Also see what your injectors pulse is set at, most of us are running on the lower end, maybe your set a tad to high, but all depends on your injectors to of course!

 

I use 580cc and heve em pretty much maxed out at 18 psi, and my haltec uses only one sensor,I would think that after a turbo change all the tables would need major feul increases,more as you increase the psi.

 

OK guys I just about got all the ptb lean condition taken care of, thanks to you. since this turbo spools up a lot easier(quicker,earlier in rpm) I had to increase the fuel cells from 15 psia to 21.5 psia majorly. I still need to fine tune it just a bit, maybe richin it up a bit while under boost(10psi). Im getting about 12.8-13.3 afr give or take a little from part boost to full boost.



I have my green top 440 cc injectors pulse set at 1215, you guys think I may need to to lower this a little? Also their still in the negative 2 at 10 psi on my fuel map, so I have little more room to grow when I up the boost.



I figured the bigger turbo flowed more so I could basically use the same map just add a little fuel at the earlier load levels., but I had to add a lot more fuel than expected lol.

 

My Ford Green Tops ran WAY smoother at like 480ish for the pulse width.. Cant remeber exactly what it was might have been around the higher 480's but you will FEEL the diffrence.



drop it down to like 486 and drive around and just make small changes. See what feels better. I does really make a pretty noticeable diffrence in the smoothness.

 

Ha, yeah I'm running way to high in the pulses then, I will def. do that cause right now its not all that smooth when it idles or anything of that nature, its not too bad but its not great either. thanks turboron_99.

 

Here's a pretty good explanation of injector response time.



I ended up with a value of 729 and my LTFT runs between + and - 1% winter and summer.



I have an 05 Beta II Tib, MP45 SC setup getting 12 lbs of boost.





For every fuel injector, it takes a certain amount of time between when the ECU applies power to the injector and when fuel actually begins to spray out of the injector nozzle. This is sometimes referred to as injector dead time, injector response time, or battery offset (because the amount of time will be different depending on battery voltage).

The FIC compensates for Injector Response Time as follows: let's say the Injector Response Time is set to 500 us (0.5ms). This is assuming that when the stock ECU holds the injector open for 2.0 ms, the first 0.5ms of that time is spent opening the injector (without any fuel flow) and the next 1.5ms is spent actually delivering fuel to the engine. If you want to add exactly 100% more fuel, you should hold the injector open for (2.0 - 0.5) = 1.5 ms longer than what the stock ECU was doing.

The time spent opening the injector doesn't change, so the total fuel pulse to deliver double the fuel should be 0.5 + (1.5 * 2) = 3.5ms.



Hopefully that helps explain that the FIC essentially just holds onto the Injector Response Time. It is subtracted before fuel calculations are performed, then it is added back in after fuel calculations are performed.



Injector response time is pretty important for low-RPM low-load operation, most injectors we have measured tend to have a response time of about 850-1200 us (microseconds). If the response time is correct the FIC's fuel tables will tend have similar numbers for most low-RPM low-load cells.





In addition to that, injector flow ratings are usually telling you how much fuel the injector will spray if you turn it on full blast (static flow). This does not necessarily mean that the injector will flow exactly half that much fuel at 50% duty cycle, and the difference may be even more pronounced at very low duty cycles.