Glad you are back at it. You are so close. Did you get your APU1 working or are you burning chips? Sounding better in the end.... def not as rich.
No, I didn't get the APU-1 to work properly in the end and contrary to popular belief suddenly Moates is not being very helpful at the moment given I've heard nothing in the form of a reply from them since I first emailed them for guidance Sunday. The Zeitronix unit is working like a champ though and I recomend that for anyone wanting a practically priced piece of equipment for tuning.
It's unfortunate but you can't sympathize with the small buisnesses that offer a seemingly useful product and fail to accurately state that it may or may not do what they say it will, it either does dependibly or it doesn't. I sold the internal 7x ring before actually testing it on a running engine, if had not functioned properly I would have refunded those who purchased it.
Attached is a screen shot of the Zeitronix unit at work, to the left of the white line you can see a dip in the AFR graph representing about 12.5:1 just as the rpm is going up to indicate a pump shot but then it steadily goes lean as rpm is climbing indicating an area that needed fuel adjustments. I reduced the PE vs. TPS% table values considerably and that resulted indicating that I had found the proper table to take care of the rich ratio that resulted when the engine was reved, that along with a value higher than the actual fuel injector size to help reduce the base pulse width eliminated the smoke at idle and the puffs during rev cycles. I have to go back and continue to increase the table values a couple at a time until the AFR comes within range all the way through the TPS travel.
The squiggly lines to the far right represent the rev limiter kicking in with a 4000rpm limit which I later set to 7100 rpm. There are at least two rev limiters and I believe that one represents the fuel cut limiter since the AFR is oscillating between extreme lean and back down to optimal.
I will try to get my hands on a dedicated video camera when I go back and make a good video without that crappy popping noise screwing up that nice cammy idle. I'll also have to find the right mufflers to quiet it down and at the same time keep the character of the free flowing exhaust note which I think I can do by replacing what must be 5" diameter casing glass packs with 2.25" packs located at the rear center of the car so that there is room to run tail pipes out exit point again to help harmonize the exhaust note better. If you listen closely at the near end of the video you can hear the flutter from the packs installed as tail pipes.
I will also need to turn them around so that the louvers are facing the direction of the exhaust flow to see if that will change the sound. The manufacturer said facing the louvers into the exhaust would increase the life of the pack and quiet the exhaust down more however I didn't like the results at all.
There are other sensors that were not hooked up to the datalogger at the time I was testing it. I just wanted to get the WBO2 signal going so I could get an idea of how far off the tune was fuel wise. I have already assesed that I can add about 5 degrees of advance to the unboosted part of the spark table since I didn't get a couple of knock counts until the initial base timing was set from 9 deg to about 19 deg, while using the A1 Beretta code as a quick start test. The APU worked a little while with that but shortly afterwards went down hill.
Stock 3900 fuel rail with 30 lb/hr injectors from the 8100 big block. They are the proper size to fit underneath the intake manifold. The 3400 rail requires clearancing the runners for the long narrow injectors to fit properly. I wanted to use the 36 lb/hr 3800SC injectors but that was the problem I ran into so I'll keep a look out for the short 42 lb/hr injectors that also work with the stock fuel rail.
Stock 3900 fuel rail with 30 lb/hr injectors from the 8100 big block. They are the proper size to fit underneath the intake manifold. The 3400 rail requires clearancing the runners for the long narrow injectors to fit properly. I wanted to use the 36 lb/hr 3800SC injectors but that was the problem I ran into so I'll keep a look out for the short 42 lb/hr injectors that also work with the stock fuel rail.
Are your running a returnless system?
Do you think the 8.1L injectors will work on the LZ9? The question came up a few days ago on the G6 forums about larger injectors, and I'm still searching.
Do you think the 8.1L injectors will work on the LZ9? The question came up a few days ago on the G6 forums about larger injectors, and I'm still searching.
Yes I'm running a returnless system, you can see the method I used towards the end in the link to the pictures. The injector plugs are different and you would need to tune the injectors in since the flow rating is at a different and lower pressure than the stock 3900 injectors. I'm not sure how much benefit going to a larger size injector in a naturally aspirated engine would offer when there is reserve in the stock injectors and increasing the pulse width would offer the same effect. The injectors are also Multec I vs II or III for the 3900 but the pintle end is the same, the 3900 injectors I recall are a little heavier.
My engine is from an 07 Uplander which I believe was E85 compatible so they may be a different version than those used on the non E85 engine which will not need the extra fuel flow capacity required by the lower energy fuel unless the E85 compatibile injectors were used in all of the engines.
Yes I'm running a returnless system, you can see the method I used towards the end in the link to the pictures. The injector plugs are different and you would need to tune the injectors in since the flow rating is at a different and lower pressure than the stock 3900 injectors. I'm not sure how much benefit going to a larger size injector in a naturally aspirated engine would offer when there is reserve in the stock injectors and increasing the pulse width would offer the same effect. The injectors are also Multec I vs II or III for the 3900 but the pintle end is the same, the 3900 injectors I recall are a little heavier.
My engine is from an 07 Uplander which I believe was E85 compatible so they may be a different version than those used on the non E85 engine which will not need the extra fuel flow capacity required by the lower energy fuel unless the E85 compatibile injectors were used in all of the engines.
I don't think they where.
I don't need injectors right now, however people running Nitrous are running into issues around the 75 shot mark, so my research is for them. (:
Last edited by Blackrider; 11-06-2007 at 02:10 AM.
Back at it. Corrected two oil leaks I hope, bled the brakes, added a central oil restrictor for the oil feed to the turbos and finally installed air filters, Advance auto had the right size for the job.
My oil pressure gauge shows an oil pressure of about 45psi however I'm not sure how accurate it is, it's also a little erratic. I curious because I have not had problems with oil pressure to a single turbo setup and a twin setup should reduce oil pressure a little more. Both turbos started to smoke out the exhaust after a little revving, the rebuild before the brand new turbo so I'm wondering if the pressure is up around 80 psi as found in a fresh 2.8L. The oil pump is larger than previous pumps and I imagine there is some compensation incorporated since the squirters are activated at a certain pressure so maybe high rpm really pushes the oil causing the problem at the turbos. I have 5/8" drain hose from the turbo so it shouldn't have a problem there.
I hope to be making a second attempt at a test drive some time today.
Originally Posted by CNCguy
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