delcowizzid wrote:yeah and doesnt allow for fuel pressure
thats a good point, some injectors stop altogether once pressure is high enough. Thats not much on much older injectors.
I know for the very first production car to have EFI, they ran at 28 psi but once over 30 psi the injectors will stop as they can't overcome the pressure. fine line there!
I'm the director of VSH (Vlad's Spec Holden), because HSV were doing it ass about.
yeah I rememeber this guy up the road who wanted me to figure out why the motor in his hot rod looking thing (2005 ford focus motor with rwd gearbox) wouldnt start. turns out this motor had a returnless fuel system and he just hooked up an efi fuel pump straight off his fuel tank to the injector rail. it had so much pressure there that the injectors had jammed shut!! even after I put a fuel reg on it Teed off the main line at the tank, i had to take each injector and hit it hard on the bench before it would unjam and start opening again.
My LT-5 uses ACCEL 21# injectors. These will flow 23# at the higher FP the LT-5 uses. Up until recently,
ACCEL was not very forthcoming w their Injector Voltage offset. I began playing around with that table and the difference in tuning is significant. As I apparently got closer to the actual values, I could see how much more accurate the tune got. It substantially mitigated the "split BLM" issue on L/R banks. It also reduces the number of cycles I need to go thru before arriving at a very good overall tune. The LT-5
is a SD motor. If your VE table has larger VE% at low RPM/MAP than in mid rpm/map, you could suspect
incorrect bias. Graphing your VE table will show a "bathtub" effect in the cruise portion of that table.
It affects the shorter PW proportionately more than the larger ones but I will confirm my WOT VEs as well.
Happy Holidays from the States!
