As far as double firing injectors, consider this. Although sequential injection fires the injector once per intake event, batch fire systems fire the injectors two (maybe four?) times per revolution. Of course they are held open less because of this, but you could consider this "double firing" I guess.

 

Seen them things be WAY off.Had one in a Fast System that said 10/1AFR when the plugs were right and the car running strong.

 

No kidding.. my personal car had a innovative wideband on it before I installed a twin tech on board and neither showed me going to 16:1 because of the aftercooler bendingthe overstreched 93 fuel lines to a 95 rail. Put it on the dyno and found it.

I drove mine from auguest till march with horrible AFR's (but reported a-ok by 2 widbands). it drove great and felt powerful. Of all people you know that if I knew it was a bit off I would have fixed it asap.

 

I havnt read the thread listed above,but is he running the gen7 in sesquential or staggered batch??...I can see 24#'s running 10's in sesquential Since the gen7 does have somewhat more control above 85% DC than compared to a factory ecu .But at the same token as fuel control being great idle and cruising with the smaller injector...wot he is losing that efficiency and I could care less what ET it runs. If the injector is static hes leaving something on the table .... And on a side note if he cant get 30's to idle cleanly, then he needs to find a new tuner....sorry, but thats the funniest thing I ever heard ... my question would be
1. bigger pump? (which has somewhat been answered)
2. increase in fuel line diameter?
3. fuel rail stock or modified /aftermarket?

All three listed above will allow any injector more room as it were to produce more hp... just from pure (volume) increase...anybody thats ever put a big pump on in place of whatever else they were using knows you better break out the laptop....... shes gonna be rich...

 

After ya found a problem and corrected it what did your wide band say??

 

Alvin, I trust the Innovative product in particular, was set up correctly, or was it later discovered to be setup error? It be interesting to have gotten some input from 'klaus' at Innovate forum. Was issue ever presented to forum for review? USUALLY, dyno/innovative discreptancies find dyno in error.

 

It always read the same before and after. I contribute it to not having a true good load on it.. I'm not going to break the law in a 3rd gear pull around here and we only have 1/8th mile tracks. It would fly threw second.. so it wouldn't get a stable afr.

This is also typical if you pay attention to datamasterdatalogs the AFR is always different in 1., 2nd, and 3rd gear.

 

1racerdude, read my responses again. Even though I think you can do what this fellow says, I prefer going larger.

Now back to this double fire, forget cycles for a second. What is duty cycle? It boils down to the percentage of 'on' to a unit time. In this case, we are the avaliable time is that afforded by 2 revolutions. At 6000rpms, as I gave deriviation of before, you have 20ms. At a constant 6k, the injector will be on all the time. If the injector is sized so as to be able to provide the required fueling with a 80% duty cycle, that means the PCM will turn on the injector for 16ms. However, because of the cam overlap, distance air/fuel must travel and injector offsets/openclose time you might still endup with the injector being being commanded open for fr much longer. This is why 80% is better to have, nothing is ideal so the inertial nature of injectors and the aircolumn will belie the true DC needed. This is why I like larger (I won't ask you your reason )


Now you mentioned that maybe the fellow figured out a way to double fire the injectors. The problem with that is that the 24s would have to be extremely close to already being on constantly. You can't just set the computer for a 80% dc as you suggest, dc is derived from the on time and rpms. The PW is basically derived from the commanded A/F ratio, MAF (or ve/rpm lookup for sd) and injector size. So if the computer want a specifc a/f is determines how long the injector is turned on. So a 24# inj can provide a maximum of 1.3e-4 lbs of fuel in that 20ms. Given this, how prey tell can you tell an injector to deliver more than this if without increasing the rail pressure dynamically? You can't. Double firing is a moot issue here. The only issue is that you can go to a larger injector and deliver all the fuel in the optimum window of the otto cycle.

My guess. The longer runners of the accel plenum is probably the reason he is running well. On a short runner like the LT1, I doubt we would do as well.

-Craig