What is injector latency

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Forum Posts. Unresolved Threads. Page 1. Kesterj Kester Johnson. February 10, at PM. Hello, as far as i know the dead time parameters are provided by the injector maker company. Hope that my understanding was correct and knowing people are welcome to fix me. Search for:. Theory: An Injector Model Categories: All Articles , How Tuning Works Introduction Understanding your fuel injectors is one of the most important things you can do to ensure that fueling is appropriate for your engine.

It operates by using electricity moving through a coil to generate a magnetic field which moves a plunger. Latency : the length of time after the injector is turned on before it achieves its linear flow rate. Everything you ever wanted to know about injectors but never knew to ask Injectors are pretty simple devices: turn on the electricity, wait till the fuel starts flowing.

Not quite… Injectors are mechanical devices — once electricity is applied, the injector needs to move from its resting position in which no fuel flows to its open position where fuel is flowing at its published flow rate. Tuning for Injector latency Most engine computers have some kind of table to compensate for injector latency. Follow this procedure: Start by hooking up you multimeter or starting datalogging battery voltage.

If you are using a multimeter, use a voltage source close to the ECM if possible. Fire up the car and hold it at a few thousand RPM. Observe battery voltage — it should be fairly high. Many vehicles will run anywhere from 0. Problems with battery tables can contribute to hunting or unstable idle.

IMO, Unless you changed the MAF or modified it and have a way to calibrate it you may be messing with the wrong table for tuning the car. So how do your AFR's match up to your fuel maps? With flash you will use MAF smoothing to dial in your air fuel calibration Works basically like any AFC, you alter reported airflow from the MAF and the ecu will do the calculations to apply the correct fueling for the reported airflow In closed loop the ecu is always going to use O2 feedback to adjust the fuel trims as needed for stoich.

You really don't want to try and fight what the ECU is trying to do during closed loop operation. If the ECU makes big fuel trim adjustments you need to adjust as needed to bring the trims back in line. So when adjusting MAF smoothing it's easiest to do so while in open loop while logging AFRmap and wideband O2 feedback, both scaled the same and overlayed to see the differences The deadtime has the biggest impact during low injector PW operation, idle and lower rpm.

Since the injectors have such a short pulse at idle if the injector takes longer than what the PW applied by the ecu you would get little to no fuel during that cycle. Deadtime gives the ecu an amount of time extra it needs to allow for the injector to actually fire and start delivering fuel.

Thanks for all the awesome replies guys. This would be so much easier with link but ecuflash is all I have right now. I'll get some good logs of cruising on the way home from work in the morning and hopefully get it all straightened out.

Warm up idle and cruise home, most of the time I was cruising around I did do a couple harder accelerations. Cold start my AFR was between I drove out of the parking lot AFR was Rest of the cruise home my AFR was around 11 and sometimes would even go lower Never seen the You must log in or register to reply here.

Similar threads. Replies 0 Views I have a question, its been a little confusing to me. How do i know what voltage in the latency to adjust? Are the voltages in reference to RPM? Posted: Fri May 13, pm. Then adjust the dead time to bring corrections at idle in line.. Also use the open loop fuel map lastly to get afr spot on to required. Sometimes i overthink stuff. Last visit was: Fri Nov 12, pm.

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