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, Fri, 4 Oct 2002 14:36:08
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Yes, agree with you on the first part.
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Well, I'm pretty sure there's some chips in the use... (:
I think your AMM-resistor method can work as you say. When it comes to the edge-of-the-map problem I'm pretty sure it'll match the AMM-problem. At least I think of the load axis of the map as a direkt translation of the AMM output signal. When it reaces it's maximum, you're at the end of the axis. (Can't prove that it really works this way, but I think it would make sense if it did).
Another way of using larger injectors without changing the chip is by matching the injector upgrade with an AMM-upgrade. If you mount 50% larger injectors at the same time as you make the AMM-area 50% bigger (by changing the outer pipe for new one with 50% bigger area) you'll probably be fine as long as the ECU doesn't get into a enrichment map, since these doesn't rely on the AMM. But since the 3D map does, and always is active, you probably won't be THAT wrong....
Some type of answers:
1) I guess I answered in the text above?
2) Yes, the maps drop down at high rpm. The WOT-enrichment also do this (in fact it's zero at high rpm's!). My theory is that the (stock!) car simply doesn't need that much fuel at high rpm's. The APC unit is configured to drop down on boost when you reach these levels so the need for fuel probably is at it's greatest during mid-range WOT-driving. Stock, that is....
3) I don't have any numbers for this, sorry. Haven't got hold of the right equipment to really measure this myself. As a referens I can mention that the Saab 9-5 Aero uses it's injectors to about 95% in a "worst case" scenario (according to people from Saab). The old cars probably doesn't get as high (older stuff, less accurate, more safety tolerances), but that's just my personal thoughts.
Are you pleased with the answers? I sure doesn't know everything, but I try to pick up as much info as possible.
Regards,
/Ragnar
posted by 62.20.244...
, Thu, 3 Oct 2002 19:05:16, Fri, 4 Oct 2002 10:36:49, Thu, 3 Oct 2002 21:54:08, Fri, 4 Oct 2002 08:39:53, Fri, 4 Oct 2002 14:36:08, Fri, 4 Oct 2002 17:33:55, Fri, 4 Oct 2002 01:09:30, Fri, 4 Oct 2002 01:41:43, Mon, 7 Oct 2002 17:42:40
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