ID2000 scaling and latency
Sep 16, 2009, 09:55 AM
#16
Holy crap, 2000cc injectors idling on pump gas, w/ o2 feedback, that is pretty much awesome!
A local just put the ID2200's in his 'daily driver' but he's on E85 and AEM:
http://mitsustyle.com/forums/showthread.php?t=24330
Check the dyno charts on page2, that is 720whp uncorrected on dyno dynamics!
Anyways, are the 1000's any cheaper than the 2000's or 2200's?
Thanks for sharing JB!
A local just put the ID2200's in his 'daily driver' but he's on E85 and AEM:
http://mitsustyle.com/forums/showthread.php?t=24330
Check the dyno charts on page2, that is 720whp uncorrected on dyno dynamics!
Anyways, are the 1000's any cheaper than the 2000's or 2200's?
Thanks for sharing JB!
Last edited by scheides; Sep 16, 2009 at 09:59 AM.
Price is steep but not aweful. Is anyone running the 1000's? Better/worse/similar to the FIC 1050's?
Sep 16, 2009, 02:38 PM
#19
I always set my WOT table to what a stock table should look like more or less, set scaling to match, and then adjust latency.
It so happens that the latency ended up as close to identical to the 45psi latency settings that T1/ID ships with the injectors. I updated the tables as well, so the initial settings have changed.
It so happens that the latency ended up as close to identical to the 45psi latency settings that T1/ID ships with the injectors. I updated the tables as well, so the initial settings have changed.
Good to see that you can pretty much pull the numbers of the sheets provided.
Does IPW, airflow, etc. seem to correlate to them being 2000 cc injectors? Interesting that the 1000s scale as 820-840s and these scale as 1624.
Sep 16, 2009, 03:34 PM
#20
Cool, I keep seeing people that scale using fuel trims at low loads to set global scaling. Just wondering how you go about it.
Good to see that you can pretty much pull the numbers of the sheets provided.
Does IPW, airflow, etc. seem to correlate to them being 2000 cc injectors? Interesting that the 1000s scale as 820-840s and these scale as 1624.
Good to see that you can pretty much pull the numbers of the sheets provided.
Does IPW, airflow, etc. seem to correlate to them being 2000 cc injectors? Interesting that the 1000s scale as 820-840s and these scale as 1624.
On Evo-Tech, one of the guys posted about a 6765 stroker, turning 9100, 39psi on E85, that made 837whp at 76% IDC (50psi base) so thats sounding very accurate.
Sep 16, 2009, 04:24 PM
#22
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My friend went from FIC 1050's to ID1000's after seeing my car. He won't run anything else now. The documentation on the Injector Dynamics website tells the story.
Now, for some reason my friend has a slight warm starting issue on the ID's that he did not have on the FIC's. Funny because my ID's start fine but my old FIC's did not always start fine. I think that the issue may someday be resolved, but it is not the injectors fault. I think it is how the ECU is running code on some cars and/or how the sensors are picking up things during a warm start. Note that many FIC or any other brand injector have hit or miss warm start issues.
Sep 16, 2009, 04:34 PM
#23
0x,
I have read the thread on warm start issues and to some extent i would suspect its how the map is setup. Its too intermittent on a car that I know is done right though for me to say thats always the issue.
I know what you mean though, some cars, some fuel, sometimes a combination make some of them more likely to be hard start on a warm car. I have wondered if some cars are just more prone to vapor lock because of the injector location to the manifold and or the actual temp of the intake manifold.
I have read the thread on warm start issues and to some extent i would suspect its how the map is setup. Its too intermittent on a car that I know is done right though for me to say thats always the issue.
I know what you mean though, some cars, some fuel, sometimes a combination make some of them more likely to be hard start on a warm car. I have wondered if some cars are just more prone to vapor lock because of the injector location to the manifold and or the actual temp of the intake manifold.
Sep 17, 2009, 06:20 AM
#25
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0x,
I have read the thread on warm start issues and to some extent i would suspect its how the map is setup. Its too intermittent on a car that I know is done right though for me to say thats always the issue.
I know what you mean though, some cars, some fuel, sometimes a combination make some of them more likely to be hard start on a warm car. I have wondered if some cars are just more prone to vapor lock because of the injector location to the manifold and or the actual temp of the intake manifold.
I have read the thread on warm start issues and to some extent i would suspect its how the map is setup. Its too intermittent on a car that I know is done right though for me to say thats always the issue.
I know what you mean though, some cars, some fuel, sometimes a combination make some of them more likely to be hard start on a warm car. I have wondered if some cars are just more prone to vapor lock because of the injector location to the manifold and or the actual temp of the intake manifold.
Sep 17, 2009, 07:28 AM
#26
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My friend went from FIC 1050's to ID1000's after seeing my car. He won't run anything else now. The documentation on the Injector Dynamics website tells the story.
Now, for some reason my friend has a slight warm starting issue on the ID's that he did not have on the FIC's. Funny because my ID's start fine but my old FIC's did not always start fine. I think that the issue may someday be resolved, but it is not the injectors fault. I think it is how the ECU is running code on some cars and/or how the sensors are picking up things during a warm start. Note that many FIC or any other brand injector have hit or miss warm start issues.
Now, for some reason my friend has a slight warm starting issue on the ID's that he did not have on the FIC's. Funny because my ID's start fine but my old FIC's did not always start fine. I think that the issue may someday be resolved, but it is not the injectors fault. I think it is how the ECU is running code on some cars and/or how the sensors are picking up things during a warm start. Note that many FIC or any other brand injector have hit or miss warm start issues.
and yes someday there will be a eureka moment and the problem (if i can even consider it a problem?) will go away......I attest to OxDEAD's post that the ID injectors are plain bada** they idle amazing, they are easier to tune, and there will never be another set of injectors in my car ever again.
Sep 17, 2009, 07:37 AM
#27
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0x,
I have read the thread on warm start issues and to some extent i would suspect its how the map is setup. Its too intermittent on a car that I know is done right though for me to say thats always the issue.
I know what you mean though, some cars, some fuel, sometimes a combination make some of them more likely to be hard start on a warm car. I have wondered if some cars are just more prone to vapor lock because of the injector location to the manifold and or the actual temp of the intake manifold.
I have read the thread on warm start issues and to some extent i would suspect its how the map is setup. Its too intermittent on a car that I know is done right though for me to say thats always the issue.
I know what you mean though, some cars, some fuel, sometimes a combination make some of them more likely to be hard start on a warm car. I have wondered if some cars are just more prone to vapor lock because of the injector location to the manifold and or the actual temp of the intake manifold.
I will say we pulled the injectors that did not warm start well in my car and put them in his and they fired the same in his car as his ID's do so that 100% rules out the injectors imo. Its just a case by case basis I think and again someday we will figure it out....but im so used to it now I barely even care.
Sep 17, 2009, 08:33 AM
#30
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I think he is planning a trip to the burgh for auto-x so we will probably do it that weekend.