Fjo injector driver

Any suggestions? Will the car start on the stock ECU when the Hondata and adapter harness is removed? High altitude tuner www. Post by hayhursm » Tue May 27, pm I? Yes, the vehicle would start when the stock ECU was installed. Post by Spunkster » Tue May 27, pm Post a picture of your adapter harness. I will post a picture tonight after work. You do not have the required permissions to view the files attached to this post. Post by Spunkster » Thu May 29, pm Judging by the fact that the adapter harness has been cut and spliced together, I would suspect a problem with the adapter harness or there has been some change in the vehicle harness.

It sounds like your ecu is not getting any power. Post by hayhursm » Thu May 29, pm I ordered the harness from horsepowerfreaks. I'm hoping to find someone locally that I can test my Hondata system in their vehicle. Post by hayhursm » Mon Jun 09, pm I dug a little deeper into this problem and discovered that none of the connector pins going into my ECU are reading 12 Volts; the pins were tested at the actual harness and not the adapter harness.

I looked for ECU fuses but could not find any? Post by Spunkster » Mon Jun 09, pm What has been done to this vehicle? Post by hayhursm » Mon Jun 09, pm As far as electrical modifications I clipped the fuel injector connectors and installed GM Weather Pack connectors in their place to run an FJO injector driver. The difference is, low-ohm injectors use a spike of 4-Amps to shoot them open and continuous 1-Amps to hold, hence 'peak' and 'hold'.

This high current signal makes the valve act a considerable amount faster than traditional high ohm injectors. Because bigger flow injectors tend to have larger valves and orifices, most big injectors are low-ohm. Now they're developing faster moving components at less current but still have yet to offer anything affordable over cc or so. But, there are a lot of Lo Z injectors available to choose from and tons of people use them for a long long long time with good results.

High Z may take over in the long run but until the prices come down I am sticking with low. The bosch high ohm big flows are more. I think the "fast" high ohm big flow injectors are super expensive. Everything on usrt's website seems a bit over priced to me imho. Its because those injectors are not the new faster actuation high ohmz.

The new ones truly are expensive as crap. Actually it has to do more with idle : The open close time has to be quick to allow for short pulse widths at idle. This is why the idea of two fuel rails is so intriguing! No idea how that works though.

Also I think rpm might be too low for idle no? But for anything above cc I'd go with twin fuel rails. Yeah rpm would be beautiful. I'll have to check my stock DD and see what it idles at. This is interesting. I will try to lower my idle to rpm with cc injectors and see if it will hold.

What do you idle at now Cam? Right now I have the timing and fuel the same below rpm so if I just adjust the throttle screw and lower it, maybe I can do rpm. You don't use an ICV? Yes I do, but since I have an aftermarket throttle body I can adjust that as well. I have zero issues idling 60 lb injectors in batch at rpm. Hopefully the 80lb inj will be just as smooth, if not rpm idle here i come. Sequential injection has really intrigued me.

Perhaps I will give it a go on my next build. Seems like a really big hassle for what it does. I think something something like this was outlined in Megasquirt manual. Jon do you know why DTA use ms for fueling?! Seems very nontraditional and painful to tune fuel over the general accepted VE table.

Kinda defeats the purpose of tuning injector opening time. Antonch - a lot of systems use mS for injector table. Its not defeating the point of injector time because its still measuring your spray duration, just accounting for mechanical latency. VE is very arbitrary - unless know what you're doing to come up with a VE table, the values basically mean nothing.