RomRaider

After some playing, I think I have them dialed in pretty good. Changes are very little, I remember in NASIOC thread Tony mentioned that Subaru and ID use same latency/deadtime/definition and RR flowscale conversion is quiet precise.
The car is otherwise stock '06 EDM FXT. I'm building rotated twinscroll kit, still lot of work ahead, here are some pics of manifold http://s213.photobucket.com/albums/cc32 ... 1/welding/


And for reference
As printed in supplied sheet
@43.5psi

Besides that, cranking tables need some attention. I have small hot cranking issue only when car stays 10-15min and CTS around 85C, it just takes second longer to start.

how do they idle?

At least as good as stock. really)) I'll grab some camera and make a video

Ive used these as well. Ill post up the settings I use. These are excellent injectors.

still waiting for those vids

Here
http://www.youtube.com/watch?v=QC5LUh12mSs

These injectors only flow approx 850cc. So if you set them to 1035, then you will be making up for the incorrect size with your latencies and your MAF scaling - which is not the best approach and will lead to numerous other drivability issues.

Leslie

lol, what issues?
850? Where did you get that number?

Numerous fueling issues will arrise if incorrect latencies and MAF scaling are used. The most common are sporadic lean outs under light throttle cruise, hard cold start, and unexplainable peaks and/or dips in your AFR.


Several sets of the ID1000's were independantly tested and were shown to have a flow of between 850cc and 890cc using industry standard testing fluids.

Leslie

Leslie, do you know what pressure they were tested at?

These will most likely be my next injectors, any links to these tests would be nice.

I was sarcastic, meaning I'm not ignorant and know how to calibrate injectors and have no fueling issues so far

Regarding those independent flow tests... Long story short it's absolutely wrong point. You can't find flow scale via static test and insert it into ROM. Machines run oils with higher_than _gasoline viscosity. Their flow test results are unrelated to RomRaider flow scale conversion.
http://forums.nasioc.com/forums/showpos ... tcount=586

Ok, so Paul Yaw was testing wrx injectors on dynamic testing machine and received 447cc/min per injector. Knowing that those injectors are 420cc/min in ROM we can take approximation of 1015cc/min beeing actually 955cc/min. I think no, because every time I try to calibrate stock wrx injectors in open loop I get 430-440cc/min. Yeah, calibrating 4 injetors at a time through comparing target AFR vs measured AFR isn't scientific method But that's what calibration about. I expected 975-1000cc/min flow scale and got 1035. Maybe it's gasoline related issue -AFRs differ.

Tony himself admits he used pump gas for his flow tests, not the industry standard and calibrated testing fluids (which he said was too expensive). Go read his website if you must and the numerous threads on NASIOC

The fact is, they are 850-890cc injectors - tested and rated using the same testing fluid as the oem injectors. If oem sti's test at 550cc, and then the ID1000 injectors test at 850-890cc after testing the same way on the same machine at the same place by the same ppl, then you'd be stupid not to go with 850-890cc in RomRaider over Tony's 1015cc from incorrect testing procedure any day.

Leslie

So, you're assuming that 06+ injectors will flow 550cc on that machines, because they're commonly called '550cc injectors' ?

Anyway, "correct flow scale" is number, which gives minimal CL A/F Trims and minimal difference between Target AFR and wideband measured AFR. It's the only things that matter, not static flow tests.

Assuming the following:

* ID 1000s flow 1000 cc/min when tested with gasoline
* ID 1000s flow 900-ish cc/min when tested as per industry standard
* What Subaru calls a 550 flows 550 when tested as per industry standard

Then I conclude:

* What Subaru calls a 550 would flow 500-ish when tested with gasoline.
* What Subaru calls a 550 flows 500-ish when we're driving with them in our cars.
* Pretty much everyone's MAF scaling is off by 10% from the true mass air flow. But we use those numbers anyway because they give us the target AFRs we want from our not-calibrated-with-gasoline injectors.
* Pretty much everyone's load numbers are off by the same percentage.
* And until now, nobody noticed.
* Because it doesn't really matter.

So is it better to use the "industry standard" flow numbers for ID 1000s even though we're not pumping industry standard test fluid through them when we drive? The only benefit I see to this is that your MAF and load numbers will be more consistent with everyone else's.

Or is it better to use the calibrated-with-gasoline numbers? The only drawback I see to this is that your MAF and load numbers will be 10% off from everyone else's.

If you hadn't guessed by now, I don't think it makes any difference. When you consider that plenty of people have deliberately set their MAF and injector scaling numbers off by a factor of two to get around the limits of older ECUs, who cares about 10%?