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PTE/ Delphi 1000's dialing in

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92tsifwd

15+ Year Contributor
572
0
Feb 1, 2004
Hastings, Nebraska
According to this link baseinjectordata [ECMTuning - wiki]

The 1000's flow 940cc actual flow. I was told that this is typically at 43.5 base pressure. So on a 1g running 37 psi base would 862cc be accurate or do I dial them in at 940cc also? I read something about the stock 1g ecu have a correction factor for 37psi base pressure. Right now I have them dialed in at 872cc and 336 deadtime. My narrow band after startup it starts on the lean side of the gauge then slowly goes to the rich side and stays there. The plugs are fairly clean on the tips but, the botom that is usualy white is black. Driving the car it stays in the rich zone of the gauge and coming to a stop the idle lopes pretty good. Should I adjust the deadtime higher or lower? And what should these 1000's be dialed in at? Thanks, Jason
 
First off ditch the narrowband and get a wideband
2nd since you got a AFPR why not just turn up your base fuel pressure to the pressure they were tested at?

You are adjusting the settings in fuel tab of Link. You watched the startup videos on ecmlink to get you dialed in?



Black plugs means you're running rich.

PTE are a little hard to get dialed in correctly I had a set but it's manageable. However I do like my FIC 1150's more.
 
Ive adjusted my PTE 1000s more times than i can count. They can be finicky little bastards. Next upgrade for me is some other brand of 1650s+. E85 ftw!

Just pulled a log but its from january. from the looks of it i wasnt running a 93/e85 blend yet. My global is at... well ####, the laptop just froze, ok its back. global at -51.2 and dt is 720. The 720 is high i know. Its been a few months since ive tweaked much on the car it runs great even if the combinedft jumps 3%, i dont really care. IIRC, i had to adjust the dt so high to get my lower mafcomp slider down near zero. Come to think of it thats prob not the right way. My mafcomps in the 2200-3300 had to be raised up about 16%. Thus the Global scaler should be set lower. This was before my walbro 400 though so i could have been rnning out of pump, now im rambling. good luck bud!

Ive only owned stockers and these ptes so i will know how they stack up when i get new injectors later on. Just a disclaimer. When i say theyre tough to get right it might be the injectors, but it might be me as the tuner. Urban seems to think they are tough too though.
 
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Since this didn't seem to be clear to you on the DSM-ECU list, let try again.

A stock 1G manual ECU has a global of 0x4a That represents the 450cc injectors running at the factory base pressure. So what do you call that global, 450cc or 411cc? If you call it 450cc then when you calculate the global for the new injectors you do so the same way and call those PTE's 940cc injectors.

If your tool says that stock bin injectors are 411cc, then it's using the actual flow rate and you should calculate the new injectors effective flow rate at the base pressure and use that value.

My guess is that your using tunerpro with one of the XDF files floating around. I'm betting it says the injectors in a stock bin are 450cc ones, so you should used whatever number the injector is rated at using the standard 43.5psi. So you've told the ECU it has smaller injectors that it does. The ECU then uses a longer injector pulse width than it really needs and you wind up rich.

You have to get the global into the ballpark before you can worry about dialing in the deadtime.
 
Since this didn't seem to be clear to you on the DSM-ECU list, let try again.

A stock 1G manual ECU has a global of 0x4a That represents the 450cc injectors running at the factory base pressure. So what do you call that global, 450cc or 411cc? If you call it 450cc then when you calculate the global for the new injectors you do so the same way and call those PTE's 940cc injectors.

If your tool says that stock bin injectors are 411cc, then it's using the actual flow rate and you should calculate the new injectors effective flow rate at the base pressure and use that value.

My guess is that your using tunerpro with one of the XDF files floating around. I'm betting it says the injectors in a stock bin are 450cc ones, so you should used whatever number the injector is rated at using the standard 43.5psi. So you've told the ECU it has smaller injectors that it does. The ECU then uses a longer injector pulse width than it really needs and you wind up rich.

You have to get the global into the ballpark before you can worry about dialing in the deadtime.

In the ecu 450's dial in at 447cc in the stock ecu. The car seemed to run best with them dialed in at 947cc and 336 added deadtime at 37psi base. Anymore deadtime and the o2 doesn't cycle while driving. any less and the car would die right after start up. It runs rich when dialed in at 872cc at 37 psi base with 336ms however the 02 will cycle at idle but not when cruising. And same thing doesn't like more or less deadtime. Dont know weather going to 43.5 is a must? So if I understand this right, then the correction factor in the 1g ecu will asume 37psi base and adjust so I should leave them at 947cc and go from there. And like the 450's they don't flow fully so real flow would be around 862cc right even though I dial them in at 940cc?

Then on a seperate note if I change to 43.5 base actual flow would be 940cc but dial in will be higher if I dont change the correction factor in the ecu to compensate for the pressure change. am I right?
 
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So if I understand this right, then the correction factor in the 1g ecu will assume 37psi base and adjust so I should leave them at 947cc and go from there. And like the 450's they don't flow fully so real flow would be around 862cc right even though I dial them in at 940cc?

It's the tunerpro XDF file that's taking the ECU value of 0x4a and displaying 447cc doing the conversion. When you enter 950cc the same conversion happens and it sticks 0x23 into the ECU code which then converts back to 947cc

In any case the person who wrote the conversion factor assumed that 0x4a = 450 cc not 450cc injectors @ 36 psi (411cc). You need to do the same thing (ignore that the car really uses 36psi) unless you change the base fuel pressure. Then you'll have to figure out the effective flow rate change and factor that in.
 
It's the tunerpro XDF file that's taking the ECU value of 0x4a and displaying 447cc doing the conversion. When you enter 950cc the same conversion happens and it sticks 0x23 into the ECU code which then converts back to 947cc

In any case the person who wrote the conversion factor assumed that 0x4a = 450 cc not 450cc injectors @ 36 psi (411cc). You need to do the same thing (ignore that the car really uses 36psi) unless you change the base fuel pressure. Then you'll have to figure out the effective flow rate change and factor that in.

Ok that makes sence I appriciate you clearing that up for me.
 
I have another question. I am lean at idle but rich from 1200 rpms and higher. Does this sound right to have to add a ton more dead time in the idle spot? Would idle be considered the 4.7 volt range? And did all of you carry your idle added dead time up for all volt ranges or did you decrease added deadtime by rpm?

I was reading in the tech session under tuner pro that 4.7 volt to 13 volt range is the idle.
 
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