Does the E6X have a feature built in that acts like a fuel cut if Inj Duty Cycles hit 100%?

I have reason to believe this is why my car is stuttering around 7k rpms under load.

Any thoughts?

 

Yes it does.

B

 

HAHA...

Boooooooo.

 

Ive been hunting through the pages of the Manual and haven't been able to locate anything yet. I also checked the Haltech Forums and no sign of any posts with Fuel Cut.

If it cuts the fuel, would it show in the logs as 0% Duty Cycle?

 

thats a good feature

 

To my knowledge the X has a REV limiter and an auxiliar rev limiter, i dont thinkg there's an option to do fuel cut when 100% is reached.

I would just get bigger injectors to keep 100% duty from being reached.

 

I dont think I need bigger injectors....720 primaries, and 1680 secondaries.

So there is no built in feature that auto cuts fuel?

 

How much power and boost with what turbo are you shooting for and fuel pump/regulator are you working with?

If you're reaching 100% duty with that injector combo i see one of 2 things, your injectors arent really of the capacity you're saying, your fuel pump/system isnt flowing enough so you need to max out the injectors to get to the AFR you need.

Or, your injectors, fuel filter are clogged and have poor fuel flow. Or simply put, you're shooting for too much power.

And no, the Haltechs, dont have a "safety feature" that would cut (shut off) the injectors if 100% duty is reached. Like i said before, it only has a boost cut, and 2 rev limiters.

 

Power was in the 450-470whp range at 18psi on 110 leaded. I'm on a Garrett T04R w/1.32 hotside. Fuel pump is NippoDenso Supra TT pump, regulator is Aeromotive A1000 1:1.
I can definitely see the fuel pump maxing out...that seems to be the weak link in my setup right now.
The reason I'm asking, is because I've had a random breakup problem at 7k rpms at higher boost levels. Logs show Inj DC at 100% right at that point. So I was thinking thats why I was breaking up.

 

Technically, no it doesn't.
The feature isn't "built in" the Haltech.

At 100%, the fuel injectors are locked fully open...all the time.

So technically, the fuel injectors are acting as your fuel-cut.


-Ted

 

The X does not cut fuel at 100%. I've run injectors to 100% on the X before without the issue you're describing.

Do you have a fuel pressure gauge that you can watch while you load the engine? If not connect one. What is it doing under high load? If you've checked all that Claudio suggested and fuel pressure is bleeding off then you have a pump or voltage to the pump problem.

It's more likely IMO you're seeing an ignition problem. Much more prevelent. Irregardless you should work on lowering the duty cycle.

 

Well, maybe you have too big or too small diameter fuel lines? what did you use? Also, what size injectors are you using? Maybe you should look to optimize the fuel line diameter to make best use of that pump, or, i would add a second one.

Also, what diameter is your return line? And finally like Ludwig mentioned, check voltage at the pump and monitor your fuel pressure to see whats happening.

 

You shouldnt be running injectors at 100%. If open for too long the coil can overheat and lock up. Like several people have said, something else is the weak link, and i think you hit the nail on the head with the fuel pump. Go with a big aeromotive and watch how much power you'll gain...

That does sound like ignition cutout. As pressure increases so does resistance, infact the relationship is almost linear. What is your ignition setup?
Also, running really high octane fuel like that does prevent detonation, but if the ignition system is not strong enough it also prevent ignition... 110 sounds a lil overkill. Try bumping down the octane a bit and see how that affects the cutout. hope I helped a bit, good luck to ya!

 

I'm using stock lines from tank to firewall. From there, -6AN run in a parallel setup. Injectors are 720 Siemen Deka primaries and 1680 Bosch secondaries.

I have given some thought as to add another fuel pump, but I'll probably just go the alcohol injection route, and re-tune from there.

I have a set of Defi gauges, so I'll do a couple logs on the fuel pressure and see what's going on.

 

Ignition setup is Stock Coils and NGK stock replacement wires. On 12psi (93 octane), I run NGK 9's all around. On 18psi (110 octane), I run NGK 10.5's. I'm only getting the breakup on the 110 octane map. I have yet to see it on the low boost map.

Even on the 12psi (low boost) setting, I'll get breakup around 7200rpm on the race gas map.

 

What kind of a/f ratio are you trying to use? I've seen some stock coils have a hard time lighting anything over 11:1. Through in high octane fuel and higher boost levels and you are demanding more of the coil. At high rpm the coil has less time to charge also so any problems will usually show up there.

 

I'll have to pull up the logs again and do the conversions in excel. I'm pretty sure it will dip into the 10's then leans out around mid 11's.

What is the conversion formula? I believe it's showing in metric in my logs.

 

Metric a/f ratio? No such thing. It may be shown in Lambda. For Lambda 1.0 is stoich (14.7). Any percentage of stoich is shown as Lambda. So .75 Lambda equals (75% of 14.7) 11.0:1. Either way that doesn't sound like it's your problem if you're running 11+.

 

Ok, So for example. My spare AD is reading 1254.901978, using a Innovate LC1, what is that AFR? It doesnt convert automatically, so this is the conversion I'm talking about.

 

I've never worked with the LC-1. I assume it outputs a 0-5V linear signal. If so the conversion for a/f ratio is roughly v*2+10 such that 2v = 14:1 a/f ratio.

Now then your 1254.x number doesn't seem to tell us a whole lot. Double check that you are inputing the 0-5V wideband output and not a 0-1V narrowband. And tell us how you have the spare a/d configured. UEGO Input?

You could also input the 0-5V into the O2 sensor input.

 

That is mV (milivolts), 1254.901978 mV = 1.254901978V (or 1.25v), if you have an LC1 this is equal to 9.22AFR (if my calculation is right). So you're running pig rich. Or my numbers are off.

Ludwig, how'd you come up with 11's?

 

Sounds right on the mV. Been so long since I've fooled with Haltech I'm off my game quite a bit.

What do you mean about 11s? I just asked him if he was running fatter than 11:1. And if he was that might be where his break up lies.

 

Disregard that. Looks like Claudio's numbers are correct for the LC-1.

 

What is the calculation for that? Is it the same as converting from the 0-5v scale?

Also, is there a better way of having the AFR displayed in the Datalogs? I'm pretty sure I have the LC1 setup to output the 0-5v signal on Analog Output 2, going into the Spare AD of the Haltech, which is set as UEGO.

That 9.22 is pretty interesting as I don't think I've seen my display show that rich under load. I definitely need to get to the bottom of this, as this could be the very reason I am breaking up.

 

If I were to run 4 new coils and an MSD 6AL, what coils would you recommend, and what all would I need?