Secondary injectors working (sort of)

So, after all the wiring and plumbing the Secondary injection hardware was all in place.

I could have run this the other night, but I was a bit edgy about it all, so I left it for the weekend.

First run, much trepidation, set it to come in at 7.5k rpm. Drove along, and at 7.5k is just coughed and grumbled and coughed (note settings are 7.5k rpm, and manifold pressure (MAP) has to be above 80kPa). It felt like it was lean (rich was a possibility, but unlikely). Looking at the logs is turns out that the MS thinks everything is working, but the AFR (lambda probe) makes it clear that these is not enough fuel.

Tested polarity on injectors (doesn't seem to matter), tested injectors (fine), tested continuity from transistor in MS and the injector leads (FAIL). Basically I had wired the 37pin connector wrongly (dohhhh).

Test 2: drove out, and logged. I also put a video camera under the bonnet looking in through the window of the airbox. The idea is to see if the injectors are all working, and to see if the fuel is going in the right direction. Anyway it recorded for 10mins, and then shut itself down (damn just before the interesting bit!). Here is a log-file.

This log shows up a few things:

1) injector switch is working

2) injector switch doesn't happen over 25 cycles (as requested) but is instantaneous (this is a feature of the hi-res code, which I am investigating)

3) After both injectors come on-line the AFR jumps up by around 1 to 1.5units.

4) I need more fuel up the rev range (actually dangerously lean at 10k rpm).

re 3: I have told the MS that the primary injectors are 270cc/min (this seems to be a well-known number) and the secondaries are 294cc/min (cbr1000rr, number from internet), but there must be a problem. Could be:

a) injector values are not right

b) injector opening times are wrong (this comes into this in a complicated way)

c) the fuel isn't getting into the engine from the secondaries

Not sure what to do, but I will put VE table mapping points just before and just after the switch-over point and then the MLV tuning function can sort it out for me (cunning plan I thought).

The problem with fueling at the top end hopefully is because secondary injection really does buy power by pulling in more air, and causes good mixing. It may (on the other hand) be due to (a,b,c) or the fuel pump may have run out of capability.

All good fun.