Ducie54

Hi Dave can you please have a look at the FP speed DC% during logging. Not sure if its normal but when you change the multiplier in the fuel pump control tab the FP speed DC% during logging does not match the duty cycle in the FP speed table. Im using a NZEFI hardware PWM fuel Controller and they are the settings with the instructions. 5 Bar turbosmart reg drop test 16 Volts.llg

If this is the correct wiring Diagram try wiring it like this.

http://www.nzefi.com/product/bosch-engine-oil-temperature-sensor/

Is it possible to have a Cal table for Digital input frequency. That way we could we could convert a frequency to say a flow rate.

Strange how the log shows you get 99% TP main then drops off to 95% Your also getting a TP/Targ Error Accumulator error between 99% and 95% unsure why tho. Also the throttle motor DC% are all over the shop.

I'm not going to argue the mechanicals and theory behind the surge tank. The OP was asking about wiring up soild state relays . No wonder why he went to another forum to find an answer. I tried to answer his question you did not, that is not a assumption.

I think your over complicating things. Put it on a dyno, do a run with it off and a run with it on. Where the power lines cross is your switch point.

The return line from the surge tank is at the top not the bottom so i cant return to the fuel tank. Not to mention most fuel pumps have a internal check valve This is the way i've setup mine using PWM lift pump.

Pin 85 should be connected to ground

Thanks Adam ill give that a try. Yes the math is simple but why have a data log that does not show the true results. Fuel flow on the return v DC of the pump at different pressure would look out and is not what i wanted.

Hi Adam How does that take into account the multiplier and Max DC clamp in fuel pump control open loop? Is it possible to keep fp speed active? Or do I need a signal generator?

Im using a NZEFI PWM fuel pump controller and i'm trying to measure fuel flow return at different DC% I figure i cant use a GP PWM table due to the required multiplier and DC% clamp. How do i go about keeping AUX 4 FP speed active when the car is not running?

I have no issues either

From my understanding your fuel pressure log shows that pressure drops with boost. Also at idle your fuel pressure is 33.1 plus MGP of -6.7 gives base pressure of 39.8 It looks like your using a NZEFI PWM controller your DC are to low causing the pressure drop. I would set it to 100% until you have things sorted Is there any reason why you using a 3D dead time table? This is the data from there website

What injectors are you using? The dead time table is a little different. It looks like you entered PSI numbers instead of KPA How did you set your base fuel pressure? as i read the logs as 39.7psi Your knock Target table is set to 0 and active. Its pulling timing out Yeah Dave

How have you wired it in? I didn't think u needed the resistor. Is the ground wire large enough? Is it grounded to the chassis or battery?

I would be asking Simon as to why there soldered and not crimped. Crimping tools are not that expensive, the cheap ones worked will on my harnesses. I can't understand why the power wire has the shield attached to the pin. If it's grounded in the CAN lambda module that will give you issues. I'll be pulling my LINK knock block apart to see if it's soldered now.

Sorry but im out of ideas

What firmware are you running? There maybe a fix for this if your using a old firmware

did you happen to chop off the original plug off the lambda sensor?

Is it getting good voltage when power up?

Change you ignition mode settings to the same as your mates file. Ignition mode should be set to dissy not multi coil like the S15. Then do the above test

Is the gtir still using a dissy and single coil?

I'm in Australia and I use nzefi for anything LINK related. http://www.nzefi.com