first, with a gap of equal size to each notch of the mating wheel. When one sensing element of the CKP sensor is reading a notch, the other is reading a set of teeth. The resulting signals are then converted into a digital square wave output by the circuitry within the CKP sensor.

Maybe if someone knew when an injection cycle actually happens (osciliscope) on a stock ls1 with known boundary settings we could calculate what the "reference period" really is.

I wonder if a reference period is actually 45 degrees since "boundary" has a max of 8.... =360?

Anyone have any additional thoughts for the discussion? :hi:

found this thread with good info:

http://forum.efilive.com/showthread....jection-timing

After reading that thread I decided to try and see what moving the EOIT referance would do leaving the tune is SD and see what it would do to the AFR. I tune in lambda and I first made sure I had a stable base to compare to. I logged about a 5 mile trip that included several stops. After I had my base I made the same trip with every change to the EOIT and compared the AFR differance.

my cam is 226/230 .598/.600 112+2
according to the specs this cam has overlap of 53 at .006 and 4 at .050

The first change was to add 15% to the EOIT. The Lambda did not move with this change.

The next change was to add 18% the the original EOIT number. The Lamnda moved very little with this change. I noticed maybe a few spots of maybe 1% in the 800 rpm range but nothing the the others.

The next change was to add 20% to the original EOIT number. This change made the idle go rich right off by 2%. The upper RPM's showed maybe 1-2%.

From what the AFR shows I need to use 15%-18% added to the EOIT number for my tune. I'm going to see if the 18% corrects my rich idle and if not I can back it to the 15% and compare.

Compare the first two columns with each histogram, that is where most of the change shows up.

very interesting thread

Did you make the percentage increases to the Injection Boundary value or Normal injection target table? Any differences in perceived idle quality or unburnt gas smell? Thanks!

Quote:

---

Originally Posted by tinkerguy

Did you make the percentage increases to the Injection Boundary value or Normal injection target table? Any differences in perceived idle quality or unburnt gas smell? Thanks!

---

no, the boundary stays the same. the changes were made in the "normal"and "make up" tables.

Alright, let me take a shot at figuring this out. First, let me define a diagram for you to follow.

http://i70.photobucket.com/albums/i8...nschematic.jpg

Ok, now it seems to me that this format seems to fit Fords. But with the GM software, instead of counting in degrees from 0 (TDC compression), I think they start with TDC exhaust as 0. So where 360 is on my chart, that might be 0 and 540 on my chart might be 180.

If you take 360 crank degrees, and divide by 24 teeth (reluctor wheel), you get 15 degrees per tooth. If we define Boundary as just that, a boundary... a fence... a limit, and use that as a reference point from which to find our target, then a boundary of 6.5 would give us 97.50. To keep us on the same playing field as the numbers already on the chart, lets just add 97.50 to 360 = 457.50.

Add the normal injection target vs ECT of 5.55 to get 5.55 x 15 = 83.25. HPT says this is reference periods AFTER boundary. So add that to our 457.50 boundary to get 540.25. That's pretty much exactly BDC on the intake stroke. The intake valve would be wide open for about 2/3 of it's duration at this point. Seems pretty late to me for end of injection.

What if HPT got it wrong in the description? Could it be that it's BEFORE the boundary? 457.50 - 83.25 = 374.25. That's just after TDC on the exhaust (overlap) cycle. Looking at the Fords tables, many of their tunes come up in the 280 - 420 range, with 380 being typical. So this might pan out.

Let's look at another tune, a 2010 Camaro 6.2 auto. These tables are slightly less mysterious. The injection boundary is actually defined as 513. That fits nicely near the bottom of the intake stroke on my map. The definitions here call for the normal injection target vs ECT to be BEFORE the boundary! (Hmmm.... this goes back to what I mentioned above about the description being wrong?). So the ECT calls for 110 before the boundary if the engine is warm, and as much as 245 before the boundary if the engine is very cold. Looking at the 110 warm value, we're now at 513 - 110 = 403.

Then there's an injection vs RPM table that calls for pulling 0 at idle, 62 @ 3000 rpm, and 93 @ 4000 rpm. Sticking with WOT/high rpm focus, we'll take the 403 - 93 = 310. That puts us 50 degrees BTDC on the Exhaust (overlap) stroke. In other words, it's starting and ending the injection pulse sooner... before TDC and before the intake valve opens.

Now forget about duration @ .050. Think in terms of advertised duration for injector delay focus. There is some overlap, even on the mildest of cams. And even more on hot factory cams. So the exhaust valve is likely open until just past TDC, while the intake valve is likely opening just before TDC, or close anyway. One factor I'm not considering here is VCT on the 2010 camaro scenario. I haven't looked into whats happening with cam angle yet.

Now here's one more shot. Greg's book (pg 52, EM:AT) has a diagram with numbers laid out differently than what I came up with for the Fords. It looks like this:

http://i70.photobucket.com/albums/i8...gschematic.jpg

If you consider the same numbers from the above examples, the 2010 camaro had a 513 boundary, 403 warm at idle, 268 cold at idle, and 310 warm/high rpm.

The LS1 setup had 457.50 plus 83.25 = 540.25, OR 457.50 minus 83.25 = 374.25.

Cmon Greg, I know you're out there! Enlighten us.

The big problem with trying to call out an exact point of EOI, EVC, or IVO in crankshaft degrees is that it must be referenced to something. From one manufacturer to another, one ECU family to another, or in some cases one model year to another, the reference point can change. So "540 crank angle" is not always the same point when comparing two different systems since one might be referencing TDC Compression while another might be referencing a valve event.

What's important is that you recognize the trend on EOI offsets and know which direction you would want to push things if you were to change hardware. Adding more cam overlap opens the door for short circuiting, so we typically want to shift the EOI by some amount to minimize this. Exactly how much shift is necessary becomes subjective, so it's tough to say "just add x units and it'll be perfect." But I can look at the system and get a feel for whether it's degrees of crank angle or reference periods or whatever and still have a good idea of what kind of shift I might want to improve combustion stability. That's what I'm really after anyway. So as long as I shift things such that fuel is burning INSIDE the cylinder, we can move on to other calibration tasks.

The injector is only in the intake port, not in the combustion chamber, so exhaust valve position is not exactly a factor until the point where that intake valve starts to open. At that [overlap] point, the puddle mass (or gas cloud) on the back side of the valve is allowed to enter the chamber, and possibly make a fast exit right out the [almost closed] exhaust valve, right?

With a larger cam, the intake valve is opening sooner, and the exhaust valve is closing later. The overlap is likely increasing. Firing the injector earlier would keep it firing on a closed intake valve, but when the intake valve does open, some of the fuel gets lost out the exhaust valve. Also, firing too early risks having a different cylinder "steal" fuel from that intake port, which would enrich a different cylinder and enlean this one.

Firing later puzzles me. Unless you wait until after the exhaust valve closes to BEGIN injector spray, don't you still have the same problem with fuel mass getting sucked out by overlap? Or is the puddle mass built up on the back side of the valve so great [stock delay] that a much larger portion gets swept out the exhaust? If we're trying to jump over the overlap phase, we would have to have the new injector BEGIN be later than the old injector END, right?

How many crank degrees are we typically talking about here? And what about bore wash with this additional delay? Do I have my head on straight here?? This is more complicated by considering different sized injectors would have different start times, since it's back calculated from EOI.

I guess if we can't figure it all out, at least we would like to hear how one goes about calibrating the tables.

we've actually got quite a large thread on just this topic going on already...
I was able to prove on a dyno with a cammed car that moving the EOIT to a later point provided more torque across the board. More evident in the lower rpms and not as much in the upper rpms where the injectors are open for longer periods of time.

we have even come up with a worksheet to get us in the ballpark.
I've actually found so far that it seems you get larger gains up to the point of where the valve closes (0.006)... there were some gains past that point, but it was drastically less... 15~20 torque and then suddenly only 1~2 more beyond that point...

it seems like as long as you can find the point where your engine stops "short circuiting" by ending injection point later in the cycle, you can gain some power down in the lower rpms

I'm hoping to hit a local dyno this weekend(weather permitting) and show a stock EOIT setting vs later EOIT setting with a sizeable cam.


heres where I ended up with my worksheet
EVC based on .006 in the example in the spreadsheet right now


*Edit 08/10/2012*
Before you download, read further.
In further testing, I have found that Best power and torque typically occurs around Bottom Dead Center of the Intake Stroke where Intake air velocity is at its greatest... which means this worksheet doesnt really matter...
*End Edit*

Quote:

---

Originally Posted by soundengineer

we've actually got quite a large thread on just this topic going on already...
I was able to prove on a dyno with a cammed car that moving the EOIT to a later point provided more torque across the board. More evident in the lower rpms and not as much in the upper rpms where the injectors are open for longer periods of time.

we have even come up with a worksheet to get us in the ballpark.
I've actually found so far that it seems you get larger gains up to the point of where the valve closes (0.006)... there were some gains past that point, but it was drastically less... 15~20 torque and then suddenly only 1~2 more beyond that point...

it seems like as long as you can find the point where your engine stops "short circuiting" by ending injection point later in the cycle, you can gain some power down in the lower rpms

I'm hoping to hit a local dyno this weekend(weather permitting) and show a stock EOIT setting vs later EOIT setting with a sizeable cam.


heres where I ended up with my worksheet
EVC based on .006 in the example in the spreadsheet right now

---

hi + thanks for these infos

i´m working on this in my car now

so then you put 5.97 value in your normal table right on what ECT
and do you also put 5.97 in all your make up tablet ?
What about the boundry do you leave it alone ?

my cam is
.006 Int: 297 Exh:307
@.050 Int opens 14 BTDC and closes 9 ATDC
LSA 114 +4 (110 ICL)
That´s EVC 35,5

i get 5,94 shiftet normal
and 6,61 actual normal

so do i use 5.94 in all columns, or diffirent in the lower ECT

thanks

baezi

how should i do it ?

Quote:

---

Originally Posted by Baezi z06

hi + thanks for these infos

i´m working on this in my car now

so then you put 5.97 value in your normal table right on what ECT
and do you also put 5.97 in all your make up tablet ?
What about the boundry do you leave it alone ?

my cam is
.006 Int: 297 Exh:307
@.050 Int opens 14 BTDC and closes 9 ATDC
LSA 114 +4 (110 ICL)
That´s EVC 35,5

i get 5,94 shiftet normal
and 6,61 actual normal

so do i use 5.94 in all columns, or diffirent in the lower ECT

thanks

baezi

how should i do it ?

---

but then again if i use this EOIT worksheet here below i come up whith another values EVC 5,72 ????


which one is it ?

baezi

I've been working with this a bit today. I started by adding 5% then 10% then went as high as 18% to the EOIT numbers. so far the idle has smoothed a bit, but i'm still getting a bit of an idle misfire. curious to see if anyone has any recent results working with the injection timing that relates. my cam is a 226/226 .598/.605 110+4 based on the calculator i should have used 5.83 in the table which is roughly 5%. That showed no measurable difference in afr or idle quality, so I continued to add until it did.

bascially, you'll find that if you go to a dyno, you can push the value until it stops picking up power...
if your injectors are smaller, and you are getting upwards of 70% IDC or more, you wont even see the effects of pushing it around in upper rpm's

if you have a bigger injector and are at a much smaller IDC, you will see the changes at all rpm's.

I've found that typically you see the most power and torque from pushing it till your EOIT is somewhere near the end of your intake Lobe on your cam...bascially getting all the fuel into the cylinder at the latest point possible for the most ideal amounts of fuel still atomized for combustion

with my current cam 248/252 112+4, I ended up making best power pretty much at BDC...


the unfortunate part about the stock PCM is that there just isnt a way to push it around in real time.
on my current setup I use a Holley Dominator, and I can push that value in real time..
to the point where I can do a dyno pull, let the PCM correct the fuel within .1 AFR in real time, and I can just repeat until I see the most power....
on a loaded dyno with an eddy brake, I can hold it at any given rpm, and just push the EOIT till it shows the most power...


on a stock pcm, you cant really get an accurate measurement at idle from changing from one write to another because there are too many variables that change in that short time between writes.

typically, when you see it get the richest without any changing anything else in the tune, that is your best spot...that is when the most fuel can get into the combustion chamber, which means its going to be the most ideal spot for the EOIT to make power.
then you just lean it back out to where your A/F should be and life is good.


you typically wont smell raw fuel at ilde unless you are spraying before the exhaust valve is closed, or if you are extremely rich and have a lot of unburnt fuel in the cylinder, or in some cases, if you are pushing your air/fuel mixture back out the intake from reversion..

ok based on everything i've read in this thread
cam comparison is:
stock new
evo 105.5 107
evc 383.5 385
ivo 333 328.5
ivc 617 603.5

so based on (-784+(normal(5.55)+Boundary(6.50)*90=300.5
that's roughly 33* before the ivo on my stock cam and 28.5 degrees before the new cam's ivo.
now given the overlap on my cam i'd want to shift my SOIT to after my exhaust valve closes so I would need to know the relation between inj pw and crank degrees. without that it's just a best guess. at idle my car has a 3ms inj pw.

If I can figure that out I would be able to easily figure out what I wanted for my EOIT. anyone got a formula for ms to crank degrees so i'm not guessing on the numbers I enter into the normal table?

ok so after so basic math each injector fires for aproximately 1/5000th of a crank shaft revolution based on 3ms pw and 950 rpm so that means if i did the math correctly the SOIT to EOIT is on a fraction of a crank degree. sooooooo if i wanted to delay the SOIT till after the EVC i would input (-784+(boundary(6.50)+X)*90=386 and find for X. X would equal 6.50. Am I on the right path????

Quote:

---

Originally Posted by jimbos'ss

ok based on everything i've read in this thread
cam comparison is:
stock new
evo 105.5 107
evc 383.5 385
ivo 333 328.5
ivc 617 603.5

so based on (-784+(normal(5.55)+Boundary(6.50)*90=300.5
that's roughly 33* before the ivo on my stock cam and 28.5 degrees before the new cam's ivo.
now given the overlap on my cam i'd want to shift my SOIT to after my exhaust valve closes so I would need to know the relation between inj pw and crank degrees. without that it's just a best guess. at idle my car has a 3ms inj pw.

If I can figure that out I would be able to easily figure out what I wanted for my EOIT. anyone got a formula for ms to crank degrees so i'm not guessing on the numbers I enter into the normal table?

ok so after so basic math each injector fires for aproximately 1/5000th of a crank shaft revolution based on 3ms pw and 950 rpm so that means if i did the math correctly the SOIT to EOIT is on a fraction of a crank degree. sooooooo if i wanted to delay the SOIT till after the EVC i would input (-784+(boundary(6.50)+X)*90=386 and find for X. X would equal 6.50. Am I on the right path????

---

you are overthinking this....
you dont need start of injector timing.. .its back calculated by the pcm
you only need end of injector timing....
and as I stated... its going to be closer to Bottom Dead center for optimum power and torque..

GM made the point so that it would be more friendly to emissions and you could benefit from fuel evaporating on the back side of the closed valve... great for emissions at idle, does no good at WOT where the stock injectors are pretty much statically open...
as a matter of fact.. at WOT, once you hit 80% Duty cycle... it doesnt matter where you put the EOIT, you wont see any changes in power
where you benefit from EOIT is in the Lower rpm's

finishing somewhere around Bottom dead center gives you the most power because you have the most velocity pulling the intake charge into the combustion chamber...your injectors are still spraying on the back of the valve...thats how the injectors are aimed...the valve is just just open instead of closed.


I stopped worrying about the math quite some time ago...
I just take it to the dyno and push it till it stops making increases in power...
which as I have just said.. is usually somewhere close to Bottom dead center on the intake stroke...

I was actually thinking about this I don't have access to a dyno so just street tuning for me. I was thinking of placing the EOIT somewhere between peak intake valve lift and BDC on the intake stroke so the intake velocity would be pretty high. Tomorrow when I get around to testing it out on my car i'm gonna go with 465* which would put me well after EVC and at peak intake valve lift. It will be pretty close to BDC on the intake stroke. I'm just hoping to improve the idle and part throttle response and power deliver while saving some of the fuel i'm blowing out the exhaust.

Quote:

---

Originally Posted by jimbos'ss

I was actually thinking about this I don't have access to a dyno so just street tuning for me. I was thinking of placing the EOIT somewhere between peak intake valve lift and BDC on the intake stroke so the intake velocity would be pretty high. Tomorrow when I get around to testing it out on my car i'm gonna go with 465* which would put me well after EVC and at peak intake valve lift. It will be pretty close to BDC on the intake stroke. I'm just hoping to improve the idle and part throttle response and power deliver while saving some of the fuel i'm blowing out the exhaust.

---

spraying the fuel as late as possible = no losses out the still open exhaust port

just because the valve is starting to close, does not mean you dont have velocity

you could really go crazy and try to figure out where the most velocity happens....or you can use an engine analyzer program to show you best velocity at various rpm's...
the unfortunate part, is most of our LS1 pcm's do it by temperature only and dont account for rpm...
this is where the LS3/ls7 pcm's shine.. because you can adjust eoit by rpm which means you can optimize it for any given rpm making it match for best velocity based on relative injector pulsewidth(you would need a 2 axis table with IPW and rpm to make it perfect)

I'll give it a try close to BDC. The only thing that concerns me right now is the boundary table. I was planning on leaving that at the stock setting of 6.50, but other than being combined with the normal table I don't know what effects it has in the OS. does it need to be higher than the Normal table numbers? for example if I needed a value of 14.0 to achieve a desired EOIT, would I want the boundary set at 7.5 and the normal table set at 6.5?

its a combined value....
no idea why they didnt just make it one table...
but it doesnt matter what vales are in each table... it just matters what they both add up to.

Quote:

---

Originally Posted by soundengineer

its a combined value....
no idea why they didnt just make it one table...
but it doesnt matter what vales are in each table... it just matters what they both add up to.

---

Ok thanks, that's what I was hoping for.

This little experiment actually turned out quite nicely. No more lean misfires at idle, no more raw fuel smell in the exhaust, and my WB is no longer reading lean. The car drives a bit smoother as well. I love when things workout! The only negative side I have seen is the NB o2's seem to be taking longer to start oscillating at idle.

What was your final value for both numbers?

I have decreased injection timing and smell still there how far can i go??

Any more input on this subject. I'm still a little confused.i have a 234/244 cam and would like to figure out a starting point to working on EOIT.
Do I add the same to my makeup as I would to my normal

Annivers-there are PLENTY of posts about EOIT.. Just do a quick search and you will find TONS of information on how to perform all of the math. I think JImbos posts above make the most sense though. Go back and read what he typed about BDC and tying injector timing to that event. From what I have read, some people say to "just experiment with different settings" until you find what your car likes. Others want to drill down specifically on valve events. I think it comes down to what type of cam you have-LOTS of over-lap, or just a little over-lap, or no over-lap. Cam type is going to determine exactly how much you have to alter your EOIT. Some believe that on cams with overlap (lots, or little) that you want to start the injector spraying AFTER the exhaust valve has closed so that you are not losing raw fuel into the exhaust system. This means your EOIT will occur while the intake valve is open-which is DIFFERENT than how GM intended it to work. GM wants the injector to be done spraying BEFORE the intake valve opens. In fact, if you check a factory LM7 cam timing events you will see that the injector sprays on a closed intake valve, and actually STOPS spraying on that valve a full 75 degrees (crank degrees) before the intake valve opens. That gives that fuel time to sit on the back of the valve and cool the valve, and it allows the fuel time to atomize and turn from a liquid into a gas for better combustion. Firing on a closed intake valve also means you can't wash your cylinder walls down with raw fuel by spraying liquid fuel past an open intake valve directly onto a cylinder wall. Once you get into a bigger cam with over-lap, you have to take into account when your injector is spraying fuel. If there is fuel sitting on the back of the intake valve, and it opens, and the exhaust valve is still open, you are going to lose a part, or portion, of that fuel out the exhaust, or reversion from the exhaust system could blow that gas cloud back into the intake manifold allowing it to be ingested by another cylinder. Either way, over-lap is going to drive when you have the injector spraying the fuel. Further, the amount of over-lap is going to be the biggest determining factor on injector timing.

I take no credit for any of the thoughts I typed above. Like I said, I have spent the last 2 days reading nothing but EOIT threads and these are the things that have stuck with me. If you decide to mess with this, please post back and let us know your results. There seems to be a lot of discussion, but very little real world data findings posted back for the rest of us to see.

Thank you. Yes I've been reading myself trying to get to what's what.
I understand what GM intended to do but it seems like that works best for stock or mostly stock applications.
In my case with a cam with lots of overlap , From what I e read you want to delay the timing. At least enough to even if the intake valve Is open it will still be enough to get the fuel into the cylinder even if the exhaust valve isnt fully closed you wont lose as much out of the exhaust.
I'm gonna play around with it when I can and report back when I can.