[nacelp]

> the ecm is the 746 ecm..
> the injectors are wired in series. (front left * back right) are on one
> "channel"  and (front right and back left) on the other.
> They don't seem to care about the voltage drop.

Is this from testing or just cause it seems to run that is must be OK?.

> I have diacom, so i can get MAP readings etc... just curious what BPW
would
> be good to get going..

I don't have that particular mask's editor, but do for the 747, which I'd
imagine is rather close.  Any who the 350 BPW is set at 180, and a 454's is
set at 130.    Where are your's set currently?
   12.5:1 AFR is the neighbor hood for N/A some S/C stuff goes richer, to
use the fuel for cooling.
   10:1 would prolly be rich limit.
   Be prepared for lots of plug checks, if you don't want to melt this down.
   Have you read any of the tuning stuff.
Grumpy
   All the standard tuning warnings apply about you can melt a motor down
easily with tuning errors, etc.
>
> Shane
> ----- Original Message -----
> From: <ECMnut at aol.com>
> To: <diy_efi at diy-efi.org>
> Sent: Saturday, May 20, 2000 8:43 AM
> Subject: Re:
>
>
> > Hi Shane,
> > you didn't mention which ECM yoy're using, but larger injectors
> > and a 2 bar setup might be needed.   OR.... a second computer, like a
749
> > with 2nd group of injectors which lie dormant until boost is present,
> > then you can accurately meter the additional fuel, up to 15 psi..
> > You would need to obtain a tach & MAP signal at the very least..
> > Mike V
> >
> > > Hey guys anyone know how to calculate the base pulse width when
running
> > >  boost?
> > >
> > >  Obviously the problem is that the VE tables max out at 100%, but with
a
> > >  blown motor you are over 100% efficient.
> > >
> > >  I thought about using a forumla i had and just using a A/F ratio of
> like
> > 8..
> > >  Does anyone know the limit of A/F ratio?
> > >
> > >  I use tunercat for tuning, and my car is a 92 firebird 355 TBI with
the
> > 4bbl
> > >  holley 700cfm unit. I run a roots style blower with 6psi of boost.
> > >
> > >  thanks,
> > >  Shane
>
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