TDStuart Tuning Adventure

[Pistol_91]

Lots of people say not to use that data. It’s very confusing haha. They claim it’s for 39.15 psi systems and the coyote is like 55

Next log add Fuel Lift pump pressure actual to you channels

Sponsored

 

[WildHorse]

Lots of people say not to use that data. It’s very confusing haha. They claim it’s for 39.15 psi systems and the coyote is like 55

It's 43.5 psi, so you multiply flow rate by 1.054.

 

[tdstuart]

It's 43.5 psi, so you multiply flow rate by 1.054.

Idk where you are getting 43.5. I’ve seen lots of people quote 55-58. Never seen anyone say 43.5 though. And are you multiplying the tables or just the high low and breakpoint values

 

[GregO]

Just looking at his latest log they stay at 108-109 the whole pull

What latest log ? Is it the JLT or PMAS log ?

 

[Pistol_91]

What latest log ? Is it the JLT or PMAS log ?

The last log he posted with diff injector data. Pretty sure the PMAS

 

[tdstuart]

The last log he posted with diff injector data. Pretty sure the PMAS

Everything posted here so far is PMAS. I do have Lund logs on the JLT tho

 

[Pistol_91]

I found this on an HPT thread, lu47 roush file. Doesnt match what wildhorse posted in that link. Cross reference the info to the other data you have to see if you have already tried these values.
Did you ever specify which lu47 injectors you had?
Hope it helps

 

[tdstuart]

I found this on an HPT thread, lu47 roush file. Doesnt match what wildhorse posted in that link. Cross reference the info to the other data you have to see if you have already tried these values.
Did you ever specify which lu47 injectors you had?
Hope it helps

Haven't tested those yet. Thats the 3rd different roush file for lu47 injectors ive seen so far haha.

Do you mind attaching the file? Just have to .zip it. I would be interested in giving those a try aswell.

And the injectors are the Ford performance lu47

 

[Pistol_91]

Haven't tested those yet. Thats the 3rd different roush file for lu47 injectors ive seen so far haha.

Do you mind attaching the file? Just have to .zip it. I would be interested in giving those a try aswell.

And the injectors are the Ford performance lu47

yes, but there are 2 different kinds 3 bar and 4 bar from what I have been reading. This may be your issue.

 

[engineermike]

@tdstuart how do you suppose the injector flow rate slope and multiplier vs pressure work together to determine the final pressure-adjusted rate?

 

[deanm11]

Do you care to post them?

Certainly. I share any and all results I get. Engineermike has helped me through time, I give him credit in contribution to my tune for sure. My build is the Gen3 comp cams (#433430). "NSR" no springs required but comp really means to stock redline. I did PAC 1281X springs, titanium retainers, billet oil pump gears, upgraded chains and tensioners. Currently closed Steeda pro-flow air box, Soler 95mm ZR1 throttle body into a Holley short-ram. (523 rwhp). Here's what I found best from dyno work. As usually, the vast majority of the power is from intake timing.

 

[tdstuart]

@tdstuart how do you suppose the injector flow rate slope and multiplier vs pressure work together to determine the final pressure-adjusted rate?

No idea haha.

I don’t even know how the car is handling the pressure low/high values with the pressure slope values.

From what some people said it sounds like you need to convert all the non slope values. But in my mind it looks like you should just leave those and the car will you the slope values to automatically adjust them for the correct pressure.

The ford values show the 39.15 psi as a 1 multiplier. So I would think if the car thought it was at 39.15 psi then it would use that but the car should know it’s higher and use the higher multipliers.

I wonder if I can log values and tell

 

[markmurfie]

No idea haha.

I don’t even know how the car is handling the pressure low/high values with the pressure slope values.

From what some people said it sounds like you need to convert all the non slope values. But in my mind it looks like you should just leave those and the car will you the slope values to automatically adjust them for the correct pressure.

The ford values show the 39.15 psi as a 1 multiplier. So I would think if the car thought it was at 39.15 psi then it would use that but the car should know it’s higher and use the higher multipliers.

I wonder if I can log values and tell

Injection pressure is a function of not just fuel rail pressure, but also manifold pressure. While fuel rail pressure is kept fairly constant around 55-58PSI on the injector inlet, manifold pressure varies from 3psi-14.7psi on the injector outlet, which has a larger effect on how much flow the injector can provide. Using a 1:1 vacuum reference regulator maintains the pressure difference, but returnless systems can't do that.
Keep in mind, in 15-17 mustangs fuel rail pressure, manifold pressure, and rail temperatures are all inffered values from other parameters. You can log them, but its all just math functions to change what the ECU thinks they are. You have your MAF/ IAT sensor and cylinder head temperature sensor controlling all of this.

"With the advent of returnless fuel delivery systems (no fuel returned to the tank), a sensor to measure Δp inj would be needed to help replace the function of the mechanical pressure regulator. This Δp inj can be measured using a differential pressure sensor mounted between the fuel rail and the intake manifold. Furthermore, a sensor to measure the temperature of the fuel within the fuel rail (Tfr) was needed since ΔPinj is commanded to be higher with temperature to minimize fuel vaporization in the rail. Beyond simply using the information provided by the pressure sensor to help maintain Δp inj to a desired value, it may be used to modify the calculation of the PWinj for the following two reasons. First, since maintaining the exact pressure in a returnless fuel delivery system with a pump controller is not possible, transient pressure errors may be accounted for by using the actual Δp inj in the PW inj calculation. Second, since the Δp inj desired across the injectors may not be constant, fuel metering accuracy may still be maintained using the same idea; account for the actual Δp inj in the PW inj calculation."

"FIG. 5. This curve may be completely described by four terms of parameters: The x-axis intercept (Xint), the breakpoint (Xbkpt), the slope along the lower portion (Δlow), and the slope along the higher portion (Δhigh). Block 1 of FIG. 4 becomes four relationship (f1, f2, f3 and, f4) that determine the four fuel-injector curve parameters given Δpinj and Tfr."

 

[GregO]

You can log them, but its all just math functions to change what the ECU thinks they are. You have your MAF/ IAT sensor and cylinder head temperature sensor controlling all of this.

All the more reason for the OP to get his IAT fluctuations sorted out first. Agreed ?

 

[tdstuart]

The graph makes sense to me just not sure how to convert the ford values to get the same graph.

But according to this then I should be able to use the ford data and not touch it because the slope multipliers will correct for the pressure difference

Sponsored