The extra injector drivers run off the staged map?

How can I run 8 2.2 injectors off six drivers? I may need to run two more injectors if I go E85.

Current injector set up is 1800 primary. 1800cc and 1000cc secondary injectors.


My last ecu injector set up was 1000cc primary and 1800 and 1000 for secondary. Was at 85% DC on Q16. Now plan to run more boost and go E85.

any thoughts? directions? I already have the two extra 720cc injectors installed.

Also plan on running two HI-6 on the leading crane coils. What is a good cheap coil for the trailing? Do not want to run any CDI boxes on the trailing plugs.

thanks.

 

Each injector driver will support two low-ohm injectors per channel. So, with the four injection channels and two aux channels, you could run as many as 12 low-ohm injectors.

Forget the CDI boxes all together and use the IGN-1A coils.

 

chris

send me a pm on the price for four shipped, please.

We will see if these will light 45+ boost.

 

$72 each plus shipping.

 

going to try and use these coils with two 2nd gen trailing igniters.

http://www.034motorsport.com/ignitio...coil-p-39.html

Since I already have the coils and igniters.

 

Those are essentially the same coils and what I'm mentioning, with the exception the IGN-1A has a built-in ignitor. Those in your link are commonly referred to as the IGN coil.

The coils themselves are stout but you'll probably either limit their output by using the factory ignitor or burn up the ignitor all together. These coils can draw a lot of amperage and need a stout ignitor to supply their full output potential. The IGN-1A internal ignitor is rated at 25 amps. That's a HUGE ignitor! Most factory and aftermarket ignitors are only rated for 5-10 amps.

Cliff notes, great coils, make sure you supply them with a stout enough current to extract their potential.

 

I didn't know you went to a haltech Chuck. How do you like it compared to the TEC?

 

Thanks for the info Chris. At this time I can not spend any more on this car so I guess I will go with the Crane CDI and coils on the leading and the stock FC igniter and coils for the trailing. I may just try running different coils on the trailing igniter just to see how long it works.
OR I might just order two of the suggested coils for the leading and use the stock FC trailing coils and igniter for the trailing spark.

Thanks.

 

?

 

Weren't you running electromotive before?

 

the question mark was ment to say, let's don't go there.

 

Got the P1000 installed

I ended up going with crane cdi and coils on the leading.

Tried to use a stock trailing coil set up for the trailing but the #2 rotor would not spark. So I ended up using two leading ignitors and two trailing coils for the trailing plugs.

Verified spark with a timing light and everything lines up correctly with the timing marks on the pulley.

 

Got it running again with the new P1000. Started right up Lee made some minor tip in adjustment and everything seems good. No load tuning yet. Getting ready for the new motor/setup.

Cant wait to start running 45psi.

All coils seem to fire at the correct time except Front trailing. Think I have a bad wire or plug. The timing light does not flash as fast as the other three coils. Investigate tomorrow.

 

More questions.

Trailing timing is way off. Locked timing and leading shows on the money. Trailing split map is on -20 and the split is still 25.

I added two extra marks on the pulley. 15deg apart. -20, -5, 10, 25.
Locked timing, leading 25 and trailing -20.
Check timing with light and leading is on the 25deg line. Timing light on trailing wire and it's on the -5 mark. If the trailing timing is locked at 10deg, the timing marks are way to the right.

When changes are made to the leading map, the leading changes as it suppose to.
When changes are made to the trailing map, no change in leading timing but a change is made to trailing spark. So I would say the wiring is correct.

Using the FullFunction wheel and the trigger angle is on 128deg.

 

Going to try and change some trigger settintg this weekend. Change falling edge to raising on leading only since leading is running cdi. Hope that will correct things.

 

What CDI box are you using?

 

crane cdi.

I was thinking something was wrong with the trailing since I could not get the timing correct for the trailing. But after reading through the manual, I noticed it said some cdi are rising edge. This would also explain why my trigger angle deg is so high. But cant try this till this weekend since I am putting a new intake system on the car.

Hope this will solve the problem.

 

Not sure off the top of my head what the Crane boxes use. A call to them should solve the mystery though. Sounds like a very viable idea though.

 

 

Trigger angle is 64 with the FullFunction trigger wheel and leading and timing are spot on perfecto!

Changing the leading from falling to rising fixed my problem.

 

Awesome! Now videos of passes!

 

Things are looking good. Tune to 6psi but the secondary injectors are not coming on. Dataloged a run and leaned out at the transition point due to no fuel from secondary injectors.

I do have the staged injection box checked. Also have DPO 17/18 checked to run extra injectors. Inverted box in not checked.

Ideas?
Thanks

 

datalog screen shot

 

I just had this issue with a Sprint RE. Was trying to use primary hold mode and the secondaries would not come on line at all. Switched to common mode and they began working. Not sure why. Spent some time on the phone with Matt trying to figure it out but we never got an answer. When it started working in common mode I dropped the issue and went on. What staged mode are you using? What version firmware? Care to post your map?

 

Will try to change to common hold and see what that does, Wednesday at test/n/tune.

Must be a random thing. Friend with a P1000 on his FD is running primary hold and it seems to be working for him. We just bought our ECUs and working together to make our learning curve faster with the new ECUs.

Thanks.