Max out in fuel table
07-15-2005, 01:33 PM
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Car: El camino 70 ss
Engine: corvette lt1 94
Transmission: 4L60E
Max out in fuel table
I have a 350 lo5 engine,4l60e,16196395,bjlk bin and in tank fuel
pump from a g20 van 94 (in a el camino 70 ss).
The engine is mod with open element,headders and compcam
lsa 110 valvlift int 0.432 ex 0.444.
The bin is from the van with som mod lik no egr,ae,pe and lower off idle fuel table, near idel fuel table ,som trans mod.
Iam max out in map 90-100 the blm is at 135-140 in some rpm
(99.61 values).
Wath is the best way to get the values right.
pump from a g20 van 94 (in a el camino 70 ss).
The engine is mod with open element,headders and compcam
lsa 110 valvlift int 0.432 ex 0.444.
The bin is from the van with som mod lik no egr,ae,pe and lower off idle fuel table, near idel fuel table ,som trans mod.
Iam max out in map 90-100 the blm is at 135-140 in some rpm
(99.61 values).
Wath is the best way to get the values right.
07-15-2005, 03:41 PM
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Car: An Ol Buick
Engine: Vsick
Transmission: Janis Tranny Yank Converter
Re: Max out in fuel table
Originally posted by honken
I have a 350 lo5 engine,4l60e,16196395,bjlk bin and in tank fuel
pump from a g20 van 94 (in a el camino 70 ss).
The engine is mod with open element,headders and compcam
lsa 110 valvlift int 0.432 ex 0.444.
The bin is from the van with som mod lik no egr,ae,pe and lower off idle fuel table, near idel fuel table ,som trans mod.
Iam max out in map 90-100 the blm is at 135-140 in some rpm
(99.61 values).
Wath is the best way to get the values right.
I have a 350 lo5 engine,4l60e,16196395,bjlk bin and in tank fuel
pump from a g20 van 94 (in a el camino 70 ss).
The engine is mod with open element,headders and compcam
lsa 110 valvlift int 0.432 ex 0.444.
The bin is from the van with som mod lik no egr,ae,pe and lower off idle fuel table, near idel fuel table ,som trans mod.
Iam max out in map 90-100 the blm is at 135-140 in some rpm
(99.61 values).
Wath is the best way to get the values right.
Then you might be able increase you BPWC, Base Pulse Width Constant.
07-15-2005, 04:35 PM
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Car: El camino 70 ss
Engine: corvette lt1 94
Transmission: 4L60E
The inj dc is at max 39 dont get over in any rpm or map .
I have the inj flow rate at 7.71.
I have the inj flow rate at 7.71.
Last edited by honken; 07-15-2005 at 04:48 PM.
07-15-2005, 06:41 PM
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Car: An Ol Buick
Engine: Vsick
Transmission: Janis Tranny Yank Converter
Originally posted by honken
The inj dc is at max 39 dont get over in any rpm or map .
I have the inj flow rate at 7.71.
The inj dc is at max 39 dont get over in any rpm or map .
I have the inj flow rate at 7.71.
07-15-2005, 06:52 PM
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The cleanest way out of this is probably to divide all your VE's by 1.2 and also mulitply your injector constant by 1.2 (that is if it's the "L/g-per-sec" type). That means you're telling the computer that the VE's are less, but it also thinks the injectors are smaller by the same percentage, and so you'll have the same fuel (injector pulse width) that you're starting off with now.
By doing this, your biggest VE's will be 80 to start with, allowing you to increase them towards 90 without going off scale.
John
By doing this, your biggest VE's will be 80 to start with, allowing you to increase them towards 90 without going off scale.
John
07-16-2005, 03:42 AM
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Car: El camino 70 ss
Engine: corvette lt1 94
Transmission: 4L60E
Grympy.
I havent rev it over 4500 rpm (the engine is only 1000 km std 350 honed).
Lookt again att log hade inj dc 42.5% at map 94.4 and 3500rpm pe active max out in ve 99.61 and lean blm 135 (bpw at 7.29)lean knock with bin sa.
thanks john i try it.
I havent rev it over 4500 rpm (the engine is only 1000 km std 350 honed).
Lookt again att log hade inj dc 42.5% at map 94.4 and 3500rpm pe active max out in ve 99.61 and lean blm 135 (bpw at 7.29)lean knock with bin sa.
thanks john i try it.
Last edited by honken; 07-16-2005 at 04:53 AM.
07-16-2005, 10:08 PM
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Originally posted by JohnL
The cleanest way out of this is probably to divide all your VE's by 1.2 and also mulitply your injector constant by 1.2 (that is if it's the "L/g-per-sec" type). That means you're telling the computer that the VE's are less, but it also thinks the injectors are smaller by the same percentage, and so you'll have the same fuel (injector pulse width) that you're starting off with now.
By doing this, your biggest VE's will be 80 to start with, allowing you to increase them towards 90 without going off scale.
John
The cleanest way out of this is probably to divide all your VE's by 1.2 and also mulitply your injector constant by 1.2 (that is if it's the "L/g-per-sec" type). That means you're telling the computer that the VE's are less, but it also thinks the injectors are smaller by the same percentage, and so you'll have the same fuel (injector pulse width) that you're starting off with now.
By doing this, your biggest VE's will be 80 to start with, allowing you to increase them towards 90 without going off scale.
John
Wow, Thanks for that bit of advise! I did as you suggested and my car is running so much better. I'm running about 11psi with 30lb injectors. I am beyond the limit of hte injectors ( Can anyone show me the formula to calculate duty cycle?) so I think I need to upgrade to some 42's. But with my superfmu and adjusting the tables as you suggested made my car pull all the way up to 11psi!
Now for larger injectors I would like to get rid of the fmu. Trending Topics
07-19-2005, 03:53 PM
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Car: El camino 70 ss
Engine: corvette lt1 94
Transmission: 4L60E
Originally posted by JohnL
The cleanest way out of this is probably to divide all your VE's by 1.2 and also mulitply your injector constant by 1.2 (that is if it's the "L/g-per-sec" type). That means you're telling the computer that the VE's are less, but it also thinks the injectors are smaller by the same percentage, and so you'll have the same fuel (injector pulse width) that you're starting off with now.
By doing this, your biggest VE's will be 80 to start with, allowing you to increase them towards 90 without going off scale.
John
The cleanest way out of this is probably to divide all your VE's by 1.2 and also mulitply your injector constant by 1.2 (that is if it's the "L/g-per-sec" type). That means you're telling the computer that the VE's are less, but it also thinks the injectors are smaller by the same percentage, and so you'll have the same fuel (injector pulse width) that you're starting off with now.
By doing this, your biggest VE's will be 80 to start with, allowing you to increase them towards 90 without going off scale.
John
I divide my ve tables and multiply the inj flow rate(gram per sec 7.71*1.2=9.25 )runs bad in idle se that the ae tip in to sync the
idle. divide my inj inj flow rate(gram per sec 7.71*1.2=6.42) it
run better then before and i get my blm down.
thanks for the advise.
Last edited by honken; 07-19-2005 at 03:59 PM.
07-19-2005, 05:26 PM
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Are you getting your duty cycle figures from datamaster?
It's been shown that datamaster reports only 1/2 the true duty cycle for some TBI applications, and i'd guess yours is one of them..
It's been shown that datamaster reports only 1/2 the true duty cycle for some TBI applications, and i'd guess yours is one of them..
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