Ducie54

This is how i would set up boost control for 25 PSI. Just remember you haven't tuned the fuel/ignition cells that high and the boost DC values will need some fine tuning. Base 2 (1).pclr

Has the 5 amp Aux 9/10 Supply fuse blown?

What are the settings in the fuel pump control tab? There should be offset and multiply values. I would start by changing from fp speed to a GP output. Make sure it works without faulting. Change to to GP pwm next. See how that goes.

What part number ssr? Note there are AC and DC relays. I'm using 3 currently wired like the last pic for water pumps and 2nd Bosch fuel pump. What's the setting in FP speed?

LINK don't state at what fuel temp the the cc should be measured at. It should be in the help file. Some test at 20DegC while Injector dynamics test at 52DegC. The software should allow for the temp it was measured at to be inputted.

It will only use the value of the first cell even tho the logging shows different.

If your using the the FP speed table make sure you use all 14 Cells even if you don't need them. As advised by Simon. Works well after that.

I would update to the latest firmware, in modelled mode are the values in the fuel table VE based.

An engines VE should not change bases on load. There's another issue IMO. Where did you get the base map from? For starters i would be turning off your idle ignition control as those setting will not be helping. post a log of idling with ac off then on then off

You could try turning accel enrichment on.

Your AC step table is all blank so there will be no idle up with AC. Your fan only has a .4 increase try increasing both of these.

I would have a look into why you differential fuel pressure is not consistent.

I would set your idle base table first with idle ignition off. Then set idle ignition. You need a good ignition table start point first tho. High performance academy have a webinar on this subject that would explain it alot better. If you increase your idle rpm it should help in making it smother also. A log file would be interesting to see.

Could you post a log file Of runs using different settings?

If you have a return style fuel system I would run it on the return line, that way it's not a restriction in the fuel supply. If it's a dead head system I wouldn't think there wouldn't be any difference in Ethanol % between the 2 lines. Places like Aeroflow make push lock to dash 6AN male fittings.

Could it be a mechanical issue like valve float?

I would recommend you install a fuel pressure sensor into the ECU. There not that expensive, also gives you valuable info that can saves hours of fault finding.

My map had high Ve numbers when the dead time values were too low. I'd also look to see if your differential fuel pressure is dropping.

Andre from HPA informed LINK with this problem awhile go going by his comments in the LINK closed loop boost control webinar and course. Llewellyn HPA go through a work around for the issue. https://www.hpacademy.com/forum/boost-control/show/link-g4-closed-loop-boost-control

Means not all the pins are pushed all the way in.

Thanks Simon. I'll try that on next days off.

Any chance you have one of Walters PWM controllers for testing? For some reason if i set the FP speed value to below 100 at low pulse widths, say 70 then increase it to 100 above 8%INJ DC the differential fuel pressure drops under boost. But if i set it too 100, differential fuel pressure is close to a flat line at 300 kpa Any idea where i should be looking. I tested this at both 14V and 16V to the pump.

Adam could raising them minimum effective pulse width help in this situation?

Hi Adam Yeah i was expecting it to work the other way. Its a little confusing looking at the logs and the DC% goes up. I was measuring the weight of fuel out of the regulator at different pump DC% to see if my pump was big enough. Spent the last few weeks measuring pump and injector flow data. Love the injector test function BTW. There's a bug there too but nothing pulling the plug didn't fix. The DC% goes down from 50% when i change the polarity to low BUT the PWM module does not work like when set to high. If that's the normal so be it. I forgot to let you know that it is possible to use a PWM output into trigger one to get the fuel pumps to work. Trigger setup as multi tooth, trigger 1 as Optical/ Hall

Ill email it to you now. My fuel flow increases if i set the FP speed above 50% as the fuel pressure rises. If you set 75% in the table i get FP Speed of 62.5% not 37.5%