Ducie54

Reliability is down to the tuner and a safety margin they leave, not the brand of ecu. Sounds like you guys don't have much idea in tuning. Have a look at HPA they have alot of info you will need. https://www.hpacademy.com

Somebody has been watching to many fast and furious movies.I let Simon answer this one.....

I would be looking at valve to cam clearance.

Post your map and a log. Will help diagnose issues.

Each ecu brand has different injector drivers, this means the dead times and SPAT can be different. You were given COBB, GM live/ hp tuners and LINK. This is the website i got my data from, LINK is on the second page. http://help.injectordynamics.com/support/solutions/folders/263533

For ID1300x2 use the below settings.

You need to use ign 1-2-3-4 from the main ecu plug

If you are using a knock Device like the link knock block you will be able hear knock when it occurs. What your doing is guessing.

Try running an extra earth cable to the cylinder heads. Jumpers leads is a quick way to do it.

Add a second warm up enrichment table with E% and water temp on the axis.

What's your trigger scope look like? Is the rpm ROC consistent? Have you set the base timing as your trigger offset it at Zero?

Happy to help. Another suggestion is to use an auxiliary/fuel/ignition output to trigger a fix amount of air bleed using a solenoid. Then use a timer on this output. So when you shift though the gears the neutral step is not added as its no longer required or only now very small. You could then use the 3d idle ignition for the power steering idle up.

As Adam mentioned 4% is a normal valve and the closed loop works well at such small levels. Another thing you could do is drop the timing down at idle in neutral and add more idle speed to keep the rpm up. That way there is less idle duty cycle between park/netural and when in gear. With the 3d table add in more timing when in gear to keep the neutral to park idle speed duty cycle closer. All else fails use a larger and quicker responsive iscv.

You could try adding neutral status DI5 to the Y axis of the ignition idle table. Add some timing when in gear and drop the neutral step from 22% down to say 10% and see what that does.

Can u post a pic of the current idle ignition table. Also what iscv are you using?

Try your idle ignition table like this.

Can you post a a map and log.

I use oil pressure and rpm for one table and differential fuel pressure and rpm for the other.

Actually would give better control to use 2 PWM valves, one for 98 and the other for E100 into the main fuel line.

Unless you run a dead head fuel system with no return line you would not achieve accurate results. As the returning blended fuel would affect the pw ratio of E% to 98%. My way of doing it is slightly different. I would use 8 1050cc injectors. Run a open loop fuel system with both fuels into a PWM 3 way valve. From there into a ethanol sensor (run in parallel off main fuel line) into both fuel rails. Sound like a lot of problems for no gain. HPA have a good webinar on blending fuels.

How are you planning on calculating the %Ethanol in the fuel? Would be easier it one tank was 98 and the other was a ethanol blend. Trying to blend both on the run would be a nightmare. I would adjust the boost based on E% not E% based on boost level.

I set up an injector test bench to get a rough figure of SPAT and deadlines then used a digital power supply while driving to set the dead times. From the new dead times I tweaked the SPAT to get a flatter fuel map. Is your injectors the 90/1100 with the diffuser plate? Mine are the 90/1300 but I run at 4 bar as the spray pattern in better.

It took me ages to get SPAT figures from ASNU for there 1300cc injectors, u would have more luck talking to the guys at FIC as they are the same injectors. I would also double check there supplied dead time values as mine were way off.

Check the injector settings tab and make sure there all set the same. Either peak and hold or saturated

Can you post a copy of your map makes fault finding easier.