6.0L BTR STG 3 INJ Data

[Darkblood]

Hey everyone. Im new to hptuners but have been reading alot about it along with videos and tutorials, however, Im coming across something that may just be a basic mistake, or something more.
As the title states, its a 6.0L, with a btr stage 3 cam ( turbo ), but not turbo hooked up yet, this will be n/a for the time being. Ive also got an upgraded intake, as well as a 102mm throttle body. I had a 411 which came out of a turbo'd vehicle 2.5bar map, and no maf, no O2s, and had 80lb injectors.

Since our motor had stock injectors, we bumped them up with VS racing 210lb 280158821 . Ive requested the INJ flow data to input into the pcm. however these are the 2 problems i came across

[Minimum Pulsewidth 0.125
Default Pulsewidth 0.125
Short Pulse Limit 3.25 ]
My first issue is Im unable to enter 0.125 into the min and def tables. When I try, it changes my values to 0.122 instead ( the pcm came with 0.198 loaded )

My second issue is more of a question. They provided flow values for flow vs. Manifold Vacuum. for standard, and scaled... however both rows have the same data..
Flow vs. Manifold Vacuum
(kpa) 0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80
g/sec 30.453 30.635 30.817 30.999 31.18 31.361 31.541 31.721 31.9 32.079 32.257 32.434 32.61 32.786 32.96 33.133 33.305
g/sec scaled 30.453 30.635 30.817 30.999 31.18 31.361 31.541 31.721 31.9 32.079 32.257 32.434 32.61 32.786 32.96 33.133 33.305

Is this correct ?

And last, Ill state that I did ( fire up ) the motor with the PCM as-is with previous tune.... Using my 210lb injectors. and the car did fire up but struggle to idle ( as expected ).
When I input the VS data for the new injectors, the car would not fire up at all.

as-is Tune is in the attachments. Any input would be appreciated, thank you.

[TheMechanic]

Get someone to build you a startup tune. You will be chasing your tail and over your head without a base tune. To much work for you with way to many ways of blowing it up. Not a good learner' vehicle

[5FDP]

I can't help you on the data for them, they are way too big and I feel you'll be chasing your tale on a stock PCM. Those things will support like 1400+ horsepower.

I'd sell them and buy much smaller injectors with plug and play data that is known to work.

The reason for the number changes in certain tables is that you are at the mercy of the computers coding, certain values just don't fit and it rounds them up or down. It is what it is and don't sweat over it.

[blindsquirrel]

Different controllers have different minimum increment sizes for various tables. Less than half the minimum it rounds down, more than half it rounds up.

Injector flow rate table minimum increments:

P01
0.0620050112395

E40
0.0009688283006

late E38
0.00193765660125


None of the different families have the same minimums, so the number it rounds to is the closest it will ever be able to be.

[Darkblood]

Thanks guys. Yea i had a suspicion that there was a resolution increment issue. Hence the rounding. So that makes sense. Im also aware the injectors being huge might be a tuning issue, but these are the injectors that were provided to me so i figured they can be made to work. I should make a correction on my post, i found out the pcm was actually running 210LB injectors , not 80. So theoretically mine should also work.

Still havent figured out why VS gave me standard and scaled data which is identical.

I will continue to tinker and see if i can get it idling. Thanks and ill repost if any progress.

[info@gallatinautorepairs.]

I would just start with the stock injectors and get them up and running with the new camshaft to get your feet wet. it will be much easier to tune and you won't ever run into any injector shortcomings until you reach about 5500 RPM. You can keep the boost injectors for when you actually have boost. One of the problems that you are going to run into with those big injectors is that with the stock fuel pressure your ECM can't provide a low enough pulse width time to allow for a proper idle. The ECM doesn't give you any indication that it's defaulting to it's lowest possible injector pulse time. It's more that you make pretty drastic changes to the tune with basically no results. What we normally do when clients have too big injector size is to regulate the fuel pressure with a boost reference fuel pressure regulator and lower the fuel pressure during higher manifold vacuum situations. Be aware that manifold vacuum is going to rise as the idle gets closer to Stoichiometric and the gnine begins to idle better.
With the lower fuel pressure we can then get the injector pulse width controlled and we get the benefit that as manifold pressure drops the fuel pressure rises giving you a bit of, "manual fuel enrichment" as you quickly open the throttle plate. We hardly ever do turbocharger kits that don't involve some form of a a boost reference fuel pressure regulator anyway so this is just another step that you have knocked out on your way to boost anyway.