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Subject: Re: [FlyRotary] Re: today's engine results- still no joy Date: Mon, 18 Aug 2003 13:16:15 -0400 MIME-Version: 1.0 Content-Type: multipart/mixed; boundary="----=____1061226975652_TuceHjI9_3" Message-Id: <20030818171615.PTVK15823.fed1mtao01.cox.net@smtp.west.cox.net> This is a multi-part message in MIME format. ------=____1061226975652_TuceHjI9_3 Content-Type: text/plain; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit Rusty, > I appreciate all the time you've put into thinking about this, but at this > point, I'd wager a large sum of money that there are no more wiring errors. > I was pretty embarrassed by the ones I had, and made damn sure there aren't > any more. Not wiring "errors", but possible impedance problems. Ohm out the injector wiring from the EC2 connector all the way to the injector plug (also the return path). A high-resistance connection along the path or a burn mark on a switch contact could dramatically change the performance of the circuit. Dale ------=____1061226975652_TuceHjI9_3 Content-Type: text/html; name="reply" Content-Disposition: inline; filename="reply" Message

I agree that the second configuration in Normal mode (both switches on), you might expect the secondaries to run smoothly acting as primaries (since they ran smoothly as secondaries) - however, that would depend on their flow rate - if the secondaries are higher flow rate (>460 cc/min), then it might cause the mixture to be overly rich when acting as primary injectors at lower rpms.

Yep, that was my take as well. I just assumed that I didn't have the mixture adjusted close enough in the "normal" mode, which is why I went ahead and changed the connectors for the primaries.

You are right, turning on the secondaries shouldn't have any effect IF the system has not staged. Unless:

2. Your manifold line to the EC2 is not carrying the appropriate pressure signal. IF it were plugged, leaking or not attached, then the EC2 could see near WOT pressure signal (29.92"HG) even at idle rpm and the secondaries WOULD stage (regardless of rpm) and provide too much fuel at lower rpm.

I'm accepting this as the answer for now, because it's the only thing that makes sense. At one point, I did have my boost gauge line come off, and it is T-ed into one of the controller lines. I think I noticed it immediately though, since that's my only MP reference. I'm also 99% sure I tried the other controller when it wasn't working, and that controller it's own vacuum line to a different port on the TB.

For the record, the hose that came off would NEVER come off under normal use. It's actually extremely tight, which is why I only attached it part of the way. I have to pull all that apart in a few days to give the avionics guy access to my encoder for certification.

1. First, make certain you know which injectors you have (flow rate and impedance), otherwise your just guessing at what the problem is.

Primaries- Denso -2020, 550 cc/min, 14 ohms. These may be higher than 550 if they're like Al's.

Secondaries- MSD/Rochester 2013, 525 cc/min, 12 ohms. Haven't found an actual flow test of these.

2. Second, I am fairly certain that Tracy's default MAP is set for the 460 cc/min stock Mazda Injectors. With these injectors the idle/low rpm is on the milely rich side, the intermeditate about right, and the high rpm perhaps a bit lean.

Agreed. Not at all surprised that my primaries are rich. I'm also running close to 43.5 psi of fuel pressure, which is higher than many people run. I'm doing it because it's the standard pressure, and I want plenty of flow for the turbo.

3. IF I did not know your background, I would suspect that perhaps you could have a wiring problem in that the primaries and "cold start" mode might be both on. That would cause way too much fuel for low rpm, but might run (rough) at high rpm.

I appreciate all the time you've put into thinking about this, but at this point, I'd wager a large sum of money that there are no more wiring errors. I was pretty embarrassed by the ones I had, and made damn sure there aren't any more. As for the cold start, I turn it on to initially crank the engine (probably don't need to when it's 100 degrees on the ramp), and turn it off immediately after start. The engine responds do turning off the switch, so I'm pretty sure that function is working, and that cold start is really off.

4. Have you put a manifold gauge on the vaccum lines running from your manifold to your EC2 and confirmed you are getting the appropriate pressure?

This brings up one of my questions of the day. I have two ports on the TWM throttle body, which appear to be exactly the same, except on different rotors. Facing the EC-2, with the plug pointing straight toward me, and the transducers pointing down, one line runs directly to the left transducer. The other is connected to the right transducer, the fuel pressure regulator, and the boost gauge. Which transducer is A, and which is B? I guessed that the left was A, so I initially wanted a dedicated line, with fewer chances to leak. Now, I'm thinking that I want the boost gauge on the A controller, to know what it's seeing. B, as the backup, should get the dedicated line.

There's also the possibility that each port on the throttle body could be seeing something a little different, but I'd be surprised if it's much. If the port with the dedicated line was plugged, I'd notice that one controller works better than the other, which isn't the case.

Hope some of this may help

Indeed is has been. Thanks!

Rusty

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