Originally Posted by
vertigo
No offense taken. So if you have reverse engineered all of that, why haven't you written any custom code / features into the stock ecu? Even if you got the fuel compensation routines in check, people dont cleanly convert from 1 injector to another. Those settings you mentioned are nice, but broad band aids at best. Can you plop 740's into a stock ka, and make it run just like stock without dyno tuning / afr tuning?
I have hacked the ECU a bit so far. I'm not a software engineer; I'm an electrical engineer. The whole thing is in assembly and is a giant pain in the ass. Everything is done with patches at this point. So far I've managed to program thermo e-fan control into an S13SR ECU. I've just recently got an S14SR ECU datalogging a MAP sensor through Consult. That along with numerous Consult hacks. So much was missing from the original understanding of the ECU that I've spent most of my time documenting the unused/unknown registers. Right now I'm figuring out how to use a spare switch input to control the S14SR's 4 different wastegate maps.
With the settings that I mentioned, you can run a stock KA with 740's at identical AFRs without touching the fuel map. I should also mention that I neglected tip-in correction (and glossed over engine temp correction) in my original description. With a fuel map full of zeros I could idle and cruise my last SR at 14.7 consistently. It's a decent exercise because then you can see where mafs turbulence really comes into play. Now asking me to do it without dialing it in is something completely different. All of this info has been done in my spare time with my own parts/cars. If I thought it was worth my time to figure out, I'd get it together. The fact that I did it on a lower displacement motor with cams and big maf points to a KA being cake.
As far as being a bandaid, those are THE settings in the ECU. I'm not tricking the ECU into idling at one AFR by telling it to fuel at a different one. These settings are also what Haltech gives you in the E8/E11. You'll find the same stuff in the PFC. Controlling an injector is not rocket science. If you can think of or describe another control mechanism to constrain an injector, I'd like to discuss it. What I'm trying to avoid is a technical discussion where I'm the only one being technical. Again, just trying to bring the tech back to Nissan Tech.
Here's a neat read from Mazworx about the new Injector Dynamics 2200cc injectors they're using to replace their Bosch 160# units. Addresses linearity and accuracy at extremely high and low duty cycles.
2200cc Injector @ 43.5psi?? 3700cc Injector @ 130psi « Mazworx Daily Blog