Ken Dunkley

Hi- Just noticed on your trigger 1 screen - the multi tooth position says ' cam ' . If its on the crank wont it be reading at half engine speed ?

So just to confirm . I could run a 36 tooth wheel with 4 evenly spaced missing teeth and this would give me 8 trigger events over 720 degrees to fire my msd on a v8 ?

Hi - Could I run a crank angle sensor ( VR type ) with a 4 tooth trigger wheel on the crank for my distributor ignition on a v8 . And as a cam signal grind 7 teeth off the 8 point reluctor in the distributor and use that pickup as a 720 sync for the semi sequential injection timing ?

Simon - If I can also ask - On a V8 with a Atom G4+ . If I run semi sequential do I set up as a 4 cylinder in the ecu setting up or just input the v8 firing order ? And can I just run a toothed wheel off the crank and a crank sensor ( which one do you recommend ?) to sync the injection timing ?

Hi - I had a fuel injector flow tested by a fuel injection specialist . I gave him the info sheet so he could do an apples to apples test ( full flow for 1 minute @‌ 4 bar ) . Yip sure enough they don't quiet flow the full 1200ccs . .... only 590 ! So my guess at half the advertised flow rate wasn't bad . Anyway the supplier says he will replace them bla bla - ill see I guess . So yeah ! only deal with reputable firms - Ill let you know if they turn up ! Thanks for your help .

Hi Dave - Thanks for your input . What would you expect the minimum effective pulse width to be with bosch 1000cc injectors ( Assuming that's what ive been sold )

Thought id try and answer my own question . So I backed the whole fuel table down by 50% and the fuel injector flow rate by 50% and voila ! Same A/F Ratio with half the VE number . So yeah . I Been professionally ripped off by a company ! My 1200 cc @‌ 400 kpa injectors more than likely flow less than half this ! Still don't know about the fuel pressure input though .

The injectors did come with the deadtime info and I have entered this . They seem reasonable as the lambda reading is stable . Engine is on a test stand but starts and runs fine . I can get any A/F ratio I need so that part is good . Its just the high numbers that are confusing to me . I can only idle and free rev the engine on the stand so was just concerned that when its in the car and under load what will the VE numbers need to go to ? A lot higher I would guess .

Hi- With modelled fuel if the injector flow rate input into the ecu is higher than what they flow in reality would that effect the VE numbers I have to put into the fuel map? I have to put in numbers around 71 at the idle . The injectors I bought are bosch 1000cc and the flow rate given in the info was 1206cc at 400 kpa. If they are not what was advertised and flow less would this make the VE numbers seem high ? Much like the master fuel number in traditional mode ? A low number means higher numbers in the map and a higher number the reverse . Also I have a fuel pressure sensor input into AN 3 . Ive used a cal table to get it calibrated and reading correctly compared to the pressure gauge on the fuel rails . So my question is - is just having this sensor input into AN3 enough for the ecu to use this for fuel pressure corrections or do I need to do more for the ecu to do this ?

Thanks for your replies - They are a big help in getting my problems sorted - Cheers . Ken

Hi- Simon . Ok one more question then - Does the ecu need a fuel pressure input to run modelled fuel ? Have I fitted a fuel pressure sensor mistakenly on that belief ? Will it run fine with just the base fuel pressure set and input into the ecu and the then spare AN input can be used for the tps ? Thanks Ken .

Hi- Im using an Atom G4+ with Map - Fuel pressure and a A/F meter on the AN inputs . Is there any way I can run a TPS . My belief is it will give me better accel enrichment response at throttle tip in ? Is this right ? At the moment at light initial throttle opening I ( only sometimes ) get a slight stumble . Will a TPS cure this or should the tip in response with a Map sensor only be able to be tuned perfectly ? Also I want to wire in a Stepper IAC valve - Will this help with cold start idle on a big block V8 with 90mm throttle body ? Which is a good one to use ? thanks - Ken .

Simon - Yip im getting it sorted - Now the timing is sorted I got the fuel map much better and after reading different posts on the subject and watching an HP Academy webinar on accel enrichment I realised I had the accel enrichment WAY to rich . After bringing down accel sensitivity and clamp numbers things improved out of sight . The engine responds to the crack of the throttle like no carbed engine ive ever owned ( Lots - And they run well ) - It positively barks ! Im almost there ive just got to sort a small off idle stumble so any tips are appreciated - Thanks Ken .

Ok - Success ! Changed the trigger to rising edge and problem fixed ( also swapped the pickup polarity back as I had that right first time ) . Thanks all for your help . But - One last little issue - I cant get the accel enrichment to work . The engine starts and runs fine but if I crack the throttle it goes lean momentarily and bogs . Tried accel sensitivity increase and wakeup enrichment - looked at accel load clamps etc but cant get any enrichment happening - Have checked runtime tables when blipping the throttle and set up a digital gauge to watch percent of enrichment as blip the throttle but nothing happening . Where do I start . ? And just a couple more questions - Using modelled fuel with a fuel pressure sensor setup through a AN input - Does the ECU respond to fast pressure changes ( as its manifold pressure referenced ) and make fuel corrections ? If ive set an AN channel to fuel pressure and calibrated it - Is that all I need to do for the ecu to read it and make adjustments as it should ? Thanks Ken .

Hi - I did set the trigger to falling edge and with the ignition delay any number I set in the window had no affect . Ill reset to rising edge and retry . Would you expect this problem with the timing if the trigger edge was reversed as I had it ? Thanks for all replies .

Ive reversed the wiring from the distributor pickup - Same thing still happens . Apart from having to retard the dizzy position to get it to run the timing still wont hold . Even when the trigger timing calibration window is active the timing rises . Any ideas ?

Hi - Was just going to add distributor uses VR and im using a MSD streetfire ignition . Ill reverse the wiring and try that - Thanks .

Hi- I have an Atom G4+ on a V8 running a locked distributor . The trouble im having is the timing advances without following the ignition table . With the engine at about 70deg temp - 1000 rpm and the whole ignition table set to 20 degrees BTDC and no other timing compensations ( that I can tell ) happening - if I rev the engine the timing rises to over 50 + degrees with the engine missing/ cross firing badly . On the runtime values it shows 20 degrees and nothing else and on the ignition angle dial gauge on the tuning page it also shows 20 degress . But rev the engine and the timing climbs at a steady rate when checked with a timing light all the while the ecu s telling me its at 20 degrees BTDC. And yes the distributor is definitely fixed and no centrifugal advance . Whats wrong ?

Hi- Can a new sub-board swap be done by link and how much approx?

Hi- can a G1 lem V4 that is set up for a 1GGTE 6 be re-configured to suit a dodge 440 v8 twin turbo -VR dizzy non intercooled. Do i send it back to link or is it something i can via laptop. Im a efi beginner but have done lots of reading on the subject and understand timing and ve principles well. Cheers- Ken