I have an Excessive LIM running 82Lb Pri/ 160Lb Sec. The injectors are run off a single fuel rail, the original primary injector ports are blocked off. The whole setup is controlled by L10s.

My problem is that I have adjusted Accl pumps 1 & 2 to 90% & 85% to get a crisp throttle response.

Thoughts please on this being a result of injector positioning or should I be looking elsewhere.

 

thats exactly what the problem is

 

not sure why you would relocate your primary injectors.. the stock primary injectors need to be at the center plate for starting/idle/cruising etc.....

 

What would the remedy for this be? Put the injectors back into the original position or can you do something with the Microtech to help smooth things out?

 

try playing with the T_injector settings,

run it a little richer, or move the injectors back to the stock location

Dale

 

Thanks for the response, Placing the injectors in a row like this makes for a much easier fuel setup, although I am suprised at its adverse effects.

10sec RX7, glad you metioned T_injector settings, I was thinking along the same line. Do you think it would mean tinkering right through the rev range or just until the secondary injectors come on line which are the stock position.


Thanks

Kevin

 

I've ordered (and payed for) the same setup from Ground Zero / Xcessive, but they are ignoring my emails! I'd like to know how that t-inj map works, for when I actually get my hands on the manifold/rail.

Thanks,

Adrian

 

i have played with a few 13b's with injectors even higher than that, you can get them right but it takes a lot of time, pump settings will be up around 80% etc,

just keep playing you will get it right,

when im talking high i mean high

the primary rail is the cosest to the turbo and we got it driving damm well on the street even with 8x1600cc injectors.

http://braidedlines.com/gallery/albu...ave1.sized.jpg

 

What happens to the "t-inj" map when the secondaries start firing? Is the delay in firing (ie. t-inj) set up for the just for primaries? The primaries and secondaries are in different places, so they should have different t-inj delay times. Is this correct?

Also, how did Microtech set the values in the t-inj map for the standard 13BT? Were they calculated or were they found by trial-and-error?

 

a base map is just that, a base map, you have to tune to car to get it running the way you want it not what they put in there base maps.

 

I would like some advice please.
I am running the same setup as FD3UK in this thread, except my injectors are 750cc (2.5ohms) primary and 1000cc (2.5ohms) secondary. I am using 10ohm (5watt) ceramic resistors per injector, to give the LT8S I am running, an easier load to drive. These resistors have been put between the 'ground side' of the injector and the wires that return to the ECU.

I have fuelling problems with sudden changes of engine load when only the primaries are firing. I have adjusted the settings in the T-INJ map so that the primaries will fire earlier at idle and low rpm, but this didn't make enough difference on its own. I still needed to increase the throttle pump ammounts by approx. 40% to make the car driveable. I think a lot of fuel is being wasted this way.

Do the primary injectors really need to be placed at the centre plate (stock location) rather than further "upstream" where the 1000cc secondaries sit (ie. using the GZero LIM)? How fast does the fuel (vapour) have to move when the throttle pumps are needed? Is the distance between the injector and the primary inlet port (that feeds the rotor) just too large to get good throttle response? You can inject earlier using the T-INJ map but does it depend on the speed of airflow carrying it into the inlet port? Too slow and it just doesn't get into the inlet port quick enough, causing the AFR to rise?

Has anybody else come across problems like this with their 13B?

Thanks,

Adrian

 

There's nothing more on this T*inj topic? I've been digging through searches for awhile and this is the closest thing I was searching to find out. I was wondering what actually could be done with the T inj feature. Along the lines of working the injectors less to maintain the same A/F, gas mileage, better throttle response, and maybe more power? Regardless if you have stock placement injectors or relocated primaries. I've notice a few different T-inj maps from a few different tuners, all for stock injector placement.