lass mal sehen ob ich das geregelt bekomme:
die 550er düsen spritzen 25% mehr sprit ein, ohne dass ich den benzindruck anhebe.
also muss der geforderte druck doch eigentlich schon da sein, die 440er spritzen nur nicht mehr ein...
ich kann mich erinnern dass die 440er ab einer gewissen menge ( eben 440 ccm ) eh quasi dauerhaft offen sind... und der druck muss eh schon da sein ( sonst würden die 550er verhungern )...
http://www.supras.com/~riemer/sonict...yotainjection/
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DUTY CYCLE
Injector duty cycle is a ratio of the injectors on time to the total time. As the engine rpm is increased, the total cycle time shrinks. If the on time remained the same then the duty cycle would rise. If the engine PRM stayed the same and the on time decreased, then the duty cycle would drop. Duty cycle is a way of measuring the output time of the control unit that also factors in the speed of the engine. Whenever we read duty cycles above 85% the injector is essentially full open, and we can not expect any enrichment unless an injector with a larger volume is use. Furthermore should the injector enter a static or collapsed condition a very lean condition can result.
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ich denke ab einer geiwssen menge ist einfach schluss.
bin da eher skeptisch. ist ja kein golf
reg riemer hat nen netten schlussatz hier:
http://www.supras.com/~riemer/lexusr...exusnotes.html
This is conclusive proof that there is no more useful fuel map in the TCCS after the fuel cut point, well there is at most 5 to 10% after the cut point, as well you could run up into the out of safety zone in the air/fuel ratio causing the EGT's to climb up and up. None of this is worth it, if you are running lean at the top and the duty cycle is over 85% or near 90%, and you still need more from your motor to be happy. YOU NEED BIGGER INJECTORS, period, the moral to this story is that you can reprogram/chip and yak until the cows come home but your injectors are still to small.