Ecutek older roms

[steve99]

Originally Posted by FRS Justin

Weren't the older ROM's also the reason DI seals failed???

yep that was another fix was done in A01 update so any revisions prior to A01, you probably should not run like 400,700,A00 in stock form it was a activation parameter set incorrectly from memory was set to not use transient retard until 10000 rpm think it , ie it was never active.

[Agent_D]

I was thinking about just going with the stock port injectors to replace them. A supercharger/turbo is a much later project for the car, and I will likely not need more fuel until that point. The plan is a nameless 3" header/over pipe/catted front pipe, with 3" perrin catback, then a tune to suit. I may get the crawford intake spacer, and a TB spacer as well, but that's really all I have planned as far as power goes for quite some time.

I'm going to remove the injectors from the passenger side real fast, and see if there are any numbers/markings.

[Agent_D]

So far the only markings I see are
PA6
233948
7-02-05-14
0280156

[Agent_D]

Looks like they may be Deatschwerks from the pictures I'm comparing them to. Deatschwerks uses the ev14 injectors, and these did not need spacers.

After further inspection, and comparing, they are indeed the ev14 universal that deatschwerks sells.

[Agent_D]

zkv, if you happen to have your stock ones, and are willing; I'll buy them from you. I'm in no place to start messing with fuel maps as new as I am to the tuning thing.

[zkv476]

The number that matters is the 280156. I believe it's actually 280158. The Bosch part number format for these EV14's usually comes in the form 0 280 158 xxx. The three at the end distinguish which EV14 it is. It's common practice for injector companies to obfuscate the original Bosch part number. That makes it nearly impossible to find the original injector model. Generic EV14's are also sold by a lot of companies, making it damn near impossible to narrow down the original seller unless there's unique markings.

They do look like they could be deatschwerks judging by the oring arrangement, though that's a completely blind guess.

I'll see if I can find my OEM ones tonight. I'll send them to you for cost of shipping lol.

[Agent_D]

<3

I've been perusing the ecutek maps. I found one labeled Port Injector Scaling. It is set to 228cc/min. If I changed this to the correct number for these injectors, would that allow the ecu to adjust the fuel map correctly for a stock tune?

[zkv476]

You need to change that as well as the injector latency table.

If you want to take a stab at it, check out the 450cc, 700cc, and 900cc scaling info for the DW BRZ/FRS specific injectors. Try the smallest injector size and work your way up so you aren't overshooting and starting lean.

We have a 58 psi fuel system.

http://www.deatschwerks.com/products...rz/2012-13-brz

Originally Posted by Agent_D

<3

I've been perusing the ecutek maps. I found one labeled Port Injector Scaling. It is set to 228cc/min. If I changed this to the correct number for these injectors, would that allow the ecu to adjust the fuel map correctly for a stock tune?

[Agent_D]

I'll take a few cracks at it; I was going to start at the 450CC mark. So at 58psi, the 450cc DW would flow 522cc, correct? At least, that's what the scale they have implies.

I'll set the number for the correct flow, and find the latency tables, and give it a go.

So, is the only table I need to mess with for latency the Injector Minimum Open Time? It is set to 0.610 now, and it should be 1.0 since the DW says minimum of 1ms correct?

I appreciate all the time, and help you've given thus far; and all future help/advice/time!

[Agent_D]

Spent a bit more time looking over these scales. It looks as though I'll be changing the latency values in the other tables in this section as well. Should I keep a linear value? For instance:
The table I'm editing now, I started at a value of 1.0, up from 0.610, and kept the values beyond that increasing by the same amount as they were previously, so the second step was to .700, and I changed it to 1.090. Is it correct to linearly increase based on the older values?

Or, should I be using a percentage based value? .610 to .700 is an 8.7% increase, should I use 1.0 as the base, then add 8.7%, and do that per value? As I checked the whole scale, each value is 8.5-8.8% increasing; I feel like the percentage value is the way to go.

This is for the Low Pulse Width Injector Compensation

[Agent_D]

Looks like 450cc (522cc at 58psi) worked with the latency values I input. Started up with no issues, and idling at 650 like a kitten. I'll do some monitoring of the a/f ratios, and see if it acts up any, or smells strongly of a rich mixture. So I used a flat 1.0ms value for the Injector Minimum Open Time, and then started at 1.0ms on the other table, and increased the values by 8.5-9% in a linear fashion in relation to the stock values.

Thank you again zkv, and steve for your efforts, time, and helpfulness! You guys are awesome.

[zkv476]

Check your short and long term fuel trims as well. Once the injectors are close enough the ECU will be able to make adjustments so that it will run reasonably but it's better to get dialed in. I assume you used the battery voltage compensation from the injector page as well. You can fine tune idle fuel trims with the battery voltage compensations, full load is affected more by the injector flow rate value.

There's a bunch of other startup tables and throttle delta tables too that are linked to port injector timing, since they use injector pulse as opposed to a fuel quantity. When I tuned mine I just did a scalar factor. I just multiplied all of my crank injector pulse width tables by (new flow rate/old flow rate) to start. I'm sure your tuner would be able to get them dialed in from looking at datalogs.

LPWIC is not linearly scalable from the stock injectors, it's more of how the injectors behave at low pulse widths, and is going to be completely different from the original injectors. Fortunately 450cc's are relatively small and easier to tune for. The larger injectors are more sensitive to small changes to latency and compensations.

Check out the PDF for the DW 450cc injectors in the pulsed flow data section. The non-linear range is where you want to apply low-pulse width injector compensation. You can see it's a negative deviation so you want to compensate positive. So at 1.3 ms where it's -30.65% you want to compensate +30.65% (ish). It'd be a good starting point. Judging by that chart 1.3 ms is the minimum open time.

http://www.deatschwerks.com/images/s...n/16u-42lb.pdf

Also found this sheet of info that may be useful. Ignore the injector flow constant, I think that's in different units, since it gets smaller as the injector gets bigger in the spreadsheet.

http://www.deatschwerks.com/images/s...20Settings.xls

Originally Posted by Agent_D

Looks like 450cc (522cc at 58psi) worked with the latency values I input. Started up with no issues, and idling at 650 like a kitten. I'll do some monitoring of the a/f ratios, and see if it acts up any, or smells strongly of a rich mixture. So I used a flat 1.0ms value for the Injector Minimum Open Time, and then started at 1.0ms on the other table, and increased the values by 8.5-9% in a linear fashion in relation to the stock values.

Thank you again zkv, and steve for your efforts, time, and helpfulness! You guys are awesome.

[Agent_D]

Seeing as how I'll be using the FT86SF stage 1 tune; I'll likely still end up just getting a set of stock port injectors (I'll definitely buy yours if you want anything more than shipping) to use for that. Then I'll keep these for when a supercharger happens later down the road. I'll look at all those, and get a better setup than the quick changes I made; I'm just happy it'll idle, and drive, as it almost should for now.

Sent from my D6708 using Tapatalk

[FRS Justin]

Originally Posted by Agent_D

I was thinking about just going with the stock port injectors to replace them. A supercharger/turbo is a much later project for the car, and I will likely not need more fuel until that point. The plan is a nameless 3" header/over pipe/catted front pipe, with 3" perrin catback, then a tune to suit. I may get the crawford intake spacer, and a TB spacer as well, but that's really all I have planned as far as power goes for quite some time.

I'm going to remove the injectors from the passenger side real fast, and see if there are any numbers/markings.

Stock fuel system can handle anything you throw at it in the N/A platform..
I have a stock set of injectors put away somewhere. PM me a offer