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  1. 16v3.0

    bench test ICV

    Is there a way I can bench test the ICV without the engine running? I'm having a very difficult time getting idle control to work with DC values going from 10-90 with no impact on RPMs. I'd like to be able to un-plumb the ICV and see where the flapper is with each DC% so I know what number correlates to full open and full closed. I'm now questioning if the ICV is even working or if I have a vacuum leak. It has a high idle when warm ~300 rpms higher than I'd like, otherwise it runs/idles great.
  2. It was the ballast resistor/low impedance injector combo. The new high impedance injectors work great. Cars running awesome, just need to adjust the tune for the higher fuel volume. Is there any downside to having high fuel table numbers? The help file says to target numbers in the 50's, the samples I've seen online are in the teens, my table is a range of 60-110 (haven't tuned it yet). As I understand it I can adjust the Master fuel and it will raise/lower this range?
  3. High impedance 38lb/hr injectors on order, I'll let you know what happens. I'm going to also check my fuel volume.. who knows could be something stupid like a crushed fuel line. -Dan
  4. 2.8 ohm 30lb/hr at 3bar, running at 3.8 bar.
  5. 4.7 ohm 25w Vishay / Dale RH0254R700FE02 There is one on each 12v power feed to the injectors with signal from ecu on the other pin.
  6. Ok, so I think I found that the duty cycle is just the percentage of Pulse Width vs Time available to fire. And starting pulse width is set by master fuel #? So at 3000 rpms, I have ~ 40ms to fire the injector and it's taking ~18ms of the injector open to flow sufficient fuel to hit target lambda (which is purposefully rich right now). So when load or more RPMS are introduced the injector has to stay open for the full duration of the increasingly shorter rotation and thus its not getting enough fuel? My fuel pressure is steady at the rail, ~50PSI raises to 55 briefly under acceleration, doesn't drop at higher rpms. (hard to see when driving). So if fuel volume was an issue I should see the PSI Drop as it becomes starved for fuel, right? Now I'm going back to the in line resistors with peak hold injectors on a saturated driver. Would that cause the injectors to not 'open' completely? Should I be looking for replacement high impedance injectors with more flow? I believe I am at the upper limit HP wise for the stock injectors, which are 30lb/hr injectors and the car is making ~220 hp. Thanks again.
  7. I agree, it feels like the injectors begin to shut down at higher RPMS. What determines the duty cycle in traditional mode? I see I can enter injector data if I switch to modeled fuel (shows 999cc/min Mine are 315cc/min). I'm just trying to wrap my head around why the stock injectors worked fine before the switch to Link, but now they're 'underpowered'. I installed 4.7 ohm 25w resistors on the power supply to each injector (they're 2.8ohm peak-hold stock) per recommendations on the forum because the storm blue doesn't have peak-hold drivers, would that cause the problem?
  8. Hope you can help a novice, got a storm blue ecu installed on a Porsche 944 S2 over the weekend, car will idle fine but I'm having problems getting the car to rev past 3,000 rpm without going extremely lean/misfiring. I'm using LS2 Truck coils for ignition, stock injectors, and a 36-2 trigger with the stock hall sensor. I'm not getting any trigger errors to suggest the timing is thrown at high RPMS. Is there anything that screams to you as setup incorrectly in this setup file and log? Thanks basetune944s2.pclr Long Start up.llg
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