With at least 4 cars now over the 400hp mark (hopefully I'll joining in soon) I was just wondering what if any problems are raising their ugly heads...
"The FACTS are always subject to CHANGE once the TRUTH is applied"
"In the entire history of man the only stupid questions are the ones that don't get asked"
Well I soon hope to be joing that 400hp club, got my tune workin today
No real issues off hand besides my stupid fuel pressure reg wants to act up every now and then.
~2014 New Z under the knife, same heart different body~
______________________
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The VE tables on hpt suck. You only have 100% of VE to work with so moving the high rpm VE up kills your idle VE. Spark past 6400 and fuel past 7000. It all plays a big part and makes things difficult.
Could it be a problem of running high impedence injectors? Or is it more of a HP didn't decode enough usable files?
A lot of the local "import" guys that I feel actually know what their talking about say to wire in resistors and run low impedence injectors because anytime they get over 550cc with high impedence they have problems with idling/tuning and other problems. But when they switch to low impedence they can run up to 1000cc without problems because they can react (open and close) faster.
What about Spark control? Any problems there?
I'm debating rather or not to just say screw it and go ahead and wire in the Tec3 or just go ahead and get the car back on the road now and then wire it in this winter.
"The FACTS are always subject to CHANGE once the TRUTH is applied"
"In the entire history of man the only stupid questions are the ones that don't get asked"
Well there is a reason that 750cc is the largest High imp injector you can find. I think we need to get the resistor box for brians car and use the 1000 cc injectors. That idle pulse you have brian could be from the injectors not closing fast enough.
listening......
my issue right now is misfires popping up, which is my guess for not a strong enough spark along with to high of a plug gap. like i was discuessing with tom last night the thing that sucks about hpt is long flash times, and amount of time the ecu takes to learn the tune. my car idle decent with 750cc but always runs like poo when cold, i would like to know more about the resistors i have a set of 1000cc low imp. i think for the motec..... but i think for what little was changed from the gm reflash car doesnt run that bad, one of the questions i was having is has anyone tuned out rich conditions when in pe mode but no to low boost? my car goes 10.0 on the aem wb before boost kicks in
R.I.P. Brian Klocke, you will never be forgotten
So your talking higher rpms w/o any boost?
no im talking about during lag, i make full boost at 4k, but before that it will run 10.0 afr @ 5psi,
R.I.P. Brian Klocke, you will never be forgotten
Boosted2point4 wrote:no im talking about during lag, i make full boost at 4k, but before that it will run 10.0 afr @ 5psi,
we could clean up the VE around those cells..
P&P Tuning
420.5whp / 359.8wtq
Also (even tho Protomec says its not the best way to do it) you can use the IPW multiplier vs Map, I suggest using the VE tables as well.
ok so really need to look into the resistor thing, tom figured out that i have maxed out my 750's
104 injector duty cycle, 18msecs.
R.I.P. Brian Klocke, you will never be forgotten
Quote:
my issue right now is misfires popping up, which is my guess for not a strong enough spark along with to high of a plug gap
x2. im getting spark blow out.
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Quote:
Boosted2point4
ok so really need to look into the resistor thing, tom figured out that i have maxed out my 750's 104 injector duty cycle, 18msecs.
10 watt x 10 ohm resistors from Radio Shack (about $6 for 4) spliced into the
Grey wire on the injector should do it.
Here's a pretty good write up
http://www.team-integra.net/forum/display_topic_threads.asp?ForumID=10&TopicID=172611&PageMsg=Viewing+Common+Topic
Edited 1 time(s). Last edited Wednesday, September 19, 2007 5:25 AM
"The FACTS are always subject to CHANGE once the TRUTH is applied"
"In the entire history of man the only stupid questions are the ones that don't get asked"
How exactly should this splicing be done? I am likely going to do this as i'm running low imp injectors on my 99. I never had an issue in the past when I was s/c but i'm sure once the boost goes up something could pop up. Would the resistor simply be spliced in line (wire ---> resistor ---> wire) ?
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regardless of tune, I think idle is going to suffer slightly with 1000cc injectors
I've heard it being referred to as "trying to fill a shot glass with a garden hose"
a staged injection system like the hahn port fueler is really the best option for a high HP high boost street car
either that, or raise the idle speed to 1500 or 2000rpm. it sucks, but at least it will idle, right?
hopefully HPT will start to try and crack more of our ECU and offer us some more support.
I've been thinking that our ECUs are just the major electronic weak point of our cars. HPT can't defeat it because its just that bad. lack of flexibility stock and lack of flexibility even after a reflash.
HPT serves its purpose to an extent, but once you begin getting into more advanced tuning it just doesn't seem to cut it anymore (unless you're an LS1/ LS2 guy)
That's how they would wire in but you shouldn't have a problem with a '99 PCM.
I'm pretty sure the injector drivers are the same in a '99 as they are in a '97-'98. You can run High impedance injectors with low impedance drivers ('97-'98-'99) but you can't run Low impedance injectors with high impedance drivers ('00> ).
"The FACTS are always subject to CHANGE once the TRUTH is applied"
"In the entire history of man the only stupid questions are the ones that don't get asked"
I wish I could track down my mis-fire issue..... I had it
pre-boost...... and now with boost, its just gotten worse. I've checked my connections for the Injectors, replaced the 2.4 ICM, swapped to 2.2 coil conversion, new spark plugs (3 different sets), different fuel injectors (OEM, 60lb, 72lb)..... I'm going to try adding a engine ground kit, and maybe a voltage amplifier...... other then that, I'm at a loss.
I might be putting my 'recently purchased' 72lb/750cc injectors up for sale. I have a line on some 900cc injectors.... Then I guess its time to add the resistors (thanks for the info Gary).
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'02 Z24 420whp
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'78 Buick Opel Isuzu W41 Swap
I found this write up for the resistor install
http://www.homemadeturbo.com/tech_projects/dsm_injectors/index.html. It says to put them in the
POWER WIRE FROM THE ECU which on our cars would the
x color with BLACK STRIPE.
If anybody finds anything different please feel free to correct.
"The FACTS are always subject to CHANGE once the TRUTH is applied"
"In the entire history of man the only stupid questions are the ones that don't get asked"
misfire problems would be nice to find out... i guess im going to end up putting in the 1000cc we'll see how that goes, my neighbor works at a honda dealership and is suppose to be bringing me a resistor box
R.I.P. Brian Klocke, you will never be forgotten
I should have my car tuned by the end of next week. I will let you know how it went. I am only looking for 300whp though.
Darryn
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ive got a 3 bar tune ready to go for brian as soon as he gets a 3 bar map so we will see how that works out.
DaFlyinSkwirl (PJ) - BPU++ wrote:regardless of tune, I think idle is going to suffer slightly with 1000cc injectors
I've heard it being referred to as "trying to fill a shot glass with a garden hose"
a staged injection system like the hahn port fueler is really the best option for a high HP high boost street car
either that, or raise the idle speed to 1500 or 2000rpm. it sucks, but at least it will idle, right?
hopefully HPT will start to try and crack more of our ECU and offer us some more support.
I've been thinking that our ECUs are just the major electronic weak point of our cars. HPT can't defeat it because its just that bad. lack of flexibility stock and lack of flexibility even after a reflash.
HPT serves its purpose to an extent, but once you begin getting into more advanced tuning it just doesn't seem to cut it anymore (unless you're an LS1/ LS2 guy)
Hey guys, I browse this forum once a month or so to see what's up in the tuning section and this post caught me.
In the order of items you speak of:
You will find idle much easier to tune with a manifold referenced regulator. The vacuum at idle reducing rail pressure is nice.
There are more tables that HPT needs to make available (see EFIL), but also, part (and a very time consuming part) of a manufacturers budget for new cars is controls and calibration. Keeping it simple up front aids all around for profits. The ECUs programming for these cars is unfortunately very basic, and even with access to more of the relevant tables, shortcomings will abound. All we are tuning is data tables for fixed programming, and if the fixed programming is not there, nothing outside of a custom OS can fix this... So that's a wall. The LSx crowd benefited from the fact that the control system for the first LS1 (and those to follow) started on a flagship car (vette, duh!) that gets a much larger developement budget than a j-bod. Then, in the years to follow, the vette would share PCM architecture with the F-body. These vehicles (and v8 vehicles to follow) have all benefited.
Personally, unless supercharged, if I were pushing the stock bottom end or working with a built engine, I'd be running mega-squirt along with the stock PCM. It's cheap and it does all that you want and more (for the most part
)
can anybody post screen shots from EFI Live? i want to see teh diff.
