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Cool, do you know what year super coupe the injectors came from? It looks like injectors were upgraded in the 1994 revision. Might be able to dig up some good voltage offset data.

antus wrote:Cool, do you know what year super coupe the injectors came from? It looks like injectors were upgraded in the 1994 revision. Might be able to dig up some good voltage offset data.

Nope, no idea, I just know they are red top injectors from a Supercoupe. And with that there is debate on actual size, though I'm leaning towards the smaller end, 30 to 32 lbs/hr.

If they are the same as ours (30lb, but some years later...), then you can create a table from the data in the OEM tune. But ours are blue. From what I read on the net the supercoupe came with 30 or 36lb depending on year. Real data would be better, but it might be interesting to compare.

there are many ways to do boost ve like this dyno tuned pro bin LOL boost ve table ,it got good a/f ratios on the dyno but its like this and fudged in other tables just due to no catfac boost table values and bad injector volt offsets.theres many ways to skin a cat but only one humane way LOL

I'll try those numbers.

I just looked up the numbers I had and the closest I can find on that list now is 36 lbs/hr Ford injectors, other than the "Mustang Turbo", which was a 4 cyl. http://injector-rehab.com/shop/lag.html

Thanks.

delcowizzid wrote:there are many ways to do boost ve like this dyno tuned pro bin LOL boost ve table ,it got good a/f ratios on the dyno but its like this and fudged in other tables just due to no catfac boost table values and bad injector volt offsets.theres many ways to skin a cat but only one humane way LOL

boost ve bad.JPG

But again looking at that table, it's the SAME value from 100 KPA to 200 KPA, making the 3D idea of the table seeming to be unnecessary.

So far I have only seen one example that shows how I would have thought the tables should have been used, as an extension of the vacuum table, not a 2D table stretched out...

It depends on the tuner. A lot of people are only tuning for drag so they're always at WOT and its good enough for them. 100% perfect would be a shape more like delcowizid's table which would work well for track work where you might back off a little but stay on boost depending on the corner. Tune it how you find your engine needs... Can always start flat then collect some logs and improve. But better to decide not to use all the table, than to need it and its not possible.

just to confuse you more LOL.here is a ve table of the other code i use kalmaker 2 bar sp3 n05 it has 1 table for ve on and off boost this exact ve table does 11.1 down the 1/4 and you can boil the coolant out all over the ground on the skid pad and still not blow headgaskets LOL still at 94%VE at 100kpa at max torque but you can see the adjustabuility v's rpm when you compare the shape of the ve at 200kpa compared to 100kpa if you only had a boost kpa multiplier you would be stuck on the ve curve of 100kpa

I'm posting these for reference, and because I think they are gone from earlier posts:

antus wrote:It depends on the tuner. A lot of people are only tuning for drag so they're always at WOT and its good enough for them. 100% perfect would be a shape more like delcowizid's table which would work well for track work where you might back off a little but stay on boost depending on the corner. Tune it how you find your engine needs... Can always start flat then collect some logs and improve. But better to decide not to use all the table, than to need it and its not possible.

I'm tuning for everything, daily driving, racing in a straight line, not in a straight line, quick jabs to get out of the way, basically getting everything that a car should do.

So far I am reading different ways people use these tables, so I might as well try my own ways and see how it goes.