well since there is no thread on this forum about the subject i thought i'd start one and i'm sure it will help some one in the future too.

has anyone tuned a set of these? what where the latencies and scaling that worked for you? mainly interested in e85. I've been working on my brothers for 4 days now and can't get them right. has anyone encountered any bogging from them even when dialed correctly? Thanks for any help.


oh and yes, i know that GST and Hollywood have both posted some latencies and scaling but those didn't work for me.

 

Did you make sure your MAF was 100% tuned to your intake first?

 

Try my scaling. My LTFT criuse is -2% and idle is somewhere between 0~+1%. However, I don't know why I get the P0300 code. All I did was switch DW1300cc injectors for E85. How's your idle?

Scale: 860

4.848 3.864 3.144 2.424 1.896 1.656 1.344

 

yeah hollywood helped with that. i didn't have the right xml apparently.


sweet, i'll try yours out. might as well. i've tried everything else in the F****** world! i'm actually switching him back to 1000s today if i can't figure it out by 3 pm. he's pump gives out at 6500k with the 1300s too anyways so if he was to keep them he'd have to get a double pumper.

 

I'd recommend that he does a Bosch inline (MDR has a kit but you could roll your own). It also provides an easy upgrade path to a surge tank setup whereas you have to throw away any in-tank double setup. I did this the wrong way and it cost me quite a bit...hopefully a few people can learn from my mistakes.

 

i don't think he's ever going to do a surge tank though. and he's trying to increase flow not pressure so i think for his purposes a parallel double pumper is better then adding a series 044 bosch.

 

I didn't think I would, either. Then I discovered that high speed turns would be nice without misfires. Find a parking lot and drive in a fast left hand circle with less than 1/2 tank of gas and let me know what happens.

Not sure what you're talking about with the flow vs pressure stuff. The Bosch flows way better than a Walbro anywhere beyond idle and our cars are 1:1 with boost. The Bosch looks like it is good for any power level that a stock-sized turbo can dish out. If you're going T3/T4 then duals might be required but I'd still take a dual Bosch or single Fuel Labs over a Walbro. I was surprised to discover how poorly Walbros work at any decent boost level (30+ psi or 73+ on the chart below).

 

yeah but i don't think we have that much fuel pressure right now haha. i know what you're saying about bosch having better flow. but two parallel walbros would still have better flow than a single bosch. look up the difference between in series pumps and parallel pumps

 

so i believe we finally found the problem with my brothers set up. It's the walbro pump. it just isn't enough for his set up. when we installed the 1300s the pump realized how much fuel this car actually needed up top and it caused it to overload and eventually fail up top. we realized this after going back to the 1000s and realizing that now even with the old set up that worked fine for him, he leaned out towards the top after 6k. this explains why when i tried adjusting fuel with the fuel map with the 1300s nothing would adjust the either really lean or really rich situations, because the pump ran out. Thanks for all the help from everyone that helped me, hollywood, golden, tephra, and mike at DW. I will keep you guys updated when he orders his new walbro for his 1000cc injectors. He will be posting the 1300s for sale if anybody is interested, just make sure you have the fuel set up it needs he will rebuy them again when he is ready to cam the car later on.

 

Then why not keep the 1300's and sell the 1000's?

 

Because he doesn't want to drop 500 on a double pumper right now and is waiting to get cams with a few other goodies later on.

 

Last I checked, bigger injectors don't change the amount of fuel required from a fuel pump. You need X amount of fuel for Y amount of air to make Y/X AFR. You were probably just trying to run too rich with the 1300's.

 

My exact same feeling my friend. But there is a possabilitu that having such high duty cycles could have deprived the engine from the correct fuel supply. I could have still achieved the correct afr ratios but with lesser fuel. When 1300s where introducedwe had the right flow but not the pressure from the pump thus not allowing me to control fuel through the afr tables. And that's also why I could only control my over all fuel through the latencies and scaling themselves because the pump was out of juice when the car demanded the fuel. Think about it as a kid blowing gasoline through a straw in his mouth. U can still tune him for X afr but when u put a garden house he can't keep up with the demand of the efficient car and he runs out of power to blow. Kind of a gay analogy but it's the best I can think of on the spot and while watching a movie with my wife screaming at me to get off my phone haha. Let me know when U get 1300s to work right on a single walbro and are in the 450+ hp range though.

 

Bigger injectors will just stay open for a shorter time. Instantaneously, the hole is bigger, but the net effect over time is the same as having a smaller hole. That is how duty cycles work.

I'm kind of questioning how well the 1300's work. I've been reading way too many threads about issues with these injectors. There are many many injectors out there on the market, and nobody has had any complaints lately, except for the 1300's. Time will tell if it is just user error, or something else. I don't want to point fingers yet, but again, lots of thread have popped up lately.

 

A walboro 255 is about equal to 4000cc worth of injection. Beyond that you will need a larger fuel pump if you don't want line pressure to drop. This gets even worse with higher boost levels.