Possible Problem With kpro

jsimon9633 · Post by **jsimon9633** » Sun Apr 24, 2005 12:00 pm

ok so I thought my fuel pump was bad cause i was going lean in boost

and i switched it out

well still go lean in boost AND

when i try to add fuel to the maps it goes EVEN leaner.

could this be an ECU issue? any way to test to be srue besides sending it in?

Post by **Hondata** » Sun Apr 24, 2005 4:23 pm

It sounds like the o2 sensor in the car is false reading. If possible verify the A/F ratio with another wideband or on a dyno.

jsimon9633 · Post by **jsimon9633** » Sun Apr 24, 2005 6:06 pm

Hondata wrote:It sounds like the o2 sensor in the car is false reading. If possible verify the A/F ratio with another wideband or on a dyno.

Ok well I switched out my wideband with my friends RSX S and the same thing occured. is there any strange possibility that Kpro could be malfunctioning in boost? i know it sounds strange but after troubleshooting every other possible option I am stumped

Post by **Hondata** » Mon Apr 25, 2005 7:26 am

Datalog and check the injection duration under boost (posts the calibration and datalog here if possible). It still would be a good idea to check the A/D on a dyno.

jsimon9633 · Post by **jsimon9633** » Mon Apr 25, 2005 10:06 am

Hondata wrote:Datalog and check the injection duration under boost (posts the calibration and datalog here if possible). It still would be a good idea to check the A/D on a dyno.

here is the kal and datalogt

Post by **Hondata** » Mon Apr 25, 2005 1:26 pm

What setup do you have, and which injectors are you using?

jsimon9633 · Post by **jsimon9633** » Mon Apr 25, 2005 1:38 pm

Hondata wrote:What setup do you have, and which injectors are you using?

1000cc precision injectors, aeromotive fpr, 35psi at idle with vacuum to it, 45ish without the vacuum source 1:1 fpr, aem fuel rail. walbro 255lhp pump, bypassed intank FPR.

return line and feed line both 3/8" inch

Post by **Hondata** » Mon Apr 25, 2005 6:14 pm

Obviously the fuel system has been modified a lot - why? Is this an engine swap? Are the injectors low impedance? Are you using a resistor box? What does the fuel pressure do under boost?

Tell us all that you can, starting with what vehicle/engine combination you are using, and what you have changed/modified.

jsimon9633 · Post by **jsimon9633** » Mon Apr 25, 2005 10:14 pm

Hondata wrote:Obviously the fuel system has been modified a lot - why? Is this an engine swap? Are the injectors low impedance? Are you using a resistor box? What does the fuel pressure do under boost?

Tell us all that you can, starting with what vehicle/engine combination you are using, and what you have changed/modified.

no k20 turboed rsx with turbo cams, valve sprins, rets, built bottom end

fuel pressure under boost is 1:1 rising with the fpr its 35 at idle so its about 53 at 18lbs

Post by **Hondata** » Mon Apr 25, 2005 11:13 pm

Keep going ... Are the injectors low impedance? Are you using a resistor box?

How much boost do you plan to run? 1000 cc injectors are much larger than you need. Also using a FPR is not recommended unless it has a fixed fuel pressure (i.e no vacuum line). Lastly, the stock fuel rail has the most volume and works the best.

jsimon9633 · Post by **jsimon9633** » Mon Apr 25, 2005 11:56 pm

Hondata wrote:Keep going ... Are the injectors low impedance? Are you using a resistor box?

How much boost do you plan to run? 1000 cc injectors are much larger than you need. Also using a FPR is not recommended unless it has a fixed fuel pressure (i.e no vacuum line). Lastly, the stock fuel rail has the most volume and works the best.

low impedance 1000cc with a resistor box plan is to run 25lbs of boost at least.

the fpr was recommended to me by Doug from hondata,
aem fuel rail was used due to accesibility for a return line

Post by **Hondata** » Tue Apr 26, 2005 8:13 am

Don't use a return line and FPR - it just makes tuning more difficult and is something else to go wrong.

You'll find that high impedance injectors usually work much better than low - 750cc should be good to over 500 hp. Also some injectors are a 'mid impedance' and don't work very well at all (some DSM injectors and some bosche injectors that I know of).

jsimon9633 · Post by **jsimon9633** » Tue Apr 26, 2005 8:16 am

Hondata wrote:Don't use a return line and FPR - it just makes tuning more difficult and is something else to go wrong.

You'll find that high impedance injectors usually work much better than low - 750cc should be good to over 500 hp. Also some injectors are a 'mid impedance' and don't work very well at all (some DSM injectors and some bosche injectors that I know of).

well before deciding the setup I spoke to Doug from Hondata and thats what he recommended, my setup choice I dont think is the problem atm, it is some part of it or the ecu not working appropriately.

I cant change my setup now, not gonna buy new injectors as this setup was working just fine and was even dyno tuned so it works fine.

I am trying to pinpoint the trouble now.

Post by **Hondata** » Tue Apr 26, 2005 9:50 am

OK then, I don't think the FPR is a good idea, but you need a fuel pressure gauge either on the dyno or in the car to see what the fuel pressure is doing under boost. You'll need to raise the fuel pressure because 52 psi @ 20 psi boost is only 3 psi over stock, and you're not really getting any advantage.

What was the A/F on the dyno? If it was working fine, then what has changed?

jsimon9633 · Post by **jsimon9633** » Tue Apr 26, 2005 10:01 am

Hondata wrote:OK then, I don't think the FPR is a good idea, but you need a fuel pressure gauge either on the dyno or in the car to see what the fuel pressure is doing under boost. You'll need to raise the fuel pressure because 52 psi @ 20 psi boost is only 3 psi over stock, and you're not really getting any advantage.

What was the A/F on the dyno? If it was working fine, then what has changed?

nothing has cahnged thats exactly the problem , it started doing this out of nowhere.

the fuel pressure depends on the injector size in this case I don tneed more than 52psi it was supplying enough to keep duty cycle of injectors below 80%