Anyone try ID2000 injectors on stock ECU?
 

Like the title says. Is anyone running ID2000's on the stock ecu? If so, how does it run?

@Visconti has.

Yeah, I'm trying to help this customer who was his customer. The car runs really poorly on the ID2's with his tune. I honestly think we just don't have access to all the tables to make them work well. Biggest problem is right after startup the car idles really poorly until it switches off the port injectors. Sometimes it has a mind of it's own and stays on the port injectors. I'm not seeing much in the way of post start enrichment adjustment. I'm thinking it might be best to just switch this car to ID1000's as it will never use all the fuel from the 2000's.

Are you using the ID scalings or did you do your own? And heat is your minim port
Injection and minimal port open time?

I've got them set to .284 min open time and 2.28 min pi quantity

2.2180001736 1.3370000124 0.8360000253 0.5730000138 0.4230000079 for the latencies.

I've tried playing with the scaling value up and down, I've got them set to about 1900 right now. I've tried as low as 1800 and as high as 2225

Fuel pressure is about 42 psi with vacuum on the regulator.

With these settings it already runs much better than it did when it came in, but I'm not sure how much better it can get.

I'll try lowering the min pi fuel quantity and see if it makes a difference.

So this is on a rising rate system? What do you have set for PI manifold pressure compensation?

What is the fuel setup for the car/fuel being run? ID2000 is usually too big for most applications to be honest.

If you actually go on ID's site and plug in your variables, the 2000 on C16 can go up to 13,000RPM I believe so if you're running 7-8k, you're way low in the duty cycle and that can cause issues. I'd suggest bumping down if you're not on race fuel, e85 or over 450hp.

Cheers,
Jason

Car has a flex fuel setup on it. It currently has e60 in it. I think his best bet for best driveability is going to be to go down to the 1000's. I'm sure this will work ok for wide open throttle but I don't think the street manners will be there. The min pi quantity change to .26 from 2.28 had no effect.

PI manifold pressure comp is the same as what ecutek sends in their turbo example. I haven't even gotten this thing into positive pressure yet, though. I'm still adjusting the idle and partial throttle stuff.

If rising rate 1:1 @42psi base try setting the entire port manifold pressure compensation table to 1.0
9v @ .935 11v @ .882 14v @ .488 16.5v @ .335
flow 2192cc
minimal injector duration .125ms

I just "ball parked" the numbers based off spec's.

Where did you get your numbers did you get the voltage latency via trial an error?

I would leave the scaling at near spec and just keep shifting the latency to see if you can level it out and then shift after. You can use the DI to get a baseline for fuel correction. See if these numbers work a tad better though?

Is this person using a return system with rising rate fuel pressure regulator? If so those numbers wont work any more as those are "rising the rate" via injector duration vs using a fuel pressure regulator to do it for you.

Yeah, that make sense.

I ended up setting the fuel pressure to 43.5, used ID's scaling and latency values, lowered the min pi more, lowered the pi fuel quantity value, Set the DI/PI ratios so its not trying to use PI below .6 load and set the pressure multipliers to 1.0. So far it's working okay. I may need to enable some port injection down low to get the tip-in dialed in. I'll play with it more before I make the customer replace parts. Thanks for the help.

Even with all the settings correct I don't think we have enough control over the low pulsewidth even on e85 to get these injectors reliable at idle. I've played with it a bunch and when the port injectors are on it idles really poorly. I think these are a great option for the motec guys looking to make huge power, but I am going to encourage my customer to switch to the ID1000's.