EFIDynoTuning Forum

That was damn good advice. I Chased my tail for over a year... closing the spark plug gap to 0.024, and Bob's your uncle, it runs perfect. I guess they had opened up a little, the old ones were at almost. 030. If anyone needs coils, wires, plugs, injectors, or a MAF, I have some that are perfectly good sitting on a shelf 🤦

I'm thinking fuel pump too. I have a FRPS from a crown Vic I want to use to log ∆P I just need to build an adapter to connect it to my regulator. I thought it might be a bad coil, because it seemed to be related to under hood temps, but new OEM coils didn't make any difference

I have been having a new issue with my mustang. It's a forged bottom end, stock heads and cam 9.0:1 on about 12-14lbs of boost from a 2.3L Whipple. Original Coil Packs, TR6 plugs gapped at .026". Walbro 255LPH pump with aeromotive regulator and billet rails, deka 60lbs, BA2800. It used to run perfect, but lately it falls on its face for a half second at a time somewhere between 5-6K RPM. It never does it on the first pass, but if I hot lap it will do it at the end of 3rd gear, and if I go around again it sometimes will even do it at the end of 2nd. The first hiccup is about 1/10th of a second, and then it cuts out longer, sometimes 1/2 to to 3/4 of a second if I stay in it.

It shows a little bit of a lean blip, (going from 0.82 to 0.90) but if I richen the MAF at those points it only goes up about the same amount (from 0.75 to 0.81). That makes me think it's maybe not the fuel pump. What else could cause it to stumble and show lean?

Here's a couple datalogs, the CSVs are from livelink (i just changed the extensions to xls for upload), that's how I have my Wideband and MAP sensor logged. I also have an xdl from a different run, but I don't have the Wideband hooked up to the EGR pin

Thanks! That data sheet is exactly what I was looking for. The super logger sounds pretty awesome also, if I ever stumble across one, but probably the FRPS and live link will do everything I need it to

After thinking about it, I'm wondering if I could get almost the same information by adding a FRPS to log Delta P over the injectors. With the Whipple, the boost curve shouldn't change so I don't really need to log it every time.

Has anyone used a factory rail sensor from a returnless car on an analog channel? What's the voltage-pressure function look like? And what's the wiring configuration on the connector?

I'd be grateful for any help,

Paul

So far, I've been datalogging mainly with SCT livelink, which has 2 analog inputs. I understand how to log an analog 5v input on the EGR pin through TPRT, but I'd really like to log 3 sensors if it's at all possible, so I can see AFR, Fuel pressure and MAP. Is there a device that would interface with TunerPro and add analog inputs, or is there a standalone data logger that would read OBD PIDs and take 3 analog inputs?

I have been looking at a Bankspower Datamonster, but they have absurdly priced analog sensors, and the guy I talked to in sales quoted me $1400 for the 3 sensors, cables and the DataMonster.

any help pointing me in the right direction would be greatly apprectiated!

Paul

I just upgraded from 42lb lightning injectors to deka 60lb injectors, and entered all the injector data from the references pages. When I updated the AHISL, all values in the FN036 MAF curves scaled up around 30%. I dialed in the MAF and now they are around 8% higher than they were on the 42lb injectors. This means the RAW MAF is about 25% lower than it was.

Fuelling is great, I have no errors over 5% and most within 1-2%, but the load is now less than 1.10 under boost, where it used to be in the 1.45ish range. Have I made a mistake somehwere, or is this normal with larger injectors?

If it's normal, what should I do to compensate for load to get into the area of FN2200 borderline Knock where I should be in while in boost?

Thanks for your help

Paul

Oh, that's actually good news, I have a fresh set of 60's to put in when I get a second.

Thanks for your help

Yeah it spins in 1st and slips in 2nd, it definitely runs through the rpm quickly. It still reads nearly the same air mass and load though so I was I little worried about being on the lean side of 0.80.

And temperature wise, on that pull it only went from 94 to 104. I just wasn't sure how much temperature affected it. It's a stock cobra intake sucking from the fender, and a fairly big heat exchanger. The only time it gets out of hand is when it's heat soaked I'll see 160s IAT

Been thinking and reading...

Is there a modifier to the MAF transfer for IAT?

It would make sense to me that the MAF would read slightly less voltage for the same air mass as temperature increases. however with only one IAT input and the sensor located after the blower, it would be incorrectly inferring that correction during a pull as IAT goes up.

Am I on the right track? Is there a way to give the ECU IAT1 input from the MAF temperature sensor? Or to give the IAT less effect on air mass calculation?