Does the Tuner Pro give you any control over when the Secondaries and/or P2 injectors come on and at what duty cycle % or are you stuck with the OE parameters on these?

I have never really looked into that - not sure . It is doing the same job the AP does so if the AP can do it the PT should be able to also .

I'm referring this to MM and the Cobb dealer software AccessTuner Pro, not the Hymee software

I believe that short of small changes...you are stuck with the OEM fueling strategy..

The fueling strategy is "fixed".

It's load-based with some RPM limits.
I had thought about asking for that table in the software, but there isn't/wasn't much use for it AFAIwasC, so I didn't bother.

ahhh - tuner pro and pro tuner . Some scope for confusion there :eyetwitch

Sure, because your not restricted by any rules other than your own

Precisely.

Does anyone have a good source or chart for how the Injectors stage and/or hand off duties? Really trying to get my head around this :)

/\ the nice chap (cough) that posted above you has the chart you are looking for .

Woot thanks MM! That actually explains it perfectly and now I understand why I've been getting lean spots at middle loads.

I had initially assumed the P1 was linear and was trying to scale there to get a flat addition of fuel across the board. It became obvious really quick that it peaked in some way and handed off duties somewhere.

There is some "dovetailing" going on, though it usually causes a rich condition unless you have your scaling wrong somewhere.
Lean spots are S-DAIS crossover points.

Yea, I've played with the APV as well. I'm slowly learning to identify the results of these changes in logs. The more I understand how each part works and see its effects the more sucess I've had in making changes and getting the results I expected.

As you know I've been playing with all three injector scales trying to get my maf down to a more realistic calibration. What I was initially experiencing was the car at higher boost/loads dropping down to target AFRs perfectly. But when I ran at lower boost or partial throttle the afrs just wouldnt stay down right. It would initially drop to target and then spike lean. Always in the 110-150% load before my P2s can help. In not understanding the injectors correctly I was trying to add fuel to middle loads with the primaries then take a little back out on the P2s to keep my High load on target. Obviously this made the spikes worse. I was screwing up the balance and staging and it got to a point where I could no longer get identifiable results in my adjustments. I suspected I was wrong on how the P1s functioned and that chart pretty much pointed out exactly where I went wrong :)

Why does the primary go so high compared to the other 2 that stop at a lower point? Is it so Primary 2 can be transitioned smoother? Do the injectors all go up past that point where they stop once it reaches the end point on the graph?

thewird

Anybody thought about or run this combination with the Accessport:
Primary: 380
Secondary: 480
P2: 480 modified for more flow by KG parts (not sure if this is possible)

I think this would be fairly close to the stock ratio to stock between primary and secondary injectors, and allow for both a wider amount of fuel available beyond just modifying the stock 380 cc P2s. At the same time the latency for the secondary and P2s would match.

Thinking about this in reference to running 500+ g/s.

/\ I'm currently running 380/380/480
It's ok but I have noticed there is a marked accelerator pump (rich) effect when i go into boost - probably due to the ratio diff from stock p1 to sec . Have not noticed any problems mixing the 380s and 480s on the same latency table .

^
Do you go rich to the point that the engine bogs?

edit: I'm assuming the 480 is in the P2 position?

/\ no bogging - just goes into the high 10's for a split second . Yes 480s in P2 .

I actually wondered if this might be a good thing for knock reduction :dunno:

see a log on what happens here : https://www.rx8club.com/showpost.php...2&postcount=14

The way you are planning to do it will probably work better .

High 10's is totally acceptable if your ignition system is up to it.

380/480/480(modified to 720) is one setup that I have run. Works perfectly, though I prefer the 290/380/480(modded) that I run now.

Would 550 720 720 work OK with the AP?

Any way to change the P1/Sec relationship so I could run 290-720-720?

Would 480-720 720 be close enough?

550/720/720 is damn near perfect.

Idle might not be great because of the very short PW needed there for 550's, but I doubt you care about idle.

too bad Injector Dynamics doesn't offer anything below 725cc yet

I sent Tony an e-mail about that :)