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The Terminator
Engine/Tuning
Tricks to tuning 80# injectors
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<blockquote data-quote="MalcolmV8" data-source="post: 13122387" data-attributes="member: 8854"><p>My trick was to replace them with ID 1000s. Those 80s suck. You can get the 80s to work better though by using the minimum pulse width values from the 60 lb injector value files. I think that was the main thing SCT had me tweak. Search the SCT PRP forum, lots of discussion on this issue.</p><p></p><p>Going from memory I believe it was below 2 ms pulse widths the 80s became unpredictable and would never squirt the same amount of fuel hence the A/F jumping all over the place. However even after I had done the "hacks" from SCT which fixed it a lot I still had varying A/F. If I put the car in open loop and turned off adaptive learning so I could see exactly what the injectors were doing and cruised at 70 mph my A/F was never the same. Sometimes around 14 and other times around 15.7 almost 16 and other times anywhere in between. Put the car back in closed loop and turn adaptive learning back on and you'll see short and long term fuel trims fighting to keep AF at stoich all the time.</p><p></p><p>The other thing I hated was consistency of how the car felt in conditions I knew the car very well in such as pulling off from a traffic light. Drove me nuts how it'd never have the same AF and as a result would not feel the same in normal driving all the time. Maybe I'm just to picky but didn't like it.</p><p></p><p>I finally switched to ID 1000s and my car drives like a dream. All the AF problems were gone and no tweaking to the injector slopes etc. was needed. The ID 1000 value file is spot on.</p><p></p><p>I also realized after switching to ID 1000s just how skewed my MAF transfer curve was because it was compensating for issues with the 80s. After putting in the IDs I had to re-do my MAF transfer and I went from almost pegging my MAF meter to no where close on ID 1000s. They are pricey but you get what you pay for.</p></blockquote><p></p>
[QUOTE="MalcolmV8, post: 13122387, member: 8854"] My trick was to replace them with ID 1000s. Those 80s suck. You can get the 80s to work better though by using the minimum pulse width values from the 60 lb injector value files. I think that was the main thing SCT had me tweak. Search the SCT PRP forum, lots of discussion on this issue. Going from memory I believe it was below 2 ms pulse widths the 80s became unpredictable and would never squirt the same amount of fuel hence the A/F jumping all over the place. However even after I had done the "hacks" from SCT which fixed it a lot I still had varying A/F. If I put the car in open loop and turned off adaptive learning so I could see exactly what the injectors were doing and cruised at 70 mph my A/F was never the same. Sometimes around 14 and other times around 15.7 almost 16 and other times anywhere in between. Put the car back in closed loop and turn adaptive learning back on and you'll see short and long term fuel trims fighting to keep AF at stoich all the time. The other thing I hated was consistency of how the car felt in conditions I knew the car very well in such as pulling off from a traffic light. Drove me nuts how it'd never have the same AF and as a result would not feel the same in normal driving all the time. Maybe I'm just to picky but didn't like it. I finally switched to ID 1000s and my car drives like a dream. All the AF problems were gone and no tweaking to the injector slopes etc. was needed. The ID 1000 value file is spot on. I also realized after switching to ID 1000s just how skewed my MAF transfer curve was because it was compensating for issues with the 80s. After putting in the IDs I had to re-do my MAF transfer and I went from almost pegging my MAF meter to no where close on ID 1000s. They are pricey but you get what you pay for. [/QUOTE]
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Tricks to tuning 80# injectors
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