" I had an FJO box fail where an injector driver stuck wide open and hydro-locked the motor. So I switched to the AEM unit."

and what did FJO diagnose after the "very credible race car electronics engineer"
returned it to them?

 

I have had the AEM driver box loose drivers also.
With AEM's hardware history it's not really a surprise. A friend of mines lost two motors before he realised it was the driver box which was exchanged under warranty and have performed perfect to date.

 

Where do I have to connect the FJO box if I already have the Racelogic box connected to the PFC?Before the Racelogic box or otherwise?

 

the FJO box connects into the injector wires close to the injector. other connections are to switched 12V and ground.

the newest model eliminates a couple of the older module's connections.

hc

 

follow up from FJO who is not aware of any unit failures envolving hydrostatic lock:

"One thing I forgot to mention on these new units is the following:
With the new technology used in the design of these units, they are totally cool running and use less power than the previous ones. An embedded hybrid microcontroller manages peak and hold current for each injector independently and ensures the FASTEST injector opening and closing times possible.

I saw the post about the "hydro-locked the motor" issue. I'm some what confused because if the motor was running and it failed it couldn't have dumped enough fuel. If the motor wasn't running, the fuel pump would have turned off after a few seconds which also shouldn't have dumped enough fuel.
Am I missing something?"

just an fyi.

hc

 

I guess what he was trying to say was that the injector got stuck wide open while the motor was running which resulted in the motor failing.

 

I don't get it.In my situation it's like this.The Racelogic box is conncted to the injector wires from the PFC and acts like a bypass to the injectors.I just want to know if I can connect the FJO box after the Racelogic box.
Thnx

 

connect the P&H module in series at a point between the injector and anything else you have in the circuit.

 

Maybe you will have a better idea where to connect the P&H box,because I'm a little confused about the series connection.

 

is it possible to hydraulic lock a running rotary engine with wide open secondaries and destroy it? if so, wouldn't the seals go first before any damage to the e-shaft?

 

The Racelogic box is cutting the common power feed to control the injectors. The injector driver box is connected to the switched side of the injector. So the injector driver box will not go in line with the Racelogic box. Make sense?

 

I had an actual injector lock open, it was an RC 1300CC unit, and it did hydro lock the motor when I tried re-starting it, something I didn't think possible.

There is no apparent engine damage from this. The compression is unchanged, oil hardly even seem diluted with gas.

 

So Ludwig.What do you suggest in this case?Skip the P&H and stay with the resistors.

 

Wire the Racelogic in on the common side of the injectors as the instructions show and wire the driver box in on the switched side of the injectors like their instructions will show.

 

Thank you 4 the info.

 

Would one see any noticeable difference when tuning the PFC w/ a P&H injector driver box running P&H primaries? I plan to use the box with 1600 secondaries, and I am wondering if their is any benefit to running P&H primaries.

The prices I have found on smaller (600-100) P&H injectors are pretty much the same. So I was wondering if the behavior would be noticeably different running P&H injectors in the primary rail

 

What do the inputs on the new FJO driver hook up to there's 4 inputs. There's wire's for 4 injectors you splice in, then postive, and a ground. What is the inputs used for?

 

you didn't get a wiring diagram?

if not let me know and i will contact FJO friday.

(i don't have your answer as i run last year's model.)

hc

 

Would one see any noticeable difference when tuning the PFC w/ a P&H injector driver box running P&H primaries? I plan to use the box with 1600 secondaries, and I am wondering if their is any benefit to running P&H primaries.

The prices I have found on smaller (600-1000) P&H injectors are pretty much the same. So I was wondering if the behavior would be noticeably different running P&H injectors in the primary rail

 

Running a P&H injector with a proper driver will net more consistent results and slightly more injector capacity than using a high impedance injector or a low impedance injector with a resistor. P&H is the way to go.

 

Very good information and useful

 

çan someone help me out.

I know have 2x 850 and 2x 1600 top feed injectors with the FJP Driver
at idle I can not get it lean

I'm thinking of putting back the stock primary rail with the 550 injectors and leave the 1600 ford injectors with the FJP driver

What would be the settings for Power FC ?

550 as stock
1600 0.04 lag ?
pri/sec trans 30% ?
overlap 4 3 2 ?
Sec transition (ms) 0.100

 

That's a common problem with the PFC. Search through the PFC section of the engine management forum and you'll find the information you need.

 

i have searched for a few days now but I can not find the right answer.
there a tons of settings.

So I hope someone can help me out with the same 550/1600 injector setup

 

This and you should be on the PFC Forumn!
It has been known and posted for ages that the only way to lean out 850 primaries with the PFC is by using negative lag. First lean them out as much as posible the normal ways.

Search the PFC forum or buy my tuning notes membership.