I read the manual, but still have a hard time visualizing what going on.

What I'd like to do is lean out my idle and I have a feeling this could be key.

B.3.1 Injector Phasing
The timing (or phasing) of these injections is programmed through the Injector Phasing Map.
This Map sets the angle of the End of Injection, in degrees BTDC exhaust against engine
speed. This allows the injection to be completed before the inlet valve opens. If the ECU
computes that there is insufficient time to complete injection before the specified End of
Injection time, then injection will continue past this time.


Hell, while we're at it

B.3.2 Injector Trims
With multiple injector channels, it is possible to trim the fuel injection time to each channel.
The ECU has the ability to adjust each channel by ± 12.5%. This is meant primarily to
equalize distribution of fuel to individual cylinders due to limitations in inlet manifold design
or to ‘equalize’ flow rates between injectors with marginally different flow rates.


Who thinks this could be helpful in transitioning 550's & 1680's?

 

The only thing I could think of for the trims is the FD manifold design for the rear rotor being restrictive. Then you could compensate. Not sure how you could accurately do this but rear rotors always seem to blow weither it's heat or manifold design.

If i understand Injector phasing it just tells the injector how long to stay on with respect to the angle. If it runs past then your are over 100 percent duty cycle.

I don't think it would be much help in transitions as I think it's only controlled with the stagging.

Interesting stuff..... kinda curious myself

 

I asked the dealer about this when I bought my haltech. He said that the injector phasing tells the injectors When to start injecting in relation to the BTDC on the exhaust stroke. He said its more for piston engines because a piston has a couple strokes before it needs fuel again. The exhaust stroke is the last one before the intake stroke. So, you want the injectors to be injecting before to the piston reaching TDC on the exhaust stroke because as soon as it hits TDC and goes down, the intake valve will open and in goes the fuel. The thing it states about insufficient time to complete injecting--- If your piston is halfway down before the injector begins to inject fuel, the piston will be sucking in air until the fuel gets there. Piston reach BDC. Then the intake valve will close while the injector is still trying to feed that piston. Thats not what you want to happen, so its important to set the injector phase with enough time for the injector to completely feed the piston in the duration that the cam has the valve open, usually buy starting the injection slightly earlier than the valve opens so the full fuel will be injected before it closes.

Basically its almost the same as setting the ignition timing so that the spark occurs at the right time.

How does this relate to rotary engines? I asked that too and he said to leave injector phasing set to the default setting for a rotary engine. If you want to try try to better visualize it, you can use the pic that I attached to try and figure how you would time the injector phase. It shows crankshaft positions and port timing. Its for a N/A intake. Sorry I don't have one like this for a turbo engine. If anyone has one for a turbo engine, please post it.

 

Thanks Project84! That's the type of info I was looking for.

I could basically tell this would benfit a piston engine, but also started thinking an intake port on a rotary isn't just wide open all the time...so maybe phasing the idle I could lean it out a bit. Sorry to say going to both extremes there wasn't enough difference to be conclusive.

 

what is the AFR @ idle currently?

 

^ good question. I don't think the injector phasing is the problem unless you've adjusted it. After reading this thread again, I vaguely remember my dealer saying that the Haltech doesn't look at that map when you have rotary engine selected. I left mine set to the stock setting which I believe is 60 BTDC exhaust, but don't quote me on that because I don't have my laptop and car fired up to verify it. I'm sure this is a question RETed could answer.

 

A:F at idle is seems rich. It purrs around 12.9, then when I try to lean it out some more it doesn't seem to be a happy motor. I've tweaked everything I can think of to lean it out some.

Yes, 60 BTDC the default...idling I've lowered it to ~30

Something that has changed...my ISC idles up 400rpm when cold. Before, if I tapped the gas or tried to move the car while cold once 0% TPS the rpms would just fall and the car would die.

This is not the case anymore...and I can't say it's the phasing. But I did read a post of Max Coopers that talked about Injector Lag on the PFC...he mentioned if it is way off, the car will die when you try to move it.



On the other note...Injector trim. When I pulled my spark plugs, I noticed the front rotor was a little leaner than the rear. This would just be a guessing game, but I could lean out the rear or richen up the rotor...could help a little I guess.

 

I know one example of using individual injector trims, and that is John Duarte (Boostn7).

As part of his tuning, he likes to increase the trim on the injectors for the rear rotor under high boost, since that seems to be the one more likely to blow

 

how much % does he richen the rear?

 

I don't think he ever specified. Guess that one of his tuning secrets...