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Thread: Matching an ECU with injectors is no longer enough.

  1. #21
    Supporting Member Turbo Mopar Contributor GLHS60's Avatar
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    Re: Matching an ECU with injectors is no longer enough.

    Hi Harry:

    Once again I appreciate you taking the time.

    "I'm lost? There is no "larger" injectors in production vehicles as production 2.5TI, 2.2TII, 2.2TIII, 2.2TIV all uses the same injectors size.

    Injectors are simple devices, ON of OFF is all you get, so ECU control when the injectors are ON as OFF is the default state of the injectors."

    When I mentioned "larger" injectors I was referring to all that are not 2.2 T-I.

    I thought the time the injector is on is referred to as "pulse width".

    With your T-II call making the 2.5 T run rich at higher RPM is this under boost??

    Again I appreciate you sharing !!

    Thanks
    Randy

    PS: Miles, I also appreciate your input, are the P/E values N/A or under boost??

    Thanks
    Randy


    There is no logical reason to call an Engine a motor.

    Randy Hicks
    86 GLHS60
    86 GLHS 373 : SOLD, but never forgotten
    89 Turbo Minivan
    83 Turbo Rampage : SOLD
    Edmonton,Alberta,Canada

  2. #22
    Hybrid booster
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    Re: Matching an ECU with injectors is no longer enough.

    Thanks again everyone. Tryingbe, I'll give that a shot.

  3. #23
    Supporting Member Turbo Mopar Contributor
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    Re: Matching an ECU with injectors is no longer enough.

    Randy:
    As per Shelgame in an earlier post. Sorry but the "reply with Quote" is not working.
    "Sorry got to put my engineer hat on here - Just semantics, really. But, our table is NOT a volumetric efficiency table, strictly speaking.

    Ve is defined as the volume of the cylinder at TDC compared to the volume the air in the cylinder would occupy at atmospheric conditions (temperature and pressure). Clearly, by this definition and with a turbo, our volumetric efficiency would be dependant on boost; and would easily exceed 100% when in boost.

    It's called 'pumping' efficiency as it's actually a slightly different calculation than Ve. The Pe is the comparison of the volume of the cylinder @ TDC compared to the volume the air in the cylinder would occupy at MANIFOLD conditions. This takes boost out of the efficiency calculation
    ."
    Regards,
    Miles

    DD '87 Sundance T1, SLH with rear disks
    '87 CSX #432 2.5 CB TII, SLH

  4. #24
    Supporting Member Turbo Mopar Contributor GLHS60's Avatar
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    Re: Matching an ECU with injectors is no longer enough.

    Miles, I'm even confused with Robs "volume of the cylinder at TDC"

    I keep thinking it should be at BDC.

    Thanks
    Randy


    There is no logical reason to call an Engine a motor.

    Randy Hicks
    86 GLHS60
    86 GLHS 373 : SOLD, but never forgotten
    89 Turbo Minivan
    83 Turbo Rampage : SOLD
    Edmonton,Alberta,Canada

  5. #25
    Moderator Turbo Mopar Staff Force Fed Mopar's Avatar
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    Re: Matching an ECU with injectors is no longer enough.

    Basically, the PE table is how much air is actually moving through the engine at any given rpm at WOT. It does not care about density, only the actual volume of air being moved. Anything done to significantly change how much air the engine can move through itself at any rpm, requires a change to the PE table at that rpm.

    For instance, I found that on a stock head w/ +1 valves, the PE table had to be raised in the upper rpm range (above 3500) but below that it stayed the same. Meaning that the valves were not affecting the amount of airflow until that rpm. If I did not change it, it would run leaner up there.
    Rob M.
    '89 Turbo GTC

    2.5 TIII stroker, 568 w/ OBX and 3.77 FD

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