Just starting this thread looking for some suggestions to solve my hard start woes.
what changed from my previous setup (zero issues) In a nutshell;
CPR rebuilt motor (ported)
Upgraded EV14 750cc primary from stock 550
Upgraded EV? 2000cc secondaries from Bosch 1680
eliminated ALL coolant to TB

So I used my last tune before the e-shaft failed which ran very well, started great, no tip-in issues, ect. I modified injector settings with % correction and lag times provided by injector connection. I will be starting my diagnosis tonight starting with checking the injectors for leaks, and verifying my TB/tps settings. I am considering hooking the coolant back up to the fast idle cam as well. I will post my dat file later. Also having a different unrelated problem with the starting circuit; half the time I have to put the car in gear and push it a couple inches to slightly rotate the drivetrain before the starter will be energized when I turn the key. This has been going on for about a year and seems to be getting worse so I'm almost to the point of making my own starting circuit.
Anyhoo, any input is appreciated.

Dan

 

Do a compression test.

 

Try using the lag times on the Injector Dynamics - Injectors site if they are different. There was an article that Fuel Injector Connection adds a specific number to the Injector Dynamics values to get they're lag times and hide the fact that they are just copying it off Injector Dynamics. I still buy injectors from them though cause its the same **** but significantly cheaper. I also posted the values I use for those injectors before anyone was using them in one of the injector dynamics threads.

thewird

 

Removing, rebuilding, installing, and retuning the PFC; these many changes also mean many posible errors were made.
My main question: was the before rebuild engine harness the original and was it reused?

 

Compression: 85ish all around (ported motor).

No change in the harness, it is original- modified for single setup

readjusted the TB bleed and fast idle cam (running coolant to it tomorrow).

Going to try w/ current lag times tomorrow (provided by injector connection), will change to ID lag times if needed.


Thanks,
Dan

 

Porting does not effect compression. Ony loose clearancing or worn housings lower compression if all new seals were used. Our street port motors start up at 110-115 then build compression to 120+ during break in. Any well built ported engine will have the same compression as a stock engine.

 

Using the original harness on these cars is asking for proplems, even if modified for single use.
The originals used inferior wiring. I and many others will not do reinstalls unless the harness is ugraded to the later improved version.

My 1999 harness is in better condition today than the orig was when replaced in 1999.
7 years old vs 13 and the 13 wins all around.

Your compressions is low. Maybe it needs more breaking in.

 

lol porting does not affect compression. some of you people really have no idea.
Seeing as i built the same motor with different ports and had different compression readings has told me otherwise.

 

Compression reading is the measure of how tight the engine is sealing the combustion chamber, that is it. Porting does not effect it in any way. Apex seals, side seal clearance, housing condition, even engine cranking RPM will effect compression but porting will not. You might want to think about doing a little research before posting completely flawed information.

 

I think I have a leaking injector, again. The fuel gauge drops to 0 in about 15min and the oil reaks of fuel. I also cant get my idling AFR below 11.5 so I'm in the process of figuring out which one is leaking.

 

you are 100% right sir .

 

i see you posted you replaced to 2000cc ev? from bosch 1680. what 2000cc injector did you get ?? im just asking because i got some customers in with some 2000cc injectors and the body is just like the old bosch 1680 and most of them leak .

 

FUEL INJECTOR CONNECTION - F IC2000 BOSCH HI Z FUEL INJECTOR

They are the Bosch EV1 with an adapter. They are quite different from the 1680's in apperance.

 

Pulled the rails / injectors out of the ports and primed the system and there was no leaks, and now for some reason the fuel pressure is not bleeding nearly as quick. Its been 24 hrs and the fuel pressure gauge is still reading 5psi.

I drained ALL of the oil (coolers included), refilled and did another compression test = 110 ish front and rear. The first test I forgot to depress the gas pedal to open the TB butterflies, oops =) I did however notice that when I plugged the secondaries in the tabs on the connector did not engage the tab on the injector so i zip-tied them on. Not that it's relevant to this issue, just an FYI. I hope to do a startup tomorrow and finish adjusting my TB and see what happens.

 

Ok, as I said before no injector leaks @ 40ish PSI with key off and acceptable compression(110). I will attached my map and the latest log just idling with some slight revving. I havent smoothed out the fuel curve at all, i've just been logging and using the excel AFR-fuel tuner spreadsheet and as you can see from the map watch and INJ settings it is not making any difference in my idle afr's. I have heard there is a base injector duty that the PFC will not go below, fact or fiction I cant say. When I first start the engine i see 12.7 - 13.2, after a bit it always returns to 11.6. It is so bad that after a minute or two in the garage with fans and the overhead door open I can hardly open my eyes. I have good spark, no injector leak (engine off), good compression, and a strong idle. . . looking for suggestions on what to check next. BTW tps voltage is within spec and no load idle is 1200ish.

Thanks,
Dan

 

dont know how to upload the .dat file so here is images of the base map and AFR

 

please zip the individual files (.dat, .txt) and upload them.

 

Here is my map and log, as I said the fuel curve is terrible as I was only working on the idle.