To make the injector scaling easier in HPT it would be a grat step to show the injector timing and mg/sec in a two column table instead like the actual one column and y(row) axis style
Yes i know it would be like in CMR then but it's way more descriptive there
Last edited by DH Individual; 07-25-2015 at 04:52 PM.
ok i need help. Which table(s) need modified when just changing injectors. I understan the percent difference from lets say stock injector to the 62s i put in this 6.1 but what i dont see nor understand is what tables to multiply. Help.
Here's my research
Bosch 60lb gt500 injectors 0280158298:
InjPW vs Fuel mass:
0 0
0.00021875 0.032
0.001203125 0.128
0.0034375 0.232
0.004 0.328
0.0045625 0.432
0.00540625 0.528
0.0061875 0.632
0.006921875 0.728
0.008078125 0.928
0.01203125 1.232
0.01553125 1.728
0.090125 10
0.695046875 100
Fuel mass vs InjPW
0 0
0.032 0.00021875
0.128 0.001203125
0.232 0.0034375
0.328 0.004
0.432 0.0045625
0.528 0.00540625
0.632 0.0061875
0.728 0.006921875
0.928 0.008078125
1.232 0.01203125
1.728 0.01553125
10 0.090125
100 0.695046875
Ford racing Siemens Deka 80lb:
InjPW vs Fuel mass:
0
0.004 0.104
0.00778125 0.2
0.00925 0.304
0.00990625 0.4
0.010765625 0.504
0.012265625 0.6
0.01371875 0.704
0.016 0.904
0.022015625 1.2
0.0295625 1.8
0.042140625 2.8
0.11575 10
0.169359375 15
Fuel mass vs InjPW
0 0
0.104 0.004
0.2 0.00778125
0.304 0.00925
0.4 0.00990625
0.504 0.010765625
0.6 0.012265625
0.704 0.01371875
0.904 0.016
1.2 0.022015625
1.8 0.0295625
2.8 0.042140625
10 0.11575
15 0.169359375
Eastern and Central Europe American Muscle and Harley-Davidson tuning
www.hd-customs.pl
http://www.facebook.com/hdcustomspl
Eastern and Central Europe American Muscle and Harley-Davidson tuning
www.hd-customs.pl
http://www.facebook.com/hdcustomspl
May be anyone has table to use for ID 850 cc injectors to use for Jeep SRT8 2008" ?
another question is for parameter: Startup InjPW Scalar - i assume this one should be lowered as well for the % of bigger injectors over stock ones, right?
I use ID850's in my 6.1 based 300 SRT8. I use 3.001 as the Startup InjPW Scalar, though that was input by a prior tuner.
ID850's are fully mapped out on their website with scalars and flows. Make sure you check it out.
This is a fantastic thread. I'm upgrading from the 5.7 injectors to the 6.4's. Originally I thought about the % difference method mentioned in this thread but I have the ability to look at the injector settings from a 6.4 stock tune. Would it be accurate to use the stock 6.4 tune data as a good starting point?
In the attachment I can see the tables to observe differences. My thought was to verify these using the math from this thread but I wanted to ask for opinions.2016-04-02_1416.png
2013 Dodge Challenger RT Plus - Shaker
+1 for this thread. Super helpful when scaling my 1200cc injectors on my srt4!
This is the right way to get it done. HP Tuners is an amazing tool, and you should think of it that way. We adjust tools to suit our needs, we adjust the tune to also suit our needs. Since the best resolution on the stock file is up to 10ms on the injector, a good way to get them to read proper when needing more fueling at higher boost levels would be to manipulate the Y-axis similar to what was done above.
This would get you more control over your injector, instead of the almost infinite last value on the injector scale. A way to make this easier is to get the last 10ms table values, double them to 20ms and there you go, more control of your bigger injector
Bader Norris
MEP Tuned
Telephone: +965-55446651
Email: [email protected]
hi
can i make backfire in certain RPM with this method
Last edited by memet_engineer; 09-11-2016 at 05:50 PM.
Decel backfire has a lot more to do with ignition advance along with DFCO settings than making the car stray from stoich on decel. Whenever you're in decel mode, you're still running in closed loop, so trying to stray from stoich on decel will just result in the STFT and LTFT working overtime while decelerating, all the while still running at soich (or, if you go extreme enough that the fuel trims run out of room for adjustment, you'll just throw a CEL).
Last edited by B00STJUNKY; 09-11-2016 at 09:52 PM.
Btw, backfire usually is from running lean.
Eastern and Central Europe American Muscle and Harley-Davidson tuning
www.hd-customs.pl
http://www.facebook.com/hdcustomspl
You're quite right, as my experience has been exactly that when running an EMS and having the low load (decel) portions of the map running in the 16-17:1 AFR range, which resulted in decel pops/backfires (wasn't intentional, just wasn't really concerned with decel AFR and happened to notice that the lean AFR on decel resulted in those pops/backfires). I corrected my above post to account for folks trying to go one way or the other with AFR. Seems a common misconception that I've read from folks stating that running rich on decel will cause the backfire (presumably from "loading up the exhaust with unburnt fuel, leading to eventual backfire from residual heat igniting said fuel").
But to further speak to ignition timing having a direct effect on decel popping/backfiring, I discovered this while comparing calibrations from a stock Neon SRT-4 vs a Mopar S1 calibration which has MUCH more popping/gurgling/backfiring on decel than stock does. I noticed the changes that affected decel backfire were in the PT Ignition Timing in the extreme low load sections of the map (decel) where timing was dialed way, WAY back from the stock calibration. Mimicking those exact changes on a stock calibration resulted in getting the same pops/gurgles on decel that a Mopar calibration would give.
Seems a lot of customers really like that effect.
Last edited by B00STJUNKY; 09-11-2016 at 10:03 PM.
I may have missed it but on the injector data, it says that the InjPW vs Fuel Mass must be inverse of the Fuel Mass vs InjPW table. How do you get the left column numbers to change to match the edit-able right column number?
Thanks
Mike
Mike Norris Motorsports
660 Andico Road
Unit D
Plainfield, IN 46168
407-616-2518
www.mikenorrismotorsports.com
[email protected]
good info
09 Pontiac G8GT LSA conversion & cammed (HP Tuned)
07 Trailblazer SS Cammed & Nitrous Fed (HP Tuned)
I know this is old but am struggling with creating a calculator to convert Dodge injector flow rates. Quick question....if the SD 80 flow 89.233 lb/hr or 11.31 g/sec at 4 bar (58 PSI), how could a 1.2 ms pulse width equal .022 g/ms? why isn't it closer to the 1 ms value of .01131? What am I missing. I believe the Dodge is running 58 psi fuel pressure as well.
Thx
Ed M
Last edited by mowton; 03-08-2017 at 01:46 PM.
2004 Vette Coupe, LS2, MN6, Vararam, ARH/CATs, Ti's, 4:10, Trickflow 215, 30# SVO, Vette Doctors Cam, Fast 90/90, DD McLeod, DTE Brace, Hurst shifter, Bilsteins etc. 480/430
ERM Performance Tuning -- Interactive Learning ..from tuning software training to custom tunes
HP Tuners Dealer- VCM Suite (free 2hr training session with purchase), credits and new Version 2.0 turtorial available
http://www.ermperformancetuning.com
http://www.facebook.com/ERMPerformanceTuning
[email protected]
TTT ^^^^^^^^^^
Ed M
2004 Vette Coupe, LS2, MN6, Vararam, ARH/CATs, Ti's, 4:10, Trickflow 215, 30# SVO, Vette Doctors Cam, Fast 90/90, DD McLeod, DTE Brace, Hurst shifter, Bilsteins etc. 480/430
ERM Performance Tuning -- Interactive Learning ..from tuning software training to custom tunes
HP Tuners Dealer- VCM Suite (free 2hr training session with purchase), credits and new Version 2.0 turtorial available
http://www.ermperformancetuning.com
http://www.facebook.com/ERMPerformanceTuning
[email protected]
This are values finally tuned on car, math it's math, but as stated on first page, you need to make finall adjustment by logging.
Eastern and Central Europe American Muscle and Harley-Davidson tuning
www.hd-customs.pl
http://www.facebook.com/hdcustomspl