AEM Constant flooding issues with infinity 6
10-05-16, 10:35 PM
#1
Constant flooding issues with infinity 6
My setup. Hbp single gt35r fic 850s and fic 2000cc injectors. Walbro 465 e85 fuel pump.
So I began a few weeks ago building a patch harness along with a fresh engine harness for my single turbo FD. The car ran good with the old Pfc. (besides the lack of idle control which always bothered me.) I prayed I was not going to run I to a wiring issue but everything came together nicely. The ecu finally showed up and I was excited to give it a shot. I did a lot of research while I was deployed in Afghanistan on this ecu and software along with it. I followed the rotary specific PDF instructions that was on aem website.
The car came to life after setting up everything in the wizard. I always have had to give it wot on start up even with the Pfc. After I got it warmed up it seemed like I had to work the kinks in the Ve table for my setup. The preloaded setup seemed way to rich for my car. I also switched from throttle vs rpm to load vs rpm. I'm used to tuning this way. A few test drives in and slowly modding the map I felt good about it.
The next day all I got was cranking and crazy amounts of fuel. I found out the preset session the ecu came with from aem had a box checked saying I had a fuel pressure sensor installed, which I didn't. I fixed that and set the static fp in the software to 40psi and had to change out my new plugs cause they wouldn't fire at all. After deflood and new plugs I had it going again. This time I got it to idle very nicely but starting was still an issue. I began to tune some more and was once again happy. Things felt way better after finding that issue.
The next day same story wouldn't start at all. So I began to mess with the crank Ve tables and brought it all the way down to nearly 0 in all the cell's. I still can't get it to fire now. I'm getting so frustrated. I can't afford to do new plugs every day to get this right. I really would like to get it to a turn key start like it was OEM.
The preset injector data in the wizard for my fuel injector connection injectors seemed to not work well and I went with the injector dynamics presets which is what I did for my Pfc and worked well. They seemed to work with the infinity as well. I contacted fic and they provided very vague data for the injectors. All they have me was deadtimes for one specific pressure. The infinity has tables for flow rates and deadtimes for various pressure.
What are the typical injector pulse width people get while cranking?
My Ve table values seem low from what I have seen it seems my idle area is roughly 18 Ve. Maybe this is from the injector data I'm using?
If someone could throw me a base session I could start with that would be amazing.
So I began a few weeks ago building a patch harness along with a fresh engine harness for my single turbo FD. The car ran good with the old Pfc. (besides the lack of idle control which always bothered me.) I prayed I was not going to run I to a wiring issue but everything came together nicely. The ecu finally showed up and I was excited to give it a shot. I did a lot of research while I was deployed in Afghanistan on this ecu and software along with it. I followed the rotary specific PDF instructions that was on aem website.
The car came to life after setting up everything in the wizard. I always have had to give it wot on start up even with the Pfc. After I got it warmed up it seemed like I had to work the kinks in the Ve table for my setup. The preloaded setup seemed way to rich for my car. I also switched from throttle vs rpm to load vs rpm. I'm used to tuning this way. A few test drives in and slowly modding the map I felt good about it.
The next day all I got was cranking and crazy amounts of fuel. I found out the preset session the ecu came with from aem had a box checked saying I had a fuel pressure sensor installed, which I didn't. I fixed that and set the static fp in the software to 40psi and had to change out my new plugs cause they wouldn't fire at all. After deflood and new plugs I had it going again. This time I got it to idle very nicely but starting was still an issue. I began to tune some more and was once again happy. Things felt way better after finding that issue.
The next day same story wouldn't start at all. So I began to mess with the crank Ve tables and brought it all the way down to nearly 0 in all the cell's. I still can't get it to fire now. I'm getting so frustrated. I can't afford to do new plugs every day to get this right. I really would like to get it to a turn key start like it was OEM.
The preset injector data in the wizard for my fuel injector connection injectors seemed to not work well and I went with the injector dynamics presets which is what I did for my Pfc and worked well. They seemed to work with the infinity as well. I contacted fic and they provided very vague data for the injectors. All they have me was deadtimes for one specific pressure. The infinity has tables for flow rates and deadtimes for various pressure.
What are the typical injector pulse width people get while cranking?
My Ve table values seem low from what I have seen it seems my idle area is roughly 18 Ve. Maybe this is from the injector data I'm using?
If someone could throw me a base session I could start with that would be amazing.
10-24-16, 12:44 AM
#2
How did this turn out? Injector pulse width when cranking is going to depend on how much your injectors flow. A rule of thumb I've heard is cranking fuel pulsewidth can be between 2x-10x as large as whatever pulsewidth you see when idling. My car is using weird-sized fuel injectors so the pulsewidth is probably not very relevant... but it's about 8x-10x the pulsewidth when idling.
18 for VE seems quite low, my VE numbers are 50's at idle, and the full-throttle section is in the 80's and 90's depending on RPM.
18 for VE seems quite low, my VE numbers are 50's at idle, and the full-throttle section is in the 80's and 90's depending on RPM.
11-11-16, 11:09 AM
#3
Its funny how a simple check box creates so much problems. Well turns out I wasn't paying attention to details when it came to the wizard for the injector settings between primary and secondary injectors. The way my injectors settings was all set as primary's. So imagine my 2000's getting the signal from the ecu thinking they are 850's while the 850's are firing all at the same time. So i was able to go back to the original calibration settings, but im still tweaking a lil bit at a time.
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