Thanks BigTex. I will check out the info on the injectors.

 

I am confused as to what you guys are seeing in respect to O2 readouts. I have the whipple computer hooked up and never see any wierd spikes or low flatline O2 readouts. If I unplug the comp. the O2s stay the same (a little higher simply b/c of less boost) But nothing is really adversely changed in O2s. So, is there really a difference in whipple tunning in their piggyback computers??? Well, aparently there may be. However, it is nothing that could justify whipple's price tag.

I think there are underlying problems that are causing this to happen, namely fuel. I would not begin rewiring whipple-pcm connections, unless you understand all of the electronics, then by all means splice away I would wait to get new injectors, set the new IFR (i can help you) and I bet watch your O2s come into line. If they don't, well then I would think you have reached the point of ditching the w/comp. tunning the pcm with edit and rewiring the bypass solenoid with a relay to activate the solenoid at a certain tps%.

 

hey ryan it's eric, i don't know if i just got a funky program or what. like i said in the other thread, i logged with the whipple connected, at anything over 60% tp my o2 readings drop and stay low [high .2 low.3] when i log with it bypassed i'm in the high .7 low .8's it seems for some reason the whipple is sending these low o2#s to the pcm. it seems to me that the whipple sends these numbers regardless of the actual readings or fuel flow. i'm ordering the inj's tonight, i'll install them and change the # in ifr with edit, i'll unplug the aux inj's and log w/ efi live. i'll let you know what happens. my hesitation in doing this is, from what i've seen with my setup itseems that if my o2's do come into line i'll probably be running very very rich, since the whipple is modifying the signal. my theory was to let the whipple "see" the info but not modify it, and let the pcm do the math. i assume by the lack of response that the maf can handle the actual airflow and the map can handle the postive manifold pressure. i am trying to get this pos to work without spending another $1000 for a wideband i've already spent so much on this thing i could have had a 1000 hp motor built. going to buy the inj's and that's it, one way or another it is going to work. do you know of any reason tapping instead of intercepting could damage anything ? tex what would you expect to pay for a mech bypass ? or ryan how would i set up a switch to control the elec unit. thanks e

 

it did seem to get skipped every time I responded, sorry. Yes they both can handle it. If you boost past a 454g/s flow on your MAF readout, you will have to do some tuning. But you should not be quite to that number yet.

Without the w/comp hooked up .79-.85 is still really lean. This might be off the wall at this point, but you are sure the O2s are good?

 

i don't think it's off the wall, i think it's the headers and intake and exhaust. i don't think they're bad the numbers are consistant and the voltage varies [up and down frequently on graph]. also am not throwing codes until its floored with the w/comp hooked up, code is only low voltage not slow response. i would think the pcm would compensate but maybe not. i should probably have talked to you sooner and adjusted the pe tables but i'm getting the larger inj's so i'll deal with it then. if your interested you can recap the procedure for me. i have the pm but maybe someone else would like to see the info. i believe you said change # in ifr, then ,what to adjust for 0 l-trims? [tables and which way for lean or rich].if i end up bypassing the whipple do i need to adjust high maf fail, and should i have adjusted anything pertaining to air volume already. matter of fact since you have messed with this , could you touch on all the tables in edit you had to mess with [ minus anything regarding the intercooler for now]. i know it's alot of info but i'm sure it would help me and alot of other rookies out. thanks, eric

 

I hope some of this made sense.
Ryan

 

thanks ryan, so you're saying to tune for the larger inj's you only adjust the ifr ? do you know why smaller #'s in the ifr table result in richer mixture ?. the only thing that makes sense to me is, you're telling the pcm it has smaller inj's than you really have and it compensates by doing what ? changing the pulse width ?. when does pe come into play ? at certain tp ? or is it triggered by o2 readings. e-mailed whipple regarding the computer, they havn't responded, actually will be suprised if they do. their customer service leaves much to be desired, seems like " we already cashed the check, good luck with that, and no we are not willing or able to discuss technical matters ". doesn't seem like a good way to get repeat business. not mine anyway. would really be lost without everyone here's help. anything to beware of when installing the new inj's ?. e

 

got the new inj's today. any tip's on the install, things to be careful of ?. then what ? ryan, you said change #'s in ifr table to 5.30, the sz speed site said they are 43 lb inj's, tex said they flow 42 at our fuel pressure, is that # close enough ?. anything else before i start it ? then log l-trims and adjust the ifr #'s up or down respectively ? like to get this going, please chime in if i need to know anything else. should i bypass the whipple computer on the first run ? or should i be alright ? if everything looks ok at partial throttle should i do a short full throttle run ? talk to me guys, thanks e

 

No real tips that I have. It is a pretty straightfoward swap. Oh maybe one thing, when you put in the new injectors wipe a little vasoline around the o-rings. This helps them seat more easily with little chance of the o-ring slipping out of the groove on the injector. Don't use globs of the stuff -just enough to get like a film of vasoline on it.

A 42psi (at our pressure) injector should be perfect. Unplug those auxilary injectors after you put in that 5.30 ifr number in all of the ifr cells in edit. Next, go out log l-trims for at least 10-15 miles of Normal driving -don't go into PE by giving more than 40% throttle. ***Take that file you just logged and while still having that file open in AutoTap click on File -> export to a coma deliniated file (sp?) I am pretty sure this function is under the File menu. if not just look for it on one of the top toolbar commands. This will put your entire log into Excel (download Excel off the net if you don't have it) Next, highlight one of the l-trim columns and select the entire column by holding down the mouse and scrolling down to the end of your log of l-trims in that column. With it still being highlighted, click on the "sum" symbol in Excel (a symbol that looks a black E at the top icons) This will add all of those l-trims logged in your run for that bank of the engine and put it into a new cell either at the top of the entire column of logs or beneith it. Divide that number by how many total readings you logged. i.e. you are averaging. Next do that to the other bank of l-trims. Average your averages and use that number as a percent to change your IFR table to.
Follow how I explained it with examples befor in a previous post if this is not super clear. I pretty much just wanted to let you know how to export a file and let Excel do all of the math for you.

Do a second log and confirm that your l-trims are more in check (somewhere between +4 to -3) You may want to export the file again and just average everything again. Are you around zero for your overall average? Good you are set.

I wouldn't bypass the Whipple comp on the first wide open throttle run. If anything you should be rich. Now I hope the O2 readouts are between .89-.93
Let us know

 

thanks, not a computer whiz but that was a pretty in depth explanation. i'll give it a shot and let you know. e