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So the car is running very good. Idle, cruising, and a little of boost 0.85 lambda AFR.
The issue I have now is that when I try to boost over 15000PIM it looks like I hit a wall and feels like the engine almost stalls like on a fuel-cut because it stop completely accelerating. Scares me the hell out thinking I’m going to spit out apex seals
One thing I don’t really understand is why boost is reading different in different places.
For example my Profect B Spec II is reading 8.9PSI (setup in PSI the display reading 89) without the control Solenoid just to read boost. I bought a MAC solenoid that I need to install) I checked Hose lines to the Profec and don't seem to be clogged.
Costas told me that could be Sec Inj transition and this is my Settings 5 config:
and then looking at the logs I don't see nothing unsual. Secondaries kicking in at 47% duty (even if the setting on the PFC is set to 40% like explaining on this post: https://www.rx7club.com/power-fc-for...sition-750741/)
If you can't go past 4000 RPM it's probably going to be something with the secondary injectors. Friend's car (bone stock 93) had a similar problem, he had one of his secondaries that was totally dead and open circuit when you tested it on a meter.
The PFC may THINK it's firing the secondaries but if they are clogged or dead you won't actually get fuel into the engine.
What secondaries do you have? Could also be an issue with the connector to the secondaries or a bad output transistor in the PFC itself.
Do you have a conventional boost gauge in the car? Also if you are reading boost inputs from different spots you can get different readings.
Thanks Dale, I will check the secondaries, and after reading many more threads like this one https://www.rx7club.com/single-turbo...sition-281221/ , I will try different transitions and overlap settings to see if It gets any better.
Here is a quick test to determine if it is the secondary injectors.
Lowering the Settings 5 Pri/Sec transition % lower would cause the problem sooner.
Raising it higher will cause the problem later.
Here is a quick test to determine if it is the secondary injectors.
Lowering the Settings 5 Pri/Sec transition % lower would cause the problem sooner.
Raising it higher will cause the problem later.
Exactly what I was going to test, using 30% and then 50%.
Then I was going to play with the injector overlap on setting 5. I'm going to try 7 7 2 ,
@cewrx7r1 do you know what it does exactly and the different between 3 and 7?
I found that "controls how the PFC blends the transition from primary to primary and secondary injectors together", but what's the different between 3 and 7 as a value?
As on page 70-71 of the PFC-Datalogit FD3S user manual.
E-4 Injector Primary > Secondary Transition Overlap
• Settings for Primary to Secondary injector Transition Overlap
• Used in conjunction with {E-1 Injectors}
• During the injector transition period, the secondary injectors start before the primary injectors reduce
• As boost increases secondary injectors start earlier
• Settings are 1/12 of a revolution of the eccentric shaft
Here is a quick test to determine if it is the secondary injectors.
Lowering the Settings 5 Pri/Sec transition % lower would cause the problem sooner.
Raising it higher will cause the problem later.
I ended doing this so i set the Pri/Sec transition to 30.. can't pass 5psi.. set it to 70.. get to 10psi.. So. the issue on the secondary injectors.
Also I realized that I only see it get lean on the Wide-Band NGK Digital meter and not on the 5v input FC-edit I guess that might be because of a delay or sample rate issue.
I have a secondary KGParts fuel rail with 1680cc injectors. I have stock rail and stock injectors for primaries.
Now, I have even more questions!
Does someone knows if I can fit in the secondary rail another model of injector with better spray pattern / driver?
Should I send the ones i have to get clean and retry? (Time consuming)
My rails are connected in series, is that ok? or should I connect them in parallel? i read it here: KGParts Tutorials/Articles
I was running stock 550 and rail, and cheap rail for Bosch 1600 with an FJO driver for them.
This was good enough for running mid to high 18 psi with 425 ccm 50/50 water meth.
Serial fuel supply.
I decided to go back to water injection only. This caused the injectors to go to 90+% duty cycle.
Thus I upgraded to ID2000 and EV14 in 550 with CJM rails with 100% parallel fuel supply. I already had a parallel fuel supply from the tank to the firewall where it went back to serial.
Thus I had previously paid for that part. It cost about $1300 for the new change over.
My fuel pump and pump wiring was upgraded a few years early.
I forgot to ask: are you running 3 ohm serial resistors with your Bosch 1680 low impedance injectors?
If not you could have burnt out the secondary injector drivers within the PFC ecu.
The new ID2000 and EV14s are high impedance and do not need the 3 ohms.
When logging with the DL, do not record all the inputs as this will drastically reduce the number of reading per second.
This is most important when logging AFRs because you want more readings to offset outlier values.
This is due to this equipment being low quality testing equipment.
BASIC and ADVANCE are similar, so do not do both at the same time.
With BASIC, you need to record MAP REF to determine cell location.
With ADVANCE, it will analyze rpm and pim to determine map ref.
Sensors are not needed unless you have a problem.
Think about this and what you actually need to record.
With the engine idling, try logging different ways and you will see for yourself.
When logging with the DL, do not record all the inputs as this will drastically reduce the number of reading per second.
This is most important when logging AFRs because you want more readings to offset outlier values.
This is due to this equipment being low quality testing equipment.
BASIC and ADVANCE are similar, so do not do both at the same time.
With BASIC, you need to record MAP REF to determine cell location.
With ADVANCE, it will analyze rpm and pim to determine map ref.
Sensors are not needed unless you have a problem.
Think about this and what you actually need to record.
With the engine idling, try logging different ways and you will see for yourself.
Thanks cewrx7r1 for all the input! I'm using FC-Edit, and when I start logging, it records everything and i can't really turn thing off, can you explain further?
So, The issue I had, I fix it! it was the secondary injectors, I sent them for cleaning, I check the resistors, and clean the connectors. Now, I rev all the way up and 16 psi reading on the profec b spec 2.
Now, I can move to the next items on my to-do list:
- Install 200 CPSI Cat.. ( My family can't support the smell anymore)
- Tune the map , I think is too lean, but I need to make sure all my readings and logging are accurate, I will do it on the road, then maybe a dyno.
- Install Hood damper.
- Install LED bulbs.
- Install Solenoid for the boost controller.
- Fix hooks on the back seats
Engine suddenly stops revving when under boost at around 4k rpm.
it was the secondary injectors, I sent them for cleaning, I check the resistors, and clean the connectors. Now, I rev all the way up and 16 psi reading on the profec b spec 2.
