rob82

I was mearly comparing electro drive to a hydraulic based system. Considering most variable displacement axial piston pumps are around 50-60% efficient. And there is no regenerative braking on the 795F - just a really big resistor and cooler fan!

The generator would be the smart part of the system as it regulates its magnetic feild inconjunction with the demand from the APP sensor and the engine's delivered torque. This would be alot more effienent than a hydraulic system by about 20-30 percent hence why Caterpillars new 795F is electrodrive.

Arguing with you is like masturbating with a cheese grater - slighty amusing but mostly painful! WTF are you talking about.

VL's, some RB20DET and CA18's have a closed throttle map hence no overfuelling on closed throttle MAF reversion.

Can you explain why I am wrong. I dont think you understand what I am saying - try reading my post again.

I honestly think that most internal wastegated turbo would cause less flow disruption/diversion at the point of gating than most externally gated setups. Hence the exhuast backpressure would be less for the same size turbo with an internal gate vs external gate. Also I was just trying to point out before that if response is the goal massive cams are not the go.

Put the multimeter across the signal and ground pin - you should see something similar to that link (Oscillation between 100mV and 900mV).

Why does wastegate orifice size matter? If the boost is stable then there is no difference in exahust backpressure between a 38mm gate and 60mm gate. If manifold backpress is approaching 1:1 a smaller profile camshaft will always spool earlier in almost all applications if both are timed to deliver maximum response. This is due to the fact that smaller profiles generally mean smaller lift which increases port velocity therefore increasing the scavenging effect. But then what is the point of a large turbo on a displacement that is only going to be useful above 6000rpm if the cams wont support airflow above 7000rpm.

It depends upon the internal impeadances - if they are both relativly large then it wont really be an issue sharing the TPS signal. It is not good practise though. I worked for a company that made a tuning device that interfaced with various factory sensor's both analog and frequency based and impeadance matching was something we did on every vehicle. I think that is what cameron was trying to get to with the Auxillary output - pretty much uses a frequency based signal with a cap to derive an analog output.

Differning sensor ground impeadance between motec and ETS. You will end up with a floating TPS.

To me it still sounds like an injector issue or battery voltage issue to the injector. I've had issues with some sard injectors not turning on around 8-9 volts with 4bar base pressure. We had to drop it down to 3bar to get it to start. Its time to scope the injector pattern at crank and compare good vs bad. More specifically check the peak inductive ring voltage from good to bad and see if the the injector is properly saturating. Either that or you could try patching another known good battery onto the injector harness.

7.8V is low - have you run two cables to the front or just earthed through the chassis? Is there a difference in voltage at the battery compared to the ECM once the car is running? Injectors will struggle to open at 7.8Volts. Try a jumper lead from the battery negative to the engine block.

Classic ringland brittle failure there - Looks like det to me too.

Look I totally agree with you on being able to measure post start enrichment ARF's but cranking AFR is just too hard read as there will events where there is incomplete combustion or even raw fuel entering the exhuast. Plus your airflow rate is just to small. When it comes to tuning initial start - you just need to give the enigne what it wants. I also take what I get told with a grain of salt especially when it varies greatly from normality. You may find that there could have been syncing errors causing incorrect timing at crank which may have led to 45degrees timing being the magic number. Most ecu's have difficulty with cranking ignition wandering all over the place. I tend to trust factory ECU's to have both timing and fuelling properly sorted but I've seen plenty of aftermarket ecu's struggle even the big one's (motec). I've disassembled many ECU's and the norm is generally from -10 to 15degree's for crank. Being in Cairns I take it you are refering to Ray Hall?

Dont even look at your AFR gauge at crank as there will not be enough airflow to get any sort of valid reading. Could you see any change in ms during crank when modifing those tables? I would be trying big changes to the Crank Enrich and see if it makes any difference. What injectors?

Cranking ignition timing at 10degree will be fine. 45degree's is just rediculous and on the wrong ECU could do damage. Have never seen an engine crank any better with 45degree timing. I would first check that you are getting good spark at crank. What injectors, fuel pressure pressure reg and spark plugs? What plug gap? On some ECU's there is a min rpm to turn the injectors on but its usually below 150rpm. From the video it sounds like your cranking higher than that though. You need to modify your craning ms at the temp your having issues at.

Can %100 garuntee that there is af learning from CA18 onwards. If you have a factory manual goto pg EN-267. You need to see this data to understand whats going on. Havn't used nistune - but surely it willgive you AF trim data.

I can tell you that there will definately be AF trims learning on your car. You cannot tune a factory ECU without reading fuel trim data!! Fullstop..

Oxygen sensor dodgy? Whats your long and short term learned Air fuel corrections?

Why does it need to support twin entry? Surely you only have 1 return. I like using steel diaphram regs like nismo. Much more stable.

I'm assuming the leak down was due to ring seal issues? Most engines in good condition should be below 5%. What is your oil relief pressure? And yes STD engines don't have oil control issues - it's because the blow by is minimal, and the STD pump doesn't pump too much oil to the head.

The issue sounds like your operating the injector outside its linear zone. You may have to leave it on the rich side. I would do as I said above and not modify the maf curve.

And as for injectors I've made over 400rwkw on 660cc sd injectors @ 4bar fuel pressure on multiple cars - but that's because the bsfc of an xr6t is much higher than that of most rb engines; hence why I wouldn't recommend that size injector in this thread.

Pot kettle black? What you said initially is still totally ambiguous - either you had a flow gauge that measures 9l/min or your worked out the fuel usage from a duty cycle number. You made it obvious that you didn't have a flow gauge and then you went onto say that you couldn't recall the duty cycle number!

Maybe not everybody tunes at 10:1.