Check my sig for my combo. The only change is I'm almost done installing a 454 TBI unit with 90# injectors.

Here is the formula I found here a while ago:
1461.5 * (volume / rate)

So for my car:
360 ci = 0.7374195 l/cylinder
90# injectors = 11.34 grams per second
1461.5 * (.737 / 11.34) = 95 BPW
Is this correct so far?

My understanding is that VE tables when added up can not exceed 100%... if they go above 100%, it is interpreted as 100%
Is this correct?

My problem with this is that it would seem that using the BPW in this manner counter acts using larger injectors... it makes the code in the computer make new larger injectors flow the same fuel as the stock ones at all points.
Is this correct?
If the above is correct, with only about 5-20% VE left to add to the fuel tables from the stock calibration.... how do I get the extra fuel out of them to support double the HP that the stock calibration was designed to support?

What I think I really need is a BPW calculation that will allow me to run the injectors at my required calculated duty cycle (90%)to support my projected power level at Peak rpm/MAP... and then re-work all the part throttle cells to work with that BPW.

Am I on the right track here?

With that said, Grumpy, what is your BPW. I think your combo is about the closest to mine and it will give me an Idea if I'm heading in the right direction.

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1988 T/A,
9" Ford, 3.50 gears, Auburn posi, 700r4 -w- 2100 converter, 360ci, 9.8:1 cr,
AFR 195 Heads, Weiand #7525 intake, Lunati roller 219/227, .479/.480, 112 LSA
Holley 700cfm 4bbl on TBI truck 7747 computer and chip by Howell-EFI

One thing I never do is release, exactly what I do. No one learns anything that way. As far as the BPW, goes, that I was using I dirived that from looking at some BBC pickup bins, and experimenting. Doing the Math will just get you so far, and in non oem stuff, might even confuse matters more then it helps.

While the VE stuff can't ever exceed 100%. Setting the numbers up so that they do, can lower the point at which the ecm does get to 100%. That probably sounds strange, but if you play with some bins, you'll feel the difference, and when working below th stall speed of the converter can make a difference.

Once you sort of close on at least drivibility you can start working on WOT, and get the AFR right there, and then yes backtrack to lower load areas.

Oh, and for the cells, I don't bother myself with them. Might seem strange but just never had a problem there.

When you get to really different combinations, then it really is a matter of small steps and note taking.

ie like when I went from 40s to 55s. I knew from the 40 my motor just seemed to like seeing a 36.6 instead of 40. So I went to the 55s with a 55 entry and they slowly backed down on injector size till I got what I wanted, and at 52.5 was there. Then I was able to work out the WOT stuff.

So I had my choise of redoing the MAF tables or Injector constant, and by doing the injectors constant saved alot of time. Point is experimenting and notes.

That's why I put so much time into the bin library, so folks could look at stock bins if different combos, and see how things got done

Next question:

How do you scale the VE tables when a BPW change is made?

IOW, if you change BPW a given amount, what do you change everything else by to get the same fuel as before the BPW change?

Has anyone worked out how to determine the proper flow rate / BPC for a set of injectors on a test bench.
ie how does one determine the injectors flow 11.4cc/min , at what pulse rate or fuel pulse width ? and at what pressure.

This is all math. I dont have all the conversions off hand (do a search, they are here somewhere) You can calculate everything based on the injector manufacturers standards. For example, all of holleys Low pressure injectors are rated at 15 psi.

The manufacturer will give a flow rating for an injector at a given pressure. From those numbers it is possible to mathmaticly predict what the injector will flow at other pressures or what pressure is required to obtain a desired flow.

The conversion between cc/min and #/hr or gallons / hr is just a matter of converting at 6 pounds per gallon, 60 min / hr and ??? (forgot conversion) cc's / gallon.